Generac/ Dixie Chopper carburetor bleed air jet O-rings.

[Auto Doc's]

That RPM range drops the Hz down to 57.5-58.34 Hz and not 59-60 Hz which would be 3540-3600 rpm for a two pole alternator.

Formula is RPM / 60 for Hz. The formula changes to RPM / 30 for 4 pole alternators but of these are on diesel generators.

Hello Star Tech,

If they are servo-controlled throttle they maintain a close target speed goal of 60Hz (3600 RPM).

When it comes to the conventional linkage type with a surge spring I try to set them at 61.5Hz under no load conditions and then test for governor droop under full load. I seldom see a properly loaded conventional small generator drop below 58Hz unless there is a governor issue or the motor is just plain worn out and compression is low.

I would prefer to have a larger industrial diesel 4-pole generator when times get tough, but I just don't have that in the budget, and I do not have enough power outages (yet) to justify going any larger than what I have. Aside from that, I would likely have to rewire direct for larger input automatic transfer switch. Even worse is the price of diesel fuel, so I do not see any savings happening in the long run.

Even though my generator is rated for 15KW continuous running Watts, the most it can produce through a 50A outlet is 12KW. This is what confuses people who buy larger portable generators. The total rated Wattage is calculated by adding the output of all the outlets on the generator and not just the 1 outlet.

 

[Rivets]

Star, you are mathmaticaly correct, but it doesn’t always work that way in real life. To often i’ve seen where real life techs and behind the desk engineers don’t always agree. I’m sure you have seen the same. As i said, 50% of the time reducing the RPM’s has helped me solve this problem.

 

[ILENGINE]

Hello ILENGINE,

Even though we are straying off the current subject a little, this is an interesting question you pose.

Most I have seen require a dedicated scanner/ code reader platform, but I have seen OBD adapters offered for various UTV's and other equipment, not sure if the communications protocol is the same Baud rate for an automotive scanner to communicate. (Maybe Generic ODB might work on these because all network systems are approved/ developed to meet SAE standards?)

The biggest problem is manufacturers are withholding code a repair information and treating has exclusive to only their dealer networks. Sad problem with that is that no one is training the dealer tech or the technology is too advanced for many of them to even understand. Dealer tech training is a joke. Aside from that, the employee turnover rate is very fast.

I have not had the pleasure of dealing with very many fuel injection systems on riders, but I have been dealing with these on-board diagnostic systems in the automotive and UTV vehicles since they came out. (I'm formerly a master ASE automotive technician)

On the UTV side practically everything has switched to fuel injection, and they can be tricky to work with if a person does not understand how a BMAP, TMAP and TPS sensor work. A person cannot just start adjusting the idle stop screw without making things worse.

I mostly deal with 5 to 20-year-old fuel injected Polaris Rangers, John Deere Gators and Kawasaki mules around my area. The main problems I see are usually temp sensors, water in the fuel and failing fuel pumps. Of course, these get even more neglect and abuse than most other equipment.

Just with a little checking of service manuals. It appears that Briggs and Kohler are both using the J1939 protocol. So a J1939 compatible OBD2 scanner should at least be able to read them.

 

[Auto Doc's]

Thanks,

That is good to know.

At the moment I only have a 2-digit code reader for Polaris and mid 2000 Harley's along with a couple of special sensor testers. Most of the time just following through the special key on code sequence will provide a digital readout on the odometer, other times that method is not reliable.

Having the ability to read some basic live data makes a big difference.

I don't miss the old days in the automotive shops of cycling the key on and off 3 times and then counting the engine light blinking sequence.

I may take a chance on an OBD scanner adapter when I have another one come in that needs to be scanned.

For customers with fuel injection machines or anything I don't have repair data on, I have them pay for the repair information on CD as part of my initial diagnostic fees.

If they don't agree to that, I don't have time to play guessing games. I've only had one customer that did not agree and after about a month of shopping around and getting bad "shade tree" advice and parts guesses he came back and we did business.

Sometimes the customer has to be educated on the fact that many repairs are not simple.