sgco 2000-151 for maersk sealand tk 51291-4-mm rev 1 7-01

SGCO 2000-151for Maersk Sealand

TK 51291-4-MM (Rev. 1, 7/01)

Maintenance Manual

!"#$%&'()*+,--./*0(1%2"*3&4'*!"%#"%5)&"4/*6&4415#"7&8/*69/*:;<;=;>%&4)1?*&4*:;<;=;

0(&8*254@57*&8*#@A7&8(1?*B"%*&4B"%25)&"457*#@%#"818*"47$*54?*)(1*&4B"%25)&"4*8"*#%"C&?1?*8("@7?*4")*A1*D"48&?1%1?*58*577E&4D7@8&C1"%*D"C1%&4'*577*D"4)&4'14D&18;*FB*B@%)(1%*&4B"%25)&"4*&8*%1G@&%1?/*0(1%2"*3&4'*!"%#"%5)&"4*8("@7?*A1*D"48@7)1?;

<571*"B*#%"?@D)*8("H4*&4*)(&8*654@57*&8*8@AI1D)*)"*0(1%2"*3&4'J8*)1%28*54?*D"4?&)&"48*&4D7@?&4'/*A@)*4")*7&2&)1?*)"/*)(1*0KLM6N3F9O*LP>ML<<*Q=MM=90R;*<@D(*)1%28*54?*D"4?&)&"48*5%1*5C5&75A71*@#"4*%1G@18);

0(1%2"*3&4'J8*H5%%54)$*H&77*4")*5##7$*)"*54$*1G@&#214)*H(&D(*(58*A114*S8"*%1#5&%1?*"%*57)1%1?*"@)8&?1*)(1*254@B5D)@%1%J8*#754)858/*&4*)(1*254@B5D)@%1%J8*I@?'214)/*)"*1BB1D)*&)8*8)5A&7&)$;T

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

Recover RefrigerantAt Thermo King we recognize the need to preserve the environment and limitthe potential harm to the ozone layer that can result from allowing refrigerantto escape into the atmosphere.

We strictly adhere to a policy that promotes the recovery and limits the lossof refrigerant into the atmosphere.

In addition, service personnel must be aware of Federal regulations concern-ing the use of refrigerants and the certification of technicians. For additionalinformation on regulations and technician certification programs, contactyour local THERMO KING dealer.

<O!N*,---E.X./*Y@7$*,--.

Introduction iii

About This Manual iiiOther Reference Manuals iiiGenset Model Features iv

Safety Precautions v

General Practices vBattery Hazards vElectrical Hazards vGeneral Safety Practices for Servicing Units

(or Containers) Equipped with a Microprocessor Controller vi

Safety Do’s and Don’ts viiSerial Number Locations viiiUnit Decals viii

Service Guide ix

Specifications 1-1

Engine 1-1Generator 1-2Electrical Control System 1-2Electrical Components 1-2Physical Specifications 1-3Metric Hardware Torque Charts 1-4

Unit Description 2-1

General Description 2-1Unit Illustrations 2-2

Unit Front View 2-2Powerpack — Front View 2-3

Operating Instructions 3-1

Unit Controls 3-1Unit Instruments 3-1

Unit Protection Devices 3-2Pretrip Inspection 3-2

Visual Inspection 3-2Functional Inspection 3-3

Starting the Unit 3-3After Start Inspection 3-4

Microprocessor Controller 4-1

µP-G Microprocessor Description 4-1Status Indicator LEDs 4-2Controller Display Menus 4-2

Navigating the Controller Menu 4-2Software Version Display 4-3Pause Mode Displays 4-3Alarm List Menu 4-3View Menu (from Main Menu) 4-3Pretrip Menu (from Main Menu) 4-3Test Menu (from Main Menu) 4-3Guard Menu (from Main Menu) 4-3Program Menu (from Main Menu) 4-3Menu Display Definitions 4-3

Alarm List Menu 4-4Alarm Types 4-4Displaying and Clearing Alarm Codes 4-5Alarm List 4-5

View Menu 4-6Pretrip Menu 4-6Test Menu 4-7Guard Menu 4-8

Navigating Menu Guard Screens 4-8Setting the User Hourmeter Thresholds

and User Hours 4-9Setting Unit Restarts 4-9Setting Low Oil Pressure Restart 4-10Setting Delayed Cold Start 4-10Selecting Engine Type 4-10Selecting Regulator Type 4-10Voltmeter Calibration 4-10

Program Menu 4-11µP-G Alarm Codes, Type and Description 4-12 to 4-17

Table of Contents

ii 05A71*"B*!"4)14)8

<O!N*,---E.X./*Y@7$*,--.

Electrical Maintenance 5-1

Battery 5-1Unit Wiring 5-1Fuse Link 5-1Fuse 5-112 Vdc Charging System 5-1Air Heater 5-2Engine Low Oil Pressure Switch 5-2Oil Pressure Sensor 5-2Oil Level Switch 5-3Coolant Temperature Sensor 5-4Coolant Level Detector 5-4Flywheel Sensor 5-4Field, Preheat, Start and Run Relays 5-5Buzzer 5-5

Engine Maintenance 6-1Engine Lubrication System 6-1

Engine Oil Change 6-1Oil Filter Change 6-1

Crankcase Breather 6-1Engine Air Cleaner 6-2Engine Cooling System 6-2

Antifreeze Maintenance Procedure 6-2Checking the Antifreeze 6-3Changing the Antifreeze 6-3Bleeding Air from the Cooling System 6-4Engine Thermostat 6-4

Engine Fuel System 6-5Maintenance 6-5Bleeding the Fuel System 6-6Water in the Fuel System 6-6Single Element Fuel Filter/Water

Separator Replacement 6-6Engine Speed Adjustment 6-7

Adjustment Procedure 6-7Integral Fuel Solenoid 6-7

Diagnosing the Integral Fuel Solenoid System 6-7Fuel Solenoid Replacement 6-9

Injection Pump Service and Timing 6-9Injection Pump Removal 6-9Injection Pump Installation 6-10Injection Pump Timing 6-11

Adjusting Engine Valve Clearance 6-12Belt Tension Adjustment and Belt Replacement 6-13

Alternator Operation and Diagnosis 7-1

General Description 7-1Alternator Function 7-2

Starting Excitation 7-2Running Excitation and Control 7-2Overload 7-2Overload Shutdown 7-2

Alternator Diagnosis 7-3Preliminary Checks 7-3Test Instruments 7-3Generator Diagnosis Procedure 7-4Alternator Tests 7-10

AVR Replacement and Adjustment 7-12Maintenance Procedures 7-13

Structural/Accessory Maintenance 8-1

Unit Inspection 8-1Mounting Bolts 8-1Radiator Coil 8-1Radiator Fan Location 8-1Clip-on Header Pin Unit Installation 8-2

Mechanical Diagnosis 9-1

Electrical and µP-G Menu Flow Diagrams 10-1

SGCO 2000-151 Wiring Diagram 10-3SGCO 2000-151 Wiring Schematic 10-4µP-G Menu Flow Diagram 10-5

<O!N*,---E.X./*Y@7$*,--.

Introduction

About This Manual

The information in this manual is provided to assist owners,operators and service people in the proper upkeep and mainte-nance of Thermo King units. The maintenance information inthis manual covers model:

SGCO Model System NumberSGCO 2000-151 718151

Other Reference Manuals

For detailed descriptions of Thermo King engines, see theappropriate overhaul manual. For further information refer to:

Parts ManualSGCO 2000-151 Parts Manual TK 51292

Diagnosis and Overhaul ManualsTK 482 and TK 486 Engine Overhaul Manual TK 50136Electrostatic Discharge (ESD) Training Guide TK 40282Tool Catalog TK 5955

iv Genset Model Features F4)%"?@D)&"4*

<O!N*,---E.X./*Y@7$*,--.

<O!N*,---E.X.*VZ.[.X.W

< 03*\[]*^&1817*L4'&41< \]-*_5D*N@)#@)*B"%*.X*3Q/*.[;ZX*3_=/*`*>(581/*]-*Ka/*\*Q&%1*O141%5)"%< µ>EO*!"4)%"7*<$8)12< b5))1%$*H&)(*>"8)*01%2&4578< b5))1%$*!(5%'&4'*<$8)12/*<"7&?E8)5)1< !7&#E"4*:4&)*c%521< F4)1'%57*.,X*O577"4*V\Z`*d&)1%W*<)117*c@17*054e< !"2A&45)&"4*c@17*c&7)1%fQ5)1%*<1#5%5)"%< N&7*b5)(*=&%*!71541%< <&7&D"41*!""754)*K"818< <)5&47188*<)117*6@BB71%< c@17*K15)1%< K15?1%*>&4/*6"@4)&4'< L6F*`---*LU)14?1?*65&4)1454D1*F4)1%C57*>5De5'1

FEATURESS = Standard

MO

DE

LSGCO Genset Model Features

<O!N*,---E.X./*Y@7$*,--.

General Practices

1. ALWAYS WEAR GOGGLES OR SAFETY GLASSES.Battery acid can permanently damage the eyes (see FirstAid under Battery Hazards).

2. Keep your hands, clothing and tools clear of all fans, pul-leys and belts when the unit is running. If it is necessary torun the alternator with the end cover removed, be verycareful with tools or meters to avoid contacting the rotor.

3. Be sure all mounting bolts are tight and are the correctlength for their particular application.

4. Use extreme caution when drilling holes in the unit. Theholes may weaken structural components. Holes drilled intoelectrical wiring can cause fire, explosion or shock hazard.

5. Use caution when working around exposed coil fins. Thefins can cause painful lacerations.

6. Do not work on a generator set in a confined area. Undercertain conditions diesel exhaust can become very danger-ous.

Battery Hazards

Few people realize just how dangerous a battery can be. Theelectrolyte in a lead acid battery is dilute sulfuric acid(H2SO4). During charge or discharge functions of a battery, achemical change takes place within the individual cells thatcauses the gas bubbling we see through the filler hole. Thebubbling gases are hydrogen and oxygen, and they areEXPLOSIVE. If a means of ignition is present during thisgassing action, an explosion could occur. A defective batterymay suddenly explode even while standing idle. Added to thisdanger, consider a fall-out of highly corrosive sulfuric acidcaused by the explosion. A rubber blanket or other cover canbe used to reduce the risk of injury from a possible explosion.

Precautions1. Always wear eye protection when servicing a battery. If

electrolyte is splashed on the skin or in the eyes, flushimmediately under running water. Obtain medical help assoon as possible.

2. When charging a battery, do not remove the vent caps.3. When disconnecting or connecting the generator set bat-

tery, make sure the On-Off switch is in the OFF positionto prevent an electrical arc which could cause the batteryto explode. Disconnect the ground cable first, preferablyat a point AWAY FROM THE BATTERY. Connect theground cable last, again away from the battery if possible.

4. Do not check a battery by shorting (sparking) across thebattery posts. Eye injury may result from the electrical arcor from an explosion.

First Aid• EYES: Immediately flush eyes with large amounts of

water for at least 15 minutes while holding the eyelidsopen. Get prompt medical attention.

• SKIN: Remove contaminated clothing. Wash thoroughlywith soap and water. Get medical attention if irritationpersists.

Electrical Hazards

High VoltageWhen servicing or repairing a generator set, the possibility ofserious or even fatal injury from electrical shock exists.Extreme care must be used when working with an operatinggenerator set. Lethal voltage potentials can exist at the unitpower cord, inside the exciter control box, inside any highvoltage junction box and within the wiring harnesses.

Safety Precautions

vi General Safety Precautions for Servicing Controllers <5B1)$*>%1D5@)&"48

<O!N*,---E.X./*Y@7$*,--.

Precautions1. Be certain the generator set On/Off switch is turned OFF

before connecting or disconnecting a power plug to thegenerator set receptacle. Never attempt to stop a refriger-ation unit by disconnecting the power plug from an oper-ating generator set.

2. Be certain a unit power plug is clean and dry before con-necting it to the generator set receptacle.

3. Use tools with insulated handles that are in good condi-tion. Never hold metal tools in your hand if exposed,energized conductors are within reach.

4. Stand on a solid work platform with rubber mats or drywood if possible. If you slip, you can instinctively grabfor support. This can be lethal when working on a genera-tor set.

5. Do not make any rapid moves when working on high volt-age circuits. If a tool or other object falls, do not attemptto grab it. People do not contact high voltage wires onpurpose. It occurs from an unplanned movement.

6. Treat all wires and connections as high voltage until ameter and wiring diagram show otherwise.

7. Never work alone on high voltage circuits on the genera-tor set. Another person should always be standing by inthe event of an accident to shut off the generator set and toaid a victim.

8. Have electrically insulated gloves, cable cutters and safetyglasses available in the immediate vicinity in the event ofan accident.

First AidIMMEDIATE action must be initiated after a person hasreceived an electrical shock. Obtain immediate medical assis-tance if available.

The source of shock must be immediately removed byeither shutting down the power or removing the victim fromthe source. If it is not possible to shut off the power, the wireshould be cut with either an insulated instrument (e.g., a wood-en handled axe or cable cutters with heavy insulated handles)or by a rescuer wearing electrically insulated gloves and safetyglasses. Whichever method is used, do not look at the wirewhile it is being cut. The ensuing flash can cause burns andblindness.

If the victim has to be removed from a live circuit, pull thevictim off with a non-conductive material. Use the victim’scoat, a rope, wood, or loop your belt around the victim’s leg orarm and pull the victim off. DO NOT TOUCH the victim.You can receive a shock from current flowing through the vic-tim’s body.

After separating the victim from power source, checkimmediately for the presence of a pulse and respiration. If apulse is not present, start CPR (Cardio PulmonaryResuscitation) and call for emergency medical assistance. If apulse is present, respiration may be restored by using mouth-to-mouth resuscitation, but call for emergency medical assis-tance.

Low VoltageControl circuits are low voltage (12 Vdc). This voltage poten-tial is not considered dangerous, but the large amount of cur-rent available (over 30 amperes) can cause severe burns ifshorted to ground.

Do not wear jewelry, watch or rings. These items can shortout electrical circuits and cause severe burns to the wearer.1. Disconnect the negative terminal of the battery if possible

when working on the generator set. Disconnect the cableend that is away from the battery.

2. Do not wear jewelry, watches or rings. These items canshort out and cause severe bums to the wearer.

General Safety Precautions for ServicingUnits (or Containers) Equipped with aMicroprocessor Controller

Precautions must be taken to prevent electrostatic dischargeduring service of the µP-G microprocessor controller and relat-ed components. If these precautionary measures are not fol-lowed, the risk of significant damage to the electronic compo-nents of the unit is possible.

The primary risk potential results from the failure to wearadequate electrostatic discharge preventive equipment whenhandling and servicing the controller. The second causeresults from electric welding on the unit and/or container chas-sis without taking precautionary steps.

Controller RepairWhen servicing the controller, it is necessary to ensure thatelectrostatic discharges are avoided. Potential differences con-siderably lower than those which produce a small spark from afinger to a door knob can severely damage or destroy solid-state integrated circuit components. The following proceduresmust be rigidly adhered to when servicing these units to avoidcontroller damage or destruction.

<O!N*,---E.X./*Y@7$*,--.

<5B1)$*>%1D5@)&"48 Safety Do’s and Don’ts vii

1. Turn the generator set OFF.2. Disconnect the negative terminal of the battery.

Disconnect the cable end that is away from the battery.3. Avoid wearing clothing that generates static electricity

(wool, nylon, polyester, etc.).4. Do wear a static discharge wrist strap (TK P/N 204-622)

with the lead end connected to the controller's ground ter-minal. These straps are available at most electronic equip-ment distributors. DO NOT wear these straps with powerapplied to the unit.

5. Avoid contacting the electronic components on the circuitboards of the unit being serviced.

6. Leave the circuit boards in their static proof packing mate-rials until ready for installation.

7. If a defective controller is to be returned for repair, itshould be returned in the same static protective packingmaterials from which the replacement component wasremoved.

8. After servicing the circuit board and any other circuits, thewiring should be checked for possible errors before restor-ing power.

Welding of Units or ContainersWhenever electric welding is to be performed on any portionof the generator set, container or container chassis with thegenerator set attached, it is necessary to ensure that weldingcurrents are NOT allowed to flow through the electronic cir-cuits of the unit. These procedures must be rigidly adhered towhen servicing these units to avoid damage or destruction.1. Disconnect all power to the generator set.2. Disconnect all quick-disconnect wire harnesses from the

back of the controller.3. Switch all of the electrical circuit breakers in the control

box to the OFF position.4. Weld unit and/or container per normal welding proce-

dures. Keep ground return electrode as close to the area tobe welded as practical. This will reduce the likelihood ofstray welding currents passing through any electrical orelectronic circuits.

5. When the welding operation is completed, the unit powercables, wiring and circuit breakers must be restored totheir normal condition.

Safety Do’s and Don’ts

DO:• Do perform your tasks carefully, without undue haste.• Do provide a fire extinguisher (rated ABC).• Do provide a First Aid kit (for bums and abrasions). Obtain

medical attention.• Do use the correct tools for the job you are doing.• Do make sure that all fasteners are secure.• Do use extreme care while making adjustments on the gener-

ator set while it is running.• Do keep your hands away from moving parts.• Do remember that horseplay is for horses! It has no place

around machinery.• Do disconnect the battery before starting work on a generator

set.• Do use screwdrivers, pliers, diagonal pliers. etc. with insulat-

ed handles.• Do remember to keep one hand in your pocket if it is neces-

sary to work on live circuits. This will prevent passage ofelectricity into one hand, across the heart, and out the otherhand.

• Do obtain CPR (Cardio Pulmonary Resuscitation) andmouth-to-mouth resuscitation knowledge.

• Do Practice Safety, The Life You Save May Be YourOwn.

DO NOT

• Don’t allow inexperienced personnel to work on the genera-tor or electrical equipment.

• Don’t remove guards or protective devices.• Don’t wear loose clothing or jewelry in the vicinity of mov-

ing parts. These can get in machinery, with disastrous results.Don’t wear jewelry while working on electrical equipment. Ifyour hair is long, wear a head covering. Hair caught in a drillpress, fan belt or other moving parts can cause serious injury.

• Don’t stand on a wet floor while working on electrical equip-ment. Use rubber insulated mats placed on dry wood plat-forms.

• Don’t lunge after a dropped tool. To do so may place you ina position of extreme danger.

• Don’t commence any operation until you have taken all thenecessary steps to ensure that you are in complete safety.

Unit Decals

Serial number decals, installation decals and warning decalsappear on all Thermo King generator sets. These decals pro-vide information that may be needed to service or repair theunit. Service technicians should read and follow the instruc-tions on all warning decals.

viii Serial Number Locations <5B1)$*>%1D5@)&"48

<O!N*,---E.X./*Y@7$*,--.

Serial Number Locations

Unit : Nameplate attached to the unit battery box beside theengine compartment.Generator: Nameplate attached to the generator housing.Engine: Stamped on the engine block above the oil filter.µP-G Controller: Nameplate on back of controller.

:4&)*9521#75)1*d"D5)&"4

This ELC decal tag appearson the coolant expansiontank to identify units withan EMI 3000 package andExtended Life Coolant.

<O!N*,---E.X./*Y@7$*,--.

Service Guide

Every Every2501 3,0002

Pre-Trip Hours Hours Inspect/Service These Items

Electrical• Perform a controller Pretrip (PrE) check.

• • • Inspect battery terminals and electrolyte level.

• Inspect wire harness for damaged wires or connections.

Engine• Check fuel supply and fill.

• • • Check engine oil level and fill as needed.

• • • Check engine coolant level. (CAUTION: Do not remove radiator cap while coolant is hot.)

• • • Inspect belt for condition and proper tension.

• • • Check engine oil pressure hot, on high speed. Minimum 276 kPa, 2.76 bar, 40 psi.

• • • Listen for unusual noises, vibrations, etc.

• • • Inspect/clean fuel transfer pump inlet strainer.

• • Remove and clean air cleaner (and pre-cleaner). Install new oil in oil bath air cleaner

assembly. Check air cleaner hose and breather hose for damage.

• • Remove and clean crankcase breather.

• • Drain water from fuel tank and check vent. Clean fuel strainer in transfer pump inlet.

• • Check and adjust engine speed at full load (60 Hz alternator output).

•3 Change engine oil (hot) and oil filter.

•3 Change fuel filter/water separator.

• Check condition of engine mounts.

— Change ELC (red) engine coolant every 5 years or 12,000 hours. Maintain anti-freeze pro-

tection at -34 C (-30 F).

Structural• • • Visually inspect unit for fluid leaks (coolant and oil).

• • • Visually inspect unit for damaged, loose or broken parts.

• • Clean entire unit including radiator coil.

• Check all unit, fuel tank, engine and alternator mounting bolts, brackets, lines, hoses, etc.

1Inspect/service every 250 operating hours in extreme (dirt yard) operating conditions.23,000 hours or 2 years, whichever occurs first.3More frequent intervals may be necessary in extreme operating conditions.

SGCO 2000-151, July 2001

1 Specifications

Engine

Diesel Engine Model TK 486

Fuel Type No. 2 Diesel fuel under normal conditions

No. 1 Diesel fuel is acceptable cold weather fuel

Oil Capacity: Crankcase: 12.3 litre (13 qt)

Crankcase and Oil Filter: 13.3 litre (14 qt)

Fill to full mark on dipstick

Oil: Type: Multi-grade Petroleum Oil (Standard)

Synthetic Oil (Optional) after first 500 hours

Classification: API Type CG-4, CH-4 or better

ACEA Type E2, E3 or better

Oil Viscosity: -30 C to +0 C (-22 F to +32 F) SAE 5W-30

-25 C to +30 C (-13 F to +86 F) SAE 10W-30

-25 C to +40 C (-13 F to +104 F) SAE 10W-40

-15 C to +50 C (+5 F to +122 F) SAE 15W-40

Engine Oil Pressure 100 to 380 kPa, 1.0 to 3.8 bar, 15 to 55 psi

Engine RPM Full Load (60 Hz Alternator) 1800 +/- 10 RPM (High Speed)

No Load 1890 +/- 10 RPM (High Speed)

Valve Clearance: 0.15 to 0.25 mm (0.006 to 0.010 in.) on intake valve

0.15 to 0.25 mm (0.006 to 0.010 in.) on intake valve

Valve Setting Temperature 21 C (70 F) (Room temperature)

Timing Injection Pump 12o +/- 1o BTDC (timed on No. 1 cylinder)

Low Oil Pressure Switch (Normally Closed): 117 +/- 21 kPa, 1.17 +/- 0.21 bar, 17 +/- 3 psi

High Coolant Temperature Switch* Sensor*

Engine Thermostat 82 C (180 F)

Coolant System Capacity 9.5 liter (10 qt) with overflow tank

Engine Coolant Type Texaco ELC (Extended Life Coolant) or equivalent: ELC red

coolant, 50/50 antifreeze and water mixture, not to exceed 60/40

Radiator Cap Pressure 90 kPa, 0.90 bar, 13 psi

Fan/Water Pump Belt Tension: New or Field Reset 15 to 35 Tension number on belt tension gauge, TK P/N 204-427;

or 19 to 25 mm (0.75 to 1.0 in.) deflection with 3 to 4 Kg ( 6 to 9 lb)

of force

*µP-G controller uses a sensor to provide engine high coolant temperature protection.

1-2 Generator Specifications

SGCO 2000-151, July 2001

Controls: µP-G microprocessor controller

Voltage 12.5 V dc (nominal)

Battery 12 volt, group C31, 625 Cold Cranking Amps at -18 C (0 F)

Battery Charging 12 Vdc solid-state battery charger with 20 ampere output

Fusible Link 18 gauge wire (50 to 55 amperes)

Fuse, Battery Charger 25 amp

Electrical Control System

Type 460/230 Vac, 3 Phase, 60 Hz

Output Power 15 KW

Kilovolt-Amperes 18.75 kVA

RPM 1800

Automatic Voltage Regulator: Power Input 170 -250 Vac, 50-60 Hz, 1 Phase, 2-wire

Maximum Power Output: Voltage 90 Vdc at 207 Vac input

Maximum Power Output: Current Continuous 4 Amp dc; transient 6 Amp dc for 10 seconds

Generator

NOTE: Disconnect components from unit circuit

to check resistance.

Current Draw (Amperes) Resistance

at 12.5 V dc (Ohms)

Air Heater: One 89 0.14

Fuel Solenoid: Pull-in 35 to 45 0.2 to 0.3

Hold-in 0.5 to 1.0 24 to 29

Starter Motor 250 to 375 (cranking)

80 no load (bench test)

Electrical Components

SGCO 2000-151, July 2001

Specifications Physical Specifications 1-3

Physical Specifications

Weight (net): SGCO 2000-151 843 Kg (1860 lbs) including oil, coolant, battery and 473 liter (125

gal.) fuel tank (excluding fuel)

Unit Dimensions:

1-4 Metric Hardware Torque Charts Specifications

SGCO 2000-151, July 2001

Metric Hardware Torque ChartsBolt Size

Bolt Type M6 M8 M10 M12

and Class* N.m (Ft.-lb.) N.m (Ft.-lb.) N.m (Ft.-lb.) N.m (Ft.-lb.)

HH – CL 5.8 6-9 (4-7) 12-16 (9-12) 27-34 (20-25) 48-61 (35-40)

HH – CL 8.8 10-13 (7-10) 20-27 (15-20) 41-47 (30-35) 75-88 (55-65)

HH – CL 10.9 14-17 (10-13) 27-34 (20-25) 54-68 (40-50) 102-122 (75-90)

HH – CL 12.9 17-21 (12-16) 41-47 (30-35) 68-81 (50-60) 122-149 (90-110)

HH – SS (2) 10-13 (7-10) 20-27 (15-20) 41-47 (30-35) 75-88 (55-65)

Bolt Size

Bolt Type M14 M16 M18 M22

and Class* N.m (Ft.-lb.) N.m (Ft.-lb.) N.m (Ft.-lb.) N.m (Ft.-lb.)

HH – CL 5.8 75-88 (55-65) 115-135 (85-100) 177-216 (130-160) 339-406 (250-300)

HH – CL 8.8 115-135 (85-100) 177-216 (130-160) 271-339 (200-250) 475-610 (350-450)

HH – CL 10.9 136-176 (100-130) 224-298 (180-220) 393-474 (290-350) 678- 813 (500-600)

HH – CL 12.9 177-216 (130-160) 285-352 (210-260) 448-542 (330-400) 881-1016 (650-750)

HH – SS (2) 115-135 (85-100) 177-216 (130-160) 271-339 (200-250) 475-610 (350-450)

*HH = Hex Head, CL = Class.

SGCO 2000-151, July 2001

CAUTION: DO NOT attempt to operate or maintainthe generator until you have familiarized yourselfcompletely with the equipment by reading theinstructions in this manual.

General Description

Thermo King SGCO 2000-151 generator set is a self-con-tained, fully-automatic, clip-on, diesel powered unit that sup-plies 460 Volt ac electrical power for container refrigerationunits.

Enclosed within the unit frame are the engine, dual volt-age alternator, generator battery compartment, battery charger,regulator and control panel. An exclusive TK 486, directinjection diesel engine drives a brushless alternator to produce15 KW of output power at 49 C (120 F) ambient temperature.A weatherproof box fastened inside the unit contains the unitcontrols.

Each unit features a welded, heavy-gauge steel frame withspecial sea-going finish; non-corrosive fittings, all stainlesssteel external hardware, copper tube aluminum fin radiator,and poly-vinyl coating on the engine and generator. The framealso supports an integral, 473 liter (125 gal.) fuel tank.

The alternator is a brushless, rotating field ac generator.An automatic voltage regulator provides dc power for thefield. At 1800 rpm, the alternator supplies 460 Vac, 3 phase, 3wire, 60 Hz power.

This equipment develops normal output voltages (below600 volts) whenever the engine is running. All output voltagesnormally reach 460 volts. Under malfunction conditions, 575volts may be produced. Any electric potential more than 50volts is hazardous. Exercise caution and discretion in the oper-ation and maintenance of the equipment. Avoid contactingterminals, binding posts and other exposed connections. Useextra care when the control box is open.

Stop the engine before connecting or disconnecting instru-ments or power cables. Stop the machine immediately if thereis any doubt regarding an electrical operating condition ormaintenance procedure. Take no unnecessary chances. Lethalpotentials may suddenly develop on output terminals whenevera unit is being serviced with the engine running.

EMI 3000 PackageThe genset includes an EMI 3000 Extended MaintenanceInterval package, allowing standard genset maintenance inter-vals to be extended to 3000 hours. However, units do requireregular inspection in accordance with Thermo King pretripinspection and maintenance recommendations (see ServiceGuide in the introduction of this manual).

2 Unit Description

2-2 Illustrations Unit Description

SGCO 2000-151, July 2001

Unit Front View

1. Battery2. Unit Nameplate Location3. Fuel Tank4. Alternator and Engine Compartment Access Doors5. Coolant Expansion Tank Location6. 460 Vac Power Receptacle Location7. Lower Mounting Screw and Washer (each side)8. Fuel Gauge (each side)9. Control Box Location10. Fuel Tank Fill Neck and Cap (each side)11. Header Pin Mounting Flange (each side)

11

10

9

8

7

1

2

3

4

5

6

SGCO 2000-151, July 2001

Unit Description Illustrations 2-3

Powerpack — Front View

1. Air Inlet Adapter2. Alternator3. Starter4. Timing Mark Location5. Flywheel Sensor6. Oil Filter7. Low Oil Pressure Switch8. Oil Pressure Sensor9. Oil Fill and Dipstick10. Oil Level Sensor11. Oil Drain Hose12. Engine Speed Adjustment Screw13. Water Pump Pulley14. Water Temperature Sensor

14

13

12

11

10

9

1

2

3

4

5

6

7

8

SGCO 2000-151, July 2001

Unit Controls

1. UNIT ON/OFF SWITCH.a. ON position. Electrical control system energizes for

unit operation.b. OFF position. Electrical control system including the

fuel solenoid de-energizes to stop the engine. Theunit will not operate.

2. µP-G CONTROLLER. The controller controls and moni-tors unit operation, records system faults and performs anautomatic pre-trip check. The controller monitors all unitprotection shutdown functions and the exciter system. If alow oil level, low oil pressure, high water temperature oralternator overload condition exists for more than 30 sec-onds, the controller shuts down unit operation. The mod-ule also delays excitation power supply for 15 secondsafter unit start-up.a. DISPLAY. A digital display on the front panel

shows operating information including output volt-age, current test state during a Pretrip test and thecontroller menu. An alarm icon appears to signal analarm condition.

b. ALARM KEY: Press this key to view the fault codereadout in the digital display.

c. ENTER KEY: Press this key to enter or execute con-troller menu tasks or commands.

d. DOWN ARROW KEY: Press this key to scrollDOWN through the menu display.

e. UP ARROW KEY: Press this key to scroll UPthrough the menu display.

f. SELECT KEY: Press this key to enter and displayscreens from the controller menu.

Unit Instruments

1. INDICATOR LEDs.a. UNIT ON LED: A green Unit On indicator LED

FLASHES while the air heater and starter motor areenergized. The Unit On light then remains ON toindicate normal unit operation.

b. ALARM LED: A red ALARM LED turns ON when ashutdown condition has occurred.

2. FUEL GAUGE. A gauge mounted in the fuel tank indi-cates the level of diesel fuel in the tank.

3 Operating Instructions

Control Box Cover

1. Display2. Mode Description3. Keypad4. Unit On/Off Switch5. Unit On Light6. Alarm Light

3-2 Unit Protection Devices Operating Instructions

SGCO 2000-151, July 2001

Unit Protection Devices

WARNING: With the Unit On/Off switch in the ONposition, the unit may start at any time without warn-ing.

Units equipped with a µP-G controller featureAUTO-RESTART. The controller will make up tothree attempts every 20 minutes to restart the unitafter a shutdown has occurred. This restart modecontinues until the unit has been successfullyrestarted or until a code 61 is generated due to lowbattery. Protection shutdown devices that cause anAUTO-RESTART shutdown condition include:

• Low Oil Pressure• Low Oil Level• High Water Temperature• Alternator Output Overload

1. LOW OIL PRESSURE SWITCH. Engine oil pressureshould rise immediately on starting. If oil pressure dropsbelow 117 +/- 21 kPa, 1.17 +/- 0.21 bar, 17 ± 3 psig formore than 30 seconds, the controller will stop the engine.The controller then turns ON the Alarm light and activatesthe Alarm icon in the display.

2. OIL LEVEL SENSOR. An oil level switch closes if theoil drops below a level that is approximately 8 qt (7.6liters) low. If the switch stays closed for more than 30seconds, the controller will stop the engine. The con-troller then turns ON the Alarm light and activates theAlarm icon in the display.

3. WATER TEMPERATURE SENSOR. If the enginecoolant temperature rises to 215 to 225 F (101.7 to 107.2C) for more than 30 seconds, the controller will stop theengine. The controller also turns ON the Alarm light andactivates the Alarm icon in the display. The unit willrestart when the coolant temperature drops to 88 C (190 F).

4. CURRENT LIMITER. The current limiter is a fusiblelink acting as a connection between the battery and the 12Vdc unit controls. At approximately 50 to 55 amps, thefusible link will melt, cutting power to the fuel heater, airheater and the rest of the unit.

5. FUSE. A 25 ampere fuse protects the battery charger cir-cuit. The fuse is located in the battery charger cable.

6. ALTERNATOR FIELD CURRENT MONITORED. Thealternator field input is continuously monitored to indicatean output power overload. The controller will shut downthe generator set in response to excessive exciter field cur-rent.

Pretrip Inspection

While the Pre-trip Inspection is not a substitute for regularlyscheduled maintenance, it is an important part of the preven-tive maintenance program designed to head off operating prob-lems and breakdowns before they happen.

Visual InspectionThe following inspections should be made before loading thecontainer or trailer:1. FUEL. The diesel fuel supply must be sufficient to guar-

antee engine operation to the next check point.2. ENGINE OIL. Engine oil level should be at the FULL

mark. Never overfill. The dipstick is attached to the fillercap.

3. COOLANT. Engine coolant must be above the ADDmark with anti-freeze protection of -34 C (-30 F). Checkand add coolant in the expansion tank.

WARNING: DO NOT remove the radiator capfrom the radiator fill neck when the enginecoolant is hot.

CAUTION: With both Extended Life Coolant (EMI3000) and Conventional Coolant (non-EMI 3000)equipped units operating in the field, there areseveral important rules to remember:• Extended Life Coolant (ELC) is RED in color

while conventional coolant is GREEN or BLUE-GREEN.

• Do NOT add “RED” coolant to cooling systemsusing “GREEN” or “BLUE-GREEN” coolant.

• Do NOT add “GREEN” or “BLUE-GREEN”coolant to cooling systems using “RED”coolant.

4. BATTERY. Terminals must be clean. Electrolyte shouldbe at the full mark.

5. BELT. The water pump belt must be in good conditionand adjusted to proper tension.

6. ELECTRICAL. Electrical connections should be securelyfastened. Check wires and terminals for corrosion, cracksor moisture. Repair or replace if necessary.

7. STRUCTURAL. Visually inspect the unit for leaks, looseor broken parts and other damage. Radiator coil should beclean and free of debris. Clean if necessary. Use an air orwater spray jet directed against the coil from the air dis-charge side.

CAUTION: Air or water spray jet pressure shouldnot be high enough to damage (bend) coil fins.

8. MOUNTING BOLTS. Check the mounting bolts on theunit and engine. Tighten if necessary.

SGCO 2000-151, July 2001

Operating Instructions Starting the Unit 3-3

Functional InspectionTo properly perform a Pretrip Test on units equipped with aµP-G controller, do not apply a load to the alternator. 1. Start the unit (see “Starting the Unit” on this page).2. Initiate an automatic Pretrip Test.

NOTE: Correct all existing alarm conditions andclear the alarm codes before performing a Pretriptest.

a. Press the SELECT key to enter Main Menu.b. Press the UP or DOWN key to scroll up or down in

menu to “PtrlP”.c. Press the SELECT key to activate the Pretrip Test

function. Flashing display will show “EntEr / PrE”.d. Press the ENTER key to start the Pretrip Test.

Flashing display will show “LOAd / PrE”.3. The controller then performs the Pretrip Test. Observe the

unit for proper operation and functions during pretrip test.a. Controller LED display turns On and then Off.b. LED display shows the controller input or output cir-

cuit being tested.c. When the controller display reaches “Phr” (preheat

relay test), the controller preheats and restarts theengine.

DisplayMessage Pretrip Test Performed88888 / 88 Display TestOLS / PrE Oil Level Switch TestOPS / PrE Oil Pressure Sensor TestLOP / PrE Oil Pressure Switch TestUtS / PrE Coolant Temperature TestFUS / PrE RPM Sensor TestPhr / PrE Preheat Relay Testrr / PrE Run Relay TestSr / PrE Start Relay TestFr / PrE Field Relay TestOPS / PrE Oil Pressure Sensor TestLOP / PrE Oil Pressure Switch TestrPN / PrE RPM Sensor TestAC / PrE Output Volts Test

d. When the Pretrip Test is complete, the test ends auto-matically and the controller display shows “PASS” or“FAIL”.

e. If an operating problem occurs during the PretripTest, the Alarm icon will turn ON and FLASH. Viewand correct any alarm conditions. Then clear theAlarms and repeat the Pretrip Test.

NOTE: Clear the Alarm codes ONLY after thealarm codes are documented and problemsrepaired.

4. Press the ENTER key on the controller to return the unitto normal operation.

Starting the Unit

Generator sets are designed to provide power for a refrigera-tion unit. Before starting the generator set, make sure therefrigeration unit power cord is connected to the generator setelectric power receptacle. To operate the refrigeration unit onstandby power, disconnect the power cord from the generatorset and plug it into the proper power supply.

WARNING: With the Unit On/Off switch in the ONposition, the unit may start at any time without priorwarning.

1. Turn Unit On-Off switch to ON.2. The controller will automatically energize the air heater

for preheat (if necessary). The preheat buzzer is energizedduring the preheat period. Preheat time ranges from 5 to120 seconds, depending on the engine temperature.

3. The engine then begins cranking. The air heater and pre-heat buzzer remain energized during the cranking period.The air heater also remains energized for 30 seconds afterthe engine starts.• If the engine rpm does not exceed 50 rpm during the first

4 seconds of cranking, or if the engine does not startafter 30 seconds of cranking, the cranking cycle termi-nates.

4. If the engine fails to start, place the unit switch in the OFFposition. Determine and correct the cause of the startingfailure. Then repeat the starting procedure.

CAUTION: Never use starting fluid.

3-4 After Start Inspection Operating Instructions

SGCO 2000-151, July 2001

After Start Inspection

After the engine has started:1. Listen for abnormal noises.2. Check engine oil pressure using the View menu of the

controller display. Engine oil pressure should read 100 to380 kPa, 1.00 to 3.80 bar, 15 to 55 psig; or more.

NOTE: The engine must operate for approximately 15seconds before the exciter circuit and battery charg-ing circuits are energized. When Delayed Cold Startfeature is set to YES, controller shows “dELAY / AC”screen and the alternator output remains off until theengine temperature increases to 32 C (90 F).

SGCO 2000-151, July 2001

4 Microprocessor Controller

µP-G Microprocessor Description

The µP-G controller is a one-piece, self contained micro-processor for diesel generator sets. This system automaticallycontrol generator set operation by providing:• Automatic unit preheat and engine startup during initial

startup or delayed restart• Variable air heater preheat time• Automatic Pre-trip Test capability• Delayed alternator excitation for 15 seconds or until engine

coolant temperature increases to 32 C (90 F) (optional).• Unit shutdown protection for the engine and alternator.

Controller stops unit due to low engine oil pressure, low

engine oil level, high coolant temperature, run relay circuitfailure or alternator overload.

• Automatic unit restart 20 minutes after unit shutdown due toan unknown condition, high engine water temperature, lowengine oil pressure, engine failure to start, check fuel alarm,or alternator overload.

The controller contains the following basic features:1. Two digital displays on front panel:

• LARGE DISPLAY: Five digits (numerical hundreds,tens, ones, tenths and hundredth position).

• SMALL DISPLAY: Three digits (numerical tens, onesand tenths position).

µP-G Microprocessor Controller

DisplayNormally shows the Output Voltage. All segments andicons are shown in the illustration. It will be blankwhen the unit On/Off switch is OFF.

Mode DescriptionThe Alarm description indicates alarms.

IconAn alarm icon appears next to the Alarm description ifan alarm condition occurs.

Keypad

Alarm Key: Displays fault code readout.

Enter Key: Enters/initiates new settings.

Down Arrow Key: Scrolls down through MENU dis-play.

Up Arrow Key: Scrolls up through MENU display.

Select Key: Places you in (enters) the MENU list andselects items for display or change.

Indicator LEDs

Unit On (Green) LED: LED FLASHES while the glowplugs and starter motor are energized; remains ON toindicate normal unit operation.

Alarm (Red) LED: LED turns ON when a shutdowncondition has occurred.

4-2 Status Indicator LEDs Microprocessor Controller

SGCO 2000-151, July 2001

2. Alarm icon appears when the Microprocessor has detectedan alarm condition.

3. Keypad:a. ALARM Key: Press to display the fault code list in

the controller display.b. ENTER KEY: Press to load settings and execute

other controller commands.c. DOWN Key: Press to scroll DOWN through the con-

troller MENU.d. UP Key: Press to scroll UP through the controller

MENU.e. SELECT Key: Press to enter the controller MENU

and select items for display or change.4. Internal self-checking/diagnostic capability.5. Pre-trip test capability (see “Pretrip Test” under Pretrip

Menu in this chapter).6. Hourmeter: The µP-G controller has a built-in run

hourmeter that can be accessed through the View Menu.7. Application software version display when ENTER key is

pressed and held for 3 seconds.8. Microprocessor Inputs:

Run Relay EnabledEngine Oil Level SensorEngine Oil Pressure SwitchPreheat FeedbackCoolant Level SensorAir Filter SwitchExcitation FeedbackVoltage RegulatorFlywheel Sensor

9. Microprocessor Outputs:Run RelayField RelayStart RelayPreheat RelayOn LightAlarm Light

10. Display menus: The µP-G controller contains an exten-sive display menu that can be navigated via keypad. Thedisplay menu is organized into 6 Main Menus: Alarm ListMenu, View Menu, Pretrip Menu, Test Menu, GuardMenu and Program Menu.

Status Indicator LEDs

The indicator LEDs located on the control box cover stay ONcontinuously to indicate a unit operating mode or condition.• Unit ON LED: This LED FLASHES ON and OFF during

engine preheat and cranking; and stays ON continuously dur-ing unit operation.

• Alarm LED: This LED stays ON continuously when aShutdown Alarm occurs.

Controller Display MenusThe µP-G controller contains an extensive display menu thatcan be navigated via keypad. The display shows several infor-mation displays in addition to the Main Menu. The MainMenu is organized into five menus (or groups).

NOTE: See page 10-5 to view a diagram of the com-plete µP-G menu.

Navigating the Controller Menu:The µP-G Main Menu is divided into 5 major menus: View,Pretrip, Test, Guard and Program. Moving through thesemenus and their submenus and entering commands requiresthe use of 4 keys:

SELECT key: Press the SELECT key to enter or exitthe Main menu or a submenu; or to enter a commandor value.

orDOWN or UP key: Press the DOWN or UPkey each time you want to scroll up or downto view another item in a menu or submenu.

ENTER key: Press the ENTER key each time youwant to enter a value or load a command.

SGCO 2000-151, July 2001

Microprocessor Controller Controller Display Menus 4-3

Software Version DisplayThe software version is stored in the controller memory. Withthe unit On/Off switch ON and the LCD display showing thestandard display (voltage output):• Press ENTER key for 3 seconds. The display shows the soft-

ware version for 3 seconds (e.g. “ 0200 / rEv”).

Pause Mode Displays

WARNING: When the unit is in a PAUSE mode, theAC alternator output or engine may start at any timewithout notice.

A Pause mode display appears when the controller interruptsnormal unit operation to perform a check or test.

Pause Condition Display/DescriptionAC Output Delay “dELAy / AC” screen indicates that 460V

output is off. Controller activates excitercircuit when engine temperature increasesto 32 C (90F). The Delayed Cold Start fea-ture is set to yES or nO from the Guardmenu.

Alarm Shutdown “PAUSE / run” screen indicates the con-troller has stopped unit operation due to ashutdown alarm condition. The controllerrestarts the unit if the alarm condition iscorrected. The Pause mode display contin-ues until the shutdown condition has beencorrected.

Alarm List MenuMenu screens in this group display a list of alarm code(s)recorded in the controller memory. Alarm codes are used tosimplify unit diagnosis procedures.

View Menu (from Main Menu)Menu screens in this group are used to display unit operatinginformation including output frequency, engine temperature,oil pressure, engine speed, battery voltage and operating hourinformation. No changes can be made to the data from theView menu.

Pretrip Menu (from Main Menu)Menu screens in this group are used to activate pretrip tests.

Test Menu (from Main Menu)Menu screens in this group are used to set the unit to activatemanual function tests.

Guard Menu (from Main Menu)Menu screens in this group are used to set hourmeters, auto-restart and engine features; and calibrate the controller volt-meter. An access code (0007) is required to enter this menu.

Program Menu (from Main Menu)Menu screens in this group are used to set values includingtemperature display units (F or C) and oil pressure units (kPa,bar or psi).

Menu Display DefinitionsAcronym Definition

AC Alternating current or Volts A.C. (typically)AL Alarm light

AL_01 Alarm 01bArS Bars

bAt Battery volts D.C.C Celsius

CHECh Check alarm after pretripCntrL Control test menu or submenu

dEG DegreedELAY DelaydLYSt Delayed field relay energize option

Ent Engine temperatureEntEr Prompt for key strokeEOH Engine off hours (while rHr is running)

F FahrenheitFAIL Fail result during pretrip

Fr Field relayFUS Flywheel sensor

GUArd Guard menu or submenu promptHM1 Programmable hourmeter #1 hours

Software Version Display

Standard Display

Review Software Version

• Depress ENTER key for 3 sec-onds.

• Display shows software ver-sion for 3 seconds.

4-4 Alarm List Menu Microprocessor Controller

SGCO 2000-151, July 2001

HM2 Programmable hourmeter #2 hoursHt1 Programmable hourmeter #1 thresholdHt2 Programmable hourmeter #2 thresholdHZ HertzkPa Kilo Pascals

LOAd Load of data into micro controllerLOP Low oil pressure switch

LOPrS Low oil pressure restart optionMEnU Menu menu or submenu promptnUrEG Newage AVR Regulator

OIL Oil pressureOL On light

OLS Oil level switchOPS Oil pressure sensor

PASS Pass result after pretripPAUSE Pause

Phr Preheat relayPrE Pretrip mode

PrGrM Program menu or submenu promptPSI Pounds per square inch

PtrIP Pretrip menu or submenu promptrEv Revision, software (typically)rHr Run hourmeter

rPM Revolutions per minuterr Run relay

rSL Restarts since last power upSr Start relaySt Restarts total for unit

tESt Test menu or submenu promptUtS Water temperature sensor

vIEW View menu or submenu promptvr Voltage regulator

YAnEn Yanmar (TK 486) Engine

Alarm List Menu

The Alarm List menu displays alarm codes. Alarm codes arerecorded in the controller memory to simplify unit diagnosisprocedures. The first 16 fault codes including the most recentfault code are retained by the controller in a non-volatile mem-ory in order of their occurrence (see codes, alarm type andalarm description below). If the Alarm LED is ON or flashingON and OFF, enter the ALARM LIST to view the alarmcode(s).

Some alarm codes are only recorded during a Pretrip Test.Alarm codes that are recorded during an automatic Pretrip Testare recorded in the controller memory and displayed with ahyphen (-) preceding the alarm code.

Alarm TypesThere are three types of alarms:• Shutdown Alarm: Alarm LED flashes and unit stops.

Shutdown alarms indicate the unit has been stopped to pre-vent damage to the unit. The condition must be correctedbefore restarting the unit. Alarm codes 17-20, 25, 44, 51, 61,66 and 74 are shutdown alarms.

• Check Alarm: Alarm LED remains ON until alarm iscleared. Check alarms indicate corrective action should betaken before a problem becomes severe. Alarm codes 06, 07,15 to 17, 19-31, 37-43, 45, 46, 61-63, 69-72 and 99 areCheck alarms.

• Log Alarm: Alarm is recorded in controller memory only.Alarm LED does not flash or turn on. Alarm codes 15, 61,and 88 are Log alarms.

Alarms List Screen Flow Diagram

Standard Display

Alarms List

• View and write down all alarmcodes.

• Press DOWN key to view thenext alarm code.

• Correct problem.• To clear alarm code(s) from dis-

play, press ENTER key with lastalarm code (“AL 1”) in display.

SGCO 2000-151, July 2001

Microprocessor Controller Alarm List Menu 4-5

Displaying and Clearing Alarm CodesIf the Alarm LED is ON or flashing ON and OFF, use theALARM key to view the alarm code(s). With the unit On/Offswitch ON and the LCD display showing the standard display(output voltage):1. Press the ALARM key.

• The top display shows the number of alarms stored inmemory (e.g. “AL 2”).

• The bottom display shows a two digit code for the mostrecent alarm (e.g. “31”).

2. Write down the first alarm code. Then press the DOWNkey to view the next alarm code.

3. Repeat step 2 until all alarm codes have been recorded.4. After the last alarm code (“AL 1”) has been viewed and

recorded, the top display flashes “ENTER” (the codenumber of the last alarm still appears in the bottom dis-play).

NOTE: Clear the Alarm codes ONLY after thealarm codes are documented and problemsrepaired. Clearing the codes erases them fromthe controller Alarm display memory.

NOTE: If the ENTER key is not pressed within 10seconds, the controller will default (return) to theStandard Display.

5. To clear all alarm codes from the current display memory,press the ENTER key. The display briefly shows“ALARM CLR”.

WARNING: Some unit malfunctions will cause anAlarm and unit shutdown condition. When thealarm codes are cleared, the unit will start auto-matically.

6. The controller then returns to the Standard Display.

Alarm ListAlarmCode Type Description

06 Check Water Temperature Sensor Failure07 Check Engine RPM Sensor15 Check Preheat Circuit Check16 Check Digital Input Failure17 Check or

Shutdown Engine Failed to Crank18 Check High Engine Water Temperature19 Check or

Shutdown Low Engine Oil Pressure20 Check Engine Failed to Start25 Check or

Shutdown Low Output Volts31 Check or

Shutdown Oil Pressure Sensor35 Shutdown Run Relay Circuit37 Check Coolant Level Alarm41 Check Engine Water Temperature Check43 Check Frequency Out of Range — Low44 Check Fuel System Check45 Check Frequency Out of Range — High46 Check Check Air Filter51 Check Alternator Overload Alarm61 Check or Low Battery or Low Battery during

Shutdown Cranking63 Check Engine Stopped — Reason Unknown65 Check Battery Charger Check66 Check or

Shutdown Low Engine Oil Level69 Check Field Relay Check70 Check Any Hourmeter or Counter Exceeds

Limit71 Check Hourmeter 1 Exceeds Threshold72 Check Hourmeter 2 Exceeds Threshold74 Shutdown Control Revert to Default Settings88 Log Microprocessor Internal Error99 Check Restart Null

4-6 View Menu Microprocessor Controller

SGCO 2000-151, July 2001

View Menu

NOTE: Information can ONLY be displayed using theView menu. Items can NOT be changed.

The View menu displays general unit operating informationincluding electrical data, temperatures, etc. With the unitOn/Off switch ON and the LCD display showing the standarddisplay (voltage output):1. Press SELECT key to enter the menu list. Display shows

“MEnU / ---”.2. Press DOWN key to scroll to “VIEW” in display.3. Press SELECT key to access the View menu. Display

shows “VIEW / ---”.4. Press DOWN key to view items in the View menu list.

The display shows the value for the following functions:• Output Frequency (HZ)• Engine Temperature (Ent)• Oil Pressure (OIL)• Engine Speed (rPM)• Battery Volts (bAT)• Run Hours (rHr)

NOTE: Press the ENTER key to lock a Viewscreen in the LCD display. A decimal point flash-es in the bottom display to indicate the screen islocked. The screen remains locked for 15 min-utes. Press any key to unlock the display.

NOTE: The controller returns to the StandardDisplay from a View Menu screen after about 10seconds, or when the SELECT key is pressedand held for 3 seconds.

Pretrip Menu

NOTE: The controller will not perform an automaticpre-trip test until all alarms have been corrected andcleared.

The Pretrip menu initiates a test of the unit’s electrical, engineand alternator system components. With the unit On/Offswitch ON and the LCD display showing the standard display(voltage output):1. Press SELECT key to enter the menu list. Display shows

“MEnU / ---”.2. Press DOWN key to scroll to “PtrlP” in display.3. Press SELECT key to access the Pretrip menu. Flashing

display shows “EntEr / PrE”.4. Press ENTER key to start an automatic Pretrip test.

Display briefly shows “LOAd / PrE”. The controller thendisplays the following screens as the Pretrip test is per-formed:Display Screen Pretrip Test

88888 / 88 Display TestOLS / PrE Oil Level Switch TestOPS / PrE Oil Pressure Sensor TestLOP / PrE Oil Pressure Switch TestUtS / PrE Coolant Temperature Test

FUS / PrE RPM Sensor TestPhr / PrE Preheat Relay Test

rr / PrE Run Relay TestSr / PrE Start Relay TestFr / PrE Field Relay Test

OPS / PrE Oil Pressure Sensor Test

Pretrip Menu Screen Flow Diagram

Pretrip Menu

• Display flashes “EntEr / PrE”.• Press ENTER to start Pretrip

test. Display shows “LOAd/PrE”.

• Display shows current PretripTest function as controller con-ducts Pretrip test.

Standard Display

MAIN MENU

— VIEW

— PRETRIP

— TEST

— GUARD

— PROGRAM

View Menu Screen Flow Diagram

View Menu

— VIEW / ---— XX / HZ— XXX.XX / Ent— XX / OlL— XXXX / rPM— XX.X / bAT— XXXXX / rHr

Standard Display

MAIN MENU

— VIEW

— PRETRIP

— TEST

— GUARD

— PROGRAM

SGCO 2000-151, July 2001

Microprocessor Controller Test Menu 4-7

LOP / PrE Oil Pressure Switch TestrPN / PrE RPM Sensor TestAC / PrE Output Volts Test

5. When pretrip test is complete, displays shows PASS orFAIL. Press the ENTER key to clear the pretrip messagedisplay and return to standard screen. View and correctany alarm codes recorded before placing unit in service.

Test Menu

The Test menu allows technicians to perform specific diagnos-tic tests on the unit. With the unit On/Off switch ON and theLCD display showing the standard display (voltage output):

NOTE: The controller STOPS the unit when the TestMenu is entered. A technician can then select thecontrol circuit or component to be tested/checkedfrom the Test submenu.

WARNING: If no key is pressed for 30 seconds andall test outputs are OFF in the Test submenu, theunit may restart at any time without prior warning.

1. Press SELECT key to enter the menu list. Display shows“MEnU / ---”.

2. Press DOWN key to scroll to “tESt” in the display.3. Press SELECT key to access the Test menu. Display

shows “tESt / ---”.

4. Press DOWN key to scroll to “CntrL” in the display.5. Press SELECT key to access the Control Test submenu.

Display shows “CntrL / ---”.6. Press DOWN key to scroll to desired test. The controller

displays the following test functions:Display Screen Test

AL / 0 l Alarm Light TestOL / 0 l On Light Test

PHr / 0 l Preheat Relay Testrr / 0 l Run Relay TestSr / 0 l Start Relay TestFr / 0 l Field Relay Test

NOTE: A flashing “l” in the display indicates thetest output is OFF. A flashing “0” in the displayindicates the test output is ON.

7. When the desired test appears in the display, press theSELECT key to activate the test. The flashing “l” in thelower display changes to a flashing “0” when the test out-put is turned ON.

8. When the check/diagnosis of the selected circuit is com-plete, press the SELECT key to stop the test. The flashing“0” in the lower display changes to a flashing “1” whenthe test output is turned OFF.

9. When all desired tests are complete, wait 30 seconds forthe controller to exit the Test submenu and return to thestandard display. The controller then automaticallyrestarts the unit.

WARNING: With the Unit On/Off switch in the ONposition, the unit may start at any time withoutprior warning if a controller key has not beenpressed for 30 seconds.

Test Menu Screen Flow Diagram

Test Menu

• Display shows “tESt / ---”.• Press DOWN to show “CntrL /

tSt” in display.• Press SELECT. Display

shows “Cntrl / --”.• Press DOWN until display

shows the desired Test func-tion.

• Press SELECT to start Testfunction.

• Press SELECT again to stopTest function.

WARNING: With the Unit On/Offswitch in the ON position, theunit may start at any time with-out prior warning if a controllerkey has not been pressed for 30seconds.

Standard Display

MAIN MENU

— VIEW

— PRETRIP

— TEST

— GUARD

— PROGRAM

4-8 Guard Menu Microprocessor Controller

SGCO 2000-151, July 2001

Guard Menu

NOTE: An access code is required to enter theGuard menu to prevent unauthorized personnel fromtampering with the programmable features.

The Guard menu is used to view and set programmable fea-tures including:• Run Hourmeter (View Only) • Hourmeter 1• Hourmeter 2• Engine Off Hourmeter (View Only)• Restarts after Powerup (View Only)• Unit Restarts• Low Oil Pressure Restart• Delayed Cold Start• Engine Selection

• Regulator Selection• Voltmeter Calibration

Navigating Menu Guard Screens With the unit On/Off switch ON and the controller showingthe Standard Display:1. Press SELECT key to enter the menu list. Display shows

“MEnU / ---”.2. Press DOWN key to scroll to “GUArd” in the display.3. Press SELECT key to access the Guard menu. Display

shows “0000 / GUA” with left “0” flashing. A flashingdigit indicates the digit that can be changed.

4. Enter the current access code “0007”. a. Press and release the SELECT key three times to

scroll the flashing digit (“0”) to the right digit. b. Press and release the DOWN key three times to scroll

the flashing digit to “7” (display now shows “0007 /GUA”).

Guard Menu Screen Flow Diagram

Standard Display

MAIN MENU

— VIEW

— PRETRIP

— TEST

— GUARD

— PROGRAM

Guard Submenu

— GUArd / l- - -l— XXXXX / rHr (Run Hours)— XXXXX / Ht1 (HM 1 Threshold)— XXXXX / Hn1 (HM 1 Hours)— XXXXX / Ht2 (HM 2 Threshold)— XXXXX / Hn2 (HM 2 Hours)— XXXXX / EOH (Engine Off Hours)— XXXXX / rSl (Restarts after

Powerup)— XXXXX / rSt (Unit Restarts)— LOPrS / n0 (Low Oil Press. Restart)— dLYSt / yES1 (Delayed Cold Start)— YAnEn / yES2 (Engine Select)— nUrEG / YES3 (Regulator Select)— XXXXX / CAL (Voltmeter Calib.)

Guard Menu

— 0 0 0 0 / GUA

Enter access code 7.

Press to scroll cursor tonext digit to right.

Press or to selectnumber.

Press to enter accesscode. Display showsGUArd / l- - -l.

Press to enter loadvalue display. Top displayflashes value to bechanged.

Press or to selectnew number.

Press to load newnumber.

Press to enter loadvalue display.

Press or toselect new value.

Press to load newvalue.

Footnotes:1When Delayed Cold Start is set to yES, controllershows “dELAy / AC” screen and alternator outputremains off until engine temperature increases to32 C (90 F).

2The Engine Select screen MUST be set to “yES”on units equipped with a TK 486 (Yanmar) engine.Set this screen to “nO” on units equipped with a di2.2 or se 2.2 engine. Default setting is “nO” onversion 0100 software and “yES” on version 0200software.

3The Regulator Select screen MUST be set to“yES” on units equipped with a Newage regulator.Set this screen to “nO” on units equipped with aThermo King excitor. Default setting is “nO”.

SGCO 2000-151, July 2001

Microprocessor Controller Guard Menu 4-9

c. Press the ENTER key to load the code and access theGuard menu. The display will show “GUArd / ---”.

NOTE: If the correct code is not entered, the dis-play returns to “GUArd”.

5. Press the DOWN or UP key to scroll through the menu list.

NOTE: If a new controller or new software hasbeen installed, proceed immediately to“Calibrating the Voltmeter” below.

NOTE: If no key is pressed, the controller returnsto the “GUArd / ---” display from a Guard Menuscreen after 30 seconds.

Setting the User Hourmeter Thresholds andUser Hours

NOTE: The procedure for setting the threshold andcountdown hours for Hourmeter 1 and Hourmeter 2are the same.

The User Hourmeter feature sets the controller to alert the userthat unit has operated for a defined number of hours. Thenumber of operating hours are entered in the controller in theHourmeter Threshold display. The controller then generatesan Check alarm when the user hourmeter reaches the thresholdsetting.

NOTE: If the user does not desire to use the UserHourmeter feature to measure maintenance inter-vals, etc., leave the settings at “0000” to avoid nui-sance alarms. On units equipped with version“0200” software, the controller will reset the UserHourmeters automatically when an hourmeterthreshold alarm is cleared.

1. From “GUArd / ---” in the Guard menu, press the DOWNkey until the display shows “XXXXX / Ht1” (where“XXXXX” is the threshold setting and “Ht1” isHourmeter Threshold 1).a. Press the SELECT key to enter the load User

Hourmeter Threshold display. Bottom display flashes“Ht1”.

b. Press the UP or DOWN key to choose the desiredthreshold setting.

c. When the desired threshold hours show in the top dis-play, press the ENTER key. The display flashes“LOAd” and then shows “XXXXX / Ht1” (where“XXXXX” is the new threshold hours).

2. From “XXXXX / Ht1” in the controller display, press theDOWN key until the display shows “XXXXX / Hn1”(where “XXXXX” is the number of accumulated userhours and “Hn1” is Hourmeter 1).

NOTE: If a new controller is being installed inthe unit and the number of accumulated runhours can not be determined, leave this setting“00000”.

a. Press the SELECT key to enter the load UserHourmeter display. Bottom display flashes “Hn1”.

b. Press the UP or DOWN key to choose the desiredhour setting.

c. When the desired hours show in the top display, pressthe ENTER key. The display flashes “LOAd” andthen shows “XXXXX / Hn1” (where “XXXXX” isthe new accumulated user hours).

Setting Unit RestartsThe Unit Restart feature sets the number of times the con-troller will attempt to restart the unit after unit operation stopsdue to an an auto-shutdown condition.

NOTE: Leave this setting “00000” to have the con-troller attempt to restart the unit until the unit hasbeen successfully restarted or until a code 61 is gen-erated due to a low battery.

1. From “GUArd / ---” in the Guard menu, press the DOWNkey until the display shows “XXXXX / rSt” (where“XXXXX” is the number of restart attempts).

2. Press the SELECT key to enter the load Unit Restart dis-play. Bottom display flashes “rSt”.

3. Press the UP or DOWN key to choose the desired restartattempt setting.

4. When the desired restart attempt setting shows in the topdisplay, press the ENTER key. The display flashes“LOAd” and then shows “XXXXX / rSt” (where“XXXXX” is the new restart attempt setting).

4-10 Guard Menu Microprocessor Controller

SGCO 2000-151, July 2001

Setting Low Oil Pressure RestartThe Low Oil Pressure Restart feature sets the controller torestart the unit after unit operation stops due to a low oil pres-sure condition. Factory default setting is “n0”.1. From “GUArd / ---” in the Guard menu, press the DOWN

key until the display shows “LOPrS / n0” (where “n0”means the feature is off).

2. Press the SELECT key to enter the load Low Oil PressureRestart display. Bottom display flashes “n0”.

3. Press the UP or DOWN key to choose the desired restartattempt setting:

• n0 = inactive or off.• yES = active or on.

4. When the desired restart attempt setting shows in the bot-tom display, press the ENTER key. The display flashes“LOAd” and then shows “LOPrS / XXX” (where “XXX”is the new low oil pressure restart attempt setting).

Setting Delayed Cold StartThe Delayed Cold Start feature sets the controller to delayalternator excitation until the engine water temperatureincreases to 32 C (90 F). Factory default setting is “yES”.1. From “GUArd / ---” in the Guard menu, press the DOWN

key until the display shows “dLYSt / n0” (where “n0”means the feature is off).

2. Press the SELECT key to enter the load Delayed ColdStart display. Bottom display flashes “n0”.

3. Press the UP or DOWN key to choose the desired restartattempt setting:

• n0 = inactive or off.• yES = active or on.

4. When the desired restart attempt setting shows in the bot-tom display, press the ENTER key. The display flashes“LOAd” and then shows “dLYSt / XXX” (where “XXX”is the new delayed cold start setting).

Selecting Engine TypeThe Engine Select feature sets the controller to the Yanmar(TK 486) engine. The Engine Select screen must be set to“YES” on units equipped with a TK 486 engine. Default set-ting is “YES” on version 0200 software and “nO” and version0100 software.1. From “GUArd / ---” in the Guard menu, press the DOWN

key until the display shows “YAnEN / YES” (where“YES” means the feature is set for a TK 486 engine).

2. Press the SELECT key to enter the load Engine Select dis-play. Bottom display flashes “YES”.

3. Press the UP or DOWN key to choose the desired enginetype setting:

• n0 = di 2.2 or se 2.2 engine.• YES = TK 486 (Yanmar) engine.

4. When the desired engine setting shows in the bottom dis-play, press the ENTER key. The display flashes “LOAd”and then shows “YAnEN / XXX” (where “XXX” is thenew setting).

Selecting Regulator TypeThe Regulator Select feature sets the controller to the NewageAVR regulator. The Engine Select screen must be set to“YES” on units equipped with an AVR regulator. Factorydefault setting is “YES” units with AVR regulator. However,default setting on replacement software is “nO”.1. From “GUArd / ---” in the Guard menu, press the DOWN

key until the display shows “nUrEG / YES” (where“YES” means the feature is set for a AVR regulator).

2. Press the SELECT key to enter the load Engine Select dis-play. Bottom display flashes “YES”.

3. Press the UP or DOWN key to choose the desired enginetype setting:

• n0 = Standard Thermo King exciter.• YES = Newage AVR regulator.

4. When the desired engine setting shows in the bottom dis-play, press the ENTER key. The display flashes “LOAd”and then shows “YAnEN / XXX” (where “XXX” is thenew setting).

Voltmeter CalibrationThe Voltmeter Calibration feature calibrates the controller tothe alternator output. The controller voltmeter should be cali-brated whenever a new controller is installed in the unit orwhen the controller is suspected of displaying inaccurate read-ings.1. Turn the unit On/Off switch OFF to stop the unit.2. Disconnect the refrigeration unit from the generator.3. Turn the unit On/Off switch ON to restart the unit.4. Check the output voltage at the genset plug. Check the

voltage between the three phases. All three phases shouldbe within 3% of each other. Determine the average volt-age reading between the three phases.

5. From “GUArd / ---” in the Guard menu, press the DOWNkey until the display shows “XXXXX / CAL” (where“XXXXX” is the current voltage reading).

6. Press the SELECT key to enter the load VoltmeterCalibration display. Bottom display flashes “CAL”.

SGCO 2000-151, July 2001

Microprocessor Controller Program Menu 4-11

7. Press the UP or DOWN key to adjust the top display read-ing to the average voltage reading determined in step 1.

8. When the correct voltage reading shows in the top display,press the ENTER key. The display flashes “LOAd” andthen shows “XXX / CAL” (where “XXX” is the new volt-age reading).

Program Menu

The Program menu is used to set display values for tempera-ture and oil pressure units. With the unit On/Off switch ONand the LCD display showing the standard display (voltageoutput):1. Press SELECT key to enter the menu list. Display shows

“MEnU / ---”.2. Press DOWN key to scroll to “PrGm” in display.3. Press SELECT key to access the Program menu. Display

shows “PrGm / ---”.4. Press DOWN key to scroll to the desired function:

Display Screen Program FunctionX / dEG Set degrees F or C

XXXX / OIL Set oil pressure units in PSI, BARS orkPA

5. When the desired function appears in the display, pressthe SELECT key to activate the program function. Theupper display begins flashing (e.g. “F” flashes).

6. Press DOWN key to scroll to the desired value.7. With the new value in the display, press the ENTER key

to load the value in the controller memory. Display willshow “LOAd” and then return to display the new valueand function (e.g. “C / dEG”).

8. When all new values s are set, wait 30 seconds for thecontroller to exit the Program submenu and return to thestandard display.

Test Menu

• Display shows “PrGm / ---”.• Press DOWN until display

shows the desired Programfunction.

• Press SELECT to activate theProgram function.

• Press DOWN to scroll todesired value.

• Press ENTER to load the newvalue in the controller memory.

Program Menu Screen Flow Diagram

Standard Display

MAIN MENU

— VIEW

— PRETRIP

— TEST

— GUARD

— PROGRAM

SGCO 2000-151, July 2001

AlarmCode Type Cause or Explanation

*06 Check Water Temperature Sensor Failure• Check alarm is generated if:

- Water temperature is out of range for 2 seconds: Below -40 C (-40 F) or above130 C (266 F)

- Sensor or circuit is open or shorted

*Pretrip:• Check alarm is generated if the fault conditions above occur during a pretrip test.

*07 Check Engine RPM Sensor• Check alarm is generated if:

- Engine cranks; RPM is below 40 during cranking, but oil pressure was above 35kPa, 0.35 bar, 5 psig for 7 seconds after the starter de-energized

- Engine cranks; RPM is above 40 but below 800, and oil pressure is above 35kPa, 0.35 bar, 5 psig for 37 seconds

- Engine has started but RPM is below 800 for 60 seconds

*Pretrip:• During Pretrip test, a Check alarm is generated if:

- RPM sensor showed RPMs when the engine was not running- RPM sensor did NOT show RPMs when the engine should have been running

15 Check Preheat Circuit Check• Check alarm is generated if:

- Preheat relay output is energized during cranking, but the preheat digital input islow for 2 seconds, log alarm is recorded.

- Preheat output is energized during cranking and the battery volts are less than9.0 V for 3 seconds, a log alarm is recorded. The unit will attempt to start withoutthe preheat if this occurs.

16 Check Digital Input Failure• Check alarm is generated if:

- Digital inputs have been changing once a second for the last 10 seconds. Thiscondition indicates noise on the line, a loose connection, or a bad sensor.

µP-G Alarm Codes,Type and Description

• Shutdown Alarm (Level 1 Alarm): Alarm icon appears in controller display, Alarm LED turns ON and the unit stops.Correct alarm condition and acknowledge alarm before restarting the unit.

• Check Alarm (Level 2 Alarm): Alarm icon appears in display until alarm is acknowledged and cleared.

Note: The phrase “restart after 20 minutes” refers to the auto-restart mode where the unit will make up to threeattempts every 20 minutes to restart the unit after a shutdown has occurred. This restart mode contin-ues until the unit has been successfully restarted or until a code 61 is generated due to low battery.

4-12 Alarm Codes, Type and Description Microprocessor Controller

SGCO 2000-151, July 2001

Microprocessor Controller Alarm Codes, Type and Description 4-13


17 Check/Shutdown Engine Failed to Crank• Check alarm is generated if:

- Engine does not crank: RPM is below 40 for 3 seconds after starter is energizedand oil pressure is below 35 kPa, 0.35 bar, 5 psig for 7 seconds after starter isde-energized

- The unit will try to start 2 more times.

• Shutdown alarm is generated if:- Engine fails to start after the 3rd attempt

18 Check High Engine Water Temperature• Check alarm is generated if:

- Engine is ON and water temperature is above 107 C (225 F) for 25 seconds- Engine then stops until water temperature decreases to 88 C (190 F). Engine

then attempts to restart

*19 Check/Shutdown Low Engine Oil Pressure• Check alarm is generated if:

- Engine is ON; oil level indicates normal; and oil pressure is below 104 kPa, 1.04bar, 15 psig at water temperatures above 10 C (50 F) for 30 seconds, or oil pres-sure does NOT increase 35 kPa, 0.35 bar, 5 psig at water temperatures below10 C (50 F) for 30 seconds

- Unit will attempt to restart after 20 minutes if programmable Low Oil PressureRestart feature is set to Yes (ON)

• Shutdown alarm is generated if:- The fault conditions above occur and the programmable Low Oil Pressure

Restart feature is set to nO (OFF)

*Pretrip: Alarms are generated during the pretrip test if the fault conditions aboveoccur.

20 Check Engine Failed To Start• Check alarm is generated if:

- Engine cranks; RPM is above 40, but below 800 for 30 seconds and oil pressurewas not above 35 kPa, 0.35 bar, 5 psig for 7 seconds after starter de-energized

- The unit will try to start 2 more times- If engine fails to start after the 3rd attempt, it will try to restart after 20 minutes


*25 Check/Shutdown Low Output Voltage• Check alarm is generated if:

- Engine is ON; field relay is energized but the output voltage is below 180 VAC for30 seconds

*Pretrip:• Shutdown alarm is generated if:

- The field relay is energized during the pretrip test and the output voltage is below200 VAC

*31 Check/Shutdown Oil Pressure Sensor• A Check alarm is generated if:

- Engine is OFF and oil pressure is above 69 kPa, 0.69 bar, 10 psig for 2 seconds;or the low oil pressure switch indicates oil pressure (opens) for 10 seconds

- Engine is ON and oil pressure is above 2070 kPa, 20.70 bar, 300 psig- Engine is ON; the low oil pressure switch indicates oil pressure (opens); the oil

level switch indicates normal (open); but the oil pressure is below 15 psig atwater temperatures above 100 C (212 F), or the oil pressure has not increasedby 35 kPa, 0.35 bar, 5 psig at water temperatures below 100 C (212 F)

*Pretrip:• During Pretrip test, a Check alarm is generated if:

- Engine is OFF and oil pressure is above 69 kPa, 0.69 bar, 10 psig- Engine is ON and oil pressure is below 35 kPa, 0.35 bar, 5 psig- Engine is ON; the low oil pressure switch indicates no oil pressure (closed); and

the controller has not recorded a previous Oil Pressure Sensor Check alarm• A Shutdown alarm is generated if:

- Engine is OFF; the low oil pressure switch indicates oil pressure (open); and thecontroller has already generated a Oil Pressure Sensor Check alarm

- Engine is ON; the low oil pressure switch indicates no oil pressure (closed); andthe controller has already generated a Oil Pressure Sensor Check alarm

*35 Shutdown Run Relay Circuit• A Shutdown alarm is generated if:

- During cranking: Run relay digital feedback is low after energizing during crank-ing. Controller attempts to energize run relay and obtain high digital feedback 3times before generating alarm

- During running: The run relay output does not match the run relay digital feed-back input for 4 seconds

*Pretrip:• A Shutdown alarm is generated if:

- Run relay digital feedback input is low after 3 seconds during the pretrip test


SGCO 2000-151, July 2001

SGCO 2000-151, July 2001



*37 Check Coolant Level Alarm• Check alarm is generated if:

- Engine is OFF and the coolant level sensor indicates low coolant for 30 seconds

*Pretrip:• Check alarm is generated if:

- During the Engine OFF portion of the pretrip test, the coolant level sensor indi-cates low coolant for 3 seconds

41 Check Engine Water Temperature Check• Check alarm is generated if:

- Engine is ON and water temperature is above 102 C (215 F) for 2 minutes

43 Check Frequency Out of Range-Low• Check alarm is generated if:

- Engine is ON and engine RPMs are above 800 but below 1350 for 10 seconds

44 Check Fuel System Check• Check alarm is generated if:

- Engine is ON and engine RPMs are below 1050 and have stayed below 1075 for80 seconds

- The engine stops and will then attempt to restart after 20 minutes

45 Check Frequency Out of Range-High• Check alarm is generated if:

- Engine is ON and engine RPMs are above 2100 for 10 seconds

46 Check Check Air Filter• Check alarm is generated if:

- Engine is ON and the air filter digital input is low for 10 seconds

51 Check Alternator Overload Alarm• Check alarm is generated if:

- Engine is ON and field current exceeds 1.7 amperes for 15 seconds, or exceeds2.4 amperes for 5 seconds

- The engine stops and will then attempt to restart after 20 minutes


61 Check/Shutdown Low or High Battery Alarm• A Check alarm is generated if:

- During engine preheating: The battery voltage is below 9.0 V for 3 seconds.Controller will attempt to start engine without preheat

- Engine is OFF: The battery voltage is below 12.2 V for 3 minutes. If this occurswhen the unit is in a restart null mode, the engine immediately attempts to start

- Engine is ON: The battery voltage is above 16.0 V for 3 minutes

• A Shutdown alarm is generated if:- The unit has attempted a start and a controller reset occurs before the unit start

is completed

63 Check Engine Stopped - Reason Unknown• A Check alarm is generated if:

- Engine is OFF: The engine has stopped when it should be running- The engine will attempt to restart after 20 minutes

65 Check Battery Charger Check• A Check alarm is generated if:

- Engine is ON: The battery voltage is below 12.2 V for 3 minutes- Engine is ON: The battery voltage is above 16.0 V for 3 minutes

*66 Check/Shutdown Low Engine Oil Level• A Check alarm is generated if:

- Engine is OFF and the oil level switch indicates low oil level (closed) for 3 min-utes

- Engine is ON, oil pressure sensor is high, but low oil level switch indicates low oillevel (closed) for 3 minutes

• A Shutdown alarm is generated if:- Engine is ON, the oil level switch indicates low oil level (closed) for 3 minutes,

and the low oil pressure switch indicates no oil pressure (closed)

*Pretrip :• A Shutdown alarm is generated if:

- During the Engine OFF portion of the pretrip test, the oil level switch indicateslow oil level (closed) for 3 seconds


SGCO 2000-151, July 2001

SGCO 2000-151, July 2001



*69 Check Field Relay Check• A Check alarm is generated if:

- Field relay is energized and the field current is less than 0.3 amperes for 10 sec-onds

*Pretrip :• A Check alarm is generated if the fault conditions above occur during a pretrip

test

70 Check Hour Meter Exceeds Limits• A Check alarm is generated if:

- One or more hourmeters exceeds 99,999- Restart counter has exceeded 9999


- Programmable hourmeter 1 has exceeded the set limit. Clearing this code willalso reset the hourmeter 1.


- Programmable hourmeter 2 has exceeded the set limit. Clearing this code willalso reset the hourmeter 2.

74 Shutdown Control Reverted to Default Settings• A Shutdown alarm is generated if:

- Controller reverts to factory programmable settings due to a chip change in thecontroller or due to performing a controller cold start

88 Check Shutdown Microprocessor Fault Alarm• A Check alarm is generated if:

- Controller has found a fault condition with either its RAM or Eprom. If this alarmoccurs twice the controller should be returned for repair

99 Check Restart Null• The controller will try to restart unit after 20 minute null (off) period.

SGCO 2000-151, July 2001

5 Electrical Maintenance

Battery

CAUTION: Before connecting or disconnecting theunit battery, place the Unit On/Off switch in OFFposition.

Inspect and clean the battery terminals and check the elec-trolyte level during scheduled maintenance inspections. Theminimum specific gravity should be 1.235. Add distilledwater as necessary to maintain the proper water level.

A dead or low battery can be the cause of an ammeterindicating discharge due to lack of initial excitation of thealternator

Unit Wiring

Inspect the unit wiring and wire harnesses during scheduledmaintenance inspections for loose, chaffed or broken wires toprotect against unit malfunctions due to open or short circuits.

Fuse Link

The fuse link is located inside the unit control box on the backof the µP-G microprocessor. The fuse link protects the electricsystem from a short in the 2A or 2A1 circuit. If the fuse linkburns out, check for a grounded 2A or 2A1 wire or a short inthe fuel heater.

Fuse

A 25 amp fuse protects the battery charger circuit. The fuse islocated in the battery charger cable.

12 V dc Charging System

Battery charging current is supplied by a solid-state batterycharger using current from the ac alternator. The batterycharging circuit provides a 12 Vdc, 20 amp output to maintainthe battery at the proper charge level (13.8 to 14.3 volts).

The alternator exciter field is energized by the µP-G FieldConversion Module to initiate battery charging approximately15 seconds after engine start-up.

NOTE: The engine must run for approximately 15seconds before the before the exciter field is ener-gized to start alternator output. When Delayed ColdStart feature is set to YES, controller shows “dELAY/ AC” screen and the alternator output remains offuntil the engine temperature increases to 32 C (90 F).

Battery Charger Diagnosis

The battery charger contains a red and green LEDs. TheseLEDs provide the following indications:• Green LED on: Ready — Battery is fully charged.• Red and Green LED on: Charging — Battery charge level is

between 13.8 to 14.2 Vdc. • Red LED on: Charging — Battery charge level is below 13.• No LED on: No power output from battery charger.

Disconnect output leads and check for 14 Vdc voltage out-put. If no output, check for 230 Vac input to battery chargeron Brown and Blue wires. If 230 Vac input to battery charg-er and connections are good, replace the battery charger.

Battery Charger

1. LED Display

5-2 Air Heater Electrical Maintenance

SGCO 2000-151, July 2001

Air Heater

The air heater heats the intake air to help the engine start incold weather. The air heater is energized when the controllerinitiates a unit start-up (Unit On/Off switch in the ON posi-tion).

The air heater is mounted on the open end of the intakemanifold. Check the resistance of the air intake heater with anohmmeter between the M6 terminal on the front of the heaterand the screw on the back of the heater (or the heater case).The resistance should be 0.1 to 0.2 ohms.

Check the current draw of the heater with a clamp-onammeter while the engine is cranking. Connect ammeter at theH wire near the M6 terminal on the front of the heater. Thecurrent draw should be approximately 89 amps at 12.5 volts.The heater is probably defective if the current draw is less than60 amps or more than 100 amps.

Engine Low Oil Pressure Switch

Engine oil pressure should rise immediately on starting, caus-ing the oil pressure switch to open. If the oil pressure dropsbelow 117 +/- 21 kPa, 1.17 +/- 0.21 bar, 17 +/- 3 psi, theswitch will close and cause the controller to stop the engine. Acontinuity tester is needed to check the oil pressure switch.1. Remove wire OPS from the switch.2. Continuity tester should indicate a complete circuit

between the terminal and ground.3. Start the engine. Tester should show an open circuit

between each terminal and ground. Repair consists ofreplacing the switch.

Oil Pressure Sensor

The oil pressure sensor is connected to the engine oil systemand uses oil pressure to present a variable resistance to thecontroller. If the controller records Alarm Code 31 and the oilpressure appears to be normal, test the oil pressure sensor.

NOTE: Polarity must be considered when connect-ing pressure sensors. If a sensor is connected back-wards, the display will show four dashes (----).Consult the unit wiring diagram or schematic for cor-rect connections.

Sensor Test1. Turn the unit On/Off switch OFF.2. Disconnect the OSP and OSN wires from the oil pressure

sensor.3. Turn the unit On/Off switch ON.4. Enter the controller View menu and scroll to the oil pres-

sure screen. The display should show “---- / OiL”. If allsensors show “----” in the top display, the controller maybe defective or the sensor polarity may be reversed. Testthe controller and check the sensor wiring for correctpolarity.

Air Heater

1. M6 Terminal

Oil Pressure Switch

1. Oil Pressure Switch Oil Pressure Sensor

SGCO 2000-151, July 2001

Electrical Maintenance Oil Level Switch 5-3

5. Using a digital voltmeter, check the voltage from the OSPwire to OSN. The voltage must be +7 volts or more.a. If the top display showed “----” and the voltage is +7

volts or more, the sensor is defective. Replace thesensor. Be sure to reconnect the OSP wire after ser-vice is complete.

b. If the top display showed something other than “----”or the voltage is less than +7 volts, the wire harnessor the controller is defective, not the sensor.Continuity test the wire harness OSP circuit. Test thecontroller.

Oil Level Switch

The low oil level sensor (OLS) switch will close and cause thecontroller to stop the engine if the engine oil level drops belowthe actuation level. The oil level switch is located in the oilpan on the front side of the engine near the oil filter.

Switch Test1. Make sure that the unit is turned OFF.2. Disconnect the switch wires from the main wire harness.3. Connect a continuity tester to the two sockets in the low

oil level switch wire connector.4. Check the oil level with the dipstick and make sure that it

is between the low mark and the full mark. Add oil if nec-essary.

5. The switch should be open and there should be no conti-nuity between the switch wires with the oil level betweenthe low mark and the full mark on the dipstick.

Bench test the switch if there is continuity between the OLSand CH wires and there are no short circuits in the wires.

Switch Removal and Installation1. Disconnect the switch wires from the main wire harness

before removing the switch.2. Remove the push-in style switch by carefully prying it out

of the oil pan with a pry bar. The neoprene seal may stayin the oil pan.

3. To install the push-in style switch, first remove the neo-prene seal from the switch. Lubricate the neoprene sealand install it in the oil pan. Then press the switch into theneoprene seal. No tools are required.

4. Connect the switch wires to the main wire harness afterinstalling it.

NOTE: The low oil level switch must have a driploop formed in wire leads as shown in the illus-tration. The drip loop prevents water from enter-ing the switch through the end of the sleevingthat protects the switch wires.

Bench Test1. Disconnect the switch wires from the main wire harness.

Remove the switch from the oil pan.2. Use a small container partially filled with engine oil to

check the float. Make sure that it floats in engine oil andthat it slides freely between the upper and lower stops.

3. Slide the float up to the upper stop and check the continu-ity through the switch (between OLS and CH wires). Theswitch should be open.

4. Slide the float down to the lower stop and check the conti-nuity through the switch. The switch should be closed.

5. Replace the switch if the float sinks or does not slidefreely, or if the switch does not open and close properly.

Push-in Style Oil Level Switch

1. 19 mm (0.75 in.)2. Secure with Tie Band3. Drip Loop with Open End of Sleeving Pointed Down4. Upper Stop5. Float6. Lower Stop

5-4 Coolant Temperature Sensor Electrical Maintenance

SGCO 2000-151, July 2001

Coolant Temperature Sensor

The coolant temperature sensor is connected to the enginecoolant system near the water pump and uses coolant tempera-ture to present a variable resistance to the controller. If thecontroller records Alarm Code 18 or 41 and the coolant tem-perature appears to be normal, test the coolant temperaturesensor.

NOTE: Polarity must be considered when connect-ing temperature sensors. If a sensor is connectedbackwards, the display will show four dashes (----)and record Alarm Code 06. Consult the unit wiringdiagram or schematic for correct connections.

Sensor Test1. Turn the unit On/Off switch OFF.2. Disconnect the sensor at the plug next to the sensor.3. Turn the unit On/Off switch ON.4. Enter the controller View menu and scroll to the engine

temperature screen. The display should show “---- / Ent”.If all sensors show “----” in the top display, the controllermay be defective or the sensor polarity may be reversed.Test the controller and check the sensor wiring for correctpolarity.

5. Using a digital voltmeter, check the voltage at the sensorplug connected to the controller. The voltage must befrom 4.90 to 5.10 volts dc.a. If the voltage is correct, disassemble and inspect the

coolant sensor plug. If there are no broken wires orpushed pins in the plug, replace the sensor.

b. If the voltage is incorrect, recheck the voltage at thesame circuit at pins 1 and 2 of the CN7 connector onthe back of the controller. The voltage must be from4.90 to 5.10 volts dc. If the voltage is correct at thecontroller, the problem is in the wiring. Continuitytest the wire harness circuits. If the voltage is incor-rect again, the controller is defective. Test the con-troller.

Coolant Level Detector

The coolant level detector (sensor) is a stainless steel probeimmersed in the coolant. It does not fail or wear out, but mayfail to conduct current if it is dirty.

If the coolant level drops too low in the radiator, the sen-sor will no longer conduct current to return a signal to the con-troller. After 30 seconds, the controller will record AlarmCode 37. If the controller records alarm code 37 and the radia-tor is full of coolant, test the coolant level sensor.

WARNING: DO NOT remove the radiator cap fromthe radiator fill neck when the engine coolant is hot.

Sensor Test1. Ground the sensor to chassis ground with a jumper wire.2. Attempt to clear Alarm Code 37 from the controller.

• If Alarm Code 37 clears, clean the sensor.• If Alarm Code 37 does not clear, test the wire harness

for continuity. Also test the controller.

Flywheel Sensor

The flywheel sensor is in the engine bell housing adjacent to,but not touching, the flywheel (backed off 1/2 turn).

The flywheel sensor is a device containing an inductancecoil and magnet. When the magnetic field is distorted by thepassing ring gear teeth, the inductance coil generates an acelectrical signal that has a voltage and frequency variation pro-portional to the engine rpm.

By monitoring the frequency of this signal with the starterdisconnect module, the timing of the starter disengagement canbe precisely controlled.

If the flywheel sensor fails, the starter may not disengageor engage properly.

Flywheel Sensor with Wiring and SchematicSymbols

SGCO 2000-151, July 2001

Electrical Maintenance Relays 5-5

Testing the Flywheel SensorEquipment required:• AC voltmeter capable of reading up to 10 volts• Ohmmeter• SG unit for installing the sensor in the threaded hole in the

flywheel housing.To test the flywheel sensor:1. Install the flywheel sensor into the threaded hole in the

flywheel housing of an SG unit until it contacts the ringgear. Back out the sensor 1/2 turn and tighten the locknut.

2. Disconnect wires (FS1 and FS2) from the sensor.3. Start and operate the unit. Check the ac voltage output

across the sensor terminals. Use a meter with a high ohmsper volt internal resistance. A Simpson 260, Fluke digitalor any good VOM will work. However, an automotivetype meter may not give an accurate reading because themeter may load the circuit heavily and cause the voltagelevel to appear lower than actual. The output voltageshould be 1.5 to 2.0 Vac.

NOTE: If the voltage is slightly off, the voltagemay be increased by turning the sensor in more.The voltage may be lowered by turning the sen-sor out more.

4. Reconnect FS1 and FS2 wires on flywheel sensor.

If the flywheel sensor passes the above test, the sensor may beconsidered good. If a unit is not available, an alternate but lessreliable test may be performed as follows:1. Disconnect the sensor from all wires.2. Measure the resistance across the terminals. The resis-

tance should be 250 to 300 ohms across the terminals. 3. Measure the resistance from each terminal to the alu-

minum case. There should be no continuity from eachterminal to the case.

Field, Preheat, Start and Run Relays

These are 12 Vdc relays. These relays are identical and inter-changeable. Test a relay by interchanging it with a knowngood relay.

Field Relay AField Relay A grounds the exciter field circuit 15 -20 secondsafter unit startup. Field Relay A must be grounded to supplyalternator output to the battery charger. If the field relay failsin the open position, the exciter field will not energize. If thefield relay fails in the closed position, the exciter field willremained energized.

Preheat RelayThe preheat relay supplies power to the air heater relay

and the buzzer. If the preheat relay fails in the open position,the air heater would not preheat and the engine may not start,resulting in the cranking time limit being exceeded. If the pre-heat relay fails in the closed position, the air heater will remainenergized.

Start RelayThe start relay is energized by the controller after proper pre-heat time has occurred. When this relay energizes, the startersolenoid receives power and the engine cranks. If the startrelay fails in the open position, the engine would not crank. Ifthe relay failed in the closed position, the starter would contin-ue to crank after the unit started.

Run RelayThe run relay supplies power to the fuel solenoid. If the runrelay fails in the closed position, the unit would operate contin-uously and not stop for a protection shutdown. If the relayfails in the open position, the fuel solenoid would not stay in.

Buzzer

The buzzer module on the circuit board is sounds off when theair heater relay is energized for preheat and starting.

SGCO 2000-151, July 2001

Engine Lubrication System

The TK 486 diesel engine has a pressure lubrication system.Oil is circulated by a trochoid type oil pump driven by thecrankshaft timing gear. The pumping capacity of the trochoidtype pump is several times greater than the capacity requiredby the engine. Oil is picked up through a suction tube with ascreened inlet.

Engine Oil Change

The engine oil should be changed according to the ServiceGuide in the Introduction of this manual or the MaintenanceInspection Schedule on the unit. Drain the oil only when theengine is hot to ensure that all the oil drains out. When chang-ing oil, keep the unit and trailer level so all the oil can flowfrom the oil pan.

1. Drain out as much of the oil as possible. Most of the dirtparticles are found in the last few quarts of oil that drainout.

2. Refill the pan with oil and check the dipstick level.• TK 486 Engine: Add 12.3 liters (13 qt.) of oil.

NOTE: See Specifications chapter for unit oilcapacity and correct type of oil to use.

3. Operate the unit. Then recheck the oil level. Add oil asnecessary to reach the full mark.

Oil Filter Change

The oil filter should be changed when you change engine oil.

Spin-on Filter:1. Remove the filter.2. Apply oil to rubber ring of new filter and install filter.3. Tighten the filter by hand until the rubber ring makes con-

tact. Then tighten 1/2 turn more.4. Start the unit and check for leaks.

NOTE: Do not use a tool to tighten the filter.

Crankcase Breather

The crankcase breather includes a baffle, screen and coverlocated in the rocker arm cover. The crankcase pressureshould be between 0 and 50 mm (0 to 2 in.) H2O. Inspect thebreather assembly and hose during scheduled maintenanceinspections to make sure they are not plugged or damaged.

6 Engine Maintenance

Crankcase Breather System

1. Air Heater2. Intake Manifold3. Restrictor in Breather Hose4. Crankcase Breather

Engine Cooling System

The engine uses a closed, circulating type, pressurized coolingsystem. Correct engine temperatures are controlled and main-tained by a radiator, fan and thermostat. The coolant is circu-lated through the system by a belt-driven centrifugal pump.The pump draws the coolant from the side of the radiator, cir-culates it through the cylinder block and head, then back to theradiator. A thermostat mounted in the water outlet from thecylinder head to the radiator automatically maintains coolanttemperature within the specified temperature range.

All water-cooled engines are shipped from the factorywith a 50% permanent type antifreeze concentrate and 50%water mixture in the engine cooling system. Benefits include:1. Prevents freezing down to -34 C (-30 F).2. Retards rust and mineral scale that can cause the engine to

overheat.3. Retards corrosion (acid) that can an attack accumulator

tank, water tubes, radiator and engine block plug.4. Provides lubrication for the water pump seal.

Antifreeze Maintenance Procedure

Regular inspection is required to verify the condition of theantifreeze. The inhibitors in Extended Life Coolant (ELC)antifreeze (red color) extend change intervals to 5 years or12,000 hours. A decal tag on the coolant expansion tank willidentify units with ELC antifreeze.

ELC coolants are available in 100% full strength concen-trate or (pre-mixed) 50/50% mixture. Thermo King recom-mends the use of 50/50% pre-mixed ELC antifreeze to assurethat de-ionized water is used. 100% concentrate extended lifecoolant must be mixed with de-ionized or distilled water (NOTtap water) to ensure cooling system integrity.

NOTE: See Specifications chapter for coolant capac-ity and correct type of antifreeze for your unit.

CAUTION: There are several important rules:• Extended Life Coolant (ELC) is RED in color while

conventional coolant is GREEN or BLUE-GREEN.• Do NOT add “RED” coolant to cooling systems

using “GREEN” or “BLUE-GREEN” coolant.• Do NOT add “GREEN” or “BLUE-GREEN” coolant

to cooling systems using “RED” coolant.

When changing antifreeze, drain, flush and replace thetotal antifreeze mixture to maintain total cooling system pro-tection. To prevent mineral scale, use water with a total hard-ness under 170 ppm. If the total water hardness is over 170ppm, soften the water or use distilled water. The water mustalso be de-mineralized, de-ionized or distilled if it does notmeet the following requirements: chlorides concentrationunder 40 ppm, sulfates concentration under 100 ppm and totaldissolved solids under 340 ppm.

6-2 Engine Air Cleaner Engine Maintenance

SGCO 2000-151, July 2001

Engine Air Cleaner

A heavy duty oil bath air cleaner filters all of the air enteringthe engine. Excessive restriction of the air intake systemreduces the flow of air to the engine. This in turn affectshorsepower output, fuel consumption and engine life.

The speed that dirt and foreign particles accumulate at thebottom of the air cleaner sump determines the frequency ofcleaning.1. Remove the reservoir under the filter.2. Remove the dirty oil and sludge. Remove air cleaner

body and clean in a parts washer.3. Refill the reservoir to the oil level mark with clean engine

oil, but DO NOT OVERFILL. Use the same weight oilused in the engine crankcase.

Air Cleaner System

1. Air Cleaner2. Air Cleaner Hose3. Air Intake Adapter4. Oil Cup Clamp5. Oil Cup

SGCO 2000-151, July 2001

Engine Maintenance Engine Cooling System 6-3

The factory recommends the use of a 50/50 antifreeze/watermixture in all units even if they are not exposed to freezing tem-peratures. This antifreeze mixture will provide the required cor-rosion protection and lubrication for the water pump.

Checking the Antifreeze

Check the solution concentration by using a temperature com-pensated antifreeze hydrometer or a refractometer designed fortesting antifreeze. A refractometer works with both ELC andconventional antifreeze. Maintain a minimum of 50 percentpermanent type antifreeze concentrate and 50 percent watersolution to provide protection to -34 C (-30 F). Do not mixantifreeze stronger than 68 percent permanent type coolant con-centrate and 32 percent water for use in extreme temperatures.

Engine Cooling System

1. Water Pump 12. Overflow Tank2. Water Temperature Sensor3. Engine Thermostat Housing4. Engine Thermostat5. Vent Hose6. Radiator Cap7. Expansion Tank8. Vent Fitting for Bleeding Air from Radiator (recently built models)9. Water Level Sensor10.Radiator11.Drain Cock, Radiator

Changing the Antifreeze

WARNING: Avoid direct contact with hot coolant.

1. Operate the engine until it is up to operating temperature.Then stop the unit.

2. Open the engine block drain and completely drain coolant.Observe coolant color. If the coolant is dirty, proceedwith a, b, and c. Otherwise go to step 3.a. Pour clear water into radiator and allow it to drain out

of the block until it is clear.b. Close the block drain and install a commercially

available radiator and block flushing agent. Operatethe unit in accordance with instructions of the flush-ing agent manufacturer.

c. Open the engine block drain to drain water and flush-ing solution.

6-4 Engine Cooling System Engine Maintenance

SGCO 2000-151, July 2001

Bleeding Air from the Cooling System

A jiggle pin thermostat prevents air from being trapped in theengine block. This should make it unnecessary to bleed the airout of the engine. Normally approximately 8.5 liters (9 quarts)of coolant will drain from the cooling system. If only 4 liters(4 quarts) of coolant seem to fill the cooling system after it hasbeen drained, air has been trapped in the block. Bleed the airout of the block using the following procedure:

CAUTION: IF YOU SUSPECT THAT AIR IS TRAPPEDIN THE BLOCK, DO NOT START THE ENGINE WITH-OUT BLEEDING THE AIR OUT OF THE BLOCK.

NOTE: If an engine operates with air trapped in theblock, the engine may be damaged. The high watertemperature switch may not protect an engine thathas air trapped in the block.

1. Before pouring coolant into the cooling system, loosen theplug on the back of the water pump. Recently built unitsalso include a special vent fitting on the top of the inletheader on the radiator. Also open this fitting to bleed airfrom the radiator.

2. Slowly pour coolant into the system until coolant comesout of the bypass hose (or plug) fitting.

3. Tighten the plug on the water pump.4. Pour coolant into the system until it appears to be full.5. Make sure that the amount of coolant that goes back into

the system is approximately equal to the amount ofcoolant that was drained from the system.

6. Start and operate the unit for a minute. Then stop the unit.7. Check the coolant level and add coolant if necessary.8. Repeat steps 6 and 7 until the coolant level stabilizes.9. Close the vent fitting on the top of the inlet header on the

radiator (recently built units only).

Engine Thermostat

For best engine operation, always use a 82.0 C (180 F) ther-mostat.

Engine Thermostat

1. Jiggle Pin2. Install This End Toward Engine

3. Pour clear water into the radiator. Allow it to drain out ofthe block until it is clear.

4. Inspect all the hoses for deterioration and the hose clampsfor tightness. Replace if necessary.

5. Loosen the water pump belt. Check the water pump bear-ing for looseness and retighten the belt (see “Belt TensionAdjustment and Replacement” on page 6-13).

6. Inspect the radiator cap. Replace the cap if the gasketshows any signs of deterioration.

7. Prepare 8 liters (2 gallons) of 50/50% antifreeze/watermixture. Do not add antifreeze and then water to the unit.This procedure may not give a true 50/50 mixture becausethe exact cooling system capacity may not be known.

NOTE: Thermo King recommends the use of50/50% pre-mixed ELC antifreeze to assure thatde-ionized water is used. 100% concentrateextended life coolant must be mixed with de-ion-ized or distilled water (NOT tap water) to ensurecooling system integrity.

8. Close all drains. On recently built units, also open vent fit-ting on top of the inlet header on the radiator. Refill theradiator with the 50/50 antifreeze mixture. Make sure all airis bled from the cooling system.

NOTE: Make certain all air is purged from thecooling system. Recently built units include aspecial vent fitting on the top of the inlet headeron the radiator. Open this fitting to bleed airfrom the cooling system when refilling the radia-tor with coolant.

SGCO 2000-151, July 2001

Engine Maintenance Engine Fuel System 6-5

Engine Fuel System

The components of a typical fuel system include:1. Fuel tank2. Fuel strainer (inlet to transfer pump)3. Fuel filter4. Water separator5. Hand fuel pump6. Transfer pump7. Injection pump8. Injection nozzles

The hand fuel pump is used to manually draw fuel fromthe tank up to the transfer pump if the unit should run out offuel.

The transfer pump draws fuel from the fuel tank through afuel inlet strainer at the inlet to the transfer pump. The transferpump then delivers fuel through the fuel heater (option) to thewater separator and fuel filter. Filtered fuel passes through aline from the outlet fitting on the filter base to the injectionpump.

The TK 486 diesel engine uses an in-line injection pump.The injection pump camshaft is driven at one end by theengine timing gears. The cam lobes actuate the plungers, forc-ing fuel through the injection nozzles. A governor assembly isconnected to the other end of the injection pump camshaft.The governor meters the amount of fuel delivered to the injec-tion nozzles by controlling the position of the plungers.

Injection pump leakage, injection nozzle overflow andexcess fuel from the fuel filter assembly return to the fuel tankthrough the return lines.

Maintenance

The fuel system is relatively trouble-free and if correctly main-tained will usually not require major service repairs betweenengine overhauls.

Contamination is the most common cause of fuel systemproblems. Therefore, to ensure best operating results, the fuelmust be clean and fuel tanks must be free of contaminants.The single element fuel filter/water separator must be changedaccording to the Service Guide in the Introduction of this man-ual or the Maintenance Inspection Schedule on the unit.

Fuel System

1. Fuel Return Line 7. Fuel strainer2. Fuel Supply Line to Injection Pump 8. Hand Pump3. Fuel Bleed Screw 9. Fuel Supply Line4. Injection Pump 10. Electric Fuel Heater5. Fuel Supply Line to Fuel Filter 11. Fuel Filter/Water Separator6. Transfer Pump 12. Fuel Return Line

6-6 Engine Fuel System Engine Maintenance

SGCO 2000-151, July 2001

NOTE: The injection nozzles should be tested every10,000 hours when only clean fuel is used and thefuel system is maintained according to theMaintenance Inspection Schedule. Refer to the TK482 and TK 486 Engine Overhaul Manual for injectionnozzle testing and repair.

Whenever the fuel system is opened, take the followingprecautions to prevent dirt from entering the system:

• Cap all fuel lines.• Work in a relatively clean area whenever possible.• Complete the work in the shortest possible time.Any major injection pump or nozzle repairs should be

done by a quality diesel injection service shop. The necessaryservice equipment and facilities are not found in most enginerebuild shops because of the large investment required.

The following procedures can be done under field condi-tions:

• Bleeding air from the fuel system• Fuel tank and filter system maintenance• Prime pump (hand) replacement or repair*• Transfer pump replacement or repair*• Injection line replacement*• Pump and governor adjustments*• Pump timing• Nozzle spray pattern testing and adjustment*• Minor rebuilding of nozzles*

*These procedures are covered in the TK 482 and TK 486Overhaul Manual, TK 50136.

Bleeding the Fuel System

The fuel system must have the air bled out if the fuel tankbecomes empty, if repairs are made to the fuel system, or if airgets into the system for any other reason.

NOTE: Keep the fuel tank vent open. If the ventbecomes clogged, a partial vacuum develops in thetank. This increases the tendency for air to enter thesystem.

1. Loosen the bleed screw at the injection pump about oneturn.

2. Unscrew the hand pump handle and manually prime thefuel system until air bubbles are no longer visible in thefuel coming out of the bleed screw.

3. Tighten the bleed screw and screw the hand pump handleback in.

4. Loosen the injection lines at the injection nozzles.5. Crank the engine until fuel appears at the nozzles.6. Tighten the injection lines.7. Start the engine and observe engine operation for a few

minutes. If the engine fails to start, or starts but stops in afew minutes, repeat the procedure.

Water in the Fuel System

Water in the fuel system can damage the injection pump andnozzles. This damage will subsequently cause more expensivedamage to the engine. A large accumulation of water in thebottom of the fuel tank will stop a diesel engine. Water shouldbe drained off during scheduled maintenance inspections. Letthe tank set idle for an hour before removing the drain plugfrom fuel tank. Let water and fuel drain into a container untilonly fuel is draining from tank. Replace drain plug. DO NOTsteam clean fuel tank caps.

NOTE: Some fuel tanks have a check valve in thedrain plug fitting. Push the check valve open with asmall screw driver to drain water and fuel.

Single Element Fuel Filter/Water SeparatorReplacement

A single element fuel filter/water separator removes contami-nates and water from the fuel. Two orifices in the filter headcontrol the pressure in the fuel system by allowing a certainamount of fuel to return to the tank. One orifice is located inthe center of the filter head bleeds off water and returns it tothe fuel tank. The other orifice is located off-center on the fil-ter head and bleeds off air.1. Unscrew the filter using a strap wrench. Drain filter and

properly dispose of fuel and filter.2. Fill the new filter with clean fuel through one of the small

openings in the top of the filter body. Do not use the cen-ter hole to add fuel to the filter or unfiltered fuel mayreach the injection pump. Filling the filter with fuelpurges air from the filter.

3. Clean the filter head seal surface. Lubricate filter sealwith clean fuel.

4. Install and tighten the filter until it is hand-tight. Thentighten 1/4 turn more using a strap wrench.

SGCO 2000-151, July 2001

Engine Maintenance Engine Speed Adjustment 6-7

Engine Speed Adjustment

NOTE: The speed of the engine should be checkedwith a hand tachometer, TK P/N 204-220, on thecrankshaft pulley bolt or by the use of a stroboscopetachometer, TK P/N 204-436.

When the diesel engine fails to maintain the correct enginespeed, check the following before adjusting the speed:

1. Bleed the air out of the fuel system. Check the speed.2. Bleed the air out of the nozzles. Check the speed.

Make the engine speed adjustments with the engine fullywarmed up.

Adjustment Procedure

1. Start the unit and check the speed rpm. The engine speedshould be 1800 +/- 10 rpm at Full Load (60 Hz alternatoroutput); 1890 +/- 10 rpm at No Load.

2. Loosen the jam nut on the speed adjustment screw.3. Adjust the screw to change engine rpm.4. When the speed is correct, tighten the jam nut.

Integral Fuel Solenoid

The fuel solenoid contains 2 coils: the pull-in coil, and thehold-in coil. The pull-in coil draws approximately 35 to 45amperes at 12 volts. The hold-in coil draws approximately 1ampere at 12 volts. The pull-in coil must be energized tomove the injection pump governor linkage to the fuel on posi-tion. Once the governor linkage is in the fuel on position, thehold-in coil will keep the linkage in the fuel on position untilthe 8D circuit is de-energized. The pull-in coil must be de-energized after a few seconds to keep it from being damaged.

A fuel solenoid timer printed circuit board contains thetimer and relay that control the pull-in coil in the fuel solenoid.Refer to a parts manual for the correct printed circuit board foryour unit.

DIagnosing the Integral Fuel SolenoidSystem

NOTE: The fuel solenoid pull-in coil may require 35to 45 amperes to pull the solenoid plunger in. Theunit’s battery must be in good condition. If the bat-tery has enough power to crank the engine over, ithas enough power to energize the fuel solenoid pull-in coil.

If you suspect that the engine does not operate because the fuelsolenoid is not operating correctly, use the following proce-dure:1. Disconnect wire 8S from the starter solenoid.

Engine Speed Adjustment

1. Fuel Solenoid2. Low Speed Adjustment Screw

Integral Fuel Solenoid Harness Connections

1. Pin B: White (8DP) Wire2. Pin A: Red (8D) Wire3. Pin C: Black (CH) Wire4. Fuel Solenoid and Connector5. Main Wire Harness Connector and Pins:

Pin A = 8DPin B = 8DPPin C = CH

6-8 Integral Fuel Solenoid Engine Maintenance

SGCO 2000-151, July 2001

2. Disconnect the fuel solenoid wire connector from themain wire harness.

3. Place the Unit On/Off switch in the ON position.4. Check the voltage on 8D circuit in the main wire harness

connector for the fuel solenoid. Refer to the illustrationon page 6-7 or the unit wiring diagram to identify the pinsin the wire harness and fuel solenoid connectors.a. If battery voltage is not present on the 8D circuit,

check the 8D circuit and related components for afault.

b. If battery voltage is present on the 8D circuit, go tostep 5.

5. Check CH circuit in the main wire harness at the fuel sole-noid connector for continuity to a good chassis ground.a. If there is no continuity between CH circuit and a

good chassis ground, check the CH wire for an opencircuit.

b. If there is continuity between CH circuit and a goodchassis ground, go to step 6.

6. Place a jumper wire between the CH circuit in the connec-tor on the fuel solenoid and a good chassis ground.

7. Test the pull-in coil by momentarily placing a jumperbetween the 8DP circuit pin in the connector on the fuelsolenoid and terminal 2 at the fuse link. The fuel solenoidshould make a definite click when the pull-in coil is ener-gized and should click again when the pull-in coil is de-energized.

NOTE: The pull-in coil may draw 35 to 45amperes so do not leave the jumper connectedto pin 8DP for more than a few seconds.

a. If the pull-in coil does not energize, check the resis-tance of the pull-in coil by placing an ohmmeterbetween 8DP circuit and the CH circuit in the connec-tor on the fuel solenoid. The resistance of the pull-incoil should be 0.2 to 0.3 ohms. If the resistance of thepull-in coil is not in this range, replace the fuel sole-noid.

NOTE: If the pull-in coil fails, make sure toreplace the fuel solenoid relay with the cor-rect relay. Refer to unit parts manual.

b. If the pull-in coil does energize, go to step 8.8. Test the hold-in coil.

a. Energize the hold-in coil by placing a jumperbetween the 8D circuit in the connector to the fuelsolenoid and terminal 2 at the fuse link.

b. Momentarily energize the pull-in coil by placing ajumper between the 8DP circuit in the connector tothe fuel solenoid and terminal 2 at the fuse link. Thefuel solenoid should make a definite click when thepull-in coil is energized, but should not click whenthe pull-in coil is de-energized.

c. De-energize the hold-in coil by removing the jumperfrom the 8D circuit and terminal 2. The fuel solenoidshould make a definite click when the hold-in coil isde-energized.

d. If the hold-in coil does not function properly, checkthe resistance of the hold-in coil by placing an ohm-meter between the 8D circuit and the CH circuit inthe connector to the fuel solenoid. The resistance ofthe hold-in coil should be 24 to 29 ohms. If the resis-tance of the hold-in coil is not in this range, replacethe fuel solenoid.

e. If the hold-in coil does function properly, go to step9.

9. Reconnect the main wire harness connector to the fuelsolenoid connector.

10. Remove the fuel solenoid relay from its socket and makesure the unit On-Off switch is in the ON position.

11. Check the voltage on the 8D circuit at terminal 85 in thefuel solenoid relay socket. Refer to the illustration belowto identify the terminals in the relay socket.a. If battery voltage is not present on the 8D circuit,

check the 8D circuit and related components for afault.

b. If battery voltage is present on the 8D circuit, go tostep 12.

12. Check the voltage on the 2A or 2B circuit at terminal 30in the fuel solenoid relay socket.a. If battery voltage is not present on the 2A or 2B cir-

cuit, check circuit 2A or 2B for an open or a short.b. If battery voltage is present on circuit 2A or 2B, go to

step 13.

Relay Socket Terminal Identification — Integral FuelSolenoid

1. 87 Terminal/8DP Wire2. 85 Terminal/8D Wire3. 86 Terminal/8DC Wire4. 30 Terminal/2A or 2B Wire

SGCO 2000-151, July 2001

Engine Maintenance Injection Pump Service 6-9

13. Test the relay.a. Use a jumper to connect the 85 terminal on the relay

to terminal 2 at the fuse link.b. Use another jumper to connect the 86 terminal on the

relay to a CH circuit.c. If the relay does not energize, it is defective. Replace

the relay.d. If the fuel solenoid does energize, the timer is defec-

tive. Replace the fuel solenoid timer PC board.14. Turn the unit OFF.15. Connect wire 8S to the starter solenoid.

Fuel Solenoid Replacement

1. Disconnect wire 8S from the starter solenoid. 2. Disconnect the fuel solenoid wire connector and remove

the old fuel solenoid.3. Connect the main harness connector to the new fuel sole-

noid.4. Place the Unit On/Off switch in the ON position to to

energize the fuel solenoid.

NOTE: The fuel solenoid must be energizedwhen it is being installed. If it is not, the plungerand the linkage may not line up correctly. Thenthe fuel solenoid will not function properly.

5. Place the O-ring in the groove in the end of the fuel injec-tion pump. Make sure that the O-ring is positioned cor-rectly during installation to avoid damage and leaks.

6. Install the new fuel solenoid.7. Turn the unit OFF.8. Connect wire 8S to the starter solenoid.

Injection Pump Service and Timing

NOTE: The procedure outlined will assume thepump is being removed and replaced on the engine.If the pump has not been removed, only the last por-tion of the procedure is used for timing.

Injection Pump Removal

The injection pump drive gear will not fit through the gearhousing when removing the pump. The gear must be separat-ed from the pump using tool P/N 204-1011. When this tool isused, it is not necessary to remove the water pump belt, fuelpump, crankshaft pulley, crankshaft seal or front plate.1. Remove the starter for clearance. Also remove the fuel

lines, harness and mounting hardware from the injectionpump. Cover all injection lines and fuel lines with plasticcovers or tape. The smallest amount of dirt can damagethe fuel system.

Integral Fuel Solenoid Components

1. Integral Fuel Solenoid2. O-ring3. Fuel Injection Pump Groove

Align Timing Marks

1. Timing Mark Access Hole2. Number One Cylinder Injection Line3. Number One Cylinder Delivery Valve Holder

6-10 Injection Pump Service Engine Maintenance

SGCO 2000-151, July 2001

2. Remove the cover plate from the gear case. Remove thenut and lockwasher that secure the gear to the injectionpump shaft. Use a shop rag to prevent the lockwasher ornut from falling into the gear case.

3. Use the hardware from the cover plate to attach the toolplate (P/N 204-1011) to the gear case. Attach the platewith the marked side pointing up and out away from thecase.

4. Align the threaded holes in the injection pump gear withthe two holes in the tool plate by rotating the enginecrankshaft. Attach the gear to the tool plate with thescrews provided with the tool plate.

5. Thread the long screw into the small end of the adapter(both parts are supplied with the tool plate). Insert theadapter into the tool plate. Carefully align the screw overthe center of the injection pump shaft. Then rotate thescrew to force the injection pump shaft from the gear.

6. Remove the screw and adapter, leaving the tool plate inposition. This holds the gear in the proper tooth align-ment until the injection pump is re-installed.

Injection Pump Installation

1. Rotate the injection pump shaft to align the key with thekeyway in the gear. Then insert the injection pump shaftinto the gear.

2. Fasten the injection pump to the gear case using the cor-rect hardware.

3. Remove the screws that hold the gear to the tool plate andremove the tool plate.

4. Fasten gear to injection pump shaft with a lockwasher andnut. Use a shop rag to prevent the lockwasher or nut fromfalling into the gear case. Torque the nut to 60 to 68 N.m(44 to 50 ft-lb).

5. Fasten the cover plate to the gear case. Install the fuellines, harness and mounting hardware from the injectionpump. Also install the starter.

6. Check the injection pump timing.

Injection Pump Gear Tool (P/N 204-1011)

1. Injection Pump 5. Adapter (Tool) 2. Gear Case 6. Long Screw (Tool)3. Cover Plate 7. Short Screw (Tool)4. Cover Plate Bolt 8. Plate (Tool)

SGCO 2000-151, July 2001

Engine Maintenance Injection Pump Service 6-11

Injection Pump Timing

This timing procedure requires fuel pressure at the injectionpump inlet. This can be accomplished by pumping the primingpump by hand, or by using an electric fuel pump to supply fuelto the fuel pump inlet.1. Place the Unit On/Off switch in the OFF position.2. Remove the round cover (plug) from the timing mark

access hole on the front of the bell housing. The indexmarks on either side of this hole and the timing marks onthe flywheel are used to check the injection pump timing.

WARNING: Loosen all of the injection lines atthe injection nozzles to prevent the possibility ofthe engine firing while it is being rotated.

3. Remove the injection line for the number one cylinderfrom the injection nozzle and from the delivery valve onthe injection pump.

NOTE: The number one cylinder is the cylinder atthe flywheel end of the engine.

4. Remove the rocker arm cover.5. Place the engine at top dead center of the compression

stroke for the number one cylinder.a. Rotate the engine in the normal direction of rotation

(clockwise viewed from the water pump end) untilthe 1-4 timing mark on the flywheel lines up with theindex mark in the timing mark access hole.

b. Check the rocker arms on the number one cylinder tosee if they are loose.

c. If the rocker arms are loose, the engine is at top deadcenter of the compression stroke for the number onecylinder.

d. If the rocker arms are tight, the engine is at top deadcenter of the exhaust stroke for the number one cylin-der. Rotate the engine 360 degrees to place the engineat top dead center of the compression stroke for thenumber one cylinder.

6. Energize the fuel solenoid:

WARNING: Disconnect the 8S wire from thestarter solenoid to prevent the engine fromcranking. Otherwise, the µP-G controller maystart the unit at any time when the unit On/Offswitch is ON.

a. Disconnect the 8S wire from the starter solenoid toprevent the controller from cranking the engine.Then place the On-Off switch in the ON position.

b. If the engine is not in the unit, use jumper wires toenergize the fuel solenoid at the three pin fuel sole-noid connector. Place a jumper between the blackwire (CH wire, pin C) and the negative terminal of a12 Vdc power source. Place a jumper between thered wire (8D wire, pin A) and the positive terminal ofa 12 Vdc power source. Then momentarily place ajumper between the white wire (8DP wire, pin B) andthe positive terminal of a 12 Vdc power source.

CAUTION: Do not leave the jumper on the whitewire (8DP wire, pin B) more than a few secondsor the fuel solenoid will be damaged.

Timing Mark Alignment

1. Position Timing Mark in Bottom of Access Hole2. Correct Timing Mark Alignment as Fuel Rises in

Delivery Valve Holder3. Injection Timing Mark

Top Dead Center Marks

1. Index Mark2. Top Dead Center Mark for Cylinders 1 and 4

6-12 Adjusting Engine Valve Clearance Engine Maintenance

SGCO 2000-151, July 2001

7. Rotate the engine backwards (counterclockwise viewedfrom the water pump end) until the injection timing markis positioned in the bottom of the timing mark access hole.The injection timing mark is a horizontal line stamped onthe flywheel approximately 30 mm (1.2 in.) before the topdead center mark.

8. Pump the priming pump by hand a few times, or energizethe electric fuel pump if an electric fuel is being used.

9. Use a clean towel to remove the fuel from the top end ofthe delivery valve holder.

10. Slowly turn the engine in the normal direction of rotationuntil you see the fuel rise in the end of the delivery valveholder. Stop as soon as you see the fuel rise.

11. Check position of the timing marks. The injection timingmark on the flywheel should be aligned with the indexmark on the side of the timing mark access hole. Repeatsteps 8 through 11 to recheck the timing.

12. If the timing is off by more than 1 degree (2.5 mm),loosen the mounting nuts on the studs that fasten the injec-tion pump to the engine and rotate the injection pump tochange the timing.a. Pull the top of the injection pump away from the

engine to advance the timing.b. Push the top of the injection pump toward the engine

to retard the timing.13. Tighten the injection pump mounting nuts and recheck the

timing. Repeat steps 8 through 12 until the timing is cor-rect.

14. Install the cover in the timing mark access hole, install theinjection line for the number one cylinder, install the rock-er arm cover, tighten the other injection lines, and recon-nect the 8S wire when finished with the procedure.

Adjusting Engine Valve Clearance

Valve clearance should be checked as required. It is veryimportant that valves be adjusted to the correct specificationsfor satisfactory engine operation. Insufficient valve clearancewill result in compression loss and misfiring of cylindersresulting in burned valves and seats. Excessive valve clear-ance will result in noisy valve operation and abnormal wear ofthe valves and rocker arms. The intake and exhaust valves areadjusted with the valve in the closed position.1. Remove the rocker arm cover.2. Remove the round cover (plug) from the timing mark

access hole on the front of the bell housing.

WARNING: Loosen all of the injection lines atthe injection nozzles to prevent the possibility ofthe engine firing while it is being rotated.

3. Place the engine at top dead center of the compressionstroke for the number one cylinder.a. Rotate the engine in the normal direction of rotation

(clockwise viewed from the water pump end). Rotatethe engine until the 1-4 timing mark on the flywheellines up with the index mark in access hole.

b. Check the rocker arms on the number one cylinder.c. If the rocker arms are loose, the engine is at top dead

center of the compression stroke for the number onecylinder.

d. If the rocker arms are tight, the engine is at top deadcenter of the exhaust stroke for the number one cylin-der. Rotate the engine 360 degrees to place the engineat top dead center of the compression stroke for thenumber one cylinder.

4. Check the valve clearance of both valves for the numberone cylinder with a feeler gauge. Also check the valveclearance for the intake valve for the number two cylinder,and the exhaust valve for the number three cylinder. Theclearance for both the intake and exhaust valves should be0.15 to 0.25 mm (0.006 to 0.010 in.).

NOTE: Check to make sure that the valve stemcap is in good condition and is positionedsquarely on the top of the valve stem. Replacethe valve stem cap if it shows significant wear.

5. Loosen the lock nut and adjust the valves as required byturning the adjustment screw.

Timing Marks

1. Timing Mark2. Top Dead Center Mark for Cylinders 1 and 43. Top Dead Center Mark for Cylinders 2 and 3

SGCO 2000-151, July 2001

Engine Maintenance Belt Tension Adjustment 6-13

6. Hold the adjustment screw while tightening the lock nut.7. Recheck the valve clearance.8. Rotate the engine one full turn (360 degrees) to place the

engine at top dead center of the compression stroke for thenumber four cylinder. Rotate the engine clockwise asviewed from the water pump end. Align the 1-4 timingmark on the flywheel with the index mark in the accesshole. This places the engine at top dead center of thecompression stroke for the number four cylinder.

9. Check and adjust both valves for the number four cylin-der.

10. Place the engine at top dead center of the compressionstroke for the number four cylinder. Also check the valveclearance for the intake valve for the number three cylin-der, and the exhaust valve for the number two cylinder.The clearance for both the intake and exhaust valvesshould be 0.15 to 0.25 mm (0.006 to 0.010 in.).

11. Replace the rocker arm cover and the timing mark accesshole cover. Tighten the fuel injection lines when finished.

Belt Tension Adjustment and BeltReplacement

NOTE: Belt tension specifications are measuredusing Thermo King belt gauge tool, P/N 204-427.

Belts should be regularly inspected during unit pre-trip forwear, scuffing or cracking and correct tension.

Correct belt tension is critical for correct unit operation.Belts that are too loose will slip, squeal or whip causing exces-sive vibration levels and poor unit performance. Belts that aretoo tight will put too much strain on the belt fibers and bear-ings, causing premature belt and bearing failures. New beltsshould be tensioned cold.

NOTE: DO NOT attempt to remove or install beltswithout loosening adjustments. Belts that areinstalled by prying will fail prematurely due to inter-nal cord damage.

Water Pump Fan Belt

Water Pump Pulley (Items 1- 6):1. Fixed Pulley Section2. Spacer3. Shims*4. Sliding Pulley Section5. Store Extra Shims Here* 6. Nut (4)7. Belt8. Crankshaft Pulley

* NOTE: The entire pulley assembly requires a minimumof 4 shims for correct radiator fan alignment.

EngineCylinder No. 1 2 3 4Valve arrangement E I E I E I E I

Piston in No. 1 cylinder is at O O O OTDC on compression stroke

Piston in No. 4 cylinder is at Θ Θ Θ ΘTDC on compression stroke

Valve Adjustments and Cylinder Configurations

Valve Adjustments

6-14 Belt Tension Adjustment Engine Maintenance

SGCO 2000-151, July 2001

WARNING: DO NOT jump belts on by cranking theengine. Personal injury may result.

WARNING: DO NOT attempt to adjust belts with theunit operating.

WARNING: With the unit On/Off switch in the ONposition, the unit may start operation at any timewithout prior warning. Switch unit On/Off switch toOFF position before performing maintenance orrepair procedures.

The water pump belt tension should read 15 to 35 on the belttension gauge.1. Remove the nuts from the water pump pulley.2. Remove the pulley sliding section and add or remove

shims to adjust the belt tension. If shims are removed totighten the belt, the shims that are removed must beinstalled on the front of the pulley (see “Water Pump FanBelt” illustration on page 6-13).

3. Reinstall the belt on the pulley and replace the sliding pul-ley section on the pulley.

4. Place any extra shims on the outside of the sliding pulley.

NOTE: The entire pulley assembly requires aminimum of 4 shims for correct radiator fanalignment.

5. Tighten the mounting nuts on the water pump pulley.6. The belt tension should read 15-35 on the belt tension

gauge.

NOTE: When adjusting the belt tension using shimsand adjustable pulleys, the belt may still feel loosewhen the belt tension gauge indicates the correcttension. Allow 18 to 25 mm (0.75 to 1.0 inch) deflec-tion with 3 to 4 kg ( 6 to 9 lb) of force.

SGCO 2000-151, July 2001

General Description

The 460/230 Vac alternator consists of three principal compo-nents: the main alternator, the integral direct-connectedexciter, and an externally mounted excitation control system.

The main alternator may be subdivided into the 4-polerotating main field and the alternator stator (ALT).

The rotating main field, the rotating rectifier and theexciter armature are all mounted on a common shaft. Outputof the exciter is rectified by the shaft mounted rotating bridgerectifier to provide the rotating main field excitation.

The externally mounted excitation control system is ener-gized from the alternator output through an automatic voltageregulator (AVR). Excitation power is derived from a separate2-lead stator winding. Positive voltage build up from residuallevels is provided through the semiconductor power circuitryof the AVR. The exciter field contains a permanent magnet tomaintain a residual voltage level.

The residual voltage supplies initial excitation power tothe AVR. The initial excitation power increases alternator out-put until steady state output voltage is reached. The AVRderives a sample voltage from the output windings for voltagecontrol purposes. In response to this sample voltage, the AVRcontrols the power fed to the exciter field (FLD) and therebythe rotating main field. The AVR provides closed loop controlof the output voltage within the specified limits, compensatingfor load, speed, temperature and power factor of the generator.

A frequency measuring circuit continually monitors thegenerator output and provides output under speed protection ofthe excitation system. AVR provides under-speed protectionby reducing the output voltage proportionally with speed belowa preset threshold. This threshold, called the under frequencyroll off point (UFRO), is factory set at 95%. The UFRO adjust-ment is factory sealed to prevent field adjustment.

A solid-state battery charger is also tapped into the alter-nator stator leads. The battery charger converts the alternatoroutput voltage to 14 Vdc. The voltage regulator RED lead isconnected to the 2 circuit.

7 Alternator Operationand Diagnosis

460/230 Vac Alternator Component Function

7-2 Alternator Function Alternator Operation and Diagnosis

SGCO 2000-151, July 2001

Alternator Function

Starting ExcitationThe initial excitation for the alternator is supplied by a perma-nent magnet in the exciter field and residual magnetism in themain field. Residual main stator voltage provides initial exci-tation power to the automatic voltage regulator (AVR) from aseparate 2-lead stator winding. The generator set controllerenergizes Field Relay A 15 seconds after the engine starts.Energizing the Field Relay A connects K1 and K2 on the AVRto start current flow from the AVR to wire F1. Wire F1 sendsthe current through the exciter field to build voltage in the sta-tor windings. The exciter field current then returns throughwire F2 to the Field Amps Conversion Module where the cir-cuit is completed to chassis ground. The Field AmpsConversion Module is on the µP-G relay board.

Running Excitation and ControlWhen the alternator output reaches the rated voltage, excita-tion is provided by the alternator excitation winding. Themagnetic field that was formed in the exciter field winding bythe AVR induces voltage in the exciter rotating winding. Thisvoltage is changed from three-phase ac to dc by the rotatingrectifier. The dc current is transferred to the rotating mainfield winding. The rotating main field now becomes magne-tized.

The magnetic field formed in the rotating main field wind-ing induces a voltage in the alternator stator windings. Thisvoltage is sent out of the alternator stator leads to the powerplug and load. 460 Vac, 3-phase output can be measured atthe power plug.

In addition to being powered from the stator excitationwinding, the AVR monitors the stator output for voltage con-trol purposes. The AVR controls the power fed to the exciterfield, and therefore, the main field, to maintain the alternatoroutput voltage within specified limits.

OverloadFor temporary overloads (such as refrigeration unit start up),the AVR controls the power fed to the exciter field to maintainthe alternator output voltage.

Over voltages caused by open circuit sensing terminals areavoided by loss detection sensing circuitry that reduces thealternator terminal voltage to a safe fixed level.

Overload ShutdownOverload shutdown is provided by the Field Amps ConversionModule. If an overload condition becomes more than tempo-rary, the increase in exciter field current due to the overloadcauses the AVR to increase field current to the Field AmpsConversion Module. This module converts the field current toan analog voltage that is sent to the microprocessor controller.When an overload occurs, the controller de-energizes the fuelsolenoid to stop the engine.

If the Generator set Controller shuts down unit operation,it indicates one of the following:1. There is a malfunction in the load causing the load to fail

to start or to draw single phase current.2. The engine speed or power is low due to improper speed

adjustment, fuel supply problems or other mechanicalconditions while the generator is supplying motor startingcurrent to the load.

3. Internal component failure in the AVR, resulting in exces-sive field current. This includes possible malfunction ofprotective elements in the excitation control.

4. Failure in the alternator rotating elements (exciter arma-ture, rotating diode assemblies or main field) can causethe regulator to supply excessive exciter field current.

5. Engine shutdown on low engine oil level, low oil pressureor high water temperature.

SGCO 2000-151, July 2001

Alternator Operation and Diagnosis Alternator Diagnosis 7-3

Alternator Diagnosis

Preliminary Checks

WARNING: Extreme care must be used when work-ing with an operating generator set. Lethal voltagepotentials exist inside the control box, at terminalson the AVR and at the power receptacle.

Before attempting more specific diagnosis procedures, checkthe following items to ensure a superficial problem is not over-looked.

NOTE: Further diagnosis is a waste of time untilthese items are checked, since a problem in one ofthese areas will influence test results.

1. If the generator fails to provide voltage output to the plug,perform a controller Pretrip Test. The controller must passthe Pretrip test to verify the field relay circuit is operatingcorrectly. Field Relay A (K1 to K2) circuit must be ener-gized before the automatic voltage regulator (AVR) cansupply current to the exciter field of the alternator.

2. If the generator malfunction is accompanied by excessiveblack exhaust smoke and engine lugging, double check allpossible engine problems such as fuel supply, injectiontiming, engine speed, restricted air cleaner, etc.

3. Disconnect the refrigeration unit from the generator andcheck the output voltage at the plug. Voltage between thethree phases should be 450 to 470 Vac, depending onengine speed. All three phases should be within 1% ofeach other.

If the voltages appear normal, make sure the refriger-ation unit is not at fault. Reconnect refrigeration unit andrun in Cool mode. Check the amperage draw with aninduction ammeter (amprobe), and compare it with therefrigeration unit nameplate.

4. Stop the generator set. Check all push-in plugs on controlcircuit for loose pins or sockets. Make sure all wire termi-nals are tight.

Test InstrumentsIf the preceding checks did not uncover the cause of the mal-function, more extensive diagnostic procedures will berequired. The following tests will require various electrical testinstruments. The technician performing the tests should have agood working knowledge of their basic electrical principles.

The tests are intended to determine whether the source ofdifficulty lies in the generator itself or in the excitation controlsystem. Following the procedures carefully will, in mostcases, avoid unnecessary dismantling and reassembly of thegenerator when easily corrected problems may exist in theexternal circuitry.

The test instruments required include:• AC-DC voltmeter 2.5 V to 500 V ranges (+/- 2% max. error).• AC induction ammeter (amprobe).• DC ammeter (preferably induction type TK P/N 204-449).• Ohmmeter.• Megohmmeter (Megger®). A megohmmeter is essentially a

high-range resistance meter (ohmmeter) with a built-indirect-current generator. This meter is constructed with bothcurrent and voltage coils-enabling true ohms to be readdirectly and independently of the actual voltage applied. Themeter gives you a direct reading of insulation resistance in“ohms” or “megohms” (1 megohm = 1,000,000 ohms). Forgood insulation, the resistance should read in the megohmrange.

Normally, good insulation has high resistance; poor insu-lation, relatively low resistance. The actual resistance valuescan be higher or lower, depending upon such factors as thetemperature or moisture content of the insulation (resistancedecreases with increase in temperature or moisture).

A popular megohmmeter used in the field today is the“Megger®” manufactured by:

AVO Biddle InstrumentsBluebell, Pennsylvania 19422Phone: (215) 646-9200

• Milli-ohmmeter.

7-4 Alternator Diagnosis Alternator Operation and Diagnosis

SGCO 2000-151, July 2001

Generator Diagnosis Procedure

WARNING: When servicing or repairing a generatorset, the possibility of serious or even fatal injuryfrom electrical shock exists. Extreme care must beused when working with an operating generator set.Lethal voltage potentials can exist at the unit powercord, inside the exciter control box, inside any highvoltage junction box and within the wiring harness-es.

Normal alternator output voltage is 460 +/- 10 VAC withengine rpm 1890 +/- 10 rpm and no load applied. If the gener-ator produces no or low voltage output at the plug, perform thetests listed below to identify the component that may be caus-ing a generator malfunction.

• Symptom: Low Output Voltage—0 to 100 VacA. Flash Exciter Field (see illustration below).

1. With the unit off, open the control box and disconnectthe F1 lead from the AVR.

2. Connect a jumper wire from the positive (+) post ofthe 12 Vdc battery to the F1 lead.

3. Start the engine. Alternator output voltage shouldrise to 470 to 550 Vac while the jumper wire is con-nected to the F1 lead. If the voltage does not reachthe 470 to 550 Vac, check for an internal alternatorproblem. See Alternator Tests on pages 7-10 to 7-11.

4. Stop the engine and disconnect the jumper wire.Connect F1 lead to X terminal of the AVR.

5. Restart the engine to verify normal 460 Vac output.• If the Alternator output voltage returns to 0 to 100

Vac, repeat steps 1 through 5 to flash the exciter fieldagain. Normal output AC voltage after field flashingdue to residual magnetism is 120 +/- 20 Vac. If theAC voltage output is less than 120 +/- 20 Vac,replace the exciter field.

NOTE: A new exciter field is not magnetized.Install the new exciter field and then follow theFlash Exciter Field procedure to magnetize it.

• If the output voltage is now greater than 120 Vacbut less than 420 Vac, and all three output voltagesare equal, go to step B on page 7-5.

• If the output voltage is now greater than 120 Vacbut less than 420 Vac, and unequal line to line volt-ages, go to “Symptom: Unequal Line to LineVoltage” on page 7-9.

Flashing the Exciter Field

SGCO 2000-151, July 2001


B. Check AVR Excitation and Sense Voltage Inputs (seeillustration below).Both the Excitation voltage and Sense voltage should beone half the generator output voltage with 460 VAC alter-nator connections.1. With the engine running, measure the voltage on the

excitation winding, Q1 to Q2 at AVR terminals P2 toP3.

2. Also measure the sense voltage on the T7 to T8 wiresat AVR terminals 2 to 3.

3. With 120 to 420 Vac output voltage, the excitationvoltage and sense voltage should each be one-half ofthe output voltage due to the permanent magnet inexciter field and residual magnetism in the main field.

4. If AVR excitation voltage or sense voltage is outsidethe value in step 3 above, disconnect the wires fromthe AVR and recheck the voltage across the wireleads.• If the excitation voltage and sense voltage remain

outside the above readings, check for an alternatorproblem. See Alternator Tests on pages 7-10 to 7-11.

• If the measured voltage recovers to one-half of theoutput voltage, the AVR input may be shorted. Goto Step E on page 7-9.

C. Check Exciter Field Circuit Resistance (see illustrationson pages 7-6 and 7-7). If the excitation and sense voltageare one-half the output voltage, but alternator output doesnot reach 460 +/- 10 VAC, check the resistance of theexciter field circuit.1. With the engine stopped, disconnect the F1 wire from

AVR terminal X and the CH wire from AVR terminalXX.

2. Measure the field wire resistance across wires F1 toCH. The resistance should be 13.9 +/- 10% Ohms at25 C (77 F) field temperature. If the alternator hasbeen operated recently, the resistance could beapproximately one ohm higher.• If the resistance is correct, go to step D on page 7-8.• If the resistance is incorrect, measure the resistance

from F1 to F2 at controller relay board connectorplug CN1. The resistance should still be 13.9 +/-10% Ohms at 25 C (77 F) field temperature.- If the resistance is still incorrect, replace the alter-

nator exciter field.- If the resistance is now correct, check the F2 cir-

cuit from the controller relay board to CH for aproblem. Resistance should be 0 ohms to indicatea good circuit.

Measuring the Excitation and Sense Voltage Inputs to AVR


SGCO 2000-151, July 2001

Check Exciter Field Circuit Resistance: F1 to CH

Check Exciter Field Circuit Resistance: F1 to F2

SGCO 2000-151, July 2001


Check Exciter Field Circuit Resistance: F2 to CH


SGCO 2000-151, July 2001

D. Check Field Relay A Circuit (see illustration below).AVR terminals K1 to K2 must be connected together thruthe Field Relay A (FRA) contacts 30 and 87 before theAVR will start voltage output across exciter field wires F1and CH.1. Insulate the ammeter connections in the following

procedure to prevent shock hazard. With the enginestopped, connect a 10 amp DC ammeter in series withAVR terminal X and the field lead F1 (normally con-nected to AVR terminal X).

2. Disconnect the K1 and K2 wires from AVR terminalsK1 and K2. Connect a jumper wire between termi-nals K1 and K2.

3. Start the engine and check the exciter field outputcurrent on the ammeter. Exciter circuit current drawshould be 0.5 to 0.60 amps at no load or 1.0 to 1.5amps at full load with 460 Vac output and withengine rpm at 1890 +/- 10 rpm.

4. Stop the engine. If there was no current output fromAVR terminal X to F1 lead, go to step E on page 7-9.Otherwise go to the next step.

5. Remove the jumper from the K1 to K2 terminals.Reconnect the K1 and K2 wires to AVR terminals K1and K2.

6. Start the engine and repeat the exciter field outputcurrent test in step 3 above.• If there is now no current output from AVR terminal

X to the F1 lead, check for a defective Field RelayA (FRA) or K1 to K2 circuit.

• If there is measurable field current but the field cur-rent is low and the output voltage is low, or the fieldcurrent is high and the output voltage is high; go to“Setting the Volts and Stability Controls on theAVR” on page 7-12.

• If there is measurable field current but the field cur-rent is high and the output voltage is low, check forlow engine rpm. Adjust engine to 1890 +/- 10 rpmand then go to “Setting the Volts and StabilityControls on the AVR” on page 7-12.

• If there is measurable field current but the field cur-rent is low and the output voltage is high, check forhigh engine rpm. Adjust engine to 1890 +/- 10 rpmand then go to “Setting the Volts and StabilityControls on the AVR” on page 7-12.

NOTE: Correct engine rpm provides 60 Hertzoutput with 15 KW electrical load connectedto the generator set.

Checking Field Relay A Circuit K1 to K2

SGCO 2000-151, July 2001

Alternator Operation and Diagnosis 7-9

7. If adjusting the voltage and stability controls on theAVR (page 7-12) does not result in correct output of460 Vac with the correct field excitation current, goto step E.

E. Replace the AVR. If the alternator output voltage contin-ues to be incorrect with correct excitation voltage, correctsense voltage, correct exciter field resistance, correct con-nection across AVR terminals K1 to K2, and 1890 +/- 10rpm at no load; stop the engine and replace the AVR.

F. If step E does not correct the voltage output and excitationcurrent readings, reinstall the original AVR in the controlbox and check for an alternator problem. Go to AlternatorTests on pages 7-10 to 7-11.

• Symptom: Low Output Voltage—100 to 440 Vac;Equal Line to Line Voltage

Follow alternator check procedures in paragraphs B through Fon page 7-5 to 7-9.

• Symptom: Unequal Line to Line VoltageVerify the unequal line to line voltage condition with no loadapplied to the alternator. If the unequal voltage condition ispresent with no load applied, check the alternator lead connec-tions against the unit wiring diagram. If the connections arecorrect, check for an internal alternator fault with the statorwindings.

• Symptom: Poor Motor Starting Performance1. Check for poor engine performance or low engine rpm.2. Check the motor starting exciter field current draw. The

ammeter connections for this check are the same as theammeter connections for the “Checking Field Relay ACircuit K1 to K2” illustration below but do not removewires K1 and K2.a. With the unit off, open the control box and disconnect

the F1 lead from the AVR.b. Insulate the ammeter connections in the following

procedure to prevent shock hazard. With the enginestopped, connect a 10 amp DC ammeter in series withAVR terminal X and the field lead F1 (normally con-nected to AVR terminal X).

c. Start the engine and check the exciter field outputcurrent from the AVR terminal X. Exciter circuitcurrent draw should reach 6 amps. If the currentdraw is less than 5 amps, stop the engine. Followalternator check procedures in paragraphs B throughF on pages 7-5 to 7-9.

3. If the engine performance is correct and the motor startingperformance is poor, check the exciter armature diodes foran open or short. See “Alternator Test C: RotatingRectifier” on page 7-10.


SGCO 2000-151, July 2001

Alternator Test C: Rotating Rectifier Diodes

A. Disconnect the main alternator field lead to test thediodes.

B. Test each diode separately using the diode test on adigital multimeter.

Alternator Tests A and B: Alternator Stator Windings

A. Disconnect all 14 stator leads to test the stator.Check the continuity, resistance and insulation ofeach set of leads.

Alternator TestsThe Alternator Test includes testing the main alternator-stator,rotating main field, rotating rectifier, rotating exciter andexciter field. All tests must be made with reliable equipment.• Standard ohmmeter can be used to check winding continuity.• Milliohmmeter must be used to check winding resistance of

the main stator windings.• Megohmmeter must be used to check for insulation break-

down.

Alternator Test A: Main Alternator Stator Windings(See Illustration Below)Disconnect all 12 stator leads to test the stator windings.1. Disconnect the stator leads from the excitation control

package. Check for continuity between the following pairs:T1-T4, T2-T5, T3-T6, T7-T10, T8-T11, T9-T12. Using amilliohmmeter, the resistance between any of the abovepairs should be 0.1236 to 0.1366 ohms at 77 F (25 C).

2. Using a megohmmeter, check for insulation breakdownbetween each pair of leads. Insulation resistance should begreater than a 1megohm.

3. Remove the stator end bell for the remaining alternatortests.

Alternator Test B: Excitation Stator Winding (SeeIllustration Below)1. Disconnect the Q1 and Q2 stator leads to test the excita-

tion stator winding for continuity. The resistance of theexcitation winding should be 2.28 to 2.52 ohms at 77 F(25 C).

2. Using a megohmmeter, check for insulation breakdownbetween each pair of leads. Insulation resistance should begreater than a 1megohm.

3. Remove the stator end bell for the remaining alternatortests.

Alternator Test C: Rotating Rectifier (See IllustrationBelow)Six rectifying diodes are mounted on the rotating rectifier.Three are positive and three are negative. When testingdiodes, use the diode test on a digital multimeter.1. Unbolt each of the diode leads.

NOTE: The diodes must be disconnected fortesting, or false test readings may occur.

2. Disconnect main alternator field leads which connect toexciter diode heat sinks.

3. Check the forward voltage drop of each diode. Forwardvoltage drop should be 0.5 to 0.7 V. Forward voltage dropon all diodes should be equal.

4. Check reverse continuity of each diode. Meter displayshould show open circuit (OL) on reverse continuitycheck.

SGCO 2000-151, July 2001


Alternator Test D: Rotating Exciter (See IllustrationBelow)All rectifier leads must remain disconnected from previoustests.1. Check the resistance between the following combinations

of leads: (CR6-CR4), (CR3-CR1), (CR3-CR2), (CR6-CR5), (CR5-CR4) and (CR2-CR1). The resistance shouldbe 0.580 to 0.710 ohms at 77 F (25 C) for each lead com-bination.

2. Using a megohmmeter, check for insulation breakdownbetween each pair of leads and the rotor case.

Alternator Test E: Main Alternator Field (SeeIllustration Below)1. Measure the resistance of the main alternator field. The

resistance should be 2.475 to 3.025 ohms at 77 F (25 C). 2. Using a megohmmeter, check for insulation breakdown

between the main field and the rotor or ground.

Alternator Test F: Exciter Field (See Illustrations onPages 7-6 and 7-7)Refer to the results from the Exciter Field Circuit Test orcheck the resistance of the exciter field again. Also check theexciter field for a short to ground.1. Disconnect the field wires F1 and F2 from the control box

circuitry.2. Measure the resistance of the field circuit (F1 to chassis

ground). The resistance should be 13.9 (+/- 10%) ohms at77 F (25 C).

3. Using a megohmmeter, check for insulation breakdownbetween the exciter field and the stator or ground.

NOTE: A new exciter field is not magnetized. Ifyou install a new exciter field, follow the proce-dure, “A. Flash Exciter Field” on page 7-4 tomagnetize it.

Alternator Test D: Rotating Exciter Armature

Resistance of each lead combination should be 0.580 to0.710 ohms at 25 C (77 F).

Alternator Test E: Main Alternator Field

Resistance of the main field should be 2.475 to 3.025ohms at 25 C (77 F).

7-12 AVR Replacement and Adjustment Alternator Operation and Diagnosis

SGCO 2000-151, July 2001

AVR Replacement and Adjustment

The generator output voltage is set at the factory, but can bealtered by careful adjustment of the Volts control on the AVRboard. If the generator set voltage output is unstable, a separateStability control includes a damping circuit to provide goodsteady state and transient performance of the generator.

The Volts and Stability controls must be reset when anAVR Test has been performed on a good AVR or when areplacement AVR is installed. When a replacement AVR isinstalled in the generator set, the Frequency Selection andOptimum Response Selection must also be set to match thegenerator set.

Setting the Frequency Selection and OptimumResponse Selection on a Replacement AVR

NOTE: Set the Frequency and Optimum Responseselections before installing the AVR board in thecontrol box.

The Frequency Selection determines the frequency of the alter-nator output. Set the “jumper” selector lead for 60 Hz by con-necting the jumper between the C and 60 terminals on theAVR board.

The Optimum Response Selection matches the AVR tothe size of the alternator. Set the “jumper” selector leadbetween the C and A terminals on the AVR board.

Setting the Volts and Stability Controls on the AVR

WARNING: Do not increase the voltage above therated generator voltage. If in doubt, refer to the rat-ing plate mounted on generator case.

1. Before running generator, turn VOLTS control fully anti-clockwise.

2. Turn the STABILITY control to midway position.3. Connect a suitable voltmeter (O-600 Vac) across the line

output of the generator.4. Start generator set, and run on no load at nominal frequen-

cy (60-63Hz).

NOTE: If the red Light Emitting Diode (LED) isilluminated, the Under Frequency Roll Off (UFRO)adjustment circuit is operating. The UFROadjustment is preset and sealed at the factory.Make sure the Frequency Selection jumper link isset to 60 Hz and engine speed is 1890 +/- 10 rpmat no load.

5. Carefully turn VOLTS control clockwise until 460 Vac isreached.

6. Voltage and stability adjustment is now complete.

NOTE: The DROOP and TRIM controls on the AVRboard are not used on this generator set.

AVR Board

1. Stability Selection: Jumper must be set between Aand C terminals.

2. Stability Control: Adjust to prevent voltage hunting.3. Frequency Selection: Jumper must be set between C

and 60 terminals.4. Do not adjust. UFRO under speed control is preset at

95% and sealed at the factory.5. Voltage Control: Adjust to set alternator output volt-

age.6. Droop Control: Not used.7. Trim Control: Not used.

SGCO 2000-151, July 2001

Alternator Operation and Diagnosis Maintenance Procedures 7-13

Maintenance Procedures

The following paragraphs cover detailed maintenance proce-dures, including disassembly and assembly of equipment fornecessary component removal and replacement. Many repairor replacement operations can be performed without extensivedisassembly of the generator. See “Alternator Assembly”illustration on page 7-14.

WARNING: DO NOT attempt adjustments orchanges in wiring while a unit is in operation. Theunit generates sufficient voltage to cause severe andpossible fatal shock. Use extreme caution whenoperating in wet or damp locations.

General InspectionInspect the entire unit to see that controls are in order and thatthere are no loose nuts, bolts, electrical connections or fittings.Inspect for secure engine to generator mountings. Removeany waste material from area around the unit. Check batteryconnections.

InsulationInspect insulation on wires, coils and control components. Seethat insulation is not frayed, broken or deteriorated. Replacewire having damaged insulation.

Field Coils, Stator WindingsVisually inspect the field coils and stator windings, their leadsand connections to determine if they are electrically andmechanically satisfactory. Look for any evidence of overheat-ing, burned or frayed insulation, loose connections, foreignmatter, etc.

Generator HousingFeel the alternator housing cautiously for abnormally hightemperatures as determined by previous experience with theunit. If the generator is overheated, check the winding temper-ature with thermometer, locate the cause such as lack of venti-lation, overload, etc., and correct the condition or shut downthe generator. Inspect the generator housing for obstruction ofair passages.

Generator BearingThe alternator is fitted with a permanently lubricated, sealedbearing that requires no maintenance in normal service.

Impeller Fan (Blower)Visually inspect the impeller fan to confirm that no vanes aremissing and that the fan is not encrusted with dirt or other for-eign matter to the point where it will not function properly.

CouplingDisc type coupling. Inspect to see that coupling bolts are tightand that the generator is solidly secured to the engine.

7-14 Maintenance Procedures Alternator Operation and Diagnosis

SGCO 2000-151, July 2001

Alternator Assembly

1. Rotor Assembly2. Disc, Rotor Drive3. Impeller Fan (Blower), Generator4. Rotor (Includes items 1, 2, 3 and 5 through 12)5. Key6. Spacer, Bearing7. Bearing/Seal, Rotor8. Exciter Assembly, Rotor9. Rectifier, Positive Assembly10.Rectifier, Negative Assembly11.Nut, Rectifier Assembly12.Screw, Mounting Rectifier13.Screw, Mounting Bearing14.Stator and End Bell Assembly15.Stator, Wound16.Exciter, Field17.Bell, End18.Stud, Bell19.Cover, End Bell20.Screw, Mounting End Bell Cover21.Gasket, End Bell Cover22.O-ring23.Screw, Retainer24.Retainer, Exciter25.Rotor

SGCO 2000-151, July 2001

Unit Inspection

Inspect the unit during unit pre-trip inspection and scheduledmaintenance intervals for loose or broken wires or hardware,and other physical damage which might affect unit perfor-mance and require repair or replacement of parts.

NOTE: See Service Guide in the Introduction of thismanual for correct service interval for your unit. 250or 500 hour inspection/service intervals are requiredin extreme operating conditions.

Mounting Bolts

Check and tighten all engine and control box mounting boltsduring scheduled maintenance intervals. Unit mounting hard-ware should be inspected for tightness during every pre-trip.

Mounting Bolt TorqueLower Mounting Bolts 203 N.m (150 ft-lb)TK 486 Engine 203 N.m (150 ft-lb)Control Box 20 to 27 N.m (15 to 20 ft-lb)Power Cord Receptacle 20 to 27 N.m (15 to 20 ft-lb)

Radiator Coil

Clean the radiator during scheduled maintenance intervals byblowing compressed air from the outside of the coil in towardthe condenser fan (the direction opposite the normal air flow).Inspect the coil and fins for damage and repair if necessary.

CAUTION: Air pressure should not be high enoughto damage coil fins.

Radiator Fan Location

The radiator fan and hub assembly mounts on the water pumppulley. When installed, the fan blade should be in the orificewith 65 to 70 percent of the blade width to the air dischargeside for proper fan performance.

8 Structural/AccessoryMaintenance

Radiator Fan Blade Placement

1. Radiator Coil Orifice2. Airflow Direction3. 65 to 70% of Fan Blade Depth to Air Discharge Side

of Orifice

8-2 Clip-on Header Pin Unit Installation Structural/Accessory Maintenance

SGCO 2000-151, July 2001

Clip-on Header Pin Unit Installation

1. Lift the unit into mounting position on front wall of thecontainer. Both header pins of generator set mountingchannel should fit into mounting holes on top of the con-tainer.

CAUTION: Take adequate precautions when lift-ing and mounting the generator set to preventpersonal injury or unit damage.

2. Check to be sure the generator set frame fits tightlyagainst the container.

CAUTION: Excessive vibration or unit malfunc-tion can occur if mounting clamps are not prop-erly secured. The generator set MUST be tightagainst the container.

3. Install two lower mounting bolts:a. Open the retainer door covering each mounting bolt

hole.b. Remove the mounting bolt from the bolt holder tube

and install the bolt in the mounting hole.c. Tighten each lower mounting bolt to 203 N.m (150 ft-

lb). d. Close and latch the retainer door over each mounting

bolt to prevent accidental loosening or loss of themounting bolt during unit operation.

Clip-on Header Pin Mounting Installation

1. Header Pin2. Mounting Bolt Retainer Assembly3. Mounting Bolt4. Retainer Door with Latch5. Bolt Holder Tube

SGCO 2000-151, July 2001

!"#$%&%"# '"((%)*+,!-.(+ /+0+$1

2#%&,(3%&45,678,9!: Corroded battery cable connections Clean and tighten)-4;*%<5&,$"+(,#"&4"0+,"# Batteries discharged Charge or replace batteries

Fuse link open (blown) Check for short circuit and replacefuse link

Defective On/Off switch Check switch

Open circuit Check 2, 2A and 8 circuits

2#%&,(3%&45,67,=4"#&>"**+>, Batteries discharged Charge or replace battery9!:,)-4;*%<5&,%(,67?,).&+#<%#+,$"+(,#"&,4>-#; Corroded battery connections Clean and tighten

Defective starter relay or open circuit Replace relay; check 8 and 52 circuits

Defective starter solenoid Replace solenoid

Defective starter Repair starter

Water in cylinders Check for hydrostatic lock. Removeinjectors and turn engine slowly

@&->&+>,0"&">,&.>#(,).& Starter clutch defective Replace+#<%#+,$"+(,#"&,4>-#;

NOTE: This diagnosis guide applies to units equipped with TK 486 engines. For major repair of TK 486engines, refer to Overhaul Manual, TK 50136.

A B+45-#%4-*,:%-<#"(%(

ACD Mechanical Diagnosis

SGCO 2000-151, July 2001

!67:EFE67 '6@@EG9H,!I2@H /HBH:J

H#<%#+,4>-#;(,).&,K-%*( Fuel solenoid not energized Check 8D, 8DP circuits and fuel relay.&",(&->& Check the Engine Select screen in the

Guard submenu of the controller: YanEnmust be set to yES. See “Guard Menu” inthe Microprocessor Controller chapter ofthis manual

Fuel solenoid valve defective Replaceor stuck

No fuel or wrong fuel Fill with proper fuel

Air cleaner clogged Clean and refill oil reservoir on oil bath air cleaner

Exhaust plugged Clear exhaust system

Air heater defective Replace defective air heater

Air in fuel system Bleed air

Fuel pump defective Replace pump

Incorrect timing Adjust timing

Injection nozzles defective Repair or replace nozzles

Injection pump defective Replace pump

Compression low Overhaul engine

H#<%#+,(&"L(,-K&+>,(&->&%#< Alarm symbol in controller display Check alarm code and repair fault (see “Alarm Codes Descriptions and CorrectiveActions” in Electrical Maintenance chapter)

Vent of fuel tank obstructed Unclog vent

Fuel filter obstructed Replace filter element

Clogged fuel tank or fuel lines Clean fuel tank and fuel lines

Air in injection pump Bleed fuel system

Fuse link open (blown) Check for short circuit and replacefuse link

SGCO 2000-151, July 2001

Mechanical Diagnosis ACM

!67:EFE67 '6@@EG9H,!I2@H /HBH:J

H#<%#+,$"+(,#"&,$+N+*"L Air cleaner or intake Clean air intake system; clean and refill oilK.**,L"3+> system clogged reservoir on oil bath air cleaner

Fuel tank vent clogged Unclog vent

Clogged fuel tank or fuel lines Clean fuel tank and fuel lines

Speed adjustment wrong Adjust speed

Insufficient fuel volume leaving Check for dirty filter or air in systemfilter(s)

Injection pump timing off Adjust timing

Nozzles defective Repair or replace nozzles

Delivery of fuel pump insufficient Repair pump

Worn injection pump plungers, Repair or replace pumpdelivery valve defective, injectionrate too low, gum formations

Compression low or unbalanced Overhaul engine

H#<%#+,;#"4;(,5+-N%*1 Wrong fuel Change fuel

Air in system Bleed fuel system

Fuel return line plugged Remove return line restriction

Injection nozzles fouled or Clean, repair or replace injection opening pressure too low nozzles

Valve out of adjustment Adjust valves

Delivery valve spring broken Replace spring or repair injection pump

Injection pump not timed Retime injection pump

Compression too low Overhaul engine

Rod or main bearing worn Replace rod or main bearings

ACO Mechanical Diagnosis

SGCO 2000-151, July 2001

!67:EFE67 '6@@EG9H,!I2@H /HBH:J

H#<%#+,(L++$,&"",5%<5 Mis-adjusted speed screw Adjust speed screw

Control rod sticks Repair injection pump

H#<%#+,K-%*(,&",(&"L,35+# Fuel solenoid defective Replace solenoid.#%&,%(,6KK

Injection pump defective Replace pump

H#<%#+,>.#(,5"& Coolant level is low Add coolant

Loose or worn water pump belt Replace belt

Generator overloaded Check load

Dirty radiator Wash radiator

Defective thermostat Check or replace thermostat

Cooling system heavily scaled Clean cooling system

Cylinder head gasket leaks Replace cylinder head gasket.Use correct gasket

6%*,L>+((.>+,&"",*"3,">, Insufficient oil in pan Add oil$>"L(,(.$$+#*1P,B%#%0.0"%*,L>+((.>+,K">,-,5"& Defective oil pressure sensor Check oil line to oil pressure sensor to+#<%#+,%(,QQR,;'-S see if it is blocked. Check oil pressureQPQR,)->S,QR,L(%,=*"3,"%* sensor. Replace if necessaryL>+((.>+,(3%&45,(+&&%#<?

Oil relief valve sticking Disassemble and clean oil pressure regulator valve

Worn oil pump, camshaft, main Repair engineor connecting rod bearings,loose oil gallery plug

SGCO 2000-151, July 2001

Mechanical Diagnosis ACT

!67:EFE67 '6@@EG9H,!I2@H /HBH:J

U%<5,"%*,4"#(.0L&%"# Oil leakage Check and eliminate possible causesat cylinder head cover, oil lines, oil filter,front timing cover or crankshaft seals

Clogged air cleaner system Clean air intake system; clean and refill oilreservoir on oil bath air cleaner

Clogged crankcase breather Clean breather system

Damaged valve seals Replace seals on valve stem

Worn valve stem Replace valves

Poor compression Check and eliminate possible causes.Repair as necessary

Broken piston rings or cylinder Have engine repaired and rebored. bore worn or scored Replace broken piston rings

G-&&+>1,%(,#"&,>+45-><%#< Loose connections in electrical Check all electrical connections and ">,%(,"N+>45-><%#< system charging system

Battery defective Replace battery

Battery charger wire harness Replace wire harnessdefective

Air heater does not shut off Check preheat relay and preheat circuit

Battery charger defective Replace battery charger

V5%&+,@0";+, Cold engine Allow engine to warm up=K.+*,%(,#"&,).>#%#<?

Air or water in fuel Bleed system. Replace filters, cleanfuel system, drain and clean tank andcheck supply tank for water. Use knowngood fuel

Insufficient preheat Check air heater

Low compression Check and eliminate possible causes.Repair as necessary

Timing incorrect Readjust timing

Injection pump defective Replace or repair pump

ACW Mechanical Diagnosis

SGCO 2000-151, July 2001

!67:EFE67 '6@@EG9H,!I2@H /HBH:J

G*.+,@0";+ Excessive oil consumption Refer to High Oil Consumption. Repair="%*,4"#(.0L&%"#? as necessary

G*-4;,@0";+ Cold engine Allow engine to warm up=+X4+((%N+,K.+*,&",-%>,>-&%"?Y,H#<%#+,%(,(""&%#<,5+-N%*1S Wrong fuel Drain and refill with correct fuel+0%&(,&5%4;,)*-4;,4*".$("K,(0";+ Clogged air intake system Clean or replace air cleaner

Restricted exhaust system Clean or replace

Oil being drawn in Check oil level in oil bath air filter

Excessive load Check drive system and engine oilpressure

Injection pump not timed Check timing of injection pump

Opening pressure of nozzle is Repair nozzle. Replace if necessarytoo low or needle sticks

Injection amount too great Have pump repaired

Poor compression Check and eliminate possible causes.Repair as necessary

SGCO 2000-151, July 2001

10 Electrical and µP-GMenu Flow Diagrams

Electrical and µP-G Menu Flow Diagrams 10-1SGCO 2000-151 Wiring Diagram 10-3SGCO 2000-151 Wiring Schematic 10-4µP-G Menu Flow Diagram 10-5

10-2 Electrical and µP-G Menu Flow Diagrams

SGCO 2000-151, July 2001

This page intentionally left blank.

Electrical and µP-G Menu Flow Diagrams SGCO 2000-151 Wiring Diagram 10-3

SGCO 2000-151, July 2001

Electrical and µP-G Menu Flow Diagrams SGCO 2000-151 Wiring Schematic 10-4

SGCO 2000-151, July 2001

Electrical and µP-G Menu Flow Diagrams µµP-G Menu Flow Diagram 10-5

SGCO 2000-151, July 2001

MA

INM

EN

U

— n

EnU

/ l-

- -l

— v

IEU

— P

trIP

— tE

St

— G

UA

rd

— P

rGrn

Key

pad

Op

erat

ing

Tip

s

Tex

t In

pu

t:•

To

ente

r a

num

ber:

P

ress

the

UP

or

DO

WN

key

toin

crea

se o

r de

crea

se th

e va

lue

of a

dig

it in

the

disp

lay.

To

En

ter

a C

on

tro

ller

Men

u o

r S

ub

men

u:

• P

ress

ALA

RM

key

to d

irect

ly e

nter

the

Ala

rms

men

u.•

Pre

ss E

NT

ER

key

to v

iew

the

Sof

twar

e V

ersi

on d

ispl

ay.

• P

ress

SE

LEC

T k

ey to

dire

ctly

ent

er th

e M

ain

Men

u; o

r a

subm

enu

from

the

Mai

n M

enu.

• P

ress

and

hol

d S

ELE

CT

key

dow

n fo

r 3

seco

nds

to r

etur

ndi

rect

ly to

the

Sta

ndar

d D

ispl

ay.

To

En

ter

a C

om

man

d o

r a

New

Val

ue

in a

Scr

een

:•

Pre

ss E

NT

ER

key

.

To

Scr

oll

in a

Men

u:

• P

ress

UP

key

to s

crol

l up.

• P

ress

DO

WN

key

to s

crol

l dow

n.

To

Lo

ck a

Vie

w S

cree

n o

n t

he

Dis

pla

y:•

Pre

ss E

NT

ER

key

to in

crea

se th

e di

spla

y tim

e of

the

cur-

rent

scr

een

to 1

5 m

inut

es.

Pre

ss a

ny k

ey to

unl

ock/

exit

scre

en.

So

ftw

are

Dis

pla

y

— V

ersi

on

“XX

.XX

/ rE

u”

Vie

w M

enu

— X

X /

HZ

(Out

put F

requ

ency

)—

XX

X /

Ent

(Eng

ine

Tem

p.)

— X

X /

OiL

(Oil

Pre

ssur

e)—

XX

XX

/ rP

n(E

ngin

e S

peed

)—

XX

.X /

bAt

(Bat

tery

Vol

ts)

— X

XX

X /

rHr

(Run

Hou

rs)

Ala

rms

Men

u

• T

op d

ispl

ay s

how

s th

e nu

mbe

rof

ala

rms

stor

ed in

mem

ory

(e.g

. “A

L 3

”).

• B

otto

m d

ispl

ay s

how

s a

2 di

git

code

for t

he m

ost r

ecen

tal

arm

.•

Vie

w a

nd w

rite

dow

n al

l ala

rmco

des.

• P

ress

ke

y to

vie

w a

ddi-

tiona

l ala

rm c

odes

.•

Afte

r the

last

ala

rm c

ode

(AL

1) h

as b

een

view

ed a

ndre

cord

ed, t

he to

p di

spla

y fla

sh-

es“E

NT

ER

”.

• P

ress

ke

y to

cle

ar a

llal

arm

cod

es fr

om th

e cu

rren

tdi

spla

y m

emor

y.•

Cor

rect

all

prob

lem

s be

fore

retu

rnin

g th

e un

it to

ser

vice

.

Sta

nd

ard

Dis

pla

y

Pre

trip

Men

u

•T

he d

ispl

ay fl

ashe

s “E

ntE

r / P

rE”.

•P

ress

ke

y to

to s

tart

an a

uto-

mat

ic P

retri

p te

st.

•D

ispl

ay s

how

s “L

OA

d / P

rE”.

•D

ispl

ay th

en s

how

s th

e cu

rren

tte

st. P

retr

ip te

sts

incl

ude:

- D

ispl

ay“8

8888

/ 88

8”-

Oil

Leve

l Sw

itch

“OLS

/ P

rE”

- O

il P

ress

. Sen

sor

“OP

S /

PrE

”-

Oil

Pre

ss. S

witc

h“L

OP

/ P

rE”

- C

oola

nt L

evel

“CLS

/ P

rE”

- W

ater

Tem

p. S

enso

r“U

tS /

PrE

”-

RP

M S

enso

r“F

US

/ P

rE”

- P

rehe

at R

elay

“PH

r / P

rE”

- R

un R

elay

“rr

/ PrE

”-

Sta

rt R

elay

“Sr

/ PrE

”-

Fie

ld R

elay

“Fr

/ PrE

”-

Oil

Pre

ss. S

enso

r“O

PS

/ P

rE”

- O

il P

ress

. Sw

itch

“LO

P /

PrE

”-

RP

M S

enso

r“r

PN

/ P

rE”

- O

utpu

t Vol

tage

“AC

/ P

rE”

•W

hen

test

is c

ompl

ete,

dis

play

show

s te

st r

esul

t: “

PA

SS

”, “

FA

IL”

or C

HE

CK

”.

•If

“FA

IL”

or “

CH

EC

K”

appe

ar,

pres

s th

e ke

y to

vie

w a

ndco

rrec

t any

ala

rms

that

occ

ur.

•If

“PA

SS

” ap

pear

s, p

ress

the

key

to r

etur

n to

the

Mai

n M

enu

Co

ntr

olle

r T

est

Su

bm

enu

— C

ntrL

/ l-

- -l

— A

L / O

“l”(A

larm

Lig

ht T

est)

— O

L / O

“l”(O

n Li

ght T

est)

— P

Hr

/ O“l”

(Pre

heat

Rel

ay T

est)

— r

r / O

“l”(R

un R

elay

Tes

t)—

Sr

/ O“l”

(Sta

rt R

elay

Tes

t)—

Fr

/ O“l”

(Fie

ld R

elay

Tes

t)

Tes

t M

enu

— tE

St /

l- -

-l—

Cnt

rL /

tSt

Pre

ssto

sta

rt te

st.

Dis

play

sho

ws:

(T

ES

T)

/ “O

”l.

Pre

ss

agai

n to

sto

p te

st.

Pro

gra

m M

enu

— P

rGrn

/ l-

- -l

— F

(or

C)

/ dE

G(T

empe

ratu

re U

nits

)—

PS

I (or

bA

rS o

r kP

A)

/ OlL

(P

ress

ure

Uni

ts)

Gu

ard

Su

bm

enu

— G

UA

rd /

l- -

-l—

XX

XX

X /

rHr

(Run

Hou

rs)

— X

XX

XX

/ H

t1(H

M 1

Thr

esho

ld)

— X

XX

XX

/ H

n1(H

M 1

Hou

rs)

— X

XX

XX

/ H

t2(H

M 2

Thr

esho

ld)

— X

XX

XX

/ H

n2(H

M 2

Hou

rs)

— X

XX

XX

/ E

OH

(Eng

ine

Off

Hou

rs)

— X

XX

XX

/ rS

l(R

esta

rts

afte

rP

ower

up)

— X

XX

XX

/ rS

t(U

nit R

esta

rts)

— L

OP

rS /

n0(L

ow O

il P

ress

. Res

tart

)—

dLY

St /

YE

S1

(Del

ayed

Col

d S

tart

)—

YA

nEn

/ YE

S3

(Eng

ine

Sel

ect)

— n

UrE

G /

YE

S4

(Reg

ulat

or S

elec

t)—

XX

XX

X /

CA

L(V

oltm

eter

Cal

ib.)

Gu

ard

Men

u

— 0

0 0

0 / G

UA

Ent

er a

cces

s co

de 7

.

Pre

ss

to s

crol

l cur

sor

tone

xt d

igit

to r

ight

.

Pre

ss

or

to s

elec

tnu

mbe

r.

Pre

ss

to e

nter

acc

ess

code

. D

ispl

ay s

how

sG

UA

rd /

l- - -

l.

Pre

ss

to e

nter

load

valu

e di

spla

y. T

op d

ispl

ayfla

shes

val

ue to

be

chan

ged.

Pre

ss

or

to s

elec

tne

w n

umbe

r.

Pre

ss

to lo

ad n

ewnu

mbe

r.

Pre

ss

to e

nter

load

valu

e di

spla

y.

Pre

ss

or

to s

elec

tne

w v

alue

.

Pre

ss

to lo

ad n

ew v

alue

.

Pre

ss

to e

nter

load

valu

e di

spla

y.

Top

dis

play

flas

hes

unit

to b

e ch

ange

d.

Pre

ss

or

tose

lect

new

val

ue.

Pre

ss

to lo

ad n

ewva

lue.

Foo

tnot

es:

1 Whe

n D

elay

ed C

old

Sta

rt is

set

to y

ES

, con

trol

ler

show

s “d

ELA

y /

AC

” sc

reen

and

alte

rnat

or o

utpu

t rem

ains

off

until

eng

ine

tem

pera

-tu

re in

crea

ses

to 3

2 C

(90

F).

2 ”P

AU

SE

/ ru

n” s

cree

n in

dica

tes

cont

rolle

r ha

s st

oppe

d un

it op

era-

tion

due

to a

shu

tdow

n al

arm

. C

ontr

olle

r re

star

ts u

nit i

f ala

rm c

on-

ditio

n is

cor

rect

ed.

3 The

Eng

ine

Sel

ect s

cree

n M

US

Tbe

set

to “

yES

” on

uni

ts e

quip

ped

with

a T

K 4

86 (

Yan

mar

) en

gine

. S

et th

is s

cree

n to

“nO

” on

uni

tseq

uipp

ed w

ith a

di 2

.2 o

r se

2.2

eng

ine.

Def

ault

setti

ng is

“nO

” on

vers

ion

0100

sof

twar

e an

d “y

ES

” on

ver

sion

020

0 so

ftwar

e.4 T

he R

egua

ltor

Sel

ect s

cree

n M

US

Tbe

set

to “

yES

” on

uni

tseq

uipp

ed w

ith a

New

age

regu

lato

r. S

et th

is s

cree

n to

“nO

” on

units

equ

ippe

d w

ith a

The

rmo

Kin

g e

xcito

r. D

efau

lt se

tting

is “

nO”.

Pau

se M

ode

Dis

play

s

— d

ELA

Y /

AC

1

— P

AU

SE

/ ru

n2

sgco 2000-151 for maersk sealand tk 51291-4-mm rev 1 7-01

Documents

fuel type

engine oil pressure

tension number

warning decals

oil filter

engine thermostat

diesel fuel

installation decals