932 0402 Onan Recreational Vehicle (RV) Genset Training Nanual (02 1978 Dig2011)

User Manual: 932-0402 Onan Recreational Vehicle (RV) Genset Training nanual (02-1978 Dig2011)

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ELECT
T

RECRE

ERATING SET
G MANUAL
OR

AL VEHICLES

Digital edition © 2011 MotorhomeArchives.com

o
o ICes, engineering,
e 500,000 square foot
a u ac uring plant are
loea ed in he suburb of Fridley
on
he north side of
inneapolis. The move to this
acility was commenced in Ocober of 1968 and completed in
he spring of 1969. The facility
covers almost 15 acres and
employs approximately 1600
people at this time.

a

Aerial View
Th is aerial view of the Onan
facility shows how the threestory administration building,
the engineering building and
the manufacturing plant are all,
interconnected. The physical
design of the structure also
represents the organizational
design of the corporation: administration, engineering and
manufacturing are all working
together to provide top quality
products and service to Onan
customers.

Onan Plant
ThisOnan manufacturing plant
is located in Huntsville,
Alabama. Production at the
plant was started in late 1974.
The plant contains 465i390
square feet of floor space
which covers almost 11 acres
and employs approximately
450 people at this time. One
unique aspect is the fact that
the Onan Jet Star can taxi right
up to the front door from the
Madison county airport complex.
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Hook up to the
ONAN Power Line

These powerful, compact, little green
machines have been precision-engineered
and built with extra careto make you feel at
home on the road ... wherever you go.
They reflect the quality and dependability
built into every Onan product. It's just
another way of saying that the people at
Onan are continually striving to provide
you with first class power units and controls.

RV Sales and Service
Onan has approximately 1300 sales
offices and service centers conveniently located throughout the
United States and Canada
providing effective assistance to
the Recreational Vehicle owner.

A little
green
goes a
long way.

Dreaming of the relaxing things
in life. ...

Digital edition © 2011 MotorhomeArchives.com

•

Made a Reality by One of Ihe

Many

..
O nan

Electric Generating Sets

for Recreational Vehicles

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Digital edition © 2011 MotorhomeArchives.com

.

SAFETY

PRECAUTION~

The following symbols in this manual signal potentially dangerous conditions to the operator or equipment. Read this manual carefully. Know when these.
conditions can exist. Then, take necessary steps to
protect personnel as well as equipment.

RECEPTACLE TO PROVIDE EMERGENCY
POWER. It is possible for current to flow from
generator into the utility line. This creates extreme hazards to anyone working on lines to
restore power.

I WARNING~

Jewelry is a good conductor of electricity and
should be removed when working on electrical
equipment.

Onan uses this symbol
throughout this manual to
warn of possible serious personal injury.

Use extreme caution when working on electrical
components. High voltages cause injury or death.
Follow all state and local electrical codes. Have all
electrical installations performed by a qualified
licensed electrician.
• Do Not Smoke While Servicing Batteries

Fuels, electrical equipment, batteries, exhaust gases
and moving parts present potential hazards that could
result in serious, personal injury. Take care in following these recommended procedures.

Lead acid batteries emit a highly explosive
hydrogen gas that can be ignited by electrical
arcing or by smoking.

• Use Extreme Caution Near Gasoline. A constant
potential explosive or fire hazard exists.

• Exhaust Gases Are Toxic

Do not fill fuel tank near unit with engine running.
Do not smoke or use open flame near the unit or
the fuel tank.

Provide an adequate exhaust system to properly
expel discharged gases. Check exhaust system
regularly for leaks. Ensure that exhaust manifolds
are secure and not warped.

Be sure all fuel supplies have a positive shutoff
valve.

Be sure the unit is well ventilated.
• Keep The Unit And Surrounding Area Clean

Fuel lines must be of steel piping, adequately
secu red and free of leaks. Use a flexible section of
fuel line between generator set and stationary fuel
line in the vehicle. This flexible section must be
100% NON-METALLIC to prevent electrical
currents from using it as a conductor.

Remove all oil deposits. Remove all unnecessary
grease and oil from the unit. Accumulated grease
and oil can cause overheating and subsequent
engine damage and may present a potential fire
hazard.

Have a fire extinguisher nearby_ Be sure extinguisher is properly maintained and be familiar
with its proper use. Extinguishers raIed ABC by
the NFPA are appropriate for all applications.
Consult the local fire department forlhe correct
type of extinguisher for various applications.

Do NOT store anything in the generator compartment such as oil cans, oily rags, chains, wooden
blocks etc. A fire could result Or the generator set
operation may be adversely affected. Keep the
floor clean and dry.
• Protect Against Moving Parts

• Guard Against Electric Shock

Avoid moving parts of the unit. Loose jackets,
shirts or sleeves should not be permitted because
of the danger of becoming caught in moving
parts.

Remove electric power before removing protective shields or touching electrical equipment. Use
rubber insulative mats placed on dry wood platforms over floors that are metal or concrete when
around electrical equipment. Do not wear damp
clothing (particularly wet shoes) or allow skin
surfaces to be damp when handling electrical
equipment.

Make sure all nuts and bolts are secure. Keep
power shields and guards in position.
If adjustments must be made while the unit is
running, use extreme caution around hot
manifolds, moving parts, etc.

Always use an appropriately si2ed. approved
double-throw transfer switch with any standby
generator set. DO NOT PLUG PORTABLE OR
STANDBY SETS DIRECTLY INTO A HOUSE

Do not work on this equipment when mentally or
physically fatigued.

3
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General Decription
CURRENT MODELS
RV SERIES 3.0 AJ -

3,000 WATTS

The new 3.0 AJ RV set has a four-cycle,
single cylinder, 3600 rpm engine. The
two-pole revolving armature generator
is inherently regulated and produces
3,000 watts of power at a current rating
of 25 amperes at 120 volts AC. This
compact, lightweight model is ideal for
type
"C"
mini-motor home
applications. This model is also UL
Listed and CSA Certified.

ELECTRICAL DETAILS
MODEL NUMBER

WATTS

3.0AJ-1 R/16017P

3000

I
I

I

VOLTS

AMP

I

120

25

RV SERIES 4.0 BFA -

I
I

HERTZ
60

I PHASE I WIRE
I 1 I 2

4,000 WATTS

The new 4 kW set supersedes the
4.0 BF model. It has a four-cycle, twin
cylinder, horizontally opposed 1800
rpm Onan model B43-GA016 engine.
This model is UL listed and CSA certified and features built-in, 30 amp
circuit breaker protection. The electrical characteristics are shown below.

ELECTRICAL DETAILS
MODEL NUMBER

WATTS

4.0BFA-1 R/16004A

4000

I
I

VOLTS

I
I

120

AMP
33.3

I
I

HERTZ
60

I PHASE I WIRE
I 1 I 4

4
Digital edition © 2011 MotorhomeArchives.com

RV SERIES 5.0 BGA -

5,000 WATTS

completely new 5 kW set
_.er.;edes the 5.0 CCK models. It has
bJr-eycle, twin cylinder, horizontally
d 1800 rpm Onan model 84818 engine. The set is also UL listed
-.d CSA certified and features built-in,
«lamp circuit breaker protection. The
electrical characteristics are shown
below.

ELECTRICAL DETAILS
MODEL NUMBER

WATTS

5.0BGA-3CR/16004A

5000

I
I

VOLTS

120

I
I

AMP
41.6

RV SERIES 6.5 NH -

I

I

HERTZ

I

PHASE

60

I

1

I WIRE
I

4

PHASE

I

WIRE

1

I

4

6,500 WATTS

The new 6.5 NH is a4-cycle, air cooled.
horizontally opposed 2-cylinder
design. The four-pole revolving armature rotates at 1800 rpm to provide
6500 watts of RV electric power. The
electrical characteristics are shown
below. This model is UL Listed and
CSA Certified and features built-in 50
amp circuit breaker protection.

MODEL NUMBER
6.5NH-3CR/16004

.....
I

ELECTRICAL DETAILS
VOLTS

I

AMP

I

HERTZ

1201240

I

54.2/27.1

I

60

I

I

5
Digital edition © 2011 MotorhomeArchives.com

General Description
OLDER MODELS
RV SERIES 2.5AJ -

2,500 WATTS

The 2.5AJ has a four-eycle, single
cylinder 3600 rpm engine. The twopole, revolving armature generator is
inherently regulated. This generator
set is ideal for application in chopped
vans and mini-homes.

ELECTRICAL DETAILS
MODEL NUMBER

WATTS

2.5AJ-1 E/12006

2500

I VOLTS I

AMP

I

20.8

I

120

RV SERIES 2.5 LK -

I
I

HERTZ

1 PHASE I
I

60

I

1

WIRE

2

2,500 WATTS

The LK produces 2500 watts of electric
power. The LK has a four-cycle single
cylinder 1800 rpm engine. The fourpole revolving armatu re generator is
inherently regulated.

MODEL NUMBER

WATTS

2.5LK-3CR/12006

2500

I
I

ELECTRICAL DETAILS
VOLTS

120/240

I
I

AMP

20.8/10.4

I
I

HERTZ

60

I
I

PHASE

1

1 WIRE
I 4

6
Digital edition © 2011 MotorhomeArchives.com

RV SERIES 2.7AJ-2,750 WATTS
The 2.7 AJ has a four-cycle, single
cylinder, 3600 rpm engine. The twopole revolving armatu re generator is
inherently regulated. This generator
set was replaced by the 3.0 AJ set for
1978.

ELECTRICAL DETAILS
MODEL NUMBER

WATTS

2.7AJ-1 R/12020

2750

I VOLTS I
I 120 I

AMP

22.9

I
I

HERTZ

60

I PHASE I
I 1 I

WIRE

2

RV SERIES 4.OBF-4,OOO WATIS
The 4.0 BF is a four-cycle, twin
cylinder, horizontally opposed 1800
rpm engine. The unit features include
vacu-flow cooling electric starting, and
built-in battery charging system. The
fou r-pole revolving armatu re generator
is self-excited and inherently
regUlated. This unit was replaced by
the 4.0 BFA set for 1978.

ELECTRICAL DETAILS
MODEL NUMBER

WATtS

4.0BF-3CR/160004.0BF-3CR/16002

4000

VOLTS

120/240

AMP

HERTZ

PHASE

WIRE

33.3/16.6

60

1

4

• - Includes fixed mounting . . . .

7
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RV SERIES 4.0 A.ND 5.0 CCK -

4000 OR 5000 WATTS

\

CCK WITH SOLID STATE CONTROLS

CCK WITH RELAY TYPE CONTROLS

The 4.0 and 5.0CCK look identical: both have
four-cycle engines with two horizontally opposed cylinders. The four-pole, revolving armature generator on both units is self-excited

and inherently regulated. The major difference
between the 4.0 CCK and the 5.0 CCK is in
their electrical characteristics as shown below.
These CCK models are no longer in production.

ELECTRICAL DETAILS
.

'b
y

MODEL NUMBER
4.0CCK-3CR/12000

WATTS
4000

VOLTS
120/240

5.0CCK-3CR/12000

5000

120/240

AMP
33.3/16.7
41.6/20.8

HERTZ
60

60

PHASE

1
1

WIRE
4

4

8
Digital edition © 2011 MotorhomeArchives.com

RV SERIES 6.5 NH -

6,500 WATTS

The 6.5 NH is a 4-cycle, air cooled,
horizontally opposed 2-cylinder
design. The four-pole revolving armature rotates at 1800 rpm to provide
6500 watts of RV electric power. The
electrical characteristics are shown
below.

ELECTRICAL DETAILS
MODEL NUMBER

WATTS

6.5NH-3CR/12000

6500

I
I

I
I

VOLTS
120/240

AMP
54.2/27.1

I
I

HERTZ

60

I
I

PHASE
1

I WIRE
I 4

RV SERIES POWER DRAWER
6.0 NH - 6,000 WATTS

The 6.0 NH Power Drawer has a fourcycle, air cooled, L-Head engine. The
four-pole revolving armature rotates at
1800 rpm to provide 6000 watts of RV
electric power. The ~Iectrical
characteristics are as follows:

MODEL NUMBER
6.0NH-1 R/9000

...

WATIS

ELECTRICAL DETAILS

I
I

I
I

VOLTS
120

AMP
50.0

I
I

HERTZ
60

I
I

PHASE
1

I WIRE

I

4

9
Digital edition © 2011 MotorhomeArchives.com

Installation Checks
To verify the proper installation of an RV generator set, check the following:
•
•
•
•
•
•
•

Compartment Size
Ventilation
Mounting
Fuel Supply
Exhaust System
Battery Connection
Load Wire Connections

WARNING ~ The primary installation requirement
_ _ _ _ _ _ _, is safety. Be sure installation meets all
applicable code requirements, i.e., ANSI, NFPA, California
State Codes, etc.

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10

Digital edition © 2011 MotorhomeArchives.com

POWER REQUIREMENTS FOR APPLIANCES
Appliance or
Approximate
Tool
Running Wattage*
Refrigerator
600-1000
Electric broom
200-500
Coffee percolator
"
550-700
Electric frying pan. . ..
. ..
1000-1350
Hair dryer
350-500
Electric stove (per element)
,
350-1000
Electric iron. . . . . . . . . . . . . . . . . . . . . . . . . . .. 500-1200
Radio
50-200
Electric water heater. . . . . . . . . . . . . . . . .. 1000-1500
Space heater
"
,. 1000-1500
Electric blanket. . . . . . . . . . . . . . . . . . . . . . . . . .. 50-200
Television. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 200-600
Electric drill
250-750
Battery charger. . . . . . . . . . . . . . . . . . . . . . .. Up to 800
Electric water pump
500-600
Air Conditioner
1400-2200
Converter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 300-350
Microwave oven
700-1500

Power Requirements
This table lists the power requirements
for some of the tools and appliances
used in an RV. Determine the load
placed on the generating set.
Overloading can cause engine and
generator problems and customer dissatisfaction with the unit.

• - Starting wattages for motors can be three to
four times more than the approximate
running wattages.

~ Do not o~erload the generator ~et. Continu~us
overloadmg may cause
temperatures that can damage the windings.

I

WARNING

high

operatmg

I

TO PREVENT FIRE OR ACCIDENT HAZARD . ..
THIS UNIT MUST BE INSTALLED ACCORDING
TO THE MANUFACTURER'S DETAILED INSTALLATION PROCEDURES OBSERVING ALL
MINIMUM CLEARANCES.
TO AVOID POSSIBLE PERSONAL INJURY OR
EQUIPMENT DAMAGE, ANY INSTALLA nON
AND ALL SERVICE MUST BE PERFORMED BY
QUALIFIED PERSONNEL.

11
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Ventilation
One of the most important installation considerations is
ventilation. Generator cooling, engine cooling and engine
combustion require adequate air inlet and outlet vents. High
compartment temperatures can damage the engine and
generator affecting service life and ability of the unit to carry
the applied load.
WARNING ~ The ventilation system should provide a constant flow of
air to expel any accumulation of fuel vapor while the
vehicle is in transit. Separate installation area or compartment from living
quarters by a vapor-tight wall to prevent entrance of noxious fumes to Interior.

LOUVERED
AGAINST RAIN

PANEL

ACOUSTlC'AL MATERIAL

12

Digital edition © 2011 MotorhomeArchives.com

Vacu-Flo Cooling
All Onan RV generating sets use VacuFlo cooling: a centrifugal fan in a scroll
housing on the engine end draws air
from the generator end of the compartment, through the generator and over
the cooling surfaces of the engine.
Then, the heated air is discharged out
through the Vacu-Flo discharge opening. Install a deflector to eliminate dust,
dirt or other foreign matter from being
stirred up and pulled into the
generator.

-

----

AIR IN

Ventilation
The biggest enemy of electric
generating sets installed in motor
homes is excessive heat. Make surethe
sets air inlet and outlet are not plugged
with dust, dirt, bugs, leavesoranything
that could restrict cooling air.

I

WARNING ~ DonotusedischargedVacu-Floairforheating
because it may contain carbon monoxide and

other poisonous gases.

[ WARNING , Do not use ftammable material directly above
or around the electric generating set compartment. Heat transferred lllrough ltIe sheet metal compartment
structure or other maIeriIlI com be HOT enough to discolor, char or
ignite fiberboard. sem cushions, etc. Use of asbestos or other
noncombustible~insulating
material in high temperature
areas may be nee
I t-

Notes:

13
Digital edition © 2011 MotorhomeArchives.com

UNIT MOUNTING

Allow

BRACKET

1/32" - - - - - - .

~'~~~~

Clearance
between
mounting
hardware and
mounting plate

,"

DRIP PAN

3.0AJ-1R 16017P

699

2.5AJ-1E/12006 FOCALIZED MOUNT

1/16"

t.1INIMUM~ (~J
\

j

CLEARANCE~t

-TO ALLOW UNIT
TO ROCK ON ITS
MOUNTS

~

~
~

_ _~

~

B75

2.5LK-1R/12006 FOCALIZED MOUNT

TWIN CYLINDER MODELS

Vibration Isolators
All Onan RV models have rubber vibration isolators that are a
"through bolt" type which prevent the units from breaking
loose if the mounts are damaged.
~

Use only the vl»ratlon Isolators provided with the electric
~ genes.li..g set, as they are designed to support unit's

weigta

14
Digital edition © 2011 MotorhomeArchives.com

Install Isolators
Install the cone shaped vibration isolators as shown. Allow
1/16-inch (1.59 mm) minimum
clearance between the snubber
and the flat washer providing
the generator sets with
freedom of movement to
eliminate vibration.

For additional information on installation, contact your
Onan Service Representative or request specific installation guide for your model generator set. The
installation guide number is listed on your Operator's
Manual for each model.

Notes:

Digital edition © 2011 MotorhomeArchives.com

SHUT
OFF

Fuel Supply
When the generator set shares the
supply tank of the vehicle, be sure the
fuel lines from the tank to the
generating set are large enough to
supply an adequate amount of fuel to
the set. Check all fuel connections,
valves, sediment bowls and filters to be
sure there are no air leaks that could
cause fuel failure and subsequent shutdown.

SHUT
OFF
VEHICLE
ENGINE

ELECTRIC
GENERATING
SET

I

piping, adequately secured
and free of leaks. A flexible section of fuel line
must be used between the generating set and
stationary fuel line in the vehicle. This flexible
section must be 100% NON-METALLIC to prevent electrical currents from using it as a conductor.

Operating the generator set from a tee in the main fuel line can cause
erratic operation when vehicle is operated at highway speeds. The
sets fuel pump has neither the capacity nor the power to overcome
the draw of vehicle engine fuel pump.

,

WA RN IN G

WARNING , Fuel lines must be of steel

~ Do not tie electrical Wiring
to fuel line because any
short or arcing could cause an explosion.

[WARNING

• Leakage of gasoline in or around the compart-

I
I ment is a serious fire hazard. The ventilation
system should provide a constant flow of air to expel any accumulation of fuel vapor while the vehicle is in transit. Compartments must
be vapor tight to the interior to keep fumes from within the vehicle.

Keep the fuel lines away from hot engine or
exhaust areas to reduce the chance of vapor lock.

I WARNING~
ENGINE EXHAUST GAS (CARBON MONOXIDE) IS DEADLV!
Carbon monoxide is an odorless, colorless gas formed by Incomplete
combustion of hydrocarbon fuels. Carbon monoxide Is a dangerous gas that
can cause unconsciousness and is potentially lethal. Some of the symptoms or
signs of carbon monoxide inhalation are:
• Dizziness
• Intense Headache
• Weakness and Sleepiness

• Vomiting
• Muscular Twitching
• Throbbing in Temples

If you experience any of the above symptoms, get out Into fresh air
immediately.

The best protection against carbon monoxide Inhalation Is a regular inspection
of the complete exhaust system. If you notice a change In the sound or
appearance of exhaust system, shut the unit down Immediately and have it
inspected and repaired at once by a competent mechanic.
16
Digital edition © 2011 MotorhomeArchives.com

Exhaust System
Be sure the construction of the exhaust
system prevents damage from leaks or
vibration. Use automotive exhaust
hangers and connections under the
vehicle. Be sure the exhaust outlet
terminates aft of the set compartment
and the exhaust pipe extends to the
perimeter of the vehicle.

r----~7

I

II

~-

I

-:- -:- -=-=-=- -:- - - --=-'T'"

.

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I

I
I
I

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I

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~

~ ..

_.

. 8--NOTE: Leave adequate'
~
clearance around shield
~ -:"'_
and exhaust pipe.
I"l

--t--__ J

:
I

WARNING ~ Plan the exhaust system
Exhaust gases

/
/

are deadly!

/f

I /

11

1

/

MUFFLER
SPARK ARRESTER

~ Do not connect the electric
~ generating set exhaust to

HANGER...J

the vehicle exhaust system. Water vapor from
one engine can damage the other engine.

Exhaust Spark Arresters
Exhaust spark arresters are necessary
for SAFE OPERATION. All require
periodic clean-out (every 50 to 100
operating hours) to maintain maximum
efficiency. Some state and federal
parks require them. To clean spark
arrester, remove pipe plug in bottom of
muffler. Run set for 5 minutes. Replace
plug. Onan sets are equipped with
mufflers using an integral spin-outtype
spark arrester.

I

I

-

carefully.

I

I

I
I

,

1

==--~

I
I

\

I.

- --:- -

I

WARNING , Do not install the exhaust outlet closer than 3
feet (1 m) from the gasoline filler spout. Exhaust gases contain DEADLY carbon monoxide.

WARNING

l

~heck exhaust system every 8 hours of operation for leaks.

~ If using tail pipe deflect~r, be sure it is large
enough to prevent excessive back pressure. All
ahaust pipe should extend beyond the rear of the vehicle.

I

WARNING ~ Do not terminate exhaust under vehicle, as

1 carbon monoxide gas is poisonous. Direct
exhaust gases away from window and door openings.

'00,

•IMPORTANT: Certain states (particularly California) have state
ordinances pertaining to the type and usage of exhaust
muffler/spark arresters on internal combustion engines or engine
driven equipment when used in a recreational vehicle such as
electric generating sets. Be sure your installation meets all Federal,
State and local codes pertaining to your unit. Failure to provide and
maintain a spark arrester may be in violation of the law.

I

WARNING

l

All exhaust shielding supplied with unit MUST
be properly installed to prevent overheating of
compartment walls or the possibility of fir-e.

17
Digital edition © 2011 MotorhomeArchives.com

Battery Selection
Determine battery size by the amount of
"surge" power required to start the generating
set. Select a battery that is at least as large as
that specified by Onan.

Onan recommends one 12-volt, 74 amp hour
battery for all RV generator sets. In colder
temperature applications (0° to 32°F), one 12volt, 92 amp hour battery is recommended for
all units. For sub-zero operation, Onan
recommends one 12-volt, 105 amp or larger
capacity battery.

Locate battery as close as possible to starter
and charging system. Keep the battery well
charged and clean. Keep terminals clean and
free of corrosion.

I

Check Cable Size
After checking the battery for the correct size
and capacity, check the battery cables. The
distance from the battery to the generator
determines the size of the battery cable as
indicated in this table. If cables are undersize
starting problems may develop.
'

WARNING , Do not locate battery in same comparbnent as generating set to avoid a

potential fire hazard. Onan recommends using a separate
battery for operation of the generator set in addition to the
regular vehicle starting battery.

BATTERY CABLE RECOMMENDATIONS
·CABLE LENGTH
IN FEET (metres)

CABLE SIZE

0-10 (0-3)
11-15 (3-4.5)
16-20 (4.5-6)

2
0
000

I

WARNING ~ Do NOT use maintenance-free, un-

vented batteries with these generator
sets. Malfunction of the starting-charging system can
produce high charging currents, causing excessive gassing. An unvented battery can build up sufficient pressure to
explode.

* - Distance from battery to set.

Notes:

18

Digital edition © 2011 MotorhomeArchives.com

Negative Battery Connection
Connect the negative cable to the
designated point on the generator set.
Use shakeproof washers between the
cable lug and the connection point. If
possible, make connections directly
from the generator to the battery.
Battery ground connection can be
made to the vehicle chassis.

I

WARNING , Be sure to make a ~. ood

ground connection.
Generator must be effectively bonded to
recreational vehicle chassis for proper operation.
Vehicle chassis (frame) ground and the battery
and generator set ground should all be electricalfy connected to be at 0 ground potential. All Onan
units are designated for negative ground application.

Positive Connections
Connect the B+ cable to the start
solenoid. Use this point to measure the
available voltage at the generator for
cranking and during cranking.

Notes:

J9
Digital edition © 2011 MotorhomeArchives.com

120 VOLT, 2 WIRE

1

120 VOLT, 2 WIRE
(f)

UNGROUNDED LOAD WIRE. M1, M:3
(BLACK)

rG::~~~::·:~:: :',': )
(WHITE)

UNGROUNDED LOAD WIRE
30 AMP

Cl

«
UJ

(JOIN)

o

~
I

«

120 V. (FULL NAMEPLATE RATING)

...J

II::

BLACK

I-

~

-M2, M4
T(JOIN AND
GROUND)

J_!

Z

4.,.

UJ
(!)

GENERATOR LEADS

WHITE. M2

120/240 VOLT, :3 WIRE
UNGROUNDED LOAD WIRE (BLACK)

•

-f---~tr.;.;;;.,;",;";;;,..;;.;.,;..;;.;;;,;;;.",;;;.;;.;.;.;;....;.;",;,;~~;,;,,,;,;;~-...
NOTE: Only half nameplate
rating can be taken off each
120 volt con nection.

120 V.
GROUNDED LOAD WIRE (WHITE)

_l

f

240 V.

J

!':"

M1

M2, M3 (JOIN)

120 V.

t

UNGROUNDED LOAD WIRE (BLACK) •

M4

Load Wire Connections
Most motor home generating sets are 120-volt, two-wire units.
However, 120/240 dual voltage units are available. Many units
can be reconnected to any of the voltage configurations. Be
sure the generator is correctly connected to supply the voltage
requirements of the motor home. See Operator's Manual.
Observe all applicable electric code requirements.
WARNING

~ To prevent noxious gases from entering vehicle interior,

seal any openings made in the set's compartment for
conduit, wiring, etc.

Notes:

20
Digital edition © 2011 MotorhomeArchives.com

SUMMARY OF GENERATOR SET
INSTALLATION DETAILS

!

IMPORTANT SAFETY
PRECAUTIONS

WARNING ~ Do not use insulation on the bottom

of the compartment. Oil and/or gasoline present a potential fire hazard.

~
support the unit.

~ Air flow .is restr.ic~ed if insulation
extends Into minimum clearance
around the generating set (1 inch). Insulation must be of a
material that does not support combustion.

~ For proper .vibration isolation ~o not
~ compress Isolators (not apphcable

Do not use a sheet metal base or thin
plate without a frame to adequately

WARN ING , Do notterminate exhaust under vehicle. Exhaust gases are deadly. Plan
exhaust systems carefully. Extend exhaust beyond rear of
vehicle.

for 2.5 AJ and 2.5 LK). Leave approximately 1/16-inch
clearance between top snubber washers.

'DO
no.t tie electrical wiring to .fuelline
as this could produce arcmg and

~

subsequent fire hazard.

Do not connect generating set exhaust to vehicle exhaust system.
Water vapor from one engine can damage the other engine.

~ Solid metal conductors can develop

[ WARNING ~ Do not locate battery in generating

WAR N IN G

L~

metal fatigue and break. Use only .
stranded wire in compartment.

WARNING

t

set compartment. Buildup of
hydrogen gas in compartment could cause explosion.

Nev~r use d~c:ooMngairf~r
heating because it ..., contain

WARNING , DO NOT DISCONNECT BATTERY
CABLES FROM BATTERY WHILE
GENERATOR SET IS CRANKING OR RUNNING;
SPARKS MAY CAUSE AN EXPLOSION.

poisonous gases.

~ ~h:~~ng~O~e~'
~

WARN ING , Do notterminate exhaust undervehi-

7 '~
as..--

cle, as carbon monoxide gas is
poisonous. Direct exhaust gases away from window and
door openings.

will not be damaged, but the vehicle's ............ be.

21
Digital edition © 2011 MotorhomeArchives.com

. ~

I

LOAD WIRES

/

/

/ /.

I I
I I

,,",,

I I
I ,

FU EL LI N

E~r-Jt-~L

__~IL

~:.-PIPE EXHAUST TO
PERIMETER OF VEHICLE

SPARK ARRESTER

·-

Earlier Installations
Earlier installations have unit-mounted exhaust muffler
systems with a flexible line to the muffler. Watch for leaks or
breaks in the line. These installations can be converted to the
new system for service convenience and noise reduction.

22
Digital edition © 2011 MotorhomeArchives.com

illIi
IA.».---LOAD WIRES

MUFFLER
C LAM P +!I--+(t::'ld

.,,"
F U E L LI N E ---;;r,--u..1Il.

MUFFLER

AUTOMOTIVE TYPE HANGERS

....., I
PIPE EXHAUST TO
PERIMETER OF VEHICLE

Later Installations
Later installations have right- or left-hand
exhaust manifolds and have a short exhaust
pipe into the muffler. The Onan muffler lowers
compartment temperature and reduces engine
exhaust noise to below industry's suggested
minimum limits. As required in some camps
and parks, spark arresters are available to
catch carbon particles from exhaust. Onan sets
use mufflers with integral spin-out type exhaust spark arresters. Current models have a
center down exhaust system.

J

I

Removing a pIpe plug from the arrester and
operating the electric set (at a convenient time
and place) cleans out the deposits.

This arrester does not plug up when the holding chamber is
full and does not cause harmful high eXhaust back
pressure.

Spin-Out Spark Arrester (Optional)
The spin-out spark arrester attaches to the
muffler. It removes carbon particles from the
generator set exhaust by centrifugal force,
catching the particles in a holding chamber.

When full, particles pass through the arrester.
Clean the arrester every 50 to 100 hours of
operation.

23
Digital edition © 2011 MotorhomeArchives.com

Preventive Maintenance
To achieve efficient generator operation and
promote long life for the unit, it is important to
keep the unit clean and to perform the service

items listed on the generator end band or
cylinder shroud at the indicated hours-ofoperation.

Keep Unit Clean
Cleanliness of the generating set and the compartment directly reflects the
total operating efficiency ofthe unit. Consider the road conditions under which
the unit has been operating.
• Keep cooling system clean.
• Service air cleaner as required by road conditions.
• Change crankcase oil and filter more frequently when operating the
generating set in dusty or dirty conditions.
• Keep governor and choke linkage clean.
On Power Drawer units, clean sand and dirt from slide rails with an air
hose. NEVER OIL SLIDE RAILS.

• Clean bottom of housing and inlet duct as necessary.
• Check air outlet screen for obstructions.
• Blowout the unit and the compartment with clean, dry, compressed air not
to exceed 35 psi (242 kPa).

:

'j

I

WARNING , Before beginning any maintenance

WAR N I N G

, Always allow generator set to cool off

before performing any maintenance
or installation work on the set Working on a hot set could
cause severe burns.

work on the engine, generator, control panel or associated wiring, disconnect the battery.
Failure to do so could result in damage to the unit or
serious personal injury in the event of inadvertent starting.

24
Digital edition © 2011 MotorhomeArchives.com

Periodic Maintenance Schedule
Regularly scheduled maintenance is the key to
lower operating cost and longer service life for
the set. The following schedule should be used
as a guide. Actual operating conditions under
which the set operates should be the determining factor in establishing a maintenance
schedule. Periodically inspect the generating

set and it's components and clean or replace as
is necessary. Remember-100 hours of
generator set operation at 1800 rpm is
equivalent to the running time necessary for
your motor home to travel 4,000 miles at 40
mph.

AFTER EACH CYCLE OF INDICATED HOURS

SERVICE THESE ITEMS

8

General Inspection

x1

Check Oil Level
Check Battery Electrolyte Level

x

50

100

200

x

Change Crankcase Oil
Check Spark Plugs

x2
x4

Check Breaker Points

x3
x

Clean Breather Valve
Clean Governor Linkage
Service Air Cleaner (Oil Bath)
Replace Air Cleaner Element (Dry)

x
x2
x2
x2

Clean Coolinq Fins
Change Oil Filter (If Used)
Replace Breaker Points

x2
x4

Clean Crankcase Breather
Remove Carbon Deposits from Heads

x
x

Adjust Tappets
Replace Fuel Filter (If Used)

x
x4
x

Clean Carburetor
Check Generator Brushes (Replace if Necessary)
x1
x2
x3
x4

-

400

As Required

With set running, visually and audibly check exhaust system for leaks.
Perform more often in extremely dusty conditions.
Replace if necessary.
Replace annually or prior to storage.

NOTE: ON 3600 RPM MODELS, REDUCE HOURLY INTERVALS BY ONE-HALF.

IWARNING ,

All exhaust system connections MUST be checked regularly for any
leaks and tightened as necessary. Do NOT terminate exhaust pipe
under vehicle or near any window or door openings. Inspect the vapor tight seals
around all openings made in the set's compartment for wiring, conduit, etc., to
prevent entrance of any nollious fumes to motor home interior.
25
Digital edition © 2011 MotorhomeArchives.com

Visual Inspection
Visually inspect the general
appearance of the generating set. Look
for any broken or damaged parts and
be sure all connections are secure.

I

WARNING

, Do NOT store anything in
the generator compartment
such as oil cans, oily rags, chains, wooden
blocks, etc. A fire could result or the generator
set operation may be adversely affected. Keep
the floor clean and dry.

Battery Care
To increase battery life, a number of routine
checks and some preventive maintenance
should be performed.
1. Keep the battery case clean and dry.
2. Make sure the battery cable connections
are clean and tight. Use a terminal puller
when removing cables for any reason.
3. Coat the battery terminals with a mineral
grease or petroleum jelly to reduce corrosion and oxidation.
4. Identify each battery cable to be positive or
negative before making any connection.
Always connect the ground (negative)
cable last.
5. Maintain the electrolyte level by adding
water (drinking quality or better) as needed
for filling to split level marker. The water
ingredient of the electrolyte evaporates,
but the sulphuric acid ingredient remains.
Therefore, add water, not electrolyte.
6. Avoid overcharging when recharging. Stop
the boost charge when the specific gravity
is 1.260 and the electrolyte is 80° F
(26.7° C).

SPECIFIC GRAVITY
READING SHOULD BE
1.260 at 800 F (260 C)

• 12-VOLT NEGATIVE GROUND
• BATTERY MUST BE CONNECTED
AT ALL TIMES UNIT IS RUNNING
• CHECK SPECIFIC GRAVITY
• KEEP WATER TO PROPER LEVEL
• BATTERY CABLES TIGHTTERMINALS CLEAN

Charging system tests require a fuly charged battery for
accuracy in isolating component malfunctions.

26

Digital edition © 2011 MotorhomeArchives.com

Recommended Fuels
Use clean, fresh, unleaded or regular
grade gasoline. Do not use highly
leaded premium fuels. Using unleaded
gasoline results in less maintenance.
Use regular gasoline for the first 25
hours to allow the rings to seat well for
best performance. Then use unleaded
gasoline thereafter.

RECOMMENDED FUELS
• NON-LEADED GASOLINE IF AVAILABLE
• CLEAN FRESH "REGULAR" GRADE
GASOLINE
• DO NOT USE HIGHLY LEADED PREMIUM
(ETHYL) GRADES

If regular gasoline is used continually,
carbon and lead deposits must be
removed from the cylinder heads as
required because of engine power loss.
Unleaded gasoline may be used safely
after lead deposits have been removed.
~

If lead deposits ~ccumulate, loss of engme
power will result. Remove cylinder heads-clean
out lead! If lead deposits are not removed,
preignition could occur with damage resulting to
the engine.

I

WARNING

,

To avoid a possible explosion never fill the fuel tank
when the generator set engine is running.

Notes:

27
Digital edition © 2011 MotorhomeArchives.com

Lubricating Oil
The American Petroleum Institute, the
Society of Automotive Engineers and
the American Society for Testing
Materials class oils according to the
service for which they are designed.
Onan recommends using SE or SE/CC
oil, viscosity to be determined by the
ambient temperature where the
generating set is operating.

OF -40 -30 -20 -10 0 10 ;20 30 40 50 60 70 80 90 100110120
-40 -35 -29 -23 -18 ·12 -7 -1 5 10 16 21 27 32 38 43 49

°C

Use ofthesame grade and quality oil as
that used in your recreational vehicle
engine is acceptable as long as unit is
serviced regularly and oil meets API
designation SE or SE/CC. Other factors (primarily temperature) should
also be considered when selecting appropriate engine oil.

I

1. Avoid mixing different brands of
oil.
2. If mixing oils of different brands is
unavoidable, only one brand of
detergent oil should be used. The
other brand(s) should be nondetergent.
3. Do not use oils claiming "superior
life" until rings are well broken in.
4. Beware of low quality multiviscosity oils:
a. their viscosity improver may
break down rapidly, leaving only
the lighter viscosity base to
protect your engine.
b. 5W and 1OW oils. while they may
pass the SAE viscosity requirement (at 0° F), may "congeal" at
slightly colder temperatu res,
causing abnormally low cranking speeds and possible bearing
damage on start-up.

WARNING , Do NOTch~oilwhile.lhe

generator set IS operating.
Hot oil could cause bums by blowing out of oil til
tube due to crankcase pressure.

Check Oil Level
Prior to starting the generating set or
each eight hours of operation, check
the 0 iI Ieve I to be su re the crankcase is
properly filled. When adding oil, always
use a good quality name brand oil1hat
meets service designations SE orSE/CC.
28

Digital edition © 2011 MotorhomeArchives.com

Change Oil
Change oil every 100 hours under
normal operating conditions. When the
generating set is operating in extremely dusty or dirty conditions, change oil
every 50 hours or sooner.

DIESEL
CA
CB
CC
CD

GAS-GASO
SA
SB

SC
SO
SE

SE or SE/CC
API/SAEIASTM
CLASSIFICATIONS & VISCOSITIES

Change Oil Filter
If the engine is equipped with an oil
filter, change the filter every 200 hours
of operation or every other oil d1ange..
Be sure to replace the foam strip
around the filter.

FOAM STRIP

29
Digital edition © 2011 MotorhomeArchives.com

AIR CLEANERS
COVER

FILTER ELEMENT

DIP FILTER ELEMENT
IN A PAN OF OIL.
DRAIN AND REPLACE.

2.5 AJ

AIR CLEANER
ELEMENT

2.7 AJ

BASE PLATE

COVER

NEW 3.0 AJ
BASE PLATE

POWER DRAWER
AIR CLEANER
BRACKET

BF
NH

AIR CLEANER
COVER

~~~'"

LK

CCK/NH/BF
OLDER MODELS

KEEP CONNECTIONS ---~b#.::.
AIR TIGHT

L~~~~~-

RETAIN~~P~
696

EARL Y CCK MODELS

NEW BFA, BGA and NH (Spec K)
30
Digital edition © 2011 MotorhomeArchives.com

Air Cleaner Maintenance
Air cleaner design varies with the model of generating set. Generally, check the air cleaner
every 100 hours of operation or more often when operating in extremely dusty conditions. A
plugged air cleaner restricts intake air causing poor engine operation and excessive fuel
consumption.

• Clean the sump on the oil bath air cleaner and add new oil at each oil change .
• Clean the paper element at each oil change by gently tapping against a flat surface
removing dust and dirt accumulation. If compressed air is used to remove the dirt, it must
not exceed 35 psi (242 kPa).
.
• The AJ and some CCK elements should be washed in a detergent, dipped in oil and
squeezed out before replacement.
Replace the long thin element of the SF and NH Power Drawers® each 200 hours; replace the
round element with the sleeve every 500 hours. Consult the owners manual of the specific
model.

31
Digital edition © 2011 MotorhomeArchives.com

Check Spark Plugs
Replace spark plugs after each 200 hours of
operation. Spark plug gap should be .025 inch
(.635 mm) for the AJ, LK, CCK, BF, BFA, BGA
and 6.5 NH; .020 inch (.508 mm) for the 4.0 BF
and 6.0 NH Power Drawer models. Check the
conditions of the old plugs.

• Black deposits indicate a rich mixture.
• Wet plugs indicate misfiring.
• Badly or frequently fouled plugs indicate
the need for major tune up.
• Yellow plugs indicate bad gasoline.
Badly leaded plugs cause misfiring, poor
operation or stopping when a load is applied.

Notes:

32
Digital edition © 2011 MotorhomeArchives.com

'-~
KEEP GOVERNOR
LINKAGE LUBRICATED

CLEAN JOINT
Do not lubricate plastic
ball joints. They only
require cleaning.

Clean Governor Linkage
The governor linkage on Onan engines has one oftwo kindsof
ball joints: plastic or steel. Clean all joints every 100 hours of
operation.

• The plastic joint requires cleaning only. Do not lubricate!
• Clean the steel joint and apply a graphite lubricant.

Notes:

33
Digital edition © 2011 MotorhomeArchives.com

Clean Crankcase Breather
The crankcase breather prevents
pressure from building up in the
crankcase but maintains a vacuum in
the crankcase to reduce oil leaks. A
sticky breather valve can cause oil
leaks, high oil consumption, rough
idling, reduced engine power and a
rapid formation of sludge and varnish
within the engine. Every 100 hours of
operation, clean the breather valve in a
suitable solvent. Dry and reinstall.

Lift off the rubber breather cap and
carefully pry valve from cap. Wash and
rinse the whole valve in a suitable
solvent. Dry the valve and re-insert. Be
sure the valve flapper is toward the
engine.

HEX. HEAD
CAPSCREW

~.'Cfi!iIt1DI!_PACK

RUBBER BREATHER
TUBE CAP

885

34
Digital edition © 2011 MotorhomeArchives.com

AJ

BF, BFA, BGA
NH (Begin Spec J)

BF/NH
POWER DRAWER

CCK/NH

Set Point Gap

MODEL

To set the point gap, turn the engine crankshaft
with rotation until the maximum breaker point
i'
is obtained. Turn the cam screw until the
.•.. per gap is as indicated in this table. Be sure
measure the gap with a clean feeler gauge;
.• rt or other accumulations on the gauge can
to the breaker points causing ignition
failure. If the points become pitted or badly
burned. replace according to the instructions
given in the appropriate operator's manual.

POINT GAP

AJ
LK
CCK
NH (Prior to Spec J)
BF (Power Drawer)
BF, BFA and BGA
NH (Begin Spec J)

~~here

.022"
.020"
.020"
.020"
.025"
.021"
.016"

(0.56
(.508
(.508
(.508
(.635
(0.53
(0.41

mm)
mm)
mm)
mm)
mm)
mm)
mm)

35
Digital edition © 2011 MotorhomeArchives.com

IGNITION TIMING

AJ

FLYWHEEL

HOLE IN HOUSING

FLYWHEEL WITH FOUR TIMING
MARKS USE THIS MARK
(PAINTED WHITE).

LK
CCK

~

TIMING ACCESS
HOLE

I

MARK ON FLYWHEEL

I

I

I

.

I
I

IGNITION TIMING MARKS

I
BREAKER POINT
BOX

I

I
I

I I

,

I
I
I B ,6

I
'

I

I I
I I

I
I
I

I I

6.0NH

I

CHECK TIMING THROUGH
HOLE IN RIGHT SIDE OF
BLOWER HOUSING

I

I I

I I
I I

.

-1''-

6.5NH

(,,°1.
~,

J

36
Digital edition © 2011 MotorhomeArchives.com

Check Ignition Timing
Static Timing: Connect a continuity indicator
across the ignition breaker points. Turn the
crankshaft against rotation until the points
,; close. Then, slowly tu rn the crankshaft in the
J direction of rotation. The lamp should go out
,just as the points break and the timing marks
align. Correct timing is as indicated in this
table. If the timing marksdo not align, move the
:breaker box on all units except 4.0BF and
i6.ONH Power Drawer models. The breaker box
'ion these units does not move. Instead, change
:lhe point gap to correct the timing. Retarded
!timing reduces the load carrying ability of the
JJenerating set.

TIMING
MODEL

DEGREES

2.5 AJ

25

2.7 and 3.0 AJ

22

LK

19

CCK

19

BF, BFA, BGA

21

6.0 NH

25

6.5 NH

22

/~~;::-..

~ ~/
11/ '
~_- , -

-- - -- - -

..............

........

DISCONNECT LINKAGE
HERE AND HOLD
THROTTLE WIDE OPEN

J

I--

" . . . . ~~
"\
I

Ii

I

I

"j'

l

I
I
I

--

I

\

\

\
I

.J

J
120 VOLT
1 PHASE
2WIRE

VOLTAGE CHART
FOR CHECKING
GOVERNOR REGULATION
Maximum
No-Load Voltage
Hertz

126
63

Minimum
Full-Load Voltage
Hertz

108
58

I
I

I
\

1

SENSITIVITY
ADJUSTMENT

56

Digital edition © 2011 MotorhomeArchives.com

Vacuum Booster
The vacuum speed booster is a separate auxiliary device that supplements governor action.
As the generator load increases, the booster
helps the governor by producing a slight
increase in engine speed. This results in nearly
a constant output voltage.
SPRING
BRACKET
LINK

Vacuum Booster Adjustment: Adjust the
booster after satisfactory performance under
various load conditions has been obtained by
governor adjustments without the booster.
Connect the booster external spring to the
bracket on the governor link. With the unit
operating at no load, slide the bracket on the
governor link just to the position where there is
no tension on the external spring. Apply full
load and observe the action of the booster. To
increase or decrease response, change the
cotter pin to another hole in the return spring

strap. The booster is correctly adjusted when
the speed does not drop more than 4 cycles
with a sudden load application and recovers
rapidly. Tighten the hold-down screws of the
booster at each tune-up.

Notes:

57
Digital edition © 2011 MotorhomeArchives.com

Sensitivity Adjustment
After adjusting the carburetor
and the governor, adjust the
governor sensitivity. Sensitivity
affects the rpm from no load to
full load. Moving the governor
spring closer to the shaft
makes the governor more sensitive to load change and
decreases the speed change
from no load to full load.
Observing a frequency meter,
adjust the sensitivity for as
close a cycle range as possible
without hunting. Check frequency table.

High Charge Rate (Older Models)
The high charge rate~is adjustable on
many of the controls. The factory setting is 7.5 amps on high charge. To
adjust the high charge rate on standard
controls stop the generating set.
Loosen the band screw and slide the
band toward the end of the control to
reduce the rate ortowards the center of
the control to increase the rate.
Measure positive voltage at start
solenoid to ground. Voltage should be
14.3 to 14.7 volts. Solid state controls
have fixed charged rates-both high
and low.

Notes:

58
Digital edition © 2011 MotorhomeArchives.com

Troubleshooting
The following are the most common problems that occur with an RV electric generating set..
•
•
•
•
•
•
•

Engine will not crank
Engine cranks but will not start
Engine overheats
Engine misfires
Engine stops
No voltage output
Low output voltage

When troubleshooting an RV set, consider the problem, then check the most probable causes
first, as presented on the following two pages.
The remainder of this section describes troubleshooting of the controls with separate wiring
diagrams of the various controls.

Notes:

59

Digital edition © 2011 MotorhomeArchives.com

ENGINE WILL NOT CRANK
•
•
•
•
•
•
•
•
•

Battery Connections
Generator Ground Cable
Battery Condition
Start Solenoid Bad
Correct Generator DC Brushes
Engine Seized
Cranking Motor Bad
Generator Output AC Wires Connected Wrong
Faulty Control Board Contacts

ENGINE CRANKS BUT WILL NOT START
•
•
•
•
•
•
•
•
•
•
•

No Fuel in Tank
Air Leak in Fuel System
Electric Fuel Pump Failed
No Ignition Power
Spark Plugs Fouled
Choke Stuck (Closed or Open)
Faulty Start Solenoid
Fuse Out of PC Board
Faulty Disconnect Circuit
Faulty Control Board Contacts
Faulty Relay

ENGINE OVERHEATS
•
•
•
•
•
•
•
•

Ignition Timing Wrong
Lean Fuel Mixture
Poor Air Circulation
Dirty or Oily Cooling Fins
Oil Too Light or Diluted
Low Oil Level
Generator Overloaded
Faulty Exhaust System

60
Digital edition © 2011 MotorhomeArchives.com

ENGINE MISFIRES
•
•
•
•
•
•
•
•
•

Incorrect Ignition Timing
Wrong Spark Plug Gap or Fouled Plugs
Worn Points or Improper Gap Setting
Bad Ignition Coil or Condenser
Lean Fuel Mixture
Rich Fuel Mixture or Choke Stuck
Dirty Carburetor
Dirty Air Cleaner
Faulty Plug Wires.

ENGINE STOPS
•
•
•
•
•
•
•
•
•
•
•

Burned Points
No Fuel in Tank
Engine Flooded
Dirty Carburetor
Defective Fuel Pump
Generator DC Brushes Defective
Faulty Alternator
Faulty LOP Switch
Low Oil
Fuse Out
Fouled Spark Plugs

LOW OR NO OUTPUT VOLTAGE
•
•
•
•
•
•
•
•
•
•

Brushes Stuck
Open Field Circuit
Open AC Coil
Circuit Breaker Tripped
Diode in Bridge Shorted
Reactor Open
AC Output Wi res Not Connected at Brushes
Brushes Too Short
Field Blocking Diode Open.
Bad Battery, Poor Connections or
Battery Cables Too SmaJl.

61
Digital edition © 2011 MotorhomeArchives.com

Check Battery
When troubleshooting
an RV electric
generating set, first check the battery. Be sure
it is of adequate size and at optimum charge to
ensure satisfactory operation for the specific
installation. Be sure the location of the battery
does not interfere with the airflow to and from
the unit. Check for proper battery connections
and cleanliness of the battery terminals.

Negative Battery Connection
Check the negative battery connection. Be
sure the shakeproof washer is in place and the
connection is tight at the generator set and
battery. The vehicle chassis frame can be used
as a ground for the battery and the generator
set, if the cable is of sufficient size and secured
properly.

CURRENT MODRS

OLDER MODELS
62

Digital edition © 2011 MotorhomeArchives.com

Check Positive Connection
Battery positive connects to the start
solenoid. When the solenoid is located
inside the control box, be sure the
control cable runs through the center
of the grommeted hole in the box.

Check Battery Voltage
Checking DC voltage at the control
provides a battery voltage check.

Check Cranking Voltage
Be sure there is sufficient voltage to
supply cranking power for the unit. To
measure voltage, energize the start
solenoid. Low voltage indicates a bad
battery, poor battery connections or
battery cables that are too small.

63
Digital edition © 2011 MotorhomeArchives.com

Check DC Voltage
Place the Start switch in the Start
position and observe the DC voltage
produced at the generator. Normal
starting voltage is approximately 7.5
volts. Sufficient DC voltage ensures
that adequate cranking and excitation
voltage is being supplied and that the
generator is producing rated voltage.
Otherwise, a bad battery, bad battery
connections or ground connection, or
insufficient cable size is indicated.

Relay Type Control Switches
The standard control has a Start/Stop
switch and a Hand Crank/Electric Start
switch. To supply ignition power when
the battery is low, place the Hand
Crank switch on the Hand Crank position (this bypasses the "Stop" relay
contacts). Start the generating set with
a pull rope (if available). To stop the
set, the Hand Crank switch must be in
the Electric Start position breaking the
ignition circuit.

Relay Type Control Components
The components of the standard control, pictured here, are from right to left:
•
•
•
•
•
•
•
•
•

Remote connection terminal block
Battery charge diode
Start solenoid
Stopping resistor
Two-step charging resistor
Ignition resistor
Adjustable high charge resistor
Low charge resistor
Stop (ignition) relay.

Digital edition © 2011 MotorhomeArchives.com

Ground Coil Terminal (Std)
Placing the Start switch in the Start
position grounds terminal #3 on the
terminal block and the coil terminal of
the start solenoid. If the start solenoid
does not energize with an audible click
and the generator receives no voltage,
the start switch may be faulty. Check
the Start switch by grounding the coil
terminal of the start solenoid on standard generating sets.

Jumper B+ Terminal
On solid state controls, jumper from the B+
terminal to the coil terminal. If the generating
set does not crank, replace the solenoid, after
checking with a voltmeter.

Solid State Voltages
This table specifies the number
of volts present at each terminal.

SOLID STATE VOLTAGES
ENGINE RUNNING
TERMINAL NO.

VOLTAGE

1
2
3
4
5

10
28
10
10
13
13
14
14
0
28
10
10
OiGND\
10
13
0
13
13

6
7

8
9
10
11
12
13
14
15
16
17

18

65
Digital edition © 2011 MotorhomeArchives.com

Start/Stop Switch Faulty (Std)
If the start solenoid energizes when the
coil terminal is grounded but will not
energize when the Start switch is actuated, ground terminal #3. If the
solenoid then energizes, the Start/Stop
switch is faulty and must be replaced.

Check Start/Stop Switch (Std Solid
State)
On the standard solid state, jumper
terminals #15 and #16 to check the
Start/Stop switch.

Start/Stop Switch Faulty (Solid State)
If placing the Start/Stop switch in the
Stop position does not stop the
generating set, ground terminal #2.
Should the remote wire to terminal #2
be grounded in the vehicle, the
generating set will crank but will not
start. Remove any remote wires from
terminal #2 to check stopping. If the
generating set stops, the Start/Stop
switch is faulty and requires replace- •
ment.
,

66

Digital edition © 2011 MotorhomeArchives.com

~Electric Start Switch Position

The Hand Crank/Electric Start switch must be
in the Electric Start position to stop the set with
the Start/Stop switch. In the Hand Crank
position, the stopping circuit is bypassed and
ignition is not interrupted for stopping.

~

Power Drawer Tests
Start and stopping tests on the power
drawer control are the same as on the
standard control: Ground terminal #3
to start and terminal #2 to stop.

Check Stopping (Std Solid State)
To check stopping with the standard
solid state control, jumperterminal#14
to #13 (terminal #13 is ground).

I~

67
Digital edition © 2011 MotorhomeArchives.com

Check Low Charge Resistor
If the stop relay (ignition relay) does
not energize, the low charge resistor
may be defective. Check the resistor; if
it is lumpy, it has burnt out. Agrounded
running time meter can be the cause.

Fuel Solenoid (Early Models)
This solenoid is a positive fuel shutoff
valve that prevents fuel from flowing
into the carburetor after set shutdown.
It connects to the ignition power terminal. This in turn prevents the
possibility of a press!Jrized fuel system
forcing fuel into th~ generating set
engine after it is shut down.

Fuel Solenoid (Current Models)
BFA, BGA and NH (Spec K) sets usean
electric fuel pump with a built in internal fuel shut-off device. 3.0 AJ sets use
an external device (shown below)
which functions the same as earlier
models.

EARLY MODELS

~

When removing or replacing fuel solenoid, always
use wrench on hex (Al, Figure 9. Do not exert
turning force on B because solenoid will be
damaged internally.

~

.r--- ELECTRIC
FUEL PUMP

'~.l---- FILTER

ELEMENT

~

~.

INLINE FUEL
FIL

TE~~

~~:-f2~~~~~~~

[~'

FUEL PUMP

GASKET

COVER

CURRENT MODELS

15/16" OPEN END WRENCH

68
Digital edition © 2011 MotorhomeArchives.com

CONTROL-OPERATING SEQUENCE FOR BF "RV"
MOTOR HOME CONTROL #611-1127

Starting Circuit

When the engine starts and reaches governed
speed; releasing the start switch allows it to go to
the center off position breaking the K1 and K2 coil
circuit. This breaks the starting circuit and start
ignition circuit.

A 1 is the generator set control assembly. Optional
items are A2, the deluxe remote control which has
a running time meter and battery condition
ind icator. A3 is a standard remote control uti Iizing
only a generator run indicating light and the startstop switch.

A low oil pressure cutout switch (S3) is placed in
the breaker point side of the ignition coil. In the
event of a low oil pressure condition it would
close grounding the breaker point side of the
ignition coil thus cutting off ignition power and
shutting the engine down.

The control is the standard three wire type.
Starting is done by grounding terminal 3 and
stopping by grounding terminal 2. Terminal 1
connects directly to a ground point. A fuse is
placed in line with terminal 5 and 6 to protect the
circuits in the event of a fault between the
standard control and a deluxe or standard remote
control located in another area. F1 and F2 are 5
amp fuses.

Ignition Circuit
When the engine starts and accelerates to
governed speed, the battery charging circuit is
energized through resistor R1, to CR1 to the
battery, charging it. Also, from R1, power is
supplied to fuel pump and ignition coil to maintain these devices in operation.

Placing S1 in the start position permits a current
flow from battery to the B+ terminal of the
,""olenoid, through the solenoid to terminal 3, to
~...he start switch to terminal 1 and to ground. This
causes the coil on relay K1 to energize closing the
high current contacts within it and the auxiliary
contacts. When the high current contacts close,
the battery is connected to the cranking windings
of the generator producing a motor effect which
cranks the engine. At the same time a circuit is
established through the auxiliary contacts to
terminal 6 of the control, to the plus side of the
ignition coil, through it to the breaker points to
ground establishing ignition circuit. Beginning
with Spec "B" models the auxiliary contacts on
the start solenoid K1 were eliminated and replaced by a separate crank ignition relay K2. With the
Start switch S1 in the start position, relay K2
(crank ignition) energizes to supply ignition
current during the cranking period ONLY. When
running, ignition current is supplied through the
battery charging resistor R1 and fuse F2. Refer to
schematic #611-1127. All other circuits in this
control function the same as Spec "An models.
Refer to schematic #611-1123. In addition, power
is supplied to the fuel solenoid (E4 on Spec "A"
models and E5 on Spec "B" and IaIer" models)
causing it to open and allowing fuel to the
carburetor, by energizing the fuel . . . . (ES on
Spec "A" models and E4 on Spec "1r 8IId later
~odels. A running time meter is -';ftd to
-rrovide a continuous record of hollis aI CJI)er8tion.

Stopping Circuit
Placing switch S1 in the stop position places a
ground on the breaker point side of the ignition
coil preventing a make and break of ignition
circuit thus eliminating the spark at the plugs
shutting the engine down. Start and stop can be
readily accomplished at the engine control, the
deluxe remote control or the standard remote
control.

Troubleshooting
Failure of battery charge resistor R1 or loss of
connections in the charging circuit will cause an
ignition failure and engine shutdown.
Should the start solenoid (K1) fail to close when
the start switch (S1) is placed in the correct
position, a fast check can be madetodetermine if
it'sa faulty solenoid orswitch. Placea wire jumper
on the F terminal of K1 to a good ground point. If
the solenoid now energizes the fault is in the start
switch or its circuit. If starting is not accomplished through oneofthe remote switches, a
fast check can be made through the use of a
jumper by grounding terminal 3 at the engine
control or at the remote control to determine
complete ci rcuit. if the starting is accomplished in
this manner but not through the switch, itilndicates a faulty switch. Stop circuit caR betesied

69

Digital edition © 2011 MotorhomeArchives.com

in the same way by jumpering from terminal 2 of
the standard control or the deluxe or standard
remote control.
On Spec "B" models (Schematic611-1127) Crank
Ignition relay K2 operation can be tested by
checking voltage from relay terminal 4 to ground
while cranking unit. Battery voltage should
appear at this terminal (4). If not, check for
voltage at relay terminals 1 and 2 of K2. If battery
voltage is present at terminals 1 and 2 of K2, but
not at terminal 4 of K2, replace relay K2. If not
voltage appears at terminals 1 and 2 on relay K2
while cranking, check wiring between Start
solenoid K1 and Crank Ignition Relay K2.
A fuel pump (E4) and fuel solenoid (E5) can be
tested for operation by placing a jumper from B+
out of the battery to the plus side of the ignition
coil (T1). If the fuel solenoid (E5) is good, a click
should be heard when thisjumper is connected. A
chattering of the fuel pump should indicate it is
functioning.
If the unit cranks but will not start, and battery
voltage is present at the plus terminal of the
ignition coil (T1), disconnect the lead to the low
oil pressure switch (S3) to be sure it is not
remaining closed due to a fault.

70
Digital edition © 2011 MotorhomeArchives.com

'J

Digital edition © 2011 MotorhomeArchives.com

A2

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WIRING

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WIRING HARNESS CABLE -REMOTE
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CONTROL

',Z,::'o!:-4-.

BF "RV" BEGIN SPEC B
611-1127

#/

WOULD BE THE SA.ME.AS"B5
"z WOULD BE:,HE S,"-ME. A9"'30
""3 WOULD BE.'HE: SAME.A" #t31o
#4 WOULD BE. ,.HE..5AME..A'S"S7

ARE

I, K2 OLD RELAY CO"-lNE.CTIONS

C

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I RESISTOR-FIXED'IBF
I RESISTOR - FI XED ~ NH \'CCK
I SWITCti:START-STOP
I BREAKER 8 CAP ASSY
I SWITCH-LOW OIL PRESS
I SWITCH-HI6H AIR TEMP
I COIL-IGNITION

BELOW ARE REF, ONI.Y
I DEI.UXE REMOTE CONTROl.
I STANDARD REMOTE CONTROl.
I BATTERY
12V
CAPACITOR
I RECTifiER
I CHOKE-ONAN
2 SPARK PLUG
I FUEL PUMP
FUEL (WHEN USED)
I SOLENOID
2 FUSE (5 AMP 32V)
I GENERATOR
I SOLENOID - START
I RELAY -IGNITION

338-0958 B
3~-0959 C

309-0237 P

353-0060 A

'353-0057

NOTE.:

W3

Wi
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TI

S4

S~

SI
S2

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300'-/5TO 0 I CONTROL ASSY -01,-0;
300-143
o \ CONTROL A,:>"''( 02
300- ISIS 0 I CONTROl. ASS'! -03
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ALL PART NO S
A2
300-0986 B
A3
300-09Bll B
BTl
C1
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E2,E3
E4
E5
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307-149B B
K2
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'H.OfS.

CONTROL-OPERATING SEQUENCE FOR BFA (SPEC A) BGA (SPEC A)
AND NH (SPEC K) MOTOR HOME UNITS - SCHEMATIC #611-1135

This control is very similar to the 611-1127 RV
controls in operation except for changes to the
Starting-Ignition and low oil pressure (LOPKO)
circuits. All current twin cylinder RV motor home
units listed above use the 611-1135 control.

dropping resistor R1 to relay K3 (Ignition Run)
through the LOPKO switch (S3) to ground to keep
K3 energized. K3 contacts complete the running
ignition circuit. Placing start-stop switch (S1) in
the stop position grounds power to K3. K3 deenergizes and 'its contacts open breaking the
ignition circuit.

Starting, Stopping, Ignition and Lapka
Circuits
When the start switch (S 1) is placed in the start
position, relay K2 (Crank Ignition) energizes to
supply ignition current during the cranking
period ONLY. When running, ignition current is
supplied through K3 (Ignition Run) relay. All
other circuitry in this control functions the same
as described in the 611-1127 control theory of
operation except for the low oil pressure circuit
operation. S3 (low oil pressure switch), closes
when oil pressure reaches 8-10 Ibs during cranking. The generator supplies current through

In-the event of a low oil pressure condition (below
10 Ibs when running), S3 will open, interrupting
current through K3 and shutting down the set.
When the engine starts and accelerates to
;.
governed speed, the battery charging circuit is
j:
energized through resistor R1, through CR1 to
the battery, charging it. Power is also supplied
;
from R1 to the fuel pu mp and ign ition coil th ro ugh -J
F2 to maintain these devices in operation.
•

CONTROL-OPERATING SEQUENCE FOR 3.0AJ "RV" MOTOR HOME UNIT
(BEGIN SPEC P) - SCHEMATIC #611-1140

This control functions the same as the 611-1135
control used on the twin cylinder sets except that
this unit is a single cylinder.
When the engine starts and reaches governed
speed; releasing the start switch (S1) allows it to
go to the center off position breaking the K1 and
K2 coil circuits. This breaks the starting and
ignition circuits.

72

Digital edition © 2011 MotorhomeArchives.com

'J

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Digital edition © 2011 MotorhomeArchives.com

(

53

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REMOTE CONTROL (REF)

I~

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START

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5.0BGA. 6.5 flH
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611-1135

BFA, BGA
AND NH
RV SETS

--

--

WI RING HARNESS {CONN-REMOTI
WI RING HARNESS (C;'HLE REMOTE
CONTROL) ( I 0 FEET '.ON6)
WI RING HARNESS (CAlLE REMOTE
~OL) -(j1iFITTTQNG)

~

CIRCUIT BREAKER 30 A~P (,01)
CIRCUIT BREAKER 40 At.lP(-02.J
CIRCUIT BREAKE;B.5IJAMP(-0"

SW I TCN - START STOP
SW I TCN - 8REAKER & CAP ASSY
SWI TtH - LOW 0Il PRESS
COIL
IGNITION
TERMlfiAL &LDCK
TERMINAL BOARD
SILKSCRE.EH - WO (RfF'L
_

FUSE HOLDER
FUSE - 5 AMP 32V
GENERATOR
START SOLENOID
RELAY - CRANK IGNITION
RELAV - RUN IGNI TI ON
ohm ,W
RESISTOR - I
RESISTOR

CHOKE - ONAN
SPARK - PLUG
FUEL PUMP

DELUXE REMOTE CONTROL
STANOAR
EMOTE CONTROL
6ATTERY - J.lY
CAPACITOR
Rf.CTlFIE.R-7&ATT. CHAi:fGiNG)

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320· 054+ C
32.0'0'47 C
320·05481 C

338-107
338-IOBO

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P I
P I
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166-0643
332-0699 A
332·0254 A
98-3331 B

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3D' 04

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307-1575
307-1575

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149-1542

8
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ALL PART NOS LISTED 8ELOW ARE REf ONLY

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Digital edition © 2011 MotorhomeArchives.com

~

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S3

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611-1140

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STANOAROONT~OL

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SCHEMATIC

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PARTS LIST
DESCRIPTI(»lj

lJB-1I11

B-1081

JJB-1080

,
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A

,

C
C

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98-3358

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332,0604

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353-0050

J07-'."
J07-1575
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320-""44 C.

J12-0050

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B I

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300-0986 P

&ATT. CHARGING

u.

611-1140

3.0AJ RV SET
(Begin Spec P)

WIRING HARNESS WNN-REOnTf
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WIRING H RNESS CABL E-REMOTE
NTROl, ,JO fEET LONG I

BUSH INC, - n:RWlINAl.

SIL....CRtEN 'WD

C IL - I GNIT ION
TERMINAL BLOCK

SW! TCH - START STOP
SW! TCH - BREAKER l CAP ASSY
SW! TCH - LOI OIL PRESS

f SE HOLOER
fUSE - 5 AMP J2Y
GENERATOR
START SOLENOIO
RElAy - CRANK IGNITION
REL'Y - RUN IGNI TI ON
RESI TOR - Il~gnm 51
RESISTOR - I . OHM45W

30AMP C.IRtuIT BRK
'""KI _ nNAN
SPARK - PLUG
SOLENOID 'W<-L. "HUT

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TANDARD REMOTE CONT~OL
'ATTERY - I1Y
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'HEN USED

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GAS. OR GASO.
REF

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CIRCUIT 2. I

-

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CAPACITOR

00.. POS. I A &. B OFF
8
POS.2 A ON, 8 OFF
POS.3 A ON, B ON MOMENTARY

CIRCUIT I t -

-o~r -

SWITCH NO. 308"140

IGNITION &... START REF

SUPPRESSION

~OLENO'Or-------,

--=:.....:~---_. . . ""o,~o,p''Z.lql''Ef

6 OSA II 0

CONTROL-OPERATING SEQUENCE FOR
2.7 kW AJ CONTROL #611-1106

Starting Circuit
Pushing start switch 53 to the right allows
battery current to flow through start solenoid
K1; start switch 53, to negative battery terminal
(ground). K1 start solenoid main contacts
close, supplying current to the choke E1 and
generator. This causes the generatorto act as a
direct current motor and cranks the engine. K1
start solenoid (I terminal) ignition contacts
close supplying current to ignition coil T1 and
fuel solenoid K2. When engine starts, release
the start switch.

Battery Charging Circuit
The charge rate is approximately one ampere
and is fixed by the value of resistor R1 in series
with diode CR1. The generator current flows
through the resistor R1, diode CR1 and
charges the battery. The diode CR1 polarity
prevents the battery from discharging into the
ignition and generator.

Emergency Start-Stop Operation
In an emergency situation, the control box can
be by-passed to start or stop the unit. To start,
use a 12-inch lead to jumper start solenoid K15 terminal to ground momentarily. Afterengine
starts, remove jumper. To stop, use the same
jumper to connect the point box terminal to
ground. Remove after engine stops.

Engine Stopping
To stop engine, push start-stop switch 53to the
left. This disables the points and prevents
ignition.

Low Oil Pressure Shutdown (LOPKO)
The low oil pressure switch 52 opens to allow
the ignition system to operate if sufficient oil
pressure (5 to 7 Ibs.) is available during cranking and running. The lowoil pressure switch 52
closes on loss of oil pressure to ground the
ignition points and stop the engine.

Remote Start-Stop Switch
This switch can be connected to terminals 1
and 3 for starting and terminals 1 and 2 for
stopping. This may be a single pole double
throw switch momentary, either direction,
rated at 5 amperes. Th is switch can be remotely
connected with up to 100 feet of #18 gauge
wire.

Battery Condition Meter
A battery condition meter can be connected to
terminals 1 (-) and 5 (+). Terminal 5 is battery
positive up to 15 volts.

Choke Circuit
The choke heater element E1 connects to
generator DC output. When the engine is
running the DC output from the generator
energizes the heater, which in turn relaxes the
bi-metal spring to open the choke vane in the
carburetor. This takes several minutes before
the choke vane is fully open.

Running Time Meter
A remote running time metercan beconnected
to terminals 1 (-:1:-) and 6 (+) to indicate the total
running time of the engine generator set.

78
Digital edition © 2011 MotorhomeArchives.com

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Digital edition © 2011 MotorhomeArchives.com

WIRING

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CONTROL-OPERATING SEQUENCE FOR STANDARD CCK
CONTROL 611-0176 AND STANDARD LK CONTROL

Starting Circuit
One end of the start solenoid operating coil is
connected internally to the battery terminal.
The other end of the coil is connected to
terminal30fthecontrol block. From terminal 3,
a wire connects to the start side of the startstop switch. When the switch is placed in the
start position, current from the battery positive
terminal flows through the start solenoid to
terminal 3, to the start-stop switch, to ground
and back to the battery. This energizes the start
solenoid, closing the high current contacts
within the solenoid. Battery current flows
through these closed contacts to the series
field (cranking windings) through it to the
shunt field and the armature. This causes the
generator to act as a direct current motor and
cranks the en~ine.

causing an electro magnetic field to be produced. This electro magnetic field combines with
the residual magnetic field and produces an
overall strong field and an increase in armature
voltage. This voltage increases to approximately 18 volts. This direct current is
then used for excitation and to supply battery
charging current. This voltage is also used to
operate a start-disconnect relay on some
engine controls or the start switch is released
and it returns to its center "OFF" position and
breaks the start solenoid coil circuit.

Battery Charging
The direct current voltage produced by the DC
windings of the armature causes a current
through the series field tothe51 terminal ofthe
start solenoid to the two charge resistors. One
is the fixed value low charge resistor, and the
other is the adjustable rate high charge
resistor. Battery charging current flows from
the low charge resistor to the generator terminal of the reverse current relay. From this
terminal current also flows up to the30-ohm, 5watt resistor and supplies the current to maintain the stop relay coil energized and its
contacts closed to supply ignition current.

Ignition Circuit
When the start solenoid closes, current flows
from the 51 terminal to the 1-ohm, 25-watt
resistor, to the generator side of the reverse
current relay, to the 30-ohm, 5-watt resistor, to
the upper portion of the start-stop switch to the
coil of the stop relay, to ground. The ignition
(stop) relay energizes, closing its contacts and
supplying ignition current to the coil. Current
from the battery flows through the ammeter to
the contacts of the stop relay, to the Hytempco
resistor (1.72-ohm, 25-watt) to thecoil, through
the ignition breaker points to ground.

Battery charging current also flows to the
adjustable resistor and to the normally closed
contacts of the two step voltage regulator,
through the contacts to a terminal point and
down to the generator terminal of the reverse
current relay. Current through the series coil
and shunt coil cause the reverse current relay
to close. The contacts closing complete the
battery charging circuit through that relay to
the charge ammeter, through it to the battery
terminal on the start solenoid and to the
battery. This provides battery charging
current. If the battery is in a low charge state,
the charging current will be in the area of 7.5amperes until the battery has returned to a near
normal charge state. When this happens, the
battery voltage and generator voltage are quite
close and the two step voltage regulator coil
energizes causing its contacts to open. This
coil remains energized while the generator is
running. The battery charging current drops to
approximately 2.5-amperes when the two step
voltage regUlator operates. This removes the
adjustable charge resistor from the circuit.

Engine Starting
With the generator acting as a motor and
cranking the engine and with ignition current
supplied; if fuel is available at the carburetor,
the engine Will start.

Voltage Build-Up and Start-Disconnect
When the engine starts, it accelerates to
governed speed. The armature rotating in the
magnetic field produced by residual
magnetism has a voltage produced in its windings. This voltage is applied to the shunt field
80

Digital edition © 2011 MotorhomeArchives.com

LK SCHEMATIC

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Set Stopping
To stop the set, move the switch handle to the
stop position. This "shorts out" the power to
the stop (ignition) relay coil, causing it to deenergize and its contacts to open, breaking the
ignition circuit.

When the set starts, observe the ammeter to
check the charge rate. It should be in the area
of 7.5-amperes. If itis indicating approximately
5 amperes, this indicates the low charge rate
resistor has burned out. If it is indicating 2.5amperes, then the high charge resistor is
burned out. The ammeter should drop to an
indication of approximately 2.5-amperes after
a short period of time. If it drops to 0, it
indicates an open low charge resistor.

Electric-Hand Crank Switch
The manual start-electric start switch makes
starting with a pull rope or recoil starter easier.
When the switch is in the manual start position,
it parallels the contacts of the stop relay and
supplies ignition cu rrent directly to the ignition
coil without the stop relay being energized. The
set cannot be electrically stopped with this
switch in the manual start position.

Should problems be experienced with the fuel
solenoid failing to energize, remove the lead
from the generator terminal of the reverse
current relay and place it on the supply side of
the Hytempco ignition resistor (1.72-ohm, 25watt). This will assure higher pick up voltage.

Easy Checks
Grounding terminal 3, on the terminal block
with a jumper, will energize the start solenoid
and supply current to the generator. With fuel
supplied to the engine, the unit should start.
Grounding terminal 2, at this block, will stop
the set. These are easy checks to determine if
control components are operating.

The control used on the "LK" series of sets for mobile
applications, wiring diagram 610-0266, is the same as the
611-0176 "CCK" control; with the exception that the
Hytempco ignition resistor is not used on "LK" series
controls. The mobile "LK" uses a 12-volt ignition coil.

83
Digital edition © 2011 MotorhomeArchives.com

CONTROL-OPERATING SEQUENCE FOR CCK MOTOR H O M E .
CONTROL 611-0914 AND LK MOTOR HOME CONTROL 610-0313

i"

magnetism has a voltage produced in its windings. This voltage is applied to the shunt field
causing an electro-magnetic field to be
produced. This electro-magnetic field combines with the residual magnetic field and
produces an over-all strong field and an increase in armature voltage. This voltage increases to approximately 18 volts. This direct
current is then used for excitation and to
supply battery charging cu rrent. This voltage is
also used to operate a start-disconnect relay on
some engine controls or the start switch is
released and it returns to the center "OFF"
-position and breaks the start solenoid coil
circuit.

Starting Circuit
One end of the start solenoid operating coil is
connected internally to the battery terminal.
The other end of the coil is connected to
terminal 3 of the control block. From terminal 3,
a wire connects to the start side of the startstop switch (81). When the switch is placed in
the start position, current from the battery
positive flows through the start solenoid coil to
terminal 3, to the start-stop switch (81), to
ground and back to the battery. This energizes
the start solenoid closing the high current
contacts within the solenoid. Battery current
flows through these closed contacts to the
series field (cranking winding) through ittothe
shunt field and the armature. This current flows
through the shunt field and the armature to
ground. This causes the generator to act as a
direct current motor and cranks the engine.

Battery Charging
The direct current voltage produced by the DC
windings of the armature causes a current
through the series field tothe81 terminal ofthe
start solenoid relay, to the two charge resistors
(R1. and R2). One is the fixed value low charge
resistor an? the other is the adjustable rate high
charge resistor. Battery charging cu rrent flows
from R1 to the battery terminal of the 2-step
voltage regulator relay. From this terminal
current also flows up to the 30 ohm 5 watt
resistor (R3) and supplies the current to maintain the stop relay coil (K2) energized and its
contacts closed to supply ignition current.

Ignition Circuit
When the start solenoid relay closes, current
flows from the 81 terminal to the 1-ohm, 25watt resistor, to the battery side of the 2-step
voltage regulator, to the 30-ohm 5-watt
res.istor (R3), to the stop side of the start-stop
SWitch (81), to the coil of the stop relay (K2)
and to ground. This relay energizes, closing its
contacts and supplying ignition current to the
coil. Current from the battery flows to B+ on
terminal block, to the contacts of the stop relay
(K2), to the ignition coil, through the ignition
breaker points to ground. On 'CCK" units
ign!tion current passes through a Hytempc~
resistor (1.72 ohms, 25 watt [RT1]) before the
ignition coil.

Battery charging current also flows to the
adjustable resistor (R2) a.nd to the normally
closed contacts of the two step voltage
regu~a~or, through the contacts to the battery
terminal and to CR1 chargediode, through itto
the battery terminal on the start solenoid relay
~nd to the battery. This provides battery chargIng currents. If the battery is in a low charge
state, the charging current will be in the area of
7.5-amperes until the battery has returned to a
near normal charge state. When this happens,
the battery voltage and generator voltage are
qu!te close and the two-step voltage regulator
COil energizes, causing its contacts to open.
This coil remains energized while the
generator is running. The battery charging
current drops to approximately 2.5-amperes
when the two-step voltage regulator operates.
This removes the adjustable resistor from the
circuit.

Engine Starting
With the generator acting as a motor and
cranking the engine and with ignition current
supplied; if fuel is available at the carburetor,
the engine will start.

Voltage Build-up and Start Disconnect
When the engine starts, it accelerates to
governed speed. The armature rotating in the
magnetic field produced by residual
84

Digital edition © 2011 MotorhomeArchives.com

0.

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Easy Checks
Grounding terminal 3 on the terminal block
(TB1), with a jumper, will energize the start
solenoid and supply current to the generator.
With fuel supplied to the engine, the unit
should start. Grounding terminal 2 at this
block, will stop the set. These are easy checks
to maketo determine if control components are
operating. Placing sWitch 82 in the hand crank
position, bypasses stop relay K2.

Set Stopping
To stop the set, move the switch handle to the
stop position. This "shorts out" the power to
the stop relay (K2-ignition relay) coil causing
it to de-energize and its contacts to open,
breaking the ignition circuit.

The control used on the "CCK" motor home applications is
the same as the control used on the "LK" motor home
applications with two exceptions!

Electric-Hand Crank Switch
The manual start-electric start switch (82)
makes starting with a pull rope or recoil starter
easier. When the switch is in the manual start
position, it parallels the contacts of the stop
relay (K2) and supplies ignition current directly
to the ignition coil without the stop relay (K2)
being energized. The set cannot be stopped
electrically with this switch in the manual start
position.

1. The Hytempco ignition resistor (Rn) is only used on
"CCK" series units.
2. The electrical schematic component designation for a
similar component performing the same electrical function, may vary between the two controls.
EXAMPLE: Start solenoid relay is (K4) in the "CCK" control
#611-0914; and (K1) in the "LK" control #610-0313. The
part number (3071046) is the same for both as is the
electrical function. This is only one example and there are a
few others.

87
Digital edition © 2011 MotorhomeArchives.com

TYPICAL WIRING DIAGRAM 611-1086
through CR3 and to the battery. This circuit
supplies the fgnition, fuel pump and fuel
solenoid currents also.

Starting and Ignition
Switch A1S2 is a rocker type switch. Pressing
this to the start position closes it. Battery
currents are supplied through the hand crankelectric start switch A1S1, through diode CR1,
through switch A1S1 to the primary of the
ignition coil T1, to the breaker points to ground
and back to the battery. (The ignition coil
requires about 4 volts minimum to operate.)

The high charge circuit is through the 3.8 ohm
side of the G1R1 charge resistor through 01
resistor, through CR3 diode and to the battery.
This circuit supplies about 3. 7-amperes charge
current. The high and low charge circuits
combined provide about 5.26-amperes during
high charge periods.

The fuel pump and fuel solenoid are energized
at the same time as the ignition circuit. From a
connection point at the coil primary, currents
flow to the fuel pump (E1) fuel solenoid (K-2) to
ground and back to the battery. (The fuel pump
requires 5.5 volts minimum to operate.)

High Charge Circuit Control
04 and 05 form a trigger circuit to control 03
and then 01. RS and R8 form a voltage divider
and control the trigger point of 05.05 tu rns off
at about 13 volts and on at about 15 volts.

When A1S2 is closed currents are also supplied
from the battery, through the switch, through
transistor A102 to the coil of Relay K1 (start
solenoid) to ground and back to the battery.
(Relay K1 requires 4.5 volts minimum to
operate.) Relay K1 energizes and its contacts
close connecting the battery to the generator.
(Generator requires 7.0 volts or more to crank.)
If the battery has sufficient capacity, the
generator cranks the engine. If proper coil
voltage and fuel are available, the engine starts
and accelerates to governed speed. Relay K1
also energizes the choke coil (E-4 sisson
choke) to close the choke.

Because the battery voltage drops when cranking, the high charge circuit turns on. The high
charge circuit turns off when normal battery
voltage is reached. Whenever battery voltage
drops below 13 volts, the high charge circuit
turns back on.
When battery voltage drops to about 13 volts,
05 turns off, 04 turns on and turns 03 on. 03
turns 01 on and the high charge circuit is reenergized and the battery receives higher
charge currents.
When the battery voltage comes up to about 15
volts, 05 turns on, 04 turns off which turns 03
off. 03 turns 01 off and opens the high charge
circuit.

Start Disconnect
When the engine starts, generator DC voltage
is supplied to charge resistor G1 R1 through
both sections-3.8 ohms and 8.3 ohms. When
this voltage reaches the same value as battery
voltage, both sides of A 1CR5 are at the same
potential. This causes CR5 to stop conducting
and shuts off transistor A102. This deenergizes the start solenoid (K1) and breaks
the starting circuit.

Stopping
The generating set stops when switch A1S2 is
pushed to the stop position. This switch
grounds out the point side of the coil preventing a make and break of the ignition primary,
cutting off spark to the plugs. At the same time
the battery is prevented from discharging
through the generator by CR3 diode.

At the same time ignition currents are supplied
from the generator, through the charge resistor
(G1 R1) to CR2 diode, to the ignition coil, fuel
pump and fuel solenoid (K2).

Miscellaneous
Terminal 17 and 18 are ammeter connection
points. Remove jumper (W1) when connecting
ammeter.

Battery Charging
There are two steps of battery charg~ng-either
a high or low rate. The high rate is transistor
controlled and the low rate is a fixed 1.56ampere steady rate. The low charge circuit is
continuous from A1 of the generator, through
the 8.3 ohm side of G1 R1 charge resistor,

Terminal 12 is for the LOP indicating light.
Terminal 11 is for the HET indicating light.
Terminal 10 is for the generator run indicating
light and RTM (running time meter).
88
Digital edition © 2011 MotorhomeArchives.com

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