H
ELECTRICAL
SYSTEM
colder plug may be desirable. However, under- or
over-heating is usually caused by factors other than the type of
spark
plugs and the cause should be determined before changing plugs. The design of the
engine
calls for plugs equivalent to Champion
J-8
for F4
engines
and
A.C.
44S or
UJ12Y
Champ
ion for the V6 engines, (as installed in production)
though any factor that consistently affects
engine
operating temperature may cause this requirement
to change. Overheating may be caused by in sufficient tightening of the plug in the head, which interferes with the flow of heat away from the firing
tip.
If this is the case, the plug gasket
will
show very
little flattening. Over-tightening, in
turn,
will
pro duce too easy a heat flow path and result in cold
plug operation.
This
will
be evident by excessive
flattening
and
deformation of the gasket.
Prevailing
temperatures, condition of the cooling system, and
air-fuel
mixture can affect the
engine
operating temperature and should be taken into consideration.
H-34.
GENERATOR
— F4
ENGINE
The
generator is an air-cooled, two-brush unit
which
cannot be adjusted to increase or decrease output. For replacement,
voltage
regulator and generator must be matched for
voltage
and capa
city,
polarity, and common source of manufacture.
Otherwise,
either a
loss
of ampere capacity or a
burned
out generator
will
result. Generators for
these
vehicles are 12-volt. Par. H-l explains the 12-volt system. Refer to the specifications at the
end of this section for information on correct generator rating for a specific model series.
The
circuit
breaker,
voltage
regulator, and current-
limiting
regulator are built into one combination
unit.
Because the regulator and battery are part
of the generator
circuit,
the output of the generator
depends upon the
state
of charge and temperature
of the battery.
With
a discharged battery, the
output
will
be high, decreasing proportionally as the battery
becomes
charged. For service informa
tion covering current regulator see Par. H-41.
H-36.
Generator
Maintenance
A
periodic inspection should be made of the charg
ing
circuit,
Fig. H-l9. The interval
between
these
checks
will
vary
depending upon type of service.
Dust,
dirt
and high speed operation are factors 10541
FIG.
H-19—CHARGING
CIRCUIT
1—
Battery
4-—Starter Switch
2—
Voltage
Regulator 5-—Charge Indicator
3—
Generator
which
contribute to increased wear of bearings
and
brushes.
Under
normal conditions a check should be made
each 6000 miles
[9.600
km.].
A
visual inspection should be made of all wiring,
to be sure there are no broken or damaged wires.
Check
all connections to be sure they are tight and
clean.
Should
the commutator be rough or worn the
armature
should be removed and the commutator
turned
and undercut. See Par. H-37.
The
brushes should slide freely in their holders.
Should
they be oil soaked or if they are worn to
less
than one-half their original length they should
be replaced. When new brushes are installed they should be sanded to provide
full
contact with the
commutator. Generators should not be checked for
output until the brushes are seated.
Brush
spring tension is important. High tension causes
rapid
brush and commutator wear while
low tension causes arcing and reduced output.
Test
the tension with a spring scale.
Check
the
specifications section at end of this section for
correct
spring tension for generator in question.
H-36.
Generator Disassembly
•
Refer to Fig. H-20:
Before beginning disassembly of the generator to
correct
electrical system malfunctions proceed with
inspection and
test
procedures as detailed in Par.
H-46
thru
H-62. If it is definitely determined that trouble exists within the generator, which necessitates dismantling, proceed as follows. Remove the two frame screws in the commutator
end plate and remove the end plate assembly. Next
pull
the armature and drive head complete
from
the generator housing. Remove the generator pulley from the armature by removing the nut
and
washer. Do not
lose
the Woodruff key when
the pulley is removed. After this, remove the drive
end head assembly which includes the oil seal and
bearing.
To remove the bearing, remove the three
screws and lockwashers in the grease retainer and remove the retainer and felt washer, after which,
remove the bearing, oil guard and felt washer.
H-37.
Armature
If
the commutator is rough or worn,
turn
it down
in
a lathe. After turning, the mica insulation be tween the
segments
should be undercut to a depth of 34* [0,8 mm.].
To
test
the armature for a ground, connect one
prod
of a
test
lamp to the core or shaft (not on
bearing
surface) and touch each commutator
seg
ment with the other prod. If the lamp lights, the
armature
segment
is grounded and the armature must be replaced.
To
test
for short in armature coils, a growler,
Fig.
H-21, is necessary. Place the armature on the growler and lay a thin steel strip on the armature
core.
The armature is then rotated slowly by hand
and
if a coil is shorted, the steel strip
will
vibrate.
Should
a coil be shorted the armature must be
replaced.
If
precision
test
equipment is available, the cus
tomary
accurate
tests
can be made in accordance 188
