SEE a dsssteiaasdneet ee aatinsteeeaaaaneeeeestissetentinasseeeeeetecoeeeets === roe aceseeectaag SECTION 2.50 ENGINE PROTECTION SHUTDOWN SYSTEM ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION OPTIONS ‘The control switches that make up the engine protection shutdowm system must be supplied by the customer. Waukesha provides the folowing: * Sensors and Thermocouples * Thermocouple Junction Box + Manual Shutdown Switches A WARNING ‘Switches for slarms and automatic engine shut- down must be supplied by the customer. The sensors provided are for measuring and monitoring ‘temperatures and WILLNOT shut the enginedownif potentially harmful temperatures are reached. Wau- kKkesha will not be responsible for any property ‘damage, personal Injury or death, due to the failure ‘o follow these instructions. NOTE: The customer supplied contro! switches must be incorporated into the remote engine contro! panel lege K-TYPE THERMOCOUPLES ‘Thermocouples ere used to measure lube oll (see Figure 2.50-1), jacket water (see Figure 2.50-2), and intake manifold (left and right bank on Vee engines) air temperature (see Figure 2.60-4). These thermocouples 279 wired through the thermocouple junction box to a remote mounted instrument panel (customer supplied for as a Waukesha option). Adkitional thermocouples (Gee Figure 2.503 and Figure 2.50-5) are used to measure exhaust temperature and turbine inlet temperature. Figure 2.50-1. Lube Oil inet Temperature Sensor ~ 12 Cylinder Engine Shown Figure 2.50-2. Jacket Water Temperature Sensor ~ 42 Cylinder Engine Shown ‘FORW 627 Second Editon 2a0-1ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION Tara a Bes nea Tungo Baaust / apa sae e Ee te |Lo4| o-+|o4| oj ov REAR FRONT i) | +® |-@ |-@ |\-@ |to |j-o RETAINING CLIP" / 1 uemoegure Taegeourte cr ate Figure 2.50-. Exhaust Thermocouples Arrangement - 12 Cylinder Engine Wore: nate nenou terprae sone ae foe Dehind each manoid inet adaptor assembly below the Intake mantels. O ‘THERMOCOUPLE be. Figure 2.50-5. Exhaust Thermocouple - 12 Cylinder Engine Rear Left Figure 2.50-4, Intake Manifold Temperature Sensor - 12 Cylinder Engine Shown 250-2 FORWM 6277 Second Edion| | ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION ‘Additional K-Type thermocouples that may be found on the engine, are: + Thermocouples used to monitor the main bering ternperatures (see Figure 2.50-6).All thermocouples ‘end at he thermocouple junction box when shipped. It is the customer's responsibilty to connect the wiring o the romote-mounted instrument panel. Main bearing sensor logic must be supplied by the customer. ‘+ Thermocouple used to monitor oll sump temperature. + Oxygen sensors mounted in the exhaust system. + Detonation sensors (one for each oylinder) are used te detect detonation in the combustion chambers, Reter to Section 2.10 ignition System Description for information concerning the detonation sensors, ‘= Thermocouples for the compressor sysiem. Figure 2.50-6. Main Beating Temperature ‘Thermocouples - 12 Cylinder Engine ‘THERMOCOUPLE JUNCTION BOX “Tho function of the thermocouple junction box (see Figure 2.50-7) isto serve as the main junction point for ‘he wiring of engine protection shutdowns. ‘GOVERNOR SPEED “CONTROL LEVER, FrHenmocoupLe "JUNCTION BOX ait Figure 2.50-7. Thermocouple Junction Box And Governor Speed Contrat Lever MANUAL SPEED CONTROL LEVER AND GOVER- NOR SPEED CONTROL LEVER A WARNING Always ensure that the fuel gas valve(s) are closed after engine shutdown. Failure to close fuel gas valve(s) could cause severe personal injury or death. Figure 2.50-8. Manual Shutdown Lever ‘engines have manual shutdown levers located onthe tight side carburetor (see Figure 2.50-8) and may also have a governer speed control lever on the governor {00 Figure 250-7). These levers wil retum the engine fo idle speed. Under some conditions, the engine may ‘shutdown completely when using these levers. After the tengine reaches idle speed, cose the fuel gas valves to ‘completely shutdown the engine. Always shutdown the fuel gas supply after the engine is ehutdown, FORM 6277 Second Eaion 250-3ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIP" IGNITION SWITCH(ES) A WARNING ‘Always ensure that the fuel gas valve(s) are closed after engine shutdown. Failure to close fuel gas valve(s) could cause severe personal injury or death. IGNITION (Emergency Stop) button(s) ere located on the left and right sides of the engine on 12 oylinder engines, and the right side only on 6 cylinder engines (see Figure 2.50-9). Depressing either IGNITION (Emergency Stop) button(s) 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 afier depressing either IGNITION (Emergency Stop) but- ton(s), simply pull te depressed shutdown switch back ut to lis original position. The manual shutdown switches are wired to the main junction box. Oo Ay Fiat On 16 engines, the engine may be shut down by turning ‘the IGNITION switch, ogated on the control panel tothe OFF position (see Figure 2.50-10). Always shut down the fuel gas supply after engine shutdown, jontrol Panel - Left Side a Figure 2.50-10. 16 Cylinder Control Panel IN ‘CUSTOMER SUPPLIED CONTROL SWITCHES Control switches must be supplied by the customer. Contro switches must include, but are notlinited to; ow oll pressure, high coolant temperature, high lube cil ‘temperature, high intake manifold air temperature, and ‘an overspeed switch. Switches should be wited to an alarmnto war of high temperatures and low pressure, as well as provide for automatic engine shutdown If potentially harmful temperatures, pressure, or over- ‘speed conditions exist. PRESSURE AND TEMPERATURE SWITCH CALIBRATION Calibrating and testing pressure and temperature switches should be perormed by qualified service technicians every 90 days. OPTIONAL INSTRUMENT PANEL, Waukesha Engine offers an optional instrument panel (see Figure 2.50-11), The instrument panel is shipped loose and requires 24VDG power. Figure 2.50-11. Optional Remote instrument Panel ‘The instrument panel includes switch gauges for jacket ‘water temperature, tubo oil prossure, intake manifold temperature and overspeed. Gauges are included for individual exhaust thermocouples, pro and post turbine temperature, intake manifold pressure, tachometer and hhourmeter. An annunciator will display the cause of the shutdown, ‘FORM 6277 Second EaiionENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION DETONATION SENSING MODULE AND SENSORS A WARNING For maximum engine protection, the DSM system must be connected to a safety shutdown. The DSM system is considered a safety system and, as such, must be connected to shutdown the engine if the ‘engine cannot be brought out of detonation. Disre- garding this information could result In severe personal injury or death. ‘The DSM module is equipped with several features to inform site personnel of system status. These features include: + “Power, ‘Alam’, and *Shutdown" lights (LED dis- play) on the front panel of the DSM module (680 Figure 2.50-12 and Figure 2.50-13) + Aliquid crystal display (.CD) located inside the DSM ‘module which continually shows the current status of the system through diagnostic codes (see Figure 2.50-14) ‘+ The capability to drive remote elarms or lights Figure 2.50-13, Detonation Sensing Module Front Panel INSIDE THE DSM MODULE oO fe} Figure 2.50-12. CEC IM and DSM Figure 2.50-14, Detonation Sensing Module LOD Display FORM 6277 Second Eaton 250-8ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION Gesu sensor per cylinder Is installed just below the intake manifold (see Figure 2.50-15). These sensors send ther signals back to the DSM module. Refer to Form 6268 (Version 5.3¢) or Form 6278 (Version 6) Custom Engine Control Detonation Sensing ‘Module Installation Operation And Maintenance manual. Figure 2.50-18, Detonation Sensors 250-6 FORW 6277 Second EconCHAPTER 3 - ENGINE STARTUP AND SHUTDOWN CONTENTS ; SECTION 3.00 - ENGINE STARTUP AND SHUTDOWN Cy) WU oO O FOR 627 Second Eatoncy FORM 6277 Second EditonSECTION 3.00 ENGINE STARTUP AND SHUTDOWN PRESTART INSPECTION A WARNING To avold severe personal injury ot death, be sure that the clutch, circuit breaker or other main power transmission device is disconnected. 4. Inspect the entire cooling system to verify that ali control valves aro properly opened and that all drain cocks are completely closed. A WARNING ‘Always wear protective clothing when checking or venting the cooling system on a heated engine, Slowly loosen the air bleed petcock to relieve any excess pressure. Use the vent on the pressure cap toallow pressure to escope. Escaping steam and/or hot water can result in severe burns or death. 2, Chook the cootant level; add coolant when neces- ‘sary. If coolant is needed, open the cooling system alr vents to allow trapped air to escape. 8. Cheok for lube oil andor coolant leaks. 4, Verify that all protective guards and shields on both the engine (see Figure 3.00-1) and the driven equip- ment are secure. Remove tools, rags, fitings or any other objects that may get caught by rotating parts. Figure 3.00-1. Engine Guards - 12 Oylinder Engine Shown 5. On 6 and 12 cylinder engines, check air cleaner restriction indicator. If indicator shows red, clean pre-cleaner and/or air cleaner elements (see Figure 3.00-2). Sixteen cylinder engines have indicator ‘gauges that are chacked while the engine is running. Figure 3.00-2. Air Restriction indicatorfiter ~ 6 Cylinder Engine Shown FORM 6277 Second Ealion 300-7‘ENGINE STARTUP AND SHUTDOWN A WARNING Make certain barring device Is disengaged from flywheel prior to starting engine. Remove all wrenches from the barring device before engaging starter, Failure to follow proper procedures could cause severe personal injury or death. 6. Turn the the engine with the barring device over two revolutions in a counterclockwise direction to verity that nothing interferes with its rotation (see Figure 3.00-2). Figure 9.00-3, Engine Barring Device - ‘12 Cylinder Engine 7. Check the erankease ol evel dally before the engine Is started, The blade ofthe dipstick is marked Yow” and “Jul! (60 Figure 9,00-4). Aways maintain the cl level at the “ful mark. Both marks on the dipstick are “static >); lines.* The dipstick does not indicate where the level of the oll should be when the engine is running. See fff “i nO onwna’ Figure 3.00-4. Dipstick 8 Check UG-8 governor oil level in sight glass. (620 Figure 8.00-5), ‘OIL FILLER CUP, ~, Ey sicht \ Figure 3.00-5. Woodward™ UG-8L Governor 9. Examine the engine foundation for condition of grout, tightness of hold down bolts and general alignment of tiven equipment. o0-2 FORM 6277 Second EilonENGINE STARTUP AND SHUTDOWN ENGINE STARTUP PROCEDURES 1, Reset all engine protection switches and devices. 2. Press end hold down the PRELUBE button for ‘Sminutes to operate the prelibe motor (see Figure 8.00-6 and Figure 8.00-7), Check the lube of pressure gauge for a minimum of 5 psi (35 kPe). Figure 3,007, Control Panel - 16 Cylinder Engine 8. Place the manual speed control lever in the open position (see Figure3.00-8, Figure 3.009 and Figure 3.00-10). Figure 3.008, Manual Speed Control Lever ~ 6 Cylinder GSI Engine Figure 8.00.9. Manual Speed Control Lever - 42 Cylinder GL Engine Figure 3.00-10, Manual Speed Control Lever ~ 416 Cylinder GSI Engine FORM 6277 Second EatonENGINE STARTUP AND SHUTDOWN 4, Place the governor speed control lever or dial (SYNCHRONIZER) to 1/3 open position (see Figure 9.00-11 and Figure 8.00-12).. Figure 9.00-11. Governor Speed Controt Lever ~ 12 Cylinder Engine Figure 3.00-12. Governor Speed Control Lever ~ 16 Cylinder Engine '5, Open the fuel shutoff valve(s) (see Figure 3.00-13). Figure 8.00.43, Fuel Shutoff Valve = ‘Customer Supplied 6. On 6 and 12 cylinder engines, make sure that the IGNITION (Emergency Stop) buttons are pulled out (ee Figure 3.00-8). On 16 cylinder engines turn the ignition switch to the ON position (see Figure 8.00-7).. 7. Press the START button until engine starts (see Figure 3.00-6 and Figure 3.00-7).. 8 Check for oll pressure as soon as the engine starts. Refer to Table 1.15-2 VHP Specifications in Section 1.18 General Information for operating pressures. A. CAUTION] "the lube oll pressure gauge does not indicate sufficient oll pressure within 15 seconds, shut the engine down immediately. Never operate the engine without the proper oll pressure indication, Disre- garding this Information could result In product damage. Turbocharged engines A. CAUTION | Trent not be ited tor ‘extended periods. Accumulated carbon may dam- age turbocharger. Shut down and restart when needed. 9, Warm the engine by running with litle or nofoad until the oll pressure Is normal and the coolant temperature reaches 100° F (98° C). Refer to Table 1.15-2 VHP Specifications in Section 1.18 General Information for ‘operating pressures and temperatures. 10. Gradually apply load to avoid overioading the engine. ‘FORM 6277 Second EatonENGINE STARTUP AND SHUTDOWN NOTE: Engines that are required to start at tempera- tures below 50° F (10° C) should be equipped with both ‘an olf and coolant heater. These devices alow tho engine to be siarted with the proper oil flow. If the heaters are manvally controled, alow the engine to ‘become warm enough for normal starting. ENGINE DURING OPERATION CHECKS. Stop the engine immedi- A CAUTION | 2h itn otressurets low or fluctuating. Disregarding this information could result in product damage. 1. Observe and record the normal operating readings for ol pressure, oll temperature, and water temperature con the engine instrument panel (see Figure 3.00-14) or ‘optional remote instrument panel (see Figure 3.00-15). Refer to Table 115-2 VHP Speoifications in ‘Section 1.15 General Information for operating pressures and temperatures. 2. Check the arrestiictionindicator on the aircleaner while the engine is running. Refer to Section 4.15 Ar Intake System and clean(teplace precleaner and/or air cleaner elements if indicator shows red on 6 and 12 cylinder engines (see Figure 3.00-16). On 16 cy- inder engines, check that the air restriction gauge is ‘showing in the green for both the prefiter and final filter (see Figure 3.00-17). A toggle switch allows the ‘operator to select tho iter reading desired. The toggle switch should be left in the FINAL FILTER position during engine operation. 3. Listen to the engine. Certain problems, such as occasional misfiring, turbocharger bearing ‘allure, or water pump problems may fist be noticeable in the engine sound, 4, Visually examine fuel, water and lubrication ines for signs of feaks, damage, or corrosion. 5. Observe the governor control rod. Engine misfirecan bbe seen as an occasional “twitch” of the control rod. Figure 3.00-15. Optional Remote Instrument Panel Figure 3.00-16, Air Restriction Indicator ~ 120ylinder Engine FORM 6277 Second EatonENGINE STARTUP AND SHUTDOWN 6. Monitor the DSM module (se0 Figure 3.00-18) for system slalus. The DSM is equipped with several features to inform ste porsonnel of eystem status. These features include: + "Power" “Alarm,” and *Shutdown’ lights (LED dis- play) on the front panel of the DSM module. + Aliquid crystal display (LCD) located inside the DSM ‘module which continually shows the current stalus of the system through diagnostic codes, ‘+ The cepabilty to drive remote alarms or lights. 7. Hfred "Shutdown" light is tluminated, shut down the ‘engine if automatic devices have not already done so, Call a Waukesha certified technician for assistance. 8. The yellow “Alarm” light iluminates to indicate that sensor output has been lost or disconnected. Call a Waukesha certified technician for assistance. NOTE: Refer to Form 6266 (Version §.3c) or Form 6278 (Version 6 series) for Custom Engine Control Detonation Sensing Module Installation, Operation, And Mainte- ‘nance Manual for information concerning the DSM. NOTE: Refer to Form 6253 (Previous Model) or Form 6272 (Current Model) Custom Engine Contro! Ignition Module Installation, Operation, And Mainte- ‘nance Manual for further information concerning the IM. 9, Monitor the three diagnostic LEDs on front of the IM. housing: “Power” “Pickup,” and “Application” (see Figure 3.00-19). These LEDs give operators visual confirmation on (1) incoming power, (2) Halleffect pickup signal, and (8) proper application settings (see Figure 3.00-19). ‘+ The green *Power” LED is lt any time power is applied to the IM, The power LED confirms to the ‘operator that connection has been made to the IM {rom the VDC power supply. ‘+ Thered Pickup" LEDisltwhen thereis noHall-ffoct pickup signal being detected by the IM due toa falled pickup, an incorrect air gap seting, and/or incorrect (bad) wiring. The pickup LED will also be litwhen the engine is at rest. ‘+ The red “Application” LED is lit whenever the 1M detects 2 magnet pattern that does not match the application for which the IM Selector Switch is set (6 versus 8 cylinder) or when the incorrect IM modet is installed (Inline IM model versus vee engine IM model), Additionally, this LED will ight when the Hall-effect pickup Is lost (disconnected or flled), ot ‘amagnetis lostoris very weak. The application LED ‘will also light when the Selector Switch is in the *B" position (no application). Figure 3.00-19. IM Diagnostic LEDs 3o0-6 FORM 6277 Second EatonoO ENGINE STARTUP AND SHUTDOWN ENGINE SHUTDOWN PROCEDURES ROUTINE SHUTDOWN: A WARNING To avold severe personal injury or death, allow the engine to cool for at least ten minutes after the engine is stopped. Do not restart an overheated engine or an engine that has heen shutdown by the engine protection system until the reason for the shutdown has been determined and corrected. 1. Gradually reduce engine load. 2. Place the governor speed control lever or dial in idle ‘speed position, and allow the engine toidle for § minutes {0 c00l down engine temperatures. A WARNING Always ensure that the fuel gas valve(s) are closed after engine shutdown. Failure to close valve(s) ‘could cause severe personal injury or death, 3. Under normal operation, close the fuel valvesto shut the engine down. 4. Press and hold the PRELUBE button for fve minutes to post-lube the engine. A CAUTION] "eensinets being shut down for an extended period of time, cap the exhaust pipe to prevent moisture or contaminants from entering the engine. Fallure to follow these instructions could cause severe engine damage and/or personal injury. EMERGENCY SHUTDOWN A WARNING ‘To avold severe personal injury or death, allow the ‘engine to cool for at least ten minutes after the engine is stopped. Do not restart an overheated engine or an engine that has been shutdown by the ‘engine protection system until the reason for the shutdowm has been determined and corrected. A WARNING Always ensure that the fuel gas valve(s) are closed after engine shutdown. Failure to close fuel gas valvo(s) could cause severe personal injury or death. In the event of an emergency, the engine may be shutdown by using the IGNITION switch or buttons. The manual shutdown lever or governor speed lever/dial may be used to return the engine to idle speed. In all cases after engine shutdown, the fuel shutdown valves) must be closed. NOTE: Some govemors may not have a speed contro! lever. The UG-8 dial governor is equipped with a dial speed contol, Engine Shutdown Using Ignition (Emergency Stop Button/Switch) 6 & 12 Cylinder Engines NOTE: CSA equipped engines have a similar IGNITION (Emergency Stop button/switch) located ona ‘separate sealed box (see Figure 8.00-22). 1. On 6 and 12 cylinder engines, shut down the engine by pushing inthe IGNITION (Emergency Stop) button(s), located on the contro! panel(s) and simultaneously close the fuel shutdown vaive(s). Twelve eyinder engines have ‘an ignition sedtch located on each side ofthe engine (see Figure 8.00-20 and Figure3.00-21) while 6 cylinder engines have only one panel focated on the right side of the engine (see Figure 8,00-22). A WARNING Always ensure that the fuel gas valve(s) are closed after engine shutdown. Failure to close fuel gas valve(s) could cause severe personal injury or death. Figure 3.00-20, Contro! Panel ~ 12 Cylinder Engine Right Side Figure 3.00-21. Control Panel - 12 Cylinder Engine Left Side FORW 6277 Second Eaton 300-7ENGINE STARTUP AND SHUTDOWN Figure 8.00-22. CSA Control Panel - 6 Cylinder Engine Right Side Engine Shutdown Using Ignition Switch - 16 Cylinder Engines ‘To shut down the engine using the IGNITION switch, perform the following steps. 1. On 16 cylinder engines, shut down the engine by turing the IGNITION switch located on the contro! ppanel to the OFF position, and simultaneously close the fuel shutdown valve(s) (see Figure 3.00-23).. Using Manual Shutdown Lever Or Governor ‘Speed Control Lever To Return Engine To Idle Speed NOTE: Some governors may not have @ speed contro! lever. The UG-8 dial govemor is equipped with a cial speed control 1. The manual speed control fever (ocated on the right side carburetor) (see Figure 9.00-24, Figure 9.00-25, and Figure 3,00-26) or the governor speed control lever or dial (SYNCHRONIZER) (seo Figure 3.00-27) may be used to return the engine to idle speed. Under some conditions, the engine may stop. In this case, close the fuel shutdown valves). the engine does notstop, push In the IGNITION (Emergency Stop) button(s) on 6 and 12 oylinder engines: on 16 oylinder engines tum the IGNITION switch to the OFF position and simultaneous- Iy close the fuel shutdown valve(s) to shut down the engine. A WARNING Always ensure that the fuel gas valve(s) are closed affer engine shutdown, Failure to close fuel gas valve(s) could cause severe personal Injury or death. A WARNING ‘Always ensure that the fuel gas valve(s) are closed after engine shutdown. Failure to close fuel gas valve(s) could cause severe personal injury or death, Figure 3.00-23, Control Panel - 16 Cylinder Engine Figure 9.00-24. Manual Speed Control Lever - 6 Cylinder GSI Engine 300-8 ‘FORM 6277 Second EatonENGINE STARTUP AND SHUTDOWN Figure 3.00-25. Manual Speed Control Lever 12 Cylinder (MANUAL SPEED CONTROL LEVER Figure 3.00-26. Manual Speed Control Lever ~ 16 Cylinder GSI Engi Figure 3.00-27. Gavernor Speed Control Lever - 12 Cylinder Engine MAINTENANCE OF STANDBY UNITS ‘A generator sot, or other standby unit, should be ‘exercised onca each week. A record should be main- tained of performance and servicing of both the engine and driven equipment. Turbocharged engines Bi CAUTION | routs not be fated Yor ‘extended perlods. Accumulated carbon may dam- age turbocharger. Shut down and restart when needed. ‘Aways tun the engine long enough to stabilize the oil ‘and water temperatures at the normal operating level ‘expacted under load. Do not operate the engine under no-load conditions for other than very brief periods. Loads of atleast one-third the normal rated capacity ere recommended. Ordinarily, an exercise run of one to two hours will be needed. FOR 6277 Second Eaton ‘300-9ENGINE STARTUP AND SHUTDOWN ee ‘Some types of driven equipment cannot be operated without fay extensive procedures “Yo put them on the line Weekly exercise may have to consist of periods long enough to check the engine's ability to crank and start, ‘or check starting circultry and safety equipment with the starter disabled, Special attention must be taken to Preventinternal corrosion, sticking and gumming of fuel Controls, and detericrated starting batteries. Arrange- ments should be made to run the engine and driven equipment under load at least every 90 days. ENGINE PERFORMANCE RECORD Engine operating information, recorded during regular inspections, 1s necessary to apply proper Routine Maintenance schedules. Accurate records help control costs by avoiding unnecessary servicing, ensuring ‘needed servicing, and providing “trend? information on ‘general engine condition. Its recommended to keep a record ofthe information listed in Section 4,60 Mainte- ‘nance Schedule "Engine Performance Record" 300-10 FORM 6277 Second EatonO CHAPTER 4 - ENGINE MAINTENANCE AND STORAGE CONTENTS SECTION 4.00 - SPEED GOVERNING SYSTEM MAINTENANCE ‘SECTION 4.05 - FUEL SYSTEM MAINTENANCE SECTION 4.10 ~ IGNITION SYSTEM MAINTENANCE ‘SECTION 4.15 - AIR INTAKE SYSTEM MAINTENANCE SECTION 4.20 - TURBOCHARGER SYSTEM MAINTENANCE ‘SECTION 4.25 - COOLING SYSTEM MAINTENANCE ‘SECTION 4.30 - LUBRICATION SYSTEM MAINTENANCE ‘SECTION 4.35 ~ EXHAUST SYSTEM MAINTENANCE SECTION 4.40 - CRANKCASE BREATHER SYSTEM MAINTENANCE SECTION 4.45 - PRELUBE AND STARTING SYSTEM MAINTENANCE SECTION 4.50 - ENGINE PROTECTION SYSTEM MAINTENANCE SECTION 4.55 - VALVE ADJUSTMENT SECTION 4.60 - MAINTENANCE SCHEDULE SECTION 4.65 - ENGINE STORAGE FORM 6277 Second EatonFORW 6277 Second EtonSECTION 4.00 SPEED GOVERNING SYSTEM MAINTENANCE SPEED GOVERNING SYSTEM MAINTENANCE, ‘GOVERNOR MAINTENANCE ‘Check oi level in sight glass daily (see Figure 4.00-1), ‘Change oil every 000 hours. Use the same lubricating coil used in the engine crankcase. i Figure 4.00-1. Governor Olt Level Sight Glass ‘Governor Oil Change And Fill (UG-8L Governor) 1. Place a small cil pan beneath the governor, 2, Remove oi drain plug from govemor and allow ollto drain (see Figure 4.00-2), 3. Replace oll drain plug. 4. Lift up oll filer cap and slowly add oll until the oil ‘appears at the line marked on the sight glss. NOTE: Use the same oll as used in the engine crankcase, OIL FILLER CUP, sight WOODWARD eo la \ COMPENSATION POINTER. i] L TS pe ae on pRAIN ah Figure 4.00-2. Woodward™ UG-8L Governor FORM 6277 Second Eaton 400-7SPEED GOVERNING SYSTEM MAINTENANCE @e GOVERNOR ROD MAINTENANCE Governor Rod inspection And Lubrication 1. Ingpect that the jam nuts on both ends of the ‘governor rod are sacure (eee Figure 4.00-3). 2 Inspect the governor rod for straightness and damage, 3, Lubricate the grease fitings on both ends of the ‘governor rod at each oil change, Clean off any excess grease, ‘GOVERNOR ROD END BEARING wor ROD, \ GOVERNOR ROD ROD END SAM NOT BEARING FITTING Figure 4.00-8. Governor Rod Assembly O ‘00-2 ‘FORM 6277 Second EaitonSECTION 4.05 FUEL SYSTEM MAINTENANCE FUEL SYSTEM MAINTENANCE, NOTE: Tho AFM system is programmed at the engine sito and is customized for the engine based on site ‘specific information with a personal computer (PC). Form 6286, Custom Engine Control AifFue! Module First Editon, provides information on the operation and programming of the AFM for VHP engines. REGULATOR FILTER CLEANING ‘AND INSPECTION Clean or replace the fiter ofthe main fuel gas pressure regulators annually. f clogging Is suspected in the Upstream regulator passages, mora frequent cleaning may be required. Filter Element Removal 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 or severe personal Injury or death ‘could result. 1, Disconnect the pilot chamber supply tube (see Figure 4.05-1} from body of fiter assembly. Figure 4.05-1, Fisher™ 99 Regulater Fuel Gas Filter 2. Remove 1-1/8 in, fier head hex nut from pilot chamber orifice pipe nipple. 3. Remove filer assembly. Disassemble as follows: A Remove 1-1/8 in. fiter head hex nut from flter ‘ody. B, Remove machine screw securing fiter elemento fiter head. ©, Remove two flat washers and fiter element. Cleaning/inspection/Replacement 4. Thoroughly wesh all paris of fiter assembly in a nion-volatle cleaning solution or solvent. Blow dry with low pressure compressed air. 2, Inspect ft element for stubborn deposits, pecting or flaking. Replace as necessary. Filter Element Installation 1. Reassembie fitter assembly as follows (coe Figure 4.05-2): FORM 6277 Second Exiion 405-1{i | | | FUEL SYSTEM MAINTENANCE \ SS ceaee ree SECa Teese eee Ce EC ee Place flat washer on support flange inside fier EXHAUST GAS ANALYSIS FOR head. WAUKESHA® ENGINES | B. Center fiter element on top of washor, Wore ae 500 the ap- ‘ ©. Center second fiatwasher on top of iter element, __PrOPrate fuel system adjustment instruction in section. : A carbon monoxide (CO) analyzer is required wien Sere ine torfens’ Me setinga GSI Gch burn engine. And when vose wither ! Glement. Thread screw int titer head, ‘oxygen (O2) analyzer, provides an even more accurate | , Thread fiter head hex nut onto fiter body method of seting a GSI (rch burr) engine. ‘An oxygen (02) analyzer is a mandatory plece of equipmentto ensure correct arfuel ato settings on GL. (ean bur) engines. ADMISSION VALVE MAINTENANCE ‘Admission Valve Removal - GL A WARNING & Ensure that the fuel source is completely shut off rarer rior to working on fuel system components. Clear elEMEN (CS) the engine supply lines and piping of accumulated N\ {gas before performing any maintenance work on the fuol system of severe injury or death could resutt. NOTE: This procedure applies only to the PIN 2115670 admission valve. Refer to Service Bulletin 9-2574D or Jatest edition for information on previous admission valves. 1. Disconnect the fuel supply tube from the admission valve body (see Figure 4.05.3). Macuine’ ‘SCREW Oo =|) eS @) Figure 4.05-2, Fisher™ 99 Regulator Filter 2. Thread other end of fiter head hex nut onto pilot chamber ortice pipe nipple. 3, Apply Perma-Lox® Heavy Duty Pipe Sealent with ‘Teflon® to threads of ftings and connect pilot chamber \~ supply tube (see Figure 4.051) to body of tor ascone by. Figure 4.05-2. GL Admission Valve Location 05-2 FORM 6277 Second EatonFUEL SYSTEM MAINTENANCE 2, Remove the admission valve from the engine by turing counter clockwise. Remove and discard the ‘O-ring from the valve body (see Figure 4.05-5 and Figure 4.05-4). ‘3, Remove the stainless steel washer at the bottom of the admission valve bore using the seal remover (Tool IN 494385) of an O-ring pick. Discard this washer. Figure 4.05-4. Admission Valve Admission Valve Disassembly ~ GL A CAUTION] termina components with those of other valves Is not permitted. Admission valves (and rebulld kits) are Inspected as assemblies during manufacture. Disregarding this information could result in product damage and/or personal injury. ‘Ay CAUTION "2 vise is needed to remove the lock nut, Install a pair of brass jaw inserts to avold damaging the assembly. 1. Remove the lock nut from the end of the admission valve body using a 1/4 inch Allen wrench, 2. Remove the tube assembly. Remove the tube seat, ‘Strike the admission valve body sharply against apiece ‘of wood to free the tube and lube seat, ifnecessery, 8, Remove the contents ofthe tube. Remove the spring ‘and cold poppet from one end. Remove the hot poppet from the other. 4, Remove and: valve body. ‘Admission Valve Clean And Inspect - GL. 1. Place the valve in avise equipped with soft jaws. Use «1/4 inch hex socket to loosen and remove the tock nut from the end from the velve body. Remove the intemal parts (see Figure 4.05-5). 2. Remove any loose carbon using a rag or soft nonmetalic bristle brush. 8. Boil all parts ina solution of one cup laundry dotergent to one gallon of water for 80 45 minutes, 4. After boling, rinse the parts in cold water and wipe dy. 5. Inspect the threads inside the admission valve body, where the lock nut threads in, and the threads on the ‘outside ofthe admission vaive body where the valve will be threaded into the cylinder head. if the threads are ‘damaged, they may be repaired using the appropriate tap and die sizes listed below in Table 4.05-1. Table 4.05-1, Thread Slzos "THREAD LOCATION SIZE ‘Outside of tho ediscion va 13/16" - 1GUNZA body where the valve wal be treacd int tho eyinder head, ike te aniston valvo body | 716" ~ 18 NF were the lock nut ead in. iscard the O-ring from the admission a TMERn worromer oes po ADMISSION VALVE BODY SERVICE KIT’ Figure 4.05-5. Admission Valve Assembly FORM 6277 Second Eaton 405-3FUEL SYSTEM MAINTENANCE LOCK NUT REPLACEMENT P/N 211587 AND P/N 211587A ADMISSION VALVES 1. Measure lock nut. The current dimension is 0.504 in. 20.005 in, (12.802 mm 20.127 mm) (seo Figure 4.05-6), 2. Discard previous lock nut and replace with current lock nut P/N 211942 (see Figure 4.05-6).. ‘CURRENT DIMENSION Figure 4.05-6, Current Dimension ADMISSION VALVE SERVICE KIT INSTALLATION Do not mix parts from A CAUTION] ron part rom valves. Components are in matched sets. Current repair kit P/N211665E Is de: applications. Do not use parts from ATGL admit ston valve kits, “NOTE: The parts in the service kitare assembled in the proper order for installation in the valve body (see Figure 4.05:5). The service kit parts may separate after the packaging Is removed. If the parts become sepa- rated, aneasy way todentty the hot and cold poppetsis ‘o visually inspect the inside of the poppets (seo Figure 4.05-7). Another way to identify the poppets is to install ihe spring. The spring willextend farther outof the ‘old poppet (s2e Figure 4.05-7). The protrusion on the ‘spring seat must face the cold tube. The end of the cold tube that is marked with the WED label is inserted into the admission valve body first. Proper assembly is required. Figure 4.05-7. Spring Depth In Cold Poppet 1. Hold the valve body upright, with the hex head up, ‘and instal the kt parts from below in the following stope: ‘A. Position hot poppet on level surtace with pointed ‘end facing up. B. Slide black hot tube down over hot poppet. ©. With small round protrusion facing up, slide spring seat down into hot tube uni raised flange ‘on spring seat contacts upper circumference of ‘hot poppet. Protrusion must face cod tube, D. Install spring on the small round protrusion on end of spring seat E. Position cold poppet over spring with pointed end up. F. With WED labet end of cold tube at the top, slide old tube down over cold poppet, spring and spring seat until it contacts raised flange on spring seat. G. With smaiter circumference positioned towards the cold tube, position seat on top of cold tube, NOTE: If parts are assembled properly, WED label on Cold tube willbe inserted into the admission valve body fist. H. Holding thumb and forefinger over ends of assembled parts, insert them into admission valve body from bottom. Do not over-torque the Ay CAUTION | emicorhe tener be permanently damaged. Disregarding this infor- ‘mation could result in product damage. 2, Use an inch pound torque wrench and hex socket to tighten the lock nut to 70 - 90 in-tb (8 - [Link]), 8. Install a new O-ring P/N 209982 on the admission valve body. To prevent tears whon the assembly is Inserted into the cylinder head admission valve bore, FORM 6277 Second EditonFUEL SYSTEM MAINTENANCE lubricate the O-ring with Parker Super O-Lube™ PIN 475029. ‘Admisston Valve Assembly ~ GL. A CAUTION] re cericet parts may aging is removed. There are Internal differences: ‘between the hot and cold poppets, as wellas the hot {flame trap) and cold (check valve) sides of the tube, ‘The valve will not function properly if incorrectly assembled. Disregarding this Information could result In product damage andjor personal Injury. A CAUTION] 22, net mix parts from various admission valves, components ate in matched sete. Disregarding this information could result in product damage and/or ‘personal injury. NOTE: Before assembling alparts mustbecryandot 1. Lookcinto both poppets. Note that the bore of the hot poppet is approximately 1/8 inch deoper than the cold Poppet. NOTE: The parts in the service kt are assembled inthe proper order for installation in the valve body (see Figure 4.05-8). The service kit parts may separate after the packaging is removed. If the parts become sepa- ‘ated, an easy way to identify the hot and cold poppets is to visualy inspect the inside of the poppets (see Figure 4.05-8). Another way to identity the poppets Is fo instal the spring. The spring will extend farther out ofthe ‘cold poppet (see Figure 4.069). The cold poppet and sotng are installed in the end ofthe tube that is marked with the WED label. Proper assombly is required. Figure 4.05-8. Spring Seats In Cold Poppets 2, Install the spring in the open end of the cold poppet. (see Figure 4.05-8). 8. Lookinto each end of the tube. Note that one endhas. a larger diameter counterbore (to fit the tip of the hot poppet), while the other end of the tube has a small ‘opening encircled with a lip (spring seat). 4, Insert the cold poppet (spring end first into the tube until the end of the spring contacts the spring seat. Verity. that the tip of the poppet sticks out light. NOTE: ifthe entire poppet fs within the tube, then the ‘wrong (hot) end of the tube has been selected, Fit the ‘cold poppet into the other end ofthe tube. 5. Install the hot poppet into the opposite end of the ‘ube. The fat side of the poppet must face toward the ‘open end of the tube, so thatthe tip ofthe poppet seats Inside the counterbore. 6. Hold the tube assembly upright in one hand with the tip ofthe cold poppet pointing upward. Use a finger to keep the hot poppet in the other end of the tube. 7. Place the tube seat over the tip of the cold poppet, so that the ip on the seat fits within the tube ID. 8. With the long hex on top, slide the admission valve body over the cold poppet end ofthe tube until the entire assembly fits easily within the valve body. 8, Finger tighten the lock nut into the end of the ‘admission valve body. Do not overtorque the By CAUTION J eestnutorthe tube may be permanently damaged. Disregarding this in- formation could result in product damage. 10. Use an inch pound torque wrench and Allen socket to tighton the lock nut to 70 ~ 90 in-b (@ - 10 Nm). 41. Installanew O-ting on the admission valve body. To prevent tears when the assembly is inserted into the cylinder head admission valve bore, ubricate the O-ring with Parker Super O-Lube™. Admission Valve Installation ~ GL. 4, Clean the washer seat at the bottom of the cylinder head admission valve bore. NOTE: Previous production admission valves use a ‘copper washer. 2. install anew stainless stool washer atthe bottom of te ‘yinder head admission valve bore (see Figure 405-9). During Installation A CAUTION)? Pnatsere, P/N 211587B, P/N 211587A or an upgraded P/N 211587 valve, make sure only a stainless steel ‘washer is used and is seated flatagainstthe seating surface in the cylinder head. if the stainless steel washer Is damaged, fuel leaks will occur. ‘FORW 6277 Second Eafon 405-8FUEL SYSTEM MAINTENANCE Cylinder Head ) Do not use copper AA_CAUTION Jie rit cate nis P/N211887A admission valveorwith aP/N211687 valve that has been upgraded by machining the lock nut. If the copper washer is used, the new assembly torque will drive the admission valve ‘through the washer, causing damage. ‘3. Install the admission valve in the cylinder head bore, AL CAUTION | ivicsion valve or te valve may become damaged. 4, Tighten the valve to @ torque of 65 - 70 fib (88 - 85 Nem) dry. '5, Reattach both ends of the prechamiber fuel inlet tube ‘on the prechamber manifold and the admission valve _-s,_ assembly. Finger tighten the ferrule nuts, Use a wrench )) to tighten the ferrule nuts. Inspect for fuel leaks. FUEL SYSTEM ADJUSTMENT GENERAL INFORMATION EXHAUST GAS ANALYSIS FOR WAUKESHA ENGINES NOTE: For specific engine adjustments, see the ‘appropriate fuel system adjustment insiruction section. ‘A carbon monoxide (CO) analyzer is required when sting a GSI (ich burn) engine and when used with an ‘oxygen (02) analyzer, provides an even more acourate ‘method of setting a GSI (rich burn) engine. ‘An oxygen (Oz) analyzer is a mandatory piece of ‘equipment to ensure correct at/uel ratio settings on GL. (ean bum) engines. ‘The oxygen analyzer should be capable of measuring ‘oxygen in 0.1% Inorements up to 25%. ‘The uses of an exhaust gas analyzer are numerous: + Proper adjustment of GL. series engines ‘+ Troubleshooting engine problems Waukesha has assembled all of the components you ‘need to properly test emissions. They are listed in the Waukesha Special Tool Catalog Form No. 393. Con- tact your Distibutor for pricing information. Figure 4.05-10 shows an emissions sampling system, 05-6 FORM 6277 Second EatonFUEL SYSTEM MAINTENANCE ™ "BRHAUST ANAGZER AVAILAGLE, TN HOOR 120 VOLT IMPORTANT: ALL, ‘TUBING CONNECTIONS "MUST BE LEAK FREE ae == =" g es soouuenaraiomae "TEMPERATURES BELOW 52° F(0"C). [OXYGEN ANALYZER peeenal FLOWNETER Z Figure 4.05-10. Exhaust Gas Analyzer Tool Kit Plumbing Schematic OXYGEN ANALYZER The primary service tool for the Waukesha GL. fuel systemis an oxygen analyzer. All engine fuel system adjustments are made by measuring the oxygen content in the exhaust menifold. GL fuel system ‘checking and adjustment is not possible without an oxygen analyzer. ‘A number of precautions must be observed to ensure ‘accurate testresulis and to prevent equipmentdamage. ‘The analyzer must be protected from water entry, over pressure, and high temperature. Water is a natural by-product of combustion and is always presentin he exhaust system. When the sample {gas Is routed out of the exhaust manifold, cooling ‘occurs, This causes the water vapor to condense. Ithis condensate were allowed to enter the analyzer, inacou- rale readings and possible analyzer corrosion would ‘cour Over pressure could happen very easily while sampling the GSI or GL engine. The rather high boost pressures needed for normal engine operation dictate correspond- ingly high exhaust back pressures before the turbochar- ger. It is not uncommon to see pressures aver 30 psi (207 kPa). Pressures in excess of 2 psi (14 kPa) to the analyzer wil cause sovere analyzer damage end erroneous readings. To obtain good results, the sample pressure should be maintained at approximately 2 inches (51 mm) HzO pressure with a flow rate of 2 SCFH. High sample temperatures can also be very detrimental togood analyzer performance. Common causes of high temperature are very short sample ines and excessive- ly high sample flow rates. Maintaining 2 SCFH flow makes it easy to maintain an acceptable temperature. FORM 6277 Second Eaton 05-7FUEL SYSTEM MAINTENANCE SS Tne ‘following summarizes the requirements of an ‘acceptable emissions sampling system: + A iter to separate water (compaible with corrosive exhaust gases). + A flowmeter and/or regulator to control sample Pressure and flow to 2 inches (61 mm) H2O at 2SCFH. + Sample inas properly designed to prevent exces- sively hot or cold samples. The sample temperature: entering the analyzer must be more than 96° F, but less than 100° F (2° C, but less than 38° C). + An analyzer capable of producing reliable and ‘accurate test results. Careful attention to the proceding recommendations will give you a sample system ready to measure emissions. Because of the numerous types of analyz ersinuse today, the following operating procedures are generalized. In all cases, read and closely follow the ‘operators manual supplied by the analyzer manufac- turer. ‘Almost ll ofthe oxygen analyzers inuse are designed ‘round the fuel cell principle. With the presence of oxygen, achemicalrezction occurs, producingasmall electrical voltage that is scaled to read in percent of ‘oxygen. The range of a normal oxygen analyzer is (0 25%. Tho reason for this range is normal aimo- sphere contains 20.8% oxygen. ‘Atmosphere is used as the calibration gas for the oxygen analyzer. After exposing the sensing cell to surrounding air, the meter's span adjustment is set to 20.9% and the analyzer is ready to use. The oxygen ‘sensor continually produces voltage until all available ‘oxygen is consumed. If this cell was continuously ‘exposed to the surrounding atmosphere, cel life would bbe approximately six months. Sealing the call rom ‘surrounding atmosphere can greatly extend cell life during periods of storage. This is easily accomplished by connecting the analyzer inlet por to its own outlet port, effectively sealing the unit. This procedure should be followed when the analyzer is notin use. RICH BURN (GSI) When setting a VHP GS! Waukesha engine, reference ismade to finding the lowestintake manifold pressure and turning the carburetor mixture adjustment screw in to increase the pressure or lower the vacuum by 1.5" Hg. These two settings are Best Power (BP) and Best Economy (BE) settings. See Figure 4.08-11. it STOCK. 17.7 LEAN won SR Tee’ “Bet AIEVFUEL RATION “ACTUAL RATIO VALUES WILL DEPEND ON, FUEL COMPOSITION. Figure 4.05-11. AirFuel Ratio Settings Best Power (owest manifold pressure) 1551 Nominal Catalyst Setting 15.95:1 Best Economy (1.5" Hg) 17.04 NOTE: The Best Economy level of 17:1 airftuel ratio ‘may not be obtainable depending upon engine condl- tion, Ignition systom capability, load, and fuel quality (etonation resistence). ‘The Waukesha preferred and most accurate method of setting an engine is by the use of exhaust gas analysis. For example, if an engine is to be set to the Best Economy setting, the carburetor screw is simply ad- justed to obtain the observed oxygen (2) and carbon ‘monoxide (CO) readings for the engine model being used. Figure 4.05-12 shows the relationship between percent of oxygen (Oz) and carbon monoxide (CO) in the exhaust and their associated alriuel ratio, ‘Table 4.05-2 indicate typical levels of emissions which are attainable by an engine in good operating condition running on commercial quality natural gas of 90 WEI value. ~ FORW 6277 Second Fallonry Table 4.05.2. VHP Emission Levels FUEL SYSTEM MAINTENANCE aaa aR OBSERVED ORY Po wooes | CABURETOR en Twas voune [5S ‘SETTING NOx co NMHC ‘THC co 02 AFR aR RATIO toate’ [—y5 | eco | oa | 2a | sas | om | wor | oss | cor Equi, KOO | 2S —[ ed] oS] as | ow ew | ae | eT | G.GSI_ Catalytic Com. ' case | zo | ao | aoo | amo | ose | om | weoer | oer | om ees, | wo | te [eas [vs | ace | aa | azar | oan | 100 [A Byanenghoin aus orator hiner ondon ‘THIS CURVE PLOTTED FOR LABORATORY FUEL. ACTUAL AIR/FUEL RATIO VALUES WILL DEPEND UPON FUEL COMPOSITION, BUT RELATIONSHIPS. "FOR CO AND O, WILL REMAIN CONSTANT. DRY VOLUME PERCENT CATALYST SETPOINT APF = 15.95. * ‘STOICHIOMETRIC AF = 16.09, a 4 1% OT wD at Ick SPINOT AF Lea EMISSION LEVELS ARE GIVEN FOR. 'PRE-CATALYST MEASUREMENTS. Figure 4.05-12, Standard Natural Gas Oxygen And Carbon Monoxide NOTE: The tabi above Indestas amisslon eves tat aravalld lornow engines forthe curation ofa standerd waranty running on commer quay natural gas of 00 BTURS (5.58 ans 25, VO; 101.225) SLY, fanderoatanade VW are based on standard engine ting at WRI ‘These emission levels can be achieved using commer- cial quality natural gas fuel across the continuous duty speed range and from 75% to 110% of the continuous duty horsepower (ISO Standard Power). It should be noted that these values are based on laboratory data. Limited trade offs can be made to change emission levels or fuel economy. Emission levels for constant ‘speed applications, ceriifed performance and emission values can be obtainad on a case-by-case basis for specific ratings, fuels and site conditions, Contact Waukesha’s Sales Engineering Department ot your local Wauikesha Distributor. ‘The main fuel gas regulator extemal adjustment changes the spring tension in the lower housing (see Figure 4.05-18). [SPRING SEAT RUBBER SEAL pyna seat” fal eet FA‘ ctosine car Look Nur” ApsusTInG scREW Figure 4.05-19. Main Fuel Gas Pressure Regulators, External Adjustment FORM 6277 Scand Eation 405-8FUEL SYSTEM MAINTENANCE ‘Water manometer connections on the fuel regulator(s) ‘are shown in Figure 4.05-14 and Figure 4.05-15. Figure 4.05-14, Water Manometer Connections = Right Bank Figure 4.05-15. Water Manometer Connections - Left Bank The exhaust oxygen probe (Os) is Installed in the exhaust manifold turbocharger extaustin‘et elbow (see Figure 4.05-t6). Figure 4.05-16. Turbocharger Exhaust Inlet Elbow ~ ight Bank 505-10 FORW 6277 Second EatonFUEL SYSTEM MAINTENANCE RICH BURN APPLICATIONS NATURALLY ASPIRATED ENGINES WITH IMPCO MODEL 600 AND 600D CARBURETORS ‘The following adjustment procedures apply to engines using 875 - 1000 BTU/fS (34 ~ 99 MJ/m) SLHV gas. NOTE: Before making any fuel mituro or regulator adjustments on a Vee block engine, both govemor controlled throtle plates and the hand thratile located i the carburetors must be balanced. Each pair of butterfly plates must fuly close or open in unison. fadjustments are required, loosen the capscrews holding the univer- saljoint discs in the cross shaft assembly, reposition the isos, and tighten the capscrews. When checking the carburetor butterfly in the closed positon, back off tho {ide adjusting screw to allow the butterfly plata to fully lose. Winen the governor goes to full stroke, the carburetor butterly plate must not over travel the wide open, straight up and cown positon. Up to 5° lean toward closing is acceptable. The results of the above static adlustmonts can be observed when the engine is running by comparing the manifold vacuum between banks. Readust the ide adjusting screw. PHYSICAL REQUIREMENTS. + A2 inch pipe size Fisher™ S-201 regulator. Two regulators on the 42 and 16 oyiinder engines. ‘+ The regulator must have a inch orifice. ‘+ The regulator has the red spring, 3-1/2 - 6-1/2in. (68.9 ~ 165.1 mm) of water column (120). ‘+ The regulator is to be mounted as close to the carburetor as possible. A WARNING Do not inhale gaseous fuels. Some components of fuel gas are odorless, tasteless, and highly toxic. Inhalation of gaseous fuels can cause severe Personal injury or death. REGULATOR SETTING 1. Set the primary, or “ine” regulator to provide 5 - 10 psi (84.5 ~ 69 kPa) at the int to the engine mounted rogulator(e). 2. Adjust the engine mounted regulator(s) so that the {gas pressure at the carburetor inlet is 4-1/2 1/2 in, (1143 £127 mm) of HO above carburetor air horn pressure at noload. On Vee engines, banks to be within, 42 in. (12.7 mm) of HO. Normally, the spring adjust. ‘ment should be screwed down only far enough to clear the cap. CARBURETOR ADJUSTMENT {6 CYLINDER ENGINE) 1. Tum the carburetor mixture adjustment sorew six (6) full tums counterclockwise from the full clockwise Position, 2. Apply rated toad at rated speed, of maximum available load ff less than rated. A load that produces 9 Gin. (762 - 1524 mm) of mercury (Hg) intake ‘manifold vacuum is preferred for response to micure adjustments) A CAUTION |e ere oor adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. For Best Power: ) 0.97, 15.5:1 Alt/Fuel Ratio (AFR) 8. Turn the mixture adjustment ecraw clockwise (to- ‘ward lean) until the intake manifold vacuum just begins to decrease. Note the highest vacuum reading. For Stoichiometric and Best Economy (intermittent Duty Rating): 41.0, 16.09:1 AFR 4. Compicte Stop 3 (Best Power Adjustment). Continue to tum the mixture adjustment screw clockwise far ‘enough to decrease the intake manifold vacuum by 4/2n. (12.7 mm of Hg. For Best Economy (Continuous Duty Rating): 4 1.06, 17.0:1 AFR 5. Complete Step3 (BestPower Adjustment). Continue {o tur the load adjustment screw clockwise far enough to decrease the intake manifold vacuum by 1-1/2in. (88.1 mm) of Hg. NOTE: The carburetor load adjustment screw setting called for in Step 1 is intended to be over rich. As itis adjusted toward lean, there will be a distinct loss of power when leaned beyond the Best Power airfuel ratio. Ifthe engine is operating under governor contro! ‘with less than wide open butterfly plates, the power loss can be recognized by a decrease of intake manifold ‘vacuum with a naturally aspirated engine. FORM 6277 Second Eaton e058. 41FUEL SYSTEM MAINTENANCE Ct NOTE: Leaning the mixture in accordance with Step 4 may reduce the ebiliy of the engine to respond to load ‘changes. Response may be improved by readjusting the mixture toward rich (counterclockwise) to approach the intake manifold vacuum noted in Step 3 in Carbure- tor Adjustment (6 Cylinder Engines), and Step 3 in ‘Carburetor Adjustment (Each Bank For 12 or 16 Cylin- der Engines). increased fuel consumption will result; therefore, @ compromised setting toward the leaner mixture is recommended, CARBURETOR ADJUSTMENT (EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 1. Tum both banks’ carburetor mixture adjustment ‘sorew six (6) full turns counterclockwise from the ful lockwise position. 2. Apply rated load at rated speed, or maximum available load if less than rated. A load that produces: 3~-6in. (762 ~ 152.4 mm) of Hg intake manifold vacuums preferred for response to mixture adjustment, Always verify that all A CAUTION frie re tng beter adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Fallure to do so may cause serious engine dam: For Best Power: 2.0.97, 15.5:1 AFR, 3, On either benk, turn the carburetor load adjustment screw clockwise (toward lean) until the intake manifold ‘vaguur begins to decrease, then slightly counterclock- wise to return to maximum vacuum. Note the highest ‘vacuum reading, Do the same on the other bank. or Stolchlometric and Best Economy (intermittent Duty Rating Best): 4 1.0, 16.09:1 AFR. 4, Complete Step 3 (Best Power Adjustment), On one bank at a time, continue to turn the mixture adjustment ‘screw clockwise until the intake manifold vacuum decreases 1/4 in, (6.35 mm) of Hg. For Best Economy (Continuous Duty Rating): A 1.06, 17.0:1 AFR. 5. Complete Step 3 (Best Power Adjustment), On one bank at a time, tum the mixture adjustment screw Clockwise unl the intake manifold vacuum decreases ‘9/4 in, (19.05 mm) of Hg. NOTE: The carburetor load adjustment screw setting called for in Stop 1 is intended fo be over righ. As its ‘adusted toward lean, there wil be 2 distinct loss of ower when leaned beyond the Best Power aifuol ‘aio. If the engine is operating under governor contro! ‘ith fess than wide open buttery plates, the power loss can be recognized by a decrease of inlake manifold vacuum with a naturally aspirated engine. \VEE ENGINE INTAKE MANIFOLD VACUUM BALANCE, 1. Check the intake manifold vacuurn on both banks at rated load and speed. Ifthe difference is greater than 1/2in, (12.7 mm) of Hg, check/adjust the fuel setings. Never attempt to equalize Ay CAUTION | porriotonkinaic mar. ifold vacuum readings by adjusting the governor butterfly plates out of mechanical synchronism. NOTE: Gas pressure to the carburetor(s) may be Somewhat fess at fullload than the initia no load setting. {the pressure dropis more than 3 in. (78.2mm) of #0, then there could be insufficient gas supply pressure to the regulaior, undersize piping, incorrect regulator orice size, or inadequate regulator capacity 05-12 FORM 6277 Second EatenTURBOCHARGED ENGINES WITH IMPCO. MODEL 600 AND 600D CARBURETORS The following adjustment procedures apply to engines using 875 ~ 1000 BTUMt® (24 - 99 My/m®) SLHV gas, NOTE: Before making any fuel mixture or regulator adjustments on @ Veo block engine, both governor controled throtle plates and the hand throttle ocated in the carburetors must be balanced. Each pair of buttarly platos must fully olose or open in unison. ifadjustments ‘are required, loosen the capscrews holding the univer- ‘sal int isos in the cross shaftassembly, reposition the discs, and tighten the capscrews. When checking the ccarburelor buttery in the closed position, back off the idle adjusting screw to allow the butterfy plate to fully lose. When the govemor goes to full stroke, the carburetor buttery plate must not over travel the wide ‘open, straight yp and down position. Up to 5° lean toward closing is acceptable. The results of the above slatio adjustments can be observed when the engine is running by comparing the manifold vacuum between ‘banks, Readjust the idle adjusting screw. PHYSICAL REQUIREMENTS + A2 inch pipe size Fisher 99 regulator. Two regulators on the 12 and 16 cylinder engines. + The regulator must have a 1-1/8 inch orifice. + The regulator has a cadmium spring, 3 ~ 12 in. (76.2 ~ 804.8 mm) of water column (H20).. + The regulator is to be mounted as close to the carburetor as possible. A WARNING Do not Inhale gaseous fuels. Some components of fuel gas are odorless, tasteless, and highly toxic. Inhalation of gaseous fuels can cause severo personal injury or death. REGULATOR SETTING 4. Setthe primary, o “ine” regulator to provide 25 - 50 psi (172 - 345 kPa) atthe inlet to the engine mounted regulator(s). 2. Adjust the engine mounted regulator(s) so that the gas pressure at the carburetor inlet is 4-1/2. 1/2 in. {114.8 £ 12.7 mm) of H20 above the carburetor airhorn pressure at no load. On Vee engines, banks should be ‘within 4/2 in, (12.7 mm) of HzO. Normally, the spring adjustment should be screwed down only far enough to clear the cap, FUEL SYSTEM MAINTENANCE CARBURETOR ADJUSTMENT (6 CYLINDER ENGINE) 1. ‘Tum the carburetor mixture adjustment screw six (6) full turns counterclockwise from the full clockwise position. 2. Apply rated mixture at rated speed, or maximum available load i less than rated. A load that produces a Positive intake manifold pressure is preferred for response to mixture adjustments. A CAUTION | Aas verity that ale adjusting the carburetor. individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. For Best Power: 2.0.97, 15.5:1 AFR, 3. Turn the mixture adjustment screw clockwise (to- ward lean) untithe intake menifold pressure just begins to increase. Note the lowest pressure reading. For Stoichiometric and Best Economy (ntermittent Duty Rating): 1.0, 16.09:1 AFR 4, Complete Step 3 (Best Power Adjustment). Contin- ue to turn the mixtura adjustment screw clockwise far ‘enough to increase the intake manifold pressure by 4/2 in, (12.7 mm) of mercury (Hg). For Best Economy (Continuous Duty Rating): 21.06, 17.0:1 AFR 5. Complate Step3 (Best Power Adjustment). Continue to turn the mixture adustment screw clockwise far fenough to increase the intake manifold pressure by 4-4/2, (98.4 mm) of Hg. NOTE: The carburetor mbture screw set- ting calfed for in Step 1 is intended to bo over rich. As itis adjusted toward lean, there wil be a distinct loss of power when leaned beyond the Best Power airfue! ratio. If the engine is operating under governor contro! with lesa than wide open butterfly plates, the powerloss can be recognized by an increase of intake manitold pressure wilh a turbocharged engine, FORM 6277 Second Eaton 305-13FUEL SYSTEM MAINTENANCE NOTE: Leaning the mixture in accordance with Step 4 ‘may reduce the abity ofthe engine to rospond to load changes. Response may be improved by readjusting ‘the mixture toward rich (counterclockwise) to approach the intake manifold pressure noted in Step 3 in Carburetor Adjustment (6 Cylinder Engines). and Step3 in Carburetor Adjustment (Each Bank For 12 Or 16 Cylinder Engines), increased fuel consumption will result; therefore, @ compromised setting foward the leaner mixture is recommended. ‘CARBURETOR ADJUSTMENT (EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 1. Turn the carburetors’ mixture adjustment sorew six (6) full turns counterclockwise from the full clockwise , pasion. 2. Apply rated load at rated speed, or maximum available load ifless than rated. Aload that produces a Positive intake manifold pressure is preferred for response to mixture adjustment. Always verity that ail cyt- AA CAUTION | fier are tana bate adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. For Best Power: 1.0.97, 15.5:1 AFR 3, On either bank, turn the carburetor micture adjust: ‘mont screw clockwise (toward lean) until the intake ‘manifold pressure begins to increase, then slightly counterclockwise to return to minimum pressure. Note lowest pressure reading. Do the same on the other benk. <>) For Stolchlometrio and Best Economy (intermittent Duty Rating): 31.0, 16.09:1 AFR 4. Complete Step 3 (Best Power Adjustment). On one bank at a time, continue to turn the mixture adjustment screw clockwise until the intake manifold pressure increases 1/4 in, (6.35 mm) of Hg. For Best Economy (Continuous Duty Rating): 4 1.06, 17.0:1 AFR '5. Complete Step 3 (Best Power Adjustment). On one bank ata time, turn the mixture adjustment screw farther clockwise until the intake manifold pressure increases 9/4 in. (19.05 mm) of Hg. ‘VEE ENGINE INTAKE MANIFOLD VACUUM BALANCE =~, 1. Chedk the intake manifold pressure on bath banks at i) rated load and speed. Ifthe difference is greater than 4/2 in, (12.7 mm) of Hg, check/adjust the fuel setings. NATURALLY ASPIRATED ENGINES OPERATING ON LOW BTU GAS WITH (SINGLE FUEL) IMPCO MODEL 600 SERIES CARBURETORS ‘The following adjustment procedures apply to engines using 400 ~ 800 BTUM (15.7 ~ 31.5MJ/m®) SLHV gas. NOTE: Before making any fuel mixture or regulator adjustments on a Vee biock engine, both governor controlled throtle plates and the hand throttle located in the carburetors must be balanced. Each pair of buttorly plates must fully close or open in unison. Ifacjustments ‘re required, loosen the capscrews holding the univer- sal int discs in the cross shaft assembly, reposition the discs, and tighten the capsorews. When checking the carburetor butterfy in the closed position, back off the ‘dle adjusting screw to allow tho butterfly plate to fuly lose, When the govemor goes to full stroke, the ‘carburetor buterdy must not over travel the wide open, straight up and down position. Up to 5° lean toward losing is acceptable. The resutis of the above statio adjustments can be observed when the engine is sunning by comparing the manifold vacuum between banks. Readjust the idle adjusting screw. PHYSICAL REQUIREMENTS ‘+ Based on the fuels Saturated Low Heating Value (SLHV), Table 4.05-3 states the required regulator and gas pressure. + Tworegulators are installed on the 12 and 16 cylinder engines. * The regulator(s) is to be mounted as close to the carburetor as possible, ‘Table 4.05.3. Low BTU Regulator And Pressure Requirements oe, TRE SE, | seouneo | ARAB | reguaron BTUFT? | PRESSURE |PRESSURE@| MAKE & (Mum) | @ CARB. | REGULATOR MODEL reset [rrr $289 | 2-240] emery 20"H20-5 psi | Fisher 66 OF | 15-16 H:0 5-0, Fisher S201 eas stom! | Renee carne [wena aus Briegcses |r oe ee ie $= 10 psi Fisher™ $-201 ed Spring wera ‘FORM 6277 Second Eien) ¢ A WARNING Do not inhale gaseous fuels. Some components of fuel gas are odortess, tasteless, and highly toxic. Inhalation of gaseous fuels can cause severe personal injury or death. REGULATOR SETTING (6 CYLINDER ENGINE AND/OR EACH BANK OF 12 OR 16 CYLINDER ENGINE) 1. Verify the supply pressures to regulator(s) meet the requirements of Table 4.05-3. 2, Adjust the regulator(s) with the engine at no load to ‘obtain the required gas pressure at the carburetor inlet in accordance with Table 4,05-3, CARBURETOR ADJUSTMENT (6 CYLINDER ENGINES) 41. Tum the carburetor mixture adjustment screw five (5) full turns counterclockwise from the full clockwise position in both carburetors. If engine is difficult to start at this setting, turn both adjusting screws clockwise in equal increments until the engine starts. 2. Apply rated load at rated speed, or maximum available load if less than rated load. A load that [produces 3 ~ 6 in. (76.2 - 152.4 mm) of mercury (Ha) intake manifold vacuum is preferred for response to miture adjustments. A. CAUTION] er wayne ae adjusting the carburetor. Individual exhaust ther- ‘mocouples have been provided for this purpose. Fallure to do so may cause serious engine damage. For Best Power: 1.0.97, 15.5:1 AFR 3. Turn the mixture adjustment screw clockwise in ‘equal increments on both carburetors (lowardlean) until the intake manifold vacuum just begins to decrease. Note the highest vacuum reading. For Stoichiometric and Best Economy (intermittent Duty Rating): 2.1.0, 16.09:1 AFR 4, Complete Step 3 (Bast Power Adjustment). Contin. ue to turn the mixture adjustment screws clockwise far enough to decrease the intake manifold vacuum by 4/2 in, (12.7 min) of Hg. For Best Economy (Continuous Duty Rating): 1.06, 17.0:1 AFR 5. Complete Step (Best Power Adjustment), Continue toturn the foad adjustment screws clockwise far enough FUEL SYSTEM MAINTENANCE to decrease the inlake manifold vacuum by 1-1/2in (26.1 mm) of Hg. NOTE: The carburetor mixture adjustment screw set- ting called for in Step 1 is intended to be over rich. As itis adjusted toward lean, there wil be a distinct loss of power when leaned beyond the Best Power airfuel rato. Ifthe engine is operating under govemor contro with less than wide open butterty plates, the power loss can be recognized by a decrease of intake manifold vacuum with a naturally aspirated engine, NOTE: Leaning mixture in accordance with Step 4 may ‘reduce the ability to respond to load changes. Response may be improved by readusting the mixture toward tich (counterclockwise) to epproach the intake maniild pressure noted in Step 3 in Carburetor Adjustment (6 ylinder Engine), and Step 3 in Carburetor Adustment (Each Bank For 12 Or 16 Oylinder Engine). Increased fuel consumption will resuit; therefore, a compromised ‘setting toward the leaner mixture is recommended. CARBURETOR ADJUSTMENT (EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 1. Turn both banks’ carburetor mixture adjustment screw five (5) full turns counterclockwise from the full dlookwise position, 2. Apply rated loadatrated speed, or maximumloadif less than rated. A load that produces 3 - 6 in. (76.2 ~ 152.4 mm) of Hg intake manifold vacuum is preferred for response to mixture adjustment, Always verity that all cyl- A CAUTION inders are firing betore adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Fallure to do so may cause serious engine damage. For Best Power: 2.0.97, 15.5:1 AFR 3. On elther bank, turn the carburetor load adjustment screw clockwise (loward lean) until the intake manifold ‘vacuum begins to decrease, then slightly counterclock- wise fo return to maximum vacuum. Note the highest ‘vacuum reading. Do the same on the other bank. FORM 6277 Socond Eaion 405-15FUEL SYSTEM MAINTENANCE Serer cere TEPER EERE CELE PEL ECE EEE For Stoichiometric and Best Economy {Intermittent Duty Rating): 1.0, 16.09:1 AFR. 4. Complete Step 3 (Best Power Adjustment). On one bank at a time, continue to tum the mixture adjustment serew clockwise until the intake manifold vacuum decreases 1/4 in. (6.35 mm) of Hg, For Best Economy (Continuous Duty Rating): 1.06, 17.0:1 AFR 5. Complete Step 3 (Best Power Adjustment). On one bank ata timo, turn the mixture adjustment screw farther Clockwise until the intake manifold vacuum decreases 3/4 in. (19.05 rae) of Hg. NOTE: The carburetor mixture adjustment sorew set- sing called for in Step 1 is intended tobe over rich. As itis Yadusted toward lean, there wil be a distinc ss of Power wiven leaned beyond the Best Power airfuel ratio. f the engine Is operating under governor contro! with less than wide open butterfly plates, the powerless ‘can be recognized by a decrease of intake manitold vacuum with a naturally aspirated engine. VEE ENGINE INTAKE MANIFOLD VACUUM BALANCE, 11. Check the intake manifold vacuum on both banks at rated load and speed. if the difference is greater than 122 in. (12.7 mm) of Hg, recheck/adjust the fuel sattings, A CAUTION Sector iold vacuum readings by adjusting the governor butterfly plates out of mechanical eynchronism. NOTE: Gas pressure to the carburetor(s) may be *) Somewhat loss at ful oad than the intial no load setting. {the pressure drop is more than 3 in. (78.2 mm) of HO, an insulfciont gas supply pressure to the regulator, undersize piping, incorrect regulator orifice size, or Inadequate regulator capacity cauld be the root cause, TURBOCHARGED ENGINES OPERATING ON LOW BTU GAS (SINGLE FUEL) WITH IMPCO MODEL 600 CARBURETORS The following adjustment procedures apply to engines Using 400 - 800 BTUMHS (15.7 ~ 31.5MJim®) SLHV gas, NOTE: Before making any fuel mixture or regulator adjustments on @ Vee block engine, both governor controlled throtle plates and the hand throtle located in the carburetors must be balanced. Each pair of butterfly plates must fly close or open in unison. I adjustments are required, loosen the capscrews holding the univer- salfoint discs inthe cross shaft assembly, reposition the discs, and tighten the capsorews. When checking the ‘carburetor butterfly in the closed position, back off the Idle adjusting sorew to allow the butterfly plate to fully close. When the governor goes to full stroke, the ‘carburetor butterfly must not over travel the wide open, straight up and down pasion. Up to 5* lean toward closing is acceptable, The results of the above static adjustments can be observed when the engine is ‘unning by comparing the manifold vacuum between ‘banks. Readjust the idle adjusting screw. PHYSICAL REQUIREMENTS + 25 ~ 50 psi (172 - 345 kPa) line pressure to Fisher™ 99 regulator(s). + A2in. (6.1 cm) pipe size regulator. Two regulators on the 12 and 16 cylinder engines. + The regulator must havea 1,125 in. (28.5 om) ofifce, ‘+ The regulator spring is determined by fuel's lower heating value (SLHV). See Table 4.05-4, ‘Table 4.05-4, Regulator Spring And Gas/Air Requirements FUEL SLHV ewer GASIAIRS ae 2, 25-26 Red a, [ee et 9328 5-6 exon Pins) NOTE: Gas over ai pressure diferent - Inches water column + 0.38in. (9.7mm) ID minimum balance line to carbure- tor air horn on first carburetor (carburetor closest to Intercooler). + Regulators are to be mounted as close to carburetors as possible. sos 16 ‘FORM 6277 Second EatonFUEL SYSTEM MAINTENANCE A WARNING Do not inhale gaseous fuels, Some components of fuel gas are odorless, tasteless, and highly toxic, Inhalation of gaseous fuels can cause severe personal Injury or death. REGULATOR SETTING (6 CYLINDER ENGINE AND/OR EACH BANK OF 12 ‘OR 16 CYLINDER ENGINE) 1, Verify that the available supply pressure to the reguiator(s) is 25 - 50 psi (172 ~ 345 kPa). 2, Adjustthe engine mounted Fisher™ regulators) with the engine at no load to obtain the required gas over alr (Gasiair) pressure besed on the fuels SLHV listed in Table 4.05-4. NOTE: Gas/airis only measured at the first carburotor (Closest the air leaner). On Vee engines, banks to be within 1/2 in, (12.7 mm) of water column (H20). CARBURETOR ADJUSTMENT (6 CYLINDER ENGINES) 1. Turn the carburetor mixture adjustment screw five (6) {ull turns counterclockwise from the full clockwise position on both carburetors. If engine is difficult to start at this setting, turn both adjusting screws clockwisa in ‘equal increments unti the engine starts. 2 Apply rated toad at rated speed, or meximum available load if less than rated load. A load that produces a positive intake manifold pressure is pre- {erred for response to mixture adjustment. ‘Always verity that alloy A CAUTION scr ae tina betre adjusting the carburetor. individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. For Best Power: 2.0.97, 15.5:1 AFR 3. Turn the mixture adjustment screw clockwise in equal increments on both carburetors (toward lean) until the intake manifold pressure just begins to increase. Note the lowest pressure reading. For Stoichiometric and Best Economy (Intermittent Duty Rating): 2 1.0, 16.08:1 AFR 4. Complete Step (Best Power Adjustment). Continue to turn the mixture adjustment screws in equal inore- ments clocionise to increase the intake manifold pres- sure by 1/2 in. (12.7 mm) of mercury (Hg). For Best Economy (Continuous Duty Rating): 4 1.06, 17.0:1 AFR 5. Complete Step3 (Best Power Adjustment). Continue to turn the mixture adjustment screws in equal inore- ‘ments clockwise to increase the intake manifold pres- sure by 1-1/2 in, (88.1 mm) of Hg, NOTE: The carburetor mixture adjustment screw set- ting called for n Step 1 is intended to be over rich. As itis adjusted toward lean, there will be a distinct loss of power wien leaned beyond the Best Power airftuel rato. If the engine is operating under governor contrat with less than wide open buttery plates, the power foss can be recognized by an inorease of intake manifold pressure on a turbocharged engine. NOTE: Leaning the mixture in accordance with Step 4 ‘may reduce the ability of the engine to respond to load changes. Response may be improved by readjusting the mixture toward rich (counterclockwise) to approach the intake manifold pressure noted in Step 3 in Carburetor Adjustment (6 Cylinder Engine), and Step 3 in Carburetor Adjustment (Each Bank For 12 Or 16 Cylinder Engine). increased fuel consumption will result; therefore, a compromised setting toward the Jeaner mixture is recommended. CARBURETOR ADJUSTMENT (EACH BANK FOR 12 CYLINDER ENGINE) ‘Always verlty that all cyl- Ay CAUTION |iniets are fring before adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. 1. Tumthe carburetor mixture adjustment sorew five 6) full turns counterclockwise from the full clockwise position on all four carburetors. I engine is dficuit to startat this seting, tum all adjusting sorews clootewise in ‘equal increments until the engine starts. 2. Apply rated load at rated speed, or maximum available load if less than rated load. A load that produces a positive intake manifold pressure is pre ‘erred for response to mixture adjustment. For Bost Power: 2.0.97, 15.5:1 AFR. 8. On eithor bank, turn the mixture adjustment sorow clockwise in equal increments on both carburetors (Coward lean) until the Intake manifold pressure just begins to increase, then back off slightly to return to minimum proscure. Note the lowest prossure reading. Do the same on the other bank. FORM €277 Second Eaton 46-7FUEL SYSTEM MAINTENANCE For Stoichiometric and Best Economy (intermittent Duty Rating): 4.1.0, 16.09:1 AFR 4. Complete Stops (Best Power Adjustment). Continue to turn the mixture adjustment screws in equal inoro- ‘ments clockwise to increase the intake manifold pres- Sure by 1/4 in. (6.35 mm) of Hg. For Best Economy (Continuous Duty Rating): 2 1.06, 17.0:1 AFR 5. Complete Step 3 (Best Power Adjustment), Continue fo turn the mbture adjustment screws in equal incre ‘ments clockwise to increase the intake manifold pros- ‘Sure by 3/4 in, (19.05 mm) of Hg. NOTE: The carburetor mixture adjustment screw sot- ting called for in Step 1 is intended to be over rich. As itis adjusted toward lean, there will be a distinct loss of ower when leaned beyond the Best Power airfuel ratio, If the engine is operating under governor control wit less than wide open butterfly plates, the power loss ‘can be recognized by an increase of intake manifold pressure on a turbocharged engine. NOTE: Leaning the minture in accordance with Step 4 ‘may reduce the abilty ofthe engine to respond to load changes. Response may be improved by readjusting the mbdure toward rich (counterclockwise) to approach the intake manifold pressure noted in Siop 3 in Carburetor Adlustment 6 Cylinder Engines), and Siep 3 ‘in Carburetor Adjustment (Each Bank For 12 Or 16 Cylinder Engines). Increased fue! consumption will result; therefore, a compromised settng toward the feaner mixture is recommended, VEE ENGINE INTAKE MANIFOLD PRESSURE BALANCE 1. Check ho intake maniold pressure on both banks at raled load and speed. Ifthe difference ls greater than ‘Wain. (12.7 mm) of Hg, checH/adjust the fuel settings. AL CAUTION fer suenptoetunie ifold pressure readings by adjusting the govemor butterfly plates out of mechanical synchronism. NOTE: Gas pressure to the carburetor(s) may be ‘somewhat fess at fullload than the inital no load setting. Wf the drop is more than 3 in. (76.2 mm) of Hs0, an insufficient supply pressure to the regulator, undersizo piping, incorrect regulator oriice size, or inadequate ‘regulator capacity could be the cause. ) NATURALLY ASPIRATED ENGINES OPERATING ON LOW BTU GAS AND NATURAL GAS (DUAL FUEL) CARBURETION ‘The fotiowing adjustment procedures are for dual fuol engines with the gas BTU/M® value of 400 - 800 (15.7 ~ 81.5Mdim?) and 875 - 950 (84.4 - 97.4MJ/m3) SLHV, NOTE: Before making any fue! mixture or regulator adjustments on a Vee block engine, both govemor controlled throtte plates and the hand throttle located in the carburetors must be balanced. Each pair of butierty Plates must fuly close or open in unison. if adjustments ‘are required, loosen the capscrews holding the univer- ‘saljoint discs in the cross shaft assembly, reposition tho discs, and tighten the cepscrews. When checking the Carburetor buttory in tha olosod poston, beck of the idle adjusting screw to allow the butterly plate to fully close. When the govemor goes 10 full siroke, the ‘carburetor buttery plate must not over travel the wide ‘pen, straight up and down positon. Up to 5° lean toward {5 acceptable. The results of he above static adjustments can be observed when the engine is ‘running by comparing the manifold vacuum between banks. Readjust the idle adjusting screw. PHYSICAL REQUIREMENTS *+ Natural Gas Regulator Requirements ** 5 ~ 10 psi (84.5 - 69.0 kPa) line pressure to Fisher™ $-201 regulator, s+ in, (6.1 om) pipe size regulator. Two regulators ‘on the 12 and 16 cylinder engines, * 1 in, (2.54 om) orifice for regulator. Rod spring 8-1/2 - 6-1/2.n. (88.9 - 165.1 mm) of water column (H,0)]. + Low BTU gas regulator selection is based on the fuel's Lower Heat Value (SLHV). Refer to Table 4.05-5. * Regulator(s) are to be mounted as close to carbure- tors as possible, 05-16 FORW 6277 Second Eaton‘Table 4.05-5. Low BTU Regulator And Preseure Requirements FUEL SYSTEM MAINTENANCE CARBURETOR ADJUSTMENT FOR NATURAL GAS OPERATION (6 CYLINDER ENGINE) NOTE: All adjustments in this section refer to the ‘natural gas carburetor only (second carburetor -closest [x CAUTION ] Air vey that a ox adjusting the carburetor. individual exhaust ther- ‘mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. 1. Turn the carburetor mixture adjustment screw six (6) full tums counterclockwise from the full clockwise FUEL AVAILABLE REQUIRED REGULATOR Burs | SERS [parstinto| WARES (Wm REGULATOR to inlako manta). t-Seu_| Faber os 8:8 senor BHO Spa | Pena 65 431-500 GR SHOT saps | Parmar 3-20tO_|_weco st Fob: | sero [BTR Ee | Feer 0 3-10pa | Fater= S207 fed soi Postion A WARNING Do not Inhale gaseous fuels, Some components of fuel gas are odorless, tasteless, and highly toxic. Inhalation of gaseous fuels can cause severe Personal injury or death, REGULATOR SETTING FOR NATURAL GAS OPERATION (6 CYLINDER AND/OR EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 1. Set the primary, or “line” regulator to provide § - 10 psi (34.5 - 69.0 kPe) at the infet to the engine mounted regulators). 2. Adjust the engine mounted regulator(s) with the engine at no load so that the gas pressure atthe second carburetor inlet (carburetor closest to the intake man- Hold) is 4-1/2 1/2 in, (114.8 12.7 mm) of HzO. REGULATOR SETTING FOR LOW BTU GAS OPERATION (6 CYLINDER AND/OR EACH BANK FOR 12 OR 16 CYLINDER ENGINE) 1, Verify that supply pressure to regulator(s) meets the requirements of Table 4.05-6 forthe fuel used. 2, Adjust the regulator(s) with the engine at no toad to obtain the required gas pressure et the carburetor inlat ‘based on the requirements of Table 4.05-5 for the fuel used. 2 Apply rated load at rated speed, of maximum available load if fess then rated. A toad that produces 9 6in, (76.2 ~ 1824 mm) of mercury (Hg) intake ‘manifold vacuum is preferred for response to mixture adjustment, For Best Power: 4 0.97, 15.5:1 AFR 3. Turn the mixture adjustment screw clockwise (to- ward lean) until the intake manifold vacuum just begins to decrease. Note the highest vacuum reading. For Stoichiometric and Best Economy (lotermittent Duty Rating): 2 1.0, 16.09:1 AFR. 4. Complete Step 3 (Best Power Adjustment). Continue to tum the mixture adjustment screw clockwise far enough to decrease the intake manifold vacuum by 41/2. (12.7 mm) of Hg. For Best Economy (Continuous Duty Rating): 2 1.06, 17.0:1 AFR 5. Complete Step 3 (Best Power Adjustment). Continue fo tum the mixture adjustment screw clockwise far ‘enough to decrease the intake manifold vacuum by 1-12 in, 88.1 om) of Hg. FORM 6277 Second Eaton 405-19FUEL SYSTEM MAINTENANCE CARBURETOR ADJUSTMENT FOR NATURAL, GAS OPERATION (EACH BANK FOR 12 OR 16 CYLINDER ENGINE) NOTE: All adjustments in this section refer to the ‘natural gas carburetor only (second carburetor - closest: 10 intake manifold). A. CAUTION | fa vert tnt alton adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. 1. Turn both banks’ carburetor load adjustment sorew ‘six (6) full tums counterclockwise from the ful clockwise esttion. 2. Apply rated load at rated speed, or maximum available load if less than rated. A load that produces 3 - Gin. (76.2 - 152.4 mm) of Hg intake manifold vacuum Is preferred for response to mixture adjust- ment. For Best Power: 4.0.97, 15.5:1 AFR 3. On either bank, tum the carburetor miture adjustment ‘sorew clockwise (lowerd fean) unt the intake menifold vacuum begins to decrease, then slightly counterclock- wise to relum to maximum vacuum. Note the highest vacuum reading. Do the same on the other bank. For Stoichiometric and Best Economy (Intermittent Duty Rating): 41.0, 16.09:1 AFR. 4, Complete Step 3 (Best Powor Adjustment). On one bank at time, continue to turn the mixture adjustment sorew clockwise unti the intake manifold vacuum () ecreases 1/4 in, (6.35 mm) of Hg. For Best Economy (Continuous Duty Rating): 4 1.06, 17.0:1 AFR. ‘5. Complete Step 3 (Best Power Adjustment). On one bank at atime, turn the mixture adjustment sorew farther clockwise until the intake manifold vacuum decreases 84 in. (19.05 mm) of Hig. 6. The intake manifold vacuum on each bank should now be 1-1/2 in. (38.1 mmn) of Hg less than the readings Noted for Step 3. If not, adjust each bank by half the difference untl the values are correct. ‘CARBURETOR ADJUSTMENT FOR LOW BTU GAS OPERATION (6 CYLINDER ENGINE) ‘NOTE: All adjustments in this section refer to the first ‘carburetor only (carburetor closest to the air oleaner). Do not readjust the second carburetor from settings determined in Carburetor Adjustment For Natural Gas Operation (6 Cylinder Engines). NOTE: Steps in Carburstor Adjustment For Natural Gas Operation (6 Cylinder Engines) must be completed ‘before performing the low BTU gas carburetor adjust- ment. Always verity that all cyl- A. CAUTION | ior retina oes adjusting the carburetor. individual exhaust ther- ‘mocouples have been provided for this purpose. Fallure to do 80 may cause serious engine damage. 41. Tur the carburetor mixture adjustment screw five (5) full turns counterclockwise from the full clockwise position. If engine is dificult to start at this setting, turn ‘adjusting sorew clockwise until the engine stars, 2. Apply rated load at rated speed, of maximum available load if less than rated load. A load that Produces 3 ~ 6 in, (76.2 - 152.4 mm) of Hg intake manifold vacuum is preferred for response to mixture adjustments. For Best Power: 4 0.97, 15.5:1 AFR. 3, Turn the mixture adjustment screw clockwise (to- Ward lear) until the intake manifold vacuum just begin to decrease. Note the highest vacuum reading. For Stoichiometric and Best Economy (intermittent Duty Rating): 4.1.0, 16.09:1 AFR, 4. Complete Step 3 (Best Power Adjustment). Continue to turn the mixture adjustment screw clockwise far ‘enough to decrease the intake manifold vacuum by 1i2in, (12.7 mm) of Hg. For Best Economy (Continuous Duty Rating): 2 1.06, 17.0:1 AFR 5. Complete Step 3 (Best Power Adjustment). Continue ‘to tum the mixture adjustment screw clockwise far ‘enough to decrease the Intake manifold vacuum by 1-4/2in. (38.1 men) of Hg. "FORM 6277 Second EatonoO FUEL SYSTEM MAINTENANCE CARBURETOR ADJUSTMENT FOR LOW BTU GAS OPERATION {EACH BANK FOR 12 OR 16 CYLINDER ENGINE) NOTE: All adjustments in this section refer to the frst carburetor only (carburetor closest to the air cleaner). Do not readiust the second carburetor from seitings determined in Carburetor Adjustment For Natural Gas Operation (Each Bank For 12 Or 16 Cylinder Engines). NOTE: The Carburetor Adjustment For Natural Gas Operation (Each Bank For 12 Or 16 Cylinder Engines) ‘must be completed before performing the low BTU gas ‘carburetor adjustment. ‘Always verify that all cyl- Ay CAUTION | cere ae tng beore adjusting the carburetor. Individual exhaust ther- mocouples have been provided for this purpose. Failure to do so may cause serious engine damage. 1. Tum both banks’ carburetor mixture adjustment sorew five (6) full tuins counterclockwise from the full clockwise position. If engine is diffcutt to start at this setting, tum both carburetors adjusting screw clockwise in equal increments until the engine starts. 2. Apply rated loadatrated speed, or maximumloed less than rated. A toad that produces 9-6 in. (76.2 - 152.4 mm) of Hg intake manifold vacuum is preferred for response to mixture adjustment. For Best Power: 2.0.97, 15.5:1 AFR 3. On either bank, turn the carburetor mixture adjust- ment screw clockwise (foward lean) until the intake manifold vacuum begins to decrease, then slightly ‘counterclockwise to return to maximum vacuum, Note highest vacuum reading. Do the same on the other bank. For Stoichiometric and Best Economy (ntermittent Duty Rating): 2 1.0, 16.09:1 AFR 4, Complete Step 9 (Best Power Adjustment). On one ‘bank at a time, continue to turn the mixture adjustment ‘screw clockwise until the intake manifold vacuum decreases 1/4 in, (6.35 mm) of Hg. For Best Economy (Continuous Duty Rating): 4 1.06, 17.0:1 AFR 5. Complete Step 3 (Best Power Adjustment). On one bankata time, tur the mixture adjustment screw farther clockwise until the intake manifold vacuum decreases ‘3/4 in, (19.05 mm) of Hg. 6. Intake manifold vacuum on each bankshould nowbe 4-1/2 in. (98.1 mm) of Hg less than the readings noted {for Step 3. If not, adjust each bank by half he difference ‘until the values are correct. ‘VEE ENGINE INTAKE MANIFOLD VACUUM BALANCE 1. Check the intake manifold vacuum on both banks at rated load and speed. If the difference is greater than 1/2 in. (12.7 mm) of Hg, checkadjust the fue! settings. Never attemptto equalize A, CAUTION | erriotankntareman Wold vacuum readings by adjusting the governor butterfly plates out of mechanical synchronism. NOTE: Gas pressure to the carburetor(s) may be ‘somewhat ess at fullload than the initia! no load setting. Ifthe pressure drop is more than 3in, (78.2mm) of #20, an insufficient gas. supply pressure to the regulator, undersize piping, incorrect regulator ortice size, or ‘Inadequate regulator capacity could be the cause. NOTE: The carburetor mixture adjustment sorew set- tings are intended to be over rich. AS it is adjusted toward lean, there will be a distin! loss of power when leaned beyond the Best Power airfuel ratio. If the engine is operating under governor control with less than wide open butterfly plates, the power loss can be recognized by a decrease of intake manifold vacuum ‘with a naturally aspirated engine. NOTE: Leaning the mixture may reduce the abilly of the engine to respond to load changes. Response may bo improved by readjusting the micture toward rich (counterclockwise). Increased fuel consumption will result; therefore, a compromise setting toward the leaner mixture is recommended. FORW 6277 Seoond Eaton 405-21