Glendenning Synchronizer question

[Docrockit]

Just got finished with our winter refit. Removed and rebuilt both Detroits, replaced all throttle and transmission cables, glassed in the windshield, just to mention the basics.
problem is with the Synchro. Worked fine before all this work. Now it is acting up.
This is the deal...before, the slave throttle was the starboard side, the lead throttle was the port side. Now, with both engines in neutral, and at idle if I switch the Synchro on, the Synchro will push the port throttle up until I cut the switch off. If I push both throttles up to around 1800 rpm (still in neutral), swithing the Synchro on will pull the port side down. It is ignoring the starboard side altogether.
I believe it is hooked up the same as before. any ideas?
Thanks.

 

[captddis]

What was disconnected? It sounds like the cables got switched. Make the drive cables are going into the right location on the synch. Check cable rotation as well on 671s the cables rotate opposite on V engines they rotate the same.

 

[Docrockit]

Thanks for your input. The only thing that was disconnected were the cables and the power also. However, the description above is incorrect. The port side is the slave engine and the starboard is the lead engine. The cables seem to be hooked up right. The pulse generator is working since the tachs are working. Seems like it could be electrical?

 

[captddis]

The only thing electrical is the solenoid and the limit switches. Recheck the connections. The drive cables being in the wrong place can do this or if the control cables are wrongly oriented.

 

[John Dickson]

David:

Would you care to share who rebuilt your DDs? Time taken, whether you were happy, which engines you have and the cost?

thanks john

 

[Genesis]

As noted, recheck the connections for the throttle and tach cables, and make sure the tach cable for each engine is in fact rotating (if your tach senders are on the end of the glendinning, then if you're properly reading RPM for both engines you can assume this is "yes" - otherwise, check it.)

If the master and slave throttle and tach connections are crossed, or if the slave tach input is not rotating at all what you are describing (a commanded unlimited change in the slave throttle position) will be result when the unit is engaged.

The Glendinning uses power only to pull in the solenoid that enables the sync function. The actual synchronization function is mechanical (and ingenious, if you ask me.)

 

[Docrockit]

I will share this info with my mechanic, Laird Stubbings (Laird Marine in New Bern) since he has been the lead on this project.

John, my engines are 550 hp 6v92s and they were rebuilt by Billy Edwards at Edwards Diesel Service in Chocowinity, NC.I cannot say enough about the job I got. Billy went beyond the call of duty on my engines. Completely torn down, cleaned, painted (HOT ROD WHITE) with blue hose. New sleeve assemblys, heads,blowers, turbos, aftercooler starboard side...Took about 6 weeks for the both. Cost about 15 grand each. See the initial startups (in hi def) on youtube.com. Just type in "detroit 6v92 edwards diesel service". Billy IS THE MAN!

 

[captddis]

I remember Laird when he was in make ready at the factory. I rode down the river with Laird many times.

 

[Docrockit]

After 2 weeks of intense trial and error (mostly error) problem is solved. I post this for the benefit of anyone who rebuilds their engines and then has Synchronizer trouble. This is how it played out...Mine is a High Point boat. I mention this only because the slave engine is the Port while the lead engine is the starboard (maybe opposite on New Bern built boats). As you recall the problem occurred when the Synchro was switched on, the slave throttle would move to full throttle position on its own. All the while the tachs were working perfectly correctly. besides the engine rebuild, the throttle cables and transmission cables were replaced. The tach cables from the Synch to the engines were not replaced (or crossed for that matter)
Now, because the tachs were working properly, we ruled out a tach drive cable problem. As stated in the previous reply, the cables need to turn in THE SAME DIRECTION for these V engines (6V92s). They were in fact turning CLOCKWISE in the same direction. Laird got the idea that maybe the tach cables should turn same direction but COUNTERCLOCKWISE. He installed a tach drive cable reverser between the cable and the engines which reversed the direction of the tach cables...Problem solved. AND the tachs still work properly on the helm since thay are not mechanical but electric.(otherwise I thought by turning the tach cables in the opposite direction they would drive the tach needles counterclockwise.) So how did this get so fouled up to start? The answer lies in the rebuilt blowers.