Testing & Adjusting

Usage:

Introduction

NOTE: For Specifications with illustrations, make reference to Specifications for 3406C Generator Set Engine Attachments, SENR1096. If the Specifications in SENR1096 are not the same as in the Systems Operation, Testing & Adjusting, look at the printing date on the cover of each book. Use the Specifications given in the book with the latest date.

Troubleshooting

Troubleshooting can be difficult. The Troubleshooting Index gives a list of possible problems. To make a repair to a problem, make reference to the cause and correction on the pages that follow.

This list of problems, causes, and corrections will only give an indication of where a possible problem can be, and what repairs are needed. Normally, more or other repair work is needed beyond the recommendations in the list.

Remember that a problem is not normally caused only by one part, but by the relation of one part with other parts. This list is only a guide and can not give all possible problems and corrections. The service personnel must find the problem and its source, then make the necessary repairs.

1. Contactor Switch For Water Temperature Does Not Activate Shutoff Solenoid.

2. Contactor Switch For Water Temperature Activates Shutoff Solenoid At Wrong Temperature.

3. Contactor Switch For Oil Pressure Fails To Activate Shutoff Solenoid.

4. Shutoff Solenoid Fails To Stop Engine.

5. Shutoff Solenoid Prevents Engine Start.

6. Clutch Will Not Engage (Slips), Heats Or Lever Moves To Released Position.

7. Clutch Shaft Has Too Much End Play.

8. Clutch Bearings Have Short Service Life.

9. Mechanical Shutoff Fails To Stop Engine Because Of Low Oil Pressure.

10. Mechanical Shutoff Does Not Stop Engine When Coolant Temperature Is Too High.

11. Mechanical Shutoff Will Not Let Engine Start.

12. Electrical Indicators Give Wrong Readings.

13. Automatic Start/Stop Systems.

a: No Supply Of Standby Current-Lockout Light Activated (SR Relay Energized)

b: No Supply Of Standby Current-No Lockout Light Activated (SR Relay Not Energized)

c: Standby Current Supply Stops Before Normal Current Returns

d: Operation Of Standby System When Standby Current Is No Longer Needed

14. Starting Motor Does Not Turn.

15. Alternator Gives No Charge.

16. Alternator Charge Rate Is Low Or Not Regular.

17. Alternator Charge Is Too High.

18. Alternator Has Noise.

19. Rack Solenoid Does Not Stop Engine.

Troubleshooting Problems

Problem 1: Contactor Switch For Water Temperature Does Not Activate Shutoff Solenoid

Probable Cause:

1. Wrong Connections

Connect battery to Common Terminal (C) and shutoff solenoid to Normally Open (NO) connections. Check connections to other components or make installation of new wiring.

2. Failure Of Shutoff Solenoid

Check the shutoff solenoid.

3. Low Water Level In Cooling System

Fill the cooling system.

4. Wrong Setting Of Switch

Make a test of temperature setting and if necessary install new contactor switch with correct setting. See specifications.

Problem 2: Contactor Switch For Water Temperature Activates Shutoff Solenoid At Wrong Temperature

Probable Cause:

1. Wrong Setting Of Switch

Make a test of temperature setting and if necessary install new contactor switch with correct setting. See specifications.

Problem 3: Contactor Switch For Oil Pressure Fails To Activates Shutoff Solenoid

Probable Cause:

1. Wrong Connections

Check connections, wiring and correct where necessary.

2. Wrong Setting Of Switch

Test contactor switch. If necessary, install new contactor switch.

Problem 4: Shutoff Solenoid Fails To Top Engine

Probable Cause:

1. Wrong Connections

Check connections and wiring.

2. Plunger Shaft Adjustment Wrong

Make adjustment to plunger shaft.

3. Wrong Plunger In Shutoff Solenoid

Install the correct plunger shaft.

4. Not Enough Plunger Travel

Make adjustment to plunger shaft or replace solenoid if necessary.

Problem 5: Shutoff Solenoid Prevents Engine Start

Probable Cause:

1. Shutoff Solenoid Does Not Operate Correctly

Activate to shutoff or activate to run type: Operate the control for the shutoff solenoid. Listen for a noise. A shutoff solenoid makes noise when it works. If it makes noise but the engine still does not start, remove the shutoff solenoid. Try to start the engine. If the engine starts, the shutoff solenoid is either not installed correctly or is not functioning properly. Make reference to Testing & Adjusting.

Problem 6: Clutch Will Not Engage (Slips), Heats Or Lever Moves To Released Position

Probable Cause:

1. Wrong Adjustment

Make adjustment to clutch engagement lever pull.

2. Alignment Of Flywheel And Flywheel Housing Mounting Face And Bores

Check and make adjustment to alignment.

3. Overload On Clutch

Reduce load or reduce engine speed when engaging clutch.

Problem 7: Clutch Shaft Has Too Much End Play

Probable Cause:

1. Bearing Worn Or Adjustment Wrong

Replace and/or make adjustment to shaft bearing.

Problem 8: Clutch Bearings Have Short Service Life

Probable Cause:

1. Too Much Bearing Clearance

Replace and/or make adjustment to shaft bearing.

2. Side Load Too High

Make a reduction of side load.

Problem 9: Mechanical Shutoff Fails To Stop Engine Because Of Low Oil Pressure

Probable Cause:

1. Plunger Is Held In Normal Run Position Or A Spring Is Broken

Disassemble and clean parts. Install new parts if needed.

Problem 10: Mechanical Shutoff Does Not Stop Engine When Coolant Temperature Is Too High

Probable Cause:

1. Oil Lines Have A Restriction

Clean oil lines, make replacements as necessary.

2. Control Valve Does Not Work Correctly

Clean control valve, make replacement if necessary.

3. Malfunction In Oil Pressure Shutoff

Clean oil pressure shutoff. Install new parts if necessary.

Problem 11: Mechanical Shutoff Will Not Let Engine Start

Probable Cause:

1. Control Has Not Been Set For Start

Set the control for start.

2. Spring Is Broken

Install new spring.

3. High Water Temperature

Let engine cool.

Problem 12: Electrical Indicators Give Wrong Readings

Probable Cause:

1. Wrong Connections

Check wiring connections to be sure they are correct.

2. Sending Units Have A Failure

Check the sending units and install new ones if necessary.

3. Resistor In 32 Volt Systems Has A Failure

Install a new resistor.

4. Wrong Sending Unit In System

Install correct sending unit.

5. Wrong Indicator

Install correct indicator.

Problem 13a: No Supply Of Standby Current-Lockout Light Activated (SR Relay Energized)

Probable Cause:

1. Engine Does Crank But Will Not Start-Engine Speed Correct

a. Engine starting problem

No fuel

Fuel rack not moving

Governor not operating

Wrong injection timing

Very low air temperature

Restriction in air inlet

Low compression

b. Switch problem

Water temperature switch has a failure

Overspeed switch setting is low or has a failure

Cranking panel problem

Overcranking timer has a failure

2. Engine Does Crank But Will Not Start-Cranking

Speed Too Slow

a. Starting system problem

Battery does not have enough charge

Faulty cable connections

Starting motor has a failure

b. Engine problem

High friction due to seizure

c. Switch problem

Oil pressure switch has low setting

3. Engine Does Not Crank

a. Starting system problem

Open circuit or very high resistance in circuit to the magnetic switch

Magnetic switch has a failure

Circuit breaker has a failure

Problem 13b: No Supply Of Standby Current-No Lockout Light Activated (SR Relay Not Energized)

Probable Cause:

1. Engine Does Not Crank

a. Transfer switch problem

SE relay has a failure

Open circuit in initiating contactor circuit 1V, 2V and 3V contactor shorted

b. Cranking panel problem

Toggle switches SW-1 and SW-2 are in the wrong position or have a failure

NC contact of SE relay has a failure

IR relay open circuit

2. Engine Does Operate-No Voltage From Generator

a. Generator problem

See topic "No AC Voltage" in Troubleshooting section of the Generator Service Manual

3. Engine Does Operate-Generator Does Give Voltage

a. Transfer switch problem

SE relay contacts faulty

TS relay contacts faulty

Lo relay or related circuit has a failure

b. Wiring problem

Phase EA or EC not connected (open) to transfer switch

Problem 13c: Standby Current Supply Stops Before Normal Current Returns

Probable Cause:

1. Lockout Light Activated (SR Relay Energized)

a. Engine problem

High water temperature

Low oil pressure

Overspeed

No fuel

Overload

Mechanical failure

2. No Lockout Light (SR Relay Not Energized)

a. Generator problem

Malfunction developed during operation-see topic "No AC Voltage" in Troubleshooting section of Generator Service Manual

Problem 13d: Operation Of Standby System When Standby Current Is No Longer Needed

Probable Cause:

1. Standby System Still Gives Power

a. Transfer switch problem

1V, 2V or 3V relay contacts not closing or faulty contact

SE relay has a failure

TS switch and/or contacts not operating

Time delay relay (if fitted) has a failure

2. Standby System Does Not Give Power, But Engine Keeps Operating

a. Cranking panel problem

IR relay has a failure

RR relay has a failure (not always fitted)

TD relay has a failure

b. Problem on engine

Fuel pressure switch has a failure

Rack stop solenoid has a failure or open in its circuit

Fuel rack seizure in the open position (overspeed possible)

c. Transfer switch problem

SE contacts welded

Problem 14: Starting Motor Does Not Turn

Probable Cause:

1. Battery Has Low Output

Check condition of battery. Charge battery or make replacement as necessary.

2. Wires Or Switch Has Defect

Make repairs or replacement as necessary.

3. Starting Motor Solenoid Has A Defect

Install a new solenoid.

4. Starting Motor Has A Defect

Make repair or replacement of starting motor.

Problem 15:. Alternator Gives No Charge

Probable Cause:

1. Loose Drive Belt For Alternator

Make an adjustment to put the correct tension on the drive belt.

2. Charging Or Ground Return Circuit Or Battery Connections Have A Defect

Inspect all cables and connections. Clean and tighten all connections. Make replacement of parts with defect.

3. Brushes Have A Defect

Install new brushes.

4. Rotor (Field Coil) Has A Defect

Install a new rotor.

Problem 16: Alternator Charge Rate Is Low Or Not Regular

Probable Cause:

1. Loose Drive Belt For Alternator

Make an adjustment to put the correct tension on the drive belt.

2. Charging Or Ground Return Circuit Or Battery Connections Have A Defect

Inspect all cables and connections. Clean and tighten all connections. Make replacement of parts with defects.

3. Alternator Regulator Has A Defect

Install a new alternator regulator.

4. Alternator Brushes Have A Defect

Install new alternator brushes.

5. Rectifier Diodes Have A Defect

Make replacement of rectifier diode that has a defect.

6. Rotor (Field Coil) Has A Defect

Install a new rotor.

Problem 17: Alternator Charge Is Too High

Probable Cause:

1. Alternator Or Alternator Regulator Has Loose Connections

Tighten all connections to alternator or alternator regulator.

2. Alternator Regulator Has A Defect

Install a new alternator regulator.

Problem 18: Alternator Has Noise

Probable Cause:

1. Drive Belt For Alternator Is Worn Or Has A Defect

Install a new drive belt for the alternator.

2. Loose Alternator Drive Pulley

Check groove in pulley for key that holds pulley in place. If groove is worn, install a new pulley. Tighten pulley nut according to Specifications.

3. Drive Belt And Drive Pulley For Alternator Are Not In Alignment

Make an adjustment to put drive belt and drive pulley in correct alignment.

4. Worn Alternator Bearings

Install new bearings in the alternator.

5. Rotor Shaft Is Bent

Make replacement of the rotor shaft.

6. Rectifiers In The Alternator Are Shorted

Make replacement of the diode assembly.

Problem 19: Rack Solenoid Does Not Stop Engine

Probable Cause:

1. Electrical Connections Are Not Correct

Correct electrical connections and wiring.

2. Adjustment For Plunger Shaft Is Not Correct

Make an adjustment to the plunger shaft.

3. Wrong Plunger In Solenoid

Install the correct plunger in the solenoid.

4. Not Enough Plunger Travel

Make an adjustment to the plunger shaft or make replacement of the solenoid if necessary.

5. Defect In Solenoid Wiring

Make replacement of the solenoid.

Fuel System

Magnetic Pickup

Typical Illustration

(1) Clearance between magnetic pickup and flywheel ring gear ... 0.55 to 0.83 mm (.022 to .033 in)

NOTE: Turn the pickup in until it comes in contact with a tooth on the flywheel ring gear. Turn the pickup out a half turn. This will give 0.55 to 0.83 mm (.022 to .033 in) clearance at (1).

(2) Tighten the locknut to:

4P7610 ... 25 ± 5 N·m (18 ± 4 lb ft)

7W3355, 5N8757 ... 45 ± 7 N·m (33 ± 5 lb ft)

Fuel Ratio Control And Governor Check

NOTE: The governor seals do not have to be cut or removed for the procedure that follows.

1. Install the rack position indicator to measure fuel rack movement. See Steps 1 and 2 in the Fuel Setting Procedure for the correct installation of the tooling.

2. Turn the engine start key to the ON position to activate the shutoff solenoid. Do not start the engine at this time.

3. Move the governor control linkage to the full FUEL ON position and hold or fasten it in this position.

4. Install the 6V4186 Timing Pin in the rack zeroing hole near the front of the fuel injection pump housing.

5. With the governor control lever in the full FUEL ON position, use a 1N9954 Lever and move the manual shutoff shaft slowly to the FUEL OFF position (counterclockwise). Watch and make sure the timing pin drops and engages with the slot in the fuel rack.

6. Release the manual shutoff shaft and zero the dial indicator. Move the dial indicator in the collet to zero and tighten the collet. Make sure all three needles of the indicator are on zero.

7. Remove the 6V4186 Timing Pin and watch the dial indicator movement. The indicator should show movement in the FUEL ON direction. If no movement occurs repeat Steps 4, 5 and 6 to zero the indicator.

8. Release the governor control shaft and linkage.

Remove Boost Line
(1) Air Line.

9. Remove air line (1) from the engine. Put plugs over the openings to keep dirt out of the system.

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To help prevent an accident caused by parts in rotation, work carefully around an engine that has been started.

10. Start the engine and operate it for a minimum of five minutes to get the governor and engine up to normal operating temperatures.

11. Check the leak down rate of the fuel ratio control (with the engine operating at low idle) as follows:

a. Connect a pressure indicator, a shutoff valve, a pressure regulator and an air supply to fitting.

b. Apply 70 kPa (10 psi) air pressure to the fuel ratio control.

c. Turn the shutoff valve OFF and check the leak down rate. Leakage of 20 kPa (3 psi) in 30 seconds is acceptable.

d. If leakage is more than 20 kPa (3 psi) in 30 seconds, the fuel ratio control must be repaired before Steps 13 and 14 are done.

e. Keep 70 kPa (10 psi) air pressure on the fuel ratio control for Step 12.

NOTE: Step 11 also activates the fuel ratio control for Step 12.

Apply Air Pressure
(2) Fitting. (3) Cover.

12. From low idle, rapidly move the governor control shaft to the full FUEL ON position and read the measurement on the dial indicator. Read the indicator carefully because this reading will be a maximum for only a moment. Make a record of the maximum dial indicator reading. If full measurement is not reached, increase the air pressure to make sure there is full fuel ratio control movement.

NOTE: The fuel ratio control is activated and the maximum dial indicator reading is dynamic full torque setting of the engine. This setting is 0.5 mm (.02 in) greater than the static full torque setting given on the Engine Information Plate or later engines or in the TMI (Technical Marketing Information) or Fuel Setting And Related Information Fiche.

NOTE: On some CARB approved engines or with fuel ratio controls out of adjustment, the fuel ratio control can activate shortly after engine startup. At this time the dial indicator reading can be the dynamic fuel ratio control setting. Continue the checking procedure to find the dynamic full torque setting at Step 16.

13. Release all air pressure from the fuel ratio control. Start at 900 rpm and rapidly move the governor control shaft to the full FUEL ON position and read the measurement on the dial indicator. Read the dial indicator carefully because this reading will be a maximum for only a moment. Make a record of the maximum dial indicator reading. This is the dynamic fuel ratio control setting for the engine.

14. If the dynamic fuel ratio control setting is within ± 0.25 mm of the specification given on the Engine Information Plate or in the TMI (Technical Marketing Information) or Fuel Setting And Related Information Fiche, an adjustment is not necessary.

15. For adjustment of the control see Fuel Ratio Control Adjustment.

16. Check boost pressure that gives full torque rack travel as follow:

a. Connect a pressure indicator, a pressure regulator and an air supply to fitting (2).

b. Apply 25 kPa (4 psi) air pressure to the fuel ratio control.

c. Start at 900 rpm and rapidly move the governor control shaft to the full FUEL ON position and make a record of the maximum dial indicator reading.

d. Repeat this procedure several times, each time increase the air pressure 5 kPa (.5 psi).

e. Make a record of the first air pressure setting that gives full torque rack travel. Full torque rack travel was measured in Step 12.

f. This is the boost pressure that moves the fuel ratio control out of the rack control position. This pressure gives dynamic full torque rack travel.

Fuel Ratio Control Adjustment

NOTE: Before the governor seals are cut or removed, See Fuel Ratio Control And Governor Check to make sure an adjustment is needed.

1. See the Engine Information Plate or the TMI (Technical Marketing Information) or Fuel Setting And Related Information Fiche for correct dynamic fuel ratio control setting specification before an adjustment is made.

2. Install and zero the rack position indicator group. See Fuel Ratio Control And Governor Check for this procedure.

Remove Boost Line
(1) Air line.

3. Remove air line (1) and cover (3) from the engine.

Remove Cover
(2) Fitting. (3) Cover.

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To help prevent an accident caused by parts in rotation, work carefully around an engine that has been started.

4. Start the engine and operate it for a minimum of five minutes to get the governor and engine up to normal operating temperature.

Adjustment Components.
(4) Valve extension. (5) Nut. (6) Retainer.

5. Hold retainer (6) in position and loosen nut (5). This keeps the fuel ratio control diaphragm from turning when nut (5) is loosened or tightened.

6. Turn valve extension (4) to get the correct setting. A clockwise direction gives a more positive setting. The counterclockwise direction will give a more negative setting. Several adjustments of valve extension (4) may be needed to get the correct dynamic fuel ratio control setting.

7. After each adjustment is made, check the dynamic fuel ratio control setting. Start at 900 rpm and rapidly move the governor control shaft to the full Fuel On position and read the measurement on the dial indicator. Read the dial indicator carefully because this reading will be a maximum for only a moment. Make a record of the maximum dial indicator reading.

NOTE: If the correct dynamic fuel ratio control setting cannot be made with this adjustment, the internal governor linkage must be checked and adjusted or the fuel ratio control needs repair or replacement. See Check And Adjustment Of The Fuel Ratio Control Linkage for the governor linkage procedure.

8. After the correct adjustment has been made, tighten nut (5). Check the dynamic fuel ratio control setting again.

9. Install the gasket and cover (3) on the fuel ratio control. Tighten the bolts to a torque of 9 ± 3 N·m (7 ± 2 lb ft)

10. Apply 70 kPa (10 psi) air pressure to the fuel ratio control at fitting (2). This will fully extend the fuel ratio control to get dynamic full torque.

11. Check the dynamic full torque setting. Start at 900 rpm and rapidly move the governor control shaft to the full Fuel On position and read the maximum measurement on the dial indicator.

NOTE: If the dynamic full torque setting cannot be reached a repair or replacement of the fuel ratio control is needed.

12. Stop the engine.

13. Install the wire and seal on the fuel ratio control.

14. Install air line (1) on the engine.

15. Remove the rack position indicator tooling.

Check And Adjustment Of The Fuel Ratio Control Linkage

6V6070 Governor Adjusting Tool Group

The check and adjustment of the fuel ratio control linkage can be used with the fuel injection pump and governor on or off the engine.

NOTE: Start with Step 13 of this procedure if the governor adjusting tools have already been installed to check the fuel setting.

Fuel Injection Pump And Governor
(1) Cover (rack position indicator). (2) Plug (rack centering pin).

1. Remove plug (2) and cover (1) from the fuel injection pump housing.

Indicator And Centering Pin Installed
(3) 6V4186 Timing Pin. (4) 8T9198 Bracket Assembly. (5) 2A0762 Bolt. (6) 8H9178 Ground Body Bolt. (7) 5P4814 Collet. (8) 6V6106 Dial Indicator.

2. Install the rack position indicator as follows:

a. Install the 5P4814 Collet (7) on the 8T9198 Bracket Assembly (4).

Slot In Fuel Injection Pump Rack
(9) Slot.

b. Position the indicator arm in approximately the middle of its travel to make sure that it will engage in slot (9) in the rack. Put 8T9198 Bracket Assembly (4) in position on the fuel injection pump housing.

c. Install 8H9178 Ground Body Bolt (6) first. Then install 2A0762 Bolt (5).

d. Be sure the indicator arm moves freely.

e. Put 6V6106 Dial Indicator (8) in position in 5P4814 Collet (7).

f. Put the 9S8903 Contact Point on the 6V2030 Extension and install on 6V6106 Dial Indicator (8).

NOTE: The 9S8903 Contact Point will not go through the collet and must be assembled after the indicator stem has passed through the collet.

g. Tighten 5P4814 Collet (7) just enough to hold the dial indicator.

Position Fuel Injection Pump Rack
(10) 6V6151 Adapter. (11) 6V7942 Hook.

3. Remove the shutoff solenoid, if equipped, or cover and install the 6V6151 Adapter (10).

4. Move the governor control lever to the Low Idle position (rotate governor shaft counterclockwise).

5. Install the 6V4186 Timing Pin (3) in the top of the fuel injection pump housing. Push the timing pin in until contact with the fuel rack is made.

6. Use 6V7942 Hook (11) through 6V6151 Adapter (10) to push the sleeve and rack to the shutoff position. Make sure 6V4186 Timing Pin (3) engages in slot (9).

Push Rack To Shutoff
(11) 6V7942 Hook. (12) Servo valve.

7. Move the governor control lever to the Full Load position (rotate governor shaft clockwise) and fasten it in this position.

Pull Rack Against Timing Pin
(11) 6V7942 Hook. (12) Servo valve.

8. Use the 6V7942 Hook (11) to pull the sleeve and rack [through servo valve (12)] against the timing pin.

Fuel Rack Against Timing Pin

9. Adjust the 6V6106 Dial Indicator (8) in the collet to zero and tighten the collet. Make sure all three needles of the dial indicator are on zero.

10. Remove the 6V4186 Timing Pin (3), 6V7942 Hook and release the governor lever.

6V7941 Compressor Assembly
(13) Rod.

11. Turn rod (13) in the 6V7941 Compressor Assembly until the knob is approximately 25.4 mm (1.00 in) away from the compressor body.

NOTE: The 6V7941 Compressor Assembly is used to remove clearance in the governor linkage to get accurate fuel setting measurements.

Install the 6V7941 Compressor Assembly
(10) 6V6151 Adapter. (14) 6V7941 Compressor Assembly.

12. Install 6V7941 Compressor Assembly (14) in 6V6151 Adapter (10) as shown.

Remove Fuel Ratio Control
(15) Air supply line. (16) Fuel ratio control.

13. Remove air supply line (15) and fuel ratio control (16).

Remove Orifice Screen Assembly
(A) Location for screen assembly.

Fuel Ratio Governor Adjustment Check
(17) 6V2017 Governor Adjusting Tool. (18) 6V2105 Rack Adjusting Tool (outer part).

14. Remove the orifice screen assembly from the governor housing at location (A). This screen must be removed to 6V2017 Governor Adjusting Tool (17) can fit square against the governor housing.

NOTE: If it is thought that it will be necessary to change linkage adjustment, install the outer part of 6V2105 Rack Adjusting Tool (18) along the left side of the governor, before bolts for 6V2017 Governor Adjusting Tool (17) are tightened.

15. Move the governor control lever to the Low Idle position and install 6V2017 Governor Adjusting Tool (17) as shown.

16. Move the governor control lever to Full Load position and hold there.

Checking Fuel Ratio Control Setting
(14) 6V7941 Compressor Assembly.

17. Turn the knob so the rod moves in 6V7941 Compressor Assembly (14) until the needles of the dial indicator move approximately 1 mm (one revolution of the large needle).

18. Slowly turn the knob to move the rod out of 6V7941 Compressor Assembly (14) until the needles of the dial indicator stop movement. This is the Static Fuel Ratio Control Lever Setting.

NOTE: When the rod is turned out, there may be a small initial movement of the dial indicator needles, then they will stop moving while the rod is turned out for approximately 11/2 turns more. Now the indicator needles will begin to move again, and will follow the turning of the knob until the setting is reached. It is important that the rod be turned slowly, so that fuel rack can follow the movement of the governor components.

19. See the TMI (Technical Marketing Information) or Fuel Setting And Related Information Fiche for the correct Static Fuel Ratio Control (lever) setting dimension, and compare it to the dial indicator reading. The dial indicator reading must be within ± .25 mm (.010 in) of the dimension given in the TMI (Technical Marketing Information) or Fuel Setting And Related Information Fiche or an adjustment is needed.

Tools For Linkage Adjustment
(18) 6V2105 Rack Adjusting Tool (outer part). (19) 6V2104 Hex Wrench.

Location Of Linkage Adjustment
(20) Adjustment screw. (21) Locknut.

20. If an adjustment is necessary, use outer part of 6V2105 Rack Adjusting Tool (18) to loosen locknut (21) and then use the 6V2104 Hex Wrench (19) (part of the 6V2105 Rack Adjusting Tool) to turn adjustment screw (20). Turn the screw out [counterclockwise (CCW)] to make the setting more positive, or in [clockwise (CW)] to make the setting more negative. Be sure to tighten the locknut after adjustment is complete. There is a zero tolerance for the linkage setting if an adjustment is made.

NOTE: The needles of the dial indicator will not follow the turning of the adjustment screw. It will be necessary to do Step 15 through Step 17 until the adjustment is correct.

Adjustment Of Fuel Ratio Control Linkage

Electrical System

Test Tools For Electrical System

Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good condition, the wire and cable connections must be clean and tight, and the battery must be fully charged. If the on-engine test shows a defect in a component, remove the component for more testing.

The service manual Testing & Adjusting Electrical Components REG00636 has complete specifications and procedures for the components of the starting circuit and the charging circuit.

4C4911 Battery Load Tester

The 4C4911 Battery Load Tester is a portable unit in a metal case for use under field conditions and high temperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables that can easily be fastened to the battery terminals. A load adjustment knob on the top permits the current being drawn from the battery to be adjusted to a maximum of 1000 amperes. The tester is cooled by an internal fan that is automatically activated when a load is applied.

The tester has a built in LCD digital voltmeter and amperage meter. The digital voltmeter accurately measures the battery voltage at the battery through tracer wires buried inside the load cables. The digital amperage meter accurately displays the current being drawn from the battery under test.

NOTE: Make reference to Operating Manual SEHS9249 for more complete information for use of the 4C4911 Battery Load Tester.

6V7070 Heavy-Duty Digital Multimeter

The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and 29 ranges. The 6V7070 Heavy-Duty Digital Multimeter has an instant ohms indicator that permits continuity checks for fast circuit inspection. It also can be used for troubleshooting small value capacitors.

The 6V7800 Regular-Duty Digital Multimeter (a low cost option to the Heavy-Duty Multimeter) is also available; however, the 6V7800 Regular-Duty Digital Multimeter does not have the 10A range or the instant ohms feature of the 6V7070 Heavy-Duty Digital Multimeter.

NOTE: Make reference to Special Instruction SEHS7734 for more complete information for use of the 6V7070 Heavy-Duty Digital Multimeter and the 6V7800 Regular-Duty Digital Multimeter.

Battery

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Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result.

Before any testing is done on the electrical system, the batteries should be checked for good connections and must be at least 75 percent (1.225 Sp Gr) fully charged.

The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge in the battery. Damage to the charging unit will result if the connections (either positive or negative) between the battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lost and there is an increase in charging voltage. High voltage will damage, not only the charging unit, but also the regulator and other electrical components.

Use the 4C4911 Battery Load Tester to load test a battery that does not hold a charge when in use. Refer to Operating Manual SEHS9249 for more detailed instructions on use of the 4C4911 Battery Load Tester. See Special Instruction SEHS7633 for the correct procedure and specifications to use when testing batteries.

Charging System

The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell per week or per every 100 service hours).

When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of operation.

To check for correct output of the alternator, see the Specifications module.

For complete service information, refer to Service Manual Module SENR3862. This module is part of REG00636 Service Manual.

Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow:

1. Battery must be at least 75 percent (1.225 Sp Gr) fully charged and held tightly in place. The battery holder must not put too much stress on the battery.

2. Cables between the battery, starter, and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).

3. Leads, junctions, switches, and panel instruments that have direct relation to the charging circuit must give correct circuit control.

4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and have the ability to operate the charging unit.

Alternator Regulator Adjustment

When an alternator is charging the battery too much or not enough, the charging rate of the alternator should be checked. Make reference to the Specifications module to find all testing specifications for the alternators and regulators.

No adjustment can be made to change the rate of charge on the alternator regulators. If rate of change is not correct, a replacement of the regulator is necessary.

Alternator Pulley Nut Tightening

Tighten nut that holds the pulley to a torque of 102 ± 7 N·m (75 ± 5 lb ft) with the tools shown.

Tools To Tighten Alternator Pulley Nut
(1) 8T9293 Torque Wrench. (2) 8S1588 Adapter (1/2 inch female to 3/8 inch male). (3) 2P8267 Socket Assembly. (4) 8H8517 Combination Wrench (11/8 inch). (5) 8T5314 Socket.

Starting System

Use the multimeter in the DCV range to find starting system components which do not function.

Move the start control switch to activate the starting solenoid. Starting solenoid operation can be heard as the pinion of the starting motor is engaged with the ring gear on the engine flywheel.

If the solenoid for the starting motor will not operate, it is possible that the current from the battery did not get to the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable on the solenoid. Put the other lead to a good ground. A zero reading is an indication that there is a broken circuit from the battery. More testing is necessary when there is a voltage reading on the multimeter.

The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground. Activate the starting solenoid and look at the multimeter. A reading of battery voltage shows the problem is in the motor. The motor must be removed for further testing. A zero reading on the multimeter shows that the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made to the starting motor pinion clearance.

Make a test with one multimeter lead fastened to the connection (terminal) for the small wire at the solenoid and the other lead to the ground. Look at the multimeter and activate the starting solenoid. A voltage reading shows that the problem is in the solenoid. A zero reading is an indication that the problem is in the start switch or the wires for the start switch.

Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the battery. Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the wires for the start switch.

A starting motor that operates too slow can have an overload because of too much friction in the engine being started. Slow operation of the starting motor can also be caused by a short circuit, loose connections and/or dirt in the motor.

Pinion Clearance Adjustment

When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with the starting motor removed.

Connection For Checking Pinion Clearance
(1) Connector (from MOTOR terminal on solenoid to the motor). (2) Terminal (3) Ground terminal.

1. With the solenoid installed on the starting motor, remove connector (1).

2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.

3. Connect the other side of the battery to ground terminal (3).

4. Connect for a moment a wire from the solenoid connection (terminal) marked MOTOR to the ground connection (terminal). The pinion will shift to crank position and will stay there until the battery is disconnected.

Pinion Clearance Adjustment
(4) Nut. (5) Pinion. (6) Pinion clearance.

5. Push the pinion toward the commutator end to remove free movement.

6. Pinion clearance (6) must be 8.3 to 9.9 mm (.33 to .39 in).

7. To adjust pinion clearance, remove plug and turn nut (4).

8. After the adjustment is completed, install the plug over adjustment nut (4) and install connector (1) between the MOTOR terminal on the solenoid and the starting motor.

Rack Shutoff Solenoid

Adjust, if necessary, the distance (2) between the shaft and the plate to 24.4 mm (.96 in) at the start of the test.

Rack Solenoid
(1) Travel 15.7 mm (.62 in). (2) Distance between shaft and plate 24.4 mm (.96 in). (3) Start position of plunger plate from mounting flange is 11.2 mm (.44 in) to measure travel of plunger.

Two checks must be made on the engine to give proof that the solenoid adjustment is correct.

1. The adjustment must give the plunger enough travel to move the rack to the fuel shutoff position. Use the 6V9128 Rack Position Tool Group to make sure the rack goes to the fuel shutoff position.

2. The adjustment must give the plunger enough travel to cause only the "hold-in" windings of the solenoid to be activated when the rack is held in the fuel shutoff position. Use a thirty ampere ammeter to make sure the plunger is in the "hold-in" position. Current needed must be less than two amperes.

Shutoff And Alarm System Components

Contactor Switch For Oil Pressure

Test Equipment
(1) 8T0853 Pressure Indicator (0 to 60 psi). (2) 3B7734 Pipe Nipple. (3) 3B6483 Cap. (4) Oil supply line. (5) 3B7263 Pipe Nipple. (6) 3B9389 Shutoff Cock Fitting. (7) 3B9389 Shutoff Cock Fitting. (8) 1F9369 Tees. (9) 5K3772 Hose Assembly. (10) 44914 Tee.

Test Procedure

1. Remove the cover of the contactor switch and disconnect the wires from the normally closed (B or Blue) terminal.

2. Disconnect the oil supply line from the contactor switch and install the test equipment as shown.

3. Connect the 5K3772 Hose Assembly (9) from 44914 Tee (10) to the contactor switch. Put the end of the other 5K3772 Hose Assembly (9) in a pan.

4. Connect the 8T0500 Circuit Tester between the common terminal and the normally closed terminal. The light of the circuit tester will be activated.

5. Close 3B9389 Shutoff Cock Fitting (7) and open 3B9389 Shutoff Cock Fitting (6).

6. Look at the pressure indicator, start the engine and run it at low idle rpm. The light must go out, with an increase in oil pressure, at the specification of the switch.

7. Close 3B9389 Shutoff Cock Fitting (6) and slowly open 3B9389 Shutoff Cock Fitting (7). The light must be activated, with a decrease in oil pressure, at the specification of the switch.

8. Stop the engine.

9. Connect the wire(s) to the normally closed terminal.

10. On contactor switches with a button or a control knob either push the button or turn the knob to the OFF position.

11. Close 3B9389 Shutoff Cock Fitting (7) and open 3B9389 Shutoff Cock Fitting (6).

12. Start the engine and run it at low idle rpm.

13. Put a jumper wire between the common terminal and the normally closed terminal. This will check the system beyond the contactor switch.

14. Remove the jumper wire.

Adjustment of Micro Switch Type Contactor

Contactor Switch For Oil Pressure (Micro Switch Type)
(11) Set for start button. (12) Adjustment screw. (13) Spring. (14) Locknut. (15) Contact button.

1. Loosen locknut (14) and turn adjustment screw (12) counterclockwise to make a decrease in the tension of spring (13).

Wiring Connections
(D) Normally closed B terminal. (E) Normally open W terminal. (F) Common R terminal.

2. Disconnect the wires from the normally closed terminal of the switch.

3. Start the engine and run it at low idle rpm.

4. Close 3B9389 Shutoff Cock Fitting (6) and slowly open 3B9389 Shutoff Cock Fitting (7) until the pressure indicator shows the pressure specification at which the switch must close with a decrease in pressure. Close 3B9389 Shutoff Cock Fitting (7).

5. Make sure the set for start button (11) is in the RUN position.

6. Connect the 8T0500 Circuit Tester between the common terminal and the normally closed terminal. The light of the circuit tester must not be activated.

7. Turn adjustment screw (12) clockwise until the light of the circuit tester is activated.

8. Tighten the locknut.

9. To check the adjustment, close 3B9389 Shutoff Cock Fitting (7) and open 3B9389 Shutoff Cock Fitting (6).

10. Connect the wires to the normally closed terminal.

11. Close 3B9389 Shutoff Cock Fitting (6) and slowly open 3B9389 Shutoff Cock Fitting (7) until the engine stops or the alarm operates.

12. The pressure indicator must show the correct pressure specification of the switch as the engine stops or the alarm operates.

Contactor Switch For Water Temperature

Method of Checking

Heat Sink [Dimensions in mm (in)]

1. Make a heat sink as shown. Material can be brass, steel or cast iron. Drill a 23/32 inch hole through the plate and use a tap to make 1/2 inch NPT threads.

2. Put marks on the two contactor wires that connect the contactor to he circuit. Disconnect the two wires.

3. Remove the contactor and install a 3J5389 Plug. Install the contactor switch in the heat sink.

4. Put the heat sink and contactor in water as shown. Use blocks to support the heat sink at surface level.

5. Connect the 8T0500 Circuit Tester between the wires that connected the contactor to the circuit.

Test Of Contactor Switch
(1) 2F7112 Thermometer. (2) Fabricated heat sink.

6. Put the 2F7112 Thermometer in the water.

7. Use a torch to heat the water to the temperature range at which the contactor must activate. If the circuit tester light does not come on within the temperature range given in the specifications, make a replacement of the contactor.

8. Let the water temperature go down. If the circuit tester light does not go out within the temperature range given in the specifications, make a replacement of the contactor.

Pressure Switch With Time Delay

Oil Pressure Switch With Time Delay Installed
(1) Junction block. (2) Pressure switch.

1. Disconnect the wires from pressure switch (2). Remove the pressure switch from the junction block (1).

2. Install an elbow, a short nipple, a shutoff valve, a short nipple and tee as shown in place of the pressure switch. Make sure that the valve is closed.

3. Install the pressure switch (2) and a 8T0848 Indicator in the open ends of the tee as shown.

4. Connect the 8T0500 Circuit Tester between the terminals of the pressure switch.

Test Tools Installed

5. Start the engine. Open the shutoff valve a small amount. Look at the pressure on the 8T0848 Indicator. When the pressure gets to the range given in the specifications, the circuit tester light must go on.

6. Close the shutoff valve. Stop the engine. Open the shutoff valve a small amount. Look at the pressure on the 8T0848 Indicator. When the pressure gets to the range given in the specifications, close the valve. After five minutes open the valve fully. The circuit tester light must stay on a minimum of 30 seconds and a maximum of 15 minutes after the valve is fully opened.

Shutoff Solenoids

1. Make sure the linkage to which the solenoid is connected does not give more than the normal amount of restriction.

2. Connect a voltmeter between the terminals of the solenoid.

3. Activate the solenoid circuit. If the voltage shown on the meter is less than the needed voltage, the circuit has a failure. Check the other components of the circuit. If the voltage is the same or more than the needed voltage, make a replacement of the solenoid.

Oil Pressure And Water Temperature Shutoff (Mechanical)

Mechanical Oil Pressure And Water Temperature Shutoff (Typical Illustration)
(1) Outlet line. (2) Inlet line. (3) Drain line. (4) Shut down cylinder knob. (5) Water temperature control valve. (6) Shut down cylinder inlet port. (7) Oil pressure shut down cylinder. (8) Oil pressure control valve.

1. Make a restriction to the flow of air through the radiator or to the flow of coolant through the engine.

2. Install a probe from the 4C6500 Thermometer Group as close as possible to the water temperature control valve (5).

3. Start the engine. The engine must stop in one minute or less from the time the temperature of the coolant gets to the opening temperature of the control valve. If the engine does not stop, do the steps that follow.

4. Stop the engine. Disconnect outlet line (1), inlet line (2), and drain line (3) from the control valve.

5. Remove the water temperature control valve (5) from the engine and install the 3J5389 Plug in its place.

6. Connect a 5P8869 Connector and a 4K7965 Hose Assembly to outlet line (1), inlet line (2), and drain line (3).

7. Connect a 60210 Tee on the hose assembly connected to outlet line (1) and inlet line (2).

8. Connect the last 4K7965 Hose Assembly to the last opening of the tee.

9. Connect the other 60210 Tee to the open end of this hose assembly.

10. Connect a 5P7486 Valve to the other end of this 60210 Tee.

11. Connect the open end of the hose assembly connected to drain line (3) to the open end of the 5P7486 Valve.

12. Connect the 8T0848 Indicator on the open end of the 60210 Tee.

13. Start the engine. Run the engine at full load rpm.

14. Slowly open the 5P7486 Valve. Look at the pressure indicator. Oil pressure shut down circuitry must stop the engine when the oil pressure is between 69 and 96.6 kPa (10 and 14 psi). If the engine does not stop the oil pressure control valve (8) or the oil pressure shut down cylinder (7) have a failure or there could be a restriction in outlet line (1), inlet line (2), or drain line (3).

15. To check the oil pressure control valve (8) and the oil pressure shutdown cylinder (7), remove shut down cylinder inlet port (6). With extra tubing direct shut down cylinder inlet port (6) into the engine oil filler port. Repeat Step 13 and Step 14. Instead of the engine shutting down a stream of oil should exit shut down cylinder inlet port (6) into the engine oil filler port. If this does not happen shut down cylinder inlet port (6) could have a restriction or the oil pressure control valve (8) has a failure.

NOTE: A small trickle of oil will always exit shut down cylinder inlet port (6) but will change to a stream when the oil pressure control valve (8) is activated. This is because the oil pressure control valve (8) consists of a pilot valve and a control valve.

16. Make repairs as necessary and repeat Step 13 and Step 14.

17. When oil exits shut down cylinder inlet port (6) properly at the correct pressure install shut down cylinder inlet port (6). Repeat Step 13 and Step 14. If the engine still does not shut down replace the oil pressure shut down cylinder.

18. When the oil pressure shutoff stops the engine at correct pressure remove the tools and install the water temperature control valve (5).

19. Do Step 1 through Step 3 again. If the water temperature control valve (5) does not cause the engine to stop make a replacement of the water temperature control valve.

Shutoff System

Wiring Diagram (Fuel Shutoff Solenoid Energized to Shutoff)
(1) Magnetic pickup. (2) Crank terminate switch. (3) Dual speed switch. (4) Time delay relay. (5) Switch (N/O). (6) Shutdown relay. (7) Battery. (8) Diode assembly. (9) Shutoff solenoid. (10) Starting motor.

Troubleshooting Procedure (Overspeed)

Troubleshooting Procedure (Crank Terminate)

Service Procedures

Introduction

The information in this section is a supplement to the troubleshooting methods of the previous section. This material is much more descriptive and detailed for the user who is less familiar with these components. The Troubleshooting Section makes constant references to this section when more detailed information is necessary to complete a diagnosis, or to calibrate or test a component.

Service Procedure A: Overspeed Verify TestService Procedure B: Overspeed CalibrationService Procedure C: Crank Terminate Speed CalibrationService Procedure D: Oil Step Speed CalibrationService Procedure E: Magnetic Pickup CheckService Procedure F: Diode TestService Procedure G: Pressure Switch TestService Procedure H: Slave Relay TestService Procedure J: Water Temperature SwitchService Procedure K: Protection System Battery DrainService Procedure L: Air Inlet Temperature Switch

Service Procedure A

Electronic Speed Switch (ESS)
(1) Verify button. (2) Reset button. (3) "LED" overspeed light. (4) Seal screw plug (overspeed). (5) Seal screw plug (crank terminate). (6) Seal screw plug (oil step).

Overspeed Verify Test

1. Run the engine at rated speed and push verify button (1) in for a moment. This will cause the speed switch to activate and cause engine shutdown.

NOTE: Any time the engine speed is 75 percent or more of the overspeed setting, engine shutdown will occur if the verify button is pushed.

Example: For an engine with a rated speed of 1800 rpm, the overspeed setting is 2124 rpm (see 3406C SI SPEED SPECIFICATION CHART and Note A). The overspeed verify test will cause shutdown of the engine at 75 percent (± 25 rpm) of the overspeed setting of 2124 rpm. In this example, 75 percent of 2124 rpm is approximately 1593 rpm. If the verify button is pushed at an engine speed of approximately 1593 rpm or above, engine shutdown will occur.

The "LED" overspeed light (3) will come on and stay on until the reset button is pushed after an overspeed switch shutdown. Before restarting the engine, push in reset button (2) for a moment. This will reset the speed switch, and the "LED" overspeed light (3) will go off. The emergency stop switch (ES) must now be manually reset before the engine can be started again

NOTE A: The engine overspeed setting rpm is 118 percent of rated engine rpm.

NOTE B: To verify overspeed shutdown system operation, push in the VERIFY button for a moment. The engine must shut down at 75 percent or more of overspeed setting.

NOTE C: The magnetic pickup frequency (Hz) is calculated as follows:

NOTE D: Input Voltage: Maximum 40 VDC; Minimum 8 VDC.

Service Procedure B

Electronic Speed Switch (ESS)
(1) Verify button. (2) Reset button. (3) "LED" overspeed light. (4) Seal screw plug (overspeed). (5) Seal screw plug (crank terminate). (6) Seal screw plug (oil step).

Overspeed Calibration

1. Remove lockwire and seal from seal screw plugs (4), (5) and (6). Remove seal screw plug (4) from access hole for overspeed adjustment screw.

2. Use a small screwdriver and lightly turn overspeed adjustment potentiometer twenty turns in direction of "MAX ARROW" (clockwise).

NOTE: The overspeed adjustment screw is made so that it cannot cause damage to the potentiometer, or be removed, if the adjustment screw is turned too many turns in either direction.

3. Run the engine at 75 percent of desired overspeed setting rpm. Make reference to the 3406C SI SPEED SPECIFICATION CHART (in Service Procedure A).

4. With engine at 75 percent of overspeed setting rpm, push VERIFY button (1) and hold in. Turn overspeed adjustment potentiometer in the direction opposite of "MAX ARROW" (counterclockwise) slowly until "LED" overspeed light (3) comes ON. Engine will shut down if speed switch is connected to the fuel shutoff solenoid and/or the air inlet shutoff solenoid.

5. To reset speed switch, push in reset button (2).

6. Slowly turn overspeed adjustment potentiometer approximately one turn clockwise and do Steps 3, 4 and 5 again.

NOTE: More adjustment may be needed to get the correct setting. Turn adjustment potentiometer clockwise to increase speed setting, and counterclockwise to decrease speed setting. Turn adjustment potentiometer very slowly only a small amount at a time until adjustment is correct.

7. When the speed setting is correct, install seal screw plug (4) in overspeed adjustment access hole. Tighten screw to a torque of 0.20 ± 0.03 N·m (2 ± .3 lb in). Install the lockwire and seal (if crank termination and oil step adjustments are complete).

Service Procedure C

Electronic Speed Switch (ESS)
(1) Verify button. (2) Reset button. (3) "LED" overspeed light. (4) Seal screw plug (overspeed). (5) Seal screw plug (crank terminate). (6) Seal screw plug (oil step).

Crank Terminate Speed Calibration

1. Remove lockwire and seal from seal screw plugs (4), (5) and (6). Remove seal screw plug (5) from access hole for crank terminate adjustment screw.

2. Use a small screwdriver and lightly turn overspeed adjustment potentiometer twenty turns in direction of "MAX ARROW" (clockwise).

NOTE: The crank terminate screw is made so that it cannot cause damage to the potentiometer, or be removed, if the adjustment screw is turned too many turns in either direction.

3. Turn the crank terminate adjustment potentiometer twelve turns in a direction opposite of "MAX ARROW" (counterclockwise) for an approximate crank terminate setting.

4. Connect a voltmeter (6V7070 Heavy-Duty Digital Multimeter or a voltmeter of same accuracy) with the positive lead at ESS-12 and the negative lead at ESS-5. Start the engine and make a note of the speed at which the system voltage is canceled (this is the speed at which the DC starting system disengages). See the 3406C SI SPEED SPECIFICATION CHART (in Service Procedure A) for the correct crank terminate speed.

NOTE: If this setting is not correct, do Step 5 through Step 7. If the setting was correct, go to Step 7.

5. Stop the engine and turn the crank terminate adjustment potentiometer one full turn in the correct direction (clockwise to increase and counterclockwise to decrease).

6. With the voltmeter still connected as in Step 4, start the engine and make a note of the speed at which the system voltage is canceled (this is the speed at which the DC starting system disengages). If needed, make more small adjustments until the crank terminate speed is correct.

7. Install seal screw plug (5) in crank terminate adjustment access hole. Tighten to a torque of 0.20 ± 0.03 N·m (2 ± .3 lb in). Install the lockwire and seal (if overspeed and oil step adjustments are complete).

Service Procedure D

Electronic Speed Switch (ESS)
(1) Verify button. (2) Reset button. (3) "LED" overspeed light. (4) Seal screw plug (overspeed). (5) Seal screw plug (crank terminate). (6) Seal screw plug (oil step).

Oil Step Speed Calibration

1. Remove lockwire and seal from seal screw plugs (4), (5) and (6). Remove seal screw plug (6) from access hole for oil step adjustment screw.

2. Use a small screwdriver and lightly turn oil step adjustment potentiometer twenty turns in the direction of "MAX ARROW" (counterclockwise). This will lower the oil step speed setting to its lowest value.

NOTE: The oil step adjustment screw is made so it cannot cause damage to the potentiometer, or be removed, if the adjustment screw is turned too many turns in either direction.

3. Use a 6V7070 Heavy-Duty Digital Multimeter (or a voltmeter of same accuracy) to check for positive (+) voltage at terminal ESS-13 [negative (-) voltage is at terminal ESS-5].

4. Make reference to 3406C SI SPEED SPECIFICATION CHART (in Service Procedure A). For a particular engine rating, find the specified rpm in column for Oil Step Speed Setting. Run the engine at this specified rpm.

5. With the engine running, look into the oil step adjustment access hole. A red "LED" (light emitting diode) light will be ON. A positive (+) voltage will be seen at terminal ESS-13, 9 seconds after "LED" light comes ON. Now turn the oil step adjustment potentiometer clockwise until the red light in the oil step access hole goes OFF. When the light goes OFF, this indicates that the oil step rpm setting is above the present running rpm of the engine. Slowly turn the adjustment potentiometer counterclockwise until the light comes back ON. After a 9 second delay, positive (+) voltage will again be seen at terminal ESS-13.

6. When the oil step speed setting is correct, install seal screw plug (6) into the adjustment access hole for the oil step function. Tighten plug to a torque of 0.20 ± 0.03 N·m (2 ± .3 lb in). If all other adjustments are complete (overspeed and crank terminate), install lockwire and seal.

Service Procedure E

Magnetic Pickup Check

1. Connect a 6V7070 Heavy-Duty Digital Multimeter (or a voltmeter of same accuracy) to electronic speed switch common terminal (ESS-3) and signal terminal (ESS-4). Set the meter voltage scale to a scale greater than 1.5 VAC. Start the engine and run at idle rpm or 600 rpm (whichever is greater).

If the measured voltage is 1.5 VAC or more, the operation of the magnetic pickup is correct. If measured voltage is less than 1.5 VAC, go to Step 2.

Show/hide table

NOTICE

The magnetic pickup is an important part of the ETR Shutoff Protection System. It is required for crank terminate, overspeed and governing. Be ready to take action when the magnetic pickup is disconnected.

2. Stop the engine. Disconnect the wiring from the magnetic pickup at the plug-in connector and connect the voltmeter to magnetic pickup connector terminals. Start the engine and run at idle rpm or 600 rpm (whichever is greater).

If the measured voltage is 1.5 VAC or more, repair or replace the wiring between the magnetic pickup and the electronic speed switch. If the measured voltage is less than 1.5 VAC, go to Step 3.

Magnetic Pickup (Typical Example)
(1) Clearance dimension. (2) Locknut.

3. Remove the magnetic pickup from the engine flywheel housing and turn the flywheel until a gear tooth is directly in the center of the threaded opening for the magnetic pickup. Install the magnetic pickup again in the threads of the flywheel housing.

4. Turn (by hand) in a clockwise direction until the end of the magnetic pickup just makes contact with the gear tooth. Now turn the magnetic pickup back out 1/2 turn (180 degrees in the counterclockwise direction) to get the correct air gap [clearance dimension (1)]. Now tighten locknut (2) to a torque of 45 ± 7 N·m (33 ± 5 lb ft).

NOTE: Do not let the magnetic pickup turn while locknut (2) is tightened.

Do Step 2 again. If voltage is still less than 1.5 VAC, replace the magnetic pickup.

Service Procedure F

Diode Test

Use the 6V7070 Heavy-Duty Digital Multimeter or the 6V7800 Regular-Duty Digital Multimeter for this test, and turn the multimeter dial to the Diode position. Disconnect the diode from its circuit.

1. Connect the positive probe of the multimeter to one end of the diode and the negative probe to the other end of the diode. Make a note of the multimeter reading.

2. Now reverse the multimeter connections on the diode. Make a note of these readings.

If the reading was high in one test and low in the other test, the diode is good. If the readings were the same in both tests (either high or low), the diode is bad and needs to be replaced.

Service Procedure G

Pressure Switch Test

Use the 1U5470 Engine Pressure Group and a continuity check for this test. If an access hole to the same pressure is not close or not available, remove the switch and install a tee at this location. Install the pressure switch in one side of the tee and connect the correct pressure indicator (from the 1U5470 Engine Pressure Group) to the other side of the tee.

NOTE: This test can also be performed on bench by using air pressure if the correct fittings are available.

With the wires disconnected from the pressure switch, check continuity of the switch terminals with the engine stopped and also with the engine running at the correct speed. Make a note of the pressure indicator reading when the continuity of the switch terminals changes. Compare this pressure reading with the correct specifications for the switch.

NOTE: If the pressure switch has 3 terminals, first check the continuity of both the N/O and N/C terminals to the common terminal with the engine stopped. Now use the N/O terminal (had no continuity when the engine was stopped) for the test with the engine running. This will make sure that, when the switch breaks contact across the N/C terminal, it moves all the way to close across the N/O set of contacts at the other terminal.

Service Procedure H

Slave Relay Test

Remove the relay(s) from the junction box. Connect the negative lead of a 24 volt source to terminal 5 of the relay and connect the positive lead to terminal 1. Use a voltmeter to check the relay as follows:

1. Touch the negative probe of the voltmeter to terminal 5 and the positive probe to terminal 2. Voltage reading should be 24 volts.

2. With negative probe of voltmeter still at terminal 5, touch positive probe to terminal 3. Voltage reading should be zero.

Now put a jumper across terminal 1 and terminal 4.

3. Touch negative probe of voltmeter to terminal 5 and touch the positive probe to terminal 2. Voltage reading should be zero.

4. With negative probe still at terminal 5, touch positive probe to terminal 3. Voltage reading should be 24 volts.

If any of the readings from the above tests are incorrect or opposite from those shown, the relay is bad and should be replaced.

Service Procedure J

Water Temperature Switch

Use the 4C6500 Thermistor Thermometer Group and the 8T0500 Continuity Testing Light for this test. Install a probe from the thermometer group into the water manifold as close as possible to the temperature switch. Unplug the electrical connector from the temperature switch.

NOTE: DO NOT attempt to test the temperature switch off the engine. The switch uses water flow and temperature both to activate the switch at the correct temperature.

With the wires disconnected from the temperature switch, check the continuity of both the N/O and the N/C terminals to the common terminal with the engine stopped. Now use the N/O terminal (had not continuity when the engine was stopped) for the test with the engine running. This will make sure that, when the switch breaks contact across the N/C terminal, it moves all the way to close across the N/O set of contacts at the other terminal.

Start the engine and with the engine under load, restrict the radiator or heat exchanger flow to bring up the engine temperature. When engine temperature reaches the activation point of the temperature switch, the N/O terminal should close. The switch is okay. If the N/O terminal does not close, the switch is defective.

Immediately reduce the load and reduce the jacket water temperature. Allow the engine to run at idle until the temperature returns to normal before stopping the engine. Replace the switch if necessary and reconnect wiring before starting the engine.

Service Procedure K

Protection System Battery Drain

There are two components used in the electric protection system that continue to draw small amounts of current from the battery when the engine is not running. These components are the electronic speed switch (ESS) and the charging alternator.

For a system that uses only one of these components, an engine can remain shut down for months without discharging the battery enough to prevent starting. Systems that use both of the above components may remain idle for a month or more without excessive battery drain Cold weather decreases battery efficiency and will reduce these time periods even more.

In most applications, the engine is started weekly or a battery charger is used to keep the battery at full charge, so few problems have been noted. For those applications where the engine is not used for extended periods (such as rental fleets), the suggestions that follow can be used to prevent battery discharge.

If the engine will not be operated for several weeks (without a battery charger), disconnect the battery cable from the negative (-) side of the battery. If it is expected that this condition will happen frequently, the 7N0718 Battery Disconnect Switch can be installed for convenience. This switch should be installed between the negative terminal of the battery and the negative terminal of the starting motor.

A suitable bracket should be fabricated to mount the switch close to either the battery or the starting motor (the switch can be mounted inside the power distribution box on generator set engines). In all applications, the 7N0718 Battery Disconnect Switch should be mounted within 30 degrees of vertical.

Service Procedure L

Air Inlet Temperature Switch

Use the 4C6500 Thermistor Thermometer Group and the 8T0500 Continuity Testing Light for this test. Install a probe from the thermometer group into the inlet air manifold as close as possible to the temperature switch. Unplug the electrical connector from the temperature switch.

Start the engine and with the engine under load, restrict the aftercooler, radiator or heat exchanger water flow to bring up the engine inlet air temperature. When engine inlet air temperature reaches the activation point of the temperature switch, the N/O terminal should close. The switch is okay. If the N/O terminal does not close, the switch is defective.

Immediately reduce the load and reduce the inlet air temperature. Allow the engine to run at idle until the temperature returns to normal before stopping the engine. Replace the switch if necessary and reconnect wiring before starting the engine.

Time Delay Relay

On/Off Time Delay (Relay)

Performance Check

A. Items Required For Check:

1. Battery or any DC source of 8 to 40 volts.

2. Voltmeter (6V7070 Heavy-Duty Digital Multimeter or one of same accuracy).

3. Stop watch.

B. Bench Or Installed Test.

Connect or verify source voltage to relay terminals 8 (-) and 4 (+) [if bench testing, also connect positive (+) voltage to relay terminal 6]. All connections must be maintained until tests are complete.

NOTE: There will be voltage when the relay is closed. When relay is open, there will be no voltage [voltage may be positive (+) or negative (-) when relay is tested on engine; when bench testing, voltage will always be positive (+)].

1. Use the voltmeter to verify chart that follows:

2. (a) Apply positive (+) source voltage to terminal 1 and immediately verify the chart that follows (do not leave voltage on terminal 1 for more than 60 seconds):

(b) Remove positive (+) source voltage from terminal 1. Use a stop watch and check the time from the moment of removal to verify chart that follows:

3. (a) Apply positive (+) source voltage to terminal 2.

NOTE: If bench testing, Step 3 can be used as stated. When the unit is installed on the engine, all wires must be disconnected from Terminal 2 to prevent a direct short.

Check the time form the moment voltage is applied to verify chart that follows (do not leave voltage on terminal 2 for more than 60 seconds):

(b) Remove positive (+) source voltage from terminal 2. Check the time from the moment of removal to verify chart that follows:

4. Remove wire from terminal 4 and verify chart that follows:

Instruments And Indicators

Oil Pressure Sending Unit

Sending Unit For Oil Pressure
(1) Terminal. (2) Fitting.

1. Connect the sending unit to a pressure source that can be measured with accuracy.

2. Connect an ohmmeter between fitting (2) and terminal (1).

3. Take resistance readings at the pressures shown in SENR1096.

4. If a unit does not have the correct resistance readings, make a replacement of the unit.

Water Temperature Sending Unit

Sending Unit For Water Temperature
(1) Terminal. (2) Nut. (3) Bulb.

1. Connect an ohmmeter between terminal (1) and nut (2). Put bulb (3) in a pan of water. Do not let the bulb have contact with the pan.

2. Put a thermometer in the water to measure the temperature.

3. Take resistance readings at the temperatures shown in SENR1096.

4. If a unit does not have the correct resistance readings, make a replacement of the unit.

Electric Indicators

1. Put the indicator in position with the letters horizontal and the face 30 degrees back from vertical.

Wiring Diagram For Test
(1) Terminal (for test voltage). (2) Test resistance.

2. Connect the indicator in series with the power source and the middle test resistance shown in the chart.

3. Let the indicator heat at the middle resistance for five minutes, then check the pointer position for all of the resistance given.

Mechanical Indicators For Temperature

Direct Reading Indicator (Typical Example)

To check these indicators, put the bulb of the indicator in a pan of oil. Do not let the bulb touch the pan. Put a thermometer in the oil to measure the temperature. Make a comparison of temperatures on the thermometer with the temperatures on the direct reading indicator. Refer to SENR1096 for the calibration chart.

Mechanical Indicators For Oil Pressure

Direct Reading Indicator (Typical Example)

To check these indicators connect the indicator to a pressure source that can be measured with accuracy. Make a comparison of pressure on the indicator of test equipment with the pressures on the direct reading indicator. Refer to SENR1096 for the calibration chart.

Air Starting System

Pressure Regulating Valve

Pressure Regulating Valve (Typical Illustration)
(1) Adjustment screw. (2) Regulator inlet. (3) Regulator outlet.

To check and adjust the pressure regulating valve, use the procedure that follows:

1. Drain the line to the pressure regulating valve or drain the air storage tank.

2. Disconnect the regulator from the starting control valve.

3. Connect an 8T0849 Pressure Indicator to regulator outlet (3).

4. Put air pressure in the line or tank.

5. Check the pressure.

6. Adjust the pressure regulating valve to ... 690 to 1030 kPa (100 to 150 psi)

7. Remove the air pressure from the line or tank.

8. Remove the 8T0849 Pressure Indicator and connect the air pressure regulator to the line to the air starting motor.

Each engine application will have to be inspected to get the most acceptable starting results. Some of the factors that affect regulating valve pressure setting are: attachment loads pulled by engine during starting, ambient temperature conditions, oil viscosity, capacity of air reservoir, and condition of engine (new or worn).

The advantage of setting the valve at the higher pressures is increased torque for starting motor and faster rotation of engine. The advantage of setting the valve at the lower pressures is longer time of engine rotation for a given capacity of supply air.

Lubrication

Always use an air line lubricator with these air starting motors.

For temperatures above 0°C (32°F), use nondetergent 10W engine oil.

For temperatures below 0°C (32°F), use air tool oil.

Air Starting Motor

Components Of The Air Starting Motor (Typical Example)
(1) Motor housing cover. (2) Plug. (3) Plug. (3A) Plug. (6) Bolt (cap screw). (7) Lockwasher. (8) Gasket. (9) Rotor rear bearing. (10) Bearing retainer. (11) Rear end plate. (12) Cylinder. (13) Dowel. (14) Rotor vane. (15) Rotor. (16) Front end plate. (17) Rotor front bearing. (18) Motor housing. (19) Gear case gasket. (20) Rotor pinion. (21) Rotor pinion retainer. (22) Gear case. (23) Bearing rejecting washer. (24) Rear bearing (for the drive shaft). (25) Drive gear. (25A) Thrust washer. (26) Key (for the drive gear). (27) Front bearing (for the drive shaft). (28) Gear case cover. (29) Grease seal (for the drive shaft). (30) Cover seal. (31) Piston seal. (32) Bolt. (33) Lockwasher. (34) Drive shaft. (35) Drive shaft collar. (36) Piston. (36A) Piston ring. (37) Shift ring. (38) Shift ring retainer. (39) Shift ring spacer. (40) Piston return spring. (41) Return spring seat. (42) Starting drive (pinion). (43) Lockwasher. (44) Bushing or the bolts. (45) Drive housing. (46) Drive housing bushing. (47) Oiler felt (for the bushing). (48) Oiler plug.

Rear View Of The Cylinder And Rotor For Clockwise Rotation
(12) Cylinder. (12A) Air inlet passages. (12B) Dowel hole. (15) Rotor.

Air Starting Motor (Typical Example)
(6) Bolt. (12) Cylinder. (15) Rotor. (16) Front end plate. (22) Gear case. (25) Drive gear. (28) Gear case cover. (29) Grease seal. (32) Bolt. (34) Drive shaft. (35) Drive shaft collar. (42) Starting drive (pinion). (45) Drive housing. (49) Air inlet. (50) Deflector (air outlet). (51) Mounting flange (on the drive housing).

The cylinder (12) must be assembled over the rotor (15) and on the front end plate (16) so the dowel hole (12B) and the inlet passages (12A) for the air are as shown in the rear view illustration of the cylinder and rotor. If the installation is not correct, the starting drive (42) will turn in the wrong direction.

Tighten the bolts (6) of the rear cover in small increases of torque for all bolts until all bolts are tight 30 ± 5 N·m (22 ± 4 lb ft).

Put a thin layer of lubricant on the lip of the grease seal (29) and on the outside of the drive shaft collar (35), for installation of drive shaft (34). After installation of the shaft through the gear case cover (28) check the lip of the grease seal (29). It must be turned correctly toward the drive gear (25). If the shaft turned the seal lip in the wrong direction, remove the shaft and install again. Use a tool with a thin point to turn the seal lip in the correct direction.

Tighten the bolts (32) of the drive housing in small increases of torque for all bolts until all bolts are tight 11.3 N·m (8 lb ft).

Check the motor for correct operation. Connect an air hose to the air inlet (49) and make the motor turn slowly. Look at the starting drive (42) from the front of the drive housing (45). The pinion must turn clockwise.

Connect an air hose to the small hole with threads in the drive housing (45), nearer the gear case (22). When a little air pressure goes to the drive housing, the starting drive (42) must move forward to the engaged position. Also, the air must get out through the other hole with threads nearer the mounting flange (51).