Fuel Systems = tee PTC01-08 Fuel, 2-27-08 jsm 1 Print: Grayscale Notes pp, wio Hidden sids“Road Map” End cy This GET Fuels program is generic in nature, meaning that it applies to fuel systems in general, not those of a specific engine or family of engines. i Upon completion of this program each student should be able to demonstrate a thorough understanding in the following areas listed i below. This is done by achieving a minimum of 80% of the GET \ Technicians’ course exam, ' + Fuel types * Air fuel ratios i + The Waukesha Knock Index (WKI®) * Carburetor and regulator operation and troubleshooting « Fuel system adjustment conceptsInformation Sources * Fuels Reference Bk. * [Link]: ~ Glossary of Fuel Terms - Gaseous Fuel Specification - Online manuals - Tech Data - SB's - etc. The material presented in this program is taken from various Waukesha sources. Behind this section in your binder is a section titled Fuels Reference. Many of these publications have been reproduced for you there, [Link] is your online source for the latest, most up-to-date information. Access to WEDIink is available to anyone with Waukesha engines. See your Waukesha engine distributor, and ask to become a “Technology Partner". This will generate a user name and password to. the email address you provide.\ ' | Fuel Btu or MJoule 900 = * Energy per unit volume. ‘eal - * Increase/decrease causes” 1Ft aw t tich/lean operation. : = 1 = i 26.9 1 MJ oO = as a 1M First, we will study fuel itself: « Btu and its meaning | » Fuel quality, contaminants, trace gases. | « Air fuel ratios (mass A/F, lambda) * Waukesha Knock Index (WKI®) The British Thermal Unit (Btu) and the mega Joille are measurements of a. | energy per unit volume. If a gaseous fuel filing a one cubic foot ) container contained 900 Btu's of energy, then that fuel would have an ‘energy content of 900 Btu/fi? (a one cubic meter container would have 26.9 mega Joules of energy, or 26.9 MJ/M®). As Btu varies (all else being equal) the energy value of the fuel changes, causing a richer or leaner mixture in the combustion chamber. The engine will experience this loss or increase of energy, and will react accordingly, although it does not know the difference between a change in fuel or a | change in fuel system adjustment (gas over air or carburetor adjustments). |Oo) Found in The Trace “\ these fuels: result: Gases free, All Upsets combustion Liqui All Promotes ee detonation Halogens/ LF Severely Halides corrodes Sulfur, Corrodes H,S, etc. All (H_S0,) Siloxanes c LF, DG, alae |__tompression! deposits | => A number of non-desirable trace gases may be found in gaseous fuels. The publication, Gaseous Fuel Specification for Waukesha Engines, S- 7884-7, lists those of primary concern. Reference that publication in the Fuels Reference section of your course materials for more details. * Free hydrogen (H,) upsets combustion by the rate of flame travel. + Liquid hydrocarbons (HC) promote detonation because they have a very low WKI™ number (low resistance to detonation). + Halogens or organic halides (compounds containing chlorine, fluorine, etc.) have been known to cause severe corrosion in just hundreds of hours if not reduced to acceptable limits. In the combustion chamber water and oxygen react with the halogens to form acids (hydrochloric, hydrofluoric, etc.) which eventually end up in the engine oil. Some Waukesha engines are offered as a “landfill package” specifically designed for corrosive fuels. In these engines, the valves, main bearings, and rod bearings are designed with special materials to guard against the harmful effects associated with corrosive fuels.Sulfur Corrosion * Limit for sulfur-bearing compounds: 1000 PPM (0.1%). * Check your oil analysis reports. * Check the engine’s “yellow” metals. EEE Generally what is in the fuel will also get into the oil. Sulfur-bearing compounds (H,S, etc.) are often found in digester and well head gas, causing corrosion if not removed. Waukesha’s limit is 0.1% (1000 ppm) by volume. In this case sulfur (SO,) has blown by the piston rings and entered the oil. There sulfuric acid (H,SO,) was formed as it reacted with water (HO) in the crankcase. Blackened (corroding) bearing overlay material is a common result of sulfuric acid (H,SO,) in the oil. The engine's “yellow” metals (alloys with brass, bronze, etc.) will also be affected by sulfur.O Siloxane Deposits Ithas been stated that over 120 types of siloxane are produced and consumed"), Siloxanes come from man-made products. They are used in adhesives, lubricants, inks, polishes, personal care products, foods, etc., which then end up in landfill (LF) and digester (DG, wastewater) fuels, and have also been discovered in some well head gases. Soap bars used to “re-activate” the well, are the source of siloxanes in well head fuels. Siloxanes are silicon, oxygen, methane compounds. The siloxane compounds are converted to gases in the digester process, which may form white to gray deposits in the fuel system and combustion chamber. Siloxane deposits will have either a soft, white powdery appearance, or have a glossy ceramic look. These deposits can easily be mistaken for oil ash build-up. Siloxanes may also mask catalysts and oxygen sensors. In the photo above, siloxane deposits have almost completely plugged the holes in this VHP GL prechamber cup. The oil analysis report showed almost 400 PPM silicon, which was incorrectly flagged as dirt (Gilicon) which had entered the air cleaners. Fuel treatment is required fo bring siloxanes within the 25 yf imitContaminants Contaminants Condition Deposits, and Oil (carry-over) | carburetor/regulator problems. Water Fouling, deposits Glycol Wear, reduced Lubrication Particle size: | Wear. plugged Su LF:0.3y components This is a list of common fuel contaminants and their-destructive results (right column). Waukesha’s gaseous fuel specification addresses each of these in detail. Oil carry-over can result form gas compressors with poor cylinder rings, leaking engine turbochargers bearings, etc. Water may drop out as a result of temperature drops across components (regulators, etc.). Tri-ethylene glycol is sometimes present from up- stream gas processes. The limit on particle size is 0.3 micron (j) for landfill applications, and 5 microns (1) for other applications. <©@ oOMass Air Fuel Ratio (A/F) * Aratio indicates proportions. * Stoichiometric (16.09 for NG)*: Best Power: Max load/ response (15.5:1) Equal NOJCO: 15.9:1 Catal Peak efficiency (15.95-16.05:1) Best Max fuel efficiency (17-18:1) * Lean Burn: 24.5-32:1; better emissions & fuel economy compared to stoichiometric A/F's). * Series Four GSI engines with ESM must operate at 16.01:1 A/F. ‘At Waukesha air fuel ratio is measured on a mass basis (weight of air to Weight of fuel). The stoichiometric A/F for Waukesha Engine's laboratory (test) natural gas (NG) is 16.09:1. For stoichiometric engines (non lean burn) operating on natural gas, most fuel systems will be adjusted to one of the air fuel ratios shown below. Series Four® GSI engines with ESM must be adjusted to Lambda 0.995 (16.01:1 mass A/F). Best Power (BP): The A/F at which maximum power (load) is achieved. Also, best load response is achieved at BP (typically 15.5:1). Equal NO, and CO: This A/F provides the same amount of NO, and CO in the exhaust (typically 15.9:1). Catalyst (non Series Four®): This A/F is best for peak catalyst conversion efficiency (typically 15.95 - 16.05:1). For accuracy sake the AIF must be set using exhaust gas analyzers. Best Economy (BE): The A/F at which maximum fuel efficiency is achieved (typically 17-18:1). Lean burn (GL and LT) engines are adjusted to a particular A/F, depending on the model and fuel type (approximately as follows: VGF and VHP LT: 24.5:1, VHP GL: 28:1, ATG:: 28 or 32:1).Lambda ) (excess air ratio) . 3 + da. A Greek symbol used to describe relative richness/leanness of A/F compared to stoichiometric (always 2 1.0). * Example: 15.5 = 2’ 0.96 16.09 > = ‘The Greek symbol lambda (),) is used to describe the relative richness or leanness of an A/F compared to the fuel's stoichiometric A/F. The stoichiometric A/F for any fuel is always lambda 1.0. For natural gas the stoichiometric (chemically correct) A/F is approximately 16.09 pounds of air to 4 pound of fuel (16.09: mass A/F). Therefore, for a VHP burning natural gas at the “best power" carburetor setting, the operating A/F is approximately 15.5:1 by mass. Lambda is derived by dividing the actual A/F by the stoichiometric A/F: 15.5, = 2.0.96, 16.09 32 = 21.99 16.09aust Mass AIF (x:1) = For natural gas fuel, the air fuel ratios of main concem fall into two general ranges, stoichiometric (Lambda 0.97 to 1.12 (mass A/F of 15.5:1 = 18.0:1)) and lean bum (Lambda 1.52 - 2.0 (mass A/F of 24.5:1 - 32:1)) The reason that lean combustion engines exist is that exhaust emissions are lower and fuel economy is improved. The terms "Best Power” and “Best Economy” are used only with stoichiometric engines (not lean burn), Not all lean combustion (GL, LT) engines operate at the same A/F. Different A/F/Lambda set points are used, The A/F set point can be determined based on the engine type (model) and fuel type. The engines with the leanest A/Fs (high Lambda) can also be expected to achieve the lowest fuel consumption and have the lowest exhaust emissions. 1Waukesha. Knock Index (WKI®) * Replaces reference to “octane”. * Based on fuel composition. * High WKI® = greatest resistance to detonation (“knock”). * Accurately represents knock resistance. = Since ignition timing affects your engine's AVF adjustments, it is best to ensure your timing is set correctly. Although the timing value is stamped on the engine's metal nameplate, the best method of determining the ‘exact ignition timing for your engine is to use Waukesha's Knock Index Number (WKI®). The octane numbering system was originally created for liquid fuels and was limited in its ability to properly assess the realistic knock resisting qualities of gaseous fuels. In October, 1996 Waukesha introduced the Waukesha Knock Index (WKI®), an analytical tool for calculating the knock resistance of gaseous fuels, based on a customer's gas analysis breakdown. This system replaces all references to octane number and more accurately determines how various fuels affect the combustion process. High WKI® numbers are good, indicating a high resistance to harmful detonation, Typical WKI® Values Landfillgas 140 European natural gas 88 Digester gas 125 Pure Methane 100 Pure propane 34.» Commercial quality natural gas 90 The WKI® computer program caloulates the index number based upon the fuel composition as shown on the fuel analysis report. 12Waukesha Knock Index™ Power and Timing Curves (VGF Example) “fpptes Yor t200-880 InPu ‘engine epeece . a0 36 40 45 0 65 60 Os 70 76 a0 Wb 0 a6 vOD 408 10118129931 ONDE HAO ME AWKI? number by itself is not extremely useful. The ultimate goal of the WKI® system is to derive a reliable engine ignition timing value using that number. This is done using a series of timing charts, similar to that shown above. “Using the lowest curve, notice that the timing should be severely retarded as the fuel’s quality falls from 85 WKI®. The timing charts are included in Waukesha's Tech Data, available to registered customers. To verify the correct timing for a particular engine and fuel, we recommend submitting a fuel analysis to your local Waukesha distributor for entry into the WKI° software program. The distributor can then provide the appropriate ignition timing for your engine. CAUTION: The chart above is applicable only to specific engine models, and was current at the time of publishing. It is shown here as a sample only. 13,Carburetor Mixes two. gasses Throttle Controls flow The gaseous fueled carburetor is basically a mixing device blending two gases, air and fuel. In theory it is much simpler than a gasoline carburetor which first must atomize the liquid fuel before it can be blended. The function of the complete fuel system is twofold. First, the carburetor provides the air fuel mixture (A/F); secondly the throttle plate delivers (throttles) the proper quantity of that mixture to the engine as needed. The throttle itself does not do any mixing. 14Carburetors Used By Waukesha IMPCO® Today, Waukesha uses two basic types of carburetors, those manufactured by IMPCO® and Deltec. IMPCO® carburetors have proven reliable, having been used across the Waukesha product lines for years. Although the carburetors used on ATGL and draw thru applications look quite different, they both use IMPCO® internals. The Deltec carburetors were introduced more recently, about 1994.Diaphragm Air/Gas Valve Assembly Spring Mixture Screw J (Adjustment) The various parts of the IMPCO® model 600 carburetor can be seen above. This carburetor is used extensively on Waukesha VGF, VHP and AT series engines. The heart of the carburetor is the air-fuel assembly. The fuel valve (sometimes called a “cone” or “bullet’) is attached to this assembly. The mixture adjustment screw is the point where the engine’s AVF is adjusted under full load. Various diaphragms and springs are in use, and can be seen here under the cover. Let us discuss the IMPCO®s principle of operation as well as the various components and their functions. O-Vacuum passages _lift diaphragm against spring The draw of the engine pistons lowers the pressure in the intake manifold, and in the carburetor area. The lower pressure created in the carburetor is communicated to the top side of the diaphragm via two small passageways inside of the carburetor body (‘cage’). It is this vacuum which works against spring pressure to help determine the lift position of the air-fuel assembly.IMPCO® [Link] vacuum is directed to top side of diaphragm. [Link] assembly lifts. [Link] enters stream. The low pressure under the diaphragm compresses the spring, lifting the air-fuel assembly. As the fuel valve retracts from the fuel orifice, the fuel enters the air stream. This occurs because in most ! cases the fuel in under a slightly higher pressure than the air (gas over air, G/A). Air flow through the carburetor will lift and hold the | carburetor's air fuel assembly in position according to the amount 7 of air flow (engine speed and load). | 18The Smaller Orifice Controls Diaphragm & Spring Low/Mid Load: Mid/High Load: Fuel valve t Mixture screw controls. controls Fuel Think of the carburetor as a housing with two fuel orifices in series. The fuel valve controls the AVF at low to midrange (light) engine loads because itis the smaller of the two orifices. The mixture adjustment screw, of “load screw’ is the other orifice, At higher engine loads, the AIF is controlled mainly by the mixture adjustment screw, since it becomes the smaller of the two orifices. 19IMPCO® 600 Fuel Valves Ch == Since air flow characteristics are different from engine to engine, there must be different fuel valves also. Many fuel valves are available in Waukesha’s parts system, each with a specific profile. The profile determines the amount of gas that will flow into the air. It is absolutely critical that the correct fuel(s) valve be installed in the carburetor. Notice the relative difference in shape between a typical lean bum fuel valve (left) and a valve for a rich bum (stoichiometric) application (right). However, don’t be fooled into thinking that all valves are distinguishable to the eye. Some valves vary by as little as 0.002” (0.05mm) from each other. This is why each valve is marked with an ID number. CO 20IMPCO® 600 Springs Various, color coded carburetor springs are used depending on the engine application, The carburetor must have the correct spring and diaphragm to give the fuel valve the specified lift and fuel delivery. The spring will also affect A/F tracking across the load range, and therefore, also must be correct for the application. 24Servicing * Diaphragm condition? * Proper spring? * Oilcarryover? fl * Rusty spring? * Correct fuel valve? * Loose fuel valve? ° Air-fuel valve assembly worn? = = When servicing a carburetor, the air fuel assembly should be replaced as a unit since all of the parts involved can become loose, worn or damaged in one way or another. Be certain to install the correct assembly and fuel valve by P/N. If any water or oil are present in the fuel stream, the vacuum passages may allow the water and/or oil to enter the upper diaphragm area. In that case a spring could become rusty, or the oil could cause a sluggish movement of the diaphragm/fuel valve. The later case could generate a complaint that an operator “can't get full load” out his engine. 22IMPCO® Vari-Fuel * Used on VSG, VGF, VHP, and AT standard and Draw Thru systems since about 1994. * Replaceable gas valve and seat. * Antifriction guide bushings. IMPCO®s “Varifuel” assembly (600 VF)has been used on some of Waukesha’s draw through carbureted engines, AT models, and on VHPs since about 1995. It includes a Teflon® guide bushing on which the center section of the air fuel assembly travels. This helps eliminate wear especially when a carburetor is mounted horizontally and gravity has its affect. This carburetor also has various sized orifices (fuel valve seat), allowing greater design flexibility. ‘The Vari Fue! carburetot also includes the latest blue material from IMPCO shown on the right. It has improved resistance to degradation from particular fuels while remaining fiexible. It features a bushing which guides the spring. The rubber elastomer itself serves as the gasket. This diaphragm (Kit, P/N 489245) may be used as a direct replacement for the previous yellow silicon and black neoprene diaphragms. The yellow silicon material is stil being used on many carburetors today and has stood up well on turbocharged engines. The black diaphragm is not recommended. 23H24GLD (Deltec Carburetor) This VGF inline eight cylinder engine includes a Deltec carburetor. The engine in the photograph above was being assembled at Waukesha’s manufacturing plant in Appingedam, The Netherlands. 24OQ Deltec Theory® of Operation mas t{--| Venturi Ar=p- | = Wakao The Deltec carburetor works strictly on the venturi principle. Air moves through the center of the carburetor which is a venturi. The venturi reduces the pressure allowing the higher pressure fuel to enter the air stream. Fuel is regulated upstream of the carburetor as in other systems. A flow control valve (MAS, Main Adjusting Screw) limits flow to the venturi area. Fuel flows completely around the venturi through a ciroular chamber, entering the air stream via small holes equally spaced around the circurnference. To prevent hard starting, fuel should only be turned on to the engine-mounted regulator after the engine starter(s) has been engaged. Caution: A positive fuel shut-off valve must be used on all Deltec fuel systems to shut off the fuel after false starts. The packager must ensure that such equipment is provided. 25Deltec * Three model sizes. * Production usage: - VGF built in Europe - VGF GLD, GSID - APG1000 - 16V-AT27GL Three basic sizes of Deltec are used currently by Waukesha. The VGF models built for Europe up to 2005 used Deltec exclusively. In the U.S. also, the Deltec carburetor is becoming quite common (see above). At the present time, there are no kits available to convert from IMPCO® to Deltec fuel systems. In the picture above, notice how the cross insert is installed so that the fuel will flow equally to the left and the right side around the insert. The MAS valves and the inserts are directional. 26Deltec Advantages * Simple, no moving parts. * Improved mixing. * Little servicing. * Significantly less restriction (potential for more power). * Dual fuel configuration is easy to package, with optimum A/F for both fuels. == tan The Deltec has no moving parts. tis a simple carburetor which requires little or no servicing. Improved mixing along with significantly less restriction across the carburetor means that potentially, more power-can be made available to the engine with this system. Packaging for dual fuel applications is relatively easy by joining a second carburetor body to the first. Each carburetor is selected to provide the optimum AIF for its own fuel (natural gas, digester gas, propane, etc.). 27(Fisher® S-201, etc.) * Inlet pressure: 5-10 psi (.35-.69bar). * Various brands used. | Gas Regulator for NA Engines | => ‘A fuel regulator is required to maintain proper pressure of the fuel entering the carburetor. This adjustment is commonly called the gas over air (G/A) adjustment. On this particular regulator, that adjustment is done underneath the top cover at the spring. The Fisher® 201 series regulator representative of various regulators commonly used on naturally aspirated engines. Its inlet pressure requirement (example, 5-40 psi (.35-.69bar)) is much lower than for turbocharged engines. i As fuel is used by the engine, the pressure will decrease under the main diaphragm. This will allow the main diaphragm to move down, because mM | spring tension and atmospheric pressure on top of the diaphragm are greater than the pressure under it. Remember, the top side of the diaphragm is either vented to the atmosphere (older engines) or sees carburetor air pressure. This downward movement of the diaphragm will move the arm to the left, open the orifice, and allow more gas to flow to the engine. If your engine is experiencing instability or response problems, the inlet pressure to the engine mounted fuel regulator should be verified. . | Note: Fisher® $201 regulators on older VHP, GSI engines should be replaced with Fisher® S211 or Y692 models, which have a higher case pressure rating. | 28Fisher® 99 for Turbocharged i we z * Inlet: 22-25 psi (1.5-1.7bar). * Lean burn pressures to 60 psi (bar). * See Fuels Ref. Book for theory of operation. The Fisher® 99 series regulator is a pilot actuated regulator, providing better regulation with less droop than the simpler 200 series regulators. The Fisher® 99 series regulators are standard on most turbocharged engines. The inlet pressure requirements are generally 22-25 psi (1.5- 1.7bar) for stoichiometric engines, and depending on the model, 35-60 psi (2.4-4. tbar) for lean bum engines. ‘There are two keys to understanding the function of this regulator: 1) Before the main diaphragm can move, the pilot diaphragms must move first. 2) The (2) pilot diaphragms are physically yoked together. 29* Keep clean and dry! * Check filter annually. * Do not adjust. * Check lower pilot chamber J area & relay orifice for dirt and liquids. Servicing Tips == The adjustment for gas over air is on the bottom; the upper spring should not be adjusted. It is important to protect the small bleed valve from contamination. Therefore, the small filter (P/N 493727) should be checked andor replaced annually. Generally, if this regulator gives trouble, the fault will be found in the lower section (pilot chamber area) which becomes contaminated with either dirt or fluids. All Fisher® 99 regulators supplied by Waukesha now include the external adjustment screw so that turbocharger boost will not be lost during adjustment. : Note that the letters referenced here are those found on the schematic in the Tech Ref Book. As the engine uses gas, the pilot diaphragms (F) will move up, due to a decrease in pressure under the main diaphragm (E). This then opens an orifice (C) in the pilot chamber. The orifice is supplied with high pressure gas through a line from the upstream side of the regulator. This gas flows into the pilot chamber and then through a supply line to the top of the main diaphragm (E). With high pressure above the main diaphragm and lower pressure underneath, the diaphragm will move down, pivoting the actuator arm, opening the main orifice until the requirement for gas has been satisfied. See the Tech Ref Book for a complete description of operation. 30Fuel inlet pressure is higher Since early 2003, Mooney Flowgrid 250 fuel regulators are being used as standard equipment on all VHP non-draw thru engines operating on pipeline quality or 900 Btu (35.38 mJ/m) field gas. It is currently not used with the GLD, GSID, or engines which are AFM-equipped or operating on altemate fuels. The Mooney system utilizes a pilot that controls a main valve. The pilot assembly features a removable cartridge and a filter. The system Is easy to service, compact in design, and should provide longer service intervals compared to the Fisher 99 regulator. Regulator fuel inlet pressure requirements increase slightly on the GL and LT models: Engine Model Fisher Model 99 Mooney Flowgrid 250 F2895GL, F3521GL 30-50 PSI 38-60 PSI L5790GL, L7042GL 30-50 PSI 38-60 PSI LS77ALT, L6794LT 35-50 PSI 43-60 PSI P9390GL 30-50 PSI 38-60 PSI 31Three Main Components Cartridge Filter There are three main components to the Mooney Flowgrid 250 Regulator system, the main fuel valve, the pilot assembly, and the filter. The main valve includes a thick rubber diaphragm and spring. The valve can be serviced easily by removing four bolts while the piping remains in place. The stem screw on the pilot assembly is used to adjust gas over air (GIA) pressure. A replaceable cartridge is accessible from the top. a The 10 micron filter should be replaced as needed depending on fuel cleanliness. Service Bulletin 9-2916 has complete details on the Mooney system, including maintenance recommendations and a list of available service kits,©, Boost vs. Intake Manifold Pressure Turbo Boost Atmospheric. vacuum 0 10 20 30 40 50 60 70 80 90 100 Load (approx. %) == ug In the case of a turbocharged engine, the pressure in the carburetor is not determined by atmospheric air pressure, but by the output pressure of the turbocharger (turbo boost). The turbocharger boost pressure that the carburetor sees, varies with engine load. ‘What single component on the engine is most responsible for the pressure difference (delta P) between turbocharger boost and intake manifold pressures ? 33Boost vs. Intake Manifold Pressure Atmospheric vacuum 0 10 20 30 40 50 60 70 80 90 100 O. Load (approx. %) e == ; | The throttle butterfly is actually a restriction" in the system, which has a pressure drop across it. This curve shows how the regulator output pressure "tracks" with (or follows) the turbocharger boost pressure. This curve demonstrates the function of the pressure regulator. The regulator's function is to maintain a pressure differential of gas over air (GIA), regardless of air or fuel pressure changes. This means that the gas pressure into the carburetor (out of regulator) must be greater than the air pressure at the carburetor so that gas will enter the air stream. The regulator output pressure does not remain constant. A balance line helps ensure flat A/F tracking. If there were no : balance line then the regulator would not be made aware of what the air side (turbocharger) is doing (boost rises and falls). On a turbocharged engine, if the balance line were to break, the regulator's G/A adjustment screw and diaphragm would loose the additional pressure and cause the AIF to go lean. On a naturally aspirated engine without a balance line, as the engine's air filter gets dirtier (more restrictive) or as the load increases, the A/F goes rich. If a balance line were added in that case, it would actually reduce the fuel delivery from the regulator to match the reduced air. 34Natural A/F Tracking * A/F Tracking describes how the A/F changes across the load range. Lean ‘ Final Result Less G/A F f= ————__ Engine Load ————> AVF tracking is a plot of A/F against engine load. Every engine has its own natural A/F tracking curve, Each engine's curve is carefully designed by Waukesha to allow the engine to start well, pick up and carry load, utlize fuel efficiently, meet emissions restrictions, etc. Any changes in engine construction (wrong parts, worn/damaged parts, etc.), adjustments (fuel system settings, ignition timing, etc.), or operation (misfire, etc.) may change the A/F tracking to a less desirable curve. For example, by changing a carburetor’s fuel valve, an engine may no longer meet exhaust emissions regulations, or may not even start. Itis a good idea to plot and retain a base line copy of your engine’s natural tracking curve when you're certain the engine is in peak condition. In that way, the tracking can be checked at a later date (when problems occur) and be compared against the original curve to help determine the cause of the problem. Consider another example see (above): By lowering G/A, the top curve is created. Notice that the shape of the curve did not change (initially). However, once the full load A/F was readjusted back to the correct value, then the high load end part of the curve went rich. This could cause détonation at high loads.General Adjustment Concepts * Note: Reference the specific instructions for each engine, fuel system, and fuel type. 1) Physical requirements. 2) Desired A/F. 3) Site speed and load (including derates). 4) G/A at regulator. 5) Carburetor adjustment. al Set up Waukesha’s A/F controller (if == equipped). uw Although each engine has its own adjustment specifics, let us discuss ‘some basic concepts which apply to most fuel system adjustments: « Physical requirements * Desired AF « Site speed and load (including derates) * G/A at regulator * Adjustment at carburetor 36Physical Requirements Throttles synchronized Spring color, orifice size, GIA adjustment fas: Ey ( Specified pressure Filtered, clean, dry gas Before even starting an engine (or performing fuel system adjustments) certain physical requirements must be met. "Physical requirements” include verifying such things as: « Upstream pressure coming into the engine-mounted regulator + Regulator spring color, orifice sizes, G/A pressure + Fuel condition (clean, dry, filtered) * Governor linkage adjustment * Throttle plate synchronization on vee engines Note: Schedule 40 black iron piping is to be used for fuel systems. Do not use galvanized pipe, since the materials mey react with components in the supply fuel ! 37Throttle Synchronization a 5 degree tilt \ acceptable \ - Parallel throttle > plates = Throttle synchronization means that both throttle ("butterfly") plates are in the same plane, closing and opening together. Most specifications allow for a five degree tit from full open toward the closed position. Most fuel system adjustment instructions require that intake manifold pressures on vee engines be balanced within % to 1 in, (13-25mm) Hg. “This is in large part accomplished by throttle synchronization. The throttle plates should never be adjusted out of synchronization to cover up a more serious problem on one bank causing imbalance. 38G/A Manometer Connections ei pone nt N inate 5 To intake manifold essen EEE Manometer connections for G/A and various other pressure readings should be made prior to starting the engine, preferably using ON/OFF valves. Most modem engines include a balance line between the air horn and the regulator's vent port. When the balance line is present, the manometer for measuring G/A must be connected between this line and the gas pressure output line. Since the balance line is the ‘vent’, there should be no other vent open to the atmosphere. 39Rich vs. Lean? Condition Best Power_Best Economy Load ji Acceptance Optimum Load Carrying f Same as B.P. Capability Optimum at Cont Duty Emissions Low Nox, High Nox, High CO Low CO Fuel Economy Optimum Before adjustment, management must decide to which AVF the fuel system should be set (Best Power (2.0.96), Best Economy (2 1.06 - 1.12), ete. Adjusting rich or lean will affect the following: « Engine's load acceptance. « Engine's ability to carry load. « Exhaust emissions. * Fuel economy. Note that the terms Best Power and Best Economy only apply to stoichiometric (“rich burn”) engines, not to lean burn engines. 40“Full Site Speed & Load” ??? * Speed: see dataplate * Review Special Application Approval (SAA) * Load not to exceed site derated load. * Derates for fuel, elevation, temperature. (See Fuels Reference tab in your book) one Fuel system adjustment instructions require that an engine's full, derated site speed and load be known. This is the point where adjustments are typically made. Full engine speed may be found on the engine's name plate. Derate information may be found in Waukesha's Power Rating Chart. However, any Special Application Approvals (SAA) must be considered. ‘An SAA is similar to a contract between Waukesha and the purchaser. Waukesha will guarantee the performance specified in the SAA when the customer supplies the specified fuel, air, temperatures, pressures, etc. Therefore if an engine has been moved from one location to another the SAA and the engine's nameplate data may no longer apply! 41Pressure Scales (In Hg) Absolute 60 30 Gauge (Hg) 50 20 (Hg cone) 40 10 “Pressure” -30-—-t-Atm-—~-0~ re 20 -10 10 ~-20 0 -30 In. Hgx.49=psi OR psix2.04= In. Hg Now let us look at the relationship between the gauge and absolute pressure scales. The gauge pressure scale assumes an atmospheric pressure of “O", higher pressures being positive, and lower pressures being negative (vacuum). However, the absolute pressure scale refers to atmospheric pressure as approximately 30 inches Hg, (shown above). Typical barometer readings are in inches of HgAbs, the “Abs” indicating that an absolute pressure reading is being given. Often, a gauge pressure reading will be written with a “Ga” or "G” postscript (ex. PSIG"). 42 Cy OPressure Scales (metric) Absolute 200 760 Gauge (kPa) 466 507 (mm Hg case) 133 253 400°17-Atm 66 33 0 Psi = In. Hg x .49 BEE | in. Hg = psi x 2.04 ee “Pressure” ‘Atm = In. Hg x 0.03342 Now let us look at the relationship between the gauge and absolute pressure scales. ‘The gauge pressure scale assumes an atmospheric pressure of “0”, higher pressures being positive, and lower pressures being negative (vacuum). However, the absolute pressure scale refers to atmospheric pressure as approximately 760mm Hgyy, (100kPa, taim, 1.013bar, as shown above). Typical barometer readings are in inches of HgAbs, the “Abs” indicating that an absolute pressure reading is being given. Often, a gauge pressure reading will be written with a "Ga" or “G” postscript (ex. “PSIG"). O 43Example: L7042GL, Intake Manifold Pressure - Absolute (IMPavs) IMP 28 in Hgs (948mbe) + Site Barometer 30 in Hus (1016mbms) IMPa. 58 in Hgae (1964mbeee) Bhp vs. imp >>> Absolute pressures consider the barometric pressure changes associated with higher elevations. When adjusting fuel systems, or when programming the TCM or AFM* systems, absolute pressures must be known. Intake manifold gauge pressure added to site barometric pressure (absolute) will yield intake manifold pressure absolute (IMP,,,). Itis important that a true site barometer reading be used. Barometer readings from a local weather station, radio report, or airport may be significantly different from a site reading since it may be corrected for altitude or have been taken a distance away. Waukesha's derates for elevation can be found in the Power Rating Chart. Also, an intake manifold to horsepower predictive spread sheet is posted in the Technical Data section of our web site. *TCM: Turbocharger Control Module AFM: Air Fuel Module 44Ese Turbécharged [IM Pressure Pressure (vacuum) Air Fuel Ratio Today, exhaust gas analysis Is the recommended method of determining A/F. However, this ‘manometer method” does explain the adjustment principle, and relationship between IMP and A/F adjustment for stoichiometric (“rich burn”) engines (only). At full site load, the engine's intake manifold pressure (turbocharged engines) or vacuum. (naturally aspirated) will roughly follow the solid line(s) in the chart as the AVF is adjusted rich or lean. The Best Power AIF is found when the intake manifold pressure (IMP) is. at its lowest value (flat line on chart), For a naturally aspirated (NA) engine, the lowest pressure point is expressed in terms of vacuum (high vacuum is low pressure). The Best Economy A/F (for continuous duty horsepower applications) is achieved when the intake manifold pressure (IMP) on each bank has been adjusted to about 1% in. Hg (37mm) less vacuum.(more pressure) than that for the Best Power AF. Best Economy for the intermittent duty, higher horsepower application will be % in. Hg (13mm) lean of the Best Power setting. This is because the throttle plate is already closer to the point of wide open throttle (WOT) before the adjustment is made. Leaning the A/F results in opening the throttle. Therefore, the combination of high load and an AIF lean of stoichiometric would not allow sufficient throttle reserve to WOT after completing the adjustment. 45Positive Pressure 37mm Negative Pressure (vacuum) Air Fuel Ratio | | Today, exhaust gas analysis is the recommended method of determining A/F. However, this “manometer method” does explain the adjustment principle, and relationship between IMP and A/F adjustment for stoichiometric (“rich burn”) engines (only). At full site load, the engine's intake manifold pressure (turbocharged engines) or vacuum (naturally aspirated) will roughly follow the solid line(s) in the chart as the AIF is adjusted rich or lean. The Best Power A/F is found when the intake manifold pressure (IMP) is at its lowest value (flat line on chart). For a naturally aspirated (NA) engine, the lowest pressure point is expressed in terms of vacuum (high vacuum is low pressure). The Best Economy A/F (for continuous duty horsepower applications) is achieved when the intake manifold pressure (IMP) on each bank has been adjusted to about 1% in. Hg (37mm) less vacuum (more pressure) than that for the Best Power AF. Best Economy for the intermittent duty, higher horsepower application will be % in. Hg (13mm) lean of the Best Power setting. This is because the throttle plate is already closer to the point of wide open throttle (WOT) before the adjustment is made. Leaning the A/F results in opening the throttle. Therefore, the combination of high load and an AIF lean of stoichiometric would not allow sufficient throttle reserve to WOT after completing the adjustment. 46