Generac Power Systems Portable Generator 941 2 User Manual

Manual Part No. 0D9057

SERVICE

MANUAL

SERIES IMPACT 36 PLUS II

Models 940-2 & 941-2

P.O. Box 297 • Whitewater, WI • 53190

Phone: (262) 473-5514

Fax: (262) 472-6505

Printed in U.S.A

Revision A - 07/15/03

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TABLE OF CONTENTS

PART

TITLE

THE AC GENERATOR

SERVICE

MANUAL

ENGINE MECHANICAL

GASOLINE FUEL SYSTEM

GASEOUS FUEL SYSTEM

ENGINE OIL & COOLING SYSTEM

ENGINE ELECTRICAL SYSTEM

TROUBLESHOOTING

SERIES IMPACT 36 PLUS II

SPECIFICATIONS & CHARTS

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SECTION

1.1

TITLE

GENERATOR FUNDAMENTALS

PART 1

GENERAL

INFORMATION

1.2

1.3

1.4

1.5

1.6

1.7

GENERATOR MAJOR COMPONENTS

OPERATIONAL ANALYSIS

INSULATION RESISTANCE

COMPONENTS TESTING

CONTROL PANEL

COMPUTER

CONTROLLED

VARIABLE

SHEET METAL

SPEED RV

GENERATORS

Series Impact 36 Plus II

Page 1

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NOTES

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Section 1.1

GENERATOR FUNDAMENTALS

NOTE: The "right hand rule" is based on the "cur-

rent flow" theory which assumes that current

flows from positive to negative. This is opposite

the "electron" theory, which states that current

flows from negative to positive.

MAGNETISM

Magnetism can be used to produce electricity and

electricity can be used to produce magnetism.

Much about magnetism cannot be explained by our

present knowledge. However, there are certain pat-

terns of behavior that are known. Application of these

behavior patterns has led to the development of gen-

erators, motors and numerous other devices that uti-

lize magnetism to produce and use electrical energy.

See Figure 1. The space surrounding a magnet is

permeated by magnetic lines of force called "flux".

These lines of force are concentrated at the magnet's

north and south poles. They are directed away from

the magnet at its north pole, travel in a loop and re-

enter the magnet at its south pole. The lines of force

form definite patterns which vary in intensity depend-

ing on the strength of the magnet. The lines of force

never cross one another. The area surrounding a

magnet in which its lines of force are effective is

called a "magnetic field".

Like poles of a magnet repel each other, while unlike

poles attract each other.

Figure 2. The Right Hand Rule

ELECTROMAGNETIC INDUCTION

An electromotive force (EMF) or voltage can be pro-

duced in a conductor by moving the conductor so that

it cuts across the lines of force of a magnetic field.

Similarly, if the magnetic lines of force are moved so

that they cut across a conductor, an EMF (voltage)

will be produced in the conductor. This is the basic

principal of the revolving field generator.

Figure 3, below, illustrates a simple revolving field

generator. The permanent magnet (Rotor) is rotated

so that its lines of magnetic force cut across a coil of

wires called a Stator. A voltage is then induced into

the Stator windings. If the Stator circuit is completed

by connecting a load (such as a light bulb), current

will flow in the circuit and the bulb will light.

Figure 1. Magnetic Lines of Force

ELECTROMAGNETIC FIELDS

All conductors through which an electric current Is

flowing have a magnetic field surrounding them. This

field is always at right angles to the conductor. If a

compass is placed near the conductor, the compass

needle will move to a right angle with the conductor.

The following rules apply:

• The greater the current flow through the conductor,

the stronger the magnetic field around the conductor.

• The increase in the number of lines of force is

directly proportional to the increase in current flow

and the field is distributed along the full length of

the conductor.

• The direction of the lines of force around a conduc-

tor can be determined by what is called the "right

hand rule". To apply this rule, place your right hand

around the conductor with the thumb pointing in the

direction of current flow. The fingers will then be

pointing in the direction of the lines of force.

Figure 3. A Simple Revolving Field Generator

Page 1.1-1

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Section 1.1

GENERATOR FUNDAMENTALS

Figure 4. Operation of a Simple Generator

mum negative value. Two reversals of current flow is

called a cycle. The number of cycles per second is

called frequency and is usually stated in "Hertz".

ALTERNATING CURRENT

A simple generator consists of a coil of wires called a

Stator and a magnetic field called a Rotor. As the

Rotor's magnetic field cuts across the Stator coil, a

voltage is induced into the Stator windings. The

amount of induced voltage is equal to the strength of

the magnetic field.

See Figure 4. The current alternates according to the

position of the Rotor's poles in relation to the position

of the Stator. At 0° and again at 180°, no current flow

is produced. At 90° of Rotor rotation, current flow

reaches a maximum positive value. Rotor rotation to

270° brings another maximum flow of current.

However, at 270° the current flow has reversed in

polarity and now flows in the opposite direction.

ELECTRICAL UNITS

Figure 5. Alternating Current Sine Wave

VOLT:

The VOLT is the unit used to measure electrical

PRESSURE, or the difference in electrical potential

that causes electrons :o flow. Very few electrons will

flow when voltage is weak. More electrons will flow as

voltage becomes stronger. VOLTAGE may be consid-

ered to be a state of unbalance and current flow as

an attempt to regain balance. One volt is the amount

of EMF that will cause a current of 1 ampere to flow

through 1 ohm of resistance.

AMPERE:

The rate of electron flow in a circuit is represented by

the AMPERE. The ampere is the number of electrons

flowing past a given point at a given time. One

AMPERE is equal to just slightly more than six thou-

sand million billion electrons per second.

With alternating current (AC), the electrons flow first

in one direction, then reverse and move in the oppo-

site direction. They will repeat this cycle at regular

intervals. A wave diagram, called a "sine wave"

shows that current goes from zero to maximum posi-

tive value, then reverses and goes from zero to maxi-

Page 1.1-2

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Section 1.1

GENERATOR FUNDAMENTALS

If OHMS is unknown but VOLTS and AMPERES are

known, use the following:

VOLTS

AMPERES

OHMS

REACTANCE IN AC CIRCUITS

GENERAL:

When direct current (DC) is flowing, the only opposi-

tion to current flow that must be considered is resis-

tance (ohms). This is also true of alternating current

(AC) when only resistance type loads such as heating

and lamp elements are on the circuit. In such a case,

current will be in phase with voltage- that is, the cur-

rent sine wave will coincide in time with the voltage

sine wave.

Figure 6. Electrical Units

However, two factors in AC circuits called INDUC-

TIVE and CAPACITIVE REACTANCE will prevent the

voltage and current sine waves from being in phase.

OHM:

The OHM is the unit of RESISTANCE. In every circuit

there is a natural resistance or opposition to the flow

of electrons. When an EMF is applied to a complete

circuit, the electrons are forced to flow in a single

direction rather than their free or orbiting pattern. The

resistance of a conductor depends on (a) its physical

makeup, (b) its cross-sectional area, (c) its length,

and (d) its temperature. As the conductor's tempera-

ture increases, its resistance increases in direct pro-

portion. One (1) ohm of resistance will permit one (1)

ampere of current to flow when one (1) volt of electro-

motive force (EMF) is applied.

INDUCTIVE REACTANCE:

This condition exists when current lags behind volt-

age (Figure 8). As current flows in a circuit, magnetic

lines of force are created at right angles to the con-

ductor. The continuous changes in current value

(from positive to negative) cause these magnetic lines

to collapse and build up continuously.

The magnetic field around the conductor induces

electromotive forces that cause current to keep on

flowing while voltage drops. The result is a condition

in which voltage leads current. When a conductor is

formed into a coil, the magnetic lines of force are con-

centrated in the center of the coil. This increased den-

sity causes an increase in magnetically Induced EMF

without increasing current Thus, coils cause inductive

reactance.

OHM'S LAW

A definite and exact relationship exists between

VOLTS, OHMS and AMPERES. The value of one can

be calculated when the value of the other two are

known. Ohm's Law states that in any circuit the current

will increase when voltage increases but resistance

remains the same, and current will decrease when

resistance Increases and voltage remains the same.

Inductive reactance can also be caused by placing an

induction motor on the circuit which utilizes the cur-

rent's magnetic field for excitation.

Figure 7.

If AMPERES is unknown while VOLTS and OHMS

are known, use the following formula:

VOLTS

OHMS

AMPERES =

Figure 8. Inductive Reactance

If VOLTS is unknown while AMPERES and OHMS

are known, use the following formula:

VOLTS = AMPERES x OHMS

Page 1.1-3

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Section 1.1

GENERATOR FUNDAMENTALS

CAPACITIVE REACTANCE:

trolled by the inverter and is maintained at a steady

60 Hz signal throughout the load range.

Computer controlled generator units have the ability

to operate the engine over a wide range of speeds,

while conventional generators will deliver correct AC

frequency and voltage only at a fixed rpm.

Unlike conventional AC generators, the Impact Plus

unit can match engine speed to load requirements.

This provides several advantages, as follows:

This condition occurs when current leads voltage

(Figure 9). It might be thought of as the ability to oppose

change in voltage. Capacitance exists in a circuit when

certain devices are ~a) capable of storing electrical

charges as voltage increases and (b) discharging these

stored charges when the voltage decreases.

• Smaller engines can be used to produce more

power than on a conventional generator, since it

can be allowed to run at a higher speed.

• When the load is reduced, the engine can run at

slower than the usual speeds. This improves fuel

economy and reduces engine noise.

• The Impact Plus unit can be operated closer to its

peak power point at all times, because output volt-

age and current are functions of engine speed. This

allows for a much more compact generator design.

IMPACT PLUS SYSTEM OVERVIEW:

Figure 10 is a block diagram of the Impact Plus sys-

tem. The major elements of the system are represent-

ed in the diagram. Operation of the system may be

described briefly as follows:

Figure 9. Capacitive Reactance

WHAT IS AN "IMPACT PLUS" UNIT?:

1. The engine is directly coupled to a permanent magnet type

Rotor, so the Rotor runs at the same speed as the engine.

The Impact Plus is a computer controlled generator

that uses an inverter to create a superior sine wave

and maintain a steady frequency. These units are dif-

ferent from conventional generators in that the perfor-

mance of the engine and AC generator are more

accurately matched over a wide range of power

needs. The Impact Plus computer controlled genera-

tor provides greater efficiency of both the engine and

the generator while maintaining electrical output with-

in an acceptable voltage range. The frequency is con-

2. As the Rotor turns, its magnetic field cuts across the Stator

windings to induce a voltage into the Stator.

Figure 10. Block Diagram of the Impact 36 Plus System

Page 1.1-4

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Section 1.1

GENERATOR FUNDAMENTALS

3. When the generator circuit breaker is turned to the “ON” position,

AC voltage is delivered to the Full Bridge Rectifier. The AC volt-

age is rectified to DC and thus becomes DC Link voltage.

WHY VARIABLE SPEED CONTROL?

Most electrical loads will operate satisfactorily only

within a relatively small voltage band. In order to pro-

vide useful voltage at larger load currents, it is neces-

sary to increase engine speed.

4. AC voltage from the stator PS1/PS2 is delivered to the inverter.

This is used as the power supply for the inverter circuit board.

In conventional AC generators, some form of voltage

regulation is needed to provide correct voltage in the

full range of load current. This is often accomplished

by regulating excitation current to the Rotor (field)

which then regulates the strength of the Rotor's mag-

netic field. The voltage induced into the Stator wind-

ings is proportional to the strength of the Rotor's mag-

netic field.

The Impact Plus computer controlled generator uses

a Rotor having a fixed and permanent magnetic field.

The strength of this magnetic field is fixed and cannot

be regulated.

5. AC voltage from the stator TIM1/TIM2 is delivered to the system

controller. This is used for engine speed sensing.

6. The system controller sends signals to the inverter for inverter

operation.

7. The system controller senses load voltage and signals stepper

motor operation to achieve required engine speed for correct

voltage output.

The output voltage on Impact Plus computer con-

trolled generators tends to droop with increasing elec-

trical loads. The SYSTEM CONTROLLER maintains

a constant AC output voltage by increasing engine

and Rotor speed as the load current increases, to off-

set this inherent voltage droop.

Page 1.1-5

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Section 1.1

GENERATOR FUNDAMENTALS

Page 1.1-6

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Section 1.2

MAJOR GENERATOR COMPONENTS

INTRODUCTION

UPPER FAN HOUSING

Major components of the generator proper are shown

in Figure 1, below. External sheet metal and other

unrelated components are omitted from the drawing

for clarity. These parts are:

As its name implies, this component houses and

shields the upper cooling fan. See Figure 1, Item 1.

UPPER COOLING FAN

Item

Description

The Cooling Fan draws air into the generator through

slots in the Upper Fan Housing. It is fastened to and

rotates with the Permanent Magnet Rotor.

Upper Fan Housing

Upper Cooling Fan

Permanent Magnet Rotor

Rotor Hub

Stator Retaining Ring

Stator Assembly

Stator Adapter

Engine

Lower Fan & Flywheel

Stepper Motor

PERMANENT MAGNET ROTOR

Sixteen permanent magnets have been affixed to the

Rotor. A starter ring gear is welded to the Rotor. The

Rotor and Hub are balanced at the factory as an

assembly and must be replaced as an assembly.

NOTE: The hub MUST be properly aligned during

reassembly. The mounting bolt, housing opening

and magnet must be properly aligned. In addition,

match marks between the Hub and Rotor must be'

aligned as indicated by an "ALIGN MARKS FOR

BALANCE" decal. During assembly, use care to

avoid damage to the Ignition Sensor.

DANGER! The permanent magnet rotor pro-

duces an extremely strong magnetic force.

Use care during installation to avoid pinched

fingers.

Figure 1. Exploded View of Generator Proper

Figure 2 Permanent Magnet Rotor Assembly

Page 1.2-1

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Section 1.2

MAJOR GENERATOR COMPONENTS

ROTOR HUB

STEPPER MOTOR

See Figure 2 on previous page. The Rotor Hub is bal-

anced with the Rotor and must be replaced with the

Rotor as an assembly. Part of the engine ignition sys-

tem is pressed onto the Hub and can be replaced

only as part of the Rotor and Hub assembly.

The Stepper Motor (Figure 3) consists of a stepper

motor along with a gear and cam arrangement which

allows motor movement to change the engine carbu-

retor throttle setting. The Motor is controlled by output

signals from the Computer Control Circuit Board,

which calculates the number of steps the stepper

needs to take and generates the required signals to

the Motor. The circuit board signals the Motor to actu-

ate in response to changes in AC output voltage.

Thus, in response to decreasing AC output voltages,

the Motor will increase the throttle setting and engine

speed will increase. Conversely, Increasing AC out-

put voltages will cause the Motor to decrease throttle

setting and engine speed will decrease.

STATOR RETAINING RING

The Stator Retaining Ring is made of die-cast alu-

minum. Four hex head capscrews with lockwashers

pass through holes in the Retaining Ring, to retain

the Stator Assembly to the Stator Adapter (Item 7,

Figure 1).

STATOR ASSEMBLY

The 2-phase Stator is made up of six (6) windings,

with leads brought out as shown in figure 4. Figure 5

is a schematic representation of each stator winding.

Note that there are two (2) power phase windings

(Leads AC1, AC2, SL1 and SL2 ); a timing winding

(Leads TIM1 and TIM2); a power supply winding

(Leads PSI, PS2); and a dual battery charge winding

(Leads 55, 66, 77).

STATOR ADAPTER

The Adapter is retained to the engine by means of

four hex head capscrews. The Stator is retained to

the Stator Adapter and is "sandwiched" between the

Adapter and the Stator Retaining Ring.

LOWER FAN & FLYWHEEL

Figure 3. The Stepper Motor

The Lower Fan and Flywheel are retained to the

engine PTO shaft by means of a conical washer and

an M16-1.50 hex nut. When assembling, tighten the

flywheel nut to 75 foot-pounds.

ENGINE

The engine is a single cylinder, 220 cc, overhead

valve type manufactured by Generac® Power

Systems, Inc.

Figure 4. Stator Pictorial View

Page 1.2-2

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Section 1.2

MAJOR GENERATOR COMPONENTS

Figure 5. Schematic- Stator Windings

Page 1.2-3

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Section 1.2

MAJOR GENERATOR COMPONENTS

Page 1.2-4

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Section 1.3

OPERATIONAL ANALYSIS

b.The STATOR POWER SUPPLY WINDING with

output leads PS1-PS2.

GENERAL

Figure 1, below, is a block diagram of the Impact Plus

computer controlled RV generator. The diagram is

Intended only for the purpose of illustrating generator

operation. Refer to the actual wiring diagram for

wiring interconnections.

c. The STATOR TIMING WINDING (output leads

TIM1-TIM2).

d.STATOR BATTERY CHARGE WINDING with

output leads 55, 66 and 77.

3. STATOR BATTERY CHARGE WINDING output is delivered to

the unit battery via a BATTERY CHARGE RECTIFIER (BCR)

and a 1 OHM, 50 WATT RESISTOR. The circuit is completed

through the battery to frame ground and back to the BATTERY

CHARGE WINDING via Wire 55.

OPERATIONAL DESCRIPTION

1. The Impact Plus is a computer controlled generator that uses

an inverter to create a superior sine wave and maintain a

steady frequency of 60 Hz. The PERMANENT MAGNET

ROTOR is directly coupled to the ENGINE and rotates at the

same speed as the engine.

4. Stator timing winding output is delivered to the A6060 circuit

board. The timing winding output is used to determine engine rpm.

5. The stator power supply winding output is delivered to the

inverter. This is the power supply for operation of the inverter.

2. As the ROTOR turns, its magnetic field cuts across a number

of STATOR windings, to induce a voltage into those windings.

A voltage is induced into the following STATOR windings:

6. Stator power winding output (phase 1 and 2) is delivered to two

separate bridge rectifiers, where it is rectified to DC. This

becomes the DC link voltage and is delivered to the inverter.

a.Phase 1 and 2 of the STATOR POWER WIND-

INGS (output leads AC1-AC2 and SL1-SL2).

Figure 1. Block Diagram- A Generator System

Page 1.3-1

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Section 1.3

OPERATIONAL ANALYSIS

OPERATIONAL DESCRIPTION (CONTINUED)

7. The A6060 circuit board controls all functions of the generator,

i.e.:

a.Engine DC control system

b.Stepper motor operation

(1) If voltage is low, the board will signal a

STEPPER MOTOR to change engine throt-

tle setting and increase speed until the

desired voltage level is reached.

(2) If voltage goes high, the board will signal

the STEPPER MOTOR to reduce engine

throttle setting until the desired voltage level

is obtained.

c. Output signals for operation of inverter.

Page 1.3-2

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Section 1.4

INSULATION RESISTANCE

CAUTION! When using a Megohmmeter or

any other tester, be sure to follow the manu-

facturer's instructions carefully. All Stator

leads must be isolated from other compo-

nents, especially circuit boards, before per-

forming tests. The high voltages used in test-

ing insulation resistance will damage elec-

tronic components.

DIRT AND MOISTURE

If moisture is permitted to remain in contact with the

generator Stator windings, some of it will be retained

in voids and cracks of the winding insulation. This can

eventually cause a reduction in insulation resistance

and generator output may be affected.

Winding insulation in Generac generators is moisture

resistant. However, prolonged exposure to water,

high humidity, salt air, etc., will gradually reduce the

resistance of winding insulation.

Dirt can make the problem even worse, since it tends

to hold moisture into contact with the windings. Salt,

as from sea air, can also worsen the problem, since

salt tends to absorb moisture from the air. When salt

and moisture combine, they make a good electrical

conductor.

Because of the detrimental effects of water, dirt and

salt, the generator should be kept as dry and as clean

as possible. Stator windings should be tested periodi-

cally using a Hi-Pot tester or a Megohmmeter. If insu-

lation resistance is low, drying of the unit may be nec-

essary. If resistance is still low after drying, the defec-

tive Stator should be replaced.

STATOR LEADS

The following leads are brought out of the Stator and

connected to various components in the unit:

WIRE# COLOR

CONNECTS TO

AC1

AC2

SL1

SL2

TIM1

TIM2

PS1

PS2

Grey

CB1A

Yellow

Orange

Brown

Orange

Grey

BR1

CB1B

BR3

A6060 Circuit Board

Red

INSULATION RESISTANCE TESTERS

Black

Brown

Black

Battery Charge Rectifier BCR

Grounding Terminal

One kind of insulation resistance tester is shown in

Figure 1, below. Other types are commercially avail-

able. The type shown has a "Breakdown" lamp which

turns on to indicate an insulation breakdown during

the test.

One common type of tester is the "Megohmmeter"

which measures resistance in "Megohms".

Figure 2. Stator Leads

PREPARATION FOR TESTS

See Stator leads CHART above. Disconnect and iso-

late all Stator leads. ALL STATOR LEADS MUST BE

DISCONNECTED AND ISOLATED BEFORE START-

ING THE TESTS.

Figure 1. One Kind of Hi-Pot Tester

Page 1.4-1

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Section 1.4

INSULATION RESISTANCE

4. POWER PHASE TO BATTERY CHARGE WINDINGS:Connect

one tester probe to Stator Lead AC1, the other probe to Stator

lead No. 55. Apply 1000 volts. If breakdown Is indicated, the

windings are shorted together. Repeat again with stator lead

SL1.

TEST ALL STATOR WINDINGS TO GROUND

Connect the ends of all Stator leads together. Make

sure none of the leads are touching any terminal or

any part of the generator.

Connect one Tester probe to the junction of all Stator

leads; the other Tester probe to a clean frame ground

on the Stator. Apply a voltage of 1000 volts for about

1 second.

Follow the tester manufacturer's instructions carefully.

Some "Hi-Pot" testers are equipped with a

"Breakdown" light which will turn ON to indicate an

insulation breakdown.

A "Megger" (Megohmmeter) will indicate the

"megohms" of resistance. Normal Stator winding

insulation resistance is on the order of "millions of

ohms" or "megohms". The MINIMUM acceptable

insulation resistance reading for Stators can be calcu-

lated using the following formula.

5. TIMING TO POWER SUPPLY WINDING:- Connect one tester

probe to Stator lead No. TM1, the other test probe to Stator

lead No. PS1. Apply 1000 volts. If breakdown is indicated, the

windings are shorted together.

6. TIMING TO BATTERY CHARGE WINDING:- Connect one test

probe to Stator lead No. TIM1, the other test probe to Stator

lead No. 55. Apply 1000 volts. If breakdown is indicated the

windings are shorted together.

7. POWER SUPPLY TO BATTERY CHARGE WINDING:Connect

one test probe to Stator lead No. PS1, the other probe to Stator

lead No. 55. Apply 1000 volts. If breakdown is indicated, the

windings are shorted together.

MINIMUM INSULATION

GENERATOR RATED VOLTS

RESISTANCE

1000

(in “megohms”)

EXAMPLE: Generator rated voltage Is "120 VAC".

Divide 120 by 1000 to obtain "0.12". Add "1" to

obtain "1.12". Minimum Insulation resistance for

the unit Is "1.12 megohms".

RESULTS OF TESTS

1. If testing indicates that Stator windings are shorted to ground,

the Stator should be cleaned and dried. The insulation resis-

tance tests should then be repeated. If, after cleaning and dry-

ing, the Stator again fails the test, replace the Stator assembly.

TEST FOR SHORTS BETWEEN WINDINGS

2. If testing indicates that a short between windings exists,

clean and dry the Stator. Then, repeat the tests. If Stator

fails a second test (after cleaning and drying), replace the

Stator assembly.

Figure 2 on the previous page shows the Stator leads

that are brought out of the Stator. Figure 3 is a

schematic representation of the eight (8) Stator wind-

ings. To test for shorts between windings, proceed as

follows:

1. Make sure all Stator output leads are isolated from each other

and from the frame.

CLEANING THE GENERATOR

2. POWER PHASE TO TIMING WINDINGS:- Connect one tester

probe to Stator lead AC1, the other test probe to Stator lead

TIM1. Apply a voltage of 1000 volts. The Tester will indicate a

breakdown if the windings are shorted together. Repeat again

with stator lead SL1.

GENERAL:

If testing indicates that the insulation resistance is

below a safe value, the winding should be cleaned.

Proper cleaning can be accomplished only while the

generator is disassembled. The cleaning method

used should be determined by the type of dirt to be

removed. Be sure to dry the unit after it has been

cleaned. An electric motor repair shop may be able to

assist with cleaning. Such shops are often experi-

enced in special problems (sea coast, marine, wet-

land applications, etc.).

3. POWER PHASE TO POWER SUPPLY WINDINGS: Connect

one tester probe to Stator lead AC1, the other tester probe to

Stator lead PS1. Apply 1000 volts. If a breakdown Is indicated,

the windings are shorted together. Repeat again with stator lead

SL1.

Page 1.4-2

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Section 1.4

INSULATION RESISTANCE

DANGER! DO NOT WORK WITH SOLVENTS

IN ANY ENCLOSED AREA. ALWAYS PRO-

VIDE ADEQUATE VENTILATION. FIRE,

EXPLOSION OR OTHER HEALTH HAZARDS

MAY EXIST UNLESS ADEQUATE VENTILA-

TION IS PROVIDED. WEAR EYE PROTEC-

TION. WEAR RUBBER GLOVES TO PROTECT

THE HANDS.

CAUTION! Some generators use epoxy or

polyester base winding varnishes. Use sol-

vents that do not at tack such materials.

DRYING THE GENERATOR

GENERAL:

If testing indicates that the insulation resistance of a

winding Is below a safe value, the winding should be

dried before operating the unit Some recommended

drying methods include (a) heating units and (b)

forced air.

HEATING UNITS:

Figure 3. Schematic - Stator Windings

USING SOLVENTS FOR CLEANING:

A solvent is generally required when dirt contains oil

or grease. Only petroleum distillates should be used

to clean electrical components. Recommended are

safety type petroleum solvents having a flash point

greater than 100° F. (38° C.).

Use a soft brush or cloth to apply the solvent. Use

care to avoid damaging magnet wire or winding insu-

lation. After cleaning, dry all components thoroughly

with moisture-free, low pressure compressed air.

If drying is needed, the generator can be enclosed in

a covering. Heating units can then be installed to

raise the temperature about 15°-18° F. (8°-10° C.)

above ambient.

FORCED AIR:

Portable forced air heaters can be used to dry the

generator. Direct the heated air into the generator's

air intake openings. Run the unit at no-load. Air tem-

perature at the point of entry into the generator should

not exceed 150° F. (66° C.).

Page 1.4-3

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Section 1.4

INSULATION RESISTANCE

Page 1.4-4

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Section 1.5

COMPONENTS TESTING

1.Disconnect the following wires:

INTRODUCTION

a. Lead "AC1" (Grey) at CB1A.

b. Lead "AC2" (Yellow) at BR1.

c. Lead "SL1 " (Orange) at CB1B.

d. Lead "SL2" (Brown) at BR3.

Problems that occur In the computer-controlled RV

generator generally involve the following systems or

components:

1. The engine.

2.Make sure all of the disconnected leads are iso-

lated from each other and are not touching the

frame during the test.

2. The Speed Control System.

3. The AC Generator.

3.Set a VOM to its "Rx1" scale and zero the meter.

4. Battery Charge Circuit.

5. A6060 Circuit Board.

6. Wiring Harness and Front Panel.

4.Connect one test lead to AC1 and one test lead

to AC2. Note the resistance reading.

5.Connect one test lead to SL1 and one test lead

to SL2. Note the resistance reading.

This Section will discuss test procedures for the fol-

lowing components. Also see Part 8 of this Manual,

"TROUBLESHOOTING".

NOMINAL RESISTANCE- POWER PHASE WINDINGS

0.414 to 0.465 ohm

1. The AC Generator (Stator).

2. Battery Charge Circuit.

3. A6060 Circuit Board.

STATOR ASSEMBLY

GENERAL:

For additional information on the Stator, refer to the

following:

1. "Stator Assembly" on Page 1.2-2.

2. Section 1.4, "INSULATION RESISTANCE".

SYMPTOMS OF STATOR FAILURE:

If the engine starts but the Stepper Motor does not

move, and shutdown occurs after several seconds,

look for broken or shorted timing windings (Wires

TIM1 and TIM2).

Figure 1. Stator Leads

B. To test the Power Phase windings for a "short-to-ground" con-

dition, proceed as follows:

TESTING THE STATOR WITH A VOM:

A Volt-Ohm-Milliammeter (VOM) can be used to test

the Stator windings for the following faults:

1.Make sure all leads are Isolated from each other

and are not touching the frame.

• An open circuit condition.

2.Set a VOM to its "Rx10,000" or "Rx1K" scale

and zero the meter.

• A "short-to-ground" condition.

• A short circuit between windings.

3.Connect one VOM test lead to the terminal end

of Stator Lead "AC1”, the other test lead to a

clean frame ground on the Stator.

NOTE: The resistance of Stator windings Is very

low. Some meters will not read such a low resis-

tance and will simply Indicate "continuity"

Recommended Is a high quality, digital type meter

capable of reading very low resistances.

a. The meter should read "infinity".

b. Any reading other than "infinity" indicates a

"short-to-ground" condition.

TESTING POWER PHASE WINDINGS:

c. Repeat #3 again using Stator Lead “SL1.”

A. Refer to Figures 1 and 2 on this page and the next. To test the

Power Phase windings for an open circuit condition, proceed

as follows:

Page 1.5-1

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Section 1.5

COMPONENTS TESTING

TESTING THE TIMING WINDING:

STATOR ASSEMBLY (CONTINUED)

A. To test the Stator Timing winding for an open circuit condition,

proceed as follows:

1.Disconnect the 2-pin connector from "J5" of the

A6060 circuit board. See Figure 3.

a. Stator lead TIM1 (Orange) connects to Pin

1 of the “J5” connector.

b. Stator lead TIM2 (Gray) connects to Pin 2

of the “J5” connector.

2.Set a VOM to its "Rx1" scale and zero the

meter.

3.Connect one VOM test lead to Pin 1 (Lead TIM1

Orange); connect the. other test lead to Pin 2

(Lead TIM2- Gray). The meter should Indicate

the Stator Timing winding resistance.

NOMINAL RESISTANCE

STATOR TIMING WINDING

0.102-0.116 ohm

B.To test the Timing winding for a "short-to-ground" condition,

proceed as follows:

1.Set the VOM to its "Rx10,000" or "Rx1 K" scale

and zero the meter.

2.Connect one VOM test lead to Pin 1 of the 2-pin

connector (Lead TIM1-Orange).

Figure 2. Schematic- Stator Windings

TESTING POWER SUPPLY WINDINGS:

3.Connect the other test lead to a clean frame

ground on the Stator. The meter should read

"infinity". Any reading other than "infinity" indi-

cates the Timing winding is shorted to ground.

A. To test the Power Supply winding for an open circuit condition,

proceed as follows:

1.Disconnect the 2-wire power supply from the

generator. See Figure 3.

SHORT CIRCUIT BETWEEN WINDINGS:

To test for a short circuit between windings, proceed

as follows:

1.Set a VOM to its "Rx10,000" or "Rx1K" scale

and zero the meter.

2.Set a VOM to its "Rx1" scale and zero the meter.

3.Connect one VOM test lead to Lead PS1- Red,

the other test lead to Lead PS2 - Black. The

meter should indicate the resistance of the

Power Supply winding.

2.Connect one meter test lead to Stator lead PSi

(Red).

NOMINAL RESISTANCE

POWER SUPPLY WINDING

0.206-0.227 ohm

3.Connect the remaining test lead to Stator lead

AC1 (Grey). The meter should read "infinity".

Any reading other than "infinity" indicates a

shorted condition and the Stator should be

replaced.

B. To test the Power Supply winding for a "short-to-ground" condi-

tion, proceed as follows:

4.Connect one VOM test lead to Stator lead AC1,

the other test lead to Stator lead 77. The VOM

should read "infinity".

1.Set the VOM to its "Rx10,000" or "Rx1 K" scale

and zero the meter.

2.Connect one VOM test lead to Lead PS1 - Red.

Connect the other test lead to a clean frame

ground on the Stator. The meter should read

"infinity.”

5.Connect one VOM test lead to Stator lead AC1,

the other test lead to Stator lead TIM1. The

meter should read "infinity".

6.Connect one test lead to Stator lead PSI, the

other to Stator lead TIM1. "Infinity" should be

indicated.

NOTE: Any reading other than °Infinity" Indicates

the winding Is shorted to ground. If winding is

open or shorted, the Stator should be replaced.

Page 1.5-2

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Section 1.5

COMPONENTS TESTING

7.Connect one test lead to Stator lead PS1, the

other to Stator lead 77. The VOM should read

"infinity".

8.Connect one VOM test lead to Stator lead TIM1,

the other test lead to Stator lead 77. "Infinity"

should be Indicated.

TESTING THE BATTERY CHARGE CIRCUIT

GENERAL:

The Stator is equipped with dual battery charge wind-

ings. These windings deliver an AC output to a

Battery Charge Rectifier (BCR) which rectifies it

(changes it to direct current or DC). The direct current

is delivered to the unit battery, to maintain the battery

in a charged state while the unit is running.

Figure 4. Battery Charge Circuit

TESTING THE BATTERY CHARGE CIRCUIT:

Test the Battery Charge winding as follows:

1. Disconnect Wire 77 at the Battery Charge Rectifier (BCR).

2. Disconnect Stator output Wire 66 at the Battery Charge

Rectifier (BCR).

3. Disconnect Wire 55.

4. Set a VOM to its "Rx1 " scale and zero the meter.

5. Connect the VOM test leads across Wires 77 and 55, then

across Wires 66 and 55. Note the resistance reading in both

cases. Replace Stator Assembly, if defective.

BATTERY CHARGE WINDING RESISTANCE

ACROSS WIRES 66 TO 55 = 0.095-0.108 Ohm

ACROSS WIRES 77 TO 55 = 0.095-0.108 Ohm

Figure 3. Battery Charge Windings and Rectifier

SYMPTOMS OF CIRCUIT FAILURE:

It is difficult to determine if the battery charge circuit is

operating without testing for correct voltage. If you

suspect the battery charge circuit Is defective, the fol-

lowing symptoms will usually point to a cause of the

problem. See Figure 4.

6. Use a VOM to measure AC voltage at the Wires 66 and 77 ter-

minals of the Battery Charge Rectifier, with the unit running. If

no AC voltage is measured, an open circuit exists in the wire

66 or 77 circuit.

7. With engine running, use a VOM to check for DC voltage

between the Battery Charge Rectifiers Wire 55 and frame

ground. If AC voltage was present in step 6, but DC voltage is

NOT present in this step, the Battery Charge Rectifier (BCR) is

defective.

1. If no AC voltage can be measured across Stator connections at

the Battery Charge Rectifier (BCR), an open circuit condition

probably exists in Wire 66 (Brown), or Wire 77 (Brown).

2. If AC voltage (s available to the Wire 66 and 77 terminals at the

battery Charge Rectifier, but no voltage or a low voltage is mea-

sured between the BCR's Wire 55 terminal and ground, the

Battery Charge Rectifier (BCR) is defective.

Page 1.5-3

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Section 1.5

COMPONENTS TESTING

Page 1.5-4

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Section 1.6

CONTROL PANEL

CONSTRUCTION

COMPONENTS

The panel is constructed of sheet metal and includes

a panel box, a panel back cover and a front control

panel. The panel box is retained to an engine-genera-

tor divider plate by five M5 screws. Removal of these

screws will permit the panel to be removed from the

divider plate and set out of the way with connecting

wires still attached. This will allow access to compo-

nents housed in the control panel.

A heat sink bracket is attached to the engine-genera-

tor divider plate, for attachment of a heat sink to

which four diode assemblies are mounted. See Items

26 and 31 in the Exploded View of Control Panel.

Other components are also shown in the Exploded

View. Many of these components are part of the

"ENGINE ELECTRICAL SYSTEM" (Part 6 of this

manual).

**ITEMS #49, 65 & 66-HARNESSES- NOT SHOWN FOR CLARITY

ITEM

QTY.

DESCRIPTION

ITEM

QTY.

DESCRIPTION

BUS BAR, OUTER

TAPTITE M6- 1.0 x 10MM

BRACKET, HEAT SINK-PCB

TERMINAL BLOCK

BUS BAR, INNER

GROUND WIRE

DC POWER HARNESS

REMOTE PANEL HARNESS

SNAP BUSHING

M5-0.8 x 12MM PHILLIPS PAN HD. MACH. SCR.

BOX, CONTROL TOP

BOX, CONTROL PANEL

#10-32 x 1" PHILLIPS PAN HD. MACH. SCR.

#10-32 HEX NUT

TAPTITE M5- .8 x 10MM

SNAP BUSHING

CIRCUIT BREAKER,15A.

LOCK WASHER-M5

M4-0.7 x 16MM

CLAMP, CONTROL PANEL HARNESS

HARNESS, CONTROL PANEL

#6-32 x 1/4" PHILLIPS ROUND HD. MACH. SCREW

RUBBER U-CHANNEL 3.5 FT

M4-0.7 x 10MM HEX HEAD CAPSCREW

HOUR METER

M4-0.7 HEX NUT

M4 FLAT WASHER

M5 FLAT WASHER

CONTROL PANEL, FRONT

RUBBER GROMMET

SWITCH, SPDT ROCKER

SWITCH, SPSTMOM ROCKER

FUSE, 7.5A. AGC

PPHMS 10-32 x 3/8" LG

BUS BAR, CENTER

BLACK TIE WRAP, 7" LG

FUSE HOLDER

SHAKEPROOF EXT. #10

EXTRUSION, CONTROLLER

RECTIFIER, BATTERY CHARGE

LOCK WASHER-M4

INVERTER ASSEMBLY

WIRE HARNESS

M6 FLAT WASHER

PANEL DECAL

DIODE, DUAL 30A

WIRE HARNESS-HEATSINK TO PCBI

HARNESS-PCBI TO PANEL

HARNESS-HEATSINK TO TERM. BLOCK

M3-0.5 NUT

ASSEMBLY, PCB CCG

PHMS M3-.05 x 10MM

LOCK WASHER-M3

RESISTOR, POWER 1 OHM

Figure 1. Exploded View of Control Panel

Page 1.6-1

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Section 1.6

CONTROL PANEL

Page 1.6-2

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Section 1.7

SHEET METAL

GENERAL

See "Exploded View of Sheet Metal" on next page. A

DIVIDER PLATE (Item 1) separates the AC generator

components from the engine. The engine Itself is

enclosed by a BASE HOUSING WRAPPER (Item 4),

a FRAME (Item 24), and a BELLY PAN (Item 23).

These components are sealed by means of rubber

SEALS (Items 3), to prevent

The LOWER FAN attaches to the engine shaft and is

enclosed in a LOWER FAN HOUSING (Item 19). Air

is drawn Into the enclosed area around the engine

and forced out of the LOWER FAN HOUSING.

Removal of sheet metal will be necessary for many

repairs and for replacement of most parts.

Impact Plus Generator

Page 1.7-1

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Section 1.7

SHEET METAL

EXPLODED VIEW OF SHEET METAL (GASOLINE UNITS)

TO CARBURETOR

Page 1.7-2

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Section 1.7

SHEET METAL

PARTS LIST FOR SHEET METAL (GASOLINE UNITS)

ITEM QTY

DESCRIPTION

ITEM QTY

DESCRIPTION

PLATE, DIVIDER

M6-1.0 HEX NUT

SEAL RUBBER EXTRUSION 3.5 FT

WRAPPER, BOX

TAPTITE, M5- .8 x 10MM LONG

MOUNTING RAILS

M8 LOCK WASHER

M8-1.25 x 35MM HEX HD. CAPSCR.

HHCS M5-0.8 x 40MM

SPARK ARRESTOR

U-BOLT, W/SADDLE & NUTS

DEFLECTOR, AIR OUT

ASSEMBLY, MUFFLER

HOUSING, LOWER FAN

SKIRT, CARB. BAFFLE

COVER, ROCKER COVER

SKIRT, SPARK PLUG SIDE

PAN, BELLY

FRAME

GROUND STRAP

PLATE, BASE COVER

PUMP, FUEL

BARBED 90 1/8" x 1/4"

HEX NUT 1/4"-20

LOCK WASHER-1/4"-M6

CONTACTOR, STARTER

BOOT, CONTACTOR

SEAL, OIL FILTER HOLE

RETAINER, SEAL

M8 FLAT WASHER

1/4" FUEL LINE-4" LONG

1/4" HOSE CLAMP

HEX HD. CAPSCR. M6-1.0 x 16MM-

W/LOCKWASHER

SPECIAL LOCK WASHER, M6

GROUND STRAP, UNIT

1/8" x 3/16" NPT 90 DEG.

BARBED FITTING

BRACKET, MUFFLER HANGER

1/4" FUEL LINE (8" LONG)

3/16" CARBURETOR LINE (4" LONG)

FUEL FILTER

STARTER CONTACTOR GROUND

WIRE

SEAL, WASHER EXHAUST PIPE

PANEL, WRAPPER BOX

CRIMPTITE #10-24 x 1/2"

HEX HD. CAPSCR., M5-0.8 x 12 G8.8

CUSTOMER MOUNTING BRACKET

VIBRATION MOUNT

EARTHING STRAP

HEX NUT M8

VIBRATION MOUNT

TAPTITE 1/4"-20 x 1-1/4"

TAG, REMOVE BOLT

FLAT WASHER #10-M5

BRACKET, IGNITION SYSTEM

SPACER, IGNITION COIL

MODULE, IGNITION

ASSEMBLY, IGNITION COIL

M6-1.0 x 35MM HEX HD. CAPSCREW

M6-1.0 HEX NUT

M5-0.8 x 12MM-PPHMS

M5-0.8 HEX NUT

LOCK WASHER M5

SNAP BUSHING

SPECIAL LOCK WASHER, M5

#8 HEX NUT

RUBBER "U" CHANNEL 0.5 FT

CRIMPTITE #10-24 x 3/8"

COVER, IGNITION SYSTEM

#8 LOCK WASHER

Page 1.7-3

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Section 1.7

SHEET METAL

EXPLODED VIEW OF SHEET METAL (LP UNITS)

Page 1.7-4

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Section 1.7

SHEET METAL

PARTS LIST FOR SHEET METAL (GASOLINE UNITS)

ITEM QTY

DESCRIPTION

ITEM QTY

DESCRIPTION

3.5'

PLATE, DIVIDER

SPECIAL LOCK WASHER, M6

GROUND STRAP, UNIT

HOSE-3/8" I.D. x 11-1/2" LONG

BRACKET, MUFFLER HANGER

STREET ELBOW 45 DEG. 3/4" NPT

PIPE NIPPLE 3/4" x 2"

U BOLT W / SADDLE & 2-NUTS

STARTER CONTACTOR GROUND

WIRE

SEAL, WASHER EXHAUST PIPE

FUEL SOLENOID 12V DC

5/16" FLAT WASHER

BRACKET L/P

CAPSCR., HEX HD.-1/4"-20 x 1/2"

LP HOOK-UP FITTING

CUSTOMER MOUNTING BRACKET

VIBRATION MOUNT

EARTHING STRAP

HEX NUT-M8

VIBRATION MOUNT

COVER, IGNITION BRACKET

1/4"-20 TAPTITE 1-1/4"

TAG, BOLT REMOVAL

BRACKET, IGNITION SYSTEM

SPACER, IGNITION COIL

MODULE, IGNITION

ASSEMBLY, IGNITION COIL

M6-1.0 x 35MM HEX HD. CAPSCREW

M6-1.0 HEX NUT

CRIMPTITE 10-24 x 1/2"

SEAL, RUBBER EXTRUSION

BOX, WRAPPER

TAPTITE, M5-.8 x 10MM

MOUNTING RAILS

M8 LOCK WASHER

M8-1.25 x 35MM HEX HD. CAPSCR.

HHCS M5-0.8 x 40MM

WRAPPER, END PANEL

SPARK ARRESTER

DEFLECTOR, AIR OUT

ASSEMBLY, MUFFLER

HOUSING, LOWER FAN

SKIRT, CARB. BAFFLE

COVER, ROCKER COVER

SKIRT, SPARK PLUG SIDE

PAN, BELLY

FRAME

GROUND STRAP

PLATE, BASE COVER

BARBED EL 90 3/8NPT X 3/8 VS

HEX NUT, 1/4"-20

LOCK WASHER-1/4"-M6

CONTACTOR, STARTER

BOOT, CONTACTOR

SEAL, OIL FILTER HOLE

RETAINER, SEAL

FLAT WASHER-M8

REGULATOR

HOSE CLAMP #5.5

SNAP BUSHING

SPECIAL LOCK WASHER, M5

#8-32 HEX NUT

#8 LOCK WASHER

HEX HD. CAPS., M6-1.0 x 16MM-W/L-

WASHER

M5-0.8 x 12MM PHILLIPS PAN HD.

MACH. SCR.

M5-0.8 HEX NUT

LOCK WASHER, M5

RUBBER "U" CHANNEL

CRIMPTITE #10-24 x 3/8"

WIRE ASSEMBLY, BLOCKING DIODE

FLAT WASHER #10/M5

Page 1.7-5

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Section 1.7

SHEET METAL

Page 1.7-6

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PART 2

ENGINE

SECTION

2.1

TITLE

GENERAL INFORMATION

MECHANICAL

2.2

2.3

2.4

VALVE TRAIN

PISTON, RINGS, CONNECTING ROD

CRANKSHAFT & CAMSHAFT

COMPUTER

CONTROLLED

VARIABLE

SPEED RV

GENERATORS

Series Impact 36 Plus

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NOTES

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Section 2.1

GENERAL INFORMATION

INTRODUCTION

The engine used on Impact 36 plus Series recreational

vehicle AC generators is a Generac Series GV-220,

vertical shaft, single cylinder, overhead valve type.

These engines are not equipped with a mechanical

engine governor. Instead. variable engine speeds are

controlled by a computer circuit board. The circuit

board signals a stepper motor to move the carburetor

throttle linkage.

4-CYCLE ENGINE THEORY

Figure 1. Intake Stroke

Figure 2. Compression Stroke

Figure 3. Power Stroke

GENERAL:

Series GV-220 engines require four (4) strokes or

cycles to complete one power cycle. This is often

called the "4-stroke, 5-event" cycle. The 4 strokes and

5 events that occur are (1) Intake, (2) compression,

(3) Ignition, (4) power and (5) exhaust

INTAKE STROKE (FIGURE 1):

The intake valve is open. The exhaust valve is closed.

The piston travels downward, creating a suction

which draws the air-fuel mixture from the carburetor

into the cylinder and just above the piston.

COMPRESSION STROKE (FIGURE 2):

As the piston reaches bottom dead center (BDC), the

intake valve closes. The exhaust valve remains

closed, as well. The piston starts to move outward in

the cylinder. Since both valves are closed, the air-fuel

mixture in the cylinder is compressed.

POWER STROKE (FIGURE 3):

Both valves remain closed. At some point before the

piston reached top dead center (TDC), the spark plug

fires to Ignite the fuel-air mixture. The piston moves to

its top dead center position and the burning, expand-

ing gases of combustion force the piston downward.

EXHAUST STROKE (FIGURE 4):

The expanding gases of combustion force the piston

downward to its bottom dead center (BDC) position.

The exhaust valve then opens, as the piston starts its

movement toward top dead center (TDC). Piston

movement then forces the exhaust gases out through

the open exhaust valve. The 4-stroke cycle of events

then starts over again.

Figure 4. Exhaust Stroke

Page 2.1-1

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Section 2.1

GENERAL INFORMATION

TIMING:

GASEOUS FUEL SYSTEMS:

Valve timing and ignition timing must be precisely

controlled if the engine is to operate properly and effi-

ciently. Intake and exhaust valves must open and

close in a precise timed sequence if the four strokes

are to occur. Ignition must occur at exactly the correct

piston position, just prior to the start of the power

stroke. Timing of valve opening and closing, as well

as of spark occurrence, is given in relation to the pis-

ton position and the degrees of crankshaft rotation.

Ignition Is timed to occur several degrees before top

dead center (TDC) of the piston, to allow time for the

air-fuel mixture to ignite and start to bum before the

piston reaches top dead center

Some RV generator models may be equipped with an

LP or natural gas fuel system. The use of such

gaseous fuels may result in a slight power loss as

compared to gasoline. However, that disadvantage is

usually compensated for by the many advantages

offered by such fuels. Some of these advantages are:

• A low residue content which results in minimum

carbon formation in the engine.

• Reduced sludge buildup in the engine oil.

• Reduced burning of valves as compared to gaso-

line. No "washdown" of the engine cylinder wall dur-

ing cranking and startup.

• Excellent anti-knock qualities.

• A nearly homogenous mixture in the engine cylinder.

There must be no leakage past the valves in their

closed position or compression will not develop.

Likewise, there must be no leakage past the piston

• Fuel can be stared for long periods without break-

down.

RECOMMENDED FUELS

DANGER! GASEOUS FUELS ARE HIGHLY

VOLATILE AND THEIR VAPORS ARE EXPLO-

SIVE. LP GAS IS HEAVIER THAN AIR AND

GASOLINE FUEL SYSTEMS:

WILL SETTLE IN LOW AREAS. NATURAL

GAS IS LIGHTER THAN AIR AND WILL ACCU-

MULATE IN HIGH AREAS. EVEN THE SLIGHT-

EST SPARK CAN IGNITE THESE FUELS AND

CAUSE AN EXPLOSION. THE USE OF LEAK

DETECTORS IS RECOMMENDED WHEN

GASEOUS FUELS ARE USED. ALL CODES,

STANDARDS AND REGULATIONS PERTAIN-

ING TO THE INSTALLATION AND USE OF

GASEOUS FUELS MUST BE COMPLIED

WITH.

For models equipped with a gasoline fuel system, the

use of clean, fresh, UNLEADED, regular grade gaso-

line is recommended. Unleaded gasoline burns clean-

er, extends engine life, and promotes better starting by

reducing carbon deposits in the combustion chamber.

Leaded "Regular" grade gasoline may be used if

unleaded gasoline is not available.

The use of gasohol is NOT recommended. If it must

be used, it should not contain more than 10 percent

ethanol. When gasoline containing ethanol is used,

special care is required when preparing the unit for

storage (see "Storage Instructions"

NOTE: DO NOT USE GASOLINE CONTAINING

METHANOL.

RECOMMENDED ENGINE OIL

NOTE: DO NOT MIX OIL WITH THE GASOLINE.

Use a clean, high quality, detergent oil that is classi-

fied "For Service SC, SD, SE, SF or SG". Use no

special additives with the oil.

• During summer months (above 32° F. or 0° C.), use

SAE 30 oil. SAE 10W-30 oil is an acceptable sub-

stitute.

• During winter months (below 32° F. or 0° C.), use

SAE 5W-20 or 5W-30 oil.

• DO NOT USE SAE 10W-40 OIL.

DANGER! GASOLINE IS EXTREMELY FLAM-

MABLE AND ITS VAPORS ARE EXPLOSIVE.

DO NOT PERMIT SMOKING, OPEN FLAME,

SPARKS OR ANY SOURCE OF HEAT !N THE

VICINITY WHILE HANDLING GASOLINE.

AVOID SPILLAGE OF GASOLINE ON A HOT

ENGINE. THERE MUST BE NO LEAKAGE OF

GASOLINE INTO THE RV GENERATOR COM-

PARTMENT.

Page 2.1-2

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Section 2.1

GENERAL INFORMATION

Engine crankcase oil capacity without oil filter change

is about 29 fluid ounces (850m.

Engine crankcase oil capacity (with oil filter change) is

about 1 U.S. quart (946m1).

2. Check the battery. Fill all battery cells to the proper level with

distilled water. DO NOT USE TAP WATER IN THE BATTERY.

If necessary, recharge the battery to a 100 percent state of

charge or replace it, if defective.

Change engine oil and the oil filter after the first eight

(8) hours of operation. Thereafter, change engine oil

and oil filter every 50 operating hours.

3. Turn OFF all electrical loads. Start the engine at no load and

let it warm up.

NOTE: Additional Information on the engine oil

system can be found in Part 5 of this manual,

"Engine Oil and Cooling System".

4. Apply electrical loads to at least 50% of the unit's rated

capacity.

5. When engine is thoroughly warmed up, turn off or disconnect

all electrical loads. Then, shut the engine down.

STORAGE INSTRUCTIONS

THE UNIT IS NOW READY FOR SERVICE.

PREPARATION FOR STORAGE:

The engine should be started at least once every

seven (7) days and allowed to run for at least thirty

(30) minutes. If this cannot be done and the engine is

to remain unused longer than thirty (30) days, it must

be prepared for storage. To prepare the unit for stor-

age, proceed as follows:

ENGINE TUNE-UP

The following procedure may be used as a minor

tune-up. On completion of the procedure, the engine

should run properly. If it does not run properly, addi-

tional checks and repairs are required.

1. Start the engine and let it warm up.

1. Service and repair engine air cleaners, as necessary.

2. After engine is thoroughly warmed up, shut it down.

2. Check engine oil level and condition of oil. Add or change oil as

required.

NOTE: If the unit is equipped with a gasoline fuel

system and GASOHOL was used as a fuel, turn

off the supply of fuel to the engine and let It run

out of gas.

3. Remove shrouding and clean away dirt from the engine cylin-

der head and cooling fins.

3. While engine is still warm from running, completely drain the

oil. Then, refill with the recommended oil. See "Recommended

Engine Oil".

4. Check fuel filters and clean or replace as necessary.

5. Replace the spark plug with a Champion RC12YC (or equiva-

lent) plug.

4. Attach a tag to the engine indicating the viscosity and classifi-

cation of the oil in the crankcase.

a.Set spark plug gap to 0.030 inch (0.76mm).

b.Install new plug and tighten to 13 foot-pounds

(1.8 N-m).

5. Remove the spark plug and pour about one (1) ounce (15m1)

of clean, fresh engine oil into the spark plug threaded opening.

Crank the engine several times to distribute the oil, then install

and tighten the spark plug.

c. If a torque wrench is not available, tighten spark

plug as tight as possible with fingers and then

(1) If plug Is RE-USED, tighten about 1/4 turn

more with a wrench.

6. Remove the battery and store it in a cool, dry room on a wood-

en board. Never store the battery on any concrete or wood

floor.

(2) If plug is NEW, tighten it about 1/2 turn

more with a wrench.

6. Check that wiring is free of breaks, abrasions and are properly

routed.

7. Clean and wipe the generator exterior surfaces.

7. Check for spark as outlined in "Ignition" section of Part 6 of this

manual.

RETURN TO SERVICE AFTER STORAGE:

To return the unit to service after storage, proceed as

follows:

8. Run engine, adjust carburetor if necessary and check opera-

tion.

1. Verify that the correct oil is in the engine crankcase by check-

ing the tag on the engine (see "Recommended Engine Oil".) If

necessary, drain oil and refill with the recommended oil.

Page 2.1-3

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Section 2.1

GENERAL INFORMATION

EXPLODED VIEW OF ENGINE LONG BLOCK

ITEM QTY

DESCRIPTION

Connecting Rod

DESCRIPTION

valve Spring

Piston Pin

Piston Ring Set (STD)

1/4" Pipe Plug

Breather Cover

Piston

Piston Pin Retainer

Crankshaft & Gear Assembly

Oil Breather Separator

Crankcase Assembly

Sleeve Bearing

Crankshaft Oil Seal

Breather Baffle Cup

M6 Screw

Dowel Pin

Inner Oil Pump Rotor

Connecting Rod Bolt

Cylinder Head (see NOTE 1)

Exhaust Valve

Intake Valve

Push Rod

Tappet

Oil Pickup Screen

Rocker Cover Gasket

Pivot Ball Stud

Rocker Arm

Rocker Arm Nut

Push Rod Guide Plate

Head Bolt

Rocker Cover

Breather Gasket

Bolt

Outer Oil Pump Rotor

Oil Sump Assembly

Valve Spring Wear Washer

Intake Valve Seal

Oil Temperature Switch

M3 Screw

M3 Lockwasher

Spark Plug (see NOTE 2)

Oil Filter Adapter Gasket

1/4" NPT Pipe Plug

Lockwasher

Dowel Sleeve

Camshaft Assembly

Crank Case Flange Gasket

Cylinder Head Gasket

Oil Pressure Spring Retainer

Oil Pressure Spring

Oil Pressure Relief Valve Ball

Thread Forming Bolt

M6 Screw & Lockwasher

Oil Filter Adapter

M8-1.25 Capscrew

Oil Pressure Switch

Valve Spring Retainer

NOTE 2:- Use a Champion RC12YC (or equivalent)

spark plug with gap set to 0.030 inch (0.76mm).

NOTE 1:- Item 36 Includes valve seats and

guides.

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Section 2.2

VALVE TRAIN

VALVE TRAIN COMPONENTS

Valve train components are listed below and shown in

Figure 1, below.

ITEM

QTY

DESCRIPTION

Tappet

Push Rod

Rocker Arm

Pivot Ball Stud

Rocker Arm Jam Nut

Push Rod Guide Plate

Valve Spring

Valve Spring Retainer

Valve Spring Washer

Exhaust Valve

Intake Valve

Figure 2. Removal of Rocker Arm over

2. Loosen the rocker arm jam nuts on the pivot ball studs. Then,

loosen the pivot ball studs. Remove the two pivot ball studs,

the rocker arms and the jam nuts. Also remove the push rod

guide plate.

NOTE: Keep the Intake valve and exhaust valve

parts separated. Intake and exhaust parts are

Identical. However, once a wear pattern has been

established on these parts their fit will be different.

Figure 1. Valve Train Components

Figure 3. Rocker Arm, Push Rod & Guide Plate

VALVE COMPONENTS REMOVAL

3. Remove the push rods. 4. Remove the cylinder head bolts,

then remove the cylinder head and head gasket.

1. The ROCKER ARM COVER is retained by four M6-1.00 x

12mm screws and lockwashers. Remove the four screws and

lockwashers, then remove the ROCKER ARM COVER and its

gasket.

NOTE: Replace the head gasket every time the

head is removed. The new head gasket must be

free of nicks and scratches as these could cause

leakage.

NOTE: Replace the ROCKER ARM COVER GAS-

KET each time the COVER is removed, to ensure

proper sealing.

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Section 2.2

VALVE TRAIN

VALVES:

Replace valves If they are damaged, distorted or if

the margin is ground to less than 0.039 inch (1.0mm).

If the valves are in useable condition, use a valve

grinder to grind the faces to a 45' angle. Check valve

stem diameter.

After the valves have been reconditioned, they should

be lapped with a suitable lapping tool and valve lap-

ping compound.

VALVE SERVICE

NOTE: Proper lapping of valves and valve seats

will remove grinding marks and ensure a good

seal between the valve and its seat. Be sure to

clean lapping compound from the valve seats and

faces.

Figure 4. Cylinder Head Removal

VALVE MARGIN (GV-220)

DESIGN MARGIN: 0.034-0.04 inch (0.87-1.13mm)

WEAR LIMIT: 0.020 inch (0.50mm) Maximum

DANGER! ALWAYS WEAR SAFETY GLASSES

WHEN REMOVING THE VALVE SPRINGS.

INTAKE VALVE STEM DIAMETER (GV-220)

DESIGN DIAMETER: 0.274-0.275 inch (6.965-0.980mm)

WEAR LIMIT: 0.273 Inch (6.934mm) Minimum

5. See Figure 5, next page. Hold the valve with your fingers while

compressing the spring with your thumb, then proceed as fol-

lows:

EXHAUST VALVE STEM DIAMETER (GV-220)

DESIGN DIAMETER: 0.273-0.274 inch (6.945-6.960mm)

WEAR LIMIT: 0.272 inch (6.909mm) Minimum

a.While the spring is compressed, slide the larger

hole of the valve spring retainer toward the

valve stem.

NOTE: Design sizes and wear limits of valve train

components can also be found in Part 9 of this

Manual ("SPECIFICATIONS & CHARTS").

b.With the larger spring retainer hole around the

valve stem, release the spring.

VALVE SEATS:

c. Remove the valve spring retainer, the spring

and the spring washer.

Valve seats are NOT replaceable. If burned or pitted,

seats can be reground. Grind seats at a 45' angle and

to a width of 0.039 inch (1.Mm).

Figure 7. Valve Seat

VALVE SEAT WIDTH GV-220)

DESIGN WIDTH: 0.034-0.044 inch (0.87-1.13mm)

WEAR LIMIT: 0.064 inch (1.63mm) Maximum

VALVE GUIDES:

Valve guides are permanently installed in the cylinder

head and cannot be replaced. If the guides become

worn beyond the wear limit, they can be reamed to

accommodate a 0.020 inch (0.50mm) oversize valve

stem. Use a straight shank hand reamer or a low

speed drill press to ream valve guides.

VALVE GUIDES (GV-220)

DESIGN DIAMETER: 0.237-0.2364 inch (6.02-6.005mm)

WEAR LIMIT: 0.238 inch (6.045mm) Maximum

Figure 5. Removal of Valve Spring

6. Remove the intake and exhaust valves.

7. Clean all parts. Remove carbon from valve heads and stems.

8. Inspect the valves and valve seats. Service parts as outlined

under "Valve Service".

Page 2.2-2

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Section 2.2

VALVE TRAIN

NOTE: After the valve guides have been over-

sized, be sure to recut the valve seats so they will

align with the guides.

Figure 10. Valve Spring

VALVE SPRING FREE LENGTH

GV-220: 2.0741inch (52.69mm)

Figure 8. Valve Guides

VALVE TAPPETS:

FORCE REQUIRED TO COMPRESS SPRING TO 1.39

INCH (35.2MM)

GV-220:19.8-21.81lbs (9.0-9.9kg)

Valve tappets can be removed during removal of the

engine camshaft. Intake and exhaust valve tappets

are identical. However, once a wear pattern has been

established the two tappets should not be

Interchanged.

VALVE COMPONENTS INSTALLATION

After the valve train parts have been inspected and (if

necessary) serviced, install them as follows:

1. Lubricate the valve stems and the valve guides with engine oil.

2. Install the intake and exhaust valves through their respective

valve guides In the cylinder head.

a.The exhaust valve has the smaller head with a

diameter of 1.053 inches (26.75mm).

b.The intake valve has the larger head, having a

diameter of 1.171 inches (29.75mm).

c. Valve seat sizes in the cylinder head will match

their respective head sizes.

NOTE: The exhaust valve stem Is also smaller

than that of the Intake valve.

Figure 10. Valve Tappet

VALVE SPRINGS:

Inspect the valve springs. Measure the spring free

length. Also, check the amount of force required to

compress the spring to a length of 1.39 inch (35.2

mm). Replace any damaged or defective spring.

Figure 11. Installation of Intake and Exhaust Valves

Page 2.2-3

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Section 2.2

VALVE TRAIN

6. Place the push rod guide plate into position on the head. Then,

install the rocker arm and the pivot ball stud. The rocker arm

jam nut must be on far enough to hold the guide plate In posi-

tion.

VALVE COMPONENTS INSTALLATION

(CONTINUED)

3. Install the valve spring washers, valve springs and valve spring

retainers over the valve guides.

NOTE: Do NOT adjust valve clearance at this time.

This will be done later.

a.Hold the valve with your fingers and use your

thumbs to compress the spring.

b.When the spring is compressed sufficiently,

slide the spring retainer small opening over the

valve stem.

c. With the smaller retainer opening around the

valve stem, release the spring.

Figure 14. Install Rocker Arm & Pivot Ball stud

7. install the push rod with either end against the tappet.

a.Place the push rod between the guide plate

tabs.

b.Place the rocker arm socket onto end of push

rod.

c. Alignment is correct when push rod ball rests In

the rocker arm socket.

Figure 12. Installing Valve Spring Washers

NOTE: The pivot ball stud will be tightened when

the valve clearance Is adjusted. After valve clear-

ance has been adjusted, the rocker arm cover will

be Installed.

4. After both valves have been retained in the cylinder head, posi-

tion a new head gasket and install the cylinder head.

NOTE: The head gasket is coated with a special

substance for beer sealing. The gasket must be

free of nicks, scratches and other defects for bet-

ter sealing.

5. Install cylinder head bolts. Tighten the head bolts in the

sequence shown to the recommended tightness.

TIGHTENING TORQUE

CYLINDER HEAD

GV-220: 29 foot-pounds

Figure 15. Push Rod Installation

ADJUSTING VALVE CLEARANCE

When adjusting valve clearance, the engine should

be at room temperature and the piston should be at

top dead center (TDC) of Its compression stroke

(both valves closed).

Figure 13. Head Bolts Tightening Sequence

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Section 2.2

VALVE TRAIN

VALVE CLEARANCE GV-220 ENGINE

INTAKE VALVE: 0.001-0.0022 inch (0.03-0.056mm)

EXHAUST VALVE: 0.0018-0.003 inch (0.046-0.07mm)

Adjust the valve clearance as follows:

1. Rotate the crankshaft until the piston is at top dead center

(TDC) of its compression stroke. Both valves should be closed.

2. Loosen the rocker arm jam nut.

3. Use an alien wrench to turn the pivot ball stud while checking

the clearance between the rocker arm and the valve stem with

a feeler gauge.

Figure 17. Tightening Pivot Ball Jam Nut

Figure 16. Adjusting Valve Clearance

4. When valve clearance is correct, hold the pivot ball stud with

the alien wrench while tightening the rocker arm jam nut with a

crow's foot. Tighten the jam nut to the specified torque. After

tightening the jam nut, recheck the valve clearance to make

sure it did not change.

Figure 18. Rocker Arm Cover Installation

JAM NUT TIGHTENING TORQUE

GV-220: 6.3 foot-pounds

ROCKER ARM COVER INSTALLATION

Place a new rocker arm cover gasket into place.

Then, install the rocker arm cover. Finally, retain the

cover with M6-1.00 x 12mm screws.

Page 2.2-5

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Section 2.2

VALVE TRAIN

Page 2.2-6

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Section 2.3

PISTON, RINGS, CONNECTING ROD

OVERSIZE PISTON & RINGS

Worn or scored cylinders may be rebored to 0.010

(0.25mm) or 0.020 (0.50mm) oversize. Pistons and

piston rings of matching oversize are available to fit

the rebored cylinder.

F figure 2. Piston Pin Removal

CHECK FOR PISTON WEAR:

The piston is slightly elliptical. It's smaller diameter is

in line with the wrist pin boss. It's larger diameter is

90° from the wrist pin boss.

NOTE: An assembly mark Is provided on the pis-

ton. This mark should face the flywheel end of the

crankshaft (3:00 position) during reassembly.

Figure 1. Piston, Rings and Connecting Rod

PRIOR TO REMOVAL

Before removing pistons, rings and connecting rod,

clean all carbon from the cylinder bore. Carbon

buildup in the cylinder bore can cause ring breakage

during piston removal.

REMOVAL

Remove the connecting rod CAP BOLTS and the

connecting rod CAP. Then, push the piston and con-

necting rod out through top of cylinder.

Figure 3. Elliptical Shape of Piston

PISTON

To check the piston for wear, proceed as follows:

REMOVE FROM CONNECTING ROD:

1. Minor Diameter: At a position directly in line with the wrist pin

hole, measure from top of piston down to a distance of 1.4-1.6

inches (35.5-40.5mm). This is the "minor" diameter. Measure at

this point to check for wear.

NOTE: An oil hole in the wrist pin area of the pis-

ton helps distribute oil to assist in cooling. The oil

hole also provides an assist In removing the wrist

pin snap ring.

2. Major Diameter: At a point 90° from the wrist pin bore, measure

down 1.4-1.6 inches (35.5-40.5mm). This is the "major" diame-

ter. Measure at this point to check for piston wear. Replace the

piston if wear limits are exceeded.

To remove the piston from the connecting rod, pro-

ceed as follows:

1. Move the snap ring around until Its protruding end is aligned

with the notched out oil hole. Use needle nose pliers to turn the

snap ring and pull it toward you.

3. Check wrist Pin for Looseness: A rough check for wear in the

wrist pin, wrist pin bore in the piston, or wrist pin bore in the

connecting rod is to check for looseness or play with the piston

assembled to the rod. Looseness or play indicates a worn wrist

pin, or a worn bore in the piston or connecting rod.

2. With one snap ring removed, slide the wrist pin out of the pis-

ton boss. This will separate the piston from the connecting rod.

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Section 2.3

PISTON, RINGS, CONNECTING ROD

5. Ring to Groove Side Clearance:- Clean carbon from piston ring

grooves as. Install new rings. Use a feeler gauge to measure the

side clearance between the rings and ring grooves. If ring-to-

groove side clearance exceeds the stated limits, replace the pis-

ton.

RING TO GROOVE SIDE CLEARANCE (GV-220)

0.0004-0.0014 inch (0.012-0.034mm)

Figure 4. Piston Minor Diameter

PISTON MINOR DIAMETER GV-220)

Design DIAMETER: 2.747-2.748 inch (69.789-69.809mm)

Figure 6. Ring to Groove Side Clearance

Figure 5. Piston Major Diameter

PISTON MAJOR DIAMETER GV-220)

Design DIAMETER: 2.753-2.754 inch (69.939-69.959mm)

PISTON RINGS

NOTE: Always apply engine oil to wrist pin and its

bores during Installation. Wrist pin fit is very

close.

GENERAL:

The following rules pertaining to piston rings must

always be complied with:

• Always replace piston rings in sets.

• When removing rings, use a ring expander to pre-

vent breakage. Do not spread the rings too far or

they will break.

• When installing the piston into the cylinder, use a

ring compressor. This wilt prevent ring breakage

and/or cylinder damage.

4. Check Wrist Pin for Wear: Measure the outside diameter of the

wrist pin. Also measure the inside diameter of the wrist pin

bore in the piston and in the connecting rod. Also check wrist

pin length. Replace any component that Is worn excessively.

WRIST PIN OUTSIDE DIAMETER (GV-220)

DESIGN DIAMETER: 0.708-0.709 inch (17.989-18.000mm)

WEAR LIMIT: 0.707 inch (17.969mm) Minimum

WRIST PIN LENGTH (GV-220)

DESIGN LENGTH: 2.196-2.213 inch (55.8-56.2mm)

WEAR LIMIT: 2.193 inch (55.7mm) Minimum

• When installing new rings, deglaze the cylinder wall

with a commercially available deglazing tool.

WRIST PIN BORE IN PISTON (GV-220)

DESIGN DIAMETER: 0.708-0.709 inch (18.000-18.011mm)

WEAR LIMIT: 0.710 inch (18.026mm) Maximum

RING DESCRIPTION:

A piston ring SET consists of (a) a top compression

ring, (b) a second compression ring, and (c) an oil

ring assembly. When installing rings, pay close atten-

tion to the following:

• The OIL RING is a 3-piece assembly which con-

sists of two oil rails and an oil spacer ring. Oil rails

have a rounded face and can be installed with

either side up.

CONNECTING ROD SMALL END I.D. (GV-220)

DESIGN DIAMETER: 0.709-0.710 inch (18.02-18.03mm

WEAR LIMIT: 0.711 inch (18.05mm) Maximum

• The second compression ring has an inside cham-

fer which must face UP when installing the ring.

• The top compression ring has a barrel-shaped face

and can be installed with either side up.

Page 2.3-2

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Section 2.3

PISTON, RINGS, CONNECTING ROD

CONNECTING ROD

The connecting rod is manufactured of die cast alu-

minum. Alignment marks are provided on the rod and

on the connecting rod cap. Be sure to align these

marks when assembling the rod to the crankshaft.

Connecting rod bolts are of the "washerless" type.

The connecting rod and the connecting rod cap are a

matched set and must be replaced as a matched set.

Figure 7. Ring Locations in Piston Grooves

CHECKING PISTON RING END GAP:

To check piston rings end gap, proceed as follows

(see Figure 8):

1. Locate a point inside the cylinder that is 2.75 inches (70mm)

down from top of cylinder. This is approximately half-way

down.

Figure 9. Connecting Rod

2. Place the ring into the cylinder. Use the piston to push the ring

squarely into the cylinder to the proper depth.

ASSEMBLY AND INSTALLATION

3. Use a feeler gauge to measure the ring end gap. If end gap is

excessive, rebore the cylinder to take oversize parts.

ASSEMBLY:

Use a ring expander when installing rings into the pis-

ton ring grooves. Install the OIL RING ASSEMBLY

first. Then, install the second compression ring with

its Inside chamfer facing up. Finally, install the top

compression ring.

When assembling the piston, connecting rod and

wrist pin, the assembly marks on the piston must be

toward the flywheel side of the engine.

Coat the wrist pin, wrist pin bore in piston, and wrist

pin bore in the rod with engine oil. Install one snap

ring into the piston's wrist pin bore. Then, assemble

the piston to the rod. Slide the wrist pin through one

piston bore, through the rod bore, and through the

second piston bore until it contacts the snap ring.

Then, install the second snap ring into the piston

bore.

TOP RING END GAP (GV-220)

DESIGN GAP: 0.005-0.016 inch (0.15-0.40mm)

WEAR LIMIT: 0.024 inch (0.60mm) Maximum

SECOND RING END GAP (GV-220)

DESIGN GAP: 0.006-0.016 inch (0.15-0.40mm)

WEAR LIMIT: 0.024 inch (0.60mm) Maximum

OIL RING END GAP (GV-220)

DESIGN GAP: 0.015-0.055 inch (0.38-1.40mm)

WEAR LIMIT: 0.062 inch (1.60mm) Maximum

INSTALLATION:

Coat the cylinder walls with engine oil, as well as the

crank throw, connecting rod bearing and connecting

rod cap bearing. Then, install the rod and piston

assembly as follows:

1. Use a ring compressor to compress the rings into the piston

ring grooves. MAKE SURE ALL RINGS ARE FULLY COM-

PRESSED INTO THEIR GROOVES.

2. Guide the connecting rod into the cylinder, with assembly mark

on piston toward the flywheel side of engine.

Figure 8. Ring End Gap

3. When the ring compressor contacts top of cylinder, use a wood

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Section 2.3

PISTON, RINGS, CONNECTING ROD

hammer handle to gently tap the piston down into the cylinder.

Always resize the cylinder bore to EXACTLY 0.010

inch or 0.020 inch (0.25 or 0.50mm) over the stan-

dard cylinder dimensions. If this Is done accurately,

the service oversize ring and piston will fit and correct

clearances will be maintained.

4. Check that the connecting rod's large diameter bearing is coat-

ed with oil, as well as the crank throw and the connecting rod

cap.

STANDARD CYLINDER BORE DIAMETER

MINIMUM: 2.7560 inches (70.000mm)

MAXIMUM: 2.7570 Inches (70.025mm)

5. Guide the large end of the connecting rod onto the crankshaft.

Install the connecting rod cap. The match mark on the cap

must be aligned with an identical mark on the rod (Figure 10).

To rebore the cylinder, use a commercial hone of

suitable size chucked In a drill press having a spindle

speed of about 600 rpm. Use the stones and lubrica-

tion recommended by the hone manufacturer to pro-

duce the proper cylinder bore finish. Proceed as fol-

lows:

6. Install the connecting rod cap bolts and tighten to the proper

torque.

TIGHTENING TORQUE

CONNECTING ROD CAP BOLTS (GV-220)

10 foot-pounds (1.36 N-m)

1. Start with coarse stones. Center the cylinder under the drill

press spindle. Lower the hone so that the lowest end of the

stone contacts the lowest point in the cylinder bore.

NOTE: The connecting rod can be installed in

either direction. That is, the cap marks on the rod

and cap may face toward the installer or away

from the installer. The only requirement is that the

assembly mark on top of piston be toward the fly-

wheel side of engine.

2. Begin honing at bottom of cylinder. Move the hone up or down

at about 50 strokes per minute, to avoid cutting ridges In the

cylinder wall. Every fourth or fifth stroke, move the hone far

enough to extend it one (1) Inch beyond the top and bottom of

the cylinder bore.

3. Every 30 or 40 strokes, check the bore for size and straight-

ness. If stones collect metal, clean them with a wire brush.

4. Hone with coarse stones until the cylinder bore is within 0.002

inch (0.05mm) of the desired finish size. Then, replace the

coarse stones with burnishing stones and continue until bore is

within 0.0005 inch (0.01 mm) of the desired size.

5. Install finishing stones and polish the cylinder to its final size.

6. Clean the cylinder with soap and water. Dry thoroughly.

7. Replace the piston and rings with parts of correct oversize.

Figure 10. Match Marks on Rod and Cap

CYLINDER SERVICE

INSPECTION:

Check the cylinder for dirty, broken or cracked fins.

Also look for worn or scored bearings, or a scored

cylinder wall. Check the cylinder head mounting sur-

face for warpage. If the head is warped, it must be

replaced. If the cylinder bore is worn (as evidenced

by excessive ring end gap), the cylinder should be

replaced or rebored to 0.010 or 0.020 (0.25 or

0.50mm) oversize.

After reboring the cylinder to a specific oversize,

install an identically oversize piston along with identi-

cally oversized rings.

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Section 2.4

CRANKSHAFT AND CAMSHAFT

GENERAL

CRANKSHAFT REMOVAL

Prior to removal of the crankcase cover, gain access

to the engine and generator by removing surrounding

sheet metal as required. See Section 1.6.

See Figure 3. To remove the crankshaft, proceed as

follows:

1. The engine flywheel must be removed before the crankshaft

can be removed.

CRANKCASE COVER REMOVAL

2. The piston and connecting rod must be removed.

Before attempting to remove the crankcase cover,

remove rust, paint and burrs from the power takeoff

(PTO) end of the crankshaft. This will reduce the pos-

sibility of damaging the oil seal in the crankcase cover

or the bearing during cover removal.

3. Remove the crankshaft by pulling it straight out of the

crankcase.

To remove the crankcase cover, proceed as follows:

1. Drain oil from the crankcase.

2. Remove the engine cylinder head, push rods and push rod

guide plate. See Section 2.2.

3. Remove all bolts that retain the crankcase cover to the

crankcase.

4. Remove the crankcase cover. If necessary, tap lightly with a

soft hammer on alternate sides of the cover.

Figure 2. Camshaft Removal

Figure 1. Crankcase Cover Removal

CAMSHAFT REMOVAL

See Figure 2. Remove the camshaft as follows:

1. Tip the engine over onto the flywheel end of the crankshaft.

Support the engine to prevent end of crankshaft from resting

on the workbench.

Figure 3. Crankshaft Removal

2. Reach in with two fingers and hold the tappets up so they are

clear of the camshaft lobes. Then, remove the camshaft.

3. Remove the two tappets.

4. Remove the outer and inner oil pump rotors.

(Continued)

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Section 2.4

CRANKSHAFT AND CAMSHAFT

• Inspect the crankpin for damage, nicks, scratches,

etc. Small nicks and scratches may be polished out

using fine emery cloth. ALL EMERY RESIDUE

MUST BE REMOVED. Use a solvent (such as

kerosene) to remove emery residue.

CAMSHAFT INSPECTION

Carefully inspect the entire camshaft for wear, nicks,

damage. All areas indicated in Figure 4 should be

checked for wear.

• Carefully measure the outside diameter (O.D.) of

the crankpin, crankshaft journal at flywheel end,

and crankshaft journal at PTO end. Replace the

crankshaft if it is worn smaller than the stated limits.

NOTE: DO NOT regrind the crankpin to any small-

er diameter. Undersize connecting rods are NOT

available for the GV-220 engines.

• Inspect oil passage. Use a length of wire to make

sure it is open. Inspect threaded ends of crankshaft.

CRANKPIN OUTSIDE DIAMETER

DESIGN DIAMETER: 1.180-1.181 inch (29.99-30.01mm)

WEAR LIMIT: 1.179 inch (29.96mm) Minimum

CRANKSHAFT BEARING JOURNAL (FLYWHEEL END)

DESIGN DIAMETER: 1.102-1.103 inch (28.000-28.012mm)

WEAR LIMIT: 1.100 inch (27.95mm) Minimum

CRANKSHAFT BEARING JOURNAL (PTO END)

DESIGN DIAMETER: 1.102-1.103 inch (28.000-28.012mm)

WEAR LIMIT: 1.186 inch (27.95mm) Minimum

Figure 4. Points to Check on Camshaft

The following should be measured carefully to check

for wear:

MAIN CAMSHAFT BEARING DIAMETER

(FLYWHEEL END)

DESIGN DIAMETER: 1.022-1.023 inch (25.96-25.98mm)

WEAR LIMIT: 1.020 inch (25.91mm) Minimum

MAIN CAMSHAFT BEARING DIAMETER (PTO END)

DESIGN DIAMETER: 1.297-1.298 inch (32.96-32.98mm)

WEAR LIMIT: 1.295 inch (32.89mm) Minimum

CAMSHAFT BEARING BORE IN CRANKCASE

DESIGN DIAMETER: 1.024-1.025 Inch (26.00-26.03mm)

WEAR LIMIT 1.026 inch (26.06mm) Maximum

CAMSHAFT BEARING BORE IN CRANKCASE COVER

DESIGN DIAMETER: 1.299-1.300 inch (33.00-33.03mm)

WEAR LIMIT: 1.302 inch (33.06mm) Maximum

CAM LIFT

DESIGN LIFT: 0.210-0.212 inch (5.34-5.38mm)

WEAR LIMIT: 0.206 inch (5.24mm) Minimum

Figure 5. Points to Check on Crankshaft

Check the crankshaft bearing bore in the crankcase

cover. If limits are exceeded, replace the crankcase

cover.

CRANKSHAFT INSPECTION

CRANKSHAFT BEARING BORE IN CRANKCASE

COVER

DESIGN DIAMETER: 1.104-1.105 inch (28.040-28.065mm)

WEAR LIMIT: 1.106 inch (28.092mm) Maximum

CRANKSHAFT PROPER:

Use a commercial solvent to clean the crankshaft.

After cleaning, inspect the crankshaft as follows:

• Inspect keyways in crankshaft, make sure they are

not worn or spread. Remove burrs from edges of

keyway, to prevent scratching the bearing.

• Inspect timing gear teeth for chipping or cracking. If

the timing gear is damaged, the crankshaft assem-

bly must be replaced.

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Section 2.4

CRANKSHAFT AND CAMSHAFT

Figure 8. Measuring Compression Release Lift

Figure 6. Bearing Bore in Crankcase Cover

INSTALLING THE CRANKSHAFT

COMPRESSION RELEASE MECHANISM

Before installing the crankshaft, lubricate all bearing

surfaces with engine oil. Use oil seal protectors, to

prevent damage to seals during installation. Install the

crankshaft as follows:

A mechanical compression release is provided on the

camshaft. See Figure 7. A PIN extends over the cam

lobe. This PIN pushes on the tappet, to lift the valve

and relieve compression for easier cranking. When

the engine starts, centrifugal force moves the FLY-

WEIGHT outward against SPRING force. The PIN will

then drop back and allow the engine to run at full

compression.

1. Lubricate all bearing surfaces with engine oil.

2. Install the valve tappets.

3. Support both ends of the crankshaft and carefully install into

the crankcase.

Measure the amount of compression release lift at the

tappet (Figure 8).

COMPRESSION RELEASE LIFT FOR GV-220 ENGINE

(MEASURED AT TAPPET)

4. Rotate the crankshaft until the timing mark (Figure 9) is toward

the cam gear side of the crankcase.

DESIGN LIFT: 0.020-0.047 inch (0.50-1.20mm)

WEAR LIMIT: 0.016 inch (0.406mm) Minimum

INSTALLING THE CAMSHAFT

Apply engine oil to the camshaft main bearing and to

bearing bore in crankcase. Carefully install the

camshaft into the crankcase camshaft bore.

Hold the tappets out of the way during installation.

Align timing mark on camshaft gear with timing mark

on crankshaft gear (piston will be at top dead center).

See Figure 10.

NOTE: For Installation of the oil pump assembly,

oil pickup assembly and crankcase cover, see

Part 5 "ENGINE OIL & COOLING SYSTEM".

Figure 7. Compression Release Mechanism on

Camshaft

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Section 2.4

CRANKSHAFT AND CAMSHAFT

Figure 9. Timing Mark on Crankshaft Gear

Figure 10. Alignment of Timing Marks

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SECTION

3.1

TITLE

PART 3

GASOLINE FUEL

SYSTEM

INTRODUCTION TO FUEL SYSTEM

3.2

3.3

3.4

3.5

3.6

AIR CLEANER & AIR INTAKE

FILTER & FUEL PUMP

CARBURETOR

AUTOMATIC CHOKE

COMPUTER

CONTROLLED

VARIABLE

SPEED CONTROL SYSTEM

SPEED RV

GENERATORS

Series Impact 36 Plus

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NOTES

Page 2

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Section 3.1

INTRODUCTION TO FUEL SYSTEM

DANGER! THERE MUST BE NO LEAKAGE OF

GASOLINE OR GASOLINE VAPORS INTO THE

VEHICLE. THE GENERATOR COMPARTMENT

MUST BE VAPOR-TIGHT TO PREVENT

ENTRY OF FUEL VAPORS OR FUMES INTO

THE VEHICLE. THE GENERATOR'S VENTILA-

TION SYSTEM MUST PROVIDE A FLOW OF

AIR THAT WILL EXPEL ANY FUEL VAPOR

ACCUMULATIONS.

GENERAL

Recreational vehicle generators equipped with a

gasoline fuel system are usually installed so that they

share the fuel supply tank with the vehicle engine.

When this is done, the generator Installer must never

tee off the vehicle fuel supply line to deliver fuel to the

generator.

When the generator fuel supply line is teed off the

vehicle's fuel supply line, the more powerful vehicle

engine's fuel pump will starve the generator when

both are running. In addition, when the vehicle engine

is not running the generator fuel pump will draw all of

the gasoline from the vehicle engine line or even from

the vehicle engine carburetor. This will result in hard

starting of the vehicle engine.

One method of sharing the same fuel supply tank is to

Install a special fitting at the tank outlet so that two

fuel dip tubes can be fitted In the tank (Figure 1).

Another method Is to install a new outlet In the tank. If

the tank has an unused outlet, It can be used.

A second fuel dip tube can be installed in the original

tank outlet if the tank outlet is large enough to accom-

modate two dip tubes. The required fittings can be

made at a machine shop. To install a second fuel out-

let on the tank means removing the tank to braze or

weld a new fitting into place.

RECOMMENDED FUEL

Use a high quality UNLEADED gasoline. Leaded

REGULAR grade gasoline is an acceptable substi-

tute.

Do NOT use any fuel containing alcohol, such as

"gasohol". If gasoline containing alcohol is used, it

must not contain more than 10% ethanol and it must

be removed from the generator fuel system during

storage. do NOT use fuel containing methanol. If any

fuel containing alcohol Is used, the system must be

inspected more frequently for leakage and other

abnormalities.

DANGER! ATTEMPTING TO WELD OR BRAZE

ON A FUEL TANK, EMPTY OR NOT, IS

EXTREMELY DANGEROUS. FUEL VAPORS IN

THE TANK WILL RESULT IN AN EXPLOSION.

The generator's fuel dip tube in the tank should be

shorter than the vehicle engine's dip tube. This will

prevent the generator from consuming the entire fuel

supply.

DANGER! THE FUEL SYSTEM DESIGNED

AND INSTALLED BY THE GENERATOR MAN-

UFACTURER IS IN STRICT COMPLIANCE

WITH STANDARDS ESTABLISHED BY THE

RECREATIONAL VEHICLE INDUSTRY ASSO-

CIATION (RVIA). NOTHING MUST BE DONE

DURING MAINTENANCE THAT WILL RENDER

THE SYSTEM IN NON-COMPLIANCE WITH

THOSE STANDARDS.

Figure 1. Sharing a Fuel Supply Tank

EVAPORATION CONTROL SYSTEMS

Federal and state laws have imposed strict evapora-

tive controls on gasoline fuel systems. The recreation-

al vehicle industry has complied with such strict regu-

lations by using specially designed fuel tanks, tank

filler tubes and gas caps. Special canisters are often

used to collect the gasoline vapors rather than let

them escape into the atmosphere.

Such systems are designed to operate within very

critical pressure ranges. For that reason, the vehicle

manufacturer's fuel supply system design must not be

Page 3.1-1

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Section 3.1

INTRODUCTION TO FUEL SYSTEM

altered. Service technicians working on the RV gener-

ator systems must not do anything that might change

the vehicle fuel system design.

Figure 2. Typical Gasoline Fuel System

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Section 3.2

AIR CLEANER AND INTAKE

4. Clean the air cleaner BASE and COVER, then install the new

PAPER FILTER Into COVER.

AIR CLEANER

DESCRIPTION:

5. Install COVER with PAPER FILTER. Retain to BASE with two

screws.

The air cleaner assembly consists of (a) an air clean-

er BASE, (b) a PAPER FILTER, and (c) a COVER.

See Figure 1.

AIR INTAKE

See Figure 2. Air is drawn into the air cleaner, passes

through the air cleaner filter, and is then ported to the

carburetor air inlet through an air intake hose.

Periodically inspect the air intake hose for condition,

damage, holes, perforations, etc. Replace hose, if

necessary. Inspect air intake hose clamps for tight-

ness, condition. Tighten or replace as necessary.

Figure 1. Engine Air Cleaner

SERVICING THE AIR CLEANER:

Clean or replace the PAPER FILTER every 25 hours

of operation or once each year, whichever comes

first.

Figure 2. Air Intake Components

1. Loosen the two screws that retain the air cleaner COVER and

remove the COVER.

2. Remove the PAPER FILTER.

3. Clean the PAPER FILTER by tapping gently on a flat surface. If

PAPER FILTER is extremely dirty, replace it.

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Section 3.2

AIR CLEANER AND INTAKE

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Section 3.3

FUEL FILTER AND FUEL PUMP

TESTING THE PUMP:

FUEL FILTER

1. The pump coil can be tested for an open or shorted condition

as follows:

The fuel filter should be removed and replaced every

100 hours of operation or once each year, whichever

occurs first.

a.Test for "Open":

(1) Disconnect the RED pump wire at its "bul-

let" lug.

(2) Set a VOM to its "Rx1 " scale and zero the

meter.

(3) Connect one meter test probe to the RED

pump wire, the other test probe to terminal

end of the pump's BLACK lead. The VOM

should Indicate pump coil resistance.

FUEL PUMP NOMINAL COIL RESISTANCE

ABOUT 29.5 kW

b.Test for "Shorted" condition:

(1) Disconnect the RED and the BLACK fuel

pump leads.

(2) Set a VOM to its "Rx10,000" or "Rx1 K"

scale and zero the meter.

Figure 1. Fuel Filter (Typical)

(3) Connect one VOM test lead to the pump

RED lead, the other test probe to the pump

body. The meter should read "infinity".

FUEL PUMP

DESCRIPTION:

2. Pump operation can be tested as follows:

The 12 volts DC electric fuel pump has a zinc plate

finish. Flow through the pump is positively shut off

when It is not operating. The pump is actually rated at

a voltage of 8 to 16 VDC, but has a nominal voltage

rating of 12 VDC.

a.Disconnect the fuel line from the outlet side of

the fuel pump.

b.Make sure a supply of fuel is available to the

Inlet side of the pump.

c. The RED lead from the pump must be connect-

ed properly into the circuit The pump's BLACK

lead must be connected at the pump mounting

bolt.

Current draw of the pump at nominal voltage is

approximately 1.4 amperes maximum.

Pressure rating of the pump at zero delivery is 2.0 to

3.5 psi.

Two wires are brought out from the pump. The black

wire Is grounded by connecting it to a pump mounting

bolt The red wire Is identified as Wire No. 14A. The

pump will operate whenever:

d.Actuate the Fuel Prime switch on the generator

panel. The pump should operate and should

pump fuel from the outlet side.

NOTE: If desired, a pressure gauge can be

attached to the pump's outlet side. Pump outlet

pressure should be 2.0 to 3.5 psi.

• The FUEL PRIME switch on the generator panel is

actuated to its "ON" position.

• During engine startup and running conditions when

the A6060 circuit board energizes the Wire No. 14

circuit.

Figure 2. Electric Fuel Pump

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Section 3.3

FUEL FILTER AND FUEL PUMP

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Section 3.4

CARBURETOR

GENERAL INFORMATION

CARBURETOR OPERATION

Proper engine performance depends on the carbure-

tion system. The use of clean, fresh gasoline and a

well-maintained air cleaner are extremely important to

proper operation, as well as engine reliability and

power.

FLOAT OPERATION:

A hollow plastic float maintains fuel level in the float

bowl. As fuel is used, the float moves downward to

move an inlet needle valve off its seat.

Most causes of carburetion problems are related to

the use of stale, gummy fuel and the ingestion of dirt.

Before servicing the carburetor, be sure to check for

evidence of these conditions. Gasoline that is left in

the fuel lines for long periods can form gum or varnish

deposits that will adversely affect carburetor opera-

tion.

When the needle valve moves off its seat, fuel can

flow into the bowl. As the fuel level rises, the float

moves upward to force the needle valve against its

seat and stop the flow into the bowl.

NOTE: A commercial fuel stabilizer (such as STA-

BIL®) will minimize the formation of um deposits

during storage. Add the stabilizer- to the gasoline

In the fuel tank or In the storage container. Follow

the ratio recommended on the stabilizer contain-

er. Run the engine for about 10 minutes after

adding stabilizer, to allow It to enter the carbure-

tor. "STABIL®" Is a brand name fuel stabilizer that

can be purchased In most automotive repair facili-

ties or in lawn and garden centers.

DESCRIPTION

The carburetor used on GV-220 engines is a float type

with fixed main jet. Carburetor throttle position and

engine speed are controlled by an electric stepper

motor. The stepper motor moves the throttle in

response to signals received from the A6060 circuit

board. The circuit board senses load voltage, establish-

es the correct engine speed to obtain correct voltage

and delivers an output signal to the stepper motor. The

stepper motor adjusts the engine throttle to change

engine speed and establish correct output voltage.

Figure 2. Carburetor Sectional View

CHOKE POSITION:

The choke valve is closed to restrict the flow of air

into the engine. As the engine cranks, air pressure in

the cylinder is reduced. Since the air intake passage

is partially blocked by the choke valve, fuel is drawn

from the main nozzle and from the idle discharge port.

This creates the very rich fuel mixture required for

starting a cold engine.

IDLE OPERATION:

The throttle valve is nearly closed to shut off the fuel

supply from all ports except the primary idle fuel dis-

charge port. Engine suction then draws fuel only from

that port.

HIGH SPEED OPERATION:

The throttle valve is wide open. This allows a large

volume of air to pass through the carburetor at a high

velocity. The high velocity air flow past the carburetor

venturi results in a drop in air pressure at the venturi

throat. This reduced air pressure draws fuel through

the main nozzle that opens into the venturi which then

mixes with the air in the air passage.

Figure 1. Carburetor

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Section 3.4

CARBURETOR

CARBURETOR DISASSEMBLY

See Figure 3. The carburetor can be disassembled as

follows:

1. Remove the BOWL NUT (Item 3) and the FIBER WASHER

(Item 4). Then, remove the FLOAT BOWL (Item 5).

2. Remove the FLOAT PIN (Item 6). Then, remove the FLOAT

(Item 7) and the INLET VALVE (Item 8).

3. Remove the IDLE SPEED SCREW (Item 20) with SPRING

(Item 19).

4. Rotate the THROTTLE VALVE (Item 10) to its closed position

and remove the SCREW (Item 9). Remove the THROTTLE

VALVE.

5. Remove the THROTTLE SHAFT (Item 14), along with the

THROTTLE SHAFT SPRING (Item 13) and the THROTTLE

SHAFT SEAL (Item 12).

6. Remove the CHOKE VALVE SPRING RETAINER (Item 18).

Remove the CHOKE VALVE (Item 17). Remove the CHOKE

SHAFT (Item 15) and the SHAFT SEAL (Item 16).

CLEANING AND INSPECTION

1. Separate all non-metallic parts.

2. Clean metallic parts in a solvent or a commercial cleaner. Soak

the parts no longer than about 30 minutes.

3. Inspect throttle lever and plate. Replace if worn or damaged.

4. The float bowl must be free of dirt and corrosion. Use a new

float bowl gasket when assembling the bowl.

Figure 3. Carburetor Exploded View

3. Bowl Nut

5. Check the float for damage. Replace, If damaged. The float

setting is fixed and non-adjustable.

4. Fiber Washer

5. Float Bowl

6. Float Pin

6. The carburetor body contains a main jet tube that is pressed in

to a fixed depth. Do NOT attempt to remove this tube. Tube

movement will adversely affect carburetor metering character-

istics.

7. Float

8. Inlet Valve

9. Screw

10. Throttle Valve

11. Body

12. Throttle Shaft Seal

13. Throttle Shaft Spring

14. Throttle Shaft

15. Choke Shaft

16. Choke Shaft Seal

17. Choke Valve

18. Choke Valve Spring Retainer

19. Idle Speed Screw Spring

20. Idle Speed Screw

7. After soaking in solvent, blow out all passages with com-

pressed air.

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Section 3.4

CARBURETOR

ADJUSTMENT

The carburetor used on the GV-220 engine has a

FIXED, NON-ADJUSTABLE Low Speed Jet.

ENGINE SPEED

Engine speed is controlled by the A6060 circuit board.

That circuit board signals a stepper motor which

moves the throttle linkage. Engine speed will vary in

response to changes in generator AC output voltage.

The circuit board monitors the demand for power and

adjusts the engine speed accordingly. This permits

the engine to deliver only the power needed.

NOTE: Do NOT attempt to accelerate the engine

manually by, grasping the throttle or throttle link-

age. This win cause the system to enter a fault

condition and terminate generator AC output.

Figure 4. Set Gap Between Stop Tab and Stop Block

THROTTLE LINKAGE ADJUSTMENT

If necessary, the length of the linkage between the

stepper motor and the carburetor throttle lever arm

can be adjusted. This adjustment helps to establish

the proper travel relationship of the linkage. If the

adjustment is not correct, the A6060 board will not be

able to control the full range of engine speed. The fol-

lowing conditions might occur:

• If the throttle linkage is set too short, the system will

not be able to provide wide open throttle or full

power conditions.

• If the linkage is set too long, the system will not be

able to provide closed throttle or no power condi-

tions.

Use the following procedure to ensure the linkage rod

is properly adjusted:

1. Start the engine and immediately shut it down. As the engine

coasts to a stop, observe from above the engine as the carbu-

retor throttle lever rotates counterclockwise.

Figure 5. Adjusting Throttle Linkage

2. There should be a gap of about 0.003 inch (0.08-0.5mm)

between the stop tab on the throttle lever arm and the stop

block on the carburetor casting. See Figure 4.

CARBURETOR REMOVAL

To remove the carburetor from the engine, proceed

as follows (see Figure 6, next page):

CAUTION! The next step involves bending a

spring clip. Do NOT overbend the clip or it

may lose its clamping force.

1. Disconnect the carburetor fuel inlet line.

2. Loosen the clamp and disconnect the carburetor air inlet hose.

3. Remove the two M6-1.00 x 90mm screws that retain the carbu-

retor.

3. Use pliers to lightly compress the spring clip on the carburetor

lever arm (Figure 5). This permits the linkage rod to slide freely

through the clip. With the clip compressed, rotate the throttle

lever in the appropriate direction until there is a 0.003 inch

(0.08-0.5mm) gap.

4. Remove the carburetor air inlet adapter, the air inlet adapter

gasket, carburetor and carburetor to skirt gasket.

5. Remove the sheet metal carburetor skirt.

4. Release the spring clip to lock in the adjustment.

6. Remove two gaskets and the carburetor spacer.

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Section 3.4

CARBURETOR

Figure 6. Carburetor Removal

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Section 3.5

AUTOMATIC CHOKE

GENERAL

OPERATIONAL CHECK AND ADJUSTMENT

The GV-220 vertical shaft engines are equipped with

an automatic choke. A choke solenoid is attached to

the carburetor choke shaft by means of a choke con-

trol link. Solenoid operation is controlled by the A6060

circuit board. The circuit board energizes and de-

energizes the solenoid cyclically at a rate dependent

on ambient temperature during engine cranking only.

OPERATIONAL CHECK:

Crank the engine. During cranking, the choke sole-

noid should pull in about every 2 to 5 seconds. If it

does NOT pull in, try adjusting the choke.

PRE-CHOKE ADJUSTMENT:

With the solenoid NOT pulled in, the carburetor choke

valve (choke plate) should be about 1/8 inch from its

full open position. If necessary, use needle nose pli-

ers to bend the tip of the BI-METAL until a 1/8 inch

setting is obtained.

DESCRIPTION

See Figure 1. The CHOKE SOLENOID is retained to

a CHOKE COVER by two No. 4-40 SCREWS, LOCK-

WASHERS and FLATWASHERS. The two screw

holes in the COVER are slotted to provide for axial

adjustment of the CHOKE SOLENOID. A COTTER

PIN retains a CHOKE LINK to the SOLENOID. A

CHOKE BI-METAL & HEATER is retained to the

SOLENOID by two No. 4-40 SCREWS, LOCKWASH-

ERS and FLATWASHERS.

CHOKE SOLENOID ADJUSTMENT:

Loosen the two screws that retain the choke solenoid

to its cover. Adjust axial movement of the solenoid

plunger by sliding the solenoid in the slotted screw

holes of the cover.

Adjust plunger axial movement until (with the carbure-

tor choke valve closed) the plunger is bottomed in the

solenoid coil. That is, until the plunger is at its full

actuated position.

With the choke valve (choke plate) closed and the

plunger bottomed in its coil, tighten the two screws.

Figure 1. Choke Solenoid Parts

OPERATION

NOTE: Also see Part 6, "ENGINE ELECTRICAL

SYSTEM". The section on DC control system

includes additional information on choke opera-

tion and the A6060 circuit board.

Figure 2. Choke Adjustment

When the engine is being cranked, A6060 circuit

board action energizes the choke solenoid in regular

timed cycles. Each time the choke solenoid is ener-

gized, it closes the carburetor choke valve. The circuit

board's choke timer circuit energizes the choke sole-

noid (pulls it in) about every 2 to 5 seconds.

When the engine starts, cranking is terminated. The

choke action is then terminated and the choke setting

is determined by a choke heater (CH).

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Section 3.5

AUTOMATIC CHOKE

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Section 3.6

SPEED CONTROL SYSTEM

• Electrical connections to stepper motor broken or

disconnected.

GENERAL

The AC generator's output voltage is controlled by a

"computerized" speed control system. This system

changes engine speed in response to changes in the

AC output voltage at varying engine loads. The speed

control system consists of (a) the A6060 circuit board

and (b) a stepper motor.

• Electrical leads to stepper motor are connected

wrong.

THROTTLE LINKAGE:

Check throttle linkage and carburetor throttle shaft for

binding, disconnected linkage. This type of problem

will usually result in the carburetor throttle lever not

moving. If the throttle lever does not move, the throttle

may be stuck at a permanently open throttle or a per-

manently closed throttle as follows:

A6060 CIRCUIT BOARD

This circuit board utilizes a closed-loop, proportional-

derivative controller circuit which regulates the gener-

ator's RMS voltage by changing engine speed. The

system attempts to maintain an output voltage of

about 115 volts at the lowest rpm and 120 volts up to

the maximum rpm.

The A6060 circuit board controls a stepper motor by

calculating the number of steps the motor needs to

take and then supplying the necessary signals to the

motor to take those steps.

1. If the throttle is open, engine will start but will accelerate quick-

ly and uncontrollably. It will shut down when speed exceeds

about 4200 rpm.

2. If the throttle is closed, engine will not accelerate under load.

STEPPER MOTOR FAILED OR SEIZED:

The engine will start but stepper motor will not turn. If

an open throttle condition exists, either of the follow-

ing might occur:

STEPPER MOTOR PROBLEMS

1. Engine may accelerate and shut down at 4200 rpm.

2. Engine may shut down after 15 seconds due to an overvoltage

condition.

INTRODUCTION:

Some stepper motor problems that might occur

include the following:

• Throttle linkage or carburetor throttle shaft sticking,

or linkage disconnected.

If throttle is closed, engine will be unable to acceler-

ate under load and AC output will be low.

A failed stepper motor may also turn erratically. If this

is the case, engine speed and AC output voltage will

be erratic under constant load.

• Stepper motor failed or seized.

Figure 1. Speed Control System

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Section 3.6

SPEED CONTROL SYSTEM

ELECTRICAL CONNECTIONS BROKEN:

Approximately 19-21 ohms should be

indicated.

If one or more of the electrical connections to the

stepper motor are broken or disconnected, either of

the following might occur:

b.To the YELLOW wire connector pin. About 19-

21 ohms should be read.

1. The stepper motor may not turn at all.

c. To the BROWN wire pin for a reading of 19-21

ohms.

2. The stepper motor may turn erratically.

d.To the BLACK wire connector pin for a reading

of about 19-21 ohms.

If the stepper motor does not turn, symptoms will be

the same as for a failed or seized stepper motor.

LEADS CONNECTED WRONG:

TESTING FOR SHORTED CONDITION:

Incorrectly connected electrical leads to the stepper

motor can result in any one of the following:

1. Set the VOM to its "Rx10,000" or "Rx1 K" scale and zero the

meter.

1. Stepper motor may not turn at all.

2. Stepper motor may turn erratically.

3. Stepper motor may turn backwards.

2. Connect one VOM test probe to the RED wire connector pin,

the other test probe to the Stepper Motor case. The meter

should read infinity". Any reading other than "infinity" indicates

a shorted winding.

If the stepper motor does not turn, engine will start

and the following may occur:

Replace the Stepper Motor if it fails any part of the

test.

1. If throttle is open, engine will accelerate and shut down when

speed reaches 4200 rpm or after 15 seconds due to overvolt-

age condition.

2. If throttle is closed, engine will be unable to accelerate under

load.

If the stepper motor turns erratically, engine speed

and AC output voltage will be erratic under a constant

load. The AC output will not terminate.

If the stepper motor is turning backwards, engine will

accelerate and shut down at 4200 rpm.

Figure 2. The Stepper Motor Connector

TESTING THE STEPPER MOTOR

GENERAL:

The Stepper Motor consists of an electric motor plus

a small gearbox. It is shown pictorially and schemati-

cally in Figure 3. The four (4) motor windings can be

tested for (a) continuity and (b) shorts to the case.

It is difficult to perform an operational test of the

motor since the amount of motor arm movement is so

small.

TESTING FOR OPEN CONDITION:

To test the motor windings for an open circuit condi-

tion, proceed as follows:

1. Unplug the Stepper Motor connector from its receptacle on the

A6060 circuit board.

2. Set a volt-ohm-milliammeter (VOM) to its "Rx1" scale and zero

the meter.

3. Connect one VOM test probe to the connector pin to which the

RED wire attaches. This is the +DC side of all windings. Then,

connect the other VOM test probe as follows:

Figure 3. The Stepper Motor

a.To the ORANGE wire connector pin.

Page 3.6-2

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PART 4

GASEOUS FUEL

SYSTEM

SECTION

4.1

TITLE

INTRODUCTION TO FUEL SYSTEM

4.2

4.3

SHUTOFF VALVE & REGULATOR

CARBURETOR

NOTE: Information on the following is the same as

for the "GASOLINE FUEL SYSTEM" (Part 3):

Air Cleaner & Air Intake (Section 3.2)

COMPUTER

CONTROLLED

VARIABLE

Speed Control System (Section 3.6)

SPEED RV

GENERATORS

Series Impact 36 Plus

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Section 4.1

INTRODUCTION TO FUEL SYSTEM

• A nearly homogeneous mixture in the engine

cylinders.

GENERAL INFORMATION

Some RV generator models are equipped with fuel

systems that utilize LP gas as a fuel. The initials "LP"

stand for "liquefied petroleum". This gas is highly

volatile and can be dangerous if handled or stored

carelessly.

• Fuel can be stored for long periods without break-

down.

FUEL SYSTEM COMPONENTS

All applicable laws, codes and regulations pertaining

to the storage and handling of LP gas must be com-

plied with. The installation of such fuel systems must

also be in compliance with such laws, codes and reg-

ulations. Service technicians who work on these sys-

tems must do nothing that might cause the system to

be in non-compliance with regulations.

Regulations established by the Recreational Vehicle

Industry Association (RVIA) must be followed in the

installation, use and servicing of such systems.

When the generator set is shipped from the factory,

the following fuel system components are included

with the unit:

1. A Fuel Lockoff Solenoid

2. The LP Gas Regulator

3. The carburetor.

4. Interconnecting lines and fittings.

DANGER! LP GAS IS HIGHLY EXPLOSIVE.

THE GAS IS HEAVIER THAN AIR AND

Components that must be added by the generator

installer include the following:

TENDS TO SETTLE IN LOW AREAS. EVEN

THE LIGHTEST SPARK CAN IGNITE THE

GAS AND CAUSE AN EXPLOSION. ONLY

COMPETENT, QUALIFIED GAS SERVICE

TECHNICIANS SHOULD BE ALLOWED TO

INSTALL, TEST, ADJUST OR SERVICE THE

GASEOUS FUEL SYSTEM. INSTALLATION

OF A GASEOUS FUEL SYSTEM MUST BE

IN STRICT COMPLIANCE WITH APPLICA-

BLE CODES. FOLLOWING INSTALLATION

NOTHING MUST BE DONE THAT MIGHT

RENDER THE SYSTEM IN NONCOMPLI-

ANCE WITH SUCH CODES.

1. A VAPOR WITHDRAWAL type fuel tank.

2. A PRIMARY REGULATOR that will deliver a fuel pressure to

the Fuel Lockoff Solenoid of about 11” water column.

3. Interconnecting lines and fittings.

VAPOR WITHDRAWAL

LP gas is stored in pressure tanks as a liquid.

Gaseous fuel system components installed on the

generator are designed for "vapor withdrawal" type

systems. Such systems use the gas vapors that

form above the liquid fuel in the tank. Do not attempt

to use any "liquid withdrawal" type tank with the RV

generator.

NOTE: "Liquid withdrawal" type systems use the

liquid fuel from the tank. The liquid fuel must be

vaporized before it reaches the carburetor. Fuel

vaporization is usually accomplished by porting

the liquid fuel through some kind of heating

device.

DANGER! USE ONLY APPROVED COMPO-

NENTS IN THE GASEOUS FUEL SYSTEM.

IMPROPER INSTALLATION OR USE OF

UNAUTHORIZED COMPONENTS CAN

RESULT IN FIRE OR AN EXPLOSION. USE

APPROVED METHODS TO TEST THE SYS-

TEM FOR LEAKS. NO LEAKAGE IS PERMIT-

TED. DO NOT PERMIT FUEL VAPORS TO

ENTER THE VEHICLE INTERIOR.

IMPORTANT CONSIDERATIONS

ADVANTAGES OF GASEOUS FUELS

When servicing the gaseous fuel system the following

rules apply:

• All lines, fittings, hoses and clamps must be free of

leaks. Apply pipe sealant to threads when assem-

bling threaded connectors to reduce the possibility

of leakage.

• Following any service, the system must be tested

for leaks using APPROVED test methods.

• Optimum gas pressure at the inlet to the fuel lock-

off solenoid and secondary regulator is 11 inches

of water column. Do NOT exceed 14 inches water

column.

The use of gaseous fuels may result in a slight power

loss, as compared to gasoline. However, that disad-

vantage is usually compensated for by the many

advantages of gaseous fuels. Some of these advan-

tages are:

• A low residue content results in minimum carbon

formation in the engine.

• Reduced sludge buildup in the engine oil.

• Reduced burning of valves as compared to gasoline.

• No wash-down of engine cylinder walls during

cranking and startup.

• Excellent anti-knock qualities.

Page 4.1-1

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Section 4.1

INTRODUCTION TO FUEL SYSTEM

• Gaseous fuel lines and primary regulators must be

properly sized to deliver adequate fuel flow to the

generator engine. The generator requires at least

67 cubic feet of gas per hour for its operation.

IMPORTANT CONSIDERATIONS (CONTINUED)

NOTE: A PRIMARY REGULATOR, between the

tank and the fuel lockoff solenoid, is required to

ensure that correct gas pressure is delivered to

the lockoff solenoid.

• The generator installer's connection point is at the

fuel lockoff solenoid which has a 3/4 inch (female)

connection.

• A length of flexible hose is required between the

fuel lockoff solenoid and rigid fuel piping, to allow

for vibration and/or shifting of the unit. This line

must be at least six (6) inches longer than neces-

sary.

NOTE: An existing primary regulator may be used

to deliver gas to the fuel lockoff solenoid provid-

ed It has sufficient flow capacity for the generator

and other gas appliances in the circuit. If the

existing primary regulator does not have a suffi-

cient capacity (a) replace it with one that has ade-

quate flow capacity, or (b) install a separate pri-

mary regulator having at least a 67 cubic feet per

hour capacity.

EXCESS FLOW VALVE

FUEL SUPPLY LINES

Rules established by the National Fire Protection

Association (NFPA) and the Recreation Vehicle

Industry Association (RVIA) require that the LP gas

tank be equipped with an excess flow valve. This

valve and the gaseous fuel lines must be carefully

sized so the excess flow valve will close in the event

of line breakage.

Shutoff valves on the fuel supply tank and elsewhere

in the system must be fully open when operating the

generator. The excess flow valve will function proper-

ly only if all valves are fully open and fuel lines are

properly sized.

When servicing or repairing the gaseous fuel system,

the following rules apply to gaseous fuel supply lines:

• The LP gas lines must be accessible but must also

be protected against possible damage.

• Do NOT connect electrical wiring to any gaseous

fuel line. Do NOT route electrical wiring alongside

the gaseous fuel lines.

• Route the gaseous fuel lines AWAY from hot

engine exhaust mufflers and piping.

• Gas lines should be retained with metal clamps that

do not have any sharp edges.

Figure 1. A Typical LP Gas Fuel System

Page 4.1-2

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Section 4.1

INTRODUCTION TO FUEL SYSTEM

GASEOUS CARBURETION

LEAKAGE TESTING

Gas at positive pressure is delivered from the fuel

lockoff solenoid to the inlet of the regulator (about 11-

14 inches of water).

As the engine piston moves downward on its intake

stroke, air is drawn into the area above the piston

through the carburetor venturi. A negative pressure is

created at the venturi which is proportional to the

amount of air that is flowing.

Whenever any lines, fittings or other components of

the fuel system have been removed and replaced, the

system should be carefully checked for leaks before it

is placed into service.

To check for leakage, start the engine and let it run.

Then use a soap and water solution or an approved

commercial leak detector solution to determine if any

leakage exists. No leakage is permitted.

The negative pressure at the carburetor venturi acts

on the regulator diaphragm to pull the diaphragm

toward the source of low pressure. A lever, attached

to the diaphragm, opens a metering valve which

allows gas to enter and flow through the carburetor.

The greater the air flow through the carburetor ven-

turi, the lower the pressure at the venturi throat. The

lower the pressure at the venturi throat, the greater

the movement of the diaphragm and the more the

metering valve opens.

DANGER! DO NOT USE FLAME TO CHECK

FOR LEAKAGE. GASEOUS FUEL LINES

BETWEEN THE TANK AND SECONDARY

REGULATOR ARE UNDER A POSITIVE PRES-

SURE (ABOUT 11 INCHES OF WATER COL-

UMN). HOWEVER, GAS PRESSURE AT THE

OUTLET SIDE OF THE SECONDARY REGU-

LATOR IS A NEGATIVE PRESSURE (ABOUT 1

INCH WATER COLUMN). THIS NEGATIVE

PRESSURE CAN DRAW FLAME INSIDE A

LINE OR FITTING AND CAUSE AN EXPLO-

SION.

IMPORTANT! APPLY PIPE SEALANT TO

THREADS OF ALL FITTINGS TO REDUCE

THE POSSIBILITY OF LEAKAGE.

Figure 2. Gas Carburetion Diagram

The following requirements of the secondary regulator

must be emphasized:

• It must be sensitive to pressure changes in the car-

buretor venturi throughout the entire operating

range.

• It must positively stop the flow of gas when the

engine is not running.

• The slightest air flow through the carburetor venturi

must move the regulator valve off its seat and per-

mit gas flow.

Page 4.1-3

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Section 4.1

INTRODUCTION TO FUEL SYSTEM

Page 4.1-4

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Section 4.2

SHUTOFF VALVE AND REGULATOR

GENERAL

ADJUSTMENTS

See Figure 1. The fuel shutoff valve (lockoff solenoid)

and the secondary regulator are retained to a flat

mounting bracket which, in turn, mounts to the gener-

ator base cover. The fuel lockoff solenoid is retained

to the mounting bracket by means of a u-bolt. The

secondary regulator is retained to the mounting

bracket with two 1/4"-20 x 3/4" long capscrews.

There are no adjustments on the fuel lockoff solenoid

or the secondary regulator. This system is NOT

equipped with a load block.

THE LP GAS REGULATOR

The secondary regulator is a GARRETSON® Model

KN. It is designed for simplicity and simple operation.

The regulator is suitable for use with low pressure

vaporized gaseous fuels where dependable starting is

a requirement. Recommended inlet pressure to the

regulator is 11 inches water column.

The regulator comes with a 3l4 inch NPT fuel inlet

and a 3/8 inch NPT fuel outlet.

The LOCKOFF ADJUSTMENT SCREW shown in

Figure 2 has been preset at the factory. No additional

adjustment is authorized.

ITEM

QTY

DESCRIPTION

LP Gas Regulator

Fuel Lockoff Solenoid

U-Bolt-1.25" wide (5/16"-i 8)

3/4" NPT Street Elbow

3/4" NPT Close Nipple

3/8" NPT Street Elbow

1/2" x 3/8" NPT Fitting

Hose Clamp

1/2" ID Hose (11.5" long)

1/4"-20 x 3/4" Capscrew

1/4" Lockwasher

5/16" Lockwasher

5/16"-18 Hex Nut

Regulator Mounting Bracket

Sleeving (9" long)

Figure 2. LP Gas Regulator

DANGER! DO NOT ATTEMPT TO ADJUST

THE GAS REGULATOR. REGULATOR

ADJUSTMENTS SHOULD BE ATTEMPTED

ONLY BY QUALIFIED GAS SERVICE TECHNI-

CIANS WHO HAVE THE KNOWLEDGE AND

SPECIALIZED EQUIPMENT FOR SUCH

ADJUSTMENTS.

TESTING THE FUEL LOCKOFF SOLENOID

GENERAL:

The fuel lockoff solenoid is energized open by 12

volts DC power from the A6060 circuit board during

engine cranking. The solenoid can also be energized

open without cranking by actuating the fuel primer

switch on the generator panel.

Figure 1. Shutoff Valve & Regulator

(Continued)

Page 4.2-1

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Section 4.2

SHUTOFF VALVE AND REGULATOR

TEST PROCEDURE:

1. Set a volt-ohm-milliammeter (VOM) to read battery voltage (12

VDC).

2. Connect the VOM test leads across Wire 14 (Red) at the sole-

noid and a clean frame ground. 3. Set the fuel primer switch on

the generator panel to its ON position. a. The meter should

indicate battery voltage. b. The solenoid should energize open.

RESULTS OF TEST:

1. If battery voltage is Indicated but the solenoid does NOT ener-

gize, replace the lockoff solenoid.

2. If battery voltage is NOT Indicated, a problem exists In the DC

control system. See Parts 6, "ENGINE ELECTRICAL SYS-

TEM".

Figure 3. Fuel Lockoff Solenoid

Page 4.2-2

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Section 4.3

CARBURETOR

GENERAL

DISASSEMBLY AND REASSEMBLY

The carburetor is designed for use with LP gas in its

vapor form. The following specifications apply:

The carburetor is replaced as an entire assembly.

Disassembly and reassembly is not required.

Carburetor Inlet Diameter...........1.02inch (26mm)

Carburetor Outlet Diameter........0.78 inch (20mm)

Venturi Diameter ........................0.63 inch (16mm)

Main Jet Diameter

Number ..................................370

Measured Size .......................0.145 inch (3.7mm)

CARBURETION

Refer to "Gaseous Carburetion" in Section 4.1 (Page

4.1-3).

CARBURETOR ADJUSTMENT

The LP gas carburetor used on Impact Plus generator

sets is equipped with a fixed jet and is non-adjustable.

CARBURETOR REMOVAL

Figure 1. LP Gas Carburetor

Refer to Part 3, Section 3.4, Page 3.4-3 for carburetor

removal procedures.

Page 4.3-1

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Section 4.3

CARBURETOR

Page 4.3-2

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PART 5

ENGINE OIL &

COOLING SYSTEM

SECTION

5.1

TITLE

ENGINE OIL SYSTEM

5.2

ENGINE COOLING SYSTEM

COMPUTER

CONTROLLED

VARIABLE

SPEED RV

GENERATORS

Series Impact 36 Plus

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NOTES

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Section 5.1

ENGINE OIL SYSTEM

INSPECTION:

INTRODUCTION TO OIL SYSTEM

To gain access to the screen, remove the oil filter

support and its gasket. Pull the screen off its tubular

protrusion. Clean the screen in solvent, then inspect

for damage. Replace the screen if necessary.

The engine oil system serves to (a) reduce friction

between parts, (b) cool the engine, and (c) establish a

slightly negative pressure in the crankcase to prevent

oil leakage. Major components that will be discussed

in this section include the following:

OIL PUMP

• Oil Pickup Screen.

• Oil Pump.

DESCRIPTION:

• Crankshaft Oil Seals.

• Pressure Relief Valve.

• Breather Assembly.

• Oil Sump.

The oil pump is of the trochoid type. Its inner rotor

rotates on a shaft provided in the camshaft bore of

the oil sump. The outer rotor is installed over two

drive pins on the end of the camshaft and is driven by

camshaft rotation.

• Oil Filter Support Assembly.

OIL FLOW

See Figure 1. The oil pump draws oil from the oil

sump through an oil pickup screen and delivers it to

the areas requiring lubrication as follows:

1. Through a cored channel in the oil sump to the crankcase jour-

nal at one end of the crankshaft.

2. Through the hollow camshaft to the camshaft bearing.

3. Through a cored passage in the crankcase to the crankshaft

journal.

4. Through the crankshaft to the crankpin and connecting rod

bearing.

Figure 2. Oil Pump

INSPECTION:

See Figure 3. Inspect the inner and outer rotors of the

pump for damage and wear. Use a feeler gauge to

check tip clearance of the rotor (measured on the

shaft in the oil sump). Check the bore inner diameter

and the thickness of the inner rotor. If wear limits are

exceeded, replace the appropriate part(s).

PUMP TIP CLEARANCE

(MEASURED ON SHAFT IN OIL SUMP)

DESIGN CLEARANCE: 0.0000-0.0010 inch

(0.000-0.025mm)

WEAR LIMIT: 0.004 inch (0.105mm) Maximum

INNER PUMP ROTOR BORE

DESIGN BORE: 0.354-0.355 inch (9.000-9.019mm)

WEAR LIMIT: 0.357 inch (9.034mm) Maximum

Figure 1. Oil System Diagram

INNER ROTOR THICKNESS

DESIGN THICKNESS: 0.312-0.315 inch (7.95-8.00mm)

WEAR LIMIT: 0.311 inch (7.90mm) Minimum

OIL PICKUP SCREEN

Replace any part that is damaged or worn excessive-

ly. The shaft on which the inner rotor rotates is NOT

replaceable (oil sump must be replaced).

DESCRIPTION:

The oil pickup screen consists of a cylindrical screen

which is open at one end only. The screen's open end

fits over a tubular protrusion in the oil sump, just

behind the oil filter support. Also see "Oil Filter

Support Assembly".

Page 5.1-1

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Section 5.1

ENGINE OIL SYSTEM

OIL PUMP (CONTINUED)

PRESSURE RELIEF VALVE

INSPECTION (CONT'D):

DESCRIPTION:

Inspect the outer drive pins on the camshaft. Look for

breakage, bending, other damage. These are roll pins

which can be removed and replaced.

A ball type pressure relief valve is located in a bore of

the crankcase. The ball and spring are retained in the

crankcase bore by a spring retainer.

The Relief Valve serves to limit oil pressure to a maxi-

mum value. The ball will remain against its seat as

long as oil pressure in the crankcase ail passage is

below approximately 30 psi (29 kg/cm ). Should oil

pressure increase above that value, the ball will be

forced off its seat to relieve excess pressure into the

crankcase.

1. SCREW

2. RETAINER

3. SPRING

4. BALL

Figure 3. Oil Pump Check Points

CRANKSHAFT OIL SEALS

An oil seal is provided in the crankcase and in the oil

sump, to prevent leakage past the crankshaft jour-

nals. See Figure 4.

A defective or leaking seal can be replaced. If the

crankshaft has been removed from the engine, old

seals can be removed by tapping out with a screw-

driver or punching them out from inside. Oil seal

pullers are available commercially, for seal removal

with the crankshaft installed.

Figure 5. Oil Pressure Relief Valve

INSPECTION:

Remove the 8mm screw that retains the spring

RETAINER to the crankcase interior. Remove the

RETAINER, SPRING and BALL. Clean all parts in

solvent.

Inspect the BALL and RETAINER for damage, exces-

sive wear. Replace any damaged or worn compo-

nents. Inspect the SPRING and replace if damaged

or worn.

Always use a seal protector when installing the crank-

shaft into its crankcase bore and when installing the

oil sump over the crankshaft.

Apply a known test load to the SPRING, sufficient to

compress the spring to a length of 1.03 inch

(26.3mm). The amount of the test load at the stated

spring length should be as follows:

FORCE REQUIRED TO COMPRESS

RELIEF VALVE SPRING TO 1.03 INCH (26.3mm)

0.86-0.95 pounds (0.43-0.39 kg)

If the test load at the stated length is not within limits,

replace the SPRING.

BREATHER ASSEMBLY

DESCRIPTION:

A crankcase breather is located in the crankcase

assembly.

Figure 4. Crankshaft Oil Seals

Page 5.1-2

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Section 5.1

ENGINE OIL SYSTEM

The breather serves to maintain a partial vacuum in

the engine crankcase, to prevent oil from being forced

past oil seals, gaskets or rings.

INSPECTION:

Clean the oil sump and blow dry with compressed air.

Use compressed air to blow out all oil passages.

Inspect the sump for cracks, damage, etc. Check the

following bores in the oil sump for wear:

See Figure 6. A reed type breather valve permits

excess pressure to be vented out of the crankcase

and to atmosphere through a breather tube. A

breather retainer limits the movement of the breather

valve. Two small oil return holes in the breather cup

allow condensed oil vapors to drain back to the

crankcase. A "steel wool" type breather separator

separates the breather cup from the breather cover

and breather tube opening.

CRANKSHAFT BEARING BORE DIAMETER

GV-220 ENGINE

DESIGN DIAMETER: 1.104-1.105 inch (28.040-28.065mm)

WEAR LIMIT: 1.106 inch (28.092mm) Maximum

CAMSHAFT BEARING BORE DIAMETER

GV-220 ENGINE

DESIGN DIAMETER: 1.299-1.300 inch (33.00-33.03mm)

WEAR LIMIT: 1.302 inch (33.06mm) Maximum

OIL PUMP INNER ROTOR SHAFT DIAMETER

GV-220 ENGINE

DESIGN DIAMETER: 0.353-0.354 inch (8.969-8.987mm)

WEAR LIMIT: 0.352 inch (8.949mm) Minimum

OIL FILTER SUPPORT

An oil filter support and its gasket are retained to the

oil sump by four (4) M6-1.00 bolt.

A threaded bore is provided in the support for a low

oil pressure switch. This switch will protect the engine

against damaging low oil pressure by shutting the

engine down automatically if oil pressure should drop

below a pre-set low limit.

A high oil temperature switch is retained to the sup-

port by two (2) M5 screws and lockwashers. This

thermal sensor will protect the engine against damag-

ing high temperature conditions through automatic

shutdown.

Figure 6. Breather Assembly

INSPECTION:

Remove the breather hose. Inspect it for cracks, dam-

age, hardening. Replace, if necessary.

Clean the breather cover and breather cup in com-

mercial solvent. Check that the two small drain holes

in the breather cup are open; open with a length of

wire, if necessary.

Inspect the rivets that retain the reed type breather

valve, make sure they are tight. Also check that the

valve seats flat on the breather cup around the entire

surface of the valve.

OIL SUMP

DESCRIPTION:

The die cast aluminum oil sump is retained to the

crankcase with six (6) flanged head bolts. Install a

new gasket between the oil sump and crankcase

each time the oil sump is removed.

Figure 7. Oil Filter Support

Bores are provided in the oil sump for (a) oil pump

rotors and camshaft, (b) crankshaft, (c) governor gear

assembly, (d) oil pickup. Cored oil passages are pro-

vided from the pickup to the pump and from the pump

to the crankshaft bore.

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Section 5.1

ENGINE OIL SYSTEM

Page 5.1-4

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Section 5.2

ENGINE COOLING SYSTEM

It is absolutely essential that an adequate flow of air

for cooling, ventilating and engine combustion be sup-

plied to the generator set. Without sufficient air flow,

the engine-generator quickly overheats. Such over-

heating can cause serious operating difficulties and

may also cause fire and personal injury. The installer

must make sure that sufficient air is available to the

generator for cooling, ventilating and combustion. The

installer must also provide for a path for exhausting

the cooling air to the exterior of a compartment, if so

equipped.

NOTE: Screening, louvers, or expanded metal that

cover air openings restrict air flow that you must

compensate for by making the actual air opening

proportionately larger. See “Compensating for

Restrictions.”

For conventional compartment mounted units, the air

inlet is generally provided in the compartment door.

DANGER: Never use discharged cooling air

for heating or permit such air to enter the

vehicle interior. This air contains deadly car-

bon monoxide gas and other poisonous,

flammable or explosive gases.

10 SQUARE INCHES

(OPTIONAL OPENINGS)

40 SQUARE

INCHES

(MINIMUM

OPENING)

GENERATOR AIR FLOW

Engine operation drives cooling fans for the 2-stage

cooling air system. A pressure fan draws cooling air

into the top of generator and into the side of the con-

trol panel (Figure 1). This air flow cools the engine-

generator and electronic components. The second

part of cooling system, a suction fan, draws air that is

heated from a hot engine into a collector pan at the

base of the unit. This heated air (although cooler than

exhaust muffler) is directed across the muffler to cool

it. The heated air flow is then deflected out the bottom

toward the ground.

Figure 2 — Air Inlet in Compartment Door

IMPORTANT: IF YOU PLAN TO INSTALL THE

GENERATOR IN A COMPARTMENT, BE SURE

TO LEAVE AT LEAST ONE INCH (2” recom-

mended) OF CLEARANCE BETWEEN THE GEN-

ERATOR AND COMPARTMENT WALLS AND

CEILING. INCLUDE 26 GAUGE GALVANIZED

STEEL LINING AND SOUND INSULATION WHEN

YOU MEASURE FOR THIS 1 INCH (2” recom-

mended) CLEARANCE.

When the unit is installed on a suspended mounting

system, one of several different methods of supplying

air flow may be used as follows:

• Provide a door in the vehicle skirt having an air inlet

opening (Figure 3, next page).

• Using ductwork (Figure 4 on next page). The installer

must be sure air is available to the top of the generator

since air inlets are located at the top.

• By providing an opening in the vehicle skirt and space

above the generator for cooling air flow (Figure 5 on next

page). Recommended clearance above the top of the

generator is at least 2 inches.

Figure 1 — Air Flow Through Engine-Generator

COOLING AIR INLET OPENINGS

Ideally, you should provide three air inlet openings,

whether the generator is housed in a conventional

compartment or not. Two of the openings should be

10 square inches and located as shown in Figure 2.

The third opening should provide for a minimum of 40

square inches unrestricted and be located lower on

the compartment door.

Page 5.2-1

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Section 5.2

ENGINE COOLING SYSTEM

COMPENSATING FOR RESTRICTIONS

Such materials as screening, louvers, or expanded

metal can restrict the free flow of air. Compensate for

this restriction by making the actual air opening pro-

portionately larger.

Some materials may offer only a 60 percent “free air

inlet area.” Other more efficient materials may provide

up to a 90 percent free air inlet area. The percentage

of free air inlet opening is usually available from the

material supplier or manufacturer.

TO DETERMINE THE ACTUAL AIR INLET OPEN-

ING SIZE REQUIRED, DIVIDE 40 SQUARE INCHES

BY THE PERCENTAGE OF FREE AIR INLET AREA

FOR THE MATERIAL YOU WILL USE.

For example: If you plan to use screening with an

80% free air inlet area, divide 40 by 0.8, which results

in 50 square inches. Minimum actual size of air inlet

opening in this case is 50 square inches. An opening

that measures 4 inches wide by 12-1/2 inches long

provides the required air flow (4 x 12.5 = 50 square

inches).

Figure 3 — Suspended Mount Inlet Door

INVERTER LOCATION

In order for the inverter to work effectively, it should

be located in a dry, well ventilated area.

Approximately eight inches of space should be

allowed at each end of the inverter for adequate ven-

tilation.

The sensing harnesses supplied with the inverter

have a maximum length of 12 feet. If the cables are

longer than needed, coil the excess near the inverter

unit. If a greater length is needed, contact Generac.

DO NOT ATTEMPT TO SHORTEN OR LENGTHEN

THE SUPPLIED sensing harnesses. The DC power

wires may be cut to the required length. Allow

enough length to make connection. Coil excess

inside J-Box.

Figure 4. Ductwork

CAUTION: Do not install the inverter in the

engine compartment. Overheating may result.

TESTING THE INSTALLATION

Generac recommends testing the installation to be

sure adequate cooling air flow is available to the

unit before placing the unit into service. If the unit

shows signs of overheating, you will need to

enlarge the air openings. Never place a unit into

service until absolutely certain that cooling and ven-

tilation is adequate.

Figure 5 — Air Inlet in Vehicle Skirt

IMPORTANT: YOU MUST TEST THE INSTALLA-

TION ESPECIALLY IF YOU BRING IN AIR FROM

BELOW THE GENERATOR SET.

Page 5.2-2

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PART 6

ENGINE

ELECTRICAL

SYSTEM

SECTION

6.1

TITLE

ENGINE DC CONTROL SYSTEM

6.2

6.3

6.4

6.5

6.6

A6060 CIRCUIT BOARD

ENGINE CRANKING SYSTEM

ENGINE IGNITION SYSTEM

ENGINE SHUTDOWN FEATURES

OPTIONAL REMOTE PANEL

COMPUTER

CONTROLLED

VARIABLE

SPEED RV

GENERATORS

Series Impact 36 Plus

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NOTES

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Section 6.1

ENGINE DC CONTROL SYSTEM

3. Engine Ignition System Components.

GENERAL

a.Ignition Module (IM).

b.Ignition Sensor (IS).

c. Ignition Coil (IC).

d.Spark Plug (SP).

The engine DC control system consists of all those

electrical components required for cranking, starting

and running the engine. These components include

the following:

1. Engine cranking system components

a.A 12 VDC battery.

4. Engine Protective Devices a. Low Oil Pressure Switch (LOP).

b. High Oil Temperature Switch (HTO).

b.A Start-Run-Stop Switch (SW1).

c. A Starter Contactor (Starter Relay)-(SC).

d.A Starter Motor (SM).

5. An optional Remote Panel.

2. Fuel system components..

a.A Fuel Primer Switch (SW2).

b.Fuel Pump (FP).

(continued)

Figure 1. Schematic- Engine DC Control System

Page 6.1-1

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Section 6.1

ENGINE DC CONTROL SYSTEM

NOTE: Also see Section 3.5, "AUTOMATIC

CHOKE" and Section 6.2, "A6060 CIRCUIT

BOARD".

HOW IT WORKS

ENGINE NOT RUNNING:

RUNNING:

1. Battery output (12VDC) is available to the contacts of a starter

contactor (SC). However, the contacts are open.

With fuel flow and ignition available, the engine starts

and runs. The operator releases the Start-Run-Stop

switch to its "RUN" position.

2. Battery output is delivered to Terminals J2 - 5 of the A6060 cir-

cuit board, via Wire 13, a 15 amp fuse, and Wire 15. Circuit

board action holds this circuit open.

1. The Wire 18 circuit is now open to ground. Circuit board action

terminates the 12 VDC to the Starter Contactor (SC). The SC

contacts open and cranking ends.

3. Battery output is available to a Battery Charge Rectifier (BCR)

via Wire 13, 15 amp Fuse (F1), Wire 15, a Resistor (R1) and

Wire 15A.

2. Choking action ends and the carburetor choke plate is posi-

tioned by the Choke Heater (CH).

3. Circuit board action continues to power the Wire 14 circuit- fuel

flow and ignition continue.

PRIMING:

When the Primer Switch (SW2) is closed, battery volt-

age is delivered to the engine Fuel Pump via Wire 13,

7.5 Amp Fuse (F1), the Switch contacts (SW2) and

Wire 14A. The Fuel Pump will operate to draw fuel

from the tank and "prime" the fuel lines.

NOTE: On units with LP gas fuel system, the Fuel

Lockoff Solenoid (FS) will be turned on by closing

the Primer Switch.

NORMAL SHUTDOWN:

When the Start-Run-Stop switch is held at "STOP",

the Wire 18 circuit is connected to frame ground.

A6060 circuit board action then terminates the DC

flow to the Wire 14 circuit.

1. Fuel Pump (FP) shuts down.

CRANKING:

2. Ignition terminates.

When the Start-Run-Stop Switch is held at "START",

the Wire 17 circuit from the A6060 circuit board is

connected to frame ground. Circuit board action then

initiates the following events:

3. Engine shuts down.

ENGINE PROTECTIVE DEVICE SHUTDOWN:

Refer to "Oil Filter Support" on Page 5.1-3 and

Section 6.5. The engine mounts a Low Oil Pressure

Switch (LOP) and a High Oil Temperature Switch.

1. Battery voltage is delivered to the Starter Contactor (SC) coil

via Wire 56.

a.The SC coil energizes and its contacts (SC)

close after a few seconds.

Section 6.5 also lists several other shutdown capabili-

ties of the Impact Plus generator system.

b.Closure of SC contacts deliver battery voltage to

the Starter Motor (SM1) via Wire 16. The engine

cranks.

2. Battery voltage is delivered to the Wire 14 circuit.

a.The Fuel Pump (FP) turns on.

b.Power is available to the Ignition Module (IM)

and ignition occurs.

c. Power is available to the Inverter Fan for opera-

tion.

3. A6060 circuit board action operates the automatic choke

through Wire 90.

Page 6.1-2

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Section 6.2

A6060 CIRCUIT BOARD

GENERAL

The A6060 circuit board controls all phases of engine

operation including cranking, starting, running and

shutdown.

The circuit board interconnects with other compo-

nents of the engine electrical system.

The board Is powered by fused 12 VDC battery out-

put, available to the board via Wire 15.

Figure 2. Receptacle J2

PIN WIRE

FUNCTION

—

Not Used

When grounded by Low Oil Pressure or High

Oil Temperature Switch, the circuit board will

shut down the engine

When Wire 17 is connected to ground by

holding Start-Run Stop Switch at START,

cranking will occur.

Figure 1. A6060 Circuit Board

Fused battery voltage. The Wire 15 circuit is

electrically hot at all times (provided the unit

battery is connected).

CIRCUIT BOARD CONNECTIONS

RECEPTACLE J1:

Common frame ground.

The A6060 circuit board mounts an 8-pin receptacle

J1. An 8-pin connector plug connects to the A6060.

This harness then connects to a 9-pin connector plug

on the outside panel of the control box. This becomes

the 9-wire harness that connects to the inverter.

Signals from the A6060 circuit board control the func-

tions of the inverter.

Delivers 12 VDC to automatic choke solenoid

coil while cranking only.

Delivers 12 VDC to starter contactor while

cranking only.

Delivers 12 VDC (during cranking and run

ning) to (a) Engine Fuel System, (b) Engine

Ignition System and (c) Remote Panel Lamp

if so equipped.

RECEPTACLE J2:

The A6060 circuit board mounts a 10-pin receptacle

J2. A 10-pin connector plug connects to this recepta-

cle to interconnect the board with other components

and circuits.

This 10-pin receptacle is shown in Figure 2, along

with a chart that Identifies each pin, wire and function.

Wire 14 connects to Terminal J2-9. This terminal and

wire are electrically hot (12 volts DC) only when the

engine is cranking or running. Battery voltage is deliv-

ered to Terminal J2-9 when circuit board action ener-

gizes a board-mounted run relay while cranking or

running.

Wire 14 DC output is delivered to (a) the engine fuel

pump and (b) the engine ignition system. If an option-

al remote panel Is used, Wire 14 DC output will turn

on a "RUN" lamp on that panel.

—

Not Used

NOTE 1: - See "SHUTDOWN FEATURES” In

Section 6.5 (Page 6.5-1).

RECEPTACLE J3:

The A6060 circuit board mounts a 6-pin receptacle

J3. A 6-pin connector plug connects to the A6060.

This harness then connects to Stepper Motor. Signals

from the A6060 circuit board control the Stepper

Motor operation. Refer to page 3.6-1 for test proce-

dures.

(continued)

Wire 15 connects to Terminal J2-5. This Is fused bat-

tery voltage. The Wire 15 circuit is electrically hot at

all times (provided the unit battery Is connected).

Page 6.2-1

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Section 6.2

A6060 CIRCUIT BOARD

CIRCUIT BOARD CONNECTIONS

(CONTINUED)

RECEPTACLE J4:

The A6060 circuit board mounts a 3-pin receptacle

J4. A 3-pin connector plug connects to the A6060.

This harness then connects to Bridge Rectifier. DC

Link Voltage is supplied to the circuit board for volt-

age sensing.

RECEPTACLE J5:

The A6060 circuit board mounts a 2-pin receptacle

J5. A 2-pin connector plug connects to the A6060.

This harness then connects to TIM1/TIM2. The

A6060 circuit board uses this signal for speed

sensing.

Page 6.2-2

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Section 6.3

ENGINE CRANKING SYSTEM

INTRODUCTION

BATTERY

COMPONENTS:

RECOMMENDED BATTERY:

The engine cranking system is shown schematically

in Figure 1, below. The system consists of the follow-

ing components:

The battery is generally supplied by the customer.

Recommended is a battery that meets the following

requirements:

• A 12 volts Battery.

• Use a 12 VDC automotive type storage battery.

• A Start-Run-Stop Switch (SW1).

• A Starter Contactor (SC).

• A Starter Motor (SM1).

• A6060 Circuit Board.

• For prevailing ambient temperatures above 32° F.

(0° C.), use a battery rated at 70 amp-hours and

capable of delivering 360 cold-cranking amperes.

• For prevailing ambient temperatures below 32° F.

(0° C.), use a battery rated 95 amp-hours and capa-

ble of delivering 450 cold-cranking amperes.

• Interconnecting wires.

OPERATION:

BATTERY CABLES:

1. Holding the Start-Run-Stop switch (SW1) at "START" connects

Wire 17 from the A6060 circuit board to frame ground.

Battery cables should be as short as possible and of

adequate diameter. Cables that are too long or too

small in diameter can result in voltage drop. The volt-

age drop between battery terminals and the connec-

tion point at generator should not exceed 0.121 volts

per 100 amperes of cranking current.

The cables should be carefully selected based on (a)

cable length and (b) prevailing ambient temperatures.

Generally, the longer the cable and the colder the

ambient temperature, the larger the required cable

size. The following chart applies:

a.A6060 circuit board action energizes a crank

relay on the board after a three second delay.

b.Closure of the crank relay's contacts delivers 12

VDC to Wire 56 and to a Starter Contactor (SC).

The Starter Contactor (SC) energizes and its

contacts close.

2. Closure of the the Starter Contractor (SC) contacts delivers

battery voltage to the Starter Motor (SM1). The Motor ener-

gizes and the engine is cranked.

CABLE LENGTH

Feet (Meters)

CABLE SIZE

0 to 10 (0 to 3)

11 to 15 (3.4-4.5)

16 to 20 (4.5 to 6)

000

* For warm weather use No. 2 cable up to 20 feet.

BATTERY CABLE CONNECTIONS:

1. Connect the cable from the large Starter Contactor (SC) lug to the

battery post indicated by a POSITIVE, POS or (+).

2. Connect the cable from its FRAME GROUND connection to the

battery post indicated by a NEGATIVE, NEG or (-).

Figure 1. Schematic - Cranking Circuit

(continued)

Page 6.3-1

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Section 6.3

ENGINE CRANKING SYSTEM

1. Set the VOM to its "Rx1 " scale and zero the meter.

BATTERY (CONTINUED)

2. Connect the VOM test leads across the Wire 17 terminal and

the center (Wire 0) terminals.

TESTING A BATTERY:

The best method of testing a battery is with an auto-

motive type battery hydrometer. Some "Maintenance

Free" batteries cannot be tested with a hydrometer.

Most batteries can be tested for both STATE OF

CHARGE and CONDITION as follows:

a.Hold the switch at "START" and the VOM

should indicate "continuity".

b.Hold switch at "STOP" and meter should read

"infinity".

3. Now, connect the meter test leads across the center and Wire

18 terminals.

1. Test for State of Charge:

a.Follow the hydrometer manufacturer's instruc-

tions carefully. Test the specific gravity of the

fluid in all battery cells.

a.With switch at "START" VOM should indicate

"infinity".

b.With switch at "STOP", meter should read "con-

tinuity".

b.If the hydrometer does not have a "Percentage

of Charge" scale, compare the readings

obtained with the following:

Replace the switch if it is defective.

SPECIFIC GRAVITY

PERCENTAGE OF CHARGE

1.260

1.230

1.200

1.170

100%

75%

50%

25%

STARTER CONTACTOR

WIRE AND CABLE CONNECTIONS:

The red (positive) battery cable connects to one of

the starter contactor's large terminal lugs. The unit's

15 amp fuse also attaches to this lug, via Wire 13.

The starter motor (SM1) cable (16) attaches to the

second terminal lug.

If the battery State of Charge is less than 100%, use

an automotive type battery charger to recharge it to a

100% State of Charge.

Wire 56, from the A6060 circuit board, attaches to

one of the small contactor terminals.

2. Test for Condition:

a.If the difference in specific gravity between the

highest and lowest reading cell is greater than

0.050 (50 points), the battery is nearing the end

of its useful life and should be replaced.

TESTING THE STARTER CONTACTOR:

To test the installed Starter Contactor, proceed as fol-

lows:

b.However, if the highest reading cell is less than

1.230, recharge the battery and repeat the test.

1. Set a volt-ohm-milliammeter (VOM) to read battery voltage (12

VDC).

2. Connect the VOM test leads across the Wire 56 terminal of the

Contactor and frame ground. The meter should indicate "zero"

volts.

START-RUN-STOP SWITCH (SW1)

Wires 17 and 18 connect to the two outer terminals of the

switch. Wire 0 (ground) connects to the switch center termi-

nal. The switch can be tested using a volt-ohm-milliamme-

ter (VOM) as follows:

3. Hold the Start-Run-Stop switch at "START" and the VOM

should read battery voltage and the Contactor should energize.

After reading the voltage, release the switch. If battery voltage

is NOT indicated, a problem exists elsewhere in the circuit.

4. Connect the VOM test leads across the Wire 16 terminal lug

and frame ground.

a.Hold the Start-Run-Stop switch at "START". The

Contactor should actuate and the meter should

indicate battery voltage.

b.If battery voltage is not indicated, replace the

Starter Contactor.

c. If battery voltage is indicated but engine does

not crank, check the Starter Motor and its cable.

Figure 2.

Page 6.3-2

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Section 6.3

ENGINE CRANKING SYSTEM

STARTER MOTOR

DESCRIPTION:

The Starter Motor is a 12 volts negative ground type.

It is capable of operating on heavy duty battery input

at temperatures as low as -30 F. without any signifi-

cant change in performance. Its pinion is a 10-tooth

type having a 20- pressure angle.

TESTING:

Connect the test leads of a VOM across the Starter

Motor terminal and case. Hold the Start-Run-Stop

switch at "START". The VOM should read battery

voltage and the Starter Motor should turn.

If VOM reads 12 volts DC and the Motor does not

turn, the Motor is probably defective. Remove the

Motor and test with a 12 volts DC power source.

Figure 3. Starter Contactor

Replace the Starter Motor if defective.

Figure 4. Starter Motor

Page 6.3-3

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Section 6.3

ENGINE CRANKING SYSTEM

Page 6.3-4

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Section 6.4

ENGINE IGNITION SYSTEM

As the generator's Permanent Magnet Rotor turns

during operation, magnets on the Ignition Cage rotate

past the Ignition Sensor to induce a timed low voltage

pulse into the Sensor. This voltage pulse is delivered

to an Ignition Module and serves as a timing pulse for

the Module.

INTRODUCTION

The engine ignition system consists of the following

major components:

• Ignition Cage Assembly.

• Ignition Sensor Assembly.

• Ignition Module (IM).

• Ignition Coil (IC).

• Spark Plug (SP1).

IGNITION CAGE ASSEMBLY

An IGNITION CAGE ASSEMBLY is factory installed

onto the permanent magnet rotor hub. Two magnets

are installed in the cage as shown in Figure 1 (50°

apart), so that the north pole of one magnet faces

away from the cage outer periphery and the north

pole of the other magnet faces toward the cage outer

periphery. A special fixture is used to install the cage

onto the rotor hub so that the center line of the first

magnet is 68° away from the Rotor Hub mounting

hole as shown.

NOTE: Placement of the magnets on the Rotor

Hub at the exact position stated above results in

an ignition timing of 29 ° BTDC.

The Ignition Cage assembly cannot be replaced. The

entire Rotor Hub must be replaced. Replacement

Rotor Hubs will include a factory installed Ignition

Cage assembly, and Magnetic Housing Assembly.

Figure 2. Ignition Sensor

See Figure 3. The Sensor circuit board mounts solid

state components which are sensitive to magnetism.

Magnets in the Ignition Cage rotate past the Sensor,

causing the base of a transistor to be "pulsed". The

transistor acts much like a "switch" or a set of "con-

tact points". Pulsing the transistor base causes the

"switch" to close and connect the "OUT" lead to the

"GND" lead. This triggers the Ignition Module to deliv-

er a primary ignition current to the Ignition Coil at

timed intervals.

NOTE: Also refer to "Permanent Magnet Rotor" in

Section 1.2 (Page 1.2-1).

Figure 3. Ignition Sensor Schematic

Figure 1. Ignition Cage Assembly

IGNITION MODULE

While cranking and running, battery voltage is deliv-

ered to the Ignition Module via Wire 14 from the

A6060 circuit board. The Module will deliver this bat-

tery voltage to the Ignition Coil based on the "timing"

signal it receives from the Ignition Sensor.

The Ignition Module is retained in the generator con-

trol panel by two capscrews.

IGNITION SENSOR

The Ignition Sensor is retained to the AC generator's

Stator Adapter by means of two M4-0.70 x 8mm

screws and lockwashers. The Sensor housing houses

a circuit board. The entire housing cavity is filled with

potting material.

Page 6.4-1

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Section 6.4

ENGINE IGNITION SYSTEM

Clean the Spark Plug and reset its gap to 0.030 inch

(0.76mm) every 100 hours of operation. Clean by

scraping or wire brushing and washing with commer-

cial solvent. DO NOT blast clean the spark plug.

IGNITION MODULE (CONTINUED)

SUMMARY OF OPERATION

See Figure 6. As the generator's permanent magnet

rotor turns, magnets in the Rotor hub's Ignition Cage

rotate past an Ignition Sensor at fixed intervals.

Battery voltage is delivered to an Ignition Module dur-

ing cranking and running, via Wire 14. From the

Ignition Module, battery voltage is also delivered to

the Ignition Sensor via the RED (+) lead. The Ignition

Sensor acts as a "trigger" mechanism, causing the

Ignition Module to deliver its output to the Ignition Coil

at timed intervals. Current flows through the primary

coil of the Ignition Coil and then collapses to induce a

high voltage into the Ignition Coil's secondary coil.

This high voltage (about 25,000 volts) is delivered to

the park Plug to fire the spark plug gap.

Figure 4. Ignition Module

IGNITION COIL

Primary ignition voltage (12 VDC) is delivered from

the Ignition Module to the Ignition Coil. The Coil

boosts the voltage and delivers the high voltage to

the engine Spark Plug.

Components encapsulated in the Ignition Module pro-

vide an automatic spark advance. At cranking

speeds, ignition will occur at about 15'-18' BTDC. At

higher speeds, ignition can occur up to 29° BTDC.

Figure 5. Ignition Coil

Figure 7. Ignition System Diagram

SPARK PLUG

The Spark Plug on the GV-220 engine is a Champion

RC12YC (or equivalent).

IGNITION TIMING

Ignition timing is fixed and non-adjustable.

TESTING THE SYSTEM

GENERAL:

Solid state components inside the Ignition Sensor,

Ignition Module and Ignition Coil are not accessible and

cannot be serviced. If any of these components is

defective, the entire component must be replaced. The

system does not include an armature and there is no air

gap to adjust, or breaker points to adjust or replace.

Figure 6. Setting Spark Plug Gap

Page 6.4-2

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Section 6.4

ENGINE IGNITION SYSTEM

TESTING FOR SPARK:

CHECK POWER SUPPLY:

To test the ignition system, a suitable spark tester

may be used. Such spark testers are commercially

available. Test the system as follows:

When the engine is being cranked, battery voltage

should be available from the A6060 circuit board to a

4-terminal connector via Wire 14. From the 4-terminal

connector, battery voltage should be available to the

Ignition Module via Wire 14 (RED wire). And battery

voltage should be available from the Ignition Module

to the Ignition Sensor via a RED wire. If this 12 VDC

power supply is not available, the ignition system will

not function. To check the power supply, proceed as

follows using a volt-ohm-milliammeter (VOM):

Warning! Do NOT use a screwdriver to test for

spark. Personal injury or damage to equip-

ment may result.

1. Disconnect the high tension lead from the spark plug.

2. Attach the spark plug high tension lead to the spark tester ter-

minal.

1. Gain access to the control panel interior.

2. In the panel, locate the 3-pin connector that interconnects the

Ignition Module and the Ignition Sensor.

3. Connect the spark tester clamp to the engine cylinder head.

4. Crank the engine rapidly. Engine must be turning at 350 rpm or

more. If spark jumps the tester gap, you may assume the igni-

tion system is operating satisfactorily.

3. Press down on the connector lock tang and disconnect the two

connector halves.

NOTE: A single large black lead carries the three

leads from the Ignition Sensor to the 3 pin MALE

connector. The three leads from the Ignition

Module (brown, green and red) attach to the 3 pin

FEMALE connector.

If sparking across the tester gap does NOT occur, go

to “CHECK POWER SUPPLY.”

4. Set the VOM to a scale that will allow battery voltage to be

read (about 12 volts DC).

5. Connect the meter test leads across the center FEMALE pin

(RED wire) and frame ground.

6. Hold the Start-Run-Stop switch at "START". The meter should

read battery voltage.

Figure 8. Testing for Spark

CHECKING ENGINE MISS:

To determine if an engine miss is ignition related,

connect the spark tester in series with the spark

plug's high tension lead and the spark plug. Then,

start the engine. If spark jumps the tester gap at regu-

lar intervals but the engine miss continues, the prob-

lem is in the spark plug or in the fuel system.

Figure 10.

If battery voltage is NOT indicated, go to Step 7. If

battery voltage IS indicated, go to "CHECK IGNITION

SENSOR."

7. Now locate the 4-terminal connector in the panel.

Connect the VOM test leads across the terminal and

frame ground. Crank the engine and the VOM should

read battery voltage.

a.If battery voltage is indicated now but was NOT

indicated in Step 6, test Wire 14 (RED) between

the 4-terminal connector and the Ignition Module.

If wire is bad, repair or replace as necessary.

(continued)

Figure 9. Checking Engine Miss

Page 6.4-3

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Section 6.4

ENGINE IGNITION SYSTEM

b.Connect the VOM test leads across the two

male pins of the 2-pin connector. Primary coil

resistance should be about 0.5 to 1.5 ohms.

TESTING THE SYSTEM (CONTINUED)

CHECK POWER SUPPLY (CONT’D):

3. To read SECONDARY coil resistance:

b.If battery voltage is NOT indicated in Step 7,

test Wire 14 between the 4-terminal connector

and the A6060 circuit board. Repair or replace

as necessary.

a.Set the VOM to its "Rx10,000" or "Rx1 K" scale

and zero the meter.

b.Unplug the high tension lead from the Spark

Plug.

CHECK IGNITION SENSOR:

c. Connect one VOM test lead to the white wire

connector pin.

1. In the 3-pin connector plug half from the Ignition Module, locate

FEMALE Pin 1 to which the BROWN wire connects.

d.Connect the other VOM test lead into the Spark

Plug lead rubber boot so it contacts the lead's

metal terminal end. The VOM should read

approximately 16,000-17,000 ohms (16.0-17.0

k-Ohms).

2. Connect a jumper wire from FEMALE Pin 1 (BROWN wire) to

frame ground.

3. Connect the Spark Plug high tension lead to a spark tester

(Figure 8) and the spark tester clamp to ground.

Replace the Ignition Coil if defective. If the Ignition

Coil tested good, go to "TESTING IGNITION MOD-

ULE".

4. Crank the engine and observe the spark tester for sparking.

Note: Only one spark should be observed upon

initial cranking.

TESTING IGNITION MODULE:

If a problem was indicated under "TESTING FOR

SPARK", you should have completed the tests under

"CHECK POWER SUPPLY", under "CHECK

IGNITION SENSOR" and under "TESTING IGNITION

COIL". If these components tested good, replace the

Ignition Module.

Figure 12. Testing Ignition Sensor

If sparking occurs with the BROWN wire grounded

but did NOT occur under "TESTING FOR SPARK",

the Ignition Sensor is probably defective and should

be replaced.

NOTE: The Ignition Sensor is mounted to the gen-

erator's Stator Adapter. To replace the Sensor,

disassembly of the generator and removal of the

Stator will be necessary.

Figure 13. Testing Ignition Coil

If sparking does NOT occur with the BROWN wire

grounded and did NOT occur under "TESTING FOR

SPARK", either the Ignition Module or the Ignition Coil

is defective. Go to "TESTING IGNITION COIL".

TESTING IGNITION COIL:

The Ignition Coil is housed in the generator control

panel. To test the coil, proceed as follows:

1. Unplug the two halves of the 2-pin connector plug from the

Ignition Coil. The red and white wires are the primary coil

leads.

Figure 14. Testing Ignition Module

2. To read PRIMARY coil resistance:

a.Set a volt-ohm-milliammeter (VOM) to its "Rx1 "

scale and zero the meter.

Page 6.4-4

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Section 6.5

SHUTDOWN FEATURES

GENERAL

The engine mounts an Oil Pressure Switch (LOP) and

an Oil Temperature Switch (HTO). These two switch-

es, in conjunction with the A6060 circuit board, pro-

tect the engine against (a) low oil pressure and (b)

high oil temperature.

The engine protective circuit Is shown in Figure 1.

OIL PRESSURE SWITCH

DESCRIPTION:

The Oil Pressure Switch has normally-closed contacts

which are held open by engine oil pressure during

cranking and running. Should oil pressure drop below

approximately 5 psi, the switch contacts will close to

complete the Wire 85 circuit to ground. A6060 circuit

board action will then de-energize the Wire 14 circuit

and the engine will shut down.

Figure 2. Engine Protective Devices

The A6060 circuit board provides a time delay to

allow oil pressure to build during startup, to prevent

premature shutdown.

TESTING THE SWITCH:

Use a volt-ohm-milliammeter (VOM) to test the oil

pressure switch. Connect the VOM test leads across

the switch terminal and the switch body. With the

engine shut down, the meter should read "continuity"

(a very small resistance is acceptable). With engine

running, the meter should read "infinity".

OIL TEMPERATURE SWITCH

DESCRIPTION:

This thermostatic switch has normally-open contacts.

Should engine oil temperature exceed a preset safe

value (about 293° F.), the switch contacts will close.

On closure of the Switch contacts, the Wire 85 circuit

will be connected to frame ground. Engine shutdown

will then occur.

Figure 3. Testing the Oil Temperature Switch

TESTING:

See Figure 3. Remove the switch and place its sens-

ing tip into oil. Place a thermometer Into the oil.

Connect the test leads of a VOM across the switch

terminals. The meter should read "Infinity". Heat the

oil. When oil temperature reaches approximately

287°-296° F. (142°-147° C.), the meter should read

"continuity" (a small resistance is acceptable).

(continued)

Figure 1. Engine Protective Circuit

Page 6.5-1

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Section 6.5

SHUTDOWN FEATURES

ADDITIONAL SHUTDOWN FEATURES

The A6060 Circuit Board also incorporates the follow-

ing protective shutdown features:

LOSS OF 12-PIN CABLE SIGNALS TO INVERTER:

The generator will shutdown if the 12-pin connector is

disconnected from the inverter when CB1 is turned to

ON.

This shutdown will occur after approximately 5-7

seconds.

LOSS OF TIM1/TIM2 INPUT TO A6060 CIRCUIT BOARD:

If Timing Winding input is lost, the generator will

immediately shutdown.

LOSS OF PS1/PS2 TO INVERTER:

A loss of voltage from PS1/PS2 windings to the

inverter will simulate a 12-pin signal failure and cause

a shutdown when CB1 is turned to ON.

This shutdown will occur after approximately 5-7

seconds.

OVERSPEED OF ENGINE:

Overspeed of the engine will result in an immediate

shutdown. This automatic generator shutdown will

occur at engine speed above 4200 rpm.

SHORT CIRCUIT PROTECTION:

If the inverter senses a short circuit on the AC output

side it will automatically shut the generator down.

INVERTER OVERHEAT CONDITION:

If the inverter overheats, AC output will be shut off.

The engine will continue to run for approximately two

minutes and then shut down. The maximum ambient

temperature rating is 120°F.

DC LINK VOLTAGE GREATER THAN 600 VDC:

If DC link voltage exceeds 600 VDC, the inverter will

shut off AC power output.

DC LINK UNDER-VOLTAGE SHUTDOWN:

If DC link voltage drops below 100 VDC, the inverter

will shut off AC power output.

Page 6.5-2

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Section 6.6

OPTIONAL REMOTE PANEL

The remote panels mount a rocker type start/stop

switch, a “Generator Run” advisory lamp and an

hourmeter. The hourmeter should be used in conjunc-

tion with the maintenance operations found in Part I of

this manual.

• Model 004057 includes the remote panel and a 10

foot long, 4 wire harness.

GENERAL

An optional remote-mounted Start-Stop panel is avail-

able. This panel will permit the generator to be started

and stopped from some convenient remote location in

the recreational vehicle.

REMOTE PLUG-IN RECEPTACLE

• Model 004184 includes the remote panel and a 30

foot long, 4 wire harness.

A plug-in receptacle (Figure 2.24) is provided on the

generator set, near the DC power wires. Use this

receptacle to connect an optional remote-mounted

start/stop panel to the generator. Installation of such a

panel will permit you to start and stop the generator

engine from any convenient location inside the vehi-

cle.

WIRE #18

(STOP)

WIRE #14

(ENGINE RUN

SIGNAL)

WIRE #17

(CRANK)

WIRE #10

(GROUND)

Figure 1. Remote Panel Plug-In Receptacle

REMOTE START/STOP PANEL

A remote mounted Start/Stop panel (Figure 2.25) is

available that allows the user to start and stop the

generator engine conveniently from inside the vehicle.

The remote panel includes a Start/Stop switch,

hourmeter, generator run lamp and a wire harness.

Figure 2. Optional Remote Panel

(Models 004057 and 004184)

Page 6.6-1

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Section 6.6

OPTIONAL REMOTE PANEL

Page 6.6-2

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PART 7

TROUBLE-

SHOOTING

SECTION

7.1

TITLE

GENERATOR & SPEED CONTROL

7.2

ENGINE DC CONTROL SYSTEM/

AC TROUBLESHOOTING

COMPUTER

CONTROLLED

VARIABLE

SPEED RV

GENERATORS

Series Impact 36 Plus

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NOTES

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Section 7.1

GENERATOR & SPEED CONTROL SYSTEM

TROUBLESHOOTING REFERENCE CHART

PROBLEM

POSSIBLE CAUSE

REMEDY

PAGE

3.4-3

1. Engine starts, accelerates,

shuts down at 4500 rpm

a. Carburetor linkage sticking with

throttle stuck open.

a. Repair sticking throttle

b. Stepper Motor failed or seized.

c. Stepper Motor wire connections

broken or disconnected.

b. Replace Stepper Motor.

c. Reconnect or repair.

3.6-1

d. Stepper Motor not properly connected.

d. Reconnect wires.

3.6-1

3.4-3

2. Overvoltage condition and

speed control system cannot

reduce output voltage.

a. Carburetor linkage sticking with

throttle stuck partly open.

a. Repair sticking throttle.

b. Stepper Motor failed or seized.

c. Connection to Stepper Motor is

broken/disconnected with throttle open.

d. Stepper Motor not properly connected.

b. Replace Stepper Motor.

c. Repair or replace connections.

3.6-1

d. Reconnect Stepper Motor wires.

a. Repair sticking throttle.

3.6-1

3.4-3

3. Engine speed is maintained

and no-load voltage is good.

However, when load is applied

output voltage drops.

a. Carburetor linkage sticking with

throttle partly open.

b. Stepper Motor failed or seized.

c. Connection to Stepper Motor

Motor broken or disconnected.

d. Stepper Motor not properly

connected.

b. Replace Stepper Motor.

c. Repair or replace connections.

3.6-1

d. Reconnect Stepper Motor.

3.6-1

4. Engine does not accelerate

when load is applied.

a. Carburetor linkage sticking

with throttle stuck closed.

b. Stepper Motor failed or seized.

c. Stepper Motor not properly

connected.

a. Repair sticking throttle.

3.4-3

b. Replace Stepper Motor.

c. Reconnect Stepper Motor.

3.6-1

5. Engine speed and AC output

voltage erratic under constant

load. AC output does not turn

off intermittently.

a. Stepper Motor failure.

b. Connection to Stepper Motor

broken or disconnected.

c. Stepper Motor not properly

connected

a. Replace Stepper Motor.

b. Repair or replace connections.

3.6-1

c. Reconnect Stepper Motor.

3.6-1

6. Engine starts but Stepper

Motor does not move. Shut down

occurs after several seconds.

a. Stator Timing winding is open.

a. Repair/replace bad wire(s)

TIM1/TIM2 or replace Stator.

b. Replace Stator.

1.5-2

b. Timing winding in Stator shorted

to ground.

Page 7.1-1

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Section 7.1

GENERATOR & SPEED CONTROL SYSTEM

Page 7.1-2

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

INTRODUCTION

This Section contains troubleshooting information pertaining to the engine DC control system. The section is

divided into two parts, i.e., troubleshooting flow charts and diagnostic test procedures.

Use the flow charts and the test procedures in conjunction with one another. The first step in troubleshooting is to

identify the problem. After identifying the problem, go to the flow chart that best describes it. Perform each test in

the flow chart and follow the flow chart arrows and instructions. If you need instructions for any test, refer to the

applicable diagnostic test procedure.

Problem solving on the computer controlled generator is somewhat more complex than problem solving on con-

ventional units. The A6060 circuit board, in addition to its voltage and frequency control functions, has engine

shutdown capability. See “AUTOMATIC SHUTDOWNS” on Page 1.2-5. The A6060 circuit board, part of the

engine’s DC control system, also has engine shutdown capability.

Fortunately, neither the generator proper nor the engine DC control system has a large number of parts. When a

problem is encountered, its solution can usually be found after only a few tests.

PROBLEM 1- PRIMING FUNCTION DOES NOT WORK

Page 7.2-1

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 2 - ENGINE WILL NOT CRANK

PROBLEM 3 - ENGINE CRANKS BUT WILL NOT START

Page 7.2-2

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 3 - ENGINE CRANKS BUT WILL NOT START (CONTINUED)

Page 7.2-3

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 4 - ENGINE STARTS HARD AND RUNS ROUGH

Page 7.2-4

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 5 - ENGINE STARTS THEN SHUTS DOWN AFTER A FEW SECONDS

SHUTS DOWN

TEST 31

TEST INVERTER

(Pg. 7.2-18)

FAIL

REPLACE INVERTER

Page 7.2-5

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 6 - GENERATOR DOESN’T PULL FULL LOAD

PROBLEM 7 - GENERATOR CIRCUIT BREAKER TRIPS / NO AC VOLTAGE

Page 7.2-6

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 8 - ENGINE SHUTS DOWN UNDER LOAD

PROBLEM 9 - GENERATOR LOSES AC POWER THEN SHUTS DOWN

Page 7.2-7

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 10 - NO AC OUTPUT

12-WIRE

Page 7.2-8

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

PROBLEM 10 - NO AC OUTPUT (CONTINUED)

Page 7.2-9

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

TEST 1- CHECK 7.5 AMP FUSE

DISCUSSION:

The panel-mounted 7.5 amp fuse is connected in

series with the 12 VDC power supply to the engine

DC control system. A blown fuse will prevent engine

priming, cranking and running.

TEST PROCEDURE:

Push in on fuse holder cap and turn it counterclock-

wise to remove cap and fuse. Check the fuse visually.

If the fuse metal element has melted open, replace

the fuse.

Figure 2. Primer Switch

If the visual check is uncertain, use a VOM to check

fuse.

TEST 3- CHECK POWER TO FUEL PUMP

RESULTS:

1. If fuse is good

DISCUSSION:

When the rocker type primer switch is held at ON",

position, fused battery voltage is delivered to the elec-

tric fuel pump. The pump should then turn on and

prime the carburetor.

During cranking and startup, the A6060 circuit board

will deliver battery voltage to the Wire 14 circuit and

to the Fuel Pump. The pump should turn on and run.

a.And if priming function does not work, go to

Test 2.

b.And if engine will not crank, go to Step 4. 2. If

fuse is bad, replace it.

Figure 1. 7.5 Amp Fuse

TEST 2- CHECK POWER TO PRIMER SWITCH

Figure 3. Fuel Pump

TEST PROCEDURE:

Locate the red Wire 14A that connects to the fuel

pump. A wiring connector connects the wires near the

pump. Separate the wire, then check for DC power as

follows:

DISCUSSION:

This is a check of the PRIMER SWITCH on the panel.

When the switch is actuated to its "PRIME" position,

fused battery voltage is delivered directly to the elec-

tric fuel pump on units with gasoline fuel system. On

units with gaseous fuel system, battery voltage is

delivered to the fuel lockoff solenoid.

1. Set VOM to read battery voltage.

TEST PROCEDURE:

2. Connect the VOM test leads across the Wire 14A from the

Primer Switch and frame ground.

Set a VOM to read battery voltage (12 VDC). Connect

the meter test leads across the Wire 15 terminal of

the Primer Switch and frame ground. The meter

should read battery voltage.

3. Hold the Primer Switch at °ON" (Prime). Meter should read bat-

tery voltage.

RESULTS:

4. Hold the panel Start-Run-Stop switch at "START". The meter

should read battery voltage.

1. If battery voltage is indicated, go to Test 3.

2. If battery voltage is NOT indicated, go to Test 4.

Page 7.2-10

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

RESULTS:

TEST 6- TEST PRIMER SWITCH

1. If unit is being tested because the priming function doesn't work:

DISCUSSION:

a.!f battery voltage is good but the pump doesn't

work, go to Test 5.

See Figure 2 on facing page. When this rocker type

switch is held at "PRIME" position, fused battery volt-

age is delivered to the Fuel Pump to prime the carbu-

retor.

b.!f battery voltage is NOT indicated, go to Test 6.

2. If engine cranks but will not start:

With the switch set to "OFF", battery voltage is deliv-

ered to the Fuel Pump from the A6060 circuit board

during cranking and running (via Wire 14).

a.!f battery voltage is good but the pump doesn't

work, go to Test 5.

b.If DC power to pump is good and pump works,

go to Test 22.

TEST PROCEDURE:

1. Disconnect Wires 15,14 and 14A from the switch terminal to

prevent interaction.

TEST 4- CHECK BATTERY/BATTERY CIRCUIT

2. Set a VOM to its "Rx1" scale and zero the meter.

DISCUSSION:

3. Connect the VOM test leads across the Wire 15 terminal and

the Wire 14A terminal. The meter should read "infinity". Set the

switch to "ON" or "PRIME" and the meter should indicate "con-

tinuity.

The battery circuit includes the red battery cable that

extends from the units 12 volt battery to the Starter

Contactor. The circuit also includes Wire 13 (RED)

from the Starter Contactor to the 15 amp Fuse. It

includes one Wire 15 from the Fuse to the Primer

Switch and a Wire 15 from the Fuse to the A6060 cir-

cuit board.

4. Connect the VOM test leads across the Wires 14 and 14A ter-

minals. The meter should read "continuity". Set the switch to

"ON" or "PRIME" and the VOM should read "infinity".

TEST PROCEDURE:

Inspect the battery terminals and cables carefully.

Clean cables and cable connections if necessary.

Replace any bad cable(s), including the battery nega-

tive cable, if necessary.

RESULTS:

1. Replace switch if it fails the test. 2. If the switch is good, go to

Test 7.

Check Wires 13 and 15 for an open or shorted condition.

Repair, reconnect or replace bad wire(s) as necessary.

Use a battery hydrometer to test the battery for "state

of charge" and for "condition". Follow the hydrometer

manufacturer's instructions carefully. If the hydrome-

ter used does not have a "percentage of charge"

scale, use the following as a reference:

TEST 7- CHECK WIRE 14A TO FUEL PUMP

DISCUSSION:

If no power was available to the Fuel Pump in Test 3,

either the Primer Switch is defective or Wire 14A is

open.

SPECIFIC GRAVITY

PERCENTAGE OF CHARGE

1.260

1.230

1.200

1.170

100%

75%

50%

25%

TEST PROCEDURE:

Inspect Wire 14A between the fuel pump and primer

switch for proper connections. Check for open condi-

tion with a VOM.

RESULTS:

Repair, reconnect or replace Wire 14A as necessary.

1. Repair, reconnect or replace any open or shorted wi re(s).

2. If necessary, recharge the battery to a 100% state of charge.

Disconnect the battery cables before recharging the battery.

TEST 8- CHECK POWER SUPPLY TO

STARTER MOTOR

3. If (after recharging) the difference in specific gravity between

the highest and lowest reading cells is greater than 0.050 (50

points) the battery is nearing the end of its useful life and

should be replaced.

DISCUSSION:

When the Start-Run-Stop switch is set to "START",

Wire 17 is connected to ground. A6060 circuit board

action then delivers a DC voltage to the Starter

Contactor coil and the Contactor's normally-open con-

tacts close. On closure of the contacts, battery power

is delivered directly to the Starter Motor to crank the

engine.

TEST 5- TEST FUEL PUMP

Refer to Page 3.3-1.

Page 7.2-11

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

This test will determine if battery voltage is available

to the Starter Motor for cranking the engine.

3. Set the Start-Run-Stop switch to "START". The meter should

indicate battery voltage.

TEST PROCEDURE:

RESULTS:

1. Set a VOM to read battery voltage (12 VDC).

1. No power to Wire 56 terminal, go to Test 10.

2. Connect the meter test leads across the starter terminal and

frame ground.

2. If power to Starter Contactor is good, go to Test 11.

3. Hold the Start-Run-Stop switch at "START". The VOM should

read battery voltage and the engine should crank.

RESULTS:

1. If power supply is good and engine cranks, stop tests.

2. If power supply is good but engine does NOT crank, replace

the Starter.

3. If power supply is bad, go on to Test 9.

4. If voltage drops during cranking (i.e. from 12 VDC to 9.5 VDC

or lower), then check battery condition and cable sizes per the

installation manual. Verify that proper grounding of the genera-

tor exists.

Figure 5. Starter Contactor

TEST 10- CHECK A6060 CIRCUIT BOARD

POWER SUPPLY

DISCUSSION:

Fused battery voltage is delivered to the A6060 circuit

board via Wire 15. If this power (12 VDC) is not avail-

able to the board, cranking and startup will not be

possible.

This test will determine if battery voltage is available

to the circuit board for its operation.

TEST PROCEDURE:

Set a VOM to read battery voltage (12 VDC).

Figure 4. Starter Motor

Connect one VOM test lead to the Wire 15 terminal

J2-5 on the A6060 circuit board. Connect the other

test lead to frame ground. The meter should indicate

battery voltage.

TEST 9- CHECK WIRE 56 POWER TO

STARTER CONTACTOR

RESULTS:

DISCUSSION:

1. If battery voltage is NOT indicated, check Wire 15 between the

7.5 amp fuse and the A6060 circuit board. Repair, reconnect or

replace the wire as needed.

When the Start-Run-Stop switch is set to "START",

the A6060 circuit board must react by delivering bat-

tery voltage to the Starter Contactor coil, via Wire 56.

Without this battery voltage, the Contactor will not

energize and battery output will not be delivered to

the Starter Motor. The engine will not crank.

2. If Battery Voltage was indicated, test for proper ground from

the A6060 circuit board. Set a VOM to read Resistance.

Measure from terminal J2-6 to the generator frame ground. A

“Continuity” reading should exist. If open or high resistance is

measured, repair wires or ground connections.

TEST PROCEDURE:

1. Set a VOM to read battery voltage (12 VDC).

2. Connect the meter test leads across the Wire 56 starter con-

tactor terminal and frame ground.

3. If 12 VDC was indicated, go to Test 12.

Page 7.2-12

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

2. If engine stops when Wire 18 is grounded but will not shut

down with Start-Stop switch, replace the Switch.

TEST 11- TEST STARTER CONTACTOR

DISCUSSION:

3. If engine will not crank when Wire 17 is grounded, replace the

A6060 circuit board.

See "Starter Contactor" on Page 6.3-2. Replace

Starter Contactor if bad.

4. If engine will not stop when Wire 18 is grounded, replace the

A6060 circuit board.

TEST 12- TEST START-STOP SWITCH

TEST 13- CHECK FUEL SUPPLY

DISCUSSION:

Engine cranking and startup are initiated when the

Start-Stop switch is held at "START" to ground Wire

17.

Engine shutdown is normally initiated when the Start-

Stop switch is set to "STOP" to ground Wire 18.

DISCUSSION:

If the engine cranks but won't start, don't overlook the

obvious. The engine won't start without fuel.

TEST PROCEDURE:

Check fuel level.

A defective switch can prevent normal startup or nor-

mal shutdown.

RESULTS:

1. If fuel level is low, replenish fuel supply.

2. If fuel quantity is good, go to Test 14.

TEST 14- CHECK FUEL FILTER

Refer to Section 3.3.

TEST 15- CHECK IGNITION SPARK

Refer to Section 6.4, "ENGINE IGNITION SYSTEM".

TEST 16- CHECK SPARK PLUG

DISCUSSION:

Figure 7. Start-Stop Switch

TEST PROCEDURE:

A badly fouled spark plug can prevent the engine

from starting. A defective spark plug may allow the

engine to be started, but rough operation or an

"engine miss" may be observed.

A commercially available spark tester can be used to

check for ignition spark. When the spark tester is con-

nected in series with the spark plug and its high ten-

sion lead, the cause of an engine miss can be nar-

rowed down to either (a) the ignition system, or (b)

the spark plug or fuel system. Use of the spark tester

is discussed in Test 16.

1. Carefully inspect Wire 0 (Ground) between the Start-Stop

switch and the ground terminal. Repair, reconnect or replace

the wire if necessary.

2. Disconnect Wire 17 from its terminal on the Start-Stop switch.

Connect Wire 17 to a clean frame ground. The engine should

crank.

3. Start the engine, using the Start-Stop switch or by grounding

Wire 17.

TEST PROCEDURE:

Remove the spark plug.

Clean by scraping or wire brushing and by using a

commercial solvent. DO NOT BLAST CLEAN THE

PLUG. Set spark plug gap to 0.030 inch (0.76mm).

Replace spark plug if badly fouled, if ceramic is

cracked, or if damaged.

4. Stop the engine by holding the Start-Stop switch at "STOP". If

engine will not shut down with switch at "STOP", ground Wire

18 to stop engine.

RESULTS:

1. If engine cranks when Wire 17 is grounded, but won't crank

with Start-Stop switch, replace the Start-Stop switch.

Page 7.2-13

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

2. Connect the VOM test leads across the 4-tab connector and

frame ground.

3. Hold the engine Start-Stop switch at "START".

The meter should read battery voltage.

RESULTS:

1. If DC voltage is NOT indicated, go to Test 21.

2. If DC voltage is good, go on to Test 18.

Figure 8. Checking Spark Plug Gap

TEST 18- CHECK IGNITION SENSOR

RESULTS:

1. Clean and regap or replace spark plug as necessary.

DISCUSSION:

2. If spark plug is good but engine will not start, go to Test 3.

Refer to Section 6.4, "ENGINE IGNITION SYSTEM".

3. If spark plug is good but engine misses or runs rough,. go to

Test 23.

TEST PROCEDURE:

See Section 6.4.

RESULTS:

TEST 17- CHECK IGNITION POWER SUPPLY

1. Replace Sensor, if bad.

2. If Sensor checks good, go to Test 19.

DISCUSSION:

During startup, the A6060 circuit board delivers DC

power to the Ignition Module via Wire 14. If the

engine cranks but won't start, one possible cause is

loss of this power supply.

The DC power from the A6060 Circuit Board is deliv-

ered to a 4-tab terminal connector. From that connec-

tor, it is routed to the Ignition Module.

TEST 19- CHECK IGNITION COIL

DISCUSSION:

See Section 6.4, "ENGINE IGNITION SYSTEM".

TEST PROCEDURE:

See Section 6.4.

These components are all housed in the control panel.

RESULTS:

1. Replace Ignition Coil if bad.

2. If coil is good, go to Test 20.

TEST 20- TEST IGNITION MODULE

DISCUSSION:

See Section 6.4, "ENGINE IGNITION SYSTEM".

TEST PROCEDURE:

Refer to Section 6.4.

RESULTS:

Replace Ignition Module if bad.

Figure 9. Ignition Module & 4-Tab Connector

TEST PROCEDURE:

TEST 21 - CHECK A6060 CIRCUIT BOARD

OUTPUT TO WIRE 14

In the control panel, inspect the Wire 14 connections

at the 4-tab connector. Check Wire 14. Check the

power supply as follows:

DISCUSSION:

If the engine cranks when the Start-Stop switch is set

to "START", battery voltage must be available to the

A6060 circuit board.

1. Set a VOM to read battery voltage.

Page 7.2-14

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

If the engine cranks but won't start, it is possible that

TEST 23- CHECK CARBURETION

a failure in the circuit board has occurred and DC

power is not being delivered to the Wire 14 circuit.

DISCUSSION:

This test will determine if circuit board action will deliver

battery voltage to the necessary engine components.

If the engine won't start or if it starts hard and runs

rough, one possible cause of the problem is carburetion.

PROCEDURE:

Set a VOM to read battery voltage. Connect the meter

test leads across Pin J2-9 of the A6060 circuit board

and Pin J2-6 of the circuit board connector (to which

common ground Wire 0 connects). Crank the engine

and the meter should read battery voltage.

Before making a carburetion check, make sure the

fuel tank has an ample supply of clean fresh gasoline

(gasoline fuel systems) or gaseous fuel. The installer

may have installed a gas or gasoline shutoff valve in

the fuel supply system. Make sure all shutoff valves

are open.

RESULTS:

Make sure the automatic choke is working properly

and that the choke closes completely.

If the engine will not start, remove the spark plug and

inspect it. If the plug is WET, look for the following:

• Overchoking.

• Water in fuel.

1. If DC voltage was NOT indicated in Test 17, but IS indicated

now, repair, reconnect or replace Wire 14 between board and

Ignition Module.

2. If no DC voltage in Test 3 but good voltage now, replace Wire

14 between board and fuel pump.

• Excessively rich fuel mixture.

• Intake valve stuck open.

3. If there is no DC output from the circuit board to Wire 14,

replace the A6060 circuit board.

If the spark plug is DRY, look for the following:

• Carburetor gasket(s) leaking.

• Fuel line plugged or shutoff valve not opening.

• Intake valve stuck closed.

• Inoperative fuel pump.

• Clogged fuel filter.

RESULTS:

Adjust or repair carburetor or fuel system as necessary.

TEST 24- CHECK ENGINE

DISCUSSION:

Figure 10. Receptacle J2

An engine that will not start or one that starts hard

and runs rough may be caused by a failure in the

engine's mechanical system.

TEST 22-TEST AUTOMATIC CHOKE

PROCEDURE:

DISCUSSION:

Refer to Section 3.5, "AUTOMATIC CHOKE".

The first step in checking for an engine problem is to

perform a compression check. To check engine com-

pression, proceed as follows:

TEST PROCEDURE:

See Section 3.5.

1. Remove the spark plug.

2. Insert an automotive type compression gauge into the spark

plug hole.

RESULTS:

1. Adjust or repair choke system as necessary.

3. Crank the engine until there is no further in-crease in pressure.

The highest reading obtained is the engine's compression

pressure.

2. !f choke is good, go to Test 23.

(continued)

Page 7.2-15

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

ENGINE COMPRESSION PRESSURE

TEST 27- TEST OIL TEMPERATURE SWITCH

NOMINAL PRESSURE: 60 psi

MINIMUM ALLOWABLE: 55 psi

DISCUSSION:

NOTE: Full compression pressure cannot be

obtained at cranking speeds, due to the action of

a compression release mechanism.

See Section 6.5, "ENGINE SHUTDOWN FEATURES.”

TEST PROCEDURE:

See Section 6.5.

RESULTS:

If compression is poor, look for one or more of the fol-

lowing possible causes:

RESULTS:

NOTE: The generator will shutdown if the 12-pin

connector is disconnected and the circuit breaker

is turned on. In order to perform the running

diagnostic tests, you must jump pin #10 to pin

#11. This will enable the unit to continue to run

with the circuit breaker turned to the “ON” posi-

tion (See Figure 10 on page 7.2-17).

1. Loose cylinder head bolts.

2. Failed cylinder head gasket.

3. Burned valves or valve seals.

4. Insufficient valve clearance.

5. Warped cylinder head.

TEST 28 - DC LINK VOLTAGE TEST

6. Warped valve stem.

1. Disconnect the 12-pin connector from the inverter. Disconnect

the Red-Black-Blue-Green DC Link wires from the inverter.

7. Worn or broken piston ring(s).

8. Worn or damaged cylinder bore.

9. Broken connecting rod.

Note: Cap the DC Link wires with a wire nut for

safety.

2. On units with A6060 circuit board revision “D” or higher soft-

ware, jump pin #10 to pin #11 on the 12-pin cable previously

removed from the inverter. The 12 position cable should be

connected to the 12-pin socket on the generator control panel.

This will enable the generator to run with CB1 turned ON.

TEST 26- TEST OIL PRESSURE SWITCH

DISCUSSION:

See Section 6.5, "ENGINE SHUTDOWN FEATURES.”

3. Turn CB1 to ON position. Start generator. The engine should

run at approximately 3300 rpm.

TEST PROCEDURE:

See Section 6.5.

4. Set VOM to DC. Measure DC Link voltage between the Red

and Blue wires, place Red test lead to red wire and Black test

lead to the Blue wire. DC voltage should be approximately 375

VDC. Measure DC link voltage between the Red wire and

Black wire, place Red test lead to Red wire and Black test lead

to Black wire, DC voltage should read +175 VDC. Measure

DC link voltage between the Blue wire and the Black wire,

place Red test lead to Blue wire and Black test lead to Black

wire. DC voltage should read –175 VDC.

If necessary, connect an external oil pressure gauge

to the oil pressure switch port.

RESULTS:

1. Replace oil pressure switch if it is defective or repair Wire 85

circuit as necessary.

2. If oil pressure is actually low as indicated by the external

gauge, see Section 5.1, "ENGINE OIL SYSTEM".

3. If oil pressure is good and oil pressure switch is good, go to

Test 27.

Page 7.2-16

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

2. On units with A6060 circuit board revision “D” or higher soft-

TEST 29 - 12 POSITION HARNESS

CONTINUITY TEST

ware, jump pin #10 to pin #11 on the 12 position cable previ-

ously removed from the inverter. The 12 position cable should

be connected to the 12 position socket on the generator control

panel. This will enable the generator to run with CB1 turned

ON.

1) Set VOM to measure Resistance.

2. Measure from pin location #1 on one end of the 12 position

harness to pin location #1 on the opposite end of the harness.

A reading of “Continuity” should be measured. Repeat proce-

dure for each pin position on the 12-wire harness. If an open

condition is detected, replace the defective harness as neces-

sary.

3. Turn CB1 to ON position. Start generator. The engine should

run at approximately 3300rpm.

4. Set a DVOM to DC volts. Measure from the free end of the 12

position harness according to the chart below. Connect the

negative and positive test leads as indicated in the chart.

3. If needed, check for continuity on the A6060 circuit board wire

harness in the control panel. This connection is at location J1

on the circuit board. Follow the same procedure as steps 1 and

2 above.

(Note: Fluke 87 true RMS meter used in test.)

5. Set a DVOM to AC volts. Measure the the free end of the 9-

Wire harness according to the chart below. Connect the nega-

tive and positive test leads as indicated in the chart.

TEST 30

12 POSITION HARNESS SIGNALS TEST

ASSUMPTION:

• Engine runs

• Inverter not connected

TEST PROCEDURE:

1. Disconnect the 12-wire cable from the inverter. Disconnect the

Red-Black-Blue-Green DC Link wires from the inverter.

Note: Cap the DC Link wires with a wire nut for

safety.

Figure 10 Free End of 12 Position Harness

Test With DVOM

Set At DC Volts

Connect negative lead to: Connect positive lead to: Reading should be:

Inverter Signals Ground

Inverter Signal

Pin 9 (0 v)

Pin 2 (En/Com)

Pin 9 (0 v)

Pin 2 (En/Com)

Pin 1 (PWM1)

Pin 3 (PWM2)

Pin 10 (TEMP)

Pin 4 (Wire #14)

< 0.10 vdc

2.5 v 0.15 vdc

5.0 v 0.1 vdc

12 v 1.0 vdc

Inverter Signal

Temperature Voltage

Inverter Fan Voltage

Pin 9 (0 v)

Shield Wire

Test for Ground

Pin 12 (SHIELD)

Pin 4 (Wire #14)

12 v 1.0 vdc

Test With DVOM

Set At AC Volts

Connect negative lead to: Connect positive lead to: Reading should be:

Inverter Signal

Pin 2 (En/Com)

Pin 1 (PWM1)

Pin 3 (PWM2)

2.5 v 2.0 vac*

* Tolerance is large because readings will vary,

depending on type of meter used.

Page 7.2-17

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

TEST 31 - STATIC TESTS ON INVERTER

STATOR TESTS

ASSUMPTION:

• Inverter not connected to generator.

TEST 32 - POWER SUPPLY WINDING TEST

• Inverter has been disconnected for at least 5 min-

utes from running genset to allow capacitors to dis-

charge.

1. Disconnect the 12 position cable from the inverter.

2. Start the unit with CB1 in the OFF position.

3. Set a VOM to measure AC. Measure voltage across Pin #6

and Pin #7. The power supply voltage should be approximately

25-30 VAC at approximately 2700 rpm.

TEST PROCEDURE:

1. Set a DVOM to DIODE RANGE. Measure the 12 position con-

nector on the inverter according to the chart below. Connect

the negative and positive test leads as indicated in the chart.

4. Turn CB1 to the ON position.

2. Set a DVOM to RESISTANCE RANGE. Measure the 12 position

connector on the inverter according to the chart below. Connect

the negative and positive test leads as indicated in the chart.

5. Voltage across the floating power supply should be approxi-

mately 30 to 34VAC at approximately 3400rpm.

6. If results are lower, there is a possible stator problem. Proceed

to Test 34.

TEST 33 - TIMING WINDING TEST

1. Disconnect the timing winding from receptacle J5 on the A6060

circuit board (orange and grey wires).

2. Disconnect the 12 position harness from the inverter.

3. Two jumper wires with alligator clips are required.

4. Attach a jumper from Wire #15 (located at the fuse holder) to

Wire #14 (located at the four tab terminal block in the control

panel). This will enable fuel and ignition functions.

Figure 11. 12 Position Connector on Inverter

1. Test With DVOM

Set At Diode Range

Connect negative lead to: Connect positive lead to: Reading should be:

Signal Circuit

Pin 2 (En/Com)

Pin 1 (PWM1)

Pin 3 (PWM2)

1.25 to 1.5 v

Signal Circuit

2. Test With DVOM

Set At Resistance Range Connect negative lead to: Connect positive lead to: Reading should be:

Temperature Circuit

Pin 9 (0 V)

Pin 10 (TEMP)

*10 kOhm @ 25°C

500 Ohms

Sense Circuit

Pin 9 (0 V)

Pin 11 (SENSE)

20 kOhm 200 Ohm

*NTC thermistor; if inverter is hot, resistance may be several kOhm lower. If inverter is cold, resistance

may be several kOhm higher

3. Test With DVOM

Set At AC Volts

Connect negative lead to: Connect positive lead to: Reading should be:

Pin 9 (0 V) Pin 4 (Wire #14) See Note

Fan Test

NOTE: Use a ballpoint pen or small screwdriver to spin the blades of the inverter-cooling fan.

Momentarily, observe a reading of 10 - 30 mV.

Page 7.2-18

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

5. Momentarily jump Wire #15 (located at the fuse holder) to Wire

4. Instal paper clips in connector to use as a test point.

5. Set a VOM to the DIODE test range.

#56 (located at the Starter Contactor). This will initiate cranking

of the engine. The generator will start, but the throttle will need

to be controlled manually. Hold the throttle at about a half load

setting.

6. Attach the negative test lead of the VOM to the Red Wire and

the positive test lead to the Blue Wire.

7. The voltage measured across the Bridge Rectifier should be

approximately 1.000 VDC. Any voltage reading higher or lower

indicates a defective diode assembly. Disassemble the Bridge

Rectifier and test each diode individually.

6. Set a VOM to measure AC. Measure the AC voltage at the tim-

ing winding connector (orange and grey wires). The voltage

should be between 15 and 20 VAC.

7. If results are lower, there is a possible stator problem. Proceed

to Test 34.

TEST 36 - AC POWER WINDING TEST

AC1/AC2/SL1/SL2

TEST 34 -STATOR RESISTANCE VALUES

1. Turn CB1 to the OFF position.

2. Set a VOM to measure AC Volts.

Refer to Part 1, Section 1.4 and 1.5 for test procedures.

AC1 to AC2 ................................................. 0.414 to 0.465 ohms

SL1 to SL2................................................... 0.414 to 0.465 ohms

#55 to #66 ................................................... 0.095 to .108 ohms

#55 to #77 ................................................... 0.095 to 0.108 ohms

TIM1 to TIM2............................................... 0.102 to 0.116 ohms

PS1 to PS2.................................................. 0.206 to 0.227 ohms

3. Connect one test lead to the bottom Grey wire (AC1) on CB1.

Connect the other test lead to the Yellow wire (AC2) located on

the Bridge Rectifier.

4. Start the generator.

5. The measured AC voltage reading should be approximately

187 VAC.

6. Connect one test lead to the bottom Orange Wire (SL1) on

CB1. Connect the other test lead to the Brown wire (SL2) locat-

ed on the Bridge Rectifier.

TEST 35 - BRIDGE RECTIFIER TEST

1. Disconnect the Red-Black-Blue-Green DC Link wires from

either the connection in the control panel or at the inverter.

Isolate the DC Link wires.

7. Start the generator.

8. The measured AC voltage reading should be approximately

187 VAC.

2. Turn CB1 to the OFF position.

9. If a lower voltage is measured, proceed to Test 34.

3. Disconnect the 3-pin connector at J4 on the A6060 circuit

board.

Page 7.2-19

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Section 7.2

ENGINE DC CONTROL SYSTEM / AC TROUBLESHOOTING

Page 7.2-20

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PAGE

8-1

TITLE

General Specifications

PART 8

SPECIFICATIONS

AND CHARTS

8-1

Nominal Resistances of

Generator Windings

8-2

8-3

Electrical Schematic

Wiring Diagram

8-4 to 8-8 Engine Specifications

COMPUTER

CONTROLLED

VARIABLE

8-9

Engine Torque Specifications

8-10

Major Features and Dimensions

SPEED RV

GENERATORS

Series Impact 36 Plus

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NOTES

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Part 8

SPECIFICATIONS & CHARTS

TYPE

Impact 36 G

Impact 36 LP

MODEL

0940

0941

TYPE OF ROTOR

RATED WATTS

RATED VOLTS

PHASE

Permanent Magnet Type

3600

115

3400

115

1-Phase

30.0

1-Phase

28.3

RATED MAXIMUM

LOAD AMPERES

RATED FREQUENCY

60 Hz

OPERATING SPEED

(See NOTE 1)

Variable

ENGINE MODEL

TYPE OF ENGINE

FUEL SYSTEM

COOLING SYSTEM

OIL SYSTEM

GV-220

Vertical Shaft

Gasoline

Vertical Shaft

LP Gas

Air-Cooled

Pressure

Air-Cooled

Pressure

OIL PUMP

Trochoid Type

AIR CLEANER

Paper element

w/foam pre-cleaner

STARTER

12 VDC electric

Solid State

12 VDC electric

Solid State

IGNITION SYSTEM

SPARK PLUG

Champion RC12YC

(or equivalent)

Champion RC12YC

(or equivalent)

SPARK PLUG GAP

0.030 inch

(0.76mm)

0.030 inch

(0.76mm)

NOTE 1: Engine speed will vary between approximately 2400-4000 rpm, depending on the load and load voltage.

NOMINAL RESISTANCES OF GENERATOR WINDINGS

Stator Power Phase Windings

Stator Timing Winding

Lead AC1 .................................0.414 to 0.465 ohm

Lead AC2 .................................0.414 to 0.465 ohm

Lead SL1..................................0.414 to 0.465 ohm

Lead SL2..................................0.414 to 0.465 ohm

Lead TIM1 (orange)

to TIM2 (grey)...........................0.102 to 0.116 ohm

Stator Battery Charge Windings

Lead 55 to 77 ...........................0.095 to 0.108 ohm

Lead 55 to 66 ...........................0.095 to 0.108 ohm

Stator Power Phase Winding

Lead PS1 .................................0.206 to 0.227 ohm

ENGINE SPEEDS AND VOLTAGE SPECIFICATIONS

Listed below are normal running voltages, load voltages, engine speeds and frequency ranges.

LOAD %

VOLTAGE (VAC)

121-112

FREQUENCY (Hz)

61-59

ENGINE SPEED (rpm)

2800-2400

100

120-109

61-59

3500-3000

120-109

61-59

4000-3500

Page 8-1

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Part 8

SPECIFICATIONS & CHARTS

ELECTRICAL SCHEMATIC (DRAWING NO. 0D4947-B)

1 OF 2

CUSTOMER SUPPLIED

BATTERY

SW2

14A

REMOTE

PANEL

(LP ONLY)

CONNECTOR

START

SW1

STOP

18 14 17

HTO

LOP

SP1

15A

BCR

BATTERY CHARGE WINDING

STOP

START

SL1

SL2

POWER

WINDING

AC2

TIMING

POWER SUPPLY

TIM1

AC1

TIM2

PS1

PS2

CB1

REMOTEE PANEELL

(OPTIONAL)

GRN

RED

BLU

BR1

BR2

BR3

BR4

RED

BLK

BLU

INV

GRN

1 2

SHIELD

SENSE

TEMP

FAN-

FAN+

PWM2

RTN

PWM1

PCB1

WHITE

GRN

BLK

RED

BLU

120V

CUSTOMER AC CONNECTION

Page 8-2

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Part 8

SPECIFICATIONS & CHARTS

WIRING DIAGRAM (DRAWING NO. 0D4947-B)

2 OF 2

CUSTOMER

SUPPLIED

REMOTE

PANEL

CONNECTOR

12V

BATTERY

RED

BLK

RED

BLK

VIO

HTO

GRD

SHLD

LOP

BLK

GRN

RED

SP1

17 ORG

SW2

ORG

VIO

14A

BRN

RED

WHT

18 VIO

GENERATOR CONTROL

SW1

RED

BLK

RED

DK BLU

GRN

RED

GRN

VIO

14 14

RED

GRD

BLK

15A

PCB1

RED

PWM1

BLK

RTN

PWM2

WHT

RED

FAN+

FAN-

GRN

RED/BLK

TEMP

SENSE

SHIELD

BLU

ORG

SHLD

BLK RED

BLK

RED

(LP ONLY)

FAN

+DC BUS

RED

BLUE

BLK

BLU

RTN

BLK RED

BR1

-DC BUS

EARTH

GRN

CB1A

BR2

ORG

J8-1

J8-2

GRN

J11-7

J11-4

J11-3

J11-2

J11-1

J11-6

J11-5

PWM1

RTN

PWM2

FAN+

BR3

BR4

GRY

CB1B

10A

FAN-

TEMP

RED

INVERTER

CONTROL

SENSE

SHIELD

PS2

PS1

BLK

YEL

ORG RED

BRN

BCR

J10

GRY

BRN

BLK

IND

CHASSIS AC

INVERTER

NEUTRAL CONNECTION

BY CUSTOMER

STATOR

CUSTOMER

AC CONNECTION

GREEN BLACK

WHITE

LEGEND

BCR - BATTERY CHARGE RECTIFIER

BR1 - BRIDGE RECTIFIER

BR2 - BRIDGE RECTIFIER

BR3 - BRIDGE RECTIFIER

BR4 - BRIDGE RECTIFIER

IND - INDUCTOR ASSEMBLY

IM - IGNITION MODULE

IS - IGNITION SENSOR

L1 - LIGHT, RUN (OPTIONAL)

LOP - SWITCH, LOW OIL PRESSURE

(CLOSES ON LOW PRESSURE)

ENGINE GENERATOR

CB1 - CIRCUIT BREAKER, 10A, 2-POLE

CC - CHOKE COIL

- STEPPER MOTOR THROTTLE CONTROL

PCB1- CONTROL CIRCUIT BOARD

R1 - 1 OHM, 50 WATTS

SC - STARTER CONTACTOR

SM - STARTER MOTOR

SW1 - SWITCH, START/STOP

SW2 - SWITCH, FUEL PUMP PRIME

SP1 - SPARK PLUG

- LUG, BARREL

TC - TERMINAL, CONNECTOR 4 TAB

TB - TERMINAL BLOCK

CH - CHOKE HEATER

F1 - FUSE

FP - FUEL PUMP ON GASOLINE

SHUT-OFF VALVE ON L/P

INV - INVERTER BOX

HM - HOUR METER

HTO - SWITCH, HIGH TEMPERATURE OIL

(CLOSES ON HIGH TEMPERATURE)

IC - IGNITION COIL

Page 8-3

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Part 8

SPECIFICATIONS & CHARTS

GENERAL SPECIFICATIONS

MODEL

GV-220

BORE

STROKE

DISPLACEMENT

OIL CAPACITY

W/O FILTER CHANGE

WITH FILTER CHANGE

2.95 inches (75mm)

1.93 inches (49mm)

216.5cc

21 ounces (620ml)

29.5 ounces (870 ml)

VALVE TRAIN

MODEL

GV-220

VALVE SEAT WIDTH:

DESIGN WIDTH

VALVE SEAT ANGLE

VALVE MARGIN:

DESIGN MARGIN

0.034-0.044 inch (0.87-1.13mm)

45 degrees

0.034-0.044 inch

(0.87-1.13mm)

INTAKE VALVE STEM

DIAMETER:

DESIGN DIAMETER

0.274-0.275 inch

(6.965-6.980mm)

EXHAUST VALVE STEM

DIAMETER:

DESIGN DIAMETER

0.273-0.274 inch

6.965-6.980mm)

TAPPET DIAMETER

INTAKE AND EXHAUST:

DESIGN DIAMETER

0.293-0.294 inch

(7.457-7.475mm)

VALVE SPRINGS:

FREE LENGTH

2.074 inch (52.69mm)

FORCE REQUIRED TO

COMPRESS SPRING

TO 1.39 INCH (35.2mm)

19.8-21.8 pounds

(9.0-9.9kg)

VALVE CLEARANCE:

INTAKE

0.001-0.0022 inch

(0.03O.056mm)

0.0018-0.003 in.

(0.07-0.046mm)

EXHAUST

VALVE GUIDES:

DESIGN DIAMETER

0.237-0.2364 inch

(6.02-6.005mm)

CRANKSHAFT END PLAY

ALLOWABLE

END PLAY

0.006-0.023 inch

(0.14-0.60mm)

Page 8-4

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Part 8

SPECIFICATIONS & CHARTS

CRANKCASE ASSEMBLY

MODEL

GV-220

CYLINDER BORE:

DESIGN DIAMETER

2.953-2.954 inch

(75.000-75.025mm)

VALVE TAPPET BORE:

DESIGN DIAMETER

0.295-0.296 inch

(7.494-7.520mm)

CRANKSHAFT SLEEVE

BEARING:

DESIGN DIAMETER

*(WHERE APPLICABLE)

GOVERNOR ARM

BORE:

1.104-1.106 inch

(28.044-28.099mm)

DESIGN DIAMETER

0.239-0.240 inch

(6.07-6.10mm)

CAMSHAFT BEARING:

DESIGN DIAMETER

1.024-1.025 inch

(26.00-26.03mm)

GOVERNOR ARM

DIAMETER:

DESIGN DIAMETER:

0.235-0.237 inch

(5.97-6.03mm)

*Later model small frame GN engines have no crankshaft sleeve bearing.

CRANKCASE COVER ASSEMBLY

MODEL

GV-220

CRANKSHAFT BEARING

BORE:

DESIGN DIAMETER

1.104-1.105 inch

(28.040-28.065mm)

CAMSHAFT BEARING

BORE:

DESIGN DIAMETER

1.299-1.300 inch

(33.00-33.03mm)

GOVERNOR GEAR

SHAFT DIAMETER

0.236-0.237 inch

(6.004-6.012mm)

OIL PUMP INNER ROTOR

SHAFT DIAMETER:

DESIGN DIAMETER

0.353-0.354 inch

(8.969-8.987mm)

Page 8-5

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Part 8

SPECIFICATIONS & CHARTS

CRANKSHAFT

MODEL

GV-220

CRANKPIN DIAMETER:

DESIGN DIAMETER

1.180-1.181 inch

(29.99-30.01mm)

CRANKSHAFT

MAIN BEARING

(FLYWHEEL END):

DESIGN DIAMETER

1.102-1.103 inch

(28.000-28.012mm)

CRANKSHAFT

MAIN BEARING

(PTO END):

DESIGN DIAMETER

1.102-1.103 inch

(28.000-28.012mm)

CONNECTING ROD ASSEMBLY

MODEL

GV-220

LARGE END

INSIDE DIAMETER:

DESIGN DIAMETER

1.183-1.184 inch

(30.06-30.07mm)

SMALL END

INSIDE DIAMETER:

DESIGN DIAMETER

2.196-2.213 inch

(55.8-56.2mm)

PISTON PIN LENGTH:

DESIGN DIAMETER

1.102-1.103 inch

(28.000-28.012mm)

PISTON PIN

OUTSIDE DIAMETER:

DESIGN DIAMETER

0.708-0.709 inch

(17.989-18.000mm)

PISTON

MODEL

GV-220

PISTON MAJOR

DIAMETER:

DESIGN DIAMETER

2.753-2.754 inch

(69.939-69.959mm)

PISTON MINOR

DIAMETER:

DESIGN DIAMETER

2.747-2.748 inch

(69.789-69.809mm)

Page 8-6

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Part 8

SPECIFICATIONS & CHARTS

PISTON (CONTINUED)

MODEL

GV-220

WRIST PIN BORE

DIAMETER:

DESIGN DIAMETER

0.708-0.709 inch

(18.000-18.011mm)

TOP RING GROOVE

WIDTH:

DESIGN WIDTH

0.059-0.061 inch

(1.52-1.54mm)

SECOND RING

GROOVE WIDTH:

DESIGN WIDTH

0.059-0.061 inch

(1.52-1.54mm)

OIL CONTROL RING

GROOVE WIDTH:

DESIGN WIDTH

0.118-0.119 inch

(3.01-3.03mm)

TOP RING WIDTH:

DESIGN WIDTH

0.057-0.059 inch

(1.47-1.49mm)

TOP RING END GAP: *

DESIGN END GAP

0.005-0.016 inch

(0.15-0.40mm)

SECOND RING WIDTH:

DESIGN WIDTH

0.057-0.059 inch

( 1.465-1.490mm)

SECOND RING END GAP: *

DESIGN END GAP

0.006-0.016 inch

(0.15-0.40mm)

OIL CONTROL RING

WIDTH:

DESIGN WIDTH

0.111-0.118 inch

(2.825-3.003mm)

OIL CONTROL RING

END GAP: *

DESIGN END GAP

0.015-0.055 inch

( 0.38-1.40mm)

*NOTE 1: Measure end gap with ring pushed down in cylinder to depth of 2.75 inches

Page 8-7

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Part 8

SPECIFICATIONS & CHARTS

CAMSHAFT ASSEMBLY

MODEL

GV-220

MAIN CAMSHAFT

BEARING DIAMETER

(FLYWHEEL END):

DESIGN DIAMETER

1.022-1.023 inch

(25.96-25.98mm)

MAIN CAMSHAFT

BEARING DIAMETER

(PTO END):

DESIGN DIAMETER

1.297-1.298 inch

(32.96-32.98mm)

CAM LIFT:

DESIGN LIFT

0.210-0.212 inch

(5.34-5.38mm)

BASE CIRCLE

DIAMETER OF CAM:

DESIGN DIAMETER

0.978-0.990 inch

(24.85-25.15mm)

COMPRESSION

RELEASE LIFT

(MEASURED AT TAPPET):

DESIGN LIFT

0.027-0.055 inch

(0.70-1.40mm)

OIL PUMP

MODEL

GV-220

PUMP TIP CLEARANCE *:

DESIGN CLEARANCE

0.0000-0.0010 inch

(0.000-0.025mm)

INNER ROTOR BORE:

DESIGN BORE

0.354-0.355 inch

(9.000-9.019mm)

INNER ROTOR THICKNESS:

DESIGN THICKNESS

0.312-0.315 inch

(7.95-8.00mm)

OUTER ROTOR

OUTSIDE DIAMETER:

DESIGN DIAMETER

1.296-1.297 inch

(32.92-32.95mm)

OUTER ROTOR

THICKNESS:

DESIGN THICKNESS

0.314-0.316 inch

(8.000-8.025mm)

*NOTE 2: Measure pump tip clearance on shaft in crankcase cover.

Page 8-8

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Part 8

SPECIFICATIONS & CHARTS

OIL PUMP (CONTINUED)

MODEL

GV-220

OIL PRESSURE RELIEF

VALVE SPRING: Force

required to compress

spring to 1.035 inch

(26.3mm)

0.85-0.95 pounds

(0.39-0.43kg)

COMPRESSION PRESSURE

TORQUE SPECIFICATIONS

MODEL

WHILE CRANKING

(COLD ENGINE)

GV-220

60 psi min.

MODEL

GV-220

Rocker Cover Screws

4 ft-lbs (48 in-lbs)

Rocker Arm Jam Nut

Cylinder Head Bolts

Connecting Rod Bolts

Flywheel Nut

14.5 ft-lbs (174 in-lbs)

22 ft-lbs (264 in-lbs)

10 ft-lbs (120 in-lbs)

75 ft-lbs (900 in-lbs)

18 ft-lbs (216 in-lbs)

5 ft-lbs (60 in-lbs)

Crankcase Cover Bolts

Ignition Coil Bolts

Spark Plug

13 ft-lbs (156 in-lbs)

5 ft-lbs (60 in-lbs)

Rewind Starter Screws

Starter Motor Bolts

Intake Manifold Screws

18 ft-lbs (216 in-lbs)

4 ft-lbs (50 in-lbs)

Carburetor to Intake

Manifold

3.3 ft-lbs (40 in-lbs)

Air Cleaner Box

(to Carburetor)

4 ft-lbs (50 in-lbs)

7 ft-lbs (84 in-lbs)

Blower Housing Screws

Upper and Lower Shroud

Screws

4 ft-lbs (48 in-lbs)

Governor Lever Clamp

Bolt

5.8 ft-lbs (70 in-lbs)

9 ft-lbs (108 in-lbs)

Page 8-9

Oil Filter Adapter Bolts

Low Oil Switch

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Part 8

SPECIFICATIONS & CHARTS

MAJOR FEATURES AND DIMENSIONS

GENERATOR

Page 8-10

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Part 8

SPECIFICATIONS & CHARTS

MAJOR FEATURES AND DIMENSIONS

INVERTER

Page 8-11

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