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Product: GAS ENGINE
Model: G3306 GAS ENGINE 68D
Configuration: G333C OR 3306 ENGINE 68D0000!"P
Testing and Adjusting
G333C ENGINE
Media Number -REG00797-01 Publiati!n "ate -01#0$#1971 "ate %&dated -10#10#$001
Testing And Adjusting
Problem Solving
Index
1. Engine Fails to Start
2. Misfiring
3. Stalls at Low Speed
4. Erratic Engine Operation
5. Lack of Power
6. Excessie !i"ration
7. !ale #rain $licking %oise
8. Oil in $oolant
. Mec&anical 'nock
1!. Excessie (as $ons)mption
11. Lo)d !ale #rain %oise
12. Little *ocker +rm Moement and Excessie !ale Las&
13. !ale *otocoil or Spring *etainer Free
14. Slo""er
15. !ale Las& $lose,)p
16. Premat)re Engine Wear
17. $oolant in Engine L)"ricating Oil
18. Low Engine Oil Press)re
1. -ig& L)"ricating Oil $ons)mption
2!. +"normal Engine $oolant #emperat)re
21. Starting Motor Fails to $rank
22. +lternator or (enerator Fails to $&arge
23. +lternator or (enerator $&arging *ate Low or )nstead./
24. +lternator or (enerator $&arging *ate Excessie
25. %ois. +lternator or (enerator
26. S&ort Spark Pl)g Life
27. Pre,0gnition
28. S)rging
2. 1etonation
3!. (as S)ppl. Line Solenoid !ale Fails to $lose
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31. 0nstr)ment Panel (a)ge Switc&es Fail to Stop Engine
32. 0nstr)ment Panel (a)ge Switc&es Preent Engine Start
33. Oerspeed $ontactor Switc& Fails to Signal S&)toff
34. Oerspeed $ontactor Switc& Signals S&)toff at Low Speed
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Gas, Air Induction And Exhaust Systems
Restriction Of Air Inlet And Exhaust
Engine horsepower and efficiency will be reduced if either the air inlet or exhaust system becomes
restricted.
The air cleaner should not restrict air flow more than 30 in. (762 mm of water difference in pressure.
Exhaust bac! pressure (pressure difference measured between the turbocharger outlet elbow tap and ambient
air should be no more than "# in. (3$" mm of water. %ac! pressure for naturally aspirated engines& should
be 2# in. (63# mm of water& measured between exhaust outlet and ambient air.
Crankcase Pressure
'ran!case pressure (difference from ambient abo(e 3 in. (76&2 mm of water is excessi(e and can be a
result of combustion gas lea!ing past bro!en or damaged pistons and)or piston rings. This condition will
usually be accompanied by irregular engine operation and excess fumes from cran!case breather opening.
This condition can cause the breather element to become restricted in an unusually short time. *n addition&
excessi(e pressure can cause engine oil to lea! past gas!ets and seals that would function properly under
normal conditions.
Compression
*rregular (rough engine operation can be caused by improperly ad+usted or lea!y (al(es. ,perate the engine
at -./ which ma!es the malfunction most pronounced. 0 non1firing or low compression cylinder can be
located by remo(ing spar! plug wires one at a time. 'ontinue this until a remo(ed wire ma!es little or no
difference in the engine operation. This same test can also indicate faulty spar! plugs so further chec!ing of
the cylinder is necessary.
The preceding test is merely a 2uic! means of pinpointing the source of cylinder compression loss. -emo(al
of the head and (isual inspection of the (al(es and seats is necessary to chec! for minor (al(e defects which
do not ha(e much effect on engine operation. This is usually done during general engine reconditioning.
The following procedure pro(ides a more complete chec! of the sealing ability of the indi(idual (al(es
without remo(ing the cylinder head3
1 -emo(e the spar! plug& lea(ing the spar! plug adapter in place.
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2. Adapt an air hose to the spark plug adapter. This can be done with either a threaded fitting or by holding a
rubber adapter in place.
3. Rotate the crankshaft until the piston in the suspected cylinder is at top center (TC) on the compression
stroke. In this position the valves of the cylinder are closed.
4. orce air into the cylinder and then check for escaping air. Air escaping from the e!haust opening
indicates e!haust valve leakage. Air escaping from the air cleaner inlet indicates inlet valve leakage. If air
escapes from the crankcase breather during this test" the piston" rings and#or liner can be at fault.
$n turbocharged engines" it may be necessary to remove inlet and outlet connections on both sides of
turbocharger to notice leakage.
Performance Evaluation Turbocharged Engines
%hen an engine is suspected of lacking power" it is sometimes desirable to make a &uick instrument check
to determine the appro!imate horsepower.
The '()**+ Instrument ,roup provides a means to make this &uick check. This group contains an
instantaneous reading tachometer and a gauge for reading inlet manifold pressure. Instructions (-.'.'')
included with this group" e!plain the testing procedure.
'()**+ I/(TR01-/T ,R$02
345id. 64'()778 1anifold 2ressure ,auge. +4 2ressure tap fitting. '4'()776 9ifferential 2ressure ,auges. *4'()773 Tachometer.
)4:ero ad;ustment screws. 84<168'+ ,auge.
(atisfactory evaluation from the instruments and test procedure is dependent upon the engine operating
ad;ustments being correct.
=y checking inlet manifold pressure" and comparing that pressure with the RAC> (-TTI/,
I/$R1ATI$/" determination can be made if an engine is operating efficiently. This test should be used if
engine horsepower seems to be too low" yet no specific symptom of engine trouble is apparent.
Line Pressure Regulator
A line pressure regulator is re&uired if the engine is turbocharged" or if the fuel supply pressure is
e!ceptionally high.
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CHECKING LINE PRESSURE REGULATOR ADJUSTMENT (Schematic Diagram for Tr!ocharge" E#gi#e$
A%Po&iti'e (re&&re "iffere#tia)* +%,ottom (ort* -% A".&tme#t &cre/* 0%Ga& &(()1 at car!retor* 2% 3ater ma#ometer* 4%5a)'e*
1. Li#e (re&&re reg)ator a".&tme#t ca# !e chec6e" /ith either the 2S7440 I#&trme#t Gro( or a /ater
ma#ometer /hi)e e#gi#e i& r##i#g*
2. Attach o#e e#" of a /ater ma#ometer (2$ to the ga& &(()1 at car!retor (0$* O# tr!ocharge" e#gi#e&8
attach the other e#" of the ma#ometer to the !ottom (ort (+$ of the )i#e (re&&re reg)ator a& &ho/#8 to
mea&re the (re&&re "iffere#tia) (A$* O# #atra))1 a&(irate" e#gi#e&8 attach the ma#ometer o#)1 at (0$ a#"
)ea'e the other e#" o(e# to the atmo&(here*
3. Remo'e the ca( a#" tr# &cre/ (-$ #ti) the 'a)e (A$ i& /ithi# the &(ecifie" ra#ge* Natra) Ga&9 4+:- i#*
(+0;8< mm$= Pro(a#e9 + i#* #egati'e (-482 mm$*
NOTE: The 'a)'e (4$ &ho)" !e c)o&e" !efore the e#gi#e i& &to((e"* Thi& /i)) (re'e#t the ma#ometer f)i"
from !ei#g "ra/# i#to the i#)et of the car!retor (0$*
Cylinder Head
Too)& re>ire" to remo'e 'a)'e &eat i#&ert& are i# the ;S0?@? 5a)'e I#&ert P))er Gro(*
5a)'e remo'a) a#" i#&ta))atio# i& ea&ier /ith &e of 4S+00? 5a)'e S(ri#g Com(re&&or A&&em!)1 a#"
4S+0-- 5a)'e Kee(er I#&erter*
Too)& re>ire" to i#&ta)) 'a)'e gi"e& are9 <S@@4@ Dri'er ,&hi#g a#" <S@@4; Dri'er* The co#ter!ore i#
the "ri'er !&hi#g mate& /ith the co#ter!ore i# the c1)i#"er hea" to )imit "ri'i#g the gi"e*
U&e a# @S<--< 3re#ch to remo'e a#" i#&ta)) the &(ar6 ()g a"a(ter&* Coat !ore i# hea" a#" &ea) /ith )i>i"
&oa(* Coat threa"& /ith ;M0<+? A#ti%SeiAe Com(o#"*
Valve Clearance Setting
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Carburetor
Carburetor and governor linkage adjustments are covered in the topic GOVERNOR.
Turn power miture adjustment !"# to center between $R$ !rich# and $%$ !lean#. &ake 'uel miture
adjustments b( changing the gas pressure 'rom the line pressure regulator.
C)R*+RETOR ),-+.T&ENT.
/0Throttle stop screw. "01ower miture adjustment. 2 03dle adjustment screw.
Turn idle adjustment screw !2# 'our 'ull turns open !'rom the closed position#.
Turn throttle stop screw !/# to obtain desired idle speed. The recommended low idle is 45607/6 R1& !/"660
/"46 R1& when used with electric sets#.
Differential Pressure Regulator
The regulator has two ."4 in. !789 mm# spacers !2# 'or altitude adjustment. *oth spacers should be used 'or
operation up to /466 'eet !94:8" m# altitude. Remove one 'or operating between /466 and 9666 'eet !94:8"0
/"/58" m#. ) slight amount o' adjustment can be made b( adding or removing shims !5#. The regulator
assembl( bolts should be sealed at assembl(.
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REGULATOR
1-Measurements for testing regulator. 2-Pressure sensing port connection. 3-pacers. !-"#pass $al$e. %-"reat&er location. '-
"#pass passage. ( -Tur)ine &ousing. *-+iap&ragm. ,-&ims.
To test t&e regulator -it& )ot& spacers .3/ in place0 an1 atmosp&eric pressure in spring compartment0 appl#
'.'%-(.22 .20!(-20%1 3g4cm
2
/ to pressure c&am)er t&roug& connection .2/. Measurement at .1/ s&oul1 )e
2.*,3 in. .(3.!* mm/.
NOTE: 5nformation in 6orm 6E23!'12 s&o-s e7uipment for testing an1 a18usting t&is regulator.
Governor
NOTICE
Only competent personnel should attempt to adjust the low and high
idle RP! The low and high idle RP settings "or this engine are listed
in the R#C$ %ETTING IN&OR#TION!
Engine RPM s&oul1 )e c&ec3e1 -it& a ,M!(* tac&ometer. "e sure t&e lin3age is a18uste1 correctl# )efore
ma3ing an# go$ernor a18ustments.
'in(age #djustment
)! 9lamp t&e car)uretor le$er .1/ on t&e car)uretor t&rottle s&aft at angle in1icate1 -&en t&e t&rottle plate is
close1.
*! +rill 14* in. t&ru s&aft an1 le$er an1 pin to s&aft.
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+! A18ust t&e lengt& of lin3age ro1 .3/ so t&e angles at car)uretor le$er .1/ an1 go$ernor le$er .2/ are
maintaine1.
NOTE: Go$ernor le$er in s&utoff position an1 t&rottle plate close1.
L5;@AGE A+AUTME;T .Later T#pe/ +imensions in inc&es .mm/
1-9ar)uretor le$er. 2-Go$ernor le$er. 3-Lin3age ro1.
L5;@AGE A+AUTME;T .Earlier T#pe/ +imensions in inc&es .mm/
1-9ar)uretor le$er. 2-Go$ernor le$er. 3-Lin3age ro1.
,igh Idle #djustment
,M!(* Tac&ometer
Big& i1le RPM can )e a18uste1 )# remo$ing t&e go$ernor rear co$er .1/0 an1 turning t&e &ig& i1le a18usting
scre- .2/. Turning a18usting scre- in a cloc3-ise 1irection -ill 1ecrease t&e i1le RPM. T&e retainer &ole in
t&e co$er is s&ape1 to pre$ent t&e scre- from turning0 after t&e a18ustment &as )een ma1e.
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GOCER;OR A+AUTME;T
1-Big& i1le a18usting scre-. 2-9o$er.
After setting t&e i1le RPM0 mo$e t&e go$ernor control le$er to c&ange t&e engine RPM. Return it to t&e i1le
position an1 rec&ec3 t&e i1le RPM. Repeat t&e a18ustment proce1ure until t&e specifie1 i1le RPM is
o)taine1.
Lo- i1le spee1 a18ustment is ma1e at t&e car)uretor.
Cooling System
T&e engine &as a pressuriDe1 cooling s#stem. PressuriDing t&e cooling s#stem ser$es t-o purposes. 6irst0 it
permits safe operation at coolant temperature &ig&er t&an t&e normal )oiling pointE t&ere)#0 pro$i1ing a
margin of cooling for t&ose intermittent pea3 loa1s. econ1l#0 it pre$ents ca$itation in t&e -ater pump an1
re1uces t&e possi)ilit# of air or steam poc3ets forming in t&e coolant passages.
Man# times0 o$er&eating of t&e engine is cause1 )# failure to ma3e simple s#stematic inspections. Cisual
inspections s&oul1 )e ma1e )efore instrumentation testing.
Visual Inspection
1. 9&ec3 coolant le$el.
2. 5nspect for lea3s in t&e s#stem.
3. 5nspect t&e ra1iator fins. "e certain t&e air flo- t&roug& t&e ra1iator is not restricte1 )# tras& or )ent
ra1iator fins.
4. 9&ec3 fan )elts.
5. 9&ec3 for 1amage1 fan )la1es.
6. O)ser$e if t&ere is an# air or com)ustion gas in t&e cooling s#stem.
7. 9&ec3 to see t&at t&e eFpansion tan30 &eat eFc&anger or ra1iator cap sealing surfaces are clean.
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Testing Cooling System
Remember that temperature and pressure go hand-in-hand and neither one can be tested logically without
considering the other. For example, the effect of pressurization and altitude on the boiling point of water is
shown in the chart.
Temperature Gauge
2F7112 hermometer!"#$72 "ushing.
%f o&erheating and loss of coolant is a problem, a pressure loss in the system could be the cause. %f an
o&erheating condition is indicated on the temperature gauge and loss of coolant is not e&ident, chec' the
accuracy of the temperature gauge. (a'e this chec' by installing a 2F7112 hermometer )using a !"#$72
"ushing* into the cylinder head.
+,R(-(,,R %./011,2
3se 403%-. when wor'ing around an engine if it is running.
/tart the engine. 5artially co&er the radiator or reduce flow of raw water to reduce cooling. he instrument
panel temperature gauge contacts should be ad6usted so the indicator 6ust touches the contact at 21$7F )887
4*.
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1-Adjustment screw.
Pressure Cap
If the pressure check indicates that the system is unable to hold pressure, the source of the pressure leak
must be determined. One of the causes of cooling system pressure loss can be a faulty pressure cap seal.
Inspect the pressure cap carefully for possible damage to the seal or sealing surfaces. The build-up of
deposits on the cap, seal and filler neck should be remoed.
Water Temperature Regulator
The opening temperature of the regulator !bench test in atmospheric pressure" is appro#imately 1$%& ' 1&(
!)*& ' 1&+". The regulator should be fully open at appro#imately 1,-&( !,.&+".
Ignition System
Test the magneto, by the intensity of the spark at the spark plug. /hen testing, remember that the magneto
output is effected by the condition of the instrument panel components-magnetic switch, stop switch, oil
pressure gauge and water temperature gauge. An oerspeed shutoff contactor, and0or gas line solenoid ale
connected with the magneto could cause an indication of magneto malfunction.
Timing Magneto To Engine
1. 1emoe the timing pointer coer from the flywheel housing
2. 1otate crankshaft in direction of engine rotation until 2o. 1 piston is coming up on compression stroke.
3. +ontinue rotating crankshaft until desired timing mark appears directly under flywheel pointer. 3ee +hart
of Instructions for Timing 4agneto for arious conditions such as gas used and compression ratio.
NOTE: After top center !AT+" timing, with engine stopped, is re5uired under some conditions. /hen
earlier flywheels without AT+ calibrations are encountered, mark the flywheel .,-% in. !.-.*% mm" on
outside diameter of flywheel for each %&.
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FLYWHEEL TIMING MARKS (Viewed from left side of engine
!"Fl#w$eel %ointer& '"()li*r)tions )fter to% +enter (AT(& ,"()li*r)tions *efore to% +enter (-T(&
4. .osition t$e m)gneto dri/e slots in %ro%er %osition for timing& T$e dri/e +o0%ling +)n *e %0lled to re)r1
t$en %ositioned )nd %0s$ed forw)rd into eng)gement&
5. Wit$ m)gneto off t$e engine1 remo/e timing *olt )nd rot)te m)gneto dri/e 0ntil timing m)r2 (3 is in
+enter of o%ening&
4RIVE TANG AN4 4RIVE SL5T .5SITI5NS (Viewed from t$e re)r of t$e engine
6. Inst)ll t$e m)gneto& T$e dri/e t)ng )nd slot s$o0ld eng)ge&
S.ARK GA. MAGNET5
3"Timing m)r2&
7. M)2e fin)l timing )d60stment *# rot)ting t$e m)gneto )t t$e dri/e $o0sing mo0nting )nd wit$ t$e 0se of )
timing lig$t w$en t$e engine is r0nning& W$en %ro%erl# timed1 t$e m)r2 on fl#w$eel will )lign wit$ %ointer
)s timing lig$t fl)s$es&
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Magneto Point Gap
M)gneto %oint g)% s$o0ld *e set )t &:!B in& (:13, mm&
Firing Order
T$e firing order is !"9",";"'"3& T$e dire+tion )rrows in t$e ill0str)tion indi+)te rot)tion of t$e m)gneto
distri*0tor dis+ )nd dri/e t)ng (A )s /iewed from t$e end +)% +o/er (re)r of engine&
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MAGNETO OUTLET NUMBERING DIAGRAM
A-Drive tang.
Magneto Edge Gap
Maximum ignition discarge is o!tained !" interru#ting te #rimar" circuit at te instant te #rimar" circuit
reaces its maximum va$ue. At tis #oint% te contact #oints sou$d &ust !e !eginning to o#en.
Field Method
'en a setting o( edge ga# is re)uired to !e made in te (ie$d *itout te use o( a s"ncrosco#e% a
tem#orar" setting can !e made. Tis edge ga# is set !" $oc+ing a ,-. in. /0%,12 mm3 rod !et*een te rotor
#o$e soe and te ousing (ie$d.
1. 4ec+ contact #oints and ad&ust to #ro#er ga#.
2. Remove im#u$se cou#$ing.
3. Turn te rotor sa(t so te +e"*a" is u#% ten turn te sa(t a##roximate$" ,25 in direction o( magneto
rotation.
4. 6ie* magneto (rom drive end. Remove set-scre* and insert ,-. in. /0%,12 mm3 rod /73 in timing o$e /03.
Use $e(t o$e (or counterc$oc+*ise rotation magnetos. I$$ustration so*s rod /73 inserted in #ro#er o$e (or
c$oc+*ise rotation magneto.
5. Loose su##ort #$ate scre*s /,3.
EDGE GA8 AD9U:TMENT /4$oc+*ise Magneto3
A-,25 ang$e.
6. 8ress rod /73 in*ard unti$ it contacts rotor. Turn rotor sa(t in direction o##osite norma$ rotation unti$ rod
$oc+s tigt !et*een te rotor #o$e soe and ousing (ie$d.
EDGE GA8 AD9U:TMENT /4$oc+*ise Magneto3
,-:u##ort #$ate scre*s. ;-:u##ort #$ate. 0-Timing o$es. 7-Rod.
7. 'it rotor in tis #osition% move #$ate /;3 eiter $e(t or rigt unti$ contact #oints start to o#en. Tigten
su##ort #$ate scre*s /,3 secure$".
NOTE: Te #oint o( initia$ contact #oint o#ening can !e determined !" inserting a tin #iece o( ce$$o#ane
!et*een te #oints% using a timing $igt% or a sounding device.
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8. Install impulse coupling.
Synchroscope (Shop) Method
The most accurate method of setting the edge gap is with a synchroscope.
1. Select a coupling that adapts to the tapered and keyed magneto drive shaft and mount the magneto on the
synchroscope.
2. Rotate degree disc (1) until 0 is in alignment with pointer (!).
3. "onnect a wire (#) $etween the contact point terminal and a primary terminal of transformer (%).
4. "onnect a wire (&) $etween the other primary terminal on the transformer and the magneto housing (').
5. Run a high tension wire (() from the secondary outlet of the transformer to the degree disc on the
synchroscope.
)*+,-T. *,/ TR*,S0.R)-R I,ST*11-/ ., S2,"3R.S".4-
15/egree disc. !54ointer. (56ire. '5)agneto housing. %5Transformer. 756ire to contact point. &56ire to housing.
6. /rive the magneto in the direction of normal rotation at 1#00 R4).
7. *d8ust the edge gap (contact point opening timing) $y rotating the contact point support plate (#) until the
spark 8umps from the degree disc to the rotating pointer at 1% after 0 in the direction of rotation.
8. Tighten the support plate.
*/9:STI,+ S:44.RT 41*T-
#5Support plate.
Brush Spring Adjustent
The distance $etween distri$utor $lock (() and face of distri$utor disc (%) should $e checked each time the
magneto is serviced. The proper separation provides for correct pressure on $rush and spring assem$ly (7).
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To check remove timing window capscrew and insert drill rod (4) between block (3) and disc (5). The
minimum clearance is 5/32-/32in. (3!"-5!5# mm).
To increase clearance insert an additional end cap cover gasket (2). To decrease clearance use $%& washers
between distributor block (3) and end cap cover (%).
'()'*+,- ./01( 12/+,- 34501T6),T
%-)nd cap cover. 2-)nd cap cover gasket. 3-4istributor block. 4-4rill rod. 5-4istributor disc. #-.rush and spring assembl7.
Starting And Charging Systems
6ost o8 the electrical s7stem testing can be per8ormed on the engine. The wiring insulation must be in
satis8actor7 condition! the wire and cable connections both clean and tight and the batter7 8ull7 charged. 3n
9on-engine9 test that indicates a de8ective component usuall7 re:uires component removal 8or 8urther
testing.
The wire si;e! color and recommended length is provided in the topic <+/+,- 4+3-/36.
Battery
"1%""& .3TT)/= '(3/-)/ T)1T)/.
The storage batter7 circuit represents a continuous! although variable! electrical load to the alternator. +8 the
circuit! positive or negative is opened or broken while the alternator is charging! the loss o8 the batter7 load
will result in the charging voltage rising to unsa8e levels.
(igh voltage will damage the alternator and regulator and ma7 damage other electrical components or
instruments.
,)>)/ 4+1'?,,)'T 3,= 3@T)/,3T?/ '+/'0+T ?/ .3TT)/= '+/'0+T '3.@) A/?6
.3TT)/= ?/ 3@T)/,3T?/ <(), T() 3@T)/,3T?/ +1 2/?40'+,- 3 '(3/-).
3 load test should be made on a batter7 that discharges ver7 rapidl7 when in use. To do this appl7 a
resistance o8 (8or # volt-two times and 8or %2 volt-three times) the ampere/hour rating o8 the batter7 across
the batter7 main terminals. 3llow the resistance to discharge the batter7 8or %5 seconds and immediatel7 test
the batter7 voltage. 3 # volt batter7 in good condition will test 4.5 voltsB a %2 volt batter7 in good condition
will test " volts.
The instructions included with the "1%""& .atter7 'harger Tester covers completel7 the batter7 testing
subCect.
Charging System
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The condition and state of charge of the battery at each regular inspection will indicate if the charging
system is operating efficiently. An adjustment is necessary when the battery is always in a low state of
charge or an excessive amount of water must be added to the battery (more than one ounce of water per cell
per week or per every 50 service hours.
Alternators and voltage regulators should be tested on the engine when possible! using wiring and
accessories that are a permanent part of the system. "ench testing will provide the technician with an
operational test of the alternator or voltage regulator. #re$repair testing will advise the depth of needed
repairs. %inal testing will prove the units are restored to their original operating efficiency.
"efore starting the on$engine test the charging system and battery must be checked as stated in the following
steps to eliminate possible difficulty.
1 "attery must be at least &5' ((.)*0 +p. ,r. full charged and properly secured in the carrier. The carrier
must not place excessive physical strain on the battery.
2 -ables between the battery! starter and engine ground must be of recommended wire si.e. /ires and
cables must be free of corrosion with cable supporting clamps to reduce strain on battery posts.
3 0eads! junctions! switches and panel instruments that are directly related to the charging circuit must be
good enough to provide proper circuit control.
4 1nspect the alternator drive! crankshaft pulley! alternator pulleys and drive belts to be sure they are free of
grease and oil and are capable of driving the charging unit load.
Voltage Regulator Adjustment
Test equipment required: Volt-Ammeter that will provide (!"! Volts #-1$ Volts% (!"! Ammeter #-1#
amps and #-1## amps!%
"efore making adjustments! consider the condition of the battery. +ee the topic "ATT234.
&tep Adjustment
To raise the voltage (approximately .* volt on () volt system remove locknuts from the two terminals
closest to the word 5615. #lace metal strap over these studs! replace nuts and tighten securely.
To lower voltage (.* volt on () volt system install strap over studs closest to word 5075. 3efer to
+#2-1%1-AT178+ for setting range.
32,90AT73 +T2# A:;9+T<28T
'ine Adjustment
A fine adjustment can be made when the alternator and regulator are warm and after the step adjustment is
made. 3efer to +#2-1%1-AT178+ for voltage regulator setting range.
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1. /ith engine stopped! connect a voltmeter to the battery and an ammeter in series with the output of
alternator.
2. +tart engine and run it at about half engine speed and apply load so that the ammeter in +tep ( reads (0 to
(5 amps.
3. 3un engine 5 to (5 minutes. The voltmeter should give a stable reading after this period of warm up.
32,90AT73 %182 A:;9+T<28T
($-over screw.
4. 3emove cover screw (( from insulator and use a F0 #hillips screwdriver to adjust. Turn clockwise to
raise voltage.
NOTE: +tops limit adjustment to (A) turn total.
NOTICE
Do not allow screwdriver to touch anything ut voltage ad!usting
screw.
"lternator #$otorola%
(A* Test e&ui'(ent re&uired: )olt*"((eter that will 'rovide: #D.C. )olts +*1, volts% #D.C. "((eter
+*1+ a('s and +*1++ a('s%- a .ield /heostat*+.0+ oh(s resistance- 0+ watts- a .i1ed /esistor oh(- a
Caron 2ile- a Test la('- attery o'erated and an Oh((eter.
T23<18A0 A8: #A3T+ 1:28T1%1-AT178
"efore making adjustments! consider the battery condition. +ee the topic "ATT234.
3attery Circuit Test
-onditionB 2ngine not runningG oil pressure switch open.
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1. -onnect test ammeter between alternator #7+1T1H2 79T#9T terminal and battery positive terminal.
NOTE: test ammeter remains in the same position throughout all the tests.
2. -onnect voltmeter positive lead to battery positive terminal! negative lead to battery negative terminal.
3ead voltages. -orrect voltage on () volt system should be ((.I to ().? volts.
3. <ove voltmeter positive lead to battery side of oil pressure switch. 0eave negative lead on battery
negative terminal. 3ead voltage. Then move positive lead to alternator #7+1T1H2 79T#9T terminal. 3ead
voltage. Holtages should read the same as in step ). 1f voltage is lower! check and repair cables! leads or
terminals as reJuired.
4. Ammeter should read .ero at all times during these tests. 1f ammeter reads down scale! it indicates a
shorted diode in the alternator.
Control 4witch 2ositive Diode Test
-onditionB 2ngine not running. 7il pressure switch open.
1. -onnect positive lead of voltmeter to alternator TA-67<2T23 terminal! negative lead to battery
negative terminal. Holtmeter should read .ero. 1f voltmeter reads above .ero! one or more of the positive
rectifier diodes in alternator is shorted.
2. -onnect voltmeter positive lead to alternator side of oil pressure switch! negative lead to battery negative
terminal. Holtmeter should read .ero. 1f voltmeter reads above .ero! oil pressure switch may be shorted.
3. Test ammeter should show .ero throughout these tests.
/otor #.ield% Current Draw Test
-onditionB 2ngine not running! oil pressure switch open.
This test reJuires temporary addition of test carbon pile to battery to reduce voltage to reference level and a
field rheostat.
1. Turn load control knob of carbon pile to 7%% position and connect leads to battery.
2. 3emove lead from F( %120: terminal of alternator.
3. #lace field rheostat knob in maximum resistance positionG connect leads to F( %120: terminal and
#7+1T1H2 79T#9T terminal of alternator.
4. -onnect test voltmeter negative lead to 82,AT1H2 79T#9T terminal of alternator! positive lead to F(
%120: terminal.
0. 3ead all test instruments. -arbon pile voltmeter should read battery voltage. Ammeter should read .ero
amps. Test voltmeter and test ammeter may indicate near .ero depending on resistance value of field
rheostat.
,. +lowly decrease resistance of rheostat to .ero. Test voltmeter will indicate battery voltage. Ammeter will
indicate current draw of rotor (field winding. 1f ammeter reads excessive current (more than 5 amps
reverse rheostat to maximum resistance. This indicates a short. :isconnect leads and inspect brushes and
rotor circuit for cause of high current draw.
5. +lowly apply carbon pile load to battery until test voltmeter reaches reference point shown in table. -heck
test ammeter for rotor (field current drawG it should be within limits down in table.
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8. If field current draw falls within the limits shown, rotor winding is good. If field current exceeds the
maximum, alternator should be bench tested. Check for defective or dislocated brushes, shorted brush leads,
foreign material between slip rings or shorted rotor (field) winding.
9. Turn carbon pile load off immediately after test to avoid discharging battery.
Regulator Load Circuit Loss Test
Condition !ngine not running. "il pressure switch bypassed with #umper cable.
1. Connect negative lead of test voltmeter to alternator $!%&TI'! "(T)(T terminal, positive lead to *+
,I!-. terminal. 'oltmeter should read ./ to +.0 volts less than battery voltage for all systems. This is the
maximum allowable voltage drop through the voltage regulator. & reading lower than ./ volts or higher than
+.0 volts indicates a defective voltage regulator.
2. 1emove #umper wire from oil pressure switch after completion of test.
Current Output Test
Condition !ngine not running. "il pressure switch open.
1. Connect voltmeter and ammeter leads from carbon pile to battery terminals.
2. Turn load control knob to ",,.
3. Connect test voltmeter and ammeter. 'oltmeter should read battery2 ammeter should read 3ero amps.
4. 4tart engine (oil pressure switch will activate alternator) and run for 0 minutes to stabili3e alternator unit
temperature.
5. 4lowly increase load with carbon pile and increase engine speed until minimum rated current output is
reached.
6. Check voltage on test voltmeter.
7. If volts exceed maximum limit, check or replace voltage regulator. If system operates normally at low
speeds but cannot obtain minimum rated current output at high engine speeds, check fan belt for proper
tension.
8. .isconnect carbon pile load immediately after alternator is stopped to avoid discharging battery.
Starting Sste!
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Use a D.C. voltmeter to locate starting system components which do not function.
Move starting control switch to energize the starter solenoid. Starter solenoid operation is audible as the
starter motor pinion engages with the ring gear on the engine flywheel. The solenoid operation should also
close the electric circuit to the motor. Attach one voltmeter lead to the solenoid terminal that is connected to
the motor. round the other lead. !nergize the starter solenoid and observe the voltmeter. A battery voltage
reading indicates the malfunction is in the motor. "t must be removed for further testing. #o voltmeter
reading indicates that the solenoid contacts do not close and the solenoid must be repaired or the starter
pinion clearance should be ad$usted to .%& in. '()*+ mm,.
A starting motor solenoid that will not operate may not be receiving battery current. Attach one lead of the
voltmeter to the solenoid battery cable connection. round the other lead. #o voltmeter reading indicates a
faulty circuit from the battery. A voltmeter reading indicates further testing is necessary.
Continue the test by attaching one voltmeter lead to the starting motor solenoid small wire terminal and the
other lead to ground. -bserve the voltmeter and energize the starter solenoid. A voltmeter reading indicates
that the malfunction is in the solenoid. #o voltmeter reading indicates the starter switch or wiring is the
fault.
Attach one lead of the voltmeter to the starter switch battery wire terminal and ground the other lead. A
voltmeter reading indicates a defective switch.
A starting motor that operates too slow can be overloaded by e.cessive mechanical friction within the
engine being started. Slow starting motor operation can also be caused by shorts) loose connections and/or
e.cessive dirt within the motor.
Pinion Clearance Adjustment (Delco-Remy)
0henever the solenoid is installed) the pinion clearance should be ad$usted. The ad$ustment should be made
with the starting motor removed.
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Specific points related to the circuit connections for checking pinion clearance are: 1-Connector from motor terminal on solenoid
to motor. 2-SW terminal. 3-Ground terminal.
Bench test and adjust the pinion clearance at installation of solenoid as follos:
1. !nstall the solenoid ithout connector from the "#$#% terminal on solenoid to the motor.
2. Connect a &atter'( of the same )oltage as the solenoid( to the terminal marked SW.
3. Connect the other side of &atter' to ground terminal or to solenoid frame.
$his schematic shos the circuit for checking and adjusting pinion clearance. 2-SW t terminal. 3-Ground. *-Ground flashing
point.
4. "#"+,$-%!./ flash a jumper ire from the solenoid terminal marked "#$#% to the frame or
ground terminal. $he pinion ill shift into cranking position and ill remain there until the &atter' is
disconnected.
5. 0ush pinion toards commutator end to eliminate free mo)ement.
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6. Pinion clearance should be .36 in. (9,14 mm).
7. Adjust clearance by removing lug and turning sha!t nut.
"his illustrates the oints #here inion clearance chec$ing and adjusting are made. %&Pinion. 6&Pinion clearance. '&(ha!t nut.
Basic Block
Cylinder Liner Projection
)nstall seals on the liner. *oat seals and mating bore #ith li+uid soa be!ore installing liner. Position liner in
bore cham!er. Place a ,(3611 Adater Plate on to o! liner. -se a bloc$ o! hard #ood over adater and
drive liner into lace. -se the crossbar !rom the ,.'%4, Push Puller. *lam the liner do#n #ith t#o %/,0 &
1, 1* bolts 41/2 in. 114,33 mm) and !lat #ashers. "ighten the bolts to %3 lb. !t. (6,9 m$g). -se a deth
micrometer as illustrated to measure liner rojection. 4easure do#n !rom the liner sur!ace contacting the
head gas$et to the !ace o! the cylinder bloc$. 5iner rojection must be .332&.33%6 in. (3,3%&3,142 mm).
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MEASURING LINER HEIGHT PROJECTION.
Connecting Rods And Pistons
Use 7S9470 Piston Ring Expn!e" to "e#o$e o" inst%% piston "ings.
Use 9S94&7 Piston Ring Co#p"esso" to inst%% pistons into '(%in!e" )%o'*.
Tig+ten 'onne'ting "o! )o%t n,ts in t+e -o%%o.ing Step se/,en'e0
Crankshaft
Het '"n*s+-t ge" to 10023. 45&62C.7 #xi#,# )e-o"e inst%%ing on '"n*s+-t. Inst%% se% so sp"ing8
%o!e! %ip -'es 'ente"%ine o- '(%in!e" )%o'*.
Viscous Type Vibration Damper
T+e $is'o,s t(pe $i)"tion !#pe" 'n )e teste! to !ete"#ine i- it is -,n'tioning p"ope"%(. 9+en t+e engine
spee! is "e!,'e! g"!,%%( -"o# +ig+ i!%e to :;5 o- +ig+ i!%e< t+e ti#ing ge" t"in noise #( )e #o"e
noti'e)%e t so#e spee! .it+in t+is "nge i- t+e !#pe" is -,%t(.
T+e -o%%o.ing test .i%% in!i'te t+e 'on!ition o- t+e !#pe".
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1. Attach hooks (1) in the mounting bolt holes. Clamp round rod (4) to the damper machined side and
tighten nuts (6) to prevent shifting in handling.
NOTE: Use care in handling to avoid changing the rod location in respect to the original mounting on the
damper.
2. Support damper () bet!een angle irons (") on blocks (#). Angle iron edges and rod should have smooth
contact areas.
3. $lace !ashers (%) on the light side to balance level (&). 'ecord the number of !ashers.
4. Stand damper on edge for # to 4 hours so the internal solid cast iron core can settle to the lo! side. (ark
6 o)clock (bottom) and 1 o)clock (top) locations on the damper.
5. 'epeat Steps and %.
C*+C,-./ 0-1'A2-3. 4A($+' (25pical -llustration)
16*ook. 64amper. %67ashers. 46'ound rod. "6Angle irons. 668lat !ashers and nuts. &69evel. #61locks.
6. Stand damper on edge at 1 o)clock mark for # to 4 hours.
7. 'epeat Steps and %.
8. -f balance !ashers have to be shifted bet!een 6 to 1 o)clock locations in Step %: the damper is in good
condition. -f the !ashers are continuousl5 re;uired at the same location: either 6 o)clock or 1 o)clock: it
indicates the damper needs replacing because the iron core is not free to move but has become <locked up<.
Flywheel And Flywheel Housing
*eat ring gear to install. 4o not e=ceed 6>>?8. (%1"?C.). -nstall ring gear so chamfered portion of gear teeth
face the starter pinion !hen fl5!heel is installed.
Che!ing Flywheel Housing F"e #unou$
(ake tool setup from parts of #S%# 4ial 2est -ndicator /roup.
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CHECKING FLYWHEEL HOUSING FACE RUNOUT
A-Bottom. B-Right side. C-Top. -Le!t side.
1. F"ste# " di"$ i#di%"to& to the %&"#'sh"!t !$"#ge so the i#di%"to& "#(i$ )i$$ to*%h the !$+)hee$ ho*si#g !"%e.
2. ,&+ the %&"#'sh"!t to &e"& -e!o&e t"'i#g &e"di#gs "t e"%h poi#t.
3. With di"$ i#di%"to& set "t .... i# /.0. mm1 "t poi#t /A10 &ot"te %&"#'sh"!t "#d t"'e &e"di#gs "t poi#ts /B10
/C1 "#d /1.
4. The di!!e&e#%e -et)ee# the $o)est "#d highest &e"di#gs t"'e# "t "$$ !o*& poi#ts sho*$d #ot e2%eed ...3 i#.
/.04.5 mm10 )hi%h is the m"2im*m pe&missi-$e !$+)hee$ ho*si#g !"%e &*#o*t.
Checking Flywheel Housing Bore Runout
6"'e too$ set*p !&om p"&ts o! 3S4543 i"$ Test I#di%"to& G&o*p.
1. F"ste# the di"$ i#di%"to& to the %&"#'sh"!t !$"#ge "#d "d7*st it to &e"d .... i#. /.0. mm1 )he# the "#(i$ is
to*%hi#g -o&e "t poi#t /81.
2. ,&+ the %&"#'sh"!t i# s*%h " m"##e& to &emo(e %&"#'sh"!t m"i# -e"&i#g %$e"&"#%e )he# t"'i#g &e"di#gs "t
e"%h poi#t.
3. Rot"te %&"#'sh"!t "#d t"'e &e"di#gs "t poi#ts /410 /51 "#d /91.
4. The di!!e&e#%e -et)ee# the $o)est "#d highest &e"di#gs t"'e# "t "$$ !o*& poi#ts sho*$d #ot e2%eed ...3 i#.
/.04.5 mm10 )hi%h is the m"2im*m pe&missi-$e !$+)hee$ ho*si#g -o&e &*#o*t.
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CHECKING FLYWHEEL HOUSING BORE RUNOUT
1-Bottom. 2-Right side. -To!. "-Le#t side.
NOTE: I# $%& method othe' th$% des('i)ed he'e is *sed+ $,-$&s (o%side' )e$'i%g (,e$'$%(es to o)t$i%
(o''e(t 'e$di%gs.
Checking Flywheel Fce Runout
.$/e too, set*! #'om !$'ts o# 0S220 1i$, Test I%di($to' G'o*!.
1. .o*%t $ di$, i%di($to' $s sho-% $%d !'& the ('$%/sh$#t i% the s$me di'e(tio% )e#o'e t$/i%g $,, 'e$di%gs so
the e%d (,e$'$%(e is $,-$&s i% the s$me di'e(tio%.
2. Set the di$, i%di($to' 23 to 'e$d .444 i%. 24+4 mm3.
3. T*'% the #,&-hee, $%d t$/e 'e$di%gs e5e'& 647.
4. The di##e'e%(e )et-ee% the ,o-est $%d highest 'e$di%gs t$/e% $t $,, #o*' !oi%ts sho*,d %ot e8(eed .449 i%.
24+1:2 mm3+ -hi(h is the m$8im*m !e'missi),e #,&-hee, #$(e '*%o*t.
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CHECKING FLYWHEEL FCCE RUNOUT
1-0S226 B$se $%d 0S22D ;ost. 2-DH16": Ho,di%g Rod. -DH16"2 I%di($to'.
Checking Flywheel Bore Runout
.$/e too, set*! #'om !$'ts o# 0S220 1i$, Test I%di($to' G'o*!.
CHECKING FLYWHEEL BORE RUNOUT
1-DH16": Ho,di%g Rod. 2-0S226 B$se $%d 0S22D ;ost. -DH16"4 U%i5e's$, Ctt$(hme%t. "-DH16"2 I%di($to'.
1. .o*%t the di$, i%di($to' 2"3 $%d $d@*st it so the *%i5e's$, $tt$(hme%t 23 (o%t$(ts the #,&-hee, )o'e $s
sho-%.
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2. Cd@*st the di$, i%di($to' to 'e$d .444 i%. 24+4 mm3 the% t$/e 'e$di%gs e5e'& 647 $'o*%d the #,&-hee,.
3. The di##e'e%(e )et-ee% the ,o-est $%d highest 'e$di%gs t$/e% $t $,, #o*' !oi%ts sho*,d %ot e8(eed .449 i%.
24+1:2 mm3+ -hi(h is the m$8im*m !e'missi),e #,&-hee, )o'e '*%o*t. F,&-hee, (,*t(h !i,ot )e$'i%g )o'e
'*% o*t sho*,d %ot e8(eed .44: i%. 24+12D mm3.
CHECKING FLYWHEEL CLUTCH ;ILOT BECRING BORE
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