1102v-4g Europa

INSTRUCTION MANUAL
FOR THE
OPERATION AND MAINTENANCE
OF
11 02V-4G-25R TYPE GOVERNOR
(MH02-08)
11 02V-4G-25R
GOVERNOR
(MH02-08)
MAN CODE 11.14001-0573
IMPORTANT
Refer to part no's and not to

item no's or stock code no's
when ordering spares.
Contents
Chapter
1. Foreword
2. Service facilities
3. Safety of personnel, operating and maintaining
equipment manufactured by Regulateurs Europa
4. Technical data
5. Governor build code
6. General description
7. Operating Principles
8. Installation and trouble shooting
9. Section 000/100 {Base Assembly)
10. Section 100/200 (Body Assembly)
11. Section 200/300 (Rotor Assembly)
12. Section 300/500 {Casing Assembly)
13. Section 500/600 (Shut-Down Assembly)

14. Section 600/700 (Top-Cover Assembly)
1
CHAPTER 1 Foreword
These instructions have been compiled to assist personnel responsible for the operation
and maintenance of equipment manufactured by Regulateurs Europa.
Care has been taken to ensure that the equipment has been accurately represented, but it
should be appreciated that with the continued progress of design and the diversity of
application, certain items may differ in detail.
It should be noted that these instructions are issued for general information .
Whilst reserving the right to make any alteration in design which they may consider
advisable, the manufactures absolve themselves from making any such alteration
retrospective.
In addition to the information given herein, practical advice and assistance are always
available from our Service Department.
2
CHAPTER 2 Service facilities
To ensure prompt and satisfactory attention to customer's enquiries, all communications

should refer to the unit type and serial number, as stamped on the nameplate. In order to
obtain the most efficient service, it is recommended that all enquiries for service or spare
parts be addressed to the original manufacturer of the equipment.
It is essential that the Unit Serial Number and other nameplate details are mentioned
during enquiries for spare parts or requests for service .
The original manufacturer of this equipment is:
OFFICE AND WORKS
Regulateurs Europa B.V.

1e Energieweg 8, 9301 LK Roden
or
P.O. Box 28, 9300 M Roden
The Netherlands
Telephone: (31) (050) 501 9888

Fax: (31) (050) 5013618
@-Mail: service@regulateurs-europa.com
spare.parts@regulateurs-europa.com
3
CHAPTER 3 Safety of personnel, operating and maintaining equipment
manufactured by Regulateurs Europa
1. Before carrying out any repairs, adjustments or maintenance to any equipment

produced by Regulateurs Europa, it is essential that the following safety precautions
are observed.
2 . General
The equipment may contain one or more of the following:

a) Rotating parts
b) High pressure oil
c) Compressed air
d) High voltages
e) Preloaded springs
All of the above items represent a potential danger or hazard to operating personnel
and the operator should take great care to make himself thoroughly familiar with the
operating principles, methods of adjustments and the dismantling and assembly
procedures (where applicable) concerning the equipment in this care .
3. Before carrying out any repairs, adjustments or maintenance to the equipment or unit,
the operator should ensure that any such unit or equipment cannot be activated from
a remote position. To achieve this condition, he should ensure that all
electrical/pneumatic supplies to the prime mover starter system are isolated at their
incoming source and that all electrical supplies to control systems are isolated by the
withdrawal of the relevant fuses or by disconnecting the incoming electrical supply at
the control board. In addition to these precautions visual warning notices should be
prominently displayed at the equipment or unit and also at any remote control
positions. Where control cabinets and consoles are secured whit keys, all such keys
should be in the possession of the operator carrying out the work. Information
regarding position, level and type of work to be carried out should also be made
available to the Engineer in charge of the installation to prevent attempted use of the
equipment or unit during breakdown.
In the case of electrical/electronic control systems, the operator should make careful
reference to the Instruction Manual to ensure that he is aware of any special safety
precautions which are peculiar to that particular equipment or unit.
4. Before the equipment or unit is finally released for operation, operating personnel
should ensure that all tools and repair equipment have been removed and that all
safety guards are securely replaced (where applicable) . All fuses should be replaced
and operating mediums (electrical and pneumatic supplies) should be opened or
reconnected .
4
CHAPTER 4 Technical data
Speed range : For continuous duty, variable speed operation: 300-1600

revs/min., at governor drive spindle. For continuous duty,
constant speed applications such as power generation,
pumping etc. it is recommended that the governor is driven
at 1200-1600 revs/min ., at governor drive spindle.
For intermittent duty operation, the maximum speed may
be increased to 1800 revs/min. for short periods.
Speed droop: Adjustable by dial type lockable control from 0-160

revs/min . for 60% output shaft travel.
(equals 0-1 0% droop)
Constant Sensitivity range: 500-1800 revs/min.
Stalled work Capacity: 8, 15, 25, 34 or 40ft. Lbf (11, 20, 34, 46 or 53 joules)
Output shaft angular 50° total and 30° to be used from "no load"
Movement: travel to "full load".
Output shaft dimensions : 5/8 inch, 36 fine serrations to SAE.

May be fitted to either side of governor.
Driveshaft: Either direction of rotation. Serrated drive shaft

A variety driveshafts are available depending
on the engine make.
Shutdown mechanisms: (without latch) .
Solenoid operated : Solenoid energised to "stop". Manually operated shut-

down knob fitted on solenoid energised to "stop" only.
Solenoid voltages : 24V. DC
Speed setting mechanisms: (manual)
Manually operated: Speed setting controlled by handwheel.
Electric motor: Series wound: 24V DC PM
5
Governor installation: Vertical, flange mounted.
Weight: Approximately 521b. (24 Kg.) for an 11 02V-4G-25R type

governor.
Oil supply: Self-contained, 2.5 pts (1 .5 Litres).

Oil-recommendations: see
"Installation and trouble shooting"
6
CHAPTER 5 Governor build code
To cover the hundreds of variables available, a comprehensive build code is used on the
governor specification sheets such as following example:
Governor build specification code :
1102 V 4G - 25 J B H A R NC V C A
CSR*
Oisplacer piston
Load control
Shut down
Drive shaft & base
Spring drive damping
Flyweights I speeder spring
Rotor drive spring
Compensating spring
Work output
Vertical (mounting)
Mark no. (generation)
Fuel limit
Governor model
Governor type
* CSR = customer special requirement
Roden build governors have a short code "11 02V-4G-25R" stamped on the nameplate.
The indication"R" means: output shaft right hand side.
The full build specification code for this type of governor is :

11 02V-4G-25 JBHARCVNCA
7
CHAPTER 6 General description
The Regulateurs Europa series II00-4G range of governors are of the centrifugal flyweight
type and operate through a hydraulic servo mechanism . The oil reservoir and pump for
this servo mechanism is incorporated within the governor housing .
A spring drive is incorporated in the flyweight system to assist in damping any cyclic
variations in the drive between the prime mover and the governor, which should always be
driven by the crankshaft as near a nodal point as possible and through the smallest train of
gears.
The hydraulic system consists of a gear-type pump and a spring loaded accumulator which
also functions as a relief valve in the event of the oil pressure exceeding 150 lb/in2 (1 0
bar). For governors requiring a work capacity of 25 ft.lbf, 34 ft.lbf or 40 ft.lbf the relief
pressure is 250 lb/in2 (17 bar).
Two pairs of check valves are fitted to the oil pump, but according to the direction of
rotation of the governor, only one pair will be in operation. The other pair of valves being
held on their seats by oil pressure within the unit. Free space within the governor casing
provides the oil reservoir. An oil level sight glass is fitted to the governor casing. The oil
level should be kept within the red marked circle engraved in the sight glass.
An oil cooler can be fitted for use in conditions where high ambient temperatures exist
(above 50 °C) in particular with 25, 34 and 40ft. lbf. governors.
The power piston is of the differential area type, giving double-acting control. The
governor is capable of providing its stalled work capacity over a speed range between a
minimum of 180 revs/min. and a maximum of 1600 revs/min. The speed control and
shut-down mechanisms are varied to suit different applications. The speed setting device is
available as a lever, handwheel, pneumatic or electrically motorised control. The
pneumatic and electrically motorised controls provide remote fine adjustments of speed
change for use when paralleling engines. Drive from the motor to the speed control shaft
of motorised governor is through a clutch designed to slip when the speed limit stops are
reached, thus protecting the motor. Also when operating the clutch manually, the clutch
will give full protection for overloading the speedsetting mechanism. The shutdown valve
may be operated by hand or by a solenoid in which case the solenoid operation may be
arranged for 'energise to run' or 'energise to stop'.
Speed droop characteristics are obtained by mechanical feedback from the power piston
to pilot valve. The droop is adjustable between 0 and 10 %. These governors are designed
for general purpose governing and are suitable for A. C./D.C. generating sets, marine
propulsion sets etc.
8
CHAPTER 7 Operating principles
(See Operating Schematic Drawing)
load Increase - Isochronous Setting
Any increase in load will cause the speed of the prime mover to fall and the flyweights (31)
will then move inwards because the force exerted by the speederspring (37) will be greater
than the centrifugal force acting on the flyweights . The pilot valve (29) moves downwards,
permitting high-pressure oil (red) to flow through the control ports in the governor rotor
(28) to the top of the power piston (13). The increase of oil pressure forces it downwards
against the constant high pressure on the underside and the output shaft (9) is turned, to
increase the fuel supply to the engine.
This downward movement of the power piston is communicated to the feedback piston
(16) via its strut {14), driving out the oil (yellow) from under the piston into the
compensation chamber, displacing the compensation piston (18) and deflecting its springs
(17 and 19). The increased pressure of the feedback system oil acts on the bottom of the
pilot valve (29) and forces it upwards against the out-of-balance force exerted by the
speeder spring. As the pilot valve moves towards the lopped position it cuts off the high-
pressure oil supply to the top of the power piston. At the some time the increase of
pressure in the feedback system causes a flow of oil past the adjustable restrictor screw
(20) to drain until the steady state conditions ore achieved, i.e. when the feedback
pressure has returned to atmospheric, the forces acting on the pilot valve will hove
reached equilibrium and the governor will again be running at its set speed.
load Decrease - Isochronous Setting
Any decrease in load will cause the speed of the prime mover to rise. The flyweights then
overcome the force exerted by the speeder spring and move the pilot valve upwards. This
opens the control oil port to drain and the power piston rises due to the constant high
pressure beneath it. The feedback piston follows the movement of the power piston
causing the compensation piston to be displaced {inwards) and deflecting the
compensation springs. The feedback oil pressure is now at below atmospheric and the
pilot valve is drown downwards against the out-of-balance force exerted by the flyweights.
As the valve moves towards the lopped position, it closes the control port and terminates
the movement of the power piston. At the same time, the decrease in pressure of the
feedback oil causes a flow from drain, past the adjustable restrictor screw and into the
feedback system until the pressure equalises and steady state conditions ore achieved.
9
Load Increase - With Droop
When the droop adjusting knob is set to zero, the centre of the pin in the droop lever (35)
and the centre of the output shaft (9) are in line. Under these conditions the loading on
the speeder spring is not affected by the movement of the output shaft. If, however, the
droop adjusting knob is set to give droop, the linkage is adjusted (through rack and pinion
mechanism) so that the axis of the droop link pin (35) and the output shaft (9) are no
longer in line. Under these conditions, as the power piston moves down on the increase
of load, thus rotating the output shaft and lifting the droop lever (1 ), the loading on the
speeder spring (37) is reduced, so providing droop. Droop has a stabilising effect and is
essential for stable parallel operation of engines. Note that the hydraulic feedback as
described above is still active in droop mode, ensuring fully stable operation.
Load Decrease - With Droop
As the load on the prime mover is decreased its speed rises and the power piston moves
upwards (to decrease the supply of fuel) and rotates the output shaft. This lowers the
droop lever (1 ), increasing the load on the speeder spring (37) and thus raising the
equilibrium speed of the governor. The further the axis of the droop lever pin (35) is
moved away from the output shaft, the greater the droop provided.
Speed Adjustment
Variation of speed is accomplished by increasing or decreasing the load on the speeder

spring through the speed control shaft (6) and speed control lever (3). The speed control
shaft may be actuated by manual control, electric motor, pneumatic controller, electro-
magnetic servo controller, stepper motor or synchronous motor.
Shutdown
Shutdown is by operating manually a push button (11) or electrically a solenoid (energised

to run or energised to stop) or pneumatically operating on pilot valve (32). When
operated, the shutdown valve (15) cut off the control oil to the power piston and connect
the top of the piston to drain so that the oil pressure under the piston pushes it rapidly to
zero fuel, aided by the external return spring if fitted. For safety it is strongly recom-
mended that the engine be fitted with a totally independent overspeed trip arrangement,
which will shut down the engine in the event of the governor or rack linkage jamming at a
high fuel condition.
10
Speed Response
The speed response of the governor depends on the acceleration rate of the prime mover.
The acceleration rate again depends on the inertia, speed and power of the prime mover.
The governor, in turn, is matched to these variables by selecting suitable flyweight I
speederspring and compensation piston and spring combinations. The restrictor, however,
permits some control over the speed of response. Care should be taken while making
adjustments to the restrictor, as too large an opening will cause instability (hunting) and,
too small an opening will make the governor sluggish.
Adjustments
Adjustments should only be carried out whilst the oil is hot, i.e. after the governor has been
running for approximately one hour at full speed .
NOTE: On a variable speed application, operation at the low speeds is often the least
stable.
Parallel Operation
When running in parallel, good load sharing is usually obtained with the droop set as low
as 3% but normally a droop of 3 .5% to 5% complying with the International Standard
1SO 3046 - Part 4 - Class A 1 is used . (or BS 5514: Part 3).
For operating two or more similar sets in parallel, the following points must be
considered:
1. Check the fuel-injection pump for correct adjustment. Ensure that the linkage ratio
is correct, i.e. that no less than 60% of the output shaft total movement is used .
2. The linear relationship between governor output and prime mover output must be
the same.
3. The various levers between governor and fuel-injection pump (all units) must be at
the same angle to ensure identical (synchronous) responses.
Should it be necessary to run in parallel with other engines having different types of
governing, it is possible to adjust droop whilst the engine is running, to load share with the
other engines.
11
CHAPTER 8 Installation and trouble shooting
General
Care must be taken to ensure that the platform, on which the governor is mounted, is
perfectly flat and absolutely square to the driving shaft. It is important that no side loading
nor bending movement is applied to the governor drive. Any misalignment between the
drive shaft and driving member will cause an oil leakage between the drive shaft and oil
seal and in severe cases even cause broken drive shafts.
Correct choice of drive gear ratio is most important as it is essential that the governor runs
at or near its nominal speed (1500 Rpm) when the prime mover is at full speed, otherwise
performance will be affected. This condition is particularly important in marine
applications where a prime mover operates over a wide speed range .
The gears must be free from any imperfections; run-out of gears should not exceed
0,004 mm per em. The governor will pick up any such errors and 'jiggle' of the governor
terminal (output) shaft will result. The backlash in the driving gears should be set at a
minimum of 0,05 mm. Under no circumstances should this clearance exceed 0,1 5 mm.
Control Linkage
The linkage between the governor output shaft and the fuel-injection pump should be
designed to the following criteria: (I) Correct ratio (Ill) Low frictional losses
(II) No backlash (IV) Linearity
I Correct Ratio
The geometry of the linkage should be designed so that 60% (i .e. 30°) of the output shaft
rotation is used for moving the fuel-injection pump/control valve between the 'no load"
and the 'full load' positions.
II Backlash
Backlash should be kept to a minimum as it will create a dead band in which speed
changes may take place without correction . In addition backlash may cause instability if
the governor droop control is set to zero, (isochronous operation)
Backlash may be minimised by using linkages having comparatively long travels. A given
amount of backlash, expressed as a percentage of the total travel, will then be much
smaller. A return spring should be fitted to the control linkage. This spring should be fitted
to the end of the linkage at the position furthermost from the governor and should act to
reduce fuel supply to the prime mover.
12
This spring will ensure that instant response to governor movements occurs by taking up
any slack in the control linkages and that a 'fail safe' condition exists . The maximum
spring loading should not exceed 25% of the work capacity of the governor and the
spring rate should be low enough to prevent a change in return force of greater than ca.
20 % over the full range of governor travel.
Ill Friction
Friction in the governor linkage is undesirable and should be kept to a minimum .

The smaller the amount of work to be done by the governor, the more rapid will be its
response.
On large prime movers, ball bearing linkage and pivots should be used. On multicylinder
engines each individual pump should be spring link connected to the fuel rack in either
direction to prevent blocking of the fuelrack whilst injecting. The degrees of crankshaft
rotation per engine revolution, which are available to move the fuelrack, decrease
depending upon the number of cylinders. The absence of double acting spring links will
result in an excessive stalled work capacity requirement of the governor and reduce
transient performance.
It is recommended that the linkage between the governor and fuelrack is equipped with a
spring link which will be activated only when the fuelrack is jammed or blocked by the
maximum power stop of the fuelrack.
IV Linearity
The geometry of the fuel-injection pump linkage is normally arranged so, that the increase
in power from "no load" to "full load" is, as nearly as possible, proportional to the
movement of the governor output lever throughout its range {from position 'two' to
position 'eight') . If this is not so i.e. if a small output movement at low load has
proportionally greater effect on power output than a similar movement at greater load
settings, the governor will have the tendency to "hunt".
Should a fault arise, due to non-linear relationship of fuel-injection pump delivery to rack
position, it may be possible to make use of a non-linear linkage to correct the problem.
For a prime mover using a butterfly type control valve {gas engines), non-linearity would
probably be best overcome by utilising the four-bar chain linkage as he characteristics of
valve opening to prime mover torque will be a smooth curve .
The object in all cases should be to obtain a linear relationship between governor output
shaft position and prime mover torque.
13
Filling with oil
After installation the housing must be filled to the indicated oil level mark on the sight
glass fitted at the side of the governor casing, i.e. within the red engraved circle.
Overfilling of the governor may result in poor governing.
Type and Grade of Oil
As a general guide the oil used in the governor should be a good quality mineral oil.
It should have good oxidation stability and should have anti-foaming and anti-deposits
properties. The use of high TBN oils (greater than 15) in governors is undesirable as the
oil additives can cause seal hardening. Marine engine oils for engines using gas oil or
marine diesel oil are normally satisfactory, but not those used in engines running on heavy
fuel.
Viscosity range at 40°C (1 04°F):
I) Cold Conditions SAE 20
II) Temperate Conditions SAE 30
Ill) Hot conditions SAE 40
The R.E. 1100 governor series has been designed to operate using a standard SAE 30
mineral oil for most applications. However, should the ambient temperature be constantly
below 10 °C, then it is advisable to use oil with a SAE 20 value. Likewise, if the ambient
temperature is constantly above 40 °C, then SAE 40 is recommended .
The oil should have the following characteristics :
{a) Minimum tendency to foam; air trapped in the oil will increase its compressibility in
the governor.
(b) Viscosity (high V.l). Oil with a low viscosity will decrease the effective pump capacity
and therefore its output pressure through leakage. Oil with a higher viscosity will
cause reduction of flow through orifices and will therefore give a sluggish response.
(c) Freedom from sludging and varnish desposits.
(d) Resistance to breakdown at temperatures up to 120 °C (250 °F).
(e) Protection of governor parts against corrosion.
14
If instability is experienced when the engine has been started from cold but disappears with
the increase in temperature, then the use of a multigrade oil is recommended.
Oil level
In order to prevent any unwanted substances from entering the governor unit, it is essential
to clean the area surrounding the filler neck prior to adding oil. The governor should be
at its normal working temperature and filled through a fine mesh filter, until the level
reaches the centre of the red circle engraved in the sightglass.
DO NOT OVERFILL OR UNDERFILL as this will result in poor governor performance.
A governor that is being filled for the first time or one which has just undergone repairs
may require to have the level rechecked soon after it has been started up. This is due to
the filling of oil passages which will lower the level. Should it be necessary to remove
excess oil from the governor due to overfilling, any one of the two drain plugs (magnetic
plugs) in the base of the unit may be used for this purpose.
Oil cooler
In some cases the governor may be fitted with an oil cooler which is mounted on the
casing. These units are installed where the governor is constantly operating in high
ambient temperatures. The heat radiation from the engine, also increases the governor
operating temperature.
The oil temperature should not exceed 85 °C in any case.
As the oil used in the governor directly affects the operation, it is important to remember
the following rules:
I. Only use the grade of oil suitable for the application.
2. DO NOT use hydraulic oils, or those with a high alkaline value.
3. Ensure the correct level is maintained - DO NOT OVERFILL OR UNDERFILL.
15
Initial Starting Procedure
I) Check correct level of oil
II) Set the speed setting control to the low speed position.
Ill) If the governor has a solenoid operated shutdown mechanism energise to run
ensure that the correct voltage is supplied .
IV) Start and run the engine unit in accordance with the manufacturer's instructions.
When the engine is being started for the first time since refitting the governor, slight
erratic governing may be expected . This will be elim inated after a few minutes
when the air trapped in the hydraulic system has been automatically purged.
Subsequent starting operations should not experience this problem because of the
unique 'self bleeding' action .
Setting the Minimum Speed Stop
The prime mover and governor must be at normal working temperature. Reduce the
prime mover's speed to the desired minimum speed level by means of the speed setting
control of the governor. Adjust the minimum speed stop screw to just touch the minimum
stop lever. Tighten the locknut. Increase the prime mover's speed and then reduce speed
until the lever comes against the stop screw again. Check that the setting is correct.
Setting the Maximum Speed Stop
The prime mover and governor must be at normal working temperature. Set the prime
mover's speed at the desired maximum level at full load and adjust the maximum speed
stop until it touches the stop lever. Tighten the locknut. By means of the speed setting
control, reduce the prime mover's speed and then increase it again until the lever comes
against the stop screw. Check that the prime mover speed and load are correct.
Upward I Downward Range
The range of maximum possible upward and downward adjustment of the speed should
be 2,5 % above the setting corresponding to the declared power, as a percentage of the
declared speed . (see setting parameters, item 5 .1, 1SO 3046: Part IV).
It should be noted that the set speed of a prime mover in cold condition is higher
compared with the setting when the prime mover is hot, due to the thermal expansion of
all castings and linkages of both governor and prime mover. We therefore recommend
speed stops to be set at 1 % above (and I % below) the required settings at normal
working temperature of the prime mover. In particular when running in parallel, an
unequal setting of speed stops may jeopardise the load share performance.
16
Finding the Adjusting the Permanent Speed Droop
The prime mover and governor must be at normal working temperature. Set the prime
mover to run at the specified speed at full load . Throw off the load and note the new
steady speed . The speed droop can be calculated from the following formula:
Speed Droop in % = (No Load Speed - Full load speed)

Full Load Speed X I 00
To vary the droop, slacken locking nut of droop adjusting knob in centre of knob and turn
knob to decrease or increase the droop. Tighten the nut after each operation. Be careful
not to turn the knob beyond the zero droop position into the negative droop zone (less
than zero). Negative droop will introduce instability, which could be rather severe.
FAULT FINDING
Hunting
'Hunting' is best described as a rhythmic change in speed with the amplitudes above and
below set speed. The frequency of these changes are normally around 1 Hz.
Check the fuel-injection pump linkage for backlash or friction. Ensure that the linkage
ratio is correct, i.e. that minimum 60% of the output shaft's total movement is used from
'no load' to 'full load'.
Hunting at 'no load' may result from defective injectors causing the engine to 8-stroke (or
4-stroke in the case of a two stroke engine).
In a new installation or after governor overhaul, hunting may be due to air trapped in the
governor oil ways. This should purge itself after a few minutes of running.
However, if the governor continues to hunt, the following procedure may be adopted:
a) Open the restrictor screw and allow the governor to hunt over a Iorge amplitude. If
this is not possible, stop the engine, disconnect the governor linkage and operate
the governor output manually, moving over the full travel range several times.
b) Close restrictor screw to normal setting, re-connect linkage and re-run the engine.
Closing the restrictor screw by clockwise rotation, should stabilise the governor. In a new
governor the restrictor screw is preset and will be between V2 to llh turns open.
If possible install another governor of similar type on the some engine to ascertain results
or alternatively try the governor on a similar type of engine.
17
Jiggle is the term used for rapid oscillation of the governor output lever at a frequency too
high for the engine speed to follow. These movements are relatively small and have no
noticeable effect on speed . Jiggle usually originates in the governor drive. Check for run-
out, backlash and alignment to the governor.
Loss of Oil
If the governor uses an excessive amount of oil, check that oil is not leaking past the drive
shaft oil seal. The governor should not require topping up more than once a week.
Surplus of Oil
If the governor fills itself with (black) oil, check that the engine gearbox lubrication oil is
not injected (with force) against the governor drive shaft oil seal.
If the Governor Fails to Operate
* Check governor drive is intact.
* Check the pilot valve to ensure that it is operating correctly.

Check the shut-down solenoid for serviceability (if fitted) .
* Ensure that the shut-down valve moves freely in its bore.
* Check the governor oil pressure by connecting a pressure gauge in port (A), see Fig. I
Base Assembly for position . This pressure should be at least 9,5 Bar at 1 50 rev./min .
Dismantling, Inspection and Assembly
The governor mechanism is fully enclosed and is immersed in oil when running, it should
therefore give many years of trouble-free service. The service interval between installation
and overhaul is normally recommended between 20.000 and 25.000 running hours . If
however, servicing should be necessary, it is strongly recommended that the governor be
returned to the manufacturer for servicing and calibration. Where this course of action is
impractical, it is essential that this work be carried out by a competent engineer with a
thorough knowledge of governors (i.e. a written confirmation by our Company having
followed an extensive course on the above described governor) . Servicing should be
carried out in a completely clean and dust-free atmosphere.
18
The stripping bench should be clean and should be covered with a zinc or linoleum top.
Two large washing baths should be provided together with ample supplies of cleaning
fluid (paraffin, Lead-free petrol etc.).
Before any dismantling is attempted it is usually desirable to remove the governor from the
engine.
19
OPERATIONAL SCHEMATIC DRAWING OF 11 00-4G GOVERNOR
Key to Numbers:
1. Droop lever
2. Droop lever pin
3. Speed control lever
4. Speed stop lever, minimum
5. Speed stop, minimum
6. Speed control shaft
7. Speed stop lever, maximum
8. Speed stop , maximum
9. Output shaft
10 . Output lever
11 . Manual shutdown button
12. Manual shutdown rod
13. Power piston
14. Wire strut
15. Shutdown (secondary)
16. Feedback piston
17. Compensation spring
18. Compensation piston
19. Compensation spring
20. Restrictor screw
21. Oil pump gear, driven
22. Drive shaft
23. Oil pump check valve
24 . Oil pump check valve
25. Oil pump gear, idler
26. Accumulator piston
27. Oil level sight glass
28 . Rotor
29. Pilot valve
30. Rotor drive spring
31 . Flyweight
32. Shutdown valve (primary)
33 . Shutdown valve, return spring
34 . Lever shutdown valve
35. Droop link
36. Speeder spring carrier, upper
37. Speeder spring
20
31
HIGH PRESSURE OIL DFEEDBACK SYSTEM OIL
.CONTROL OIL . PRESSURE -FREE OR DRAIN OIL
Operdtional Schematic Drdwing of 1100/4G Governor

RETS 155
RESTRICTOR SCREW
SECTIONAL VIEW OF MECHANICAL GOVERNOR

RECOMMENDED OIL-TYPES FOR RYDRAOLIC SERVO GOVERNOR s
GOVERNOR OPERATING TEMPERATURE
COLD BELOW 65 ·c ABOVE APPLICA-

START 65 ·c TO 80 ·c TION liAJI\E
80 ·c
Visco Route Energol OS J-102 Energol· OS 3-103 Energol OS 3-104
Vanellus 11 Multi OS J-153 OS 3-153 OS 3-154 HA-
grade 10W-30 OL-11P 20 DL-MP 30 DL-MP 40 RI-
IC-RF 253 IC-HF 254 NE
L IC-RF 303 IC-HF 304 ~
Visco Route Vanellua M SAE 20W Vanellus H SAE 30 Vanellua 11 SAE 40 IN- p
Vanell us 11 Multi Vanellus SAE 20W Vanellua SAE 30 Vanellua SAE 40 ou-
grade lOW-30 Vanellus C3 SAE Vanellus C3 SAE Vanellua C3 SAE STRI-
20W 30 40 AL
Visco Route Visco Route Visco Route
Hyspin AWH 68 Hyspin AWH 100 Hyspin AWH 150
HA-
or or or RI- c
NE .>..
HPX 20- HPX 30 MPX 40 s
T"
Ryspin AWH 68 Hyspin AHW 100 - Hyspin AHW 150 IN- R
ou- 0
or or or STRI- L
AL
RX Super l5W40 RX Super l5w40 RX Super l5W40 RX Super 15W40
. .
Oelvac Delvac Oelvac Delvac MA-
Special 10W-30 Special 20W-40 Special 20W-40 1340 RI-
ISBC 10-50 SAE • ) NE !1
0
B
IN- !
Delvac Oelvac Oelvac Oelvac DU- L
Special lOW-30 Special 20W-40 Specicll 20W-40 1340 STRI-
ISHC 10-50 SAE • ) AL
Gadinia-·ou Melina Oil Melina Oil 30 Melina Oil 40
10W/30 20/20W or or or MA-
Gadinia Oil Gadinia Oil 30 Gadinia Oil 40 RI-
. ISMO 10WJO,.super NE s
plus lOWSO ) R
t
Rotella TX Oil ·Rotella SX Oil Rotella SX Oil Rotella SX Oil IN- L
10W/30 or 20/20W 30 40 ou- L
Rimula X Oil Rotella TX Oil Rotella TX Oil Rotella TX Oil STRI-
lOW/30 20/20W Rimula X 30 or Rimula .X 40 or Rimula X AL
Oil 20/20W Oil 30 Oil 40
URSA OIL RED ORSA OIL ED REGAL OIL R&OlOO TARO XD-40
SAE lOW-30 SAE 20/20W TARO X0-30
TARO OP-30
TARO DP-40
HA-
RI- ..
:.- NE -
,..
1- )(
IN- c
URSA OIL ED URSA OIL EO URSA OIL EO URSA OIL ED DO- 0
SAE lOW-30 SAE 20/20W SAE 30 SAE 40 STRI-
or SAE.20W-40 AL
UN I FLO NUTO H 68 TRO-HAR so 30 TRO-HAR HO 40 HA-
or RI-
TRO-HAR SO 40 NE
:.
s
ESSOLUBE X0-3 NOTO H 68 or TRO-HAR HD 30 or TRO-MAR HO 40 or IN- s
15~'1-40 ESSOLOBE SOX 20 TRO-HAR SO 30 or TRO-HAR SO 40 or ou- IJ
ESSOLUBE XD-3 ESSOLUBE SOX 30 ESSOLUBB SOX 40 STRI-
15W-40 AL
MULTI PERFORMANCE PERFORMANCE PERFORMANCE PERFORMANCE
3C lSW-40 3C 30 3C 40 28 50 HA-
RI-
OISOLA 113015 DISOLA 114015 DISOLA 115015 NE
AURELIA 3030 i\URELIA 4030 IN-
ou-
MULTIPERFORHANCE MULTI PERFORMANCE STRI-
JC lSW-oiO 3C lSW-40 AL
ATLANTA 1130 ALTANTA 1130
"I Recommended oils where a large temperature range occurs.

GENERAL SUITABILITY OF A MULTIGRADE OIL NOT INCLUDED IN THE ABOVE LIST:
- Kinematic viscosity at 40 •c 2 60 eSt.
- Kinematic viscosity at 100 •c ~ 9,5 eSt. Updated april '89,
SECTION 000/100
GOVERNOR BASE ASSEMBLY
Fig. I *A3 *
Base, Drive, Compensation Piston and Springs
For 11 02V-4G-25R Series Governors
Chapter Contents
1 GENERAL DESCRIPTION
2 TO DISMANTLE, INSPECT AND ASSEMBLE
24
Chapter 1 GENERAL DESCRIPTION
The basic governor (base, body, rotor, casing , shut-down) consists of those components
of the governor which are normally common to all 11 00/4G series governors.
The governor base provides a base for the governor body and casing and also houses the
drive shaft which transmits drive from the prime mover to the rotor shaft.
Oilways in the base connect the compensation piston and springs to the feedback system
and governor pilot valve.
The drive shaft is carried in a ball bearing; splines formed at its upper and mesh with
internal splines formed in the oil pump driving gear. The shaft may be machined to
provide either a serrated drive or a keyed drive.
Various drive shaft types are available to match the engine gearbox.
25
Chapter 2 DISMANTLE, INSPECT AND ASSEMBLE
To Dismantle
NOTE: A It is assumed that the governor has been removed from its fitted position
and has been drained of oil. It is recommended that before disconnecting
the governor from the prime mover fuel control linkage, careful reference
is made to the instruction manual for the prime mover with particular
regard to the fuel control linkage connections .
l. Unlock tabwashers (039) and remove screws (040) and retaining plate.
2. Remove drive shaft (037) complete with sealed bearing (036), driving sleeve (033),
driving spring (032) and rotary seal ring (030).
3. Remove lower circlip (035) and tap lower end of drive shaft to remove sealed bearing
(036).
NOTE :B The bearing is packed with lubricant and sealed, it should not be cleaned
in such way a as to wash out the lubricant.
4. Remove seal assembly (030), (032) and {033) only if it or the drive shaft is to be
replaced by removing upper circlip (035), releasing grubscrew (034) and pushing the
assembly off the shaft.
NOTE:C Take care not to damage the rubbing surface of rotary seal ring {030).
Do not dismantle driving spring {032) from driving sleeve (033) and
rotary seal ring (030) as these parts are a prefitted assembly.
5. Remove seal housing (027) complete with stationary seat (029). Do not remove the
seat unless it is damaged and must be replaced. The stationary seat is fragile and
may easily be broken.
6. Remove plug {003), dowty washer {004) and extract compensation piston (007).
Carefully note the way that piston and springs were fitted and remove spring (002)
and (006) (both are compensation springs) .
DO NOT REMOVE SLEEVE (001) UNLESS THERE IS EVIDENCE OF WEAR OR
DAMAGE.
NOTE: Feedback piston sleeve (025) is secured in position with Loctite Grade 601
Retaining Compound. No attempt should be made to remove this sleeve unless there
is evidence of wear or damage.
7. Remove magnetic plugs (008) and dowty washers (009).
8. Remove plugs (01 0) and dowty washers (009).
26
To Inspect
l. Examine the compensation piston for high spots or scoring and compensation springs
for distortion and fatique .
2. Examine the rubbing surfaces of the seal for wear. Replace if necessary.
3. Check the ball race for crocks and indentations and the balls for pitting and flaking.
4. Examine the drive splines at the upper end of the drive shaft for damage and check
the drive serrations at the lower end.
5. Check that all oilways are clean and free from dirt and foreign material.
6. Ensure that all components are scrupuously clean before assembly.
To Assemble
l. All 0-rings which have been removed are to be replaced with new.
2. If stationary seat (029) has been removed from seal housing (027) a new stationary
seat complete with o-ring (028) is to be fitted as follows:
a) Make sure that the seal housing (027) chamfer and bore are clean and free
from sharp edges.
b) Damp the housing and stationary seat with glycerine or alcohol and push the
stationary seat into the housing with the insertion tool.
3. If the seal assembly has been removed from the drive shaft it is to be fitted as follows :
a) Fit upper circlip (035) to drive shaft (037) .
b) Press the seal assembly onto the drive shaft until the shoulder is contacted,
taking care not to damage the o-ring (031) on the splines and not to damage
the rubbing face .
c) Tighten grubscrew (034).
4. Press seal housing (027) complete with stationary seat (029) and o-ring (028) into
base (022) .
5. Press sealed bearing (036) onto drive shaft (037) and fit lower circlip (035).
6. Carefully press the assembled shaft into base (022), checking that the ball bearing
enters the base squarely. When fitting the drive into the base (022), care should be
taken to ensure that the splines at the upper end of the drive shaft enter the internal
drive splines of the oil pump driving gear.
27
This operation will be best achieved by entering the shaft slowly and at the same time,
moving the drive shaft until it is felt to enter the pump driven gear splines.
7. Secure retaining plate (038) to the governor base with screws (040) and tab washers
(039) .
8. Fit compensation piston (007) and springs (002 and 006) correctly. Fit spring (005)
and plug (003) and new dowty washer (004).
9. Fit magnetic plugs (008) and any other plain plugs (01 0) if these have been removed.
Fit new dowty washer to plugs.
10. Joint (023) and a-rings (024) can only be renewed it the governor is completely
stripped and the dismantling procedure should be used with reference to the sections
listed, starting with the top cover assembly.
28
Key to the Numbers:
Base assembly
Fig I *A3* (11 00/4G)
Item Part no. Description Quantity
l. 450323 Compensation sleeve 1x

(including spring carrier)
2. 11 OOG 663 Compensation spring (5%) lx
3. 1100G 3005 Plug 1x
4. ST036616 Dowty washer (3/4" BSP) 1x
5. 1100G 3006 Spring sleeve 1x
6. 1100G 663 Compensation spring (5%) 1x
7. 1100G 658A Compensation piston (short) 1x
8. 11 OOG 1021 Magnetic plug 2x
9. ST036605 Dowty washer (l /8" BSP) 4x
10. ST012501 Plug (1 /8" BSP Brass) 2x
11. OD24748 0-ring (82, 14 x 3,53 mm) 1x
20. 830G 5039/04 Springwasher (M6) 1Ox

21. 800G 5125/04 Capscrew (M6 x 55) 1Ox
22. 1100G 3002 Base governor 1x
23. llOOG 3007A Joint base 1x
24. ST 036707 0-ring (9 ,25 x 1, 78 mm) 2x
25. RS 150-8 Sleeve piston (14 mm) 1x
26 . OD24561 0-Ring (44.17 x 1.78 mm) 1x
27. 1100G3463A Housing seal 1x
28. part of 30 0-Ring 1x
29. part of 30 Stationary seat 1x
30. 880G5081 Face seal assembly 1x
31. part of 30 0-Ring 1x
32. part of 30 Spring 1x
33. part of 30 Spring retainer 1x
34. part of 30 Grubscrew 1x
35. ST505005 Circlip ( 19x 1,2 mm) 2x
36. 840G5044 Sealed bearing 1x
37. 11 OOG3474 Drive shaft (extended) 1x
38. RS 171-12 Cover bearing 1x
39. ST024902 Tab washer 4x
40. ST312039 Screw hex. (M6 x 20) 4x
(Continued)
29
Continued: Fig I *A3* (11 00/4G)
Recommended spares are:
Item: 4,8,9, 10, 11, 17, 18,20,21,23,24,26,28,29,30,31,

32, 33, 34, 35, 36.
Remark: Rotary seal parts should not be ordered separately.

Order the complete seal assembly part no.: 880G5081
(i.e. item no. 28, 29, 30, 31, 32, 33, 34) or the face seal
spare kit 880G5081-P01 (i.e . item no. 28, 29 and 30).
The drive shaft assembly contains the numbers 35, 36, and 37.
30
(J,_;/115
'I '
1
I I
I I
I I
'-1-'
024------d:>
I
023
022
021-~·'*'·
=-i 026
[' "
I "-
I "
027- 1
I
~o3s .
028--0
029-------e
030~
®--=
031--(J)
=------*
033~:
.:
034 g !
l I
" I
." I
' J
FIG I*A3~1100/4G BAS

BASE AND SPLINED T~~S~MBLY
(Mechanical seal ) VE
SECTION 100/200
BODY ASSEMBLY
Fig. II
Body, Power Piston, Oil Pump, Feedback Piston
Chapter Contents
1 GENERAL DESCRIPTION AND OPERATION

2 TO DISMANTLE INSPECT AND ASSEMBLE .
32
Chapter 1 GENERAL DESCRIPTION AND OPERATION
Description
The governor body forms a housing for the power piston, oil pump and flyweight I rotor
drive. The body is drilled to provide oilways between the oil pump, pilot valve I rotor
assembly and power piston.
The oil pump drive (113) and idler gear (11 0) run in plain bores. Splines formed internally
in drive gear (113) provide the drive coupling between the drive shaft and governor rotor.
Two sets of ball-type check-valves are fitted to the pump. One set only being used,
dependent upon direction of rotation of the governor.
The power piston (1 04), of the differential area type, is giving double acting control. The
power piston is connected to the governor internal linkage at its upper end and transmits
movement to the feedback piston (115) via strut (116) at its lower end.
Operation
Oil under pressure is supplied to the pilot valve via connecting oilways and ports in the
rotor. Dependant upon load, the prime mover will either increase or decrease speed
causing the flyweights to move outwards or inwards, thus raising or lowering the pilot valve
and causing lands formed on the pilot valve to lap or open connecting ports in the rotor
body. This change of pilot valve position will cause the power piston to rise or fall also
transmitting movement to the feedback piston attached to it. Any movement of the
feedback piston will be related to the pilot valve.
33
Chapter 2 TO DISMANTLE, INSPECT AND ASSEMBLE
To Dismantle
It is assumed that the governor has been removed from the prime mover and that its oil
has been drained .
1. Remove speed stop levers (351) after having marked their exact positions (refer to
Fig . IV) .
2. Remove the top cover and disconnect speed control linkage (refer to Fig. VI) .
3. Remove shut-down mechanism by releasing the 8 capscrews securing the shut-down

mechanism mounting plate. (refer to Fig. V ).
4. Remove governor rotor and flyweight assembly (refer to Fig . Ill) .
5. Remove the needle valve assembly (368), the dotted part in Fig. II (and as shown in
Fig . IV) .
6. Remove governor base and body assembly from the governor casing (refer to Fig. IV).
7. Release the 4 capscrews (540) and spring washers (545) to remove stop block
assembly (refer to Fig. V ).
8. Release capscrew (1 06) and bolts (11 7) together with spring washers and remove
governor body (1 05) complete with power piston and oil pump.
9. Release capscrews (101) and spring washers (124) and remove power piston cover
(1 02). Extract power piston (1 04) and feedback piston (115) complete with strut
(116). Care must be taken during this operation that the strut is not bent or distorted.
NOTE: A If replacement of the feedback piston or strut is necessary the

following procedure should be followed;
(I) Grip the feedback piston (115) in soft clamps and supporting the
power piston to prevent damage to the strut (116), release the
feedback piston from the strut assembly , ensuring that the power
piston is free to rotate.
(II) Grip the power piston (1 04), slip a suitable tube spanner over the
strut and release the screw in the power piston.
10. Release sunkscrews (122) and remove spring retainer (120). Extract spring (119) and
shutdown valve (118) .
34
11. Release capscrews (121) and spring washers and carefully remove the oil pump
complete with its gears . Withdraw pump idler gear (11 0) and pump drive gear (113)
Remove idler gear spindle (111) only if its replacement is necessary.
NOTE: B Do not remove the ballcheck valves (1 08) unless the balls, their
retain ing roll pins (112) or housing (1 09 require replacement. There
are two pairs of check valves fitted, one pair to the pump housing
and one pair to the governor body. If replacement is necessary, the
following procedure should be adopted;
(I) Pump housing : Remove roll pins (112) and extract balls (1 08).
(II) Governor body: Remove check valve housing (1 09) and extract balls
(1 08).
To Inspect
1. Remove all traces of jointing from mating faces and ensure that all mating faces are
free from blemishes which may impair their oil -sealing qualities.
2. Check the condition of the pump gears. Inspect the teeth for cracking, pitting or
flaking. Inspect the faces of the pump housing for running marks.
NOTE : C With the idler and driving gears in their respective positions, measure
the distance from the face of the pump housing to the gears, this
should not exceed 0 .06 mm.
3. Check the power piston for high spots and scoring. The piston should have a sliding fit
in the governor body.
4. Check the feedback piston for high sports and scoring.
5. Examine the check valves and housings for wear and indentation and the roll pins for
wear.
6. Examine the shut-down valve for high spots and scoring.
7. Ensure that all components are scrupulously clean before assembly.
35
To Assemble
1. Place driving gear (113) and idler gear (11 0) with idler spindle (111) (if removed) into
the pump housing. Idler gear spindle should be fitted with the flat on the spindle
facing away from the driving gear (113). Secure pump housing (114) to governor
body with capscrews (121) and spring washers . Ensure that the pump turns freely.
2. Insert shutdown valve (118) into governor body and place spring (119) on top of
valve (118). Secure spring retainer (120) with sunkscrews (122).
3. Fit the complete power piston and feedback piston in its bore in the governor body.
Fit new joint (1 03) to cover (1 02) and secure cover with capscrews (1 01) and spring
washers.
4. Fit the stop black assembly (shut down) to governor body and secure it with capscrews
(540) and spring washers (545).
5. Fit the assembled governor body to the governor base, using new 0-rings (24) in the
connecting oilways and secure with capscrews (1 06) and bolts (117) and spring
washers (see note D).
6. Fit rotor assembly (refer to Fig. Ill).
7. Fit casing to governor base (refer to Fig . IV).
8. Fit the shut-down mechanism to the casing (refer to Fig. V).
9. Connect internal linkage and fit top cover assembly (Fig. VI).
NOTE: D In order to ensure a proper alignment of the governor drive shaft, care
should be taken that the drive shaft is square with the base within 0.05
mm over 100 mm. The recommended tool for this adjustment is shown
on drwg. RS 122-34 (see last page). The alignment is ensured by
positioning the body assembly to the base .
36
Key to the Numbers:
Body assembly
Fig . II (11 00/4G)
101. ST314043 Capscrew (M6 x 16) 4x

102. 1100G 3009 Cover 1x
103. 11 OOG 3398 Joint 1x
104. 1100G019B Power Piston 1x
105. 11 OOG 3001 Body 1x
106. ST314045 Capscrew (M6 x 25) 1x
107. ST501301 Dowel 2x
108. ST026809 Ball 3/8" 4x
109. 11 OOG075 Housing check valve 2x
110. 1100G 478 Gear- idler 1x
111. 600G 128 Spindle 1x
112. 840G 5037/01 Mills- pin 2x
113. 1100G477 Gear pump 1x
114. 1100G 3010 Housing 1x
115. RS 150-7 Piston (14 mm) 1x
116. 700G 274A Strut- assy 1x
117. ST312039 Setscrew (M6 x 20) 4x
118. 11 OOG024A Shutdown valve 1x
119. 300G 179 Spring 1x
120. 1100G 3011 Retainer 1x
121. ST314046 Capscrew (M6 x 30) 6x
122. 830G 5156/02 Sunk screw (M5 x 10) 2x
123. ST318208 Spring washer (M6) 4x
124. 830G 5039/04 Spring washer (M6) 13x
125. ST029501 Tape red plug 2x
126. 400G 095 Tapered plug 1x
Item: 101,103, 106, 117, 121, 122, 123, 124.
Remark: Pump gear parts 110, 111, 113 and non-return valve parts
107, 108, 109, 112, should not be ordered separately.
Order the complete pump assembly 451000.
(i .e. 107,108,109,110,111,112,113, 114.)
37
r-06
'Lb
~-124
~126
~
~-
17
I
........
' .~:--·._
.--.--368
124--0 -...... .. .
122
11
~112
f!Glt !l00/4G ROQY ASSfMRY

SCOY, PONER PISTON, OIL AJMP
AND FEE:I:eACK PISTCN
SECTION 200/300
ROTOR ASSEMBLY
Fig . Ill *C*

Governor Rotor, Pilot Valve and Flyweights
For 11 02V-4G-25R Series Governor
Chapter Contents

39
NOTE : A The flyweights and carrier of a particular governor may differ to those
shown in the illustration, due to the requ irements of that particular
application.
Description
The assembly is located in the governor body. The rotor and flyweights assembly comprises
a rotor, pilot valve and a pair of flyweights. The rotor is splined at its lower end to connect
through the driving oil pump gear to the governor drive shaft. At the lowest end of the
rotor at the end of the axial drilling in the sleeve, is a small port for the feedback oil.
NOTE: B The rotor and pilot valve (205) are a matched pair and should therefore not
be ordered separately.
The pilot valve (205) is of the bobbin type and is assembled in the bore of the rotor (205) .
The control land has clean, sharp edges to mate with the control port in the rotor. Two
guide lands are also formed on the pilot valve, the edges of these should be slightly
radiused . At its upper end, the pilot valve carries thrust race (204), spring carrier (203)
and nut (202). Special extended stem (221) is supplied for those governors provided with
an output position limitation system .
The flyweight assembly comprises flyweights (209), mounted on spindles (208) and
running in needle-roller bearings (21 0). The spindles are secured in flyweight carrier (219)
with starlocks (206) . Ball race (214) is assembled in the rotor housing (205) and locates
vane damper (212) which is secured to the flyweight carrier with screws {21 7) . Capscrews
{207) and spring washers {216) are fitted to carrier {219) to act as flyweight stops.
NOTE: C It is essential that only the correct capscrews are fitted as stops; the length of
these capscrews is a designed dimension.
Drive spring (213) is assembled over the pilot valve and is located in a hole in the
flyweight carrier. It is retained in position by grubscrew {218) . Segments are assembled
round the ball bearing and are secured by capscrews. A cover plate (211) is fitted over the
damping segments with screws (217).
Operation
Because of the flyweight system is designed to respond rapidly to small speed changes, the
governor will attempt to govern cyclic irregularities in the drive unless these are damped
out.
40
This condition is obtained by driving the flyweight assembly through the rotor drive spring
(213) and vane damper (212). The damping action is obtained by oil passing from the
high pressure supply port into the rotor head, by-passing the guide lands of the pilot valve
filling the free space between the vane arms and the fixed segments with oil.
The drive from the prime mover is transmitted to the flyweights via rotor (205) and spring
drive assembly (213 and 212) . Any changes in prime mover speed, causing a change in
the centrifugal force exerted by the flyweights in opposition to the loading of the governor
speeder spring, will raise or lower the pilot valve in the rotor bore .
With any increase of speed above the set speed, the pilot valve will be raised and its
control land will open the control port to allow oil to flow from the power piston to drain.
Conversely, any reduction in speed will cause the flyweights to move inwards, and under
unfluence of the speeder spring, the pilot valve will move downwards, allowing the control
land to open the control oil port to admit high pressure oil to the power piston .
41
To Dismantle
NOTE: D It is assumed that the governor has been removed from the prime
mover and that it has been drained of oil.
1. Remove top cover and any further housings and linkage (refer to relevant section) .
2. Remove the speed setting mechanism (refer to relevant section).
3. Lift out the pilot valve assembly, ensuring that thrust bearing (204) does not fall
away from the assembly. Grip the valve in soft clamps and release pilot valve nut
(202) and spring carrier (203) if this operation is considered necessary (item 221, if
limitation mechanism is fitted). Store speeder spring (201) carefully.
NOTE : E The pilot valve is easily damaged, it must therefore be handled with
great care.
4. Remove the Starlock (206) from each flyweight spindle and press out spindle (208)
Needle roller bearings (21 0) should only be removed if they are to be replaced.
NOTE: F Further dismantling should be carried out only if necessary.
5. Release capscrew (21 7) to vane damper (212).
6. Lift of the flyweight carrier and drive spring complete. Do not remove drive spring
(213) unless this is to be replaced (refer to assembly instruction).
7. Release the capscrews (21 7) securing the cover plate (211) and O-ring(215). The
ball bearing (214) and damper (211) may now be removed from rotor (205), if this
operation is considered necessary.
THE ROTOR SEGMENTS MUST NOT BE REMOVED FROM THE ROTOR AS THE
ROTOR IS MACHINED TO SPECIAL DIMENSIONS AFTER THEY HAVE BEEN
FITTED.
To Inspect
1. Inspect the pilot valve and bore of the rotor for scoring or high spots. The valve
should be a sliding fit in the rotor. Check the pilot valve for truth {it must be true to
within (0.005 mm). Ensure that it is undamaged and that all lands are free from
burrs. The control land i.e. the middle land should be clean, sharp edge, but other
lands should be slightly radiused.
42
2. Check the speeder spring and rotor drive spring for serviceability.
3. Check the flyweight spindles for wear.
4. Check the flyweight spindle needle roller bearings, ball bearings and thrust race for
cracks and indentations and the balls for pitting and flaking.
5. Inspect the governor flyweights for freedom of movement and ensure that the
flyweight toes have not worn flat.
6. Ensure that the splines at the lower end of the rotor are not damaged.
To assemble
NOTE: G Ensure that all components are completely clean and free
from burrs.
1. Press rotor ball bearing (214) into position in the rotor.
2. Position vane damper (212) with the mark "X" to coincide with mark in the rotor
head and using new 0-ring (215), fit cover plate. Position cover plate and secure
with capscrews . Ensure that the vane damper does not rub against the cover plate.
3. Fit drive spring/carrier assembly to the rotor head, ensuring that drive spring (213)
enters the correct hole in the rotor (205). Carrier (219) and vane damper (212) are
both marked "0". These marks will coincide when both items are fitted correctly.
4. Secure the flyweight carrier to the vane damper with capsrews (217). If the drive
spring has been removed, position it concentrically and ensure that the permitted
movement of the flyweights is the same in either direction. Secure the drive spring
with grubscrew (218) .
5. Fit needle roller bearings (21 0) to flyweights (209), the bearings should slightly
protrude the weights to prevent any sideplay between the weights and carrier. Enter
the spindles (208) and secure with starlocks (206).
6. Place thrust race (204) on pilot valve (205), screw down spring carrier (203) and
nut (202) but do not tighten down fully.
7. Lightly oil valve (205) and enter it in the bore of the rotor (205). Press the thrust
race (204) down against the flyweight toes and adjust on the spring carrier (203)
until the weights are vertical and the control land is exactly lapping the control port.
Tighten nut (202) (or 221) to lock spring carrier (203).
43
Key to the numbers :
Fig. Ill (11 00/4G)

Rotor assembly
201. 1100G3055A Speeder spring 1x

202 . 1100G3008 Nut 1x
203. 11 OOG 3023 Spring carrier 1x
204 . 670G 5045 Thrust bearing 1x
205 . RS 150-16 Rotor/pilot valve 1x
206. 900G 5042 Starlock 4x
207. ST314006 Capscrew (M3 x 8) 2x
208. 700G 006A Spindle 2x
210. OD 25328 Needle roll. Bearing 4x
211. 1100G 3022 Cover plate 1x
212 . 1100G 3020 Vane damper 1x
213. 700G 111A Drive spring 1x
214 . 700G 5357 Bearing 1x
215. 630G 5056 0-ring 1x
216. 830G 5039/01 Spring washer 2x
217. ST314005 Capscrew (M3 x 6) 8x
218 . ST314404 Grubscrew (M3 x 8) 1x
219. 1100G 3021 Weight carrier 1x
220. 1100G 3064 Weight 2x
221. (Not applied)
224. ST314029 Capscrew 4x
225. RS 150-96 Top gov. weight 2x
Item: 204,206,207,208,210,214,215,216,217,218
Remark: The pilot valve should not be ordered as a separate

item. Order rotor and pilot valve (205) as one unit.
(= assembly RS 150-16)
44
~l'-1----201
RG]][.C•nOO/LG ROTOR ASSEMEl.Y

Gollemcr rotor:.
pilot -«:Jiv• crd ftyweighls .
SECTION 300/500
GOVERNOR HOUSING ASSEMBLY
FIG. IV *A1 *
Droop Mechanism
FIG. IV *C2*
Common Parts
FIG. IV *E*
Output shaft "R" and Speed Stops "L"
Chapter Contents
1 GENERAL DISCRIPTION
3 SETIING UP PROCEDURE - OUTPUT AND DROOP
SCALES
46
Chapter 1 GENERAL DISCRIPTION
(Use Fig . *A1 *, *(2 *, *E * simultaneously)
The casing assembly (Fig . IV) is secured to the governor drive base assembly (Fig. I) at its
lower end and the speed setting me~hanism forms a cover (Fig . VI) at its upper end . Within
the governor casing are the governor flyweight/rotor governor power piston (Fig II) .
The shutdown mechanism (Fig. V) is mounted on a detachable plate fitted to the governor
casing, the shutdown housing (538) being secured to the governor body).
The casing encloses the accumulator piston (360) and spring (372) which acts as a releif
valve in the oil system, the piston being closed in the casing by plug (358) . With the drive
base secured at its lower end, the casing (345) forms a reservoir for the operating oil, the
level being indicated by a sight glass (365) fitted into the casing wall .
The output shaft (325) is carried in bushes (328) which are carried in bush sleeve (329).
The power piston lever assembly (322) which is clamped to the output shaft by capscews
(31 9) transmits the torque, exerted by the power piston, through key (326) to an external
lever, fitted to the output shaft. Link (307), connects output shaft to droop lever (302) . The
droop lever is connected to the upper spring carrier (303) by pin (301 ), washer (304) and
split pin (305) .
The droop mechanism, carry a droop adjusting rack (311) and associated components
(312 to 315) in output lever (322). The rack assembly meshing with shaft (335) passing
through droop scale shaft (336) which is carried in bushes (328) and sleeve (329). Knob
(339) controls the amount of droop and is splined to shaft (335) . The droop lever (302) is
connected to the speed control shaft (350) through a swivel pin (334) with washer (304)
and splitpin (305) by lever (343). The speed stop levers (351) are splined to one end of
speed control shaft (350) and retained to the shaft by circlip (352) . The governor
maximum and minimum speed is controlled by stop screws (347) and locking nuts (346) .
47
To Dismantle
NOTE: A It is assumed that the governor has been removed from the prime
mover and that is has been drained of oil. When dismantling the
basic governor, it will be necessary to refer to sections covering the
various assemblies enclosed within the governor casing. These
sections are listed at the beginning of the instruction manual. It is
also recommended that careful reference is made to the instruction
manual for the prime mover with particular regard to the fuel
pump control linkage connections to the governor.
l. Remove speed stop levers (351) after having carefully marked their exact
positions (refer to Fig. IV)
2. Remove the top cover and disconnect speed control linkage (343) and (622), if
speed setting is motorised or manually operated (see Fig. VI).
3. Remove shutdown mechanism (Fig. V) by releasing the 8 capscrews securing the

shutdown mechanism mounting plate.
4. Remove splitpin (316), washer (357) and pin (317) from power piston stem (see
Fig. IV).
5. Remove splitpin (305), washer (304) and withdraw pin (306) from link (307).
6. Remove droop lever (302), speeder spring (refer to Fig . Ill) and upper spring
carrier (303). If further dismantling is necessary, carry out operations 6 (I) and
6 (II) as follows:
(I) Remove split pin (305) and washer (304) from pin (334) at appropriate
end of lever (343).
(II) Remove lever (343) from speed setting shaft (350) and withdraw shaft.
7. Remove governor rotor, flyweights and pilot valve assembly (refer to Fig. Ill).
8. Remove restrictor screw assembly (366 to 3 71).
NOTE: B Before restrictor screw (369) is removed from housing (368) first
screw it in, carefully noting the number of turns necessary to firmly
seat the restrictor screw (369). Then extract restrictor screw (369)
from housing (368).
9. Remove governor drive base complete with governor body, power piston and oil
pump assembly (refer to Fig. I & II).
48
(Removal of output lever)
10 . Turn output shaft (325) until capscrew (31 9) and its spring washer (321) can be
removed . Release capscrew and spring washer clamping droop shaft (336) and
remove the shaft complete. Remove screw (31 0) and extract droop adjusting
slide (315), droop adjusting rack (311) and shims (312 and 313) . Carefully
preserve the shims. Release clamping capscrew (319). Push output shaft (325)
inwards until key (326) is clear of the lever, rotate the shaft and extract the key.
Withdraw the shaft, extract the output lever and remove power piston links (318).
Remove pins (320) in the output lever only if there is evidence of wear. Release
nut (340) and remove knob {339) complete with droop indicator (338), slacken
grubscrew (342) and remove droop indicator (338).
11 . Place the governor casing under a suitable press and apply sufficient pressure to
retain plug cover (358) securely in position whilst capscrews (356) are released
(a special tool is available on request). Carefully release the pressure on the
cover and remove accumulator piston (360) and spring (372) .
12 . Extract oil seals (327) and bush sleeves (329) complete with bushes (328) only
if their replacement is necessary. If they are to be replaced remove the grubscrew
(323) locking the bush sleeves .
13. Slacken grubscrew (323) in casing and extract bush (349) if necessary.
NOTE : C This governor can be "handed" i.e. the output shaft and speed
setting can be fitted to either side of the governor as required by
the particular application . Droopscale (337) in this case is left
"I" handed.
To Inspect
1. Examine all springs for distortion and fatigue.
2. Examine all bushes of wear.
3. Check the output shaft seals for damage and wear.
4. Check all swivel pins for excessive wear and their relevant holes in the linkage
for wear.
5. Examine all splines and serrations for wear and damage.
6. Examine the taper of the restrictor screw for wear.
7. Ensure that all components are scrupuously clean before assembly.
49
To Assemble
1. Fit speed control shaft (349) into casing and secure with grubscrew (323) if
removed.
2. Press in bush sleeves (329) complete with DX bushes (328) together with oil
seals (327) into casing (345) . Do not secure sleeves with grubscrews (323) yet.
3. Insert accumulator spring (372) into accumulator piston bore (ensure that spring
is seated properly in recess of casing casting) and place piston (360) over spring
(372) . Position plug cover (358) and new joint (359) on piston and apply
sufficient pressure to enable the capscrews (356) and spring washers (321) to be
tightened down .
(Fitting the output lever)
4. Position output lever (322) between the bush bosses and re-position sleeves
(329) if side clearance is too much . Secure sleeves with grubscrews (323). Insert
output shaft (325) through the governor casing and lever. Fit Woodruff key (326)
and draw shaft outwards until its end is flush with the lever. Fit clamping
capscrew (319) and spring washer (321) but do not tighten capscrew. Assemble
droop slide (315) to lever and fit capscrew (31 0) . Fit shims (312 and 313) and
droop adjusting rack (311 ). Fit link (307) with pin (308) and wavey washer
(309), if removed. Insert assembled droop scale shaft (336) and droop adjusting
shaft (335) through the governor casing and lever, ensuring that the droop
adjusting shaft meshes correctly with the droop rack (311 ). Fit clamping
capscrew (319). Fit droop indicator (338) but do not tighten grubscrew (342) .
Fit knob (339) and locknut (340) and spring washer (341 ), but do not tighten
locknut.
5. Fit the governor drive base/pump/body assembly to governor casing .
6. Fit restrictor screw housing (368) with new o-ring (367) and dowty washer (366)
to governor casing. Ensure that the end of restrictor screw housing (368) locates
correctly in the appropriate hole (and in line) with the governor body (see dotted
part in Fig. II). Fit two new o-rings (367) to restrictor screw (369) and screw
restrictor screw in housing (368) to firmly seated position and screw the noted
number of turns back. Fit cover (371) with new o-ring (370) .
7. Fit governor rotor/flyweight assembly.
8. Fit droop lever (302) speeder spring (refer to Fig. Ill) and upper spring carrier
(303) . If the assembly was dismantled further proceed as follows:
(I) Fit splitpin (305) and washer (304) to pin (334) at end of lever (343).
(II) Fit lever (343) and speed setting shaft (350).
50
9. Fit pin (317) to links (318) and power piston stem, and secure with splitpins
(316) and sufficient washers, having various thicknesses (357}, to avoid too
much side clearance of pin (31 7).
10. Fit pin (306) to link (307) and lever (302) and secure with split pins (305) and
washers (304).
11. Fit speed setting mechanism to cover or intermediate housing and link up where
applicable (refer to Fig. VII).
12. Fit shut-down mechanism (refer to Fig. V).
13. Fit top cover (refer to Fig. VI) .
14 . Fit governor to prime mover and fill with oil to indicated oil level mark on sight
glass (365). Connect control linkage between governor and prime mover (also
refer to instruction manual for prime mover for details of fuel control linkage).
15. Connect electrical connections of motorised speed setting mechanism.
51
Chapter 3 SETIING UP PROCEDURE- OUTPUT AND DROOP SCALES
1. Output scale.
Turn scale shaft (336) to zero output when power piston is at its highest and lock
clamping capscrew (319).
2. Droop scale.
Adjust droop knob (339) to achieve zero droop position i.e . no movement on
lever (302) when output shaft is rotated. Lock grubscrew (342) on droop
indicator (338) when zero droop position found and set. Tighten lock nut (340).
NOTE: D 4% droop equals droop scale position 60:
a) If 60 %of the output shafts total movement is used from 'no load'
(pas 2) to 'full load' (pas . 8) .
b) If the nominal governor speed is 1500 rev/min.
c) If the zero droop position has been set correctly.
{ 1% of 1500 is 15 and 4 x 16 = 60 }
52
Key to the numbers:
Fig. IV *A 1* (11 00/4G)

Housing assembly
Droop mechanism right build
104. 11 OOG 3380 (see Fig. II )

301. 700G155B Pin 1x
302. 700G153 Lever droop 1x
303. 11 OOG036A Carrier spring (upper) 1x
304. ST013131 Washer (5 x 10 x 0,8) 4x
305. ST013200 Splitpin (1/1 6" x V2") 4x
306. 700G 152B Pin 1x
307. 700G 099 Link droop 1x
308. 700G 151 Pin droop link 1x
309. RS 033-1 Wavey washer 1x
310. ST314005 Capscrew 1x
311. 700G 093 Rack droop 1x
312. 700G 094 Shim 1x
313. 700G 095 Shim lx
314. ST01 0601 Dowel 2x
315. 1100G 995 Slide droop 1x
316. ST013201 Splitpin (1 /16" x 112'') 2x
317. 11 OOG 11 OS Pin for links (long) 1x
318. 11 OOG 1413 Link pair (power piston) 1x
319. ST314031 Capscrew (MS x 20) 2x
320. 11 OOG 1419 Pin 2x
321. 830G 5039/03 Spring washer (MS) 3x
322. 11 OOG 3030 P1 Lever output 1x
323. ST314423 Grubscrew (M5 x 6) 6x
333. ST314030 Capscrew (M5 x 16) 2x
334. 11OOG 1108 P1 Pin lever (short) 1x
343. 1100G 3138 P1 Lever speed control 1x
345. 11 OOG 3003 Casing 1x
357. ST013101 Washer (6,7 x 14 x 1,6) 2x
Items: 301,304,305,306,310,312,313,316,317,318,319,
320,321,323,333,357.
Remark: Item 318 is a pair of links, do order them separately.
53
lllJr ~
3
rrel-~-@)
T ur~
319
321-1
=
I
rf?
~&-r------314
311
310
~ 312
305-- I 313
'XJ7
~------~~--~
I 306
308 ------T--;;i,......._;
309 'XJS
~~ '~
3~----~~~~~~,~
'
... ~
I 3()4
315
320
',
', 322
302·
303
r:::::~~..:::::..::::::~~~=-------333
:---y--t--~:::::::.::~~-----321
304 -----104
305
343
0
334
0. 345
(j /
CQ/4G HOUSING
FIG &M1*11CQ/ ~SSEMBLY
CROCP ME~ANISM
(Left side)
Key to the numbers:
Fig. IV *C2* {11 00/4G)

Housing assembly
Common parts
321 . 830G 5039/03 Spring washer (M5) 4x

332. 11 OOG 058A Joint 1x
348 . ST314444 Plug (M8 x 8) 2x
356. ST314029 Screw (M5 x 12) 4x
358. 11 OOG 3031 Cover accumulator lx
359. 1100G 3032A Joint 1x
360. 11 OOG 039 Piston accumulator 1x
361. 93G3 Nameplate 1x
362 . 730G 5047 Screw-self tapping 4x
363 . ST036620 Dowty washer (1" BSP) 2x
364 . RS 056-2 Indicator 2x
365 . RS 056-1 Sightglass 2x
366. ST03661 0 Dowty washer (3/8" BSP) 1x
367. ST036703 0-ring (4,47 x 1,78 mm) 3x
368. RS 150-5 Housing restrictor lx
369. RS 150-4 Restrictor lx
370. ST036714 0-ring (18,72 x 2,62 mm) lx
371. RS 150-6 Cover restrictor lx
372. 1100G 040 Spring accumulator lx
373. ST012501 Plug (1 /8" Brass) 1x
374. ST036605 Dowty washer (1 /8" BSP) lx
376 . RS 150-9 Sticker 1x
377. 11 OOG 3481 Sticker lx
379. 11 OOG511 Spring accumulator lx
Items: 321, 332, 356, 359, 363, 364, 365, 366, 367,
370, 372, 373, 37 4.
55
0
370
/
(
I
I
I
I
I
359
./
11
356 ·
FIG N*C2*1100 PARTS ASSEMBLY
/4G HOOSING
COMMON · )
(For 25 and 34ft.
. I bf casing
Key to the numbers:
Fig. IV *E* (11 00/4G)

Housing assembly
Output shaft- Droop shaft- Speed stops (right build)
Item Part no. DescriQtion Quantity
323 ST314423 Grubscrew (M5 x 6) 5x

324 11 OOG 1024 Spacer 1x
325. 11 OOG 3036 Shaft outp . (standard) 1x
326. ST011305 Key 1x
327. 0024563 Oil seal 2x
328. 740G 5147 OX-bush 4x
329. 11 OOG 862 Sleeve for bush 2x
330. 11 OOG416 Plug lx
335 . 11 OOG 3034 Shaft droop adjusting 1x
336. 1100G 045A shaft droop scale 1x
337. 11 OOG 3483R Droop scale (r.h.) 1x
338. 11 OOG 3484 Indicator droop 1x
339. 11 OOG 317 Knob droop lx
340. 770G 5060 Locknut for knob (M5) 1x
341 . 3H109 Washer (M5) 1x
342 . ST314411 Grubscrew (M4 x 4) 1x
344. 11 OOG 115 Marker (scale) lx
346. ST317008 Nut locking (M5) 2x
347. ST312029 Screw stop (M5 x 20) 2x
349 . 11 OOG 3137 Bushing speed shaft 1x
350. 11 OOG31 02 Shaft speed control 1x
351. 11 OOG 3027 Lever stop 2x
352. OD 19445 Circlip (3/8") 1x
353. 11 OOG 3029 Plate cover lx
355. ST314017 Screw (M4 x10) 8x
375. 11 OOG 3480 Caution plate 1x
Items: 323, 324, 325, 326, 327, 328, 337, 340, 341, 342, 346,
347,349,350,351,352,353,354,355.
Remark: Item 337 is a left handed droop scale marked "L"
57
337 1)-342
1
I'339
~--354
loll.__ 355
HOUSING ASSEMBl.Y
FIG&* E* IICXJ/4GSHAF'T (Right side)
OJTPUT FT (Left side)
DROOP SHAPS (Left s1de)
SPEED STO
SECTION 500/600
SHUT-DOWN ASSEMBLY
Fig. V *B1 *
Solenoid Energise to Stop with Manual Stop Knob
For 11 02V-4G-25R Series Governor
Chapter Contents

2 TO DISMANTLE INSPECT AND ASSEMBLE
3 SHUT-DOWN SOLENOID- TO SET UP
59
SHUT-DOWN MECHANISM- SOLENOID OPERATED- ENERGISED TO SHUT-DOWN
Description
The solenoid operated shut-down mechanism is mounted on a plate fitted to one side of
the governor casing. The mechanism is designed to be energised to move the pilot valve
(535) to the stop position on receipt of a shut-down signal to the prime mover. Provision is
also made to bring the prime mover to rest by operating the manually operated shut-down
knob mounted on the plate.
The mechanism comprises a bracket-mounted solenoid (518) mounted to a plate (512)

secured to the governor casing with capscrew (503) and copper washers (504). Also
forming part of the mechanism is a manually operated push button override mechanism
which when operated, transmits movement to pilot valve and sleeve assembly (537) fitted
to shutdown housing (538) and secured to the governor body by capscrews (540) and
spring washers (545).
Oilways formed in the shut-down housing connect with ports formed in sleeve (537) which
are closed by lands on pilot valve (535) .Contact between pilot valve and solenoid stem is
maintained by spring (536) . When the solenoid is de-energised, pilot valve (535) is held
against its stop (534) by return spring (536).
Operation
(See the coloured drawing as well).
With the solenoid de-energised, high pressure oil from the oil pump passes through the
pilot valve (see item 32, coloured scheme) and holds the shut-down valve (15) in the
"open" position against the action of its return spring (just below item 15).
In this position, the shut-down valve (15) permits oil (blue line) to flow freely between the
rotor assembly and the top of the power piston.
When solenoid is energised, pilot valve (32) is moved from the "run" position where it was
held by spring (33) to the shut-down position. This movement of the pilot valve cuts off the
supply of high pressure oil to the shut-down valve (see item 15 of coloured scheme) and
releases oil above the valve to drain (into green just below item 32).
With the sudden loss of oil pressure on the valve, its return spring moves item 15 to open
the control line (blue) from the power piston to drain (green) and shuts of the line (blue)
from the rotor assembly, The power piston then moves upwards due to the pressure (red)
beneath it and shuts down the prime mover.
60
To Dismantle
It is not necessary to remove the governor from the prime mover or to drain the governor
oil unless further dismantling is to be carried out.
l. Release capscrews (503) securing the mounting plate (512) to the governor
casing and remove the plate complete with manual and solenoid assemblies.
Disconnect plug (508) if necessary. Release capscrews (503) and remove
bracket (514) .
2. Release capscrew (532) and remove stop (534), pilot valve (535) and
spring (536) .
NOTE : (I) The length of the solenoid push rod (at the bottom end of the
rod) has been accurately measured and filed to match.
(See instructions}.
(II} The pilot valve and sleeve are fitted as an assembly and should
not be replaced separately.
3. Remove splitpin (502) . Remove manual push button (501) return spring (505),
o-ring housing (506) and o-ring (51 0) . Remove splitpin (516) from one end of
spindle (517), withdraw the spindle and lever (515).
4. Disconnect the electrical connections (520) at the solenoid. Release capscrews

(503) securing mounting (529) to plate (512) and remove mounting.
Release solenoid nut (533) securing the solenoid to mounting (529) and remove
solenoid.
NOTE: If it is necessary to dismantle the shut-down mechanism further the

governor should be removed from the prime mover and drained of oil
and the following dismantling procedure should be used with reference
to the under mentioned sections in the order listed;
Remove top cover (Fig. VI)
Remove housing assembly (Fig's IV)
Remove shutdown housing (Fig. V)
To Inspect
All traces of old jointing must be removed form the mating faces of all covers and
housings. Ensure that all faces are free from blemishes and score marks which might
impair their oil sealing qualities.
Ensure that all oilways in the shut-down housing and sleeve are free from dirt and foreign
matter.
61
Check the pilot valve for scoring and high spots. The valve should have a sliding fit in
its sleeve.
Check the pilot valve spring for serviceability.
Check the solenoid for continuity and insulation. Ensue that the core moves freely
throughout the coil centre.
To Assemble
Renew all joints during assembly.
1. Fit pilot valve {535), sleeve {537) 'if removed' and spring (536) to housing
(538). Place pilot valve stop (534) and secure with capscrew (532) .
2. Assemble spring {505) o-ring housing (506) and o-ring (51 0) over push button
(50 1). Fit assembly to bracket {514) . Secure splitpin (502).
3. Pass spindle (517) through lever (515) and secure with new split pin {51 7).
4. Using new joint (513) secure shut-down bracket (514) to mounting plate (512)
with capscrews (503) and copper washers (504) .
5. Secure solenoid (518) to mounting (529) with special nut (533) and locking
washer (not shown) .
6. Fit reinforcing plate (530) 'if removed' and secure with screws {525) and spring
washers (527), screws (524) and spring washers (526).
7. Re-connect the electrical connections.
8. Using new joint (541) secure mounting plate (512) to governor casing .
9. Re-connect plug (508), if this has been removed.
NOTE: If the governor has been further dismantled, proceed as follows:

(I) Assemble shut-down housing {Fig. V)
(II) Fit housing assembly {Fig. IV)
(Ill) Fit top cover (Fig. VI)
10. Fit governor to prime mover and fill with oil of the recommended grade to the
centre of the sight glass.
62
Chapter 3 SHUT DOWN SOLENOID -TO SET UP
(Refer to adjusting tool instructions RS 122-33)
Only authorised engineers should use the tool set RS 122-23.

The tool set consists of the following parts:
- Bracket A: necessary to define the length of the solenoid core .
- Bracket B: necessary to transfer the defined length to the actual solenoid assembly.
-A measuring gauge necessary to adjust bracket B.
Besides a slide gauge, no further tools are required. All adjustments can be done by
tightening the locking collars by force of hand . .
The solenoids are designed and used with a small effective stroke (1 .6 mm) and if they are
disturbed in service and incorrectly re-installed such that the stroke is incorrect then failure
to operate will result.
The operating details are as follows:
1) Nominal voltage (DC) 24 48 110 200

2) Nominal current (mA) 290 145 64 35
3) Pull in volts (20°C) 13 26 59 110
4) Pull in volts (88°C) 17 34 79 145
5) Drop out volts (20°C) 3 7 14 25
6) Drop out volts (88°C) 4 8 17 31
Solenoids used for 220 volts DC supply have a resistance fitted in series with the
solenoid coil.
IMPORTANT:
In most of the cases, the solenoid mounting plate (51 2) will have been doweled to the
governor housing. Also the solenoid mounting (529) should have dowels and if not, it is
recommended to do so.
The solenoid socket assembly (507) has three pins. Two of them have red coloured wires
and they are connected to the solenoid. The third wire is white and is connected to the
governor uearth". In particular when 11 OV DC or 220V DC solenoids are used, the
"earth" of the plug (508) should be wired as well, as they otherwise represent a potential
danger to personnel.
The solenoids will need a DC supply. They will not function if AC is supplied without bridge
rectifiers or diodes.
63
Key to the numbers:
Fig. V *81 * {ll 00/4G)

Shut-down assembly
Solenoid energise to stop with manual stop knob
501. 11 OOG 3084 Push button assy lx

502. ST013201 Split pin lx
503. ST314029 Capscrew {M5 x 12) 1Ox
504. 770G 5266/03 Copper washer {M5) 1Ox
505. PC 013 Spring, for push button lx
506. 11 OOG 3094 0-ring housing lx
507 . 450753 Solenoid socket assy lx
508 . RS046-16 Solenoid connector lx
509. ST314006 Capscrew (M3 x 8) 4x
510. ST036703 0-ring (4,47 x 1,78 mm) h
511. 500G 243A Joint lx
512. RS046-409 Mounting plate lx
513 . 11 OOG 233A Joint bracket 1x
514 . 11 OOG 3046 Bracket lx
515. 11 OOG 031 B Lever lx
516. ST013200 Split pin 2x
517. 11 OOG 235 Spindle lx
518. 00194858 Solenoid assy (24V) lx
519. (Part of 51 8) Washer 2x
520. (Part of 507) Wire (red coloured) 2x
521. (Part of 51 8) Spring washer 2x
522 . {Part of 51 8) Nut selflocking 2x
523. ST010601 Dowels 4x
524. ST019681 Capscrew (4BA x 114'') 2x
525. ST314017 Cap screw (M4) 2x
526. OD 23270 Spring washer (4BA) 2x
527. 830G 5039/03 Spring washer {M5) 2x
528. 11 OOG 231A Joint lx
529. 11 OOG 3047 Solenoid mounting lx
530. RS 012-1 Reinforcing plate lx
531. 830G 5039/01 Spring washer (M3) lx
532 . ST314008 Capscrew (M3 x 12) 1x
533. (Part of 518) Nut & locking washer lx
534. 11 OOG 268 Stop (for pilot valve) 1x
535. (Part of 53 7) Pilot valve lx
536. 700G 379A Return spring 1x
537. 700G 200 Sleeve + pilot valve lx
538. 11 OOG 3054 Shut-down housing lx
539. llOOG 237A Joint, shut-down housing. lx
(continued)
64
Continued : Fig. V *81 * (11 00/4G)
540 . ST314035 Capscrew (M5 x 40) 4x

541. 11 OOG 2288 Joint, plate to casing 1x
543 . RS 046-6 Sticker 1x
544. (part of 507) Wire (white coloured) 1x
3431. 71 OG 5071 Diode 1x
Recommended spares are :
Items: 502,503,509,510,511,513,516,517,524,525,
526,527,528,531,532,539,540,541,545.
Remark: Do not remove dowels 523.

Pilot valve cannot be ordered separately.
508 (connector) is an assembly, single parts
cannot be ordered.
65
/'
I \
I
I
I
I
SECTION 600/700
TOP COVER ASSEMBLY
Fig. VI *C*
Cover, Slipping Clutch Motor
Chapter Contents
1 GENERAL INFORMATION AND OPERATION

2 TO DISMANTLE INSPECT AND ASSEMBLE
3 GOVERNOR SPEED SETIING MOTOR
67
MOTORISED SPEED SEITING MECHANISM
Description
1. The motorised speed setting mechanism is designed primarily for use in

applications where remote control of prime mover speed is desirable, i.e. in
applications where speed is controlled from a distance.
2. The mechanism is mounted on top of the governor top cover and comprises a
totally enclosed gear/motor unit transmitting drive through a spring loaded
clutch to the speed setting lever via internal governor linkage. A handwheel is
incorporated in the mechanism for manual control of the prime mover set
speed. ·
3. Seals are fitted to prevent the ingress of dirt and foreign matter into the
governor.
Operation
1. On receipt of a signal from a remote control position, the electric motor will
rotate in either clockwise or anticlockwise direction to transmit movement to
shaft (612) causing block (622) to be raised or lowered. The horns formed on
block (622) which engage in the lever (343) will cause the speed control shaft
(350) to rotate and cause a change of pressure to the governor speeder spring
(20 1) via lever (302) and upper spring carrier (303).
2. Rotation of the handwheel (607) in a clockwise direction will cause the prime
mover to increase speed, whilst rotation in an anticlockwise direction will
decrease speed.
Installation
1. The motorised speed setting mechanism is fitted to the governor and adjusted
before leaving the factory. The only installation is that the electrical supply be
connected, making certain the voltage corresponds with the motor supplied and
that the terminals are wired as per the wiring diagram. (See Fig. VI *C1 *).
68
Maintenance
1. Due to the totally enclosed nature and design of the speed setting motor it will
require very little routine maintenance under normal working conditions.
However, after a period of one year or 5000 hours of use, it is advisable to
check brushes and commutator for wear. The motor should be completely
replaced when the governor unit is being overhauled, normally after 20.000
hours . This repair work should be undertaken by a qualified engineer who is
familiar with this type of equipment and the associated safety procedures.
2. The clutch assembly is contained within the handwheel knob (607). Driving
clutch plate (61 0) is machined in centre, to engage with the square of the motor
/gear unit output shaft and positioned inside the upper end of the speed control
shaft (612) . A cork washer (611) is fitted underneath the driving clutch plate
(61 0). Spring (609) exerts pressure on the clutch plate and is held compressed
by the cover (606). The spring force is not adjustable. The cork washer should
not be fitted dry. Oil or grease should be used to reduce some of the friction .
3. The speed control shaft (612) .is carried in bearing (618) fitted into bearing
housing (616). Capscrews (604) secure shaft (612) and housing (616) to cover
(628) . Spacers (617) are fitted to prevent end float of the bearing. Bearing (618)
is held on the speed control shaft by E-clip (619), circlip (620) and disc spring
(614). The lower portion of shaft (612) is threaded to carry speed control shaft
block (622), which engage the horns formed on the block, in the speed setting
lever, thus causing the speed setting linkage to move upwards or downwards.
Seals (613) and (60 1) are fitted to prevent the ingress of dirt and foreign matter
into the governor.
Type of Motor
Make Groschopp, 24V D.C. PM Motor.
69
IMPORTANT NOTES
Governors having 220/240V motors or 1 10/120V motors should use an earth

connection.
Electric motors, having brushes, and being used for parallel operation (i.e. a load sharing
system), should normally require little maintenance. However, if they are used in
conjunction with close frequency control equipment, then the use of synchronous motors
(brushless motors) is highly recommended.
All governors are leaving our works with the speed setting mechanism set at maximum
governor speed. The tension of spring (20 1) on top of the rotor assembly pushes the
assembly down to the body, thus preventing the rotor splines to slip out the driving gear
(113), which may occur as a result of rough transport.
70
Key to the numbers :
Fig. VI *C* (11 00/4G)

Top cover assembly
332 . 1100G OSSA See Fig IV *C*

601. 830G 5370/01 Check seal 1x
603. 1100G 3146 Mounting Plate 1x
605. RS 136-19 Motor (24V) 300:1 1x
606. 11 OOG 3145 Capscrew 1x
607. 1100G 3144 Clutch sleeve 1x
608. 1100G 3148A Clutch spring outer 1x
609. 11 OOG 3149 Clutch spring inner 1x
610. 1100G 3143 Clutch disc 1x
611. 83 OG 5183 Cork washer 1x
612. 11 OOG 3139B Speed control shaft 1x
613. 74 OG 5228/08 V-ring seal 1x
614. 82 OG 5232/07 Disc ring 1x
616. 11 OOG 3141 Bearing housing 1x
617. 11 OOG 3140 Spacer - bearing 2x
618. 83 OG 5031 /03 Bearing 1x
619. 76 OG 5124 E-clip 1x
620. 72 OG 5142/16 Circl ip (26 x 1,2) 1x
621. 11 OOG 3150 Joint 1x
622 . 11 OOG 3147 Block speed control 1x
623. 600G 052 Filler plug 1x
624. ST036610 Dowty washer 1x
625. ST314046 Capscrew (M6 x 30) 6x
628. 11 OOG 3142 Top cover 1x
RS 150-80 Block Connector (not shown) 1x
RS 136-16 Connector (not shown) 1x
~em: 332,601,602,604,611,613, 618,619,620,621,623,624,625.
Remark: electric motor 605 is an assembly, single parts cannot be ordered . (apart from
the carbon brushes and synthetic caps).
71
_./.......,
__,_.., I
..,,..,...,..., I
( I
613 ~ I 60S
614~ I
I
616
I
I
e--617 I
618~ I
~617 1
619__@ I
I '-. -
~20 ......... ...J
623~
.621--. . ~-~-/
~~
I
ifk:;;,
·
-
Olt1
~
24 i-
.
625
0
•
628--
FlG:¥l*C* 11C0/4G iCPcoyEB ASSEME!LY

(1102) COVER, S~r-G CLUTCH
' .!
l
1 GAUGE RS122-34 SHEET 2

2 SHAFT RS122-34 SHEET 3
I
3 BRACKET RS 122-34 SHEET 4
4 BALL BEARING 840G .5044
.MAX. MISALIGNMENT O,OSJ,oomm.
5 CJRCLIP 501005
6 CAPSCREW 1 H18S M6x 18
THIS CORRESPONDS WITH
lI 0,03mm. DIAL READING
7
8
CAPS · REW
POST
314018
RS 122_34
M4x 12
SHEET S
I -I 9 GOVERNOR BASE .
II 10 GOVERNOR BODY
. ,1
I I
...
.,
GOVERNOR OILPUMP HOUSINC.::....:;- - - - - . ! 1 - - - - - - - ; - - - - - - - - - -
II .. 12 GO VERNOR OIL'PUMP GE ~--+------+-=-=-:-:-:-:::-:-::::-----
I! ITEM DESCRIPTION . PART NO REMARKS
11QQ_TYPE
GOVERNORS
ONLY
ITEM DESCRIPTION MATERIAL SURFACE TREAH
Drawn Scale: Size
3
Date
Checked :
Unless olherw·._.,...J"'''U
8 , :1
Amencan pro,e<:11on
Sheet
A3 II
Nam•DRIVE SHAFT
REGULATIURS EUROPA
RODEN NETHERLAND!
Surface hn1sh
2 UPDATED
1 UPDATED Break sharp edges 0 .1-0 .3 Angles! 1°
ALIGNME:NT GAUGE
25 = 25 ! 0 .5 25 .0 = 25 ! 0 .05 25 .00 = 25 ! 0 .005 ShMt 1 of 5 Orw
25 ,00 = 25 ~ 0 .01
u ALTERATION
II.
. DATE y
25 = 25 ! 1
2s = 25! 2
L---------------------~~N~O~..1..-_ _ _ _ _ _ _ _ _ _.....__ ____._ ....JI------·- - -·- .
25 .0 = 25 ! 0.1
25.0 = 25! 0 .2 25.o0 = 25! 0.02 t-R-et.-: - - - - - - 1 No. R S 12 2 -34

1102v-4g Europa

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INSTRUCTION MANUAL

OPERATION AND MAINTENANCE

11 02V-4G-25R TYPE GOVERNOR

MAN CODE 11.14001-0573

Refer to part no's and not to

3. Safety of personnel, operating and maintaining

equipment manufactured by Regulateurs Europa

5. Governor build code

8. Installation and trouble shooting

9. Section 000/100 {Base Assembly)

10. Section 100/200 (Body Assembly)

11. Section 200/300 (Rotor Assembly)

12. Section 300/500 {Casing Assembly)

13. Section 500/600 (Shut-Down Assembly)

To ensure prompt and satisfactory attention to customer's enquiries, all communications

The original manufacturer of this equipment is:

OFFICE AND WORKS

Regulateurs Europa B.V.

Telephone: (31) (050) 501 9888

1. Before carrying out any repairs, adjustments or maintenance to any equipment

The equipment may contain one or more of the following:

Speed range : For continuous duty, variable speed operation: 300-1600

Speed droop: Adjustable by dial type lockable control from 0-160

Constant Sensitivity range: 500-1800 revs/min.

Output shaft dimensions : 5/8 inch, 36 fine serrations to SAE.

Driveshaft: Either direction of rotation. Serrated drive shaft

Shutdown mechanisms: (without latch) .

Solenoid operated : Solenoid energised to "stop". Manually operated shut-

Speed setting mechanisms: (manual)

Manually operated: Speed setting controlled by handwheel.

Electric motor: Series wound: 24V DC PM

Weight: Approximately 521b. (24 Kg.) for an 11 02V-4G-25R type

Oil supply: Self-contained, 2.5 pts (1 .5 Litres).

Governor build specification code :

* CSR = customer special requirement

The full build specification code for this type of governor is :

load Increase - Isochronous Setting

load Decrease - Isochronous Setting

Load Decrease - With Droop

Variation of speed is accomplished by increasing or decreasing the load on the speeder

Shutdown is by operating manually a push button (11) or electrically a solenoid (energised

Friction in the governor linkage is undesirable and should be kept to a minimum .

Type and Grade of Oil

Viscosity range at 40°C (1 04°F):

I) Cold Conditions SAE 20

II) Temperate Conditions SAE 30

Ill) Hot conditions SAE 40

The oil should have the following characteristics :

(c) Freedom from sludging and varnish desposits.

(d) Resistance to breakdown at temperatures up to 120 °C (250 °F).

(e) Protection of governor parts against corrosion.

DO NOT OVERFILL OR UNDERFILL as this will result in poor governor performance.

The oil temperature should not exceed 85 °C in any case.

I. Only use the grade of oil suitable for the application.

2. DO NOT use hydraulic oils, or those with a high alkaline value.

3. Ensure the correct level is maintained - DO NOT OVERFILL OR UNDERFILL.

I) Check correct level of oil

Setting the Minimum Speed Stop

Setting the Maximum Speed Stop

Upward I Downward Range

Speed Droop in % = (No Load Speed - Full load speed)

If the Governor Fails to Operate

* Check governor drive is intact.

* Check the pilot valve to ensure that it is operating correctly.

Fig . Ill C

Fig. IV A 1 (11 00/4G)