Pruebas y Ajustes Electricos.

Service Information System Page 1 of 74
Pruebas y Ajustes
D379B, D398B & D399 GENERATOR SET ENGINE ATTACHMENTS
Número de medio -SENR2547-00 Fecha de publicación -01/09/1981 Fecha de actualización -11/10/2001
Testing And Adjusting
Introduction
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS for D379B,
D398B, D399 GENERATOR SET ENGINE ATTACHMENTS, Form No. SENR2546. If the
Specifications in Form SENR2546 are not the same as in the Systems Operation and the Testing and
Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in
the book with the latest date.
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To
make a repair to a problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible
problem can be, and what repairs are needed. Normally, more or other repair work is needed beyond
the recommendations in the list. Remember that a problem is not normally caused only by one part,
but by the relation of one part with other parts. This list can not give all possible problems and
corrections. The serviceman must find the problem and its source, then make the necessary repairs.
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Engine Will Not Start
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Engine Will Not Start - Governor Shaft Does Not Move
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Engine Overspeeds On Start
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Engine Speed Is Not Stable
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Engine High Idle Speed Too Low
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Engine Cannot Be Shutdown Thru Governor. (UG8L And UG8D Governors Cannot Be
Shutdown Thru Throttle Shaft Or The Speed Setting Motor When The Low Idle Has Been
Properly Set)
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Engine Loses High Idle After Start Up
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Engine Low On Power
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Exhaust Temperature Is Too High
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Starter Motor Does Not Turn
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Alternator Gives No Charge
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Alternator Charge Rate Is Low Or Not Regular
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Alternator Charge Too High
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Alternator Has Noise
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Contactor Switch For Water Temperature Does Not Activate Shutoff Solenoid
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Contactor Switch For Water Temperature Activates Shutoff Solenoid At Wrong Temperature
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Contactor Switch For Oil Pressure Fails To Activate Shutoff Solenoid.
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Contactor Switch For Overspeed Fails To Activate Shutoff Solenoid.
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Contactor Switch For Overspeed Activates Shutoff Solenoid At Wrong Speed.
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Shutoff Solenoid Fails To Stop Engine.
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Shutoff Solenoid Prevents Engine Start.
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Electrical Gauges Give Wrong Readings.
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Engine Will Not Start.
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Engine Overspeeds On Starts.
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Engine Overspeeds After Operation At Rated Speed For Some Time.
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Low Idle Speed Potentiometer Gives No Adjustment.
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Engine Does Not Return To Low Idle When The Idle (Oil Pressure) Switch Opens.
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Engine Speed Does Not Have Stability.
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Speed Trim Potentiometer Gives No Adjustment.
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Rated Speed Potentiometer Gives No Adjustment.
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Load Sharing Is Not Correct.
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Engine Speed Is Not Isochronous.
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Engine Will Not Start.
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Engine Overspeeds On Starts.
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Engine Overspeeds After Operation At Rated Speed For Some Time.
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Low Idle Speed Potentiometer Gives No Adjustment.
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Engine Does Not Return To Low Idle When The Idle (Oil Pressure) Switch Opens.
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Engine Speed Does Not Have Stability.
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Speed Trim Potentiometer Gives No Adjustment.
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Rated Speed Potentiometer Gives No Adjustment.
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Load Sharing Is Not Correct.
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Engine Speed Is Not Isochronous.
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System Does Not Have Stability When Parelleling Or In Parallel.
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Automatic Start/Stop System.
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No Supply Of Standby Current
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Standby Current Supply Stops Before Normal Current Returns
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Operation Of Standby System When Standby Current Is No Longer Needed
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Engine Will Not Start
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Engine Will Start, But shuts Down When Oil Pressure Override Is Removed
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Engine Will Only Run Below 70% Of Rated Speed
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Air Inlets Trip On Load Rejection
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Air Inlet Does Not Close (One Or Both)
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Engine Will Not Restart After Operation Or Emergency Manual Shutoff
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Engine Equipped With 5N5880 Remote Emergency Shutoff Will Not Shut Off
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Engine Will Not Shutoff When Checking Low Engine Oil Pressure Protection
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Engine Will Not Shutoff But Cycle Up And Down In Speed When Checking Low Engine Oil
Pressure Protection
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Hydramechanical Control Unit Does Not Operate
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Measuring Engine Speed

Measuring Engine Speed
5P2150 Engine Horsepower Meter or 6V3121 Multitach Group1P5500 Portable Phototach Group
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5P2150 ENGINE HORSEPOWER METER
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the
engine. Special Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives
instructions for the test procedure.
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6V3121 MULTITACH GROUP

1. Carrying case. 2. Power cable. 3. Tachometer generator. 4. Tachometer driver group. 5. Multitach.
Special Instruction Form No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions
for the test procedure.
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1P5500 PORTABLE PHOTOTACH GROUP
The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the
engine. It also has the ability to measure engine speed from visual engine parts in rotation. Special
Instruction Form No. SMHS7015 has instructions for its use.
Woodward UG8 Dial Governor

Compensating Adjustment
Although the governor may appear to be operating satisfactorily at no load, high overspeeds and
underspeeds after load changes and slow return to normal speed are the results of incorrect
compensation adjustments.
Make compensating adjustments after the temperature of the engine and the oil in the governor have
reached normal operating values and with the engine running at no load conditions.
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UG8 DIAL GOVERNOR

1. Nut. 2. Compensation pointer. 3. Plug.
1. Loosen the nut that holds the compensation pointer and move the pointer up as far as it will go.
Tighten the nut.
2. Remove the plug from the base of the governor.
3. Use a wide blade screwdriver and engage the wide screwdriver slot in the needle valve. Turn the
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needle valve three or more turns in a counterclockwise direction.
4. Let the engine surge for approximately 30 seconds to help remove air from the governor.
5. Loosen the nut that holds the compensation pointer and move the pointer down as far as it will go.
Tighten the nut.
6. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
7. Check the number of turns the needle valve is open. To find the number of turns the needle valve
is open, close the valve completely and make a note of the number of turns needed to close the valve.
8. Open the needle valve to the same position at which the engine did not surge.
9. Move the governor linkage to change the engine speed. If the engine does not surge, and the
needle valve is 1/2 to 3/4 of a turn open, the governor adjustment is correct. Install the plug in the
base. If the needle valve is more than 3/4 of a turn open, do the steps that follow.
10. Loosen the nut that holds the compensation pointer and move the pointer up two marks on the
pointer scale.
11. Turn the needle valve three or more turns in a counterclockwise direction.
16. Move the governor linkage to change the engine speed.
If the engine does not surge, and the needle valve is 1/2 to 3/4 of a turn open, the governor
adjustment is correct. Install the plug in the base. If the needle valve is more than 3/4 of a turn open
do Steps 10 thru 16 again.
A needle valve that is opened less than 1/2 turn will cause the engine to be slow to return to normal
speed after a load change.
If the compensation pointer is too far toward the maximum position, the engine speed change will be
too great when the load changes.
High Idle Speed Adjustment

Connect a tachometer with good accuracy to the engine. Make reference to MEASURING ENGINE
SPEED.
1. Start the engine and run to get the engine to the normal temperature of operation.
2. Use synchronizer control knob (5) to adjust the engine speed and check the high idle speed stop
adjustment.
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GOVERNOR ADJUSTMENTS (Typical Example)

1. Terminal lever. 2. Idler gear. 3. Load limit control. 4. Linkage. 5. Synchronizer control knob. 6. Gear. 7. Synchronizer
indicator knob.
3. If the high idle speed is not correct, remove the dial plate.
NOTE: Make reference to the FUEL SETTING INFORMATION for the correct high idle speed.
4. Loosen the setscrew on synchronizer indicator knob (7), remove tapered pin if equipped and
remove the knob.
5. Pull gear (6) out of mesh with idler gear (2). Turn synchronizer control knob (5) until the correct
high idle speed is reached.
6. To set the high idle speed stop, turn gear (6) clockwise until the stop pin on the gear makes contact
with idler gear (2). Push gear (6) into mesh with idler gear (2).
7. Turn the synchronizer control knob counterclockwise to change the engine speed. Now turn the
knob to the high idle stop and check the high idle adjustment.
8. Install the synchronizer indicator knob and the dial plate.
NOTE: Low idle speed is not adjustable, but will change as high idle adjustment is made. If low idle
is not correct, an increase in high idle speed will increase low idle speed, and a decrease in high idle
speed will decrease low idle speed.
Fuel Rack Adjustment

9S240 Rack Positioning Tool Group.
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RACK POSITIONING TOOLS

1. 9S227 Bracket Group. 2. 8S2283 Dial Indicator. 3. 8S3675 Contact Point .125 in. (3.18 mm) long.
1. Remove timing pin (4), clamp (5), and the plug and seal behind the clamp.
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TIMING PIN AND CLAMP

4. Timing pin. 5. Clamp.
2. Fasten bracket (1) to the fuel pump housing.
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BRACKET INSTALLED
1. Bracket.
3. Turn the governor load limit knob to ten and install dial indicator (2) with contact point (3) on
bracket (1).
NOTICE
Do not force the governor linkage toward increased fuel unless the load
limit knob is turned to TEN. The result will be damage to the governor.
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DIAL INDICATOR INSTALLED

1. Bracket. 2. Dial indicator. 6. Spacer.
4. Put spacer (6) between the flange on the rod and the bracket. Push the flange toward the fuel pump
housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with
the hand. Remove the spacer.
5. Use the lever on the governor terminal shaft to move the fuel rack to the FUEL ON position until
contact is made with the adjustment stop screw.
6. Read the rack travel measurement on the dial indicator and compare with the measurement given
in the FUEL SETTING INFORMATION.
7. To adjust the rack travel, cut lockwire (7) and remove cover (8). Loosen the adjustment screw
locknut and move lock free of pin.
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COVER FOR RACK ADJUSTING SCREW

7. Lockwire. 8. Cover.
8. Turn the adjustment screw counterclockwise to increase the fuel rack travel or clockwise to
decrease rack travel. When the fuel rack is adjusted correctly, move the lock to engage the nearest
notch with the pin. Tighten the locknut and install the cover and lockwire and seal.
Governor Linkage Adjustment

1P2385 Protractor Tool.
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The three basic ways to use the 1P2385 Protractor Tool are shown:
I. Vertical housing face to lever angle.

II. Horizontal or level or lever angle.
III. Lever to lever angle.
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1P2385 PROTRACTOR TOOL USAGE

A. Angle setting indicator. B. Protractor plate edge aligned with lever. C. Vertical housing face and extension arm
alignment. D. Level bubble. E. Angle setting indicator. F. Extension arm aligned with lever. G. Extension arm aligned
with lever. H. Plate edge aligned with second lever. I. Angle setting indicator.
1. Turn governor terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the
angle shown.
2. Install lever (3) with the rack in the FUEL-OFF position at the angle shown.
3. With both levers at the FUEL-OFF position, adjust linkage (2) and install on the levers.
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GOVERNOR LINKAGE ADJUSTMENT

1. Governor lever. 2. Linkage. 3. Lever.
Woodward UG8 Lever Governor

Compensating Adjustment
Although the governor may appear to be operating satisfactorily at no load, high overspeeds and
underspeeds after load changes and slow return to normal speed are the results of incorrect
compensation adjustments.
Make compensating adjustments after the temperature of the engine and the oil in the governor have
reached normal operating values and with the engine running at no load conditions.
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UG8 LEVER GOVERNOR

1. Nut. 2. Compensation pointer. 3. Plug.
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1. Loosen the nut that holds the compensation pointer and move the pointer up as far as it will go.
Tighten the nut.
2. Remove the plug from the base of the governor.
3. Use a wide blade screwdriver and engage the wide screwdriver slot in the needle valve. Turn the
needle valve three or more turns in a counterclockwise direction.
5. Loosen the nut that holds the compensation pointer and move the pointer down as far as it will go.
Tighten the nut.
9. Move the governor linkage to change the engine speed. If the engine does not surge, and the
needle valve is 1/2 to 3/4 of a turn open, the governor adjustment is correct. Install the plug in the
base. If the needle valve is more than 3/4 of a turn open, do the steps that follow.
10. Loosen the nut that holds the compensation pointer and move the pointer up two marks on the
pointer scale.
11. Turn the needle valve three or more turns in a counterclockwise direction.
16. Move the governor linkage to change the engine speed.
If the engine does not surge, and the needle valve is 1/2 to 3/4 of a turn open, the governor
adjustment is correct. Install the plug in the base. If the needle valve is more than 3/4 of a turn open
do Steps 10 thru 16 again.
A needle valve that is opened less than 1/2 turn will cause the engine to be slow to return to normal
speed after a load change.
If the compensation pointer is too far toward the maximum position, the engine speed change will be
too great when the load changes.
Low And High Idle Speed Adjustment

Connect a tachometer with good accuracy to the engine. Make reference to MEASURING ENGINE
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SPEED.
1. Start the engine and run to get the engine to the normal temperature of operation.
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LOW AND HIGH IDLE ADJUSTMENT

1. Low idle adjustment screw. 2. Locknut. 3. High idle adjustment screw. 4. Locknut. 5. Governor speed adjusting lever.
2. Move the governor speed adjusting lever (5) to run the engine at high idle speed. Loosen locknut
(4) and turn high idle adjustment screw (3). Turn adjustment screw (3) clockwise to decrease engine
speed and counterclockwise to increase engine speed.
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LOW AND HIGH IDLE STOP LEVERS

6. Low idle stop lever. 7. High idle stop lever.
3. After the high idle speed has been adjusted, tighten the locknut and check high idle speed again.
NOTE: Make reference to the FUEL SETTING INFORMATION for the correct low and high idle
speed.
4. Move the governor speed adjusting lever (5) to run the engine at low idle speed. Loosen locknut
(2) and turn low idle adjustment screw (1). Turn adjustment screw (1) clockwise to increase low idle
speed and counterclockwise to decrease low idle speed.
NOTE: If the high idle stop lever (7) or the low idle stop lever (6) are removed, mark the levers and
the shaft so that the levers can be installed in the correct location.
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BRACKET INSTALLED
1. Bracket.
3. Disconnect the linkage from the governor terminal shaft and move the fuel rack to the FUEL-OFF
position. Install dial indicator (2) with contact point (3) on bracket (1).
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4. Put spacer (6) between the flange on the rod and the bracket. Push the flange towards the fuel
pump housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at
zero. Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment
with the hand. Remove the spacer.
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5. Move the fuel rack to the FUEL-ON position until contact is made with the adjustment stop screw.
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Speed Droop Adjustment

Adjustment for Zero Droop
8S2328 Dial Indicator Group.5P7264 Indicator Contact Point Group.
1. Disconnect linkage from governor terminal lever (4).
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2. Remove cover from the top of governor.
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1. Speeder plug. 2. Bracket. 3. Droop cam. 4. Governor terminal lever. 5. Screw.
3. Install 3S3269 Contact Point 1.00 in. (25.4 mm) long on the dial indicator and install as shown
with the contact point on bracket (2) of speeder plug (1). Adjust the dial of the indicator to zero.
4. Move the governor terminal lever from the maximum position to the minimum position. The dial
indicator must read .000 to .002 in. (0.00 to 0.05 mm) for zero droop.
5. If the droop adjustment is not correct, loosen screw (5) and move droop cam (3). Tighten screw
(5). Move droop cam (3) toward speeder plug (1) to increase droop, and away from the speeder plug
to decrease droop.
6. Check the speed droop adjustment again with the dial indicator.
Adjustment for Positive Droop
1. Remove the cover from the top of the governor.
2. Connect a tachometer with good accuracy to the engine. Make reference to MEASURING
ENGINE SPEED.
3. Loosen screw (5) and move droop cam (3) on droop lever (6) to get distance (A) for the droop
percentage needed. See the chart for Speed Droop to get the dimension needed.
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SPEED DROOP ASSEMBLY

3. Droop cam. 5. Screw. 6. Droop lever. A. Speed droop setting.
NOTE: Dimension (A) is an approximate dimension. The final adjustments must be determined with
the engine running.
4. Start the engine and get to the normal temperature of operation.
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5. Put a load on the engine to get maximum full load. Make a note of the full load rpm.
6. Remove all load from the engine and make a note of the no load high idle rpm.
7. Find the difference of the no load high idle rpm and the full load rpm. Divide the difference by the
full load rpm and multiply times 100. The result is the percent of speed droop.
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8. If the speed droop is not correct, stop the engine and move droop cam (3) toward speeder plug (1)
to increase speed droop, or move away from the speeder plug to decrease speed droop.
9. Do Steps 4 thru 8 to check the speed droop and adjust again if needed.
Governor Linkage Adjustment

1P2385 Protractor Tool

II. Horizontal or level to lever angle.
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alignment. D. Level bubble. E. Extension arm aligned with lever. G. Extension arm aligned with lever. H. Plate edge
aligned with second lever. I. Angle setting indicator.
1. Turn governor terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the
angle shown.
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GOVERNOR LINKAGE ADJUSTMENT (TYPICAL ILLUSTRATION)

1. Governor lever. 2. Linkage. 3. Lever.
Air Fuel Ratio Control

Some UG8 Lever governors are equipped with an air fuel ratio control. Most adjustments are made
at the factory or when the unit is rebuilt and there is a test bench available to make the adjustments.
The following adjustment can be used to control acceleration smoke and engine response.
Adjustment:
NOTE: Engine must be shutdown before making this adjustment.
1. Remove cover from the top of the governor.
2. Turn adjusting screw (1) clockwise to reduce smoke or counterclockwise to increase engine
response.
3. Turn the adjusting screw 1/2 turn or less in the desired direction.
4. Replace the top cover on the governor.
5. Start the engine and check the acceleration smoke and engine response to see if further adjustment
is necessary. If necessary repeat Steps 1, 2 and 3.
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TOP VIEW OF LIMITER HOUSING

1. Adjusting screw.
Woodward EG-3P Actuator

There are no inside adjustments on the EG-3P Actuator. The low and high idle adjustments are made
on the control panel.

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3. Disconnect the linkage from the actuator terminal shaft and move the fuel rack to the FUEL-OFF
position. Install dial indicator (2) with contact point (3) on bracket (1).
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BRACKET INSTALLED
1. Bracket.
4. Put spacer (6) between the flange on the rod and the bracket. Push the flange towards the fuel
pump housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at
zero. Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment
with the hand. Remove the spacer.
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5. Move the fuel rack to the FUEL-ON position until contact is made with the adjustment stop screw.
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Actuator Linkage Adjustment

1P2385 Protractor Tool.

II. Horizontal or level to lever angle.
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alignment. D. Level bubble. E. Extension arm aligned with lever. G. Extension arm aligned with lever. H. Plate edge
aligned with second lever. I. Angle setting indicator.
1. Turn actuator terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the
angle shown.
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ACTUATOR LINKAGE ADJUSTMENT

1. Actuator lever. 2. Linkage. 3. Lever.
2301 Control Systems

Magnetic Pickup
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MAGNETIC PICKUP
1. Clearance dimension. 2. Magnetic pickup. 3. Wires. 4. Locknut. 5. Flywheel gear. 6. Adapter.
1. Crank the engine. Use a voltmeter to check the output of the magnetic pickup. Minimum cranking
voltage is 1.0V. Minimum voltage at 1500 rpm is 10V. If these voltages are not correct make an
adjustment as follows:
2. Loosen locknut (4).
3. Turn magnetic pickup (2) in until it just has contact with flywheel (5).
4. Turn the magnetic pickup out 1/2 revolution. This will make clearance dimension (1) .022 to .030
in. (0.56 to 0.76 mm).
5. Tighten the locknut to 50 ± 10 lb. ft. (70 ± 14 N·m).
6. Do Step 1 again. If the voltages are still not correct make replacement of the magnetic pickup.
Woodward EG-3P Governor Actuator

Check for Actuator Coil Resistance
1. Remove the connection plug from the EG-3P actuator.
2. There are four terminals on the actuator. They have marks "A", "B", "C" and "D". Connect the
probes of an ohmmeter between terminals "A" and "B". Put a jumper wire between terminals "C"
and "D".
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EG-3P ACTUATOR
3. If the coil resistance is not 30 to 40 ohms make a replacement of the actuator.
Potentiometer Adjustment (Parallel Or Nonparallel Control)

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2301 PARALLEL CONTROL

1. Speed potentiometer. 2. Stability potentiometer. 3. Gain potentiometer. 4. Ramp time potentiometer. 5. Low speed
potentiometer. 6. Load gain potentiometer. 7. Droop potentiometer. 8. De-droop potentiometer. 9. Load signal jacks.
Speed Potentiometer
Turn speed potentiometer (1) clockwise to increase or counterclockwise to decrease the full load rpm
of the engine.
Stability and Gain Potentiometers
1. Connect a DC voltmeter to terminals 16 (-) and 17 (+) on the parallel control [terminals 5 (-) and 6
(+) on the nonparallel control].
2. Start the engine. Run the engine until the coolant temperature is normal.
3. Turn gain potentiometer (3) clockwise until the voltmeter does not have stability.
4. Turn stability potentiometer (2) either direction until the voltmeter has stability.
5. Do Steps 3 and 4 several times until the stability potentiometer will not give the voltmeter
stability.
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6. Turn the gain potentiometer a small amount counterclockwise. Adjust the stability potentiometer
as necessary.
Ramp Time Potentiometer
Turn ramp time potentiometer (4) clockwise to increase or counterclockwise to decrease the amount
of time it takes the engine to accelerate from low idle to full load rpm.
Low Speed Potentiometer
1. Make sure there is an open between terminals 14 and 15 (terminals 9 and 10 on the nonparallel
control).
2. Turn low speed potentiometer clockwise to increase or counterclockwise to decrease the low idle
rpm.
Load Gain Potentiometer
NOTE: Stability and gain potentiometers must be correctly adjusted first.
1. Put the probes of a voltmeter in the load signal jacks (9).
2. Run the engine in single unit operation until the coolant temperature is normal.
3. Put a full load on the generator. Adjust load gain potentiometers until the load signal reading on
the voltmeter is 8V. If it is not possible to put a full load on the generator keep the ratio between the
load and the voltage signal constant. For example: if the load on the generator is 1/2 of its rated
capacity adjust the load gain potentiometer to get a load signal of 4V.
4. Do Steps 1, 2 and 3 to all the units in the system. The load signal for each unit in the system must
be the same.
5. If any of the units in the system have stability problems at this load gain setting, decrease the
setting for each unit a small amount. Keep the load signal for each unit in the system the same.
6. If the load signal at full load is decreased to 3V in Step 5 and the system still has a stability
problem do the steps that follow.
7. Parallel all of the units in the system at no load.
8. If the system has instability turn the stability potentiometer of each unit one mark
counterclockwise. Do this until the system has stability.
9. Put a load on the system. If the system has instability turn the stability potentiometer of each unit
one mark counterclockwise. Do this until the system has stability.
NOTE: The generator voltage regulator response may be too fast. Use a manual voltage regulator. If
this stops the instability, slow down the response of the generator voltage regulator.
Droop Potentiometer
The amount of speed droop adjustment available will vary with the application from 0 to 13%. The
desired speed droop will be different for different applications. Speed droop is the percent difference
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between the engine speed at no load and full load. To calculate speed droop use the formula:
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1. Get the desired speed droop for the application.
2. Multiply the full load speed by the desired speed droop. Add the number from this multiplication
to the full load speed to get the no load speed.
3. Run the engine until the coolant temperature is normal.
4. Adjust the engine speed to get the no load speed for Step 2.
5. Connect a known load to the engine. The load must be less than the full capacity of the engine.
Make a record of the decrease in engine speed.
NOTE: Load on engine or load on generator can be used.
6. Make a ratio between the load on the engine and the full load capacity of the engine. This ratio
must be the same as the ratio between the decrease in engine speed from Step 5 and the number from
the multiplication in Step 2. For example:
7. If the ratios are not the same an adjustment of the speed droop is necessary. Remove the load and
stop the engine. If the engine speed decreases too much according to the ratio, decrease the amount
of speed droop. If the decrease in engine speed is not enough increase the amount of speed droop.
8. Turn droop potentiometer (7) clockwise to increase or counterclockwise to decrease the amount of
speed droop.
De-Droop Potentiometer
1. Set the system for isochronous operation at the desired rpm. Droop potentiometer at zero droop.
2. Put the maximum available load on the unit, up to 100% of rated capacity.
3. If there is a change in rpm use the de-droop potentiometer to return the engine to the desired rpm.
Electrical System
Most of the testing of the electrical system can be done on the engine. The wiring insulation must be
in good condition, the wire and cable connections clean and tight and the battery fully charged. If on
the engine test shows a defect in a component, remove the component for more testing. The wire
size, color and recommendations of length are given in the WIRING DIAGRAMS in SYSTEMS
OPERATION.
Battery
9S1990 Battery Charger Tester.
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The battery circuit is an electrical load on the charging unit. The load is variable because of the
condition of the charge in the battery. Damage to the charging unit will result, if the connections,
(either positive or negative) between the battery and charging unit are broken while the charging unit
is charging. This is because the battery load is lost and there is an increase in charging voltage. High
voltage will damage, not only the charging unit but also the regulator and other electrical
components.
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9S1990 BATTERY CHARGER TESTER
NOTICE
Never disconnect any charging unit circuit or battery circuit cable
from battery when the charging unit is chargin.
Load test a battery that does not hold a charge when in use. To do this, put a resistance across the
main connections (terminals) of the battery. For a 6, 8 or 12V battery, use a test load of three times
the ampere/hour rating (the maximum test load on any battery is 500 amperes). Let the test load
remove the charge (discharge) of the battery for 15 seconds and, with the test load still applied, test
the battery voltage. A 6V battery in good condition will show 4.5V; an 8V battery will show 6V; a
12V battery will show 9V. Each cell of a battery in good condition must show 1.6V on either a 6, 8
or 12V battery.
The Special Instruction Form No. SEHS6891 with the 9S1990 Charger Tester gives the battery
testing procedure.
Charging System
Battery
The condition of charge in the battery at each regular inspection will show if the charging system is
operating correctly. An adjustment is necessary when the battery is always in a low condition of
charge or a large amount of water is needed (one ounce per cell per week or every 50 service hours).
Test the charging units and voltage regulators on the engine, when possible, using wiring and
components that are a permanent part of the system. Off the engine (bench) testing will give an
operational test of the charging unit and voltage regulator. This testing will give an indication of
needed repair. Final testing will give proof that the units are repaired to their original operating
condition.
Before starting on the engine testing, the charging system and battery must be checked. See the
following Steps.
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1. Battery must be at least 75% (1.240 Sp.Gr.) full charged and held tightly in place. The battery
holder must not put too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables
must be free of corrosion and have cable support clamps to prevent stress on battery connections
(terminals).
3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit
must give proper circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and
are able to drive the load of the charging unit.
Alternator Regulator Adjustment (Delco-Remy)
When an alternator is charging the battery too much or not enough, an adjustment can be made to the
charging rate of the alternator.
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ALTERNATOR REGULATOR ADJUSTMENT

1. Voltage adjustment cap.
1. Remove voltage alternator cap (1) from the alternator.
2. Turn cap (1) 90° and install it again into the alternator. The voltage cap has four positions: HI, LO
and two positions between the high and low settings.
- or -
3. Remove the covers from the end of the alternator to get access to the voltage regulator.
4. Remove the rubber from the potentiometer so that the small screw can be seen.
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5. Connect a voltmeter across the batteries to measure the regulation of the voltage.
NOTE: The batteries must have a good charge for this measurement.
6. Operate the alternator at medium speed for 30 seconds and take a measurement of the voltage.
The voltage must be 27.4 volts. Turn the small screw counterclockwise to get less voltage output and
clockwise to get more voltage output.
7. After the adjustment has been made, put a thin layer of silicone rubber sealant (3S6252) on the
adjustment screw and install the covers.
NOTE: Make sure the location of the wires to the voltage regulator is not over the transistor pins.
The transistor pins can make holes in the insulation for the wires and cause a short circuit.
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DELCO-REMY REGULATOR ADJUSTMENT

1. Potentiometer adjustment screw. 2. Transistor pins.
Starting System
When the engine has a prelube system, check it first to be sure all components function correctly.
See PRELUBE SYSTEM. After checking the prelube system, put a wire temporarily between the
connections of the oil pressure switch. This will let the following checks be made which is the same
as checking engines that do not have a prelube system.
Use a D. C. Voltmeter to find starting system components which do not function.
Move the starting control switch to activate the starter solenoid. Starter solenoid operation can be
heard as the pinion of the starter motor is engaged with the ring gear on the engine flywheel. The
solenoid operation also closes the electric circuit to the motor. Connect one lead of the voltmeter to
the solenoid connection (terminal) that is fastened to the motor. Ground the other lead. Activate the
starter solenoid and look at the voltmeter. A reading of battery voltage shows the problem is in the
motor. The motor must be removed for further testing. No reading on the voltmeter shows that the
solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an
adjustment to be made to starter pinion clearance. Pinion clearance is .36 in. (9.1 mm).
If the solenoid for the starter motor will not operate, current from the battery may not be getting to
the solenoid. Fasten one lead of the voltmeter to the connection (terminal) for the battery cable on
the solenoid. Ground the other lead. No voltmeter reading shows there is a broken circuit from the
battery. Further testing is necessary when there is a reading on the voltmeter.
Further test by fastening one voltmeter lead to the connector (terminal) for the small wire at the
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solenoid and the other lead to the ground. Look at the voltmeter and activate the starter solenoid. A
voltmeter reading shows that the problem is in the solenoid. No voltmeter reading shows that the
problem is in the starter switch or wiring. Fasten one lead of the voltmeter to the battery wire
connection of the starter switch and ground the other lead. A voltmeter reading indicates a failure in
the switch.
A starter motor that operates too slow can have an overload because of too much friction in the
engine being started. Slow operation of the starter motor can also be caused by shorts, loose
connections and/or dirt in the motor.
Pinion Clearance Adjustment (Delco-Remy)
Whenever the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can
be made with the starter motor removed.
1. Install the solenoid without connector (1) from the MOTOR connection (terminal) on solenoid to
the motor.
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CONNECTION FOR CHECKING PINION CLEARANCE

1. Connector from MOTOR terminal on solenoid to motor. 2. SW terminal. 3. Ground terminal.
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
3. Connect the other side of battery to ground terminal (3).
4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the
ground connection (terminal). The pinion will shift to crank position and will stay there until the
battery is disconnected.
5. Push the pinion toward commutator end to remove free movement.
6. Pinion clearance (6) must be .36 in. (9.1 mm).
7. Pinion clearance adjustment is made by removing plug and turning nut (4).
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PINION CLEARANCE ADJUSTMENT

4. Shaft nut. 5. Pinion. 6. Pinion clearance.
Prelube System
The electrical components in this circuit are the pump motor, relay, oil pressure switch and starter
switch. Install a wire around the oil pressure switch to test the components. This must be done with
CAUTION.
Relay
Find the damaged component by first checking to see if there is AC current to the pump motor.
Fasten a wire from the positive (+) side of the battery to the relay terminal (1) to complete the circuit
through the relay coil. The relay must activate and complete the AC circuit and cause the pump
motor to run. When this is done, run the pump long enough to make pressure show on the pressure
gauge. During checks that will follow, engine parts will receive lubrication.
Remove the wire from around the oil pressure switch.
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CHECKING PRELUBE SYSTEM RELAY

1. Relay terminal.
Oil Pressure Switch
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With a wire installed between both terminals (1) of the oil pressure switch, engage the starter switch
a moment. If the starter and solenoids engage, then the oil pressure switch has failed and must be
replaced with a new switch. Leave the wire in place if the switch has not failed and check the starter
switch.
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PRELUBE SYSTEM OIL PRESSURE SWITCH

1. Terminals.
Starter Switch
Use a wire installed between the starter battery terminal (2) and starter relay terminal (1). If the
starter and solenoids engage, the failure is in the starter switch. If the starter switch has not failed,
remove all wires that were installed for testing. See STARTING SYSTEM for further checks of the
circuit components of the starting system.
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CHECKING STARTER SWITCH

1. Starter relay terminal. 2. Starter battery terminal.
Shutoff And Alarm System Components

Contactor Switch For Oil Pressure
3P1564 Pressure Gauge, 0 to 60 psi (0 to 400 kPa).3B7734 Pipe Nipple, 1/8 in. X 3.5 in.3B6483
Cap.Two 3B7263 Pipe Nipples, 1/8 in. X 2 in.Two 3B9389 Shutoff Cock Fittings.Two 1F9369
Tees.44914 Tee.Two 5K3772 Hose Assemblies.8S4627 Circuit Tester.
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TEST EQUIPMENT
1. 3P1564 Pressure gauge 0 to 60 psi (0 to 400 kPa). 2. 3B7734 Pipe nipple. 3. 3B6483 Cap. 4. Oil supply line. 5.
3B7263 Pipe nipple. 6. 3B9389 Shutoff cock fitting. 7. 3B9389 Shutoff cock fitting. 8. 1F9369 Tees. 9. 5K3772 Hose
assemblies. 10. 44914 Tee.
Test Procedure
1. Remove the cover of the contactor switch and disconnect the wires from the normally closed (B or
Blue) terminal.
2. Disconnect the oil supply line from the contactor switch and install the test equipment as shown.
3. Connect the 5K3772 Hose from tee (10) to the contactor switch. Put the end of the other 5K3772
Hose in a pan.
4. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed
terminal. The light of the circuit tester will be activated.
5. Close shutoff fitting (7) and open shutoff fitting (6).
6. Look at the pressure gauge, start the engine and run it at low idle rpm. The light must go out, with
an increase in oil pressure, at the specification of the switch.
7. Close shutoff fitting (6) and slowly open shutoff fitting (7). The light must be activated, with a
decrease in oil pressure, at the specification of the switch.
8. Stop the engine.
9. Connect the wire(s) to the normally closed terminal.
10. On contactor switches with a button or a control knob either push the button or turn the knob to
the OFF position.
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11. Close shutoff fitting (7) and open shutoff fitting (6).
12. Start the engine and run it at low idle rpm.
13. Put a jumper wire between the common terminal and the normally closed terminal. This will
check the system beyond the contactor switch.
14. Remove the jumper wire.
Adjustment of Micro Switch Type
1. Loosen locknut (14) and turn adjustment screw (12) counterclockwise to make a decrease in the
tension of spring (13).
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CONTACTOR SWITCH FOR OIL PRESSURE (Micro Switch Type)

11. Set for start button. 12. Adjustment screw. 13. Spring. 14. Locknut. 15. Contact button.
2. Disconnect the wires from the normally closed terminal of the switch.
3. Start the engine and run it at low idle rpm.
4. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the pressure gauge shows the
pressure specification at which the switch must close with a decrease in pressure. Close shutoff
fitting (7).
5. Make sure the set for start button (11) is in the RUN position.
6. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed
terminal. The light of the circuit tester must not be activated.
7. Turn screw (12) clockwise until the light of the circuit tester is activated.
8. Tighten the locknut.
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WIRING CONNECTIONS
A. Normally closed B terminal. B. Normally open W terminal. C. Common R terminal.
9. To check the adjustment, close shutoff fitting (7) and open shutoff fitting (6).
10. Connect the wires to the normally closed terminal.
11. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the engine stops or the alarm
operates.
12. The pressure gauge must show the correct pressure specification of the switch as the engine stops
or the alarm operates.
Contactor Switch For Water Temperature

Fabricated heat sink.2F7112 Thermometer.3J5389 Plug.8S4627 Circuit Tester.
Method of Checking
1. Make a heat sink as shown. Material can be brass, steel or cast iron. Drill a 23/32 in. hole through
the plate and use a tap to make 1/2 in. NPT threads.
2. Put marks on the two contactor wires that connect the contactor to the circuit. Disconnect the two
wires.
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HEAT SINK [Dimension in inches (mm)]
3. Remove the contactor and install a 3J5389 Plug. Install the contactor switch in the heat sink.
4. Put the heat sink and contactor in water as shown. Use blocks to support the heat sink at surface
level.
5. Connect the 8S4627 Circuit Tester between the wires that connected the contactor to the circuit.
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TEST OF CONTACTOR SWITCH

1. 2F7112 Thermometer. 2. Fabricated heat sink.
6. Put the 2F7112 Thermometer in the water.
7. Use a torch to heat the water to the temperature range at which the contactor must activate. If the
circuit tester light does not come on within the temperature range given in the specifications make a
replacement of the contactor.
Rack Shut-Off Solenoid

The governor plunger shaft initial adjustment of distance from face of plunger to end of shaft should
be 1.50 in. (38.3 mm).
Effective travel can be measured with rack setting gauges to be sure rack is moved to shutoff
position. Make an on engine check with a 30 amp ammeter to be sure only the hold in windings are
energized when the rack is held by the solenoid in shut-off position. Current draw should be less than
2 amp.
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PLUNGER SHAFT ADJUSTMENT

1. Face of plunger to end of shaft 1.50 in. (38.3 mm). 2. Effective travel .30 in. (7.6 mm). 3. Starting position of plunger
face from mounting flange is .12 in. (3.0 mm) to measure effective travel of plunger.
Shut-Off Valve (Water Temperature)

3J5389 Plug.8B4509 Connector.3B9388 Connector.9M6543 Hose Assembly.4D6949 Hose
Assembly.3B7764 Reducing Bushing.Heat Sink.
NOTE: See the topic Contactor Switch for Water Temperature in TESTING AND ADJUSTING for
instructions to make a heat sink.
1. Remove oil lines.
2. Remove shut-off valve and install the 3J5389 Plug.
3. Install the oil lines using the bushing, hoses and connectors.
4. Start the engine and let it run at low idle.
5. Put the heat sink and the shut-off valve in water. Use a torch to make the water hot and, by using a
thermometer, take note of the temperature at which the engine stops.
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SHUT-OFF VALVE (WATER TEMPERATURE)
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6. Install a new valve if necessary.
NOTE: If engine does not stop, look for a defect in the contactor switch for oil pressure.
Coolant Level Switch
Testing
Lower the coolant level in the system to cause the float to lower and cause the switch points to make
contact. This can be done by removing some of the coolant or with application of 10 to 20 psi (70 to
140 kPa) of air pressure to the vent line connection (1) on top of the switch. Look at the float and
switch as the coolant level lowers. The float position is shown by the switch operating arm (2). The
switch (3) will be activated as the points make contact.
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COOLANT LEVEL SWITCH

1. Vent line connection. 2. Switch operating arm. 3. Switch.
Instruments And Gauges

Oil Pressure Sending Units
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SENDING UNIT FOR OIL PRESSURE

1. Terminal. 2. Fitting.
1. Connect the sending unit to a pressure source that can be measured with accuracy.
2. Connect an ohmmeter between fitting (2) and terminal (1).
3. Take resistance readings at the pressure shown in the chart.
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4. If a unit does not have the correct resistance readings make a replacement of the unit.
Water Temperature Sending Unit

1. Connect an ohmmeter between terminal (1) and nut (2). Put bulb (3) in a pan of water. Do not let
the bulb have contact with the pan.
2. Put a thermometer in the water to measure the temperature.
3. Take resistance readings at the temperatures shown in the chart.
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SENDING UNIT FOR WATER TEMPERATURE

1. Terminal. 2. Nut. 3. Bulb.
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4. If a unit does not have the correct resistance readings make a replacement of the unit.
Electric Gauges
1. Put the gauge in position with the letters horizontal and the face 30° back from vertical.
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WIRING DIAGRAM FOR TEST

1. Terminal (for test voltage). 2. Test resistance.
2. Connect the gauge in series with the power source and the middle test resistance shown in the
chart.
3. Let the gauge heat at the middle resistance for 5 minutes, then check the pointer position for all of
the resistances given.
Electronic Overspeed Switch

Wiring Diagram
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SHUTOFF SYSTEM WIRING DIAGRAM

1. Oil pressure switch. 2. Water temperature contactor. 3. Time delay switch. 4. Diode assembly. 5. 75% verify button. 6.
Reset button. 7. "LED" overspeed light. 8. Seal screw plug (overspeed). 9. Seal screw plug (crank terminate). 10. Rack
solenoid. 11. Magnetic pick-up. 12. Engine flywheel. 13. Voltage input. 14. Locknut. 15. Air gap.
Troubleshooting Procedure (Overspeed)

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Troubleshooting Procedure (Crank Terminate)

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Procedure A
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Overspeed Setting Calibration

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ELECTRONIC OVERSPEED SWITCH

5. Verify button. 6. Reset button. 7. "LED" overspeed light. 8. Seal screw plug (overspeed). 9. Seal screw plug (crank
terminate).
1. Remove lockwire and seal from seal screws (8 & 9). Remove seal screw (8) from access hole for
overspeed adjustment screw.
2. Use a small screwdriver and lightly turn O.S. (overspeed) adjustment potentiometer twenty turns
in the direction of "MAX ARROW" (clockwise).
NOTE: The overspeed adjustment screw is made so that it can not cause damage to the
potentiometer or be removed if the adjustment screw is turned too much.
3. Run engine at 75% of desired overspeed setting rpm. Make reference to the SPEED
SPECIFICATION CAHRT.
4. With engine at 75% of overspeed setting rpm, push VERIFY pushbutton (5) and hold in. Turn
O.S. (oveespeed) adjustment potentiometer in the direction opposite of "MAX
ARROW" (counterclockwise) slowly until "LED" overspeed light (7) comes on. Engine will shut
down if speed switch is connected to the fuel shutoff solenoid and/or air inlet shutoff solenoids.
5. To reset speed switch, push in reset button (6). Air inlet shutoffs must be manually reset.
6. Slowly turn O.S. (overspeed) adjustment potentiometer approximately one turn clockwise and do
Steps 3, 4 and 5 again.
NOTE: More adjustment may be needed to get the correct setting. Turn adjustment potentiometer
clockwise to increase speed setting and counterclockwise to decrease speed setting. Turn adjustment
potentiometer very slowly only a small amount at a time until adjustment is correct.
7. When the speed setting is correct, install seal screw (8) for overspeed adjustment hole and install
lockwire and seal.
Procedure B
Magnetic Pickup Adjustment
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MAGNETIC PICK-UP
12. Engine flywheel. 14. Locknut. 15. Air gap.
1. Stop engine.
2. Loosen magnetic pick-up locknut (14).
3. Turn the magnetic pick-up clockwise until contact is made with the teeth of the engine flywheel
ring gear (12).
4. Turn the magnetic pick-up counterclockwise one-half turn. This will give approximately .022
to .033 in. (0.56 to 0.84 mm) clearance at location (15), between the end of the magnetic pick-up and
the teeth of the flywheel ring gear.
5. After the clearance is correct, tighten the magnetic pick-up locknut to a torque of 50 ± 10 lb. ft.
(70 ± 14 N·m).
NOTE: Be sure the magnetic pick-up does not turn when the locknut is tightened.
Procedure C
Crank Terminate Speed Adjustment
1. Remove lockwire and seal from seal screws (8 & 9). Remove seal screw (9) from access hole for
crank terminate adjustment screw.
2. Use a small screwdriver and lightly turn C.T. (crank terminate) adjustment potentiometer twenty
turns in the direction of "MAX ARROW" (clockwise).
NOTE: The crank terminate adjustment screw is made so that it can not cause damage to the
potentiometer or be removed if the adjustment screw is turned too much.
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3. Turn the crank terminate adjustment potentiometer twelve turns in a direction opposite of "MAX
ARROW" (counterclockwise) for an approximate crank terminate setting.
4. Start engine and make a note of the speed at which the starter disengages. See the SPEED
SPECIFICATION CHART for the correct crank terminate speed for D379, D398 and D399 Engines.
NOTE: If setting is not correct do Steps 5 and 6. If setting was correct do Step 7.
5. Stop engine and turn adjustment potentiometer (clockwise to increase and counterclockwise to
decrease) crank terminate speed.
6. Start and make a note of the speed at which the starter disengages. If needed, make more small
adjustments until the crank terminate speed is correct.
7. Install seal screw (9) for crank terminate adjustment hole and install lockwire and seal.
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ELECTRONIC OVERSPEED SWITCH

5. Verify button. 6. Reset button. 7. "LED" overspeed light. 8. Seal screw plug (overspeed). 9. Seal screw plug (crank
terminate).
Procedure D
Overspeed Verify Test
1. Run engine at rated speed, push verify button (5) in for a moment. This will cause the speed
switch to activate and shut down the engine.
NOTE: Any time the engine speed is 75% or more of the overspeed setting, the engine will shut
down if the verify button is pushed.
EXAMPLE: For an engine with a rated speed of 1200 rpm the overspeed setting is 1416 rpm. The
overspeed verify test will shut down the engine at 75% of the overspeed setting of 1416 rpm. In this
example 75% of 1416 rpm is 1062 rpm. If the verify button is pushed at an engine speed of 1062
rpm or above the engine will shut down.
The "LED" overspeed light (7) will come on and stay on until the reset button is pushed after an
overspeed switch shut down. To restart the engine, push in reset button (6) for a moment. This will
reset the speed switch and the rack shutoff solenoid. The "LED" overspeed light (7) will go off. The
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air inlet shutoff must be manually reset.
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NOTE C: To verify overspeed shutdown system operation, push in for a moment the verify push
button. The engine must shut down at 75% or more of overspeed setting.
NOTE D: Input Voltage: Maximum 37 VDC Minimum 8 VDC.
NOTE E: The engine overspeed setting rpm is 118% of rated engine rpm.
NOTE F: The magnetic pick-up frequency (HZ) at the overspeed or cranking termination setting is
calculated with the formula that follows:
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If the rated speed of the engine is other than shown in the chart, the magnetic pick-up frequency for
the overspeed setting can be found according to NOTES E and F.
If a 2301 Governor is used, only one magnetic pick-up is needed. Use the magnetic pick-up from the
overspeed group. Connect the wires from the magnetic pick-up to the overspeed switch and then
connect wires from the speed switch to the 2301 Governor. The overspeed switch can be installed
close to the 2301 Governor if needed.
To reset overspeed switch, push in reset button for a moment.
Hydramechanical Protective System

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HYDRAMECHANICAL PROTECTIVE SYSTEM SCHEMATIC

1. Oil supply line. 2. Supply line. 3. Drain line disconnect point.
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The following tests can be made to insure the correct operation of the hydramechanical protective
system.
NOTICE
A mechanic with the proper training in hydramechanical protective
systems is the only one to make these tests.
Drive Coupling Test

1. Operate engine at low idle.
2. Wrap a shop towel around connection for supply line (2) and loosen the nut that secures the
supply line 1/2 to 3/4 of a turn.
3. Remove paint around connection, if any oil is present at the connection, the hydramechanical
shutoff unit is being driven through the drive coupling.
NOTE: This check can be made with the engine operating under loaded conditions without the
engine being shutdown.
Two Way Valve Test

2. Loosen drain line from two way valve at (3), no oil should leak.
3. If oil is flowing the two way valve has failed and must be replaced.
NOTE: This check can be made with the engine operating under load conditions without the engine
being shutdown.
Air Shutoff Test

2. Pull the red emergency manual shutoff knob, air shutoffs should actuate on both left and right
hand side to shutoff the engine. If engine does not stop check air shutoffs.
3. Rack should also shut off, if rack did not shutoff see RACK SHUTOFF TEST.
NOTE: If engine shutdown, manually reset the air shutoffs.
Rack Shutoff Test

1. Fasten air shutoffs in the open position.
3. Pull the emergency manual shutoff knob, the rack solenoid should activate to shutoff the rack and
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stop the engine.
4. If the rack does not shut off, check the operation of the rack actuator.
Before starting the engine, release the air shutoffs allowing the air
shutoffs to operate freely.
Low Oil Pressure Test

1. Disconnect oil supply line (1).
2. Install hoses and a hand operated valve between the fitting on the hydramechanical unit and the
engine oil sump.
NOTE: Hoses must be same inside diameter as oil supply line.
3. Hand operated valve must be closed.
5. Open hand operated valve. The lower oil pressure will cause the low oil pressure shutoff to stop
the engine by shuting off fuel through the rack actuator. Air shutoffs are not used in this operation.
6. If low oil pressure does not activate the rack, check the hydramechanical unit for a defect.
7. Remove the hoses and hand operated valve and connect the oil supply line.
Copyright 1993 - 2012 Caterpillar Inc. Thu Jul 26 22:31:33 EST 2012
Todos los derechos reservados.
Red privada para licenciados del SIS.
26/07/2012 22:32:41

Pruebas y Ajustes Electricos.

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Service Information System Page 1 of 74

Testing And Adjusting

Engine Will Not Start

Engine Will Not Start - Governor Shaft Does Not Move

Engine Overspeeds On Start

Engine Speed Is Not Stable

Engine High Idle Speed Too Low

Engine Loses High Idle After Start Up

Engine Low On Power

Exhaust Temperature Is Too High

Starter Motor Does Not Turn

Alternator Gives No Charge

Alternator Charge Rate Is Low Or Not Regular

Alternator Charge Too High

Alternator Has Noise

Contactor Switch For Oil Pressure Fails To Activate Shutoff Solenoid.

Contactor Switch For Overspeed Fails To Activate Shutoff Solenoid.

Contactor Switch For Overspeed Activates Shutoff Solenoid At Wrong Speed.

Shutoff Solenoid Fails To Stop Engine.

Shutoff Solenoid Prevents Engine Start.

Electrical Gauges Give Wrong Readings.

Engine Will Not Start.

Engine Overspeeds On Starts.

Engine Overspeeds After Operation At Rated Speed For Some Time.

Low Idle Speed Potentiometer Gives No Adjustment.

Engine Speed Does Not Have Stability.

Speed Trim Potentiometer Gives No Adjustment.

Rated Speed Potentiometer Gives No Adjustment.

Load Sharing Is Not Correct.

Engine Speed Is Not Isochronous.

Engine Will Not Start.

Engine Overspeeds On Starts.

Engine Overspeeds After Operation At Rated Speed For Some Time.

Low Idle Speed Potentiometer Gives No Adjustment.

Engine Speed Does Not Have Stability.

Speed Trim Potentiometer Gives No Adjustment.

Rated Speed Potentiometer Gives No Adjustment.

Load Sharing Is Not Correct.

Engine Speed Is Not Isochronous.

System Does Not Have Stability When Parelleling Or In Parallel.

Automatic Start/Stop System.

No Supply Of Standby Current

Standby Current Supply Stops Before Normal Current Returns

Operation Of Standby System When Standby Current Is No Longer Needed

Engine Will Not Start

Engine Will Only Run Below 70% Of Rated Speed

Air Inlets Trip On Load Rejection

Air Inlet Does Not Close (One Or Both)

Engine Will Not Restart After Operation Or Emergency Manual Shutoff

Hydramechanical Control Unit Does Not Operate

Measuring Engine Speed

5P2150 ENGINE HORSEPOWER METER

6V3121 MULTITACH GROUP

1P5500 PORTABLE PHOTOTACH GROUP

Woodward UG8 Dial Governor

UG8 DIAL GOVERNOR

2. Remove the plug from the base of the governor.

needle valve three or more turns in a counterclockwise direction.

16. Move the governor linkage to change the engine speed.

High Idle Speed Adjustment

GOVERNOR ADJUSTMENTS (Typical Example)

8. Install the synchronizer indicator knob and the dial plate.

Fuel Rack Adjustment