LuckyDog
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General Information:
MEP-002A
This unit is a 5 kilowatt, 60 Hertz Generator Set. It consists of a revolving field alternator powered by an air cooled diesel engine. These sets are not designed for parallel operation.
Output
Output voltage is switch selectable. These outputs are via the output lug connections.
120 VAC 52 AMPs single phase, 2 wire
120/240 VAC 26 AMPs single phase, 3 wire
120/208 VAC 17.3 AMPs three phase, 4 wire
All at a Power Factor (PF) of 0.8
There are also two 120 VAC 15 AMP on-board convenience outlets next to the control panel.
Engine.
1. The engine powering this generator set is a 2 cylinder, 4 cycle, air cooled engine, with a 70 cubic inch (cu. in.) displacement. A mechanical governor keeps engine speed at 1800 revolutions per minute (RPM) under rated load conditions.
2. Fuel is supplied either from this unit's self-contained fuel tank or, by using an adapter, directly from a 55 gallon drum or other source. The fuel is filtered by two cartridge type fuel filters and a single fuel strainer. Two electric, self-priming fuel pumps supply fuel to the fuel injection pump which delivers the fuel at high pressure to fuel injection nozzles in the cylinder head. When an auxiliary source of fuel is used, three electric fuel pumps are used.
3. Two 12 volt "wet cell" batteries in series supply power for a 24 volt electric starter and for glow plugs, located in the cylinder head, and for two air heaters located in the intake manifold, used for cold weather starting. An alternator located beneath the blower wheel, and completely separate from the main alternator, automatically recharges these batteries when the engine is operating.
Generator.
The generator on this set is a four pole, revolving field type. Alternating current, supplied by the exciter assembly, is rectified and used to create the four pole, revolving field. A solid-state voltage regulator assembly automatically adjusts this current to obtain a constant (±3%) voltage in the main stator (output) windings.
Controls.
All operator controls and indicator gauges necessary for running the engine generator set are located on the control panel. On ASK equipped generators, an oil pressure gauge is located on the engine under air intake door and a fuel level gauge is located on the fuel tank. The speed control is located behind a small flap on the rear panel assembly below the control panel. Controls for selecting output voltage are located on the output control box.
Generator Set Electrical System
The generator set’s electrical system consists of two distinct systems: (1) The DC system used primarily for operating control and excitation, and, (2) the AC output system to supply power to the load.
The DC source consists of a 24 volt battery set (BT1 and BT2) that is kept charged by a battery charging alternator (G2) and voltage regulator rectifier assembly (A5). Fuse (F1) protects the alternator from overload. Circuit breaker (CB2) protects the battery charging system from overload. Slave receptacle (J15) permits an alternate external supply to be connected to the battery circuit.
Dimensions and weights:
Without ASK:
Overall length 51 in. (129.5 cm.)
Overall width 32 in. (81.3 cm)
Overall height 37 in. (94 cm.)
Net weight empty 960 lbs. (435.5 kg.)
Net weight filled 1040 lbs. (471.7 kg.)
With ASK installed:
Overall length 58 in. (147.4 cm.)
Overall width 36 in. (91.3 cm)
Overall height 39 in. (99 cm.)
Net weight empty 1084 lbs. (492.2 kg.)
Net weight filled 1164 lbs. (528.5 kg.)MEP-003A
The MEP-003A is a 10 kilowatt, 60 Hertz Generator.
The MEP-112A is a 10 kilowatt, 400 Hertz Generator Set.
Both consist of a revolving field alternator powered by an air cooled diesel engine. These sets are not designed for parallel operation.
FAQ:
General
The manuals are available from:
MEP-002A
Maintenance Parts:
Repair Parts:
Fuel Line Check valve
Injector Pump
Starter Lockout Switch not working?
MEP-002A
This unit is a 5 kilowatt, 60 Hertz Generator Set. It consists of a revolving field alternator powered by an air cooled diesel engine. These sets are not designed for parallel operation.
Output
Output voltage is switch selectable. These outputs are via the output lug connections.
120 VAC 52 AMPs single phase, 2 wire
120/240 VAC 26 AMPs single phase, 3 wire
120/208 VAC 17.3 AMPs three phase, 4 wire
All at a Power Factor (PF) of 0.8
There are also two 120 VAC 15 AMP on-board convenience outlets next to the control panel.
Engine.
1. The engine powering this generator set is a 2 cylinder, 4 cycle, air cooled engine, with a 70 cubic inch (cu. in.) displacement. A mechanical governor keeps engine speed at 1800 revolutions per minute (RPM) under rated load conditions.
2. Fuel is supplied either from this unit's self-contained fuel tank or, by using an adapter, directly from a 55 gallon drum or other source. The fuel is filtered by two cartridge type fuel filters and a single fuel strainer. Two electric, self-priming fuel pumps supply fuel to the fuel injection pump which delivers the fuel at high pressure to fuel injection nozzles in the cylinder head. When an auxiliary source of fuel is used, three electric fuel pumps are used.
3. Two 12 volt "wet cell" batteries in series supply power for a 24 volt electric starter and for glow plugs, located in the cylinder head, and for two air heaters located in the intake manifold, used for cold weather starting. An alternator located beneath the blower wheel, and completely separate from the main alternator, automatically recharges these batteries when the engine is operating.
Generator.
The generator on this set is a four pole, revolving field type. Alternating current, supplied by the exciter assembly, is rectified and used to create the four pole, revolving field. A solid-state voltage regulator assembly automatically adjusts this current to obtain a constant (±3%) voltage in the main stator (output) windings.
Controls.
All operator controls and indicator gauges necessary for running the engine generator set are located on the control panel. On ASK equipped generators, an oil pressure gauge is located on the engine under air intake door and a fuel level gauge is located on the fuel tank. The speed control is located behind a small flap on the rear panel assembly below the control panel. Controls for selecting output voltage are located on the output control box.
Generator Set Electrical System
The generator set’s electrical system consists of two distinct systems: (1) The DC system used primarily for operating control and excitation, and, (2) the AC output system to supply power to the load.
The DC source consists of a 24 volt battery set (BT1 and BT2) that is kept charged by a battery charging alternator (G2) and voltage regulator rectifier assembly (A5). Fuse (F1) protects the alternator from overload. Circuit breaker (CB2) protects the battery charging system from overload. Slave receptacle (J15) permits an alternate external supply to be connected to the battery circuit.
Dimensions and weights:
Without ASK:
Overall length 51 in. (129.5 cm.)
Overall width 32 in. (81.3 cm)
Overall height 37 in. (94 cm.)
Net weight empty 960 lbs. (435.5 kg.)
Net weight filled 1040 lbs. (471.7 kg.)
With ASK installed:
Overall length 58 in. (147.4 cm.)
Overall width 36 in. (91.3 cm)
Overall height 39 in. (99 cm.)
Net weight empty 1084 lbs. (492.2 kg.)
Net weight filled 1164 lbs. (528.5 kg.)MEP-003A
The MEP-003A is a 10 kilowatt, 60 Hertz Generator.
The MEP-112A is a 10 kilowatt, 400 Hertz Generator Set.
Both consist of a revolving field alternator powered by an air cooled diesel engine. These sets are not designed for parallel operation.
- Output for the MEP-003A
Output voltage is switch selectable. These outputs are via the output lug connections.
120VAC 104 AMPs single phase, 2 wire
120/240VAC 52 AMPs single phase, 3 wire
120/208VAC 34.7 AMPs three phase, 4 wire
All at a Power Factor of 0.8
There are also two 120VAC 15 AMP on-board convenience outlets next to the control panel.
120VAC 104 AMPs single phase, 2 wire
120/240VAC 52 AMPs single phase, 3 wire
120/208VAC 34.7 AMPs three phase, 4 wire
All at a Power Factor of 0.8
There are also two 120VAC 15 AMP on-board convenience outlets next to the control panel.
- Engine.
- The engine powering this Generator Set is a 4 cylinder, 4 cycle air cooled engine, with a 140 cubic inch (cu. in.) displacement. A mechanical governor keeps engine speed at 1800 revolutions per minute (RPM) under rated load conditions for the MEP-003A and at 2000 RPM for the MEP-112A.
- Fuel is supplied either from this unit’s self-contained fuel tank or, by using an adapter, directly from a 55 gallon drum or other source. The fuel is filtered by two cartridge type fuel filters and a single fuel strainer. Two electric, self-priming fuel pumps supply fuel to the fuel injection pump which delivers the fuel at high pressure to fuel injection nozzles in the cylinder head. When an auxiliary source of fuel is used, three electric fuel pumps are used.
- Two 12 volt "wet cell" batteries in series supply power for a 24 volt electric starter and for glow plugs, located in the cylinder head, and for two air heaters located in the intake manifold, used for cold weather starting. An alternator located beneath the blower wheel and completely separate from the main alternator automatically recharges these batteries when the engine is operating.
- Generator.
The generator on the MEP-O03A is a four pole, revolving field type. The generator on the MEP-112A is a 24 pole, revolving field type, alternating current, supplied by the exciter assembly, is rectified and used to create the revolving field. A solid-state voltage regulator assembly automatically adjusts this current to obtain a constant (±3%) voltage in the main stator (output) windings.
- Controls.
All operator controls and indicator gauges necessary for running the engine Generator Set are located on the control panel. In addition, an oil pressure gauge is located on the engine and a fuel level gauge is located on the fuel tank. The speed control is located below the control panel. Controls for selecting output voltage are located on the output control box.
- Generator Set Electrical System
The generator set’s electrical system consists of two distinct systems: (1) The DC system used primarily for operating control and excitation, and, (2) the AC output system to supply power to the load.
The DC source consists of a 24 volt battery set (BT1 and BT2) that is kept charged by a battery charging alternator (G2) and voltage regulator rectifier assembly (A5). Fuse (F1) protects the alternator from overload. Circuit breaker (CB2) protects the battery charging system from overload. Slave receptacle (J15) permits an alternate external supply to be connected to the battery circuit.
- Dimensions and weights:
Without AS:
Overall length 62 in. (157.5 cm.)
Overall width 32in. (81.3 cm)
Overall height 37in. (94 cm.)
Net weight empty 1220 lbs. (553.4 kg.)
Net weight filled 1360 lbs. (616.9 kg.)
Overall width 32in. (81.3 cm)
Overall height 37in. (94 cm.)
Net weight empty 1220 lbs. (553.4 kg.)
Net weight filled 1360 lbs. (616.9 kg.)
With ASK Installed:
Overall length 69 in. (175.5 cm.)
Overall width 36 in. (91.3 cm) Overall length 69 in. (175.5 cm.)
Overall height 39 in. (99 cm.)
Net weight empty 1365 lbs. (619.4 kg.)
Net weight filled 1505 lbs. (683.9 kg.)
Net weight empty 1365 lbs. (619.4 kg.)
Net weight filled 1505 lbs. (683.9 kg.)
- Can I run two in parrallel to increase the output?
The simple answer is no. These sets are not designed for parallel operation.
But then, did that ever stop a soldier or sailor from "gitten'r done" - I don't think so....
A member put together a video showing how to run them in parallel. See: Parallel operation of MEP-002a or MEP-003a, with video
All the usually disclaimers of liability apply. i.e. Do this at your own risk.
But then, did that ever stop a soldier or sailor from "gitten'r done" - I don't think so....
A member put together a video showing how to run them in parallel. See: Parallel operation of MEP-002a or MEP-003a, with video
All the usually disclaimers of liability apply. i.e. Do this at your own risk.
- What type of oil should I use?
The LO (Lubrication Order) says 30w above 32°F and 10w between 32°F and -10°F. A lot of users are using a 15w-40 designed for diesels. It is probably more important to use a good diesel motor oil than which of the weights you chose. Many modern automotive oils sold for use in gasoline engine powered cars are also rated for diesel service. If the oil is labelled as passing CH-4, CI-4, or other such diesel engine oil test standards, it is fine for use in MEP-002 and MEP-003 generators. If in doubt about ratings, use oil specifically labelled for use in diesel engines.
- Where can I get this part?
Seems most of the posts in the forums suggest Delk's or Saturn Surplus for parts.
For filters, it appears Race-Mart is currently the preferred site on-line.
For filters, it appears Race-Mart is currently the preferred site on-line.
- Is this part the same on both models?
See TM 9-6115-624-BD Table D-6 for the parts common between the two models. It is two pages, so be sure to look at the second page.
- What is the fuel consumption?
Generally, it is 0.5 gal/hr for the -002A and 1.0 gal/hr for the -003A. YMMV
- Can I get 480VAC three phase out of this?
Short Answer: NO
Long Answer: This would be a MAJOR re-engineering effort. The generator head is a 12 lead head. Therefore, theoritically you could re-wire it for 480. You would also need to re-wire the voltage regulator. I don't think you will find any help here for that. After the conversion, it would no longer be a MEP.
Long Answer: This would be a MAJOR re-engineering effort. The generator head is a 12 lead head. Therefore, theoritically you could re-wire it for 480. You would also need to re-wire the voltage regulator. I don't think you will find any help here for that. After the conversion, it would no longer be a MEP.
- How do I set it up for automatic starting?
- How to hook this up correctly to my house?
Hook up Question is a very good thread about that.
Since grounding the units IAW NEC can be confusing, here is a link to a message about the proper grounding. The message is part of the above linked thread but talks about the grounding issue specifically.
Tech Manuals:Since grounding the units IAW NEC can be confusing, here is a link to a message about the proper grounding. The message is part of the above linked thread but talks about the grounding issue specifically.
General
The manuals are available from:
TB 11-6115-741-24 Describes how to revive a "Tan" generator. Good information for the "Green" ones too.
"Though Army tactical generators are fully maintainable below the depot level, inspections of generators returning from SWA have revealed that the excessive exposure to fine desert/dust-like sand and long periods of extreme heat have significantly accelerated wear on the generator sets. In many cases, the sand has contaminated and compromised the engine, the main alternator, the fuel tank and most electromechanical parts. The excessive heat has made the rubber components hard and brittle. Based on these conditions future generators returning from OIF/OEF will be RESET to the Special Test, Inspection and Repair (STIR) requirements via a National Center of Excellence (COE) and/or service providers from the Government and Commercial Industrial Base."
LO 5-6115-584-12 Lubrication Order
TM 5-6115-584-12 OPERATOR AND ORGANIZATIONAL MAINTENANCE MANUAL
TM 5-6115-584-12-HR HAND RECEIPT MANUAL
MEP-003A / -112ATM 5-6115-584-12 OPERATOR AND ORGANIZATIONAL MAINTENANCE MANUAL
TM 5-6115-584-34 INTERMEDIATE (FIELD) (DIRECT AND GENERAL SUPPORT)AND DEPOT LEVEL MAINTENANCE MANUAL
TM 9-6115-584-24P REPAIR PARTS AND SPECIAL TOOLS LISTTM 5-6115-584-12-HR HAND RECEIPT MANUAL
LO 5-6115-585-12 Lubrication Order
TM 5-6115-585-12 OPERATOR AND ORGANIZATIONAL MAINTENANCE MANUAL
TM 5-6115-585-12-HR HAND RECEIPT MANUAL
TM 5-6115-585-12 OPERATOR AND ORGANIZATIONAL MAINTENANCE MANUAL
TM 5-6115-585-34 INTERMEDIATE (FIELD) (DIRECT AND GENERAL SUPPORT)AND DEPOT LEVEL MAINTENANCE MANUAL
TM 5-6115-585-24P REPAIR PARTS AND SPECIAL TOOLS LISTTM 5-6115-585-12-HR HAND RECEIPT MANUAL
Oil Filters
- FRAM CH6PL has the correct gaskets.
- NAPA 1004 BUT make sure you get gasket 5108. The NAPA filter does NOT have the correct gasket in the box.
Fuel Filters
- FRAM C1125PL
- NAPA 3113 (Wix 33113) will work but the tangs inside the filter have to be bent.
- FRAM part number SP101489 is the correct gasket for the filter cannister. It can be special ordered from Tractor Supply or Walmart. (free shipping at Walmart) [From: this thread]
- FRAM CAK253
- FRAM CAK5047S
- NAPA 2222
- Donaldson P18-1052
- Donaldson P101222
- John Deere AT20727
As well as buying used parts from the typical suppliers like Delks, Gulf Coast Trucks and Saturn Surplus, a lot of members would like to find new modern replacements for parts. Below are some threads where members have taken the time to track down either the OEM supplier or a suitable replacement part.
Also: See TM 9-6115-624-BD Table D-6 for the parts common between the two models. It is two pages, so be sure to look at the second page.
Low oil pressure switch
Batteries
Fuel Pump Screen
Also: See TM 9-6115-624-BD Table D-6 for the parts common between the two models. It is two pages, so be sure to look at the second page.
Low oil pressure switch
Batteries
MEP-002A Battery
Fuel PumpsThe OEM Battery is a 2HN 445CCA 45 Amp-hour 12V wet cell. 2 required (10.3"L x 5.3"W x 9.0"H)
BCI Group 51R is the civilian replacement for the military's 2NH battery. (9.4"L x 5.0"W x 8.8"H) The terminals are set-up the same as the 2HN which is reversed (R) from the size 51. Rumor on the web has it the 2HN is deemed not for civilian sale by Homeland Security. Don't know if true.
Other BCI Group sizes that might fit:
51 (9.4"L x 5.0"W x 8.8"H)
22NF (9.4"L x 5.5"W x 9.0"H)
45 (9.4"L x 5.5"W x 9.0"H)
Storeman says this one is a good fit: Interstate SP22NF batteries (requires 2)
MEP-003A BatteryBCI Group 51R is the civilian replacement for the military's 2NH battery. (9.4"L x 5.0"W x 8.8"H) The terminals are set-up the same as the 2HN which is reversed (R) from the size 51. Rumor on the web has it the 2HN is deemed not for civilian sale by Homeland Security. Don't know if true.
Other BCI Group sizes that might fit:
51 (9.4"L x 5.0"W x 8.8"H)
22NF (9.4"L x 5.5"W x 9.0"H)
45 (9.4"L x 5.5"W x 9.0"H)
Storeman says this one is a good fit: Interstate SP22NF batteries (requires 2)
6TL is the OEM size.
Facet Fuel Pumps are listed HERE
In particular you want PN 480517E
That is the Mil-Spec'd Pump.
Other 24 V pumps from Facet that will work are: 40010E, 477003E, 40128E & 480563E BUT
40010E & 477003E have 1/8-27 Internal Threads. You will need an adapter to make it 1/4-18 external threads to mate with the hoses. They CAN be used as direct replacements for 480517E. They do not have Positive Shut-off Valves.
40128E Has a Positive Shut-off Valve, but does have 1/4-48 external threads. It CANNOT be used in series with another pump.
480563E Has a Positive Shut-off Valve and 1/4-18 internal threads. Requires an adapter to convert to external threads. It CANNOT be used in series with another pump.
Some pumps have "Positive Shut-off Valves" to prevent siphoning. The mil-spec pump does not have that. So, they should NOT be used as a series pair. (Original Military design) If one of these pumps fails, it will shut-off the fuel. The mil-spec pump does not have a shut-off valve and therefore, if one of the two pumps dies, the other pump will continue to pump fuel through it. IF you want to maintain redundancy with pumps that have the shut-off valve, they can be plumbed in parallel.
Do not use pumps with Positive Shut-off Valves with a pump that does not have one. BAD THINGS CAN HAPPEN.
These units will work just fine with one pump. Keep the second one on the shelf as a ready spare.
In particular you want PN 480517E
That is the Mil-Spec'd Pump.
Other 24 V pumps from Facet that will work are: 40010E, 477003E, 40128E & 480563E BUT
40010E & 477003E have 1/8-27 Internal Threads. You will need an adapter to make it 1/4-18 external threads to mate with the hoses. They CAN be used as direct replacements for 480517E. They do not have Positive Shut-off Valves.
40128E Has a Positive Shut-off Valve, but does have 1/4-48 external threads. It CANNOT be used in series with another pump.
480563E Has a Positive Shut-off Valve and 1/4-18 internal threads. Requires an adapter to convert to external threads. It CANNOT be used in series with another pump.
Some pumps have "Positive Shut-off Valves" to prevent siphoning. The mil-spec pump does not have that. So, they should NOT be used as a series pair. (Original Military design) If one of these pumps fails, it will shut-off the fuel. The mil-spec pump does not have a shut-off valve and therefore, if one of the two pumps dies, the other pump will continue to pump fuel through it. IF you want to maintain redundancy with pumps that have the shut-off valve, they can be plumbed in parallel.
Do not use pumps with Positive Shut-off Valves with a pump that does not have one. BAD THINGS CAN HAPPEN.
These units will work just fine with one pump. Keep the second one on the shelf as a ready spare.
You want to search for Facet part number 42370. It is a filter kit consisting of One 479729 filter and one 479136 gasket. The screen will filter down to 74 microns.
Fuel Strainer Cartridge
If you are missing the strainer cartridge, or any of the canisters, you should really consider replacing them with spin on cartridge adapters and use elements much easier to find locally. Get a good water/fuel seperator and a filter of 10 micron or better.
If you really want to restore it to original then here are some ideas.
Good luck.
Here is a thread discussing the OEM of the fuel strainer and where to buy a new one:
Mil Spec. Fuel Strainer for MEP-003a
Injector Pump PartsIf you really want to restore it to original then here are some ideas.
- 1752002-01. The original strainer was manufactured by Purolator Facet.
- FRAM C1824
- FRAM 35070 is another option.
- Onan 149-1469.
Good luck.
Here is a thread discussing the OEM of the fuel strainer and where to buy a new one:
Mil Spec. Fuel Strainer for MEP-003a
The injector pump (IP) is AMBAC (American Bosch) M50/PSU Model PN: 502/4A80A9540AR. The A9540 is important when calling around for parts.
The plunger guide is PN: GU8546 ~$15
The rebuild gasket Kit PN: KT85166 ~$36.
Phone Number: 800-628-6894
Glow PlugsThe plunger guide is PN: GU8546 ~$15
The rebuild gasket Kit PN: KT85166 ~$36.
Phone Number: 800-628-6894
Intake Manifold PN:
Champion CHA-196 or CH-49
6A843G049 from INDUSA
Head GlowPlug PN:
Onan 333-0107 replaces the 333-0104 found in -24P parts manual
Champion 182 or CH-42
(Becareful not to order the CH182 glow plug. It is metric thread and rated for 11V. CH42 is the correct Champion part / SKU number.)
DRX00042K from INDUSA
Glow Plugs were discussed here.
Champion CHA-196 or CH-49
6A843G049 from INDUSA
Head GlowPlug PN:
Onan 333-0107 replaces the 333-0104 found in -24P parts manual
Champion 182 or CH-42
(Becareful not to order the CH182 glow plug. It is metric thread and rated for 11V. CH42 is the correct Champion part / SKU number.)
DRX00042K from INDUSA
Glow Plugs were discussed here.
Control Panel Lights
The part number in the TM is incorrect. The correct part number is 6s6-30V.
Rotating Rectifier Diodes
Troubleshooting HelpsCross Reference:
#27 NSN...5961-01-050-7048... 1N1204RA Semiconductor Device, Diode
#28 NSN...5961-01-054-4151... 1N1204A Semiconductor Device, Diode
For future Reference: http://www.datasheetcatalog.org/data...semi/coe-3.pdf
#27 NSN...5961-01-050-7048... 1N1204RA Semiconductor Device, Diode
#28 NSN...5961-01-054-4151... 1N1204A Semiconductor Device, Diode
For future Reference: http://www.datasheetcatalog.org/data...semi/coe-3.pdf
Fuel Line Check valve
There is a check valve in the fuel supply line to the injector pump. It is located after the third filter in an elbow near the oil pressure gage. These can stick from sitting and prevent fuel from getting to the injection pump. A blast of air usually cures the problem, or a good soak in a solvent.
The Injector Pump is a Model 50 manufactured by AMBAC Intl. Make sure you are looking at the 50-2/A4-80A-9540A. This is the pump used on the D.O.D., DJE, and DJF models. In addition to the material found in the TM's, here are some good ones from the AMBAC site:
Selecting Correct Injection Pump Timing Button and Injection Pump Installation
Service Parts contains better images than the TM. (I think)
Service Instructions for the Model 50
BUT
Before you pull the pump... Verify that there is sufficient fuel going to the pump. Since many of these units have sat for years, the fuel system as a whole can be gummed or clogged. When the Master Switch is in the prime & run position, is there a good stream of fuel back into the day tank? If not, find out why and correct first.
O.D. Fever posted this help for a Stuck Injector Pump Plunger also: "Before you remove the pump try to unstick it. I have done this with success twice. Remove the long hex nut, then remove the 12 point nut under that nut, use needle nose pliers to remove diverter valve inside the hole, don't lose small plastic spacer. Use a small brass punch and tap the plunger that works the valve back in, roll engine over a crank or two and punch it again. If it starts to go in and out on its own, you're done." I did this and it worked for me. Just be very careful not to damage anything.
Running at wrong frequencySelecting Correct Injection Pump Timing Button and Injection Pump Installation
Service Parts contains better images than the TM. (I think)
Service Instructions for the Model 50
BUT
Before you pull the pump... Verify that there is sufficient fuel going to the pump. Since many of these units have sat for years, the fuel system as a whole can be gummed or clogged. When the Master Switch is in the prime & run position, is there a good stream of fuel back into the day tank? If not, find out why and correct first.
O.D. Fever posted this help for a Stuck Injector Pump Plunger also: "Before you remove the pump try to unstick it. I have done this with success twice. Remove the long hex nut, then remove the 12 point nut under that nut, use needle nose pliers to remove diverter valve inside the hole, don't lose small plastic spacer. Use a small brass punch and tap the plunger that works the valve back in, roll engine over a crank or two and punch it again. If it starts to go in and out on its own, you're done." I did this and it worked for me. Just be very careful not to damage anything.
Some useful threads:
http://www.steelsoldiers.com/auxillary-equipment/62258-mep-002a-running-74-hz.html#post756034
Fuel Hoseshttp://www.steelsoldiers.com/auxillary-equipment/62258-mep-002a-running-74-hz.html#post756034
Starter Lockout Switch not working?
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