& @) ® @ yO 43 av Pr 4 g6 4" COMMERCIAL (ee ol” INSTRUCTION AND PARTS MANUAL EW TRACES (RE Sun sem TM/TR/TT-4900D GROUND POWER UNITS MANUFACTURED By Ae P.O BOX 1637 HOUSTON, TEXAS 77011 PHONE 713 923-2161 PARTS - SERVICE Anywhere Anytime April 1983ée &COMMERCIAL INSTRUCTION AND PARTS MANUAL GROUND POWER UNIT MODELS TM/TR/TT-4600D TM/TR/TT-4750D ‘TM/TR/TT-4900D PROPERTY OF: ie COMPANY ADDRESS. crry. : STATE ZIP CODE. MAILING DATA CHECK EACH MAILING NUMBER RECEIVED AND INSERT THE REVISED AND SUPPLE- MENTARY PAGES IN YOUR MANUAL. INFORMATION PERTAINING TO THE REVISED PAGE SERVICE SHOULD BE DIRECTED TO YOUR MAIN OFFICE, ATTENTION: DATE DATE DATE 5 Rev. March 1980__ 12 [J 30 2 (i Revs August 1981.4 a 3 fey Rev. April 1983 uM 25 CJ 40 3 26 sO «OM a7 6 vO 28 7 vO 29 8 oO 30 9 »O 31 10 ab 32 uO af 33eja wt FOREWORD This manual contains instructions on the overhaul, maintenance, and operation of the: ‘TM/TR/TT~4600, 4750, 4900 GROUND POWER UNIT Full benefit of the long life and dependability built into these units can be realized through proper operation and riaintenance. Of equal importance is the use of proper tools end procedures during equipment overhaul. Personnel responsible for operation and maintenance should study the sections of the manual pertaining to their particular duties. Similarly, before begining a repair or overhaul job, the service technician should read the manual carefully to familiarize himself with the components, parts, or subassemblies of the equipment with which he will be concerned. To aid the technician, in repair or service work on this unit, a Stewart & Stevenson identification nameplate is located on ‘he operator's compartment of the unit. STEWART & STEVENSON AIRCRAFT GROUND EQUIPMENT os me. L -._] 0 ED MUMBER -—! A STEWATT RSTEVENSON SERV PH 713-923-216! a0 la teat TEx 762401 HOUBTDU, TEXAS, EF Cab: StewSrEvE 77001 Fou jo 9. ‘The serial number identification of each unit will appear on the nameplate (as shown above) along with the work order and date of manu‘acture. The mailing address of Stewart & Stevenson, telephone number, telex number, and cable information are all located on the bottom of the nameplate. This necessary information will insure the customer a fast and accurate response to any parts ali/or service request. The serial number will periain to corresponding alpha code designations in the parts portion of this book. These lette: designations will notify customers of any change made to the unit and will be referene:d directly to the unit serial number located on the identification nameplate. If the 'Usesble On Code" column located in the parts section has been left blank or not referenced, the parts apply to all units. GSBL90 Revised April 1983 “FOREWORD-iUSEABLE ON CODE SERIAL NUMBER OF UNITS AFFECTED 4 NOTE Please verify the serial number on the unit's identification nameplate to determine which ¢odes apply to your unit. Alpha codes are assigned as equipment is manufactured at Stewart & Stevenson. Any modifications or changes to Stewart & ‘Stevenson units after manufacture may not be applicable under the codes listed below. NOTE Please verify the serial number on the unit's idertification nameplate and ENTER YOUR UNIT SERIAL NUMBER HERE: GSBL9I- 5 If applicable, enter your company identification number here: . A Effective with the following units: Original model units through Serial No. GSBL90-287, unit Serial No. GSBL90-293 through -298, and unit Serial No. GSBL90-301 through ~305. (Applies to the use of Kato manufactured generator.) B Effeetive with the following units: Unit Serial No. GSBL90-288 through -292, unit Serial No. GSBL90-299 a1¢ -300, and unit Serial No. GSBL90- 306 ‘and following units. (Applie: to the use of IEC manufactured generators.) FOREWORD-ii GSBL90a UNIT SERIAL NUMBER RECORD APPLICABILITY PAGE ‘This instruction manual is applicable to the following ground power unit serial numbers: 76375-1 76651-1 77283-1 7302-1 7287-1 76091-1 ‘16777-1 76284-1 75159-1 78279-1 78275-1 78906~1 thru 4 78503-1 78504-1 & 2 78505-1 7114-1 78071-4 78072-1 79164-1 78668-1 78245-1 GSBL 90-1 thrudaoy TABLE OF CONTENTS TITLE PAGE GSBL90 REVISION PAGE GSBL90 FOREWORD GSBL90 TECHNICAL ASSISTANCE sTD SAFETY PRECAUTIONS sTD TABLE OF CONTENTS GSBL90 SECTION DESCRIPTION 1 GENERAL DESCRIPTION STD-GEN 2 GROUND POWER UNIT GENERAL SPECIFICATIONS GSBL90 3 CONTROLS AND INDICATORS, AC 76284 a 4 OPERATING INSTRUCTIONS 76284 ~ 41 Preliminary Procedure 5 PREVENTI GSBL90 Starting Procedure Power Source Pre-Check Procedure Procedure for Applying 115 Volts (Phase to Neutral)/ 200 Volts (Phase to Phase) to Aircraft Running Checks Procedure for Removing 115/220 VAC from Aircraft Procedure for Shutdown After Operation Procedure Engine Protective Devices Aireraft Protective Devices : MAINTENANCE STD-TT-TM Introduction Engine Cooling System, Lubrication System, Batteries, and Fuel Requirements Cooling System Fuel System Batteries Lubrication System Periodic Inspection, Lubrication, and Maintenance General April 1983,SECTION 6.1 6.2 6.2.1 6.2.2 B11 TABLE OF CONTENTS (Continued) DESCRIPTION 5-22 Lubrication Instructions 5-25 Lubrication Under Unusual Conditions 5-32 Quarterly Preventive Maintenance Service Preventive Maintenance 5-35 Engine Tune-Up Procedures 5-41 Exhaust Valve Clearance Adjustment 5-55 Timing Fuel Injector 5-58 Hydraulic SG and PSG Governor and Injector Rack Control Adjustment ENGINE, ENGINE ACCESSORIES Cranking Motor Alternator, Battery Charging SHUTDOWN SYSTEM 6.21 Introduction 6.2-3 Low Oil Pressure Safety Circuit 6.2-5 Bigh Water Temperature Circuit 6.2-7 Engine Overspeed Safety Circuit SHUTDOWN SYSTEM - ADJUSTMENTS AND TESTING 68 Introduction 610 Overspeed Switch o12 High Water Temperature Switch e14 Low Oil Pressure Switeh APPLICATION DATA IN-LINE 71 MAINTENANCE MANUAL AC GENERATOR AC GENERATOR DETAIL DESCRIPTION, ADJUSTMENT, AND TROUBLESHOOTING 8.1.1-1 Brushless Exciter and Voltage Regulator Detail Description 8.1.1-7 SCR Gate Circuit Adjustments 8.1.1-10 Line (Cable) Voltage Adjustment 811-13 Voltages B.1.1-15 Resistor and Transformer 11-17 Capacitor 8.1.1-19 Transistor, Rectifiers, Diodes, and SCR's April 1983 STD-Inline 71 sTD sTD IM-153 1G-266 75569 sTD sTD GSBL-KATO GSBL-IEC STC-2698, STC-2827, STC-4456, STC-4517 & STC-4598 GSBL90 & s ¢~ wy SECTION 8.2.2.1 8.2.2.1 a1 9.2.1 9.3 TABLE OF CONTENTS (Continued) DESCRIPTION SIMPLIFIED ON-SET ADJUSTMENT OF OVERLOAD RELAY STC-4512A STC-4542A-0/S Overload Test Procedure Overload Adjustment Procedure Short Circuit Test & Adjustment Procedures SIMPLIFIED ON-SET ADJUSTMENT OF MASTER CONTROLS. STC-470, STC-496 & STC-2675-0S General Undervoltage Adjustment Procedure, Plug-In Module A-5 8.2.2.1-4 Overvoltage Adjustment Procedure, Plug-In Module A& 8.2.2.1-5 Over-Under Frequency Adjustment Procedure, Plug-in Module A3 TROUBLESHOOTING STD-TT-TM DETAIL ENGINE TROUBLESHOOTING PROCEDURES —STD-71, V-71 SIMPLIFIED TROUBLESHOOTING OF SEMICONDUCTOR DEVICES BENCH TEST AND ADJUSTMENT OF MASTER CONTROLS STC-470 STC-496-BT Pre-Test Check List Equipment Required Connection of Equipment General Undervoltage Test and Adjustment Procedure , Plug-In Module AS Overvoltage Test and Adjustment Procedure, Plug-In Modute A4 9.3-9 Over-Under Frequency Test and Adjustment Procedure, Plug-In Module a3 iitTABLE OF CONTENTS (Continued) ‘TION DESCRIPTION 9.3 BENCH TEST AND ADJUSTMENT OF OVERLOAD RELAY STC-4512A STC-4542A-BT Pre-Test Check List ‘Test Equipment Required General Bench Test Procedures Short Circuit Trip Point Adjustment Procedure Overload Time Delay Trip Adjustment Single Phase Bench Test Procedures Single Phase Short-Circuit Trip Point Adjustment Single Phase Overload Trip Point Adjustment ety PARTS LIST q-1 Introduction 1-4 Parts List 11-17 How To Locate Parts 11-19 Special Notations on Parts Numbers 11-20 How To Order Parts _ MANUFACTURERS CODES GROUP INDEX 12 DRAWINGS Schematic, 115/200 VAC, 400 Hz. STAEOGS Wiring Diagram, 115/200 VAC, 400 Hz. STAEOS7 Schematic for Master Control STC-471 Schematic, Voltage Regulator STC-4518 ‘Schematic Diagram, Overload Relay STC-4513 Wiring Diagram, Voltage Regulator STC~4519 Electrical Bill of Material - AC STAD123 Ss 7 April 1983 GSBL90TECHNICAL ASSISTANCE in case of difficulty, write or wire Stewart & Stevenson Services, Ine., P, 0, Box 1687, Houston, Texas 77001, Be sure to list the equipment model number; rating; the Specific nature of the problem; and the suspected area of malfunction, For emergency assistance, call 713-923-2161 for parts or 713-671-6100 for service, sTD Revised August, 1981aSECTION 6,21 SHUTDOWN SYSTEM ~ ADJUSTMENTS AND TESTING 6-8, INTRODUCTION, 6-9. The engine shutdown system’s components are factory set and rarely require readjustment, However, in case of. failure, suspected failure, or the component settings are accidently disturbed, proceed with the adjustment and testing instructions listed below, 6-10, OVERSPEED SWITCH, 6-11, The overspeed protective switch should be tested and adjusted with no load applied to the unit, a, Start the unit and bring up to rated voltage and speed, b, “Advance the throttle control until the tachometer, either unit or accessory, indicates 118 percent overspeed, The overspeed protective switch should shut the unit down at this speed, ¢, If the unit continues to run perform the following speed adjustment, 6-11.1, Speed Adjustment, 8, Switches may be individually adjusted, Round headscrew on top of cap provides access to adjusting screw, #1 is lower trip speed and #2 is higher trip speed (normally overspeed). b, Remove appropriate cap screw, ¢. Insert 1/16 inch hex allen wrench into adjusting screw, part of post nut assembly, 4, Turn clockwise to increase trip point; counterclockwise to decrease trip point, ‘Too many counterclockwise turns will remove set screwfrom lock nut assembly, e, Test, f, Replace cap screws, NOTE Under certain conditions, the adjustment of one switch may slightly effect the speed setting of the ‘other. Compensating adjustments may be required, & If the overspeed protective switch cannot be adjusted to shut the unit down at 115 Percent overspeed, repair or replace with a new unit and test as directed above. 6-12, HIGH WATER TEMPERATURE SWITCH, HIGH WATER TEMPERATURE SWITCH, 6-13, The testing and adjustment of the high water temperature switch requires re- moval from the unit, STD Revised August, 1977 1SECTION 6,2.1 a, With the unit shut down, remove the cover plate from the high water temperature switch, b, Loosen the terminal screws, tag, and remove the wiring from the switch, c, Remove the switch from the unit, d. Employing an ohmmeter (R x 1 scale), measure across the switch terminals, The moter should indicate infinite ohms resistance, - e, Immerse the temperature-sensing bulb of the switch in a circulating oil bath con— tainer, Connect the ohmmeter to the switch terminals (R x 1 scale), Heat the oil to 205 degreés F, as indicated by a thermometer. At this temperature the meter should indi- cafe a short circuit, If not, rotate the adjusting nut counterclockwise as viewed from the switch side until’ the switch just closes, (Clockwise rotation raises switching tem- perature.) f, Remove the heat source and allow the oil to cool to 185 degrees F. At this tem- perature the meter should indicate infinite ohms resistance, g. Repeat steps e and f above until specified results are obtained, h, If the high water temperature switch cannot be adjusted to the specified limits, replace with a new switch and test as directed above, i, Replace the switch on the unit, connect the wiring to the switch terminals, and replace the switch cover. 6-14, LOW OIL PRESSURE SWITCH. 6-15. The low oil pressure switch should be tested with no load applied to the unit. a, With the unit shut down, loosen the terminals on the low oil pressure switch, tag, and remove the wiring, b, Connect an ohmmeter (R x 1 scale) across the switch terminals, The meter should indicate a short circuit, _ c. While observing the meter, start the unit, d, When the unit comes up to rated speed, the meter should indicate infinite ohms resistance, e. If the meter does not indicate infinite ohms resistance, observe the oil pressure gage. If the gage indicates greater than 10 PSI, the switch is defective and must be re- placed, 4, Initiate the shut down procedure for the unit, as the unit comes to a halt the meter should again indicate a short circuit, g. Reconnect the wiring to the switch and tighten the terminal screws, a Revised August, 1977 sTD ed)SECTION 6,2 SHUTDOWN SYSTEM 62-1. _INTRODUCTION, 6.2-2. The generator set is equipped witha full complement of safety circuits that monitor se stgets of its operation, One group of these circuits monitor engine operation, shutting Gown the engine when a malfunction occurs, The primary engine monitors are tho LOW OL PRESSURE, HIGH WATER TEMPERATURE, and ENGINE OVERSPEED safety circuits, The low oil pressure and high water temperature safety circuits become operational when the engine cranks and the fuel oil pressure exceeds 10 PSI, causing the fuel pressure switch to close. Battery potential is then applied through the closed contacts of the fuel pressure Filtch to the engine safety circuits. The safety circuits may be reset by operating the TROUBLE RESET switch S11 or the ENGINE RUN-STOP switch 82. The air box flapper valve must be manually reset, 6.2-3, LOW Of, PRESSURE SAFETY CIRCUI LOW OI, PRESSURE SAFETY CIRCUIT, 6.24, | The low oil pressure safety ciroutt consists of a 10 second time delay relay and & Jow oil pressure switch, The normally closed oil pressure switch opens whon the engine gu Pressure exceeds 10 PSI. Should low oil pressure occur during engine operation. the switch will close - applying energizing current to the time delay relay. The function of the time delay relay is to temporarily delay the energizing of the air box solenoid to allow Sufficient time for the engine ofl pressure to build up and stabilize. After the specified interval, the time delay relay energizes, Battery potential is then applied through the closed Gontacts of the time delay relay to the air box solenoid, The air box solenoid is actuated and closes the engine air intake valve, This action effectively disrupts the air supply and Stops the engine, The safety circuits maybe reset by operating the TROUBLE RESET switch 811 or the ENGINE RUN-STOP switch S2, The air box flapper valve must be manually rosot, 6.2-5, HIGH WATER TEMPERATURE SAFETY CIRCUIT, 8.2-6, | The high water temperature switch is a normally open switch which closes when the Water temperature exceeds 205 degrees F, Should a high water temperature condition pocur, the high water temperature switch closes, applying energizing potential from the battery, through the closed contacts of the high water temperature switch to the aie bee solenoid. The air box solenoid is actuated and closes the engine air intake valve, The Potion effectively disrupts the air supply and stops the engine. The safety circuits may be reset by operating the TROUBLE RESET switch S11 or the ENGINE RUN-STOP ewiteh S2, The air box flapper valve must be manually reset, ENGINE OVERSPEED SAFETY CIRCUIT, ENGINE OVERSPEED SAFETY CIRCUIT, 6.28. The overspeed switch is a normally open speed actuated switch which closes when the engine speed exceeds 2120 RPM. Should an engine overspeed condition occur, the overs Speed switch closes, applying energizing potential from the battery, through the closed Contacts of the overspeed switch to the air box solenoid, The air box solenoid is actuated ang loses, the engine air intake valve, This action effectively disrupts the air supply and stops the engine, The safety circuits may be reset by operating the TROUBLE Keer? Suyteh S11 or the ENGINE RUN-STOP switch $2, The air box flapper valve must be man- ually reset, 75569 6.2-1ter full with DelooRemy lubricant No 1948791 before reassembly. CAUTION: Do not overfil, a5 this may cause the bearing “to. overheat, and. use only 1348751 lubricant. To install & new bearing, press in with a tube or collar that just fits over the outer race, with the bearing and slinger assembled into the end frame as shown in Figure 13. It is recommended that’ new retainer plate be installed ifthe felt seal in the retainer plate is hardened ‘or excessively worn Fill the cavity be- tween the cetainer plate and bearing with 1948791 lubricant The bearing in the slip ring end frame should be replaced if its grease supply is exhausted. No. attempt should. be made to relubricate and reuse the bear ing. To remove the bearing from the slip fing end frame, press outwith a tube or colar that ust fits inside the end frame housing. Press from the outside of the housing towards the inside. To install a new bearing, place a flat plate over the bearing and press In from the outside towards the inside of the frame until the bearing is fush with the outside of the end frame. Support the inside of the frame with a hollow cylin er to prevent breakage of the end frame. Use extreme care to avoid mis: alignment or otherwise pacing undue stress on the bearing Ifthe seal is separate trom the bearing, it Js recommended that a new seal be installed whenever the bearing is re- placed. Press the seal in with the tip at the seal toward the rotor when as Sembled, that is, away from the bearing Lightly coat the seal lip. with oll to facilitate assembly of the shaft into the bearing REASSEMBLY Reassembiy is the reverse of disassembly. Remember when assembling the pulley to secure the rotor in a vise only tient enough to permit tightening the shaft nut to 40-60 Ib. ff excessive pressure is applied against the rotor, the assem bly may become distorted. To install the slip ring end frame assembly to the rotor and drive end remove the tape over the bearing and shaft, ‘and make sure the shatt is perfectly clean after removing the tape. Insert pin through the holes to old up the Brushes. Carefully install the shaft into END FRAME BEARING SLINGER ARMATURE SHAFT fags 15, Dre endearing sss (Some models use flat washer instead of stinger) ‘the slip ring end frame assembly to avoid damage to the seal. After tightening the thrubolts remove the brush retaining pin to allow the brushes to fall down onto the slip rings. GENERATOR BENCH CHECK To check the generator in a test stand, Proceed a follows: 1 Make connections as shown in Figure 14, except leave the carbon ple dis- connected. IMPORTANT—Ground po- larity of battery and generator must be the same. Use a fully ‘charged battery, and a 10 ohm resis- tor rated at six watts or more be tween the generator No, 1 terminal and the battery 2. Slowly increase the generator speed and observe the voltage 3. If the voltage is uncontrolled with speed and increases above 15.5 volts on a L2volt system, or 31 volts on 2 2tvolt system, test regulator with an approved reguletor tester, and check field winding. NOTE: The battery must be fully charged when making this check. 4. If voltage is below 1555 volts on a T2volt system, or 31 volts on a 28 volt system, connect the carbon pile as shown, 5. Operate the gonerator at moderate speed as required and adjust the carbon pile as required to obtain maximum current output, GENERATORS Service Bulletin 16-266 6. if output is within 10 amperes of rated output as stamped on genera tor frame, generator is good 7. If output is not within 10 amperes of rated output, keep battery loaded with carbon pile, and ground gener- ator feld (Fig. 6) 8. Operate generator at moderate speed and adjust carbon pile as re (quired to obtain maximum output. 9. If output is within 10 amperes of rated output, test regulator with an approved regulator tester, and check field winding 10, If output is not within 10 amperes of Fated output, check the field wind- diode trio, rectifier bridge, and, stator as previously covered. Say BATTERY GENERATOR Figure 14—Connections for bench check of generator. (Negative ground generator shown) Page 7Ww CaGENERATOR REPAIR To repair the generator, observe the fol lowing procedure: DISASSEMBLY To disassemble the generator, take out the four thru-bolts, and separate the {rive end frame and rotor assembly from the stator assembly by prying apart with 4 screwdriver at the stator slot. A scribe mark will help locate the parts in the same position during assembly, After dis- assembly, place a piece of tape over the slp ing and frame bearing to prevent entry of dirt and other foreign material, and also place a piece of tape over the shaft on the slip ring end. If brushes are to be reused, clean with 2 soft dry cloth. CAUTION: Use pressure sensitive tape and not friction tape which would leave 2 gummy deposit on the shaft. To remove the drive end frame from the rotor, place the rotor in a vise. and tighten only enough to permit removal of the shaft nut. CAUTION: Avoid exces. sive tightening as this may cause dis. tortion of the rotor. Remove the shaft hut, washer, pulley, fan, and the collar, and then separate the drive end frame from the rotor shaft. ROTOR FIELD WINDING CHECKS To check for opens, connect the test lamp or ohmmeter to each slip ring. If the lamp feils to light, or if the ohm- ‘meter reading is high (infinite), the wind ing is open (Fig. 7). Connect test lamp or ohmmeter from one slip ring to shaft. If lamp lights, or if reading 1s low, the rotor winding is rounded (not illustrated). The winding is checked for short circuits or excessive resistance by con- necting a battery and ammeter in series with the edges of the two slip rings Note the ammeter reading and refer to Deleo-Remy Service Bulletin 16-187 for specifications, An ammeter reading above’ the specitied value indicates shorted windings: a reading below the specified value indicates excessive re: sistance, An alternate method isto check the resistance of the fild by connecting an ohmmeter to the two sip Fings (Fg. 7. I the resistance reading is below the specified value, the winding is shorted; if above the specified value the winding has excessive resistance, The specified resistance value can be determined by dividing the voltage by the current given in Bulletin 16-187, Remember that the winding resistance ‘and ammeter readings will vary slightly with winding temperature changes. If the rotor is not defective, but the gen- erator fails to supply rated output, the efect is in the diode trio, rectifier bridge, stator, or regulator. DIODE TRIO CHECK The diode trio is identified in Figure 8. To check the diode trio, remove it trom the end frame assembly by detaching the three nuts, the attaching screw, and ‘removing the stator assembly, Note that the insulating washer on the screw is assembled over the top of the diode trio connector. Connect an ohmmeter having @ 1¥ volt cell, and using the lowest range scale, tothe single con nector and to one of the three connec- tors (Fig. 8). Observe the reading. Then ‘everse the ohmmeter leads to the same ‘wo connectors. f both readings are the same, replace the diode trio. A good diode trio will give one high’ and one low reading. Repeat this same test be- ‘tween the single connector and each of the other two connectors. Also, connect the ohmmeter to each pair of the three Connectors (not illustrated). If any read. ing is zero, replace the diode trio, NOTE: Figures 8 and 9 illustrate two diode trios differing in appearance. Either one of these diode trios may be used in these generators, and the two are com: pletely interchangeable. RECTIFIER BRIDGE CHECK Note that the rectifier bridge has a grounded heat sink and an. insulated heat sink connected to the output term: inal. Also, note the insulating washer located between the insulated heat sink and end frame on 10'S! generators. To check the rectifier bridge, connect the ohmmeter to the grounded heat sink and one of the three terminals: (Fig. 10, IMPORTANT: If rectifier bridge is. con. structed as shown in Figure 11, connect GENERATORS Service Bulletin 16-266 SINGLE CONNECTOR ‘OHMMETER “TaREE CONNECTORS Figure 9 Diode trio check. ‘ohmmeter pressing down very firmly onto flat metal connector, and not onto threaded stud as in Figure 10. Then re- verse the lead connections to the {rounded heat sink and same terminal If both readings are the same, replace the rectifier bridge. A good ‘rectifier bridge will give one high and one low reading. Repeat this same test between the grounded heat sink and the other two terminals, and between the insulated heat sink and each of the three terminals, This makes a total of six checks, with two readings taken for each check The ohmmeter check of the rectifier bridge, and of the diode trio as previous ly covered, isa valid and accurate check Do not repiace either unit unless at least ‘ne pair of readings is the same. CAU: TION: Do not use high voltage to check these units such as @ 110 vot test lamp. To replace the rectifier bridge, remove the attaching screws, and disconnect the capacitor lead. Note the insulator be- tween the insulated heat sink and end frame (Fig. 10). Rectifier bridges may vary in appearance but are completely interchangeable in these generators, STATOR CHECKS The stator windings may be checked with a 110volt test lamp or an ohm- meter. If the lamp lights, or if the meter reading is low when connected from any stator lead to the frame, the windings are grounded. If the lamp fails to light, Page 5GENERATORS 1G-266 Service Bulletin orif the meter reading is high when suc- cessively connected between each pair of stator leads on 10S Series, the wind ings are open (Fig. 12) NOTE: Delta windings on 27-S1 Series cannot be checked for opens. A short circuit in the stator windings is difficult to locate without laboratory test equipment due to the low resistance of the windings. However, if all other elec: trical checks are normal and the gener ator fails to supply rated output, shorted stator windings or an open delta winding on 27SI Series are indicated. Also, 2 shorted stator can cause the indicator lamp to be on with the engine at low speed. Check the regulator in next sec tion before replacing stator. BRUSH HOLDER AND REGULATOR REPLACEMENT To determine if the regulator is detec: ‘ive, an approved regulator tester must be used, After removing the three attaching nuts, the stator, and diode tric screw (Figs. 10, and 11), the brush holder and regulator ‘may be replaced by removing the two re- maining serews. Nate the two insulators located over the top ofthe brush clips in Figure 8, and that these two serews have special insulating sleeves over the sorew body above the threads. The third mount ing screw may or may not have an insu- lating sleeve. If not, this screw must not be interchanged with either one of suvareo ear sa crounoe> HEAT SPOR Page 6 REGULATOR SNSuLATING = WASHER Figure 11—Rectifier bridge check the other two screws, as 2 ground may result, causing no output or uncontrolled generator oufput. Regulators may vary In appearance but are completely inter changeable in these generators SLIP RING SERVICING Ifthe slip rings are dirty, they may be cleaned and finished with 400 grain of finer polishing cloth. Spin the rotor, and hold the polishing cloth against the slip rings uni they are clean. CALTION: The rotor must be rotated in order that the slp rings willbe cleaned evenly. Clean ing the slip rings by hand. without sping. the rotor may result in fat spots on the slip rings, causing brush (UsED'ON some mores) Pegavon 4 a | ie Sours nase Slip rings which are rough or out of round should be trued in a lathe to .002 inch maximum indicator reading. Remove anly enough material to make the rings smooth and round, Fnish with 400 grain or finer polishing cith and blow away all dust BEARING REPLACEMENT AND LUBRICATION The bearing in the drive end frame can be removed by detaching the retainer plate screws, and then pressing the bear ing from the end frame. If the bearing is in satisfactory condition, it may be reused, and it should be filed one-quar- “SeeteR Figure 12—Checking stator windings. 3GENERATORS Service Bulletin 16-266 TROUBLESHOOTING PROCEDURES (Close adherence to the followi cedures in the order presented will ad to ‘defects in the shortest possible time. Only a portion ofthese procedures net all the procedures in order to locate the trouble.) Either one of twe methods may be used to troubleshoot the charging system. One method uses generator tester Model 4-26290 available from, Kent-Moore Corporation 1501 S. Jackson Street Jackson, Michigan 49203 The other method follows: A basic wiring diagram showing lead connections is shown in Figure 5. To avoid damage tothe electrical equipment, always observe the following precautions © Do not polarize the generator. © Do not short across or ground any of the ‘terminals in the charging circuit, except a specifically instructed herein, (© NEVER operate the generator with the ‘output terminal open-tircuited, © Make sure the generator and battery have the same ground polarity. © When connecting a charger or a booster battery to the vehicle battery, connect negative to negative, and positive to positive. The correct jump start Droceduré is covered in the applicable Delco-Remy battery Service Bulletin NOTE: In some circuits, an ammeter may be used instead of an indicator lamp. In this case, Section “A pertaining to ‘abnormal indicator lamp operation, should be omitted from the troubleshooting procedure, Trouble in the charging system will show up as one or more of the following conditions: A. Abnormal indicator lamp operation. 8. Abnormal charging system operation, ‘A. ABNORMAL INDICATOR LAMP OPERATION Chéck the indicator lamp for normal Operation as shown below. Switch = Lamp Engine OFF OFF STOPPED ON ON = STOPPED ON OFF RUNNING HH the indicator lamp operates normally, proceed to “ABNORMAL CHARGING SYSTEM OPERATION" Otherwise, proceed to either the location and correction of charging system be performed. It will never be necessary to perform INDICATOR LAMP GENERATOR ‘one of the following three abnormal conditions 1. Switch Off, Lamp On—in this case, disconnect the two leads from the generator No. 1 and No. 2 terminals. If the lamp stays on, there is 2 short between these two leads. If the lamp pes out, replace the rectifier bridge as covered in the “GENERATOR REPAIR” section. This condition will cause an undercharged battery. 2. Switch On, Lamp Off, Engine Stopped —This condition can ‘be caused by the defects listed in Part 1 above, or by an ‘open in the circuit. To determine where ‘an open exists, proceed as follows: . Check for a biown fuse, @ burned out bulb, defective bulb socket, or an ‘pen in No. 1 lead circuit between ‘generator and ignition switch, b. If no defects have been found, Droceed to "ABNORMAL CHARGING SYSTEM OPERATION,” 3. Switch On, Lamp On, Engine Running check for a biown fuse (where used) between indicator lamp and switch —The other possible causes of this condition are covered in the “AB NORMAL CHARGING SYSTEM OPER- ATION” section HH a defect has been found and corrected at this point, no further checks need be mate B. ABNORMAL CHARGING ‘SYSTEM OPERATION 1. Insure that the undercharged condition Figure 5—Typical wiring diagram show. ing basic lead connections. (Negative ‘round shown) hhas nat been caused by accessories having been left on for extended petods 2. Check the drive belt for proper tension. 3. If a battery defect is suspected, check per applicable Delco-Remy Service Bulletin, 4. Inspect the wiring for defects. Check all connections for tightness and cleanliness, including the slip con- fectors at the generator and firewall, ‘and connections at the battery 5. With ignition switch on and all witing harness leads connected, connect @ INSERT SCREWDRIVER ‘GROUND TAB TO. 7a END FRAME g re Figure G—Grounding generator fled winding. (Wiring connections not shown.) Poge 3GENERATORS 1G-266 Service Bulletin voltmeter from: b. “ A ‘generator "BAT” terminal to ground ‘generator No 1 terminal to ground. generator No, 2 terminal to ground. zero reading indicates an open between voltmeter connection and battery. Repair if required. 6. With all accessories tured off, connect a voltmeter across the battery. Operate engine at moderate speed. If voltage is 15.5 or more, remove generator for repair. If previous Steps 1 thru 6 check satis- factory, check generator as follows: a b ¢ 4 Disconnect battery ground cable Connect an ammeter in the cout at the "BAT" terminal of the generator. Reconnect battery ground cable Turn on radio, windshield wipers, lights high beam and biower motor ‘OHMMETER {CHECK FOR SHORTS AND OPENS) Figure 7—Checking rotor winding. high speed. Connect 2 carbon pile across the battey @. Operate engine at moderate speed as required, and aust carbon pile as required to obtain maximum curent output. Wf ampere output is within 10 amperes of rated output as stamped on generator frame, generator most likely is ot defective; recheck Steps 1 thru 6. IMPORTANT: Hf output in amperes is OK, but indicator lamp stays on, check diode trio and rectifgr bridge in ““GENERATOR REPAIR” section. If ampere output is not within 10 amperes of rated output, determine if fest hole (Fig. 6) is accessible. t accessible go to Step h. it not accessible go to Stop | Ground the fel winding by inserting 2 screwdriver into the test hole (Fig, INSULATING ‘WASHERS Figure 8—Inside view 10-SI end frame assembly. 6), CAUTION: Tab is within % inch of * casting surface. Do not force screwdriver deeper than one inch into end frame L. Operate engine at moderate speed a8 required, and adjust carbon pile. as required to obtain maximum current output IF output is within 10 amperes of tated output, check field winding as covered in “GENERATOR REPAIR” section, and test regulator with an approved regulator tester. HF output not within 10 amperes of rated output, check the field winding, diode trio, rectifier bridge, and stator as covered in “GEN: ERATOR REPAIR” section, If test hole is not accessible, disassemble generator and make tests listed in "GENERATOR REPAIR” section. y ~s RESISTOR (USED ON. SOME MODELS)Delco-Remy DELCOTRON” GENERATORS (10-SI SERIES AND 27-S1 SERIES, 100 TYPE) No.1 TERMINAL, No.2 TERMINAL sar" TERMINAL Figure 1—Typical 10-S1 Series generator. vest Hour Service Bulletin 16-266 Date 10-1-77 Supersedes Bulletins Dated 7-1-74, 11-1-76 NO. 2 TERMINAL 4 Figure 2—Typical 27-S1 Series generator. THIS BULLETIN IS DIVIDED INTO FOUR SECTIONS: INTRODUCTION The Deleotron® generators illustrated in Figures 1, 2 and 3 feature a solid state regulator that is mounted inside the enerator slip ring end frame. All regu- lator components’ are enclosed into a solid mold, and this unit along with the brush holder assembly is attached to the slip ring end frame. The regulator voltage setting never needs adjusting, and no provision for adjustment is pro- vided. @A Trademark af General Motors ‘© Introduetion—Page 1 © Operating Principles—page 2 ‘© Troubleshooting Procedures—Page 3 Generator Repair—Page 5 The generator rotor bearings contzin a supply of lubricant sufficiently adequate to eliminate the need for periodic lubri- cation. Two brushes carry current ‘through the two slip rings to the field coil mounted on the rotor, and under normal conditions will provide long per- lods of attentior-free service The stator windings are assembled on the inside of a laminated core that forms part of the generator frame. A rectifier bridge connected to the stator windings Deleo-Remy ouision oF central worons coronation, ANOERSON contains six diodes, and electrically changes the stator a.c voltages to a dc. voltage which appears atthe gener- ator output terminal. Generator feld current is supplied through @ diode trio which also is connected to the stator windings. A capacitor, or condenser, mounted in the end frame protects the rectifier bridge and ciode trio from high voltages, and suppresses radio noise Nio periodic adjustments or maintenance ‘of any kind aro required on the entire Benerator assembly.GENERATORS 1G-266 Service Bulletin OPERATING PRINCIPLES A typical 10-8 Series wiring diagram isi lustrated in Figure 4. The basic operating principles are explained as follows The No. 2 terminal is connected to the bat- tery, and the base-emitter of transistors TRS and TRI is connected {0 the batteny through resistor R5, thus tuning these transistors on. Als, ‘Resistors R2 and R3. ae connected to the battery through ter- minal No, 2, but the discharge current of the battery fs very ow because of the re- sistance values of R2, R3, R5, TRI and TR3. When the switch is closed, current from the battery flows through the indicator lamp to the generator No.1 terminal, through resis tor RI and transistors TR3 and TRI. to sound, and then back to the batter. Als, Current fiows through the generator field coil and TRI back tothe battery. The indi- cafor lamp then tums on, Resistor RE car nies some of the indicaior lamp curent, and is identified in Figures 8, 10 and 11 With the generator operating, a.c, voltages ‘are generated in the stator windings, and the stator supplies d.c. field current though the diode tro, the field, TRL, and then through the grounded diodes in the rectifier bridge back to the stator. Als, the ix diaces inthe rectifier bridge change the stator 2.0. voltages to a dc. voltage which ‘appears between ground and the generator “GAT” terminal. As generator speed in- creases, current is provided for chargn the battey and operating electrical acces~ saries. Also, with the generator operat the same voltage appears at the "BA ‘and No, 1 terminals, and the indicator lamp goes out to indicate the generator is producing voltage !t an open should occur in the No. 2 termi- ‘nal circuit, 1R3_and TRI. will tum off, no field current will flow to prevent over- charge, and indicator lamp current. will flow to ground through R6 to indicate a defect. Also, an open inthe field circuit will cause the indicator lamp to turn on through R6. As the generator speed and voltage increase, the vollage between RZ ‘and 3 increases to the point where zener Page 2 sur RING END FRAME ENO FRAME Figure 3—Cross-sectional view of typical generator. iode 02 conducts. Transistor TR2 then turns on and TR3 and TRL tum off. With TRI off, the field current and system vol- tage decrease, and D2 then blocks current flow, causing TR3 and TRI to turn back on, The eld cutvent and system voltage in- crease, and this cycle then repeats many ‘tmas per second to limit the generator vol- tage to a preset value. Capacitor C1 smooths cut the voltage across R3, resistor RE prevents excessive curent though TRL at high temperatures and diode D3 prevents high-induced- voltages in the field windings when TRI tumns off Resistor R2 is a thermister which ‘causes the regulated voltage to vary with temperature, thus providing the optimum voltage for charging the battery. a | as eee eee Figure 4—Typical 10-81 wiring diagram showing internal circuit. (Negative ground shown. 27-SI Series is identical except stator is a delta.)Enclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS Service Bulletin 1M-153 To reassemble the end frame having eight brushes onto the field frame, pull the armature out of the field frame just far enough to permit the brushes to be placed over the commutator. Then push the commutator end frame and the armature back against the field frame, On intermediate duty clutch motors, be sure to assemble all brushes to the brush arms so the long side of the brush is toward the riser bars. See Figure 20. LUBRICATION All wicks and cil reservoirs should be Saturated with SAE No. 10 cil, and the ia splines underneath the clutch should be » lubricated with a light coat of SAE No. Figure 21—Circuit for checking pinion 10 oil (Heavier oil may cause failure to ‘crannn moro clearance. (Types shown in Figures 1, mesh at low temperatures) Lever hous 2 and 3) ings having a bearing and seal should Figure 22—Circuit for checking have the grease cavity between the bear: pinion clearance. (Types the manner shown in Figures 18 and 19. ing and seal filled with Delco-Remy Lub shown in Figures 4 and 5) With the retainer placed over the shaft cant No, 1960954 fig. 5 een ae with the cupped surface facing the ent eck pinion or drive clearance follow Of the sft foce the rng over the PINON CLEARANCE tbe stop iat below. Stat mah geht hammer blow and then There ate no provisions for. adjusting 1. Make connections as shown in Figure Ze : , slide the ring down into the groove (Fig. pinion clearance on motors using the in or bot 38) To force the retziner over the snap termeciate duty clutch Fig. 5). However, 22 0 Figure 22 ting ee Sale washer re hea Toe'spee aie aca eTS, 2 Monetary sh a unger lead shaft and squeeze with pliers (Fig. 19). reassembly to make sure the clearance. shown in blue color in Figure 21 or REMOVE THE WASHER. is within specifications. Figure 22. The drive will now shift caisson at Plus removen See cent SHAFT NUT Pinion ame regaiir, — Pa83s oN prive 0 TAKE UP MOU By q ae PINION CLEARANCE a INION CLEARANCE ) FEELER —> Figure 24Checking pinion clearance on heavy GaucE | Figure 23—Checking pinion clearance on duty sprag clutch motor. Same clearance applies. ame ay ena Behar aa Page 9Enclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS 1M-153 Service Bulletin SPLINE DRIVE RETAINER 4 PINION Figure 26—Positork drive 3, Push the inion or drive back towards the commutator end to eliminate sack movement 4. Measute the distance between ive and drive stop (Figs. 23, 24, and 25). CLEARANCE 5. Adjust clearance by removing plug 010-070" and turning shaft nut (Figs. 24 and 25). Although typical specifications fare shown, always refer to the appro: Figure 25—Checking pinion clearance priate Delco-Remy Service Bulletin for ‘on spline drive motor. specifications applying to specific fodels the clearance for te, Pos into cranking postion and remain so fark ive Fig. 26) ithe same as i: Unt the btlety i disconnected that shown In Figure 24 4 3 g Page 10Enclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS HOLD-N ‘WINING: rman WINDING Figure 15—Basic solenoid circuit, Types shown in Figures 1, 2, and 3.) ARMATURE SERVICING If the armature commutator is worn, dirty, out of round, or has high insula tion,” the armature’ should be. put in lathe so the commutator can be turned down. The insulation should then be undercut 1/32 of an inch wide and 1/32 of an inch deep, and the slots cleaned ut to remove any trace of dirt or cop- START SWITCH. HOLD-IN WINDING WINDING 6 se [bartery v Figure 16—Basic solenoid circuit. Types shown in Figures 4 and 5.) = er dust. As a final step in this pro: cedure, the commutator should be sand: ed lightly with No. 00 sandpaper to re ‘move any burrs lett as a result of the undercutting procedure, NOTE: The un- ercut operation must be omitted on cranking ‘motors having Test Specifice tions 2412, 2415, 3501, 3564 and 3574 as listed in DelcoRemy’ Service Bulletins 1M-186 and 1M-187. Do not undercut commutators on motors having these specifications. The armature. should be checked for ‘opens, short circuits and grounds as fol lows: 1. Opens—opens ate usually caused by excessively long cranking periods. The most likely place for an open fo occur is at the commutator riser bars. In spect the points where the conductors are joined to the commutator bars for loose eonections. Poor connec- tions cause arcing and bureing ofthe commutator. bars as the cranking motor is used, Ifthe bars are not too badly burned, repair can often be ef fected by resoldering or welding the leads in the riser bars (using rosin {hw and turning down the commuta, tor in a lathe to remove the burned material. The insulation should then be Lndercut except as noted above 2, Short Circuits—Short cireuits in the armature are located by use of 2 Brower. When the armature is. re Volved in the growler with a. steel Strip such as a’ hacksaw blade held above it, the blade will vibrate above the area of ‘the armature core in Which the short circuit is. located, Shorts between bars are sometimes Produced by brush dust or copper be: ‘ween the bars. These shorts can be eliminated by cleaning out the slots, 3. Grounds-—Grounds in the armature an be detected by the use of a 110- volt test lamp and test points, If the lamp lights when one test point is laced on the commutator with the other point on the core or sheft, the armature is grounded. Grounds occur 2 a result of insulation failure which is often brought about by overheating of the cranking motor produced by excessively long cranking periods or by accumulation of brush’ dust be {ween the commutator bars and the steel commutator ring Service Bulletin 1M-153 Figure 17—Checking solenoid holdin and pullin windings. (Note: Terminal locations may vary) FIELD COIL CHECKS The various types of circuits used are shown in the wiring diagrams of Figure 9. The field coils can be checked for grounds and opens by using a test lamp. Grounds—If the motor has one or more ‘oils normally connected to ground, the ground connections must be dls connected during this check. Connect one lead of the 110-volt test lamp to the field frame and the other lead to the field connector. If the lamp lights, at least one field coll is grounded Which must be repaired or replaced This check cannot be made if the ground connection cannot be discon nected. Opens—Connect test lamp leads to ends of field coils. If lamp does not light, the field coils are open. FIELD COIL REMOVAL Field coils can be removed trom the field frame assembly by using 2 pole shoe screvdiver. & pole shoe spreader should also be used to prevent distor- tion of the field frame, Cereful install tion of the feld coils is necessary to Prevent shorting or grounding of the field coils as the pole shoes sre tight ened into place. Where the pole shoe has a long lip on one side and @ short Page 7Enclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS 1M-153 Service Bulletin lip on the other, the long lip should be assembled in the direction of armature rotation so it becomes the trailing (not leading) edge of the pole shoe. (CLUTCH ASSEMBLY Disassembly procedures for the various types of clutches are outlined below. A. Intermediate Duty Sprag Clutch. An early type clutch and late type clutch are shown in Figures 10 and 11. 1. Remove the lock wire, calla, and jump spring trom the sleeve 35 ‘sembly. 2. Remove the spring stop washer and second lock wire from the early ‘ype cluten (Fig, 10) 3. Remove the retainer ring and large washers. Do not remove the sleeve assembly or sprags from the shell assembly. 4, Lubricate the spregs and saturate the felt washer with No. $20 ol Heavier at must not be used. 5. Assembly is the reverse of dias sembly. 8. Heavy Duty Sprag Clutch and OR-250 Drive ‘an early type and a late type heavy duty sprag clutch are shown in Figures 12 and 18, and the DR250 drive is shown in Figure 14. 1. Remove the cupped pinion stop and split washer. In removing. the cupped pinion stop, it will probably be damaged. A new one will be required at time of reassembly 2 Remove the other parts as ills trated. 3. Oo not, lubricate the sprags_ on heavy duty clutches, as they are lubricated for life with special ci at the factory. 4, Assembiy isthe reverse of diss sembly. ©. Spline Drive and Positork Drive. ‘These types of drive assemblies are serviced “by complete replacement only SOLENOID CHECKS AA basic solenoid circuit is shown in Figures 15 and 16, Solenoids may differ im appearance, but can be checked elec: Page 8 Figure 18—Forcing snap ring over shaft trically by connecting a battery of the specified voltage, a switch, and an am meter to the two solenoid windings. With all leads disconnected from the solencid, mmake test connections as shown to the Solenoid switch ($ or SW) terminal and to ground, or tothe second switch term inal, (6, i present. to check the holdin winding Fig. 17. Use the carbon pile to decrease the battery voltage to the value (WASHER —USE TO ASSEMBLE RETAINER OVER SNAP RING, THEN REMOVE WASHER Figure 19—Forcing retainer cover snap ring, BRUSH AR Figure 20—Brush with offset hole assembled ‘to brush arm, specified in_ Service Bulletins 18-180, 15-186, or 15-187, and compare the am- rater reading with specifications. A high reading indicates a shorted of grounded holdin winding, and a low reading exces- sive resistance. To check the. pulkin ‘winding connect from the solencid switch termina (S) to the solenoid motor (M or MON) terminal. NOTE: If needed to reduce the voltage to the specified value, connect the carb- ‘on pile between the battery and the “M” terminal as shown in dashed red instead of across the battery as shown in solid red lines. If the carbon pile is not needed, connect 2 jumper directly from the battery to the “M" terminal as shown by the dashed red line CAUTION: To prevent overheating, do not leave the pullin winding energized more ‘than 15 seconds, The current draw will decrease as the winding temperature creases. ‘A magnetic switch can be. checked in the same manner by connecting across its winding. REASSEMBLY ‘The reassembly procedure for each type of motor is the reverse of disassembly On motors using a snap ring and re tainer on the shaft as a pinion stop, the ring and retainer can be assembled inEnclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS 5. Low no-load speed and low current draw indicate: @. High internal resistance due to oor connections, defective leads, dirty commutator and causes listed under Number 4, 6. High tree speed and high current Gran indicate shorted “fields. If shorted fields are suspected, replace the field coil assembly and check for improved performance, DISASSEMBLY Normally the cranking motor should be disassembled only so far as is necessary to make repair or replacement of the Gefective parts. As a precaution, it is suggested that safety glasses be worn when disassembling or” assembling. the cranking motor COMMUTATOR ~ BRUSH SERIES COIL (4) COMMUTATOR BRUSH SERIES COIL (4) Intermediate Duty Clutch Motor 1. Note the relative position of the sole noid, lever housing, and nose hous. “ing so the motor can be reassembled in the same manner. 2 Disconnect field coil connector from solenoid motor terminal, and remove solenoid mounting screws. 3. Remove thrubots, 4, Remove commutator end frame from field frame and field frame from lever housing, 5. Remove nose housing attaching botts and separate nose housing from lever housing a standard halt.inch pipe cou pling or other metal cylinder of suit: COmMUTATOR BRUSH SERIES COIL (4) shunt COMMUTATOR con (2) BRUSH SERIES COIL (2) Figure §—Typical motor circuits. Service Bulletin 1M-153 able size (an old pinion of suitable size can be used if available) onto shaft so end of coupling or cylinder butts ‘agoinst edge of retainer. Tap end of Coupling with hammer, driving retain er towards armature’ and off snap ring (Fig, 8. Remove snap ring ftom groove in shaft using pliers or other suitable tool. If snap ring is too badly dis: torted during removal it may be nec- essary to use 2 new one when reas sembling_clute. Remove the armature and clutch from the lever housing, Separate the solenoid from the lever housing. COMMUTATOR BRUSH SERIES COIL (4) COMMUTATOR cf SS BRUSH SERIES COIL (6) Page 5Enclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS 1M-153 Service Bulletin (rive and damage the insulation in the armature and field coils. All parts except the ¢rive should be cleaned with mineral spirits and a brush, The drive can be wiped with a clean cloth If the commutator is dirty it may be cleaned with No. 00 sandpaper. NEVER Figure 10—Disossembled view of early type USE EMERY CLOTH TO CLEAN COM intermediate duty sprag clutch MUTATOR. drive assembly. BRUSHES AND HOLDERS Figure L1—Disassembled view of late type intermediate duty sprag clutch drive assembly. Heavy Duty Clutch, Positork Drive, and Spline Drive Motors 1. Note the relative postion of the sole- noid, lever housing, and nose ho so the motor can be reassembled the same manner 2 Disconnect field coil connector from solenoid motor terminal, and lead from solenoid ground terminal. 3.0n motors which have brush inspec- tion plates, remove the plates and then remove the brush lead screws. This will disconnect the field leads from the brush holders. 4, Remove the attaching bolts and sep arate the commutator end frame from the field frame. 5, Separate the nose housing and field frame from lever housing by removing attaching bolts, 6. Remove armature and clutch assembly from lever housing. 7. Separate solenoid from lever housing by pulling apart. CLEANING ‘The drive, armature and fields should not be cleaned in any degreasing tank, or with grease esling sents since these would dissolve the lubricant in the Page 6 denned Inspect the brushes for wea. If they are worn excessively when compared with 2 new brush, they should be replaced. Make sure the brush holders are clean and the brushes are not binging in the holders. The full brush surface should ride on the commutator to give proper performance. Check by hand to insure that the brush springs are giving firm contact between the brushes. and commutator. if the springs are distorted or discolored, they should be replaced. Figure 12—Disassembled view of early type heavy duty sprag clutch dive assembly Figure 13—Disassembled view of late type heavy duty sprag clutch dive assembly Fique 14Disassembled view cf OR2S0 driveEnclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS Figure 4 Cross sectional view of motor ent attaching bolt cons OPERATION In the basic circuit sh the solenoid windings are energized when the switch is closed. The resulting plun fe, aS ver movant ate he Binion to engage the engine fywheel ring Bear and the solenoid main contacts to Giose, and cranking takes place. When the engine stars, pinion overrun protects the armature from excessive speed until the switch is opened, at which time the Tetum spring causes the pinion to disen- age. To prevent excessive overrun and damage to the drive and armature wind- ings, the switch must be opened imme. diately when the engine starts. m in Figure 6, GROUNDED BRUSH HOLDER INSULATED BRUSH HOLDER Figure 5—Cross-sectional view of mi S0leWO0 swmcH on vx TwO.nice aMaTURe with intermediate duty clutch, Note differ. struction than Figure 5, TROUBLESHOOTING THE RANKING CIRCUIT Before removing any unit in» crankit circuit for repair, the following, checks should be made: Battery: To determine the condition of the battery, follow the testing procedure outlined in Service Bulletin 18-115 or 1B- 116. Insure that the battery is fully charged. Wiring: inspect the wiring for damage Inspect all connections 10 the cranking molar, solenoid, magnetic switch, ign tion switch or any other control swith, and battery, including all ground connec: SOLENOID ‘COMMUTATOR POLE SHOE FIELD com itor with intermediate duty clutch Service Bulletin 1M-153 tions. Ciean and tighten all connections as required. Magnetic Switch, Solenoid and Control hes: Inspect all switches to de- termine their condition. Connect a jumper lead around any switch suspected of be- ing defective. If the system functions properly using this method, repair or re- place the bypassed switch Motor: Ifthe battery, wiring and switches are in satisfactory ‘condition, and the engine is known to be functioning prop- erly, remove the motor and follow the test procedures outlined below. ATTACHING INTERMEDIATE sour DUTY clUTcH Note different attaching bolt construction than Figure 4 Page 3Enclosed Shift Lever Type (Heavy Duty) CRANKING MOTORS 1M-153 Service Bulletin sarreny swircn START RANKING MOTOR Figure 6—Basic wiring circuit. RANKING MOTOR TESTS Regardless of the construction, never operate the cranking motor more than 30 seconds at a time without pausing to allow it to cool at least two minutes. On some applications, 30 seconds may be excessive. Overheating, caused by excessive cranking will seriously damage the cranking motor. With the cranking motor removed from the engine, the armature should be checked for freedom of rotation by pry- ing the pinion with a screwdriver. Tight bearings, a bent armature shaft, of a loose pole shoe screw will cause the armature to not turn freely. If the arma- ture does not turn freely the motor should be disassembled immediately. However, if the armature does rotate freely, the motor should be given @ no- load test before disassembly. NoLoad Test (Fig. 7) Connect a voltmeter from the motor terminal to the motor frame, and use an rpm, indicator to measure armature speed. Gonnect the motor and an_am- meter in series with a fully charged battery of the specified voltage, and a siitch inthe open position from the sole- roid battery terminal to the solenoid switch terminal. Close the switch and compare the ‘pm, current, and vo tage reading with the specifications in Service Bulletins 1M-188 or 1M-187. It is not necessary to obtain the exact voltage specified in these bulletins, as an acourat ly higher the rpm. will be proportionately Page 4 higher, withthe current remaining essen- tially unchanged. However, if the exact voltage is desired, @ carbon pile con- nected across the battery can be used to reduce the voltage tothe specified value. more than one 12-vot battery is used, connect the carbon pile to only one of the 12-volt batteries. if the specified current draw does not include the sole- roid, deduct from the ammeter reading the Specified current draw of the sole: noid holdin winding. Make disconnec- tions only with the switch open. Interpret the test results as follows: Interpreting Results of Tests 1. Rated current draw and noload speed indicates normal condition of the cranking motor. 2. Low free speed and high current draw indicate: a. Too much friction—tight, dirty, or worn bearings, bent armature shaft of loose pole shoes allowing arma ture to drag. », Shorted armature. This can be fur- ‘ther checked on a growler after disassembly. : ©. Grounded armature or fields: Check further after disassembly. 3. Failure to operate with high current draw indicates a. A direct ground in the terminal or fields, ». “Frozen” bearings (this should have been determined by turing the amature by hand) RANKING. Figure 7—Noload test circuit. 4, Failure to operate with no. current draw indicates: a. Open field circuit. This can be checked after disassembly by in- specting internal connections and ‘tracing circuit with a test lamp. . Open armature coils. Inspect the commutator for badly burned bars after disassembly. Broken. brush springs, worn brushes, high insulation between the commutator. bars or other causes which would prevent good contact between the brushes and commutator. 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NOTE When the engine lubricating oil is cold, the governor regulation may be erratic. The Fegulation should become inereasingly stable as the temperature of the lubricating oil increases. 2. Stop the engine end remove the governor cover. 3. Loosen the lock nut (Figure 5-10) and back off the maximum speed adjusting screw approximately 3/8 inch. 4. Refer to Figure 5-11 and loosen the speed droop adjusting screw. Move the Speed droop adjusting bracket so the screw is midway between the ends of the slot in the bracket. Tighten the serew. 5. With the throttle in the RUN Position, adjust the speed until the engine is operating at approximately 1880 RPM * or 2040 RPM **, S-Apply the full rated load on the engine and readjust the engine speed to the correct full load speed (1846 RPM * or 2000 RPM **,) 7. Remove the rated load and note At the engine speed after the speed has been joustnc stabilized under no-load. If the speed droop is correct, the engine speed will be approximately 1880 RPM * or 2040 RPM **. If the speed droop is too high, stop the the speed droop adjusting bracket IN (toward the engine). Tighten the bolt. To Figure 5-11. Adjusting Speed Droop increase the speed droop, move droop (SG Hydraulic Governor) adjusting bracket OUT (away from the engine). S Refer to USEABLE ON CODE A ‘** Refer to USEABLE ON CODE B GSBL90 a Revised April 1983 23SECTION 5 PREVENTIVE MAINTENANCE 5-67. ADJUST MAXIMUM NO LOAD SPEED. With the speed droop properly adjusted, the maximum no-load speed may be set as follows: a. With engine operating at no-load, adjust engine speed until engine is operating at ‘approximately 1846 RPM * or 2000 RPM ** (PSG governor) or 1880 RPM * or 2040 RPM ** (SG governor). b. Turn maximum speed adjusting screw, Figure 5-10, IN until engine operating at specified no load speed. NOTE Rated full-load speed is 1846 RPM * or 2000 RPM **. Rated no-load speed is 1846 RPM * or 2000 RPM ** (PSG governor) or 1880 RPM * 2040 RPM ** (SG governor). cs Hold serew and tighten lock nut. Install governor cover. * Refer to USEABLE ON CODE A ** Refer to USEABLE ON CODE B 24 Revised April 1983 GSBL90SECTION 5 PREVENTIVE MAINTENANCE Teurr,bromptly to original steady speed with only a small overshoot. The correct needle valve setting will be between 1/8 and 1/2 turn open. It is desirable to have as little compensation as possible. Closing the needle valve farther than necessary will make the governor slow to return ¢° normal speed after a load change. 5-64, ADJUST SPEED DROOP. The Purpose of adjusting the speed droop is to establish a definite engine speed at no load with a given speed at rated full load. 5-65. The governor droop is set at the factory and further adjustment should be unnecessary. However, if the governor has had major repairs, the speed droop should be adjusted. “The best method of determining the engine speed is by use of an accurate tachometer, 5-66. If a full rated load on the unit can be established, the fuel rod, injector control rack Jevers, and load limit have been adjusted, the speed droop may be adjusted as follows: 1. Start run at approximately one-half the rated no-load Figure 5-8. Adjusting Load Limit Speed until the lubricating oil temperature (SG Hydraulic Governor) stabilizes. NOTE When the engine lubricating oil is cold, the governor regulation may be frratic. | The regulation should become increasingly stable athe temperature of the lubricating oil increases. 2 With engine stopped, remove the governor cover. 5. | juoosen maximum speed adjusting screw lock nut, Figure 5-10, and back off maximum speed adjusting screw approximately 3/8 inch. 4. Refer to Figure 5-9 and loosen droop adjusting screw. Move bracket so that bolt is midway between ends of slot in bracket. Tighten screw. NOTE Be sure the bracket remains on the shoulder of the terminal lever. GSBL90 Revised April 1983 21SECTION 5 PREVENTIVE MAINTENANCE Figure 5-9. Adjusting Speed Droop Figure 5-10. Setting Maximum Speed : Adjusting Screw 3 5. With the throttle in RUN position, adjust the engine speed until the engine is operating at 1846 RPM * or 2000 RPM **. 6. Apply the full rated load on the engine and adjust the engine speed to the correct full-load speed (1846 RPM * or 2000 RPM **). 7. Remove the rated load and note engine speed after speed stabilizes under no load. If the speed droop is correct, the engine speed will be approximately 1846 RPM * or 2000 RPM **. 8. If the speed droop is too high, stop engine and again loosen droop adjusting serew and move droop adjusting bracket IN, toward engine. Tighten bolt. To increase the speed droop, move croop adjusting bracket OUT, away from engine. * Refer to USEABLE ON CODE A ** Refer to USEABLE ON CODE B 22 Revised April 1983 GSBL90SECTION 5 PREVENTIVE MAINTENANCE, aes — pas Stier Pscocweelo, jie Figure 5-5. Adjusting Fuel Rod Figure 5-6. Positioning Injector Rack Bro vacd OSITION INJECTOR RACK CONTROL LEVERS, With fue 1 rod properly adjusted, the rack control levers may be adjusted as follows, alter x removing the rocker cover. nirol tube Suter adjusting screw, Figure 5-6, in until a slight movement of the injector Control tube lever is observed. Tighten inner adjiisting screw. be pull out on fuel rod and check for 1/32 inch to 1/16 inch movement, If movement ExGeeds “that specified, back off inner adjusting screw approximately 1/8 of a turn and janie? Luter adjusting ‘screw. If movement is less than that specified: beck ot outer ad~ Justing screw approximately 1/8 of a turn and tighten inner adjusting soso ©. Disconnect fuel rod from injector control tube lever. 4, Holding onto clevis at end of injector control tube, position the number 1 injector pot? FULL FUEL position and screw down the inner adjusting screw of number 2 in~ casting seit, at, the, ,Clevis end by ‘a slight movement as contact is mate. Tighter, cutee Baipsting Screw until it bottoms lightly on the injector control tube. Then alternately tighten both the inner and outer adjusting screws until tight. e. Make sure the rack remains Snug on the pin of the rack control lever at number 1 injector. If the rack of number 1 injector has become loose, back off slightly on the inner adjusting screw at number 2 injector rack control lever. Tighten outer adjusting screws STD-IN-LINE 71 aeSECTION 5 PREVENTIVE MAINTENANCE Note When the settings are correct, the rack of both injectors must be snug on the pin of their respective rack control levers. £. Position the remaining rack control levers as outlined in Items d and e, * Note When the settings are correct, the racks of all injectors must be snug on the pins of the rack control levers when control tube lever is held in the FULL FUEL position. 5-62, ADJUST LOAD LIMIT. The load limit is set at the factory and further adjustment should be unnecessary. However, if the governor has had major repairs or the injector rack control levers have been repositioned, the load limit screw should be readjusted. With the injector rack control levers properly adjusted, the load limit may be set as follows. a, PSG Hydraulic Governor. 1. Place fuelrod and terminal lever inthe FULL FUEL position as shown in Figure 5-7. 2. Loosen lock nut. Turn adjusting screw until a 0.020 inch space exists between the fuel rod collar and the terminal lever. Hold screw and tighten lock nut. b. SG Hydraulic Governor. 1. Loosen the load limit screw lock coLLAR- £4020 nut (Figure 5-8) and adjust the screw to i obtain a distance of approximately 2 inches from the outside face of the boss on the governor sub-cap to the end of the screw. 2, Place the fuel rod and terminal lever in the full-fuel position (Figure 5-8). 3. Turn the load limit screw until a 0.020° inch space exists between the fuel rod collar and the terminal lever, then hold the screw and tighten the lock nut. 5-63. COMPENSATION ADJUSTMENT. (PSG hydraulic governor only.) Start the BOSS“ GOVERNOR < engine and after the temperature of the SUBCAP engine and the oil supplied to the governor reach their normal operating values, adjust Figure 5-7. Setting Maximum Fuel the governor compensation, without load in Adjusting Screw (PSG Hydraulic Governor) the engine, as follows: a. Open the compensating needle valve, Figure 5-9, two or three turns with a screw driver and allow the engine to “hunt? or “surge” for about one-half minute to bleed trapped air from the governor oil passages. b. Gradually close the needle valve until “hunting’? just stops. Do not go beyond this position. Check the amount of needle valve opening by closing the valve completely, noting the amount required to close. Open the valve to the previously determined opening at which “hunting”? stopped. Test action by manually disturbing engine speed. Engine should 20 STD-IN-LINE 71 &.SECTION 5 PREVENTIVE MAINTENANCE Note Adjust the exhaust valve clearance at the push rod. DO NOT DISTURB THE EXHAUST VALVE BRIDGE ADJUSTING SCREW. Pa rev eet the exhaust valves may be adjusted, in firing order sequence, during one full revolution of the crankshaft, Refer to “a general specifications in Section 2 of the manual for the engine firing order. ». Place the governor stop lever in the no-fuel Position, Sin Rotate the crankshaft manually or with the starting motor, until the injector follower 4s fully depressed on the cylinder to be adjuster: Hon yench iS used on the crankshaft bolt at the front of the engine, do not urn the engine in a left-hand direction of rotation es Te bolt will be loosened. 4d. Loosen the push rod lock nut, Sree Ae @ 0.017 inch feeler gage, 19708, between the valve bridge and the valve rocked arr pallet (Figure 5-3). Adjust the push rod to obtain a ‘smooth “pull” on the fecler gage. {. Remove the feeler gage, Hold the Push rod with a 5/16 inch’ wrench and tighten the lock nut with a 1/2 inch wrench. & , Recheck the clearance. At this time, if the adjustment is correct, the 0.015 inch feeler gage, will pass freely between the Falve ridge and the rocker arm pallet but the 0.017 inch feeler gage will not Pass through. h, Check and adjust the remaining valves in the same manner as outlined above. cori, Exhaust Valve Clearance Adjustment (Hot Engine, 4 Valye Cylinder Head). Main- Hining normal engine operating temperature is particularly important when making the Gpal Valve clearance adjustment. If the engine Is allowed to mero before setting any of the valves, tho clearance when running at full load may Decors insufficient, £86 oye With the engine at normal operating temperature (160 degrees - 185 degrees F), recheck the exhaust valve Clearance with fecier gage J 9708. At this time, if the valve Clearance is correct, the 0,013 inch feeler gage will pass freely betwenn ne valve bridge and the rocker arm pallet, but the 0.015 inch gage will not pace through. Adjust the push rod, if necessary. 5-55, TIMING FUEL INJECTOR, STD-IN-LINE 71SECTION 5 PREVENTIVE MAINTENANCE 5-56. GENERAL. To properly time the injectors, the injector follower must be adjusted to a height of 1.450 inches with timing gage J 1853. - 5-57. Time fuel injector as follows: <4 a. Plage the governor in the NO-FUEL position. b. Rotate the crankshaft until the exhaust valves are fully depressed on the particular cylinder to be timed, When using a wrench on the crankshaft or camshaft bolt at the front of the engine, do not turn the engine in a left-hand direction or rotation as the bolt will be loosened. c. Place the small end of the injector timing gage in the hole provided in the top of the injector body with the flat of the gage toward the injector follower (see Figure 5-4). d. Loosen the push rod lock nut. e. Turn the push rod and adjust the injector rocker arm until the extended part of the gage will just pass over the top of the injector follower. f, Hold the push rod and tighten the lock nut, Check the adjustment and if neces- sary, readjust the push rod. g- Time the remaining injectors in the same manner as outlined above. 5-58, HYDRAULIC SG NOR_AND INJECTOR RACK CONTROL AD- JUSTMENT, 5-69. GENERAL. After adjusting the ex- haust valves and timing the fuel injectors, perform the following adjustments. 5-60. ADJUST FUEL ROD. To adjust fuel rod proceed as follows: a, Remove governor cover. Refer to Figure 5-5 and loosen all inner adjusting screws and outer adjusting screws. Be sure all control levers are free on the injector control tube. “ b, Loogen fuel rod lock nut, and remove Figure 5-4. Timing Fuel Injectors fuel rod knob. ¢. Turn lock nut to a position so that 3/16 inch of the fuel rod extends beyond the nut. Install fuel rod knob and tighten lock nut. 18 STD-IN-LINE 71SECTION 5 PREVENTIVE MAINTENANCE 5-45. ENGINES WITH TWO VALVE CYL- INDER HEADS. 5-46. _ Exhaust Valve Clearance Adjustment (Cold Engine, 2 Valve Cylinder Head), a. Place the governor in the NO-FUEL Position, b. Rotate the crankshaft until the injector follower is fully depressed on the cylinder to be adjusted. When using a wrench on the crank- Shaft bolt at the front of the engine, do not turn the crankshaft in a left hand direction of rotation as the bolt will be loosened. Figure 5-1. Adjusting Valve Clearance ¢. Loosen the push rod lock nut. Be eOg 2 04018 Inch fecler gage, tool J 9708, betwoen the valve stem and the rocker arm (see Figure 5-1). Adjust the push rod to obtain a smooth “pul sone feeler gage. Sock ma itt’, feels wage. Hold the push rod with a 5/16 inch wrench and tighten the Jock nut with a 1/2 inch wrench, fp Recheck the clearance. At this time, if the adjustment is correct, the 0.011 inch fecler gage, J 9708, will pass freely between the teive stem and the rocker arm, but the 0.013 inch feeler gage will not pass through, & Check and adjust the remaining valves in the same manner as outlined above. S46. With the engine at normal operating temperature (160 degrees ~ 185 degrees Teper eGheck the exhaust valve clearance with fecler gage J 9708 At this timc tite Yao Clearance is correct, the 0.008 inch fecler gage will pass freely tetwecn ino sate stem and the rocker arm but the 0,010 inch gage will not pass through. 5-49. ENGINES WITH FOUR VALVE CYLINDER HEADS. 5-80. Exhaust Valve Bridge Adjustment. The exhaust valve bridges must be adjusted Gnd the ‘adjustment screws locked securely at the time the cylinder head is installed on the engine. Until wear occurs, no further adjustment is required on the exhauct valve bridges. When wear is evident, make the necessary adjustments as below. a. Remove the loose dirt from the exterior of the engine and remove the valve rocker cover. Remove the Injector fwsl pipes and the rocker arm retaining bolts. Move the rocker arms away from the exhaust valve bridges, b, Remove the exhaust valve bridge (Figure 5-2). 15 STD-IN-LINE 71SECTION 5 PREVENTIVE MAINTENANCE c. Place the bridge in a vise or holding fixture J 21772 and loosen the lock nut on the bridge adjusting screw. Loosening or tightening the lock nut with the bridge in place may result in bending the bridge guide or the rear valve stem. 4. Install the bridge on the bridge guide. e. While firmly pressing straight down on the pallet surface of the bridge, turn the adjusting screw clockwise until it just touches the valve stem; then, turn the screw an additional 1/8 to 1/4 turn clockwise and tighten the lock nut finger tight. Figure 5-2. Valve Bridge Adjustment f. Remove the bridge and place it in a vise. Hold the screw from turning with a screw driver and tighten the lock nut on the adjustment screw. Complete the operation by tightening the lock nut with a torque wrench to 25 Ib-ft being sure that the screw does not turn. g Lubricate the bridge guide and bridge pilot with engine oil. h. Reinstall the bridge in its original position, i, Place a 0,0015 inch feeler gage under each end of the bridge. When pressing down on ‘the pallet surface of the bridge, both feeler gages must be tight. If both feeler gages are not tight, readjust the screw, as outlined in Steps e and f, js Adjust the remaining bridges as outlined above. k. Swing the rocker arm assembly into position being sure the bridges are properly positioned on the rear valve stems. This precaution is necessary to prevent valve damage due to mislocated bridges. |. Tighten the rocker bracket bolts to 90 - 100 Ib-ft torque. m, Align the fuel pipes and connect them to the injectors and the fuel connectors. Use socket J 8932 to tighten the connectors to 12 - 16 lb-ft torque. Do not bend the fuel pipes and do not exceed the specified torque. Excessive tightening will twist or fracture the flared ends of the fuel pipes and result in leaks, Lubricating ofl diluted by fuel off can cause serious damage to the engine bearings. 5-51. Exhaust Valve Clearance Adjustment (Cold Engine, 4 Valve Cylinder Head). 16 STD-IN-LINE 71 2 3SSECTION 5 Table 5-6, Quarterly Preventive Maintenance Chart (Continued) COMPONENT REQUIREMENT When servicing any part of the electrical system or jnaking any connections, be sure the main circuit breaker or load contactor is in the OFF position, (lean or service the generator only when the engine and the rear of the hinged instrument pancl. Replace damaged Pecefective controls, instruments, and wires, and report ser ficiencies not corrected, STD-TT-TM Revised Oct, 1977 5-13