On An 4000 Maintenance Manual

KY
MicroLite 4000 Series
Printed U.S.A. 981-0503

297
Table of Contents
SECTION TITLE PAGE
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
3 DIMENSIONS AND CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
4 TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
5 PREPARING FOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Safety Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Set Removal Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
6 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Generator Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Engine Primary Systems Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
7 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Control Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Control Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Control Component Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
8 PRIMARY ENGINE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Crankcase Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Gasoline Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
LPG Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Electric Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
! !
The engine exhaust from this product
contains chemicals known to the State
of California to cause cancer, birth
defects or other reproductive harm.
Redistribution or publication of this document,

by any means, is strictly prohibited.
i
9 GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Generator Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Generator Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Generator Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Voltage Regulator (VR1) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Brushes and Slip Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Rotor Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
10 ENGINE BLOCK ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Leak Down Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Oil Pan and Oil Level Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Head Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Rocker Arms, Push Rods and Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . 10-3
Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Crankcase Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Camshaft, Tappet and Balancer Removal . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Piston and Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Inspection of Engine Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Piston and Crankshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Compression Release System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
11 SERVICE CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Initial Start Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Output Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
12 WIRING SCHEMATIC/DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

ii
Safety Precautions
Thoroughly read the SERVICE MANUAL before servic- • The genset must not be connected to the public utility
ing the genset. Reliable service can be obtained only or any other source of electrical power. Connection
with close adherance to the procedures in this manu- could lead to electrocution of utility workers, damage
al. to equipment and fire. An approved switching device
must be used to prevent interconnections.
The following symbols in this Manual alert you to potential
hazards to the operator, service person and equipment. • Use caution when working on live electrical equip-
ment. Remove jewelry, make sure clothing and shoes
Alerts you to an immediate hazard which are dry and stand on a dry wooden platform on the
will result in severe personal injury or death. ground or floor.
WARNING Alerts you to a hazard or unsafe practice
FUEL IS FLAMMABLE AND EXPLOSIVE
which can result in severe personal injury or death.
CAUTION Alerts you to a hazard or unsafe practice • Keep flames, cigarettes, sparks, pilot lights, electrical
arc-producing equipment and switches and all other
which can result in personal injury or equipment dam-
sources of ignition well away from areas where fuel
age.
fumes are present and areas sharing ventilation.
Electricity, fuel, exhaust, moving parts and batteries pres-
ent hazards which can result in severe personal injury or • Fuel lines must be secured, free of leaks and sepa-
death. rated or shielded from electrical wiring.
GENERAL PRECAUTIONS • Use approved non-conductive flexible fuel hose for

fuel connections at the genset.
• Keep ABC fire extinguishers handy.
ENGINE EXHAUST IS DEADLY!
• Make sure all fasteners are secure and torqued prop-
erly. • Learn the symptoms of carbon monoxide poisoning in
this Manual.
• Keep the genset and its compartment clean. Excess
oil and oily rags can catch fire. Dirt and gear stowed in • Never sleep in the vehicle while the genset is running
the compartment can restrict cooling air. unless the vehicle has a working carbon monoxide
• Before working on the genset, disconnect the nega- detector.
tive (–) battery cable at the battery to prevent starting. • The exhaust system must be installed in accordance
• Use caution when making adjustments while the gen- with the genset Installation Manual.
set is running—hot, moving or electrically live parts • Do not use engine cooling air to heat the vehicle interi-
can cause severe personal injury or death. or.
• Used engine oil has been identified by some state and • Make sure there is ample fresh air when operating the
federal agencies as causing cancer or reproductive genset in a confined area.
toxicity. Do not ingest, inhale, or contact used oil or its
vapors. MOVING PARTS CAN CAUSE SEVERE PERSONAL
INJURY OR DEATH
• Benzene and lead in some gasolines have been iden-
tified by some state and federal agencies as causing • Do not wear loose clothing or jewelry near moving
cancer or reproductive toxicity. Do not ingest, inhale parts such as PTO shafts, fans, belts and pulleys.
or contact gasoline or its vapors.
• Keep hands away from moving parts.
• Do not work on the genset when mentally or physical-
ly fatigued or after consuming alcohol or drugs. • Keep guards in place over fans, belts, pulleys, etc.
• Carefully follow all applicable local, state and federal BATTERY GAS IS EXPLOSIVE
codes.
• Wear safety glasses and do not smoke while servic-
GENERATOR VOLTAGE IS DEADLY! ing batteries.
• Generator output connections must be made by a • When disconnecting or reconnecting battery cables,
qualified electrician in accordance with applicable always disconnect the negative (–) battery cable first
codes. and reconnect it last to reduce arcing.

MBL-2
iii
iv
1. Introduction
This is the service manual for the KY 4000 Series
MicroLite generator sets (gensets). Read and
carefully observe all of the instructions and precau-
tions in this manual.
WARNING Improper service or parts replace-

ment can lead to severe personal injury or death
and to damage to equipment and property. Ser-
vice personnel must be qualified to perform
electrical and mechanical service.
WARNING Unauthorized modifications or re-

placement of fuel, exhaust, air intake or speed
control system components that affect engine
emissions are prohibited by law in the State of
California.
WARNING LPG (liquified petroleum gas) is

flammable and explosive and can cause as-
phyxiation. NFPA 58, Section 1.6 requires all
persons handling LPG to be trained in proper
handling and operating procedures. NAMEPLATE WITH TYPICAL MODEL AND
SERIAL NUMBER DATA
See the Operator’s Manual for instructions con-
cerning operation, maintenance and storage and
for recommendations concerning engine lubricat-
ing oil and fuel. 4KYFA26100E
A953123456
See the Installation Manual for important recom-
mendations concerning the installation and for a list
of the installation codes and standards for safety
which may be applicable.
See the Parts Manual for parts identification num-

bers and required quantities and for exploded views
of the genset subassemblies. Genuine Onan re-
placement parts are recommended for best results. SN5304U1G2RA 304 cc
When contacting Onan for parts, service or product

information, be ready to provide the model number
and the serial number, both of which appear on the
genset nameplate (Figure 1-1). Each character of FIGURE 1-1. TYPICAL NAMEPLATE
these numbers is significant (Figures 1-2 and 1-3 on
Page 1-2).
MicroLite is a trademark of the Onan Corporation. Redistribution or publication of this document,

1-1
Model Number Identification Serial Number Identification
Figure 1-2 shows a breakdown of the model num- Figure 1-3 shows a breakdown of the serial number
ber for a typical genset. for a typical genset.
MODEL
NO. 4 KY FA 26100 E SERIAL
NO. D 95 3 123456
1 2 3 4 5 6 1 2 3 4
1. Power capacity in kilowatts - (4000 watts) 1. Month genset was built:
A = January
2. Product family designation.
B = February
3. Starting method - (Remote startable) etc.
4. Voltage and frequency code - (120 volt, 2. Year genset was built:
60-Hz ) 94 = 1994
95 = 1995
5. Specification number - (Code for options and etc.
special features)
3. Location where genset was built:
6. Specification letter - (Used to identify major 0 = Fridley, Minnesota
design or manufacturing changes) 3 = Huntsville, Alabama
4. Active serial number
FIGURE 1-2. MODEL NUMBER IDENTIFICATION FIGURE 1-3. SERIAL NUMBER IDENTIFICATION

1-2
2. Specifications
GASOLINE MODELS LPG MODELS
4.0 KY 3.6 KY 3.6 KY 3.3 KY
GENERATOR: 2-Pole Revolving Field, Self-Excited, Electronically Regulated, 1-Phase
Power 4000 watts 3600 watts 3600 watts 3300 watts
Frequency 60 Hertz 50 Hertz 60 Hertz 50 Hertz
Voltage 100/120 volts 100/220/230 volts 100/120 volts 100/220/230 volts
36/16.4/15.7 33/15.0/14.3
Current 40/33.3 amperes 36/30 amperes
amperes amperes
Speed 3600 rpm 3000 rpm 3600 rpm 3000 rpm
FUEL CONSUMPTION: Gasoline LPG
No load 0.29 gph (1.1 l/h) 0.21 gph (0.8 l/h) 1.5 lbs/h (0.7 kg/h) 1.1 lbs/h (0.5 kg/h)
Half load 0.48 gph (1.8 l/h) 0.37 gph (1.4 l/h) 2.4 lbs/h (1.1 kg/h) 2.2 lbs/h (1.0 kg/h)
Full load 0.71 gph (2.7 l/h) 0.58 gph (2.2 l/h) 3.1 lbs/h (1.4 kg/h) 2.9 lbs/h (1.3 kg/h)
ENGINE: 1-Cylinder, 4-Cycle, Spark-Ignited, OHV, Air Cooled
Bore 3.11 inch (79 mm) 3.11 inch (79 mm)
Stroke 2.44 inch (62 mm) 2.44 inch (62 mm)
Displacement 18.5 inch3 (304 cc) 18.5 inch3 (304 cc)
Compression Ratio 8.5 : 1 8.5 : 1
Oil Capacity (Beginning Spec B)* 1.6 quart (1.5 l) 1.6 quart (1.5 l)
Oil Capacity (Spec A)* 1.7 quart (1.6 l) 1.7 quart (1.6 l)
Intake Valve Clearance (Cold) 0.002 inch (0.05 mm) 0.002 inch (0.05 mm)
Exhaust Valve Clearance (Cold) 0.002 inch (0.05 mm) 0.002 inch (0.05 mm)
Spark Plug Gap 0.025 inch (0.64 mm) 0.020 inch (0.51 mm)
Spark Plug Tightening Torque 13 lbs-ft (17 N-m) 13 lbs-ft (17 N-m)
Ignition Timing (magneto type igni-
25° BTDC, non-adjustable 25° BTDC, non-adjustable
tion)
LPG Vapor 9 to 13 inch (229 to 330 mm)
–
Supply Pressure (Range) W.C. (water column)
DC SYSTEM:
Nominal Battery Voltage 12 volts 12 volts
Minimum Battery Cold Cranking
360/450 amperes 360/450 amperes
Capacity: Above/Below Freezing
Control Fuse 5 amperes 5 amperes
Maximum Regulated-Voltage Bat-
– 10 amperes – 10 amperes
tery Charging Current
* –See Periodic Maintenance in the Operator’s Manual for oil filling instructions.

2-1
2-2
3. Dimensions and Clearances
All clearances are at 70° F (21° C) room temperature. All measurements are listed in inches with
millimeter measurements in parentheses. Measurements are for standard size parts.
FACTORY SPECIFICATION ALLOWABLE

DESCRIPTION MIN. MAX. LIMIT
Cylinder Head
Cylinder Head Distortion – – 0.0157

– – (0.4)
Cylinder Block
Cylinder Bore I.D. 3.1102 3.1110 3.1138

(79.00) (79.02) (79.09)
Crankshaft
Connecting Rod Journal O.D. 1.3177 1.3181 1.3157

(33.47) (33.48) (33.42)
Side Clearance – – 0.0098

– – (0.25)
Connecting Rod
Piston Pin Bore I.D. 0.7093 0.7096 0.7106

(18.015) (18.025) (18.050)
Large Bore I.D. 1.3189 1.3199 1.3204

(33.500) (33.525) (33.540)
Large Bore Clearance 0.0008 0.0022 0.0047

(0.020) (0.055) (0.120)
Side Clearance on Crankshaft 0.0157 0.0433 0.0590

(0.40) (1.10) (1.5)
Camshaft
Lobe Height (Intake and Exhaust) 1.4035 1.4059 1.3997

(35.65) (35.71) (35.55)
Piston
Piston Skirt O.D. 3.1089 3.1094 3.1063

(78.965) (78.98) (78.90)
Pin Bore I.D. 0.7084 0.7087 0.7084/0.7087

(17.994) (18.002) (17.994/18.002)

3-1

Piston Pin
Piston Pin O.D. 0.7087 0.7089 0.7067

(Between Pin Bosses) (18.000) (18.005) (17.95)
Piston Rings
Top Compression Ring 0.0579 0.0587 0.0563

Thickness (1.47) (1.49) (1.43)
Second Compression Ring 0.0579 0.0587 0.0570

Thickness (1.47) (1.49) (1.45)
Top Compression Ring to Ring 0.0016 0.0032 0.0047

Groove Clearancce (0.04) (0.08) (0.12)
Second Compression Ring to 0.0008 0.0012 0.0039

Ring Groove Clearance (0.02) (0.06) (0.10)
Top Compression Ring End Gap 0.0120 0.0140 0.0197

(0.305) (0.356) (0.50)
Second Compression Ring End 0.0120 0.0140 0.0197

Gap (0.305) (0.356) (0.50)
Oil Ring Side Rail Gap 0.0120 0.0140 0.0197

(0.305) (0.356) (0.50)
Intake Valve
Valve Stem O.D. 0.2740 0.2746 0.2732

(6.960) (6.975) (6.940)
Valve Guide I.D. 0.2756 0.2762 0.2768

(7.000) (7.015) (7.03)
Valve Stem to Guide Clearance 0.0010 0.0022 0.0002/0.0035

(0.025) (0.055) (0.005/0.09)
Valve Stem to Rocker Arm 0.0008 0.0032 0.0008/0.0032

Clearance (Valve Lash) (0.02) (0.08) (0.02/0.08)
Face Angle 45° N/A

3-2

Intake Valve Seat
Seat Width 0.0433 N/A

(1.1)
Seat Angle 45° N/A
Exhaust Valve
Valve Stem O.D. 0.2732 0.2740 0.2732

(6.940) (6.960) (6.940)
Valve Guide I.D. 0.2756 0.2762 0.2748/0.2768

(7.000) (7.015) (6.98/7.03)
Valve Stem to Guide Clearance 0.0016 0.0030 0.0002/0.0035

(0.04) (0.075) (0.005/0.090)
Valve Stem to Rocker Arm 0.0008 0.0032 0.0008/0.0032

Clearance (Valve Lash) (0.02) (0.08) (0.02/0.08)
Face Angle 45° N/A
Exhaust Valve Seat
Seat Width 0.0433 N/A

(1.1)
Seat Angle 45° N/A
Valve Springs
Free Length 1.8031 1.8228 1.6850

(45.8) (46.3) (42.8)
Distortion (Square) 0.0059

(1.5)
Ignition System Gasoline LPG
Spark Plug Gap 0.025 0.020 0.031/0.043

(0.63) (0.51) (0.8/1.1)
Ignition Timing (BTDC) 25° Not Adjustable

3-3
3-4
4. Torque Specifications
Mounting screws and nuts must be tightened to the specified torque settings listed in the following tables. All
threads must be clean and lubricated with new engine oil before tightening. The cylinder head mounting bolts
must be tightened in the proper sequence, refer to Section 10. Engine Block Assembly. When tightening
torques are not specified, tighten the screws and nuts according to Tables 4-3 and 4-4 on Page 4-2. The
grade numbers are indicated on top of the screw or bolt head.
TABLE 4-1. ENGINE TORQUE SPECIFICATIONS
ITEM POUND - FEET NEWTON - METERS
Air Deflector Bolts 8 - 15 11 - 22

Connecting Rod Bolts 18 -20 24 - 27
Cylinder Head Bolts (Cold)
#1 and #6 12 - 16 16 - 22
#2 thru #5 31 - 37 42 - 50
Cylinder Air Housing Bolts
M6 X 12 5-8 7 - 11
M8 X 10, M8 X 16 8 - 15 11 - 20
Gearcase Cover 12 - 16 16 - 22
Governor Lever Bolt 7 12
Intake Elbow Screws 8 - 12 11 - 16
Muffler to Engine (Spec A) 12 - 16 16 - 22
Muffler to Eng. (Begin Spec B) 8 - 11 11 - 15
Muffler to Base (Begin Spec B) 25 lb-in. 3
Oil Base Bolts 10 - 14 14 - 19
Oil Drain Screw 5-8 7 - 11
Rocker Arm Adjustment Nut 5-8 7 - 11
Spark Plug 7 - 18 10 - 24
Valve Cover 5-8 7 - 11

4-1
TABLE 4-2. GENERATOR TORQUE SPECIFICATIONS
ITEM POUND - FEET NEWTON - METERS
Rotor Through-Bolt 40-50 54-68

Stator Through-bolt 5-8 7-11
Endbell to Stator Housing 5-8 7-11
Mount Assy. Bolt (Spec A) 38-43 52-58
Mount Assy. Bolt
(Begin Spec B) 35-40 47-53
Stator Housing to
Engine Block 15-18 21-24
TABLE 4-3. METRIC BOLT TORQUE SPECIFICATIONS - NO GRADE OR 8.8 GRADE
SIZE POUND - FEET NEWTON - METERS
M6 6-7 8-9
M8 13 - 15 18 - 21
M10 29 - 33 39 - 45
M12 46 - 54 63 - 73
TABLE 4-4. METRIC BOLT TORQUE SPECIFICATIONS - 10.9 GRADE
SIZE POUND - FEET NEWTON - METERS
M6 7-8 10 - 11
M8 17 - 20 24 - 27
M10 35 - 41 48 - 56
M12 57 - 67 77 - 90

4-2
5. Preparing for Service
TROUBLESHOOTING Battery hydrometer
VOM multi-tester
Refer to Section 6. Troubleshooting and work Frequency meter
through the appropriate subsections before starting Armature growler
work on the genset. It has the following subsec- Load test panel
tions: Jumper wires
• Control System
• Generator SAFETY CONSIDERATIONS
• Primary Systems Always consider the safety aspects of any service
The subsections list typical problems along with procedure. Servicing gensets presents several
possible causes and corrective actions. Note that hazards that the service technician must be aware
some problems might have several possible of to safely complete the job. Study the safety pre-
causes. It may be necessary to investigate several cautions at the beginning of this manual and famil-
possible causes in order to isolate the actual source iarize yourself with the hazards listed in Table 5-1 on
of the problem. Page 5-2. Approach the job in a safety-conscious
manner. Being safety conscious is the most effec-
SPECIAL TOOLS tive way to avoid injury to yourself and to others. Re-
duce the risk of an accident by adopting the follow-
The following special tools are required to service ing safeguards.
the genset. See the Onan Tool Catalog.
Engine Tools Safeguards to Avoid Hazards
Torque wrench (0-75 lbs-ft or 0-100 N-m) Use personal protection: Protect your body by
Feeler gauge wearing the appropriate safety equipment such as:
Leak Down Tester • Safety shoes
Spark plug gap gauge
Cylinder compression tester • Gloves
Flywheel puller • Safety glasses
Snap ring pliers
• Hard hats
Cylinder ridge reamer
Piston ring compressor • Ear plugs
Piston ring spreader
Do not wear rings, jewelry or loose clothing: these
Cylinder hone
can get caught on equipment, or conduct electricity.
Valve seat cutter
Valve spring compressor Reduce the hazard: A safe, orderly work area and
Piston groove cleaner well-maintained equipment reduce the risk of haz-
Outside micrometer set (0 to 4 in.) ard. Leave all guards and shields in place on ma-
Telescoping gauge set (1/2 in. to 6 in.) chinery, and maintain equipment in top condition.
Hole gauge (0.300 in. to 0.400 in.) Store flammable liquids in approved containers,
Plasti-Gage bearing clearance guide away from fire, flame, spark, pilot light, arc-produc-
Generator Tools ing equipment and other ignition sources. Keep the
work area clean, well-lighted, and well-ventilated.
Lead or dead-blow hammer Keep fire extinguishers and safety equipment
Steel rod (.45 inch dia. x 7.875 inch long) nearby, and be prepared for any emergency.

5-1
TABLE 5-1. HAZARDS AND THEIR SOURCES
• Fire and explosions • Electrical shock (AC)

Leaking or spilled fuel Improper genset load connections
Hydrogen gas from charging battery Faulty RV wiring
Oily rags improperly stored Faulty electrical appliance
Flammable liquids improperly stored Faulty genset wiring
Any fire, flame, spark, pilot light, arc- Working in damp conditions
producing equipment or other ignition Jewelry touching electrical components
sources
• Rotating Machinery
• Burns Jewelry or loose clothing catching in
Hot exhaust pipes moving parts
Hot engine and generator surfaces
Hot engine oil • Slippery Surfaces
Electrical short in DC wiring system Leaking or spilled oil
• Poisonous gases • Heavy Objects

Carbon monoxide from faulty exhaust Removing genset from vehicle
Operating genset where exhaust Removing heavy components
gases can accumulate
Develop safe work habits: Unsafe practices are In a compartment mount installation, a special
the cause of most accidents involving tools or ma- compartment is built into the coach to house the
chinery. Be familiar with your tools and machines genset (Figure 5-1 on Page 5-3). The compart-
and learn how to use them safely. Use the right tool ment is constructed with a vapor-tight barrier that
for the job, and check its condition before starting. seals off the genset from the coach interior. The
Follow all warnings and cautions in this manual, and genset is usually mounted to the floor of the
take extra precautions when working around elec- compartment. Access to the compartment is
trical equipment. Avoid working alone, and do not through a door located in the exterior of the coach.
take risks. Do not work when tired or after consum-
ing any alcohol or drug that makes the operation of
equipment unsafe. The under-floor-mount installation uses special
brackets to suspend the genset under the floor of
Be prepared for a potential accident: The Red the coach. The mounting brackets bolt to support
Cross and public safety departments offer courses members that are built into the vehicle framework
in first aid, CPR, and fire control. Use this informa- (Figure 5-2). The genset is mounted near the exteri-
tion to be ready for an accident. Be safety-con- or of the vehicle. Access is provided through a door
scious, and make safety procedures part of the located in the exterior of the coach.
work routine.
Due to the wide variety of coach designs, it is not
SET REMOVAL GUIDELINES
possible to specify the exact removal procedures
Some service procedures will require removing the for each type of installation. If, after examining the
genset from the coach. While there are many varia- following sections, a satisfactory method for remov-
tions, genset installations are generally classified ing the set cannot be determined, contact the coach
as either conventional compartment mount or un- manufacturer or set installer to obtain their recom-
der-the-floor mount. mendations before attempting
Redistribution set removal.
or publication of this document,
5-2
DOOR
MOUNTING
METAL HOLES
BARRIER
BATTERY POSITIVE (+)

AND REMOTE CONTROL
HARNESS OPENING
FUEL LINE
CONNECTION MOUNTING HOLES
SPEC A (4)
BEGIN SPEC B (6)
BATTERY
AC CONDUIT NEGATIVE (-)
CONNECTION CONNECTION
M1723-1s
FIGURE 5-1. TYPICAL COMPARTMENT MOUNT INSTALLATION (SPEC A SHOWN)
DOOR
COACH
SIDE FLOOR
PANELS
METAL BARRIER REQUIRED
IF INSTALLED BELOW A
WOODEN FLOOR
FUEL LINE
CONNEC
TION
AC CONDUIT
CONNEC
TION BOTTOM
RAIL
BATTERY POSITIVE (+)

BATTERY AND REMOTE CONTROL
NEGATIVE (-) HARNESS OPENING
CONNECTION
M2001s
Redistribution
FIGURE 5-2. TYPICAL UNDER-FLOOR MOUNT INSTALLATION (BEGIN SPECorBpublication
SHOWN) of this document,
5-3
Disconnecting Set from Vehicle Systems plug the end of the fuel line to prevent leak-
age or an accumulation of explosive gaso-
Disconnect the following items from the genset. Re- line vapor.
fer to Figures 5-1 and 5-2 on Page 5-3 for compo-
nent locations in typical genset installations. B. LPG-fueled Gensets: Close the fuel shut-
off valve(s) at the LPG container(s) and
Some installations may require partial removal of move the vehicle outside and away from
the set to gain access to the battery cable, fuel line below-grade spaces where LPG could ac-
and other connections. Read this section before cumulate. To purge most of the LPG from
starting set removal. the fuel line and genset, run the genset (if
1. Disconnect the vehicle negative (–) battery it starts) until it runs out of fuel (LPG con-
cable at the battery terminal. tainer valve closed). To purge some of the
remaining LPG, press the regulator primer
WARNING Sparks and high current could
plunger (Figures 8-18 and 8-19 on Pages
cause fire and other damage to the battery, 8-22 and 8-23) while cranking the engine
battery cables and vehicle if the loose ends for 10 seconds. Disconnect the fuel line
of cables connected to the battery touch. from the genset and plug the end of the
Always disconnect the negative (–) battery hose to prevent fuel from escaping if
cable from the battery before disconnect- someone inadvertently opens the shutoff
ing the battery cables from the genset. valve(s) at the LPG container(s).
2. Remove the genset negative (–) battery cable
WARNING Gasoline and LPG (liqui-
at the battery terminal.
fied petroleum gas) are flammable and
3. Disconnect the genset positive (+) battery explosive and can cause severe per-
cable from the B+ connection on the genset. sonal injury or death. Do not smoke.
4. Disconnect the remote control wire connector Keep flames, sparks, pilot lights, arc-
from the left side of the genset housing. producing and switching equipment,
5. Disconnect the generator load wires from in- and all other sources of ignition away
side the genset. Remove the control assembly from fuel tank and system, and areas
mounting bracket (Figure 6-1 on Page 6-2 or sharing ventilation. Have an ABC fire
Figure 6-2 on Page 6-3). Raise the control as- extinguisher handy.
sembly and disconnect the ground and neutral WARNING LPG is flammable and ex-
(L2) lead from the ground terminal. Disconnect plosive and can cause asphyxiation.
the inline load (L1) lead connection. Tag the NFPA 58, Section 1.6 requires all per-
wires for identification when reconnecting. sons handling LPG to be trained in
6. Loosen the conduit connector elbow, and pull proper handling and operating proce-
the load wires and flexible conduit free of the dures.
genset.
LPG “sinks” and can accumulate in ex-
7. Disconnect the exhaust tail pipe from the gen- plosive concentrations. Before discon-
set. Disconnect any exhaust support brackets necting the LPG fuel line, close the fuel
or hangers that restrict removal of the genset. shutoff valve(s) at the LPG container(s)
8. Disconnect the fuel line from the genset. Follow and move the vehicle outside and away
the applicable instructions depending on the from pits, basements, and other below-
fuel. grade spaces where LPG could accu-
A. Gasoline-fueled Gensets: Disconnect mulate.
the fuel line from the genset and securely

5-4
Set Removal Park the vehicle on a level surface which can sup-
port the forklift. Move the transmission to PARK,
After the genset is disconnected from electrical, ex- lock the brakes and remove the ignition key. Do not
haust and fuel systems, examine the set mounting move the vehicle during this procedure.
and support system. Locate all mounting bolts and
support members for the set. In most installations WARNING Dropping the genset can cause se-
the generator housing will be mounted to the coach vere personal injury or death. Make sure no one
framework. Depending on the installation, the set moves the vehicle during this procedure and
may be removable from the side, back or bottom. that the procedure is performed very carefully
and only as instructed.
Verify that the genset is adequately supported be-
fore loosening any of the mounting bolts or support Compartment Mount:
members. Use a forklift to lift or move the set. 1. Use a forklift to support and move the genset.
WARNING The genset is heavy, and can cause 2. Make sure that the genset is adequately sup-
severe personal injury if dropped during remov- ported before removing any of the mounting
al. Use the recommended removal procedures, bolts.
and keep hands and feet clear while removing 3. Remove all mounting bolts then slide the gen-
mounting bolts. Make certain that all vehicle set out of the compartment and onto the forklift.
systems have been disconnected before per- Slowly lower the genset before moving it to the
forming this procedure. service area.

5-5
Under-Floor Mount: 4. Loosen bolts securing the side panels to the
rear panel (note slotted holes) or braces and
1. Use a forklift to support the genset at the points pull side panels away from genset. Retighten
shown in Figure 5-3. side panels to back panel bolts.
5. Remove side and rear panel to genset base
2. Raise the lift so it contacts the bottom of the
mounting bolts. Slowly lower the genset until it
genset housing, then place slight upward pres- clears all obstructions and can be safely moved
sure on the set. Make certain that the genset is out from under the vehicle.
fully supported by the lift before continuing.
When reinstalling the genset, be sure that all bolts,
3. Loosen bolts between genset base pan and brackets, and electrical, exhaust, and fuel system
side mounting panels (loosen bolts about six components are connected exactly as they were
turns). before removal.
FORKLIFT
FIGURE 5-3. COMPLETE GENSET REMOVAL (SPEC A SHOWN)

5-6
6. Troubleshooting
INTRODUCTION the location of the test or adjustment procedure in
this manual.
Use the following troubleshooting guide to help Refer to Figures 6-1 and 6-2 on Pages 6-2 and
diagnose genset problems. The troubleshooting 6-3 to identify the component locations for the
section is divided into four parts: Spec A and Spec B models.
• Control – Spec A models (page 6-4) Conditional schematics are used to highlight the cir-
cuitry that is energized during the sequence of
• Control – Begin Spec B models (page 6-16) events. These conditional schematics are for a typi-
• Generator – All specs Page 6-28) cal gasoline fueled genset. Always refer to the wir-
ing schematic and diagram in Section 12. Wiring
• Engine Primary Systems – All Specs (page Diagram/Schematic that corresponds to the model
6-32) and spec of the genset when troubleshooting.
Common problems are listed with their possible Make a thorough inspection of the genset wiring to
causes. Refer to the Corrective Action column for make sure that good wire harness and ground con-
the appropriate test or adjustment procedure. The nections are made. Correct wiring problems before
section and page number in the right column lists performing tests or replacing any components.

6-1
STARTER MOTOR B1
STATOR CONNECTOR P5
STATOR CONNECTOR P6
IGNITION COIL T1
BRUSH BLOCK BATTERY CHARGE

RESISTOR R1
BRIDGE RECTIFIER CR1
START/STOP SWITCH S1
FUSE F1
CIRCUIT BREAKER CB1
MAGNETO IGNITION G2
SPARK PLUG E1
VOLTAGE REGULATOR VR1
P4 CONNECTOR
J4 CONNECTOR
START RELAY K1
FUEL PUMP E2
(FUEL SHUTOFF
SOLENOID ON
LPG MODELS)
P1 CONNECTOR
J1 CONNECTOR
REMOTE CONTROL
CONNECTOR
CONTROL ASSEMBLY A1
ES2017s
FIGURE 6-1. COMPONENT LOCATIONS – GASOLINE-FUELED SPEC A MODELS

6-2
STATOR CONNECTOR P5
STARTER MOTOR B1
STATOR CONNECTOR P6
50 HZ MODELS HAVE BATTERY CHARGER

(VR2) MOUNTED INSIDE THE HOUSING
(NOT SHOWN - SEE FIGURE 77)
TRANSFORMER T1
(50 HERTZ ONLY)
FUEL SHUTOFF
SOLENOID E3
BRUSH BLOCK
FUSE F1
IGNITION COIL T1
MAGNETO IGNITION G2
SPARK PLUG E1
CIRCUIT BREAKER CB1
FUEL PUMP E2
(FUEL SHUTOFF
SOLENOID ON
LPG MODELS)
REMOTE CONTROL START RELAY K1

CONNECTOR
CONTROL ASSEMBLY A1
ES2017s
FIGURE 6-2. COMPONENT LOCATIONS – GASOLINE-FUELED MODELS, BEGINNING WITH SPEC B

6-3
Spec A Start - Cranking Mode
Battery positive (B+) is supplied to the control assembly (A1) through control fuse (F1). Holding the Start/Stop
switch (S1) in the Start position activates control assembly (A1) by closing the start signal input circuit. While the
Start/Stop switch is held, the control assembly supplies the following outputs:
• Battery positive (B+) is supplied to the start relay coil (K1). This energizes the start relay. The start relay con-
tacts close supplying battery positive (B+) to the starter motor B1. The starter begins to crank the engine to
initiate starting.
BATTERY BT1
FUSE F1
START
RELAY K1
STARTER MOTOR B1
CONTROL ASSEMBLY A1
P1 CONNECTOR
J1 CONNECTOR

FIGURE 6-3. SPEC A START – CRANKING MODE
6-4
WARNING Many troubleshooting procedures present hazards that can result in severe personal inju-
ry or death. Only qualified service personnel with knowledge of fuels, electricity, and machinery haz-
ards should perform service procedures. Review safety precautions on page iii.
TABLE 6-1. SPEC A CONTROL TROUBLESHOOTING – CRANKING MODE
Trouble Possible Cause Corrective Action Section/

Page
Engine Does 1. Open control fuse F1. 1. Check fuse. If open, locate and correct
Not Crank cause of overload. Replace fuse.
2. Insufficient cranking voltage due to: 2a. Check condition of battery and
(Also see Table 6-5 on page 6-13) recharge or replace.
a. Battery not charged. 2b. Clean and tighten all connections at
b. Battery connections loose or dirty. battery, K1 start solenoid, and starter
c. Battery cable size too small. motor.
2c. Increase starting battery cable size.
3. Start solenoid (K1) not energized 3a. Check wiring continuity to the start
due to: solenoid (K1) coil from control assy.
a. Open circuit to start solenoid coil. (A1) and from ground to start solenoid.
b. Defective start solenoid coil. 3b. Test start solenoid (K1). 7-6
c. Defective Start/Stop switch. 3c. Test Start/Stop switch (S1). 7-5
d. Defective control assembly (A1). 3d. Measure voltage between start solenoid 7-6
terminal I and ground with switch (S1)
held in the Start position. If voltage is
not present and continuity and battery
check OK, Cont. assy. (A1) is defective.
4. Starter (B1) not energized due to: 4a. Check continuity between starter lead on 7-6
a. Open circuit to starter (B1). start solenoid (S) and gnd. (4 ±1 ohm).
b. Open circuit between battery (B+) 4b. Check wiring continuity between battery 7-6
and the start solenoid contact (BAT). (B+) and the start solenoid (BAT).
c. Defective start solenoid (K1) . 4c. Measure voltage between starter terminal 7-6
d. Defective starter (B1). and ground with switch (S1) held in the
Start position. If voltage is not present
and continuity checks OK, start solenoid
(K1) is defective.
4d. If voltage is present in step 4c, starter 8-26
is defective.
5. If engine cranks from set but not from 5a. Check wiring continuity between
remote control panel, fault is due to: control assembly (A1) and remote
a. Open circuit between control assy. Start/Stop switch.
(A1) and remote Start/Stop switch.
b. Remote Start/Stop switch faulty. 5b. Test remote Start/Stop switch.

6-5
Spec A Start - Ignition Mode
Holding the Start/Stop switch (S1) in the Start position activates the following ignition circuit:
• Control assembly (A1) enables the ignition circuit to open a ground path through the control assembly to the
magneto assembly (G2) so that output from the magneto will energize the ignition coil (T1).
• With the engine cranking, a permanent magnet in the flywheel rotates, at the proper time, past the magneto
to induce a voltage at the ignition coil (T1) that fires the spark plug (E1) for ignition.
• Battery positive (B+) is supplied to the fuel pump (E2) or fuel shutoff solenoid (E2) and regulator(K2) on LPG
models. (Schematic for gasoline fueled model shown.)
BATTERY BT1
FUSE F1
START
RELAY K1
STARTER MOTOR B1
CONTROL ASSEMBLY A1 OIL LEVEL

SWITCH S2
FUEL PUMP E2 (FUEL SHUTOFF

SOLENOID ON LPG MODEL)
P1 CONNECTOR
SPARK PLUG E1
J1 CONNECTOR
MAGNETO IGNITION
IGNITION G2 COIL T1
ES2017-1s

FIGURE 6-4. SPEC A START – IGNITION MODE
6-6
TABLE 6-2. SPEC A CONTROL TROUBLESHOOTING – IGNITION MODE

Page
Engine Cranks 1. Restricted fuel supply due to: 1a. Add fuel if tank is low.
But Does Not a. Fuel level below pickup tube in tank. 1b. Open fuel supply valve (if equipped).
Start b. Fuel line supply valve closed. 1c. Replace clogged fuel filter and check 8-19
c. Fuel filter clogged. fuel supply for contamination.
2. Faulty ignition due to worn or fouled 2. Refer to Ignition System for test 8-6
spark plug, faulty plug wire, faulty and service procedures.
ignition coil or magneto.
3. Sticking choke or carburetor mixture 3. Refer to Gasoline Fuel System for 8-11
screws incorrectly adjusted. adjustments.
4. Fuel pump (E2) not working due to: 4a. Measure voltage between fuel pump 8-19
a. Fuel pump defective. connector and ground with the engine
b. Open circuit between fuel pump and cranking. If B+ voltage is not present,
control assembly (A1) or control proceed to 4b. If voltage is present,
assembly is defective. (min. 6 VDC) fuel pump is defective.
4b. Check continuity between control 8-19
assembly and fuel pump. If connections
are good and voltage was not measured
in 4a, replace control assembly (A1).
5. Faulty fuel solenoid, priming solenoid, 5. Refer to LPG Fuel System 8-22
or regulator on LPG models. for service procedures.
6. Governor linkage stuck or binding. 6. Check governor arm movement. 8-9

See Governor section.
7. Oil level switch (S2) closed due to: 7a. Check oil level and add oil if low.
a. Low oil level. 7b. Check low oil level switch. 10-2
b. Defective low oil level switch.

6-7
Spec A Start - Field Flash Mode
Holding the Start/Stop switch (S1) in the Start position activates the following field flash circuit:
• Battery positive (B+) is supplied to the control assembly (A1) and the voltage regulator (VR1) at pin 7. From
pins 9 and 10 of the voltage regulator, excitation voltage is sensed through the brushes to the rotor field winding.
• The excitation voltage flashes the generator field winding to ensure that there is adequate magnetism to induce
generator voltage buildup.
BATTERY BT1
F
CONTROL ASSEMBLY A1
FUSE F1
J1 CONNECTOR
P1 CONNECTOR
P4 CONNECTOR
BRUSH BLOCK
J4 CONNECTOR
ES2017-2s

FIGURE 6-5. SPEC A START – FIELD FLASH MODE
6-8
TABLE 6-3. SPEC A CONTROL TROUBLESHOOTING – FIELD FLASH MODE

Page
Engine Starts 1. Low oil level. 1. Check oil level and add oil if low.
But Stops 2. Defective low oil level switch. 2. Disconnect low oil level switch and 10-2
When Start check set operation. Replace if defective.
Switch Is 3. No field flash voltage due to: 3a. Check wiring continuity to the brush 9-8
Released a. Open circuit in wiring. block F1-F2, voltage regulator VR1,
b. Brushes not making good contact control assembly A1 and generator
with slip rings. B1-B2 and Q1-Q2 windings. Check
c. Slip ring surface is rough or pitted. connections of P5 and P6 connectors
on the generator housing.
3b. Check brushes for wear and for contact 9-12
with the slip rings.
3c. Check slip rings
4. Defective generator, control assembly 4. Perform field voltage test. 9-8
A1, or voltage regulator VR1.

6-9
Spec A Run Mode
When the engine starts, release the Start/Stop switch and it will return to the center Run position. The following events
occur:
• Control assembly (A1) opens the circuit to the start solenoid (K1), which opens the circuit to the starter motor
(M1) to stop cranking. Control assembly (A1) also opens the field flash circuit to AVR pin 7.
• Voltage from the battery, used to power the control assembly (A1) and the fuel pump (E2), is replaced with output
voltage from the generator charge winding B1-B2. (Refer to Battery Charge Mode on page 6-12.) The control
assembly senses this output for the start disconnect function.
• Remote run output is energized through the control assembly (A1) to power the time meter, battery condition
meter and run lamp in the optional remote control.
• Voltage from the generator Q1-Q2 winding provides power to the voltage regulator VR1 to use for supplying field
current to the generator. (Refer to Generator AC Output Mode on page 6-29.)
BATTERY BT1
CONTROL ASSEMBLY A1
FUSE F1
FUEL PUMP E2
P1 CONNECTOR
J1 CONNECTOR
MAGNETO
IGNITION G2 IGNITION
COIL T1
SPARK PLUG E1
ES2017-3s
FIGURE 6-6. SPEC A RUN MODE Redistribution or publication of this document,

6-10
TABLE 6-4. SPEC A CONTROL TROUBLESHOOTING – RUN MODE

Page
Engine Starts 1. Fuel level is below genset fuel 1. Check fuel and oil level and refill if low.
and Runs, pickup tube or oil level is low. 2. Refer to choke section for adjustments. 8-17
Then Stops. 2. Faulty choke operation. 3. Remove any objects or debris that may
Set Restarts 3. Vapor lock from high ambient restrict airflow. Make sure fuel system
Immediately temperature. is installed correctly.
or After Cool 4. Contaminated or incorrect fuel. 4. Refill tank with fresh fuel.
Down.
Remote 1. Open circuit in remote control wiring. 1. Check continuity between remote
Control control and control assembly (A1).
Run Lamp, 2. If battery condition meter and run lamp 2. Replace time meter.
Time Meter, work but time meter does not,
or Battery time meter is defective.
Condition
Meter 3. If time meter works but battery condition 3a. Connect a voltmeter between the
Inoperative meter does not operate: positive terminal on battery charge
a. Defective battery condition meter. meter and ground. Use the following to
b. Defective zener diode inside remote determine fault:
control. If reading equals battery voltage
minus 10 volts, battery condition
meter is defective.
3b. If reading does not equal battery
voltage minus 10 volts, zener diode
is defective.
4. Meters and switch function properly but 4. Replace remote Start/Stop switch (S2).
run lamp does not illuminate. Lamp
(internal to switch) is burned out.
5. If remote switch functions properly for 5. Check remote running output voltage
starting and stopping genset but (approximately 12 VDC) during run
meters and run lamp do not operate, condition from control assembly J2-5
and step 1 checks OK, control assy. to ground and from J2-6 to ground.
(A1) defective. If voltage is not present, replace control
assembly (A1).
If voltage is present, check continuity
6. Too much DC load (over 2–amps) of remote control wiring.
connected to the remote output. 6. Turn off the genset, disconnect the
remote control, and check for shorts
or too many remote accessories.

6-11
Spec A Battery Charge Mode
With the genset running, AC voltage is produced in the B1-B2 windings for the battery charge circuit.
• The AC output voltage from the B1-B2 winding is converted to DC voltage when it passes through the full-wave
rectifier bridge (CR1). The voltage is then supplied through battery charge resistor (R1). The 12-volt DC output
(one-ampere maximum) is used to power the control assembly (A1), fuel pump (E2), the remote control, and to
prevent discharge of the genset starting battery during genset operation. This output is not sufficient to charge
a low or dead battery.
B2
STATOR
CONNECTORS
BRIDGE BATTERY BT1
RECTIFIER
CR1 B1
FUSE F1
BATTERY CHARGE
REMOTE CONTROL
RESISTOR R1
F E C B A
CONTROL ASSEMBLY A1
FUEL PUMP E2
P1 CONNECTOR
J1 CONNECTOR
ES2017-4s

FIGURE 6-7. SPEC A BATTERY CHARGE MODE
6-12
TABLE 6-5. SPEC A CONTROL TROUBLESHOOTING – BATTERY CHARGE MODE

Page
Low Battery 1. Weak or discharged battery due to: 1a. Replenish electrolyte and recharge
Voltage a. Low electrolyte level in battery. battery.
b. Long periods of non-use. 1b. Connect a separate battery charger to
c. Improperly wired battery. bring battery up to full charge.
d. Load connected to battery while set 1c. Reconnect and check battery connec-
is turned off. tion.
e. Too much DC load on genset 1d. Disconnect load and recharge
starting battery. battery.
1e. Remove other DC loads from genset
starting battery.
2. Genset charging circuit not 2a. Check all wiring connections between
functioning due to: the generator B1-B2 windings and the
a. Open in circuit between generator Battery B+ connection, including all
B1-B2 winding and battery (B+). connections to the diode bridge (CR1)
b. Open charging resistor (R 1). and battery charge resistor (R1).
c. Diode bridge (CR1) defective. 2b. Remove wires from the charge resistor 7-8
d. Generator B1–B2 defective. (R1) and measure its resistance.
A normal reading is 4 to 6 ohms.
2c. Refer to diode bridge (CR1) test. 7-8
2d. Refer to generator test section. 9-8
NOTE: The battery charging circuit is designed to maintain the genset starting battery. The charging cir-
cuit will not charge a low or bad battery. A low battery should be charged up with a battery charger.

6-13
Spec A Stop Mode
Momentarily pushing the Start/Stop switch (S1) to the Stop position begins the stop mode with the following results:
• Control assembly (A1) de-energizes the ignition enable circuit, grounding the magneto (G2) ignition circuit to
stop the engine.
• Control assembly (A1) also opens the circuit to the fuel pump (E2) and to the remote control.
• Control assembly (A1) start disconnect senses a drop in voltage from the battery charge winding B1-B2 and
activates the remote stop latch to prevent restart during the stop mode.
B2
STATOR
CONNECTOR
S
B1
CONTROL ASSEMBLY A1
P1 CONNECTOR
J1 CONNECTOR
MAGNETO
IGNITION G2 IGNITION
COIL T1
SPARK PLUG E1
FIGURE 6-8. SPEC A STOP MODE Redistribution or publication of this document,

6-14
TABLE 6-6. SPEC A CONTROL TROUBLESHOOTING – STOP MODE

Page
Genset 1. If set can be stopped from set control 1a. Check wiring continuity between
Does Not Stop but not from remote control panel, control assembly (A1) and remote
When Switch fault is due to: Start/Stop switch.
Is Pushed To a. Open circuit between control assy. 1b. Check remote Start/Stop switch.
Stop (A1) and remote Start/Stop switch.
b. Remote Start/Stop switch faulty.
Always remove
the load a few 2. If genset can be stopped from remote 2a. Check wiring continuity between
minutes before control but not from genset, fault due to: control assembly (A1) and Start/
stopping the a. Open circuit between control assy. Stop switch (S1).
genset to allow (A1) and Start/Stop switch (S1). 2b. Check Start/Stop switch (S1). 7-5
cool down. b. Start/Stop (S1) switch faulty.

6-15
Begin Spec B Start - Cranking Mode
Battery positive (B+) is supplied to the control assembly (A1) through control fuse (F1). Holding the Start/Stop
switch (S1) in the Start position activates control assembly (A1) by closing the start signal input circuit. While the
Start/Stop switch is held, the control assembly supplies the following outputs:
• Battery positive (B+) is supplied to the start relay coil (K1). This energizes the start relay. The start relay con-
tacts close supplying battery positive (B+) to the starter motor B1. The starter begins to crank the engine to
initiate starting.
BATTERY BT1
FUSE F1
START
RELAY K1
STARTER MOTOR B1
CONTROL ASSEMBLY A1
J1 CONNECTOR
P1 CONNECTOR

FIGURE 6-9. SPEC B START – CRANKING MODE
6-16
TABLE 6-7. BEGIN SPEC B CONTROL TROUBLESHOOTING – CRANKING MODE

Page
Engine Does 1. Open control fuse F1. 1. Check fuse. If open, locate and correct
Not Crank cause of overload. Replace fuse.
2. Insufficient cranking voltage due to: 2a. Check condition of battery and
(Also see Table 6-11 on page 6-25) recharge or replace.
a. Battery not charged. 2b. Clean and tighten all connections at
b. Battery connections loose or dirty. battery, K1 start solenoid, and starter
c. Battery cable size too small. motor.
2c. Increase starting battery cable size.
3. Start solenoid (K1) not energized 3a. Check wiring continuity to the start
due to: solenoid (K1) coil from control assy.
a. Open circuit to start solenoid coil. (A1) and from ground to start solenoid.
b. Defective start solenoid coil. 3b. Test start solenoid (K1). 7-6
c. Defective Start/Stop switch. 3c. Test Start/Stop switch (S1). 7-5
d. Defective control assembly (A1). 3d. Measure voltage between start solenoid
terminal I and ground with switch (S1)
held in the Start position. If voltage is
not present and continuity and battery
check OK, Cont. assy. (A1) is defective. 7-6
4. Starter (B1) not energized due to: 4a. Check continuity between starter lead on
a. Open circuit to starter (B1). start solenoid (S) and gnd. (4 ±1 ohm).
b. Open circuit between battery (B+) 4b. Check wiring continuity between battery
and the start solenoid contact (BAT). (B+) and the start solenoid (BAT).
c. Defective start solenoid (K1) . 4c. Measure voltage between starter terminal 7-6
d. Defective starter (B1). and ground with switch (S1) held in the
Start position. If voltage is not present
and continuity checks OK, start solenoid
(K1) is defective.
4d. If voltage is present in step 4c, starter 8-26
is defective.
5. If engine cranks from set but not from 5a. Check wiring continuity between
remote control panel, fault is due to: control assembly (A1) and remote
a. Open circuit between control assy. Start/Stop switch.
(A1) and remote Start/Stop switch.
b. Remote Start/Stop switch faulty. 5b. Test remote Start/Stop switch.

6-17
Begin Spec B Start - Ignition Mode
Holding the Start/Stop switch (S1) in the Start position activates the following ignition circuit:
• Control assembly (A1) enables the ignition circuit to open a ground path through the control assembly to the
magneto assembly (G2) so that output from the magneto will energize the ignition coil (T1).
• With the engine cranking, a permanent magnet in the flywheel rotates, at the proper time, past the magneto
to induce a voltage at the ignition coil (T1) that fires the spark plug (E1) for ignition.
• Battery positive (B+) is supplied to fuel pump (E2), fuel shutoff solenoid (E3) and regulator (K2) on LPG mod-
els. (Schematic for gasoline fueled model shown.)
BATTERY BT1
FUSE F1
START
RELAY K1
STARTER MOTOR B1
CONTROL ASSEMBLY A1
FUEL PUMP E2
(FUEL SHUTOFF - LPG)
FUEL SHUTOFF E3
OIL LEVEL SWITCH S2

(SPEC BF)
J1 CONNECTOR
P1 CONNECTOR
SPARK PLUG E1
MAGNETO IGNITION
IGNITION G2 COIL T1
ES2017-1s

FIGURE 6-10. SPEC B START – IGNITION MODE
6-18
TABLE 6-8. BEGIN SPEC B CONTROL TROUBLESHOOTING – IGNITION MODE

Page
Engine Cranks 1. Restricted fuel supply due to: 1a. Add fuel if tank is low.
But Does Not a. Fuel level below pickup tube in tank. 1b. Open fuel supply valve (if equipped).
Start b. Fuel line supply valve closed. 1c. Replace clogged fuel filter and check 8-19
c. Fuel filter clogged. fuel supply for contamination.
2. Faulty ignition due to worn or fouled 2. Refer to Ignition System for test 8-6
spark plug, faulty plug wire, faulty and service procedures.
ignition coil or magneto.
3. Sticking choke or carburetor mixture 3. Refer to Gasoline Fuel System for 8-11
screws incorrectly adjusted. adjustments.
4. Fuel pump (E2) not working due to: 4a. Measure voltage between fuel pump 8-19
a. Fuel pump defective. connector and ground with the engine
b. Open circuit between fuel pump and cranking. If B+ voltage is not present,
control assembly (A1) or control proceed to 4b. If voltage is present,
assembly is defective. (min. 6 VDC) fuel pump is defective.
4b. Check continuity between control
assembly and fuel pump. If connections
are good and voltage was not measured
in 4a, replace control assembly (A1).
5. Fuel shutoff solenoid (E3) not 5. Measure voltage at fuel shutoff sol. (E3) 8-24
energized. terminals with the engine cranking. If B+
voltage is not present, check the wiring
connections and control assembly A1
output test. If voltage is present
(min. 6 VDC) and engine is not receiving
fuel, fuel shutoff solenoid is defective.
6. Faulty fuel solenoid, priming solenoid, 6. Refer to LPG Fuel System 8-22
or regulator on LPG models. for service procedures.
7. Governor linkage stuck or binding. 7. Check governor arm movement. 8-9

See Governor section.
8. Oil level switch (S2) (Spec B-F, if 8a. Check oil level and add oil if low.
applicable)
closed due to:
a. Low oil level. 8b. Check low oil level switch. 10-2
b. Defective low oil level switch.

6-19
Begin Spec B Start - Field Flash Mode
Holding the Start/Stop switch (S1) in the Start position activates the following field flash circuit:
• Battery positive (B+) is supplied to the control assembly (A1) and the voltage regulator (VR1) at pin 7. From
pins 9 and 10 of the voltage regulator, excitation voltage is sensed through the brushes at the rotor field winding.
• The excitation voltage flashes the generator field winding to ensure that there is adequate magnetism to induce
BATTERY BT1
CONTROL ASSEMBLY A1 F
FUSE F1
J1 CONNECTOR
P1 CONNECTOR
P4 CONNECTOR
BRUSH BLOCK
J4 CONNECTOR
ES2017-2s

FIGURE 6-11. SPEC B START – FIELD FLASH MODE
6-20
TABLE 6-9. BEGIN SPEC B CONTROL TROUBLESHOOTING – FIELD FLASH MODE

Page
Engine Starts 1. Low oil level. 1. Check oil level and add oil if low.
But Stops 2. Defective low oil level switch 2. Disconnect low oil level switch and 10-2
When Start (Spec B-F, if applicable). check set operation. Replace if defective.
Switch Is 3. No field flash voltage due to: 3a. Check wiring continuity to the brush 9-8
Released a. Open circuit in wiring. block F1-F2, voltage regulator VR1,
b. Brushes not making good contact control assembly A1 and generator
with slip rings. B1-B2 (50 Hz) and Q1-Q2 windings.
c. Slip ring surface is rough or pitted. Check connections of P5 and P6
connectors on the generator housing.
3b. Check brushes for wear and for contact 9-12
with the slip rings.
3c. Check the slip rings.

6-21
Begin Spec B Run Mode
When the engine starts, release the Start/Stop switch and it will return to the center Run position. The following events
occur:
• Control assembly (A1) opens the circuit to the start solenoid (K1), which opens the circuit to the starter motor
(M1) to stop cranking. Control assembly (A1) also opens the field flash circuit to AVR pin 7.
• 50 Hz models only: Voltage from the battery, used to power the control assembly (A1) and the fuel pump (E2),
is replaced with output voltage from the generator charge winding B1-B2. (Refer to Battery Charge Mode on
page 6-24.)
• The control assembly senses output voltage from L1 (X1 50-Hertz) for the start disconnect function.
• Remote run output is energized through the control assembly (A1) to power the time meter, battery condition
meter and run lamp in the optional remote control .
• Voltage from the generator Q1-Q2 winding provides power to the voltage regulator VR1 to use for supplying field
current to the generator. (Refer to Generator AC Output Mode on page 6-30.)
BATTERY BT1
FUSE F1
CONTROL ASSEMBLY
A1 FUEL PUMP E2
FUEL SHUTOFF
E3
J1
P1 CONNECTOR
CONNECTOR
SPARK PLUG E1
MAGNETO IGNITION
IGNITION G2 COIL T1
FIGURE 6-12. SPEC B RUN MODE Redistribution or publication of this document,

6-22
TABLE 6-10. BEGIN SPEC B CONTROL TROUBLESHOOTING – RUN MODE

Page
Engine Starts 1. Fuel level is below genset fuel 1. Check fuel and oil level and refill if low.
and Runs, pickup tube or oil level is low. 2. Refer to choke section for adjustments. 8-17
Then Stops. 2. Faulty choke operation. 3. Remove any objects or debris that may
Set Restarts 3. Vapor lock from high ambient restrict airflow. Make sure fuel system
Immediately temperature. is installed correctly.
or After Cool 4. Contaminated or incorrect fuel. 4. Refill tank with fresh fuel.
Down.
Remote 1. Open circuit in remote control wiring. 1. Check continuity between remote
Control control and control assembly (A1).
Run Lamp, 2. If battery condition meter and run lamp 2. Replace time meter.
Time Meter, work but time meter does not,
or Battery time meter is defective.
Condition
Meter 3. If time meter works but battery condition 3a. Connect a voltmeter between the
Inoperative meter does not operate: positive terminal on battery charge
a. Defective battery condition meter. meter and ground. Use the following to
b. Defective zener diode inside remote determine fault:
control. If reading equals battery voltage
minus 10 volts, battery condition
meter is defective.
3b. If reading does not equal battery
voltage minus 10 volts, zener diode
is defective.
4. Meters and switch function properly but 4. Replace remote Start/Stop switch (S2).
run lamp does not illuminate. Lamp
(internal to switch) is burned out.
5. If remote switch functions properly for 5. Check remote running output voltage
starting and stopping genset but (approximately 12 VDC) during run
meters and run lamp do not operate, condition from control assembly J2-5
and step 1 checks OK, control assy. to ground and from J2-6 to ground.
(A1) defective. If voltage is not present, replace control
assembly (A1).
If voltage is present, check continuity
6. Too much DC load (over 2–amps) of remote control wiring.
connected to the remote output. 6. Turn off the genset, disconnect the
remote control, and check for shorts
or too many remote accessories.

6-23
Begin Spec B Battery Charge Mode – 50 Hz Only
With the genset running, AC voltage is produced in the B1-B2 windings for the battery charge circuit in the 50 Hz mod-
els only. The 60 Hz Spec B models do not have battery charging.
• The AC output voltage from the B1-B2 winding is converted to DC voltage when it passes through the battery
charger assembly (VR2). The 12-volt DC output (ten-ampere maximum) is used to charge the battery and supply
power to the control assembly (A1) and its outputs.
BATTERY CHARGER B2
ASSEMBLY VR2 STATOR
CONNECTORS
BATTERY BT1
AC
B+ B1
AC FUSE F1
REMOTE CONTROL
F E C B A
CONTROL
ASSEMBLY A1
J1 CONNECTOR
P1 CONNECTOR
ES2017-4s
FIGURE 6-13. SPEC B BATTERY CHARGE MODE – 50 Hz Redistribution

MODELS ONLY or publication of this document,
6-24
TABLE 6-11. BEGIN SPEC B CONTROL TROUBLESHOOTING – BATTERY CHARGE MODE

Page
Low Battery 1. Weak or discharged battery due to:

Voltage a. No battery charging. 1a. Spec B 60-Hz models require a battery
b. Low electrolyte level in battery. charger. These models do not have a
c. Long periods of non-use. battery charge winding.
d. Improperly wired battery. 1b. Replenish electrolyte and recharge
e. Load connected to battery while battery.
genset is turned off. 1c. Connect a separate battery charger to
f. Too much DC load on genset bring battery up to full charge.
starting battery. 1d. Reconnect and check battery connec-
tion.
1e. Disconnect load and recharge
battery.
1f. Remove other DC loads from genset
starting battery.
2. 50 Hertz only: Genset 2a. Check all wiring connections between

charging circuit not functioning due to: the generator B1-B2 windings and the
a. Open wire connection in charging Battery B+ connection, including all
circuit (see Figure 6-13). connections to battery charger (VR2).
b. Battery Charger (ZR2) defective. 2b. Refer to battery charger (VR2) test. 7-9
c. Generator B1-B2 defective. 2c. Refer to generator test section. 9-8
NOTE: The battery charging circuit is not available on the Spec B (or later) 60 Hz models. Spec B 50 Hz
models have a maximum 10-amp, 12-VDC output designed to maintain and charge the genset starting bat-
tery.

6-25
Begin Spec B Stop Mode
Momentarily pushing the Start/Stop switch (S1) to the Stop position begins the stop mode with the following results:
• Control assembly (A1) de-energizes the ignition enable circuit, grounding the magneto (G2) ignition circuit to
stop the engine.
• Control assembly (A1) also opens the circuit to the fuel pump (E2), the fuel shutoff solenoid (E3), and to the
remote control.
• Control assembly (A1) start disconnect senses a drop in voltage from the output voltage and activates the
remote stop latch to prevent restart during the stop mode.
BATTERY BT1
FUSE F1
CONTROL ASSEMBLY A1 FUEL PUMP E2

FUEL SHUTOFF E3
J1 CONNECTOR
P1 CONNECTOR
SPARK PLUG E1
MAGNETO IGNITION
IGNITION G2 COIL T1
FIGURE 6-14. SPEC B STOP MODE Redistribution or publication of this document,

6-26
TABLE 6-12. BEGIN SPEC B CONTROL TROUBLESHOOTING – STOP MODE

Page
Genset 1. If set can be stopped from set control 1a. Check wiring continuity between
Does Not Stop but not from remote control panel, control assembly (A1) and remote
When Switch fault is due to: Start/Stop switch.
Is Pushed To a. Open circuit between control assy. 1b. Check remote Start/Stop switch.
Stop (A1) and remote Start/Stop switch.
b. Remote Start/Stop switch faulty.
Always remove
the load a few 2. If genset can be stopped from remote 2a. Check wiring continuity between
minutes before control but not from genset, fault due to: control assembly (A1) and Start/
stopping the a. Open circuit between control assy. Stop switch (S1).
genset to allow (A1) and Start/Stop switch (S1). 2b. Check Start/Stop switch (S1). 7-5
cool down. b. Start/Stop (S1) switch faulty.

6-27
GENERATOR TROUBLESHOOTING and 6-2 on pages 6-2 and 6-3 show the location
of the generator components. Refer to the wiring
Use the following troubleshooting guide to help lo- diagrams in Section 12. Wiring Schematic/Diagram
cate problems related to the generator. Figures 6-1 for wiring connections.
TABLE 6-13. GENERATOR TROUBLESHOOTING

Page
No AC Output 1. Open circuit breaker. 1. Locate cause of overload and correct

Voltage as required. Reset breaker.
Note: This 2. Open circuit between voltage 2. Check for good wiring connections
condition may regulator and brush block. betwen regulator and brush block.
cause the
genset 3. Open circuit between stator connec- 3. Check for good wiring connections
to stop when tions Q1 or Q2 and voltage regulator. between regulator and stator.
start switch S1 (This condition will give approx.
is released. 30 VAC output voltage in start mode.)
4. Open circuit between battery Pos. (+) 4. Check for continuity between control
and voltage regulator pin 7 for connector P1-5 and regulator connector
field flash. P4-7 (Spec A) or J1-9 to P4-7 (Spec B)
If connections are good and 12 VDC is not
present at voltage regulator pin 7 during
start, control assembly A1 is defective.
5. Brushes not making good contact 5. Check brushes for wear and for contact. 9-12
with slip rings.
6. Slip ring surface is rough or pitted. 6. Check slip rings.

AC Output 1. Engine governor out of adjustment. 1. Refer to governor adjustments in 8-9

Voltage Too Section 8.
Low
2. Brushes worn or not making good 2. Check length of brushes and replace 9-12
contact with slip rings. if worn excessively. Check slip rings.
3. Poor wiring connections to 3. Check for good wiring connections

voltage regulator. between the voltage regulator and the
brush block and between stator connec-
tions Q1and Q2. Correct if required.
4. If generator frequency is within 4. Replace electronic voltage regulator.

specified limits but voltage is incorrect,
voltage regulator is defective.
6-28
Spec A Generator AC Output Mode
When the engine starts and begins to come up to speed, AC voltage is produced in the battery charge winding B1-B2,
the quadrature winding Q1-Q2 and in the AC windings T1-T2. These outputs perform the following functions:
• The battery charge winding B1-B2 is used to power the control assembly (A1), fuel pump (E2), the remote con-
trol, and to prevent discharge of the genset starting battery during genset operation. This output is not sufficient
to charge a low or dead battery. The control assembly A1 monitors this voltage as part of the start disconnect
function.
• The quadrature winding Q1-Q2 output voltage is fed to the voltage regulator VR1 where it is rectified into DC
voltage and fed back to the rotor through the brushes to cause further voltage buildup. Voltage buildup is con-
trolled by the voltage regulator that senses the AC output voltage. The regulator continually measures the output
voltage and compares it to an internal reference voltage. When the output voltage exceeds the reference, the
regulator causes the current in the rotor to decrease until the proper voltage is obtained.
• The AC windings T1-T2 provide the 120 VAC output voltage through the circuit breaker CB1.
BATTERY BT1
BRIDGE
RECTIFIER CR1 BATTERY CHARGE FUSE F1
RESISTOR R1
START/STOP
SWITCH S1
CONTROL
ASSEMBLY A1
P1 CONNECTOR VOLTAGE
J1 CONNECTOR
REGULATOR VR1
STATOR
CONNECTORS P4 CONNECTOR
J4 CONNECTOR
BRUSH L2 (NEUT)
BLOCK
GND
120 VAC
CIRCUIT BREAKER CB1
L1 (LOAD)

FIGURE 6-15. SPEC A GENERATOR OUTPUT MODE
6-29
Spec B Generator AC Output Mode
When the engine starts and begins to come up to speed, AC voltage is produced in the battery charge winding B1-B2
(50 Hz only), the quadrature winding Q1-Q2 and in the AC windings T1-T2 (T3-T4 50 HZ). These outputs perform as
follows:
• The battery charge winding B1-B2 is provided on the 50 Hz models only to power battery charger (VR2).
• The quadrature winding Q1-Q2 output voltage is fed to the voltage regulator VR1 where it is rectified into DC
voltage and fed back to the rotor through the brushes to cause further voltage buildup. Voltage buildup is con-
trolled by the voltage regulator that senses the AC output voltage. The regulator continually measures the output
voltage and compares it to an internal reference voltage. When the output voltage exceeds the reference, the
regulator causes the current in the rotor to decrease until the proper voltage is obtained.
• The AC windings T1-T2 provide the output AC voltage (60 Hz models) or T1-T2, T3-T4 (50 Hz models) through
the circuit breaker CB1.
START/STOP
SWITCH S1 BATTERY
BT1
CONTROL FUSE
ASSEMBLY A1 F1
J1 CONNECTOR
P1 CONNECTOR
VOLTAGE
REGULATOR VR1
STATOR
CONNECTORS P4 CONNECTOR
J4 CONNECTOR
BRUSH L2 (NEUT)
BLOCK
GND
120 VAC
CIRCUIT BREAKER CB1
L1 (LOAD)
ES2017-6s
Redistribution
FIGURE 6-16. SPEC B GENERATOR OUTPUT MODE (60 HERTZ MODEL or publication of this document,
SHOWN)
6-30
WARNING Many troubleshooting procedures present hazards which can result in severe personal
injury or death. Only qualified service personnel with knowledge of fuels, electricity, and machinery
hazards should perform service procedures. Review safety precautions on page iii.
TABLE 6-14. GENERATOR TROUBLESHOOTING

Page
AC Output 1. Engine governor out of adjustment. 1. Refer to Governor Adjustments 8-9

Voltage Too
High 2. If generator frequency is within 2. Refer to Table 8-1 for voltage/frequency
specified limits but voltage is incorrect, specs. Replace electronic voltage
electronic voltage regulator is defective. regulator.
Noisy 1. Loose brush holder. 1. Tighten brush holder.

Generator 2. Worn rotor bearing. 2. Replace rotor bearing. 9-13
3. Rotor and stator rubbing together 3a. Check for varnish lumps between
due to: rotor and stator, remove as required.
a. Varnish lumps. 3b. Follow specified assembly procedures 9-7
b. Rotor misaligned with crankshaft. to correct rotor to crankshaft
alignment.
Generator 1. Generator overloaded due to 1. Replace circuit breaker. Do not

Overheats defective circuit breaker. exceed specified load when
operating genset.
2. Airflow restricted due to dirt or 2. Clear away all dirt or debris as required.
debris covering vent openings in
stator housing.
3. Stator windings covered with oil 3. Clean stator windings.

or dirt.
4. Defective rotor or stator windings. 4. Test each component for open, 9-8
grounded, or shorted windings and
replace if defective.
5. Loose or missing service access cover 5. Check for proper fit of service access
or improper seal around the endbell cover and check seal around endbell.
assembly.
6. Improper installation due to:

a. Insufficient air inlet size. 6a. Make sure air inlet is not blocked and
b. Air inlet location allowing that it is properly sized (refer to
recirculation. Installation Manual).
6b. Make sure that air outlet is not blocked
and check for recirculation of outlet air.

6-31
ENGINE PRIMARY SYSTEMS Poor engine performance is often caused by a dirty
TROUBLESHOOTING carburetor. Make certain that the carburetor is
clean before troubleshooting for performance prob-
Use the following troubleshooting guide to locate
lems.
problems with the engine primary systems. Many of
the primary systems can be serviced without re-
moving the genset from the vehicle.
TABLE 6-15. TROUBLESHOOTING ENGINE PRIMARY SYSTEMS

Page
Engine Runs 1. Dirty air or fuel filter. 1. Check and replace if necessary.
Rough:
2. Contaminated fuel. 2. Drain fuel tank, clean the fuel system
and refill with fresh fuel.
3. Lean fuel mixture due to:

a. Incorrectly adjusted 3a. Adjust carburetor main 8-14
Fuel mixture screws. and idle adjustment screws.
b. Dirt in carburetor. 3b. Disassemble carburetor and clean 8-15
c. Vacuum leak. all internal passages. Replace filter.
3c. Locate and correct leak.
d. Gasket failure. 3d. Replace gasket.
4. Faulty ignition due to:

a. Worn or fouled spark plug. 4a. Replace spark plug.
b. Poor magneto or coil connections. 4b. Check magneto and coil connections.
c. Faulty ignition components. 4c. Perform Ignition Spark Check. 8-6
d. Faulty plug wire. 4d. Check spark plug wire and boot.
e. Incorrect ignition timing. 4e. Rotor or fan hub improperly installed.
Engine 1. Lean fuel mixture due to: 1a. Adjust carburetor main and idle 8-14
Backfires a. Incorrectly adjusted fuel mixture screws.
Through adjustment screws. 1b. Disassemble carburetor and clean 8-15
Carburetor b. Dirt in carburetor. all internal passages.
c. Vacuum leak. 1c. Locate and correct leak.
2. Mechanical engine defect 2. Perform Leak Down Test. 10-1

(intake valve defect).
3. Faulty ignition due to: 3. Reset spark plug gap.

incorrect spark plug gap.

6-32

Page
Engine 1. Rich fuel mixture due to: 1a. Adjust carburetor main and idle 8-14
Backfires a. Incorrectly adjusted fuel mixture screws.
Through adjustment screws. 1b. Check choke assembly. 8-17
Muffler When b. Choke sticking or out of adjustment.
Running c. Restricted air filter (LPG models). 1c. Replace air filter. 8-11
2. Mechanical engine defect 2. Perform Leak Down Test. 10-1

(exhaust valve defect).
3. Faulty ignition due to: 3. Reset spark plug gap.

Incorrect spark plug gap.
Engine Lacks 1. Dirty air filter. 1. Replace air filter. 8-11

Power
2. Restricted fuel flow due to:
a. Plugged fuel filter or 2a. Replace fuel filter. 8-19
b. Faulty fuel pump 2b. Test fuel pump and replace if faulty. 8-19
c. LPG - regulator or fuel solenoid 2c. Refer to LPG Fuel System, section 8.
dirty or defective.
3. Exhaust system blocked or restricted. 3. Locate and remove blockage, clean

spark arrester screen.
4.Carburetor air preheater set incorrectly. 4. Check automatic preheater setting. 8-11
5. No load speed set too low. 5 . Adjust governor setting. 8-9
6. Incorrect fuel mixture due to:

a. Incorrectly adjusted fuel 6a. Adjust carburetor main and idle 8-14
mixture screws. adjustment screws.
b. Dirt or varnish in carburetor. 6b. Disassemble carburetor and clean 8-15
all internal passages.
7. Incorrect valve lifter clearance or 7. Adjust valve clearance, if problem 10-7

defective valve. continues inspect valves.
8. Excessive engine wear. 8. Perform Leak Down Test. 10-1

6-33

Page
Engine 1. Restricted airflow due to dirt, debris 1. Clear air inlet and outlet areas. Do not
Overheats or insulation blocking air inlet or outlet. store anything in compartment area.
2. Dirt or oil on engine cooling fins. 2. Clean all dirt and oil from engine
cooling fins.
3. mCooling fan plugged or broken. 3. Inspect cooling fan, clean or replace
as needed,
4. Lean fuel mixture due to:

a. Incorrectly adjusted fuel 4a. Adjust carburetor main and idle 8-14
mixture screws. adjustment screws.
b. Dirt or varnish in carburetor. 4b. Disassemble carburetor and clean 8-15
all internal passages.
5. Loose or missing service access cover 5. Check for proper fit of service access
or improper seal around the endbell cover and check seal around endbell.
assembly.
6. Improper installation due to:

a. Insufficient air inlet size. 6a. Make sure air inlet is not blocked and
b. Air inlet location allowing that it is properly sized (refer to
recirculation. Installation Manual).
6b. Make sure that air outlet is not blocked
and check for recirculation of outlet air.
Black Exhaust 1. Rich fuel mixture due to: 1a. Replace air filter. 8-11
Smoke a. Dirty air filter. 1b. Clean choke and choke linkage.
b. Choke sticking. 1c. Adjust carburetor idle and main 8-14
c. Incorrectly adjusted fuel mixture adjustment screws.
screws. 1d. Disassemble carburetor and clean all 8-15
d. Dirt or varnish in carburetor. internal passages.
White or Blue 1. Oil level too high. 1. Lower oil level.

Exhaust
Smoke 2. Contaminated fuel. 2. Drain and refill fuel tank.
3. Excessive engine wear. 3. Perform Leak Down Test. 10-1

6-34

Page
Engine Hunts 1. Fuel supply problem caused by: 1a. Check fuel pump and replace 8-19
or Surges a. Faulty fuel pump. if defective.
b. Contaminated fuel supply. 1b. Drain and refill fuel supply.
c. Vapor locking. 1c. Let genset cool down. Check for
blockage air inlet or outlet or improper
fuel system installation.
d. Plugged fuel filter. 1d. Replace fuel filter. 8-19
e. Carburetor passages plugged. 1e. Clean passages or replace pilot jet. 8-15
2. Incorrect fuel mixture due to: 2a. Adjust carburetor main and 8-13
a. Incorrectly adjusted idle adjustment screws.
fuel mixture screws. 2b. Disassemble carburetor and 8-14
b. Dirt or varnish in carburetor. clean all internal passages.
3. Governor problem due to: 3a. Check linkage alignment.Make sure 8-9
a. Sticking or binding governor linkage. it does not touch other parts. Clean
b. Incorrect governor adjustment. and lubricate linkage.
c. Faulty governor spring. 3b. Adjust speed and sensitivity settings. 8-9
d. Governor mechanism worn 3c. Replace governor spring.
excessively. 3d. See Governor in Section 10. Engine 10-8
Block Assembly.
High Oil 1. Oil viscosity too light or oil is diluted. 1. Drain oil and refill with correct
Consumption viscosity oil.
(Note: New 2. Crankcase breather valve is 2. Clean crankcase breather 8-8
engines can dirty, faulty or improperly installed. and replace if defective.
have high
oil consump- 3. Oil leaks. 3. Locate source of leak and
tion during repair as required.
break-in)
4. Excessive engine wear. 4. See Section 10. Engine Block Assembly.
5. Light loading. 5. Do not run genset at no-load for long

periods of time.
6. Intake valve seal worn or defective. 6. Replace intake valve seal. 10-7

6-35

Page
Engine Shuts 1. Low oil level. 1. Add oil as required.

Down and Will
Not Restart 2. Low oil level switch is defective 2. Check low oil level switch.
(Spec A-F, if applicable).
(Also see 3. Worn spark plug. 3. Clean or replace spark plug.

Control
Trouble- 4. Faulty fuel system - flooded. 4. Refer to Gasoline Fuel System. 8-11
shooting
table 6-4) 5. Choke not opening. 5. Check choke operation. 8-17
6. Faulty ignition system. 6. Check for spark. 8-6
Engine Runs 1. Fouled spark plug. 1. Clean or replace spark plug.

On After 2. Engine carbon build-up. 2. Remove carbon from engine.
Shutdown

6-36
7. Control
INTRODUCTION • Control Assembly (A1)
This section covers control operation, component • Optional Remote Start/Stop Control (A2, A3)
locations, basic troubleshooting and test proce- • Battery Charge Resistor (R1)
dures. The control consists of the circuitry used for • Rectifier Bridge (CR1)
starting, monitoring fault conditions, instrumenta-
tion, battery charging, and stopping. • Battery Charger Assembly (VR2)
• Transformer (T1)
CONTROL DESCRIPTION
Start/Stop Switch (S1)
The control circuitry consists of the following com-
ponents. See Figure 7-1. The Start/Stop switch (S1) is a single-pole double-
throw (SPDT) rocker type switch used for starting or
• Panel mounted Start/Stop Switch (S1) stopping the genset. Holding the switch in the Start
• Start Solenoid (K1) position will initiate engine cranking. Pushing the
switch to the Stop position will initiate the stop func-
• Control Fuse (F1) tion. The switch will automatically return to the cen-
• Circuit Breaker (CB1) ter (Run) position when released.
BATTERY CHARGE
RESISTOR R1
BRIDGE RECTIFIER CR1
START RELAY K1
CONTROL PANEL
CONTROL
M1899-3s ASSEMBLY A1
FIGURE 7-1. SPEC A CONTROL COMPONENT LOCATIONS

7-1
Start Solenoid (K1) panel. If an overload occurs, the breaker can be re-
set after all loads are removed from the genset.
The start solenoid (K1) is used for closing and open-
ing the circuit between the battery and the starter Control Assembly (A1)
motor. The start solenoid has heavy duty contacts
The control assembly consists of a printed circuit
that handle the high current draw of the starter dur-
board with components and relays that are potted
ing cranking.
(encapsulated in a nonconductive material) to pro-
tect them from moisture. The control assembly is
Control Fuse (F1) mounted near the air inlet for cooling. See Figure
7-1 on Page 7-1 and Figure 7-2.
A 5-amp fuse provides protection for the control wir-
ing and remote wiring from a short circuit. The con- The control provides the following functions:
trol fuse is mounted on the front of the control panel.
• Starter Solenoid Output
Circuit Breaker (CB1) • Fuel Pump Output
• AVR Field Flash Output
The standard 30-amp circuit breaker protects the
generator AC windings from a short circuit or over- • Remote Running Output
load. The circuit breaker is located on the control • Ignition Enable
BATTERY CHARGER
ASSEMBLY (VR2)
50 HERTZ ONLY
CONTROL PANEL
START RELAY K1
CONTROL
M1899-3s ASSEMBLY A1
FIGURE 7-2. BEGIN SPEC B CONTROL COMPONENT Redistribution

LOCATIONS or publication of this document,
7-2
Optional Remote Control (A2, A3) CONTROL OPERATION
The schematic diagrams in Section 12. Wiring
The remote control is an optional accessory that al-
Schematic/Diagram can be used to help follow the
lows the genset to be started, monitored, and
circuit description. Always refer to the specific wir-
stopped from a remote location. The deluxe control
ing diagram that corresponds to the model and spec
(A3) includes a running time meter and a battery
number of the genset when troubleshooting.
condition meter. Remote control panels are
mounted inside the vehicle. Start Mode
Holding the Start/Stop switch (S1) in the Start posi-
Rectifier Bridge (CR1) – Spec A Only tion activates the control assembly (A1) by closing
the start signal input circuit. While the Start/Stop
The rectifier bridge consists of four diodes con- switch is held, the control assembly supplies the fol-
nected in a bridge circuit to form a full-wave voltage lowing outputs and results:
rectifier. The bridge circuit rectifies the AC voltage
from the generator battery winding (B1-B2) to sup- • Energizes the start solenoid (K1) causing the
ply DC voltage for battery charging. start solenoid contacts to close energizing the
starter. The starter begins to crank the engine
to initiate starting.
Battery Charge Resistor (R1) – Spec A
Only • Energizes the fuel pump (E2), the fuel pump
begins pumping fuel to the carburetor for en-
gine operation.
The battery charge resistor limits the battery charge
rate to a maximum of one ampere. Begin Spec B models: the fuel shutoff solenoid
E3 is energized allowing fuel to pass through
the carburetor.
Battery Charger Assembly (VR2)
– Begin Spec B 50 Hz Only LPG models: the fuel shutoff solenoid (E2) and
priming solenoid (K3) are energized to allow
The battery charger assembly rectifies the AC volt- fuel flow to the carburetor.
age from the generator battery winding (B1-B2) to • Flashes the generator field winding to ensure
supply DC voltage for battery charging. that there is adequate magnetism to induce
Transformer (T1) • Enable the ignition circuit, this opens a ground
– Begin Spec B 50 Hz Only path through the control assembly to the mag-
neto assembly (G2) so output from the magne-
The transformer provides isolation required for to will energize the ignition coil (T1). The igni-
some 50 Hz reconnection applications. (See Figure tion coil energizes the spark plug (E1) for igni-
6-2 on Page 6-3 for transformer location.) tion.

7-3
Run Mode A low oil level will cause the low oil level switch (S2)
to close. This closes a ground path to the magneto
When the engine starts, release the Start/Stop assembly (G2) eliminating ignition spark and pre-
switch and it will return to the center Run position. venting the engine from operating. If the oil level
The following control assembly functions occur: goes below the low oil level during operation, the
• Voltage from the battery is replaced by output genset will shut down.
voltage from the generator (when the engine
comes up to speed) so the control remains en- Charging Circuit
ergized on Spec A and begin Spec B 50 Hz
only. A 12-volt DC output (one-ampere maximum on
• Start solenoid (K1) is de-energized, opening Spec A or ten-ampere maximum Spec B 50 Hz)
the circuit to the starter motor (M1) to stop from the generator is used to prevent discharge of
cranking. (The start disconnect is activated at the genset starting battery during genset operation.
approximately 2500 rpm.) Spec B 60-Hz models do not have a battery charge
• Fuel Pump (E2) remains energized during the winding.
run condition. Fuel shutoff solenoid (E3) re-
mains energized on begin Spec B models. Stopping
• LPG model: Priming solenoid (K2) is de-ener-
gized. Pressing the Start/Stop switch (S1) to the Stop posi-
tion de-energizes the ignition enable circuit and
• Field flash is no longer required and is turned
grounds the magneto assembly (G2) output. This
off.
causes the engine to stop running. The Stop posi-
• Ignition Enable remains on. Output from the tion also activates the remote stop latch feature pre-
magneto assembly (G2) energizes the ignition venting restart. At the same time the fuel pump is
coil (T1) to provide spark. de-energized.
• Remote run output energizes the running time
meter and the battery condition meter in the op- LPG models: the fuel shutoff solenoid (E2) is de-en-
tional deluxe remote control (A2). ergized stopping fuel flow to the carburetor.

7-4
CONTROL COMPONENT TESTS Start/Stop Switch (S1)
Disconnect the P1 (or J1 for Spec B) connector from
The following control component checks can be control assembly (A1). See Figure 7-3. Continuity
made to verify if components are defective. Discon- should be measured between pin 1 and pin 3 (pin 13
nect the starting battery cables, negative (–) cable and pin 7 for Spec B) when the switch is held in the
first, before performing these tests. Start position. Continuity should be measured be-
tween pin 2 and pin 3 (pin 1 and pin 7 for Spec B)
when the switch is held in the Stop position. An open
WARNING Accidental starting or electrical circuit should be measured between pins 1, 2, and 3
shock can cause severe personal injury or (13, 7 and 1 Spec B) when the switch is in the center
death. Disconnect both genset starting battery Run position.
cables before performing maintenance. Re- If the switch tests good also check the control con-
move the negative (–) battery cable first and nector P1 to J1 connections to make sure they are
connect it last to reduce the risk of arcing. making a good connection.
If an abnormal reading is obtained, check the conti-
nuity between the connector pins and the switch.
(Use an ohmmeter with pointed test leads to pierce
the insulation at the back of the switch on Spec A
models).
SPEC A BEGIN SPEC B

P1 CONNECTOR J1 CONNECTOR
M1899-4s M1899-4s
FIGURE 7-3. START/STOP SWITCH Redistribution or publication of this document,

7-5
Start Solenoid (K1) WARNING Electrical shock can cause severe
personal injury or death. Do not touch the volt-
meter or any wiring when the genset is operat-
A check can be made by measuring the resistance
ing. Attach and remove meter leads only when
of the coil terminals I and S (Figure 7-4). With the
the genset is stopped.
harness leads removed, the coil should read be-
tween 3 and 5 ohms. If an abnormal reading is mea- Tables 7-1 and 7-2 on Page 7-7 list the control out-
sured, replace the Start Solenoid. puts at the P1/J1 connector plug for each control
mode. Measure control output voltages between
If the coil checks good and a problem with the sole- the connector pin listed and ground. Refer to the
noid is still suspected, remove the leads from the correct chart for Spec A and for Spec B models.
side terminal posts. An open circuit should be mea- Battery B+ voltage must be present at the Control
sured between the side terminal posts with the coil Assembly J1-10/P1-10 at all times. If battery volt-
de-energized. With 12 VDC applied across the coil age is present at the J1-10/P1-10 connector and the
(I and S terminals) the solenoid should be ener- control outputs are not present, check the J1/P1
gized and continuity should be measured between connector and the Start/Stop switch (S1). If the con-
the side posts. nector and switch check good, replace the Control
Assembly with a new Control Assembly and re-
check genset operation.
Control Assembly (A1)
The Control Assembly consists of a printed circuit I

board with components and relays that are potted
(encapsulated in a nonconductive material) to pro- S
tect them from moisture. It is difficult to isolate indi-
vidual components on the control assembly for test-
ing. Use Section 6. Troubleshooting to identify pos- TERMINAL
sible problems in the control circuit. If a problem POSTS
with the Control Assembly is suspected, use the
control circuit board tester if available, or check the
START RELAY K1
control outputs with a voltmeter. Figure 7-5 on Page
7-7 shows the Control Assembly and the P1/J1
connectors. Voltages can be checked using a volt-
meter with long test prods. FIGURE 7-4. SOLENOID CHECK

7-6
TABLE 7-1. SPEC A CONTROL OUTPUTS
CONTROL
ASSEMBLY A1 -
CONTROL OUTPUT CONTROL MODE
SPEC A
(CONNECTOR PIN) CRANK RUN STOP
P1 CONNECTOR
STARTER SOLENOID ≥9 VDC 0 VDC 0 VDC
(J18/P18)
FUEL PUMP ≥9 VDC ≥9 VDC 0 VDC J1 CONNECTOR
(J112/P112)
AVR FIELD FLASH ≥9 VDC 0 VDC 0 VDC
(J15/P15)
REMOTE RUN 0 VDC ≥9 VDC 0 VDC
(J25, J26)
TABLE 7-2. BEGIN SPEC B CONTROL OUTPUTS CONTROL

ASSEMBLY A1 -
BEGIN SPEC B
CONTROL OUTPUT CONTROL MODE
(CONNECTOR PIN) CRANK RUN STOP
J1 CONNECTOR
STARTER SOLENOID ≥9 VDC 0 VDC 0 VDC
(J16/P16) P1 CONNECTOR
FUEL PUMP ≥9 VDC ≥9 VDC 0 VDC
(J12/P12)
FUEL SHUTOFF SOL. ≥9 VDC ≥9 VDC 0 VDC
(J13/P13)
AVR FIELD FLASH ≥9 VDC 0 VDC 0 VDC
(J19/P19)
REMOTE RUN 0 VDC ≥9 VDC 0 VDC
(J25, J26)
FIGURE 7-5. CONTROL ASSEMBLY (A1) CHECK

7-7
Resistor (R1) – Spec A Only
The battery charge resistor can be checked with an
ohmmeter. Disconnect the leads from the resistor
and measure the resistance between terminals on
one end to the resistor and the terminals on the oth-
er end. The resistor should measure between 4 and
6 ohms. If an abnormal reading is measured, re-
place the resistor.
Diode Bridge (CR1)

The diode bridge consists of four diodes connected
in a bridge circuit (Figure 7-6). The diode bridge can
be checked with a diode checker. Remove all of the
leads from the diode bridge and check each diode
individually. Continuity should be indicated in the
forward bias direction and an open circuit should be
indicated in the reverse bias direction (refer to your
meter instruction manual). If any of the diodes
check bad, replace the diode bridge.
BRIDGE RECTIFIER SCHEMATIC

ES2015s
SPEC A BRIDGE RECTIFIER CR1
FIGURE 7-6. DIODE BRIDGE CR1 CHECK

7-8
Battery Charger Assembly (VR2)
– Begin Spec B, 50 Hz Only
The battery charger is located on the left side of the GROUND
CONNECTION
genset housing. The battery charger can be
checked with a voltmeter. A voltage measurement
between the B+ terminal and ground (Figure 7-7),
with the genset off should read the starting battery
voltage (approximately 12 VDC). With the genset
running a reading between the B+ terminal and
ground should be slightly more than the first reading AC
(12.5 to 14 VDC).
B+
If the same or less voltage is measured, connect the
voltmeter between the two AC terminals to measure AC
the input voltage from the B1-B2 battery charge
winding. During set operation voltage from the
B1-B2 battery charge winding should be approxi-
mately 17 to 19 VAC. If this reading is obtained and
charger output voltage does increase when the
genset is started, replace the battery charger. If low
or no voltage is measured between the AC termi-
nals, check the wiring harness connections and re- FIGURE 7-7. BATTERY CHARGER ASSEMBLY
fer to the generator test section. (VR2)

7-9
Transformer (T1) – Begin Spec B, 50 Hz
Only
The transformer (see /Figure 7-8) is located on the
backside of the genset (see Figure 6-2 on Page
6-3). The transformer can be checked with an ohm-
meter. Isolate the transformer leads from the circuit
and measure the resistance between H1 - H2 pri-
mary winding. The primary should measure 440 to
540 ohms. Measure the resistance between X1 - X2
secondary winding. The secondary should mea-
sure 225 to 275 ohms. If an abnormal reading is
measured, replace the transformer.
TRANSFORMER T1
TRANSFORMER T1 SCHEMATIC
FIGURE 7-8. TRANSFORMER (T1)

7-10
8. Primary Engine Systems
INTRODUCTION Inspection
This section describes the engine primary systems Inspect the air inlet and outlet passages. Remove
service procedures. Many of the primary systems the access panel and inspect the engine and control
can be serviced without removing the genset from area. If the engine is clean and the air inlet area is
the vehicle. Poor engine performance is often clean, disassembly for engine cleaning will not be
caused by a dirty carburetor. Make certain that the necessary. If debris is visible, proceed to the Disas-
carburetor is clean before troubleshooting for per- sembly section following.
formance problems.
Primary engine systems include:
Disassembly
• Cooling system Remove the genset as described in Set Removal

Guidelines on Page 5-2.
• Exhaust system
• Ignition system 1. Follow the genset disassembly procedures in
Section 9. Generator through the scroll assem-
• Crankcase ventilation system bly removal.
• Governor 2. Inspect and clean the fan hub assembly using
• Fuel system a brush or low pressure compressed air. If the
• Electric starter cooling fins are damaged, replace the fan hub
assembly as described in Section 9. Genera-
COOLING SYSTEM tor.
3. Remove the top and bottom air guide housings
The genset requires a constant airflow to cool the (cowling) to access the engine cooling fins for
engine and generator during operation. A centrifu- cleaning.
gal fan on the generator end of the genset provides
the required airflow. The fan draws cooling air 4. Use a brush or low pressure compressed air to
through the air inlet, into the generator and forces it remove any dirt or debris that may be lodged on
across the engine cooling fins. The air is discharged the engine cooling fins.
through the air outlet. See Figure 8-1.
WARNING Cooling air can contain poisonous AIR

exhaust gases that can result in severe person- INLET
al injury or death. Never use discharged cooling
air to heat the vehicle interior.
The air inlet is sized to allow the required flow rate of
cooling air. The air inlet opening and the air dis-
charge opening must be kept free of any obstruc-
tions to avoid restricting airflow. Dirt, dust, or other
debris that clog the air openings should be removed
during periodic maintenance. Dirt might also be-
come lodged between the cooling fins on the engine
block and cylinder head. If this happens, heat trans-
fer is greatly reduced and overheating can occur.
The cooling system consists of the genset housing AIR
M1900-3s OUTLET
and base assembly enclosure, insulation duct,
scroll assembly, fan hub assembly, and air duct.
The following section covers service procedures for FIGURE 8-1. COOLING AIRFLOW (SPEC B
the cooling system . Redistribution
SHOWN) or publication of this document,
8-1
Assembly The muffler is a spark arrester type muffler that is
US Forest Service Approved and meets code re-
Assemble cooling system in reverse order of disas- quirements. Failure to provide and maintain a spark
sembly. Follow the generator assembly instructions arrester muffler can be in violation of the law. Con-
(Section 9. Generator) for installing the fan hub as- tact an Onan distributor for approved replacement
sembly. exhaust parts.
CAUTION Overheating can result in engine WARNING Inhaling exhaust gases can cause
damage. To avoid overheating, never operate severe personal injury or death. Modifying the
the genset with any of the cooling system com- exhaust system may let poisonous exhaust
ponents removed. gases enter the vehicle. Use only Onan replace-
ment parts to service the exhaust system. Un-
authorized modifications will void the Onan
EXHAUST SYSTEM warranty. Liability for injury or damages due to
unauthorized modifications becomes the re-
The condition of the exhaust system is extremely sponsibility of the person making the modifica-
critical on RV gensets because of the possibility of tion.
exhaust gases entering the vehicle. The exhaust
system must not have any leaks and it must be well
supported. The tailpipe must extend 1 inch (25.4 Muffler Disassembly
mm) beyond the the perimeter of the vehicle and it
must not terminate so exhaust can enter the ve- 1. Allow the exhaust system to cool down before
hicle. servicing.
2. Loosen the exhaust pipe clamp securing the
WARNING Exhaust gasses contain carbon exhaust pipe to the genset.
monoxide, an odorless and colorless gas that
can cause severe personal injury or death. 3. Remove exhaust pipe hanger(s) and lower ex-
Make certain that the exhaust components are haust pipe.
in good condition and that there are no leaks. 4. Remove the genset from the vehicle and re-
move the outer housing. See Set Removal
The exhaust system consists of the muffler, the ex- Guideslines on Page 5-2.
haust pipe, and the clamps and hangers needed for
installation of the exhaust pipe. On Begin Spec B, Spec A:
the muffler has a flexible inlet pipe. On Spec A, the
muffler has a flexible outlet pipe. Figure 8-2 on Page 5. Remove the bolts securing the muffler flange to
8-3 shows a typical exhaust system for a compart- the engine and the muffler outlet pipe to the
ment mount genset. The following section covers base.
the service procedures for the exhaust system.
6. Remove the hardware securing the muffler
The exhaust system must be serviced immediately bracket to the engine bracket. Remove the
if inspection reveals leaking joints or connections, muffler and the exhaust gasket.
loose fasteners, or broken or damaged compo-
nents. Begin Spec B:
5. Remove the bolts securing the flexible exhaust

Always replace worn components with new original
manifold to the muffler.
equipment replacement parts. Do not attempt to re-
pair a broken exhaust pipe or manifold by welding 6. Remove the screws securing the muffler to the
and do not replace worn out components with parts base. Remove the muffler and the exhaust
that do not meet factory specifications. gasket. Redistribution or publication of this document,
8-2
SPEC A MODELS
SHORT RADIUS HANGER BRACKET

ELBOW (IF REQUIRED DUE TO
LENGTH OF TAILPIPE)
SUPPORT SUPPORT
EXS1170-5s TAILPIPE
BEGIN SPEC B MODELS
UBOLT CLAMP TAILPIPE
SUPPORT
EXS1170-7s
FIGURE 8-2. COMPARTMENT MOUNT EXHAUST SYSTEM
Muffler Assembly mounting hardware to the specified torque.

WARNING Exhaust gas can cause severe per-
Obtain the required replacement parts including a
new exhaust gasket. Install the muffler in reverse sonal injury or death. To prevent exhaust leaks,
order of removal. always install a new exhaust gasket, and re-
place corroded or worn clamps, straps, and
1. Install a new exhaust gasket. Secure the hardware beforeRedistribution
leaks occur.or publication of this document,
8-3
2. Install the genset housing and reinstall the gen- WARNING Hot exhaust components present
set. the risk of fire that can result in severe personal
3. If replacing the original exhaust tailpipe, refer injury, death or equipment damage. Follow the
to the Tailpipe Recommendations section. recommended clearances between the exhaust
4. Attach the exhaust pipe to the exhaust outlet system and any combustible materials.
using a U-bolt type automotive muffler clamp The exhaust system must be placed no closer than
marked 1-3/8 inch I.D. (Spec A) or 1-1/4 inch 3 inches (76 mm) from combustible material (wood,
I.D. (Begin Spec B). felt, cotton, organic fibers, etc.), or be so located, in-
5. Attach an automotive type tailpipe hanger ev- sulated or shielded that it does not raise the temper-
ery 2 to 3 feet (0.6 to 0.9 meters). In addition, ature of any combustible material more than 117° F
the exhaust system must be supported at or (65° C) above the ambient air inlet temperature.
near the perimeter of the vehicle to prevent the
tailpipe from being damaged and being pushed The exhaust system must extend a minimum 1 inch
up under the vehicle skirt. (25 mm) beyond the perimeter of the vehicle. Do not
terminate the exhaust tailpipe under the vehicle. Be
CAUTION Excessive vibration transfer aware that any vent, window, storage compartment
and exhaust pipe damage can be caused by or opening that can be opened and that is not per-
angular mounting. Tailpipe hanger clamps manently sealed from the vehicle living space can
must be mounted directly above the com- be an avenue for carbon monoxide.
ponent being supported and not at an
angle. The tailpipe must not terminate so that any vent,
6. Run the genset for five minutes and check the window, or opening into the living area is within a six
entire exhaust system (visually and audibly) for inch (152.4 mm) radius of the tail pipe as shown in
leaks or excessive noise. Correct any prob- Figure 8-3 on Page 8-5.
lems immediately. WARNING Exhaust gas presents the hazard of
Tailpipe Recommendations severe personal injury or death. Do not termi-
nate an exhaust pipe under the vehicle. The tail-
Tailpipes must meet several design specifications pipe must not terminate so that any vent, win-
to provide safe genset operation. If replacing the dow, or opening into the living area is within a
tailpipe, make certain the replacement part is the six inch (152.4 mm) radius of the tail pipe as
same size and configuration as the original part. shown in Figure 8-3 on Page 8-5. Keep all
Refer to the following guidelines for selecting and openings closed when the genset is running.
locating the tailpipe.
To reduce the chance of damaging the tailpipe and
WARNING Inhalation of exhaust gases can re- emitting exhaust gases under the vehicle, make
sult in severe personal injury or death. Exhaust certain that no part of the exhaust system intrudes
gases can enter the vehicle interior if the tail- into the departure angle or approach angle of the
pipe is damaged, missing, or improperly vehicle, unless it is protected by a skid bar or other
installed. Follow the recommended exhaust protection device. The shaded areas in Figure 8-3
system replacement procedures. illustrate typical mounting locations.
Spec A: Use 1-1/2 inch O.D., 18-gauge aluminized WARNING Exhaust gas presents the hazard of
or stainless steel tubing for tailpipe. severe personal injury or death. Do not mount
Begin Spec B: Use 1-1/4 inch O.D. (1-1/8 inch I.D.) any portion of the exhaust system into the ap-
18-gauge aluminized steel or stainless steel tubing proach or departure angle unless it is adequate-
for tailpipe. ly protected. Use only Onan-specified exhaust
equipment with the genset. Use a sufficient
Do not use flexible tailpipe since it might break due number of hangers to prevent dislocation of the
to road shock and vibration. system. Redistribution or publication of this document,
8-4
Do not terminate the exhaust tailpipe under the fuel CAUTION Excessive exhaust back pressure
tank fill spout to prevent spilled fuel from being ig- can cause engine damage. If tailpipe deflector is
nited by a hot tailpipe. used, make sure it is large enough to prevent
back pressure.
SEALED WINDOW
TAILPIPE
(RV REAR VIEW)
DEPARTURE
ANGLE APPROACH
ANGLE
GROUND
SKID BARS SHADED ZONE IS AREA AXLE LOWER

OF RECOMMENDED CLEARANCE LINE
TAILPIPE INSTALLATION
M1715-3s
6 IN.
(152.4 mm) TAIL PIPE
NO OPENINGS INTO THE VEHICLE'S INTERIOR, INCLUDING

ENTRY DOORS, ARE ALLOWED IN THE SHADED AREA.
FIGURE 8-3. DEPARTURE ANGLE AND RAMP ANGLE

8-5
IGNITION SYSTEM If the spark plug is in good condition, proceed to the
Ignition Coil section, following.
The ignition system consists of the magneto as-
sembly, ignition coil, spark plug and ignition wiring. Ignition Coil (T1)
If a problem with the ignition system is suspected,
the spark plug can be inspected and an ignition The ignition coil is a transformer that steps up the
spark check can be made without removing the magneto output voltage to about 20,000 volts for
genset from the vehicle. Perform the spark plug, spark plug firing. The coil consists of a primary and a
ignition coil and ignition wiring checks before pro- secondary winding. Perform the following checks:
ceeding to the Magneto Assembly section. WARNING Gasoline vapor is extremely flam-
mable, and can result in severe personal injury
WARNING Electrical shock can cause severe
or death if ignited. Make certain that no gasoline
personal injury or death. Do not touch electrical
or other flammable fumes are present. Park the
wiring or components during testing. Discon-
vehicle in a well-ventilated area, and leave the
nect electrical power by removing the starting
genset compartment door open for several min-
battery negative (–) cable before handling elec-
utes before performing this test.
trical wiring or components. Do not connect
meters while circuit is energized. Use rubber in- Ignition Spark Check: This checks all of the igni-
sulative mats placed on dry wood platforms tion system components and wiring.
over floors that are metal or concrete when test-
ing electrical equipment. Do not wear jewelry or 1. Make sure the engine oil level is adequate and
damp clothing (particularly wet shoes) or allow that the genset is level.
skin surfaces to be damp when handling electri- 2. Remove the spark plug, reconnect the spark
cal equipment. plug lead and ground the plug side electrode to
bare metal on the engine.
Spark Plug (E2) 3. Do not touch the plug or plug wire during test-
ing. Crank the engine and observe the plug. If
Remove the spark plug and inspect the electrode. If a good spark is observed, the ignition system
the spark plug has carbon deposits, use a wire is good. If no spark, or a weak spark is ob-
brush to clean it. If the spark plug is badly fouled or served, proceed to the coil winding check.
deformed, replace it. Measure and reset the spark
plug gap as shown in Figure 8-4. See Section 2.
Specifications. An examination of the spark plug
can often help diagnose an engine problem. Refer
to the following spark plug conditions: SPARK PLUG GAP
(SEE SECTION 2.
• Carbon Fouled – Check for a poor high tension SPECIFICATIONS)
lead connection, faulty choke operation, rich
fuel mixture or dirty air filter.
• Oil Fouled – Check for low compression.
• Burned or Overheated – Check for leaking in-
take manifold gasket, lean fuel mixture or incor-
rect spark plug type.
• Splash Fouled – Check for accumulated com-
bustion chamber deposits. See Rocker Arms,
Push Rods and Cylinder Head section on Page
ES1374s
10-3.
• Light Tan or Gray Deposits – Normal plug color. Redistribution
FIGURE 8-4. MEASURING or publication
PLUGofGAP
this document,
8-6
Ignition Coil Ohmmeter Check: Remove the con- • One wire from the magneto to the ignition coil
trol panel mounting screw (Torx T-30) to access the primary.
ignition coil. Check the ground lead for continuity • One ignition enable wire from the control as-
between the ground lead terminal and a clean sembly to the magneto.
ground point on the intake manifold.
• One wire from the low oil level switch to the
Disconnect the spark plug lead from the spark plug control assembly. (Spec A-F only, if applica-
and disconnect the primary lead from the terminal ble.)
on the coil. Remove the ignition coil mounting • One high tension lead from the ignition coil sec-
screws and remove the ignition coil from the genset ondary to the spark plug.
for testing. See Figure 8-5.
Refer to the figure in Section 12. Wiring Schematic/
1. Inspect the terminal and leads for signs of cor- Diagram that corresponds to your particular genset.
rosion or looseness and look for cracks or other (Do not disassemble the genset to check the mag-
damage. Look for evidence of electrical leak- neto wiring at this time.)
age around the high tension connection (indi-
cated by carbon tracking). Replace a coil with Thoroughly inspect the ignition wiring for loose con-
any defects. nections and cuts or breaks in the insulation. Test
2. Measure the primary winding resistance. Con- suspect leads for continuity with an ohmmeter. Use
nect one ohmmeter lead to the primary terminal a megger to check for breaks in the spark plug lead.
and the other lead to the ground lead ring termi- Also check control wiring for loose or grounded con-
nal. The resistance should be approximately nections. If any problems are found, correct them
0.5 ohms at 75°F (24°C). Replace the coil if a and repeat the ignition spark check. If no problems
high or low reading is measured. are found proceed to the Magneto Assembly sec-
tion, following.
3. Measure the secondary winding resistance.
Connect one ohmmeter lead to the spark plug
connector, inside the boot, and the other lead
to the ground lead ring terminal. The resistance
should be approximately 1,100 ohms at 75°F SPARK PLUG BOOT
(24°C). Replace the coil if a high or low reading (SECONDARY)
is measured.
GROUND LEAD
If the coil windings check good, proceed to the Igni-
tion Wiring check.
PRIMARY
Ignition Wiring TERMINAL
The ignition wiring consists of the following:
• One ground wire connected to the ignition coil
ES1767-1s
and one ground wire connected to the magneto
assembly. FIGURE 8-5. IGNITION COIL

8-7
Magneto Assembly (G2) burned in the combustion chamber. A stuck or dam-
aged breather valve can cause oil leaks, high oil
The magneto assembly is a noncontact capacitive consumption, rough idle, reduced engine power,
discharge (breakerless) type that is mounted to the and a rapid formation of sludge and varnish within
generator endbell. As the engine cranks, two per- the engine.
manent magnets on the fan hub assembly pass
very close to the magneto inducing a voltage in two Crankcase Breather Service Procedure
coils in the magneto. One coil charges a capacitor
that discharges a voltage to the coil when triggered. Oil leaks at the seals may indicate that the crank-
The other coil powers the circuit that triggers the case is pressurized. Use the following procedure to
charge circuit. The discharge voltage from the mag- eliminate this condition.
neto (approximately 16 to 60 VAC when measured 1. Remove the breather tube from the valve cover
with a digital voltmeter) is supplied to the primary of (see Figure 8-6).
the ignition coil.
2. Remove the head cover and breather assem-
If no spark was seen in the Ignition Spark Check on bly.
Page 8-6 and all accessible ignition wiring checks 3. Inspect the reed valve. It must be flat with no
good, perform the Magneto Assembly Check, next. signs of creases or other damage. Replace a
defective reed valve. If the breather is dirty,
Magneto Assembly Check: Use a known good clean it in parts cleaning solvent.
(new) ignition coil.
4. Check the breather tube and air passages for
1. Make sure the cranking circuit and battery are clogging and clean as required.
in good condition.
WARNING Most parts cleaning solvents are
2. Disconnect the low oil level shut down circuit. flammable and can result in severe personal in-
Locate the lead from the low oil level switch that jury if used improperly. Follow the solvent
comes out of the top the oil base below the manufacturer’s recommendations when clean-
spark plug. Separate the in-line quick connect ing parts.
where lead S2 J1-7 connects to the low oil level
switch.
3. Remove the spark plug, reconnect the spark
BREATHER HOSE
plug lead and ground the plug side electrode to
bare metal on the engine.
4. Do not touch the plug or plug wire during test-
REED
ing. Crank the engine and observe the plug. A VALVE
good spark should be observed. If no spark is
observed, the magneto or wires connected to
the magneto are the most likely cause. Refer to
Section 9. Generator for generator disassem-
bly to access the magneto assembly.
CRANKCASE VENTILATION SYSTEM
The crankcase breather prevents pressure from

building up in the crankcase. It also prevents oil
contamination by removing moisture, gasoline va- LS1173-1s
pors and other harmful blow-by materials from the
crankcase. These vapors are routed to the carbure-
tor where they are mixed with the incoming air and Redistribution or
FIGURE 8-6. CRANKCASE publication of this
BREATHER document,
SYSTEM
8-8
GOVERNOR tempting to adjust the governor (see the Gasoline
Fuel System section on Page 8-11).
The governor controls engine speed, which directly
affects the frequency and voltage output of the gen- A binding governor shaft, governor linkage, or car-
erator. The governor reacts to the speed/frequency buretor throttle will cause hunting. Also a fouled
differential between no-load and full-load condi- spark plug can cause missing and hunting. Check
tions, known as “droop”. Good overall governor op- for these conditions before making governor adjust-
eration requires a proper amount of governor ments.
droop. Too large a droop, and genset voltage/fre- CAUTION Voltage/frequency-sensitive equip-
quency control may be adversely affected. Too ment such as VCRs, televisions, computers,
small a droop may cause erratic governor action or etc. may be damaged by power line frequency
alternately increase and decrease engine speed, variations. Some solid-state devices are pow-
“hunting” for the proper speed. ered whenever connected to an AC outlet even
if the device is not in actual operation. For this
Governor Adjustments reason, disconnect all devices which are volt-
This procedure is used to adjust the governor to age or frequency-sensitive before attempting
bring frequency and voltage within the specified any carburetor/governor adjustments. If dis-
range, and to set governor stability. connecting the devices is not possible, open
the circuit breaker(s) at the distribution panel or
WARNING Contact with moving parts can at the genset, if so equipped.
cause severe personal injury. Keep clothing, Adjustments to the governor should be made in the
hair, jewelry, and fingers clear when adjusting following sequence.
the governor.
1. Run the genset at least 10 minutes at 50% to
WARNING A hot genset can cause severe 75% of its rated load. Check that the choke is
burns. Always allow the genset to cool before completely open. If the governor is completely
touching any components or removing any out of adjustment, make a preliminary adjust-
parts. ment at no load to attain a safe voltage and
speed operating range.
CAUTION An accurate voltmeter, frequency
2. Check the governor linkage for binding or ex-
meter and a load bank capable of providing a cessive looseness. Check the motion spring for
load of 4000 watts are needed to properly set the bending or damage and straighten or replace
governor adjustments. as needed.
Equipment required for governor adjustment in- 3. With unit operating at no-load, adjust the speed
cludes: adjustment screw (see Figure 8-7 on Page
8-10) on the governor linkage to obtain 62 Hz,
• Digital frequency/voltmeter with 0.3% frequen-
and 127.5 4.5 volts. Set 50 hertz units to ob-
cy accuracy, 0.5% voltage accuracy. Recom-
tain 52.0 0.5 Hz at between 220 and 231
mended: Fluke 8060A or 85 series
volts for 220 volt units and 240 to 252 volts for
• Digital ammeter. Recommended: Beckman 240 units. To increase the engine speed, turn
4410 the adjustment screw clockwise. To decrease
• Variable load bank with 4 kW capacity the engine speed, turn the adjustment counter-
clockwise.
Connect an accurate voltmeter,ammeter and fre-
4. Check the frequency and voltage first with a
quency meter to the generator. A small speed drop,
load applied and then with no load applied. The
not noticeable without instruments, will cause an
frequency and voltage should stay within the
objectionable voltage drop.
limits shown in Table 8-1 on Page 8-10.
If a carburetion problem is suspected, make certain 5. Adjust the governor sensitivity to give the clos-
that the carburetor is adjusted correctly before at- est regulationRedistribution
(least speed and voltage
or publication differ-
of this document,
8-9
ence between no-load and full-load) without TABLE 8-1 CHECKING VOLTAGE AND
causing a hunting condition. To increase the SPEED/FREQUENCY
sensitivity, turn the adjustment screw counter-
clockwise. To decrease the sensitivity, turn the
adjustment screw clockwise.
60 Hz 50 Hz 50 Hz
6. Recheck the speed setting made in step 3 and 1∅, 2Wire 1∅, 2Wire 1∅, 2Wire
readjust if necessary. 120 V 220 V 240 V
7. Set the carburetor throttle stop screw as speci- Voltage
Maximum NoLoad 126 235 256
fied in the Fuel System section. (Typical NoLoad) (125) (228) (248)
Minimum Full Load 108 205 224
If the governor action is erratic after adjustments (Typical FullLoad) (118) (215) (236)
are made, loosen the governor arm mounting bolt Speed/Frequency
and rotate the shaft fully clockwise, then retighten Maximum NoLoad
the bolt. Reset the governor adjustments and re- Speed (rpm) 3780 3150 3150
check speed and droop. Springs tend to lose their Frequency (Hz) 63 52.5 52.5
(Typical Frequency) (62.5) (52) (52)
calibrated tension through fatigue after long usage.
It may be necessary to put the stationary end of the Minimum FullLoad
Speed (rpm) 3570 2940 2940
spring in a different hole to change the tension, or Frequency (Hz) 59.5 49 49
replace the spring altogether. If this does not im- (Typical Frequency) (59.5 (49.5 (49.5
prove operation, the problem may be within the gov- 60.5) 50.5) 50.5)
ernor mechanism (see Section 10. Engine Block
Assembly).
GOVERNOR MOUNTING
SHAFT BOLT SENSITIVITY
ADJUSTMENT
SCREW
GOVERNOR
ARM
SPEED GOVERNOR
ADJUSTMENT LINKAGE
SCREW
FIGURE 8-7. GOVERNOR ADJUSTMENTS

8-10
GASOLINE FUEL SYSTEM
SPEC A MODELS
The fuel system must be properly adjusted and in
good condition for efficient genset operation. The
AIR FILTER
main components of the fuel system include:
• Air filter
TOP OF
• Air preheater HOUSING
HOUSING
• Choke
• Carburetor
• Intake manifold
PREHEAT
• Fuel filter DOOR
• Fuel pump
ROUND
AIR INLET
Air Filter and Preheater Assembly OPENING
FS1866s
This assembly consists of the air filter housing, air
filter, and preheat door assembly. See Figure 8-8.
WARNING Fuel presents the hazard of fire or

explosion that can cause severe personal injury BEGIN SPEC B MODELS
or death. Eliminate all possible ignition sources TOP OF
PREHEAT
such as open flame, sparks, cigarettes, pilot HOUSING
DOOR
lights, arc-producing equipment, and electrical
switches from the work area and rooms with
common ventilation, when performing the fol-
lowing procedures.
The air filter can be serviced without removing the

genset from the vehicle. Remove the service ac-
cess cover and the air filter housing/cover. Remove
the air filter. If the air filter is dirty, replace it. FOAM BLOCK
(60 HZ ONLY)
Spec A: The preheat door assembly is located in-
side the air filter housing. Inspection of the preheat-
WING
er door operation can be made at this point. NUTS
Spec B: The preheat door assembly is located in-

side the air housing assembly. If a problem with the
preheat door assembly is suspected, refer to Sec-
tion 9. Generator for details on removing the air
housing assembly. AIR FILTER
FILTER
The preheater door should be fully open at 70°F COVER
HOUSING
(21°C) and should align with the top of the housing. COVER
M18967
Rotate the door down over the round air inlet open-
ing in the housing, then release it. The door should
move freely back to the open position. If the door
does not move freely, clean the spring and housing FIGURE 8-8. AIR FILTER AND PREHEATER
with low pressure compressed air and retest. Redistribution
ASSEMBLY or publication of this document,
8-11
Carburetor and Intake Manifold Assembly 3. Remove the carburetor mounting screws from
the left side of the endbell.
This assembly consists of the carburetor and the in-
take manifold assembly. See Figure 8-9. It is easier 4. Close the choke and throttle plates by rotating
to disconnect the carburetor linkages if the genset their shafts in a counterclockwise direction.
housing is removed. Pull the carburetor with its gaskets out slowly.
5. Disengage the governor and choke linkages
WARNING Fuel presents the hazard of fire or from the carburetor (it may be necessary to re-
explosion that can cause severe personal injury move the automatic choke assembly mounting
or death. Eliminate all possible ignition sources screw to remove its linkage).
such as open flame, sparks, cigarettes, pilot
lights, arc-producing equipment, and electrical 6. Remove the intake manifold mounting nuts and
switches from the work area and rooms with lift off the manifold. Remove the intake man-
common ventilation. Keep a type ABC fire extin- ifold gasket and plug the intake port with a rag
guisher nearby. to prevent loose parts from accidentally enter-
ing the port.
Disassembly: Use the following procedures to re-
move the carburetor and intake manifold assembly. Assembly: Perform the assembly steps in reverse
order of disassembly. Use new gaskets between
1. Disconnect the fuel line and plug it to prevent the intake manifold and the engine, between the in-
fuel spill and fuel vapor accumulation. (Begin take manifold and the carburetor, and between the
Spec B models: Disconnect the fuel solenoid carburetor and the air cleaner adapter. Do not use
leads.) sealer on the gaskets. Tighten the intake manifold
2. Remove the air filter assembly. capscrews to the specified torque.
CARBURETOR
ASSEMBLY
AIR FILTER MOUNTING

ASSEMBLY
INTAKE
ELBOW
FIGURE 8-9. CARBURETOR AND INTAKE MANIFOLD Redistribution

ASSEMBLY or publication of this document,
8-12
Carburetor Replacement
(Beginning Spec D) CHOKE THROTTLE THROTTLE
LEVER STOP SCREW LEVER
Other than turning the altitude adjust knob shown in
Figure 8-10 (which changes the main fuel mixture
within a limited range), fuel mixture adjustments
should not be attempted. Nor should the carburetor
be overhauled. Instead, a malfunctioning carbure-
tor should be replaced. Before replacing a carbure-
tor, however, make certain that:
• All other necessary engine and generator ad-
justments and repairs have been performed.
• The carburetor is actually malfunctioning, by
carefully following the troubleshooting proce-
dures in Section 6. Troubleshooting.
See the instructions on how to remove and replace
the carburetor under the subheadings Air Filter and
Preheater Assembly on Page 8-11 and Carburetor
and Intake Manifold Assembly on Page 8-12.
A throttle stop screw is provided for adjusting the

“closed” position of the throttle plate to obtain prop-
er governor response when loads are being discon- TAMPER
nected. (See Governor Adjustments on Page 8-9) RESISTANT
ALTITUDE
To adjust the throttle stop screw: PLUG OVER
SCALE
IDLE MIXTURE
1. Connect a frequency meter and start and run NEEDLE
the genset until it has warmed up to normal op-
erating temperature. FUEL
2. Disconnect all loads. Pull the governor linkage ALTITUDE SHUTOFF
ADJUST SOLENOID
toward the front of the genset so that the tang
KNOB (E3)
on the throttle lever bears against the throttle
stop screw. Adjust the stop screw to obtain a
frequency of 54 to 56 Hz on 60 Hz gensets (44 FIGURE 8-10. CARBURETOR ADJUSTMENTS
to 46 Hz on 50 Hz gensets). (BEGINNING SPEC D)

8-13
Carburetor Mixture Screw Adjustments 3. Turn the main adjustment screw inward until
(Does Not Apply to Spec D and Later) voltage or frequency drop and then outward
until voltage or frequency drop again. Locate
The most common causes of poor carburetion are the point where voltage and frequency are the
the idle and main mixture screws being out of ad- highest. From this point turn the main adjust-
justment and contamination in the carburetor. Vari- ment screw out an additional 1/4 turn. Install
ation from the correct mixture settings can cause the limiter cap so it is vertical.
serious engine problems. Too rich a mixture wastes
4. Remove the load and verify that the frequency
fuel and increases engine wear by washing the lu-
is within 62.5 0.5 Hz on 60 Hz models or 52
bricant from the cylinder walls and diluting the
crankcase oil. Too lean a mixture causes power 0.5 Hz on 50 Hz models. Adjust the governor
loss, flat spots in acceleration, and a tendency to speed adjustment screw if necessary to obtain
burn valves and spark plugs. required frequency.
5. Turn the idle adjust screw inward until voltage
Unless a carburetion problem is indicated, the mix- and frequency drop and the engine begins to
ture screw settings should not be changed. This run rough or hunt. Back the idle screw out until
does not include problems due to high altitude, the engine runs smooth without hunting.
which can usually be corrected with a small adjust-
ment of the main mixture screw within the range 6. Pull the governor linkage toward the front of the
provided by the limiter cap. The limiter cap on the genset so that the throttle lever on the carbure-
main mixture screw should not be removed unless tor is resting against the throttle stop screw
the carburetor has been overhauled or is way out of (Figure 8-11). Adjust the stop screw to obtain a
adjustment. Before making adjustments, make setting of 55 1 Hz (45 1 Hz on 50 Hz units).
sure the ignition system is working properly. 7. Readjust the governor speed screw to within
62.5 0.5 Hz on 60 Hz models or 52 0.5 Hz
CAUTION Forcing the mixture adjustment on 50 Hz models at no-load. Observe the sen-
screws tight will damage the needle and seat. sitivity of the genset. If necessary, adjust the
Turn in ONLY until light resistance can be felt. governor sensitivity as specified in Governor
on Page 8-9.
To make preliminary mixture screw settings:
Remove the limiter cap from the main adjustment
screw. Turn both of the mixture screws in until lightly
seated (Figure 8-11), then turn the main screw out 2
THROTTLE
turns and the idle screw out 2-1/2 turns. STOP SCREW
CAUTION A hot genset can cause severe

burns. Always allow the genset to cool before IDLE
touching any components or removing any ADJUSTMENT
parts. SCREW
Start the engine and allow it to run for ten minutes.

Use the following procedure to adjust the mixture
screws: LIMITER
CAP
1. Stop the genset and connect a voltmeter, fre-
quency meter and load bank to the generator
output leads. MAIN
ADJUSTMENT
2. Start the genset and apply the rated load. Verify SCREW FS1807-2s
that the frequency is within 60.5 1 Hz. Adjust
the governor speed adjustment screw if neces- FIGURE 8-11. MIXTURE SCREW ADJUSTMENT
sary to obtain the required frequency. Redistribution
(PRIOR or publication
TO SPEC D) of this document,
8-14
Carburetor Overhaul 3. Slide the float pin out of the float passage. Re-
(Does Not Apply to Spec D and Later) move the float and float valve.
Carburetion problems that cannot be corrected by NOTE: The throttle plate screws are secured
mixture screw adjustments are usually a result of with epoxy. Do not remove the choke or throttle
plates, shafts, arms or governor link bushing
gummed-up fuel passages or worn internal parts.
unless they are defective.
The most effective remedy is a complete carburetor
overhaul.
Overhauling a carburetor consists of complete dis-
THROTTLE
assembly, a thorough cleaning, and replacement of STOP
worn parts. The carburetor repair kit includes new SCREW
gaskets and replacements for the parts that are
IDLE MIXTURE
most subject to wear. ADJUSTMENT
SCREW
Carefully note the location of carburetor parts for
correct reassembly. Review these instructions be-
fore starting. The carburetor components are illus-
trated in Figure 8-12.
Gasoline fuels deteriorate over time causing fuel FLOAT
system corrosion and the formation of gum and var- VALVE
nish-like deposits. If the genset will not be operated FLOAT
for more than 120 days, a fuel preservative and sta-
bilizer such as OnaFreshTM should be used to pro-
tect the fuel system. Follow the label instructions for FLOAT
using a fuel additive. PIN GASKET
WARNING Gasoline is extremely flammable.

Severe personal injury or death can result if it is
FLOAT
ignited. Eliminate all possible sources of igni- CHAMBER
tion including fire, flame, spark, pilot light, ciga-
rettes, arc-producing equipment, electrical MAIN
switch, or other ignition sources before per- ADJUSTMENT
SCREW
forming this procedure. WASHER
Removal and Disassembly: Remove the carbure- CHAMBER

tor and intake manifold assembly, as specified in the SET PLUG
SPEC A LIMITER
Carburetor and Intake Manifold Assembly on Page CAP
MODELS
8-12. Remove the carburetor from the intake man- ONLY
ifold. Carburetor parts are fragile and they must be FUEL SHUTOFF
handled with care. Never force a part when disas- SOLENOID (E3)
sembling or assembling. Disassemble the carbure- BEGIN SPEC B
MODELS
tor as follows:
1. Remove the main and idle mixture screws.
FS1807-1s
2. Separate the lower section of the carburetor.
Remove the float chamber and gasket by re- FIGURE 8-12. CARBURETOR OVERHAUL
moving the chamber set plug. (PRIOR TO SPEC D)
OnaFresh is a trademark of Onan Corporation. Redistribution or publication of this document,

8-15
Cleaning and Repair Procedure: CAUTION Forcing the mixture adjustment
screws tight will damage the needle and
1. Soak all metal components to be reused in car- seat. Turn them in until only light tension
buretor cleaner. Do not soak rubber or plastic can be felt.
parts or they will be damaged. Follow the in-
structions on the cleaner container. 4. Adjust the idle and main mixture screws as de-
scribed in this section.
WARNING Most parts cleaning solvents
are flammable and can result in severe per-
sonal injury if used improperly. Follow the
manufacturer’s recommendations when
cleaning parts.
2. Remove the carbon from the carburetor bore, DAMAGE AND
especially where the throttle and choke plates WEAR OCCUR
HERE
seat. Be certain not to plug the idle or main fuel
ports.
3. Blow out all passages with compressed air. Do
not use wire or any cleaning utensil that might FS1483-4s
widen critical passages. Wear goggles while

performing this procedure. FIGURE 8-13. MIXTURE NEEDLE INSPECTION
4. Examine any needle valves not included in the
repair kit, and replace if damaged (Figure
8-13). Replace the float if it is damaged or con-
tains fuel.
5. Check the choke and throttle shafts for exces-
sive play in their bore. Replace them if neces-
sary.
6. Replace old components with the new parts
from the repair kit.
Carburetor Reassembly:
1. If removed during overhaul, slide in the throttle
shaft and install the throttle plate using new
screws (if needed). Center the plate in the FLOAT
throttle bore before tightening the screws. To VALVE
do this, back the throttle stop screw out as nec-
essary, and close the throttle lever. Seat the
plate by gently tapping it with a small screwdriv- FLOAT
er, then tighten the screws. Install the choke
shaft and plate in the same manner.
2. Screw in the main nozzle. Install the float valve
FLOAT
into the slot in the float and install the float with PIN
the float pin (Figure 8-14). Make sure that the
float moves freely without binding.
3. Install the main mixture screw assembly and
the idle mixture screw assembly. Redistribution
FIGURE 8-14. FLOATorINSTALLATION
publication of this document,
8-16
Choke Assembly WARNING The choke housing becomes very
hot during operation and can cause severe
The genset has an automatic choke assembly that burns if touched. Allow the genset to cool down
consists of a bimetal choke coil, coil housing, heater before handling the choke assembly.
tube (from the exhaust tube), and choke linkage.
1. Allow the genset to cool down. The tempera-
The choke linkage connects to the choke shaft lever
ture inside the housing must be the same as
on the carburetor.
the ambient temperature.
When the engine is cold, the choke coil position 2. Loosen the adjustment screw holding the ad-
causes the linkage to hold the choke nearly closed. justment plate.
When the engine starts, hot air from the exhaust 3. Slowly rotate the adjustment plate until the bi-
manifold enters the coil housing. The choke coil ex- metal choke shaft connection is visible in the
pands pulling the linkage to partially open the sight window. This is the correct setting for an
choke. As the engine warms up, the coil continues ambient temperature of 70° F (21° C).
to expand and gradually opens the choke and holds If the ambient temperature is higher or lower
it open while the engine is operating. This action than 70° F (21° C), make a mark on the choke
varies the fuel/air mixture as the engine warms up to coil housing opposite the center mark on the
provide smooth engine operation. adjustment plate. Each mark on the adjustment
plate is equal to 10° F (12.2° C) of difference
If the engine starts but runs rough and exhausts from 70° F (21° C). If it is warmer than 70° F (21°
black smoke after a minute or two of operation, the C), rotate the plate clockwise. If the tempera-
choke setting is too rich. If the engine starts but ture is less than 70° F (21° C), rotate the plate
sputters or stops before it warms up, the choke set- counterclockwise. Tighten the adjustment
ting is too lean. screw.
Choke Adjustment: Check the choke linkage to Example: If the ambient temperature is 90° F
make sure it is not bent or rubbing. Rotate the choke (32° C), rotate the adjustment plate two marks
lever on the carburetor. The choke shaft should clockwise from the 70° F (21° C) position
move freely and it should return to its original posi- marked on the housing.
tion when released. Inspect the heater hose to 4. Move the choke lever back and forth to check
make sure it is installed properly and in good condi- for free movement. Verify that the choke does
tion. Refer to Figure 8-15 on Page 8-18. not bind or stick.

8-17
CHOKE COIL
HOUSING
SIGHT
WINDOW
ADJUSTMENT
SCREW
CHOKE LINKAGE
ADJUSTMENT
PLATE
FS1867s
FIGURE 8-15. CHOKE ASSEMBLY
Bimetal Coil Replacement: After making the the adjustment plate to release the bimetal coil.
choke adjustment, start the genset and observe en- 3. Remove choke linkage from the bimetal coil
gine operation. If the choke does not open properly, and install linkage on the new coil.
replace the bimetal coil in the choke housing as fol- 4. Assemble the new coil to the adjustment plate
lows. Refer to Figure 8-15. and bend the tab on the adjustment plate to se-
cure coil.
1. Remove the adjustment screw and washer
from the choke coil housing. 5. Install choke coil housing and secure with
screw and washer. Perform the choke adjust-
2. Remove the housing. Straighten the tab from ment procedure.

8-18
Fuel Filter WARNING Fuel presents the hazard of fire or
explosion that can cause severe personal injury
Change the fuel filter at the interval recommended or death. Do not permit any flame, spark, pilot
in the Operator’s Manual, or if performance prob- light, cigarette, arc-producing equipment, elec-
lems occur and bad fuel is suspected. trical switch, or other ignition source near the
WARNING Fuel presents the hazard of fire or
fuel system. Keep a type ABC fire extinguisher
explosion that can cause severe personal injury nearby.
or death. Do not permit any flame, spark, pilot Fuel Pump Test: Test the fuel pump by checking
light, cigarette, arc-producing equipment, elec- the fuel pump outlet pressure as follows:
trical switch, or other ignition source near the
1. Make sure the fuel tank has sufficient fuel to
fuel system. Keep a type ABC fire extinguisher
supply the genset. The genset fuel pick-up tube
nearby.
ends well above the bottom of the vehicle fuel
1. Close the fuel supply valve (if equipped) or re- tank. The genset can be out of fuel even when
move the fuel line from the fuel filter. Plug the the tank is partly full.
end of the fuel line to prevent fuel leakage and
vapor accumulation. See Figure 8-16.
2. Run the genset until it runs out of fuel. Allow the
genset to cool down before replacing the fuel
filter.
3. Use a deep 11/16-inch socket to unscrew the
filter from the fuel pump.
4. Install a new fuel filter and tighten it securely to
prevent fuel leakage.
5. Connect the fuel line to the new filter. Open the
fuel valve (If equipped). Start the genset and
check for fuel leaks. Repair any leaks immedi-
ately.
CAUTION Incorrect replacement of service
parts can result in damage to equipment. Use
genuine Onan replacement fuel filter only.
Fuel Pump
An electric fuel pump is used to supply fuel to the
carburetor. If the pump malfunctions or if insufficient
fuel delivery is suspected, use the following proce- FUEL FILTER
dures to test the fuel pump.
FUEL PUMP
WARNING Do not substitute an automotive
electric fuel pump for the Onan-supplied fuel
pump. The output pressure from an automotive FS1868-1s
pump is much higher and can cause carburetor

flooding or fuel leakage, creating a fire hazard. FIGURE 8-16. FUEL FILTER REPLACEMENT

8-19
2. Check the the genset starting battery voltage If the pressure reading is below 3.25 psi (22.4 kPa),
when cranking and running the genset. Mea- tap the pump body with a screw driver handle to free
sure battery voltage between the brown lead the piston from fuel deposits. If the pump still does
and ground (Figure 8-17). The pump will not not work and the battery voltage is adequate, re-
work properly if the cranking or running voltage place fuel pump with an Onan-supplied pump.
is less than 6 VDC.
If the pressure is higher than 4 psi (27.5 kPa), fuel
If the battery voltage is low, charge the battery can overcome the needle and float assembly and
and retest. cause flooding. A negative fuel supply line pressure
(more than minus 1.3 psi or three feet of lift) will pre-
3. Remove the fuel line from the carburetor inlet vent the pump from delivering enough fuel. Mea-
and install a pressure gauge. sure the pressure at the pump inlet. Inlet pump
4. Press the Start switch and hold it for several pressure must be between a minus 1.3 psi and a
seconds, until the pressure reading stabilizes. positive 1.5 psi (minus 8.3 kPa and positive 10.3
kPa). If an abnormally high or low inlet pressure is
5. The pressure reading should be 3.25 psi (22.4 measured the fuel line installation is improper. Re-
kPa) to 4 psi (27.5 kPa). The pressure should fer to the Fuel System section of the Installation
hold constant or drop off very slowly. Manual.

8-20
PRESSURE GAUGE
FUEL PUMP FS1868s
FIGURE 8-17. FUEL PUMP TEST

8-21
LPG FUEL SYSTEM See the instructions on how to remove and replace
the carburetor under the subheadings Air Filter and
WARNING LPG is flammable and explosive Preheater Assembly on Page 8-11 and Carburetor
and can cause asphyxiation. NFPA 58, Section and Intake Manifold Assembly on Page 8-12. Refer-
1.6 requires all persons handling LPG to be ences to preheaters and chokes are not applicable
trained in proper handling and operating proce- to LPG carburetors.
dures.
Do not smoke if you smell gas or are near LPG Demand Regulator with Automatic
containers or LPG-burning equipment or are in Priming Solenoid
an area sharing ventilation with such equip-
ment. Keep flames, sparks, pilot lights, electri- See Figure 8-18. The demand regulator assembly
cal arcs, arc-producing equipment, electrical supplies fuel to the carburetor. It is usually not the
switches and all other sources of ignition well cause of fuel system problems. All other possible
away. Have an ABC fire extinguisher handy. causes should be checked out before adjusting or
LPG models are designed for a low-pressure vapor- replacing the demand regulator assembly.
withdrawal type of LPG supply system. LPG supply
pressure at the inlet to the demand regulator must
be 9 to 13 inches (229 to 330 mm) water column
(WC) when the genset is running under full load. INLET HOSE OUTLET HOSE
FITTING FITTING
The components of the genset LPG system include:
• A fuel-shutoff solenoid valve
• A demand regulator with a built-in automatic
priming solenoid which allows fuel to pass
through during cranking
• An LPG carburetor and air filter AUTOMATIC
PRIMING
Before servicing the LPG fuel system, check to see
that the LPG container(s) is at least half full. The
problem may be that there is not enough LPG to
SOLENOID
Ê
Ê
provide the rate of vaporization necessary to meet
genset demand, especially on cold days and/or
when the genset is under full load.
Carefully follow the instructions for disconnecting VENT
HOSE
the LPG fuel line from the genset under Disconnect- FITTING
ing Set from Vehicle Systems on Page 5-4.
WARNING LPG “sinks” and can accumulate in LOCK-OFF ADJUSTMENT SCREW
explosive concentrations. Before disconnect- (Beginning Spec E, this screw is neither
visible nor accessible for adjustment)
ing the LPG fuel line, close the fuel shutoff
valve(s) at the LPG container(s) and move the
vehicle outside and away from pits or base-
ments or other below-grade spaces where LPG FIGURE 8-18. TOP VIEW OF DEMAND REGULATOR
could accumulate. WITH AUTOMATIC PRIMING SOLENOID

8-22
Checking and Adjusting Regulator Lock-off the adjusting screw locknut and test lock-
Pressure: Lock-off pressure is determined as fol- off pressure again. Repeat the procedure
lows by pressurizing the back (vent) side of the reg- if necessary.
ulator diaphragm to simulate carburetor venturi • If the lock-off pressure is less than 0.10
vacuum: inches WC (2.5 mm WC), loosen the lock
1. Connect the regulator inlet (Figure 8-18 on nut on the lock-off adjusting screw and turn
Page 8-22) to a source of air pressure regu- in the screw (clockwise) until the lock-off
lated to 11 inches WC (280 mm WC). pressure falls between 0.10 and 0.30 inch-
es WC (2.5 and 7.6 mm WC). Set the ad-
2. Disconnect from the carburetor the LPG supply justing screw locknut and test lock-off
hose, which comes from the regulator. pressure again. Repeat the procedure if
3. “T” in two hoses to the end of the hose con- necessary.
nected to the regulator vent fitting (3/8 inch • Replace the demand regulator if it contin-
I. D.). Use one hose to measure pressure by ues to leak after lock-off pressure adjust-
connecting it to an inclined manometer that ments have been attempted.
reads 0 to 2 inches WC (0 to 50 mm WC) and
the other to provide the test pressure. Priming Solenoid Test: Upon completing the lock-
off pressure test, energize the priming solenoid by
4. Attach a soap bubble to the end of the LPG
connecting battery positive (+) to the orange lead
supply hose which was disconnected from the
and battery negative (–) to the green lead. Replace
carburetor. While reading the pressure indi-
the regulator assembly if the priming solenoid does
cated by the manometer and watching the
not cause the regulator to open.
soap bubble, blow lightly into the hose being
used to pressurize the regulator. Regulator Priming Solenoid Adjustment: See Figure 8-19.
lock-off pressure is the minimum pressure that If the genset does not start when it is hot, rotate the
will cause air to flow through the regulator, as dial counterclockwise—the fuel mixture could be
indicated by the expanding soap bubble. (At too rich. If the genset does not start when it is at am-
first the soap bubble may expand due to dia- bient temperature, rotate the dial clockwise—the
phragm movement but will stop expanding if air fuel mixture could be too lean.
is not flowing through the regulator.)
CAUTION If this is a bench test of the reg-

ulator, make sure the diaphragm is in a ver- METAL DISK RED PLASTIC
tical plane (as in the genset), otherwise the DIAL
weight of the diaphragm will cause erro-
neous readings of lock-off pressure.
• For Gensets Beginning Spec E: Replace the

demand regulator assembly if the lock-off pres-
sure does not fall between 0.10 and 0.30 inch-
es WC (2.5 and 7.6 mm WC).
• For Gensets Prior to Spec E: Adjust lock-off
pressure as follows:
• If the lock-off pressure is greater than 0.30
inches (7.6 mm) WC, loosen the lock nut Adjust the primer solenoid by holding on to the metal disk
and rotating the red dial. Turn the dial clockwise to obtain a
on the lock-off adjusting screw and back richer mixture and counterclockwise to obtain a leaner
out the screw (counterclockwise) until the mixture.
lock-off pressure falls between 0.10 and
0.30 inches WC (2.5 and 7.6 mm WC). Set Redistribution or
FIGURE 8-19. AUTOMATIC publication SOLENOID
PRIMING of this document,
8-23
Fuel-Shutoff Solenoid Valve
Leak Test: See Figure 8-20. If there is a smell of
gas when the genset is not running, or any other
reason to suspect that the valve is leaking, connect
the inlet of the valve to a source of air pressure regu-
lated to not more than 14 inches WC (356 mm WC)
and disconnect the outlet hose. Replace the sole-
noid if it leaks, as checked by a soap bubble.
Operation Test: If the genset cranks, but does not
start (first see Section 6. Troubleshooting), deter-
mine whether or not the valve is opening. With the
source of air still connected, energize the valve by
connecting battery positive (+) to the top terminal FIGURE 8-20. FUEL SOLENOID VALVE
and battery negative (–) to the grounded terminal.
Replace the solenoid valve if it does not open when
it is energized.
THROTTLE THROTTLE
LPG Carburetor (Beginning Spec E) LEVER STOP SCREW
See Figure 8-21. An LPG carburetor is not likely to

cause problems and should be replaced only after
all other causes have been eliminated (see Section
6. Troubleshooting). It is not necessary to adjust
fuel mixture. These carburetors are calibrated at the
factory and the adjustments are sealed.
A throttle stop screw is provided for adjusting the
“closed” position of the throttle plate to obtain prop-
er governor response when loads are being discon-
nected. (See Governor Adjustments on Page 8-9)
To adjust the throttle stop screw:
1. Connect a frequency meter and start and run
the genset until it has warmed up to normal op-
erating temperature.
2. Disconnect all loads. Pull the governor linkage GAS HOSE
FITTING
toward the front of the genset so that the tang
on the throttle lever bears against the throttle
stop screw. Adjust the stop screw to obtain a
frequency of 44 to 46 Hz on 60 Hz gensets (36 FIGURE 8-21. LPG CARBURETOR
to 38 Hz on 50 Hz gensets). (BEGINNING SPEC E)

8-24
LPG Carburetor (Prior to Spec E) tor is resting against the throttle stop screw. Ad-
just the stop screw to obtain a setting of 55
See Figure 8-22. LPG carburetors prior to Spec E 1 Hz (45 1 Hz on 50 Hz units).
have two adjustment screws that must be properly
6. Release the governor linkage and observe the
set for satisfactory operation. The throttle stop
stability of the genset. Set the voltage and fre-
screw controls how much the throttle plate remains
quency and adjust the sensitivity of the gover-
open when the governor closes the throttle The
nor as specified under Governor on Page 8-9.
main adjustment screw controls the fuel mixture. No
Add and remove a half load several times to
other adjustments are required with an LPG carbu-
make certain the genset does not bog down or
retor since there are no float or choke adjustments.
hunt.
Mixture Screw Adjustment: The mixture screw Carburetor problems not corrected by the adjust-
should not be adjusted until the ignition system, ments may be caused by dirt in fuel passages or
governor, and other fuel system components have worn internal parts. Under normal conditions, the
been checked for correct operation. If the carbure- carburetor should seldom require cleaning since
tor is totally out of adjustment, turn the mixture LP-gas vaporizes completely before reaching the
screw in until lightly seated. For a preliminary ad- carburetor and leaves no residue. However, a bad
justment turn the screw out 2 turns. fuel supply may allow dirt or oil to collect in the car-
buretor. This may require carburetor cleaning to re-
CAUTION Forcing the mixture adjustment
store satisfactory operation.
screw tight will damage the needle and seat.
Turn in only until light resistance can be felt. Cleaning the carburetor includes complete disas-
sembly, thoroughly cleaning, and replacement of
Start the engine and allow it to run for about 15 min-
parts and gaskets.
utes at half load. Figure 8-22 shows the location of
the adjustment screw. Use the following procedure
to adjust:
1. Stop the genset and connect a voltmeter, fre- THROTTLE
quency meter, and load bank to the generator STOP SCREW
output leads.
2. Start the genset and apply full rated load. Verify
that the frequency is within 60 0.5 Hz (50
1 on 50 Hz units) and adjust the governor
speed adjustment nut if necessary to obtain re-
quired frequency.
3. Turn the main adjustment screw inward until
voltage or frequency drops and then outward
until voltage or frequency drops again. Set the
main adjustment screw at the point where the
voltage and frequency are highest. If a CO me-
ter is available, follow the manufacturer’s in-
structions for use and adjust the main adjust-
ment screw to obtain 1 to 2 percent CO.
4. Remove the load and verify that frequency is MAIN ADJUSTMENT
within 62.5 0.5 Hz (52 0.5 on 50 Hz units). SCREW
Adjust governor speed adjustment nut if neces-
sary to obtain required frequency.
5. Pull the governor linkage toward the front of the FIGURE 8-22. LPG CARBURETOR ADJUSTMENTS
genset so that the throttle lever on the carbure- Redistribution
(PRIOR or publication
TO SPEC E) of this document,
8-25
ELECTRIC STARTER section. If low or no voltage is measured check
the starting battery, start solenoid, and control
A 12-volt electric starter with a negative ground is wiring.
used for cranking the genset. When the starter is
energized, an inertial engagement system causes
the starter pinion gear to engage the ring gear on
the fan hub assembly. As the starter spins, the start-
er pinion gear drives the ring gear causing the gen-
set to crank.
Starter Voltage Check
Before removing the starter for service, perform the
following starter check to make sure the starter is
getting voltage from the control circuit.
1. Connect a voltmeter between the output termi-
nal on the start relay (opposite the BAT terminal
with the starter motor lead connected) and
ground. See Figure 8-23.
START RELAY
2. Press the start switch and observe the meter
reading. If approximately 12 VDC is measured ES2016
and the starter does not crank, the starter is de-
fective. Proceed to the starter disassembly FIGURE 8-23. STARTER VOLTAGE CHECK

8-26
Starter Disassembly Remove the engine bracket behind the starter
from the engine (Torx T-30) and muffler.
The genset must be removed from the vehicle be- 4. Remove the starter mounting nuts (bolts on
fore the starter can be serviced. See Section 5. Pre- Spec A). Carefully disengage the starter from
paring for Service. the end bell.
1. Disconnect the genset starting battery cables. 5. Use a 1/8 to 5/32 inch nail set to remove the roll
Disconnect the negative (–) cable first, to re- pin from the armature shaft. (When reassem-
duce the risk of arcing. bling, use a new roll pin.) Remove the return
spring, gear and clutch assembly as required.
2. Remove the genset outer housing. Disconnect See Figure 8-24.
the positive (+) cable from the starter lug termi- 6. Remove the starter through-bolts. Carefully
nal. separate the brush end cap housing from the
3. Remove the rear mounting nut from the starter. armature assembly.
STARTER
ROLL PIN POSITIVE (+)
TERMINAL
STARTER
STARTER THROUGH BOLTS
SPRING
RETAINER
ES1608s
5/32“ TO 1/8“ NAIL SET
SUPPORT PLASTIC RETAINER WITH

A VISE OR OTHER SOLID SURFACE
USE CARE NOT TO HAVE SPRING

RETURN “LEG” BETWEEN THE
PLASTIC RETAINER & SUPPORT
WHEN DRIVING OUT ROLL PIN.
SOLID
SUPPORT
ES1609-1s
FIGURE 8-24. DRIVING ROLL PIN OUT OF STARTER ASSEMBLY

8-27
Testing Armature for Grounds
Touch one ohmmeter lead to a commutator bar,
touch the other lead to the armature shaft and the
core laminations. A low resistance reading indi-
cates a grounded armature. Replace a grounded
armature with a new one. See Figure 8-25.
COMMUTATOR
Testing Armature for Shorts BARS
Use a growler (Figure 8-26) to locate shorts in the

armature. Place the armature in the growler and
hold a thin steel blade (hacksaw blade) parallel to
the core and just above the armature, while slowly
rotating the armature in the growler. A shorted ar-
mature will cause the blade to vibrate and be at-
tracted to the core. Replace a shorted armature with
a new one. ES1614s
Testing Armature for Opens FIGURE 8-25. TESTING ARMATURE FOR

GROUNDS
Touch one ohmmeter lead to a commutator bar,
then touch the other lead to each of the other com-
mutator bars in turn. A high resistance indicates an
open circuit between the commutator bars and ar- HACKSAW BLADE
mature windings. Replace an open armature with a
new one.
Brush Inspection
Measure brushes (Figure 8-27) and replace them if GROWLER
worn to less than 0.315” (8 mm).
ES1615s
FIGURE 8-26. TESTING ARMATURE FOR SHORTS
0.315 INCH
(8 MM) NEW 0.472 INCH
WEAR LIMIT (12 MM)
FIGURE 8-27. BRUSH INSPECTION

8-28
Starter Re-assembly 4. Insert the brush springs into brush holders. In-
sert the brush tabs into the spring ends and
Use this procedure to return the electric starter as- slide brushes into brush holders in endcap.
sembly to service. Make sure all brush wires are facing up.
1. Wipe all of the dirt and oil from the starter com- 5. Place a washer on the commutator end of the
ponents with a clean cloth. Blow off dust with fil- shaft, then put the armature into the brush end-
tered low-pressure compressed air. cap. Push the four brushes toward the commu-
tator, make sure that the springs are correctly
CAUTION Oil on the armature will damage positioned on the brushes.
the starter. Do not immerse bearings in NOTE: Replacement brushes are supplied
cleaning fluid. Use a brush dipped in clean preassembled in the endcap. Remove the brush
engine oil to remove dirt from bearings. retainers after installing armature.
Avoid getting oil on brushes or commuta-
tor. 6. Make sure that all brush wires are clear of the
commutator, and that uninsulated sections of
2. Push the negative brush terminals over the wires do not touch the inside of the housing, or
through-bolt holes on the brush endcap (Figure adjacent brush boxes.
8-28). 7. Place the magnetic housing over the armature.
3. Insert the positive brush stud into the hole, and Hold down the armature and the end cap by
torque to 25-30 lb-in. (2.83 - 3.39 Nm). pressing a nut driver over the end of the shaft.
TORQUE TO 510 INLBS IMPORTANT! THIS INSULATED SHUNT MUST

BE ROUTED THROUGH UNINSULATED SHUNT
(.571.13 N•M)
AS SHOWN TO PREVENT CONTACT WITH
POSITIVE TORQUE TO 2530 IN COMMUTATOR IN FINAL ASSEMBLY.
BRUSH LBS (2.833.39N•M )
STUD
NEGATIVE BRUSH
TERMINAL
NEGATIVE BRUSH
TERMINAL
ES-1612-2s
FIGURE 8-28. BRUSH ENDCAP

8-29
1. Place a spring washer and a flat washer on the B. With the chamfered side of the shaft hole
shaft, as shown in Figure 8-29. facing up, place a plastic retainer on the
2. Place the mounting bracket on the motor with shaft and line up the hole with a hole in the
the through-bolt lead-ins to the inside of the shaft.
motor. The “flat” near one mounting hole
should line up with the positive stud on the end C. Support the plastic retainer with a vise or
cap, so the through-bolts line up. other solid surface. Using a 5/32 or 1/8
inch nail set and hammer, drive in a new
3. Insert the through-bolts, and torque to 35-45 lb- roll pin. The pin should be driven about
in. (3.96 - 5.09 Nm). 1/10th of an inch (2.5 mm) from the edge
4. Wipe dust from the helix and gear, and apply a of the plastic retainer, or in such a way that
light coat of GE Versilube 322-L to the outside it is evenly spaced from each side.
diameter of the helix, the inside diameter of the
gear and the unchamfered end of the gear. D. Place the spring cover over the top of the
Place the clutch and helix assemblies on the plastic retainer, then place the return
motor shaft, with flats engaged in the clutch spring on top of the retainer.
hole.
E. With a washer placed over the point of the
5. If the return spring is unassembled:
plastic retainer, push the metal retainer
A. Place a 1-1/16 inch O.D. washer over the into the hole of the plastic retainer as far as
end of the shaft. it will go.
WASHER
FLAT SPRING
ROLL WASHER WASHER
PIN CLUTCH & SPLINE
ASSEMBLY
METAL SPRING ARMATURE

RETAINER &
WASHER
MOUNTING
GEAR BRACKET BRUSH
ENDCAP
SPRING 11/16 INCH
RETURN RETURN WASHER
SPRING COVER
THROUGH
BOLT
MAGNETIC
HOUSING
ES-1613-1s
FIGURE 8-29. STARTER ASSEMBLY

8-30
1. Carefully mount the starter on the endbell and 3. Connect the positive (+) cable to the starter ter-
tighten the mounting bolts to 30-33 lb-ft (41-45 minal.
Nm). 4. Mount the housing on the genset and install the
2. Install the engine bracket to the engine and genset into the vehicle.
install the muffler bracket hardware. Install the 5. Reconnect the genset starting battery, nega-
rear starter mounting nut. tive (–) terminal last.

8-31
8-32
9. Generator
GENERATOR DESCRIPTION Generator Cooling
The KY genset uses a 2-pole, revolving field, gener- Cooling air for the generator is provided by a centrif-
ator design. Output voltage is controlled by an elec- ugal fan mounted on the rotor shaft next to the bear-
tronic voltage regulator. A circuit breaker provides ing. A portion of the airflow from the fan is directed
overcurrent protection for the generator and also into the generator. Airflow through the generator
functions as an on/off switch in the load circuit. AC cools the rotor and stator windings.
load connections are made through generator lead
wires that connect directly to a customer supplied Brushes and Brush Block
junction box. The brush block is a one piece molded part that
mounts on the endbell. There are two carbon
The generator section consists of the following
brushes in the brush block that make contact with
components and controls:
the slip rings on the rotor. The brushes provide the
• Stator and housing path for the controlled DC current from the regulator
• Rotor to the rotor field winding. Each brush is kept in con-
• Brushes tact with a slip ring by a spring located inside the
• Electronic Voltage Regulator (VR1) brush block, behind the brush. The spring exerts the
• Circuit Breaker (CB1) right amount of pressure to provide good contact
• Wiring Harness and long brush life.
Stator and Housing Electronic Voltage Regulator (VR1)
The stator consists of steel laminations stacked to- The electronic voltage regulator controls the output
gether, with three separate windings wound into of the generator so the voltage remains constant
slots in the laminations. Winding T1-T2 is the main under any load condition. The electronic voltage
power winding that provides the voltage and current regulator takes power from the stator excitation
to operate the connected loads. Winding B1-B2 is winding, rectifies it, and feeds it into the field winding
for battery charging and internal low voltage loads. through the brushes and slip rings. The regulator
Winding Q1-Q2 is an excitation winding that pro- continually measures the output of the power wind-
vides power to the voltage regulator for the rotor ing and regulates how much current should be fed
field winding. The stator assembly mounts inside into the field winding to maintain the proper output
the stator housing. Refer to Figure 9-1 on Page at various load levels.
9-3.
Circuit Breaker (CB1)
Rotor AC output from the generator is supplied to a circuit
breaker located along side the control panel. The
The rotor consists of steel laminations stacked to- circuit breaker protects the generator windings from
gether on a shaft. A field winding is wrapped around an overload or short circuit.
the laminations. The rotor shaft also has molded
slip rings and a pressed on bearing. The entire as- Wiring Harness
sembly is connected directly to the tapered engine
crankshaft by means of a through bolt. The rotor is A wiring harness is provided for connecting the gen-
supported by the engine bearing and by the endbell. set to the RV electrical system. All lead wires are
stranded copper wire to withstand vibration. The
The rotor field winding provides the rotating mag- lead wires must be protected with flexible conduit
netic field which in turn generates the voltage in the that must be provided by the RV manufacturer or
stator windings to power the connected loads. The genset installer. A 1/2-inch conduit elbow is pro-
magnetic field is established by a DC current flow- vided to facilitate installation. The load wire conduc-
ing from the brushes through the slip rings and the tor is black, the neutral conductor is white, and the
field winding. ground conductorRedistribution
is green. or publication of this document,
9-1
GENERATOR OPERATION 9-3 and Figure 9-2 on Page 9-4 to identify the var-
ious generator components described in each sec-
Refer to the schematic in Section 12. Wiring Sche- tion. Raising the generator and engine assembly
matic/Diagram that corresponds to your genset to above the base assembly is necessary to disas-
follow the generator operating description. Always semble the generator. Lifting eyes are provided on
refer to the specific schematic that corresponds to the starter bracket and endbell assembly on the
the model and spec number of the genset when Spec A models. A lifting hoist will be required for this
troubleshooting problems. step.
When the Start/Stop switch is placed in the START Generator Disassembly / Base Removal
position, the rotor begins to turn and the field wind-
ing is momentarily connected to the battery. This 1. Drain the engine oil while the genset is still
provides a current in the field winding to provide mounted in the vehicle.
magnetism for voltage buildup. As the engine starts 2. Remove the genset from the vehicle and place
and speed increases, the rotating field induces an it on a sturdy work bench. Refer to Set Removal
AC voltage in the stator windings. AC voltage from Guidelines on Page 5-2 for the recommended
the excitation winding (Q1-Q2) is fed to the voltage genset removal procedures.
regulator where it is rectified into DC voltage and
fed back into the rotor to cause further voltage build- WARNING The genset is heavy and can re-
up. This process continues as the engine picks up sult in severe personal injury if dropped
speed. Voltage buildup is controlled by an electron- during removal or service. Use the recom-
ic voltage regulator that is connected to the power mended removal techniques and keep
output leads (L1-L2). The regulator continually hands and feet clear while removing
measures the output voltage and compares it to an mounting bolts.
internal reference voltage. When the output voltage
exceeds the reference, the regulator causes the 3. Remove the side mounting screws from the en-
current in the rotor to decrease until the proper volt- closure cover and lift cover off genset. (Begin
age is obtained. Spec B, 50 Hz models: Remove the leads from
the battery charger assembly mounted to the
During operation, the regulator is continually moni- left side of the housing.)
toring the output voltage. When additional load is
applied to the generator, the output voltage starts to Spec A Instructions:
decrease. The regulator senses this decrease and 4. Remove the engine mounting bolt and two gen-
increases the field current until the reference volt- erator mounting bolts (T-55 driver) from under
age and the output voltage match. Similarly, when the base assembly. (Apply antiseize lubricant
the load is decreased the output voltage begins to to the treads of these bolts before reinstalla-
increase and the voltage regulator senses this in- tion.)
crease. In this case, the regulator decreases the
amount of current to the field until the output voltage 5. Remove the muffler exhaust mounting bolts
again matches the reference voltage. By continual- from the base assembly.
ly measuring the output voltage and compensating 6. Remove the mounting screws from the voltage
for load changes, the electronic voltage regulator regulator, the control panel and the solenoid/
keeps the voltage of the generator constant with control module bracket.
varying load conditions.
7. Lift the solenoid/control module bracket and re-
move the ground terminal block from the left
GENERATOR SERVICE side of the base assembly. Disconnect the fuel
pump leads. Disconnect the AC ground, neu-
This section covers generator disassembly and as- tral (L2) and load (L1) leads if they were not dis-
sembly procedures. Refer to Figure 9-1 on Page connected during genset
Redistribution removal.of this document,
or publication
9-2
STATOR
HOUSING
STATOR
ROTOR
ORING
BRUSH
BLOCK
ALIGNMENT
KEY
BLOWER
ROTOR ENDBELL
FAN HUB WHEEL
THRU BOLT ASSEMBLY
WASHER ASSEMBLY
SCROLL
HOUSING G1247s
FIGURE 9-1. SPEC A GENERATOR COMPONENTS

9-3
STATOR
HOUSING
STATOR
ROTOR
ORING
BRUSH
BLOCK
ALIGNMENT
KEY
ROTOR
THRU BOLT
P4
J1
ENDBELL
BLOWER
ASSEMBLY
FAN HUB WHEEL
WASHER ASSEMBLY
AIR
G1247s
HOUSING
ASSEMBLY
FIGURE 9-2. BEGIN SPEC B GENERATOR COMPONENTS

9-4
8. Connect a lifting hoist to the lifting eye on the 8. Remove the air housing assembly from the
top of the endbell and slowly raise the genera- endbell (Figure 9-2 on Page 9-4).
tor end of the genset so the bottom of the end-
bell is higher than the side of the base assem-
Spec A and Begin Spec B:
bly. Place a wooden block under the stator 9. Secure the fan hub assembly and remove the
housing to support the genset. (Use the endbell rotor through bolt and washer.
and engine lifting eye if the genset is to be 10. Remove the alignment key from the end of the
moved away from the base.) Remove the scroll rotor shaft and save for reassembly. Remove
housing from the endbell. fan hub assembly with a wheel puller (Figure
Begin Spec B Instructions: 9-3) Attach the wheel puller to the fan hub as-
4. Remove the exhaust manifold to engine sembly with three 5/16-inch thread tapping cap
mounting nuts. Remove the muffler to base screws (or tap fan hub with 3/8-inch tap and
mounting screws and slide the muffler to the use 3/8-inch cap screw).
right so the exhaust manifold pipe clears the
engine.
5. Remove the engine and generator to base
mounting bolts (4). (Apply antiseize lubricant to
the treads of these bolts before reinstallation.)
6. Disconnect the J4 and P1 harness connectors PULLER
at the air housing assembly. Remove the leads
from the start solenoid. Remove the control as-
sembly (A1) mounting bracket with the voltage
regulator, control assembly and start solenoid
attached. Disconnect the remaining harness
connections to the fuel pump, ground terminal
and load connections.
7. Carefully lift the generator end of the genset
and place a wooden block under the stator
housing to support the genset.
NOTE: For access to the air preheat door, re- M1904s
move the air housing assembly cover at this
point. FIGURE 9-3. PULLING THE FAN HUB ASSEMBLY

9-5
11. Prepare the brushes for endbell removal. sembly. Remove the stator mounting screws.
Carefully disconnect the wire harness leads Carefully pull the stator straight out from the
from the brush block and pull each brush out- housing. If the stator will not slide out, tap on
ward from the holder and at the same time in- generator housing while pulling on the stator to
sert a piece of wire into the small hole in the remove.
endbell at the bottom of the brush block. See
Figure 9-4. Carefully guide the wire through the BRUSH
brush block and then release each brush. ENDBELL BLOCK
Verify that each brush is held off the slip rings
by the wire. Remove the wires from the magne-
to assembly. Loosen the two screws holding
the brush block to the endbell.
CAUTION The brushes will be damaged
during disassembly if not held off the slip
rings. Make certain wire is in place before
removing the generator endbell. Also the
brush block must be loose so it will clear
the bearing when the endbell is removed.
12. Disconnect the starter bracket from the rear of
the starter. Remove the endbell mounting WIRE
screws and place the endbell along side the
front of the genset to eliminate more wire re-
moval. M-1728s
13. Pull outward on the rotor shaft to remove it. If FIGURE 9-4. BRUSH BLOCK
the rotor does not come loose from the tapered
engine crankshaft, install a solid round bar
stock 7-7/8 inches (200mm) long by 0.45 inch- ROUND BAR
es (11.43 mm) in diameter into the rotor 7-7/8 IN. (200MM) LONG
through bolt hole (Figure 9-5). Thread a 0.45 IN. (11.43 MM) DIAMETER
9/16-12 x 1-inch bolt, into the end of the rotor
shaft and slowly tighten the bolt until the rotor
comes loose.
CAUTION Careless handling of rotor or
stator can damage the insulation on the
windings. Do not allow windings to be
brushed or scraped during removal. Do not
touch the slip rings or corrosion will occur. 9/16-12 X 1 IN.
M1905
14. Wear gloves to protect hands from sharp BOLT
edges on the stator assembly. Remove the
wire harness connectors from the stator as- FIGURE 9-5. ROTOR REMOVAL

9-6
Generator Assembly 6. Install the fan hub assembly onto the rotor shaft
and align the key slot on the fan hub with the
Use the following procedures to assemble the gen- key slot in the rotor shaft. Install the key into the
erator: key slot. Install the rotor through bolt and wash-
1. Position the stator so the output connector er. Verify alignment of the rotor shaft and the
aligns with the opening in the stator housing. fan hub, then secure the fan hub assembly and
Carefully slide the stator into the generator tighten the rotor through bolt to the specified
housing. If necessary the stator can be lightly torque.
tapped on the laminations so that the stator is 7. Spec A: Assemble the starter bracket to the
seated into the housing. Insert and tighten the starter. Install the scroll housing.
two stator through bolts.
Begin Spec B: Install the air housing assembly.
CAUTION Careless handling of the stator
8. Remove the wooden block from under the sta-
can damage the insulation on the stator tor housing and slowly lower the genset.
windings. Do not brush windings against
the housing or strike windings during 9. Install the muffler assembly and make sure
installation. new gaskets are used. Install the generator
and engine to base mounting bolts (use anti-
2. Align the pin in the rotor shaft with the notch in seize lubricant on bolt threads). Secure all
the crankshaft and slide the rotor onto the hardware to the specified torque.
crankshaft. Make sure that the rotor is seated.
10. Reconnect the load leads, the fuel pump leads,
3. Plug in both stator wire connectors. and ground terminal block or connections.
4. Prepare the endbell for installation. Lubricate Install the control panel on Spec A. Install the
the o-ring on the bearing. Verify that the voltage regulator and control assembly. On Be-
brushes are held inside the holder with a piece gin Spec B models: reconnect the start sole-
of wire and that the brush block is loose. See noid leads and the P4 and J1 connectors.
Figure 9-4 on Page 9-6. Install the endbell 11. Inspect the assembly, check all electrical and
onto the rotor bearing and secure to the stator mechanical connections for correct fit and loca-
housing with the endbell mounting screws. tion. Place the enclosure cover on the genset
CAUTION The brushes will be damaged and secure with the side mounting screws.
during assembly if not held off the slip rings (Begin Spec B, 50 Hz models: Connect the
and the brush block is loose enough to leads to the battery charger assembly mounted
clear the bearing. Make certain wire is in to the left side of the housing.)
place before installing the generator end- 12. Install the genset in the vehicle and securely
bell. fasten all mounting screws and hardware. Con-
5. Center the brush block on the slip rings and nect the fuel line, exhaust system and electrical
tighten the mounting screws. Remove the systems in reverse order of disassembly. Refer
piece of wire holding the brushes off the slip to Set Removal Guidelines on Page 5-2 for the
rings. Connect the F2 lead wire to the outer recommended genset removal procedures.
brush terminal (near bearing) and the F1 lead 13. Fill the crankcase with oil of the recommended
wire to the inner brush terminal. Connect the classification and viscosity (refer to the Opera-
magneto assembly wires. tor’s Manual).

9-7
GENERATOR TESTING voltage regulator for field flashing and voltage build-
up.
This section covers test procedures for the rotor
and stator windings. Begin with the Field Voltage WARNING Electrical shock can cause severe
Test, following, to help locate possible problems. personal injury or death. Use extreme caution
when working on electrical circuitry. Attach and
Check all wire harness connectors and leads for remove meter leads only when genset is not op-
continuity prior to generator testing. Refer to Sec- erating. Do Not touch meter or meter leads dur-
tion 12. Wiring Schematic/Diagram. ing tests.
The voltage regulator plug J4 remains connected to
Field Voltage Test wire harness plug P4 for Test A and B. The voltme-
ter leads should be secured so that they are not be-
Perform the Field Voltage Test if low or no generator ing held during testing. (Use long pointed test leads
output voltage is produced to confirm that field volt- or paper clips connected with alligator clips to the
age is available to the rotor brushes through the test leads.) Refer to Figure 9-6.
SPEC A MODEL SHOWN

FOR REFERENCE -
SEE FIGURE 62 FOR
BEGIN SPEC B MODELS
P4 CONNECTOR
VOLTAGE
REGULATOR VR1
J4 CONNECTOR
ES2018s
Redistribution
FIGURE 9-6. VOLTAGE REGULATOR CONNECTOR PLUG (P1) or publication of this document,
9-8
Test A: Connect a DC voltmeter into the back side and Figure 9-8 on Page 9-10 show the rotor re-
of the voltage regulator connector J4 as follows: At- moved from the genset for testing. The rotor can be
tach the positive (+) meter lead to J4 pin 7 and the tested without removing it from the generator. To
negative (–) meter lead to J4 pin 3. gain access to the slip rings, follow the Generator
Disassembly / Base Removal procedures on Page
Push the start switch and observe the voltmeter 9-2 through the fan hub assembly removal proce-
reading. If approximately 12 VDC is measured field dure. Use a stiff wire to hold the brushes off the slip
flash voltage is available, proceed to Test B. If no rings during testing. Refer to the Brushes and Slip
voltage is measured, check for a poor connection at Rings section on Page 9-12 for the procedures for
the P4-J4 connectors and at the P1-J1 connectors. inserting the wire.
If connections check good, refer to Section 6. Trou-
bleshooting for procedures. Ground Test: Set the ohmmeter to the highest re-
Test B: Move the positive (+) meter lead to pin 9 and sistance scale or use a megger. Touch one test prod
connect the negative (–) meter lead to pin 10. to the rotor shaft and hold it there. Touch the other
test prod to one of the slip rings as shown in Figure
Start the genset and allow engine speed to stabi- 9-7 on Page 9-9. A reading of infinity should be
lize. Measure the field voltage with no load applied measured. A reading of less than one megohm (one
and then with full load applied. If both readings fall million ohms) indicates the rotor is grounded. Re-
within a range of 40 VDC no load to 100 VDC full place a grounded rotor with a new rotor.
load, voltage build up is OK and the brushes, rotor
and stator are working properly.
If no voltage is measured when the start switch is
pushed, proceed to the Voltage Regulator (VR1)
Test on Page 9-12.
If 7 to 13 VDC is measured when the start switch is
pushed and the genset stops running when the ROTOR
switch is released, proceed to Test C.
Test C: Disconnect the voltage regulator connector
plug J4 from the harness connector P4. Attach an
AC voltmeter to the generator output leads L1 and
L2. Apply 12 VDC to the P4 connector at pins 9
(positive [+]) and 10 (negative [–]).
Start the genset and observe the voltmeter reading.
If approximately 40 VAC is measured, the generator ROTOR
brushes, rotor, and stator are working properly, pro- SHAFT
ceed to the Voltage Regulator (VR1) Test on Page
9-12.
If no voltage is measured, proceed to Brushes and
Slip Rings on Page 9-12. SLIP
RINGS
Rotor Test
ES1764-1s
The rotor can be tested for grounded, open, or
shorted windings using an ohmmeter. Figure 9-7, FIGURE 9-7. GROUNDED ROTOR TEST

9-9
Open or Shorted Test: To test for open windings,
set the ohmmeter on the highest resistance scale.
Place the test prods on the slip rings as shown in
Figure 9-8. The ohmmeter should indicate continu-
ity between the slip rings of approximately 19 to 27 ROTOR
ohms. A high resistance reading indicates a poor
connection or an open winding. Check the connec-
tion between the slip rings and rotor lead wires. Re-
place the rotor if a winding is open.
To test for a shorted winding, set the ohmmeter on
the lowest scale. Place the test prods on the slip
rings as shown in Figure 9-8. A reading of less than
17 ohms at 77°F (25°C) indicates shorted windings.
Replace the rotor if a winding is shorted.
Open or shorted tests can also be performed by re-
moving the P4 plug from the regulator J4 connector
and measuring across the P4-9 and P4-10 connec-
tions. If an abnormal reading is measured, recheck
by measuring at the collector rings.
If the rotor tests good proceed to Stator Test, follow- SLIP
ing. RINGS
Stator Test ES1765-1s

The stator can be tested for grounded or open wind-
FIGURE 9-8. OPEN OR SHORTED ROTOR TEST
ings using an ohmmeter. Testing for shorted wind-
ings requires a digital type ohmmeter that can read
to within 0.01 ohms. Figure 9-9 on Page 9-11 shows
the stator removed from the generator for testing.
The stator can be tested without removing it from
the generator.
To perform the stator test, carefully remove both
connector plugs from the stator.
Ground Test: Set the ohmmeter for the highest re-
sistance scale and then connect one test prod to the
generator housing (or stack, if stator is removed).
Touch the other test prod (see Figure 9-9 on Page
9-11) to the terminals specified in Table 9-1 on Page
9-11. A reading of less than one megohm indicates
a ground. Replace a grounded stator with a new
stator.

9-10
TABLE 9-1. STATOR GROUND TEST test prods to the terminals specified in Table 9-2. A
reading of less than the value shown in Table 9-2 at
TEST POINT OHMMETER READING
77°F (25°C) indicates a shorted winding. If stator
T1 to ground INFINITY tests indicate a shorted winding, replace the stator.
T2 to ground INFINITY If stator tests good, check stator connectors and
B1 to ground INFINITY leads for continuity, and for good electrical connec-
B2 to ground INFINITY tion with the stator terminals.
Q1 to ground INFINITY
Q2 to ground INFINITY TABLE 9-2. STATOR OPEN OR SHORTED
WINDING TEST
Open Or Shorted Stator Windings Test: OHMMETER READING
AT 77°F (25°C) ± 10%
To test for open windings, set the ohmmeter for the
highest resistance scale and then connect the test TEST POINT 60 Hz 50 Hz
prods (see Figure 9-9) to the terminals specified in
Table 9-2. The ohmmeter should indicate continuity T1 to T2 0.271 0.653
between terminals. A high resistance reading indi- T3 to T4 – 0.653
cates an open winding. If an open circuit is mea- B1 to B2 0.085* 0.114
Q1 to Q2 1.985 2.373
sured replace the stator.
*Spec A 60 Hz Only
To test for shorted windings, use a digital type ohm-
meter that reads to within 0.001 ohms. Connect the
STATOR
STATOR
CONNECTOR
ES2019s
FIGURE 9-9. STATOR ASSEMBLY

9-11
VOLTAGE REGULATOR (VR1) TEST the painted part of the wire is not visible, the brush is
excessively worn and must be replaced. Always re-
Confirm that the voltage regulator is faulty before place the brush springs when installing new
replacing it. Use a meter with a diode checking func- brushes to maintain proper tension on the brushes.
tion (Fluke model 73 or equivalent multimeter) to Clean carbon deposits from brushes and slip rings
perform the following tests. (see Slip Ring Service section on Page 9-13). Use
1. Disengage the J4 wiring connector and remove the following procedures to replace the brushes:
the voltage regulator (Figure 9-6 on Page
9-8).
2. With the meter set on “Diode Check”, test be-
tween connector terminal pairs: 5-9, 7-9, 10-9,
11-9, 12-9, 10-5, 5-11, 5-12, and 5-3. The posi-
tive (+) meter lead must be connected to the
first terminal of each pair.
3. Replace the voltage regulator if any reading in-
dicates a “short” or “open”, except for pair 10-5,
which should indicate an “open”.
NOTE: “Short” is indicated by zero or a number 1 IN. (25 MM)
very near zero. Meters of different make indicate
“open” differently, read the meter instruction
manual. If in doubt, compare with readings of a
regulator of the same part number that is known
to be good.
G1178-2s
4. If the regulator checks “good”, there is a
chance that the regulator could still be bad. FIGURE 9-10. BRUSH WEAR CHECK
Verify that the connector pins are making good
contact. If voltage regulation problems contin-
ue, replace the voltage regulator with a known
good regulator and recheck operation.
BRUSHES AND SLIP RINGS

This section covers brush replacement and slip ring
WIRE
service.
Brush Replacement
BRUSH
Follow Generator Disassembly / Base Removal HOLDER
procedures on Page 9-2 through fan hub assem-
bly removal. Inspect the brushes and brush block SPRING
for burn marks or other damage. If the brushes ap-
pear to be in good condition, use a piece of wire
BRUSH
(modified as shown in Figure 9-10) to check for ex-
cessive brush wear (minimum brush length is 0.375
inches [9.5 mm]). Insert the painted end of the wire
G1179-2s
through the hole above each brush. Make sure the
wire is resting on the brush and not on the spring. If FIGURE 9-11. BRUSH REPLACEMENT

9-12
1. Remove the brush block mounting screws and CAUTION Careless handling of rotor can
lift out the brush block. damage the insulation on the windings.
2. Remove the brushes and springs from the Place rotor on protected surface when set-
holder and replace with new parts (see Figure ting down.
9-11 on Page 9-12). 3. Clean the rotor and prepare for reinstallation.
3. Push each brush into the brush holder and in- Follow Generator Assembly procedures on
sert a stiff wire through the small hole in the Page 9-7 to reinstall the rotor and remaining
base of the holder. See Figure 9-4 on Page generator components.
9-6. The wire holds the brushes off the slip
rings during assembly. ROTOR BEARING REPLACEMENT
NOTE: Inspect slip rings before installing brush The rotor bearing is pressed onto the rotor shaft.
block. See Slip Ring Service following. This bearing must be replaced very carefully to
avoid damaging the collector ring assembly and the
4. Install the brush block in endbell but do not rotor shaft. Use the following procedures to replace
tighten the mounting screws. the rotor bearing.
5. Remove the wire holding the brushes off the
1. Measure and record the distance between the
slip rings. Adjust the brush block so that the
bearing and the collector ring assembly. See
brushes are centered on the slip rings, then
Figure 9-12.
tighten the mounting screws.
6. Follow Generator Assembly procedures on CAUTION Heating the rotor bearing for re-
Page 9-7 to reinstall the fan hub and remain- moval or installation can cause damage to
ing generator components. the bearing and the collector ring. Do not
heat rotor bearing.
Slip Ring Service
Follow Generator Assembly procedures on Page
9-7 through fan hub assembly removal. Inspect
the slip rings for grooves, pits, or other damage. A
Scotch Brite pad can be used to remove light wear
and for surface finishing. If the slip rings are rough,
pitted, or out of round by more than 0.002 inches,
recondition them in a lathe with a commutator
stone. Use the following procedure to service:
1. Follow Generator Disassembly on Page 9-2
to remove the generator endbell and rotor.
2. Place the rotor in the machine lathe and center.
Turn the rotor and use a commutator stone
(Onan tool #420–0259) against the rotating slip
rings to clean and true the slip rings. Turn the
rotor until all grooves or roughness are
smoothed out. Rub out must be less than
0.0001 inch, and surface finish must be less MEASURE SPACE BETWEEN
than 32 micro inch. BEARING AND COLLECTOR
RING ASSEMBLY
WARNING Contact with rotating machin-
G1216-1s
ery can result in severe personal injury.
Keep hands and fingers clear while servic-
ing slip rings. FIGURE 9-12.Redistribution
ROTOR BEARING or publication of this document,
SPACING
9-13
2. Use a small puller with grips that will fit between
the bearing and the collector ring assembly
(Figure 9-13) or use an arbor press to remove
the bearing. Cover the end of the rotor shaft
with a steel plate to prevent deformation of the ROTOR
shaft during removal. BEARING
NOTE: Inspect the rotor shaft for dirt or corro-

sion. If necessary, clean with emery cloth before
installing new bearing.
3. Place the rotor, engine end down, in an arbor
press. Protect the end of the rotor shaft taper
by placing it on a flat steel plate.
4. Refer to the measurement taken in Step 1.
GEAR
Press the bearing onto the rotor shaft (press PULLER
on inner race only) until it rests at the same
distance from the collector ring as the original G1239-1s
bearing. Check the bearing seal for damage af-

ter installation. FIGURE 9-13. ROTOR BEARING REMOVAL

9-14
10. Engine Block Assembly
INTRODUCTION B. Feeling compression air escaping the
spark plug hole.
This section covers service procedures for the en-
C. Using a tester with a T.D.C. indicator fea-
gine block assembly. A leak down test can be per-
ture.
formed to determine the condition of the engine.
Use the procedures in the following section to per- 4. Connect the tester to shop air and set calibra-
form the leak down test. tion. Perform the leak down test according to
the manufacturer’s instructions. Secure the
Performing any major service will require genset re- fan wheel to prevent the piston from moving
moval from the vehicle (see Set Removal Guide- during this test.
lines on Page 5-2). To gain access to the engine 5. Screw the air fitting into the spark plug hole. At-
block assembly, the generator and primary engine tach plug fitting to tester.
systems must be removed. Refer to the previous
sections for the disassembly procedures. 6. The tester needle indicates the percentage of
cylinder leakdown. The following describes the
A suggested order of disassembly for the engine general condition of the engine:
block follows: • 0-10 Percent leak down – Excellent condi-
1. Oil pan and oil level switch tion
2. Head cover and breather • 10-20 Percent leak down – Normal condi-
tion
3. Rocker arms and push rods
4. Cylinder head, valve springs and valves • 20-30 Percent leak down – Nearing ser-
vice limit
5. Crankcase cover, camshaft and balancer
7. If leakage is greater than 30 percent, the en-
6. Connecting rod and piston gine could need major service work. With the
7. Crankshaft and governor lever shaft tester still connected, listen for air leakage at
the points listed in Table 10-1 on Page 10-2
LEAK DOWN TEST and note probable cause of the engine prob-
lem.
Perform the leak down test if performance problems
or high oil consumption occur and poor compres-
sion is suspected. Follow each of these steps and
refer to the test equipment manufacturer’s instruc- AIR LEAKAGE
tions. A typical tester is shown in Figure 10-1. GAUGE
1. Start the engine and allow it to warm up for ten

minutes. If the engine will not start, continue to
the next step.
2. Disconnect the battery negative (–) cable to
prevent accidental starting and remove the
spark plug.
3. Manually rotate the the engine in the direction
of normal operation by turning the fan hub as- REGULATOR
sembly. Stop turning the engine when it reach-
es top dead center (T.D.C.) on the compression
stroke. T.D.C. can be determined by: M1907s
A. Removing the head cover and observing

the valve overlap on the compression
stroke. Redistribution
FIGURE 10-1. TYPICAL or publication
LEAK DOWNofTESTER
this document,
10-1
TABLE 10-1. LEAK DOWN CHECK POINTS
AIR LEAKAGE AT: PROBABLE CAUSE
1. Dipstick hole or 1a. Broken Ring

Breather valve 1b. Worn cylinder
bore/rings GASKET
2. Carburetor throat 2a. Intake valve stuck

2b. Broken intake valve
OIL LEVEL
2c. Damaged intake valve SWITCH
seat
3. Muffler/Exhaust 3a. Exhaust valve stuck

pipe outlet open
3b. Damaged exhaust valve
3c. Damaged exhaust valve
seat OIL PAN
OIL PAN AND OIL LEVEL SWITCH OIL PLUG
Remove the oil plug and drain the crankcase oil. FIGURE 10-2. OIL PAN REMOVAL (SPEC A
Remove the oil pan mounting bolts and pan (Figure SHOWN)
10-2). Remove the oil level switch mounting bolts
and switch assembly (Spec A-F only, if applicable).
Clean the oil pan and use a new gasket when rein-
stalling. Torque all mounting bolts to the specified
torque (see Section 4: Torque Specifications).
BREATHER
HOSE
HEAD COVER
Remove the head cover to gain access to the cylin- BREATHER
der head, breather assembly and valve system. ASSEMBLY
1. Remove the head cover mounting bolts and
pull off the head cover (Figure 10-3).
2. Clean the head cover. Be careful not to dam-
age the surface of the cover where the gasket
mounts.
3. Clean the cylinder head and cover thoroughly
in the cover gasket mating area. Make sure the
breather assembly is correctly seated in the
cylinder head cavity. GASKET
4. Install a new head cover gasket. HEAD

COVER
5. Place the head cover in position and install the
mounting bolts. Torque all of the bolts in a star
pattern until they are tightened to the specified
torque. FIGURE 10-3. HEAD COVER REMOVAL

10-2
ROCKER ARMS, PUSH RODS AND PUSH ROCKER
CYLINDER HEAD RODS ARM
BOLT
Remove the cylinder head for cleaning when poor
engine performance is noticed or to inspect the
valves.
1. Remove the rocker arm mounting nuts. Re-
move the rocker arms and push rods (Figure
10-4).
LOCKING
2. Remove the spark plug. ADJUSTING NUT
3. Remove the cylinder head mounting bolts and NUT
CT1119-2s
pull off the cylinder head.
CAUTION Warping can occur if the head FIGURE 10-4. ROCKER ARM AND PUSH ROD
REMOVAL
is removed while it is hot. Wait until the en-
gine has cooled before removing the cylin-
der head. 6
4. Remove all carbon deposits from the cylinder
head. Handle the cylinder head carefully be- 1
cause it can be easily damaged.
5 3
5. Clean the cylinder block and cylinder head
thoroughly in the head gasket mating area.
Install a new head gasket on the block. 2 4
6. Place the head in position and follow the head
torque tightening sequence shown in Figure
C1131-2s
10-5. Start out tightening all bolts to 11 lb-ft (15
Nm), then tighten to the specified torque (see FIGURE 10-5. CYLINDER HEAD TIGHTENING
Section 4. Torque Specifications). SEQUENCE

10-3
GASKET
CYLINDER
HEAD
VALVE
SPRINGS
RETAINERS
KEEPERS
EXHAUST
VALVE
INTAKE
VALVE
VT1037-2s
FIGURE 10-6. OVERHEAD VALVE SYSTEM
VALVE SYSTEM carbon particles on the seat. It may also be due to

weak valve springs, insufficient tappet clearance,
This engine uses an overhead valve design, as warping, and misalignment.
shown in Figure 10-6. A properly functioning valve
system is essential for good engine performance. Warping occurs mainly due to exposure to intense
Access to the valve system is gained by removing heat. Out-of-round wear follows when the seat is
the head cover and cylinder head. Use the following pounded by a valve whose head is not in line with
procedures to inspect and service the valve system. the stem and guide. If a valve face is burned or
warped, or the stem worn, install a new one.
Valve Removal
The intake and exhaust valves can be removed
from the cylinder head without the use of special
tools. Depress the valve spring retainer using a 9/16
inch crows foot on a 6 inch extension, then remove
the keeper (Figure 10-7). Remove the spring retain-
er, spring and valve. KEEPER
WARNING Always wear safety glasses with 9/16 INCH

side shields when removing springs to prevent CROWS
FOOT
severe eye damage.
Inspection RETAINER
Valve Face: Check the valve face for evidence of
burning, warping, out-of-round, and carbon depos-
its (see Figure 10-8 on Page 10-5).
VT1038-1s
Burning and pitting are caused by the valve failing to
seat tightly. This condition is often caused by hard FIGURERedistribution
10-7. VALVE or publication
REMOVAL of this document,
10-4
Too much clearance in the intake guide admits air
and oil into the combustion chamber, affecting car-
buretion, increasing oil consumption, and making
heavy carbon deposits. Clean metal is a good heat
conductor but carbon insulates and retains the
heat. This increases combustion chamber temper-
ature which causes warping and burning. VALVE FACE
Unburned carbon residue gums valve stems and
causes them to stick in the guide. Deposits of hard
carbon can form sharp points that become hot and
cause pre-ignition and pinging.
Stems and Guides: Always check the stems and
guides for wear as shown in Figure 10-8. Use a mi-
crometer to measure the valve stem diameter in at
least three locations. Use a hole gauge to measure
the valve guide at several depths. When clearance
with stem exceeds original clearance by 0.002 VALVE GUIDE
inch(0.05 mm), replace the valve or cylinder head,
which includes the valve guide, or both. VALVE STEM
VT-1012-1s
Springs: Check the valve springs for cracks, worn
ends, and distortion. If the spring ends are worn, FIGURE 10-8. VALVE FACE, STEM, AND GUIDE
check valve retainer for wear. Check for spring dis-
tortion by placing the spring on a flat surface next to
a square. Measure the height of spring (A) and ro-
tate it against a square to measure distortion (B),
see Figure 10-9. Replace any valve spring that is
weak, cracked, worn, or distorted.
FIGURE 10-9. VALVE SPRING CHECKS

10-5
Valve Seat Surface Width 7. Use a grinding compound to finish the seat sur-
face.
1. Clean the valve seat surface.
2. Use a vernier caliper to measure the valve seat Valve stem guides or valve seats that are worn,
width (Figure 10-10). (See Section 3. Dimen- loose, cracked, or severely pitted should be re-
sions and Clearances for seat width allowable placed. The valve guide and seat have to be
limit.) pressed out of the cylinder head and replacement
parts must be pressed in. The replacement cylinder
3. Apply red lead to the valve surface to check for head assembly includes the valve stems and seats.
scratches or unevenness.
4. When the measurement is within the allowable
limit, check the seating ratio. If the ratio is less
than 70%, the valve seat needs to be reground.
5. If the measurement exceeds the allowable lim-

it, replace the valve and regrind the valve seat
(see Regrinding Seat Surface on Page 10-6).
Regrinding Seat Surface
1. Grind the valve seat surface with a 45° cutter.
Use a cutter appropriate for the valve seat sur-
face and valve guide diameter (Figure 10-10).
WARNING Always wear safety glasses
with side shields when grinding to prevent
severe eye damage.
2. Install the valve and check for contact between
the valve face and the valve seat with red lead.
(If the valve has been in use for a long time, the
seat tends to come in contact with the upper
side of the valve face.)
3. Cut and readjust the width using a 15° cutter so
the valve seat width makes contact in the same
dimension as the valve face width.
4. Cut the valve seat surface again with a 45° cut-
1. VALVE SEAT CUTTER a. IDENTICAL DIMENSIONS
ter and recheck the contact between the valve
2. 0.79 RAD. (45) CUTTER b. SEAT SURFACE WIDTH
and seat. 3. CONTACT CHECK
5. Repeat steps three and four until the correct 4. 0.26 RAD. (15) CUTTER
5. 0.79 RAD. (45) CUTTER
contact is achieved. 6. CONTACT CHECK
6. Lap the valve seat until the seated rate is more
than 70% of the total contact area. FIGURE 10-10. REGRINDING VALVE SEAT

10-6
Valve Clearance Adjustment
The valve clearance can be checked and adjusted.
Adjust the valve clearance only when the engine is FEELER
at ambient temperature. GAUGE
1. Follow head cover removal instructions in the

Head Cover section on Page 10-2. Inspect
the valve stems for proper alignment with the
rocker arms.
2. Advance the engine until both of the valves are
closed and there is no pressure on the valve lift-
ers (piston at top dead center).
3. Clearances are shown in Section 3. Dimen-
sions and Clearances. For each valve, the
gauge should just pass between the top of the
valve stem and the rocker arm. (See Figure
10-11.)
4. To correct the valve clearance, place a wrench
on the adjusting nut and a wrench on the outer FIGURE 10-11. VALVE CLEARANCE ADJUSTMENT
locking nut. Loosen the outer locking nut and
turn the adjusting nut as needed to obtain the
correct clearance. Tighten locking nut after ad-
justment is made.
5. Recheck the valve clearance after adjustment
has been made and also check the rocker arm VALVE
bolts to see that they have not loosened as a re- SEAL
sult of adjusting the valve lash.
6. Reinstall the head cover and torque the head INTAKE
cover bolts to the specified torque. VALVE
Intake Valve Seal Replacement

A worn or cracked intake valve seal can cause high
oil consumption and spark plug fouling. Replace a
defective intake valve seal as follows:
1. Pull the old valve seal out carefully to avoid
damaging the valve guide. VALVE
2. Coat the intake valve stem with engine oil and GUIDE
insert it into the valve guide.
VT1043-1s
3. Press the valve seal into the valve guide by
hand until the shoulder of the seal rests against
the cylinder head (Figure 10-12). FIGURE 10-12. VALVE SEAL INSTALLATION

10-7
CRANKCASE COVER
KNOCKOUT
1. The crankcase cover is located in two places PINS
with dowel pins (Figure 10-13). Do not attempt
to pry the crankcase cover off or damage can
result. Remove the crankcase cover mounting
bolts. Hold the crankcase cover and lightly tap
the end of the crankshaft with a plastic ham-
mer.
2. Remove the crankcase cover very carefully to
prevent the shaft from scraping the lip surface
of the oil seal.
3. Remove and tag shims from the crankshaft,
CRANKCASE
camshaft, and balancer shaft. Shim thick- COVER
nesses differ and they must be reassembled in GASKET
their original positions.
4. Make sure the governor shaft is properly posi-
C1113-1s
tioned when installing the cover. Use a new
gasket and clean the crankcase cover and the
engine block gasket mating surfaces. Place FIGURE 10-13. CRANKCASE COVER
crankcase cover in position and secure all bolts
in a star pattern to the specified torque (see
Section 4. Torque Specifications).
SNAP RING (RUBBER
GOVERNOR WASHER BEGIN
SPEC E)
With the crankcase cover removed, the governor
can be inspected or disassembled for service. The
governor assembly must spin freely on the center
pin without excessive looseness or wobble. Sleeve
tip wear is the most common cause of governor fail-
ure. Check for flat spots on the sleeve tip. If the gov- GEAR
ernor sleeve, gear, or flyweights are worn or other-
wise damaged, replace them. FLYWEIGHTS
To disassemble, remove the snap ring from the gov- SLEEVE

ernor center pin and slide the governor gear assem-
bly off the mounting shaft. Be careful not to lose the
outer washer. See Figure 10-14. To install the gov-
ernor, assemble in reverse order of removal (see in-
set drawing, Figure 10-14, for position of flyweight
and sleeve). The snap ring can be installed by plac-
ing it over the end of the shaft, then use the sleeve to
push it into position. To remove the governor shaft,
remove the retainer clip outside the block and then
lower the governor shaft into the crankcase. FIGURE 10-14. GOVERNOR

10-8
CAMSHAFT, TAPPET AND BALANCER
REMOVAL
CRANK GEAR
1. Place the engine cylinder down on a clean flat
surface (Figure 10-15).
2. Carefully pull out the camshaft assembly.
3. Remove the valve tappets. Mark the tappets
because tappet clearances differ and the tap-
pets must be reassembled in their original posi-
tions.
4. Pull out the balancer shaft assembly. CAM GEAR
5. For installation, apply oil to the tappets and the
tooth surface of the gears. Align the marks on
the cam gear and crank gear and also on the
balancer gear and crank gear as shown in Fig-
ure 10-16. BALANCER GEAR
PISTON AND CRANKSHAFT

The piston assembly consists of the piston, piston FIGURE 10-16. CAM, CRANK AND BALANCER
pin, and connecting rod assembly. After piston re- GEAR ALIGNMENT
moval, all parts must be carefully inspected for
damage and wear before reinstalling. Remove the
carbon from the top of the cylinder bore and check
for a ridge. Remove ridge with a ridge reamer (see
Figure 10-17) before attempting piston removal.
Remove the piston as follows:
CAUTION Improper use of a ridge reamer can

damage the cylinder bore. Follow tool manufac-
turer’s instructions and be careful when using a
ridge reamer.
CAM GEAR RIDGE

REAMER
CAMSHAFT
TAPPETS
C1133-1s CT1090-1s
FIGURE 10-15. CAMSHAFT AND TAPPETS Redistribution

FIGURE 10-17. REMOVING or publication
WEARofRIDGE
this document,
10-9
1. Remove the two bolts from the connecting rod
cap. Mark direction of assembly for connecting
the rod, cap, and splasher.
2. Remove the rod cap from the rod and push the PISTON
piston assembly out the top of the cylinder (Fig-
ure 10-18). Be careful not to scratch the crank
pin or the cylinder wall when removing the pis-
ton. ROD CAP
3. Carefully pull the crankshaft out of the oil seal
and bearing.
INSPECTION OF ENGINE PARTS

The following section describes procedures for in-
specting each of the major engine components.
Cylinder Head C1134-1s
1. Clean the cylinder head surface.

2. Place a straight edge on the top of the cylinder
head as shown in Figure 10-19. Use a feeler
gauge to measure the amount of distortion. FIGURE 10-18. PISTON REMOVAL
3. If the measurement exceeds the specified limit,
replace the cylinder head (see Section 3. Di-
mensions and Clearances).
Cylinder Block
Cleaning: After removing the piston, crankshaft,
cylinder head; etc., inspect the block for cracks and
extreme wear. If the block is still serviceable, pre-
pare it for cleaning as follows:
1. Scrape all of the old gasket material from the
block.
2. Remove grease and scale from the cylinder
block by agitating in a bath of commercial
cleaning solution or hot soapy washing solu-
tion.
3. Rinse block in clean hot water to remove clean- FIGURE 10-19. CYLINDER HEAD SURFACE
ing solution. FLATNESS

10-10
Inspection: When rebuilding the engine, thorough-
ly inspect the block for any condition that would
make it unfit for further use. This inspection must be
made after all parts have been removed and the
block has been thoroughly cleaned and dried.
1. Make a thorough check for cracks using any

standard method of crack detection. One
method of crack detection follows:
Minute cracks may be detected by coating the
suspected area with a mixture of 25 percent
kerosene and 75 percent light motor oil. Wipe
the part dry and immediately apply a coating of
zinc oxide (white lead) dissolved in wood alco-
hol. If cracks are present, the white coating will
become discolored at the defective area. Re-
place a cracked cylinder block.
2. Inspect all machined surfaces and threaded
holes. Carefully remove any nicks or burrs from
machined surfaces. Clean out tapped holes
and clean up any damaged threads.
3. Check the cylinder head mounting area for flat-
ness with a straight edge and a feeler gauge.
Cylinder Bore Inspection: Inspect the cylinder

bore for scuffing, scratches, wear, and scoring. If
the cylinder bore is scuffed, scratched, scored, or
worn, the block must be bored to an oversize or re-
placed. When the appearance of the cylinder bore
is good and there are no scuff marks, check the cyl-
inder bore for wear or out-of-round as follows:
1. Measure the I.D. of the cylinder liner with a cyl-

inder gauge at six points as shown in Figure
10-20.
it, the cylinder will need to be bored to an over-
size and then be honed. FIGURE 10-20. MEASURING CYLINDER WEAR

10-11
Cylinder Bore Deglazing
Before installing new rings, deglaze the cylinder
bore. Make sure that there are no scuff marks and
no wear or out-of-round beyond the specifications.
Deglazing gives a fine finish but does not enlarge
the cylinder diameter, so the original pistons with
new rings can be used.
The reason for deglazing a cylinder is to provide
cavities to hold oil during piston ring break-in. PRODUCE CROSS AVOID THIS FINISH
HATCH SCRATCHES FOR
1. Wipe the cylinder bore with a clean cloth that FAST RING SEATING
has been dipped in clean, light engine oil.
2. Use a brush type deglazing tool with coated C1091s
bristle tips to produce a crosshatch pattern in
the cylinder bore. FIGURE 10-21. CROSSHATCHING
3. The deglazing tool should be driven by a slow
speed drill. Move the deglazing tool up and
down in the cylinder rapidly enough to obtain a
crosshatch pattern as shown in Figure 10-21.
CAUTION Never use gasoline or commer-
cial cleaners to clean cylinder bore after de-
glazing or honing. These solvents will not PISTON RING
EXPANDER
remove abrasives from cylinder wall. Abra-
sives that are not removed from the cylin-
der will rapidly wear rings, cylinder wall and
bearing surfaces of all lubricated parts.
4. Clean the cylinder bore thoroughly with soap,
water, and clean rags. Continue cleaning until
a clean white rag shows no discoloring when
wiped through the cylinder bore.
Piston, Rings, and Connecting Rod
The piston has two compression rings and one oil
control ring. Remove these rings from the piston us- CT-1059-1s
ing a piston ring expander as shown in Figure
10-22. FIGURE 10-22. REMOVING PISTON RINGS

10-12
Remove the piston pin retainer from each side, heat
the piston to 300°F (149°C) and push the piston pin
out. Remove dirt and deposits from the piston sur-
faces with parts cleaning solvent. Clean the piston
ring grooves with a groove cleaner (Figure 10-23) or
the end of a piston ring filed to a sharp point. Care
must be taken not to remove metal from the groove
sides.
CAUTION Using caustic cleaning solvent or
wire brush for cleaning pistons will damage pis-
ton. Use parts cleaning solvent only. When
cleaning the connecting rod in solvent, include
the rod bore. Blow out all passages with low
pressure compressed air.
Piston and Connecting Rod Inspection
Piston Inspection: Inspect the piston for fractures
at the ring lands, skirt, and pin bosses. Check for
wear at the ring lands using a new ring and feeler
gauge as shown in Figure 10-24. Replace the pis-
CT1060s
ton when the side clearance of the rings exceed the
specified limit. FIGURE 10-23. CLEANING RING GROOVES
CT1061s
FIGURE 10-24. CHECKING RING LAND

10-13
Piston Skirt O.D. Measurement:
1. Measure the piston skirt O.D. with an outside
micrometer (Figure 10-25).
2. If the measurement is less than the allowable
limit, replace the piston.
Piston Boss I.D.:
1. Measure the piston boss I.D. in both the vertical
and horizontal direction with a cylinder gauge
(Figure 10-26).
it, replace the piston.
Piston Ring Gap: FIGURE 10-25. PISTON SKIRT MEASUREMENT
1. Insert piston ring into cylinder. Use piston head
to push ring down to bottom of cylinder.
2. Measure the ring gap with a feeler gauge as
shown in Figure 10-27.
3. If the ring gap exceeds the allowable limit, re-
place the ring.
FIGURE 10-26. PISTON BOSS I.D.
CT1123s
FIGURE 10-27. MEASURING RING GAP

10-14
Piston Ring Thickness:
1. Measure the piston ring thickness with an out-

side micrometer (see Figure 10-28).
2. If the thickness is less than the allowable limit,
replace the ring.
Piston Assembly
Install the rings on the piston beginning with the oil

control ring. Use a piston ring spreader to prevent
twisting or excessive expansion of the ring. Com-
pression rings are marked with the word top or a FIGURE 10-28. RING THICKNESS
mark on one side of the ring to indicate which side
faces the top of the piston. Oil ring rails may be
installed either way. Stagger ring gaps 120 degrees
apart. Do not position ring gaps on thrust face of cyl-
inder.
Clearance between Piston Pin and

Connecting Rod Small End Bore
1. Measure the piston pin O.D. and connecting

rod small end bore with a micrometer (Figure
10-29). Then calculate the difference.
2. If the clearance exceeds the allowable limits, FIGURE 10-29. PISTON PIN AND CONNECTING
replace them. ROD CLEARANCE

10-15
Clearance between Crank Pin and
Connecting Rod Big End Bore
1. Measure the crank pin O.D. and the connecting
rod big end bore with a micrometer, and calcu-
late the difference (Figure 10-30).
2. If the clearance exceeds the allowable limits,
replace them.
Side Clearance of Connecting Rod on
Crank Pin
1. Assemble the connecting rod to the crank pin.
FIGURE 10-31. SIDE CLEARANCE OF
2. Measure the side clearance with a feeler gauge CONNECTING ROD ON CRANK PIN
(Figure 10-31).
3. If the clearance exceeds the allowable limits,
replace them.
Cam Heights for Intake and Exhaust
1. Measure the height of the cam at its highest
point with an outside micrometer (Figure
10-32).
2. If the measurement is less than the allowable
limit, replace the camshaft.
FIGURE 10-32. INTAKE AND EXHAUST CAM

HEIGHTS
FIGURE 10-30. CRANK PIN AND CONNECTING

ROD CLEARANCE

10-16
PISTON AND CRANKSHAFT
INSTALLATION CONNECTING
Lubricate the bearings with engine oil. Slide the ROD MARK
crankshaft into the bearing and add shim(s). Install
the crankcase cover and check to see that the
crankshaft turns freely. Measure the side clearance
of the crankshaft as follows:
Side Clearance of Crankshaft
1. Set a dial gauge, as shown in Figure 10-33,
push the shaft in and measure the clearance.
2. If the side clearance exceeds the allowable lim-
its, adjust with shims.
Remove the crankcase cover and assemble the
piston to the connecting rod. Heat the piston to
300°F (149°C). Position the piston on the connect-
CAP
ing rod. Install the piston pin. Install the lock rings on MARK
each side of the piston pin.
Installing the Piston in Cylinder: When installing
the piston assembly, observe the markings on the CT1091-1s
connecting rod, cap and splasher. See Figure

10-34.
1. Turn the crankshaft to position the crankpin at
FIGURE 10-34. ROD CAP ASSEMBLY
the bottom of its stroke.
2. Lubricate the piston assembly and inside of cyl-
inder wall. Compress the rings with a ring com-
pressor as shown in Figure 10-35.
3. Tap the piston down into the bore with the han-
dle end of a hammer until the connecting rod is
seated on the crankpin.
CT1066-2s
FIGURE 10-33. SIDE CLEARANCE OF

CRANKSHAFT Redistribution
FIGURE 10-35. or publication
INSTALLING of this document,
PISTON
10-17
Crankpin Clearance Compare the widest point of the flattened Plas-
ti-gage with the graduations on the envelope to
1. Wipe the oil off the rod cap and crankpin. determine the crankpin clearance.
2. Place a piece of the correct size Plasti-gage 5. Remove the Plasti-gage. Lubricate the rod
across the full width of the rod cap about 1/4 crankpin and cap. Install the connecting rod
inch (6 mm) off center (Figure 10-36). cap. The rod cap must be tapped several times
3. Install the rod cap and tighten to the specified to properly align it with the connecting rod.
torque. Do not rotate crankshaft after the rod Tighten the connecting rod bolts to the speci-
cap is in place. fied torque.
4. Remove the rod cap and leave the flattened 6. Crank the engine several times to see that the
Plasti-gage on the part to which it adheres. crankshaft turns freely.
ENVELOPE
GRADUATION
SCALE
PLASTIGAGE
CT1092-1s
FIGURE 10-36. MEASURING CRANKPIN CLEARANCE

10-18
BEARINGS
The crankshaft bearing is pressed into the engine
block and three bearings are pressed into the
crankcase cover. The bearing in the engine block
can be pressed out after the oil seal is removed (fol-
lowing section). The bearings in the crankcase cov-
er can be pulled out using a puller. Clean the bear-
ing mounting surfaces and press new bearings
back in.
OIL SEAL
Use an oil seal remover to pry the oil seal out of the
engine block. Clean the oil seal resting surface and
lubricate surface before installing new oil seal.
Press new oil seal into the engine block until oil seal OIL SEAL
is flush with cylinder block boss (see Figure 10-37). CT1093-1s
Lubricate the lips of the oil seal with a light coating of

grease. This provides initial lubrication until engine
oil reaches the seal. FIGURE 10-37. OIL SEAL

10-19
COMPRESSION RELEASE SYSTEM
(SPEC A-D ONLY) ENGINE START POSITION
CAM GEAR
This engine has a compression release system that TAPPET
FLYWEIGHT
decreases the amount of effort required to start the
CAMSHAFT
engine and reduces engine run-on when stopping
(Figure 10-38).
The system works as follows:
1. As the engine is started, a spring holds in the
flyweight which in turn pushes a decompres-
sion pin upward.
2. The decompression pin pushes up on the ex-
haust tappet and opens the exhaust valve mo- DECOMPRESSION
mentarily to release compression and make PIN
SPRING
starting easier.
ENGINE RUNNING POSITION
3. As the engine speeds up, the flyweight is
forced outward by centrifugal force and the de-
compression pin moves down so that it no lon-
ger opens the exhaust valve.
4. When the engine is stopped, engine speed
drops and the flyweight pulls in and the decom-
pression pin moves up. The pin opens the ex-
haust valve again releasing compression.
The most common cause of problems with this sys-
tem is a faulty spring, the spring may be too long or it
may not be connected. A spring that is too long will
CT-1121s
reduce the decompression cutoff speed. Make sure
that the spring is properly attached. If a problem
with the cutoff speed is still suspected, replace the
spring. FIGURE 10-38. COMPRESSION RELEASE SYSTEM

10-20
11. Service Checklist
WARNING
EXHAUST GAS IS DEADLY!

Exhaust gases contain carbon monoxide, an odorless and colorless gas.
Carbon monoxide is poisonous and can cause unconsciousness and death.
Symptoms of carbon monoxide poisoning can include:
• Dizziness • Throbbing in Temples

• Nausea • Muscular Twitching
• Headache • Vomiting
• Weakness and Sleepiness • Inability to Think Coherently
IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS, GET
OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist, seek medi-
cal attention. Shut down the unit and do not operate until it has been in-
spected and repaired.
Never sleep in the vehicle with the genset running unless the vehicle interior
is equipped with an operating carbon monoxide detector. Protection against
carbon monoxide inhalation also includes proper exhaust system installa-
tion and visual and audible inspection of the complete exhaust system at the
start of each genset operation. 1-RV
GENERAL WIRING
Verify that all wiring connections are tight and
After the genset has been serviced and reinstalled
installed properly. Make certain that wires do not
in the vehicle, inspect the installation and test the
run over hot, sharp or rough surfaces and are not
genset to confirm that the genset will operate prop-
kinked or worn. Check each of these connections:
erly and produce its full rated load capacity. Check
each of the following areas before putting the gen- • Load wires
set into service. • Control wires
• Ground strap
• Battery cables
MOUNTING
INITIAL START ADJUSTMENTS
Examine all mounting bolts and supporting mem-
bers to verify that the genset is properly mounted. CAUTION Voltage/frequency-sensitive equip-
All fasteners should be tightened securely, to pre- ment such as VCRs, televisions, computers,
vent them from working loose when subjected to etc. can be damaged by power line frequency
vibration. variations. Some solid-state devices are pow-
ered whenever connected to an AC outlet even
if the device is not in actual operation. For this
LUBRICATION reason, disconnect all devices that are voltage-
or frequency-sensitive before attempting any
If the engine oil was drained, fill the crankcase with carburetor/governor adjustments. If discon-
oil of the recommended classification and viscosity. necting the devices is not possible, open the
Refer to the appropriate operator’s manual for the circuit breaker(s) at the distribution panel or at
specific recommendations and procedures. the genset. Redistribution or publication of this document,
11-1
If the fuel system was worked on, check that the idle cuts, cracks and abrasions and make sure it is not
and main adjustment screws are adjusted as de- rubbing against anything that could cause damage.
scribed in the fuel system sections of Section 8. Pri-
mary Engine Systems before starting the genset. WARNING Leaking fuel creates a fire hazard
Reinstall adjustment screw limiter caps. which can result in severe personal injury or
death if ignited by flame, spark, pilot light, ciga-
Start the genset, then immediately adjust the gover-
rette, arc-producing equipment, electrical
nor speed for a safe no-load operating speed. With
switch, or other ignition source. If fuel leaks are
no load applied, listen for unusual sounds or vibra-
detected, shut off the genset and correct leak
tions. Warm up the genset for at least 15 minutes at
immediately.
50% to 75% of rated load and check that the choke
is completely open. Adjust the carburetor and gov-
ernor as specified in the governor and fuel system OUTPUT CHECK
sections of Section 8. Primary Engine Systems.
Apply a full load to make sure the genset can pro-
EXHAUST SYSTEM duce its full rated output. Use a load test panel to ap-
ply a progressively greater load until full load is
With the genset operating, inspect the entire ex- reached.
haust system including the muffler and exhaust
pipe. Make certain that the exhaust pipe terminates CONTROL
beyond the perimeter of the coach. Visually and au-
dibly check for leaks at all connections, welds, gas- Stop and start the genset several times at the gen-
kets, and joints. Also make sure that exhaust pipes set control and remote control (if equipped) to verify
do not heat surrounding areas excessively. If leaks that it functions properly.
are detected, correct immediately.
WARNING Inhalation of exhaust gases can re- MECHANICAL
sult in severe personal injury or death. Inspect
Stop the genset and inspect it for leaking gaskets,
exhaust system audibly and visually for leaks.
loose fasteners, damaged components, or interfer-
Shut off the engine and repair leaks immediate-
ence problems. Repair as required. Inspect the
ly.
genset compartment and verify that there are no
FUEL SYSTEM breaks or openings in the vapor-proof wall that sep-
arates the compartment from the vehicle interior.
With the genset operating, inspect the fuel supply Seal openings as required. Make sure that all
line and fittings for leaks. Check flexible section for soundproofing material is in place.

11-2
12. Wiring Schematic/Diagram
DRAWING NO. DESCRIPTION FIG NO.
611-1194 Wiring Schematic - MicroLite, Spec A (60 Hertz) . . . . . . . . . . . . . . 12-1
611-1194 Wiring Diagram - MicroLite, Spec A (60 Hertz) . . . . . . . . . . . . . . . . . 12-2
611-1225 Wiring Schematic - MicroLite, Spec B through E (60 Hertz) . . . . . 12-3
611-1225 Wiring Diagram - MicroLite, Spec B through E (60 Hertz) . . . . . . . 12-4
611-1226 Wiring Schematic - MicroLite, Spec B through E (50 Hertz) . . . . . . 12-5
611-1226 Wiring Diagram - MicroLite, Spec B through E (50 Hertz) . . . . . . . 12-6
611-1226 Voltage Reconnection - MicroLite, Spec B through E (50 Hertz) . . 12-7
611-1245 Wiring Schematic - MicroLite, Begin Spec F (50 Hertz) . . . . . . . . . 12-8
611-1245 Wiring Diagram - MicroLite, Begin Spec F (50 Hertz) . . . . . . . . . . . 12-9
611-1245 Voltage Reconnection - MicroLite, Begin Spec F (50 Hertz) . . . . . 12-10
611-1246 Wiring Schematic - MicroLite, Begin Spec F (60 Hertz) . . . . . . . . . 12-11
611-1246 Wiring Diagram - MicroLite, Begin Spec F (60 Hertz) . . . . . . . . . . . 12-12
611-1255 Wiring Schematic - MicroLite, Begin Spec F (60 Hz/100 V) . . . . . . 12-13
611-1255 Wiring Diagram - MicroLite, Begin Spec F (60 Hz/100 V) . . . . . . . . 12-14
611-1255 Voltage Reconnection - MicroLite, Begin Spec F (60 Hz/100 V) . . 12-15
611-1264 Wiring Schematic - MicroLite, Begin Spec G (50 Hertz) . . . . . . . . . 12-16
611-1264 Wiring Diagram - MicroLite, Begin Spec G (50 Hertz) . . . . . . . . . . . 12-17
611-1264 Voltage Reconnection - MicroLite, Begin Spec G (50 Hz/100 V) . . 12-18
611-1265 Wiring Schematic - MicroLite, Begin Spec G (60 Hz) . . . . . . . . . . . 12-19
611-1265 Wiring Diagram - MicroLite, Begin Spec G (60 Hz) . . . . . . . . . . . . . 12-20

12-1
(FUEL SOLENOID LP)
Redistribution
FIGURE 12-1. WIRING SCHEMATIC 611-1194 (MICROLITE, SPEC A – 60orHERTZ)
publication of this document,
12-2
SEE FIGURE 121 FOR DESCRIPTIONS
Redistribution
FIGURE 12-2. WIRING DIAGRAM 611-1194 (MICROLITE, SPEC or publication of this document,
A – 60 HERTZ)
12-3
(FUEL SOLENOID LP)
FIGURE 12-3. WIRING SCHEMATIC 611-1225 (MICROLITE, SPEC B Redistribution

THROUGHorEpublication of this document,
– 60 HERTZ)
12-4
SEE FIGURE 123 FOR DESRIPTIONS
Redistribution E
FIGURE 12-4. WIRING DIAGRAM 612-1225 (MICROLITE, SPEC B THROUGH or –
publication
60 HERTZ) of this document,
12-5
FIGURE 12-7
(FUEL SOLENOID LP)
FIGURE 12-5. WIRING SCHEMATIC 611-1226 (MICROLITE, SPEC B Redistribution

THROUGHorEpublication of this document,
– 50 HERTZ)
12-6
Redistribution E
FIGURE 12-6. WIRING DIAGRAM 612-1226 (MICROLITE, SPEC B THROUGH or –
publication
12-7
THE CONTROL PANEL. CLOCKWISE ROTATION WILL INCREASE THE VOLTAGE BY A MAXIMUM INCREASE
NOTE: OUTPUT VOLTAGE CAN BE ADJUSTED BY USE OF THE ADJUSTMENT POT ON THE FRONT OF
OF 20 VAC.
FIGURE 12-7. VOLTAGE RECONNECTION DIAGRAM 612-1226 (MICROLITE, SPEC B THROUGH E –

50 HERTZ) Redistribution or publication of this document,
12-8
FIGURE 12-10.
4. S2 IS USED ON SPEC AF, IF APPLICA

BLE
FOR CONNECTIONS
SEE FIGURE 12-10
Redistribution
FIGURE 12-8. WIRING SCHEMATIC 611-1245 (MICROLITE, BEGIN SPEC F –or50 publication
HERTZ) of this document,
12-9
FIGURE 12-9. WIRING DIAGRAM 611-1245 (MICROLITE, BEGINRedistribution

SPEC F – or 50publication
HERTZ)of this document,
12-10
12-11
FIGURE 12-10. VOLTAGE RECONNECTION DIAGRAM 612-1245 (MICROLITE,
Redistribution
BEGINorSPEC
publication
F – of
OF 20 VAC.
50this
HERTZ)
document,
2. S2 IS USED ON SPEC AF, IF APPLICA
BLE
Redistribution
FIGURE 12-11. WIRING SCHEMATIC 612-1246 (MICROLITE, BEGIN SPEC F or publication
– 60 HERTZ) of this document,
12-12
1. S2 IS USED ON SPEC AF, IF APPLICABLE SEE FIGURE 1211 FOR DESCRIPTIONS

SPEC F –or60 publication
12-13
FIGURE 12-15.
4. S2 IS USED ON SPEC AF, IF APPLICABLE
FOR CONNECTIONS
SEE FIGURE 12-15
Redistribution
FIGURE 12-13. WIRING SCHEMATIC 612-1255 (MICROLITE, BEGIN SPEC F –or60 publication
HZ/100ofV)this document,
12-14
1. S2 IS USED ON SPEC AF, IF APPLICABLE SEE FIGURE 1213 FOR DESCRIPTIONS
FIGURE 12-14. WIRING DIAGRAM 612-1255 (MICROLITE, BEGIN Redistribution

SPEC F – 60 or publication
HZ/100 V) of this document,
12-15
12-16
FIGURE 12-15. VOLTAGE RECONNECTION DIAGRAM 612-1255 (MICROLITE,
Redistribution
BEGIN SPEC
or publication
F – 50
OF 20 VAC.
of this
HZ/100 V)
document,
Redistribution
FIGURE 12-16. WIRING SCHEMATIC 611-1264 (MICROLITE, BIGIN SPEC G or publication
– 50 HERTZ) of this document,
12-17

SPEC G –or50 publication
HERTZ) of this document,
12-18
Redistribution
FIGURE 12-18. VOLTAGE RECONNECTION DIAGRAM 611-1264 (MICROLITE, BEGINorSPEC
publication
G –of50
thisHERTZ)
document,
12-19
Redistribution
FIGURE 12-19. WIRING SCHEMATIC 611-1265 (MICROLITE, BEGIN SPEC G or – publication
12-20

SPEC G –or60 publication
12-21
12-22
Cummins Power Generation
1400 73rd Avenue N.E.
Minneapolis, MN 55432
763-574-5000
Fax: 763-528-7229 Redistribution or publication of this document,
Cummins and Onan are registered trademarks of Cummins Inc.

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KY

MicroLite 4000 Series

Printed U.S.A. 981-0503

Redistribution or publication of this document,

Redistribution or publication of this document,

GENERAL PRECAUTIONS • Use approved non-conductive flexible fuel hose for

Redistribution or publication of this document,

WARNING Improper service or parts replace-

WARNING Unauthorized modifications or re-

WARNING LPG (liquified petroleum gas) is

See the Parts Manual for parts identification num-

When contacting Onan for parts, service or product

MicroLite is a trademark of the Onan Corporation. Redistribution or publication of this document,

Redistribution or publication of this document,

Redistribution or publication of this document,

FACTORY SPECIFICATION ALLOWABLE

Cylinder Head Distortion – – 0.0157

Cylinder Bore I.D. 3.1102 3.1110 3.1138

Connecting Rod Journal O.D. 1.3177 1.3181 1.3157

Side Clearance – – 0.0098

Piston Pin Bore I.D. 0.7093 0.7096 0.7106

Large Bore I.D. 1.3189 1.3199 1.3204

Large Bore Clearance 0.0008 0.0022 0.0047

Side Clearance on Crankshaft 0.0157 0.0433 0.0590

Lobe Height (Intake and Exhaust) 1.4035 1.4059 1.3997

Piston Skirt O.D. 3.1089 3.1094 3.1063

Pin Bore I.D. 0.7084 0.7087 0.7084/0.7087

Redistribution or publication of this document,

FACTORY SPECIFICATION ALLOWABLE

Piston Pin O.D. 0.7087 0.7089 0.7067

Top Compression Ring 0.0579 0.0587 0.0563

Second Compression Ring 0.0579 0.0587 0.0570

Top Compression Ring to Ring 0.0016 0.0032 0.0047

Second Compression Ring to 0.0008 0.0012 0.0039

Top Compression Ring End Gap 0.0120 0.0140 0.0197

Second Compression Ring End 0.0120 0.0140 0.0197

Oil Ring Side Rail Gap 0.0120 0.0140 0.0197

Valve Stem O.D. 0.2740 0.2746 0.2732

Valve Guide I.D. 0.2756 0.2762 0.2768

Valve Stem to Guide Clearance 0.0010 0.0022 0.0002/0.0035

Valve Stem to Rocker Arm 0.0008 0.0032 0.0008/0.0032

Face Angle 45° N/A

Redistribution or publication of this document,

FACTORY SPECIFICATION ALLOWABLE

Intake Valve Seat

Seat Width 0.0433 N/A

Seat Angle 45° N/A

Valve Stem O.D. 0.2732 0.2740 0.2732

Valve Guide I.D. 0.2756 0.2762 0.2748/0.2768

Valve Stem to Guide Clearance 0.0016 0.0030 0.0002/0.0035

Valve Stem to Rocker Arm 0.0008 0.0032 0.0008/0.0032

Face Angle 45° N/A

Exhaust Valve Seat

Seat Width 0.0433 N/A

Seat Angle 45° N/A

Free Length 1.8031 1.8228 1.6850

Distortion (Square) 0.0059

Ignition System Gasoline LPG

Spark Plug Gap 0.025 0.020 0.031/0.043