Exciter Rectifier Bridge (Rotating Rectifier sistance is high or low in both directions, replace the

Assembly) diode.

The exciter rectifier bridge is mounted on the exciter Replacing Diodes: Make sure the replacement
rotor, inboard, facing the main rotor. It consists of a diode is of the correct polarity. Disconnect the pigtail
positive plate and a negative plate, split diametrical- from the terminal post and unscrew the old diode.
ly. Each carries three diodes, three terminal posts Apply heat-sink compound under the head of the
for connecting exciter rotor leads to the diode pig- diode. Make sure the compound does not get on the
tails and a terminal for the main rotor (generator threads. Torque the diodes to 36 to 42 in-lbs (4 to 4.8
field) lead. A surge suppresser is connected across Nm) and the pigtail terminals to 24 in-lbs (2.7 Nm)
the two plates to prevent transient voltages that when reassembling.
could damage the diodes. Surge Suppresser Testing and Replacement:
Remove the suppresser. Replace the suppresser if
Testing Diodes: Disconnect the diode pigtails from it appears to have overheated or if ohmmeter read-
the terminal posts. Using an ohmmeter, measure ings indicate less than infinite resistance (end of
electrical resistance between each diode pigtail and scale) in both directions. Torque the terminals to 24
the plate on which the diode is mounted. Reverse in-lbs (2.7 Nm) when reassembling.
the meter test probes and repeat the tests. The
electrical resistance across each diode should be CAUTION Layers of dust can cause diodes to
high in one direction and low in the other. If the re- overheat and fail. Brush dust off regularly.

DIODE (ONE OF SIX) TERMINAL

DISCONNECT THE (ONE OF SIX)
DIODE PIGTAIL FROM
THE TERMINAL AND
MEASURE ELECTRICAL
RESISTANCE BETWEEN
THE PIGTAIL AND THE
METAL PLATE UNDER
THE DIODE

DIODE PLATES SURGE SUPPRESSER

(TWO) REMOVE TO TEST

201−3434

FIGURE 5-3. TESTING THE ROTATING RECTIFIER ASSEMBLY

5-3 Redistribution or publication of this document

by any means, is strictly prohibited.
Exciter Rotor matic. Replace the whole rotor shaft assembly if the
resistance of any winding is not as specified in Table
5-1.
Testing Winding Resistance: Disconnect the six
rotor winding leads from the terminal posts on the Testing Winding Insulation Resistance: Using
rectifier assembly. With a Wheatstone bridge, mea- an ohmmeter, measure the resistance between any
sure electrical resistance across each pair of rotor rotor winding lead or the terminal to which it is con-
windings: U (CR1 or CR4) and V (CR2 or CR5), V nected and the rotor laminations. Replace the
(CR2 or CR5) and W (CR3 or CR6), W (CR3 or whole rotor shaft assembly if insulation resistance
CR6) and U (CR1 or CR4). See the winding sche- is less than 1 megohm.

MEASURE WINDING MAIN ROTOR

INSULATION RESISTANCE LEADS
BETWEEN ANY LEAD OR
THE TERMINAL TO WHICH
IT IS CONNECTED AND
THE ROTOR LAMINATIONS

DISCONNECT THE SIX

ROTOR WINDING LEADS
WINDING SCHEMATIC FROM THEIR TERMINALS
AND MEASURE
ELECTRICAL RESISTANCE
ACROSS EACH PAIR OF
WINDINGS: U-V, V-W, W-U

FIGURE 5-4. TESTING THE EXCITER ROTOR

5-4 Redistribution or publication of this document

by any means, is strictly prohibited.
Main Rotor (Generator Field) 5-1. Connect the rotor leads and torque the termi-
nals to 24 in-lbs (2.7 Nm) when reassembling.

Testing Winding Resistance: Disconnect the two Testing Winding Insulation Resistance: Using
leads of the main rotor from the terminals on the ro- an ohmmeter, measure the resistance between ei-
tating rectifier assembly. See Figure 5-4. Measure ther lead of the main rotor windings, or the terminal
electrical resistance between the two leads with a to which it is connected, and the main rotor lamina-
Wheatstone bridge or digital ohmmeter. Replace tions. Replace the rotor if insulation resistance is
the rotor if the resistance is not as specified in Table less than 1 megohm.

MEASURE WINDING INSULATION

RESISTANCE BETWEEN EITHER
ROTOR LEAD AND THE ROTOR
LAMMINATIONS

DISCONNECT THE MAIN ROTOR LEADS

FROM THE ROTATING RECTIFIER
ASSEMBLY AND MEASURE THE
WINDING RESISTANCE BETWEEN THEM

201−3475

FIGURE 5-5. TESTING THE MAIN ROTOR

5-5 Redistribution or publication of this document

by any means, is strictly prohibited.
Main Stator 5-1.

Testing Winding Insulation Resistance: Discon-

Testing Winding Resistance: Measure electrical nect all stator leads and winding taps from their re-
resistance across each pair of stator leads (U1-U2, spective terminals and make sure the ends do not
U5-U6, VI-V2, V5-V6, W1-W2 and W5-W6) with a touch the generator frame. Using an ohmmeter,
Wheatstone bridge or ohmmeter having at least measure electrical resistance between any stator
0.001 ohm precision. Replace the stator if the re- lead and the stator laminations. Replace the stator if
sistance of any winding is not as specified in Table insulation resistance is less than 1 megohm.

THE LAST SIX DIGITS OF THE STATOR WHEATSTONE

PART NUMBER ARE STAMPED HERE BRIDGE

G1229s−1

FIGURE 5-6. TESTING THE GENERATOR STATOR

5-6 Redistribution or publication of this document

by any means, is strictly prohibited.
 TABLE 5-1. GENERATOR WINDING RESISTANCES*

MAIN STATOR MAIN MAIN EXCITER EXCITER

PART STATOR ROTOR STATOR ROTOR
NUMBER** (OHMS) (OHMS) (OHMS) (OHMS)

BROAD RANGE GENERATORS

220-4289-31 0.170 0.57 20.3 0.167

220-4289-32 0.129 0.64 20.3 0.167
220-4289-33 0.110 0.67 19.5 0.180
220-4289-34 0.069 0.80 19.5 0.180
220-4289-35 0.055 0.93 19.5 0.180

220-4298-31 0.062 1.11 19.5 0.180

220-4298-32 0.047 1.20 19.5 0.180
220-4298-33 0.033 1.31 19.5 0.210
220-4298-34 0.025 1.50 19.5 0.210
220-4298-35 0.022 1.66 19.5 0.210
220-4298-36 0.016 1.80 19.5 0.210

380 VOLT GENERATORS (60 HERTZ )

220-4289-36 0.118 0.57 20.3 0.167

220-4289-37 0.088 0.64 20.3 0.167
220-4289-38 0.070 0.67 19.5 0.180
220-4289-39 0.048 0.80 19.5 0.180
220-4289-40 0.036 0.93 19.5 0.180

220-4298-37 0.045 1.11 19.5 0.180

220-4298-38 0.034 1.20 19.5 0.180
220-4298-39 0.023 1.31 19.5 0.210
220-4298-40 0.020 1.50 19.5 0.210
220-4298-41 0.017 1.66 19.5 0.210
220-4298-42 0.015 1.80 19.5 0.210

600 VOLT GENERATORS

220-4289-41 0.285 0.57 20.3 0.167

220-4289-42 0.200 0.64 20.3 0.167
220-4289-43 0.150 0.67 19.5 0.180
220-4289-44 0.099 0.80 19.5 0.180
220-4289-45 0.082 0.93 19.5 0.180

220-4298-43 0.090 1.11 19.5 0.180

220-4298-44 0.066 1.20 19.5 0.180
220-4298-45 0.052 1.31 19.5 0.210
220-4298-46 0.040 1.50 19.5 0.210
220-4298-47 0.027 1.66 19.5 0.210
220-4298-48 0.029 1.80 19.5 0.210

* - These values are approximate, plus or minus 10 percent at 68° F (20° C).
** - See Figure 5-6 for the location of the stator part number.

5-7 Redistribution or publication of this document

by any means, is strictly prohibited.
 REMOVING AND DISASSEMBLING THE reconnections later, make sure each wire is
GENERATOR clearly marked to indicate the correct terminal.
5. If the set has a mounted line circuit breaker, dis-
The generator is heavy. You will need an assistant
connect the cables to the circuit breaker. For
and a hoist of sufficient capacity to remove and ser-
reconnections later, make sure each cable is
vice the generator.
clearly marked to indicate the correct terminal.
WARNING Accidentally dropping the genera- 6. Attach a hoist to the generator output box,
tor can damage it and cause severe personal in- loosen the mounting bolts on the sides of the
jury and death. The hoist, straps and chains generator and remove the box.
must have sufficient capacity and be attached
properly so that the load cannot shift. Withdrawing The Generator From The Set
Before starting, disconnect the starting battery 1. The rotor will be carried inside the stator when
cables (negative (-) first) to make sure the set will the generator is withdrawn from the engine.
not start while working on it. Bar the engine until one of the four poles of the
rotor points straight down so that the rotor will
WARNING Accidental starting of the generator rest on the face of the pole when the generator
set while working on it can cause severe injury is withdrawn.
or death. Prevent accidental starting by discon-
CAUTION The rotor can be damaged if it
necting the starting battery cables (negative (-)
rests on the edges of the winding slot be-
first).
tween two poles.
Always remove the negative (-) cable first, and
2. Attach lifting eyes and a hoist of sufficient ca-
reconnect it last, to prevent arcing if a tool acci-
pacity (Figure 5-7).
dentally touches the frame or other grounded
metal part while removing the positive (+) bat- 3. Take up hoist slack and remove the two
tery cable. Arcing can ignite the explosive hy- through bolts securing the generator to the rub-
drogen gas given off by the batteries, causing ber isolation mounts.
severe injury. 4. Raise the generator end approximately one
inch (12 mm) and securely block the engine un-
Removing The Generator Output Box der the flywheel housing. Lower the generator
1. Disconnect the line cables and conduit. For re- slightly so that the blocks carry most of the
connections later, make sure each cable is weight.
clearly marked to indicate the correct terminal. 5. Remove the bolts securing the generator drive
discs to the flywheel.
2. Disconnect the remote control wiring and con-
duit. For reconnections later, make sure each 6. Loosen all the bolts securing the generator
wire is clearly marked to indicate the correct adapter casting to the flywheel housing. Adjust
terminal. the hoist to carry the full weight of the genera-
3. Disconnect all engine wiring harness connec- tor, remove the bolts and pull the generator
tions in the generator control and output boxes. away.
For reconnections later, make sure each wire is CAUTION Never withdraw the generator
clearly marked to indicate the correct terminal. leaving the rotor to hang by the drive discs.
4. Disconnect all generator control leads (winding The weight of the rotor will damage the
taps) from connections in the output box. For drive discs.

5-8 Redistribution or publication of this document

by any means, is strictly prohibited.
 MAIN
ROTOR
ROTATING
DIODE
ASSEMBLY

EXCITER
ROTOR
DRIVE
DISCS
STATOR

COOLING
BLOWER
STATOR
LEADS

MAIN
ROTOR
BEARING

GENERATOR
LIFT POINTS

CINCH STRAP EXCITER

AROUND THE STATOR
MIDDLE OF
THE ROTOR
CORE TO LIFT
END
PLATE

G1190s−1

FIGURE 5-7. GENERATOR ASSEMBLY

5-9 Redistribution or publication of this document

by any means, is strictly prohibited.
Withdrawing the Rotor From the 9. The adaptor-to-engine bolts should be torqued
Generator to 35 ft-lbs (48 Nm).
1. Remove the generator adaptor casting on the 10. Reconnect the generator as required. See
drive disc end and the end plate on the bearing Page 9-11, 9-12 or 9-13.
end.
2. Using a hoist of sufficient capacity, cinch a lift-
SERVICING THE PMG
ing strap on the drive end of the rotor. Lift the
The following is applicable if the generator is
bearing end of the rotor by hand and push it to-
equipped with a PMG (permanent magnet) exciter.
wards the drive end of the generator until half
the width of the rotor core protrudes from the
stator. Release the weight of the rotor and re- Testing
cinch the lifting strap around the middle of the 1. Disconnect leads P2, P3 and P4 from the volt-
rotor core. Withdraw the rotor until it is free of age regulator.
the stator, guiding it by hand on both ends to
prevent contact with the stator windings 2. Start the engine at the set and let the speed sta-
bilize.
3. Rest the rotor in a cradle, solidly supporting it
on two pole faces—not on the drive discs, HIGH VOLTAGE. Touching
blower or exciter. uninsulated high voltage parts inside the
4. Remove the retaining clip if the rotor shaft bear- control and power output boxes can result
ing is to be removed. in severe personal injury or death. Mea-
surements and adjustments must be done
REASSEMBLING THE GENERATOR with care to avoid touching high voltage
parts.
Reassembling is the reverse of disassembling.
Note the following. For your protection, stand on a dry wooden
1. Apply force to the inner race of the rotor bearing platform or rubber insulating mat, make
when pressing it onto the shaft, otherwise, it will sure your clothing and shoes are dry, re-
be damaged. Be sure to secure the retaining move jewelry from your hands and wear el-
clip. bow length insulating gloves.
2. The drive disc-to-rotor bolts should be torqued 3. Measure voltage across lead pairs P2-P3,
to 190 ft-lbs (257 Nm). P3-P4 and P4-P2. Voltage should be at least
3. The drive disc-to-flywheel bolts should be 150 VAC for 50 Hz sets and at least 180 VAC for
torqued to 50 ft-lbs (67 Nm). 60 Hz sets, and should be approximately the
4. The exciter stator mounting screws should be same for each set of leads. If the voltages are
torqued to 7 ft-lbs (10 Nm). low or uneven, check all the leads and connec-
tions between the voltage regulator and the
5. The generator end plate mounting bolts should PMG and repair as necessary before disas-
be torqued to 25 ft-lbs (34 Nm). sembling the PMG. Note the connections at the
6. Make sure the rubber O-ring is in place in the auxiliary terminal board in the power output
bearing bore in the generator endplate. box. See Figure 2-3.
7. The generator mounting bracket bolts should 4. Stop the set and measure electrical resistance
be torqued to 65 ft-lbs (88 Nm) if M12 or 35 ft- across lead pairs P2-P3, P3-P4 and P4-P2 with
lbs (47 Nm) if M10. a Wheatstone bridge or digital ohmmeter. Each
8. The generator-to-adaptor bolts should be winding should have a resistance of approxi-
torqued to 40 ft-lbs (55 Nm). mately 4.4 ohms.

5-10 Redistribution or publication of this document

by any means, is strictly prohibited.
Disassembling the PMG 2. Remove the PMG cover and disconnect the
leads at the connector.
1. Disconnect the starting battery cables (nega-
tive (-) first) to make sure the set will not start 3. Remove the bolts and clamps that secure the
while working on it. PMG stator to the generator frame and careful-
ly pull away the stator.
WARNING Accidental starting of the gen-
erator set while working on it can cause se-
The rotor is magnetic and will attract the stator.
vere injury or death. Prevent accidental
Hold the stator firmly so that the windings are
starting by disconnecting the starting bat- not damaged by striking the stator support lugs.
tery cables (negative (-) first).
Always remove the negative (-) cable first, 4. Remove the rotor center bolt and pull away the
and reconnect it last, to prevent arcing if a rotor. The rotor is magnetic and will attract iron
tool accidentally touches the frame or other filings. Put it in a clean plastic bag until it is re-
grounded metal part while removing the mounted. Do not take it apart or it will lose its
positive (+) battery cable. Arcing can ignite magnetism. Also, if the dowel pin in the end of
the explosive hydrogen gas given off by the the shaft is loose, stow it in a safe place until it is
batteries, causing severe injury. time to reassemble the PMG.
CAUTION Always disconnect a battery
Reassembling the PMG
charger from its AC source before discon-
necting the battery cables. Otherwise, dis-
connecting the cables can result in voltage Reassembling is the reverse of disassembling.
spikes high enough to damage the DC con- Torque the rotor center bolt to 40 ft-lbs (54 Nm). The
trol circuits of the set. stator leads must be at 12 o’clock.

DOWEL
PIN
PMG
ROTOR
PMG STATOR
CLAMP
SPACER
BOLT

COVER

PMG
STATOR
PMG
ROTOR
THROUGH
BOLT

G1230s

FIGURE 5-8. PMG ASSEMBLY

5-11 Redistribution or publication of this document

by any means, is strictly prohibited.
5-12 Redistribution or publication of this document
by any means, is strictly prohibited.
 6. Governors

MECHANICAL GOVERNOR Hertz sets and 2.5 Hertz for 50 Hertz sets). Check
operation under various loads and increase droop if
Governor Adjustments: B-Series Engines the governor hunts. Readjust full-load frequency if
(Beginning Spec H on DG Sets and Spec droop is adjusted.
B on QS Sets)
Do not adjust the idle adjusting screw: it is factory
Output frequency (50 Hz or 60Hz) can be adjusted set and sealed.
by turning the governor speed adjusting screw
while the engine is running at its normal operating CAUTION Do not adjust the idle speed screw
temperature under full load. Adjust droop to within or break its wire seal. Doing so can void the gen-
five percent of nominal frequency (3 Hertz for 60 erator set warranty.

THROTTLE SPEED
LEVER ADJUSTING
SCREW

THE IDLE SPEED

SCREW IS FACTORY
SET AND SEALED.
DO NOT ADJUST IT DROOP
AND DO NOT BREAK ADJUSTING
ITS WIRE SEAL. SCREW

FIGURE 6-1. B-SERIES ENGINE GOVERNOR

6-1 Redistribution or publication of this document

by any means, is strictly prohibited.
Governor Adjustments: B-Series Engines
LOCKNUT SPEED ADJUSTING
(Prior to Spec H on DG Sets and Spec B SCREW
on QS Sets)
Output frequency (50 Hz or 60Hz) can be adjusted
by turning the governor speed adjusting screw
while the engine is running at its normal operating
temperature under full load.

FS1801s

FIGURE 6-2. B-SERIES ENGINE GOVERNOR

6-2 Redistribution or publication of this document

by any means, is strictly prohibited.
Governor Adjustments: C-Series Engines A. Remove the access plug at the top of the
housing.
Output frequency (50 Hz or 60Hz) can be adjusted
by turning the governor speed adjusting screw B. Back off the throttle set screw and the idle
while the engine is running at its normal operating adjustment screw so that the throttle lever
temperature under full load. Back off the set screw can be rotated clockwise far enough to line
first before turning the adjusting screw. up the lever arm screw (inside pump hous-
ing) with the opening.

If the governor hunts, or if droop is excessive (more C. It will take a flat bladed screwdriver or a
than 3 Hz for 60 Hz sets or 2.5 Hz for 50 Hz sets), 3/16 inch ball point driver to turn the screw.
make the following adjustments:
D. The screw “clicks” every quarter-turn. Turn
1. f droop is excessive, loosen the bumper spring the screw clockwise and count the number
screw locknut and turn the screw counterclock- of “clicks” until it bottoms. Write down the
wise in quarter-turn increments until droop is number. Turn the screw out (counterclock-
within specifications. Note the number of turns wise) the same number of “clicks” to return
the screw has been turned out. Check for hunt- the adjustment to the original position.
ing under a range of loads from no-load to full-
E. Turn the screw clockwise one “click” if
load. Tighten the locknut if the governor does
there is too much droop, and then readjust
not hunt. If the governor hunts, turn the screw
the output frequency under full-load. Re-
clockwise in quarter-turn increments until hunt-
peat the procedure until droop is within
ing stops. Go to Step 2 if the bumper spring
specifications. If the governor hunts, turn
screw does not afford enough adjustment for
the screw counterclockwise one “click” at
droop or hunting.
a time until hunting stops.

2. Adjust the governor spring lever arm screw in- F. If hunting occurs only under light load, ad-
side the governor housing as follows if the pro- just the bumper spring screw clockwise in
cedure in Step 1 does not afford enough adjust- quarter-turn increments until hunting
ment: stops. Then check droop again.

ACCESS IDLE ADJUSTING

PLUG SCREW

BUMPER
SPRING
SCREW

SPEED ADJUSTING SET

SCREW SCREW

FS1771

FIGURE 6-3. C-SERIES ENGINE GOVERNOR

6-3 Redistribution or publication of this document

by any means, is strictly prohibited.
 ELECTRIC GOVERNOR 3. If a remote speed pot is used, set it at its mid-
point.
Governor Adjustments: B-Series Engines 4. Start the set and adjust the Speed pot to obtain
(Beginning Spec H on DG Sets and Spec the required output frequency: 60 Hertz (1800
B on QS Sets) RPM) or 50 Hertz (1500 RPM). Warm up the
set under load until it is up to normal operating
If necessary, adjust the linkage according to Figure temperature.
6-6, wire the controller according to Figure 6-9 and 5. Disconnect the load and turn the GAIN pot to
install the magnetic speed pickup unit according to 100 percent or until operation becomes unsta-
Figure 6-10. Then adjust the governor controller as ble. Then turn the pot counterclockwise until
follows: operation again becomes stable.
6. Adjust D as in Step 5.
1. Push both selector switches (S1, S2) on the
controller to their OFF positions. 7. Adjust I as in Step 5.
2. Note that the pots (potentiometers) on the con- 8. Readjust Speed if necessary.
troller are adjustable from zero to 100 percent 9. Manually push the throttle to the minimum
and are marked off in divisions of ten percent. speed position and hold it there until the engine
The speed pot has a 20-turn adjustment range. reaches minimum speed. Release the throttle
Set the pots initially as follows: and observe speed overshoot. Two to five
Gain 20% Hertz overshoot may be acceptable. If over-
shoot is unacceptable, turn the I pot clockwise
I 20% (slightly) to reduce overshoot. If the set hunts
during steady state operation, turn the I pot
D 30%
counterclockwise (slightly) until the set is
Droop 0% stable.

151-0715

FIGURE 6-4. GOVERNOR CONTROLLER TERMINALS, SWITCHES AND ADJUSTING POTENTIOMETERS

6-4 Redistribution or publication of this document

by any means, is strictly prohibited.
Governor Adjustments: C-Series Engines and observe the overshoot on a frequency me-
and B-Series Engines (Prior to Spec H on ter. Adjust the I potentiometer counterclock-
DG Sets and Spec B on QS Sets) wise slightly to decrease overshoot. Some
overshoot is acceptable.
If necessary, adjust the linkage according to Figure
6-7 or 6-8, wire the controller according to Figure 7. Connect 1/4 load and readjust the Gain poten-
6-9 and install the magnetic speed pickup unit ac- tiometer (Step 4).
cording to Figure 6-10. Then adjust the governor
controller as follows: 8. Connect rated-load in one step while the set is
running. Shut down the set if it cannot pick up
1. Warm up the set under at least 1/4 load until the the load. Lengthen the governor rod by half
engine is up to its normal operating tempera- turns and repeat the test until the set is able to
ture. pick up rated-load in one step. For B-Series en-
gines, shorten the governor rod by half turns
2. Disconnect the load and turn the Droop poten- and repeat the test until the set is able to pick up
tiometer to zero. rated-load in one step. Back off the governor
full speed stop screw if necessary.
3. Turn the Speed potentiometer to obtain the
specified output frequency (50 Hz or 60 Hz).
9. Check for stability (no audible hunting) under a
4. Turn the Gain potentiometer clockwise until range of loads from no-load to full-load.
the governor begins to hunt. Turn it back until
there is no audible hunting. 10. Stop the set and wait for 30 seconds for the tur-
bo to coast down. Restart the set and check for
5. Adjust the D potentiometer (if provided) the speed overshoot. If overspeed shutdown oc-
same way as the Gain potentiometer (Step 4). curs, check for linkage binding and repair as
necessary.
6. Manually push the throttle to the minimum
speed position and hold it there until the engine 11. Set the governor rod locknuts, if necessary,
reaches minimum speed. Release the throttle and check again for binding in the linkage.

151-0715

FIGURE 6-5. GOVERNOR CONTROLLER TERMINALS AND ADJUSTING POTENTIOMETERS

6-5 Redistribution or publication of this document

by any means, is strictly prohibited.
Linkage Adjustments: B-Series Engines Assemble the linkage as follows.
(Beginning Spec H on DG Sets and Spec
B on QS Sets) 1. Thread the locknut onto the male swivel-end
link. Then thread the female link five turns onto
Figure 6-6 illustrates the arrangement of electric the male link and set the lock nut.
governor components on B-Series engines.

If the injection pump has been replaced, it will be 2. Secure the male end of the link to the injection
necessary to adjust the position of the throttle lever pump lever on the engine side of the pump.
before connecting the actuator linkage. The throttle Make sure to tighten two nuts on the screw be-
lever is on the side of the pump away from the en- fore connecting the swivel end of the link to the
gine. See Figure 6-1. injection pump lever.

1. Operate the set and disconnect all loads after 3. Loosely thread the locknut and clevis onto the
the engine has warmed up to normal operating actuator shaft.
temperature.
4. Rotate the injection pump lever towards the
2. Loosen the locknut on the throttle lever speed
front of the engine. Turn the clevis on the actua-
adjusting screw and turn the screw counter-
tor shaft until the hole in the link swivel registers
clockwise to increase engine speed to 1980
with the holes in the clevis and connect the cle-
RPM (66 Hertz) for 60 Hertz sets or to 1650
vis and link with the screw, nut and lock washer
RPM (55 Hertz) for 50 Hertz sets.
as shown.
3. Set the locknut. Leave the spring in place to
maintain the position of the throttle lever. 5. Tighten the clevis locknut on the actuator shaft.

6-6 Redistribution or publication of this document

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 MAGNETIC
SPEED PICKUP

ACTUATOR

FUEL INJEC-
TION PUMP

GOVERNOR
CONTROLLER

—DETAIL OF ACTUATOR, MOUNTING BRACKET AND LINKAGE—

SCREW SCREW INJECTION PUMP LEVER

(ENGINE SIDE)

TWO
NUTS

NUT AND NUT AND

LOCK WASHER LOCK WASHER

ACTUATOR LOCK NUT CLEVIS FEMALE LOCK NUT

SHAFT SWIVEL-END
LINK

MALE
SWIVEL-END
LINK

FIGURE 6-6. B-SERIES ENGINE ELECTRIC GOVERNOR LINKAGE (BEGINNING SPEC H OR SPEC B)

6-7 Redistribution or publication of this document

by any means, is strictly prohibited.
Linkage Adjustments: B-Series Engines the actuator lever. Assemble with all the wash-
(Prior to Spec H on DG Sets and Spec B ers shown, in the order shown.
on QS Sets)
Figure 6-7 illustrates the arrangement of electric 4. Rotate the throttle lever to the full speed stop
governor components on B-Series engines. The and the actuator lever towards the generator
following should be noted: end. Adjust the length of the governor rod, if
necessary, so that the holes in the injection
1. After the actuator has been mounted, loosen pump lever and rod swivel line up. Assemble
the four screws around the head of the actuator with all the washers shown, in the order shown
and rotate the head, if necessary, until the shaft (Detail A).
inclines approximately 30 degrees (View A-A).

2. Secure the actuator lever on the shaft so that it 5. The pump and actuator levers should be
points towards the engine and approximately approximately parallel when the assembly is
30 degrees forward, to the front of the engine pushed up against the full speed stop. The gov-
(View A-A). ernor rod should not bind on either lever or on
the fuel line at any point in its travel. Rotate the
3. Adjust the governor rod to the approximate head of the actuator, if necessary, and then
length indicated by Detail A and connect it to tighten the head screws.

6-8 Redistribution or publication of this document

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 GOVERNOR ROD ACTUATOR
(SEE DETAIL A)

MINIMUM
SPEED STOP
A

MAGNETIC SPEED
PICKUP
A

FUEL INJEC-
TION PUMP

FULL
SPEED
STOP
ACTUATOR GOVERNOR
LEVER CONTROLLER

VIEW A-A DETAIL A

13/16 INCH ACTUATOR

WASHER LEVER
4-1/2 INCHES (114mm)
4 CYLINDER

30° 10-7/8 INCHES (276mm)

6 CYLINDER
30° #10
WASHER ONE ALUMINUM
SPACER WASHER

ACTUATOR TWO ALUMINUM INJECTION #10 13/16 INCH

LEVER SPACER WASHERS PUMP LEVER WASHER WASHER

FS1713−2

FIGURE 6-7. B-SERIES ENGINE ELECTRIC GOVERNOR LINKAGE (PRIOR TO SPEC H OR SPEC B)

6-9 Redistribution or publication of this document

by any means, is strictly prohibited.
Linkage Adjustments: C-Series Engines cy is 10 Hertz above normal frequency, and set
the lock nut.
Figure 6-8 illustrates the arrangement of electric
governor components on C-Series engines. The CAUTION During this procedure, the in-
following should be noted: jector pump lever has to be turned up by
hand to start the engine and turned down by
1. After the actuator has been mounted, loosen
hand to stop the engine.
the four screws around the head of the actua-
tor, if necessary, to line up the shaft as shown
5. Shut down the engine by pushing the control
by View A-A.
panel switch to OFF and turning the injector
2. Secure the actuator lever on the shaft so that it pump lever down.
points down and towards the front of the engine
approximately 45 degrees (View A-A). 6. Rotate the pump lever up until you feel a slight
catch in the movement. This is the maximum
3. Adjust the governor rod to the approximate fuel position.
length indicated by Detail A and connect it to
the outer hole in the actuator lever. Assemble 7. Readjust the length of the governor rod, if nec-
with all the washers shown, in the order shown. essary, so that when the actuator lever reaches
the end of its travel the pump lever will reach
4. Before connecting the governor rod to the in- the maximum fuel position, and connect the
jector pump lever, start the engine and turn the governor rod. Assemble with all the washers
idle speed adjusting screw until output frequen- shown, in the order shown (Detail A).

6-10 Redistribution or publication of this document

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 GOVERNOR ROD
(SEE DETAIL A)
FUEL INJECTION
PUMP

MAGNETIC SPEED
PICKUP

ACTUATOR

VIEW A-A GOVERNOR

CONTROLLER

45°

ACTUATOR
LEVER
DETAIL A

INJECTION 15/64 INCH

PUMP LEVER WASHER
3.38 INCHES (86 mm)

#10
WASHER

15/64 INCH #10 ACTUATOR

WASHER WASHER LEVER

ES1773−1

FIGURE 6-8. C-SERIES ENGINE ELECTRIC GOVERNOR LINKAGE

6-11 Redistribution or publication of this document

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Electric Governor Wiring
Wire the governor according to Figure 6-9.

539-0857

FIGURE 6-9. WIRING THE GOVERNOR

Magnetic Speed Pickup Unit Installation
MAGNETIC SPEED
To install the magnetic speed sensor, bar the engine PICKUP UNIT
until a gear tooth on the flywheel lines up in the cen-
ter of the mounting hole. Thread the sensor in gently
by hand until it just touches the gear tooth. Back it
out one quarter turn and set the locknut.

FLYWHEEL
HOUSING

539-0857

FIGURE 6-10. MAGNETIC SPEED PICKUP UNIT

6-12 Redistribution or publication of this document

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7. Day Tank Fuel Transfer Pump and Control

A fuel transfer pump and control are available when age of large quantities of fuel and loss of life and
a sub-base or in-skid day tank are provided. the au- property if the fuel is accidentally ignited. Instal-
tomatic control operates the fuel pump to maintain a lation and service must be performed by quali-
reservoir of fuel in the day tank. fied persons in accordance with the applicable
codes.
WARNING Diesel fuel is highly combustible. Do not smoke near fuel and keep flames, sparks
Improper installation of this kit can lead to spill- and other sources of ignition well away.

CONTROL FLEXIBLE FUEL FLEXIBLE FUEL

RETURN LINE SUPPLY LINE

539−1189

FUEL PUMP FLOAT SWITCH DAY FUEL FUEL FILL

AND MOTOR ASSEMBLY TANK GAUGE CAP

FIGURE 7-1. TYPICAL IN-SKID DAY TANK INSTALLATION

7-1 Redistribution or publication of this document

by any means, is strictly prohibited.
 OPERATION fuel into the tank if the control fails to operate
the pump automatically.
1. Push the control switch to the ON position for
automatic operation. The green SYSTEM The green PUMP ON light does not come on
READY light will come on and the pump will fill when the switch is in the EMERGENCY RUN
the tank if AC power is available for pumping position.
and DC power is available for the internal logic
circuits. The level of fuel in the tank will be auto- 4. The red lights indicate fault conditions and the
matically kept between a set of pump-on and need for service. The control panel includes the
pump-off float switches. following lights:
When filling an empty tank, the red LO SHUT-
A. HI FUEL: The fuel in the tank has reached
DOWN and LO FUEL lights will come on when
the control switch is pushed to the ON position.
an abnormally high level, indicating pos-
This is normal. Push the panel RESET switch to sible failure of the pump-off float switch.
turn off the red lights after the tank has been The high-fuel float switch takes over as the
filled. automatic pump-off switch. The HI FUEL
light stays on. The light can be RESET with
If the SYSTEM READY light does not come on, the panel switch when the fuel level drops
check for correct AC and DC power connec- to normal, but will come back on again dur-
tions. See Wiring Connections and Fuel Pump ing the next pumping cycle if the fault re-
Motor Connections below.
mains.
2. The green PUMP ON light indicates when the
pump is running. It will come on and go off as WARNING Continued operation with a
fuel is pumped to maintain the proper level in HI FUEL fault present can lead to spill-
the tank. age of large quantities of fuel if the
high-fuel float switch fails. Spilled fuel
3. Push the control switch to the EMERGENCY can cause loss of life and property if it
RUN position (momentary contact) to pump is accidentally ignited.

SYSTEM READY (GREEN)

HI FUEL (RED)

LO FUEL (RED)
LO SHUTDOWN (RED)

BASIN (RED)
BLANK (RED)

PUMP ON (GREEN)

FIGURE 7-2. FUEL PUMP CONTROL PANEL

7-2 Redistribution or publication of this document

by any means, is strictly prohibited.
B. LO FUEL: The fuel in the tank has comes on, check the fuel level in the main
dropped to an abnormally low level, indi- fuel tank and fill it if necessary. As the day
cating possible failure of the pump-on float tank is refilling, RESET the light with the
switch. The lo-fuel float switch takes over panel switch.
as the automatic pump-on switch. The LO
FUEL light stays on. The light can be RE- To restore engine operation following this
SET with the panel switch when the fuel fault, both the pump control and the engine
level rises to normal, but will come back on control have to be RESET.
again during the next pumping cycle if the
D. BASIN: Fuel has overflowed into the rup-
fault remains.
ture basin (if provided), indicating possible
failure of both the pump-off and hi-fuel lev-
CAUTION Continued operation with a
el float switches, or a leak in the day tank.
LO FUEL fault present can lead to low-
RESET the control after the fuel in the ba-
fuel shutdown if the low-fuel float
sin has been safely disposed of and the
switch fails.
cause of the overflow corrected.
C. LO SHUTDOWN: The fuel has dropped to
a level near the bottom of the tank, indicat- E. BLANK: For customer use.
ing an empty main fuel tank, pump failure The control fault circuits will trip and latch,
or possible failure of both the pump-on and requiring RESET, even if AC power is lost.
low-fuel level float switches. Further op-
eration will allow air to enter the engine fuel 5. Press the TEST switch to test the indicator
unit, causing shutdown and the necessity lights and pump operating circuits. Replace
to bleed the fuel unit to start up the engine any light that does not come on. The pump will
again. Connections should have been stop automatically after it has filled the tank to
made to Terminals TB1-14 and TB1-15 to the normal pump-off fuel level.
shut down the engine automatically (to
ground terminal TB2-16 on the engine 6. Press the reset button of the AC or DC circuit
control monitor board [ECM]). If the light breaker if either has tripped.

7-3 Redistribution or publication of this document

by any means, is strictly prohibited.
 WIRING CONNECTIONS 3. If a two lead wiring harness is provided, the
control does not include a power transformer.
See page 9-15 when making connections at the To provide 24 VDC for the control circuit, con-
control box terminal board. The following should be nect terminal TB1-19 to the positive (+) termi-
noted. nal of the 24 V starter motor solenoid and
1. The control can be powered by 120 VAC or 240 terminal TB-20 to the negative (-) terminal.
VAC. The control is set up at the factory for con-
nection to 240 VAC. Make sure selector switch 4. To immediately shut down the engine when the
S103 on the control PCB is in the down position LO SHUTDOWN light comes on, connect ter-
for 240 V. Make the following reconnections minal TB1-14 to a good grounding point on the
when connecting the control box to a 120 VAC engine block and terminal TB1-15 to terminal
power source: TB2-16 on the engine control monitor board
(ECM).
A. Remove the two jumpers between termi-
nals TB1-6 and TB1-7 in the control box
and connect one between terminals 5. Terminals TB1-10 through TB1-17 and TB2-23
TB1-5 and TB1-6 and the other between through TB2-27 are available for connections
terminals TB1-7 and TB1-8. to remote annunciators.

B. Move selector switch S103 on the control 6. Terminal TB2-22 is available for connection of
PCB to the up position for 120V. a grounding signal to activate the blank red
light.
C. If the control is equipped with a transform-
er, remove the two jumpers between ter-
minals H2 and H3 and connect one 7. Terminals TB1-8 and TB1-5 are available for
between H1 and H3 and the other be- connection of a 120 or 240 VAC electric fuel
tween H2 and H4. shutoff valve rated not more than 0.5 amps.
The voltage rating of the valve must corre-
2. Attach a tag to the control box indicating the spond with the voltage utilized for the pump.
supply voltage. See Item 2 above.

FIGURE 7-3. FUEL PUMP CONTROL TERMINAL BOARD

7-4 Redistribution or publication of this document

by any means, is strictly prohibited.
 FUEL TRANSFER PUMP MOTOR terminal on the lead connected at motor termi-
CONNECTIONS nal P103-3.

Connect a replacement fuel transfer pump motor as

4. Cut the white lead from its ring connector at
follows.
motor terminal P103-4. Strip 1/2 inch (12 mm)
1. Remove the end bell cover for access to the of insulation from the end of the white motor
motor wiring terminals. lead for splicing to the wire harness lead
marked P103-WHITE.
2. Disconnect the brown lead from motor terminal
P103-3 and connect it to terminal P103-6. (Ter- 5. Connect each lead of the five-lead wiring har-
minal P103-6 is an insulated receptacle for se- ness to the motor terminal or lead marked on it.
curing the end of the lead so that it cannot move
and touch the motor frame or a live terminal
6. Connect the red motor lead to the piggy-back
and cause a short circuit.)
terminal at motor terminal P103-3.
3. Disconnect the red lead from motor terminal
P103-2. It will be connected to the piggy-back 7. Secure the end bell cover.

FIGURE 7-4. FUEL TRANSFER PUMP MOTOR CONNECTIONS

7-5 Redistribution or publication of this document

by any means, is strictly prohibited.
TESTING THE FLOAT SWITCH ASSEMBLY
The float switch assembly consists of 5 switches.
Each switch has a pair of color coded leads con-
nected to a common jack.

To test the float switches, remove the fuel pump

control cover, disconnect the wiring jack and un- SWITCH 5
screw the assembly from the top of the day tank.
Test as follows: SWITCH 4
J5
1. With an ohmmeter, test for electrical continuity SWITCH 3
(switch closed) between each pair of colored
leads, while holding the assembly vertical. Re- SWITCH 2
place the assembly if any switch is open (all the
readings should be zero).

2. Lift each float, in turn, to 1/8 inch (3 mm) below

the C-clip stop above it (use a feeler gauge)
and test for electrical continuity. Replace the
assembly if any switch does not open (all the
readings should be infinity).

3. Use pipe thread sealant when replacing the as-

sembly. SWITCH 1

J5

SWITCH 1 − SHUTDOWN

SWITCH 2 − LOW FUEL

SWITCH 3 − PUMP ON

SWITCH 4 − PUMP OFF

SWITCH 5 − HI FUEL

FIGURE 7-5. FLOAT SWITCH ASSEMBLY

7-6 Redistribution or publication of this document

by any means, is strictly prohibited.
8. QS- and QSG-Series Generator Sets

OPTIONAL POWER DISTRIBUTION PANEL 2. A six-pole line circuit breaker

FOR QSG-SERIES
3. Main output terminals
The wiring diagrams for QSG-Series generator sets
with the optional power distribution panel are on
pages 9-13 and 9-14. The panel includes: 4. A set of convenience receptacles with individu-
al circuit breakers: one 120 VAC, 20 Amp du-
1. A rotary switch under a lockable cover to select plex; one 120 VAC, 20 Amp twist lock; one 240
120/240 VAC single phase, 120/208 VAC three VAC, 30 Amp twist lock and one 240 VAC, 50
phase or 277/480 VAC three phase output Amp twist lock.

VOLTAGE SELECTOR MAIN OUTPUT CIRCUIT 6-POLE MAIN CIRCUIT BREAKERS

SWITCH S1 TERMINALS BREAKER CB13 CB1, CB2, CB3, CB7, CB8, CB9

CIRCUIT
BREAKER
CB15

CIRCUIT
BREAKER
CB14

CIRCUIT
240 240 120 120 BREAKER
VOLT VOLT VOLT VOLT CB12
L2 L0

L1 L3 GROUND

50 30 20 20
AMP AMP AMP AMP

TERMINAL BLOCK TB-2 CONVENIENCE OPENING WITH COVER FOR ACCESS

(FOR GENERATOR LEAD CONNECTIONS) RECEPTACLES TO THE TERMINAL BLOCK SCREWS

FIGURE 8-1. OPTIONAL POWER DISTRIBUTION PANEL FOR QSG-SERIES GENERATOR SETS

8-1 Redistribution or publication of this document

by any means, is strictly prohibited.
Removing The Power Distribution Panel connecting the cables can result in voltage
spikes high enough to damage the DC con-
For access to the back of the generator and PMG or trol circuits of the set.
overspeed switch, it is necessary to remove the
power distribution panel. Do so as follows. 2. Remove the screws securing the outer door
hinge and lay the door aside.
1. Shut down the set and disconnect the batteries
(negative [−] cable first) to prevent accidental 3. Remove the access cover over terminal block
starting. TB2 and disconnect all the generator leads.
WARNING Accidental starting of the gen-
For reconnections later, make sure each cable
erator set while working on it can cause se- is clearly marked to indicate the correct termi-
vere personal injury or death. Prevent acci- nal.
dental starting by disconnecting the start-
4. Disconnect the cable connected (inside) to the
ing battery cables (negative [−] first).
grounding lug below the panel.
Arcing can ignite the explosive hydrogen
gas given off by batteries, causing severe 5. Open the control box above the panel and dis-
personal injury. Arcing can occur if the neg- connect the wires connected to terminals
ative (−) battery cable is connected and a VR21-2 and VR21-4 on the voltage regulator
tool being used to connect or disconnect and to terminal 23 on terminal block TB21. For
the positive (+) battery cable accidentally reconnections later, make sure each wire is
touches the frame or other grounded metal clearly marked to indicate the correct terminal
part of the set. To prevent arcing, always re- and then push it through the opening in the
move the negative (−) cable first, and recon- back of the box.
nect it last.
6. Remove the panel mounting screws and pull
CAUTION Always disconnect a battery the panel away.
charger from its AC source before discon-
necting the battery cables. Otherwise, dis- 7. Assembly is the reverse of disassembly.

8-2 Redistribution or publication of this document

by any means, is strictly prohibited.
 OPTIONAL TRAILER PACKAGE FOR QS- 3. There are no adjustments in the brake actuator
AND QSG-SERIES for stroke length. Readjust the brake shoes to
reduce actuator stroke length if it exceeds 1
The trailer package for QS-Series generator sets in- inch (25 mm). (The length of the roller path on
corporates hydraulic surge brakes. When the top of the actuator when it is fully extended is
brakes are applied in the tow vehicle, trailer mo- the same as stroke length). Brake shoe adjust-
mentum forces the hitch / actuator assembly to tele- ments are accessible through slots in the back
scope into the case assembly, applying force to the of each drum assembly. Turn the brake drum
master cylinder piston, thus providing hydraulic
forward while making shoe adjustments. Back
pressure for braking. A break-away mechanism ap-
off each shoe 10 clicks from the point where
plies brake pressure in the event of coupling failure.
you cannot turn the drum by hand.
Brake Maintenance
1. Keep the master cylinder reservoir at least half WARNING Braking power can diminish, lead-
full with DOT-3 hydraulic brake fluid. ing to a serious road accident, when actuator
stroke length exceeds 1 inch (25mm). Check ac-
2. Use a pressure-type brake bleeder if it is nec- tuator stroke length regularly and service the
essary to refill and bleed the brake system. brakes if necessary.

BREAK-AWAY BREAK-AWAY BRAKE FLUID

CABLE LEVER FILL CAP

FRONT
ROLLER
BRAKE LINE
FITTING

MASTER
MAIN
BRAKE
PIN
CYLINDER

CASE
ASSEMBLY

REAR
ROLLERS

DAMPER

HITCH / ACTUATOR
ASSEMBLY

M1872−1

FIGURE 8-2. TRAILER HITCH AND SURGE BRAKE SYSTEM

8-3 Redistribution or publication of this document

by any means, is strictly prohibited.
Trailer Lights and Wiring come on each time the tow vehicle brake pedal
is pressed.
1. Trailer wiring is color coded as follows:
3. It may be necessary to install a heavy duty
White - Ground flasher in the tow vehicle to make the signal
Brown - Side and rear running lights lights work.
Yellow - Left turn signal and brake
4. All points where wiring on the trailer is
Green - Right turn signal and brake.
grounded to the frame should be checked for a
good electrical bond.
2. The running lights should come on with the tow
vehicle head lights, the left and right signal 5. Check for reversed trailer wiring or reversed
lights should flash at the same time as the tow trailer-to-vehicle connections if trailer and tow
vehicle signal lights and the brake lights should vehicle signal lights flash on opposite sides.

8-4 Redistribution or publication of this document

by any means, is strictly prohibited.
 FAN BELT REPLACEMENT PROCEDURE CAUTION Always disconnect a battery
FOR QSG-SERIES charger from its AC source before discon-
necting the battery cables. Otherwise, dis-
The radiator cooling blower is secured by four bolts connecting the cables can result in voltage
to a standoff spacer on the top engine belt pulley. spikes high enough to damage the DC con-
The stand off spacer extends through a hole in the trol circuits of the set.
blower compartment bulkhead. To change the belt:
2. Go to the front of the set and remove the air in-
1. Shut down the set and disconnect the batteries let screen and box.
(negative [−] cable first) to prevent accidental
starting. 3. Remove the air cone.

4. Loosen the four blower hub bolts and withdraw

WARNING Accidental starting of the gen-
the blower and spacers.
erator set while working on it can cause se-
vere personal injury or death. Prevent acci- 5. Go to the engine compartment and slip the old
dental starting by disconnecting the start- belt off and the new belt on over the top pulley.
ing battery cables (negative [−] first).
6. Reassemble the blower. Note that the blower
Arcing can ignite the explosive hydrogen wheel, hub cap, the two rubber isolators, and
gas given off by batteries, causing severe the back plate have eight bolt holes. Line up the
personal injury. Arcing can occur if the neg- four holes in each that match the bolt holes in
ative (−) battery cable is connected and a the spacer. Tighten all four hub bolts by hand
tool being used to connect or disconnect and then torque each to 8 ft-lbs (11 Nm).
the positive (+) battery cable accidentally
touches the frame or other grounded metal 7. Thread the fan belt through the pulleys in ac-
part of the set. To prevent arcing, always re- cordance with the engine service manual.
move the negative (−) cable first, and recon-
nect it last. 8. Reassemble the air cone, screen and box.

SPACER

BLOWER
WHEEL

HUB
CAP
BACK
PLATE

RUBBER
ISOLATORS

HUB BOLT
(ONE OF FOUR)

AIR INLET
CONE
AIR INLET
SCREEN AND
BOX

FIGURE 8-3. QSG-SERIES RADIATOR COOLING BLOWER

8-5 Redistribution or publication of this document

by any means, is strictly prohibited.
 BLOWER REPLACEMENT PROCEDURE 4. Remove the four blower hub bolts and with-
FOR QS-SERIES draw the blower.

QS-Series generator sets have twin blowers for ra- 5. Back out the set screw in the bearing collar and
diator cooling. The blowers are mounted on sepa- with a light hammer and drift pin tap the collar in
rate pulley-driven shafts that extend through the a counterclockwise direction until it is loose and
front bulkhead of the engine compartment. See Fig- then withdraw it.
ures 8-4 and 8-5.
6. Unscrew the nuts that secure the front bearing
To remove a blower, its shaft and its bearings: retainer. See Figure 8-5.
1. Shut down the set and disconnect the batteries
7. Go to the engine compartment and remove the
(negative [−] cable first) to prevent accidental
fan belt and shaft pulley and remove the bear-
starting.
ing collar as in Step 5, except that the collar
WARNING Accidental starting of the gen- must be tapped loose in the clockwise direc-
erator set while working on it can cause se- tion.
vere personal injury or death. Prevent acci-
dental starting by disconnecting the start- 8. Withdraw the shaft into the blower compart-
ing battery cables (negative [−] first). ment.

Arcing can ignite the explosive hydrogen 9. If necessary, unscrew the nuts that secure the
gas given off by batteries, causing severe bearing retainer (bearing on the pulley end of
personal injury. Arcing can occur if the neg- the shaft).
ative (−) battery cable is connected and a
tool being used to connect or disconnect Reassembly is the reverse of disassembly. Note the
the positive (+) battery cable accidentally following:
touches the frame or other grounded metal 1. Make sure the shaft shoulder is snug against
part of the set. To prevent arcing, always re- the rear bearing (Figure 8-5 ) and then position
move the negative (−) cable first, and recon- and snug the rear bearing locking collar
nect it last. against the bearing. Lock the collar in place by
CAUTION Always disconnect a battery tapping it counterclockwise with a light ham-
charger from its AC source before discon- mer and drift pin and tightening the set screw.
necting the battery cables. Otherwise, dis- 2. Secure the front and rear bearing retainers be-
connecting the cables can result in voltage fore positioning the front bearing locking collar.
spikes high enough to damage the DC con- 3. Position and snug the front bearing locking
trol circuits of the set. collar against the bearing and then lock it in
place by tapping it clockwise with a light ham-
2. Remove the air inlet box.
mer and drift pin and tightening the set screw.
3. Remove the air cone. 4. Torque the blower hub bolts to 8 ft-lbs (11 Nm).

8-6 Redistribution or publication of this document

by any means, is strictly prohibited.
 AIR INLET BLOWER BLOWER
ASSEMBLY COMPARTMENT SHAFT

AIR BLOWER BELT CRANKSHAFT

CONE (ONE OF TWO SIDE-BY-SIDE) TENSIONER PULLEY

FIGURE 8-4. QS-SERIES RADIATOR COOLING BLOWER (ONE OF TWO)

8-7 Redistribution or publication of this document

by any means, is strictly prohibited.
 FRONT REAR BEARING AND REAR
LOCKING COLLAR BEARING RETAINER LOCKING COLLAR

BLOWER
COMPARTMENT
PARTITION

BLOWER
COMPARTMENT
BULKHEAD

FOUR BLOWER HUB

BOLTS, LOCK WASHERS FRONT BEARING AND
FLAT WASHERS BEARING RETAINER PULLEY

FIGURE 8-5. BLOWER, SHAFT AND BEARING ASSEMBLY

8-8 Redistribution or publication of this document

by any means, is strictly prohibited.
9. Wiring Diagrams

This section consists of the schematic and connec- • Page 9-10, 12-light DC Wiring, Sheet 2
tion wiring diagrams referenced in the text. The fol-
• Page 9-11, Generator Reconnection Dia-
lowing drawings are included:
grams, Sheet 1
• Page 9-3, AC Control Wiring Diagram
• Page 9-12, Generator Reconnection Dia-
(Without Meters)
grams, Sheet 2
• Page 9-4, AC Control Wiring Diagram
(With Meters) • Page 9-13, QS-Series Generator Connections
When The Voltage Selector Switch Is Provided
• Page 9-5, Voltage Regulator Installation
(PMG-Excited Generators) • Page 9-14, QS-Series Power Distribution Pan-
el Wiring
• Page 9-6, Voltage Regulator Installation
(Self-Excited Generators) • Page 9-15, Day Tank Pump Control Wiring
• Page 9-7, 7-light DC Wiring, Sheet 1 • Page 9-16, Typical Customer Connections At
• Page 9-8, 7-light DC Wiring, Sheet 2 The Engine Control Monitor (ECM)
• Page 9-9, 12-light DC Wiring, Sheet 1 • Page 9-17, Auxiliary Relay Board (ARB)

9-1 Redistribution or publication of this document

by any means, is strictly prohibited.
9-2 Redistribution or publication of this document
by any means, is strictly prohibited.
 No. 612-6489
Rev. S Sys: Revisio
Modified 6/2001

AC CONTROL WIRING DIAGRAM (WITHOUT METERS)

9-3 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 612-6490
Rev. ZB Sys: Revisio
Modified 1/2002

AC CONTROL WIRING DIAGRAM (WITH METERS)

9-4 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 300-3606
Rev. P Sys: Revisio
Modified 3/2000

VOLTAGE REGULATOR INSTALLATION (PMG-EXCITED GENERATORS)

9-5 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 300-3607
Rev. G Sys: Revisio
Modified 4/1993

VOLTAGE REGULATOR INSTALLATION (SELF-EXCITED GENERATORS)

9-6 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 612-6487 Sh 1 of 2
Rev. V Sys: CADAM
Modified 7/2000

7-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 1

9-7 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 612-6487 Sh 2 of 2
Rev. V Sys: Revisio
Modified 7/2000

7-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 2

9-8 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 612-6488 Sh 1 of 2
Rev. W Sys: CADAM
Modified 1/2002

12-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 1

9-9 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 612-6488 Sh 2 of 2
Rev. W Sys: Revisio
Modified 1/2002

12-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 2

9-10 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 625-2164 Sh 1 of 2
Rev. K Sys: Revisio
Modified 6/1993

GENERATOR RECONNECTION DIAGRAMS, SHEET 1

9-11 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 625-2164 Sh 2 of 2
Rev. K Sys: Revisio
Modified 6/1993

GENERATOR RECONNECTION DIAGRAMS, SHEET 2

9-12 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 625-2256
Rev. B Sys: Revisio
Modified 10/1989

QS-SERIES GENERATOR CONNECTIONS WHEN THE VOLTAGE SELECTOR SWITCH IS PROVIDED

9-13 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 319-0969
Rev. G Sys: Revisio
Modified

QS-SERIES POWER DISTRIBUTION PANEL WIRING

9-14 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 625-2141
Rev. P Sys: Revisio
Modified 6/2001

DAY TANK PUMP CONTROL WIRING

9-15 Redistribution or publication of this document

by any means, is strictly prohibited.
 − + K12

K11
A15

THIS IS A REPRESENTATIVE (GENERIC)

SCHEMATIC/WIRING DIAGRAM. FOR
TROUBLESHOOTING, REFER TO THE
WIRING DIAGRAM PACKAGE THAT WAS
INCLUDED WITH YOUR GENSET.

TYPICAL CUSTOMER CONNECTIONS AT THE ENGINE CONTROL MONITOR (ECM)

9-16 Redistribution or publication of this document

by any means, is strictly prohibited.
 No. 300-4111
Rev. E Sys: HP
Modified 6/1993

AUXILIARY RELAY BOARD (ARB)

9-17 Redistribution or publication of this document

by any means, is strictly prohibited.
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