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GE Energy Gas Engines
Waukesha gas engines
VGF 6, 8, 12 & 16 Cylinder Extender Series operation & maintenance FORM 6284-4 4th edition
This document contains proprietary and trade secret information. The receiver of this document accepts it in confidence and agrees that, without the prior expressed written permission of GE’s Waukesha gas engines, it will (1) not use the document, its content or any copy thereof for any purpose that may harm GE in any way; (2) not copy or reproduce the document in whole, or in part; and (3) not disclose to others either the document or the confidential or trade secret information contained therein. All sales and information herein supplied is subject to the current version of the Standard Terms of Sale, including limitation of liability. All non-GE trademarks, service marks, logos, slogans, and trade names (collectively “marks”) are the properties of their respective owners. This manual complies with the European Union CE Mark/Machinery Directive in force at the time of drafting. Original Instructions (English) The English version of this manual controls over any error in or conflicting interpretation of any translation.
Waukesha gas engines Waukesha, Wisconsin 53188 Printed in U.S.A. © Copyright 2/2013 All rights reserved.
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FORM 6284-4 © 8/2012
CONTENTS HOW TO USE THIS MANUAL
INTRODUCTION TO THE VGF MODELS .......... 1.15-1 GENERAL INFORMATION............................. 1.15-1 SERIAL NUMBERS AND ENGINE
CHAPTER 1 – SAFETY AND GENERAL
NAMEPLATE ........................................ 1.15-1
Section 1.00 – SAFETY LABELS AND LOCATIONS
INSTRUMENT PANEL GAUGES ..................... 1.15-3 COMPONENT DESCRIPTIONS ...................... 1.15-5 CRANKCASE ........................................ 1.15-5
SAFETY LABELS AND LOCATIONS ................ 1.00-1
CRANKSHAFT ...................................... 1.15-5
Section 1.05 – SAFETY
CONNECTING RODS ............................. 1.15-5
SAFETY INTRODUCTION ............................. 1.05-1
PISTONS ............................................. 1.15-5
SAFETY LABELS ......................................... 1.05-5
CYLINDER SLEEVES ............................. 1.15-5
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5
CAMSHAFT .......................................... 1.15-5
ACIDS ....................................................... 1.05-5
CYLINDER HEAD AND VALVES ..................... 1.15-5
BATTERIES ................................................ 1.05-5
TURBOCHARGERS ............................... 1.15-5
BODY PROTECTION .................................... 1.05-5
INTERCOOLER ..................................... 1.15-5
CHEMICALS ............................................... 1.05-5
CARBURETOR...................................... 1.15-5
GENERAL ............................................ 1.05-5
INTAKE MANIFOLD................................ 1.15-5
CLEANING SOLVENTS........................... 1.05-5
EXHAUST MANIFOLD ............................ 1.15-5
LIQUID NITROGEN ................................ 1.05-6
INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
COMPONENTS ........................................... 1.05-6
AND CLEANERS ......................................... 1.15-6
HEATED OR FROZEN ............................ 1.05-6
ENGINE IDENTIFICATION VIEWS – F18 /
INTERFERENCE FIT .............................. 1.05-6
H24 ........................................................... 1.15-9
COOLING SYSTEM...................................... 1.05-6
ENGINE IDENTIFICATION VIEWS – L36 /
ELECTRICAL .............................................. 1.05-6
P48 ..........................................................1.15-20
GENERAL ............................................ 1.05-6
MAXIMUM SOUND PRESSURE LEVEL ..........1.15-25
IGNITION ............................................. 1.05-6
ENGINE SPECIFICATIONS...........................1.15-25
EMERGENCY SHUTDOWN ........................... 1.05-6
ENGLISH / METRIC CONVERSIONS ..............1.15-30
EXHAUST .................................................. 1.05-6
TORQUE VALUES ......................................1.15-32
FIRE PROTECTION...................................... 1.05-6
GENERAL TORQUE VALUES .......................1.15-36
FUELS ....................................................... 1.05-7
GENERAL TORQUE
GENERAL ............................................ 1.05-7
RECOMMENDATIONS ..........................1.15-36
GASEOUS............................................ 1.05-7
DECLARATION OF CONFORMITY.................1.15-41
LIQUIDS............................................... 1.05-7
DECLARATION OF INCORPORATION............1.15-42
INTOXICANTS AND NARCOTICS ................... 1.05-7 PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7
CHAPTER 2 – ENGINE SYSTEMS
PROTECTIVE GUARDS ................................ 1.05-7
Section 2.00 – SPEED GOVERNING SYSTEM DESCRIPTION
SPRINGS ................................................... 1.05-7 TOOLS ...................................................... 1.05-7 ELECTRICAL ........................................ 1.05-7
SPEED GOVERNING SYSTEM
HYDRAULIC ......................................... 1.05-7
DESCRIPTION ............................................ 2.00-1
PNEUMATIC ......................................... 1.05-7
F18 / H24 GOVERNOR ................................. 2.00-1
WEIGHT..................................................... 1.05-8
GOVERNING LINKAGE........................... 2.00-2
WELDING................................................... 1.05-8
QUICK-START OIL SUPPLY .................... 2.00-2 GOVERNOR THROTTLE CONTROL ......... 2.00-3
Section 1.10 – RIGGING AND LIFTING ENGINES
L36 / P48 GOVERNOR .................................. 2.00-3 GOVERNOR DRIVE (IF EQUIPPED) .......... 2.00-4
ENGINE RIGGING AND LIFTING .................... 1.10-1
GOVERNOR LINKAGE ........................... 2.00-4
Section 1.15 – GENERAL INFORMATION
AIR ACTUATOR FOR PSG GOVERNORS ........ 2.00-4 CONTROL PANEL ....................................... 2.00-5
i
FORM 6284-4 © 8/2012
CONTENTS Section 2.05 – FUEL SYSTEM DESCRIPTION
INTERCOOLER ..................................... 2.15-1 CARBURETORS AND INTAKE MANIFOLDS ......................................... 2.15-2
FUEL SYSTEM DESCRIPTION ....................... 2.05-1
INTAKE MANIFOLD................................ 2.15-4
CARBURETOR...................................... 2.05-1 CARBURETOR – GL............................... 2.05-2
AIR CLEANERS..................................... 2.15-4
FUEL PRESSURE REGULATOR – GL........ 2.05-3
Section 2.20 – TURBOCHARGER SYSTEM DESCRIPTION
BALANCE LINE ..................................... 2.05-3 CARBURETOR – GLD / GSID ................... 2.05-4
TURBOCHARGER SYSTEM DESCRIPTION ..... 2.20-1
FUEL PRESSURE REGULATOR – ZERO
TURBOCHARGERS ............................... 2.20-1
PRESSURE (IF EQUIPPED) ..................... 2.05-4
TURBOCHARGER WASTEGATE (IF
THROTTLE VALVES .............................. 2.05-4
EQUIPPED) .......................................... 2.20-1
MANUAL FUEL SHUTOFF VALVE (IF
TURBOCHARGER OPERATION ..................... 2.20-2
EQUIPPED) .......................................... 2.05-5
TURBOCHARGER LUBRICATION ............ 2.20-2
OPERATION ......................................... 2.05-6
TURBOCHARGER INSPECTION .............. 2.20-3
CUSTOM ENGINE CONTROL AIR / FUEL MODULE
OPERATION AND MAINTENANCE
SYSTEM .................................................... 2.05-7
TIPS .................................................... 2.20-3
SYSTEM DESCRIPTION ......................... 2.05-7
Section 2.25 – COOLING SYSTEM DESCRIPTION
OPERATOR INTERFACE ........................ 2.05-7 THEORY OF OPERATION ....................... 2.05-8
COOLING SYSTEM DESCRIPTION – F18 /
Section 2.10 – IGNITION SYSTEM DESCRIPTION
H24 ........................................................... 2.25-1 JACKET WATER PUMP (IF EQUIPPED) ..... 2.25-1
CEC IGNITION MODULE SYSTEM.................. 2.10-1
AUXILIARY WATER PUMP (IF
IGNITION SYSTEM COMPONENT
EQUIPPED) .......................................... 2.25-2
DESCRIPTION ............................................ 2.10-1
THERMOSTAT HOUSING ....................... 2.25-2
CEC IGNITION MODULE......................... 2.10-1
AUXILIARY COOLING THERMOSTATIC
CEC HALL-EFFECT PICKUP.................... 2.10-2
VALVE ................................................. 2.25-2
CEC TIMING MAGNETS.......................... 2.10-2
SURGE TANK (IF EQUIPPED) .................. 2.25-2
IGNITION COIL HARNESSES................... 2.10-2
COOLING SYSTEM DESCRIPTION – L36 /
WIRING HARNESS ................................ 2.10-2
P48 ........................................................... 2.25-3
IGNITION COILS.................................... 2.10-2
JACKET WATER PUMP (IF EQUIPPED) ..... 2.25-3
SPARK PLUGS...................................... 2.10-2
AUXILIARY WATER PUMP (IF
HAZARDOUS LOCATION IGNITION SYSTEM (CSA
EQUIPPED) .......................................... 2.25-3
APPROVED) COMPONENT DESCRIPTION
JACKET WATER HEATER (IF
(OPTIONAL) ............................................... 2.10-4
EQUIPPED) .......................................... 2.25-4
IGNITION SWITCH................................. 2.10-4
THERMOSTAT HOUSING (IF
SHIELDED IGNITION COIL ...................... 2.10-4
EQUIPPED) .......................................... 2.25-4
SHIELDED SPARK PLUG ........................ 2.10-4
AUXILIARY WATER THERMOSTATIC
PRIMARY WIRING ................................. 2.10-4
VALVE ................................................. 2.25-4
SECONDARY WIRING ............................ 2.10-5
Section 2.30 – LUBRICATION SYSTEM DESCRIPTION
IGNITION MODULE – POLARITY .................... 2.10-5 CEC GENERATOR SYSTEM DESCRIPTION ............................................ 2.10-5
LUBRICATION SYSTEM DESCRIPTION........... 2.30-1
CEC DETONATION SENSING MODULE – L36 /
OIL FLOW DESCRIPTION ....................... 2.30-1
P48 ........................................................... 2.10-6
OIL PUMP AND SUCTION LINE ................ 2.30-6 OIL PUMP ............................................ 2.30-6
Section 2.15 – AIR INTAKE SYSTEM DESCRIPTION
OIL FILTERS AND HOUSING ................... 2.30-6 OIL COOLER ........................................ 2.30-6
AIR INTAKE SYSTEM DESCRIPTION .............. 2.15-1
ii
FORM 6284-4 © 8/2012
CONTENTS PRESSURE REGULATING VALVE AND OIL
CUSTOMER-SUPPLIED SAFETY SHUTDOWN
THERMOSTAT ...................................... 2.30-7
SWITCHES........................................... 2.50-3
PISTON COOLING CONTROL VALVE ....... 2.30-8
OPTIONAL INSTRUMENT PANEL............. 2.50-4
MAGNETIC PLUG .................................. 2.30-8
PRESSURE AND TEMPERATURE SWITCH
OIL LEVEL REGULATOR – OPTIONAL....... 2.30-9
CALIBRATION....................................... 2.50-4
OIL PRESSURE........................................... 2.30-9
CHAPTER 3 – ENGINE START-UP AND SHUTDOWN
Section 2.35 – EXHAUST SYSTEM DESCRIPTION
Section 3.00 – ENGINE START-UP AND SHUTDOWN
EXHAUST SYSTEM DESCRIPTION ................ 2.35-1 EXHAUST MANIFOLD ............................ 2.35-1 EXHAUST THERMOCOUPLES (IF
PRESTART INSPECTION .............................. 3.00-1
EQUIPPED) .......................................... 2.35-1
STARTUP PROCEDURES ............................. 3.00-2
EXHAUST SYSTEM (CUSTOMER
COLD WEATHER STARTING......................... 3.00-3
SUPPLIED) ........................................... 2.35-2
PRESSURIZING ENGINES WITHOUT
TURBOCHARGER OPERATION ............... 2.35-2
PREHEATER ........................................ 3.00-3
Section 2.40 – CRANKCASE BREATHER SYSTEM DESCRIPTION
RESTART PROCEDURE ............................... 3.00-3 SHUTDOWN PROCEDURE ........................... 3.00-3 START-UP PROCEDURE – DELTEC
CRANKCASE BREATHER SYSTEM
CARBURETION ..................................... 3.00-3
DESCRIPTION ............................................ 2.40-1
PLANNED SHUTDOWN – DELTEC
F18 / H24 BREATHER SYSTEMS.............. 2.40-1
CARBURETION ..................................... 3.00-4
L36 / P48 BREATHER SYSTEMS .............. 2.40-2
EMERGENCY SHUTDOWN – DELTEC
CONNECTING TUBE.............................. 2.40-3
CARBURETION ..................................... 3.00-4
OIL SEPARATOR ASSEMBLY .................. 2.40-3
START-UP PROCEDURE – GENERATOR
ADJUSTING VALVE – GL ........................ 2.40-3
APPLICATIONS ..................................... 3.00-4
ADJUSTING VALVE – L36 / P48 GLD / GSID
START-UP PROCEDURE – COMPRESSOR
ONLY .................................................. 2.40-4
APPLICATIONS ..................................... 3.00-5
OIL SEPARATOR DRAIN............................... 2.40-4 BREATHER SYSTEM SPECIFICATIONS .......... 2.40-5
CHAPTER 4 – MAINTENANCE
CATALYTIC CONVERTER OR HEAT RECOVERY SILENCER ARRANGEMENT – GL
Section 4.00 – SPEED GOVERNING SYSTEM MAINTENANCE
ONLY .................................................. 2.40-5 CRANKCASE PRESSURE RELIEF VALVE – L36 / P48
GOVERNING SYSTEM MAINTENANCE ........... 4.00-1
ONLY ........................................................ 2.40-5
QUICK-START GOVERNOR OIL SUPPLY – F18 /
Section 2.45 – STARTING SYSTEM DESCRIPTION
H24 ONLY ............................................ 4.00-1 MAGNETIC SPEED SENSOR GAP ADJUSTMENT
AIR / GAS STARTER OPERATION .................. 2.45-1
– PSG, 4024 AND EG3P GOVERNOR
ELECTRIC STARTER OPERATION ................. 2.45-2
ONLY .................................................. 4.00-2
Section 4.05 – FUEL SYSTEM MAINTENANCE
Section 2.50 – ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION
F18 / H24 AND L36 / P48 ENGINES ................. 4.05-1 PHYSICAL REQUIREMENTS ................... 4.05-1
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION OPERATION .......................... 2.50-1
CARBURETOR ADJUSTMENT....................... 4.05-2
K-TYPE THERMOCOUPLES .................... 2.50-1
ADJUSTMENTS .................................... 4.05-3
THERMOCOUPLE JUNCTION BOX .......... 2.50-2
F18 G AND H24 G WITH IMPCO 200 D, 400 VF3 OR 600
MANUAL SHUTDOWN LEVER ................. 2.50-2
VFI CARBURETORS .................................... 4.05-4
iii
FORM 6284-4 © 8/2012
CONTENTS FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
F18 / H24 GSID WITH IMPCO 600 VFI CARBURETOR –
START-UP............................................ 4.05-4
NATURAL GAS (DRAW-THRU
PRELIMINARY SETTINGS AFTER ENGINE
CARBURETION) .........................................4.05-15
START-UP............................................ 4.05-5
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
FINAL FUEL SYSTEM ADJUSTMENTS ...... 4.05-5
START-UP...........................................4.05-15
F18 GL / H24 GL AND L36 GL / P48 GL WITH IMPCO 200
PRELIMINARY SETTINGS AFTER ENGINE
D OR 600 VFI CARBURETORS NATURAL GAS (BLOW-
START-UP...........................................4.05-15
THRU CARBURETION)................................. 4.05-7
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-15
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
F18 G / H24 G DUAL-FUEL – NATURAL GAS OR
START-UP............................................ 4.05-7
PROPANE .................................................4.05-15
PRELIMINARY SETTINGS AFTER ENGINE
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
START-UP............................................ 4.05-7
START-UP...........................................4.05-15
FINAL FUEL SYSTEM ADJUSTMENTS ...... 4.05-7
PRELIMINARY SETTINGS AFTER ENGINE
F18 GL / H24 GL WITH IMPCO 400 VF3 CARBURETORS
START-UP...........................................4.05-16
– NATURAL GAS OR LOW-COMPRESSION RATIO
F18 G / H24 G DUAL-FUEL – NATURAL GAS OR
(NATURAL GAS OR PROPANE) (BLOW-THRU
DIGESTER GAS .........................................4.05-17
CARBURETION) .......................................... 4.05-8
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
START-UP...........................................4.05-17
START-UP............................................ 4.05-8
PRELIMINARY SETTINGS AFTER ENGINE
PRELIMINARY SETTINGS AFTER ENGINE
START-UP...........................................4.05-18
START-UP............................................ 4.05-8
F18 / H24 GLD AND L36 / P48 GLD / GSID WITH DELTEC
FINAL FUEL SYSTEM ADJUSTMENTS ...... 4.05-8
CARBURETORS – DUAL-FUEL .....................4.05-18
F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH
PHYSICAL REQUIREMENTS ..................4.05-18
IMPCO 600 VFI CARBURETORS (DRAW-THRU
FUEL SYSTEM ADJUSTMENT
CARBURETION) .......................................... 4.05-9
PROCEDURE.......................................4.05-19
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
HIGH RATING (HR) 12.1 / 13.7 BAR (176 / 200 BMEP)
START-UP............................................ 4.05-9
GLD / 2 WITH DELTEC CARBURETORS AND DUNGS
PRELIMINARY SETTINGS AFTER ENGINE
REGULATOR .............................................4.05-21
START-UP...........................................4.05-10
PHYSICAL REQUIREMENTS ..................4.05-21
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-10
FUEL SYSTEM ADJUSTMENT
F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH
PROCEDURE.......................................4.05-21
DELTEC CARBURETORS (DRAW-THRU
Section 4.10 – IGNITION SYSTEM MAINTENANCE
CARBURETION) .........................................4.05-12 PHYSICAL REQUIREMENTS ..................4.05-12
IGNITION SYSTEM MAINTENANCE ................ 4.10-1
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
HALL-EFFECT PICKUP – CEC IGNITION
START-UP...........................................4.05-13
MODULE.............................................. 4.10-1
PRELIMINARY SETTINGS AFTER ENGINE
CEC TIMING MAGNET CLEANING AND
START-UP...........................................4.05-13
INSPECTION ........................................ 4.10-2
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-14
HALL-EFFECT PICKUP
L36 GSID / P48 GSID WITH DELTEC CARBURETORS –
INSTALLATION ..................................... 4.10-2
NATURAL GAS OR PROPANE (DRAW-THRU
HALL-EFFECT PICKUP – L36 / P48 ........... 4.10-2
CARBURETION) .........................................4.05-14
IGNITION MODULE SWITCH
PHYSICAL REQUIREMENTS ..................4.05-14
SETTINGS............................................ 4.10-4
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
SPARK PLUG MAINTENANCE ....................... 4.10-5
START-UP...........................................4.05-14
SPARK PLUG REMOVAL – STANDARD
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-15
IGNITION ............................................. 4.10-5 SPARK PLUG REMOVAL – CSA SHIELDED IGNITION ............................................. 4.10-5
iv
FORM 6284-4 © 8/2012
CONTENTS SPARK PLUG INSTALLATION – CSA SHIELDED
JACKET WATER AND AUXILIARY COOLING WATER
IGNITION ............................................. 4.10-6
CIRCUITS – DRAIN AND FLUSH, F18 / H24 ...... 4.25-3
CSA SHIELDED IGNITION SYSTEM
JACKET WATER CIRCUIT – INITIAL FILL, L36 /
MAINTENANCE........................................... 4.10-8
P48 ........................................................... 4.25-5
IGNITION COILS.................................... 4.10-9
AUXILIARY WATER CIRCUIT – INITIAL FILL, L36 /
SHIELDED IGNITION TIMING..................4.10-10
P48 ........................................................... 4.25-6
SPARK PLUG SPECIFICATIONS ...................4.10-10
COOLING WATER SYSTEM AIR BLEED – L36 /
IGNITION MODULE.....................................4.10-12
P48 ........................................................... 4.25-7
POWER SUPPLY ..................................4.10-12
INITIAL AIR BLEED (ENGINE NOT
IGNITION MODULE LEDS ......................4.10-13
RUNNING)............................................ 4.25-8
CEC IGNITION MODULE TIMING ADJUSTMENT –
CHECK AIR BLEED (ENGINE NOT
DYNAMIC............................................4.10-13
RUNNING)............................................ 4.25-9
BASIC TIMING SPECIFICATION – CEC.....4.10-15
FINAL AIR BLEED (ENGINE NOT
CEC GENERATOR SERVICING.....................4.10-15
RUNNING)............................................ 4.25-9 JACKET WATER AND AUXILIARY COOLING WATER
Section 4.15 – AIR INTAKE SYSTEM MAINTENANCE
CIRCUITS – DRAIN AND FLUSH, L36 / P48....... 4.25-9 JACKET WATER HEATER MAINTENANCE – F18 /
AIR INTAKE SYSTEM MAINTENANCE............. 4.15-1
H24 ....................................................4.25-11
AIR FILTER MAINTENANCE .................... 4.15-1
JACKET WATER HEATER MAINTENANCE – L36 /
FILTER REPLACEMENT – F18 / H24 G /
P48 ....................................................4.25-12
GL....................................................... 4.15-2
Section 4.30 – LUBRICATION SYSTEM MAINTENANCE
FILTER REPLACEMENT – F18 / H24 GSID / GLD .................................................... 4.15-3 FILTER REPLACEMENT – L36 / P48
OIL PREHEAT / PRELUBE ............................. 4.30-1
GL....................................................... 4.15-4
OPERATION ......................................... 4.30-1
FILTER REPLACEMENT – L36 / P48 GSID /
PRELUBE (FOR AUTOMATIC START
GLD .................................................... 4.15-5
UNITS)................................................. 4.30-1
WASTEGATE VENT TUBE ............................ 4.15-7
OIL PRESSURE GAUGE ............................... 4.30-1 RECOMMENDED OIL CHANGE
Section 4.20 – TURBOCHARGER SYSTEM MAINTENANCE
INTERVALS ................................................ 4.30-2 OIL CHANGE PROCEDURE – F18 / H24........... 4.30-2
TURBOCHARGER INSPECTION .................... 4.20-1
OIL CHANGE PROCEDURE – L36 / P48 ........... 4.30-3
TURBOCHARGER LUBRICATION .................. 4.20-1
MICROSPIN CLEANABLE OIL-FILTERING
TURBOCHARGER OPERATION ..................... 4.20-1
SYSTEM .................................................... 4.30-4
MAGNETIC PLUG .................................. 4.20-2
INITIAL MICROSPIN CENTRIFUGE
OIL SUPPLY / RETURN TUBE CLAMP ............. 4.20-2
INSPECTION ........................................ 4.30-6
LCR WASTEGATE ADJUSTMENT FOR
STARTING MICROSPIN CENTRIFUGE ...... 4.30-6
ELEVATION ................................................ 4.20-3
SERVICING MICROSPIN
ENGINE SHUTDOWN............................. 4.20-3
CENTRIFUGE ....................................... 4.30-6
WASTEGATE REMOVAL ........................ 4.20-4
SHELL AND TUBE OIL COOLER
WASTEGATE ADJUSTMENTS ................. 4.20-4
MAINTENANCE..........................................4.30-11
Section 4.25 – COOLING SYSTEM MAINTENANCE
PRELUBE / POSTLUBE SYSTEM...................4.30-14 PRELUBE / POSTLUBE SPECIFICATIONS .................................4.30-14
JACKET WATER CIRCUIT – INITIAL FILL, F18 /
ELECTRIC PRELUBE MOTOR ................4.30-14
H24 ........................................................... 4.25-1
Section 4.35 – EXHAUST SYSTEM MAINTENANCE
AUXILIARY COOLING WATER CIRCUIT – INITIAL FILL, F18 / H24.................................................... 4.25-2 COOLING WATER SYSTEM AIR BLEED – F18 /
EXHAUST SYSTEM MAINTENANCE ............... 4.35-1
H24 ........................................................... 4.25-3
v
FORM 6284-4 © 8/2012
CONTENTS BACKPRESSURE MEASUREMENT .......... 4.35-1
176 BMEP Engines, Normal Temperature ......................................... 4.50-3
Section 4.40 – CRANKCASE BREATHER SYSTEM MAINTENANCE
176 BMEP Engines, Optional Temperature ......................................... 4.50-3
CRANKCASE BREATHER SYSTEM ................ 4.40-1
200 BMEP Engines, Normal Temperature (GLD
OIL SEPARATOR MAINTENANCE .................. 4.40-1
Only) ................................................... 4.50-3
FILTER ELEMENT REPLACEMENT F18 GL AND
JACKET WATER TEMPERATURE ............ 4.50-3
H24 GL CLOSED BREATHER
INTAKE MANIFOLD TEMPERATURE ........ 4.50-3
SYSTEM .............................................. 4.40-2
INTAKE MANIFOLD PRESSURE............... 4.50-3
CRANKCASE PRESSURE ............................. 4.40-2
ENGINE OVERSPEED SHUTDOWN SYSTEM
CRANKCASE PRESSURE CHECK............ 4.40-2
OPERATION ............................................... 4.50-3
BREATHER EJECTOR ADJUSTMENT....... 4.40-4
ROUTINE INSPECTION ................................ 4.50-5
CLOSED BREATHER BUTTERFLY VALVE
Section 4.55 – VALVE ADJUSTMENT
ADJUSTMENT ...................................... 4.40-4 CRANKCASE BREATHER REGULATOR –
ROCKER ARM COVER REMOVAL.................. 4.55-1
CLEANING AND INSPECTION ................. 4.40-5
STANDARD COIL .................................. 4.55-1
REGULATOR FOAM CLEANING AND
FLANGE-MOUNTED COIL (CSA) .............. 4.55-2
INSPECTION ........................................ 4.40-6
VALVE ADJUSTMENT ............................ 4.55-3
CRANKCASE PRESSURE RELIEF VALVE
ROCKER ARM COVER
MAINTENANCE – L36 / P48 ........................... 4.40-7
INSTALLATION ..................................... 4.55-4
Section 4.45 – STARTING SYSTEM MAINTENANCE
Section 4.60 – MAINTENANCE SCHEDULE
ELECTRIC STARTER MAINTENANCE............. 4.45-1
MAINTENANCE CHART................................ 4.60-1
AIR / GAS STARTER MAINTENANCE .............. 4.45-1
RECOMMENDED OIL CHANGE
AIR STARTER LUBRICATOR ................... 4.45-1
INTERVALS ................................................ 4.60-4
ALTERNATOR ............................................ 4.45-2
ENGINE PERFORMANCE RECORD................ 4.60-5
BATTERY CONNECTION ........................ 4.45-2 ALTERNATOR SERVICING ..................... 4.45-2
CHAPTER 5 – TROUBLESHOOTING
ALTERNATOR NOISE ............................ 4.45-3
Section 5.00 – TROUBLESHOOTING
ALTERNATOR V-BELT TENSION ................... 4.45-3
TROUBLESHOOTING TABLE ........................ 5.00-1
V-BELT MAINTENANCE................................ 4.45-4
Section 5.05 – STORAGE
Section 4.50 – ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE
ENGINE STORAGE – GENERAL..................... 5.05-1 WAUKESHA PRESERVATIVE OIL................... 5.05-1
ENGINE PROTECTION SHUTDOWN SYSTEM
OTHER PRESERVATIVE OILS AND
MAINTENANCE........................................... 4.50-1
MATERIALS................................................ 5.05-3
K-TYPE THERMOCOUPLE
ENGINES RETURNED TO SERVICE AFTER
INSPECTION ........................................ 4.50-1
STORAGE .................................................. 5.05-4
MANUAL SHUTDOWN LEVER MAINTENANCE..................................... 4.50-2
APPENDIX A – WARRANTY
PRESSURE AND TEMPERATURE SWITCH CALIBRATION....................................... 4.50-2 RECOMMENDED SHUTDOWN SETPOINTS................................................ 4.50-2 OIL HEADER PRESSURE........................ 4.50-2 F18 / H24:............................................. 4.50-2 L36 / P48: ............................................. 4.50-3 OIL HEADER TEMPERATURE ................. 4.50-3
vi
FORM 6284-4 © 8/2012
HOW TO USE THIS MANUAL Your purchase of a Waukesha VHP engine was a wise investment. Thank you for your order. In the industrial engine field, the name Waukesha stands for quality and durability. With proper care and maintenance, this engine will provide many years of reliable service.
This manual contains both operation and maintenance instructions. There are five chapters within the manual and each chapter contains one or more sections. The title of each chapter or section appears at the top of each page. To locate information on a specific topic, refer to the Table of Contents at the front of the manual.
Before placing the engine in service, read Chapters 1 and 3 very carefully. These chapters cover Safety, General Information and Engine Operation.
ALWAYS BE ALERT FOR THE SPECIAL WARNINGS WITHIN THE MANUAL TEXT. THESE WARNINGS PRECEDE INFORMATION THAT IS CRUCIAL TO YOUR SAFETY AS WELL AS OTHER PERSONNEL WORKING ON OR NEAR THE ENGINE. CAUTIONS, NOTICES AND NOTES IN THE MANUAL CONTAIN INFORMATION THAT RELATES TO POSSIBLE DAMAGE TO THE ENGINE OR ITS COMPONENTS DURING ENGINE OPERATION OR MAINTENANCE PROCEDURES.
Always be alert for the special warnings within the manual text. These warnings precede information that is crucial to your safety as well as other personnel working on or near the engine. Section 1.00 – “Safety Labels and Locations” – Provides the location of all warning tags and labels and a duplicate of each tag is illustrated in case the labels or tags become lost or damaged.
Recommendations and data contained in the manual are the latest information available at the time of this printing and are subject to change without notice. Consult your local distributor or Waukesha Service Operations Department for updated information as well as information on subjects beyond the scope of this manual.
Section 1.05 – “Safety” – Provides a list of dangers, warnings, cautions and notices to make you aware of the dangers present during operation and maintenance of the engine. READ THEM CAREFULLY AND FOLLOW THEM COMPLETELY. Section 1.10 – “Rigging and Lifting Engines”– Provides information on engine weights and proper lifting procedures. Section 1.15 – “General Information” – Provides basic engine data such as nameplate data, component weights, torque specifications and clearances. This section also supplies torque values of metric and standard capscrews as well as conversion data. Chapter 2 – Engine Systems – Provides an overview of the Engine System Manager (ESM) and basic information on each engine system. Chapter 3 – Engine Start-up and Shutdown – Provides prestart inspection, troubleshooting, routine start-up and shutdown. Chapter 4 – Maintenance – Provides information for operators’ care of Waukesha engines. Chapter 5– Troubleshooting and Storage – Provides basic engine troubleshooting, maintenance schedule and storage procedures.
vii
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FORM 6284-4 © 8/2012
SAFETY AND GENERAL SECTION 1.00 SAFETY LABELS AND LOCATIONS SAFETY LABELS AND LOCATIONS ! WARNING
!
All safety labels must be legible to alert personnel of safety hazards. Replace any illegible or missing labels immediately. Safety labels removed during any repair work must be replaced in their original position before the engine is placed back into service. Do not operate the engine if there are missing or badly worn safety labels.
NOTE: The labels shown in this manual are for the current production engine and are subject to change. Clean surfaces of engine of all dirt, oil, etc., before applying labels. The safety labels on the engine have specific placement, and must be replaced if they are defaced or removed for any reason. Replacement safety labels should be ordered through Waukesha.
1.00-1
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS Table 1.00-1: Safety Labels – VGF F18 / F24 PART NUMBER
SIGNAL WORD
DESCRIPTION To Service Heater
209107M
CAUTION
1. 2. 3.
Turn Power Off Close Shutoff Valves Drain Heater
NOTE: Open valves before turning heater on. 211900
DANGER
Disconnect power source before accessing enclosure. Contact with live electrical components will cause severe injury or death.
211900B
DANGER
The fuel system requires a shut-off valve that opens and closes whenever engine rotation ceases. Failure to provide the valve will cause an explosive environment resulting in severe personal injury or death.
211910K
WARNING
Operate engine with safety guards in place. Contact with rotating components could result in severe personal injury or death.
211910L
WARNING
Operate engine with safety guards in place. Contact with rotating components could result in severe personal injury or death.
211910N
WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may cause regulator to burst and could result in severe personal injury or death.
211910T
WARNING
Do not exceed maximum gas inlet pressure. See starter label. Overpressure may cause regulator to burst and could result in severe personal injury or death.
211910W
WARNING
Vent flammable gas from this connection in accordance with local codes. Improper venting could result in severe personal injury or death.
211911B
WARNING
This engine has been built without engine protection equipment. Failure to provide protective devices according to Waukesha S-8382 may result in severe personal injury or death.
211911J
WARNING
Do not engage barring device while engine is cranking or running. Engagement could result in severe personal injury or death.
211920B
CAUTION
Eye and ear protection required when operating or adjusting engine. Failure to wear proper equipment could result in personal injury or death.
211920E
CAUTION
Do not contact hot components. Contact with hot components could result in severe burns or personal injury.
211930A
SAFETY INSTRUCTIONS
Follow engine Rigging and Lifting Instructions in Operation and Maintenance manual.
211930C
SAFETY INSTRUCTIONS
Following engine Rigging and Lifting Instructions in Operation and Maintenance manual.
1.00-2
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS
P/N 211910K P/N 211930C P/N 211930A
P/N 211910L
P/N 211900B
Figure 1.00-1: Safety Label Locations
1.00-3
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS
P/N 211920E
P/N 211910W
P/N 211910T
P/N 211910N IMPCO GLD
P/N 211900
P/N 211920B P/N 211910N F18/H24G/GL
P/N 211920E
P/N 211910W
P/N 211911B
P/N 211910N F18/H24G/GL
P/N 211911J
Figure 1.00-2: Safety Label Locations – VGF F18 / H24 Right and Left Side
1.00-4
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS Table 1.00-2: Safety Labels – VGF 12- and 16-Cylinder Engines PART NUMBER
SIGNAL WORD
DESCRIPTION
211900
DANGER
Disconnect power source before accessing enclosure. Contact with live electrical components will cause severe injury or death.
211900B
DANGER
The fuel system requires a shut-off valve that opens and closes whenever engine rotation ceases. Failure to provide the valve will cause an explosive environment resulting in severe personal injury or death.
211910K
WARNING
Operate engine with safety guards in place. Contact with rotating components could result in severe personal injury or death.
211910L
WARNING
Operate engine with safety guards in place. Contact with rotating components could result in severe personal injury or death.
211910N
WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may cause regulator to burst and could result in severe personal injury or death.
211910S
WARNING
Vent flammable gas from this connection in accordance with local codes. Improper venting could result in severe personal injury or death.
211910T
WARNING
Do not exceed maximum gas inlet pressure. See starter label. Overpressure may cause regulator to burst and could result in severe personal injury or death.
211910W
WARNING
Vent flammable gas from this connection in accordance with local codes. Improper venting could result in severe personal injury or death.
211911B
WARNING
This engine has been built without engine protection equipment. Failure to provide protective devices according to Waukesha S-8382 may result in severe personal injury or death.
211911J
WARNING
Do not engage barring device while engine is cranking or running. Engagement could result in severe personal injury or death.
211920B
CAUTION
Eye and ear protection required when operating or adjusting engine. Failure to wear proper equipment could result in personal injury or death.
211920D
CAUTION
Do not contact hot components. Contact with hot components could result in severe burns or personal injury.
211930A
SAFETY INSTRUCTIONS
Follow engine Rigging and Lifting Instructions in Operation and Maintenance manual.
1.00-5
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS
P/N 211900B P/N 211920B
P/N 211910N
P/N 211920D
P/N 211910W P/N 211911B
P/N 211930C P/N 211910K
P/N 211911J
P/N 211920D
P/N 211910T P/N 211930C P/N 211910K
P/N 211910S P/N 211900 Figure 1.00-3: Safety Label Locations – VGF L36 / P48 Left and Right Side
1.00-6
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS P/N 211920D
P/N 211910N
P/N 211930C
P/N 211910L
Figure 1.00-4: Safety Label Locations – VGF L36 / P48 Front and Rear View
211900B 209107M
211910K 211900
1.00-7
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS
211910T
Vent flammable gas from this connection in accordance with local codes. Improper venting could result in severe personal injury or death.
211910L
211910W
211910N 211911B
211910S
1.00-8
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS
211920D
211911J
211911J
Eye and ear protection required when operating or adjusting engine. Failure to wear proper equipment could result in severe personal injury. 211920B
211920B
211930A
211920E
1.00-9
FORM 6284-4 © 8/2012
SAFETY LABELS AND LOCATIONS
211930C
1.00-10
FORM 6284-4 © 8/2012
SECTION 1.05 SAFETY SAFETY INTRODUCTION The following safety precautions are published for your information. Waukesha does not, by the publication of these precautions, imply or in any way represent that they are the sum of all dangers present near industrial engines or fuel rating test units. If you are installing, operating, or servicing a Waukesha product, it is your responsibility to ensure full compliance with all applicable safety codes and requirements. All requirements of the Federal Occupational Safety and Health Act must be met when Waukesha products are operated in areas that are under the jurisdiction of the United States of America. Waukesha products operated in other countries must be installed, operated and serviced in compliance with any and all applicable safety requirements of that country. For details on safety rules and regulations in the United States, contact your local office of the Occupational Safety and Health Administration (OSHA). The words DANGER, WARNING, CAUTION and NOTICE are used throughout this manual to highlight important information. Be certain that the meanings of these alerts are known to all who work on or near the equipment.
!
This safety alert symbol appears with most safety statements. It means attention, become alert, your safety is involved! Please read and abide by the message that follows the safety alert symbol.
! DANGER Indicates a hazardous situation which, if not avoided, will result in death or serious injury.
! WARNING Indicates a hazardous situation which, if not avoided, could result in death or serious injury.
! CAUTION Indicates a hazardous situation which, if not avoided, could result in minor or moderate injury.
Follow the safety information throughout this manual in addition to the safety policies and procedures of your employer.
NOTICE Indicates a situation which can cause damage to the engine, personal property and/or the environment, or cause the equipment to operate improperly. NOTE: Indicates a procedure, practice or condition that should be followed in order for the engine or component to function in the manner intended.
1.05-1
FORM 6284-4 © 8/2012
SAFETY Table 1.05-1: Safety Symbol Definitions Symbol
Symbol
Description A black graphical symbol inside a yellow triangle with a black triangular band defines a safety sign that indicates a hazard. A black graphical symbol inside a red circular band with a red diagonal bar defines a safety sign that indicates that an action shall not be taken or shall be stopped. A white graphical symbol inside a blue circle defines a safety sign that indicates that an action that shall be taken to avoid a hazard. Warnings
!
Description
Burst/Pressure Hazard
Crush Hazard (Hand)
Crush Hazard (Side)
Crush Hazard (Side Pinned)
Safety Alert Symbol
Crush Hazard (Top) Asphyxiation Hazard
Electrical Shock Hazard Burn Hazard
Entanglement Hazard Burn Hazard (Chemical)
Explosion Hazard Burn Hazard (Hot Liquid)
Fire Hazard Burn Hazard (Steam)
1.05-2
FORM 6284-4 © 8/2012
SAFETY Symbol
Description
Symbol
Description Prohibitions
Flying Object Hazard Do not operate with guards removed
Hazardous Chemicals Do not leave tools in the area
High-Pressure Hazard Drugs and Alcohol Prohibited
Impact Hazard
Lifting/Transporting only by qualified personnel
Pinch-Point Hazard Welding only by qualified personnel
Mandatory Actions
Pressure Hazard
Read Manufacturer’s Instructions Puncture Hazard Wear Eye Protection Sever Hazard Wear Personal Protective Equipment (PPE) Sever Hazard (Rotating Blade) Wear Protective Gloves
1.05-3
FORM 6284-4 © 8/2012
SAFETY Symbol
Description
ERGENC M
Y
E
Miscellaneous
Emergency Stop STOP
Grounding Point
PE
Physical Earth
Use Emergency Stop (E-Stop); Stop Engine
1.05-4
FORM 6284-4 © 8/2012
SAFETY ACIDS
! WARNING
Always read and comply with the acid manufacturer’s recommendations for proper use and handling of acids.
The safety messages that follow have WARNING level hazards.
SAFETY LABELS
!
All safety labels must be legible to alert personnel of safety hazards. Replace any illegible or missing labels immediately. Safety labels removed during any repair work must be replaced in their original position before the engine is placed back into service.
BATTERIES Always read and comply with the battery manufacturer’s recommendations for procedures concerning proper battery use and maintenance. Batteries contain sulfuric acid and generate explosive mixtures of hydrogen and oxygen gases. Keep any device that may cause sparks or flames away from the battery to prevent explosion.
EQUIPMENT REPAIR AND SERVICE Always stop the engine before cleaning, servicing or repairing the engine or any driven equipment. • Place all controls in the OFF position and disconnect or lock out starters to prevent accidental restarting. • If possible, lock all controls in the OFF position and remove the key. • Put a sign on the control panel warning that the engine is being serviced. • Close all manual control valves. • Disconnect and lock out all energy sources to the engine, including all fuel, electric, hydraulic and pneumatic connections. • Disconnect or lock out driven equipment to prevent the possibility of the driven equipment rotating the disabled engine. Allow the engine to cool to room temperature before cleaning, servicing or repairing the engine. Some engine components and fluids are extremely hot even after the engine has been shut down. Allow sufficient time for all engine components and fluids to cool to room temperature before attempting any service procedure. Exercise extreme care when moving the engine or its components. Never walk or stand directly under an engine or component while it is suspended. Always consider the weight of the engine or the components involved when selecting hoisting chains and lifting equipment. Be positive about the rated capacity of lifting equipment. Use only properly maintained lifting equipment with a lifting capacity that exceeds the known weight of the object to be lifted.
Always wear protective glasses or goggles and protective clothing when working with batteries. You must follow the battery manufacturer’s instructions on safety, maintenance and installation procedures.
BODY PROTECTION Always wear OSHA-approved body, sight, hearing and respiratory system protection. Never wear loose clothing, jewelry or long hair around an engine.
CHEMICALS GENERAL Always read and comply with the safety labels on all containers. Do not remove or deface the container labels.
CLEANING SOLVENTS
1.05-5
Always read and comply with the solvent manufacturer’s recommendations for proper use and handling of solvents. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning.
FORM 6284-4 © 8/2012
SAFETY LIQUID NITROGEN
Disconnect all electrical power supplies before making any connections or servicing any part of the electrical system.
Always read and comply with the liquid nitrogen manufacturer’s recommendations for proper use and handling of liquid nitrogen.
Always label “high voltage” on enginemounted equipment over 24 volts nominal.
COMPONENTS HEATED OR FROZEN Always wear protective equipment when installing or removing heated or frozen components. Some components are heated or cooled to extreme temperatures for proper installation or removal.
IGNITION Avoid contact with ignition units and wiring. Ignition system components can store electrical energy, and if contacted, can cause electrical shock.
INTERFERENCE FIT
Properly discharge any electrical component that has the capability to store electrical energy before connecting or servicing that component.
Always wear protective equipment when installing or removing components with an interference fit. Installation or removal of interference components may cause flying debris.
EMERGENCY SHUTDOWN
COOLING SYSTEM
An Emergency Shutdown must never be used for a normal engine shutdown. Doing so may result in unburned fuel in the exhaust manifold. Failure to comply increases the risk of an exhaust explosion.
Always wear protective equipment when venting, flushing or blowing down the cooling system. Operational coolant temperatures can range from 180° – 250°F (82° – 121°C).
EXHAUST
Do not service the cooling system while the engine is operating or when the coolant or vapor is hot. Operational coolant temperatures can range from 180° – 250°F (82° – 121°C).
Do not inhale engine exhaust gases. Ensure that exhaust systems are leakfree and that all exhaust gases are properly vented to the outside of the building.
ELECTRICAL
Do not touch or service any heated exhaust components. Allow sufficient time for exhaust components to cool to room temperature before attempting any service procedure.
GENERAL Equipment must be grounded by qualified personnel in accordance with IEC (International Electric Code) and local electrical codes.
FIRE PROTECTION
Do not install, set up, maintain or operate any electrical components unless you are a technically qualified individual who is familiar with the electrical elements involved.
1.05-6
See local and federal fire regulations for guidelines for proper site fire protection.
FORM 6284-4 © 8/2012
SAFETY PROTECTIVE GUARDS
FUELS GENERAL
Provide guarding to protect persons or structures from rotating or heated parts. It is the responsibility of the engine owner to specify and provide guarding. See OSHA standards on “machine guarding” for details on safety rules and regulations concerning guarding techniques.
Ensure that there are no leaks in the fuel supply. Engine fuels are highly combustible and can ignite or explode.
SPRINGS
GASEOUS
Use appropriate equipment and protective gear when servicing or using products that contain springs. Springs, under tension or compression, can eject if improper equipment or procedures are used.
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
Shut off the fuel supply if a gaseous engine has been cranked excessively without starting. Crank the engine to purge the cylinders and exhaust system of accumulated unburned fuel. Failure to purge accumulated unburned fuel in the engine and exhaust system can result in an explosion.
TOOLS ELECTRICAL Do not install, set up, maintain or operate any electrical tools unless you are a technically qualified individual who is familiar with them.
LIQUIDS Use protective equipment when working with liquids and related components. Liquids can be absorbed into the body.
HYDRAULIC Do not install, set up, maintain or operate any hydraulic tools unless you are a technically qualified individual who is familiar with them. Hydraulic tools use extremely high hydraulic pressure.
INTOXICANTS AND NARCOTICS
Always follow recommended procedures when using hydraulic tensioning devices.
Do not allow anyone under the influence of intoxicants and/or narcotics to work on or around industrial engines. Workers under the influence of intoxicants and/or narcotics are a hazard to both themselves and other employees.
PNEUMATIC
PRESSURIZED FLUIDS / GAS / AIR Never use pressurized fluids/gas/air to clean clothing or body parts. Never use body parts to check for leaks or flow rates. Observe all applicable local and federal regulations relating to pressurized fluids/ gas/air.
1.05-7
Do not install, set up, maintain or operate any pneumatic tools unless you are a technically qualified individual who is familiar with them. Pneumatic tools use pressurized air.
FORM 6284-4 © 8/2012
SAFETY WEIGHT
! CAUTION Always consider the weight of the item being lifted and use only properly rated lifting equipment and approved lifting methods.
The safety message that follows has a CAUTION level hazard. Ensure that all tools and other objects are removed from the unit and any driven equipment before restarting the unit.
Never walk or stand under an engine or component while it is suspended.
WELDING Comply with the welder manufacturer’s recommendations for procedures concerning proper use of the welder.
1.05-8
FORM 6284-4 © 8/2012
SAFETY NOTICE The safety messages that follow have NOTICE level hazards. Ensure that the welder is properly grounded before attempting to weld on or near an engine. Disconnect the ignition harness and electronically controlled devices before welding with an electric arc welder on or near an engine. Failure to disconnect the harnesses and electronically controlled devices could result in severe engine damage.
1.05-9
FORM 6284-4 © 8/2012
SAFETY
This Page Intentionally Left Blank
1.05-10
FORM 6284-4 © 8/2012
SECTION 1.10 RIGGING AND LIFTING ENGINES ENGINE RIGGING AND LIFTING ! WARNING Exercise extreme care when moving the engine or its components. Never walk or stand directly under an engine or component while it is suspended. Always consider the weight of the engine or the components involved when selecting hoisting chains and lifting equipment. Be positive about the rated capacity of lifting equipment. Use only properly maintained lifting equipment with a lifting capacity which exceeds the known weight of the object to be lifted.
!
To avoid personal injury or death, follow approved rigging procedures to ensure no undue strain on the lifting eyes, chains and cables when lifting the engine. Attach the hook of the hoisting chain to the lifting eye. Bring the chain straight up and attach to a certified spreader bar that meets OSHA standards (see Figure 1.10-1, Figure 1.10-2, Figure 1.10-4 and Figure 1.10-5). Repeat the procedure for each lifting eye. NOTE: The lifting cable or chain must be within 15° of vertical.
ALWAYS include the weight of the engine, the components and the lifting device to ensure the lifting equipment’s capacity is not exceeded when calculating the weight to be lifted.
1.10-1
FORM 6284-4 © 8/2012
RIGGING AND LIFTING ENGINES Table 1.10-1 shows the approximate dry weight of the VGF engines. Table 1.10-1: Engine Dry Weights ITEM DESCRIPTION
F18
H24
L36
P48
Engine with Shipping Skid
5,500 lb (2,500 kg)
7,200 lb (3,272 kg)
11,536 lb (5,233 kg)
15,282 lb (6,932 kg)
–
–
336 lb (153 kg)
382 lb (174 kg)
342 lb (155 kg)
342 lb (155 kg)
270 lb (123 kg)
270 lb (123 kg)
Cylinder Head
80 lb (36 kg)
80 lb (36 kg)
80 lb (36 kg)
80 lb (36 kg)
Turbocharger
43 lb (20 kg)
43 lb (20 kg)
48 lb (22 kg)
48 lb (22 kg)
243 lb (110 kg)
243 lb (110 kg)
342 lb (155 kg)
342 lb (155 kg)
Oil Pump Without Gear
47 lb (21 kg)
48 lb (22 kg)
93 lb (42 kg)
93 lb (42 kg)
Oil Pump with Gear
53 lb (24 kg)
54 lb (25 kg)
106 lb (48 kg)
106 lb (48 kg)
Shipping Skid Flywheel
Intercooler Without Piping
1
2
Figure 1.10-1: Correct Method of Lifting F18 / H24 Engine – Side Views 1 - Left-Side View
2 - Right-Side View
1.10-2
FORM 6284-4 © 8/2012
RIGGING AND LIFTING ENGINES NOTE: L36/P48 – Disconnect the manual shutdown lever linkage to provide clearance for the hoisting chain (see Figure 1.10-3). 1
2
Figure 1.10-3: Lifting Chain Clearance 1 - Manual Lever
2 - Linkage
Figure 1.10-2: Correct Method of Lifting F18 / H24 Engine – Rear View
1
2
Figure 1.10-4: Correct Method of Lifting L36 / P48 Engine – Side Views 1 - Left-Side View
2 - Right-Side View
1.10-3
FORM 6284-4 © 8/2012
RIGGING AND LIFTING ENGINES
Figure 1.10-5: Correct Method of Lifting L36 / P48 Engine – Front View
1.10-4
FORM 6284-4 © 8/2012
SECTION 1.15 GENERAL INFORMATION INTRODUCTION TO THE VGF MODELS Waukesha manufactures both inline and vee block VGF engines. Inline engines are designated the F18 (6cylinder) and H24 (8-cylinder). Vee block engines are designated the L36 (12-cylinder) and P48 (16-cylinder). The VGF F18 engine is a 6-cylinder, 4-cycle engine, and has a total cylinder displacement of 1,096 cu. in. (18 liters). The F18 bore and stroke is 5.98 x 6.5 in. (152 x 165 mm), and piston speed is 1,950 feet per minute (9.9 meters per second) at 1,800 rpm. The VGF H24 engine is an 8-cylinder, 4-cycle engine, and has a total cylinder displacement of 1,462 cu. in. (24 liters). The H24 bore and stroke is 5.98 x 6.5 in. (152 x 165 mm), and piston speed is 1,950 feet per minute (9.9 meters per second) at 1,800 rpm. The VGF L36 model is a 12-cylinder, 4-cycle engine, and has a total cylinder displacement of 2,193 cu. in. (35.9 liters). The L36 bore and stroke is 5.98 x 6.5 in. (152 x 165 mm) and piston speed is 1,950 feet per minute (9.9 meters per second) at 1,800 rpm. The engine rotates in a counterclockwise direction (facing the flywheel). The VGF P48 model is a 16-cylinder, 4-cycle engine, and has a total cylinder displacement of 2,924 cu. in. (47.9 liters). The P48 bore and stroke is 5.98 x 6.5 in. (152 x 165 mm) and piston speed is 1,950 feet per minute (9.9 meters per second) at 1,800 rpm (same as L36). The engine rotates in a counterclockwise direction (facing the flywheel). Both inline and vee block VGF engines are available in GL, GLD or GSID configurations. The F18/H24 engine also comes in a G configuration. The GL and GLD models have a compression ratio of 11:1. The GL LCR model (F18/H24 and L36 engines) has a compression ratio of 8.7:1. The G/GSID model has a compression ratio of 8.6:1. The F18/H24 G engine is a non-turbocharged rich combustion (stoichiometric) engine that operates on natural gas for reduced emissions.
The GL engine operates on natural gas and is designed to burn a lean air/fuel mixture for low fuel consumption and reduced emissions. GL engines are equipped with a turbocharger that “forces” high-velocity ambient air through the intercooler, carburetor and intake manifold, before entering the combustion chamber. The GLD engine is also a lean-burn combustion engine, except this engine uses a “draw-thru” fuel system. The turbocharger “draws” the air/fuel mixture from the carburetors to the turbocharger, then forces the mixture into the intercooler, intake manifold and finally into the combustion chamber. This system allows operation with a much lower fuel pressure than the GL series. The GSID engine is a rich combustion (stoichiometric) engine that uses a “draw-thru” fuel system. The turbocharger “draws” the air/fuel mixture from the carburetors to the turbocharger, then forces the mixture into the intercooler, intake manifold and finally into the combustion chamber. The GSID is typically operated at a setting just rich of stoichiometric (usually when operating with a three-way catalyst to produce very low NOx emissions).
GENERAL INFORMATION SERIAL NUMBERS AND ENGINE NAMEPLATE The VGF engine nameplate provides the following information: model number, serial number, date inspected, special application approval number (power approval), valve clearance, compression ratio, firing order, governed speed, altitude limit at which an engine derate takes place, primary and secondary fuel ratings which show the fuel, minimum Waukesha Knock Index (WKI*), ignition timing, rated output in horsepower and kilowatts, and overload rating in horsepower and kilowatts (see Figure 1.15-1 and Figure 1.15-2). This nameplate is located on the forward end of the intake manifold (F18/H24) or the left bank intake manifold (L36/ P48) (see Figure 1.15-3 and Figure 1.15-4). * Trademark of General Electric Company
1.15-1
FORM 6284-4 © 8/2012
GENERAL INFORMATION
DRESSER
Figure 1.15-1: Current F18 / H24 Nameplate
DRESSER
Figure 1.15-2: Current L36 / P48 Nameplate
1.15-2
FORM 6284-4 © 8/2012
GENERAL INFORMATION When requesting information, you will need to reference both the engine model and serial numbers. If the nameplate is defaced or detached, the serial number may be obtained directly off the crankcase. To locate it, look directly above the nameplate location, on the cylinder head deck of the crankcase.
Jacket Water Temperature Switch Gauge: Monitors engine jacket water temperature at the water outlet header (see Figure 1.15-5). This switch gauge should be adjusted so that the switch gauge contacts close when the engine jacket water temperature exceeds a setpoint as specified in ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE on page 4.50-1. Intake Manifold Temperature Gauge: Monitors intake manifold charge temperature downstream of the intercooler (see Figure 1.15-5). Setpoint depends on application. Electronic Tachometer: Displays engine crankshaft revolutions per minute (rpm) with a digital readout (see Figure 1.15-5). Intake Manifold Vacuum/Pressure Gauge: Displays the approximate intake manifold pressure or intake manifold vacuum downstream of the throttle plate (see Figure 1.15-5). Oil Temperature Switch Gauge: Monitors engine oil temperature at the oil filter housing (see Figure 1.15-5). This switch gauge should be adjusted so that the switch gauge contacts close when the engine oil temperature exceeds a setpoint as specified in ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE on page 4.50-1.
Figure 1.15-3: VGF F18 / H24 Nameplate Location
NOTE: Switch gauges are not approved for, or supplied with, hazardous location (CSA-approved) ignitionequipped engines. Ammeter: Monitors current output of the belt-driven alternator option. Pushbutton Start Switch: Is used to complete the cranking circuit to the starter solenoid (electric starters) or to engage the starter valve (air/gas starters) (see Figure 1.15-5). Figure 1.15-4: L36 / P48 Nameplate Location
INSTRUMENT PANEL GAUGES Oil Pressure Switch Gauge: Monitors engine oil pressure at the main oil gallery (see Figure 1.15-5). This switch gauge should be adjusted so that the switch gauge contacts close when the engine oil pressure falls below a setpoint as specified in ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE on page 4.501.
1.15-3
FORM 6284-4 © 8/2012
GENERAL INFORMATION
2 1
3
4
9
8
7
6
5
Figure 1.15-5: Instrument Panel 1 2 3 4 5
-
Oil Pressure Switchgage Jacket Water Temperature Switchgage Oil Temperature Switchgage Intake Manifold Vacuum/Pressure Gauge Pushbutton Start Switch
6 7 8 9
1.15-4
- Electronic Tachometer/Hourmeter - Shutdown Reset - Intake Manifold Temperature Switchgage
FORM 6284-4 © 8/2012
GENERAL INFORMATION COMPONENT DESCRIPTIONS
NOTE: Stellite is a registered trademark of Stoody Deloro Stellite Inc.
CRANKCASE The crankcase is made of a cast-iron alloy with nodular iron main bearing caps. Main bearing caps are secured in place with two main bearing capscrews and two crossbolts per bearing. Upper and lower crankcase doors are provided to allow access to the camshaft, the crankshaft and connecting rods. The lubrication system is a full-pressure system with a gear-type pump and three external full-flow filter canisters. An engine-mounted cooler reduces the oil temperature.
TURBOCHARGERS A high-efficiency, radial flow turbocharger is mounted on top of the exhaust manifold on the engine. The turbocharger uses expanding exhaust gases to drive the compressor turbine and generate the required boost levels for the engine. INTERCOOLER
CRANKSHAFT Waukesha VGF engines rotate in the standard counterclockwise direction when facing the flywheel. The forged steel crankshaft is dynamically balanced and fully counterweighted and supported by seven main bearings in the F18 and L36. The H24 and P48 use nine main bearings. A viscous vibration damper mounted on the front of the crankshaft reduces torsional stress. CONNECTING RODS The connecting rods are a drop-forged alloy steel with a split serrated mating surface. PISTONS
A single box-type intercooler is mounted on the engine. The intercooler on GL engines receives air from the turbocharger, cools the charge air and delivers the air to the carburetor. On GLD and GSID engines, the intercooler receives the air/fuel mixture from the carburetor, draws it through the turbocharger, then cools the air/fuel charge for delivery to the intake manifold. CARBURETOR The naturally aspirated G model is equipped with a sidedraft carburetor. The GL model has push-thru carburetion. The GLD and GSID models have draw-thru carburetion. Gas regulators are different depending on application and are generally engine-mounted. The standard equipment air cleaner is an enginemounted, two-stage, dry element air cleaner with a rain shield and service indicator.
The pistons are made of an aluminum alloy, with a castin resist alloy top ring insert and a full-floating piston pin. The pistons have a patented combustion bowl that allows the use of a lean air/fuel ratio mixture for fuel economy and reduced emissions. The piston and the crown are oil jet-cooled and use three rings.
INTAKE MANIFOLD
CYLINDER SLEEVES
EXHAUST MANIFOLD
The cylinder sleeves are replaceable, wet style and sealed with O-rings.
The exhaust manifold is located on the right side of the engine and supplies the exhaust gases to drive the turbochargers. The manifold is jacket water-cooled and sound-damped with coolant that is supplied by water elbows from each cylinder head.
CAMSHAFT Pivoted roller cam followers are used to transmit camshaft motion to the valves.
The air/fuel mixture passes through the intake manifold located on the left side of the engine. The individual ignition coils for each cylinder are mounted on the intake manifold(s).
CYLINDER HEAD AND VALVES This engine uses individual valve-in-head cylinder heads. Two Stellite faced intake and two Stellite faced exhaust valves, with replaceable valve seats and guides, are used in interchangeable cylinder heads.
1.15-5
FORM 6284-4 © 8/2012
GENERAL INFORMATION INDEX OF SEALANTS, ADHESIVES, LUBRICANTS AND CLEANERS
! WARNING
The following is a list of sealants, adhesives and lubricants that may be required to perform the tasks in this manual. Where possible, brand names are listed in the procedure. When brand names are not used, general names are used. This index may be used to match the general description to a specific product or its equivalent (i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant with Teflon or its equivalent). Waukesha does not endorse one brand over another. In all cases, equivalent products may be substituted for the brand name listed. All part numbers listed are the manufacturer’s numbers.
!
Read the manufacturer’s instructions and warnings on the container when using sealants, adhesives, lubricants and other shop aids.
Table 1.15-1: Sealants, Adhesives and Lubricants NAME USED IN TEXT
BRAND NAME / DESCRIPTION
3M Scotch-Grip 847, Rubber and Gasket Adhesive Actrel 3338L
Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and distributed by Safety-Kleen Corp. (800-669-5750)
Anti-Seize (High Temperature)
FEL-PRO C5-A, P/N 51005 (248-354-7700) or Loctite Anti-Seize 767/ Copper based anti-seize compound (USA 800-Loctite/Germany +49-89-92 68-0)
Anti-Seize
Bostik Never Seez/Anti-seize and lubricating compound (987-777-0100)
Black Silicone
G.E. Silmate* Silicone Rubber (USA 800-255-8886) (Europe 00.800.4321.1000) * Trademark of General Electric Company
Blueing Agent
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation) (877-376-2839)
Cleaning Solvent/Mineral Spirits
Amisol Solvent (mfg. by Standard Oil) (905-608-8766)
Dielectric Silicone Grease
Dow Corning DC-200, G.E. G-624, GC Electronics 25 (989-496-4400)
Epoxy Sealant
Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/ Ns. A and B (3M ID No. 62-3266-7430-6 PA) (800-362-3550)
Gasket Adhesive
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No. 62-0847-7530-3 (800-362-3550)
Gear Oil
Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (800-662-4525)
Krytox GPL-206
Krytox GPL-206 High Temperature Grease (P/N 489341) (USA 800-424-7502) (Europe +32.3.543.1267)
Lithium Grease
CITGO Lithoplex Grease NLGI No. 2 Product Code 55-340/a molybdenum-based grease or Dow Corning Molykote Paste G (800-248-4684)
Locquic Primer “T”
Item No. 74756 (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92 68-0)
Loctite 222
Loctite Item No. 22220/low strength thread locker (USA 800-562-8483/ Germany +49-89-92 68-0)
Loctite 242
Loctite Item No. 24241/a blue colored removable thread locking compound (USA 800-562-8483/Germany +49-89-92 68-0)
1.15-6
FORM 6284-4 © 8/2012
GENERAL INFORMATION NAME USED IN TEXT
BRAND NAME / DESCRIPTION
Loctite 2422
Loctite Item No. 2422/Ultra High Temperature, Medium Strength, Blue Threadlocker, locks/seals fastener threads exposed to maximum temperature of 650°F (343°C). (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92 68-0)
Loctite 243
Loctite Item No. 37419/medium strength thread locker (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite 271
Loctite Item No. 27141/a red colored thread locking compound (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite 569
Loctite Item No. 56931 third sealant/hydraulic sealant (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite 5699 Gray
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite 59675
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite 648
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Compound 40
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Hydraulic Sealant
Loctite Item No. 56941 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Primer 7471
Loctite Item No. 7471/primer / activator, anaerobic product primer activator (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92 68-0)
Loctite RC 609
Loctit Item No. 60931 (USA 800-562-8483/Germany +49-89-92 68-0)
Lube-Lok
Lube-Lok 1000 or equivalent/ceramic bonded high temperature solid film lubricant (800-242-1483)
Loctite 620
Loctite Item No. 620-40/High Temperature Retaining Compound (USA 800-562–8483/Germany +49-89-92 68-0)
Lubriplate No. 105
Lubriplate No. 105/lubricating grease (800-347-5343)
Magnaflux
Magnaflux Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-9B) Cleaner/Remover (SKC-NF/ZC-7B) (USA 847-657-5300) (UK +44 0 1793 524566)
Molykote BR-2 Plus
Multi-Purpose Grease/moly-fortified mineral oil grease Dow Corning (989-496-4400)
Molykote G-N
Extreme-pressure lubricant/Dow Corning (989-496-4400)
Molykote G-Rapid Plus
Assembly and run-in paste/Dow Corning (989-496-4400)
OraSeal Service Part Number 495407
Non hardening sealant/ORAPI Sealing Compound: Canada (514-735-3272)
O-Ring Lubricant
Parker Super O-Lube/dry silicone lubricant (USA 800-272-7537) (Europe 00800 27 27 5374)
Permatex Aviation Form-A-Gasket Sealant Liquid
Loctite Item No. 3D (877-376-2839)
Permatex Form-A-Gasket No. 2 Sealant
Loctite Item No. 2C (877-376-2839)
Permatex High Tack Spray-A-Gasket Sealant
Loctite Item No. 99MA (877-376-2839)
Pipe Sealant
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA 800-714-0170) (UK +44 0 1962 711661)
Plastigage
Plastigage /used for measuring small clearances (248-354-7700)
RTV
Dow Corning RTV #734 or GE Red RTV 106 (989-496-4400)
1.15-7
FORM 6284-4 © 8/2012
GENERAL INFORMATION NAME USED IN TEXT
BRAND NAME / DESCRIPTION
Slide Rite 220
CITGO/lubricating oil (800-248-4684)
WD-40
WD-40 is a registered trademark of the WD-40 Company (888-324-7596)
1.15-8
FORM 6284-4 © 8/2012
GENERAL INFORMATION ENGINE IDENTIFICATION VIEWS – F18 / H24
25
26
1
27
2
3
4
5 6
24
5
7 8 9
23
10 11 12 22
13 21
14 15 20
12
16
15
19
18
17
16
Figure 1.15-6: Left-Side View – F18 GL 1 - Exhaust Outlet 2 - Turbocharger 3 - Instrument Panel 4 - Intake Manifold 5 - Lifting Eye 6 - Intercooler 7 - Hand Throttle 8 - Butterfly Valve 9 - Carburetor 10 - Flywheel and Housing 11 - Engine Timing Window 12 - Auxiliary Water Piping 13 - Fuel Inlet 14 - Engine Barring Device
15 16 17 18 19 20 21 22 23 24 25 26 27
1.15-9
- Engine Support - Jack Screw - Oil Drain - Oil Filters - Oil Cooler - Auxiliary Water Thermostat - Vibration Damper - Jacket Water Inlet - Oil Fill - Jacket Water Outlet - Jacket Thermostat Housing - Governor - Ignition Coils
FORM 6284-4 © 8/2012
GENERAL INFORMATION
28
27
26
29
30
1
2
3
4
5
6
7 8
25
9 10
24 23
11 12
13
14 22
21
14
15
20
19
18
17
16
15
Figure 1.15-7: Left-Side View – H24 G 1 - CEC Ignition Module 2 - Breather Baffle Box 3 - Exhaust Outlet 4 - Instrument Panel 5 - Lifting Eye 6 - Carburetor 7 - Air Cleaner 8 - Air Filter Restriction Indicator 9 - Hand Throttle 10 - Butterfly Valve 11 - Flywheel and Housing 12 - Engine Timing Window 13 - Fuel Shutoff Valve 14 - Engine Support 15 - Jack Screw
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
1.15-10
- Oil Drain - Fuel Pressure Regulator - Auxiliary Water Piping - Oil Cooler - Oil Filters - Vibration Damper - Jacket Water Inlet - Hall-Effect Pickup (CEC Ignition) - Volt DC Generator (CEC Ignition) - Oil Fill - Jacket Water Outlet - Thermostat Housing - Ignition Coils - Breather Oil Separator - CEC Junction Box
FORM 6284-4 © 8/2012
GENERAL INFORMATION 1
2 3
4
5
6
25
7
24
8
9 14 22 23
10 11 12 16
15
21
20
19
18
17
16
15
14
13
Figure 1.15-8: Right-Side View – H24 GL 1 - Heat Shield 2 - Exhaust Outlet 3 - Wastegate 4 - Ignition Coils 5 - Exhaust Manifold 6 - Jacket Water Thermostat Housing 7 - Jacket Water Outlet 8 - Jacket Water Header 9 - Gear Housing 10 - Jacket Water Inlet 11 - Jacket Water Pump 12 - Vibration Damper 13 - Breather Piping
14 15 16 17 18 19 20 21 22 23 24 25
1.15-11
- Auxiliary Water Piping - Jack Screw - Engine Support - Auxiliary Water Pump - Auxiliary Water Inlet - Oil Dipstick - Starter Motor Location - Oil Drain - Flywheel and Housing - Breather Oil Separator - Intercooler - Air Cleaner
FORM 6284-4 © 8/2012
GENERAL INFORMATION
2
1
2
22
3 4
26
6
7
25
8
9
17 24
23
10 11 15
14
22
21
20
19
18
17
16
15
14
13
12
Figure 1.15-9: Right-Side View – H24 GLD, IMPCO Carburetor 1 - Exhaust Outlet 2 - Heat Shield 3 - Wastegate 4 - Exhaust Manifold 5 - Ignition Coils 6 - Spark Plug Location 7 - Jacket Water Thermostat Housing 8 - Jacket Water Outlet 9 - Jacket Water Bypass Outlet 10 - Jacket Water Inlet 11 - Vibration Damper 12 - Gear Housing 13 - Auxiliary Water Pump
14 15 16 17 18 19 20 21 22 23 24 25 26
1.15-12
- Engine Support - Jack Screw - Auxiliary Water Inlet - Auxiliary Water Piping - Water Header - Fuel Inlet - Oil Dipstick - Starter Motor Location - Oil Drain - Air Cleaner - Flywheel and Housing - Intercooler - Carburetor Adjust
FORM 6284-4 © 8/2012
GENERAL INFORMATION 21
22 23
24
1
2
3
4
20 5 19 6
7
18
17 16
8 9
10
11
15
14
12
13
11
10
Figure 1.15-10: Right-Side View – F18 GLD, Deltec Carburetor and High-Temperature Application 1 - Exhaust Outlet 2 - Heat Shield 3 - Wastegate 4 - Exhaust Manifold 5 - Jacket Water Outlet 6 - Lifting Eye 7 - Jacket Water Header Inlet 8 - Vibration Damper 9 - Gear Housing 10 - Jack Screw 11 - Engine Support 12 - Dip Stick
13 14 15 16 17 18 19 20 21 22 23 24
1.15-13
- Jacket Water Header - Starter Motor Location - Oil Drain - Flywheel and Housing - Breather Oil Separator - Intercooler - Auxiliary Water Inlet - Air Duct - Carburetor - Main Adjusting Screw - Fuel Inlet - Ignition Coils
FORM 6284-4 © 8/2012
GENERAL INFORMATION 27
28
2
1
2
3
4
5
6
7
26 25
8 9 17
24
10 11
23 12 14
13
22
21
20
19 18 17
16 15 14
13
Figure 1.15-11: Right-Side View – F18 GSID 1 - Exhaust Outlet 2 - Heat Shield 3 - Wastegate 4 - Exhaust Manifold 5 - Jacket Water Thermostat Housing 6 - Thermostat Housing Air Bleed 7 - Jacket Water Outlet 8 - Breather Piping 9 - Jacket Water Pump 10 - Jacket Water Inlet 11 - Vibration Damper 12 - Gear Housing 13 - Engine Support 14 - Jack Screw
15 16 17 18 19 20 21 22 23 24 25 26 27 28
1.15-14
- Auxiliary Water Pump - Auxiliary Water Inlet - Auxiliary Water Piping - Water Header - Dip Stick - Breather Oil Separator - Oil Drain - Starter Location - Flywheel and Housing - Air Duct - Fuel Inlet - Intercooler - Carburetor - Ignition Coils
FORM 6284-4 © 8/2012
GENERAL INFORMATION 1
2
3
4
5
6
22 21
7
20
8 9 10 19
11 12 13
18
14
16 15
15 17
16
Figure 1.15-12: Front View – F18 G / H24 G 1 - Exhaust Outlet 2 - Jacket Water Outlet 3 - Spark Plug Location 4 - Lifting Eye 5 - Ignition Coils 6 - Breather Oil Separator 7 - Intake Manifold 8 - Oil Fill 9 - Gear Housing 10 - Auxiliary Water Piping 11 - Fuel Pressure Regulator
12 13 14 15 16 17 18 19 20 21 22
1.15-15
- Oil Cooler - Fuel Shutoff Valve - Barring Device - Jack Screw - Engine Support - Vibration Damper - Jacket Water Inlet - Jacket Water Pump - Water Header - Jacket Water Thermostat Housing - Air Cleaner
FORM 6284-4 © 8/2012
GENERAL INFORMATION
7 26
7 25
1
7 27
4
2 3
5 6
7
8
7 24 9 7 23
7 10 7 22
7 11
7 12
7 21
7 13 7 14 7 15 7 20
7 16 7 16
7 17
7 17
7 19
7 13
7 18
Figure 1.15-13: Front View – F18 GL / H24 GL 1 - Exhaust Outlet 2 - Turbocharger 3 - Jacket Water Outlet 4 - Turbocharger to Intercooler Air Connection 5 - Spark Plug Location 6 - Lifting Eye 7 - Ignition Coils 8 - Breather Oil Separator 9 - Intake Manifold 10 - Oil Fill 11 - Fuel Inlet 12 - Auxiliary Water Thermostat 13 - Auxiliary Water Piping 14 - Oil Cooler
15 16 17 18 19 20 21 22 23 24 25 26 27
1.15-16
- Barring Device - Engine Support - Jack Screw - Oil Pan - Vibration Damper - Jacket Water Inlet - Jacket Water Pump - Gear Housing - Water Header - Air Cleaner - Jacket Water Thermostat Housing - Wastegate - Heat Shield FORM 6284-4 © 8/2012
GENERAL INFORMATION
18
19
20
1
2
3
4
17
16 15 5
14 13
12
6
11
7
10 8 7 8
9 Figure 1.15-14: Rear View – F18 GL / H24 GL
1 - Exhaust Outlet 2 - Turbocharger 3 - Heat Shield 4 - Air Cleaner 5 - Intercooler 6 - Starter Motor Location 7 - Engine Support 8 - Jack Screw 9 - Oil Drain 10 - Flywheel and Housing
11 12 13 14 15 16 17 18 19 20
1.15-17
- Auxiliary Water Piping - Auxiliary Water Thermostat - Timing Window - Fuel Inlet - Carburetor - Instrument Panel - Breather Oil Separator - Ignition Coils - Intercooler Air Inlet - Lifting Eye
FORM 6284-4 © 8/2012
GENERAL INFORMATION 18
17
1
19
2
16 15
3
14 13 12
4
11
5
6
10
6
7
9
8
7
Figure 1.15-15: Rear View – F18 G 1 - Exhaust Outlet 2 - Air Cleaner 3 - Air Filter Restriction Indicator 4 - Auxiliary Water Piping 5 - Starter Motor Location 6 - Engine Support 7 - Jack Screw 8 - Oil Drain 9 - Flywheel and Housing 10 - Fuel Shutoff Valve
11 12 13 14 15 16 17 18 19
1.15-18
- Fuel Pressure Regulator - Timing Window - Carburetor - Butterfly Valve - Intake Manifold - Instrument Panel - Breather Oil Separator - Ignition Coils - Lifting Eye
FORM 6284-4 © 8/2012
GENERAL INFORMATION 17
18
19
20
1 2
16 15 3
14
4
13
12
5
6
11 7 8 7
8
10
9
Figure 1.15-16: Rear View – F18 G / H24 G, Dual Fuel 1 - Exhaust Outlet 2 - Air Cleaner Assembly 3 - Air Filter Restriction Indicator 4 - Carburetor 5 - Fuel Piping 6 - Starter Motor Location 7 - Engine Support 8 - Jack Screw 9 - Oil Drain 10 - Flywheel and Housing
11 12 13 14 15 16 17 18 19 20
1.15-19
- Fuel Shutoff Valve - Fuel Pressure Regulator - Timing Window - Butterfly Valve - Instrument Panel - Intake Manifold - Breather Oil Separator - Ignition Coils - Auxiliary Water Piping - Lifting Eye
FORM 6284-4 © 8/2012
GENERAL INFORMATION ENGINE IDENTIFICATION VIEWS – L36 / P48
16
17
18
17
15
20
1 2
3 4 5
6
14
8 13
12
11
10
7
9
Figure 1.15-17: Left-Side View – L36 GL 1 - Hand Throttle 2 - Engine Speed Governor 3 - Intake Manifold (Left Bank) 4 - Magnetic Timing Pickup Location 5 - Engine Timing Window 6 - Lifting Eye 7 - Flywheel Housing 8 - Engine Barring Device 9 - Ignition Module 10 - Oil Fill
11 12 13 14 15 16 17 18 19 20
1.15-20
- Oil Filter Housing - DSM Control Module - DSM Filter - Jacket Water Inlet - Jacket Water Outlet - Exhaust Outlet - Wastegate - Intercooler - Air Cleaner Assembly (2) - Carburetor (GL)
FORM 6284-4 © 8/2012
GENERAL INFORMATION
15
14
16
17
18
19
13
20
1
2 3
12
11
4 10 9
8
7
6
5
Figure 1.15-18: Right-Side View – P48 GLD or GSID 1 - Exhaust Manifold Assembly (Right Bank) 2 - Engine Breather System 3 - Intake Manifold Assembly (Right Bank) 4 - Auxiliary Water Thermostat 5 - Oil Cooler 6 - Oil Cooler Drain Plug 7 - Auxiliary Water Pump 8 - Explosion Relief Valve 9 - Starter Location 10 - Flywheel Housing
11 12 13 14 15 16 17 18 19 20
1.15-21
- Lifting Eye (4) - Magnetic Timing Pickup Location - Air Cleaner Assembly (2) - Fuel Inlet - Main Adjustment Screw - Carburetor - Closed Breather Butterfly Valve - Intercooler - Turbocharger - Exhaust Outlet
FORM 6284-4 © 8/2012
GENERAL INFORMATION
1
2
14 3 13 4 12
5 4
6 7 8
9
11
10
Figure 1.15-19: Front View – L36 / P48 GL 1 2 3 4 5 6 7
-
Exhaust Outlet Jacket Water Outlet Ignition Coil (12) Lifting Eye (4) Intake Manifold Assembly Exhaust Manifold Assembly Vibration Damper
8 - Jacket Water Inlet 9 - Oil Filter Housing 10 - Oil Drain 11 - Oil Cooler 12 - Cylinder Head 13 - Rocker Cover 14 - Engine Breather
1.15-22
FORM 6284-4 © 8/2012
GENERAL INFORMATION
1
2
3
14 4
13
5
12
6
7
11
8 10 9 Figure 1.15-20: Rear View – L36 / P48 GL 1 2 3 4 5 6 7
-
Carburetors (GL) Intercooler Air Cleaner Assembly (2) Fuel Inlet (GL) Intake Manifold Assembly Flywheel Housing Starter Location
8 - Oil Cooler 9 - Flywheel 10 - Oil Filter Housing 11 - Rear Gear Train Housing 12 - Lifting Eye (4) 13 - Hand Throttle 14 - Governor
1.15-23
FORM 6284-4 © 8/2012
GENERAL INFORMATION
2
1
2
13
12
3 4 5
5 6
11
7
10 9
8
Figure 1.15-21: Rear View – L36 / P48 GLD or GSID 1 2 3 4 5 6 7
-
Fuel Inlet (GLD) Air Cleaner Assembly (2) Intake Manifold Assembly (2) Flywheel Housing Lifting Eye (4) Starter Location Oil Cooler
8 - Flywheel 9 - Oil Drain 10 - Oil Filter Housing 11 - Rear Gear Train Housing 12 - Hand Throttle 13 - Governor
1.15-24
FORM 6284-4 © 8/2012
GENERAL INFORMATION MAXIMUM SOUND PRESSURE LEVEL ! WARNING Always wear Personal Protective Equipment (PPE) in accordance with PPE Directive 89/686/EEC.
Table 1.15-2: Maximum Sound Pressure Level MODEL
dB(A)
F18
1,500 rpm – 97 dB(A) 1,800 rpm – 100 dB(A)
H24
1,500 rpm – 102 dB(A) 1,800 rpm – 103 dB(A)
L36
1,500 rpm – 97 dB(A) 1,800 rpm – 100 dB(A)
P48
1,500 rpm – 98 dB(A) 1,800 rpm – 101 dB(A)
NOTE: Sound pressure levels measured approximately 1 m (3.3 ft) distance from engine at a height of 1.6 m (5.2 ft) from bottom of base. Maximum level measured at front of engine near turbocharger.
ENGINE SPECIFICATIONS NOTICE Alarm and shutdown values are based on dry natural gas (900 BTU/cu. ft SLHV). See Gaseous Fuel Specification Sheet S7884-7 and latest edition of Service Bulletin 12–1880 for typical changes in operation temperatures for jacket water and oil when running on landfill or digester gas fuels. Table 1.15-3: Model VGF F18 / H24 / L36 / P48 General Specifications Model VGF F18 / H24 / L36 / P48 General Specifications GENERAL SPECIFICATIONS Engine Model
F18
H24
L36
P48
4-cycle overhead valve
4-cycle overhead valve
4-cycle overhead valve
4-cycle overhead valve
Naturally aspirated
Naturally aspirated
–
–
Aspiration, GL, GLD, GSID
Turbocharged, intercooled
Turbocharged, intercooled
Turbocharged, intercooled
Turbocharged, intercooled
Number of cylinders
Inline-6, 4 valves per cylinder
Inline-8, 4 valves per cylinder
60° V12, 4 valves per cylinder
60° V16, 4 valves per cylinder
Type Aspiration, G
1.15-25
FORM 6284-4 © 8/2012
GENERAL INFORMATION Model VGF F18 / H24 / L36 / P48 General Specifications GENERAL SPECIFICATIONS Engine Model
F18
H24
L36
P48
Bore x stroke
5.98 x 6.5 in. (152 x 165 mm)
5.98 x 6.5 in. (152 x 165 mm)
5.98 x 6.5 in. (152 x 165 mm)
5.98 x 6.5 in. (152 x 165 mm)
Displacement
1,096 cu. in. (18 liters)
1,462 cu. in. (24 liters)
G, GL, GLD Compression ratio
11:1
11:1
11:1
11:1
GL Low Compression ratio
8.7:1
8.7:1
–
–
GSID Compression ratio
8.6:1
8.6:1
8.6:1
8.6:1
1,000 – 1,800 rpm
1,000 – 1,800 rpm
1,100 – 1,600 rpm low speed 1,400 – 1,800 rpm high speed
1,100 – 1,600 rpm low speed 1,400 – 1,800 rpm high speed
1,500 rpm
1,500 rpm
1,500 rpm
1,500 rpm
Piston speed - G, GSID, GL, GLD
1,950 ft/min. (8.25 m/sec) @ 1,800 rpm
1,950 ft/min. (8.25 m/ sec) @ 1,800 rpm
1,950 ft/min. (8.25 m/ sec) @ 1,800 rpm
1,950 ft/min. (8.25 m/ sec) @ 1,800 rpm
Piston speed GLD/2
1,625 ft/min. (9.91 m/sec) @ 1,800 rpm
1,625 ft/min. (9.91 m/ sec) @ 1,800 rpm
1,625 ft/min. (9.91 m/ sec) @ 1,800 rpm
1,625 ft/min. (9.91 m/ sec) @ 1,800 rpm
650 – 750 rpm
650 – 750 rpm
650 – 750 rpm
650 – 750 rpm
Speed range - G, GSID, GL, GLD Speed range GLD/2
Low idle
2,193 cu. in. (35.9 liters) 2,924 cu. in. (47.9 liters)
Bearings – Main Number Diameter x width Total projected area/bearing
7
9
7
9
5.32 x 1.81 in. (135 x 46 mm)
5.32 x 1.81 in. (135 x 46 mm)
6.30 x 2.05 in. (160 x 52 mm)
6.30 x 2.05 in. (160 x 52 mm)
67.4 in.2 (434.9 cm2)
86.7 in.2 (559.1 cm2)
90.4 in.2 (582.4 cm2)
116.2 in.2 (749.9 cm2)
Bearings – Crankpin Diameter x width Total projected area/ bearing
4.53 x 1.81 in. (115 x 46.0 mm)
4.53 x 1.81 in. (115 x 46.0 mm)
4.53 x 1.81 in. (115 x 46.0 mm)
4.53 x 1.81 in. (115 x 46.0 mm)
49.2 in.2 (317.4 cm2)
65.6 in.2 (423.2 cm2)
98.4 in.2 (634.8 cm2)
131.25 in.2 (846.5 cm2)
Lubrication System Sump capacity, including filter and cooler* Main filter Normal oil pressure
22 gal (83.3 L)
28 gal (106 L)
43 gal (163 L)
57 gal (216 L)
15 micron at @ 90% efficiency
15 micron at @ 90% efficiency
15 micron at @ 90% efficiency
15 micron at @ 90% efficiency
67 – 83 psi (462 – 572 kPa)
67 – 83 psi (462 – 572 kPa)
66 – 82 psi (460 – 570 kPa)
66 – 82 psi (460 – 570 kPa)
Normal oil pressure: F18/H24GSID/GL/ 517 ± 41 kPa (75 ± 6 psi) 517 ± 41 kPa (75 ± 6 psi) 517 ± 41 kPa (55 ± 6 psi) GLD at 85°C (185°F) Oil Temp Low oil pressure alarm
40 psi (276 kPa)
40 psi (276 kPa)
1.15-26
40 psi (276 kPa)
–
40 psi (276 kPa)
FORM 6284-4 © 8/2012
GENERAL INFORMATION Model VGF F18 / H24 / L36 / P48 General Specifications GENERAL SPECIFICATIONS Engine Model
F18
H24
L36
P48
35 psi (241 kPa)
35 psi (241 kPa)
35 psi (241 kPa)
35 psi (241 kPa)
30 seconds every 30 minutes
30 seconds every 30 minutes
5 minutes before each engine start or 5 minutes each hour when not running
5 minutes before each engine start or 5 minutes each hour when not running
Prelube pressure at 75°F (24°C) oil temperature
25 psi (173 kPa)
25 psi (173 kPa)
25 psi (173 kPa)
25 psi (173 kPa)
Prelube flow
1.7 – 3.5 gpm (3.8 – 13.2 L/min)
1.7 – 3.5 gpm (3.8 – 13.2 L/min)
1.7 – 3.5 gpm (3.8 – 13.2 L/min)
1.7 – 3.5 gpm (3.8 – 13.2 L/min)
Postlube (after hot shutdown)
5 minutes
5 minutes
5 minutes
5 minutes
Normal oil header temperature
185°F (85°C)
185°F (85°C)
185°F (85°C)
185°F (85°C)
Low oil pressure shutdown setpoint Prelube duration
Crankcase Breather System Crankcase pressure, open system
zero to +3.0 in. (+76 mm) H2O
Crankcase pressure, closed system
–3.0 in. (–76 mm) to zero H2O Cooling System
Jacket water capacity, engine only
16 gal (60 L)
20 gal (75 L)
44 gal (166 L)
58 gal (219 L)
Auxiliary water capacity, engine only
6 gal (23 L)
6 gal (23 L)
15 gal (57 L)
15 gal (57 L)
Maximum inlet head, water pump
28 ft (8.5 m)
28 ft (8.5 m)
50 ft (15 m)
50 ft (15 m)
Minimum inlet head, water pump
See Engineering Standard Sheet S7424-1
Normal temperature range at 7 psi (48 kPa)
174° – 195°F (79° – 91°C)
174° – 195°F (79° – 91°C)
174° – 195°F (79° – 91°C)
174° – 195°F (79° – 91°C)
High jacket water temperature setpoint
–
–
200°F (93°C)
200°F (93°C)
Jacket water inlet flange, ANSI 125 lb
3 in. (76.2 mm)
3 in. (76.2 mm)
4 in. (102 mm)
4 in. (102 mm)
Jacket water outlet flange, ANSI 125 lb (size 80 per DIN 2,576 mm)
3 in. (76.2 mm)
3 in. (76.2 mm)
3 in. (76.2 mm)
3 in. (76.2 mm)
–
–
Fuel System G - Natural gas pressure at regulator
5 - 10 psi (34 - 69 kPa)
5 - 10 psi (34 - 69 kPa)
1.15-27
FORM 6284-4 © 8/2012
GENERAL INFORMATION Model VGF F18 / H24 / L36 / P48 General Specifications GENERAL SPECIFICATIONS Engine Model
F18
H24
L36
P48
GSID – Natural gas pressure at regulator
8 in. (203 mm) H2O minimum
8 in. (203 mm) H2O minimum
8 in. (203 mm) H2O minimum
8 in. (203 mm) H2O minimum
GL – Natural gas pressure at regulator
25 – 40 psi (172 – 276 kPa)
25 – 40 psi (172 – 276 kPa)
25 – 50 psi (172 – 345 kPa)
25 – 50 psi (172 – 345 kPa)
GLD – Natural gas pressure at regulator
20 in. (508 mm) H2O minimum
20 in. (508 mm) H2O minimum
8 in. (203 mm) H2O minimum
8 in. (203 mm) H2O minimum
G - Natural gas inlet pipe size
1.5 in. (38.1 mm) NPT
1.5 in. (38.1 mm) NPT
–
–
GSID - Natural gas inlet pipe size
2.0 in. (50.8 mm) NPT
2.0 in. (50.8 mm) NPT
2.0 in. (50.8 mm) NPT
2.0 in. (50.8 mm) NPT
GL - Natural gas inlet pipe size
1.25 in. (31.8 mm) NPT
1.25 in. (31.8 mm) NPT
2.0 in. (50.8 mm) NPT
2.0 in. (50.8 mm) NPT
Exhaust System Maximum permissible back pressure
15 in. (381 mm) H2O
15 in. (381 mm) H2O
15 in. (381 mm) H2O
15 in. (381 mm) H2O
Exhaust outlet, pipe flange, ANSI 125 lb G
6 in. (152.4 mm)
6 in. (152.4 mm)
–
–
Exhaust outlet, pipe flange, ANSI 125 lb GSID, GL, GLD
8 in. (203 mm)
8 in. (203 mm)
10 in. (254 mm)
10 in. (254 mm)
Air Induction System Maximum permissible restriction
15 in. (381 mm) H2O
15 in. (381 mm) H2O
15 in. (381 mm) H2O
15 in. (381 mm) H2O
High intake manifold air temp. shutdown setpoint (130°F intercooler H2O)
–
–
160°F (71°C)
160°F (71°C)
High intake manifold air temp. protection setpoint (85°F intercooler H2O)
–
–
115°F (46°C)
115°F (46°C)
Starting System Electric starting Air pressure starting
24 volts DC
24 volts DC
24 volts DC
24 volts DC
150 psi (10.3 bar)
150 psi (10.3 bar)
150 psi (10.3 bar)
150 psi (10.3 bar)
Miscellaneous Heaviest engine part, cylinder block assembly
1,150 lb (552 kg)
1,530 lb (694 kg)
2,800 lb (1,270 kg)
3,700 lb (1,680 kg)
Heaviest engine part, top overhaul, cylinder head assembly
80 lb (36 kg)
80 lb (36 kg)
80 lb (36 kg)
80 lb (36 kg)
1.15-28
FORM 6284-4 © 8/2012
GENERAL INFORMATION Model VGF F18 / H24 / L36 / P48 General Specifications GENERAL SPECIFICATIONS Engine Model Recommended minimum spacing between engines Recommended minimum overhead clearance Weight, approximate dry Flywheel housing Number of teeth on ring gear Firing order *
F18
H24
L36
P48
36 in. (914 mm)
36 in. (914 mm)
60 in. (1,524 mm)
60 in. (1,524 mm)
6 ft (2 m)
6 ft (2 m)
6 ft (2 m)
6 ft (2 m)
5,500 lb (2,500 kg)
7,200 lb (3,270 kg)
11,200 lb (5,080 kg)
14,900 lb (6,760 kg)
SAE No. 0 (Same as SAE No. 0 except metric taps)
SAE No. 0 (Same as SAE No. 0 except metric taps)
SAE No. 0 (Same as SAE No. 0 except metric taps)
SAE No. 0 (Same as SAE No. 0 except metric taps)
150
150
165
165
1, 5, 3, 6, 2, 4
1, 4, 2, 6, 8, 5, 7, 3
1R 1L 4R 4L 2R 2L 6R 1R 6L 5R 2L 3R 4L 6R 1L 6L 8R 8L 5R 5L 7R 7L 2R 5L 4R 3L 3R 3L
Total capacity of oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring oil level in oil pan back to high mark. Record total amount for future reference.
Table 1.15-4: Waukesha Preservative Oil Application UPPER CYLINDER
CRANKCASE
TOTAL ENGINE PRESERVATIVE OIL REQUIRED
NUMBER OF CYLINDERS
PRESERVATIVE OIL PER CYLINDER
PRESERVATIVE OIL ALL CYLINDERS
STANDARD OIL PAN CAPACITY
PRESERVATIV E OIL
6
1-1/2 oz (45 cc)
9 oz (270 cc)
22 gal. (83.3 liters)
55 oz (1,626 cc)
44 oz. (1,896 cc)
8
1-1/2 oz (45 cc)
12 oz (360 cc)
28 gal. (106 liters)
70 oz (2,070 cc)
92 oz. (2,430 cc)
12
1-1/2 oz (45 cc)
18 oz (540 cc)
43 gal. (163 liters)
107 oz (3,210 cc) 125 oz. (3,750 cc)
16
1-1/2 oz (45 cc)
24 oz (720 cc)
57 gal. (216 liters)
260 oz (4,260 cc) 284 oz. (4,980 cc)
1.15-29
FORM 6284-4 © 8/2012
GENERAL INFORMATION ENGLISH / METRIC CONVERSIONS Table 1.15-5: Metric Diameter to Hex-Head Wrench Size Conversion Table METRIC DIAMETER
METRIC STANDARD WRENCH SIZE
METRIC DIAMETER
METRIC STANDARD WRENCH SIZE
M3
6 mm
M18
27 mm
M4
7 mm
M20
30 mm
M5
8 mm
M22
32 mm
M6
10 mm
M24
36 mm
M7
11 mm
M27
41 mm
M8
13 mm
M30
46 mm
M10
16 or 17 mm
M33
50 mm
M12
18 or 19 mm
M36
55 mm
M14
21 or 22 mm
M39
60 mm
M16
24 mm
M42
65 mm
Table 1.15-6: English to Metric Formula Conversion Table CONVERSION
FORMULA
EXAMPLE
Inches to Millimeters
Inches and any fraction in decimal equivalent multiplied by 25.4 equals millimeters.
2-5/8 in. = 2.625 x 25.4 = 66.7 mm
Cubic Inches to Liters
Cubic inches multiplied by 0.01639 equals liters.
9,388 cu. in. = 9,388 x 0.01639 = 153.9 L
Ounces to Grams
Ounces multiplied by 28.35 equals grams.
21 oz = 21 x 28.35 = 595.4 grams
Pounds to Kilograms
Pounds multiplied by 0.4536 equals kilograms.
Inch Pounds to Newtonmeters
Inch pounds multiplied by 0.11298 equals Newton-meters.
360 in.-lb = 360 x 0.11298 = 40.7 N·m
Foot Pounds to Newtonmeters
Foot pounds multiplied by 1.3558 equals Newton-meters.
145 ft-lb = 145 x 1.3558 = 196.6 N·m
Pounds per Square Inch to Bars
Pounds per square inch multiplied by 0.0690 equals bars.
9933 psi = 9933 x 0.0690 = 685 bar
Pounds per Square Inch to Kilograms per Square Centimeter
Pounds per square inch multiplied by 0.0703 equals kilograms per square centimeter.
45 psi = 45 x 0.0703 = 3.2 kg/cm2
Pounds per Square Inch to Kilopascals
Pounds per square inch multiplied by 6.8947 equals kilopascal.
45 psi = 45 x 6.8947 = 310.3 kPa
Fluid Ounces to Cubic Centimeters
Fluid ounces multiplied by 29.57 equals cubic centimeters.
8 oz = 8 x 29.57 = 236.6 cc
Gallons to Liters
Gallons multiplied by 3.7853 equals liters.
Degrees Fahrenheit to Degrees Centigrade
Degrees Fahrenheit minus 32 divided by 1.8 equals degrees Centigrade.
1.15-30
22,550 lb = 22,550 x 0.4536 = 10,228.7 kg
148 gal = 148 x 3.7853 = 560.2 L (212°F - 32) ÷ 1.8 = 100°C
FORM 6284-4 © 8/2012
GENERAL INFORMATION Table 1.15-7: Metric to English Formula Conversion Table CONVERSION
FORMULA
EXAMPLE
Millimeters to Inches
Millimeters multiplied by 0.03937 equals inches.
Liters to Cubic Inches
Liters multiplied by 61.02 equals cubic inches.
153.8 L = 153.8 x 61.02 = 9,384.9 cu. in.
Grams to Ounces
Grams multiplied by 0.03527 equals ounces.
595 g = 595 x 0.03527 = 21 oz
Kilograms to Pounds
Kilograms multiplied by 2.205 equals pounds.
10,228 kg = 10,228 x 2.205 = 22,552.7 lb
Newton-meters to Inch Pounds
Newton-meters multiplied by 8.85 equals inch pounds.
40.7 N·m = 40.7 x 8.85 = 360 in.-lb
Newton-meters to Foot Pounds
Newton-meters multiplied by 0.7375 equals foot pounds.
197 N·m = 197 x 0.7375 = 145 ft-lb
Bar to Pounds per Square Inch
Bar multiplied by 14.5 equals pounds per square inch.
685 bar = 685 x 14.5 = 9932.5 psi
Kilograms per Square Centimeter to Pounds per Square Inch (psi)
Kilograms per square centimeter multiplied by 14.22 equals pounds per square inch.
3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
Kilopascals to Pounds per Square Inch (psi)
Kilopascals multiplied by 0.145 equals pounds per square inch.
310 kPa = 310 x 0.145 = 45 psi
Cubic Centimeters to Fluid Ounces
Cubic centimeters multiplied by 0.0338 equals fluid ounces.
236 cc = 236 x 0.0338 = 7.98 oz
Liters to Gallons
Liters multiplied by 0.264 equals gallons.
560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Fahrenheit
Degrees Centigrade multiplied by 1.8 plus 32 equals Degrees Fahrenheit.
67 mm = 67 x 0.03937 = 2.6 in.
100°C = (100 x 1.8) + 32 = 212°F
Table 1.15-8: BHP or kWb to BMEP Formula CONVERSION
FORMULA
Brake Horse Power (BHP) to Brake Mean Effective Power (BMEP) in Pounds Per Square inch (psi)
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Kilowatts (kWb) to Brake Mean Effective Power (BMEP) in Bar
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
1.15-31
FORM 6284-4 © 8/2012
GENERAL INFORMATION TORQUE VALUES Table 1.15-9 lists critical fastener torque specifications for the F18/H24 engine. Fasteners not listed here should be tightened according to the general torque specifications listed in Table 1.15-12 through Table 1.15-13. Table 1.15-9: Critical Engine Torque Values – F18 / H24 Engines Critical Engine Torque Values – F18 / H24 Engines DESCRIPTION
ft-lb
in.-lb
N·m
Jacket Water Pump Front Impeller Nut (Apply Loctite 242)
109
–
148
Jacket Water Pump Center Nut
144
–
196
Jacket Water Pump Rear Nut (Apply Loctite 242)
72
Cooling System
98
Crankcase Camshaft Gear
60
–
81
Connecting Rod Capscrews
60
–
81
Connecting Rod Capscrews
310 ± 15*
–
420 ± 20*
Crankshaft Counterweight Bolts
200 – 215
–
271 – 281
Flywheel Capscrews
220
–
298
Front Crankshaft Hub Capscrews
101
–
137
Head Stud to Crankcase
72
–
98
*354
–
*480
20
–
27
53
–
72
51 (M10) 88 (M12)
–
51 (M10) 88 (M12)
35 – 44
–
47 –54
Rocker Arm Adjustment Nuts
55
–
74
Rocker Arm Support Capscrews
28
Rocker Cover Nuts
29
–
39
32 – 38 (dry)
–
43 – 52 (dry)
150 – 160*
–
203 – 216*
Head Stud Nut Idler Gear Exhaust Manifold Exhaust Manifold to Cylinder Head Screws (Apply Anti-Seize) Intake Manifold Intake Manifold to Cylinder Head Screws (Apply Loctite 242) Ignition System Knock Sensor
Spark Plug Spark Plug Tube to Cylinder Head Spark Plug Sleeve Nut
17
1.15-32
38
23
FORM 6284-4 © 8/2012
GENERAL INFORMATION Critical Engine Torque Values – F18 / H24 Engines DESCRIPTION
ft-lb
in.-lb
N·m
Oil Pump Cover
35
–
46
Oil Pump to Crankcase
65
–
89
Oil Pan (Apply Loctite 242)
37
–
51
Oil Pump Idler Gear (Apply Loctite 242)
100
–
136
Piston Cooling Jets
30
–
41
Lubrication System
*
Oil Lubricated
1.15-33
FORM 6284-4 © 8/2012
GENERAL INFORMATION Table 1.15-10: Critical Engine Torque Values – L36 / P48 Engines Critical Engine Torque Values – L36 / P48 Engines DESCRIPTION
ft-lb
in.-lb
N·m
Auxiliary Water Pump Front Nut (Apply Loctite 271)
14.8
–
20
Auxiliary Water Pump Rear Gear Nut (Apply Loctite 271)
29.5
–
40
Jacket Water Pump Front Impeller Nut (Apply Loctite 242)
75
–
102
Jacket Water Pump Center Nut
144
–
196
Jacket Water Pump Rear Gear Nut (Apply Loctite 242)
130*
Cooling System
176*
Crankcase Camshaft Gear
60
–
81
Crankshaft Damper Adapter to Front of Crankshaft
280
–
380
Camshaft Driven Gear Capscrews
92
–
125
Connecting Rod Capscrews
60
–
81
Connecting Rod Capscrews
310 ± 15*
–
420 ± 20*
Crankshaft Counterweight Bolts
200 – 215
–
271 – 281
Flywheel Capscrews to Adapter
207
–
281
Flywheel Spacer to Rear of Crankshaft
368
–
500
Front Crankshaft Hub Capscrews
101
–
137
Head Stud to Crankcase
72
–
98
116* 231 347
–
157* 314 470
Idler Gear
20
–
27
Main Bearing Stud to Crankcase
72
–
98
53
–
72
51 (M10) 88 (M12)
–
51 (M10) 88 (M12)
50
–
37
35 – 44
–
47 –54
Rocker Arm Adjustment Nuts
55
–
74
Rocker Arm Support Capscrews
28
Rocker Cover Nuts
29
–
39
32 – 38 (dry)
–
43 – 52 (dry)
150 – 160*
–
203 – 216*
Head Stud Nut
Exhaust Exhaust Manifold to Cylinder Head Screws (Apply Anti-Seize) Intake Intake Manifold to Cylinder Head Screws (Apply Loctite 242) Turbocharger to Inlet Adapter Ignition System Knock Sensor
Spark Plug Spark Plug Tube to Cylinder Head Spark Plug Sleeve Nut
38
17
23
Lubrication System Oil Pump Cover
35
1.15-34
–
46
FORM 6284-4 © 8/2012
GENERAL INFORMATION Critical Engine Torque Values – L36 / P48 Engines DESCRIPTION
ft-lb
in.-lb
N·m
Oil Pump to Crankcase (Apply Loctite 242)
60
–
81
Oil Pan
92
–
125
Oil Pan Door
19
–
26
190 – 200
–
260 – 270
Oil Pump Idler Gear (Apply Loctite 242)
100
–
136
Oil Pump Relief Valve to Oil Pump
37
–
50
Oil Pump Relief Valve Cover
37
–
50
Piston Cooling Jets
30
–
41
–
100 – 105
11.2 – 11.7
Oil Pump Drive Gear Nut
Pressure Relief Valve Equipped Oil Pan Doors *
Oil Lubricated
1.15-35
FORM 6284-4 © 8/2012
GENERAL INFORMATION GENERAL TORQUE VALUES GENERAL TORQUE RECOMMENDATIONS The values specified in the following tables are to be used only in the absence of specified torquing instructions and are not to be construed as authority to change existing torque values. A tolerance of ±3 percent is permissible on these values, which are for oiled threads. Table 1.15-11: Metric Standard Capscrew Torque Values (Untreated Black Finish) COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH) ISO PROPERTY CLASS SIZE
5.6
8.8
10.9
12.9
TORQUE
TORQUE
TORQUE
TORQUE
N·m
in.-lb
N·m
in.-lb
N·m
in.-lb
N·m
in.-lb
M3
0.6
5
1.37
12
1.92
17
2.3
20
M4
1.37
12
3.1
27
4.4
39
5.3
47
M5
2.7
24
6.2
55
8.7
77
10.4
92
M6
4.6
41
10.5
93
15
133
18
159
M7
7.6
67
17.5
155
25
221
29
257
M8
11
97
26
230
36
319
43
380
M10
22
195
51
451
72
637
87
770
N·m
ft-lb
N·m
ft-lb
N·m
ft-lb
N·m
ft-lb
M12
39
28
89
65
125
92
150
110
M14
62
45
141
103
198
146
240
177
M16
95
70
215
158
305
224
365
269
M18
130
95
295
217
420
309
500
368
M20
184
135
420
309
590
435
710
523
M22
250
184
570
420
800
590
960
708
M24
315
232
725
534
1,020
752
1,220
899
M27
470
346
1,070
789
1,510
1,113
1,810
1,334
M30
635
468
1,450
1,069
2,050
1,511
2,450
1,806
M33
865
637
1,970
1,452
2,770
2,042
3,330
2,455
M36
1,111
819
2,530
1,865
3,560
2,625
4,280
3,156
M39
1,440
1,062
3,290
2,426
4,620
3,407
5,550
4,093
1.15-36
FORM 6284-4 © 8/2012
GENERAL INFORMATION FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH) ISO PROPERTY CLASS SIZE
8.8
10.9
12.9
TORQUE
TORQUE
TORQUE
N·m
ft-lb
N·m
ft-lb
N·m
ft-lb
M8 x 1
27
19
38
28
45
33
M10 x 1.25
52
38
73
53
88
64
M12 x 1.25
95
70
135
99
160
118
M14 x 1.5
150
110
210
154
250
184
M16 x 1.5
225
165
315
232
380
280
M18 x 1.5
325
239
460
339
550
405
M20 x 1.5
460
339
640
472
770
567
M22 x 1.5
610
449
860
634
1,050
774
M24 x 2
780
575
1,100
811
1,300
958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818 N·m.
1.15-37
FORM 6284-4 © 8/2012
GENERAL INFORMATION Table 1.15-12: Metric Standard Capscrew Torque Values (Electrically Zinc Plated) COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED) ISO PROPERTY CLASS SIZE
5.6
8.8
10.9
12.9
TORQUE
TORQUE
TORQUE
TORQUE
N·m
in.-lb
N·m
in.-lb
N·m
in.-lb
N·m
in.-lb
M3
0.56
5
1.28
11
1.8
16
2.15
19
M4
1.28
11
2.9
26
4.1
36
4.95
44
M5
2.5
22
5.75
51
8.1
72
9.7
86
M6
4.3
38
9.9
88
14
124
16.5
146
M7
7.1
63
16.5
146
23
203
27
239
M8
10.5
93
24
212
34
301
40
354
M10
21
186
48
425
67
593
81
717
N·m
ft-lb
N·m
ft-lb
N·m
ft-lb
N·m
ft-lb
M12
36
26
83
61
117
86
140
103
M14
58
42
132
97
185
136
220
162
M16
88
64
200
147
285
210
340
250
M18
121
89
275
202
390
287
470
346
M20
171
126
390
287
550
405
660
486
M22
230
169
530
390
745
549
890
656
M24
295
217
675
497
960
708
1,140
840
M27
435
320
995
733
1,400
1,032
1,680
1,239
M30
590
435
1,350
995
1,900
1,401
2,280
1,681
M33
800
590
1,830
1,349
2,580
1,902
3,090
2,278
M36
1,030
759
2,360
1,740
3,310
2,441
3,980
2,935
M39
1,340
988
3,050
2,249
4,290
3,163
5,150
3,798
1.15-38
FORM 6284-4 © 8/2012
GENERAL INFORMATION FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED) ISO PROPERTY CLASS SIZE
8.8
10.9
12.9
TORQUE
TORQUE
TORQUE
N·m
ft-lb
N·m
ft-lb
N·m
ft-lb
M8 x 1
25
18
35
25
42
30
M10 x 1.25
49
36
68
50
82
60
M12 x 1.25
88
64
125
92
150
110
M14 x 1.5
140
103
195
143
235
173
M16 x 1.5
210
154
295
217
350
258
M18 x 1.5
305
224
425
313
510
376
M20 x 1.5
425
313
600
442
720
531
M22 x 1.5
570
420
800
590
960
708
M24 x 2
720
531
1,000
737
1,200
885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818 N·m.
1.15-39
FORM 6284-4 © 8/2012
GENERAL INFORMATION Table 1.15-13: U.S. Standard Capscrew Torque Values SAE GRADE NUMBER SIZE/ THREADS PER INCH
GRADE 1 OR 2
GRADE 5
GRADE 8
TORQUE in.-lb (N·m)
TORQUE in.-lb (N·m)
TORQUE in.-lb (N·m)
THREADS
DRY
OILED
PLATED
DRY
OILED
PLATED
DRY
OILED
PLATED
1/4 – 20
62 (7)
53 (6)
44 (5)
97 (11)
80 (9)
73 (8)
142 (16)
133 (15)
124 (14)
1/4 – 28
71 (8)
62 (7)
53 (6)
124 (14)
106 (12)
97 (11)
168 (19)
159 (18)
133 (15)
5/16 – 18
133 (15)
124 (14)
106 (12)
203 (23)
177 (20)
168 (19)
292 (33)
265 (30)
230 (26)
5/16 – 24
159 (18)
142 (16)
124 (14)
230 (26)
203 (23)
177 (20)
327 (37)
292 (33)
265 (30)
3/8 – 16
212 (24)
195 (22)
168 (19)
372 (42)
336 (38)
301 (34)
531 (60)
478 (54)
416 (47)
ft-lb (N·m)
ft-lb (N·m)
ft-lb (N·m)
3/8 – 24
20 (27)
18 (24)
16 (22)
35 (47)
32 (43)
28 (38)
49 (66)
44 (60)
39 (53)
7/16 – 14
28 (38)
25 (34)
22 (30)
49 (56)
44 (60)
39 (53)
70 (95)
63 (85)
56 (76)
7/16 – 20
30 (41)
27 (37)
24 (33)
55 (75)
50 (68)
44 (60)
78 (106)
70 (95)
62 (84)
1/2 – 13
39 (53)
35 (47)
31 (42)
75 (102)
68 (92)
60 (81)
105 (142)
95 (129)
84 (114)
1/2 – 20
41 (56)
37 (50)
33 (45)
85 (115)
77 (104)
68 (92)
120 (163)
108 (146)
96 (130)
9/16 – 12
51 (69)
46 (62)
41 (56)
110 (149)
99 (134)
88 (119)
155 (210)
140 (190)
124 (168)
9/16 – 18
55 (75)
50 (68)
44 (60)
120 (163)
108 (146)
96 (130)
170 (230)
153 (207)
136 (184)
5/8 – 11
83 (113)
75 (102)
66 (89)
150 (203)
135 (183)
120 (163)
210 (285)
189 (256)
168 (228)
5/8 – 18
95 (129)
86 (117)
76 (103)
170 (230)
153 (207)
136 (184)
240 (325)
216 (293)
192 (260)
3/4 – 10
105 (142)
95 (130)
84 (114)
270 (366)
243 (329)
216 (293)
375 (508)
338 (458)
300 (407)
3/4 – 16
115 (156)
104 (141)
92 (125)
295 (400)
266 (361)
236 (320)
420 (569)
378 (513)
336 (456)
7/8 – 9
160 (217)
144 (195)
128 (174)
429 (582)
386 (523)
343 (465)
605 (820)
545 (739)
484 (656)
7/8 – 14
175 (237)
158 (214)
140 (190)
473 (461)
426 (578)
379 (514)
675 (915)
608 (824)
540 (732)
1.0 – 8
235 (319)
212 (287)
188 (255)
644 (873)
580 (786)
516 (700)
910 (1,234)
819 (1,110)
728 (987)
1.0 – 14
250 (339)
225 (305)
200 (271)
721 (978)
649 (880)
577 (782)
990 (1,342)
891 (1,208)
792 (1,074)
NOTE: Dry torque values are based on the use of clean, dry threads. Oiled torque values have been reduced by 10% when engine oil is used as a lubricant. Plated torque values have been reduced by 20% for new plated capscrews. Capscrews which are threaded into aluminum may require a torque reduction of 30% or more. The conversion factor from ft-lb to in.-lb is ft-lb x 12 equals in.-lb.
1.15-40
FORM 6284-4 © 8/2012
GENERAL INFORMATION DECLARATION OF CONFORMITY
1.15-41
FORM 6284-4 © 8/2012
GENERAL INFORMATION DECLARATION OF INCORPORATION
1.15-42
FORM 6284-4 © 8/2012
ENGINE SYSTEMS SECTION 2.00 SPEED GOVERNING SYSTEM DESCRIPTION SPEED GOVERNING SYSTEM DESCRIPTION The engine speed control system consists of the following engine-mounted components: • Governor • Governor drive (if equipped) • Governor linkage and regulator shafts • Magnetic pickup unit (required with EG3P and 4024)
F18 / H24 GOVERNOR The governor is located on the front gear housing. The governor controls the engine rpm by controlling the amount of air/fuel supplied to the engine. The governor speed control can be isochronous, which means that the governor will maintain a constant engine rpm regardless of load within the capacity of the engine. The governor speed control can also operate in a droop mode, which means that the governor will allow the engine to slow down slightly under load. This allows for more stable governor operation.
Figure 2.00-1
The engine may also be equipped with one of the following governors: • 4024 EPG governor (Electrically Powered Governor) (see Figure 2.00-1) • PSG (see Figure 2.00-2) • EG3P electrohydraulic governor actuator (see Figure 2.00-3), which can use any of the following control boxes: – 2301 Droop speed control
Figure 2.00-2
– 2301A Isochronous load-sharing control
2.00-1
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM DESCRIPTION
Figure 2.00-3
GOVERNING LINKAGE PSG and EG3P governor action is transmitted from the governor terminal shaft, through a rod assembly attached to a shaft assembly to the throttle butterfly (see Figure 2.00-4).
Figure 2.00-5
QUICK-START OIL SUPPLY An optional oil supply is available for quick-start applications with EG3P and PSG governors. The oil reservoir provides instant throttle response upon crank initiation. A filter element is used as an oil reservoir (see Figure 2.00-6). Replace the filter element every 6 months. Figure 2.00-4
The 4024 governor actuator rod attaches directly to the throttle butterfly shaft (see Figure 2.00-5).
2.00-2
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM DESCRIPTION The governor is mounted next to the throttle valve housing located on the rear gear housing. The governor controls the engine rpm by controlling the amount of air/ fuel supplied to the engine. The governor speed control can be isochronous, which means that the governor will maintain a constant engine rpm regardless of load. The governor speed control can also operate in a droop mode, which means that the governor will allow the engine to slow down slightly under load. This allows for more stable governor operation. The following governors are used on VGF engines: • Woodward 4024 electric governor (see Figure 2.00-8).
Figure 2.00-6: F18 / H24 Quick-Start Oil Supply
GOVERNOR THROTTLE CONTROL A governor throttle control is available as an option for SG and PSG governors (see Figure 2.00-7).
Figure 2.00-8
• Woodward EG3P governor actuator uses either control box (see Figure 2.00-9): – 2301 Droop speed control – 2301A Isochronous load-sharing control
Figure 2.00-7: Governor Throttle Control
L36 / P48 GOVERNOR NOTE: Modifications are available that will improve cold-start response for engines equipped with hydraulic governors in generator applications. See the latest edition of Service Bulletin 10-2819, Improving Governor Cold Start Response.
Figure 2.00-9
2.00-3
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM DESCRIPTION • PSG governor (see Figure 2.00-10).
Figure 2.00-12
AIR ACTUATOR FOR PSG GOVERNORS Figure 2.00-10
GOVERNOR DRIVE (IF EQUIPPED)
The engine may also be equipped with a PSG hydraulic lever-controlled governor which can use the speed control air actuator (see Figure 2.00-13 and Figure 2.00-14).
The governor is driven from the camshaft idler gear through a gear on the input shaft of the governor (see Figure 2.00-11). External oil lines supply the governor drive with lubricating oil.
Figure 2.00-11
GOVERNOR LINKAGE Governor action is transmitted from the governor terminal shaft to the throttle butterfly, through a rod assembly (see Figure 2.00-12). Figure 2.00-13: F18 / H24 Governor Air Actuator
2.00-4
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM DESCRIPTION CONTROL PANEL The control unit (see Figure 2.00-15 and Figure 2.00-16), used with electric units, is mounted off-engine, usually in the control room, and is the device that receives the signal sent from the magnetic pickup. The control unit then compares the magnetic pickup signal to the predetermined engine rpm signal through circuitry and makes the proper adjustments through the actuator. The engine rpm is set with the rated speed potentiometer located on the control unit, or by the optional external speed trim potentiometer. The rpm setting voltage is compared at the control unit between the control amplifier voltage and the rpm voltage. The control amplifier sends an appropriate voltage to the actuator. For example, if the speed was greater than the speed setting, the control amplifier would decrease its output and the actuator would decrease fuel to the engine. Load-sharing between two or more engine generator sets is accomplished via the load-sensing circuitry. Each generator’s load is electronically measured continuously to other units on the same bus via parallel lines. Continuous correction to control loop gives loadsharing.
Figure 2.00-14: L36 / P48 Governor Air Actuator
A signal from a pneumatic supply pressurizes the governor speed-setting mechanism. The speed is determined by the amount of air pressure that is supplied to the actuator. Typical pneumatic pressure range is 3 to 15 psi (20.7 to 103.4 kPa). Governors operating at these pressures will control the engine speed between 1,000 and 1,800 rpm.
DROOP
LOAD GAIN
0 10
0 10
LOW IDLE SPEED
GAIN
0 10
0 10
0 10
0 10
2301A LOAD SHARING & SPEED CONTROL
OPEN FOR MIN FUEL
CB AUX LOAD SHARING LINES _ + PT
0
ACTUATOR COMPENSATION
1
2
CT
3
4
CT
5
6
LOAD SIGNAL +
RATED SPEED
0 10
START FUEL LIMT
0 10
0 10
RAMP TIME
RESET
CLOSE FOR RATED
20--46VOC SUPPLY _ +
CLOSE TO OVERRIDE FAILED SPEED SIGNAL
15 16
17 18 19
SPEED TRIM OR JUMPER
ACTUATOR _ +
SPM SYNC INPUT _ +
SPEED SIGNAL INPUT
CT
7
8
9
10 11
12 13 14
20 21
22
23 24
25
26 27 28 29
Figure 2.00-15: 2301A Load-Sharing and Speed Control
2.00-5
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM DESCRIPTION
START FUEL LIMT
ACTUATOR COMPENSATION
RESET
0 10
0 10
0 10
0 10
0 10
2301A SPEED CONTROL
RAMP TIME
10--40 VDC 12 WATT INPUT _
+
OPEN FOR MIN FUEL
GAIN
0 10
LOW IDLE
CLOSE FOR RATED
RATED SPEED AUX SPM INPUT INPUT
SPEED SPEED TRIM DROOP SIGNAL OR CLOSE TO INPUT ACTUATOR JUMPER (OPTIONAL) OVERRIDE LOSS OF NOT _ CW + _ COM _ SPEED + USED SIGNAL CW
1
2
3
4
5
6
7
8
9
10 11 12 13 14 15 16 17
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Figure 2.00-16: 2301A Speed Control
2.00-6
FORM 6284-4 © 8/2012
SECTION 2.05 FUEL SYSTEM DESCRIPTION FUEL SYSTEM DESCRIPTION The function of the fuel system is to maintain a constant air/fuel ratio throughout the load range of the engine and to deliver the air/fuel mixture in the proper quantities. The engine fuel system consists of the following enginemounted components: • Carburetors • Throttle valves • Fuel pressure regulator and balance line(s) • Fuel shutoff valve CARBURETOR The carburetor uses an air valve to meter the fuel gas proportionally to the air flow. A regulator controls the fuel gas supply pressure to the carburetor.
Figure 2.05-1: F18 / H24 GL IMPCO 400 Carburetor
The IMPCO carburetors consist of a main body with a venturi and a diaphragm-operated gas-metering valve (see Figure 2.05-1, Figure 2.05-2, Figure 2.05-3 and Figure 2.05-4). The amount of air passing into the engine is measured by an airflow measuring valve which rises proportionally to the air volume passing through the carburetor. The gas-metering valve is attached to the airmeasuring valve which opens the gas valve proportionally to the air volume. This controls the air/fuel ratio throughout the engine speed and load range.
Figure 2.05-2: H24 G IMPCO 600 Carburetor
2.05-1
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION Deltec carburetors contain no moving parts. The main adjustment screw (MAS) controls the fuel gas to the carburetor (see Figure 2.05-5 and Figure 2.05-6). The carburetor consists of a main body with a perforated venturi insert that allows fuel gas to be drawn into the air stream. The size and number of the holes controls the air/fuel mixture.
1
2
1
2
Figure 2.05-3: F18 / H24 GSID IMPCO 600 Carburetor 1 - Power Adjustment Screw
2 - Carburetor
Figure 2.05-5: F18 / H24 GLD Deltec Carburetor 1 - Deltec Carburetor
2 - Main Adjusting Screw
Figure 2.05-4: F18 / H24 GLD IMPCO 600D Carburetor
Deltec carburetors have low inlet restriction for improved performance. The carburetor’s flat tracking provides desirable performance and low emissions and allows lean operation with low octane fuels (see Figure 2.05-5).
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
Figure 2.05-6: F18 / H24 GLD Deltec Carburetor
CARBURETOR – GL The IMPCO carburetor used on the GL engine uses an air valve to meter the fuel gas proportionally to the airflow (see Figure 2.05-7). A regulator controls the fuel gas supply pressure to the carburetor. A carburetor inlet pressure range of 6 ± 0.5 in. (154.2 ± 12 mm) water column is typical for the L36/P48 GL operating on 900 BTU LHV natural gas.
2.05-2
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION BALANCE LINE A balance line is required to connect the pressurized air in the intercooler to the spring side of the fuel regulator diaphragm (see Figure 2.05-9 and Figure 2.05-10). This balance line will cause the regulator to change the carburetor gas pressure as the intake air pressure changes.
Figure 2.05-7
The carburetors consist of a main body with a venturi and a diaphragm-operated gas-metering valve. The amount of air passing into the engine is measured by two airflow measuring valves which rise proportionally to the air volume passing through the carburetor. The gasmetering valves are attached to the air-measuring valves which open the gas valves proportionally to the air volume. This controls the air/fuel ratio throughout the engine speed and load range.
Figure 2.05-9: H24 G IMPCO 600 Carburetor Balance Line
FUEL PRESSURE REGULATOR – GL The GL engines typically use a Y692 cast-iron regulator which reduces the supply line pressure (25 – 50 psi) to a carburetor inlet pressure above turbocharger boost pressure (see Figure 2.05-8). From this regulator, the fuel gas is directed to the carburetor.
1
2 4 3 Figure 2.05-10: L36 / P48 GL Fuel Regulator Balance Line
7
6
5
Figure 2.05-8 1 2 3 4
-
Balance Tube Spring Valve Disc Outlet
5 - Inlet 6 - Orifice 7 - Pusher Post
2.05-3
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION CARBURETOR – GLD / GSID Some GLD/GSID engines use Deltec carburetors (see Figure 2.05-11). The Deltec carburetor has low inlet restriction for improved performance. A gas-over-air pressure range of 0 ± 0.5 in. (0 ± 12 mm) water column is typical for the L36/P48 GLD/GSID operating on 900 BTU LHV natural gas.
Figure 2.05-12: GLD / GSID Deltec Fuel Adjustment
FUEL PRESSURE REGULATOR – ZERO PRESSURE (IF EQUIPPED) On Deltec fuel systems the fuel regulator is often called a “zero pressure regulator” (ZPR). This term is used to refer to the fuel pressure at the regulator outlet / carburetor inlet (-1 – 2 in. (-25 – 51 mm) H2O), which is very close to the value of the air pressure going into the carburetor. The basic principle is that the Deltec will draw in the amount of fuel it needs (through the venturi), but that fuel should not be under pressure nor should it be under a vacuum (in reference to the air).
Figure 2.05-11
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
THROTTLE VALVES The flow of air into the engine is controlled by the governor-operated throttle valves located downstream from the carburetor (see Figure 2.05-13 and Figure 2.05-14).
Deltec carburetors contain no moving parts. The MAS controls the fuel gas to the carburetor (see Figure 2.05-12). The carburetor consists of a main body with a perforated venturi insert that allows fuel gas to be drawn into the air stream. The size and number of the holes controls the air/fuel mixture.
Figure 2.05-13: F18 / H24 Throttle Valve
2.05-4
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION 1 2
7
Figure 2.05-14: L36 / P48 GL Throttle Valves
MANUAL FUEL SHUTOFF VALVE (IF EQUIPPED)
6
NOTICE All VGF engines include hand throttle controls for emergency shutdown procedures. Make sure that the hand throttle is maintained in the open position during start-up and normal running conditions. The fuel solenoid shutoff valve is located at the gas fuel inlet to the regulator valve (see Figure 2.05-15). This valve is electrically actuated by a safety switch powered by the ignition. An electrical signal causes the gas valve to close off the fuel supply for normal and emergency shutdowns. The latching valve should be turned 1/4 turn clockwise to latch the valve open for starting. The manual lever can be rotated clockwise to manually close the valve for shutdown.
2.05-5
3 5
4
Figure 2.05-15 1 2 3 4
-
Trip Arm Coil Inlet Vent Plug
5 - Latch Valve 6 - Outlet 7 - Valve Seat
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION 1
2
3
6
5
4
7 Figure 2.05-16: L36 / P48 GLD / GSID Air / Fuel Flow as Viewed from the Top 1 2 3 4
-
Left Bank Carburetor Affects Right Bank Cylinders Left Bank Intake Manifold Front Right Bank Intake Manifold
5 - Right Bank Carburetor Affects Left Bank Cylinders 6 - Flow from LB Carburetor 7 - Flow from RB Carburetor
At rated speed, the L36/P48 GLD/GSID carburetors feed the opposite cylinder bank. Any leaks in one bank of air filters, air ducting systems or carburetor will affect the opposite bank cylinders (see Figure 2.05-16).
OPERATION Rotate the manual lever counterclockwise to open the latch valve for starting. This causes the plunger to lift away from the valve seat and latches the trip arm. When the safety switch actuates, a circuit is completed through the coil, causing a magnetic action that releases the trip arm. Spring tension forces the plunger down on the valve seat, sealing off fuel gas flow. Gas pressure on top of the plunger helps to assure a positive seal. Once the valve has operated, it must be manually reset before restarting the engine.
2.05-6
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION CUSTOM ENGINE CONTROL AIR / FUEL MODULE SYSTEM
– The yellow “Alarm” LED is lit any time the AFM system’s diagnostic functions are activated or when AFM execution has been stopped by the operator (such as during the saving of a dataset)
SYSTEM DESCRIPTION This section gives a brief introduction to Waukesha’s Custom Engine Control (CEC) Air/Fuel Module (AFM) system. For complete information on the system, see the latest edition of Form 6263 or Form 6286 (Software Version 4 Series), AFM Custom Engine Control Air/Fuel Module, Installation, Operation and Maintenance.
• an alphanumeric liquid crystal display (LCD display) visible from the front of the AFM module allows the operator to monitor important system parameters • a sealed membrane keypad located on the front of the AFM module
The CEC AFM system is designed to control the air/fuel ratio of Waukesha’s gaseous fueled VGF engines including stoichiometric and lean burn, naturally aspirated and turbocharged. Basic information about the engine model and application is programmed to the AFM using a personal computer (PC). An engine’s air/fuel ratio defines the amount of air in either weight or mass in relation to a single amount of fuel supplied for combustion. Air/fuel ratio influences engine power, emissions and fuel economy. By controlling an engine’s air/fuel ratio with the AFM system, you will benefit in fuel savings, emissions control and/or peak engine performance. The AFM system regulates and maintains the engine’s air/fuel ratio even with changes in engine load, speed, fuel pressure and fuel quality. The AFM system is programmed at the engine site with a PC and is customized for the engine based on sitespecific information to run in one of four control modes: catalyst, best power, best economy or lean burn. Catalyst and best power/economy modes apply to stoichiometric or rich burn engines. Lean burn mode only applies to lean burn engines.
2
1
3
Figure 2.05-17: L36 / P48 GL Throttle Valves 1 - LCD Display 2 - LED Display
3 - Keypad
OPERATOR INTERFACE The AFM module is equipped with several features to inform site personnel of system status. These features include: • “Power” and “Alarm” lights (LED display) on the front panel of the AFM module (see Figure 2.05-17) – The green “Power” LED is lit any time power is applied to the AFM module
2.05-7
FORM 6284-4 © 8/2012
FUEL SYSTEM DESCRIPTION THEORY OF OPERATION The AFM system controls engine air/fuel ratio and consists of three basic components: an oxygen sensor, stepper motor and AFM module. The AFM system is a closed-loop process that looks at system outputs and adjusts system inputs according to preprogrammed instructions. The AFM system functions by monitoring oxygen levels in the exhaust gases with an oxygen sensor located in the engine’s exhaust stream (see Figure 2.05-18). The oxygen level, detected by the sensor, is then fed to the AFM module through an electrical signal. If the oxygen level detected by the sensor is different from the programmed oxygen setpoint, the AFM module directs the actuator to adjust the gas-over-air pressure of the fuel regulator.
A thermocouple is used to assure that temperatures are high enough for correct operation of the sensor. A programmed minimum temperature must be achieved before “closed-loop” control is enabled. A programmed maximum temperature is also incorporated as a safety to shut down operation on high-exhaust temperature conditions. The oxygen sensor provides continuous feedback of oxygen levels to the AFM module. The AFM module makes the necessary actuator adjustments to correctly control the engine’s air/fuel ratio.
The actuator adjusts the fuel regulator setting, within programmed limits, by increasing or decreasing the spring pressure acting on the regulator diaphragm. The design gives very accurate positioning capability. This assembly essentially automates the “manual” adjusters that are sold with many Waukesha engines. The regulator adjustment riches or leans the air/fuel ratio.
2
1
3
4
Figure 2.05-18: L36 / P48 GL Throttle Valves 1 - Oxygen Sensor 2 - Electrical Signal
3 - AFM Module 4 - Regulator With Actuator
2.05-8
FORM 6284-4 © 8/2012
SECTION 2.10 IGNITION SYSTEM DESCRIPTION CEC IGNITION MODULE SYSTEM
1
The Custom Engine Control (CEC) Ignition Module is located on the engine’s left side (see Figure 2.10-1 and Figure 2.10-2). The CEC Ignition Module system consists of the following engine-mounted components: • Ignition Module • Hall-effect pickup
2
• Timing magnets
3
• Ignition coils • Ignition coil harnesses • Spark plugs
Figure 2.10-2: L36 / P48 CEC Ignition Module System
• Wiring harnesses
1 - Hall-Effect Pickup 2 - Ignition Module
• Engine driven generator (if equipped) 1
3 - Junction Box
IGNITION SYSTEM COMPONENT DESCRIPTION CEC IGNITION MODULE The Ignition Module is powered by 24 volts DC. The module steps up the DC supply voltage to charge an energy storage capacitor. The microcircuit logic and SCR switching devices release the stored energy to the ignition coils firing the appropriate spark plug (see Figure 2.10-3).
2
Figure 2.10-1: F18 / H24 CEC Ignition Module System 1 - Junction Box
2 - Ignition Module
2.10-1
FORM 6284-4 © 8/2012
IGNITION SYSTEM DESCRIPTION 1
1
2 3
2
Figure 2.10-3: Standard Ignition Coil 1 - Ignition Coil Harness 2 - Ignition Coil
Figure 2.10-4: CSA Flange-Mounted Ignition Coil
3 - Spark Plug
1 - Ignition Coil Harness
2 - CSA Ignition Coil
SPARK PLUGS
CEC HALL-EFFECT PICKUP The Hall-effect pickup senses each magnet as it passes and trips the logic circuit to fire. The pickup is located above the barring device in the gear housing.
The spark plugs are housed within the cylinder head and fire the air/fuel mixture in the combustion chamber (see Figure 2.10-5).
CEC TIMING MAGNETS The timing magnets are mounted in the left bank camshaft gear which rotates at half engine speed. The L36 gear contains a magnet for each cylinder. The P48 uses one magnet for every two firing cylinders. Both engines use an additional indexing magnet to reset the microcircuit logic. IGNITION COIL HARNESSES The standard ignition coil harnesses route the ignition secondary current from the ignition coils to the spark plugs. WIRING HARNESS A wiring harness is used to connect the Ignition Module primary wiring to the ignition coils. The wiring harness uses solderless connectors on the coil terminals and a multiple-pin connector at the Ignition Module connection. IGNITION COILS The remote-mounted ignition coils produce a highenergy, long-duration spark, which provides consistent cylinder firing. These coils are located on mounting brackets on top of the intake manifolds (see Figure 2.10-3 and Figure 2.10-4).
2.10-2
FORM 6284-4 © 8/2012
IGNITION SYSTEM DESCRIPTION
2 1
3
Figure 2.10-5: Spark Plug Installation 1 - Rocker Cover 2 - Spark Plug Access Tube
3 - Cylinder Head
2.10-3
FORM 6284-4 © 8/2012
IGNITION SYSTEM DESCRIPTION HAZARDOUS LOCATION IGNITION SYSTEM (CSA APPROVED) COMPONENT DESCRIPTION (OPTIONAL) This ignition system is designed to meet the hazardous location requirements for explosion-proof systems. The shielded ignition system consists of the following components: • CEC Ignition Module (standard) • CEC Hall-effect pickup (standard) • Ignition switch (explosion-proof) • Shielded spark plug • Junction box (explosion-proof)
Figure 2.10-7: CEC Ignition Module Shielded Ignition
• Integral ignition coil
SHIELDED IGNITION COIL
• Primary wiring
This coil is assembled to a special rocker cover. This coil contains a similar style of primary and secondary windings as a standard coil (see Figure 2.10-8).
• Secondary wiring • Timing light hookup IGNITION SWITCH The shielded Run/Stop switch is mounted on the left side of the engine. The switch contacts are isolated from the atmosphere. The push/pull Run/Stop switch is used for both normal and emergency shutdowns (see Figure 2.10-6 and Figure 2.10-7).
1
2
Figure 2.10-8: CSA Flange-Mounted Ignition Coil 1 - Ignition Coil Harness
2 - CSA Ignition Coil
SHIELDED SPARK PLUG Figure 2.10-6: CSA Stop Switch
A standard spark plug is used with the flange-mounted ignition coil. PRIMARY WIRING The wiring that connects the Ignition Module to the junction boxes is housed within conduits. Junction boxes are used at each cylinder to provide the connections to the ignition coils (see Figure 2.10-9).
2.10-4
FORM 6284-4 © 8/2012
IGNITION SYSTEM DESCRIPTION CEC GENERATOR SYSTEM DESCRIPTION The optional CEC generator system supplies voltage to the CEC Ignition Module as well as being compatible with future CEC module components. The CEC generator supplies AC power to the voltage regulator (see Figure 2.10-10).
1
Figure 2.10-9: Shielded Wiring Harness Conduit
SECONDARY WIRING The wiring that connects the junction boxes to the coils is housed within a steel braided wire.
2
IGNITION MODULE – POLARITY NOTICE
Figure 2.10-10 1 - CEC Generator
Observe correct polarity when connecting power to the Ignition Module.
2 - Drive Unit
The system is designed to deliver negative voltage to the spark plug center electrode. If improper wiring causes positive voltage to be delivered to the plug, the voltage required to jump the gap may be increased as much as 45%. If the ignition system cannot deliver the increased voltage requirement, the plug will not fire. Fouling or missing will occur. The center electrode normally runs at a higher temperature than the shell electrodes. The hotter center electrode is better able to discharge a spark than the colder one. If the polarity is correct, the wear will take place on the center electrode rather than the side electrode.
2.10-5
FORM 6284-4 © 8/2012
IGNITION SYSTEM DESCRIPTION The voltage regulator converts and regulates the power to a nominal 24 VDC (30.0 volts VDC maximum open circuit) (see Figure 2.10-11).
NOTICE Run the AutoCal program after doing any repair or replacement of cylinder heads, gaskets, liners, pistons or knock sensors. The DSM AutoCal program automatically establishes detonation levels so that the DSM system can operate properly. See the DSM manual for the AutoCal programming steps (Form 6268 for DSM Interface Program version 5.3C; Form 6278 for DSM Interface Program version 6.0 series).
Figure 2.10-11
The CEC Type I generator is equipped with a battery and has some power above the Ignition Module requirements to supply future CEC module needs. The battery is mounted off the engine. The CEC Type II generator is not equipped with a battery and is used to power only the CEC Ignition Module.
CEC DETONATION SENSING MODULE – L36 / P48 Detonation is the autoignition of end gas that has not been consumed in normal flame-front reaction in a combustion chamber. When this happens in a combustion chamber of an engine, two pressure waves, created by the two flame-fronts, slam against the cylinder walls and cause an audible “ping” or “knock” known as detonation. Avoiding detonation conditions is critical since detonation is normally detrimental to engine components. To prevent detonation from occurring, Waukesha has developed an electronic CEC Detonation Sensing Module (DSM) system (see Figure 2.10-12). The DSM protects Waukesha spark-ignited gas engines from damage due to detonation. The DSM and its related systems must function with a CEC Ignition Module with a 14-pin DSM expansion port (see Figure 2.10-13). The DSM system also includes a Waukesha-designed filter, a detonation sensor mounted between every two engine cylinders (see Figure 2.10-14), and a number of interconnecting cables and harnesses that may vary depending on the application.
2.10-6
FORM 6284-4 © 8/2012
IGNITION SYSTEM DESCRIPTION 1
2
3
4
5
Figure 2.10-12: DSM Control Module and Filter 1 - DSM Filter 2 - “Power” 3 - “Alarm”
4 - “Shutdown” 5 - Control Module
1
2 Figure 2.10-13: Ignition Module with Expansion Port 1 - DSM Expansion Port
2 - Ignition Module
Figure 2.10-14: DSM Knock Sensor Installation
2.10-7
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IGNITION SYSTEM DESCRIPTION
This Page Intentionally Left Blank
2.10-8
FORM 6284-4 © 8/2012
SECTION 2.15 AIR INTAKE SYSTEM DESCRIPTION AIR INTAKE SYSTEM DESCRIPTION The air intake system consists of the following components: • Turbocharger • Wastegate (if equipped) • Intercooler • Carburetor assembly • Intake manifold • Air filtration system (if equipped) INTERCOOLER The intercooler is used to reduce the temperature of the air after it has been compressed by the turbocharger. This intercooler has tube and fin construction and a plenum which receives air from the turbocharger. By reducing air temperature entering the engine, the charge density is increased and a denser air/fuel charge enters the cylinder. As a result more horsepower is produced for a given cylinder displacement. Cool air/fuel temperatures also help to prevent detonation (see Figure 2.15-1 and Figure 2.15-2).
Figure 2.15-2: L36 / P48 Intercooler
Figure 2.15-1: F18 / H24 Intercooler
2.15-1
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM DESCRIPTION CARBURETORS AND INTAKE MANIFOLDS The F18/H24 carburetors are mounted to the rear of the engine. The F18 and H24 GL use an IMPCO 400 VF3 carburetor mounted on a butterfly valve attached to the right side intake manifold (see Figure 2.15-3 and Figure 2.15-4).
Figure 2.15-5: H24 G IMPCO 600 Carburetor
Figure 2.15-3: F18 / H24 G 400 Carburetor
1 2 Figure 2.15-6: F18 / H24 GSID IMPCO 600 Carburetor 1 - Carburetor
2 - Power Adjustment Screw
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
Figure 2.15-4: F18 / H24 GL IMPCO 400 Carburetor
The F18/H24 G/GSID/GLD engines that use IMPCO 600 carburetors have them mounted on the air cleaner assembly located on the left side of the engine (see Figure 2.15-5 and Figure 2.15-6).
Deltec carburetors contain no moving parts. The MAS controls the fuel gas to the carburetor (see Figure 2.15-7 and Figure 2.15-8). The carburetor consists of a main body with a perforated venturi insert that allows fuel gas to be drawn into the air stream. The size and number of the holes controls the air/fuel mixture.
2.15-2
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM DESCRIPTION 1
2
Figure 2.15-9: L36 / P48 GL Carburetors Figure 2.15-7: F18 / H24 GLD Deltec Carburetor 1 - Deltec Carburetor
2 - MAS
Figure 2.15-10: L36 / P48 GLD / GSID Deltec Carburetor – Draw-Thru
Figure 2.15-8: F18 / H24 GLD Deltec Dual Fuel Carburetor
The intake manifold connects the intake ports of the cylinders and equally distributes the air/fuel mixture to each.
The L36/P48 GL carburetors are mounted on top and to the rear of the engine, after the turbocharger and intercooler (see Figure 2.15-9). The GLD/GSID carburetors are mounted before the turbocharger and intercooler (see Figure 2.15-10). The carburetor produces a combustible mixture by automatically mixing the air and fuel in the proper proportions.
2.15-3
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM DESCRIPTION INTAKE MANIFOLD F18/H24 intake manifold is a one-piece casting mounted on the left side of the engine (see Figure 2.15-11). The manifold is also the mounting base for the CEC Ignition Module and instrument/control panel.
Figure 2.15-13: F18 / H24 Air Cleaner
Figure 2.15-11
The L36/P48 intake manifold is divided into two branches that independently distribute the air/fuel mixture to each bank of cylinders (see Figure 2.15-12). The left bank manifold is also the mounting base for the instrument and control panel.
Figure 2.15-14: L36 / P48 GLD / GSID Deltec Carburetor Air Cleaner
Figure 2.15-12: P48 Right Bank Intake Manifold
AIR CLEANERS The engine air intake filtration system filters the air that is used for combustion. This Waukesha-supplied system is designed to meet the volume and air quality requirements of this engine (see Figure 2.15-13 and Figure 2.15-14).
2.15-4
FORM 6284-4 © 8/2012
SECTION 2.20 TURBOCHARGER SYSTEM DESCRIPTION Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
TURBOCHARGER WASTEGATE (IF EQUIPPED)
TURBOCHARGER SYSTEM DESCRIPTION The GSI engine is turbocharged. The turbocharger system consists of the following components: • Turbochargers • Turbocharger wastegate (if equipped) TURBOCHARGERS
The F18/H24 turbocharger wastegate is mounted on the exhaust manifold in front of the turbocharger (see Figure 2.20-2). The wastegate limits the load and the turbocharger speed. It consists of a sealed housing containing a spring, diaphragm and a valve. At a predetermined setpoint, intake manifold pressure counteracts the tension of the spring. The valve opens to bypass a portion of the engine exhaust pressure around the turbocharger and into the exhaust outlet, which limits the air intake boost pressure to an acceptable range.
A turbocharger is mounted on each right and left bank exhaust manifold. These turbochargers will deliver more combustion air to the engine than is available from the pressure of the normal atmosphere (natural aspiration). The increased air supply allows the engine to burn fuel more efficiently (see Figure 2.20-1).
Figure 2.20-2
Figure 2.20-1: VGF Turbocharger
2.20-1
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM DESCRIPTION The L36/P48 turbocharger wastegate is mounted in the vee of the engine at the outlet of the exhaust manifolds (see Figure 2.20-3). The wastegate limits the load and the turbocharger speed. It consists of a wastegate housing, spring and a valve with a separate actuator with a diaphragm and spring (see Figure 2.20-4). At a predetermined point, intercooler pressure counteracts the tension of the actuator spring. The valve opens to bypass a portion of the engine exhaust pressure around the turbocharger, which limits the air intake boost pressure within an acceptable range.
NOTICE Do not operate the engine if leaks exist in the ducting, or if the air cleaner is not filtering efficiently. Dust leaking into the air ducting can damage the turbochargers. NOTE: With standby engines, set the timer so that the automatic prelube system runs for a full 5 minutes every hour that the engine is not running. 1. Run the prelube system for a full 5 minutes before each engine start to ensure that all moving parts are properly lubricated. See LUBRICATION SYSTEM MAINTENANCE on page 4.30-1 for the Prelube System specifications.
NOTICE DO NOT operate the engine under load until the jacket water temperature is 100°F (37°C). 2. Run the engine at idle speed for 5 minutes before shutdown.
NOTICE
Figure 2.20-3: L36 / P48 Wastegate
The postlube function should be automatically initiated upon the main gas shutdown to avoid turbocharger damage. 3. Postlube the engine for a full 5 minutes after every shutdown, if equipped, to remove heat from the turbochargers to reduce damage from oil “coking” on the turbocharger bearings. TURBOCHARGER LUBRICATION
NOTICE Prior to any operation of a new or rebuilt turbocharger and initial start-up of a new engine, check that the turbocharger is receiving proper lubrication. Figure 2.20-4: L36 / P48 Wastegate Actuator
TURBOCHARGER OPERATION The engine exhaust gas enters the turbine housing and expands while passing through the turbine wheel, causing the turbine to rotate. This drives the centrifugal compressor that is mounted on the same shaft. Filtered air enters the spinning compressor wheel in the compressor housing. The air is compressed and is delivered to the engine cylinders through the intake manifold.
NOTE: Remove the oil drain tube from the turbocharger. Check for oil flow at the turbocharger oil drain area by running the automatic prelube system (if equipped). When the turbocharger is filled with oil, secure the oil drain tube. When the turbocharger is receiving proper lubrication, the engine may be started and run at reduced speeds until coolant temperature gauge on panel indicates 100°F (37°C).
2.20-2
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM DESCRIPTION TURBOCHARGER INSPECTION
NOTICE Inspection and repair of turbocharger must be performed by a factory-qualified service technician. 1. Inspect the mounting and connections of turbocharger for tightness, lubricant leakage or air leakage. 2. Inspect all air ducting and connections for leaks. Inspect the ducts when the engine is shut down as well as running. Check the exhaust manifold connections to the turbine inlet and at the engine exhaust manifold gasket. 3. Inspect and service the engine air cleaner as required. 4. Check the engine under load conditions. 5. Check the turbochargers for unusual vibrations or noise while operating at rated load. If excessive vibration is evident, shut down the engine and contact your local Waukesha Distributor. OPERATION AND MAINTENANCE TIPS 1. Prelube new or stored turbochargers before starting the engine. 2. Be sure that the oil in the engine is clean and oil filters are well maintained.
NOTICE DO NOT operate the engine under load until the jacket water temperature is 100°F (37°C). 3. Idle the engine for 5 minutes to allow the turbochargers to cool down before shutdown. Operate engine at rated output and listen for sounds of metallic contact from the turbocharger. If any such noise is apparent, shut down immediately and contact your local Waukesha Distributor.
2.20-3
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TURBOCHARGER SYSTEM DESCRIPTION
This Page Intentionally Left Blank
2.20-4
FORM 6284-4 © 8/2012
SECTION 2.25 COOLING SYSTEM DESCRIPTION COOLING SYSTEM DESCRIPTION – F18 / H24 The VGF series of engines use a closed, pressurecirculating cooling system which is designed to be used with a variety of external cooling devices such as radiators, cooling towers or heat exchangers. The engine cooling system consists of the following engine-mounted components:
The auxiliary coolant for G series engine oil does not use an auxiliary water pump. Instead, coolant is piped from the jacket water pump through the oil cooler and returns to the jacket water system through the water-cooled exhaust manifold. JACKET WATER PUMP (IF EQUIPPED) The gear-driven jacket water pump is located on the right front of the engine (see Figure 2.25-1). An external line bleeds trapped air to the thermostat housing.
• Jacket water pump (if equipped) • Auxiliary water pump (if equipped) • Auxiliary water thermostatic valve • Thermostat housing • Jacket water heater (if equipped) • Surge tank (if equipped) Coolant is pumped through a gear-driven jacket water pump and through the engine crankcase inlet to provide coolant supply for the cylinder liners, cylinder heads and water-jacketed exhaust manifold. The thermostat housing is located on the front of the exhaust manifold and contains thermostatic valves. If the coolant temperature in the engine is lower than the thermostats’ setting, most of the coolant will flow through the bypass to the jacket water pump inlet. If the coolant temperature in the engine is higher than the temperature at which the thermostats start to open, coolant will flow through the open thermostatic valves and flow to the external cooling device.
Figure 2.25-1
The auxiliary cooling system for GSID, GL and GLD engines maintain the proper air temperature out of the intercooler and oil temperature in the oil cooler. The jacket water pump drives the auxiliary pump to circulate coolant from the intercooler to the oil cooler through external piping. Coolant leaves the intercooler and is directed to the engine-mounted oil cooler. From the oil cooler, the coolant flows through the thermostatic control valve in the oil cooler bonnet. The thermostat will bypass some of this flow to the auxiliary pump or direct it to the external cooling device.
2.25-1
FORM 6284-4 © 8/2012
COOLING SYSTEM DESCRIPTION AUXILIARY WATER PUMP (IF EQUIPPED) The auxiliary water pump is located on the right front side of the engine and is driven by the jacket water pump (see Figure 2.25-2). The discharge is piped to the intercooler, oil cooler and the auxiliary cooling system thermostatic control valve.
Figure 2.25-3
AUXILIARY COOLING THERMOSTATIC VALVE
Figure 2.25-2
THERMOSTAT HOUSING The thermostat housing is located on the front of the engine exhaust manifold and contains three thermostatic valves (see Figure 2.25-3). The standard thermostats keep the engine at a constant working temperature of 174° – 195°F (79° – 91°C). If the coolant temperature in the engine is lower than the opening setting of the thermostats, then the coolant flows to the jacket water pump inlet. If the coolant temperature in the engine is higher than the temperature at which the thermostats start to open, coolant will flow through the open thermostatic valves to the external cooling device.
The auxiliary thermostatic valve is located at the water inlet of the oil cooler on the left side of the engine (see Figure 2.25-4). The standard thermostatic valve controls the auxiliary water intercooler temperature to 130°F 54°C). When the operating temperature is reached, the thermostat will bypass the flow of coolant being discharged from the oil cooler outlet to the inlet of the auxiliary water pump.
Figure 2.25-4
SURGE TANK (IF EQUIPPED) An optional surge tank is available for use with closedloop cooling systems. The tank is equipped with a pressure cap, sight glass and drain cock (see Figure 2.25-5).
2.25-2
FORM 6284-4 © 8/2012
COOLING SYSTEM DESCRIPTION
Figure 2.25-6 Figure 2.25-5
AUXILIARY WATER PUMP (IF EQUIPPED)
COOLING SYSTEM DESCRIPTION – L36 / P48 Coolant is pumped through the gear-driven jacket water pump and through the engine crankcase inlet to provide coolant supply for the cylinder liners, cylinder heads and water-jacketed exhaust manifolds.
The auxiliary water pump is located on the right rear side of the engine. It is gear-driven by the left bank camshaft and the discharge is piped to the intercooler, oil cooler and the thermostatic control valve. An external line provides oil to the pump’s bearings (see Figure 2.25-7).
The thermostat housing is located on the top front of the engine and contains thermostatic valves. If the coolant temperature in the engine is lower than the thermostat’s setting, most of the coolant will flow through the bypass to the jacket water pump inlet. If the coolant temperature in the engine is higher than the temperature at which the thermostats start to open, coolant will flow through the open thermostatic valves and flow to the external cooling device. The auxiliary cooling system maintains the proper air temperature out of the intercooler and oil temperature in the oil cooler. The gear-driven auxiliary pump circulates coolant from the intercooler to the oil cooler through external piping. Coolant leaves the intercooler and is directed to the engine-mounted oil cooler. From the oil cooler, the coolant flows through the thermostatic control valve in the oil cooler bonnet. The thermostat will bypass some of this flow to the auxiliary pump or direct it to the external cooling device.
Figure 2.25-7
JACKET WATER PUMP (IF EQUIPPED) The gear-driven jacket water pump is located on the left front of the engine. An external line provides oil to the pump’s rear bearing (see Figure 2.25-6).
2.25-3
FORM 6284-4 © 8/2012
COOLING SYSTEM DESCRIPTION JACKET WATER HEATER (IF EQUIPPED) The optional jacket water heater is mounted at the right side of the engine (see Figure 2.25-8). The heater is used for starting in ambient temperatures below 50°F (10°C). This thermally controlled 2,500-watt unit will maintain jacket water temperature at 120°F (48.9°C) for standby applications. The inlet to the heater is connected from a port located on the jacket water pump inlet. The outlet from the top of the heater connects to the rear of the water-cooled exhaust manifolds.
The standard thermostats keep the engine at a constant working temperature of 174° –195°F (79° – 91°C). If the coolant temperature in the engine is lower than the opening setting of the thermostats, then the coolant flows to the jacket pump inlet. However, a small quantity of coolant will also flow through the thermostat body and on through the upper coolant pipe to the external cooling device. This “flow” has an air bleed, preventing the cooling system from becoming air-locked. If the coolant temperature in the engine is higher than the temperature at which the thermostats start to open, coolant will flow through the open thermostatic valves to the external cooling device. AUXILIARY WATER THERMOSTATIC VALVE The auxiliary valve is located at the water outlet of the oil cooler on the right side of the engine (see Figure 2.25-10). The standard thermostatic valve controls the auxiliary water intercooler temperature to 130°F (54°C) or 174°F (79°C) depending on the thermostat. When the operating temperature is reached, the thermostat will direct the flow of coolant being discharged from the oil cooler outlet to the inlet of the auxiliary water pump.
Figure 2.25-8
THERMOSTAT HOUSING (IF EQUIPPED) The thermostat housing is located on the top front side of the engine and contains seven thermostatic valves (see Figure 2.25-9).
Figure 2.25-10
Figure 2.25-9
2.25-4
FORM 6284-4 © 8/2012
SECTION 2.30 LUBRICATION SYSTEM DESCRIPTION Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
The oil filter housing contains the piston cooling valve. The valve blocks the flow of oil to the piston cooling jets during start-up to ensure an adequate flow of oil to the engine bearings. At approximately 30 psi (207 kPa) this valve will open and supply oil to the piston cooling jets which spray oil to cool the underside of the piston crown.
LUBRICATION SYSTEM DESCRIPTION The lubrication system consists of the following components:
L36 / P48
• Oil sump and suction line
The lubricating oil is drawn from the crankcase sump to the oil pump (see Figure 2.30-2). The high-pressure oil from the pump flows past a pump-mounted relief valve. The cold-start relief valve bleeds excessive oil pressure to the sump. The valve starts to open at 90 psi (629 kPa) and is full open at 120 psi (838 kPa).
• Oil pump • Oil filters and housing • Oil cooler • Piston cooling valve • External and internal oil piping • Optional oil level regulator • Optional oil preheat/prelube OIL FLOW DESCRIPTION F18 / H24 Oil is drawn from the crankcase sump through the oil pump (see Figure 2.30-1). The high-pressure oil from the pump flows past a pump-mounted relief valve. The coldstart relief valve bleeds excessive oil pressure to the sump. The valve starts to open at 80 psi (552 kPa) and is full open at 142 psi (797 kPa). The oil is pumped to the oil pressure regulating valve and oil cooler. The main oil pressure regulating valve is set to maintain normal operating pressure of 67 – 83 psi (462 – 572 kPa), depending on engine speed and temperature. Normal engine idle speed pressure is 35 psi (241 kPa) minimum. The oil flows through three full-flow oil filter cartridges. Each cartridge is equipped with a bypass valve which opens if filter restriction exceeds 30 psi (207 kPa).
The oil is pumped to the oil pressure regulating valve, oil thermostat and oil cooler. See Table 1.15-3 See Table 1.15-3 for oil gallery pressure specifications. Depending on oil temperature, the oil flow either bypasses the oil cooler or is directed through it. To adjust for pressure drop through the oil cooler, oil thermostat and oil filters, a gallery-sensing line is used to adjust the main oil pressure regulating valve to maintain the proper oil pressure. The oil flows through two full-flow oil filters. The filter housing is equipped with a bypass valve which opens if filter restriction exceeds 30 psi (210 kPa). Filtered oil is then directed to the rear of the engine and enters the main internal oil gallery above the main bearings. This gallery feeds oil to the main bearings, camshaft journals, valve train and turbochargers. The front of this gallery contains the piston cooling valve. The valve blocks the flow of oil to the piston cooling jets during start-up to ensure an adequate flow of oil to the engine bearings. At approximately 35 psi (244 kPa) this valve will open and supply oil to the piston cooling jets, which spray oil to cool the underside of the piston crown.
Filtered oil is then directed to the main internal oil gallery. This gallery feeds oil to the main bearings, camshaft journals, valve train and turbocharger.
2.30-1
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION
1 2
3
4 5
6
7 8
9
14
15
13
10
16 11
17
12
Figure 2.30-1: F18 / H24 Engine Oil Schematic
2.30-2
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION 1 2 3 4 5 6 7 8 9
-
Rocker Arms Auxiliary Rocker Arm Assembly Camshaft To Turbocharger Main Oil Gallery Pressure Regulator Valve Oil Filter Base Piston Cooling Jet Control Valve Oil Cooler
10 11 12 13 14 15 16 17
2.30-3
- Suction Screen - Pressure Tube - Oil Pump - Suction Tube - Piston Cooling Jet - Crankshaft - Unfiltered Oil - Filtered Oil
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION
1
6
2
7
5 3
4
8 9 21
10 20 19
18
11
17
16 12 15 14
13
Figure 2.30-2: F18 / H24 Engine Oil Schematic
2.30-4
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION 1 - Unfiltered Oil 2 - Filtered Oil 3 - To Auxiliary Water Pump 4 - Main Oil Gallery 5 - To Sump 6 - To Governor Drive 7 - Gear Spray Lube 8 - Rocker Arms 9 - Cam Follower 10 - To CEC Drive 11 - Oil Cooler
12 13 14 15 16 17 18 19 20 21
2.30-5
- Bypass to Sump - Oil Filter Housing - Bypass to Sump - Oil Pump - Oil Pressure Regulator and Thermostat Housing - Front Gear Housing - To Jacket Water Pump - Piston Cooling Control Valve - Piston Cooling Jet - To Crankshaft
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION OIL PUMP AND SUCTION LINE The bottom of the engine housing is enclosed by a fabricated steel oil sump. A screened suction pipe draws the oil from the lowest point in the sump. The oil drain plug is located at the front of the oil sump. OIL PUMP The oil pump is a gear-type pump that is driven off the front end of the crankshaft by an idler gear. The oil pump is internally mounted in the front of the oil sump. There is a pressure relief valve for cold oil starting. OIL FILTERS AND HOUSING The F18/H24 oil filter housing is mounted on the crankcase, above the oil cooler. The filtering system consists of three replaceable filter cartridges (see Figure 2.30-3).
Figure 2.30-4: L36 / P48 Oil Filter Housing
Oil filters are the “full-flow” type. This means that all the lubricating oil is normally filtered. The filtering system consists of two replaceable filter cartridges. The filter housing contains a bypass valve that prevents the loss of oil circulation due to a dirty oil filter. OIL COOLER The F18/H24 oil cooler is a plate-type arrangement. The oil flows through the plates while the coolant passes around the plates (see Figure 2.30-5). The jacket water pump supplies the coolant on the G engines. GSID, GL and GLD engines have a separate auxiliary water pump cooling circuit.
Figure 2.30-3
The oil filters are “full-flow” type. This means that all lubricating oil is normally filtered. The filter cartridge contains a bypass valve that prevents the loss of oil circulation due to a dirty oil filter. The L36/P48 oil filter housing is contained in the basetype oil pan of the engine (see Figure 2.30-4).
Figure 2.30-5
The L36/P48 oil cooler is a tube and bundle arrangement. The oil flows around the tubes while the auxiliary water passes through the tubes (see Figure 2.30-6).
2.30-6
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION PRESSURE REGULATING VALVE AND OIL THERMOSTAT The pressure regulating valve maintains the engine oil pressure within the proper operating range. This pressure range is preset at the factory. The F18/H24 valve is located in the oil filter base (see Figure 2.30-8).
Figure 2.30-6
The end bonnet contains the auxiliary water thermostat (see Figure 2.30-7). Figure 2.30-8: Oil Regulating Valve
1
2
Figure 2.30-7: F18 / H24 Oil Pressure Regulating Valve 1 - Oil Cooler
2 - Thermostat
2.30-7
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION The L36/P48 pressure regulating valve maintains the engine oil pressure within a range of 66 – 82 psi (460 – 570 kPa). This is preset at the factory. This same housing contains the oil thermostat and is located on the right front side of the engine base (see Figure 2.30-9). 1
2
Figure 2.30-11
At approximately 35 psi (244 kPa) this valve will open and supply oil to the piston cooling jets which spray oil to cool the underside of the piston crown.
NOTICE
Figure 2.30-9 1 - Thermostat
2 - Regulating Valve
To ensure piston cooling during full load operation, the low oil pressure shutdown is to be set at 25 psi (173 kPa).
PISTON COOLING CONTROL VALVE The F18/H24 piston cooling control valve is located in the oil filter housing (see Figure 2.30-10). The valve blocks the flow of oil to the piston cooling jets during start-up to ensure an adequate flow of oil to the engine bearings.
MAGNETIC PLUG Remove and inspect the magnetic plug in the turbocharger lubrication circuit at every oil change (see Figure 2.30-12 and Figure 2.30-13).
Figure 2.30-10
Figure 2.30-12: F18 / H24 Turbocharger Oil Supply Magnetic Plug
The L36/P48 piston cooling valve is located under the front cover (see Figure 2.30-11). The valve blocks the flow of oil to the piston cooling jets during start-up to ensure an adequate flow of oil to the engine bearings.
2.30-8
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION OIL PRESSURE Under normal load operating conditions, the lubrication system will maintain the oil pressure within the specified range. A cold engine, or the addition of cold oil to the crankcase of a warm engine, will cause higher oil pressure until the oil temperature stabilizes in the proper range.
NOTICE The oil pressure gauge of an engine started under cold conditions may fail to register pressure immediately. If pressure fails to register after the engine has run for 10 seconds, the engine should be shut down and the cause of the lack of pressure determined and corrected.
Figure 2.30-13: F18 / H24 Turbocharger Oil Supply Magnetic Plug
OIL LEVEL REGULATOR – OPTIONAL The regulator, if equipped, is mounted on the left lower side of the engine (see Figure 2.30-14). The regulator will maintain the engine crankcase oil to the correct level. Makeup oil at atmospheric pressure from a raised tank is supplied to the regulator inlet.
Figure 2.30-14
If the oil level should drop for any reason, the float will also drop, opening the float valve and allowing makeup oil to be added to the crankcase. A contact is available for customer connection of a low oil warning or shutdown system. NOTE: The regulator should be adjusted so that when the engine oil is at the proper level, the regulator sight glass is full to the midpoint.
NOTICE To prevent the regulator from malfunctioning, the inlet screen to the regulator should be cleaned regularly.
2.30-9
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM DESCRIPTION
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2.30-10
FORM 6284-4 © 8/2012
SECTION 2.35 EXHAUST SYSTEM DESCRIPTION EXHAUST SYSTEM DESCRIPTION
1
! WARNING Do not inhale engine exhaust gases. Do not open exhaust system while the engine is running. Exhaust gases are highly toxic. 2
NOTICE Removal of exhaust heat shields will result in reduced service life on engine components.
Figure 2.35-1: Thermocouple Connections 1 - Thermocouple
2 - Quick Disconnect
The exhaust system consists of the following components: • Exhaust manifold assemblies • Exhaust thermocouples (if equipped) EXHAUST MANIFOLD The manifold sections are water-cooled. Water is delivered to the manifold segments through water elbows from the cylinder heads. Water exits through the thermostat housing. EXHAUST THERMOCOUPLES (IF EQUIPPED) VGF engines can be equipped with individual cylinder exhaust pyrometer thermocouples (see Figure 2.35-1 and Figure 2.35-2). The K-type thermocouples will indicate misfire in the cylinders, helping troubleshooting. There are also preturbine thermocouple(s) and one exhaust stack thermocouple (see Figure 2.35-3 and Figure 2.35-4).
2.35-1
Figure 2.35-2: Exhaust Manifold Thermocouple
FORM 6284-4 © 8/2012
EXHAUST SYSTEM DESCRIPTION
Figure 2.35-3: F18 / H24 Exhaust Outlet Thermocouple
Figure 2.35-5: F18 / H24 Thermocouple Junction Box
Figure 2.35-4: L36 / P48 Exhaust Outlet Thermocouples
Figure 2.35-6: L36 / P48 Thermocouple Junction Box
The thermocouple connections are housed in a junction box for site connections (see Figure 2.35-5 and Figure 2.35-6).
EXHAUST SYSTEM (CUSTOMER SUPPLIED) The exhaust system carries the exhaust gases away from the engine. The system must be designed to conduct and discharge exhaust by-products without creating excessive back pressure. TURBOCHARGER OPERATION The engine exhaust gas enters the turbine housing and expands while passing through the turbine wheel, causing the turbine to rotate. This drives the centrifugal compressor that is mounted on the same shaft. Filtered air enters the spinning compressor wheel in the compressor housing. The air is compressed and is delivered to the engine cylinders through the intake manifold.
2.35-2
FORM 6284-4 © 8/2012
SECTION 2.40 CRANKCASE BREATHER SYSTEM DESCRIPTION CRANKCASE BREATHER SYSTEM DESCRIPTION
1
The purpose of the crankcase breather system is to remove crankcase oil vapors from the engine. There are three systems available: • Open-type (G, GL, GLD) • Closed-type (GLD, GSID) • Closed ejector-type (GL) F18 / H24 BREATHER SYSTEMS The standard crankcase ventilation system is an open design for all engines. The crankcase vapors are vented to the atmosphere through a baffle box to an oil separator. A rain cap is used on top of the oil separator (see Figure 2.40-1).
2
Figure 2.40-1: F18 / H24 Open Breather System 1 - Open Breather
2.40-1
2 - Oil Separator
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM DESCRIPTION The closed design allows a slight negative pressure to be maintained in the engine crankcase. The crankcase is vented to the air cleaner (see Figure 2.40-2). The adjusting valve for the breather regulates the amount of vacuum in the breather system.
1
Figure 2.40-4: F18 / H24 Ventilation System Baffle Box
L36 / P48 BREATHER SYSTEMS
2
The standard crankcase breather system is an open design for the GL and GLD. The crankcase vapors are vented to the atmosphere through the oil separator (see Figure 2.40-5).
Figure 2.40-2: F18 / H24 Closed Breather System 1 - Oil Separator
2 - Air Cleaner
The ejector breather for GL engines is a venturi that is used to create a vacuum in the separator and connecting tube (see Figure 2.40-3). This draws the oil vapor from the crankcase. The adjusting valve regulates compressor discharge pressure that is applied to the breather ejector, which creates the vacuum that is used to evacuate the crankcase oil vapors.
1 2 Figure 2.40-3: F18 / H24 GL Closed Breather Ejector 1 - Breather Ejector
Figure 2.40-5: L36 / P48 Open Breather System
2 - Adjusting Valve
The ejector breather system requires the use of a baffle box which replaces one of the camshaft covers (see Figure 2.40-4).
2.40-2
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM DESCRIPTION The following engine-mounted components are used depending on application: • Tubes and Piping • Oil Separator • Breather Ejector • Adjusting Valve CONNECTING TUBE The connecting tube directs the flow of oil vapors from the front of the engine to the oil separator. OIL SEPARATOR ASSEMBLY This separator is mounted on the right front side of the engine and is used to trap, condense and discharge the oil vapors from the crankcase. This prevents the loss of oil from the engine into the atmosphere. ADJUSTING VALVE – GL The adjusting valve for a GL engine regulates compressor discharge pressure that is applied to the breather ejector, which creates the vacuum that is used to evacuate the crankcase oil vapors (see Figure 2.40-6).
Figure 2.40-7: L36 / P48 GL Closed Ejector Breather
A vacuum regulator is installed in the oil separator piping (see Figure 2.40-8). With an increase in load, the amount of compressor discharge air from the turbochargers increases and the plate within the regulator floats up. More outside air is sucked in as the plate rises, which allows the breather system to maintain a more constant crankcase vacuum.
Figure 2.40-8: L36 / P48 GLD / GSID Breather Regulator Figure 2.40-6: L36 / P48 Breather Adjusting Valve
The ejector breather is a venturi that is used to create a vacuum in the separator and connecting tube (see Figure 2.40-7). This draws the oil vapor from the crankcase.
2.40-3
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM DESCRIPTION The closed breather designs for the GL, GLD and GSID engines allow a slight negative pressure to be maintained in the engine crankcase. Due to the drawthru carburetion, the crankcase is vented to the air cleaner (see Figure 2.40-9). An adjustable valve regulates crankcase vacuum.
OIL SEPARATOR DRAIN All VGF breather system oil separators are equipped with drains. The oil drain returns oil to the oil pan (see Figure 2.40-11 and Figure 2.40-12).
Figure 2.40-9: GLD / GSID Closed Breather Piping
Figure 2.40-11
ADJUSTING VALVE – L36 / P48 GLD / GSID ONLY The adjusting valve for the GLD/GSID engine directly regulates the amount of vacuum in the breather system. This valve is located near the right bank carburetor (see Figure 2.40-10). The closed design for the GLD/GSID allows a slight negative pressure to be maintained in the engine crankcase. Due to the draw-thru carburetion, the crankcase is vented to the air cleaner.
Figure 2.40-12: Closed Breather System
Figure 2.40-10
2.40-4
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM DESCRIPTION BREATHER SYSTEM SPECIFICATIONS
CRANKCASE PRESSURE RELIEF VALVE – L36 / P48 ONLY
CATALYTIC CONVERTER OR HEAT RECOVERY SILENCER ARRANGEMENT – GL ONLY
Crankcase pressure relief valves may be supplied as a precaution in place of the standard oil pan door (see Figure 2.40-14). The valves open fully when the pressure in the crankcase exceeds 1.0 psi (7.0 kPa) and close tightly and quickly to prevent the inflow of air after the internal pressure has been relieved. The possibility of a secondary explosion is prevented, since no oxygen is allowed to enter the crankcase to support new combustion. The valves do not prevent crankcase explosions, but only reduce the peak pressures during explosion, thereby minimizing damage.
NOTE: When using a catalytic converter or heat recovery silencer, the ejector outlet tubing outside diameter should not be less than 2 in. (51 mm) (see Figure 2.40-13). This tubing should be connected into the side of the exhaust stack not less than 4 ft (1.2 m) downstream from the converter or silencer.
4 FT. (1.2 M)
2
1
21 IN. (21 MM)
Figure 2.40-13 1 - Exhaust Pipe
2 - Catalytic Converter or Heat Recovery Silencer
The following additional guidelines are provided for use with these arrangements: • Do not connect into the bottom of a horizontal exhaust pipe. • Avoid connecting into a vertical run of an exhaust pipe directly above the converter or silencer (oil will reduce the life expectancy and/or efficiency of these devices). • Avoid low spots in the horizontal piping which can cause condensed vapors to settle and cause blockage. • Long-distance pipe runs may require a simple sump in the piping from which condensed vapors can be drained.
Figure 2.40-14
Since flames are present in any crankcase explosion, the valve incorporates an internal flame trap to retard the emission of flame while the valve is venting. The flame trap is of an oil-wetted wire gauze design. The cooling capacity of the gauze is doubled when oil-wetted, a condition effected by the oil mist that normally exists in the crankcase or by oil spray from the connecting rod bearings. The valve incorporates the flame trap as a single unit and the O-ring construction eliminates oil leakage.
NOTE: If an ejector outlet sump is installed, drain any condensed oil from the ejector outlet sump before each start-up. The drain frequency will depend on the length of tubing, operating temperature and conditions, engine load and engine condition.
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CRANKCASE BREATHER SYSTEM DESCRIPTION
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2.40-6
FORM 6284-4 © 8/2012
SECTION 2.45 STARTING SYSTEM DESCRIPTION AIR / GAS STARTER OPERATION Air/gas starting motors used on the VGF series engine are a vane design (see Figure 2.45-1 and Figure 2.45-2). The air motor is energized by supplying compressed air or gas at 150 psi (1,034 kPa) maximum to the inlet fitting. The pressurized air/gas enters the inlet plenum and flows against the rotor blades, causing the rotor to turn. As the rotor turns, the air trapped between the blades expands and then is discharged through outlet slots in the sleeve into the exhaust plenum and out through the exhaust port. 1 Figure 2.45-2: L36 / P48 Air / Gas Starter
The starting motor has an integral overrunning clutch which drives the engine’s flywheel ring gear. An air/gas valve is activated when the start button is pushed. This valve allows the overrunning clutch to engage the ring gear. The motor is energized after the clutch is engaged with the flywheel ring gear. 2
Figure 2.45-1: F18 / H24 Air / Gas Starter 1 - Oil Reservoir
2 - Air/Gas Starting Motor
2.45-1
FORM 6284-4 © 8/2012
STARTING SYSTEM DESCRIPTION ELECTRIC STARTER OPERATION
! WARNING
Electric starters are offered in 24-volt direct current systems (see Figure 2.45-4). Current for the starting motor is supplied by storage batteries. The starting motor has an integral overrunning clutch to drive the engine flywheel ring gear when starting. A magnetically actuated solenoid switch mounted on the frame of the starting motor acts to shift the overrunning clutch to engage the ring gear. The motor is energized through the starting circuit.
When natural gas is used to turn the air/gas starter, the starter’s exhaust and breather openings should be connected, and piped a safe distance from the engine. The starter motor should be checked periodically for gas leaks everywhere gaskets and seals are used. Ignition connections and electrical equipment on engines exposed to a potentially explosive atmosphere should be equipped to eliminate spark hazard. It is the responsibility of the engine owner to specify or provide such connections and equipment. The air/gas starter pushbutton will vent air/gas to the atmosphere (see Figure 2.45-3). When natural gas is used for engine starting through the air motor, the air motor’s pushbutton vent exhaust must also be routed to a safe distance from the engine.
Figure 2.45-4
Figure 2.45-3
2.45-2
FORM 6284-4 © 8/2012
SECTION 2.50 ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION OPERATION
1
The control switches that make up the engine protection shutdown system must be supplied by the customer. Waukesha provides the following: • Sensors and Thermocouples • Thermocouple Junction Box • Manual Shutdown Switches
! WARNING
!
2
Switches for alarms and automatic engine shutdown must be supplied by the customer. The sensors provided are for measuring and monitoring temperatures and WILL NOT shut the engine down if potentially harmful temperatures are reached.
Figure 2.50-1: F18 / H24 Jacket Water Thermocouple 1 - Thermocouple Location
2 - Gauge Probe Location
NOTE: The customer-supplied control switches must be incorporated into the remote engine control panel logic. K-TYPE THERMOCOUPLES Thermocouples are used to measure the temperature of oil, jacket water (see Figure 2.50-1 and Figure 2.50-2), auxiliary water (see Figure 2.50-3) and intake manifold (left and right bank on Vee engines). These thermocouples are wired through the thermocouple junction box to a remote-mounted instrument panel (customer-supplied). Additional thermocouples (see Figure 2.50-4 and Figure 2.50-5) are used to measure exhaust manifold temperature, turbine inlet and exhaust outlet temperature.
2.50-1
Figure 2.50-2: L36 / P48 Jacket Water Thermocouple
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION THERMOCOUPLE JUNCTION BOX The function of the thermocouple junction box (see Figure 2.50-6) is to serve as the main junction point for the wiring of engine protection shutdowns.
1
2
Figure 2.50-3: Auxiliary Water Inlet Thermocouple 1 - Thermocouple Connection
2 - Auxiliary Water Pump Figure 2.50-6: L36 / P48 Thermocouple Junction Box
MANUAL SHUTDOWN LEVER
! WARNING Always ensure that the fuel gas valve(s) are closed after engine shutdown.
All engines have manual shutdown levers located on the left bank intake manifold elbow (see Figure 2.50-7 and Figure 2.50-8). This lever will return the engine to idle speed. Under some conditions, the engine may shut down completely when using these levers. After the engine reaches idle speed, close the fuel gas valves to completely shut down the engine. Always close the fuel gas supply after engine shutdown.
Figure 2.50-4: Exhaust Manifold Thermocouple
Figure 2.50-5: F18 / H24 Exhaust Outlet Thermocouple
2.50-2
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION E-Stop button(s) are located on the left bank of the engine (see Figure 2.50-9). Depressing an E-Stop button will stop the engine by de-energizing the ignition and electrical fuel supply solenoid valves. Always shut down the fuel gas supply after engine shutdown. To restart the engine after depressing either E-Stop button, simply pull the depressed shutdown switch back out to its original position.
Figure 2.50-7: F18 / H24 Manual Shutdown Lever
Figure 2.50-9
CUSTOMER-SUPPLIED SAFETY SHUTDOWN SWITCHES
Figure 2.50-8: L36 / P48 Manual Shutdown Lever
! WARNING
Safety shutdown switches must be supplied by the customer. Safety shutdown switches must include, but are not limited to, low oil pressure, high coolant temperature, high oil temperature, high intake manifold air temperature and an overspeed switch. Switches should be wired to an alarm to warn of high temperatures and low pressure, as well as provide for automatic engine shutdown if potentially harmful temperatures, pressure or overspeed conditions exist.
Always ensure that the fuel gas valve(s) are closed after engine shutdown.
2.50-3
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION OPTIONAL INSTRUMENT PANEL Waukesha offers an optional instrument panel. The instrument panel includes switch gauges for jacket water temperature, oil pressure, intake manifold temperature, intake manifold pressure, tachometer and hour meter (see Figure 2.50-10).
Figure 2.50-10
PRESSURE AND TEMPERATURE SWITCH CALIBRATION Calibrating and testing pressure and temperature switches should be performed by qualified service technicians every 90 days.
2.50-4
FORM 6284-4 © 8/2012
ENGINE START-UP AND SHUTDOWN SECTION 3.00 ENGINE START-UP AND SHUTDOWN Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1, RIGGING AND LIFTING ENGINES on page 1.10-1 and the following safety messages.
PRESTART INSPECTION ! WARNING
7. Air storage reservoirs for air-starting systems should be purged at least once a day to eliminate water buildup in the tanks. This will reduce rust and scale contamination to the air-starting system. Every airstarting system should include one or more drain cocks in the air lines. Before starting the engine, bleed off some of the compressed air. This will aid in keeping moisture from condensing inside the airstarting system. 8. Using barring device, turn engine over several revolutions to verify nothing will interfere with operation (see Figure 3.00-1). The barring device is located on the front left rear gear housing.
Be sure that the clutch, circuit breaker or other main power transmission device is disconnected.
1. Inspect drive belts (alternator or other driven equipment). Examine condition of belt and verify correct belt tension. If a cooling fan is used, be sure it is free to turn, properly lubricated and the belt tension is correct. 2. Trace entire cooling system to verify all control valves are properly opened and all drain cocks are closed. 3. Check coolant level. If a large quantity of coolant is added, be sure to open the cooling system air vents to allow any air trapped in the system to escape. 4. Check for evidence of oil, fuel and coolant leaks along all gasket surfaces.
Figure 3.00-1
9. Check oil level daily. Add oil as necessary to maintain level above low mark.
5. Make certain all guards and shields are secure on engine and equipment. 6. Remove all loose tools, rags, fittings or other equipment that may be picked up by rotating parts.
10. Operate automatic prelube system (if equipped) until a positive indication is seen on oil pressure gauge.
3.00-1
FORM 6284-4 © 8/2012
ENGINE START-UP AND SHUTDOWN 11. Rotate fuel shutoff valve to start position (see Figure 3.00-2).
1
3
Figure 3.00-3
2
STARTUP PROCEDURES
Figure 3.00-2: Fuel Shutoff Valve 1 - Fuel Shutoff Valve 2 - Vent Plug
! WARNING
3 - Manual Disconnect Knob
Always read and comply with the start-up procedure in the operator’s manual.
NOTICE All VGF engines include hand throttle controls for emergency shutdown procedures. Make sure that the hand throttle is maintained in the open position during start-up and normal running conditions.
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
Always read and follow the model-specific information in the Waukesha Operation and Maintenance Manual. Contact Waukesha’s Sales Engineering Department for additional information or with questions regarding a specific engine or installation. Engines equipped with Deltec carburetors use specific start-up and shutdown procedures.
The Deltec carburetor (see Figure 3.00-3) does not stop the flow of fuel gases. A positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops must be installed before the carburetor.
Deltec carburetors operate on a fixed venturi system and do not have a positive fuel shutoff. This lack of fuel shutoff within the fuel mixer means that fuel gas will flow into the engine whenever the main gas control valve is open. During a start and stop sequence the engine and exhaust system may be flooded with gas. This could cause an exhaust system explosion. To prevent this situation, Deltec carburetion systems must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
3.00-2
FORM 6284-4 © 8/2012
ENGINE START-UP AND SHUTDOWN COLD WEATHER STARTING
! WARNING
PRESSURIZING ENGINES WITHOUT PREHEATER
Gas supply to the engine must be shut off when ignition power is interrupted or when any safety switch is activated.
Pressurizing the lubrication system is especially important in cold weather. If there is no prelube pump, crank the engine over several times, without fuel or ignition, until oil pressure is indicated on the oil pressure gauge. The engine should not be started if there is no pressure indication on the oil pressure gauge.
RESTART PROCEDURE 1. Reset tripped control before attempting to start the engine after an emergency shutdown. 2. If an emergency shutdown or an alarm has sounded, always find and correct the problem before trying to start the engine. 3. Reset switches on either oil pressure gauge or water temperature gauge. 4. Reset magnetic switch on gas control valve (if equipped).
5. If engine is equipped with a prelube system, postlube engine for 5 minutes after every shutdown.
NOTICE If the engine is being shut down for an extended period of time, cap the exhaust pipe to prevent moisture or other contaminants from entering the engine. START-UP PROCEDURE – DELTEC CARBURETION NOTE: If engine fuel supply compressors are used on your engine, the compressors should be started prior to crank initiation.
SHUTDOWN PROCEDURE 1. Reduce engine load gradually. 2. Remove load by disengaging main clutch or other power transmission device (generator circuit breaker, etc.). 3. Place throttle control lever in medium-idle speed position and allow engine to idle for a few minutes to equalize engine temperatures.
! WARNING
1. Initiate cranking with the ignition system ON and the fuel system gas valve closed. Allow 3 to 5 seconds before opening the gas valve to allow for a purge cycle in the engine. This purge cycle helps to reduce the probability of an exhaust explosion. 2. If the engine fails to start after 15 or 20 seconds of cranking, simultaneously discontinue cranking, close the fuel system gas valve and turn off the ignition. 3. Upon next start attempt, follow procedure in Step 1. Waukesha recommends a maximum of three unsuccessful start attempts. If the engine does not start after three attempts, begin troubleshooting.
Allow engine to cool for at least 10 minutes after shutdown. Do not restart an overheated engine or an engine that has been shut down by the engine protection system until the cause has been determined and corrected.
NOTE: Step 3 allows the exhaust system to purge on the next start cycle and reduce the probability of an exhaust explosion.
4. Gas engines are normally stopped by shutting off fuel supply. Gas engines that are equipped with an ignition switch can be stopped by placing ignition switch in the OFF position.
NOTE: Be aware that engines equipped with Deltec fuel systems may be factory-supplied with a speed switch that activates the main fuel valve. It is the customer’s responsibility to provide logic to open the main valve on increasing speed (during start) and close the main fuel valve on decreasing speed (during stop).
3.00-3
FORM 6284-4 © 8/2012
ENGINE START-UP AND SHUTDOWN PLANNED SHUTDOWN – DELTEC CARBURETION 1. Shut the engine down by simultaneously closing the main fuel valve, deactivating the shutdown devices, stopping the breather motor (if equipped) and stopping the fuel gas compressors (if equipped). 2. Leave the ignition on for 3 – 5 seconds after the fuel valve is closed to burn any unburned air/fuel mixture in the intake manifold and engine. EMERGENCY SHUTDOWN – DELTEC CARBURETION
4. Warm engine by running with little or no load until oil pressure reaches normal range and coolant temperature reaches 100°F (38°C). NOTE: Oil pressure can reach 100 psi (690 kPa) with cold oil at start-up. 5. Move carburetor hand throttle to wide-open position. NOTE: Turbocharged engines are somewhat more sensitive to the rate at which a load is applied. Apply the load at a rate which allows the turbocharger time to respond to the increasing exhaust as energy. 6. If possible, apply load to engine gradually to prevent overloading engine.
1. Shut the engine down by disengaging the external load (if possible), closing the main fuel valve and turning off the ignition.
Engines that are required to start at temperatures below 50°F (10°C) must be equipped with both an oil and coolant heater. These devices allow the engine to be started with the proper oil flow. If the heaters are manually controlled, allow the engine to become warm enough for normal starting.
2. Simultaneously stop the breather motor and the fuel gas compressors (if equipped). START-UP PROCEDURE – GENERATOR APPLICATIONS 1. Place governor throttle control lever 1/3 open. Verify main ignition switch is in the ON position. NOTE: Be sure there is gas supply to the engine. 2. To start engines with prelube/start control panels, depress and hold down the START button until the engine starts. • If prelube system includes interlock, depress and hold down the START button (actuates prelube prior to cranking). • If the prelube interlock is bypassed, then both the START and BYPASS buttons must be depressed and held down. 3. Check for oil pressure indication when engine starts.
NOTICE If oil pressure is not indicated within 10 seconds, shut down the engine. Never operate the engine without adequate oil pressure indication. Do not assume that a faulty gauge or cold oil is responsible for a “no oil pressure” indication. Check that the shutdown control oil pressure reset has released (when applicable). The engine can continue to operate with low or no oil pressure since the reset must be released by oil pressure before the low oil pressure shutdown control becomes effective. The oil pressure reset release is effected when the control knob rotates to the RUN position, the shutdown control reset latch knob or rod projects slightly from the body and the switch-gauge lockout is released.
7. Open governor throttle to desired engine speed.
NOTICE Do not operate a turbocharged engine for long periods at light loads or idle. Normal-duty cycles and occasional idle of a few minutes are acceptable. Stop the engine if idling without load for periods of 10 minutes or more. NOTE: When engines idle for extended periods or come up to temperature with no load, the turbocharger may be damaged with accumulated carbon. This carbon buildup does not occur when a turbocharged engine is operating at normal and heavy loads. NOTE: Run a turbocharged engine to idle for 3 to 5 minutes before shutting down. This allows the temperature of the lubricating oil and turbochargers to stabilize at moderate levels. NOTE: If the engine is difficult to start, or will not run properly, see Table 3.00-1 to troubleshoot the causes.
3.00-4
FORM 6284-4 © 8/2012
ENGINE START-UP AND SHUTDOWN Table 3.00-1: Start-up Troubleshooting SYMPTOM Doesn’t start
Slow start and/or low power
Runs hot
PROBABLE CAUSE
REMEDY
Check controls.
Follow the start-up for resetting the engine controls. Remote or automatic operation engines have special procedures.
Check the fuel system.
Verify that fuel is available to the engine. Check that the gas valves are in the OPEN position.
Check air intake and exhaust systems.
Check air filter is clean. Verify air intake or exhaust outlet is not capped.
Check connections and auxiliary.
Check throttle and governor control linkage for equipment freedom from sticking and interference. If cranking speed is low, check the air supply (air starter).
Check the ignition system.
Check for water on ignition parts and wires, signs or corrosion at wire terminals, or broken wires. Look for spark plugs that are worn out or poorly gapped.
Check the cooling system.
Verify the following: The coolant level is correct, the system is not air-locked, the radiator is not blocked, the shutter is open and the fan is operating. Also verify that the raw water valves are open to the heat exchanger and that the air circulation is not poor as a result of wind conditions or faulty installation.
NOTE: If these checks do not solve the problem, see Table 5.00-1 Troubleshooting Table on page 5.00-2. START-UP PROCEDURE – COMPRESSOR APPLICATIONS 1. Set governor throttle control to 1/3 open position. 2. Pull out both manual shutdown switches. NOTE: Be sure there is gas supply to the engine. 3. Press START button.
NOTICE If the oil pressure gauge does not indicate sufficient oil pressure within 10 seconds, shut the engine down immediately. Never operate the engine without the proper oil pressure indication. 4. Check for oil pressure as soon as engine starts. 5. Warm engine by running with little or no load until oil pressure is normal and coolant temperature reaches 100°F (38°C). 6. Maintain oil level at FULL mark on dipstick. Check oil level daily. Always check oil when engine is running and at normal operating temperature. 7. Gradually apply a load to engine to avoid overload.
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ENGINE START-UP AND SHUTDOWN
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MAINTENANCE SECTION 4.00 SPEED GOVERNING SYSTEM MAINTENANCE GOVERNING SYSTEM MAINTENANCE Governor adjustments should only be made by a factoryqualified service person. Inspect the linkage between the governor and the carburetor to be sure it is properly aligned. Be sure linkage is clean to ensure trouble-free operation. NOTE: If a governor must be replaced, it will be necessary to have a factory-qualified service person available to adjust the governor before it is put into service. Lubricate the governor control rod ends by using a grease gun on the grease fittings (see Figure 4.00-1 and Figure 4.00-2). The engine governor drive is lubricated by engine oil and does not require external lubrication. Check the governor oil supply tubes and fittings for any leaks or cracks and make repairs.
Figure 4.00-2: L36 / P48 Woodward 4024 Governor
QUICK-START GOVERNOR OIL SUPPLY – F18 / H24 ONLY An optional oil supply is available for quick-start applications with EG3P and PSG governors. The oil reservoir provides instant throttle response upon crank initiation.
Figure 4.00-1: F18 / H24 PSG Governor
4.00-1
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM MAINTENANCE A filter element is used as an oil reservoir (see Figure 4.00-3).
NOTICE
1. Replace the filter element every 6 months.
Always follow recommended procedures for magnetic pickup sensor installation. If the top of the flywheel tooth is able to make contact with the sensor “pole face” (bottom), then rotation of the flywheel will damage the pickup sensor.
2. Clean the small orifice once a year (see Figure 4.00-3). 1
NOTE: Do not adjust the speed sensor gap when the engine is running or damage to the sensor will occur. The gap required between the sensor and flywheel gear is 0.016 ± 0.004 in. (0.4 mm ± 0.1 mm). Use the following procedure to adjust the sensor gap.
2
1. Center flywheel gear tooth in sensor hole (see Figure 4.00-5).
3
2
1
Figure 4.00-3: L36 / P48 Woodward 4024 Governor 1 - Orifice 2 - EG3P Governor
3 - Oil Supply
3
MAGNETIC SPEED SENSOR GAP ADJUSTMENT – PSG, 4024 AND EG3P GOVERNOR ONLY The magnetic speed sensor reads engine speed from the flywheel teeth for use with the electric governor (see Figure 4.00-4). A minimum of 1.5 volts AC from the sensor is required to run the 4024 or EG3P governor.
Figure 4.00-5 1 - Flywheel Tooth 2 - Sensor Hole
3 - Flywheel Housing
2. Turn sensor in until it contacts flywheel tooth, then back pickup out 3/4 turn (see Figure 4.00-6). Tighten jam nut (7/8 in. hex) against flywheel housing. Do not allow sensor to turn while tightening jam nut.
Figure 4.00-4: Governor Speed Sensor
4.00-2
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM MAINTENANCE 1
2
3
4
5
6 Figure 4.00-6 1 - Sensor Body 2 - Jam Nut 3 - Pole Face
4 - Flywheel Tooth 5 - Gap 6 - Flywheel Housing
4.00-3
FORM 6284-4 © 8/2012
SPEED GOVERNING SYSTEM MAINTENANCE
This Page Intentionally Left Blank
4.00-4
FORM 6284-4 © 8/2012
SECTION 4.05 FUEL SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
NOTE: L36 and P48 engines with IMPCO carburetors should have pre-turbine sample lines for each bank to assure that the exhaust oxygen of each bank is adjusted properly. For Deltec carburetor systems, use a slant tube or digital manometer to measure the gas/air pressure differential accurately.
F18 / H24 AND L36 / P48 ENGINES PHYSICAL REQUIREMENTS Gas supply, pressure and regulator type will vary with each application. See S6656-23 for applicable regulator information.
5. Install a water manometer and shutoff valves to measure the gas-over-air (gas/air) pressure differential between the carburetor fuel inlet pipe and the carburetor air horn.
1. Regulators and fuel shutoff valves are to be mounted as close to the carburetor as possible (See S-07763-16 for fuel system information).
NOTE: The information below is provided as a quickreference guide. Go to the page listed to see the fuel adjustment procedure for specific engine setups.
2. Check/adjust the linkage from the governor to the throttle (butterfly) valve to assure that the butterfly is closed when the governor is in the minimum stroke position. When the governor goes to full stroke, the butterfly must not over-travel the wide-open, straight-up-and-down position. An angle of 5° toward closing from wide-open is acceptable.
• F18 GL / H24 GL AND L36 GL / P48 GL WITH IMPCO 200 D OR 600 VFI CARBURETORS NATURAL GAS (BLOW-THRU CARBURETION) on page 4.05-7
3. Ensure that the fuel supply pressure to the regulator inlet is within the acceptable range for the regulator being used. See Tech Data S6656-23.
• F18 G AND H24 G WITH IMPCO 200 D, 400 VF3 OR 600 VFI CARBURETORS on page 4.05-4
• F18 GL / H24 GL WITH IMPCO 400 VF3 CARBURETORS – NATURAL GAS OR LOWCOMPRESSION RATIO (NATURAL GAS OR PROPANE) (BLOW-THRU CARBURETION) on page 4.05-8 • F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH IMPCO 600 VFI CARBURETORS (DRAW-THRU CARBURETION) on page 4.05-9
NOTICE Engines equipped with ejector breather system -O2 must be sampled pre-turbine. 4. Remove the pipe plug from the exhaust elbow and install the exhaust emission probe and sample line with an ON/OFF valve. Connect this sample line to an exhaust emission analyzer capable of measuring oxygen (O2) and carbon monoxide (CO) concentrations.
• F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH DELTEC CARBURETORS (DRAW-THRU CARBURETION) on page 4.05-12 • L36 GSID / P48 GSID WITH DELTEC CARBURETORS – NATURAL GAS OR PROPANE (DRAW-THRU CARBURETION) on page 4.05-14 • F18 / H24 GSID WITH IMPCO 600 VFI CARBURETOR – NATURAL GAS (DRAW-THRU CARBURETION) on page 4.05-15 • F18 G / H24 G DUAL-FUEL – NATURAL GAS OR PROPANE on page 4.05-15 • F18 G / H24 G DUAL-FUEL – NATURAL GAS OR DIGESTER GAS on page 4.05-17
4.05-1
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE • F18 / H24 GLD AND L36 / P48 GLD / GSID WITH DELTEC CARBURETORS – DUAL-FUEL on page 4.05-18
2. Loosen locknut and retaining screw and remove fuel jet (see Figure 4.05-2).
• HIGH RATING (HR) 12.1 / 13.7 BAR (176 / 200 BMEP) GLD / 2 WITH DELTEC CARBURETORS AND DUNGS REGULATOR on page 4.05-21
2
1
CARBURETOR ADJUSTMENT A new carburetor (P/N 59028C), is being introduced for VGF F18GL, F18GL LCR, H24GL and H24GL LCR engines. The new carburetor is equipped with a spacer (P/N 307159) which improves fuel adjustability over previous carburetors used on these engines. Previous carburetor (P/N 59028B) can be upgraded by either adding a spacer (P/N 307159) or by adding two M6 flat washers with a nominal thickness of 0.060 in. (1.5 mm) and an outer diameter of less than 0.500 in. (13 mm) for each washer. A new 1/4-28 Nylock nut will also need to be installed.
! WARNING
3
4
Figure 4.05-2: Fuel Jet Retaining Screw 1 - Nylock Nut 2 - Locknut
3 - Retaining Screw 4 - Fuel Jet
3. Remove and discard 1/4-28 Nylock nut (see Figure 4.05-2). 4. Remove metering washer (see Figure 4.05-3).
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system. 1. Remove fuel fitting from carburetor (see Figure 4.05-1). Figure 4.05-3: Metering Washer
5. Install either spacer (P/N 307159) or two M6 flat washers on power adjust screw (see Figure 4.05-4).
Figure 4.05-1: Fuel Fitting
4.05-2
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE
Figure 4.05-4: M6 Flat Washers
6. Install metering washer (dished side facing in) (see Figure 4.05-5). Figure 4.05-7: Fuel Fitting
ADJUSTMENTS 1. Set fuel adjusting screw to 2-1/2 turns counterclockwise from closed position (see Figure 4.05-8).
Figure 4.05-5: Metering Washer
7. Install new 1/4-28 Nylock nut and tighten to 40 in-lb (4.5 N·m) (see Figure 4.05-6).
1
2
Figure 4.05-8: Fuel Adjusting Screw
2. Check for gas leaks.
! WARNING
3
4
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
Figure 4.05-6: Fuel Jet Retaining Screw 1 - Nylock Nut 2 - Locknut
3 - Retaining Screw 4 - Fuel Jet
8. Install fuel jet and secure with retaining screw. Tighten locknut (see Figure 4.05-6). 9. Install fuel fitting to carburetor (see Figure 4.05-7).
4.05-3
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE 3. Adjust gas regulator to achieve gas/air (G/A) to 4.5 – 5.5 inch-H2O (11.43 – 13.97 cm-H2O).
Table 4.05-1: Gas-Over-Air Settings FUEL LOW HEAT VALUE BTU/FT3 (MJ/M3 [25, V(0;101.325)])
GAS/AIR PRESSURE IN. H2O (MM H2O)
Natural Gas
850 – 900 (33.40 – 35.38)
5 ± 0.5 (127 ± 13)
Digester Gas
500 – 650 (19.65 – 25.55)
6 ± 0.5 (152 ± 13 )
Landfill Gas
400 – 500 (15.73 – 19.65)
10 ± 0.5 (254 ± 13)
4. Start engine and set speed to 650 – 750 RPM. Adjust G/A pressure to 4.5 – 5.5 inch-H2O (11.43 – 13.97 cm-H2O).
FUEL TYPE
NOTICE Always verify that all cylinders are firing before adjusting the carburetor. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. NOTE: If the correct O2 level cannot be obtained at rated speed and load, readjust the gas/air pressure as necessary.
2. F18 G/H24 G Engines (IMPCO 200 D)
5. With engine running at rated speed and load, use an approved and calibrated O2 meter and set exhaust O2 as stated on engine’s data plate.
a. Adjust the carburetor idle air bleed screw full-in (rich). This bleed screw will remain in this position and not be used again. b. Adjust the fuel mixture valve at the fuel inlet to the mid-position between L and R.
• Rotate the fuel adjusting screw clockwise (lean) to increase exhaust % O2. • Rotate the fuel adjusting screw counterclockwise (rich) to decrease exhaust % O2. 6. Change part number on carburetor from 59028B to 59028C.
F18 G AND H24 G WITH IMPCO 200 D, 400 VF3 OR 600 VFI CARBURETORS FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP
! WARNING Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
1. Adjust the gas regulator to obtain the proper gasover-air (gas/air) pressure (see Table 4.05-1).
4.05-4
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE 3. F18 G/H24 G Engines (400 VF3 and IMPCO 600 VFI) Adjust the mixture screw approximately 4 to 5 turns out counterclockwise (CCW) from the full-in clockwise (CW) position. PRELIMINARY SETTINGS AFTER ENGINE STARTUP 1. At idle speed (700 + 50 rpm) and no load, adjust the gas regulator to obtain the gas/air pressure listed in Table 4.05-1 Gas-Over-Air Settings on page 4.05-4. 2. Follow break-in procedure if not previously broken in. FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE Always verify that all cylinders are firing before adjusting the carburetor. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires.
NOTE: If the correct O2 level cannot be obtained at rated speed and load, readjust the gas/air pressure as necessary. • On 200 D carburetors, rotate the mixture valve toward “L” (Lean) to increase the exhaust O2 level and toward “R” (Rich) to decrease the O2 level. • On 400 VF3 and 600 VFI carburetors, turn the mixture screw in CW to increase O2 and out CCW to decrease exhaust O2. IMPCO 200 D carburetors only: If the fuel mixture adjustment is very coarse or if the correct O2 level cannot be obtained at rated speed and load, check to see that the proper fuel orifice has been installed in the carburetor fuel inlet (see Table 4.05-2). If the proper orifice is present, readjust gas/air pressure as necessary to obtain the desired O2 level. Table 4.05-2: IMPCO 200 D Fuel Orifice Requirements
4.05-5
FUEL ORIFICE ID
F18 GL
H24 GL
(in.)
0.591
0.650
(mm)
15
16.5
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE At rated load and speed, adjust the carburetor mixture as follows:
2. For Best Economy: a. Adjust the carburetor mixture to obtain 2.4% exhaust O2 and 0.02% CO
1. For Best Power: a. Adjust the carburetor mixture to obtain approximately 0.18% exhaust O2 and 0.3 to 1.0% carbon monoxide (CO)
or b. Adjust the carburetor mixture to obtain the maximum intake manifold vacuum setting (i.e., highest exhaust temperature) and then lean out mixture to decrease vacuum by 1.5 inch-Hg).
or b. Adjust the carburetor mixture to obtain the maximum intake manifold vacuum setting or to obtain the highest exhaust temperature.
4 6
2
5 3
1
7
8 11
10
9
Figure 4.05-9: Typical High-Pressure Fuel System (Inline Engine Shown) 1 2 3 4 5 6
-
Fuel Inlet Intake Manifold Pipe Plug Exhaust Fuel Pressure Tap Location Intercooler
7 - Air Pressure Tap Location 8 - Fuel Mixture Screw 9 - Carburetor 10 - Balance Line 11 - Fuel Regulator
4.05-6
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE F18 GL / H24 GL AND L36 GL / P48 GL WITH IMPCO 200 D OR 600 VFI CARBURETORS NATURAL GAS (BLOW-THRU CARBURETION) FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP
2. Follow break-in procedure (if not previously broken in) up to rated speed and 2/3 of rated load (approximately 7 – 9 in. (23.7 – 30.5 kPa) of mercury (Hg) gauge positive intake manifold pressure). Adjust the fuel mixture valve to obtain 7.8 ± 0.5% exhaust oxygen (O2). FINAL FUEL SYSTEM ADJUSTMENTS
1. Adjust the gas regulator to obtain the proper gasover-air (gas/air) pressure (see Table 4.05-3). For typical pressure tap locations see Figure 4.05-9.
NOTICE
Table 4.05-3: Gas / Air and Exhaust Oxygen Settings
MODEL
IMPCO CARB.
GAS/AIR PRESSURE IN. H2O (MM H2O)
EXHAUST OXYGEN (% O2)
F18 GL/H24 GL
200 D
7.6 ± 2.54 (30 ± 10)
7.8 ± 0.1
L36 GL/P48 GL
600 VFI
6 ± 0.5 (152 ± 12.7)
7.8 ± 0.1
Always verify that all cylinders are firing before adjusting the carburetor. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. 1. At rated speed and load, check the gas/air pressure and readjust to specified value (see Table 4.05-4), if necessary. Table 4.05-4: IMPCO 200 D Fuel Orifice Requirements
2. F18 GL/H24 GL Engines (IMPCO 200 D) a. Adjust the carburetor idle air bleed full-in (rich). This bleed screw will remain in this position and not be used again. b. Adjust the fuel mixture valve at the fuel inlet to the mid-position between L and R.
FUEL ORIFICE ID
F18 GL
H24 GL
(in.)
0.591
0.650
(mm)
15
16.5
2. F18 GL/H24 GL Engines a. On 200 D carburetors, rotate the mixture valve toward “L” (Lean) to increase the exhaust O2 level, toward “R” (Rich) to decrease the O2 level.
c. Turn the butterfly valve adjusting screw 1-1/2 turns open. 3. L36 GL/P48 GL Engines (IMPCO 600 VFI)
b. If the fuel mixture adjustment is very coarse or if the correct O2 level cannot be obtained at rated speed and load, check to see that the proper fuel orifice has been installed in the carburetor fuel inlet (see Table 4.05-4). If the proper orifice is present, readjust gas/air pressure as necessary to obtain the desired O2 level.
Adjust the mixture screw to approximately 4 to 5 turns out counterclockwise (CCW) from the full-in clockwise (CW) position. PRELIMINARY SETTINGS AFTER ENGINE STARTUP
! WARNING
3. L36 GL/P48 GL Engines NOTE: On L36/P48 GLD and GSID engines, the left bank carburetor will affect the right bank O2 level, and the right bank carburetor will affect the left bank O2 level.
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
NOTE: After testing at standard exhaust oxygen, reset the exhaust O2 to the setting indicated on the engine nameplate.
1. At idle speed (700 ± 50 rpm) and no load, adjust the gas regulator to obtain the proper gas/air pressure (see Table 4.05-3 Gas / Air and Exhaust Oxygen Settings on page 4.05-7).
NOTE: On 600 VFI carburetors, rotate the fuel mixture valves CW (lean) to increase exhaust % O2 level and CCW (rich) to decrease exhaust % O2 level.
4.05-7
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE F18 GL / H24 GL WITH IMPCO 400 VF3 CARBURETORS – NATURAL GAS OR LOW-COMPRESSION RATIO (NATURAL GAS OR PROPANE) (BLOW-THRU CARBURETION)
2. Follow the break-in procedure if not previously broken in up to rated speed and 2/3 load (approximately 7 - 9 in. (23.7 – 30.5 kPa) of mercury (Hg) gauge positive intake manifold pressure). Adjust the fuel mixture screw to obtain 7.8 ± 0.5 % exhaust oxygen (O2).
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP
FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE
1. Adjust the gas regulator to obtain the proper gasover-air (gas/air) pressure (see Table 4.05-5 F18 GL / H24 GL Gas / Air Settings on page 4.05-8). 2. Adjust the fuel mixture screw to approximately 2 to 3 turns out counterclockwise (CCW) from the full-in clockwise (CW) position.
Always verify that all cylinders are firing before adjusting the carburetor. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires.
Table 4.05-5: F18 GL / H24 GL Gas / Air Settings COMPRESSION
IMPCO CARB.
GAS/AIR PRESSURE IN. H2O (MM H2O)
EXHAUST OXYGEN (% O2)
At rated speed and load, check the gas/air pressure and, if necessary, readjust to obtain the proper pressure (see Table 4.05-5). Rotate the fuel mixture screw CW (lean) to increase exhaust % O2 level and CCW (rich) to decrease exhaust % O2 level.
Low (8.7:1) Pistons
400 VF3
3 ± 1.0 (76 ± 25.4)
7.8 ± 0.1
Standard (11:1) Pistons
400 VF3
5 ± 1.0 (127 ± 25.4)
7.8 ± 0.1
NOTE: After testing at standard exhaust O2, reset the exhaust O2 to the setting indicated on the engine nameplate.
PRELIMINARY SETTINGS AFTER ENGINE STARTUP 1. At idle speed (700 ± 50 rpm) and no load, adjust the gas regulator to obtain the proper gas/air pressure (see Table 4.05-5).
4.05-8
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE
3
2
4
5
1
6 12
7
11
10
9
8
Figure 4.05-10: Typical Low-Pressure Fuel System (Inline Engine Shown) 1 2 3 4 5 6
-
Carburetor To Intercooler Exhaust Pipe Plug Air Pressure Tap Location Balance Line
7 - Fuel Inlet 8 - Fuel Regulator 9 - Fuel Pressure Tap Location 10 - Coarse Upstream Mixture Valve 11 - Air Cleaner 12 - Fuel Mixture Screw
F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH IMPCO 600 VFI CARBURETORS (DRAW-THRU CARBURETION) FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP 1. Adjust the gas regulator(s) to obtain a gas-over-air (gas/air) pressure listed in Table 4.05-6.
2. F18 GLD/H24 GLD Engines Adjust the fuel mixture screw to approximately 4 to 5 turns out counterclockwise (CCW) from the full-in clockwise (CW) position (see Figure 4.05-10). The coarse upstream mixture valve, if equipped, can be left in the full-open position at this time. 3. L36 GLD/P48 GLD Engines
Table 4.05-6: Gas / Air Settings FUEL LOW HEAT VALUE (BTU/FT3)
GAS/AIR PRESSURE IN. H2O (MM H2O)
EXHAUST OXYGEN (% O2)
Natural Gas
850 – 900
3 ± 0.5 (76 ± 12.7)
7.8 ± 0.1
Digester Gas
500 – 650
(See Figure 4.05-11)
(See Figure 4.05-12)
Landfill Gas
400 – 500
(See Figure 4.05-11)
(See Figure 4.05-12)
FUEL TYPE
4.05-9
Adjust the fuel mixture screw to approximately 4 turns out CCW from the full-in CW position. Set both upstream mixture valves, if equipped, to approximately 30° from full closed.
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE NOTE: To change the exhaust O2 of the left bank, adjust the mixture valve on the right side of the engine. To change the exhaust O2 of the right bank, adjust the mixture valve on the left side of the engine. FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE Always verify that all cylinders are firing before adjusting the carburetor. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. 1. F18 GLD/H24 GLD Engines At rated speed and load, check the gas/air pressure and readjust, if necessary, to the appropriate setting listed in Table 4.05-7 Gas / Air Settings on page 4.0510. Adjust the carburetor mixture screw to obtain an appropriate exhaust O2 level as listed in Table 4.05-7 Gas / Air Settings on page 4.05-10 to within ± 0.1% O2.
Figure 4.05-11: Gas / Air Pressure vs. Fuel LHV
PRELIMINARY SETTINGS AFTER ENGINE STARTUP
! WARNING
2. L36 GLD/P48 GLD Engines At rated speed and load, check the gas/air pressure and readjust, if necessary, to the appropriate setting listed in Table 4.05-7 Gas / Air Settings on page 4.0510. Adjust the carburetor mixture screw to obtain an appropriate exhaust O2 level as listed in Table 4.05-7 to within ± 0.1% O2.
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
1. At idle speed (700 ± 50 rpm) and no load, adjust the gas regulator(s) to obtain a gas/air pressure listed in Table 4.05-6 Gas / Air Settings on page 4.05-9. 2. Follow break-in procedure if not previously broken in up to rated speed and 2/3 load (approximately 7 – 9 in. (23.7 – 30.5 kPa) of mercury (Hg) gauge intake manifold pressure). Adjust the coarse upstream mixture valve, if equipped, to obtain the required exhaust O2 level listed in Table 4.05-6 Gas / Air Settings on page 4.059 to within ± 0.5% O2. If not equipped with a coarse mixture valve, use the carburetor mixture screw to adjust the exhaust O2.
Table 4.05-7: Gas / Air Settings FUEL LOW HEAT VALUE (BTU/FT3)
GAS/AIR PRESSURE IN. H2O (MM H2O)
EXHAUST OXYGEN (% O2)
Natural Gas
850 – 900
3 ± 0.5 (76 ± 12.7)
7.8 ± 0.1
Digester Gas
500 – 650
(See Figure 4.05-11)
(See Figure 4.05-12)
Landfill Gas
400 – 500
(See Figure 4.05-11)
(See Figure 4.05-12)
FUEL TYPE
3. L36 GLD/P48 GLD Engines Adjust both upstream mixture valves, if equipped, to obtain the required exhaust O2 level listed in Table 4.05-6 Gas / Air Settings on page 4.05-9 to within ± 0.5% O2.
4.05-10
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE NOTE: To change the exhaust O2 of the left bank, adjust the mixture valve on the right side of the engine. To change the exhaust O2 of the right bank, adjust the mixture valve on the left side of the engine. NOTE: After testing at standard exhaust O2, reset the exhaust O2 to the setting indicated on the engine nameplate.
Figure 4.05-12: Exhaust Oxygen vs. Fuel LHV
4.05-11
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE
AIR CLEANER
AIR CARBURETOR
TURBOCHARGER
MAIN ADJUSTING SCREW (MAS) BALANCE LINE
GAS PRESSURE
SECOND CARBURETOR APPLIES ONLY TO L36 AND P48 ENGINES
CUSTOMER SUPPLIED BALANCE LINE AIR
AIR CLEANER
CUSTOMER SUPPLIED FLEXIBLE CONNECTION
CARBURETOR
TURBOCHARGER
FUEL REGULATOR AIR PRESSURE
CUSTOMER SUPPLIED EXTERNAL CONTROL LINE FOR 3 INCH REGULATOR (GLD/GSID ONLY) SOLENOID SHUTOFF VALVE
GAS
Figure 4.05-13: Deltec Fuel Schematic
F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH DELTEC CARBURETORS (DRAW-THRU CARBURETION)
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
PHYSICAL REQUIREMENTS • See PHYSICAL REQUIREMENTS on page 4.05-1 for all VGF F18/H24 and L36/P48 models. • Regulators are to be mounted less than 3 ft (0.91 m) before the MAS with no elbows or other plumbing restrictions. • Fuel shutoff valves must be mounted prior to the engine gas regulator.
• A quick-acting, manual shutoff valve, placed upstream of the engine regulator (high-pressure gas line), is recommended. This valve will assist initial engine start-up and will act as a visual gas shutoff when the engine is not in operation.
4.05-12
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP
! WARNING Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic. When the manual gas shutoff valve is open, gas flows both into the exhaust and back through the intake and air cleaners. Adjustments should be made quickly to limit the flow of gas. Figure 4.05-14: Gas / Air vs. Fuel LHV Deltec Carburetion
1. Open manual gas shutoff valve. 2. Adjust the gas regulator to obtain a gas-over-air (gas/air) pressure listed in Table 4.05-8. Table 4.05-8: Gas / Air and Exhaust Oxygen Settings FUEL LOW HEAT VALUE (BTU/FT3)
IDLE GAS/ AIR PRESSURE IN. H2O (CM H2O)
EXHAUST OXYGEN (% O2)
Natural Gas
850 – 900
0.2 ± 0.1 (5 ± 2.5)
7.8 ± 0.1
Digester Gas
500 – 650
(See Figure 4.05-14)
(See Figure 4.05-15)
Landfill Gas
400 – 500
7.62 ± 2.54 (195 ± 64)
7.5 ± 0.1
Propane Gas
2200 – 2500
3.81 ± 2.54 (96 ± 64)
8.2 ± 0.1
FUEL TYPE
3. Adjust the MAS approximately 8 turns out from full closed. 4. Close manual gas shutoff valve. 5. Crank engine with ignition off for 10 seconds to purge the engine of gas fumes. PRELIMINARY SETTINGS AFTER ENGINE STARTUP 1. Open manual gas shutoff valve and start the engine. 2. Follow break-in procedure up to rated speed and 2/3 load (approximately 7 – 9 in. (23.7 – 30.5 kPa) of mercury (Hg) gauge positive intake manifold pressure), if not previously broken in. Adjust the exhaust O2 to 7.0 ± 0.5% using only the MAS. 3. Once engine coolant and oil temperatures have sufficiently warmed up 140° – 160°F (60° – 71°C), increase engine to rated speed.
4.05-13
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE L36 GSID / P48 GSID WITH DELTEC CARBURETORS – NATURAL GAS OR PROPANE (DRAW-THRU CARBURETION) PHYSICAL REQUIREMENTS • See PHYSICAL REQUIREMENTS on page 4.05-1 for “Physical Requirements” on all VGF F18/H24 and L36/ P48 Models. • Regulators are to be mounted less than 3 ft (0.91 m) before the MAS with no elbows or other plumbing restrictions. • Fuel shutoff valves must be mounted prior to the engine gas regulator.
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
Figure 4.05-15: Exhaust Oxygen vs. Fuel LHV Deltec Carburetion
FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE
• A quick-acting, manual shutoff valve, placed upstream of the engine regulator (high-pressure gas line), is recommended. This valve will assist initial engine start-up and will act as a visual gas shutoff when engine is not in operation.
Always verify that all cylinders are firing before adjusting the carburetor or mixture valves. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. 1. At rated speed and no load, adjust the gas/air to the pressure listed in Table 4.05-8 Gas / Air and Exhaust Oxygen Settings on page 4.05-13, using only the MAS.
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP
! WARNING Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
NOTE: Adjust gas/air pressure within the tolerance band to optimize starting for all fuels. 2. Reduce speed and load to idle, and check gas/air pressure. If gas/air is out of specification (see Table 4.05-8 Gas / Air and Exhaust Oxygen Settings on page 4.05-13), readjust the gas regulator as necessary.
When the manual gas shutoff valve is open, gas flows both into the exhaust and back through the intake and air cleaners. Adjustments should be made quickly to limit the flow of gas.
3. Increase the load to 100% and check exhaust O2 (see Table 4.05-8 Gas / Air and Exhaust Oxygen Settings on page 4.05-13). If exhaust O2 is out of specification, readjust MAS as necessary. 4. Stop engine and check starting performance.
1. Open manual gas shutoff valve.
4.05-14
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE 2. Adjust the gas regulator to obtain a gas-over-air (gas/air) pressure of 0 – 0.1 in. (0 – 2.54 mm) of water column (H2O). 3. Adjust the MAS approximately 8 turns out from full closed.
2. Adjust the fuel mixture screw 6 turns out CCW from the full-in CW position. PRELIMINARY SETTINGS AFTER ENGINE STARTUP
! WARNING
4. Close manual gas shutoff valve. 5. Crank engine with ignition off for 10 seconds to purge engine of gas fumes.
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE Always verify that all cylinders are firing before adjusting the carburetor or mixture valves. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. Failure to do so may cause serious engine damage.
At idle speed (700 ± 50 rpm) and no load, adjust the gas regulator to obtain a gas/air pressure of 2.5 ± 0.5 in. (6.35 ± 1.27 cm) of H2O. FINAL FUEL SYSTEM ADJUSTMENTS
1. At rated speed and load, adjust the MAS valve to obtain an exhaust stack CO level of 0.3 – 0.4%. Turn the MAS CW to reduce CO, or CCW to increase CO. NOTE: Exhaust tap location should be such that is simultaneously sampling exhaust from both the left and right banks. 2. Reduce the engine speed and load to idle. Verify that the gas/air pressure is still within 0 – 0.1 in. (0 – 2.54 mm) of H2O. Readjust the gas regulator if necessary. 3. Increase the speed and load to 100%. Verify that the exhaust stack CO level is still within 0.3 – 0.4%. Readjust the MAS if necessary.
At rated load and speed, adjust the carburetor mixture screw to obtain 0.18% exhaust O2 and 0.3 to 0.4% CO.
F18 G / H24 G DUAL-FUEL – NATURAL GAS OR PROPANE NOTE: See Typical VGF Dual-Fuel System on page 4.05-17 for the VGF Dual-Fuel System Diagram. FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP 1. Set the line regulator to provide the proper fuel gas inlet pressures to the engine-mounted regulators in accordance with the settings below (see Table 4.05-9).
4. Stop the engine and recheck starting performance. NOTE: Adjust the gas/air pressure within the tolerance band to optimize starting for all fuels.
F18 / H24 GSID WITH IMPCO 600 VFI CARBURETOR – NATURAL GAS (DRAWTHRU CARBURETION) FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP 1. Adjust the gas regulator to obtain a gas/air pressure of 2.5 ± 0.5 in. (6.35 ± 1.27 cm) of water column (H2O).
4.05-15
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE Table 4.05-9: Fuel Regulator Pressure Settings REGULATOR TYPE
FUEL TYPE
INLET PRESSURE
OUTLET PRESSURE
Fisher S201
Natural Gas
5 – 10 psi (34.5 – 69.0 kPa)
5 ± 0.5 in. H2O (127 ± 12.7 mm)
Maxitrol RV91
Natural Gas
8 – 20 in. H2O (2.0 – 5.0 kPa)
3 ± 0.5 in. H2O 76 ± 12.7 mm
Fisher Y610-A w/ Fisher S201
Propane Gas
5 – 10 psi (34.5 – 69.0 kPa)
(-1 – -2 in.) H2O -25.4 – -51 mm
Fisher Y610-A w/Maxitrol RV91
Propane Gas
5 – 10 psi (34.5 – 69.0 kPa)
-4 ± 0.5 in. H2O (102 ± 12.7 mm)
2. If equipped with an IMPCO 200 D carburetor:
2. At governed speed and rated load, adjust the carburetor mixture valve as follows:
a. Adjust the carburetor idle bleed valve full-in (rich).
a. For best power do one of the following:
b. Adjust the carburetor mixture valve to midposition.
i.
3. If equipped with an IMPCO 600 VFI carburetor:
Adjust the carburetor mixture valve to approximately 0.18% O2 and 0.3 – 1.0% CO in the exhaust. or
Adjust the carburetor mixture screw 4 to 5 turns out CCW from the full-in CW position.
ii. Adjust the carburetor mixture valve to obtain the maximum intake manifold vacuum setting.
4. Close the propane solenoid valve and open the natural gas solenoid valve.
b. For best economy do one of the following:
PRELIMINARY SETTINGS AFTER ENGINE STARTUP
i.
! WARNING
Adjust the carburetor mixture valve to approximately 2.4% O2 and 0.02% CO or
ii. Adjust the carburetor mixture valve to the maximum intake manifold vacuum setting and then lean out by 1.5 in. (3.8 cm) of mercury (Hg).
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
3. Return to idle.
1. Idle the engine at 700 ± 50 rpm and adjust the natural gas regulator for an outlet pressure of 5 ± 0.5 in. (127 ± 12.7 mm) of water column (H2O) gas-over-air (gas/air). NOTE: The intake manifold vacuum reading can be taken at the instrument panel gauge, if equipped. If not equipped, remove the plug at the top rear of the intake manifold and install a gauge.
4. Close the natural gas solenoid valve and open the propane solenoid valve. 5. Adjust the propane regulator outlet pressure to 1.5 ± 0.5 in. (3.8 ± 1.2 cm) of H2O gas/air. 6. At governed speed and rated load, adjust the mixture adjusting valve for best economy or best power in accordance with Step 2.
4.05-16
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE
MIXTURE VALVE
P AIR AIR
INTAKE MANIFOLD
CARBURETOR
MIXTURE ADJUSTING VALVE
P Gas
P GAS
NATURAL GAS REGULATOR
DIGESTER GAS REGULATOR BALANCE LINE
BALANCE LINE
FLEXIBLE CONNECTION
FLEXIBLE CONNECTION SOLENOID SHUTOFF VALVE SOLENOID SHUTOFF VALVE NATURAL GAS SUPPLY DIGESTER GAS
Figure 4.05-16: Typical VGF Dual-Fuel System
F18 G / H24 G DUAL-FUEL – NATURAL GAS OR DIGESTER GAS NOTE: See Figure 4.05-16. FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP 1. Set the line regulator to provide the proper fuel gas inlet pressures to the engine-mounted regulators in accordance with the settings below (see Table 4.05-10 Fuel Regulator Pressure Settings on page 4.05-18).
4.05-17
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE Table 4.05-10: Fuel Regulator Pressure Settings REGULATOR TYPE
b. For best economy do one of the following: i.
FUEL TYPE
INLET PRESSURE
OUTLET PRESSURE
Fisher Y610-A
Natural Gas
5 – 10 psi (34.5 – 69.0 kPa)
-5 – -6 in. H2O (12.7 ± -15.3 cm)
Maxitrol RV91
Digester Gas
8 – 20 in. H2O (6 ± 0.5 in.) H2O (2.0 – 5.0 (15.3 ± 1.27 kPa) cm)
Fisher Y610-A
Propane Gas
0.75 – 10 psi -2 ± 0.5 in. H2O (34.5 – 69.0 (-5.1 ± 1.27 kPa) cm)
Maxitrol RV91
Digester Gas
8 – 20 in. H2O 5 ± 0.5 in. H2O (2.0 – 5.0 (12.7 ± 1.27 kPa) cm)
Adjust the carburetor mixture valve to approximately 2.4% O2 and 0.02% CO or
ii. Adjust the carburetor mixture valve to the maximum intake manifold vacuum setting and then lean out by 1.5 in. (3.8 cm) of mercury (Hg). 3. Return to idle. 4. Close the digester gas solenoid valve and open the natural gas solenoid valve. 5. Adjust the natural gas regulator as indicated in Table 4.05-10. 6. Return to idle.
2. Adjust carburetor mixture valve to mid-position (4 or 5 turns out).
7. Close the digester gas solenoid valve and open the natural gas solenoid valve.
3. Shut the natural gas solenoid valve and open the digester gas solenoid valve.
8. Adjust natural gas regulator according to Table 4.05-10.
PRELIMINARY SETTINGS AFTER ENGINE STARTUP
9. At the governed speed and rated load, adjust the mixture adjusting valve for best economy or best power in accordance with Step 2.
! WARNING
F18 / H24 GLD AND L36 / P48 GLD / GSID WITH DELTEC CARBURETORS – DUALFUEL
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
PHYSICAL REQUIREMENTS • See PHYSICAL REQUIREMENTS on page 4.05-1 for all VGF F18/H24 and L36/P48 models. • Regulators are to be mounted less than 3 ft (0.91 m) before the MAS with no elbows or other plumbing restrictions.
1. Idle the engine at 700 ± 50 rpm and adjust the digester gas regulator to the outlet pressure as shown in Table 4.05-10.
• Fuel shutoff valves must be mounted prior to the engine gas regulator.
2. At governed speed and rated load, adjust the carburetor mixture valve as follows:
! WARNING
NOTE: The intake manifold vacuum reading can be taken at the instrument panel gauge, if equipped. If not equipped, remove the plug at the top rear of the intake manifold and install a gauge.
The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
a. For best power do one of the following: i.
Adjust the carburetor mixture valve to approximately 0.18% O2 and 0.3 – 1.0% CO or
ii. Adjust the carburetor mixture valve to the maximum intake manifold vacuum setting.
• A quick-acting, manual shutoff valve, placed upstream of the engine regulator (high-pressure gas line), is recommended. This valve will assist initial engine start-up and will act as a visual gas shutoff when engine is not in operation.
4.05-18
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE 6. At rated speed and load, adjust the MAS valve to obtain an exhaust stack CO level of 0.3 – 0.4%. Turn the MAS CW to reduce CO, or CCW to increase CO.
FUEL SYSTEM ADJUSTMENT PROCEDURE
! WARNING
NOTE: The exhaust tap location should be such that it is simultaneously sampling exhaust from both the left and right banks.
Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
NOTE: Adjust the gas/air pressure within the tolerance band to optimize starting for all fuels.
When the manual gas shutoff valve is open, gas flows both into the exhaust and back through the intake and air cleaners. Adjustments should be made quickly to limit the flow of gas.
7. Reduce the engine speed and load to idle. Verify that the gas/air pressure is still within 0 – 0.1 in. (0 – 2.54 mm) of H2O. Readjust the gas regulator if necessary. 8. Increase the speed and load to 100%. Verify that the exhaust stack CO level is still within 0.3 – 0.4%. Readjust the MAS if necessary. 9. Stop the engine.
1. Shut off the downstream fuel valve, and open the upstream fuel valve.
10. Shut off the upstream fuel valve, and open the downstream fuel valve.
NOTE: The higher BTU fuel is always downstream of the lower BTU fuel (see Figure 4.05-17).
11. Repeat Steps 2 – 9 and adjust the downstream fuel settings.
2. Adjust the gas regulator to obtain a gas-over-air (gas/air) pressure of 0 – 0.1 in. (0 – 2.54 mm) of water column (H2O).
12. Recheck starting performance.
3. Adjust the MAS approximately 8 turns out from full closed. 4. Close the manual gas shutoff valve. 5. Crank engine with ignition off for 10 seconds to purge engine of gas fumes.
NOTICE Always verify that all cylinders are firing before adjusting the carburetor or mixture valves. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. Failure to do so may cause serious engine damage.
4.05-19
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE
1
2
3
4
4
3
7
2
5
7
6 11 12
6
9 10
8
Figure 4.05-17: L36 / P48 VGF Dual-Fuel System With Deltec Carburetor 1 2 3 4 5 6
-
High BTU Fuel Inlet Solenoid Valve Regulator MAS Valve Low BTU Fuel Inlet Mixture Adjusting Valve
7 - Balance Line 8 - Air Cleaner 9 - Air Inlet 10 - Deltec Carburetor 11 - Air / Fuel Outlet 12 - Turbocharger
4.05-20
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE HIGH RATING (HR) 12.1 / 13.7 BAR (176 / 200 BMEP) GLD / 2 WITH DELTEC CARBURETORS AND DUNGS REGULATOR PHYSICAL REQUIREMENTS • See PHYSICAL REQUIREMENTS on page 4.05-1 for all VGF F18/H24 and L36/P48 models. • Regulators are to be mounted less than 3 ft (0.91 m) before the MAS with no elbows or other plumbing restrictions. • Fuel shutoff valves must be mounted prior to the engine gas regulator.
! WARNING The Deltec carburetion system must have a positive gas shutoff valve that opens upon cranking and closes whenever engine rotation stops.
• A quick-acting, manual shutoff valve, placed upstream of the engine regulator (high-pressure gas line), is recommended. This valve will assist initial engine start-up and will act as a visual gas shutoff when engine is not in operation. FUEL SYSTEM ADJUSTMENT PROCEDURE
! WARNING Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless and highly toxic.
The “start circuit” consists of fuel at supply pressure provided to a fuel solenoid. This solenoid is activated/ opened when the starter is engaged. The fuel at that time flows from the solenoid to a needle valve which is set to deliver 0.276 in. (7 mm) H2O pressure. This pressure is applied on top of the diaphragm which lowers/closes the valve and leans out the mixture to about 0 in. (0 mm) H2O G/A. When the starter disengages, the fuel flow stops and the regulator goes back to delivering about 0.276 in. (7 mm) H2O G/A for throttle advancement. The “cold run circuit” was developed because the standard G/A proved to be too lean when the intake manifold temperature is less than 140°F (60°C). This is a normal condition when the engine is first started. It takes a little time for the intake manifold to come up to normal temperatures. To increase the G/A mixture an additional circuit has been added. Fuel at supply pressure is provided to a fuel solenoid. This solenoid is activated/opened when the thermistor/sending unit in the intake manifold detects mixture that is less than 140°F (60°C). The fuel at that time flows from the solenoid to a needle valve which is set to deliver about 0.32 in. (8 mm) H2O G/A to the Deltec carburetor. When the thermistor/sending unit detects mixture at 140°F (60°C) or more the solenoid is closed and the G/A defaults back to the main regulator setting. NOTE: A gas-over-air (G/A) pressure of 0 in. (0 mm) of water column (H2O) is correct for initial start (crank mode), but proves to be too lean when advancing the throttle. A gas/air pressure of 0.276 in. (7 mm) H2O is required for throttle advancement; however, this is too rich for initial start. To solve this problem the following procedure has been developed: 1. Close manual gas shutoff valve. 2. Crank engine with ignition off for 10 seconds to purge engine of gas fumes.
NOTICE Always verify that all cylinders are firing before adjusting the carburetor or mixture valves. Exhaust manifold thermocouples (optional equipment) will assist in diagnosing misfiring cylinders. Unstable or high exhaust O2 levels may also indicate misfires. Failure to do so may cause serious engine damage.
4.05-21
FORM 6284-4 © 8/2012
FUEL SYSTEM MAINTENANCE 3. Remove four capscrews that secure cover to Dungs regulator (see Figure 4.05-18). Remove cover to expose valve.
7. Disconnect power lead from fuel solenoid to starter. (This prevents the starter from running when power is applied to the fuel solenoid.) 8. Apply power (bypass starter) to the fuel solenoid valve. (This will allow fuel to flow through to the needle valve.) Adjust the needle valve until a G/A pressure of 0 in. (0 mm) H2O is reached.
1
2 Figure 4.05-18 1 - Cover
2 - Adjustment Screw
4. Turn adjustment screw so valve travels down and “just touches” seat. Verify valve position through top cover opening (see Figure 4.05-18). When valve is closed, gas-over-air (G/A) pressure is 0 in. (0 mm) of water column (H2O). 5. Install regulator cover and secure with four capscrews. NOTE: A “hot wire” that can provide momentary power to the fuel solenoid must be installed. The power lead from the starter must be disconnected at the fuel solenoid after the engine is started. This will prevent the voltage from back-feeding to the starter.
! WARNING When the manual gas shutoff valve is open, gas flows both into the exhaust and back through the intake and air cleaners. Adjustments should be made quickly to lessen the flow of gas. 6. Start engine and adjust G/A to 0.276 in. (7 mm) H2O and advance throttle to 1,500 rpm.
4.05-22
FORM 6284-4 © 8/2012
SECTION 4.10 IGNITION SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
IGNITION SYSTEM MAINTENANCE Inspect and test ignition coils once each year. Remove all oil, grease and dirt from the ignition coils. Pay particular attention to the area around the primary terminals. Thoroughly clean the ignition coil contacts. Use a soft brass wire brush if corrosion or an accumulation of dirt is present. Inspect the contacts for damage (see Figure 4.10-1). The ground wires on each bank must be clean and firmly attached to the manifold(s). Figure 4.10-2: F18 / H24 Hall-Effect Pickup Location
Figure 4.10-1
HALL-EFFECT PICKUP – CEC IGNITION MODULE
Figure 4.10-3: L36 / P48 Hall-Effect Pickup Location
The Hall-effect pickup is located on the front gear cover. The pickup senses each magnet as it passes and trips the logic circuit of the Custom Engine Control (CEC) Ignition Module to fire (see Figure 4.10-2 and Figure 4.10-3).
4.10-1
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE HALL-EFFECT PICKUP INSTALLATION
CEC TIMING MAGNET CLEANING AND INSPECTION
To set the air gap specification, complete the following steps.
Magnetic Timing Disc The F18/H24 magnetic timing disc is located under a cover in the front gear housing, attached to the camshaft gear (see Figure 4.10-4). Trigger magnets for the Halleffect pickup are permanently mounted on the disc.
1. Install the Hall-effect pickup into the gear housing. 2. Thread the Hall-effect pickup clockwise until the pickup touches the timing disc. 3. Scribe a reference mark on the Hall-effect pickup and at the same point mark the rear gear housing. 4. Using the reference mark on the pickup as the starting point, rotate the Hall-effect pickup 3/4 of a turn (± 1/16 of a turn) counterclockwise to set the pickup to timing disc clearance. 5. After the clearance is set, snug the locking nut. HALL-EFFECT PICKUP – L36 / P48 The Hall-Effect pickup installation procedure has been changed for all VGF L36/P48 engines. The new procedure reduces the chance of error when setting the distance (air gap) between the Hall-effect pickup and the timing magnets. The distance between the Hall-effect pickup and magnet can be set by turning the pickup 1 turn counterclockwise (± 1/16 of a turn) after it touches the magnet face.
Figure 4.10-4: F18 / H24 CEC Timing Disc
Timing Magnets The L36/48 CEC ignition timing magnets in the camshaft gear are accessed after removing the cover plate from the rear gear housing or mag drive housing (CEC generator-equipped) (see Figure 4.10-5). Once a year, remove the cover plate and clean the timing magnets of any ferrous materials. Clean and readjust the Hall-effect pickup gap at the same time.
1. Use a straightedge to verify magnets are flush with camshaft gear face (see Figure 4.10-6 and Figure 4.10-7). If any magnet protrudes above camshaft gear face, then air gap must be set from that magnet. 1 2
3
Figure 4.10-6: Magnets and Camshaft Gear 1 - Camshaft Gear Face 2 - Flush
3 - Magnet
NOTE: If magnets are replaced, apply Loctite 242 to the magnet and tighten to 32 – 36 in-lb (3.6 – 4.0 N·m). Figure 4.10-5: L36 / P48 CEC Ignition Timing Magnets
4.10-2
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE If any magnet protrudes above the camshaft gear face, then the air gap between the Hall-effect pickup and magnet must be set using that magnet face. If more than one magnet protrudes above the gear face, then set the air gap using the highest magnet. If all magnets are flush with camshaft gear face, then the air gap between the Hall-effect pickup and magnet can be set using the gear face.
1
2. If applicable, bar engine over to align highest magnet with Hall-effect pickup bore (see Figure 4.10-7). 2
Figure 4.10-8: Hall-Effect Pickup 1 - Magneto Drive Cover
2 - Hall-Effect Pickup
2
1
2 1
3
Figure 4.10-7: Magnets 1 - Hall-Effect Pickup Bore
2 - Timing Magnets
3. Thread Hall-effect pickup into rear gear housing until it makes contact with the highest magnet face or camshaft gear face (see Figure 4.10-8 and Figure 4.10-9).
Figure 4.10-9: Hall-Effect Pickup Alignment 1 - Hall-Effect Pickup 2 - Locking Nut
3 - Timing Magnets
4. Make a reference mark on the Hall-effect pickup and at the same point mark the gear housing. 5. Rotate Hall-effect pickup 1 turn (±1/16 of a turn) counterclockwise. Use reference mark as a starting point. NOTE: Turning the Hall-effect pickup one turn will result in a 0.052 – 0.059 in. (1.32 – 1.50 mm) clearance between the pickup and the timing magnet the pickup is set from (for a cold engine). 6. Tighten locking nut (7/8 in. hex) against gear housing. Do not allow Hall-effect pickup to turn while tightening locknut.
4.10-3
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE IGNITION MODULE SWITCH SETTINGS When replacing the CEC Ignition Module, the new module requires setting a selector switch. The Ignition Module has a three-position selector switch for setting the engine model (see Figure 4.10-10 and Table 4.10-1 Ignition Module Selector Switch Settings on page 4.10-4).The selector switch is a three-position switch (A, B and C). The selector switch must be set during Ignition Module timing adjustments. Use your finger or a screwdriver to switch to the proper application.
NOTE: Current selector switches use a rotary switch. Use a screwdriver to align the slot in the correct position. 2. Set appropriate timing application by adjusting selector switch (see Table 4.10-1 Ignition Module Selector Switch Settings on page 4.10-4 and Figure 4.10-12).
NOTE: The Ignition Module is shipped from Waukesha with the selector switch in the B (No Application) setting. See Table 4.10-1 Ignition Module Selector Switch Settings on page 4.10-4 for selector switch settings.
A
B
C
C
A
Figure 4.10-10: Previous Ignition Module Selector Switch
B
B
A
C
Figure 4.10-12: CEC Ignition Module Selector Switches
3. Replace cover over selector switch (current) or access hole (previous). Table 4.10-1: Ignition Module Selector Switch Settings IGNITION MODULE SERIAL NUMBER SELECTOR 811A—6- & 8- 1211A—12- 1611A—16SWITCH CYLINDER CYLINDER CYLINDER SETTING ENGINES ENGINES ENGINES A
6-Cylinder VGF/VHP
12-Cylinder VGF/VHP
16-Cylinder VGF/VHP
B
No Application
No Application
No Application
C
8-Cylinder VGF/ATGL
12-Cylinder ATGL
16-Cylinder ATGL
Figure 4.10-11: Current Ignition Module Selector Switch
1. Remove cover from selector switch or access hole located on Ignition Module (see Figure 4.10-10 and Figure 4.10-11).
4.10-4
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE SPARK PLUG MAINTENANCE
SPARK PLUG REMOVAL – CSA SHIELDED IGNITION
SPARK PLUG REMOVAL – STANDARD IGNITION 1. Remove rubber recess cover from spark plug carrier bore.
1. Disconnect primary shielded lead from CSAapproved shielded ignition coil (see Figure 4.10-15).
NOTICE Do not pull on the spark plug cables to remove the spark plug connectors. Pulling on the cable may loosen or detach the terminal connection within the Teflon tube. 2. Hold Teflon tube and remove spark plug connector from spark plug tube (see Figure 4.10-13).
Figure 4.10-15
NOTICE Do not use the ignition coil as a handle to lift the rocker cover. The coil can be damaged. Always remove the coil and spark plug extension before removing the rocker cover. 2. Remove three M8 capscrews and lock washers from coil flange (see Figure 4.10-16). Use hand pressure to lift coil from rocker cover.
Figure 4.10-13
3. Use Tool P/N 472065 to hold upper spark plug tube when removing spark plug (see Figure 4.10-14).
Figure 4.10-14
4.10-5
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE 1 - Tension Washer (P/N 290479) 2 - Capcrew (P/N 291102) 3 - Shielded Ignition Coil (P/N 69694G) 4 - Flanged Rocker Arm Cover (P/N A300139F) 5 - Rocker Cover Access Tube (P/N 305002F) 6 - Spark Plug Holder
3
2 1
4
7 - Boot 8 - Extension (P/N A211357X) 9 - O-Ring (P/N 305621) 10 - O-Ring (P/N 209992G) 11 - O-Ring (P/N 292843)
3. Pull extension from spark plug. Spark plug extension puller (P/N 475075) allows easy removal of spark plug extensions from cylinder heads (see Figure 4.10-17).
11 10 5
9
8
7
6 Figure 4.10-17: Spark Plug Extension Puller Pliers – P/N 475075
Figure 4.10-16: CSA Shielded Ignition Assembly
SPARK PLUG INSTALLATION – CSA SHIELDED IGNITION 1. Install correct spark plug for application: • P/N 69919 for G, GL, GLD engines • P/N 60999S for GSID engines
4.10-6
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE 2. Apply Parker Super O-Lube and install O-rings onto new rocker cover access tube (see Figure 4.10-18). 2
1
1 2
3 4
4
2
3
Figure 4.10-18: Spark Plug Extension 1 - O-Ring (P/N 209992G) 2 - Rocker Cover Access Tube (P/N 305002F)
Figure 4.10-19: Spark Plug Extension
3 - O-Ring (P/N 305621) 4 - Spark Plug Holder
3. Install access tube in spark plug holder. 4. Liberally coat inside surface of boot located on extension with a high-performance fluorinated grease such as Krytox GPL-206 (P/N 489341) or equivalent (see Figure 4.10-19).
1 - O-Ring 2 - Grease
3 - Boot 4 - Connector
NOTICE All three capscrews must be in place and torqued properly to ground and retain each coil. Improper torque or failure to use all three capscrews may result in premature coil failure.
5. Install extension onto spark plug.
4.10-7
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE 6. Install coil (P/N 69694G) and O-ring (P/N 292843) (see Figure 4.10-20). Secure with M8 x 20 screws and tension washers. Install coils so keyway of coil connector will easily mate with individual leads. Tighten three capscrews (P/N 291102) to 189 – 207 in.-lb (21.36 – 23.4 N·m). 7. Connect primary shielded lead onto coil.
NOTICE Use Krytox GPL-206 grease (P/N 489341) or equivalent between the boot ID and the spark plug insulator. This grease will assist in releasing the boot (P/N 740011) from the plug. Boot damage will occur if the boot is not greased. Damaged boots will allow flashover and shorten spark plug life. NOTE: Krytox GPL-206 (P/N 489341) is a highertemperature fluorinated grease manufactured by MillerStephenson Chemical Co., Inc. For technical information on Krytox GPL-206 call: 1-800-992-2424 (8 – 4 Eastern Time) or in Canada 1-800-323-4621 (8 – 4 Eastern Time).
1
The spark plug extension consists of a silicone O-ring, a red high-temperature silicone rubber boot and a white Teflon extension.
2
NOTICE The current spark plug connectors include the connector, an O-ring and a high-temperature boot. Damage to the boot and the O-ring occurs due to the extreme heat in the spark plug well. Waukesha Service Operations recommends replacement of the boot and O-ring every 6 months.
3 4
Inspect the boot for damage and replace if necessary. The boot (P/N 740011) should be replaced every 6 months. The extension contact and spring should work freely and be cleaned of all corrosion.
Figure 4.10-20: Spark Plug Extension 1 - Screw (P/N 291102) (3 per coil) 2 - Lock Washer (P/N 290479) (3 per coil)
Inspect the extension O-ring for cracking or other damage. The O-ring (P/N 296178) should be replaced every 6 months.
3 - O-Ring (P/N 292843) 4 - O-Ring (P/N 305621)
CSA SHIELDED IGNITION SYSTEM MAINTENANCE Spark plugs, boots, Teflon connectors and coils must be properly maintained to preserve electrical integrity. The spark plug extension consists of a silicone O-ring (P/N 296178), a red high-temperature silicone rubber boot (P/N 740011) and a white Teflon extension.
Grease the boot to spark plug interface and the O-ring and extension at the coil socket with Krytox GPL-206 grease (P/N 489341). Although the boot will adhere to the plug in most cases, Krytox GPL-206 (P/N 489341) will aid in its removal without damage. Lowertemperature silicone greases will not prevent sticking. Spark plug socket (P/N 475037) will fit over the boot if it adheres to the plug.
Whenever service is required on the ignition system, the boot and the O-ring should be inspected for damage and replaced if damage is observed.
4.10-8
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE NOTICE Use Krytox GPL-206 grease (P/N 489341) or equivalent between the boot ID and the spark plug insulator. This grease will assist in releasing the boot from the plug. Boot damage will occur if the boot is not greased. Damaged boots will allow flashover and will shorten spark plug life.
1
Use of a new higher-temperature fluorinated grease Krytox GPL-206 (P/N 489341) is recommended. This grease is nonflammable, nontoxic, non-migrating, and contains no chlorine, silicones or chlorofluorocarbons. The performance of Krytox GPL-206 is known to extend the service life of components (see Figure 4.10-21).
2
3
Figure 4.10-22: CSA Flange-Mounted Coil 1 - Contacts 2 - O-Ring
3 - Contacts
Carefully inspect the ignition coils for cracks or other damage and replace if necessary. Always replace the coil O-ring with a new O-ring whenever the coil is removed.
Figure 4.10-21: Apply Krytox GPL-206 Grease (P/N 489341)
IGNITION COILS Ignition coils should be inspected and tested once each year. If a defective coil is suspected, test by replacing the ignition coil with one that is known to be good. Remove all oil, grease and dirt from the ignition coils. Pay particular attention to the area around the primary terminals. Thoroughly clean the ignition coil contacts. Use a soft brass wire brush if corrosion or an accumulation of dirt is present. Inspect the contacts for damage (see Figure 4.10-22).
Always check the ignition coils with reliable test equipment. Replace the coil if its serviceability is in doubt. To help seal out moisture and prevent corrosion, use Krytox GPL-206 (P/N 489341) on the high-tension connectors between the coils and the spark plug connectors. Always inspect the wiring harness and connectors for moisture, corrosion, cracks or dirt that can cause a short to ground.
NOTICE All three capscrews must be in place and torqued properly to ground and retain each coil. Improper torque or failure to use all three capscrews may result in premature coil failure. Properly maintaining all the major components in the system will preserve electrical integrity and prevent down time as well as damage to components.
4.10-9
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE SHIELDED IGNITION TIMING 1. CSA shielded ignition systems are timed by opening the junction box for the #1 cylinder primary lead (see Figure 4.10-23).
SPARK PLUG SPECIFICATIONS Spark plug information and torques are for standard and hazardous location ignition systems. Waukesha recommends dry spark plug installation. 1. Clean and regap the spark plugs every 720 hours, sooner as required. Replace the spark plugs every 1,440 hours or as required (see Table 4.10-3). Tighten the spark plugs to the proper torque without lubrication. Whenever a spark plug is removed, replace the spark plug gasket. See Table 4.10-2 for the specifications and part numbers. When regapping spark plugs, examine each spark plug for cracked porcelain, leakage and burned electrodes. Examine the spark plug firing end for abnormal spark plug conditions (see Table 4.10-4 Spark Plug Troubleshooting on page 4.10-12). 2. Clean the ignition coil contacts at every spark plug change. 3. To help seal out moisture and prevent corrosion, use a dielectric silicone grease on the high-tension connectors between the coils and the spark plug connectors.
Figure 4.10-23
2. Install an inductive timing light around the wire labeled “A” (see Figure 4.10-24).
Some acceptable dielectric greases are: • DuPont Krytox GPL-206 • G.E. G-624 • GC Electronics 25 4. Inspect the wiring harness and connectors for moisture, corrosion, cracks or dirt that can cause a short to ground. Table 4.10-2: Spark Plug Specifications ITEM Spark Plug Gasket Spark Plug Gap
Figure 4.10-24: #1 Cylinder Junction Box
3. Check engine timing at the flywheel using a timing light. See BASIC TIMING SPECIFICATION – CEC on page 4.10-15.
SPECIFICATION 209681 0.010 – 0.013 in. (0.254 mm)
Spark Plug Torque, P/N 69919, Dry
29 – 39 ft-lb (39 – 49 N·m)
Spark Plug Torque, All Other Plugs, Dry
40 – 45 ft-lb (54 – 61 N·m)
Spark Plug Carrier Torque, Lubricated With Engine Oil
105 – 115 ft-lb (140 – 155 N·m)
NOTE: The gasket for Waukesha spark plug P/N 69919 does not require replacement after plug removal.
4.10-10
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE Table 4.10-3: Spark Plug Applications
ENGINE MODEL
FUEL
DUTY
SIZE AND REACH
F18/H24 G
Natural Gas
All
18 mm – 13/16 in.
Natural Gas
Standard LCR 160 BMEP
UNSHIELDED APPLICATIONS
SHIELDED APPLICATIONS
PART NUMBER
GAP IN. (MM)
PART NUMBER
GAP IN. (MM)
60999W
0.010 – 0.013 (0.25 – 0.33)
60999Y* 69919**
0.010 – 0.013 (0.25 – 0.33)
18 mm – 13/16 in.
60999W
0.010 – 0.013 (0.25 – 0.33)
60999Y* 60999U*
69919** 60999S**
0.010 – 0.013 (0.25 – 0.33)
60999W**
Natural Gas F18/H24 GL/GLD L36/P48 GL/GLD Natural Gas
F18/H24 GSID L36/P48 GSID * **
High-Temp Applications
11:1 CR – 176 BMEP
18 mm – 13/16 in.
69919
0.010 – 0.012 (0.25 – 0.30)
18 mm – 13/16 in.
69919 (60999T) 69919C – European
0.010 – 0.012 (0.25 – 0.30) 69919C – gap is factory preset 0.010 – 0.013 (0.25 – 0.33) 69919C – gap is factory preset 0.010 – 0.013 (0.25 – 0.33)
Natural Gas
GLD/2 200BMEP
18 mm – 13/16 in.
60999D 69919C – European
Natural Gas
All
18 mm – 13/16 in.
60999S 60999Z
60999Y* 69919**
60999S** 60999W** 60999Y* 69919**
60999S** 60999W**
60999U* 60999S**
0.010 – 0.012 (0.25 – 0.30)
0.010 – 0.012 (0.25 – 0.30)
0.010 – 0.013 (0.25 – 0.33)
For use with shielded integral coil application. For use with rocker arm cover flange-mounted coils (CSA).
4.10-11
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE Table 4.10-4: Spark Plug Troubleshooting FIRING TIP APPEARANCE
CONDITION
REMEDY
Light coating of whitish ash, uniformly deposited
Normal with medium- to high-ash engine No change oils
Excessive ash buildup
High oil consumption. Change the engine oil type. Wrong oil; oil has high ash content. Poor Change the engine oil. oil control around the valve guides and Inspect and replace worn parts as necessary. rings.
Black oil fouling deposits
Poor oil control. Engine is too lightly loaded.
Replace worn parts as necessary. Adjust the engine load.
Gap bridging
Contaminated or “dirty” fuel gas
Add a fuel filter. Use a more “open” electrode type of plug.
Carbon fouling
Spark plug firing tip temperature too low. Change the plug heat range. Engine is too lightly loaded. Adjust the engine load. High oil consumption. Inspect and replace worn parts as necessary.
Electrode is burning
Spark plug firing tip temperature is too high.
Change the plug heat range.
Wear on side of the electrode
Reversed polarity of the ignition coils
Rewire the ignition coils correctly.
Aluminum contamination on plug
Engine is operated with severe detonation, causing piston damage.
Inspect piston with a borescope; replace worn parts as necessary. Check the spark timing, fuel gas octane. Reduce the engine load.
Blue or green deposit on plug and Cobalt fouling from worn Stellite valve valve
Replace the valve and valve seat.
NOTE: Stellite is a registered trademark of Stoody Deloro Stellite, Inc.
IGNITION MODULE POWER SUPPLY NOTE: See latest edition of Form 6272, Custom Engine Control Ignition Module Installation, Operation and Maintenance for additional information.
Although the CEC Ignition Module will function with a power supply of 10 – 32 VDC, a power supply of 21.6 – 30 VDC (with less than a 2-volt peak-to-peak ripple) is recommended for compatibility with other CEC products.
! WARNING
An AC to DC power supply is not recommended unless care is taken to eliminate the possibility of a momentary loss of AC power which will result in an engine shutdown. A voltage filter (battery) is recommended to eliminate voltage fluctuations. The CEC Ignition Module will function properly with a power source as defined above. However, if the supply is capable of providing a pulse current (higher current level for a shorter period of time such that the average current is the same), the ignition will utilize that pulse capability. In this case, the voltage fluctuations on the supply wiring, including the ground return to the power source, may cause erratic operation of other electrical devices. For this reason, it is recommended that the ignition power source wiring, specifically the ground return, be sized for at least 30 amps even though the average current will be less than 2 amps (typical).
Disconnect all electrical power supplies before making any connections or servicing any part of the electrical system.
Prior to engine start, complete the following steps: 1. With Ignition Module unpowered, verify power supply is within specifications. 2. Inspect and verify all wiring conforms to local codes and/or regulatory bodies. 3. Inspect and verify all wires are properly grounded. See the engine-specific wiring diagrams received for complete system wiring information.
4.10-12
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE IGNITION MODULE LEDS The CEC Ignition Module is equipped with three diagnostic LEDs on the front of the housing: “Power,” “Pickup” and “Application” (see Figure 4.10-25). These LEDs give operators visual confirmation on (1) incoming power, (2) Hall-effect pickup signal and (3) proper application settings. During normal operation with the engine running the “Power” LED is on, the “Pickup” LED is off and the “Application” LED is off. When the engine is not running and power is applied to Ignition Module the “Power” LED is on, the “Pickup” LED is on and the “Application” LED is off. If a different condition exists, see latest edition of Form 6272, Ignition Module manual for information. The manual describes what an inerrant LED indicates and provides troubleshooting suggestions to remedy the situation if required.
The Ignition Module has two 16-position timing switches located under white plastic caps at one end of the box, one marked “A” and another marked “B” (see Figure 4.10-26). Grounding lead “D” in the 7-pin connector to the engine crankcase gives the timing selected by switch “A.” Open-circuiting lead “D” gives the timing selected by switch “B.” This feature gives the engine operator the ability to switch between two different timing settings to accommodate automatic changeover between two fuels. 1
2
MODEL NUMBER
IMPORTAN T
SERIAL NUMBER APPLICATION INPUT VOLTAGE MAXIMUM TEMPERATURE
Figure 4.10-26: Ignition Module Timing Switches
SELECTOR SWITCH
1 - Timing Switch “A” APPLICATIO N
PICKUP
POWER
2 - Timing Switch “B”
Each timing adjust switch has 16 switch positions (0 – 15) with a 1° timing variation per position. Switch position 15 gives the most advanced timing, while switch position 0 is full retard.
NOTICE
Figure 4.10-25: Ignition Module Diagnostic LEDs
CEC IGNITION MODULE TIMING ADJUSTMENT – DYNAMIC NOTE: This task applies to Ignition Modules that have already been installed and static timed by a Waukesha Certified Technician. For the initial installation and timing of a CEC Ignition Module, call a Waukesha Certified Technician. See latest edition of Form 6253 (Previous Model) or Form 6272 (Current Model) Custom Engine Control Ignition Module Installation, Operation and Maintenance Manual for further information concerning the Ignition Module.
Do not switch from position 15 to position 0, or from position 0 to 15, while the engine is running. The timing change is so large that it may damage the engine and/ or cause it to shut down. NOTE: The outside temperature of the Ignition Module casing should not exceed 150°F (65°C) during operation. 1. Check the engine’s nameplate to determine the exact timing (or most advanced) of the primary and secondary (if equipped) fuels. 2. Run the engine on primary fuel with the “D” lead (found in the 7-pin connector junction box) grounded to the engine block and the CEC Detonation Sensing Module deactivated.
4.10-13
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE 3. Check engine timing at the flywheel using a timing light (see Figure 4.10-27).
! WARNING If a gas engine has been cranked excessively without starting, shut off the gas fuel supply and ignition, and then crank the engine to purge the cylinders and exhaust system of accumulated unburned gas. If this is not done, a spark could ignite the gas and cause an exhaust explosion. If the ignition switch is left in the ON position when a CEC Ignition Module is disconnected, the spark plugs may fire when the ignition system harness is reconnected.
Figure 4.10-27: Flywheel Timing Marks
4. Adjust the “A” switch as required to achieve correct timing. Single-fuel ignition adjustments are now complete.
NOTICE Increasing the timing switch position by one will advance the timing one degree. Decreasing the timing switch position by one will retard the timing one degree.
Before connecting the ignition harness (to the coils) to the CEC Ignition Module, discharge the storage capacitor to ground. Attach one end of a wire lead to the crankcase and then touch the other end to the harness connector pins on the CEC Ignition Module, one at a time. A snap is heard when a capacitor discharges.
! WARNING
5. Run the engine on secondary fuel with the “D” lead (found in the 7-pin connector junction box) open and the CEC Detonation Sensing Module deactivated.
As a safety measure, ground all the pins. Some breakerless ignition systems have more than one storage capacitor.
6. Check engine timing at the flywheel using a timing light. 7. Adjust the “B” switch as required to achieve correct timing. Dual-fuel ignition adjustments are now complete.
NOTICE To prevent the timing from being altered, always replace the white caps over the timing switches once the desired setting has been selected.
NOTE: If the ignition switch is in the OFF position, the capacitor is immediately grounded when the ignition harness is reconnected to the CEC Ignition Module.
4.10-14
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE Table 4.10-5: Ignition Module Switch Positions (All Models) SWITCH
DEGREES BEFORE TOP DEAD CENTER 2
3
4
5
6
7
8
9
10
11
12
13
14
A0
A1
A2
B9
B10
B11
B12
A B SWITCH
B0
B1
B2
B3
B4
B5
B6
B7
B8
DEGREES BEFORE TOP DEAD CENTER 15
16
17
18
19
20
21
22
23
24
25
26
27
A
A3
A4
A5
A6
A7
A8
A9
A10
A11
A12
A13
A14
A15
B
B13
B14
B15
NOTE: The CEC Ignition Module contains a grounding stud that must be grounded to the engine.
BASIC TIMING SPECIFICATION – CEC
NOTICE Detonation is NOT allowed at any time during engine operation, regardless of the specified timing. If detonation occurs at the specified timing, a timing adjustment must be made to retard the ignition timing until NO audible detonation exists.
CEC GENERATOR SERVICING The frequency of inspection for the CEC generator is determined largely by the type of operating conditions. High-speed operation and high temperatures increase the wear of coupling sleeve and bearings.
Do not switch from position 15 to position 0, or from position 0 to 15, while the engine is running.
4.10-15
FORM 6284-4 © 8/2012
IGNITION SYSTEM MAINTENANCE At regular intervals, inspect the terminals for corrosion and loose connections. Inspect the wiring for frayed insulation. Inspect the mounting bolts for tightness (see Figure 4.10-28).
Figure 4.10-28: CEC Generator
Inspect the drive coupling for wear or damage. Replace the coupling every 4,000 hours or when wear in the drive slots can be seen.
NOTICE Do not weld on or around engine unless the CEC generator and voltage regulator have been unplugged. Failure to do so may damage the CEC generator, voltage regulator, battery or Ignition Module. The ambient temperature around the CEC generator and voltage regulator must not exceed 150°F (66°C).
4.10-16
FORM 6284-4 © 8/2012
SECTION 4.15 AIR INTAKE SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
All ducting as well as cleaner-to-turbocharger connections must be airtight to avoid the intake of unfiltered air. The air restriction indicator will gradually show red as the restriction in the air filter increases. The indicator will show full red when the restriction reaches 15 in. (38 cm) H2O (see Figure 4.15-1).
AIR INTAKE SYSTEM MAINTENANCE Service the air filtration system in accordance with the instructions in this section. The intake manifold inlet temperature may reach a maximum of 10°F (5.5°C) above the design intercooler water inlet temperature. The intake manifold air temperature engine protection shutdown setpoint is 20°F (17°C) above the design intercooler water inlet temperature. AIR FILTER MAINTENANCE The air filter elements should be replaced according to the maintenance instructions. Common sources of trouble in air intake systems are most often related to inadequate installation or a poorly maintained system.
NOTICE Do not clean the outside of the engine with petroleumbased solvents while the engine is running. Solvents drawn through the air intake system will remove the oil film from the upper cylinder walls, causing scoring of the cylinder and piston.
4.15-1
Figure 4.15-1: Air Filter Restriction Indicator
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE FILTER REPLACEMENT – F18 / H24 G / GL 1. Loosen the four outside locknuts. Lift the rain shield off the air cleaner (see Figure 4.15-2). The foam precleaner element will be removed along with the rain shield. 2. Clean or replace the precleaner element with a new element.
5. Inspect the air box and duct system. Repair any leaks as necessary. NOTE: A buildup of dust and grit in the air duct system indicates improper air cleaner fit or leaks in the air duct system. 6. Install a new paper main element according to the air flow arrow on the filter.
NOTE: The precleaner can be washed with soap and water, then dried.
7. Reinstall the precleaner, air filter element frame and rain shield.
3. Loosen the four inside locknuts enough to swing the bolts aside and remove the air filter frame and air filter.
NOTE: Engines shipped from Waukesha have a cardboard protector outside the precleaner element which must be removed before start-up.
4. Remove the main air filter element.
4.15-2
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE 5 4
3
2
1
Figure 4.15-2: Typical Air Filter Components – G and GL 1 - Rain Shield 2 - Precleaner 3 - Frame
4 - Air Filter Element 5 - Air Duct
FILTER REPLACEMENT – F18 / H24 GSID / GLD 1. Loosen the two upper latch stud locknuts and swing the rain shield down and away from the air box (see Figure 4.15-3). The foam precleaner element and air filter element will be removed along with the rain shield. 2. Clean or replace the precleaner element with a new element. NOTE: The precleaner can be washed with soap and water, then dried. 3. Inspect the air box and duct system. Repair any leaks as necessary.
NOTE: A buildup of dust and grit in the air duct system indicates improper air cleaner fit or leaks in the air duct system. 4. Install a new paper main element according to the air flow arrow on the filter. 5. Reinstall the precleaner, air filter element and rain shield.
NOTICE Engines shipped from Waukesha have a cardboard protector outside the precleaner element which must be removed before start-up.
4.15-3
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE
1
2
7
9
8
6
3
5
4
Figure 4.15-3: Typical Air Filter Components – F18 / H24 GSID and GLD 1 2 3 4 5
-
Precleaner Air Duct Fixing Washer Hinge Offset Stud
6 7 8 9
FILTER REPLACEMENT – L36 / P48 GL 1. Loosen the four outside locknuts. Lift the rain shield off the air cleaner (see Figure 4.15-4). The foam precleaner element will be removed along with the rain shield.
-
Air Filter Element Rain Shield Washer Stop Nut
NOTE: A buildup of dust and grit in the air duct system indicates improper air cleaner fit or leaks in the air duct system. 6. Install a new paper main element according to the air flow arrow on the filter.
2. Clean or replace the precleaner element with a new element.
7. Reinstall the precleaner, air filter element frame and rain shield.
NOTE: The precleaner can be washed with soap and water, then dried.
NOTICE
3. Loosen the four inside locknuts enough to swing the bolts aside and remove the air filter frame and air filter.
Engines shipped from Waukesha have a cardboard protector outside the precleaner element which must be removed before start-up.
4. Remove the main air filter element. 5. Inspect the air box and duct system. Repair any leaks as necessary.
4.15-4
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE
5 4
3
2 1 Figure 4.15-4: Air Filter Components – GL 1 - Rain Shield 2 - Precleaner 3 - Frame
4 - Air Filter Element 5 - Air Duct
FILTER REPLACEMENT – L36 / P48 GSID / GLD 1. Remove the two outside capscrews from the air cleaner hinge pins (see Figure 4.15-5). Swing the rain shield away from the air box (see Figure 4.15-6). The foam precleaner element and air filter element will be removed along with the rain shield.
1
2
Figure 4.15-5: GLD / GSID Air Cleaner 1 - Outside Locknuts
4.15-5
2 - Rain Shield
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE 2. Clean or replace the precleaner element with a new element.
4. Install a new paper main element according to the air flow arrow on the filter.
NOTE: The precleaner can be washed with soap and water, then dried.
5. Reinstall the precleaner, air filter element and rain shield.
3. Inspect the air box and duct system. Repair any leaks as necessary.
NOTICE
NOTE: A buildup of dust and grit in the air duct system indicates improper air cleaner fit or leaks in the air duct system.
Engines shipped from Waukesha have a cardboard protector outside the precleaner element which must be removed before start-up.
4 3
2
1
Figure 4.15-6: Air Filter Components – L36 / P48 GLD / GSID 1 - Rain Shield 2 - Precleaner
3 - Air Filter Element 4 - Air Duct
4.15-6
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE WASTEGATE VENT TUBE NOTICE The GLD and GSID engines must not be operated without the actuator vent tube in place. If the actuator diaphragm ruptures, air/gas mixture from the intake system will be vented to atmosphere without the tube. All gas vented from the system must be piped to a safe area in conformance with all applicable codes. The wastegate actuator vent tube exits to the engine air intake (GLD and GSID models only) (see Figure 4.15-7, Figure 4.15-8 and Figure 4.15-9). Make sure that the vent tube is properly routed to the air duct. Figure 4.15-9: L36 / P48 Deltec GLD / GSID Air Duct Vent Tube
Figure 4.15-7: F18 / H24 GSID / GLD Air Duct
Figure 4.15-8: F18 / H24 Deltec GLD Air Duct
4.15-7
FORM 6284-4 © 8/2012
AIR INTAKE SYSTEM MAINTENANCE
This Page Intentionally Left Blank
4.15-8
FORM 6284-4 © 8/2012
SECTION 4.20 TURBOCHARGER SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1, RIGGING AND LIFTING ENGINES on page 1.10-1 and the following safety messages.
3. With the engine shut down, inspect all air ducting for loose clamps or connections. Check the manifold connections to the turbine inlet and at the engine exhaust manifold gaskets.
TURBOCHARGER INSPECTION
TURBOCHARGER LUBRICATION Before operating a new or rebuilt turbocharger (or starting a new engine for the first time), check to ensure that the turbocharger is receiving proper lubrication. Failure to follow these instructions could cause engine damage and/or personal injury.
NOTICE Inspection and repair of turbochargers must be performed by a factory-qualified service agent.
1. Remove the oil drain tube from the turbocharger(s).
1. Inspect the engine air cleaner; service if required. 2. Inspect the turbocharger mounting and connections for lube oil and air leaks (see Figure 4.20-1).
2. Activate the prelube system (if equipped) and visually check for oil flow at the turbocharger oil drain area. 3. Reconnect the oil drain tube only after oil is observed at the oil drain area. 4. Start the engine at reduced speeds until the coolant temperature gauge indicates a temperature of 100°F (38°C). 5. Run the engine at rated output and listen for unusual sounds at the turbocharger, especially those of metal contacting metal. If any noise of this type is apparent, immediately shut down the engine and contact your Waukesha authorized service agent.
TURBOCHARGER OPERATION NOTICE Do not operate the engine if the air cleaner is not functioning efficiently or if leaks exist in the ducting. Figure 4.20-1: VGF Turbocharger
NOTICE Do not run the engine if the air cleaner is not operating efficiently or if leaks exist in the ducting.
NOTE: With standby engines used for emergency power generation, set the timer so that the automatic prelube (if equipped) system runs for a full 5 minutes every hour that the engine is not running.
4.20-1
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM MAINTENANCE 1. Run the prelube system (if equipped) for a full 5 minutes before each engine start to ensure that all moving parts, especially the turbocharger, are properly lubricated (special attention must be given to a new turbocharger or one that has been stored); seeTURBOCHARGER LUBRICATION on page 4.20-1.
1
NOTICE DO NOT operate the engine under load until the jacket water temperature is 100°F (38°C).
2
2. Idle the engine for 3 to 4 minutes before shutdown. Figure 4.20-3
NOTICE
1 - Oil Supply Tube
The postlube function should be automatically initiated upon the main gas shutdown to avoid turbocharger damage.
2 - Magnetic Plug
OIL SUPPLY / RETURN TUBE CLAMP A new oil tube retention clamp is available for the turbocharger oil lines on all VGF turbocharged F18 and H24 engines. The new clamp has an improved design that eliminates the possibility of tube leakage due to the tube clamp coming loose.
3. Postlube the engine for a full 5 minutes after every shutdown to remove heat from the turbocharger turbine wheel and shaft. MAGNETIC PLUG Remove and inspect the magnetic plug in the turbocharger lubrication circuit at every oil change. The F18/H24 magnetic plug is located on the right side of the crankcase (see Figure 4.20-2).
NOTE: New oil tube clamp must be installed at the earliest convenience. Parts will be shipped at no charge upon receipt at Waukesha of the Parts Request. 1. Locate the existing oil tube clamp (see Figure 4.20-4).
Figure 4.20-2
The L36/P48 magnetic plug is located on the left side of the crankcase (see Figure 4.20-3).
4.20-2
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM MAINTENANCE
Figure 4.20-6: New Oil Tube Clamp
LCR WASTEGATE ADJUSTMENT FOR ELEVATION Figure 4.20-4: Clamp Location
2. Remove existing clamp (P/N 169013P) from the turbocharger oil supply line, and remove clamp P/N 177487C from the turbocharger oil drain tube (see Figure 4.20-5).
It may be necessary to adjust the wastegate to compensate for differences in elevation. The procedure for adjusting the wastegate is outlined below. The F18GL (LCR) and H24GL (LCR) wastegates are factory set for operation from 4,001 – 5,000 ft (1,220 1,542 m) in elevation. For more stable engine operation at or below 4,000 ft (1,219 m), wastegate adjustment may be necessary. Before attempting to adjust the wastegate, the engine must be in good operating condition and the ignition system properly timed with the fuel system adjusted according to Waukesha’s recommendations. Steps have been included for turning the wastegate lever stop screw all the way out at the beginning of the procedure and adjusting it at the end of the procedure.
NOTICE Do not adjust the wastegate to compensate for engine wear, incorrect timing or fuel system adjustment.
NOTICE Verify that all cylinders are firing before adjusting the wastegate. Figure 4.20-5: Existing Oil Tube Clamp
3. Install the new clamp (P/N 307195) and associated hardware in the same location as the removed clamps (see Figure 4.20-6).
ENGINE SHUTDOWN Verify ignition switch is turned to OFF position.
4.20-3
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM MAINTENANCE Table 4.20-1: Wastegate “A” Dimensions
WASTEGATE REMOVAL 1. Loosen tube fitting to remove wastegate sensing tube from top of actuator housing (see Figure 4.20-7).
ELEVATION
“A” DIMENSION
0 – 1,000 ft (304 m)
1.18 in. (30 mm)
1,001 – 2,000 ft (305 – 609 m)
1.14 in. (29 mm)
2,001 – 3,000 ft (610 – 914 m)
1.10 in. (28 mm)
3,001 – 4,000 ft (915 – 1,219 m)
1.06 in. (27 mm)
4,001 – 8,000 ft (1,220 – 2,438 m)
1.02 in. (26 mm)
3
2. Turn stop screw all the way out so it is not contacting the wastegate lever arm (see Figure 4.20-7).
4 2
3. Measure “A” dimension length (distance from bottom of actuator bracket to top of actuator block) (see Figure 4.20-8).
1
1
5
4 9
7
8
3
6
2
“A”
Figure 4.20-7: Wastegate Actuator 1 2 3 4
-
Stop Screw Actuator Bracket Hex-Head Screws Wastegate Sensing Tube 5 - Tube Fitting
6 - Actuator Housing 7 - Actuator Linkage Rod 8 - Actuator Block 9 - Wastegate Linkage Rod
Figure 4.20-8: Actuator Adjustment 1 - Actuator Bracket 2 - Actuator Block
NOTICE
2. Remove three capscrews from actuator bracket (see Figure 4.20-7). 3. Slide entire actuator assembly (actuator bracket, actuator housing, actuator linkage rod and actuator block) off of wastegate linkage rod (see Figure 4.20-7).
DO NOT turn the actuator linkage rod when attempting to adjust the “A” dimension length. The “A” dimension length must be adjusted by turning the actuator block. Turning the actuator linkage rod will result in damage to the wastegate diaphragm.
WASTEGATE ADJUSTMENTS 1. Determine the engine location’s elevation. Enter Table 4.20-1 with the engines location’s elevation and determine the corresponding “A” dimension.
3 - Locknut 4 - Actuator Linkage Rod
NOTICE To adjust “A” dimension, loosen locknut and turn actuator block either clockwise or counterclockwise depending on length required (see Figure 4.20-8).
4.20-4
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM MAINTENANCE 4. Adjust “A” dimension to required length based on elevation (see Table 4.20-1).
NOTE: During periods of high temperature (greater than 100°F [37.7°C]) and high humidity (greater than 50% relative humidity) the reserve pressure will be reduced. During these high temperature and humidity periods, avoid resetting the wastegate or set to 1 – 6 inch-Hg (2.5 – 15.2 cm-Hg) reserve.
5. Tighten actuator lock nut after adjustment is complete. 6. Install actuator assembly and secure with three capscrews. 7. Install wastegate sensing tube into fitting on top of actuator housing. 8. To verify the correct “A” dimension length, install a ΔP pressure gauge between the compressor discharge and intake manifold (see Figure 4.20-9). The pressure gauge scale must read from 0 – 30 inch-Hg (0 – 76 cm-Hg) or 0 – 15 in. psi (0 – 103 kPa). NOTE: If a control panel manifold pressure gauge is installed, use the intake manifold fitting on the opposite end of the manifold to install the ΔP gauge. An alternative method would be to read the compressor discharge pressure using a standard pressure gauge then subtract the reading from the control panel manifold pressure gauge reading to obtain reserve pressure.
10. If reserve pressure is incorrect, remove actuator assembly and readjust dimension “A” length (see WASTEGATE REMOVAL on page 4.20-4 and WASTEGATE ADJUSTMENTS on page 4.20-4. NOTE: The relationship between reserve pressure and dimension “A” length is as follows: 0.04 in. (1 mm) change in dimension “A” length is equal to approximately 1 inch-Hg (25.4 mm-Hg) change in reserve pressure. a. If the reserve pressure is too high, increase the “A” dimension. b. If the reserve pressure is too low, decrease the “A” dimension. 11. With engine running at rated speed and load, adjust gap between stop screw and wastegate lever to approximately 0.04 in. (1 mm) (see Figure 4.20-7).
1
2 Figure 4.20-9: Compressor Discharge and Intake Manifold 1 - Compressor Discharge
2 - Intake Manifold
9. Start engine and maintain 1,800 rpm at 160 psi BMEP (1,103 kPa BMEP). These settings approximate a F18GL@ 400 BHP or H24 GL@ 530 BHP. Reserve pressure (compressor discharge pressure minus intake manifold pressure) should be between 8 and 10 inch-Hg (20.3 – 25.4 cm-Hg). See latest edition of Service Bulletin 14-2749 for BHP estimation.
4.20-5
FORM 6284-4 © 8/2012
TURBOCHARGER SYSTEM MAINTENANCE
This Page Intentionally Left Blank
4.20-6
FORM 6284-4 © 8/2012
SECTION 4.25 COOLING SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1, RIGGING AND LIFTING ENGINES on page 1.10-1 and the following safety messages. NOTE: For complete information on cooling system guidelines and water treatment, see latest edition of Service Bulletin 4-2429, Cooling System Guidelines and Water Treatment Recommendations.
! WARNING Always wear protective clothing when venting, flushing or blowing down the cooling system. Figure 4.25-1: Thermostat Housing
Operational coolant temperatures can range from 180° – 250°F (82° – 121°C).
JACKET WATER CIRCUIT – INITIAL FILL, F18 / H24 1. Open the petcock at the top of the water thermostat housing and jacket water header to vent air when filling the jacket water system with coolant (see Figure 4.25-1 and Figure 4.25-2).
Figure 4.25-2: Jacket Water Header Air Bleed Petcock
2. Add treated coolant to the filler neck of the surge tank or radiator until the coolant begins to escape from the water header and top of the jacket water thermostat housing. 3. Close the petcocks and continue filling the system until the coolant reaches the correct level (see Table 4.25-1).
4.25-1
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE Table 4.25-1: Jacket Water Capacity – Engine Only ENGINE MODEL
GALLONS (LITERS)
F18
16 (60)
H24
20 (75)
NOTE: The engine cooling system is properly filled with coolant only when all air has been removed. Table 4.25-2: F18 / H24 Auxiliary Cooling Water Capacity – Engine Only
4. Close the cooling system and run the engine at idle speed. System requires a pressure cap rated at 7 psi (48 kPa). 5. Recheck the coolant level and add additional coolant as required.
ENGINE MODEL
GALLONS (LITERS)
F18
6 (23)
H24
6 (23)
4. Close cooling system and run engine at idle speed. 5. Recheck coolant level and add additional coolant as required.
NOTICE
NOTE: Occasionally open the intercooler and thermostat housing air bleed petcocks in the cooling systems to allow any accumulated air to escape.
Air in the cooling system speeds up the formation of rust, increases corrosion and produces hot spots within the engine.
! WARNING
6. Bleed trapped air from the cooling system (see COOLING WATER SYSTEM AIR BLEED – F18 / H24 on page 4.25-3).
Slowly loosen the air bleed petcock to relieve any excess pressure.
NOTE: The engine cooling system is properly filled with coolant only when all air has been removed. 7. Top off the surge tank or radiator.
Always wear protective clothing when bleeding the cooling system on a heated engine.
AUXILIARY COOLING WATER CIRCUIT – INITIAL FILL, F18 / H24 1. Open the petcock at the top of the intercooler to vent air while filling (see Figure 4.25-3).
6. Continue filling the auxiliary cooling water circuit until coolant level reaches top of surge tank or radiator.
NOTICE Air in the cooling system speeds up the formation of rust, increases corrosion and produces hot spots within the engine. 7. Bleed trapped air (see COOLING WATER SYSTEM AIR BLEED – F18 / H24 on page 4.25-3). 8. Top off the surge tank or radiator.
Figure 4.25-3: Intercooler Air Bleed
2. Add treated coolant to the system until the coolant begins to escape from the petcock. 3. Close the petcock and continue filling the system until the coolant reaches the correct level (see Table 4.25-2).
4.25-2
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE COOLING WATER SYSTEM AIR BLEED – F18 / H24
NOTICE Air can be drawn into the engine through small leaks in the jacket water system. The problem is compounded when the void created by the loss of coolant is filled by more air. If aeration causes the coolant to foam, the probability of engine damage due to overheating is greatly increased.
! WARNING Slowly loosen the air bleed petcock to relieve any excess pressure.
4. Carefully inspect the jacket water system for coolant leaks while the engine is running.
Always wear protective clothing when bleeding the cooling system on a heated engine.
JACKET WATER AND AUXILIARY COOLING WATER CIRCUITS – DRAIN AND FLUSH, F18 / H24
Air bleed the jacket water and auxiliary cooling water circuits at least once each day. Open and close the air bleed petcocks in the order that they are listed below, starting at the lowest petcock in the system and ending at the highest. Bleed one petcock at a time. The number of air bleed petcocks and their locations are as follows (see Table 4.25-3). Table 4.25-3: F18 / H24 Air Bleed Petcocks COOLING WATER CIRCUIT
Jacket Water Auxiliary Water
NUMBER OF PETCOCKS
LOCATION
1
Cluster Thermostat Housing
1
Jacket Water Header
1
Intercooler
1. Initial Bleed: Open each air bleed petcock prior to engine start-up. A hissing sound often accompanies the escape of trapped air. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream. 2. Check Bleed: Start the engine and reopen each petcock. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream.
Unless evidence of corrosion or sediment buildup demonstrates the need for more frequent maintenance, clean and flush both the jacket water and auxiliary cooling water circuits at least once each year. Antifreeze and water treatment products require a clean system in order to work effectively. If contaminants such as dirt, rust, scale, lime, grease, oil and/or cleaning agents are not completely flushed out, they can destroy the corrosion inhibitors and scale suppressants intended to keep freshly filled cooling systems clean. NOTE: To facilitate draining and flushing of the engine jacket water, replace one of the 3/4 in. NPT countersunk headless pipe plugs (just below the level of the jacket water header) with a customer-supplied ball valve. The ball valve must be threaded to accept both a hose connection and pipe plug. After the jacket water maintenance is complete, install the pipe plug in the ball valve to prevent inadvertent draining of the cooling system. 1. Start engine. Run engine for 10 minutes. NOTE: Drain the coolant from the jacket water and auxiliary water circuits immediately after shutting down the engine. Draining the coolant immediately prevents any sediment from resettling.
3. Final Bleed: Once the temperature of the jacket water circuit has stabilized (as indicated by the panel-mounted temperature gauge), reopen each petcock. Close the petcock when the water begins to flow out in a solid steady stream.
4.25-3
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE NOTE: Always fill the engine from the bottom up to minimize the formation of air pockets. As the engine fills, air is pushed up and out.
! WARNING Slowly loosen the air bleed petcock to relieve any excess pressure.
Table 4.25-6: Jacket Cooling Water Capacity – Engine Only
Always wear protective clothing when bleeding the cooling system on a heated engine.
ENGINE MODEL
GALLONS (LITERS)
F18
16 (60)
H24
17 (65)
9. Close each air bleed petcock when water begins to flow out in a solid steady stream. 2. Shut down engine. Open air bleed petcocks located at highest point in jacket water and auxiliary cooling water circuits, whether it be on top of the surge tank, radiator or other heat transfer device. 3. Verify that customer-supplied ball valve is closed. Remove pipe plug and attach drainage line. 4. Open ball valve and drain coolant from jacket water. 5. Open all air bleed petcocks (see Table 4.25-4).
10. Close cluster thermostat housing petcock(s) and continue filling jacket water system until level reaches top of surge tank or radiator. 11. Add clean, deionized water to surge tank or radiator of auxiliary cooling water circuit. 12. Continue filling auxiliary cooling water circuit until level reaches top of surge tank or radiator. 13. Perform “Initial Bleed” procedures. (See COOLING WATER SYSTEM AIR BLEED – F18 / H24 on page 4.25-3.)
Table 4.25-4: Air Bleed Petcocks COOLING WATER CIRCUIT
Jacket Water Auxiliary Water
NUMBER OF PETCOCKS
! WARNING Slowly loosen the air bleed petcock to relieve any excess pressure.
LOCATION
1
Cluster Thermostat Housing
1
Jacket Water Header
1
Intercooler
Always wear protective clothing when bleeding the cooling system on a heated engine.
6. Open all water drain petcocks. Remove all drain plugs (see Table 4.25-5). Table 4.25-5: Water Drain Petcocks COOLING WATER CIRCUIT Jacket Water Auxiliary Water
NUMBER OF PETCOCKS
14. Perform “Check Bleed” procedures. 15. Perform “Final Bleed” procedures. 16. Let engine run for at least 10 minutes to stir up any rust or sediment in the cooling water system.
LOCATION
1
Jacket Water Pump Housing
1
Crankcase (left side)
1
Auxiliary Water Pump
17. Stop engine. Drain crankcase and all cooling system accessories. Drain auxiliary cooling water circuit.
7. Close all water drain petcocks. Install all drain plugs. 8. Fill water circuits with clean, deionized water (through ball valve) (see Table 4.25-6).
NOTE: Follow the manufacturer’s recommendations for the proper concentration of cleaning solution and length of cleaning time. Use a nonacidic, noncorrosive, biodegradable compound that prevents the loss of metal in engine and avoids damage to internal gaskets and seals.
4.25-4
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE 18. Fill jacket water and auxiliary cooling water circuits with a suitable cleaning solution. 19. Perform “Initial Bleed” procedures. (See COOLING WATER SYSTEM AIR BLEED – F18 / H24 on page 4.25-3.)
JACKET WATER CIRCUIT – INITIAL FILL, L36 / P48 ! WARNING Antifreeze solution is toxic and poisonous. Always wear protective clothing when working with antifreeze solution. Follow the safety instructions on the container provided by the manufacturer.
! WARNING Slowly loosen the air bleed petcock to relieve any excess pressure.
Always wear protective clothing when bleeding the cooling system on a heated engine.
1. Open petcock on jacket water thermostat housing (see Figure 4.25-4). 1
20. Perform “Check Bleed” procedures. 21. Perform “Final Bleed” procedures. 22. Top off surge tank or radiator for jacket water and auxiliary water circuits. Let engine run for at least 10 minutes. 2
NOTE: Drain the coolant from the jacket water and auxiliary water circuits immediately after shutting down the engine. Draining the coolant immediately prevents any sediment from resettling. 23. Shut down engine and drain cooling systems. 24. Inspect internal surfaces. If the results are not satisfactory, refill the engine with cleaning solution. Repeat Steps 18 through 23 as necessary. 25. Fill jacket water and auxiliary cooling circuits with clean, deionized water. Drain immediately.
Figure 4.25-4: Jacket Water Thermostat Housing 1 - Petcock
2 - Thermostat Housing
2. If equipped, open petcock on top of jacket water heater tube (see Figure 4.25-5).
NOTE: Inspect the drain water for cleanliness. Fill and flush the systems again, if necessary. The best results are obtained when the drain water runs clear. 26. Fill jacket water and auxiliary cooling water circuits with coolant. 27. Perform “Initial Bleed” procedures. (See COOLING WATER SYSTEM AIR BLEED – F18 / H24 on page 4.25-3.) 28. Perform “Check Bleed” procedures. 29. Perform “Final Bleed” procedures. 30. Carefully inspect jacket water and auxiliary cooling water circuits for leaks.
4.25-5
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE AUXILIARY WATER CIRCUIT – INITIAL FILL, L36 / P48
1
NOTE: The following description is not applicable to permanent vent systems.
! WARNING Antifreeze solution is toxic and poisonous. Always wear protective clothing when working with antifreeze solution. Follow the safety instructions on the container provided by the manufacturer.
2 Figure 4.25-5: Jacket Water Heater Air Bleed 1 - Jacket Water Heater Air Bleed
1. Open petcocks located on top of intercooler (see Figure 4.25-6).
2 - Butterfly Valve Housing
3. Add coolant to engine until it overflows from petcock (see Table 4.25-7). Table 4.25-7: L36 / P48 Engine Jacket Water Capacity – Engine Only ENGINE MODEL
GALLONS (LITERS)
L36
44 (166)
P48
58 (219)
4. Close petcock and continue filling system until coolant level reaches top of surge tank or radiator. 5. Bleed trapped air from cooling system (see COOLING WATER SYSTEM AIR BLEED – L36 / P48 on page 4.25-7).
Figure 4.25-6: Intercooler Air Bleed
6. Top off surge tank or radiator. Close petcock on top of jacket water heater tube, if equipped.
2. Open petcock located on rear oil bonnet (see Figure 4.25-7).
Figure 4.25-7: Oil Cooler Rear Bonnet
4.25-6
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE 3. Add coolant to auxiliary cooling water circuit from top of surge tank or radiator.
Table 4.25-9: L36 / P48 Air Bleed Petcocks COOLING WATER CIRCUIT
Table 4.25-8: L36 / P48 Auxiliary Cooling Water Capacity – Engine Only ENGINE MODEL
GALLONS (LITERS)
L36
15 (57)
P48
15 (57)
Jacket Water
4. Continue filling until coolant overflows from intercooler petcocks. Close petcock(s) when water begins to flow out in a solid steady stream. 5. Continue filling until coolant level reaches top of surge tank or radiator.
Auxiliary Water
NUMBER OF PETCOCKS
LOCATION
1
Jacket Water Pump Housing
1
Cluster Thermostat Housing
1
Jacket Water Heater
2
Intercooler
1
Oil Cooler Rear Bonnet
NOTE: Always start by bleeding the air from the lowest petcock in the system and end at the highest petcock in the system. Bleed one petcock at a time.
6. Bleed trapped air (see COOLING WATER SYSTEM AIR BLEED – L36 / P48 on page 4.25-7). 7. Top off the surge tank or radiator.
COOLING WATER SYSTEM AIR BLEED – L36 / P48 The jacket water and auxiliary water circuits should be bled of all air at least once each day. Carefully inspect both the jacket water and auxiliary water circuits for coolant leaks while the engine is running. Air can be drawn into the engine through small leaks in the jacket water system. The problem is compounded when the void created by the loss of coolant is filled by more air. If aeration causes the coolant to foam, the probability of engine damage due to overheating is greatly increased.
! WARNING Slowly loosen the air bleed petcock to relieve any excess pressure.
Always wear protective clothing when bleeding the cooling system on a heated engine.
4.25-7
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE INITIAL AIR BLEED (ENGINE NOT RUNNING) Jacket Water System 1. Open jacket water pump air bleed fitting (petcock) (see Figure 4.25-8). Allow air to escape. Close petcock when coolant begins to flow out in a solid steady stream. NOTE: The jacket water pump housing petcock may be located differently than depicted (see Figure 4.25-8).
Figure 4.25-10: Jacket Water Heater Air Bleed
Auxiliary Water System 1. Open oil cooler rear bonnet petcock (see Figure 4.25-11). Close petcock when coolant begins to flow out in a solid steady stream.
Figure 4.25-8: Jacket Water Heater Air Bleed
2. Open thermostat housing petcock. Close petcock when coolant begins to flow out in a solid steady stream (see Figure 4.25-9 and Figure 4.25-10). 1
Figure 4.25-11: Oil Cooler Rear Bonnet
2. Open intercooler petcock. Close petcock when coolant begins to flow out in a solid steady stream. Repeat for second intercooler petcock (see Figure 4.25-12).
2
Figure 4.25-9: Jacket Water Thermostat Housing 1 - Petcock
2 - Thermostat Housing
4.25-8
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE Auxiliary Water System 1. Start engine and open oil cooler rear bonnet petcock. Close petcock when coolant begins to flow out in a solid steady stream. 2. Open intercooler petcock. Close petcock when coolant begins to flow out in a solid steady stream. Repeat for second intercooler petcock.
JACKET WATER AND AUXILIARY COOLING WATER CIRCUITS – DRAIN AND FLUSH, L36 / P48 Unless evidence of corrosion or sediment buildup demonstrates the need for more frequent maintenance, clean and flush both the jacket water and auxiliary cooling water circuits at least once each year.
Figure 4.25-12: Intercooler Air Bleed
CHECK AIR BLEED (ENGINE NOT RUNNING) Jacket Water System 1. Start engine and open jacket water pump housing petcock. Allow air to escape. Close petcock when coolant begins to flow out in a solid steady stream. 2. Open thermostat housing petcock. Close petcock when coolant begins to flow out in a solid steady stream. 3. Open jacket water heater petcock. Close petcock when coolant begins to flow out in a solid steady stream. Auxiliary Water System 1. Start engine and open oil cooler rear bonnet petcock. Close petcock when coolant begins to flow out in a solid steady stream. 2. Open intercooler petcock. Close petcock when coolant begins to flow out in a solid steady stream. Repeat for second intercooler petcock. FINAL AIR BLEED (ENGINE NOT RUNNING)
Antifreeze and water treatment products require a clean system in order to work effectively. If contaminants such as dirt, rust, scale, lime, grease, oil and/or cleaning agents are not completely flushed out, they can destroy the corrosion inhibitors and scale suppressants intended to keep freshly filled cooling systems clean. NOTE: To facilitate draining and flushing of the engine jacket water, replace one of the 3/4 in. NPT countersunk headless pipe plugs (just below the level of the jacket water header) with a customer-supplied ball valve. The ball valve must be threaded to accept both a hose connection and pipe plug. After the jacket water maintenance is complete, install the pipe plug in the ball valve to prevent inadvertent draining of the cooling system. 1. Start engine. Run engine for 10 minutes. NOTE: Drain the coolant from the jacket water and auxiliary water circuits immediately after shutting down the engine. Draining the coolant immediately prevents any sediment from resettling.
! WARNING
Jacket Water System 1. With engine running, open jacket water pump housing petcock. Allow air to escape. Close petcock when coolant begins to flow out in a solid steady stream. 2. Open thermostat housing petcock. Close petcock when coolant begins to flow out in a solid steady stream.
Slowly loosen the air bleed petcock to relieve any excess pressure.
Always wear protective clothing when bleeding the cooling system on a heated engine.
3. Open jacket water heater petcock. Close petcock when coolant begins to flow out in a solid steady stream.
4.25-9
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE 2. Shut down engine. Open air bleed petcocks located at highest point in jacket water and auxiliary circuits, whether it be on top of the surge tank, radiator or other heat-transfer device.
11. Add clean, deionized water to surge tank or radiator of auxiliary cooling water circuit.
3. Verify that customer-supplied ball valve is closed. Remove pipe plug and attach drainage line.
13. Perform “Initial Bleed” procedures. (See COOLING WATER SYSTEM AIR BLEED – L36 / P48 on page 4.25-7.)
4. Open ball valve and drain coolant from jacket water.
12. Continue filling auxiliary cooling water circuit until level reaches top of surge tank or radiator.
5. Open all air bleed petcocks (see Table 4.25-10).
! WARNING
Table 4.25-10: Air Bleed Petcocks COOLING WATER CIRCUIT
NUMBER OF PETCOCKS
Jacket Water Auxiliary Water
Slowly loosen the air bleed petcock to relieve any excess pressure.
LOCATION
1
Cluster Thermostat Housing
1
Jacket Water Heater
1
Intercooler
Always wear protective clothing when bleeding the cooling system on a heated engine.
6. Open all water drain petcocks. Remove all drain plugs (see Table 4.25-11).
14. Perform “Check Bleed” procedures.
Table 4.25-11: Water Drain Petcocks
15. Perform “Final Bleed” procedures.
COOLING WATER CIRCUIT
NUMBER OF PETCOCKS
16. Let engine run for at least 10 minutes to stir up any rust or sediment in the cooling water system. 17. Stop engine. Drain crankcase and all cooling system accessories. Drain auxiliary cooling water circuit.
LOCATION
7. Close all water drain petcocks. Install all drain plugs.
NOTE: Follow the manufacturer’s recommendations for the proper concentration of cleaning solution and length of cleaning time. Use a nonacidic, noncorrosive, biodegradable compound that prevents the loss of metal in engine and avoids damage to internal gaskets and seals.
8. Fill water circuits with clean, deionized water (through ball valve) (see Table 4.25-12).
18. Fill jacket cooling water and auxiliary cooling water circuits with a suitable cleaning solution.
NOTE: Always fill the engine from the bottom up to minimize the formation of air pockets. As the engine fills, air is pushed up and out.
19. Perform “Initial Bleed” procedures. (See COOLING WATER SYSTEM AIR BLEED – L36 / P48 on page 4.25-7.)
Jacket Water
1
Jacket Water Pump Housing
1
Crankcase (left side)
Table 4.25-12: Jacket Cooling Water Capacity – Engine Only ENGINE MODEL
GALLONS (LITERS)
L36
16 (60)
P48
17 (65)
9. Close each air bleed petcock when water begins to flow out in a solid steady stream. 10. Close cluster thermostat housing petcock(s) and continue filling jacket cooling water system until level reaches top of surge tank or radiator.
4.25-10
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE JACKET WATER HEATER MAINTENANCE – F18 / H24
! WARNING Slowly loosen the air bleed petcock to relieve any excess pressure.
The F18/H24 jacket water heater element can be serviced without draining the cooling system. The heater water circuit has two shutoff valves to isolate the heater.
Always wear protective clothing when bleeding the cooling system on a heated engine.
NOTE: The shutoff lever is parallel to the valve. When the shutoff lever is inline with the piping, the valve is open. When the shutoff lever is perpendicular to the piping, the valve is closed.
1. Turn off the electrical power to the heater.
2. Close both valves by rotating the shutoff lever (see Figure 4.25-13). 20. Perform “Check Bleed” procedures. (See CHECK AIR BLEED (ENGINE NOT RUNNING) on page 4.25-9.) 21. Perform “Final Bleed” procedures. (See FINAL AIR BLEED (ENGINE NOT RUNNING) on page 4.25-9.)
1
22. Top off surge tank or radiator for jacket cooling water and auxiliary cooling water circuits. Let engine run for at least 10 minutes. NOTE: Drain the coolant from the jacket cooling water and auxiliary cooling water circuits immediately after shutting down the engine. Draining the coolant immediately prevents any sediment from resettling. 23. Shut down engine and drain cooling systems.
2
24. Inspect internal surfaces. If the results are not satisfactory, refill the engine with cleaning solution. Repeat Steps 18 through 23 as necessary. 25. Fill jacket cooling water and auxiliary cooling water circuits with clean, deionized water. Drain immediately. NOTE: Inspect the drain water for cleanliness. Fill and flush the systems again, if necessary. The best results are obtained when the drain water runs clear. 26. Fill jacket water and auxiliary cooling water circuits with coolant. 27. Perform “Initial Bleed” procedures. (See COOLING WATER SYSTEM AIR BLEED – L36 / P48 on page 4.25-7.) 28. Perform “Check Bleed” procedures. (See CHECK AIR BLEED (ENGINE NOT RUNNING) on page 4.25-9.) 29. Perform “Final Bleed” procedures. (FINAL AIR BLEED (ENGINE NOT RUNNING) on page 4.25-9.)
Figure 4.25-13: F18 / H24 Jacket Water Heater 1 - Heater Element
2 - Shutoff Lever
3. Open the heater element cover. Tag and disconnect the controller wiring. Remove the heater element from the heater housing. 4. Install the new element in the heater housing. Apply pipe sealant to the threads between the element and housing. 5. Open both valves by rotating the shutoff lever. 6. Refill the engine with coolant and check for leaks. 7. Bleed trapped air from the jacket water system (see COOLING WATER SYSTEM AIR BLEED – F18 / H24 on page 4.25-3). 8. Turn on the electrical power to the heater.
30. Carefully inspect jacket water and auxiliary cooling water circuits for leaks.
4.25-11
FORM 6284-4 © 8/2012
COOLING SYSTEM MAINTENANCE JACKET WATER HEATER MAINTENANCE – L36 / P48 The L36/P48 jacket water heater element can be serviced without draining the cooling system. The heater water circuit has two shutoff valves to isolate the heater. 1. Turn off the electrical power to the heater. NOTE: The shutoff lever is parallel to the valve. When the shutoff lever is rotated inline with the piping, the valve is open. When the shutoff lever is rotated perpendicular to the piping, the valve is closed. 2. Close both valves by rotating the shutoff levers (see Figure 4.25-14).
Figure 4.25-14: L36 / P48 Jacket Water Heater Levers
3. Open the heater element cover. Tag and disconnect the controller wiring. Remove the heater element from the heater housing. 4. Apply pipe thread sealant to the threads of the new heater element and install the heater in the housing. Connect the controller wiring to the element. 5. Open both valves by rotating the shutoff lever. 6. Bleed trapped air from the jacket water heater system. See JACKET WATER AND AUXILIARY COOLING WATER CIRCUITS – DRAIN AND FLUSH, L36 / P48 on page 4.25-9 for complete instructions.
NOTICE Open both shutoff valves before turning on the electrical power. Turning on the power without having the shutoff valves open can cause the heater element to burn out. 7. Turn on the electrical power to the heater.
4.25-12
FORM 6284-4 © 8/2012
SECTION 4.30 LUBRICATION SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
OPERATION
OIL PREHEAT / PRELUBE
Oil is drawn from the crankcase drain plug outlet by the prelube pump and delivered to the oil heater. From the heater, oil is directed to a pair of solenoid valves; one of which controls the oil flow during preheat and the other which controls the oil flow during prelube. During the preheat mode, the preheat solenoid valve is open and the prelube solenoid valve is closed. This allows oil flow from the pump, through the heater and solenoid valve, back to the engine sump.
Preheat the oil for start-up at temperatures below 50°F (10°C).
These engines can be equipped with a preheat and/or prelube system (see Figure 4.30-1). This system consists of the following component parts: • Prelube pump (electric motor driven) • Oil heater (thermostatically controlled immersiontype) • Solenoid valves (two)
PRELUBE (FOR AUTOMATIC START UNITS)
• Check valve
1
Oil is drawn from the crankcase drain by the prelube pump and delivered to the oil heater (if equipped). From the heater, oil is directed to a pair of solenoid valves; one of which controls the oil flow during preheat and the other which controls the oil flow during prelube. During the prelube mode, the preheat solenoid valve is closed and the prelube solenoid valve is open. This allows oil flow from the pump, through the heater (if equipped) and solenoid valve back to the engine oil gallery.
2
A check valve is used between the engine oil gallery and the prelube solenoid valve to prevent flooding the turbocharger during the preheat cycle. 3
OIL PRESSURE GAUGE
Figure 4.30-1: Oil Prelube / Preheat Unit 1 - Oil to Sump (Preheat) 2 - Oil to Engine Oil Gallery (Prelube)
3 - Oil from Sump
It is recommended that an oil pressure differential gauge be installed to monitor the oil pressure differential (“ΔP”) between the oil inlet and outlet of the oil filter assembly (see Figure 4.30-2). The engine must be shut down to service the cleanable oil filters.
4.30-1
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE 3. Replace drain plugs. 4. Apply small amount of oil onto the seal located at bottom of filter. Install filter and tighten until seal contacts base. Turn filter another 3/4 of a turn. Handtighten filters only. 5. Fill crankcase with proper grade and viscosity of oil. Oil fill cap is located on front gear cover (see Figure 4.30-4).
Figure 4.30-2: Oil Pressure Differential Gauge Installation
RECOMMENDED OIL CHANGE INTERVALS See latest edition of Service Bulletin 12-1880, Waukesha Oil Recommendations, for recommended oil change intervals.
OIL CHANGE PROCEDURE – F18 / H24
Figure 4.30-4: Oil Fill Location
! WARNING
!
6. Prelube engine, if equipped, or crank engine over several times (without fuel or ignition), until oil pressure is indicated on oil pressure gauge. Recheck oil level using dipstick and add more oil if required (see Figure 4.30-5).
Engine oil is hot and can burn if it contacts bare skin.
1. Remove drain plug (located on oil pan) and drain oil while still warm. 2. Remove oil filters (use filter wrench) (see Figure 4.30-3).
Figure 4.30-5
7. Start engine and check for leaks around oil filters and drain plugs. Retighten if necessary.
Figure 4.30-3
4.30-2
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE OIL CHANGE PROCEDURE – L36 / P48 ! WARNING Allow the oil to cool prior to removing components to prevent burns from hot oil.
Always wear protective equipment when handling engine oil. Figure 4.30-7
1. Remove drain plug (located on oil pan) and drain oil while still warm.
6. Install oil filter cover using new O-rings (see Figure 4.30-8). Secure with M12 flange nuts and tighten to 50 ft-lb (68 N·m).
2. Open drain plug and drain oil from bottom of enginemounted oil cooler. 3. Drain oil from oil filter housing by removing two drain plugs (see Figure 4.30-6). 1
Figure 4.30-8
7. Replace drain plugs in filter cover. Tighten drain plugs to 25 ft-lb (34 N·m).
2
8. Fill crankcase with proper grade and viscosity of oil. Oil filler cap is located directly above oil filter housing (see Figure 4.30-9).
Figure 4.30-6 1 - M12 Flange Nut
2 - Drain Plugs
4. Remove 10 M12 flange nuts and remove oil filter cover. 5. Replace both oil filters located under oil filter cover (see Figure 4.30-7).
4.30-3
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE MICROSPIN CLEANABLE OIL-FILTERING SYSTEM The Microspin centrifuge is available in two sizes, the P/ N 489189 for all Vee model VGF engines, and a smaller Microspin centrifuge (P/N 489300) for Inline VGF engines. Table 4.30-1: Microspin Cleanable Oil Filter Kits P/N
DESCRIPTION Maintenance Kit (P/N 489300 Centrifuge)
G-962-1620
Maintenance Kit (Cleanable Filter Assembly)
G-962-1621
Table 4.30-2: Microspin (P/N 489189) Cleanable Oil Filter Component Parts
Figure 4.30-9
DESCRIPTION
9. Prelube engine, if equipped, or crank engine over several times (without fuel or ignition), until oil pressure is indicated on oil pressure gauge. Recheck oil level with dipstick and add more oil if required (see Figure 4.30-10).
Maintenance Kit (Centrifuge) Cleanable Filter Element Crankcase Door *
P/N G-962-1600* 489237 (Replaces 305351B) A200024G
Microspin Maintenance Kit (contains Nut O-ring Rotor O-ring [1], Base O-ring [1], Paper Inserts [4]).
The centrifuge oil filtering system consists of a centrifuge, using a removable paper insert (see Figure 4.30-11). The centrifuge is installed as a bypass system, working in conjunction with the full-flow filter. The centrifuge is driven by the engine’s oil pressure. The spinning action of the centrifuge’s internal turbine assembly develops a force that exceeds 2000 Gs, which compacts the contaminants against the turbine’s housing. The centrifuge will remove oil-contaminating particles as small as 0.5 microns. The full-flow filter elements remove remaining particles as small as 25 microns absolute. Figure 4.30-10
10. Start engine and check for oil leaks around filters and drain plugs. Retighten if necessary.
4.30-4
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE 1 - Bell Knob 2 - Bell Housing 3 - Rotor Assembly (see item 14) 4 - Bell Clamp 5 - O-Ring 6 - Base Shaft/Body 7 - Can Nut (top marked “TOP” or “UP”)
1 2 3
8 - Rotor Can 9 - Paper Insert 10 - Baffle Screen Assembly 11 - O-Ring 12 - Rotor Turbine 13 - Assembly Diagram 14 - Sub-Assembly Diagram
4 13 5
22 6
7
8
9 10
14
11
12
Figure 4.30-11: Service and Cleaning of Microspin Centrifuge (P/N 489189)
4.30-5
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE INITIAL MICROSPIN CENTRIFUGE INSPECTION 1. Inspect Microspin centrifuge for shipping damage. 2. Remove plastic plugs from 0.5 in. (12.7 mm) supply port and 2 in. (50.8 mm) drain port.
! WARNING
!
Cleanable Filter Elements
Use caution during initial inspection of the Microspin centrifuge prior to the unit being installed. The rotor vanes are sharp and could cause severe personal injury.
NOTICE Do not use high-pressure or high-temperature water on one part of the filter element for prolonged periods of time. Prolonged exposure to high-pressure or heat may damage the filter element.
3. Prior to installation of Microspin centrifuge, verify rotor is not binding. Insert index finger into drain port and lift rotor to ensure endplay. Turn rotor and verify rotor spins freely. If restriction is felt, disassemble centrifuge and correct problem. 4. Inspect cleanable filter elements for holes or damage to filter screens. STARTING MICROSPIN CENTRIFUGE
The optional cleanable oil elements (see Figure 4.30-12 and Figure 4.30-13), should be removed from the oil filtration canister and cleaned at every other regularly scheduled oil change or when the oil pressure differential between the canister inlet and outlet exceeds 24 psi (165 kPa). Two methods of cleaning the filter element are recommended: NOTE: Before moving or drying with compressed air, allow filter to cool to room temperature.
To start unit, open oil supply valve. It will take a few minutes for the rotor to come up to speed.
NOTE: Do not bang or bounce filter ends to dislodge water or solvent.
SERVICING MICROSPIN CENTRIFUGE Initial servicing should occur approximately 4 weeks after start-up, sooner if the oil is heavily contaminated. A maximum buildup of 0.75 in. (19.05 mm) is allowed on the centrifuge paper insert. Documenting the amount of buildup will help in establishing a cleaning interval. Centrifuge
Under normal operating conditions the centrifuge should be cleaned and its paper insert removed at every scheduled oil change or as experience dictates. The centrifuge can be cleaned while the engine remains running provided the oil supply valve is shut off. See Disassembly of Microspin P/N 489300 Centrifuge on page 4.30-7 for proper procedures.
• Immerse filter in a parts washer and flood inside and outside of filter with cleaning solution. Drain filter and dry with compressed air. • Spray inside and outside of filter with a Steam Jenny or common water spray. Drain filter and dry with compressed air.
! WARNING Always read and comply with the manufacturer’s instructions and warnings on the container when using cleaning solvent. Cleaning solvents may be toxic or flammable. Keep away from heat or flame. Always use approved cleaning solvents in a well-ventilated area. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning.
Figure 4.30-12: Microspin Cleanable Oil Filters
4.30-6
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE 5. Turn knurled can nut counterclockwise until it is above bronze bushing located in rotor turbine assembly. Can nut will protect bushing from damage if rotor can is difficult to separate from the shaft.
NOTICE Use caution during disassembly to avoid damage to the top brass bushing. 6. Invert rotor assembly and place it on a clean work table. Figure 4.30-13: Cleanable Oil Filter Assembly (Inline)
7. Holding rotor can with both hands, press down until can separates from rotor turbine.
Disassembly of Microspin P/N 489300 Centrifuge
8. Turn knurled can nut counterclockwise until it is free. 9. Remove turbine and baffle screen from turbine can.
! WARNING
10. Remove and replace rotor O-ring.
The oil supply valve must be shut off before servicing the Microspin centrifuge. Allow 2 minutes before proceeding with servicing the Microspin centrifuge to allow the rotor to stop spinning and the oil pressure to drop to zero. 1. Shut off oil supply valve. Wait 2 minutes for oil pressure to drop to zero and rotor to stop spinning.
! WARNING Oil and parts may be extremely hot. Always use caution when servicing the unit.
2. Loosen 3/4 in. (19 mm) nut and remove top cover (see Figure 4.30-14). Separate cover from base and expose turbine assembly. 3. Remove and replace O-ring. 4. Lift rotor assembly up 1 to 2 in. (25.4 to 50.8 mm) and allow oil to drain from rotor turbine into body base. Once oil stops draining from rotor assembly, lift it straight up until it clears base shaft.
4.30-7
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE Cover Oil Ring Rotor Assembly Base Can Nut (top marked “handtighten”) 6 - Rotor Can 1 2 3 4 5
1
2
3
10
4
-
7 - Paper Insert 8 - Baffle Screen Assembly 9 - Rotor Turbine 10 - Assembly Diagram 11 - Sub Assembly Diagram
Cleaning of Microspin Centrifuge (P/N 489300) 1. Remove paper insert from rotor can by inserting a narrow flat tool between paper insert and rotor can. Run tool around inside of can and remove paper insert. Clean contaminant buildup in rotor can and insert a new paper insert.
NOTICE Remove O-rings prior to placing parts in the solvent tank to prevent damage to equipment.
5
! WARNING 6
Always read and comply with the manufacturer’s instructions and warnings on the container when using cleaning solvent. Cleaning solvents may be toxic or flammable. Keep away from heat or flame. Always use approved cleaning solvents in a well-ventilated area. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning.
7
8
11
2
9
2. Clean baffle screen assembly, rotor turbine, rotor can, covers and jets in a suitable solvent tank.
Figure 4.30-14: Service and Cleaning of Microspin Centrifuge (P/N 489300)
4.30-8
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE Assembly of Microspin Centrifuge (P/N 489300)
6. Position unit on a clean work table and remove knurled can nut from rotor assembly.
1. Install baffle screen and new O-ring onto turbine.
NOTICE
NOTICE
The knurled can nut must be tightened hand-tight only, or damage to equipment could result.
Use caution during disassembly to avoid damage to the brass bushings. 7. Invert rotor assembly and place it on a clean work table.
2. Position rotor can with a new paper insert onto turbine rotor (see Figure 4.30-14). Secure with knurled can nut – hand-tighten only. 3. Position turbine rotor assembly onto base (over base shaft). Verify rotor spins freely. 4. Install top cover onto base using a new O-ring. Secure with hex nut and tighten to 3/4 in. (19.05 mm). 5. Open oil supply valve to start centrifuge. Check for oil leaks. Disassembly of Microspin Centrifuge (P/N 489189)
! WARNING
8. Holding rotor can with both hands, press down until can separates from rotor. Cleaning Microspin Centrifuge (P/N 489189) 1. Remove paper insert from rotor can by inserting a narrow flat tool between paper insert and rotor can. Run tool around inside of can and remove paper insert. Clean contaminant buildup in rotor can and insert a new paper insert.
NOTICE Remove rubber O-rings prior to placing parts in the solvent tank to prevent damage to equipment.
The oil supply valve must be shut off before servicing the Microspin centrifuge. Allow 2 minutes before proceeding with servicing the Microspin centrifuge to allow the rotor to stop spinning and the oil pressure to drop to zero.
! WARNING Always read and comply with the manufacturer’s instructions and warnings on the container when using cleaning solvent. Cleaning solvents may be toxic or flammable. Keep away from heat or flame. Always use approved cleaning solvents in a well-ventilated area. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning.
Oil and parts may be extremely hot. Always use caution when servicing the unit.
1. Loosen and remove side bell clamp (see Figure 4.30-11). 2. Clean baffle screen assembly, rotor and jets. Replace O-ring if necessary.
2. Clean baffle screen assembly, rotor turbine, rotor can, covers and jets in a suitable solvent tank.
3. Turn bell knob counterclockwise until it is free.
Assembly of Microspin Centrifuge
4. Grasp top bell knob and remove bell housing from base (this will expose rotor assembly).
1. Install baffle screen and new O-ring on turbine rotor.
5. Lift rotor assembly up 1 to 2 in. (25.4 to 50.8 mm) and allow oil to drain from rotor turbine into body base. Once oil stops draining from rotor assembly, lift it straight up until it clears base shaft.
NOTICE The knurled can nut must be tightened hand-tight only, or damage to equipment could result.
4.30-9
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE 2. Position rotor can with new paper insert on turbine rotor (see Figure 4.30-11). Verify side of knurled can nut marked “TOP” or “UP” is on top (see Figure 4.30-15). Secure rotor can with knurled can nut – hand-tighten only.
2
1
3. Position turbine rotor assembly onto base (over base shaft). Verify rotor spins freely. 4. Install bell housing onto base (use new O-ring). Secure with bell knob – hand-tighten only. 5. Install and hand-tighten bell housing clamp fingertight. 6. Retighten bell knob – hand-tighten only. 7. Open oil supply valve to start centrifuge. Check for oil leaks.
Figure 4.30-15: Can Nut – Side View 1 - Marked “Top” or “Up”
2 - Bevel
4.30-10
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE
2
3
2 1
4
5 6
7 8 Figure 4.30-16: Oil Cooler Assembly 1 2 3 4
-
Inlet Bonnet Flat Gasket Tube Bundle Assembly Drain Plug
5 6 7 8
SHELL AND TUBE OIL COOLER MAINTENANCE
-
Rear Bonnet Packing Seals Outer Oil Cooler Shell Drain Plug
The oil cooler can be completely disassembled for service (see Figure 4.30-16). The major parts consist of:
Inspect the oil cooler regularly. Plugged tubes or scale deposits inhibit the flow of coolant which reduces oil cooling effectiveness. Clean the oil cooler if an increase in oil temperature cannot be traced to a malfunctioning auxiliary water pump, a faulty thermostat or excessive engine load.
• Outer shell with welded oil connections. • Inlet bonnet with water connections. • Rear bonnet to reverse the water flow. • Tube bundle assembly.
Using clean, deionized water in the cooling systems will reduce the need to periodically clean the oil cooler. Clean the oil cooler whenever the cooling system is cleaned. Drain the oil at each oil change.
4.30-11
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE The tube bundle assembly fits inside the outer shell of the oil cooler. The tubes are water passageways secured to a fixed tubesheet at the inlet bonnet end. The tubesheet is held in place between the inlet bonnet and a protruding flange on the oil cooler shell at the inlet bonnet end. The opposite end of the tube bundle is held in place by pressure between the rear bonnet and the packing seals, which encircle the rear tubesheet.
• Use a high-pressure water jet.
! WARNING Use of mechanical removal equipment may cause flying debris. Wear protective eye and face shields, gloves and coveralls.
1. To ensure proper reassembly, mark flanges on inlet and rear bonnets, both ends of outer shell and tube sheet. 2. Remove both inlet and rear bonnets to provide access to tube bundle.
• Use scrapers, rotating brushes or other mechanical means. Nylon brushes are preferred over wire brushes if mechanically cleaning copper alloy tubes.
3. Avoid damaging tube bundle assembly when removing it from outer shell. Protect tube ends from damage. After removal from outer shell, support tube bundle on tubesheets. 4. Protect all gasket and seal surfaces. 5. Clean oil cooler by either mechanical or chemical means. Selected method largely depends upon type of deposit and materials available. Any of the following methods may be considered: • Backflushing. • Circulate hot oil wash or light distillate to remove sludge or other soft deposits. • Circulate hot fresh water to remove soft salt deposits. • Commercial cleaning compounds may be used to remove sludge or scale not removed by above methods. If such compounds are used, check material compatibility to avoid possible damage.
! WARNING High-pressure water jets can be dangerous. Never point the jet in the direction of a person. Avoid spraying loose objects. They may become propelled by the force of the jet. Wear appropriate protective safety equipment, such as face shield, coveralls, gloves, head gear and steel-toed shoes.
NOTICE If drills are used to open up tubes that are completely plugged, use extreme caution to avoid drilling into the wall of the tube. 6. Use only cold fluid for pressure testing. Hydraulic pressure may be used to locate split tubes or leaking tubesheet joints. Test rings are required on removable tube bundles in order to locate leaks. 7. Use a suitable roller-type tube expander to tighten loose tube joints. Do not roll tubes that are not leaking, otherwise the tube wall will be unnecessarily thinned.
NOTICE Do not blow steam through individual tubes; localized overheating can result in expansion strain. NOTE: Fractured tubes or those that cannot be sealed on the ends may be plugged, although some cooling performance will be lost. 8. When reassembling oil cooler, use new flat gaskets (P/N 209089 and 209088) and new packing seals (P/N 209095) (see Figure 4.30-16). Be sure that the gaskets and seals are properly positioned before any attempt is made to retighten bonnet bolts.
4.30-12
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE All external bolting may require retightening after installation and when oil cooler first reaches its normal operating temperature. Bolted joints should be tightened uniformly and in pattern shown in Figure 4.30-17 Oil Cooler Bonnet Bolt-Tightening Sequence on page 4.3013. 1
7
6
3
4
5
8
Tighten bolts on inlet bonnet side to 60 ft-lb (81 N·m) lubricated. The required torque on rear bonnet bolts is 18 ft-lb (24 N·m) lubricated; apply only sufficient torque to stop weeping. Over-tightening may damage packing seals.
2
Figure 4.30-17: Oil Cooler Bonnet Bolt-Tightening Sequence
4.30-13
FORM 6284-4 © 8/2012
LUBRICATION SYSTEM MAINTENANCE
TEMPERATURE CONTROL VALVE T-CONNECTION
B
A
ENGINE
C OIL COOLER
OIL PUMP
ENGINE OIL HEADER
OIL FILTE R
ENGINE OIL SUMP
PRELUBE/POSTLUBE PUMP CHECK VALVE T-CONNECTION
Figure 4.30-18: External Oil Schematic
The prelube function is necessary to purge the lubrication system of air and to ensure that all moving parts, especially the turbochargers, are properly lubricated before the engine is started. The postlube function ensures that sufficient heat is removed from the engine after shutdown; important in preventing damage to the turbochargers. Figure 4.30-18 depicts the recommended configuration of the Prelube/Postlube Systems.
PRELUBE / POSTLUBE SYSTEM
2. Run prelube system for a full 5 minutes before each engine start to ensure that all moving parts, especially turbochargers, are properly lubricated (special attention must be given to new turbochargers or those that have been stored). 3. Postlube engine for a full 5 minutes after every shutdown. Sufficient heat must be removed from the turbochargers so carbon coking damage does not occur. Postlube function should be automatically initiated upon main gas shutdown. ELECTRIC PRELUBE MOTOR
PRELUBE / POSTLUBE SPECIFICATIONS
Electric prelube motors are permanently lubricated and do not require periodic lubrication.
1. Verify prelube/postlube system complies with the following specifications: • Pressure: 5 psi (34.5 kPa) • Flow: 5.6 gpm (21.2 L/min) NOTE: With standby engines used for emergency power generation, set the timer so that the automatic prelube system runs for a full 5 minutes every hour that the engine is not running.
4.30-14
FORM 6284-4 © 8/2012
SECTION 4.35 EXHAUST SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
EXHAUST SYSTEM MAINTENANCE BACKPRESSURE MEASUREMENT Measure exhaust system backpressure once a year. 1. Backpressure is measured after the turbochargers and before the silencer or catalytic converter. The measuring point should be away from any bend or elbow in the customer-supplied exhaust piping. 2. Remove pipe plug from exhaust elbow and install tubing connector (see Figure 4.35-1 and Figure 4.35-2). Manometer line fitting must not protrude beyond inside surface of exhaust pipe or an inaccurate reading may result.
Figure 4.35-2: Exhaust Outlet Pipe Plugs
3. Attach one end of manometer onto tubing connector. Opposite end of manometer should be open to atmosphere. 4. Measure exhaust backpressure at rated speed and load. Maximum allowable backpressure is 15 in. (381 mm) of water volume at 1,800 rpm and full load. Reduce 1.0 in. (25 mm) water column for each 100 rpm reduction. Do not apply reduction beyond a minimum exhaust system backpressure of 4 in. (102 mm) water column. Excessive exhaust backpressure may be due to one or more of the following conditions: • Undersized piping • Elbows, bends or sudden enlargements in piping • Plugged catalytic converter • Pipe obstructions
Figure 4.35-1: Exhaust Outlet Pipe Plug
• Exit losses 5. Remove manometer and install pipe plug in exhaust elbow after test is completed.
4.35-1
FORM 6284-4 © 8/2012
EXHAUST SYSTEM MAINTENANCE
This Page Intentionally Left Blank
4.35-2
FORM 6284-4 © 8/2012
SECTION 4.40 CRANKCASE BREATHER SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1 and RIGGING AND LIFTING ENGINES on page 1.10-1.
2. Pry screen from cover and remove foam.
! WARNING
CRANKCASE BREATHER SYSTEM
Never use your hand to check for leaks or determine airflow rates when using compressed air. Compressed air can pierce the skin.
NOTE: After cleaning, servicing or replacing any component of the crankcase breather system, recheck the crankcase pressure to verify that it is within specification and that all system components are functioning properly.
Wear protective equipment to protect your skin. Wear safety glasses to shield your eyes from flying dirt and debris.
OIL SEPARATOR MAINTENANCE Clean oil separator at each oil change. Use the following procedure. 1. Disconnect breather plumbing from separator as required. Release two latches on separator and remove cover (see Figure 4.40-1).
3. Hand-wash foam in detergent solution and wring dry by hand. 4. Install foam in retaining screen.
Figure 4.40-1: Breather Oil Separator
4.40-1
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE FILTER ELEMENT REPLACEMENT F18 GL AND H24 GL CLOSED BREATHER SYSTEM 1
NOTE: Replace the filter element every 3 months. 1. To replace filter element, pull up on latching mechanisms while holding oil separator bottom half (see Figure 4.40-2).
1
2
Figure 4.40-3: Oil Separator Filter Element 1 - O-Ring
3
NOTE: All F18 GL and European H24 GL engines use replaceable filter element P/N 489604. Standard H24 GL engines use replaceable filter element P/N 489605.
2
3. Install new filter element into oil separator. Make sure O-ring is installed and seated properly.
Figure 4.40-2: Oil Separator 1 - Top Half 2 - Latching Mechanism
2 - Filter Element
4. Install and “latch” bottom half of oil separator onto top half.
3 - Bottom Half
2. Remove oil separator bottom half and filter element (see Figure 4.40-3).
CRANKCASE PRESSURE CRANKCASE PRESSURE CHECK NOTE: Measure the crankcase pressure at least once every 3 months (2,160 hours). Table 4.40-1: Crankcase Pressure Specifications CRANKCASE PRESSURE
ADJUSTMENT LIMITS
Open system
zero to +3.0 in. (+76 mm) H2O
Closed system
-3.0 in. (-76 mm) to zero H2O
NOTE: G, GL and IMPCO carburetor GLD engines use a baffle box located on the side of the crankcase. Attach manometer to port in baffle box. 1. Remove 1/4 in. NPT pipe plug and install manometer tube adapter (see Figure 4.40-4, Figure 4.40-5, Figure 4.40-6 and Figure 4.40-7).
4.40-2
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE
Figure 4.40-4: F18 / H24 GL / GLD Baffle Box
Figure 4.40-6: F18 / H24 Current Oil Separator Tube
NOTE: GSID and GLD (Deltec carburetor) engines do not contain a baffle box. Install the manometer onto the upper or lower breather tube (depending on engine model) located on the gear housing.
Figure 4.40-7: L36 / P48 Lower Oil Separator Tube
Figure 4.40-5: F18 / H24 Previous Oil Separator Tube
2. Connect one end of a water manometer to the connector and vent the free end to the atmosphere. The manometer line must not protrude beyond the inner surface of the gauge support or an inaccurate reading may result (see Figure 4.40-8).
1 2
4 3 Figure 4.40-8
1 - Vent 2 - Shutoff Valves
4.40-3
3 - Manometer 4 - To Crankcase
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE 3. Measure the crankcase pressure and perform all pressure adjustments while the engine is operating at rated speed and load (see Crankcase Pressure Adjustment on page 4.40-4). NOTE: Crankcase pressure can only be adjusted on engines that contain either a breather ejector or a previous model closed breather (contained butterfly valve). Excessive pressure may be a result of improper adjustment and may also be an indicator of excessive blowby due to wear problems within a cylinder. 4. Remove the manometer line and tube connector. Install the pipe plug. BREATHER EJECTOR ADJUSTMENT NOTE: Before starting a new or rebuilt engine, turn the adjusting valve 3/4 open. After starting the engine, install a water manometer. Adjust valve if crankcase pressure is outside limits (see Table 4.40-2).
Figure 4.40-9: F18 / H24 Ball Valve Assembly
Table 4.40-2: Crankcase Pressure Specifications CRANKCASE PRESSURE
ADJUSTMENT LIMITS
Open system
zero to +3.0 in (+76 mm) H2O
Closed system
-3.0 in. (-76 mm) to zero H2O
Crankcase Pressure Adjustment GL engines have an optional breather ejector system with an adjusting valve. The breather ejector assembly employs turbocharger compressor discharge air to create a vacuum to pull vapors out of the crankcase. The vapors are pulled through the oil separator and discharged into the atmosphere through the exhaust stack.
Figure 4.40-10: L36 / P48 Ball Valve Assembly
1. Run engine at rated speed and load.
The amount of air forced through the breather ejector controls the amount of vacuum drawn. The more air, the greater the vacuum. The greater the vacuum, the higher the negative pressure in the crankcase.
2. Locate ball valve in breather ejector assembly (see Figure 4.40-9 and Figure 4.40-10).
Crankcase pressure is manually adjusted by turning the ball valve (see Figure 4.40-9 and Figure 4.40-10).
4. Remove engine load.
3. Slowly open valve until recommended negative crankcase pressure is obtained. 5. Measure crankcase pressure again. Readjust ball valve if it is not within specification. 6. Retest at rated speed and load. If crankcase pressure is within specification, remove handle to prevent inadvertently changing valve setting. CLOSED BREATHER BUTTERFLY VALVE ADJUSTMENT 1. Install water manometer to measure crankcase pressure. 2. Run engine at rated speed and load.
4.40-4
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE Table 4.40-3: Crankcase Pressure Specification
NOTE: When adjusting valve lever is parallel with breather tubing, valve is wide open. When the lever is perpendicular with tube, valve is in full-closed position (see Figure 4.40-11 and Figure 4.40-12).
CRANKCASE PRESSURE
ADJUSTMENT LIMITS
Closed system
-3.0 in. (-76 mm) to zero H2O
4. Remove engine load. 5. Measure crankcase pressure again. Adjust valve as necessary. CRANKCASE BREATHER REGULATOR – CLEANING AND INSPECTION The crankcase vacuum regulator assembly is above the oil separator and connected to the venturi extractor through a tee and pipe nipple arrangement (see Figure 4.40-13).
Figure 4.40-11: F18 / H24 Breather System Adjusting Valve
1
2
Figure 4.40-13: Vacuum Regulator Location
While there is no manual adjustment of the crankcase vacuum regulator, it should be inspected annually for an accumulation of dirt or grit. Harsh environments may dictate more frequent attention.
Figure 4.40-12: L36 / P48 Breather System Adjusting Valve 1 - Setscrew
! WARNING
2 - Adjusting Valve
NOTE: All L36/P48 engines use a slotted head setscrew to hold the adjusting valve’s butterfly valve in place (see Figure 4.40-12). 3. With engine running under normal operating conditions, open valve until recommended negative crankcase pressure is obtained.
4.40-5
Never use your hand to check for leaks or determine airflow rates when using compressed air. Compressed air can pierce the skin. Wear protective equipment to protect your skin. Wear safety glasses to shield your eyes from flying dirt and debris.
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE 1. Thoroughly wash all parts in a nonvolatile cleaning solution or solvent to remove accumulations of dust, dirt, grease and grit (see Figure 4.40-14). Dry with low-pressure compressed air.
2. Inspect regulator housing for cracks. 3. Inspect regulator rod for scratches or burrs. 4. Inspect O-ring for cuts, tears or loss of elasticity. 5. Inspect valve plate for nicks, cracks or damage.
NOTICE 1
2
If replacement of the vacuum regulator housing or valve assembly is necessary, be sure to order the correct part numbers. Since airflow requirements vary between engine models and applications, the housings and valves are sized or weighted differently and are not interchangeable. 6. Replace any damaged or worn parts. 7. Verify valve plate and hub move freely on rod.
3
REGULATOR FOAM CLEANING AND INSPECTION
4
The closed breather design for the L36/P48 GLD and GSID engines allows a slight negative pressure to be maintained in the engine crankcase. Due to the drawthru carburetion, the crankcase is vented to the air cleaner.
5
A breather regulator containing an open-cell foam air cleaner (see Figure 4.40-15) is installed on the separator inlet tube.
6
7 8 Figure 4.40-14: Vacuum Regulator Assembly 1 2 3 4
-
Housing Rod E-Clip Valve Plate
5 6 7 8
-
Valve Hub O-Ring Screen Locknut
Figure 4.40-15: L36 / P48 GLD Breather Regulator
4.40-6
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE Clean the regulator foam at each oil change. Use the following procedure.
! WARNING
1. Wash foam in a detergent solution and wring dry by hand (see Figure 4.40-16).
Never use your hand to check for leaks or determine airflow rates when using compressed air. Compressed air can pierce the skin.
1
2
3
Wear protective equipment to protect your skin. Wear safety glasses to shield your eyes from flying dirt and debris.
2. Thoroughly wash all parts (other than foam) in a nonvolatile cleaning solution or solvent to remove accumulations of dust, dirt, grease and grit. Dry with low-pressure compressed air. 3. Inspect regulator housing for cracks. 4. Inspect regulator rod for scratches or burrs. 5. Inspect O-ring for cuts, tears or loss of elasticity.
4
6. Place foam in retaining screen. 7. Replace damaged or worn parts. 8. Verify valve plate and hub move freely on rod.
5
9. Press screen and foam into cover.
6
CRANKCASE PRESSURE RELIEF VALVE MAINTENANCE – L36 / P48 ! WARNING
7
! 8
NOTICE
9 Figure 4.40-16: Breather Regulator Assembly 1 2 3 4 5
-
Housing Rod Valve Hub Valve Plate E-Clip
6 7 8 9
-
Never operate the engine without all relief valves on the engine. The ability of the system to function is dependent upon the proper number of valves.
Only exercise the valve after the engine has been shut down and allowed to cool.
O-Ring Air Filter Screen Locknut
4.40-7
FORM 6284-4 © 8/2012
CRANKCASE BREATHER SYSTEM MAINTENANCE The crankcase pressure relief valves are an important part of the engine protection system and must be properly maintained (see Figure 4.40-17).
Figure 4.40-17
An explosion may occur when a localized hot spot brings the oil mist above the flash point temperature (approximately 375° – 480°F [191° – 249°C]). If the crankcase is not fitted with the proper type and number of relief valves, or if these relief valves are not properly maintained, the inspection doors may be blown off and a secondary explosion of greater intensity might take place, resulting in personal injury or damage to property. NOTE: Placement of the pressure relief valves may vary due to other engine-mounted accessories. There are a number of seals and O-rings on the shaft and valve assembly that may leak over time if not maintained. Exercise and inspect the crankcase pressure relief valves annually to ensure that they are in proper working condition. Pressure Relief Valve Exercise Procedure: 1. Shut down engine and allow it to cool. 2. Lift valve off its seat to verify that plate is free to move. 3. Lubricate shaft with grease to ensure valve will move freely in the event it is needed.
4.40-8
FORM 6284-4 © 8/2012
SECTION 4.45 STARTING SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1, RIGGING AND LIFTING ENGINES on page 1.10-1 and the following safety messages.
ELECTRIC STARTER MAINTENANCE Inspect the starting circuit to make sure that all connections are clean and tight. Check for worn or damaged insulation on the wires (see Figure 4.45-1).
AIR / GAS STARTER MAINTENANCE AIR STARTER LUBRICATOR The air/gas starter is equipped with an inline lubricator (see Figure 4.45-2 and Figure 4.45-3). When operating correctly, the inline lubricator will provide a light oil vapor at the starter exhaust (about 1 to 3 drops per second).
Figure 4.45-1: Electric Starter Motor
! WARNING
!
Battery fluid is a sulfuric acid solution. Wear appropriate, protective, personal equipment and do not allow battery fluid to contact skin, eyes or clothing. Do not allow smoking or open flame in battery charging areas. Always disconnect the battery ground connection before performing any work on an engine or equipment. This prevents sparks or burns if an electrical connection is shorted.
4.45-1
FORM 6284-4 © 8/2012
STARTING SYSTEM MAINTENANCE ALTERNATOR Inline engines have an optional 24-volt alternator that is driven off the front crankshaft pulley. This alternator can be used to run accessories or to recharge starting system batteries (see Figure 4.45-4).
1
2
Figure 4.45-2: L36 / P48 Air / Gas Starter 1 - Lubricator
2 - Air/Gas Starter
1 Figure 4.45-4
The alternator is driven with two drive belts to increase belt life and ensure reliability. 2
NOTE: These belts are a matched set and must be replaced as a pair to ensure proper operation. BATTERY CONNECTION 1. When connecting a battery and alternator, make certain the ground polarity of the battery and the ground polarity of the alternator are the same. 2. When connecting a booster battery, always connect the negative battery terminals together and the positive battery terminals together.
Figure 4.45-3: F18 / H24 Air / Gas Starter 1 - Oil Reservoir
2 - Lubricator
NOTE: Above 32°F (0°C), keep the inline lubricator reservoir filled to the proper level with SAE 10W oil. Use No. 2 Diesel Oil when ambient temperatures fall below 32°F (0°C). DO NOT OVERFILL. NOTE: Air-storage reservoirs for air-starting systems should be blown down at least once each day. This is necessary to prevent the buildup of water in the tanks and eliminate or at least reduce the formation of rust and scale in the air-starting system. Also, the air piping of the starting system should include at least one drain cock. Before starting the engine, bleed off some of the compressed air to help keep moisture from condensing inside the air-starting system.
3. When connecting a charger to the battery, connect the charger positive lead to the battery positive terminal first. The charger negative lead to the battery negative terminal is connected last. 4. Never operate the alternator with an open circuit. Make certain all connections in the circuit are secure. 5. Do not short across or ground any of the alternator terminals. 6. Do not attempt to polarize the alternator. ALTERNATOR SERVICING The frequency of inspection is determined largely by the type of operating conditions. High-speed operation, high temperatures, and dust and dirt all increase the wear of brushes, slip rings and bearings.
4.45-2
FORM 6284-4 © 8/2012
STARTING SYSTEM MAINTENANCE At regular intervals, inspect the terminals for corrosion and loose connections. Inspect the wiring for frayed insulation. Inspect the mounting bolts for tightness, and the belt for alignment, proper tension and wear. Belt tension should be adjusted on a routine basis. When adjusting belt tension, apply pressure against the stator laminations and between the end frames and not against either end frame. ALTERNATOR NOISE Noise from an alternator may be caused by worn or dirty bearings, loose mounting bolts, a loose drive pulley, a defective diode, or a defective stator. Inspect for any of these causes and repair or replace as necessary.
ALTERNATOR V-BELT TENSION
Figure 4.45-5: Alternator Belt Adjustment
1. Loosen locknut on upper end of adjusting rod (see Figure 4.45-5).
1
2
3
4
Figure 4.45-6: Alternator Belt Adjustment – Front View 1 - Adjusting Rod 2 - Locknut
2. Loosen adjusting bolt on alternator (see Figure 4.45-6). 3. Adjust belt tension by turning lower nut located on adjusting rod (see Figure 4.45-6).
3 - Lower Nut 4 - Adjusting Bolt
NOTE: Greater tension should be applied to new belts to compensate for tension loss which occurs during break-in. 4. When desired belt tension is reached, tighten adjusting rod locknut and adjusting bolt.
4.45-3
FORM 6284-4 © 8/2012
STARTING SYSTEM MAINTENANCE V-BELT MAINTENANCE ! WARNING Always stop the unit before cleaning, servicing or repairing the unit or any driven equipment.
NOTE: To avoid belt damage, always loosen the alternator pulley before attempting to install a belt. Never pry a belt over a pulley. 1. Always use new, matching belt sets. 2. When replacing belts, always replace the entire set of belts, not just the ones that look worn. This will ensure proper belt operation. 3. To check belt tension, depress the belt with your fingers. A tensioned belt will feel alive and springy. Belts that are too tight will not deflect and loose belts will feel dead. 4. Keep belts at the proper tension. New belts will stretch shortly after installation. Loose belts will slip, causing power loss and heat buildup. Belts that are too tight will deteriorate rapidly and wear out engine shaft bearings.
4.45-4
FORM 6284-4 © 8/2012
SECTION 4.50 ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1, RIGGING AND LIFTING ENGINES on page 1.10-1 and the following safety messages.
1
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE Maintenance of the engine protection system is generally limited to visual inspection of components.
! WARNING
!
2
Switches for alarms and automatic engine shutdown must be supplied by the customer. The sensors provided are for measuring and monitoring temperatures and WILL NOT shut the engine down if potentially harmful temperatures are reached.
Figure 4.50-1: L36 / P48 Thermocouple Connections 1 - Thermocouple
2 - Quick Disconnect
K-TYPE THERMOCOUPLE INSPECTION
NOTICE Thermocouples can be extremely hot. Allow engine to cool prior to handling thermocouple. 1. Inspect thermocouples to verify they are securely seated (see Figure 4.50-1, Figure 4.50-2 and Figure 4.50-3).
4.50-1
Figure 4.50-2: Exhaust Manifold Thermocouple
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE
Figure 4.50-3: L36 / P48 Thermocouple
Figure 4.50-5: L36 / P48 Manual Shutdown Lever
2. Inspect connecting cables and wires for loose connections, broken wires or insulation.
PRESSURE AND TEMPERATURE SWITCH CALIBRATION
MANUAL SHUTDOWN LEVER MAINTENANCE
Calibrating and testing pressure and temperature switches should be performed by qualified service technicians every 90 days.
! WARNING Always ensure that the fuel gas valve(s) are closed after engine shutdown.
RECOMMENDED SHUTDOWN SETPOINTS OIL HEADER PRESSURE
Inspect the manual shutdown lever for proper operation (see Figure 4.50-4 and Figure 4.50-5). With the engine running under no load, move the lever to the CLOSED position. The engine should return to idle speed.
The switch gauge monitors engine oil pressure at the main oil gallery. This switch gauge is adjusted so that the contacts close when the engine oil pressure falls below the specified point. F18 / H24: Normal Pressure: 67 – 83 psi (462 – 572 kPa) Alarm: 40 psi (276 kPa) Shutdown: 35 psi (241 kPa)
Figure 4.50-4: F18 / H24 Manual Shutdown Lever
4.50-2
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE L36 / P48:
176 BMEP Optional Temperature Cooling System
Normal Pressure: 66 – 82 psi (460 – 570 kPa) Alarm: 40 psi (290 kPa) Shutdown: 35 psi (241 kPa)
Normal Pressure: 210° – 265°F (99° – 130°C) Alarm: 5°F (3°C) above design temperature Shutdown: 10°F (5.5°C) above design temperature
OIL HEADER TEMPERATURE
200 BMEP Cooling System (GLD Only)
This switch gauge is adjusted so that the contacts close when oil temperature exceeds a specified setpoint.
Normal: 210°F (99°C) for continuous duty Alarm: 10°F (5.5°C) above design temperature Shutdown: 15°F (8.5°C) above design temperature
176 BMEP ENGINES, NORMAL TEMPERATURE
INTAKE MANIFOLD TEMPERATURE
Normal oil temperature reflects jacket water temperatures of 180°F (82°C) and intercooler temperatures of 85° – 130°F (29° – 54°C).
Monitors intake manifold charge temperature. Depending on application, the switch gauge contacts close when the intake manifold charge temperature exceeds the specified setpoint.
Normal: 170° – 195°F (77° – 91°C) Alarm: 200°F (93°C) Shutdown: 205°F (96°C)
176 BMEP Normal Intercooler Temperature With standard intercooler temperatures of 85° – 130°F (29° – 54°C).
176 BMEP ENGINES, OPTIONAL TEMPERATURE Optional oil temperature reflects jacket water temperatures of 265°F (129°C) and/or intercooler temperatures of 85° – 130°F (29° – 54°C).
Normal: Up to 10°F (5.5°C) above design I.C. temperature Alarm: 15°F (8.5°C) above design I.C. temperature Shutdown: 20°F (11°C) above design I.C. temperature
Normal: 170° – 195°F (77° – 91°C) Alarm: 200°F (93°C) Shutdown: 205°F (96°C)
176 BMEP Optional Intercooler Temperature Optional intercooler temperatures of 131° – 176°F (55° – 80°C).
200 BMEP ENGINES, NORMAL TEMPERATURE (GLD ONLY)
Normal: Up to 10°F (5.5°C) above design I.C. temperature Alarm: 10°F (5.5°C) above design I.C. temperature Shutdown: 15°F (8.5°C) above design I.C. temperature
Normal oil temperature reflects jacket water temperatures of 210°F (99°C) and intercooler temperatures of 158° – 176°F (70° – 80°C). Normal: 190°F (88°C) Alarm: 200°F (93°C) Shutdown: 205°F (96°C)
200 BMEP Normal Intercooler Temperature (GLD Only)
JACKET WATER TEMPERATURE Jacket water temperature is monitored at the water outlet header. This switch gauge is adjusted so that the contacts close when the jacket water temperature exceeds the specified setpoint. 176 BMEP Standard Cooling System Normal: • 180°F (82°C) for continuous duty • 200°F (93°C) for intermittent duty Alarm: 10°F (5.5°C) above design temperature Shutdown: 20°F (11°C) above design temperature
With elevated intercooler temperatures of 158° – 176°F (70° – 80°C). Normal: Up to 10°F (5.5°C) above design I.C. temperature Alarm: 10°F (5.5°C) above design I.C. temperature Shutdown: 15°F (8.5°C) above design I.C. temperature INTAKE MANIFOLD PRESSURE Contact Waukesha Sales Engineering.
ENGINE OVERSPEED SHUTDOWN SYSTEM OPERATION The engine may be equipped with an optional overspeed shutdown system. This system measures engine speed from the ignition system. Waukesha adjusts the shutdown speed to 15% over engine governed speed.
4.50-3
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE The control box for F18 and H24 engines is mounted on the left rear mounting leg. The reset control is on the side of the control box (see Figure 4.50-6). The reset button must be depressed to restart the engine.
Figure 4.50-7: L36 / P48 Overspeed Shutdown
NOTICE Figure 4.50-6: F18 / H24 Overspeed Shutdown
The control box for L36 and P48 engines is mounted on the CEC Ignition Module mounting bracket. The reset control is on the side of the control box (see Figure 4.50-7). The reset button must be depressed to restart the engine.
If the overspeed shutdown system trips, find and correct the cause before restarting the engine. Failure to do so may damage the engine or driven equipment. NOTE: If an optional switch gauge trips and shuts down the engine, the overspeed switch will not require resetting.
4.50-4
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE ROUTINE INSPECTION Regularly inspect the engine during operation. Duplicate the form shown in Table 4.50-1 Routine Inspection Form on page 4.50-5 and use it to record the results of regular inspections. By maintaining trend information on the general condition of the engine, the necessary corrective action can be taken when a problem first becomes apparent. An early diagnosis will save money and reduce downtime by preventing the development of more serious problems.
See MAINTENANCE SCHEDULE on page 4.60-1 for the recommended maintenance intervals.
Table 4.50-1: Routine Inspection Form OPERATING INFORMATION INSPECTION DATE MONTH / DAY / YEAR
INSPECTION RESULTS / CORRECTIVE ACTION
INSPECTOR’S ID / INITIALS
HOUR METER READING
Oil Header Pressure Jacket Water Outlet Temperature Oil Header Temperature Tachometer (rpm) Fuel Meter Reading Intercooler Water Temperature Oil Cooler Water Temperature Gas/Air Pressure Intake Manifold Pressure Unusual Noises/Vibration Oil Leaks Coolant Leaks Exhaust O2% Exhaust Backpressure Backpressure Ignition Timing
4.50-5
FORM 6284-4 © 8/2012
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE
This Page Intentionally Left Blank
4.50-6
FORM 6284-4 © 8/2012
SECTION 4.55 VALVE ADJUSTMENT Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1, RIGGING AND LIFTING ENGINES on page 1.10-1 and the following safety messages.
1
NOTICE In any procedure where the rocker arms may have been removed or disturbed, the cylinder head replaced or if it is suspected that the valves may have been adjusted incorrectly, do not rotate the crankshaft until all rocker arm adjusting screws have been completely backed off.
2
Shut the engine down and allow it to cool for at least 1 hour before adjusting the valves.
Figure 4.55-1: High-Tension Coil Lead 1 - Spark Plug Cover Tube
ROCKER ARM COVER REMOVAL STANDARD COIL 1. Remove high-tension lead and spark plug cover tube from cylinder head (see Figure 4.55-1).
2 - High-Tension Lead
2. Remove four M10 hex nuts and flat washers and lift rocker arm cover from cylinder head.
4.55-1
FORM 6284-4 © 8/2012
VALVE ADJUSTMENT FLANGE-MOUNTED COIL (CSA) On engines equipped with flange-mounted shielded ignition coils, the clearance between the rocker arm cover and the access tube is extremely small. Tool P/N 472074 is used for cover removal. The tool consists of a puller assembly and a disc. The disc is sized to fit on top of the spark plug access tube (see Figure 4.55-2).
1
2
1
2
Figure 4.55-4 1 - CSA FlangeMounted Coil
3
3. Remove coil and spark plug extension from rocker arm cover. 4. Remove four hex nuts and lock washers from rocker arm cover (see Figure 4.55-5).
Figure 4.55-2: Rocker Cover Removal Tool 1 - M8 Capscrew 2 - Puller
2 - M8 x 20 mm Capscrews and Lock Washers
3 - Disc
1. Disconnect high-tension lead from coil (see Figure 4.55-3).
Figure 4.55-5 Figure 4.55-3
5. Install disc on top of rocker arm cover and secure with M8 capscrews (see Figure 4.55-6).
NOTICE Do not use the ignition coil as a handle to lift the rocker cover. The coil can be damaged. Always remove the coil and spark plug extension before removing the rocker cover. 2. Remove M8 x 20 mm capscrews from flangemounted ignition coil (see Figure 4.55-4).
4.55-2
FORM 6284-4 © 8/2012
VALVE ADJUSTMENT 1. Use barring device to rotate engine until #1 cylinder is at Top Dead Center (TDC) during compression stroke.
2
1
2. Loosen cylinder #1 rocker arm adjusting screws (see Figure 4.55-7).
1
2
3
4
1
3
Figure 4.55-6: Rocker Cover Removal Tool 1 - M8 Capscrew 2 - Puller
3 - Disc
6. Turn puller screw clockwise. Continue turning screw until rocker arm cover is clear of recess tube. 7. Remove rocker arm cover. VALVE ADJUSTMENT NOTE: Top Dead Center (TDC) is marked on the flywheel and can be observed through the timing hole on the left side of the flywheel housing. The compression stroke can be determined by checking the rocker arms on that cylinder for looseness (all four valves closed). If the rocker arms are tight and valve crossover is incorrect, rotate the crankshaft one complete revolution and repeat Step 1.
4.55-3
Figure 4.55-7: Rocker Arm Adjusting Screws 1 - Adjusting Screw 2 - Crossbar
3 - Fixed Side 4 - Rocker Arm
FORM 6284-4 © 8/2012
VALVE ADJUSTMENT 3. Push down on fixed side of crossbar. Hold down and turn crossbar adjusting screw clockwise until contact with valve stem is made (see Figure 4.55-8). 1
Table 4.55-1: Valve Clearance VALVES
CLEARANCE
Intake Valves (Cold)
0.008 in. (0.20 mm)
Exhaust Valves (Cold)
0.026 in. (0.66 mm)
7. Turn valve clearance adjustment screw until it contacts push rod socket. Feeler gauge should be snug between crossbar and rocker arm (see Figure 4.55-8).
2
8. Tighten locknut. Do not allow valve clearance adjustment screw to move.
7
9. Repeat procedure for remaining valves on cylinder #1.
3 3
The valve adjustment order by cylinder is: F18 - 1 5 3 6 2 4
2
H24 - 1 4 2 6 8 5 7 3
4
L36 - 1R 6L 5R 2L 3R 4L 6R 1L 2R 5L 4R 3L P48 - 1R 1L 4R 4L 2R 2L 6R 6L 8R 8L 5R 5L 7R 7L 3R 3L 10. Repeat adjustment procedure for all other cylinders. Make sure the correct adjustment order is followed.
7 5
ROCKER ARM COVER INSTALLATION 1. Install O-ring gasket in rocker arm cover. Apply gasket adhesive to O-ring (to secure in place during installation).
6
2. Install rocker arm cover and secure with M10 hex nuts (Grade 10) and washers (see Figure 4.55-9). Tighten to 29 ft-lb (39 N·m).
Figure 4.55-8: Rocker Arm Adjustments 1 - Crossbar Adjustment 2 - Exhaust Valve 3 - Measure Gap With Feeler Gauge 4 - Crossbar
5 - Rocker Arm 6 - Valve Clearance Adjustment 7 - Intake Valve
4. Verify crossbar is making contact with both valves (at same time). 5. Tighten crossbar adjustment locknut while keeping adjusting screw from turning. Support crossbar to maintain contact with both valves while tightening locknut. 6. Insert feeler gauge between crossbar and rocker arm (see Table 4.55-1). Make sure correct size feeler gauge is used (see Figure 4.55-8). Figure 4.55-9
4.55-4
FORM 6284-4 © 8/2012
VALVE ADJUSTMENT NOTICE
1
Ignition coils that are improperly grounded can cause misfiring. Make sure CSA coils are installed with three M8 x 20 mm capscrews that are properly tightened. NOTE: When installing flange-mounted CSA coils, position them on the rocker arm cover so the key way on the cannon plug will align with the ignition lead, without excessive twisting of the lead. 3. CSA – Install flange-mounted coil (use new O-ring) and secure with M8 x 20 mm capscrews and washers. Tighten capscrews to 16 – 17 ft-lb (21.6 – 23.0 N·m) (oiled threads) (see Figure 4.55-10).
2
Figure 4.55-12 1 - Spark Plug Cover Tube
2 - High-Tension Lead
1
2
Figure 4.55-10 1 - CSA FlangeMounted Coil
2 - M8 x 20 mm Capscrews and Lock Washers
4. CSA – Connect high-tension lead to flange-mounted coil (see Figure 4.55-11).
Figure 4.55-11
5. Non-CSA– Install high-tension lead and spark plug cover tube onto spark plug (see Figure 4.55-12).
4.55-5
FORM 6284-4 © 8/2012
VALVE ADJUSTMENT
This Page Intentionally Left Blank
4.55-6
FORM 6284-4 © 8/2012
SECTION 4.60 MAINTENANCE SCHEDULE MAINTENANCE CHART ! WARNING
!
Failure to observe the maintenance schedule listed below could result in severe personal injury or death.
Air Cleaner Filter Element
Clean or Replace
•
Air Cleaner Precleaner Element
Clean
•
Air Starter Lubricator
Fill
•
Control Rod Ends and Linkage
Lubricate
•
Cooling Systems Level
Check
•
Crankcase Oil Level
Check
•
Engine Oil (continuous duty) – High Capacity Oil Pan
Analyze at 1000 hours
•
Engine Oil (continuous duty) GSID, GSI – High Capacity Oil Change at 1500 hours Pan*
•
Engine Oil (continuous duty) GL, GLD – High Capacity Oil Pan*
Change
•
Ignition Cables – Primary and Secondary Connections
Inspect
•
Belt Tension
Inspect/Readjust
•
Air/Fuel Ratio Devices
Adjust
•
Oil Cooler (Oil Side)
Drain at Oil Change
•
4.60-1
8,760 HOURS OR ANNUALLY
4,200 HOURS
SERVICE
2,100 HOURS
ITEM
DAILY OR AS REQUIRED
Table 4.60-1: Routine Maintenance Chart
FORM 6284-4 © 8/2012
8,760 HOURS OR ANNUALLY
4,200 HOURS
SERVICE
2,100 HOURS
ITEM
DAILY OR AS REQUIRED
MAINTENANCE SCHEDULE
Oil Filter Elements and Seals
Change at Oil Change
•
Valve Clearance
Adjust
•
Governor Compensating Needle Valve
Adjust
•
Ignition Magneto Drive Coupling
Replace
•
Cooling Water Analysis
Check
•
Crankcase Pressure
Check/Replace Breather Filter
•
Engine Protection Devices
Calibrate/Test
•
Ignition Timing – Magneto
Check
•
Magnetic Plug – Turbo Supply
Clean
•
Spark Plugs
Replace
•
Cooling System – Jacket Water and Auxiliary Water
Clean and Flush
•
Cooling System Thermostats
Remove and Test
•
Cooling System Tube Bundle
Clean
•
Crankcase Oil Pickup Screens
Clean
•
Crankcase Pressure Relief Valves
Exercise and Inspect
•
Exhaust Backpressure
Check
•
Full-Flow Filter Relief Valve
Inspect
•
Governor – Synchronizer or Speed Control
Adjust
•
High Tension Wires
Replace
•
Ignition Primary Terminals – Harness Plug
Inspect
•
Intercooler
Clean
•
Main and Rod Bearings
Inspect
•
Oil Pan
Clean
•
Turbochargers
Clean and Inspect
•
Rocker Arm Cover Gasket
Replace
•
CEC Ignition Timing Magnets
Check/Clean
•
Ignition Timing – CEC Ignition Module
Check
•
Engine Mounting and Alignment
Check
•
Carburetor – Air/Gas Valve
Clean and Inspect
•
Carburetor – Diaphragm
Replace
•
Carburetor Gasket
Replace
•
Ignition Magneto/Harness Plug
Test and Inspect
•
Ignition Transformer Coils
Test and Inspect
•
4.60-2
FORM 6284-4 © 8/2012
8,760 HOURS OR ANNUALLY
4,200 HOURS
SERVICE
2,100 HOURS
ITEM
DAILY OR AS REQUIRED
MAINTENANCE SCHEDULE
Cylinder Compression
Service
•
CEC AFM (See AFM manual for additional information)
Inspect harness, wire connections, and ground wire
•
CEC KDM (See KDM manual for additional information)
Inspect harness, wire connections, and ground wire
•
Hose Connections
Replace
•
*
See latest edition of Service Bulletin 12-1880 for additional oil change information on engines with older style oil pans (low capacity).
4.60-3
FORM 6284-4 © 8/2012
MAINTENANCE SCHEDULE RECOMMENDED OIL CHANGE INTERVALS See latest edition of Service Bulletin 12-1880, Waukesha Oil Recommendations, for recommended oil change intervals.
4.60-4
FORM 6284-4 © 8/2012
MAINTENANCE SCHEDULE ENGINE PERFORMANCE RECORD Engine operating information recorded during regular inspections is necessary to apply proper Routine Maintenance schedules. Accurate records will help to control costs by avoiding unnecessary servicing, ensuring needed servicing and providing trend information on the general engine condition. It is recommended that a record of the following information be kept. Table 4.60-2: Engine Performance Form Date
Time
Serial No.
Spec. No.
Model
Hour Meter Reading
rpm
Ambient Temperature
Ignition Timing
Load
Hours on Spark Plugs
Oil Temperature
Oil Pressure
Jacket Water Temperature
Outlet
Gas/Air Pressure
Supply Pressure
Intake Manifold Pressure
Intake Manifold Temperature
Inlet
Exhaust Manifold Oxygen % Exhaust Backpressure
Crankcase Pressure (Positive/Negative)
Auxiliary Water Temperature
In
Out
Unusual Noise(s) Vibration Oil Leaks (Location) Coolant Leaks (Location) EXHAUST MANIFOLD TEMPERATURES:
EXHAUST MANIFOLD TEMPERATURE (PRE-TURBINE)
1
1
LB
2
2
RB
3
3
4
4
5
5
6
6
7
7
8
8
4.60-5
FORM 6284-4 © 8/2012
MAINTENANCE SCHEDULE
This Page Intentionally Left Blank
4.60-6
FORM 6284-4 © 8/2012
TROUBLESHOOTING SECTION 5.00 TROUBLESHOOTING TROUBLESHOOTING TABLE The following table is provided to assist the user in determining the possible causes of unsatisfactory engine operation, as well as point out the corrective action that may be undertaken to remedy the problem. Knowledge of how the engine operates along with the current readings from the engine instrument panel can be combined with this information to provide a framework for resolving actual or potential problems.
NOTE: Table 5.00-1 Troubleshooting Table on page 5.00-2 is only provided as a service to our customers. It should not be viewed as a reflection of Waukesha’s actual experience with this product. Table 5.00-1 is not “all inclusive.” See respective sections in this manual for details.
5.00-1
FORM 6284-4 © 8/2012
TROUBLESHOOTING Table 5.00-1: Troubleshooting Table SYMPTOM
PROBABLE CAUSE
REMEDY
Engine crankshaft cannot be barred Load not disengaged from engine over.
Disengage load.
Engine will crank, but will not start. Ambient minimum temperature 50°F (10°C).
ON-OFF switch in OFF position or defective (if used)
Place switch in the ON position or replace if defective.
Fuel throttle or manual shutoff control in OFF position
Place fuel throttle or manual shutoff control in ON position.
Safeties tripped
Determine cause, correct and reset.
Insufficient cranking speed: 1. 2.
Low starting air/gas pressure Oil temperature too low or viscosity too high
1. 2.
Build up air/gas pressure. 100 – 125 rpm required to start engine. Change oil or raise the oil temperature.
Fuel system inoperative: Insufficient fuel supply or fuel pressure
Check gas pressure.
Faulty ignition system: 1. 2. 3. 4. 5. 6.
No power to CEC ignition module Low or no output from CEC ignition module Hall-effect pickup disconnected or damaged Incorrect ignition timing Broken or damaged wiring Spark plug(s) not firing
1. 2. 3. 4. 5. 6.
Reconnect. Replace CEC ignition module as required. Reconnect. Reset the timing. Repair or replace. Check gap/replace as required.
Insufficient or no air intake:
NOTE: Bar the engine over by hand to verify that the cylinders are clear. Inspect the intake manifold for accumulations of oil.
1. 2.
1. 2.
Clogged intake air filters Clogged/dirty intercooler (air side)
5.00-2
Remove and clean. Remove and clean.
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM
PROBABLE CAUSE
Engine will crank, but will not start.
Detonation Sensing Module inoperative or in shutdown condition (Vee engines): 1. 2.
DSM in shutdown mode Wiring from sensors to DSM damaged
REMEDY
1.
2.
Check DSM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6268 or Form 6278 Custom Engine Control Detonation Sensing Module Installation, Operation and Maintenance Manual. Contact your Waukesha Distributor for assistance. Repair or replace wiring as required. See the latest edition of Form 6268 or Form 6286 Custom Engine Control Detonation Sensing Module Installation, Operation and Maintenance Manual, and rerun AutoCal program. Contact your Waukesha Distributor for assistance.
Air/Fuel Module inoperative or in alarm condition: 1. 2.
Wiring from sensors, Air/Fuel Module or AFM actuator damaged AFM in alarm mode
1.
2.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
Governor inoperative: 1. 2. 3.
Governor set incorrectly Insufficient oil:
Contact your Waukesha Distributor for assistance.
• Clean or replace governor. • Water/sludge in oil passages • Clean. Binding control linkage: • Linkage dirty
5.00-3
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM Engine stops suddenly.
PROBABLE CAUSE
REMEDY
Safeties tripped
Determine cause, correct and reset.
Insufficient fuel supply
Check gas pressure.
Low oil pressure causes engine protection control to shut engine down.
Inspect lubricating oil system and components; correct cause.
High coolant temperature causes engine protection control to shut engine down.
Inspect cooling system and components; correct cause.
High intake manifold temperature
Correct cause.
High oil temperature
Correct cause.
Engine overspeed causes engine protection control to shut engine down.
Determine and correct cause.
Excessive load causes engine to stall.
Determine and correct cause of overload.
Insufficient intake air: 1. 2.
Clogged intake air filter(s) Clogged intercooler (air side)
1. 2.
Remove and clean. Remove and clean.
Obstructed exhaust manifold
Locate and remove obstruction.
Seizure of bearings main, connecting rod, piston pin or camshaft
Replace bearings – clean up or replace crankshaft, camshaft or piston pins, as required.
1. 2.
1. 2.
Check oil system; correct cause. Check oil filters.
1.
Repair or replace wiring as required. See the latest edition of Form 6268 or Form 6278 Custom Engine Control Detonation Sensing Module Installation, Operation and Maintenance Manual and rerun AutoCal program. Contact your Waukesha Distributor for assistance. Check DSM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6268 or Form 6278 Custom Engine Control Detonation Sensing Module Installation, Operation and Maintenance Manual. Contact your Waukesha Distributor for assistance.
Lack of lubrication Dirt in oil
Detonation Sensing Module inoperative or in shutdown condition: 1. 2.
Wiring from sensors to DSM damaged DSM in shutdown mode
2.
5.00-4
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM Engine stops suddenly.
PROBABLE CAUSE
REMEDY
AFM inoperative or in alarm condition: 1. 2.
Wiring from sensors, Air/Fuel Module or AFM actuator AFM in alarm mode
1.
2.
Engine loses power.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6286 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6286 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
Insufficient fuel: Low gas pressure
Check gas fuel system.
Air intake system malfunction: 1. 2.
Dirty intake air filters Clogged intercooler
1. 2.
Remove and clean. Remove and clean.
NOTICE Bar the engine over by hand to verify that the cylinders are clear. Inspect the intake manifold for accumulations of oil.
5.00-5
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM Engine loses power.
PROBABLE CAUSE
REMEDY
Detonation Sensing Module, sensing detonation condition in one or more cylinders: “Hot” or unprocessed gas has gone Determine if “hot” or unprocessed gas has gone through engine that could cause through engine that could cause detonation. Check detonation. DSM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6268 or Form 6278 Custom Engine Control Detonation Sensing Module Installation, Operation and Maintenance Manual. AFM inoperative or in alarm condition: 1. 2.
Wiring from sensors, Air/Fuel Module or AFM actuator damaged AFM in alarm mode
Air leaks in intake system
1.
2.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
Find and correct as required.
Turbocharger malfunction or failure: Lack of lubrication
Contact your Waukesha Distributor for assistance.
Ignition system timing incorrect
Re-time.
Low compression pressure: Misadjusted intake and exhaust valves (if recently overhauled)
Readjust.
Excessive exhaust system backpressure
Correct as required.
5.00-6
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM Engine will not shut down using normal stopping procedures.
! WARNING
!
PROBABLE CAUSE Defective ON-OFF switch
REMEDY Shut off fuel supply.
Overheated combustion chamber Allow engine to cool down before attempting to stop. deposits cause the engine to run on autoignition.
Shut off the gas supply for positive shutdown of gas engines. Inspect the intake manifold for accumulations of oil.
Engine will not reach rated speed.
Engine overloaded
Determine and correct cause.
Insufficient fuel supply
Check fuel supply system.
AFM inoperative or in alarm condition: 1. 2.
Wiring from sensors, Air/Fuel Module or AFM actuator damaged AFM in alarm mode
1.
2.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
Restricted air intake
Correct cause.
Ignition not properly timed
Re-time.
Tachometer inaccurate
Calibrate or replace tachometer.
Individual cylinders misfire.
Prechamber gas admission valve stuck shut
Clean or replace valve.
Engine will not run at maximum power.
Engine misfiring: Fuel system setting incorrect
Contact your Waukesha Distributor for assistance.
AFM inoperative or in alarm condition: 1. 2.
Wiring from sensors, Air/Fuel Module or AFM actuator damaged AFM in alarm mode
5.00-7
1.
2.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM Engine detonates.
PROBABLE CAUSE
REMEDY
Engine overloaded
Determine and correct cause of overload.
Incorrect ignition timing
Reset to specification.
Engine misfiring: Emission levels too high
Spark plugs misfiring
Clean and regap, or replace spark plugs.
Advanced ignition timing
Reset to specification.
Air/fuel ratio incorrect
Reset to specification.
AFM inoperative or in alarm condition: 1. 2.
Wiring from sensors, Air/Fuel Module or AFM actuator damaged AFM in alarm mode
1.
2.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
Engine misfiring: 1. 2. 3. Low or fluctuating oil pressure
NOTICE Shut down engine immediately; investigate cause.
Low gas/air pressure
Faulty ignition system Prechamber fuel system incorrectly set Sticking gas admission valve
1. 2. 3.
Repair or replace components as required. Reset per fuel system specification. Clean or replace valve.
Insufficient oil
Add oil as required.
Oil pressure gauge inaccurate
Compare to master gauge. Replace gauge if necessary.
Oil gauge line plugged or valve shut Renew gauge line; open valve. Oil filters plugged
Change elements; clean filter.
Oil pressure regulating valve stuck in open position
Clean and polish valve.
Oil dilution
Change oil and filter elements. Determine and correct source of dilution.
Oil of low viscosity
Change to higher viscosity oil as recommended.
Oil foaming
Use oil grade recommended. Check for water leaks into oil.
Clogged oil inlet screen(s)
Remove and clean screen(s).
Dirty oil cooler
Clean.
Insufficient line pressure
Increase line pressure.
5.00-8
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM High gas/air pressure
PROBABLE CAUSE
REMEDY
Incorrectly adjusted gas regulator
Readjust.
Incorrect spring in gas regulator
Replace spring.
Excessive line pressure
Reduce line pressure.
AFM inoperative or in alarm condition: 1. 2.
High oil pressure
Wiring from sensors, Air/Fuel Module or AFM actuator damaged AFM in alarm mode
1.
2.
Repair or replace wiring as required. See the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance. Check AFM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6263 or Form 6278 Custom Engine Control Air/Fuel Module. Contact your Waukesha Distributor for assistance.
Misadjusted oil pressure regulating See the latest edition of VGF Repair and Overhaul valve Form 6243 (F18/H24) or Form 6264 (L36/P48) to adjust oil pressure regulating valve. Lubricating oil of high viscosity
Change to lower viscosity oil as recommended.
Low jacket water temperature
Gauge inaccurate
Compare to master gauge; replace gauge if necessary.
High jacket water temperature
Gauge or sensor inaccurate
NOTICE Allow engine to cool.
Compare to master gauge; replace gauge if necessary.
High auxiliary water temperature
Gauge line clogged or valve shut
Replace line; open valve.
Low coolant level
Fill cooling system.
Broken or loose water pump belts
Replace or adjust belts.
Air-bound cooling system
Purge air from cooling system.
Engine overloaded
Determine and correct cause.
Leaking pump seals
Repair pump.
Frozen coolant
Completely thaw cooling system before restarting engine.
Incorrect ignition timing
Reset ignition timing.
Gauge or sensor inaccurate
Compare to master gauge; replace gauge if necessary.
Clogged gauge line or gauge line valve is shut.
Replace line or open valve.
Broken or loose auxiliary water pump belts
Replace or adjust belts.
Clogged heat exchanger or intercooler
Clean heat exchanger/intercooler.
5.00-9
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM High oil consumption
Oil contamination
PROBABLE CAUSE
REMEDY
Oil leaks in oil system
Locate and repair leaks.
Improper viscosity
Change to a viscosity recommended for operating temperatures.
Worn piston rings or liners. Worn valve stem seals.
Contact your Waukesha Distributor for assistance.
Oil contaminated with water
NOTE: Change oil.
Oil contaminated with dirt: 1. 2. 3. Excessive vibration.
NOTICE Stop engine at once; investigate cause.
Oil filter bypass valves opening 1. because elements are plugged 2. 3. Oil filter elements punctured Air intake filters punctured
Engine misfiring
See “Engine detonates.”
Foundation bolts loose
Contact your Waukesha Distributor for assistance.
Vibration damper loose
Contact your Waukesha Distributor for assistance.
Crankshaft: 1. 2. 3.
Broken Main bearing nuts loose Counterweight loose
1. 2. 3.
High oil temperature
Replace elements. Replace elements. Replace air intake filters.
Contact your Waukesha Distributor for assistance. Contact your Waukesha Distributor for assistance. Contact your Waukesha Distributor for assistance.
Loose flywheel
Contact your Waukesha Distributor for assistance.
Gauge or sensor inaccurate
Compare to master gauge; replace gauge if necessary.
Engine overloaded
Determine and correct cause.
Insufficient cooling: 1. 2. 3.
1. High auxiliary water 2. temperature 3. Dirty oil cooler Broken or loose auxiliary water pump belts
See “High auxiliary water temperature” causes. Clean or replace. Replace or adjust belts.
Dirty jacket water heat exchanger or Clean or replace. radiator Low oil pressure
See “Low or fluctuating oil pressure” causes.
5.00-10
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM Knocking or unusual noises
PROBABLE CAUSE
REMEDY
Low-octane fuel
Adjust timing for the fuel used.
Engine overloaded
Determine and correct cause.
Overly advanced ignition timing
Re-time.
Detonation Sensing Module, sensing detonation condition in one or more cylinders: “Hot” or unprocessed gas has gone Determine if “hot” or unprocessed gas has gone through engine that could cause through engine that could cause detonation. Check detonation. DSM diagnostic display codes, and perform appropriate procedures as outlined in the latest edition of Form 6268 or Form 6278 Custom Engine Control Detonation Sensing Module Installation, Operation and Maintenance Manual. Excessive valve clearance
Adjust to specification.
Loose bearings (failed)
Contact your Waukesha Distributor for assistance.
Loose piston pins (failed)
Contact your Waukesha Distributor for assistance.
Excessive crankshaft endplay
Contact your Waukesha Distributor for assistance.
Misfitted or excessively worn timing Contact your Waukesha Distributor for assistance. gears Excessive fuel consumption
TURBOCHARGER: Excessive noise or vibration
Leaks in fuel system
Contact your Waukesha Distributor for assistance.
Retarded ignition timing
Set timing to specifications.
Engine overloaded
Determine and correct cause.
Low oil pressure. Improper bearing lubrication. Load engine before warm oil is supplied to the turbocharger.
Contact your Waukesha Distributor for assistance.
5.00-11
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM GOVERNOR: Engine hunts or surges.
PROBABLE CAUSE
REMEDY
Compensation adjustments incorrect
Adjust needle valve to specification.
Dirty oil in governor
Drain oil, clean governor and refill.
Foamy oil in governor
Drain oil and refill.
Low oil level
Add oil to correct level on gauge glass. Check for leaks, especially at drive shaft.
Lost motion in engine linkage
Repair linkage.
Binding in engine linkage
Repair and realign linkage.
Governor worn or not correctly adjusted
Repair and adjust governor.
Engine misfiring
See “Engine misfiring” under “Engine detonates.”
Compensating spring incorrectly adjusted
Adjust.
Low oil pressure. Normal operating Replace governor. pressure is 110 – 120 psi. Power piston sticking inside (PSG or Replace governor. SG)
GOVERNOR: Terminal shaft/ engine linkage jiggles.
Misadjusted linkage
Adjust.
Fluctuating or unstable fuel gas pressure
Adjust.
Rough drive
Repair or replace.
Compensating spring adjustment at Change compensating spring pre-compression critical setting approximately 0.005 in. (0.13 mm) either way. Speed droop (if used) at critical setting
Increase droop to eliminate critical setting. Load division will be affected if this is done. Readjust droop on units affected.
Governor base not bolted down evenly
Loosen bolts, realign and secure.
Load does not divide properly in interconnected engines.
Speed droop adjustment incorrect: 1. 2. 3.
Adjust droop to divide load properly. Increase droop to resist picking up (or dropping off) load. Reduce droop to increase picking up (or dropping off) load.
Speed droop shaft vibrating out of position
Increase tension of speed droop friction spring.
Rough engine drive
1. 2.
Check alignment of gears. Check gear backlash.
GOVERNOR: Load does not divide NOTE: If droop adjustment is not provided, the governor is isochronous only and cannot properly in interconnected engines. be used for parallel operation. Speed droop is not essential in a DC electrical system. The equivalent of speed droop in a DC system is obtained by changing the compounding of the generators at the bus between generators. An under-compounded generator is equivalent to a speed droop governor. Governors with speed droop adjustment are commonly used for DC service since the droop adjustment may be used to correct errors or inequalities of generator compounding. Slippage in hydraulic or electric couplings (if used)
5.00-12
Adjust coupling.
FORM 6284-4 © 8/2012
TROUBLESHOOTING Troubleshooting Table SYMPTOM GOVERNOR: Engine is slow to respond to speed or load changes.
GOVERNOR: Engine will not pick up rated load.
PROBABLE CAUSE
REMEDY
Needle valve adjustment incorrect
Readjust compensating needle valve. Open further only if possible to do so without causing instability when running without load.
Governor is not sensitive in measuring speed change.
Repair and adjust governor.
Governor may be intentionally designed to protect engine from overloading during a load change.
No field correction.
Pivot valve not centered. It must open control ports equally in both directions.
Adjust pivot valve.
Low oil pressure in governor
See “Low or fluctuating oil pressure.”
Engine overloaded
Reduce load.
Restricted fuel supply
Clean fuel supply line and filters.
Load limit knob set to restrict fuel
Open up the load limit.
Lean air/fuel ratio
Adjust carburetor mixture value.
Butterfly valves will not open far enough.
1. 2.
Restricted fuel supply
Clean fuel supply line and filters.
Voltage regulator (if used) not functioning
Adjust or repair.
Engine misfiring (spark plugs misfiring)
Clean and regap, or replace spark plugs.
Slipping clutch (if used) between engine and driven load
Foaming oil or low oil level in hydraulic clutch.
Speed adjustment of the governor is 1. restricted. 2.
5.00-13
Adjust engine-to-governor fuel linkage. Adjust load-limiting device.
Check the maximum speed limit adjustment on dial control governor. Inspect speed adjusting linkage for interference on lever control governor.
FORM 6284-4 © 8/2012
TROUBLESHOOTING
This Page Intentionally Left Blank
5.00-14
FORM 6284-4 © 8/2012
SECTION 5.05 STORAGE Before performing any service, maintenance or repair procedures, review SAFETY on page 1.05-1.
! WARNING
See Table 1.15-4 Waukesha Preservative Oil Application on page 1.15-29 for required amounts of preservative oil.
!
ENGINE STORAGE – GENERAL Consider the following factors before deciding how much preservation is required: • Whether the engine was used, the length of service since the last oil change • The period of time the engine is likely to be idle or inoperative • The atmospheric conditions at the time and place of storage. For example, the storage problems encountered in a tidewater warehouse will differ greatly from those that may be experienced in a dry and dusty location. • The hostility of the environment and the accessibility of the equipment for periodic inspection. An engine on a showroom floor that is turned over and oiled occasionally requires less treatment than an engine abandoned in a dusty warehouse.
WAUKESHA PRESERVATIVE OIL Waukesha Preservative Oil offers a practical and economical solution to the problems previously mentioned. While similar in appearance to SAE 10 lubricating oil, it contains corrosion-inhibiting chemicals. These chemicals vaporize slowly and diffuse throughout an enclosed area, forming an invisible protective layer on the exposed surfaces. All engine outlets must be sealed to block the escape of the vaporized corrosioninhibiting chemicals. At time of start-up, the preservative oil does not need to be removed before adding the engine lube oil. If preservative oil was added to clean engine lube oil, change the engine lube oil as outlined in latest edition of Service Bulletin 12-1880. There are no adjustments to these recommendations when using preservative oil.
Never attempt to start an engine that has been stored without first cranking it over with the spark plugs removed. Any oil, coolant or preservative oil that might spurt from these openings must be removed to prevent a hydraulic lock. Continue to crank the engine with the starter until liquid is no longer ejected from the openings. Inspect the intake passages and manifolds for thickened preservative oil. Accumulations of thickened preservative oil may thin as the engine warms up and be burned as fuel, resulting in a runaway engine.
NOTICE Waukesha engines should be purged of all preservative oil from the cylinder head area prior to start-up. Failure to comply with this message may result in engine damage. Waukesha Preservative Oil will not protect engine surfaces in close contact with used engine oil. Waukesha Preservative Oil will only do an effective job if added to clean engine oil. If high sulfur (gas or diesel) or dirty oil has left highly corrosive oil in the bearings and close-contact surfaces, the Waukesha Preservative Oil vapors will not be able to form a protective layer on these surfaces. Water-contaminated engine oil will also prevent the preservative oil vapor from forming a protective layer. Engines with dirty oil should receive an oil change and be run long enough to circulate the clean oil before adding the Waukesha Preservative Oil.
5.05-1
FORM 6284-4 © 8/2012
STORAGE Waukesha Preservative Oil is not intended as a protective coating for external surfaces of the engine. Other excellent products are available for protecting polished or machined surfaces and should be used when needed.
! WARNING
1. Begin with a cold engine (below 38°C [100°F]) containing clean engine oil and filter elements. 2. Add the required amounts of Waukesha Preservative Oil to the oil pan, oil bath air filters, fuel tanks and multi-plunger injection pumps. 3. Crank engine for approximately 20 seconds, if possible, to help disperse Waukesha Preservative Oil through fuel lines, injectors and injection pumps. 4. Remove rocker arm covers, spark plugs or injectors. Add the required amounts of Waukesha Preservative Oil to each cylinder through the injector or spark plug openings and replace the plugs or injectors. Apply Waukesha Preservative Oil to the rocker area with a brush, by pouring. NOTE: On GL engines, allow ample time (1 minute minimum) before installing spark plugs to allow Waukesha Preservative Oil to flow through the spark plug sleeve prechamber. NOTE: Wipe engine clean and dry. Apply wax-type masking tape or similar material to all openings in air cleaners, exhaust outlets, breathers, magneto vents and open line fittings. Use cardboard, plywood or metal covers where practical to facilitate closing off openings in the engine. 5. Engines may be stored up to 1 year after being treated with Waukesha Preservative Oil. If storage is to exceed this period, inspect engine annually and repeat preservation routine. If deferred start-up will be requested, Form 866 (deferred start-up Engine Inspection form) will also need to be filled out and submitted to the Warranty Administrative Department.
NOTICE Engines stored outdoors or in humid environments may require more frequent preservations and inspections.
Engine preservative oils, such as Waukesha Preservative Oil, contain a petroleum distillate which is harmful or fatal if swallowed. If taken internally, do not induce vomiting. Consult a physician. If vomiting occurs, keep head below hips to prevent aspiration of liquid into lungs. Avoid breathing of vapor. Vapor is harmful and may cause irritation to eyes, nose and throat. Use only with adequate ventilation. If affected by exposure, move to fresh air immediately and get medical help. If breathing is difficult, give oxygen. Avoid contact with eyes, skin and clothing. Use rubber gloves to protect hands and chemical goggles to protect eyes. A National Institute for Occupational Safety and Health (NIOSH) approved respirator is required where ventilation is inadequate to protect from inhaling vapors. If skin contact occurs, immediately wash with soap and water. If eye contact occurs, flush eyes for at least 15 minutes and get immediate medical help. Remove and wash clothing before reuse. Keep the preservative oil container closed and away from heat. Always read and observe the safety labels on the container. Do not remove or deface container labels. Do not heat Waukesha Preservative Oil beyond 93°C (200°F). If heating below 93°C (200°F), the container must be opened or vented to reduce the danger of explosion. Direct heating is dangerous and must be avoided.
5.05-2
FORM 6284-4 © 8/2012
STORAGE Table 5.05-1: Engine Preservation Requirements Condition 1 – New Non-Operational
Condition 3 – Used Operational
Condition 4 – Used Non-Operational
New engine started but not New engine never started, no commissioned, oil in sump oil in sump (example: new (example: an engine that has engine sitting in yard waiting to been packaged and run that be packaged). will sit until commissioning).
Used engine can be run, preserved with lube oil in sump (example: an engine that is being preserved on-site prior to being stored).
Used engine does not run (example: an engine that was pulled from the field prior to being preserved).
1.
1. 2. 3. 4.
2.
Add preservative oil to sump. Add preservative oil to cylinders and rocker area (bar engine minimal amount after adding to each cylinder – maximum of two complete revolutions).
Condition 2 – New Operational
1. 2. 3.
Add preservative oil to sump. Run prelube and crank or bar engine to circulate. Add preservative oil to cylinders and rocker area (bar engine after adding to each cylinder).
5. 6.
Run engine until warm. Drain used oil. Refill with new lube oil. Add preservative oil to sump. Run to circulate. Add preservative oil to cylinders and rocker area (bar engine after adding to each cylinder).
1. 2. 3. 4. 5.
Drain used oil. Refill with new lube oil. Add preservative oil to sump. Run prelube and crank or bar engine to circulate. Add preservative oil to cylinders and rocker area (bar engine after adding to each cylinder).
OTHER PRESERVATIVE OILS AND MATERIALS In addition to Waukesha Preservative Oil, the following preservative oils have been found satisfactory for the internal protection of engines (see Table 5.05-2). Other equally good oils are also available. In general, the properties that make an oil suitable for preservative requirements are good aging stability; high resistance to gumming, oxidation and polymerization; low pour point and viscosity; and freedom from acids, asphalts, resins, tars, water and other contaminants.
NOTICE Waukesha Preservative Oil is not formulated as a protective coating for external surfaces.
Table 5.05-2: Preservative Oils SUPPLIER
BRAND NAME
American Oil Company
Amoco Anti-Rust Oil 4-V
Gulf Oil Corporation
No Rust Engine Oil Grade 1
Mobil Oil Company
Mobil Arma 522
Shell Oil Company
Donax T-6
Atlantic Richfield Company
Dexron
Texaco, Inc.
#800 Regal Oil A (R O)
5.05-3
FORM 6284-4 © 8/2012
STORAGE Excellent products for polished and machined surfaces are available on the market and should be used when needed (see Table 5.05-3). Table 5.05-3: Protective Materials INTERNAL SURFACES
EXTERNAL SURFACES
U. S. Army Spec. 2-126 (Available as SAE 10 or SAE 30)
U.S. Army Spec. 2-121 (Waxy Coating)
Waukesha Preservative Oil, Mil Spec. MIL-L46002 Grade 2
U.S. Army Ordinance Spec. AXS 673 (Harder Black Coating)
! WARNING Do not heat preservative compounds to temperatures that exceed 93°C (200°F).
ENGINES RETURNED TO SERVICE AFTER STORAGE NOTICE Never attempt to start an engine that has been stored without first cranking it over with the spark plugs removed. Any oil, water or preservative compound that might spurt from these openings must be removed to prevent a hydraulic lock. Continue to crank the engine with the starter until liquid is no longer being ejected from the openings. The steps needed to bring an engine into active service after storage in accordance with these instructions are about the same as those normally carried out on a new engine.
5.05-4
FORM 6284-4 © 8/2012
APPENDIX A – WARRANTY
FORM 6284-4 © 8/2012
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FORM 6284-4 © 8/2012
