Commissioning PDF

Gas Engines
Application
and Installation
Guide
G3600
● Commissioning Guide
LEKQ7263 1-98
Commissioning Guide
Design Review
Introduction
Explanation of Design Review Report
Generator Set Design Review Report
Industrial Engine Design Review Report
Design Review Results
Construction Review
Introduction
Explanation of Construction Review Report
Generator Set Construction Audit Report
Industrial Engine Construction Audit Report
Live Engine Test
Construction Audit Report
Commissioning Review
Introduction
Air lntake System Evaluation
Cooling System Evaluation
Starting System Evaluation
Exhaust System Evaluation
Governors
Lubrication System Evaluation
Mounting System Evaluation
Driven Equipment Evaluation
Engine Protection System Evaluation
Monitoring System
Ventilation System Evaluation
Serviceability Evaluation
Equipment Safety Evaluation
Generator Control Evaluation
Switchgear Evaluation
Operation and Maintenance Evaluation
Crankcase Ventilation System Evaluation
Generator Set Commissioning Report
Industrial Engine Commissioning Report
Live Engine Test
Analysis of Test Data and Physical Systems
Engine Performance Data
G3600 Spare Parts List
G3600 Engine Commissioning References
G3600 Engine Commissioning Tools List
Design Review Explanation of Installation
Design Review Report
The G3600 Review Report in this guide
Introduction provides a checklist for dealer or Caterpillar
A well-planned installation will aid reliability, Representative use only, and is available from
performance, and serviceability. To be Caterpillar.
successful, the installation designer must be
aware of the application and installation It is a checklist to determine if sufficient
requirements for Caterpillar G3600 products. information has been provided to the
As a first step, the designer should be aware installation designer for completion of initial
of all pertinent Caterpillar reference layouts in compliance with requirements in
publications, such as the Gas Engines the Gas Engines Application and Installation
Application and Installation Guide, Form No. Guide.
LEKQ2368, as well as other information
Complete the form with general information
available from Caterpillar G3600 Family of
about the owner, power station, and
Engines.
builder/installer. Using design criteria of the
Design the installation to give efficient and power station, record specific data concerning
reliable operation. A poorly designed physical features of the site as well as the
installation can hinder serviceability, and engine and generator or driven equipment
make routine maintenance and repairs support systems.
difficult. The neglect of specific design
There is provision to record Caterpillar
requirements for mounting, alignment, and
reference materials provided to the designer
support systems, can lead to poor
as well as a checklist for results of the design
performance and increased cost of operation.
and serviceability review. Compliance with
When the installation designer has completed Caterpillar requirements is noted by placing
a review of the Caterpillar application and an “X” in the box next to the system reviewed,
installation requirements, a discussion should indicating satisfactory or unsatisfactory
take place with Caterpillar dealer personnel to compliance. If the design of a system does not
cover concerns he may have about specific comply, space is provided to record action
areas of the design. This will establish ground required to follow-up and correct the problem
rules for further working relationships in the areas.
design phase. After the initial installation
After completion of the design review and
drawings have been completed, have follow-
design review form, and after reaching
up discussions with the designer to make
agreement on required corrective action, it is
sure the drawings meet application and
recommended that all concerned parties sign
installation requirements. As an aid in the
the form at the designated location.
review of the design, use the G3600
Generator Set Review Report on page 6 or the
G3600 Industrial Engine Design Review
Report on page 8.
5
Caterpillar G3600 Generator Set Design Review Report
General:
Selling Dealer
Servicing Dealer District or Subsidiary
Equipment Suppliers and Contractors:
Customer
Address
Application: Prime Power Continuous @ % load
Peak Shaving Standby
Consist:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW
Engine Cooling System: Seperate Circuit Combined Circuit
Governor: Cat EPG Load Share SPM-A AGLC
APTL Import Export Controller Other (specify)
High Idle: Specified OT Specification
Low Idle: Specified % Droop Specified
Fuel Used: Pipeline Natural Gas Field Gas Landfill Gas
Digester Gas Propane (HD-5) Other (specify)
Fuel Lower Heat Value mJm3 (Btu/scf) Methane Number
Specific Gravity Wobbe Index
Minimum Fuel Pressure kPa (psi) Fuel Filtration
Filter Efficiency
Engine Coolant: Antifreeze % Corrosion Inhibitor Heat Recovery
Seperate Circuit Coolant: Antifreeze % Corrosion Inhibitor
Oil to be used in engine
Engine site conditions: Elevation
Typical Ambient Temperature range for the year: to
Atmospheric conditions: Typical relative humidity level %
Air Quality: Salty Dusty Clean
6
Application Summary (use additional sheets if necessary)
The following parties have discussed and agreed to the results and required action during the
design review process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date
7
Caterpillar G3600 Industrial Engine Design Review Report
General:
Selling Dealer District or Subsidiary
Servicing Dealer
Customer
Address
Application: Driven Equipment rpm @ % load
Consist:
Rating bhp bkW
Engine Cooling System: Separate Circuit Combined Circuit
Governor: Cat Suction Pressure Controller
Discharge Pressure Controller Other (specify)
Fuel Lower Heat Value mJ/m3 (Btu/scf) Methane number
Filter Efficiency
Separate Circuit Coolant: Antifreeze % Corrosion Inhibitor
8
Application Summary
design review process.
9
System Design Compliance with G3600 Engine Requirements
Air Intake
Satisfactory
Unsatisfactory
Cooling
Satisfactory
Unsatisfactory
Starting
Satisfactory
Unsatisfactory
Exhaust
Satisfactory
Unsatisfactory
Fuel
Satisfactory
Unsatisfactory
Lubrication
Satisfactory
Unsatisfactory
10
Engine
Mounting
Satisfactory
Unsatisfactory
Driven
Equipment
Satisfactory
Unsatisfactory
Safety and
Alarms
Satisfactory
Unsatisfactory
Engine
Monitoring
Satisfactory
Unsatisfactory
Ventilation
Satisfactory
Unsatisfactory
11
Serviceability
Satisfactory
Unsatisfactory
Equipment
Safety
Satisfactory
Unsatisfactory
Generator
Controls
Satisfactory
Unsatisfactory
Switchgear
Satisfactory
Unsatisfactory
Operation and
Maintenance
Satisfactory
Unsatisfactory
12
Crankcase
Ventilation
Satisfactory
Unsatisfactory
Satisfactory
Unsatisfactory
Satisfactory
Unsatisfactory
Satisfactory
Unsatisfactory
Satisfactory
Unsatisfactory
13
Construction Review Explanation of Construction
Review Report
The Caterpillar G3600 Construction Review
Introduction Report is intended to provide a checklist for
After the Design Review is satisfactorily dealer use only, and is available from
completed, the next step is the construction of Caterpillar. The report is a simple checklist
the installation site. During this phase, visit used to determine if the previously agreed on
the construction site at least twice to perform design is being successfully implemented
a review of systems installation progress. during the construction process.
The first visit should follow installation of the Fill out the report with general information
Caterpillar G3600 unit(s). Additional visits about the owner, installation site and
may be necessary, depending on the difficulty builder/installer, including the power station
of the installation, and the stage of physical features. Provisions are made for
completion. Make the final visit before the recording the engine and generator systems
commissioning process begins. descriptions, including serial numbers, and
manufacturer, where applicable.
The objective of these visits is to determine if
the previously approved design is being When the construction and installation are in
followed. These visits not only continue to compliance with Caterpillar requirements,
produce a better understanding of Caterpillar indicate this by placing an “X” in the box next
requirements, but also provide a more reliable to the system reviewed for satisfactory or
installation. Experienced construction unsatisfactory compliance to requirements. If
builders will make necessary changes as soon a system does not comply, there is space to
as possible, to avoid costly delays and record the necessary corrective action.
eventual customer downtime.
After the construction review and the
construction review form are completed, and
any corrective action is agreed to, it is
recommended that all concerned parties sign
the construction review form at the
designated locations on the report.
14
Caterpillar G3600 Generator Set Construction Audit Report
General:
Servicing Dealer
Customer
Address
Consists:
Rating bhp bkW @
Jacket Water: Radiator Heat Exchanger
Evaporative Cooler Heat Recovery Coolant Temperature °F °C
Water Pump Drive (specify)
Seperate Circuit: Radiator Heat Exchanger Evaporative Cooler
Heat Recovery Coolant Temperature °F °C
Water Pump Drive
construction audit process.
15
Caterpillar G3600 Industrial Engine Construction Audit Report
General:
Servicing Dealer
Customer
Address
Consists:
Rating bhp bkW @
Jacket Water: Radiator Heat Exchanger Evaporative
Cooler Heat Recovery Coolant Temperature °C (°F)
Water Pump Drive (specify)
Seperate Circuit: Radiator Heat Exchanger Evaporative Cooler
Heat Recovery Coolant Temperature °C (°F)
Water Pump Drive
construction audit process.
16
Live Engine Test
If a live engine test is to be performed at the construction / packaging audit, additional work
needs to be completed. The following is a reference to follow to ensure the package is designed
and performing correctly. This will reduce the commissioning effort when the engine arrives at
the site.
Cooling System Test Preparation

System pressures can be evaluated at the audit. This is usually the best time and facility to install
ports for pressure and temperature measurements if they are not already installed. With the
coolant system empty locate and install bosses (typically 1/4 inch female pipe) at the following
locations shown in Table 1.
Jacket Water System Separate Circuit

䡺 Pump inlet 䡺 Pump inlet
Table 1.
To allow the system to be probed without coolant leakage, sample port adapters should be
installed at this time if they are not already installed. The part numbers are 5P2725 (1/4 inch
male pipe thread), 5P2720 (1/8 inch male pipe thread), and 5P3591 (9/16 inch male straight
thread). The following locations shown in Table 2, need a port adapter:

䡺 Pump outlet 䡺 Pump outlet
䡺 Engine outlet 䡺 Engine outlet
Table 2.
If an Ambient Capability test is to be conducted at the site, blocked open thermostats (Table 3)
need to be installed in the thermostat housings. If the Caterpillar thermostat housings are used,
eight thermostats will need to be blocked open for an inline engine and 16 for a vee. Refer to EDS
50.5, LEKQ7235 on information on how to block open a thermostat.

䡺 4 blocked thermostats inline 䡺 4 blocked thermostats inline
䡺 8 blocked thermostats vee 䡺 8 blocked thermostats vee
Table 3.
Also the cooling system will likely have some debris in the piping. Strainers must be installed.
Strainers are available through Caterpillar and have the following part numbers:
4C9045 - 4 inch diameter pipe

17
Install the proper size strainer in the following locations shown in Table 4.
Jacket Water System Separate Circuit System
Table 4.
Inlet and Exhaust Preparation

System pressures can be evaluated at the audit, but often maximum load can not be obtained
until the engine is at the customer’s site. However, this is usually the best time and facility to
install ports for pressure measurements if they are not already installed. Locate and install bosses
(typically 1/2 inch female pipe) at the following locations:
□ Exhaust Outlet □ Air cleaner housing outlet
These ports should be installed in a straight section of pipe three to five pipe diameters after a
transition as close to the engine as possible. If the Caterpillar air cleaner housing is used the
factory pressure port is adequate.
Fuel Analysis
If the engine is to be run at the construction / packager facility, the fuel that is intended to be
used needs to be analyzed. The fuel analysis needs to be entered into the Methane number
computer program, NETG5017. The output of the analysis will have important information on
how to set up the engine control. Fill in the following information in Table 5 from the Methane
number program:
Parameter Methane number program value

Lower heat value
Specific gravity
Wobbe index
Methane number
Table 5.
Fill Fluids
Cooling System:
Fill the engine cooling systems with coolant. Tap water is unacceptable for a G3600 engine.
Distilled water or deionized water should be used. Even for a short audit test coolant conditioner
needs to be used. Caterpillar coolant conditioner, 8C3680 (5 gallons) or 5P2907 (55 gallons),
should be added at approximately 5 to 6% by volume to the coolant. System volume can be
estimated. Use Table 6 to estimate the volume of coolant in the piping:
Pipe Factor
Volume of Volume of
Pipe Diameter Coolant per Foot Coolant per Meter
inch cm Gallons Liters
4 10 0.65 7.9
5 12.5 1 12.3
6 15 1.5 17.7
8 20 2.6 31.4
Table 6.
18
Find the total length of piping for the respective system and multiply it by the factor shown in
Table 6. Add to that the volume in the coolant exchanger whether it is a heat exchanger or
radiator. This can be found on the spec sheet for the device. Finally add the volume of coolant
that is in the engine. Table 7 will provide an estimate:
Cooling System Capacities

Jacket Water Seperate circuit
Engine Gallons Liters Gallons Liters
G3606 90 340 16 60
G3608 124 470 16 60
G3612 177 670 17 64
G3616 238 900 19 72
Table 7.
The total of the three should approximate the volume of the individual cooling system circuits.
Record them in Table 8:
Jacket Water System

1 2 3 4 5 6
Pipe Pipe factor Length of pipe Col. 2 ⫻ Col. 3 Vol. of Heat Vol. of Engine
size Exchanger
Total of Columns 4, 5 , 6
Separate Circuit System

11 12 13 14 15 16
size Exchanger
Table 8.
Expansion Tank
The expansion tanks volume should also be evaluated. Rule of thumb volumes are 8% and l5% of
the total system volume should be used for the separate circuit and jacket water systems,
respectively. This will provide for the expansion volume plus the reserve capacity. Check the A&I
Guide Cooling section for exact capacities if the expansion tank volumes in columns 10 and 20 in
Table 9 are negative.
Jacket Water System

7 8 9 10
Total from Col. 4, 5, & 6 Actual expansion Col. 7 ⫻ 15% Col. 8 ⫺ Col. 9
in the table above tank volume
Is Col. 10 positive? 䡺 Acceptable Is Col. 10 Negative? 䡺 Unacceptable

17 18 19 20
□ Filled with coolant
Table 9.
19
Engine Lubricating Oil
Fill the engine with the lubricating oil. Make sure to select oil that is approved for use in the
G3600 series engine. When in doubt use Caterpillar Natural Gas Engine Oil available from your
Caterpillar dealer. Table 10 will give an estimate on the oil capacities for the various engines. This
does not include oil heaters, oil makeup systems, driven equipment, etc.:
Engine Oil System Capacity

Oil Capacity
Engine Gallons Liters
G3606 190 719
G3608 240 908
G3612 280 1,060
G3616 360 1,363
Table 10.
Type of oil: _________________________ Wt. of oil: _________________________
□ Engine Filled Date _________________________
Driven Equipment Lubrication

Fill the driven equipment to the manufacturer’s specifications. Some compressors will use the
same oil as the engine. Make sure to factor that amount into the lubrication requirements.
Generators typically have their own oil reservoir for the bearings. Make sure these reservoirs are
filled to their capacity with the proper lubricant. Some generators are lubricated with grease.
Make sure these antifriction bearings are proper lubricated with the manufacturers
recommended grade of grease. Make sure that if auxiliary oil coolers or heaters are used that the
oil capacity is accounted for as well. Some mechanical drives like gearboxes, dry clutches, oil
clutches, etc. may have special lubrication requirements. Make sure to address these before
attempting to power the equipment.
□ Driven Equipment Filled Date _________________________
Air Starter and Prelube Pump

Make sure the lubricators for the vane type air starter(s) and the pneumatic prelube pump are
filled with the proper lubricant. This is typically a light weight (SAE 10) mineral oil or diesel fuel.
Both devices have flow control devices which must be set for proper metering of oil into the
device. Running either a prelube pump or air starter without lubricant will cause premature
failure damage.
Mounting and Alignment

During the design phase of the package a torsional analysis must be completed for the engine,
coupling, and driven equipment. This should be done by the packager. Caterpillar also provides
this service.
Torsional Analysis □ Acceptable □ Unacceptable
20
Alignment
The engine and driven equipment must be mounted on a structure suitable to support the
equipment as well as provide torsional strength. This is typically provided by the engine
packager. The base should be evaluated for structural strength for the application in question.
The engine must be in alignment with the driven equipment. Typically the driven equipment is
shimmed to obtain proper alignment. In some cases such as gas compressors, the engine is
moved and shimmed to obtain alignment.
Note: Shim packs under engine should be 0.76 mm (0.030 in.) minimum and 1.5 mm (0.060 in.)
maximum thickness (see LEKQ7252, the G3600 Mounting and Alignment module from the Gas
Engines Application and Installation Guide).
The alignment between the engine flywheel and driven equipment input flange must be inspected
in the axial and radial directions. This is done with either two dial indicators or laser alignment
tool. If dial indicators are used it is important to have a very stiff indicator support. Any droop in
the support will corrupt the data. Magnetic mounts are unacceptable. To obtain reliable axial
alignment data the engine and driven equipment must be thrusted against their respective thrust
surfaces. This is done by jacking the engine crankshaft away from the driven equipment input
flange. The engine grows thermally between cold and hot operation. The engine grows vertically
0.011 in and 0.005 in. to the side as measured at the crankshaft. This growth must be considered
in the cold alignment. The engine must be prelubed prior to performing an alignment test.
□ Prelube completed
12:00 3:00 6:00 9:00 12:00

Face (Axial) 0.000 inch
Bore (Radial) 0.000 inch
Use Table 11 to record the cold alignment values:

Table 11.
Alignment Evaluation
12:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Face (Axial) ± 0.007 inch ± 0.007 inch
䡺 Acceptable 䡺 Unacceptable 䡺 Acceptable 䡺 Unacceptable
Bore (Radial) ± 0.005 inch ± 0.005 inch
If the start and finish 12:00 positions are greater than ± 0.001 inch, the alignment values must be
rerun. To determine if the alignment is within specification use Table 12:
Table 12.
If any of the above tests are unacceptable, shims can be used to correct the alignment problem.
Typically the driven equipment is shimmed. If this is impractical, an engine shim pack is available
under Caterpillar part number, 7W8489, which provides 6 mm worth of shims in two thickness’,
0.05 mm and 0.08 mm. Record the new alignment readings.
21
Endplay (Thrust)
The engine crankshaft endplay and deflection must be evaluated. Use Table 13 to determine if the
endplay and deflection are acceptable:
Engine Endplay Evaluation
Endplay measured Tolerance
0.008 inch to 0.024 inch
䡺 Acceptable 䡺 Unacceptable
Table 13.
The driven equipment input shaft endplay must be evaluated if the driven equipment has oil
lubricated journal bearings (not antifriction bearings). Determine the range of acceptable endplay
from the driven equipment manufacturer and enter in the table below. Use Table 14 to determine
if the endplay is acceptable:
Driven Equipment Endplay Evaluation

inch to inch
Table 14.
Crankshaft Deflection
The engine crankshaft deflection must be evaluated. This test is performed at the rod throw just
to the rear of the center main journal. To perform the test remove the side access door(s) at that
throw. Install a crankshaft deflection dial indicator such as a Staurett #696 or equivalent across
the counterweights for that throw. On inline engines there is only one counterweight and a 1-8
THD X 6 inch bolt must be installed into the crankshaft to support the free end of the dial
indicator. The engine (and driven equipment) must be prelubed. Zero the indicator at the top of
the stroke. Rotate the engine stopping at the 90° positions. Since the rod(s) impede full rotation
of the crankshaft when the tool is installed the direction of rotation must be reversed to return to
the initial starting position. (Tip: If the rod(s) hit the indicator, it will likely fall into the oil filled
pan. To allow easy retrieval of the tool, tie a string tether to it with the other end secured outside
the block.) Record the 90° points again on the return direction. Use Table 15 to record data:
Deflection Values
1:00 3:00 6:00 9:00 11:00
Clockwise 0.000 inch
Counter
clockwise
Table 15.
If the start and finish 1:00 positions are greater than ± 0.0005 inch, the deflection values must be
rerun. To determine if the deflection is within specification use Table 16.
Deflection Evaluation
Table 16.
22
Combustion Air System
The aircleaner and piping system must be inspected to ensure it has not been contaminated with
dirt and debris. The air cleaner elements should be removed from their housing. Carefully
inspect the clean side of the air cleaner elements. While the elements are removed, inspect the
air cleaner housing. It must be clean and free from debris. Inspect the welds and joints of the air
cleaner housing on the clean side and look for gaps and openings that could let dust into the
clean intake air. If any such possible dirt entry point is found, return the housing to the
manufacturer or repair the part by welding or other suitable method.
The clean side air piping must be inspected for cleanliness. Inspect in place if possible. If it is not
possible remove the piping and inspect in a clean area. Any dirt, dust, and debris must be
removed. If the pipe is ferrous material it should be stainless steel or galvanized. Rust is very
abrasive and can wear an engine prematurely; however, painting is not recommended to control
rust. PVC or fiberglass piping are recommended.
For a short in-shop-run a temporary air cleaner element can be used. Flat panel elements such as
that used on G300 family or G3408 and G3412 are a good choice. They must be securely mounted
at the turbo inlet and should be sealed (duct tape is usually adequate).
DC Electrical
An interconnect harness is used between the engine junction box and the Engine Supervisory
System (ESS). These wires must be connected to perform the live engine test. An instruction
booklet is available to assist in the point to point wiring of the interconnect harness. lt is “Special
Instruction - Installation and Startup Guide”, SEHS9708. Once the interconnect harness
connections are completed and prior to powering up the ESS, verify interconnect harness wiring
between Engine Supervisor System (ESS) and engine terminal box is correct. To do this first
disconnect all sensor and actuator connectors. Connect battery and charger or power supply to
the ESS panel (or engine terminal box). Insert and close power fuse with mode switch in
OFF/RESET. Verify 24VDC between ESS351 and ESS353. The ESS panel should appear “dead”.
Turn mode switch to STOP. The ESS panel should power up. Many faults should appear. This is
normal. Verify proper sensor voltages at the engine terminal box for all sensors and actuator
feedback devices. Correct errors. Table 17 can be used to determine if the connections were
done correctly.
Go to OFF/RESET and open power fuse. Connect all sensor and actuator connectors. Again
power up the ESS panel by closing the power fuse and turning the mode switch to STOP. No
faults should appear. If some do, take corrective action. Verify proper sensor readings on the
CMS, SCM, and pyrometer(s). Also verify that the remote speed control works correctly, if
installed.
23
+ Terminal – Terminal Expected Actual
Circuit # @ Engine @ Engine Description Voltage Voltage OK
A111 303 304 Choke Actuator 0
A121 301 302 Fuel Actuator 0
A181 305 306 Wastegate Actuator 0
P301 401/404 411/414 + Power (A & B) +24 ± 3 VDC
P401 411/414 401/404 – Power (A & B) –24 ± 3 VDC
P501 360 362 Prelube Level Switch +24 ± 3 VDC
P509 308 415 Slave Relay 2 0
C001 179 180 Oil Level Switch – NO * +13 ± 1 VDC
C003 168 174 PLSR Contact – NO +5 ± 2 VDC
C029 355 419 Emergency Stop Switch – NO +5 ± 2 VDC
C031 330 331 Water Level Switch – NO * +13 ± 1 VDC
C211 170 173 Starter Solenoid Valve 0
C212 169 172 Prelube Solenoid Valve 0
C321 167 171 Gas Shutoff Valve 0
S001 352 353 Oil Temperature +5 ± 1 VDC
S012 157 159 Air Manifold Temperature +10 ± 1 VDC
S021 126 128 Fuel Temperature +10 ± 1 VDC
S031 343 345 Coolant Temperature +10 ± 1 VDC
S101 333 335 Unfiltered Oil Pressure +24 ± 3 VDC
S102 338 340 Filtered Oil Pressure +24 ± 3 VDC
S103 348 350 Oil Pressure +5 ± 1 VDC
S112 181 183 Start Air Pressure +24 ± 3 VDC
S131 NC NC Coolant Pressure ^ +24 ± 3 VDC
S141 175 177 Crankcase Pressure +10 ± 1 VDC
S272 147 149 Speed Pickup – SIECM +10 ± 1 VDC
S381 121 123 Right Detonation Sensor +13 ± 1 VDC
S382 161 163 Left Detonation Sensor +13 ± 1 VDC
S411 316 318 Left Air Restriction Sensor +24 ± 3 VDC
S412 311 313 Right Air Restriction Sensor +24 ± 3 VDC
S591 131 133 SCM Transducer Module +13 ± 1 VDC
S592 115 118 Pressure Module +20 ± 1 VDC
S780 136 414 Combustion Buffer +24 ± 3 VDC
* These voltages will be present if the oil & cooling systems are filled (contacts open)
^ Cogen only
Table 17a.
24
P509 630 763 Slave Relay 2 0
S380 800 803 Detonation Sensors +13 ± 1 VDC
P301 610 621 + Power +24 ± 3 VDC
P401 620 611 – Power –24 ± 3 VDC
P302 680 690 + Switched Power +24 ± 3 VDC
P402 690 680 – Switched Power –24 ± 3 VDC
Terminal numbers listed in BOLD are interconnect harness connection points
* These voltages will be present if the oil and cooling systems and filled (contacts open)
Table 17b.
25
Power Supply Quality
The power supply should be evaluated for AC ripple. To do this use a voltmeter to measure the
voltage across the power supply. Record both the voltage using the DC scale and the AC scale.
Record in Table 18:
Power Supply Voltage

DC Voltage AC Voltage
Table 18.
Engine Monitoring and Protection System

Verify Status Control program and shutdown settings. Record findings in Table 19:
Selector Program Value
Position Feature and Units Actual Value OK
2 Energize to Run 0
3 Metric (1)/English (0) units 0
4 No. of Ring Gear Teeth 255
5 Overspeed 1130 rpm
7 Crank Termination Speed 250 rpm
8 Oil Step Speed 600 rpm
9 Rated Oil Pressure 207 kPa (30 psi)
10 Idle Oil Pressure 68 kPa (10 psi)
11 High Oil Temperature 90°C (194°F)
12 Low Oil Temperature 21°C (70°F)
13 Over-crank Time 300 Sec
14 Cycle Crank Time 30 Sec
15 Cool-down Time 0 Min
Table 19.
The exhaust pyrometer stack shutdown temperature should be recorded in Table 20. This can be
examined by powering up the ESS panel and pressing the shutdown setting switch on the
pyrometers.
Exhaust stack shutdown

Pyrometer temperature °C (°F)
Inline / Right Bank
Left Bank
Table 20.
26
Initial Settings
Air Pressure Module Calibration
Prior to starting the engine, the manifold air pressure module must be calibrated (refer to System
Operation Testing and Adjusting, SENR5528-03). To calibrate the pressure module turn the mode
switch to STOP. Wait one minute after the engine has stopped. Adjust Energy Content dial to 910
as displayed on the ECM alphanumeric display. Display inlet air manifold pressure on CMS
digital readout (gauge #4). Connect a jumper wire from terminal ESS278 (J3-34) to -BAT terminal
(ESS353). Wait ten seconds. Turn Fuel Energy Content dial until the inlet air manifold pressure
indicates the correct absolute air pressure (in kPaa) for the ambient atmospheric conditions. The
local barometric reading is usually an altitude corrected value. The UNCORRECTED value is the
one that is required. If an accurate barometer reading is not available and the elevation is known,
then the following formula can be used to obtain an approximate value. See Figure 1. It can also
be used to verify that the independent value obtained is correct. Pressure is in kPaa and
Elevation is in feet.
Atmospheric Pressure = Atmospheric Pressure at Sea Level –

[ (公Altitude) x 0.0778] - (Altitude x 0.00236)
Let the reading stabilize for one minute. Disconnect the jumper at terminal ESS278. Readjust Btu
back to original value for the fuel being used. Turn mode switch to OFF/RESET to power down
the ESS panel. Again turn the mode switch to STOP. Verify the inlet air manifold pressure is
within ± 1 kPa of the desired setting. If not, repeat procedure.
Atmospheric Pressure (kPaa)
102
100
98
96
94
92
90
88
86
84
82
80
0
300
600
900
1200
1500
1800
2100
2400
2700
3000
3300
3600
3900
4200
4500
4800
5100
5400
5700
6000
Elevation (ft)
Note: This graph is based on normal atmospheric conditions (103 kPaa atmospheric pressure). The
curve will shift with a change in atmospheric pressure.
Figure 1.
Example:
Atmospheric Pressure at Sea level = 103 kPa

Altitude = 3000 ft
Atmospheric Pressure = 103 - [(公3000) x 0.0778] - (3000 x 0.0236) = 91.7 kPaa
□ Pressure Module Calibration Set
____________________ kPaa (psia)

27
Governor and Wastegate Dynamics
Prior to starting the engine the governor and wastegate dynamics need to be reset to zero.
Connect Digital Diagnostic Tool (DDT) to the provided connector either at the ESS panel or
engine terminal box. The governor and wastegate dynamics need to be “zeroed”. To zero the
governor dynamics use the DDT [SELECT MODE] key to move to GOV MENU 07. Use the
DDT [SELECT FUNC] key to move to 70. Press the [0] key. Use the DDT [SELECT FUNC] key
to move to 71. Press the [0] key. Use the DDT [SELECT FUNC] key to move to 72. Press the [0]
key. To zero the wastegate dynamics use the DDT [SELECT MODE] key to move to WASTE
MENU 08. Use the DDT [SELECT FUNC] key to move to 80. Press the [0] key. Use the DDT
[SELECT FUNC] key to move to 81. Press the [0] key. Use the DDT [SELECT FUNC] key to
move to 82. Press the [0] key. Return to Status Mode by pressing the DDT [SELECT MODE]
key to move to STATUS 01. In the case of a compressor application the governor and wastegate
dynamics should initially be set to -15.
□ Governor Dynamics Set
□ Wastegate Dynamics Set
Customer Settable Parameters

The Hi Idle (DDT CSP - 30) should be set prior to starting the engine. Connect Digital Diagnostic
Tool (DDT) to the provided connector either at the ESS panel or engine terminal box. Use the
DDT [SELECT MODE] key to move to Customer Selectable Parameter (CSP) MENU. Use the
DDT [SELECT FUNC] key to move to 30. To set in the desired value press [ALT 1], then enter
the desired maximum idle speed. Press [Enter] to store the new value.
□ Hi Idle Set __________ rpm
The Governor Droop (DDT CSP - 31) should be set prior to starting the engine. Connect Digital
Diagnostic Tool (DDT) to the provided connector either at the ESS panel or engine terminal box
Use The DDT [SELECT MODE] key to move to Customer Selectable Parameter (CSP). Use the
the desired amount of droop. Press [Enter] to store the new value. On compressor engines an
initial value of 10% should be used.
□ Governor Droop Value Set __________ % Droop
The Droop/Isochronous (DDT CSP - 32) should be set prior to starting the engine. Connect
Digital Diagnostic Tool (DDT) to the provided connector either at the ESS panel or engine
terminal box. Use the DDT [SELECT MODE] key to move to Customer Setable Parameter
(CSP). Use the DDT [SELECT FUNC] key to move to 32. To select Droop or Isochronous press
[ALT 1]. The DDT will toggle between the two choices. Once the desired entry is obtained, press
[Enter] to store the new value. On compressor engines Droop should be selected initially.
□ Governor Droop Selected
□ Isochronous Selected
28
Fuel and Start Lines Inspection and Setting
Both fuel and starting air lines should be inspected for debris and blown down to insure they are
clean. Caution should be used when blowing down the gas because of the potential for fire and
explosions. Set the fuel pressure regulator to 310 ± 7 kPa (45 ± 1 psi). Set starting air pressure.
The acceptable pressure range is 860 to 1550 kPa (125 to 225 psi) for vane type starter motors
and a maximum of 620 kPa (90 psi) for turbine type starter motors.
□ Fuel line inspected
□ Start air line inspected
□ Fuel Pressure Regulator Set _________________________ kPa (psi)
□ Start Air Pressure Regulator Set _________________________ kPa (psi)
Set Engine Speed dial to < 750 rpm as displayed on ECM display.
□ Fuel Energy Set _________________________ Btu
□ Engine Speed Set _________________________ rpm
Generator
On generators the voltage regulator should be turned off. This may require pulling wires, fuses,
etc. Also the generator breaker should be racked out or otherwise disarmed and locked out.
□ Turn off Voltage Regulator
□ Lockout Generator Breaker
Crank Test
Crank the engine with the fuel shut off (make sure to prelube first). A fault will likely be present
during this cycle. To obtain sufficient ignition voltage from the magneto to obtain a start, the
engine must crank a minimum of 60 rpm. After 5 to 10 seconds of cranking record the cranking
speed and starting air/gas pressure in Table 21.
Cranking Test
Cranking Speed Cranking Air Pressure
≥ 60 rpm 䡺 Acceptable < 60 rpm 䡺 Unacceptable
Table 21.
Even though the minimum speed of 60 rpm may be obtained, it is desirable to have higher
cranking speed. This will allow the engine to start quicker, start at lower ambient temperature,
and accelerate to rated speed quicker. Therefore, the higher the available fluid pressure the
better, (up to the limit of the starter).
Start the Engine

The engine should now be ready to start. Put the engine mode control switch in the START or
AUTO (with initiate contact closed) position. The control should begin to prelube. Once the
29
prelube is complete the green Engine Ready Light should come on followed by cranking of the
engine. If the green Engine Ready Light fails to come on even though the prelube terminates,
check to see if a Driven Equipment Not Ready caution appears on the ECM display. If that
caution appears, correct it by making sure the Driven Equipment terminals on the customer
terminal strip are closed. Attempt to start again.
Once the engine starts. It may be limited to 550 rpm by the Idle/Rated contact. To ramp to the
speed set by the Engine Speed dial, this set of customer terminals must be closed. Once at the
rated speed increase the speed by increasing the setting on the Engine Speed dial. Examine the
exhaust port pyrometers to make sure all cylinders are firing. If the engine is unstable, the choke
may need adjustment. The Actual/Desired Air Pressure (DDT CSP - 33) should be set while the
engine is running at idle. Connect Digital Diagnostic Tool (DDT) to the provided connector
either at the ESS panel or engine terminal box. Use the DDT [SELECT MODE] key to move to
Customer Setable Parameter (CSP). Use the DDT [SELECT FUNC] key to move to 33,
ACT/DES AIR PR. To change the position of the choke press [ALT l] to close the choke and
decrease the actual air pressure. Pressing the [ALT 2] will increase the actual air pressure. The
DDT will display both the actual and desired values. Pressing the [0] key will return the choke to
the “factory zero” position. The goal is to get the actual and desired to match and obtain stable
idle. Sometimes the actual and desired may not match at the most stable idle. Once the desired
entry is obtained, press [SELECT MODE] to store the new value and leave the CSP mode.
□ Choke Position Set
Protection System
After the engine has been started the protection system needs to be exercised to ensure that it
will successfully protect the engine. After the engine has run for approximately 30 minutes,
evaluate some of the shutdown protections. As a minimum verify that each module can cause a
shutdown. The recommended way to do this is to disconnect the connector at the inlet air
restriction sensor. This will verify that the CMS and Engine Control (ECM) work properly. Next
use the overspeed verify button on the back of the SCM. The overspeed should take place at 75%
of the value programmed in on item #6 above. Finally, test the timing control (TCM) by removing
one of the detonation sensor connectors.
CMS/ECM Shutdown □ Acceptable □ Unacceptable
SCM Shutdown □ Acceptable □ Unacceptable
TCM Shutdown □ Acceptable □ Unacceptable

Run the engine for 20 - 30 minutes. Shutdown and inspect the strainers. Remove strainers if clean
and free from debris. If not clean the strainers and reinstall. Restart the engine. Repeat this
process until the strainers are clean.
□ Inspect & Remove Strainers
Typically at an audit the engine can not be loaded, so only a partial cooling test can be run. The
items of interest are pump rise, pressure drop across the engine, and external system resistance.
This information can be obtained by making some pressure measurements. Recording data in
Table 22 will provide the needed information:
30
Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Inlet P0 P4
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Speed rpm
Table 22.
To evaluate the above information use Table 23 to determine pump rise:
Pump Outlet P1 P5
Pump Inlet P0 P4
Pump Rise P1-P0 P5-P4
Specification Inline Inline
Specification Vee Vee
Table 23.
Since the pump rise is flow (engine speed) dependent the specification of acceptable pump rise
must be determined from the Cooling Section of the A&I Guide or from TMI.
To evaluate pressure drop across the engine use Table 24:

Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Resistance P1-P2 P5-P6
Table 24.
Since the engine resistance is flow (engine speed) dependent the specification of acceptable
engine resistance must be determined from the Cooling Section of the A&I Guide or from TMI.
The external resistance will also effect the coolant flow and must be considered if the engine
resistance is too low for the operating engine speed. The system resistance in this circumstance
will likely be high. The goal is to obtain more than the minimum coolant flow rate through the
engine.
The external system resistance must be within certain limits for optimum cooling system
performance. Use Table 25 to evaluate the system resistance:
Engine Outlet P2 P5
Pump Inlet P0 P4
External Resistance P2-P0 P5-P4
Table 25.
31
The coolant flow rate through the cooling system can be determined. The flow rate from the
external resistance can be determined by finding the appropriate chart in the Cooling Section of
the Gas Engines Application and Installation Guide. The flow is engine speed dependent and the
proper speed curve must be used. Record the flow value in the following evaluation table.
The flow rate from the internal resistance or engine resistance needs to be determined. Find the
appropriate chart in the Cooling Section of the Gas Engines Application and lnstallation Guide.
The flow is not engine speed dependent. Record the flow value in Table 26. The flows must agree
within ± 20%, and must be within the minimum and maximum flow range for that circuit. Use
Table 26 to determine if the flow is acceptable:
Coolant Flow Measurement

Jacket Water System Seperate Circuit System
Pressure drop Flow rate Pressure drop Flow rate
External Resistance
Engine Resistance
Evaluation
Engine flow = 䡺 Acceptable 䡺 Acceptable
External flow ± 20%
Engine flow <or> 䡺 Unacceptable 䡺 Unacceptable
Table 26.
The static suction pressure needs to be recorded. If the expansion tank is in its final configuration
measure static suction pressure in Table 27:
System Pressure Specification OK

Jacket Water P0
Sperate Circuit P4
Table 27.
32
Engine Performance
Record engine performance using Table 28:
Inline Engine Performance Data Sheet

DDT Status Control Date:
10 rpm / hr hr
11 Timing / rpm rpm Time:
12 A/F Ratio / Volt VDM
13 Air Press / Oil Pres psi AC Volts
14/1 Comb TM #1 / Oil Temp °F
14/2 Comb TM #2 / Computer Monitoring System Amps
14/3 Comb TM #3 / Air Temp °F
14/4 Comb TM #4 / Eng Temp °F PF
14/5 Comb TM #5 / Fuel Fact %
14/6 Comb TM #6 / Air Pres psia
14/7 Comb TM #7 / Oil Pres psi
14/8 Comb TM #8 / Eng Load %
Oil Filt Pr psi
Rt Air Res inch H2O
Crnkcs Pr inch H2O
Cool Pres
Strt Air Pr psi
rpm rpm
Pyrometer Inline
15 Air Temp Temp Stk #0 °C
16 Air Flow Temp #1 °C
17 Fuel Act Temp #2 °C
18 Fuel Pres Temp #3 °C
19 Fuel Flow Temp #4 °C
20 Fuel Temp Temp #5 °C
21 Fuel Btu Temp #6 °C
22 Fuel Cor Temp #7 °C
23 % Load Temp #8 °C
24 Choke Act Engine Control
25 Waste Act drpm
26 Det Bars Btu
Table 28a.
33
Vee Engine Performance Data Sheet
10 rpm / hr hr
12 A/F Ratio / Volt VDC
13 Air Press / Oil Pres psi AC Volts
14/2 Comb TM #2 / Computer Monitoring System Amps
14/3 Comb TM #3 / Air Temp °F
14/4 Comb TM #4 / Eng Temp °F PF
14/5 Comb TM #5 / Fuel Fact %
14/9 Comb TM #9 / Oil Filt Pr psi
14/10 Comb TM #10 / Rt Air Res inch H2O
14/11 Comb TM #11 / Crnkcs Pr inch H2O
14/12 Comb TM #12 / Cool Pres
14/13 Comb TM #13 / Lf Air res inch H2O
14/14 Comb TM #14 / Strt Air Pr psi
14/15 Comb TM #15 / rpm rpm
14/16 Comb TM #16 / Pyrometer Left (Even) Right (Odd)
15 Air Temp Temp Stk #0 °C °C
16 Air Flow Temp #2/1 °C °C
17 Fuel Act Temp #4/3 °C °C
18 Fuel Pres Temp #6/5 °C °C
19 Fuel Flow Temp #8/7 °C °C
20 Fuel Temp Temp #10/9 °C °C
21 Fuel Btu Temp #12/11 °C °C
22 Fuel Cor Temp #14/13 °C °C
23 % Load Temp #16/15 °C °C
25 Waste Act drpm
26 Det Bars Btu
Table 28b.
34
Construction Audit Results
System Construction Compliance with G3600 Engine Requirements
Air Intake
Satisfactory
Unsatisfactory
Cooling
Satisfactory
Unsatisfactory
Starting
Satisfactory
Unsatisfactory
Exhaust
Satisfactory
Unsatisfactory
Fuel
Satisfactory
Unsatisfactory
Lubrication
Satisfactory
Unsatisfactory
35
Engine
Mounting &
Alignment
Satisfactory
Unsatisfactory
Driven
Equipment
Satisfactory
Unsatisfactory
Safety and
Alarms
Satisfactory
Unsatisfactory
Engine
Monitoring
Satisfactory
Unsatisfactory
Ventilation
Satisfactory
Unsatisfactory
36
Serviceability
Satisfactory
Unsatisfactory
Equipment
Safety
Satisfactory
Unsatisfactory
Generator
Controls
Satisfactory
Unsatisfactory
Switchgear
Satisfactory
Unsatisfactory
Operation and
Maintenance
Satisfactory
Unsatisfactory
37
Crankcase
Ventilation
Satisfactory
Unsatisfactory
DC Electrical
Satisfactory
Unsatisfactory
AC Electrical
Satisfactory
Unsatisfactory
Satisfactory
Unsatisfactory
Satisfactory
Unsatisfactory
38
Commissioning Review the described party designated by the Project
Manager for any project.
Introduction
This document gives guidance to personnel Air Intake System Evaluation
commissioning the Caterpillar G3600 Family To evaluate the engine air intake system, the
of Engines. Use the included information to total system must be evaluated from the air
prepare the final commissioning report and source for the engine to the inlet to the
documentation of performance of each engine turbocharger. This may include engine room
as it goes into full service. Any deletion of air or the aircleaner may be mounted outside
information can cause confusion during future the engine room. Whichever the case,
maintenance or warranty activity. Document consider the following items when evaluating
each of the items included in each discussion the air intake system.
in the final report establishing the initial
condition of engine operation. Combustion Air
Air inlet temperature to engine should not
Commissioning has many activities associated exceed 49°C (120°F) or less than -25°C
with its definition. The Field Engineer (-13°F).
responsible for Commissioning must be
prepared to give guidance to all areas of the Is the quantity of air available for combustion
project as well as being the final evaluator of sufficient? This requires approximately
operating systems and engine performance. 0.10 m3/min/bkW (2.5 ft3/min/bhp) for low
This module is intended to assist in this activity emissions engines.
and to complement the existing Gas Engines
The engine room or enclosure should not
Application and Installation Guide.
experience negative pressure if combustion
It is important to understand the standards air and ventilation air are from the same
established for each system and the source.
specifications accompanying those standards
For extremely cold climates, an alternate
to give the Caterpillar G3600 Family of
warm filtered air source should be available
Engines the highest reliability and customer
for starting the engine. The air temperature
satisfaction possible. Any deviation from the
for starting should not be less than 0°C
standards or specifications can be detrimental
(32°F).
to the life of the product. Normal operation of
systems can cause deterioration in Remote Mounted Air Cleaners
performance over their expected life. Starting Air cleaner elements must be accessible for
with deviated standards and specifications will periodic maintenance.
only shorten the expected life.
The air cleaner elements must be mounted in
Items included in the system guides are the housing to assure the engine does not
intended to assist in the documentation of ingest foreign material due to incorrect
facts to be included in the final positioning.
commissioning report. Pictures and other
schematics or visual aids included as The air cleaner housing air outlet must have a
attachments to the commissioning report are flexible transition attaching the air inlet
valuable to help others understand the ducting. Double band clamping at each end of
descriptions given in the report. the flex is required to assure non-filtered air
does not enter the ducting.
Caterpillar personnel are available to
commission G3600 Generator Sets and The air cleaner housing must have surface
Industrial Engines for a nominal fee. If this is protection when subjected to a harsh
not done, the responsibility of system environment such as salty atmosphere.
evaluations and full commissioning is that of
39
Air inlet restriction is recommended not to the turbocharger. The turbocharger must not
exceed 38 cm (15 in.) of water. New, clean support the weight of the ducting. Also, there
systems should be near 13 cm (5 in.) of water must be double band clamping to insure non-
restriction to allow appropriate service filtered air does not enter the engine.
intervals for the filter elements.
Observe the proximity of the exhaust piping
The air cleaner housing must be mounted in a and the air intake ducting. Insure there is no
position that will not allow recirculating heat transfer between the two sets of piping. If
exhaust gases, crankcase fumes, or rain or evident, insist either or both are insulated to
sea spray to mix with the combustion air. protect both air inlet temperature and the
nonmetallic connections.
The air cleaners should draw outside air
through the elements and use air ducting to Air inlet ducting must be inspected for leaks
the turbo inlet. during engine operation.
In cold climates, the air cleaner can be Air Cleaner Provided by Others
subjected to filter icing when mounted outside Air cleaners not provided by Caterpillar for
the engine room. Consider the year-round the engine must meet air flow and
conditions at the site, and insure provisions contamination containment requirements to
are available for the engine to receive filtered protect the engine from shortened component
inlet air during all periods of engine operation. life. This requires prior factory approval.
Air Inlet Ducting

The intake air ducting must be clean and free
of any weld slag, debris, rust, or corrosion Cooling System Evaluation
prior to operating the engine. This must be A cooling system evaluation for the Caterpillar
inspected prior to initial start-up. G3600 Family of Engines must include engine
operating parameters, external system piping,
The interior surface of the intake ducting water quality, and external cooling
must be protected from future rust and components. A properly controlled cooling
corrosion due to intake air quality. system is essential for satisfactory engine life
and performance. Defective cooling systems
The intake air piping must have long gentle
and careless maintenance are a direct cause
radius bends (2 x Dia = Radius) and generous
of many engine failures. Consider the
straight lengths if a single straight length
following when evaluating the engine cooling
from the air cleaner housing is not possible.
system.
The cross sectional area of the intake ducting
must be the same or larger than the air
Engine Cooling Circuits
cleaner housing outlet and the air inlet Water flow from the left side pump (viewed
adapter for the turbocharger. Any abrupt from the rear) is split between the aftercooler
changes must be avoided, see Air Intake and oil cooler. Flow balance orifices are used
System of Gas Engines Application and on the outlet of both components. Insure
Installation Guide for more information on air these orifices are in place.
inlet ducting. The right-hand pump (viewed from the rear)
The air inlet restriction created by the ducting supplies water to the jacket water system.
must be minimal to allow normal service Insure the orifice(s) are in place.
intervals for the air cleaner elements. The two pump design provides jacket water
Air inlet ducting must not be rigidly mounted and separate circuit cooling systems. The
to either the air cleaner housing or to the separate circuit is used to cool both the
turbocharger inlet. Flexible non-metallic aftercooler and the oil cooler. The separate
connections must be used between the circuit and the jacket water circuit can be
ducting of both the air cleaner housing and either inlet or outlet controlled. During
40
performance testing of the engine, insure the The internal resistance of the engine needs to
appropriate inlet water temperature is being be measured as well. This too is done with
supplied to both circuits and the temperature the blocked open stats installed. The pressure
rise of the water is within specified limits. drop needs to be measured from the pump
outlet to the engine outlet on both the jacket
System Coolers water and separate circuit systems. The
Radiators are the most common way to cool pressure drop depends upon the speed of the
coolant water on the G3600 Family. Other engine, and therefore the pressure should be
methods include heat exchangers and cooling measured at rated speed. From the pressure
towers. It is the user/installer's responsibility drop a coolant flow rate can be obtained from
to provide proper venting and isolation of the the chart in the Cooling Section of the Gas
cooler for required maintenance or repair. Engines Application and Installation Guide.
If an open cooling tower system is used, Make sure to identify the correct engine
insure the water from the cooling tower does configuration and circuit. This value should
not enter the engine. Debris collected by the be compared with the corresponding flow rate
water from the atmosphere can be determined by the external resistance chart
detrimental to water pumps and be deposited also in the Gas Engines Application and
in the engine. Consider the cooling tower Installation Guide. These two values must be
water as raw water and make the engine in the usable flow range and should agree
circuits closed-loop using a heat exchanger. within ± 20%. If the flow is too high, then
additional external resistance should be
When impractical to route vent lines long added. If the flow is too low, determine the
distances to a common venting point, a cause - usually excessive external resistance.
5N3727 float valve, or APCO air release valve,
Model 200AB.3, or equivalent is Expansion Tanks
recommended. It has a cast iron body and The water level in the expansion tank should
stainless steel trim. The cover includes a be at the highest point in the cooling system
1/2 in. NPT plug that should be removed for to allow proper venting during initial filling of
installation of a nipple and ball allowing rapid the system. This will also provide a single fill
venting during initial fill of the system. The point for the cooling system.
valve’s internal diaphragm collects entrained
air and automatically releases it to If the expansion tank is not the highest point
atmosphere during operation. in the system, it is the user/installer's
responsibility to provide an auxiliary
Cooling System Pressure Drop expansion tank at the highest point in the
Regardless of the type of cooler used, the system. The auxiliary tank must be inter-
external system resistance in the piping and connected with the expansion tank to provide
through the cooler must be measured. The complete venting of the system.
pressure is based on the rated speed of the
engine and full flow to the external system. Any other cooling system component should
Circuits with thermostats must be replaced have vent lines run to the auxiliary tank or
with blocked open stats to allow full flow. must be vented independently. Vent lines
should be added if not provided. The vent
The inlet and outlet pressure of the coolant lines should run from the highest point on the
must be measured as close to the engine as engine, which is usually the turbocharger
possible to obtain a correct external system housing, to the highest point in the expansion
resistance. Customer piping must have tank or auxiliary tank if provided. Lines
monitoring ports added for this measurement. should be 1/2 inch diameter tubing, stainless
steel or copper. Refer to Cooling Systems
section of the Gas Engines Application and
Installation Guide.
41
Initial filling of the system must be done at a It is the user/installer's responsibility to
rate so that complete venting of the cooling provide additional pressure and temperature
system can occur. Always be ready to add a gauges and alarms in the external system for
supplemental volume of water to system at the operators to monitor daily. Detection of a
initial start-up in case air has been trapped in developing cooling system problem can
the system. The Caterpillar expansion tank is prevent an unscheduled shutdown of the
provided with a 7 psi pressure cap. During engine or an operation alarm condition.
testing and adjusting the external system
resistance, the pressure cap must be Central Cooling Systems
removed. Re-install the pressure cap prior to Cooling multiple engines from a common
the engine performance testing under load. system is not recommended. A devoted cooler
for each engine is preferred.
When altitude becomes a consideration for
the boiling point of water, insure that the If a central cooling system is required for the
standard pressure cap is adequate to prevent installation, insure that the system
coolant boiling below the alarm and/or performance is evaluated with the maximum
shutdown protection settings. For example, a heat rejection possible from all engines being
jacket water temperature shutdown would cooled from the system. Since every system,
require a 7.5 psi cap at sea level to maintain application, and installation will be unique,
98°C (208°F) setting. At 3048 m (10,000 ft), they must be approved by Caterpillar.
the pressure cap would only provide the
equivalent of 4 psi and the boiling point of External System Piping
water is reduced to approximately 93°C The external system piping must be clean and
(200°F). The shutdown setting would not free of weld slag and other debris that can be
protect the engine. A 14 psi cap would be detrimental to engine components.
required.
Inspect cooling system piping prior to the
If an expansion tank pressure cap is not used, initial filling of the system. If debris is found,
adjust water temperature alarm and shutdown insure the piping is cleaned before filling the
contactors according to atmospheric system.
conditions to insure adequate engine
Install temporary strainers at the engine in
protection.
the coolant inlet line(s) prior to initial engine
If a non-Caterpillar expansion tank or a shunt operation. Operate the engine at no-load and
style cooling system is provided for the rated speed for at least 15 minutes. Remove
engine, a complete test must be done the strainers and check for debris. If debris is
complying with requirements listed in EDS found, reinstall the strainers and repeat the
50.5, Cooling System Field Test, Form No. operation. Continue this procedure until no
LEKQ7235. debris is found in the screen. Do not adjust
external system resistance with the strainer
Cooling System Protection installed. The temporary strainers are
Protecting the engine from cooling system available from Caterpillar for 4 in. (4C9045),
problems is imperative. Insure the engine is 5 in. (4C9046) and 6 in. (4P9047) pipe.
equipped with the following, and the
protection system functions according to If a permanent strainer in the coolant inlet
specification. lines is provided by the user/installer, insure
pressure drop across the strainer can be
• High jacket water temperature alarm and monitored. Excessive pressure drop can
shutdown cause improper coolant flow to engine. Follow
• High oil temperature alarm and shutdown the same procedure for permanent strainers
• Jacket water pressure alarm and shutdown as described for temporary strainers during
• High air inlet manifold temperature alarm initial engine operation. At maximum flow
and shutdown condition, any clean strainer should have
• Low water level alarm
42
maximum capacity to create no more than Heat Recover y
10–14 kPa (1.5–2.0 psi) pressure drop. Recovering heat from the engine coolant can
improve the efficiency of the operation but
External piping must be isolated from the can also be detrimental to the engine if not
engine and driven equipment. The designed and installed properly.
recommended flexible couplings are; 4P5906
for 4 in. pipe, 4P5905 for 5 in. pipe and 4P5907 Ensure any external temperature regulators
for 6 in. pipe. Install the couplings between for the cooling system do not inhibit coolant
the point of piping support on the engine and flow to the engine, and temperature control is
the closest external piping support to the maintained.
engine.
Ensure external heat recovery components
Corrosion Protection do not contribute excessive resistance to
Caterpillar guidelines established for water coolant flow.
quality must be followed precisely. These
guidelines are published by Caterpillar and Ensure the water temperature returning to
available in the standard publication system. the engine has been cooled sufficiently to
Engine Installation and Service Handbook, achieve the required coolant temperature at
Form No. LEBV0915, and Coolant and Your the engine pump inlet(s).
Engine, Form No. SEBD0970, are two sources
for information.
Cooling System Performance
The complexity of the external cooling
For a cogeneration system, the jacket water is system, which may include heat recovery
greater than 111°C (230°F). Boiler class and/or some other cooler, is best understood
water complying to EDS 56.0 Water Treatment by reviewing the installed system and
Recommendations for Ebullient and Solid producing a schematic of that system. The
Water Cooled Engine, Form No LEKQ8567 schematic should indicate all the system flow
should be used. paths, test and monitoring points, and
external system components.
Ensure the proper quality of fresh water is
installed in the system. Also ensure that the Include the system schematic as an
water is properly treated with corrosion attachment to the Commissioning Report.
inhibitor.
Assign 900 series description numbers to
If ambient conditions require anti-freeze to be each of the test and monitoring points and
used, ensure only low silicate anti-freeze is record on the Commissioning Report test
installed. Test concentration with a Coolant sheet.
Tester (5P0957 for °F or 5P3514 for °C).
Ensure that the Cooling System Test Kit

(8T5296) or Coolant Test Strips (4C9297) are
used to evaluate the concentration of
corrosion inhibitor in the system. Excessive
concentrations are as detrimental to the
engine as insufficient concentrations.
43
Starting System Evaluation the piping. Drain the trap daily. Operators
The Caterpillar G3600 Family of Engines has must be informed of this requirement.
electrically actuated pneumatic starting. The
Prior to initial start-up of the engine,
working fluid is compressed air, field gas, or
disconnect the air piping from the engine and
natural gas. Consider the following when
allow controlled air to blow any water vapor,
evaluating the engine starting system.
oil deposits or debris out of the pipe to
Air Compressor prevent ingestion into starters.
The air compressor must be sized to match
Engine Starters and Accessories
the air receiver tank(s) make-up rate due to
Adjust the starter lubricator during the initial
starting. Also consider site for altitude and air
starting of the engine to limit slobber of
density.
starter lubricant at the starter air outlet.
An air dryer on the compressor outlet is
Take care when starting the engine that the
suggested to prevent water vapor in the air
starter silencer discharge does not endanger
from freezing if expanded below 0°C (32°F).
personnel safety. If the discharge is directed
Air Receiver Tanks toward any potential occupied area, provide
Ensure the air receiver tanks are sized to shielding between the starter and the area in
provide the required consecutive engine question.
starts without depletion of air pressure below
Alternate Forms of Starting
the minimum starting pressure.
The Caterpillar G3600 Family of Engines can
Receiver tanks must have manual or use a 24VDC electric start system. The size of
automatic drains to allow oil and water storage batteries as well as the number of
condensate to be drained daily to prevent starters should be selected depending on the
damage to the starters. Inform operators of ambient temperature starting capability
this requirement. required. The price list can be used to help
select the proper componentry.
Receiver tanks must meet specific
characteristics, such as the specifications of
the American Society of Mechanical
Engineers (ASME). Ensure each receiver Batter y Charger
tank has been tested at 1-1/2 times the In addition to the starting requirements, the
normal working pressure unless local codes Caterpillar G3600 Family of Engines has an
require some greater value. Set the tank relief Engine Supervisory System (ESS) which
valve pressure at a level below the test operates from the 24VDC supply. The ESS
pressure. provides engine protection, status indication,
and electric governor. The switchgear is
Receiver tanks must be equipped with a typically 24VDC powered as well. The
maximum pressure relief valve and a pressure charging system, whether AC to DC battery
gauge. These should be monitored charger or engine powered alternator, should
periodically to assure proper operation. be sized to handle the peak electrical demand
of starting plus the continuous current draw
Air Supply Piping of the ESS and auxiliary electrical equipment.
Size piping to provide a minimal pressure
drop of supply air from the receiver tank to Batteries
the engine starters. Piping should not be Caterpillar offers various size batteries for
smaller than the connection at the engine and starting depending on the desired ambient
should include a flexible connection at the starting capability required. These batteries
interface with the skid. are low maintenance lead acid batteries and
should be mounted near the engine to keep
Route piping so that water vapor and oil electrical cabling short. Because a small
deposits collect at a trap in the lowest point in amount of explosive gases that can be
44
generated by lead acid batteries during the exhaust piping. The last few feet of the
charging they should be well ventilated. This exhaust outlet should be installed to prohibit
is another reason to mount the batteries near rainwater entry without inducing excessive
the engine to take advantage of the engine exhaust backpressure.
room ventilation. Other battery types can be
used, such as NiCad batteries. These batteries Common exhaust systems between engines must
are maintenance free and reportedly have be strictly avoided.
longer service life.
The turbocharger must be protected from
Wire and Cabling debris entering the exhaust outlet during
Interconnect wires and cables must be sized construction of the exhaust piping. A properly
adequately for the circuit. A minimum of 16 tagged blanking plate is recommended. The
gauge wire is recommended regardless of the tagged plate must be removed prior to initial
current requirement. For additional guidance engine operation. The debris collected on the
see the Starting section of the Gas Engines plate must not go into the turbocharger.
Exhaust System Piping
Cold Ambient Starting Exhaust system piping must be made of a
For cold ambient, jacket water heaters are material to withstand the effects of exhaust
recommended. These AC electric heaters gas temperature, velocity, and thermal
circulate warm coolant through the engine expansion. Ensure that any insulation added
making a cold start much easier. Also to exhaust piping does not deteriorate the
available are AC electric oil heaters which piping since the pipe temperature will be
also improve engine starting. higher than if not insulated.
For extremely cold ambients, an alternate Backpressure of the total piping system must
warm filtered combustion air source should be minimal to allow for muffler restriction,
be available for starting the engine. The air outlet piping from the muffler, and piping
temperature for starting should not be less degradation during the life of the engine. Fuel
than 0°C (32°F). consumption, exhaust emissions, detonation
and backfire characteristics, and component
life of the engine will be affected if the
backpressure exceeds the recommended
Exhaust System Evaluation value of 10 inches of water pressure.
The exhaust system for G3600 Engines must
be evaluated from the exit of exhaust gases Exhaust back pressure on each bank of the
from the turbocharger to the atmospheric twin turbocharged 3612 and 3616 (vee)
conditions existing at the muffler outlet. Fuel Engines must be balanced, even when the
consumption, exhaust emissions, detonation dual pipes exiting the turbos are transitioned
and backfire characteristics, and component into one larger pipe going to the muffler. Do
life of the engine are affected by the exhaust not allow gas flow to turn at a right angle
system design and proper installation. during a transition. Do not allow the exhaust
system piping for a vee engine to be routed
Consider the following items when evaluating vertically from each turbocharger and then be
the exhaust system. blended horizontally. This will cause
excessive backpressure on one bank. Blend
Exhaust System Warnings the exhaust gases into a common pipe before
The engine installer must protect engine the direction change is made or during a long
room equipment and personnel from the heat radius bend in the directional change.
of exhaust system piping.
There must be expansion joints and vertical
The engine installer must provide appropriate supports in the appropriate positions to
drains and/or rain caps to protect the engine assure free movement of the exhaust piping
from rainwater entering the engine through during thermal expansion.
45
Rigidly support exhaust piping (with off- Oklahoma, Pennsylvania, Rhode Island,
engine supports) near the engine to minimize Texas, Utah, Vermont, and West Virginia.
compression and offset of the engine exhaust Certain local regions have even stricter
bellows. Exhaust pipe expansion must be in regulations. These are currently located in
the direction away from the engine. Rollers the Southwest and Northeast. Many countries
are strongly recommended when vertical in Europe and Asia have strict regulations as
supports are required between expansion well.
joints and rigid supports.
Review the federal, state, and local
The exhaust piping routing must not interfere government agencies the regulations in the
with the service of the engine. Pay particular area where the engine will be operated.
attention to the use of an overhead bridge
crane. Emission Permitting
It is the customer's responsibility to obtain
A point for measuring exhaust system required operating permits for the area the
backpressure should be in a straight length of engine will be operated. All emission
the exhaust pipe at least 3 to 5 pipe diameters regulatory agencies need to be considered.
away from the last size transition change from The permitting process may be a time
the turbocharger outlet. System backpressure consuming exercise and may delay power
measurement is part of the engine production if not initiated early.
performance testing.
Emissions Compliance
Exhaust Emissions The engine emissions should be evaluated in
The exhaust emissions from G3600 Engines the field. Due to site conditions, gaseous fuel
often are regulated by country, state, county, used, etc. the engine may require resetting to
or local legislation. G3600 Engines can obtain the desired emissions level. An
operate over a wide range of NOx emission emissions analyzer (4C8710) can be used to
level and can be adjusted to meet most verify that the engine complies with the
regulations. The various versions of G3600 desired NO and CO emissions level in the
Engines can operate from 0.5 g/ghp-hr NOx exhaust.
to 2.0 g/ghp-hr NOx. This is one reason why
the G3600 is chosen over its diesel For additional guidance see the Emissions
counterpart. Proper selection of engine section of the Gas Engines Application and
arrangements is required to obtain the proper Installation Guide.
emissions, power, fuel consumption, and
performance. Fuel System Evaluation
Caterpillar G3600 Engines can operate on a
Consider the following when evaluating wide range of gaseous fuels. This ranges from
exhaust emissions. propane fuel with a lower heating value (LHV)
of 2300 Btu/SCF to landfill gas with a LHV of
Legislation 500 Btu/SCF. Fuel supply pressure required
It is the customer's responsibility to is 45 psig. Because the engine is designed
understand the legislation at all levels in the and built for a specific fuel heat value, this
area where the engine is to be operated. In information must be provided at the time the
the United States the US Federal EPA has the engine order is placed.
responsibility to regulate emissions
throughout the USA. Many states have even The combustion of fuel is required to obtain
stricter regulations than the US Federal EPA. the desired primary output, the production of
States that are known to have stricter power (and heat). The saying “You are what
regulations than the US Federal EPA are you eat” applies equally well for Caterpillar
Arizona, California, Colorado, Connecticut, gas engines.
Illinois, Kansas, Louisiana, Maine,
Massachusetts, Nebraska, New Hampshire, Consider the following when evaluating the
New Jersey, New Mexico, New York, fuel system.
46
Gaseous Fuels Contaminant Gases
Gaseous fuels consumed by the engine are Some gases found in fuel gas can cause
rarely pure. Rather they are a blend of various premature engine wear and failure. These
combustible gases, inert gases, contaminant gases produce chemical attack of the engine if
gases, liquids, and particulates. For proper not treated properly. The gases of concern are
engine operation, the composition of the fuel those that contain sulfur, chlorine, and
gas must be known. A gas analysis is very fluorine atoms. The most common
important for proper long term engine contaminants are hydrogen sulfide (H2S) and
operation. chloro-fluoro-carbons (CFC). CFC are
common solvents and refrigerants. H2S is
Heat Value found in field gas, digester gas, and landfill
To produce power, all engines gas or liquid gas. CFC are commonly found in landfill gas.
fueled, combust fuel to produce heat. The When these compounds are burned in the
amount of heat produced determines the engine they produce very strong acids which
amount of power produced. The unit for heat can attack engine components and cause
is Joules or British thermal unit (Btu). For premature engine wear and failure. Allowable
hydrocarbon fuels, the lower heat value of the limits, precautions, treatment, and
fuel is what produces power. Liquid fuel is maintenance procedures are covered in the
regulated by the petroleum industry and is “low Btu” section of the Gas Engines
very consistent. Gas fuels can vary Application and Installation Guide.
dramatically. For proper engine operation, the
LHV of the fuel must be known. The Fuel Pressure
composition of the gas is what determines its The G3600 Family is available in a high
heat value. The lower heat value of a gas is pressure fuel configuration only. The fuel
described in mJ/m3 or Btu/SCF of gas. Each pressure requirement for this low emission
constituent in the gas has a different heat engine is 45 psig. Fuel pressure to the engine
value. The sum of the percentage of each must be within specified limits to obtain
constituent times the respective heat value proper engine operation. Refer to the Fuel
determines the heat value of the fuel in System section of the Gas Engines Application
question. Caterpillar and Caterpillar dealers and Installation Guide for specifics.
have a computer program, to help determine
the lower heating value of a fuel from a gas Fuel Lines
analysis. Caterpillar uses 905 Btu/SCF as the The fuel supply line to the engine must be
standard fuel and corrects all engine data to adequate in size to provide the required fuel
this standard. rate without causing a pressure loss to the
engine fuel system. Fuel density must be
Detonation Characteristics considered when sizing fuel lines. Fuels such
Fuel composition also affects the rate of fuel as landfill gas and digester gas are low in heat
combustion. The rate of combustion value, are very dense, and require special
determines the detonation characteristics of attention to fuel line sizing.
the fuel when burned in an engine. Methane
number is the unit of measure for resistance Fuel Filters
to detonation. This is similar to the more Clean, dry gas is a requirement for Caterpillar
familiar Octane number for liquid fuels. Gas Engines. A fuel filter(s) can be used to
Similar to lower heat value, each constituent remove liquids and particulates. Common
has a different Methane number. The liquids are water and heavier hydrocarbons.
Methane number can be determined from the Small amounts of water are usually not
percentages of each constituent that makes detrimental to the engine, but large amounts
up the fuel. Caterpillar and Caterpillar dealers are. Water, when combined with some gases
have a computer program Methane No. such as carbon dioxide, cause acids which can
Program Form No. LEKQ3423, to help attack the fuel system and engine. Water in
determine the Methane number of a fuel from the fuel line can generate rust which if not
a gas analysis. filtered can damage the engine. Heavier
47
hydrocarbons like butane, pentane, hexane, The governor can be adjusted for isochronous
etc. can exist in the fuel, particularly field gas. operation or up to 10% droop. The governor
These hydrocarbons have very low detonation can be used for stand-alone generators and
resistance and can cause detonation engine can provide isochronous operation. Stability
failures or nuisance detonation shutdowns in and response of the governor are very good.
low emissions engines. These liquids can be If the engine needs to be paralleled with other
removed by proper filters and de-misters; or generator sets, a special Woodward load
they can be vaporized by a fuel heat sensor will be required to parallel the
exchanger. governor with other equipment. The governor
has the provision to be field adjusted to
Particulates in the fuel need to be removed. optimize stability and/or response. This
Filter specifications for fuel are similar to adjustment is accomplished via the Digital
those used for inlet air. Failure to remove Diagnostic Tool. The Cat governor can be
particulates can cause premature engine wear used in conjunction with other Woodward
and damage. Landfill gas has a particularly equipment like SPM-A synchronizer,
difficult filtering requirement. Landfill gas has Automatic Generator Load Control (AGLC),
large quantity of sub-micron silicon and Automatic Power Transfer and Load
particulates which must be removed for Control (APTL). Refer to the Governors
proper engine operation. Refer to the Fuel section of the Gas Engines Application and
System section of the Gas Engines Application Installation Guide for additional information.
and Installation Guide for specifics.
Prior to initial start-up of the engine,

disconnect the fuel piping from the engine Lubrication System Evaluation
and allow controlled fuel to blow out of the The lubrication system supplies a constant oil
pipe to remove water, oil, and debris to flow to engine components. Oil is filtered,
prevent ingestion by the engine. cooled, and pressure regulated throughout
the engine operating range. Bearing failure,
piston ring sticking, and excessive oil
Governors consumption are classic symptoms of oil
related engine failures. Maintaining the
The G3600 Engine governor is accomplished
lubrication system, scheduled oil sampling,
by the SI Engine Control Module (SIECM) in
and quality oil can mean the difference
the engine Supervisor System (ESS) panel.
between repeated oil related failures and
This governor is electronic and works in
satisfactory engine life. Consider the
conjunction with three actuators on the
following when evaluating the Caterpillar
engine. These actuators control the air and
G3600 lubrication system.
fuel management to the engine. An actuator is
located at the choke butterfly valve to control Engine Oil
idle and low load air flow. A second actuator is Engine oil must meet Caterpillar
located at the wastegate butterfly valve to requirements prior to filling the oil sump.
control the turbocharger air delivery at mid to Record oil brand and type.
rated loads. The third actuator is located at
the fuel control valve to control fuel delivery Note: Refer to the Lubrication section of the
to the engine. The governor in the SIECM Gas Engines Application and Installation
will function well with either industrial driven Guide and “Caterpillar Spark Ignited
equipment such as compressors, pumps, etc. EPG/Industrial Engine Lubrication
or electrical power generation. The engine Recommendations” Form No. SEBU6400 for
speed is set by a speed control potentiometer additional information.
on the front panel of the ESS. The speed pot
can be remote-mounted if required. For A system must be in-place to properly handle
compressor applications a suction pressure/ waste oil from the engine oil changes.
discharge pressure, speed control is available.
48
Schedule oil samples for every 250 engine The first is a pneumatic motor powered oil
hours with appropriate transportation to pump that operates prior to engine cranking.
provide adequate turn-around time for results. An interlock prevents engine cranking until
Submit a sample of new oil for testing prior to the engine has reached prelube pressure. The
the first interval sample. If transportation is a pump motor is factory wired and plumbed.
serious problem, ensure the minimum oil The customer must complete the interconnect
change period is communicated. Only after wiring from the ESS panel to the engine-
several sampling periods during this mode of mounted junction box and connect an air
operation can the engine be allowed to go supply which is the same as the air starter.
beyond the minimum change period. Ensure Check the air receiver tank sizing for this
the appropriate oil information is provided to additional air requirement. This type of
the operating personnel and other appropriate prelube requires approximately one minute to
personnel to enforce this. Instruct the complete prelube and allow engine cranking.
personnel on trending the results of the oil In certain applications this delay cannot be
analysis. Refer to the appropriate Operation tolerated.
and Maintenance Manual for Form No.
SEBU6278 and G3600 Inline Industrial and A continuous prelube system is available for
EPG Gas Engines, G3600 Vee Industrial and engines that must start and be available
EPG Gas Engines, Form No. SEBU6496. quickly. This uses an AC motor powered oil
pump that operates continuously. A spill valve
Engines operating on landfill gas or other is used to prevent unwanted accumulation of
potentially corrosive gas may require an oil oil in cylinder and turbocharger housings.
with a higher total base number (TBN) to Once the engine is started, a pressure switch
counteract the acids generated. Refer to turns the continuous prelube motor off. The
Lubrication section of the Gas Engines customer must wire the AC power to the
Application and Installation Guide for motor which must be considered in the plant
additional information. design. The prelube pump motor is three
phase AC. The direction of rotation must be
Engine Sump determined by bumping the motor. If the
The oil sump must be filled through the oil pump is operated for even a short period of
filler tube. Do not remove the engine time in the wrong direction, the oil pump
crankcase cover to fill the sump. shaft seal is blown out causing a severe oil
leak.
The user must connect oil sump drain valves
to external piping for draining oil during an Postlube
oil change. Provide a flexible connector The prelube pump is cycled for one minute
between the external piping and the drain after the engine is shutdown for any reason.
valve. This accomplishes a postlube function which
improves bearing and turbocharger life.
Use a dedicated pump if oil is to be pumped
into and out of the oil sump. This helps Oil Pressure and Oil Temperature
eliminate the chance of foreign material or Shutdown
debris entering the oil sump.
Oil pressure and oil temperature shutdown is
Ensure cold engine oil level is correct and provided on the G3600 Engines. Two-level oil
check the oil level several times during initial pressure protection is used. A low pressure
engine operation. Allow engine oil setting is used at lower speeds and a high
temperature to reach normal operating pressure setting at higher speeds. An oil
temperature 82-85°C (180-185°F). temperature shutdown is included. These
shutdowns are integrated into the ESS panel.
Engine Prelube
Prelube is standard on the G3600 Family of
Engines. Two types of prelube systems are
available.
49
Mounting and Alignment Driven Equipment Evaluation
Evaluation Driven equipment for the G3600 Family of
Caterpillar G3600 Family of Engines using the Engines has been selected based on the
Caterpillar rigid base are self-supporting particular load profile of the site. When more
structures. The package will maintain than one unit is involved, each piece of
alignment if the floor is true (flat). The equipment must be described in the
Caterpillar spring vibration isolators can be commissioning findings report.
adjusted to minimize forces transmitted to the
Consider the following items while evaluating
floor. Consider the following when evaluating
the driven equipment.
the proper mounting of the package and
checking alignment of the engine and Driven Equipment
generator or engine and driven equipment on- Record the manufacturer, model number, and
site. serial number of the generator and other
appropriate data relating to rated pressure,
Vibration Isolators
rated flow, rotating speed, rated torque,
It is the user/installer's responsibility to
temperature rise, etc.
provide adequate support and isolation
between the engine and driven equipment Generator
base and the floor. The foundation must be Record the manufacturer, model number, and
designed and constructed to support the serial number of the generator and other
equipment. Refer to the Vibration section of appropriate data relating to rated voltage,
the Gas Engines Application and Installation rated current, frequency, temperature rise,
Guide for more information. etc.
Engine Base Ensure the generator space heaters have
If driven equipment and/or engine have been been operational several days prior to
removed during shipment, assure engine, anticipated startup date. To be effective in
coupling and generator or driven equipment many situations, covering the air inlet and
mounting bolts are properly torqued prior to outlet screens on the generator may be
alignment checks. necessary. Ensure the generator space
heaters are controlled to be off during gen set
Assure flexible connectors are used between
operation and on during shutdown periods.
the generator set or driven equipment and
external system components rigidly mounted Coupling
off the package. If a two-bearing generator or other driven
equipment is to be used, select an appropriate
Engine to Driven Equipment
coupling. Features such as engine speed,
Alignment torque capacity, rotating inertia, etc. need to
Assure that the engine and driven equipment be considered in selecting the coupling.
are properly aligned by taking bore and face
dial indicator readings. The engine must be Torsional Analysis
prelubed before the appropriate alignment Once a coupling and damper have been
procedure can begin. selected, perform a torsional analysis to
ensure torsional vibration amplitudes will be
Make necessary adjustments to the alignment
within acceptable limits.
prior to starting engine.
Record final alignment measurements and

include as an attachment to the
Commissioning Report.
Check crankshaft endplay and crankshaft

deflection and record in Commissioning
Report.
50
Engine Protection System or caution. Often times there are more than
one fault or caution indicated. The fault code
Evaluation
that flashes is the specific fault that initiated
The engine protection system gives operators
the shutdown. The others are prior or
early alert to pending problems or it shuts
contingent conditions. Additionally, faults are
down the engine. This protects the engine
annunciated on the Cat Monitoring System
and/or driven equipment from imminent
(CMS) (if provided).
failure and limits the contingent damage due
to failure. Proper maintenance and periodic While an emergency stop switch is provided
testing is imperative for a reliable protection on the engine control panel, it is important for
system. the user to provide remote emergency stop
switches. Locate these switches in areas
Consider the following when evaluating the
where an operator can shut the engine down
engine safety system.
without risking personal injury. Typical
Engine Protection locations would be at the switchgear panel
Insure the following shutdowns are provided and the monitoring panel. Emergency stop
and are functional on G3600 Family of switch(es) should be guarded from accidental
Engines: personnel contact, but still be operational by
personnel in the case of an emergency.
• Engine oil pressure
• Jacket water temperature
• Overspeed
• Detonation
Monitoring System
• High inlet manifold temperature Monitoring of the engine requires periodic
• Emergency stop switch reading of gauges, sensors, readout, and
displays to assure all systems are performing
Standard G3600 Engines have the above satisfactorily.
shutdowns provided. The actual set points will
vary depending on the engine configuration Consider the following when evaluating
ordered. An SI Status Control provides the monitoring system operation.
shutoffs. These shutoff points are
Engine Operating Parameters
programmable and the set points need to be
Gauges and instrumentation must give
verified. Refer to the engine service manual
accurate readings of operational parameters
for proper verification and programming
for the engine basic support systems. These
procedure. Alarms that indicate potential
include oil pressure, coolant temperature,
problems can be obtained as an attachment
manifold pressure, and exhaust port
by using the alarm module or Customer
temperatures. These parameters are provided
Interface module. The standard shutdowns
for by the Engine Supervisory System. The SI
are annunciated by the SI Status Control. In
Status Control indicates oil pressure, oil
the case of additional user supplied
temperature, engine speed, battery voltage,
shutdowns and alarms, it is up to the
and engine hours. The CMS indicates inlet air
customer to provide annunciation for the
restriction oil differential, jacket water
specific shutdown and/or fault. The SI Engine
temperature, crankcase pressure, etc.
Control also provides many additional
shutoffs and alarms which are referred to as Periodic maintenance of oil, fuel and air filters
faults and cautions, respectively. These is based on differential pressure as well as
include many of the SI Engine Control hours. Assure the gauges or restriction
support hardware, specifically sensors, indicators are provided to properly monitor
actuators, and harnesses. A fault and/or filter condition. The service meter is required
caution code is presented on the LED to log all engine parameters.
alphanumeric display of the SIECM. This
code can be found in the G3600 Service
Manual to identify the specific indicated fault
51
Generator Operating Parameters switchgear rooms and engine rooms and flow
The user is responsible to assure that across and around the equipment to carry the
generator output can be properly monitored radiated heat to the outside.
to allow correlation with other data and to
monitor electrical production. Consider the following when evaluating the
ventilation system.
The user is responsible for monitoring
generator winding and bearing conditions. Engine Room Ventilation
Ventilating air should flow near the floor of
Driven Equipment Parameters the engine room and then upward around the
The user is responsible for driven equipment engine before exiting above the engine.
output to be properly monitored, to assure
proper operation, and to schedule Design building ventilation to bring the
maintenance. It is desirable to have coolest air to the generators or driven
instrumentation monitoring the work being equipment.
performed, be it compression of gas, water
If the building has a pitched roof, ventilating
flow, or torque.
air should flow out at the peak or near the top
External Engine Support Systems of the gable ends. The source of the air must
be low in the room and rise across the engine
The user is responsible for providing gauges
or generator set and other equipment.
and or instrumentation to monitor operation
of the external engine support systems. For personnel comfort, maintain air velocity at
These should include but are not exclusive to 1.5 m/sec (5 ft/sec) in areas of heat sources
the following: or areas exceeding 38°C (100°F).
• Oil storage tank site glass. Check potential dead air spaces for
• Water temperature to and from external temperature rise during engine operation.
cooler. This may include radiators, heat Check all electrical and mechanical
exchangers, or cooling towers. equipment in the dead air space for any
• When strainers are permanently installed detrimental effect from the temperature rise.
before the pump inlets, monitor pump inlet Require corrections if necessary.
pressure for condition of strainers.
Engine room pressure should not become
Daily Log Sheet excessively negative (≥ .5 in. H2O). This
The user is responsible to provide a log sheet would indicate a shortage of ventilating air or
to record all gauge and instrumentation excessive ventilating fans. For additional
readings periodically by operators and/or information refer to the Engine Room
automatic monitoring system. Ventilation section of the Gas Engines
The user must maintain trained personnel
capable of recognizing operational changes in Switchgear Room Ventilation
a monitored parameter, and be aware of the
Cool, dry ventilating air should flow across
effect the change may have on engine
the switchgear cabinets to remove the
operation.
radiated heat created during generator set
operation.
Switchgear room pressure should not be

Ventilation System Evaluation excessively negative (≥ .5 in. H2O). This
The radiated heat from generator sets and would indicate a shortage of ventilating air.
switchgear or engines and driven equipment
can cause site temperature rise and adversely
affect operating and maintenance personnel
as well as equipment performance. Ideally,
clean, cool air should be supplied to
52
Ser viceability Evaluation lifting capacity sized for the largest
Well designed engine rooms include features component expected to be placed in this area.
contributing to the serviceability of the
Spare Parts Storage
engine(s) and support equipment. These
Reserve an area for storage of spare parts and
features can include overhead lifting, push
tools for all equipment in the engine room.
carts, component storage and cleaning, and
Inventory the parts and tools to ensure ready
building equipment arrangement along with
access during a repair. Ensure the area can be
the required tools.
locked to prevent missing parts or tools that
Consider the following for the evaluation of would impair scheduled maintenance or
serviceability. repair. See recommended spare parts list on
page 98.
Engine Component Removal
Overhead and side clearance must be
provided around the engine for major
component removal and use of necessary Equipment Safety Evaluation
tools. Unfortunately, at the time of the The commissioning engineer must be able to
commissioning, it may be too late to change recognize a safe operating environment. The
the configuration. entire system operation must be reviewed to
provide operator safety during any normal or
Overhead lifting equipment must be provided. abnormal situation.
Most all engine components are heavier than
one man can safely lift. Review the overhead Consider the following when evaluating the
features for multi-direction motion. Most safety of the operating systems.
engine component removal involves at least
two direction motion for removal.
Engine Room
Shield or guard hot engine water pipes to
Arrange multiple engine installations to use prevent operator contact.
the same overhead lifting equipment without
major disassembly of piping or ducting. All generator drive components and damper
guards must be in place prior to operating the
Equipment should be available for engine engine.
component movement to and from the engine
room. All floor openings in the engine room must be
covered with plating or grating.
Engine Maintenance
Chains and hooks on overhead lifting
The engine, generator, and driven equipment
equipment must not endanger operating
installer is responsible for providing an
personnel.
engine service platform to perform all
periodic maintenance functions. This should Floors must be cleaned of any debris or liquid
consider all daily inspections and activities spills.
including an engine overhaul.
Heat shields on the engine must be in place
Overhead and/or side clearance and a prior to operating the engine.
platform must be provided for servicing all
periodic maintenance components. For Remote emergency system stops must be
example, changing air, fuel or oil filters, guarded, but must operate during a safety
setting valve lash, etc. simulation.
Reser ved Work Area Test fire suppression systems prior to

Provide a work area in the engine room for allowing normal operation. If this has already
disassembly and cleaning of engine been completed, verify a certificate of system
components and other engine support operation exists.
equipment. The area must have overhead
53
Independently test all emergency stops for Ensure automatic voltage control systems
the engine while operating at no load. have manual control that can be operated if
problems develop with the automatic control.
Check engine room noise levels in normal
operating areas and compare to general rules Even though not required, monitoring exciter
or local specifications. Include this data in the DC voltage is a common gauge to detect any
commissioning report. diode or surge suppressor problem in the
exciter. Ensure gauge is operating properly, if
Control Room provided.
Ensure that control system meets local fire
protection codes. Several different voltage regulators are
supplied for specific applications. Volts per-
Ensure that control room emergency stops Hertz, constant voltage, and the combination
are guarded to prevent accidental contact. of both functions are available. Ensure that
the regulator output to the generator provides
Ensure that all high voltage equipment and the correct system voltage and voltage
cabinets are inaccessible via locks and/or response to load changes.
cages with locks.
If a constant voltage regulator is used, ensure
Ensure Kirk-Key interlocks are available for that the excitation circuit can be turned off
the appropriate switchgear cabinets. before the engine is started and ramped up to
Check control room noise levels and compare speed, or is stopped and ramped down in
to general rules or local specifications. speed. Operating at other than synchronous
Include this data in the commissioning report. speed can be very detrimental to the voltage
regulator.
Generator Monitoring
Generator Control Evaluation Generators are supplied with either 10 Ohm
Control of generator output is imperative to or 100 Ohm RTDs mounted in the windings
maintain the residential and/or commercial and the bearing housing(s). Ensure the
customers during prime power operations. temperatures can be monitored daily. Several
Generator sets in severe climates are types of alarms and or shutdowns are
extremely important to provide life support optional. If included, ensure they function
power. Standby generator sets can also be properly.
applied in both of the above situations. It is
Ensure generator voltage, amperage, power
not typically the responsibility of the
factor, and kW load are gauges in the control
commissioning engineer to make these
panel and are monitored on a daily basis.
systems operate according to required
Compare initial readings to engine operating
specifications, but to ensure the systems are
parameters to ensure proper wiring.
compatible with the design requirements.
Consider each of the following items during

the evaluation and the specific application Switchgear Evaluation
requirements during the evaluation.
Switchgear is a necessary part of distributing
Generator Voltage Control electrical power produced, as well as
The voltage regulator must have the voltage providing input to monitoring and control
droop adjusted to be compatible with the systems. This equipment is not typically
system and/or with other generator sets provided by Caterpillar, but its interaction and
being paralleled to provide electrical power possible detrimental effect on engine and
onto a distribution buss. generator operation makes it necessary to
ensure that the system functions according to
For paralleled generator sets, cross-current specifications.
compensation is necessary.
54
Consider the following when evaluating appropriate charging method for the batteries
switchgear systems. is maintained.
Switchgear Cabinets Ensure the batteries are placed between the

Ensure switchgear cabinets are properly charger and the controls to prevent the
vented and ventilation air is available. controls from receiving voltage spikes or
stray currents from the battery charger.
Mount switches and controls not involved in
daily operations inside the cabinets. Paralleling Operations
Protect manual paralleling operation against
Ensure that any high voltage cabinet has out-of-phase engagement of the circuit
Kirk-Key interlocks (or equivalent) to lock the breaker. A synch check relay or SPM
cabinet and prevent accidental personnel Synchronizer are typical components to
contact. provide this protection.
Current and Potential Transformers Auto-paralleling is typically controlled by an
Inspect mounting and wiring of all current SPM Synchronizer; both engine speed and
and potential transformers to ensure they are generator voltage, or just engine speed, can
installed properly before energizing the be controlled. If voltage control is not
voltage control circuit. This is imperative for included, the system voltage must not vary
proper engine operation monitoring. more than the voltage regulator compensation
capability with a closed circuit breaker.
Circuit Breakers
Ensure the circuit breaker has been manually It is imperative to ensure the generator
tested before installing in the test position. rotation and phasing match the distribution
buss.
Ensure the circuit breaker is in the test
position during any testing of the generator Parallel generators must have the same pitch
controls and/or engine safety system. to prevent harmonics creating current flow on
the neutral side of the system. Use a neutral
Initial energizing of the electrical system with ground resistor if neutral currents exist.
the circuit breaker should be coordinated
with all onsite personnel.
Note: Important appropriate arrangements Operation and Maintenance

must not be overlooked by all site disciplines.
Evaluation
Electrical Cables Operation and maintenance training for
Electrical cables between the generator and operators designated to be involved in the
the switchgear cabinets must be high-pot operation and/or maintenance of Caterpillar
tested prior to terminating. Review data from G3600 Family of Engines, and the associated
tests and include in the commissioning support equipment, is an important factor in
report. achieving dependable generator set operation.
The commissioning engineer should be
Ensure terminations have shielding removed prepared to give this training on the engine
from ends prior to connecting. and generator driven equipment.
Generator Protective Relays Consider the following when evaluating how

Ensure the generator protective relay setting well operation and maintenance will be
for both the instantaneous and time delay completed.
agree with the results of the Relay
Coordination Study of the system. Engine Operation and Maintenance
Ensure each operator is introduced to the
Control Voltage maintenance guide for the engine and each of
A mixture of control voltages may require the topics explained. This may require the
multiple banks of batteries. Ensure the presentation to be given several times to
55
match the shift work of the operators. breather connections can be easily
Coordinate the effort with the appropriate disconnected for scheduled maintenance.
operating supervisor.
Crankcase Ventilation Piping
Ensure instruction is given for starting and Generally, piping of the same size as the
stopping the engine. Include a demonstration breather outlet is suitable unless the length
at the engine and allow each operator to and or bends cause excessive restriction and
observe and follow the directions given. a false crankcase pressure measurement and
Follow the procedure outlined in the Starting potential cautions or nuisance shutdowns.
System Evaluation section.
Note: See the Crankcase Ventilation section of
The servicing dealer is responsible for the Gas Engines Application and Installation
providing appropriate forms and record Guide for additional information on pipe sizing
keeping information. requirements. Consideration must be given to
the blow by requirements of a worn engine
Engine Support Equipment when initially sizing the pipe.
Review the list of equipment suppliers that
will be on-site during commissioning. If the A separate ventilation piping system must be
representative is going to be on-site, ensure installed for each engine.
they are prepared to train operators.
Piping should slope away from the engine
Mechanical Training at a minimum of 13 mm per 300 mm,
Trained operators and maintenance personnel (1/2 in. per ft).
make minor repairs if needed; or provide
assistance to the dealer mechanic while Configure the outlet to collect oil droplets
making a repair. prior to fumes exiting the piping.
Maintenance Contracts If piping rises from the engine, a trap must be

installed to collect any condensation or oil
Review any maintenance contract to ensure all
droplets before they re-enter the breathers.
maintenance and repair responsibilities are
defined for each activity. Also, understand and Crankcase fumes must never be discharged in
record the duration of the contract. Ensure the engine room.
responsible personnel are properly trained to
perform their respective functions. If a
training deficiency is found, take corrective
action.
Crankcase Ventilation System

Evaluation
Normal combustion pressures of an internal
combustion engine cause a certain amount of
blow-by past the piston rings into the
crankcase. These crankcase fumes must be
piped away from the engine to atmosphere.
Consider the following when evaluating

crankcase ventilation systems.
Crankcase Breathers
Crankcase breathers can be arranged in
several positions to match the best piping
routing away from the engine. Assure that
56
Caterpillar G3600 Generator Set Commissioning Report
General:
Servicing Dealer
Customer
Address
Consist:
Rating bhp bkW
Governor: Cat EPG Load Share SPM-A AGLC
APTL Import Export Controller Other (specify)
3
Fuel Lower Heat Value mJ/m (Btu/scf) Methane number
Filter Efficiency
57
Application Summary
commissioning process.
58
Caterpillar G3600 Industrial Engine Commissioning Report
General:
Servicing Dealer
Customer
Address
Consist:
Rating bhp bkW
Governor: Cat Suction Pressure Controller
Discharge Pressure Controller Other (specify)
3
Fuel Lower Heat Value mJ/m (Btu/scf) Methane number
Filter Efficiency
59
Application Summary
commissioning process.
60
Live Engine Test
If a live engine test was not performed at the construction / packaging audit, additional work
needs to be completed. The following is a reference to follow to ensure the package is designed
and performing correctly.
Cooling System Test Preparation

Evaluate system pressures. This is usually the best time and facility to install ports for pressure
and temperature measurements if they are not already installed. With the coolant system empty
locate and install bosses (typically 1/4 inch female pipe) at the following location shown in
Table 29.
Table 29.
To allow the system to be probed without coolant leakage, sample port adapters should be
installed at this time if they are not already installed. The part numbers are 5P2725 (1/4 inch
male pipe thread), 5P2720 (1/8 inch male pipe thread), and 5P3591 (9/16 inch male straight
thread). The following locations shown in Table 30 need a port adapter:

䡺 Pump outlet 䡺 Pump outlet
䡺 Engine outlet 䡺 Engine outlet
Table 30.
Blocked open thermostats (Table 31) need to be installed in the thermostat housings. If the
Caterpillar thermostats are used, eight thermostats will need to be blocked open for an inline
engine and 16 for a vee. Refer to EDS 50.5, LEKQ7235 on information on how to block open a
thermostat.
䡺 4 Blocked thermostats inline 䡺 4 Blocked thermostats inline
䡺 8 Blocked thermostats vee 䡺 8 Blocked thermostats vee
䡺 Inlet / 䡺 Outlet Controlled 䡺 Inlet / 䡺 Outlet Controlled
Table 31.
Also the cooling system will likely have some debris in the piping. Strainers must be installed.
Strainers are available through Caterpillar and have the following part numbers:

Install the proper size strainer in the following locations shown in Table 32:
Table 32.
61
Inlet and Exhaust Preparation
System pressures should be evaluated at maximum load. Install ports for pressure measurements
if they are not already installed. Locate and install bosses (typically 1/2 inch female pipe) at the
following locations:
□ Exhaust Outlet □ Air cleaner housing outlet
These ports should be installed in a straight section of pipe three to five pipe diameters after a
transition as close to the engine as possible. If the Caterpillar air cleaner housing is used the
factory pressure port is adequate.
Fuel Analysis
The fuel that is intended to be used must be analyzed. The fuel analysis needs to be entered into
the Methane number computer program, NETG5017. The output of the analysis will have
important information on how to set up the engine control. Fill in the following information in
Table 33 from the Methane number program:
Parameter Methane Number Program Value Limits
Lower Heat Value 700 ⫺ 1100 Btu/SCF
Specific Gravity
Wobbe Index
Methane Number > 50 for 9:1 CR
Table 33.
Landfill, Sour Gas, or Digester Gas

Corrosive elements are present in these gasses. If they exceed Caterpillar recommended limits,
significant reduction in engine service life will result. A fuel analysis for halogens (chlorines and
florines) is required to be performed on landfill gas. A fuel analysis for hydrogen sulfide (H2S) is
required to be performed on sour gas and digester gas. These values are normalized by dividing
the mass total of the contaminants by the lower heating value (LHV) of the fuel. Enter the
following values in Table 34.
Parameter Value Limits

Total halogens (Cl & F) ␮g/Btu 40 ␮g/Btu
Hydrogen sulfide ␮g/Btu 47 ␮g/Btu
Table 34.
Fill Fluids
Cooling System
Fill the engine cooling systems with coolant. Tap water is unacceptable for a G3600 engine. Use
distilled water or deionized water. If the coolant will be exposed to temperatures lower than O°C
(32°F), antifreeze needs to be used. Two types are commonly used, ethylene glycol and
propylene gylcol. Use coolant conditioner whether or not antifreeze is used. Caterpillar coolant
conditioner 8C3680 19 L (5 gal) or 5P2907 208 L (55 gal), should be added at approximately 5 to
6% by volume to the coolant. System volume can be estimated. Use Table 35 to estimate the
volume of coolant in the piping:
62
Pipe Factor
Volume of Volume of
Pipe Diameter Coolant per Foot Coolant per Meter
inch cm Gallons Liters
4 10 0.65 7.9
5 12.5 1 12.3
6 15 1.5 17.7
8 20 2.6 31.4
Table 35.
Find the total length of piping for the respective system and multiply it by the factor shown in the
table above. Add to that the volume in the coolant exchanger whether it is a heat exchanger or
radiator. This can be found on the spec sheet for the device. Finally, add the volume of coolant
that is in the engine. Table 36 will provide an estimate:
Cooling System Capacities

Jacket Water Seperate circuit
Engine Gallons Liters Gallons Liters
G3606 90 340 16 60
G3608 124 470 16 60
G3612 177 670 17 64
G3616 238 900 19 72
Table 36.
The total of the three should approximate the volume of the individual cooling system circuits.
Record them in Table 37:
Jacket Water System

1 2 3 4 5 6
size Exchanger

11 12 13 14 15 16
size Exchanger
Table 37.
63
Expansion tank
The expansion tanks volume should also be evaluated. Rule of thumb volumes are 8% and 15% of
the total system volume should be used for the separate circuit and jacket water systems
respectively. This will provide for the expansion volume plus the reserve capacity. Check the A&I
Guide, Cooling section for exact capacities if the expansion tank volumes in columns 10 and 20 in
Table 38 are negative.
Jacket Water System

7 8 9 10

17 18 19 20

Table 38.
□ Coolant filled
Type of water: □ Distilled □ Deionized □ Other
□ Antifreeze filled Antifreeze level % (°C/°F)
Type of antifreeze: □ Ethylene Glycol □ Propylene Glycol □ Other
□ Coolant conditioner Conditioner level %(PPM)
Engine Lubricating Oil

Fill the engine with the lubricating oil. Make sure to select oil that has demonstrated acceptable
performance in the G3600 series engine. When in doubt use Caterpillar Natural Gas Engine Oil
available from your Caterpillar dealer. Table 39 will give an estimate of the approximate oil
capacities for the various engines. This does not include oil heaters, oil makeup systems, driven
equipment, etc.
Engine Oil System Capacity

Oil Capacity
Engine Gallons Liters
G3606 190 719
G3608 240 908
G3612 280 1,060
G3616 360 1,363
Table 39.
Type of Oil: Wt. of oil
□ Engine Filled Date
64
Driven Equipment Lubrication
Fill the driven equipment to the manufactures specifications. Some compressors will use the
same oil as the engine. Make sure to factor that amount into the lubrication requirements.
Generators typically have their own oil reservoir for the bearings. Make sure these reservoirs are
filled to their capacity with the proper lubricant. Some generators are lubricated with grease.
Make sure these antifriction bearings are properly lubricated with the manufacturers
recommended grade of grease. Make sure that if auxiliary oil coolers or heaters are used that the
oil capacity is accounted for as well. Some mechanical drives like gearboxes, dry clutches, oil
clutches, etc. may have special lubrication requirements. Make sure to address these before
attempting to power the equipment.
□ Driven Equipment Filled Date _________________________
Air Starter and Prelube Pump

Make sure the lubricators for the vane type air starter(s) and the pneumatic prelube pump are
filled with the proper lubricant. This is typically a light weight (SAE 10) mineral oil or diesel fuel.
Both devices have flow control devices which must be set for proper metering of oil into the
device. Running either a prelube pump or air starter without lubricant will cause premature
failure.
Mounting and Alignment

Torsional Analysis
During the design phase of the package a torsional analysis must be completed for the engine,
coupling, and driven equipment. This should be done by the packager. Caterpillar also provides
this service.
Torsional Analysis □ Acceptable □ Unacceptable
Alignment
The engine and driven equipment must be mounted on a structure suitable to support the
equipment as well as provide torsional strength. This is typically provided by the engine
packager. The base should be evaluated for structural strength for the application in question.
The engine must be in alignment with the driven equipment. Typically the driven equipment is
shimmed to obtain proper alignment. In some cases, such as gas compressors, the engine is
moved and shimmed to obtain alignment. The alignment between the engine flywheel and driven
equipment input flange must be inspected in the axial and radial directions, This is done with
either two dial indicators or a laser alignment tool. If dial indicators are used its important to have
a very stiff indicator support. Any droop in the support will corrupt the data. Magnetic mounts
are unacceptable. To obtain reliable axial alignment data the engine and driven equipment must
be thrusted against their respective thrust surface. This is typically done by jacking the engine
crankshaft away from the driven equipment input flange. The engine grows thermally between
cold and hot operation. The engine grows vertically 0.011 in. and 0.005 in. to the side as
measured at the crankshaft. This growth must be considered in the cold alignment. The engine
must be prelubed prior to performing an alignment test.
□ Prelube completed
65
Use Table 40 to record the cold alignment values:
Cold Alignment Values
12:00 3:00 6:00 9:00 12:00
Table 40.
rerun. To determine if the alignment is within specification use Table 41.
Cold Alignment Evaluation

Face (Axial) ⫾ 0.007 inch ⫾ 0.007 inch
Bore (Radial) ⫾ 0.005 inch ⫾ 0.005 inch
Table 41.
Soft-Foot
The packager should perform a soft-foot test. A soft test consists of determining the amount of
deflection that takes place between an engine mounting foot and the engine mounting base. This
is typically measured by placing a dial indicator stylus to the horizontal surface of the foot, with
the indicator support mounted to the base. With the indicator zeroed, the foot to base mounting
bolts are loosened and the amount of deflection recorded. Record the deflection in Table 42:
Foot Location Deflection Limit

Right Front
Right Middle
Right Rear
Left Front
Left Middle
Left Rear
Soft - Foot Test 䡺 Acceptable 䡺 Unacceptable
Table 42.
0.05 mm and 0.08 mm. Record the new alignment readings.
Endplay (Thrust)
The engine crankshaft endplay must be evaluated Use Table 43 to determine if the endplay is
acceptable:
Cold Engine Endplay Evaluation
Table 43.
66
The driven equipment input shaft endplay must be evaluated if the driven equipment has oil
Cold Driven Equipment Endplay Evaluation

______ mm to ______ mm ( ______ inch to ______ inch)
Table 44.
Coupling Thrust Load

It is important to evaluate if the engine crankshaft is imposing a thrust force through the
coupling into the driven equipment input shaft. This can be evaluated by determining if the
engine crankshaft or driven equipment input shaft are both against their respective thrust
surfaces. This can be measured with a dial indicator. Using the same equipment to measure axial
alignment, mount the dial indicator support to the engine flywheel with the indicator stylus
against the driven equipment input flange. The engine (and driven equipment) must be prelubed.
Thrust the engine crankshaft forward and the driven equipment input shaft rearward. The two
shafts should be at there maximum separation distance. Zero the dial indicator. Now rotate the
engine approximately 45°. Reverse the rotation and return the engine to its initial starting
position. Record the dial indicator reading in the provided table under the farthest column. Next,
thrust the engine crankshaft rearward and the driven equipment input shaft forward. The two
shafts should be at their minimum separation distance. Zero the dial indicator. Now rotate the
engine approximately 45°. Reverse the rotation and return the engine to its initial starting
position. Record the dial indicator reading in Table 45 under the closest column.
Coupling Thrust Measurement
Farthest Closest
Table 45.
Use Table 46 to evaluate if the coupling thrust is acceptable:
Coupling Thrust Evaluation

A B C D E
Engine Endplay Driven Equip. Endplay Col. A ⫹ Col. B Actual "Farthest" Value Actual "Closest" Value
Col. C > Col. D > 0? 䡺 Acceptable Col. C ≤ Col. D ≤ 0? 䡺 Unacceptable

and and
Col. C > Col. E > 0? Col. C ≤ Col. E ≤ 0?
Table 46.
67
Crankshaft Deflection
The engine crankshaft deflection must be evaluated. This test is performed at the rod throw just
to the rear of the center main journal. To perform the test remove the side access door(s) at that
indicator. The engine (and driven equipment) must be prelubed. Zero the indicator at the top of
the stroke. Rotate the engine stopping at the 90° positions. Since the rod(s) impede full rotation
of the crankshaft when the tool is installed the direction of rotation must be reversed to return to
the initial starting position. (Tip: If the rod(s) hit the indicator, it will likely fall into the oil filled
pan. To allow easy retrieval of the tool, tie a string tether to it with the other end secured outside
the block.) Record the 90° points again on the return direction. Use Table 47 to record data:
Deflection Values
1:00 3:00 6:00 9:00 11:00
Counter
clockwise
Table 47.
rerun. To determine if the deflection is within specification use Table 48:
Deflection Evaluation
Table 48.
Combustion Air System

The air cleaner and piping system must be inspected to ensure it has not been contaminated with
dirt and debris. The air cleaner elements should be removed from their housing. Carefully
inspect the clean side of the air cleaner elements. While the elements are removed, inspect the
air cleaner housing. It must be clean and free from debris. Inspect the welds and joints of the air
cleaner housing on the clean side and look for gaps and openings that could let dust into the
clean intake air. If any such possible dirt entry point is found, return the housing to the
manufacturer or repair the part by welding or other suitable method.
The clean side air piping must be inspected for cleanliness. Inspect in place if possible. If it is not
possible, remove the piping and inspect in a clean area. Any dirt, dust, and debris must be
removed. If the pipe is ferrous material, it should be stainless steel or galvanized. Rust is very
abrasive and can wear an engine prematurely; however, painting is not recommended to control
rust. PVC or fiberglass piping are recommended.
□ Combustion air line(s), air cleaner housing(s), and air cleaner element(s) inspected & clean
68
DC Electrical:
Interconnect harness
An interconnect harness is used between the engine junction box and the Engine Supervisory
System (ESS). These wires must be connected to perform the live engine test. An instruction
booklet is available to assist in the point to point wiring of the interconnect harness. It is “Special
Instruction - Installation and Startup Guide”, SEHS9708. Once the interconnect harness
connections are completed and prior to powering up the ESS, verify interconnect harness wiring
between Engine Supervisor System (ESS) and engine terminal box is correct. To do this first
disconnect all sensor and actuator connectors at the device on the engine. Connect battery and
charger or power supply to the ESS panel. Insert and close power fuse with mode switch in
OFF/RESET. Verify 24VDC between ESS351 and ESS353. The ESS panel should appear “dead”.
Turn mode switch to STOP. The ESS panel should power up. Several faults will appear. This is
normal. Verify proper sensor voltages at the engine junction box for all sensors and actuator
feedback devices. Correct errors. Table 49 can be used to determine if the connections were
done correctly:
P301 401/404 411/414 + Power (A & B) +24 ± 3 VDC
P401 411/414 401/404 – Power (A & B) –24 ± 3 VDC
P501 360 362 Prelube Level Switch +24 ± 3 VDC
P509 308 415 Slave Relay 2 0
S131 NC NC Coolant Pressure ^ +24 ± 3 VDC
S381 121 123 Right Detonation Sensor +13 ± 1 VDC
S382 161 163 Left Detonation Sensor +13 ± 1 VDC
* These voltages will be present if the oil & cooling systems are filled (contacts open)
^ Cogen only
Table 49a.
69
P509 630 763 Slave Relay 2 0
S380 800 803 Detonation Sensors +13 ± 1 VDC
P301 610 621 + Power +24 ± 3 VDC
P401 620 611 – Power –24 ± 3 VDC
P302 680 690 + Switched Power +24 ± 3 VDC
P402 690 680 – Switched Power –24 ± 3 VDC
Terminal numbers listed in BOLD are interconnect harness connection points
* These voltages will be present if the oil and cooling systems and filled (contacts open)
Table 49b.
Turn mode control switch to OFF/RESET and open power fuse. Connect all sensor and actuator
connectors. Again power up the ESS panel by closing the power fuse and turning the mode
switch to STOP. No faults should appear. If some do, take corrective action (see Electronic
Troubleshooting Guide, SENR6510-03). Verify proper sensor readings on the CMS, SCM, and
pyrometer(s). Also verify that the remote speed control works correctly, if installed.
70
Power Supply Quality
The power supply should be evaluated for AC ripple. To do this use a voltmeter to measure the
voltage across the power supply. Record both the voltage using the DC scale and the AC scale.
Record in Table 50:
Power Supply Voltage
DC Voltage AC Voltage
Spec: 21 VDC to 28 VDC Spec: ≤ 150 mVAC pk-pk

Table 50.
Wire Length And Gauge

Also the length of wire and gauge of wire from the power supply to the ESS panel needs to be
recorded. Use Table 51 to record the power wire information:
Power Wire
Length Gauge
Table 51.
To verify the wire gauge is adequate for the length of wire used, measure the voltage to the
power fuse with the fuse switch open, and record the voltage. Measure the voltage again with the
fuse closed, the mode switch in the STOP position, and prelube pushbutton depressed. This will
cause all the control devices, sensors, and actuators to be powered; record the voltage. Use Table
52 to evaluate if the wire size is adequate:
Wire Gauge Test

DC Voltage DC Voltage Maximum
Fuse Open ESS Powered Difference Difference
≤ 1.0 VDC
≤ 1.0 VDC 䡺 Acceptable > 1.0 VDC 䡺 Unacceptable
Table 52.
71
Engine Monitoring and Protection System
Verify Status Control program and shutdown settings. Record findings in Table 53:
Selector Program Value
Position Feature and Units Actual Value OK
2 Energize to Run 0
3 Metric (1)/English (0) units 0
4 No. of Ring Gear Teeth 255
7 Crank Termination Speed 250 rpm
8 Oil Step Speed 600 rpm
9 Rated Oil Pressure 207 kPa (30 psi)
10 Idle Oil Pressure 68 kPa (10 psi)
11 High Oil Temperature 90°C (194°F)
12 Low Oil Temperature 21°C (70°F)
13 Over-crank Time 300 Sec
14 Cycle Crank Time 30 Sec
15 Cool-down Time 0 Min
Table 53.
The exhaust pyrometer stack shutdown temperature should be recorded in Table 54. This can be
examined by powering up the ESS panel and pressing the shutdown setting switch on the
pyrometers.
Exhaust stack shutdown
Pyrometer temperature °C (°F)
Inline / Right Bank
Left Bank
Table 54.
Initial Settings
Air Pressure Module Calibration
Prior to starting the engine, the manifold air pressure module must be calibrated (refer to System
Operation Testing and Adjusting, SENR5528-03). To calibrate the pressure module turn the mode
switch to STOP. Wait one minute after the engine has stopped. Adjust Energy Content dial to 910
as displayed on the ECM alphanumeric display. Display inlet air manifold pressure on CMS
digital readout (gauge #4). Connect a jumper wire from terminal ESS 278 (J3-34) to -BAT terminal
(ESS 353). Wait ten seconds. Turn Fuel Energy Content dial until the inlet air manifold pressure
indicates the correct absolute air pressure (in kPaa) for the ambient atmospheric conditions.
(The local barometric reading is usually an altitude corrected value. The UNCORRECTED value
is the one that is required. If an accurate barometer reading is not available and the elevation is-
known, then the following formula can be used to obtain an approximate value. See Figure 2. It
can also be used to verify that the independent value obtained is correct.
Atmospheric Pressure = Atmospheric Pressure at Sea Level - [(公 Altitude) x 0.0778]-

(Altitude x 0.00236); where Pres is in kPaa and Elev is in feet).
Let the reading stabilize for one minute. Disconnect the jumper at terminal ESS 278. Readjust Btu
back to original value for the fuel being used. Turn mode switch to OFF/RESET to power down
the ESS panel. Again turn the mode switch to STOP. Verify the inlet air manifold pressure is
within ± 1 kPa of the desired setting. If not repeat procedure.
72
Atmospheric Pressure (kPaa)
102
100
98
96
94
92
90
88
86
84
82
80
0
300
600
900
1200
1500
1800
2100
2400
2700
3000
3300
3600
3900
4200
4500
4800
5100
5400
5700
6000
Elevation (ft)
Note: This graph is based on normal atmospheric conditions (103 kPaa atmospheric pressure).
The curve will shift with a change in atmospheric pressure.
Figure 2.
Example:
Atmospheric Pressure at Sea Level = 103 kPa
Altitude = 3000 ft
Atmospheric Pressure =103 - [公3000 ) x 0.0778] - (3000 x 0.00236

= 91.7 kPaa
□ Pressure Module Calibration Set ____________________ kPaa (psia)
Governor and Wastegate Dynamics

Prior to starting the engine the governor and wastegate dynamics need to be reset to zero.
Connect Digital Diagnostic Tool (DDT) to the provided connector either at the ESS panel or
engine terminal box. The governor and wastegate dynamics need to be zeroed. To zero the
governor dynamics use the DDT [SELECT MODE] key to move to GOV MENU 07. Use the
DDT [SELECT FUNC] key to move to 70. Press the [0] key. Use the DDT [SELECT FUNC] key
to move to 71. Press the [0] key. Use the DDT [SELECT FUNC] key to move to72. Press the [0]
key. To zero the wastegate dynamics use the DDT [SELECT MODE] key to move to WASTE
MENU 08. Use the DDT [SELECT FUNC] key to move to 80. Press the [0] key. Use the DDT
[SELECT FUNC] key to move to 81. Press the [0] key. Use the DDT [SELECT FUNC] key to
move to 82. Press the [0] key. Return to Status Mode by pressing the DDT (SELECT MODE]
key to move to STATUS 01. In the case of a compressor application the governor and wastegate
dynamics should initially be set to -15.
□ Governor Dynamics Set
□ Wastegate Dynamics Set
Customer Settable Parameters

The Hi Idle (DDT CSP - 30) should be set prior to starting the engine. Connect Digital Diagnostic
Tool (DDT) to the provided connector either at the ESS panel or engine terminal box. Use the
DDT (SELECT MODE] key to move to Customer Settable Parameter (CSP) MENU. Use the
the desired maximum idle speed. Press [Enter] to store the new value.
□ Hi Idle Set ____________________ rpm
73
The Governor Droop (DDT CSP - 31) should be set prior to starting the engine. Connect Digital
Diagnostic Tool (DDT)to the provided connector either at the ESS panel or engine terminal box.
Use the DDT [SELECT MODE] key to move to Customer Settable Parameter (CSP). Use the
the desired amount of droop. Press [Enter] to store the new value. On compressor engines an
initial value of 10% should be used .
□ Governor Droop Value Set % Droop
The Droop/ Isochronous (DDT CSP - 32) should be set prior to starting the engine. Connect
Digital Diagnostic Tool (DDT) to the provided connector either at the ESS panel or engine
terminal box. Use the DDT [SELECT MODE] key to move to Customer Settable Parameter
(CSP). Use the DDT [SELECT FUNC] key to move to 32. To select Droop or Isochronous press
[ALT 1]. The DDT will toggle between the two choices. Once the desired entry is obtained, press
[Enter] to store the new value. On compressor engines Droop should be selected initially.
□ Governor Droop Selected
□ Governor Isochronous Selected
Fuel and Start Lines Inspection and Setting

Both fuel and starting air/gas lines should be inspected for debris and blown down to insure they
are clean. Caution should be used when blowing down the gas line(s) because of the potential for
fire and explosions.
Set the fuel pressure regulator to 310 ± 7 kPa (45 ± 1 psi). Set starting air pressure regulator. The
acceptable pressure range is 860 to 1550 kPa (125 to 225 psi).
□ Fuel line inspected
□ Start air/gasoline inspected
□ Fuel Pressure Regulator Set kPa (psi)
□ Start Air Pressure Regulator Set kPa (psi)
Set ESS controls. Set Fuel Energy dial to the value determined by the Lower Heating Value
(LHV). Set Engine Speed dial to ≤ 75O rpm as displayed on ECM display.
□ Fuel Energy Set Btu
□ Engine Speed Set rpm
Generator
On generators the voltage regulator should be turned off. This may require pulling wires, fuses,
etc. Also the generator breaker should be racked out or otherwise disarmed and locked out.
□ Turn off Voltage Regulator
□ Lockout Generator Breaker
74
Crank Test
Crank the engine with the fuel shut off (make sure to prelube first). A fault will likely be present
during this cycle. To obtain sufficient ignition voltage from the magneto to obtain a start, the
engine must crank a minimum of 60 rpm. Record the cranking speed and starting air/gas
pressure after 15 to 20 seconds of cranking in Table 55:
Cranking Test
Cranking Speed Cranking Air Pressure
≥ 60 rpm 䡺 Acceptable < 60 rpm 䡺 Unacceptable
Table 55.
Even though the minimum speed of 60 rpm may be obtained, it is desirable to have higher
cranking speed. This will allow the engine to start quicker, start at lower ambient temperature,
and accelerate to rated speed quicker. Therefore, the higher the available fluid pressure the
better, up to the limit of the starter.
Start the Engine

The engine should now be ready to start. Turn the fuel back on to the engine. Put the engine
mode control switch in the START or AUTO (with initiate contact closed) position. The control
should begin to prelube. Once the prelube is complete the green Engine Ready Light should
come on followed by cranking of the engine. If the green Engine Ready Light fails to come on
even though the prelube terminates, check to see if a Driven Equipment Not Ready caution
appears on the ECM display. If that caution appears, correct it by making sure the Driven
Equipment terminals on the customer terminal strip are closed. Attempt to start again.
Once the engine starts. It may be limited to 550 rpm by the Idle/Rated contact. To ramp to the
speed set by the Engine Speed dial, this set of customer terminals must be closed. Once at the
indicated set speed increase the speed by increasing the setting on the Engine Speed dial.
Examine the exhaust port pyrometers to make sure all cylinders are firing. If the engine is
unstable, the choke may need adjustment. The Actual/Desired Air Pressure (DDT CSP - 33)
should be set while the engine is running at idle. Connect Digital Diagnostic Tool (DDT) to the
provided connector either at the ESS panel or engine terminal box. Use the DDT [SELECT
MODE] key to move to CSP MENU 03. Use the DDT [SELECT FUNC] key to move to 33,
CHOKE TRIM. To change the position of the choke press [ALT 1] to close the choke and
decrease the actual air pressure. Pressing the [ALT 2] will increase the actual air pressure. The
DDT will display both the actual and desired values. Pressing the [0] key will return the choke to
the “factory zero” position. The goal is to get the actual and desired to match and obtain stable
idle. Sometimes the actual and desired may not match at the most stable idle. Once the desired
entry is obtained, press [SELECT MODE] to store the new value and leave the CSP mode. If
over 20 “steps” of electronic offset are required from the factory zero setting, it is recommended
that the choke linkage be adjusted to obtain a smaller offset from the factory setting. To do this
loosen the chock actuator to bellcrank linkage rod end jam nuts, zero the choke offset by
pressing the [0] key of the DDT, and adjusting the linkage rod to obtain the desired pressure.
Once the correct value is obtained lock the rod end jam nuts. Some fine tuning using the DDT
may still be required.
□ Choke Position Set
75
Protection System
After the engine has been started the protection system must be tested to ensure that it will
successfully protect the engine. After the engine has run for approximately 30 minutes, evaluate
some of the shutdown protections. As a minimum verify that each module can cause a shutdown.
The recommended way to do this is to disconnect the connector at the inlet air restriction sensor.
This will verify that the CMS and Engine Control (ECM) work properly. Next, use the overspeed
verify button on the back of the SCM. The overspeed should take place at 75% of the value
programmed in on item #6 above. Finally, test the timing control (TCM) by removing one of the
detonation sensor connectors.
CMS/ECM Shutdown □ Acceptable □ Unacceptable
SCM Shutdown □ Acceptable □ Unacceptable
TCM Shutdown □ Acceptable □ Unacceptable

Run the engine for 20 - 30 minutes. Shutdown and inspect the strainers. Remove strainers if clean
and free from debris. If not, clean the strainers and reinstall. Restart the engine. Repeat this
process until the strainers are clean.
□ Inspect & Remove Strainers
If the system pressures were not evaluated at the packaging audit perform that now. The items of
interest are pump rise, pressure drop across the engine or engine resistance, and external
system resistance. This information can be obtained by making some pressure measurements.
Recording data in Table 56 will provide the needed information:
Pump Inlet P0 P4
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Speed rpm
Table 56.
To evaluate the above information use Table 57 to determine pump rise:

Pump Outlet P1 P5
Pump Inlet P0 P4
Pump Rise P1-P0 P5-P4
Table 57.
76
Since the pump rise is engine speed dependent the specification of acceptable pump rise must be
determined from the Cooling Section of the A&I Guide or from TMI. Table 58 is given for
reference only:
Minimum Pump Rise Minimum Pump Rise
rpm Inline & Vee Inline & Vee
1,000 260 kPa 38 psi 295 kPa 43 psi
900 210 kPa 30 psi 240 kPa 35 psi
750 140 kPa 20 psi 170 kPa 25 psi
Table 58.
To evaluate the above information use Table 59 to determine engine resistance.
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Resistance P1-P2 P5-P6
Table 59.
Since the engine resistance is flow (engine speed) dependent the specification of acceptable
engine resistance must be determined from the Cooling Section of the A&I Guide or from TMI.
The external resistance will also effect the coolant flow and must be considered if the engine
resistance is too low for the operating engine speed. The system resistance in this circumstance
will likely be high. The goal is to obtain more than the minimum coolant flow rate through the
engine.
The external system resistance must be within certain limits for optimum cooling system
performance. Use Table 60 to evaluate the system resistance:
Engine Outlet P2 P5
Pump Inlet P0 P4
External Resistance P2-P0 P5-P4
Table 60.
Since the external resistance is flow (engine speed) dependent the specification of acceptable
external resistance must be determined from the Cooling Section of the A&I Guide or from TMI.
The coolant flow rate through the cooling system can be determined. The flow rate from the
external resistance can be determined by finding the appropriate chart in the Cooling Section of
the Gas Engines Application and Installation Guide. The flow is engine speed dependent and the
proper speed curve must be used. Record the flow value in Table 61.
77
The flow rate from the internal resistance or engine resistance needs to be determined. Find the
appropriate chart in the Cooling Section of the Gas Engines Application and Installation Guide.
The flow is not engine speed dependent. Record the flow value in the following evaluation table.
The flows must agree within ± 20%, and must be within the minimum and maximum flow range
for that circuit. Use Table 61 to determine if the flow is acceptable.
Coolant Flow Measurement

Jacket Water System Seperate Circuit System
Pressure drop Flow rate Pressure drop Flow rate
External Resistance
Engine Resistance
Evaluation
Engine flow = 䡺 Acceptable 䡺 Acceptable
Engine flow <or> 䡺 Unacceptable 䡺 Unacceptable
Table 61.
The static suction pressure needs to be recorded. If the expansion tank is in its final configuration
measure static suction pressure and record in Table 62:
System Pressure Specification OK
Jacket Water P0
Sperate Circuit P4
Table 62.
Load the Engine

To complete the cooling test the ambient capability needs to be evaluated. This is done at the
maximum load available. However, the engine must be Tuned to successfully operate at that load.
A PreChamber (PC) Calibration (Cal) must be performed on the engine.
On a generator engine it will be necessary to verify the phase rotation on a three phase system.
This can be done on a low voltage machine (< 1000 VAC) with a rotation meter. If the system is a
higher voltage, then the phase and rotation needs to be measured at the generator breaker
cabinet. With the breaker racked out, use two hot stick voltmeters to verify the phases are in
synch. To do this place hot stick #l at Phase A between the utility and generator bus and hot stick
#2 at Phase B. The voltage should rise and fall on both in synch. Repeat for the other phase
combinations and record the results in Table 63. If at anytime the phases rise and fall out of
synch determine the cause and correct.
Hot Stick #1 Hot Stick #2 Synch

ØA ØB
ØA ØC
ØB ØC
Table 63.
Do Not depend on synch lights, synch check relays, etc. to confirm the phase and rotation!
Rack in the generator breaker and charge if necessary. Synchronize the engine speed and match
the generator voltage to the utility. Synchronize the phases and close the breaker. Load the
engine. If a load bank is used to load the engine, be sure to isolate the load side of the bus from
the load banks.
78
PC Calibration
Increase the load to 75% of rated or the maximum available if less than 75%. The engine may not
be stable at maximum load. Adjust the governor and wastegate to obtain stable operation.
Governor
The governor should be programmed for the proper dynamics for stable yet responsive to load
and speed changes. The Governor dynamics should be adjusted electrically (refer to System
Testing and Adjusting, SENR5528-03). This can be accomplished through the DDT. Use the DDT
[SELECT MODE] key to move to GOV MENU 07. Use the DDT [SELECT FUNC] key to move
to GOV GAIN 70. Actual engine rpm will be displayed as well as the gain offset. Press the
[ALT 2] key to increase the actual gain offset. This will electronically increase the governor gain
and the gain offset indicator will increment up. Press the [ALT 1] key to decrease the actual gain
offset. This will electronically decrease the governor gain and the gain offset indicator will
decrement down. Adjust the gain to obtain the most stable actual rpm reading. To upset the
governor to evaluate stability a bump key is provided. By pressing the [6] key the governor will
experience a speed offset. To zero the gain setting to the factory default value, press the [0] key.
Use the DDT [SELECT FUNC] key to move to GOV STAB 71. Actual engine rpm will be
displayed as well as the stability offset. Press the [ALT 2] key to increase the actual stability
offset. This will electronically increase the governor stability and the stability offset indicator will
increment up. Press the [ALT 1] key to decrease the actual stability offset. This will electronically
decrease the governor stability and the stability offset indicator will decrement down. Adjust the
stability to obtain the most stable actual rpm reading. To upset the governor to evaluate stability a
“bump” key is provided. By pressing the [6] key the governor will experience a speed offset. To
zero the stability setting to the factory default value, press the [0] key.
Use the DDT [SELECT FUNC] key to move to GOV COMP 72. Actual engine rpm will be
displayed as well as the compensation offset. Press the [ALT 2] key to increase the actual
compensation offset. This will electronically increase the governor compensation and the
compensation offset indicator will increment up. Press the [ALT 1] key to decrease the actual
compensation offset. This will electronically decrease the governor compensation and the
compensation offset indicator will decrement down. Adjust the compensation to obtain the most
stable actual rpm reading. To upset the governor to evaluate stability a bump key is provided. By
pressing the [6] key the governor will experience a speed offset. To zero the compensation
setting to the factory default value, press the[0] key. Record settings in Table 64.
Governor
Gain Stability Compensation
Table 64.
Once the governor adjustments are complete proceed to wastegate dynamic adjustments.
79
Wastegate
Tune the Wastegate dynamics. The Wastegate dynamics should be adjusted electrically. This can
be accomplished through the DDT. Use the DDT [SELECT MODE] key to move to WAST
GAINS 08. Use the DDT [SELECT FUNC] key to move to WAST GAINS 80. Actual and desired
inlet air manifold pressure will be displayed as well as the gain offset. Press the [ALT 2] key to
increase the actual gain offset. This will electronically increase the wastegate gain and the gain
offset indicator will increment up. Press the [ALT l] key to decrease the actual gain offset. This
will electronically decrease the wastegate gain and the gain offset indicator will decrement down.
Adjust the gain to obtain the most stable actual inlet air manifold reading. No upset for the
wastegate to evaluate stability is provided. To zero the gain setting to the factory default value,
press the [0] key.
Use the DDT [SELECT FUNC] key to move to WAST STAB 81. Actual inlet air manifold pressure
will be displayed as well as the stability offset. Press the [ALT 2] key to increase the actual
stability offset. This will electronically increase the wastegate stability and the stability offset
indicator will increment up. Press the [ALT 1] key to decrease the actual stability offset. This will
electronically decrease the wastegate stability and the stability offset indicator will decrement
down. Adjust the stability to obtain the most stable actual inlet air manifold reading. No upset for
the wastegate to evaluate stability is provided. To zero the stability setting to the factory default
value, press the [0] key.
Use the DDT [SELECT FUNC] key to move to WAST COMP 82. Actual inlet air manifold
pressure will be displayed as well as the compensation offset. Press the [ALT 2] key to increase
the actual compensation offset. This will electronically increase the wastegate compensation and
the compensation offset indicator will increment up. Press the [ALT 1] key to decrease the actual
compensation offset. This will electronically decrease the wastegate compensation and the
compensation offset indicator will decrement down. Adjust the compensation to obtain the most
stable actual inlet air manifold reading. No upset for the wastegate to evaluate stability is
provided. To zero the compensation setting to the factory default value, press the [0] key. Once
the wastegate adjustment is complete return to the STATUS MODE 02 menu using the
[SELECT FUNC] key. Once done record the settings in Table 65.
Wastegate
Gain Stability Compensation
Table 65.
To continue with PC Calibration the engine must be at load and the engine warmed up with the
temperature stabilized (with blocked open thermostats this may be at a relatively low Jacket
water outlet temperature). Let the engine operate for at least 30 minutes before attempting to
calibrate the Prechamber needle valves.
To perform the PC Cal the engine control must be in the PC Cal mode. This can be accomplished
through the DDT. Use the DDT [SELECT MODE] key to move to PC Cal 05. Use the DDT
[SELECT FUNC] key to move to ACT/DES BT 50. Number 1 cylinder combustion probe burn
time (BT) actual and desired in mSec will be displayed. Pressing the DDT [ENTER] key will
advance the display to the next cylinder. The display can be scrolled through all cylinders and
return back to cylinder number 1. Make sure the Fuel Energy Dial is set at the proper setting for
the fuel being used (per the Methane number program). Adjust the respective cylinder
prechamber needle fuel flow control valve to obtain actual burn time readings within ± 0.20 mSec
of desired. Make only small adjustments and allow sufficient time (several minutes) for the
reading to stabilize. It is beneficial to record the combustion times prior to adjustment. It is also
80
helpful to record the amount the respective needle valve is moved as well as the stabilize burn
time for that adjustment. The benefit is that not all cylinders’ needle valves and check valve flow
identical and the trending will make this time consuming process much quicker. Once the
calibration is complete once again record the needle valve positions. Also monitor exhaust port
temperatures. If a port temperature is excessively high or low, ensure that the combustion probe
burn time is within acceptable limits. If not troubleshoot the cause. Once all cylinders have been
adjusted, review them again to ensure they have stabilized. Readjust as required. After the PC Cal
is complete record the inlet manifold air pressure using gauge #4 of the CMS in Table 66. To
return the control to the combustion feedback mode, use the DDT to return to the ENGINE
DATA 02 with the [SELECT MODE] key and the [SELECT FUNCTION] key will then display
ACT / DES ENGINE SPEED. This will return the control to feedback mode. Wait at least two
minutes and record the inlet manifold air pressure again in Table 67. It should not vary more
than ± 2 kPa from the value in PC Cal at the same load and speed. If it does PC Cal may need to
be redone. Also verify that the inlet air manifold pressure is within ± 5 kPa of that listed in the
engine performance specification for the engine at the designate speed and load.
PC Cal Inlet MAP Feedback Inlet MAP Difference Specification

⫾ 2 kPa
< ⫾ 2 kPa 䡺 Acceptable > ⫾ 2 kPa 䡺 Unacceptable =>
Re-tune PC
Table 66.
Feedback Inlet MAP Specified Inlet MAP Difference Specification

⫾ 5 kPa
< ⫾ 5 kPa 䡺 Acceptable > ⫾ 5 kPa 䡺 Unacceptable =>
Re-tune PC
Table 67.
Ambient Cooling Test

The cooling system can now be evaluated for its ambient capability. To obtain good results with a
radiator system the ambient air temperature must be above 16°C (60°F) or if an evaporative
cooler is used the dew point temperature (wet bulb) must be above 4°C (40°F). Refer to EDS
50.5, LEKQ7235 for additional information on the ambient capability test. Run the engine at
maximum load and record engine inlet and outlet coolant temperatures as well as the ambient
temperature and the dew point temperature for an evaporative cooler. Maximum system air flow
for a radiator or maximum raw water flow for a heat exchanger system must be used. Enter the
stabilized temperatures into Table 68.
Temperature Stabilized Temp Reading

Ambient Air (Dry Bulb)
Dew Point (Wet Bulb)
Jacket Water Inlet
Jacket Water Outlet
Separate Circuit Inlet
Separate Circuit Outlet
Table 68.
81
Evaluate the ambient performance in Table 69.
Maximum Ambient Capability = Shutdown Temperature - Outlet Temperature - Ambient Temperature

for Jacket Water Systems % Load
Example (See Figure 3): Given the conditions below, find the Maximum Ambient Capability for
the Jacket Water System.
Shutdown Temperature = 100°C (212°F)

Outlet Temperature = 96°C (205°F)
Ambient Temperature = 27°C (80°F)
Load = 100%
Maximum Ambient Capability = 100°C (212°F) – 96°C (205°F) – 27°C (80°F) = 31°C (87°F)
100%
Engine
Thermostat
Outlet
Radiator
Bypass
Line
Return
Engine Driven J.W. Pump
Figure 3.
Jacket Water System (Radiator System)

Shutdown Temperature ______°F
Outlet Temperature ______°F
Ambient Temperature ______°F
% Load ______%
Maximum Ambient Capability ______ (Shutdown Temp.) - ______ (Ambient Temp.)

= ______kPaa
______(% Load)
Jacket Water System (Evaporative Cooler System)

Outlet Temperature ______°F
% Load ______%

= ______kPaa
______(% Load)
Table 69a.
82
Maximum Ambient Capability = Shutdown Temperature - Inlet Manifold Air Temperature - Ambient Temperature
for Aftercooler/Oilcooler system % Load
Example (See Figure 4): Given the conditions below, find the Maximum Ambient Capability for
the Aftercooler/Oilcooler System.
Shutdown Temperature = 75°C (167°F)

Temperature = 58°C (137°F)
Ambient Temperature = 35°C (95°F)
Load = 100%
Maximum Ambient Capability = 75°C (167°F) - 58°C (137°F) - 35°C (95°F)

= 52°C (125°F)
100%
Air Through
Turbocharger
Engine
Thermostat
Outlet
Radiator
Oilcooler
Bypass
Line
Aftercooler
To
Return Combustion
Process
Air Inlet
Manifold
Figure 4.
Aftercooler/Oilcooler System (Radiator System)

Inlet Manifold Air Temperature ______°F
% Load ______%

= ______kPaa
______(% Load)
Aftercooler/Oilcooler System (Evaporative Cooler System)

Inlet Manifold Air Temperature ______°F
% Load ______%

= ______kPaa
______(% Load)
Table 69b.
83
Coolant Correction
If the ambient capability test was not run with the coolant to be used, then that needs to be
considered as well. If the test was performed with water and the engine will be filled with a water
antifreeze blend then subtract 3°C or 6°F from the ambient capability.
Compare the ambient capability values with the performance sheet of the heat exchanger device.
Temperature regulation test

The temperature regulation of the thermostats needs to be evaluated in Table 70. To do this,
drain the cooling system and remove the blocked open thermostats and replace with the normal
control thermostats:
Table 70.
System Thermostat Part Number Temperature Rating

Jacket Water 䡺 Inlet Controlled
䡺 Outlet Controlled
Separate Circuit 䡺 Inlet Controlled
䡺 Outlet Controlled
Refill the systems. Restart the engine and run at half load or less. Record the stabilized inlet and
outlet of the engine temperature in Table 71.
System Inlet Outlet

Jacket Water
Separate Circuit
Table 71.
84
Coolant
The coolant must have protection against freezing and conditioners to prevent corrosion. Record
the antifreeze protection level, type of antifreeze, type of water, and conditioner concentration
level.
□ Coolant filled
Type of water: □ Distilled □ Deionized □ Other
□ Antifreeze filled Antifreeze level % (°C/°F)

Type of antifreeze: □ Ethylene glycol □ Propylene Glycol □ Other
□ Coolant conditioner Conditioner level % (ppm)
Verify PC Calibration
As the engine may have been tuned with blocked open thermostats the engine would be cold.
Now with the normal thermostats the engine should be hotter, which will affect the tune slightly.
If the Fuel Correction Factor is < 95% or > 105%, place the control in PC Cal mode and re-tune the
engine. Record the following data in PC Cal w/ stabilized coolant temperatures in Table 72.
Parameter Value Cylinder # Burn Time Act/Des Needle Valve Position

Jacket Temp 1 /
SC Temp 2 /
Engine rpm 3 /
Load 4 /
FCF 5 /
Air Pressure 6 /
Air Temp 7 /
NO 8 /
NO2 9 /
NOx 10 /
CO 11 /
O2 12 /
13 /
14 /
15 /
16 /
Table 72.
85
Site and System Data
Record the performance of the various other engine support systems. Air inlet and exhaust
restriction. Using a manometer or other suitable low pressure gauge, document the following
pressures need to be at maximum load in Table 73.
System Presure Measurement Specification OK

Inlet – Inline/Right Bank 381 mm (15 in.) H2O Max
Inlet – Left Bank
Exhaust – Inline/Right Bank 254 mm (10 in.) H2O Max
Exhaust – Left Bank
Crankcase 102 mm (4 in.) H2O Max
Table 73.
The fuel pressure to the engine needs to be verified at full load in Table 74.
Fuel Pressure Specification OK

45 ⫾ 2 psig
Table 74.
86
Data Sheet
A full data sheet (Table 75) should now be completed to record the actual engine performance.
Inline Engine Performance Data Sheet

10 rpm / hr hr
12 A/F Ratio / Volt VDC
13 Air Press / Oil Pres psi Technician:
14/2 Comb TM #2 / Computer Monitoring System Load:
14/3 Comb TM #3 / Air Temp °F VAC
14/4 Comb TM #4 / Eng Temp °F Amps
14/5 Comb TM #5 / Fuel Fact % PF
Oil Filt Pr psi
Rt Air Res inch H2O
Crnkcs Pr inch H2O
Cool Pres
Left Air Pr inch H2O
Strt Air Pr psi
rpm rpm
Pyrometer Inline
15 Air Temp Temp Stk #0 °C
16 Air Flow Temp #1 °C
17 Fuel Act Temp #2 °C
18 Fuel Pres Temp #3 °C
19 Fuel Flow Temp #4 °C
20 Fuel Temp Temp #5 °C
21 Fuel Btu Temp #6 °C
22 Fuel Cor Temp #7 °C
23 % Load Temp #8 °C
25 Waste Act drpm
26 Det Bars Btu
Table 75a.
87
Vee Engine Performance Data Sheet
10 rpm / hr hr
11 Timing / rpm rpmVDC Time:
12 A/F Ratio / Volt psi
13 Air Press / Oil Pres °F Technician:
14/1 Comb TM #1 / Oil Temp
14/2 Comb TM #2 / Computer Monitoring System °F Load:
14/3 Comb TM #3 / Air Temp °F VAC
14/4 Comb TM #4 / Eng Temp % Amps
14/5 Comb TM #5 / Fuel Fact psia PF
14/6 Comb TM #6 / Air Pres psi
14/7 Comb TM #7 / Oil Pres %
14/8 Comb TM #8 / Eng Load psi
14/9 Comb TM #9 / Oil Filt Pr inch H2O
14/10 Comb TM #10 / Rt Air Res inch H2O
14/11 Comb TM #11 / Crnkcs Pr
14/12 Comb TM #12 / Cool Pres inch H2O
14/13 Comb TM #13 / Left Air Pr psi
14/14 Comb TM #14 / Strt Air Pr rpm
14/15 Comb TM #15 / rpm
14/16 Comb TM #16 / Pyrometer Left (Even) °C Right (Odd)
15 Air Temp Temp Stk #0 °C °C
16 Air Flow Temp #2/1 °C °C
17 Fuel Act Temp #4/3 °C °C
18 Fuel Pres Temp #6/5 °C °C
19 Fuel Flow Temp #8/7 °C °C
20 Fuel Temp Temp #10/9 °C °C
21 Fuel Btu Temp #12/11 °C °C
22 Fuel Cor Temp #14/13 °C °C
23 % Load Temp #16/15 °C
25 Waste Act drpm
26 Det Bars Btu
Table 75b.
88
Hot Mounting and Alignment
Vibration
At full load evaluate the vibration level of the engine and driven equipment. If the vibration
appears excessive visually, record the values using proper instrument.
Coupling Temperature Rise

The coupling will heat up if the alignment is not correct or the coupling is undersized for the
application. Using an infrared thermometer, measure the temperature of the flexing element in
the drive coupling. Also measure the temperature of a non-flexing drive element such as the
engine flywheel or driven equipment input flange. Record in Table 76.

Temperature of Flex Element
Temperature of Non-flex Element
Table 76.
Alignment
A hot alignment should be performed and recorded in Table 77 on the engine to driven
equipment. Because both are at their final operating temperatures the tolerances are different
from the cold values.
Hot Alignment Values

12:00 3:00 6:00 9:00 12:00
Table 77.
rerun. To determine if the alignment is within specification use Table 78:
Hot Alignment Evaluation

Face (Axial) ⫾ 0.003 inch ⫾ 0.008 inch
Bore (Radial) ⫹ 0.020 inch to ⫾ 0.028 inch
⫺ 0.008 inch
Table 78.
89
Soft-foot
The packager should perform and record in Table 79 a soft-foot test:
Hot Soft-Foot Measurements

Left Right Specification
Front < 0.002 inch
Middle 0.002to 0.005 inch
Rear < 0.002 inch
Soft-Foot Test 䡺 Acceptable 䡺 Unacceptable
Table 79.
0.05 and 0.08 mm. Record the new alignment readings.
Endplay (Thrust)
The engine crankshaft endplay must be evaluated. Use Table 80 to determine if the endplay is
acceptable:
Hot Endplay Evaluation

Table 80.
The hot driven equipment input shaft endplay must be evaluated if the driven equipment has oil
Hot Driven Equipment Endplay Evaluation

______ inch to ______ inch
Table 81.
Deflection
The hot crankshaft deflection must be evaluated. This test is performed at the rod throw just to
the rear of the center main journal. To perform the test remove the side access door(s) at that
indicator. Because the engine and deflection tool are at different temperatures, the tool will not
hold a steady reading until it matches the temperature of the engine. This may take several
minutes to accomplish. But rushing the temperature stabilization step will result in erroneous
values that will have to be rerun. Zero the indicator at the top of the stroke. Rotate the engine
stopping at the 90° positions. Since the rod(s) impede full rotation of the crankshaft when the
tool is installed the direction of rotation must be reversed to return to the initial starting position.
90
(Tip: If the rod(s) hit the indicator, it will likely fall into the oil filled pan. To allow easy retrieval of
the tool, tie a string tether to it with the other end secured outside the block.) Record the 90°
points again on the return direction in Table 82.
Hot Deflection Values
1:00 3:00 6:00 9:00 11:00
Counter
clockwise
Table 82.
rerun. To determine if the deflection is within specification use Table 83.
Hot Deflection Evaluation

Deflection ⫾ 0.0016 inch ± 0.0016 inch
Table 83.
Performance Approval
If all of the above tests are checked Acceptable then the engine is ready to put into service. If any
Unacceptable items are checked then that item should be placed on a punch list and discussed
with all responsible parties. This includes the customer, packager, and the servicing dealer. It
may also require discussion with the contractor and consulting engineers. These items should be
attempted to be corrected at the time of commissioning. If that is not possible or practical then
the servicing dealer can be used as the commissioning agent to report on corrective action. Once
all items are corrected a follow-up visit for inspection and testing is recommended.
If Caterpillar product problems are experienced during the commissioning they should be
reported to Caterpillar through the area district office. This is best communicated by email over
the Caterpillar Network.
91
Analysis of Test Data and Physical Systems
System Summary of Results
Air Intake
Satisfactory
Unsatisfactory
Not Complete
Cooling
Satisfactory
Unsatisfactory
Not Complete
Exhaust
Satisfactory
Unsatisfactory
Not Complete
Fuel
Satisfactory
Unsatisfactory
Not Complete
Lubrication
Satisfactory
Unsatisfactory
Not Complete
92
Engine
Mounting &
Alignment
Satisfactory
Unsatisfactory
Not Complete
Driven
Equipment
Satisfactory
Unsatisfactory
Not Complete
Safety and
Alarms
Satisfactory
Unsatisfactory
Not Complete
Engine
Monitoring
Satisfactory
Unsatisfactory
Not Complete
Crankcase
Ventilation
Satisfactory
Unsatisfactory
Not Complete
93
Starting
Satisfactory
Unsatisfactory
Not Complete
Ventilation
Satisfactory
Unsatisfactory
Not Complete
Equipment
Safety
Satisfactory
Unsatisfactory
Not Complete
Serviceablility
Satisfactory
Unsatisfactory
Not Complete
Operation and
Maintenance
Satisfactory
Unsatisfactory
Not Complete
94
Generator
Controls
Satisfactory
Unsatisfactory
Not Complete
Switchgear
Satisfactory
Unsatisfactory
Not Complete
Exhaust
Emissions
Satisfactory
Unsatisfactory
Not Complete
DC Electrical
Satisfactory
Unsatisfactory
Not Complete
AC Electrical
Satisfactory
Unsatisfactory
Not Complete
95
Engine Performance Data
Record the following data using field test equipment while the engine is being load tested under
site conditions.
% Load
900 Actual
Series Description Measured
Points
Comments:
96
Engine S/N Generator Set
Engine Instrument Panel and Generator Control Panel Instrument Readings.
Description 0% 25% 50% 75% 100% 110%

Actual Load EMW
Voltage kV
Amperes A
Power Factor LAG 0. 0. 0. 0. 0. 0.
Gen Bearing Temp °C
Gen Stator Temp °C
Engine Coolant °C
Air Inlet Man. Temp °C
Air Inlet Restr. LH kPa
Air Inlet Restr. RH kPa
Oil Pressure kPa
Oil Temperature °C
Oil Filter Press Diff kPa
Fuel Filter Press Diff
Crankcase Pressure kPa
Air Inlet Man. Press kPa
Fuel Pressure
Engine Hours
Stack Exh Temp RH °C
Stack Exh Temp LH °C
Cyl Exh Temp 1 °C
Cyl Exh Temp 2 °C
Cyl Exh Temp 3 °C
Cyl Exh Temp 4 °C
Cyl Exh Temp 5 °C
Cyl Exh Temp 6 °C
Cyl Exh Temp 7 °C
Cyl Exh Temp 8 °C
Cyl Exh Temp 9 °C
Cyl Exh Temp 10 °C
Cyl Exh Temp 11 °C
Cyl Exh Temp 12 °C
Cyl Exh Temp 13 °C
Cyl Exh Temp 14 °C
Cyl Exh Temp 15 °C
Cyl Exh Temp 16 °C
97
G3600 Spare Parts List
Quantity Description
1 Relay (SR1)
1 Water Temperature Sensor
1 Needle Valve Fuel
1 Module (SR2)
8 Spark Plug
1 Engine Speed Sensor
16 Gasket – Combustion Probe
9 Gasket – Thermostat Hsg – JW/SCAC
6 Oil Filters
1 Relay (SR2)
1 Combustion Feedback Module (Buffer)
1 Relay (Status Control)
1 Filtered/Unfiltered Oil Press Sensor
1 Relay (PLPSR)
1 Module (PLPSR)
2 Fuse – ESS &JBox
1 Crankcase Pressure Sensor
2 Fuse – Status Module & Junction Box
12 Seal – Thermostat (ALL)
1 Filter – Fuel
1 Timing Interface Box (AIB)
2 Air Cleaners
1 Thermocouple – Cyl Head
1 Gasket Kit – Fuel Metering Valve
1 Seal Kit – Fuel Metering Valve
2 Seal – Oil Filter Cover
1 Seal – Valve Mech
8 Adapter – Head Ferrule
1 Cover Gp – Magneto (Board As)
1 Check Valve As – Prechamber

16 Gasket – Check Valve
2 Seal Kit – JW/SCAC Pump
1 Magneto Gear Kit
3 Gasket – Thermostat Hsg JW/SCAC
1 Kit – Magneto Rebuild
1 Transformer Ignition
1 Engine Oil Temperature Sensor
1 Oil Pressure Sensor
1 Kit – Gas Shutoff Rebuild
1 Rod End – LH
1 Rod End – RH
1 Timing Speed Sensor
1 Seal – Block Side Cover
1 Seal – Rocker Base Cover
1 Air/Fuel Temperature Sensor
1 Detonation Sensor
1 Air Start Solenoid
8 Combustion Probes
16 Gasket – Main Chamber Spark Plug
1 Gas Shutoff Valve
1 Gasket – JW Cover
2 Gasket – Thermostat Hsa Oil
2 Wire As – Sensor (Combustion)
98
G3600 Engine Commissioning References
Title Form Number
Gas Engines Application and Installation Guide ....................................................... LEKQ2368

EDS 50.5; Cooling System Field Test ......................................................................... LEKQ7235
Engine Installation and Service Handbook ................................................................ LEBV0915
Coolant and Your Engine ............................................................................................. SEBD0970
EDS 56.0; Water Treatment Recommendations for
Ebullient and Solid Water Cooled Engines ............................................................ LEKQ8567
Service Manual 3606 & 3608 Spark Ignited Engines ................................................ SENR4255
Service Manual 3612 Spark Ignited Engines ............................................................. SENR5500
Operation and Maintenance Manual;
G3600 Inline Industrial and EPG Gas Engines ..................................................... SEBU6278
Operation and Maintenance Manual;
G3600 Vee Industrial and EPG Gas Engines ......................................................... SEBU6469
Digital Diagnostic Tool Software Subscription .......................................................... NEXG4511
Spark Ignited Engine Programs (Methane No. and NOx) 3 1/2 in. diskettes ........LEKQ6378
Gas Engine Lubrication Specification...........................................................................SEBU6400
G3600 Sales Manual .......................................................................................................LEKQ3478
99
G3600 Engine Commissioning Tools List
Quantity Description Part Number
As required Adapter 1/4 in. NPT 5P2725
As required Adapter 1/8 in. NPT 5P2720
As required Adapter 9/16 in. O-ring 5P3591
2 Probe 5P2718
1 Digital Diagnostic Tool (NEXG4511 Software required) 7X1400
1 Screwdriver – Phoenix contact 9U6461
1 Pressure group lU5470
1 Coolant tester °F 5P0957
1 Coolant tester °C 5P3514
1 Coolant conditioner test strips 4C9297
1 Coolant test kit 8T5296
1 Multimeter (Fluke 87) 9U7330
1 Scopemeter (Fluke 99) (optional) 131-4870
1 Temperature Adapter Group 6V9130
8 I; 16V Regulator (thermostats must be blocked open) 4W4011, etc.
4 I; 8V Gasket-housing cover (thermostat) 7W3688
4 I; 8V Gasket-housing flange (thermostat) 1S5772
1 Exhaust Analyzer COSA6000
1 Yoke 6V2042
1 Bar 6V2043
2 Dial Indicator Test Group 8T5096
1 Crankshaft Deflection Dial Indicator Staurett
#696
1 Indicator – spark plug firing 9U6695
1 Tester – magneto 9U6958
1 Ammeter-clamp on 8T0900
100
101
Materials and specifications are
subject to change without notice.
© 1998 Caterpillar Inc.
Printed in U.S.A.

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Gas Engines

Application Summary (use additional sheets if necessary)

Application Summary (use additional sheets if necessary)

Cooling System Test Preparation

Jacket Water System Separate Circuit

Jacket Water System Separate Circuit

Jacket Water System Separate Circuit

4C9045 - 4 inch diameter pipe

Inlet and Exhaust Preparation

□ Exhaust Outlet □ Air cleaner housing outlet

Parameter Methane number program value

Cooling System Capacities

Jacket Water System

Separate Circuit System

Total of Columns 14, 15 , 16

Jacket Water System

Is Col. 10 positive? 䡺 Acceptable Is Col. 10 Negative? 䡺 Unacceptable

Separate Circuit System

Is Col. 20 positive? 䡺 Acceptable Is Col. 20 Negative? 䡺 Unacceptable

□ Filled with coolant

Engine Oil System Capacity

Type of oil: _________________________ Wt. of oil: _________________________

□ Engine Filled Date _________________________

Driven Equipment Lubrication

Type of oil: _________________________ Wt. of oil: _________________________

□ Driven Equipment Filled Date _________________________

Air Starter and Prelube Pump

Mounting and Alignment

Torsional Analysis □ Acceptable □ Unacceptable

12:00 3:00 6:00 9:00 12:00

Use Table 11 to record the cold alignment values:

Driven Equipment Endplay Evaluation

Power Supply Voltage

Engine Monitoring and Protection System

Exhaust stack shutdown

Atmospheric Pressure = Atmospheric Pressure at Sea Level –

Atmospheric Pressure at Sea level = 103 kPa

Atmospheric Pressure = 103 - [(公3000) x 0.0778] - (3000 x 0.0236) = 91.7 kPaa

□ Pressure Module Calibration Set

____________________ kPaa (psia)

□ Governor Dynamics Set

□ Wastegate Dynamics Set

Customer Settable Parameters

□ Hi Idle Set __________ rpm

□ Governor Droop Value Set __________ % Droop

□ Governor Droop Selected

□ Fuel line inspected

□ Start air line inspected

□ Fuel Pressure Regulator Set _________________________ kPa (psi)

□ Start Air Pressure Regulator Set _________________________ kPa (psi)

□ Fuel Energy Set _________________________ Btu

□ Engine Speed Set _________________________ rpm

□ Turn off Voltage Regulator

□ Lockout Generator Breaker

≥ 60 rpm 䡺 Acceptable < 60 rpm 䡺 Unacceptable

Start the Engine

□ Choke Position Set

CMS/ECM Shutdown □ Acceptable □ Unacceptable

SCM Shutdown □ Acceptable □ Unacceptable

TCM Shutdown □ Acceptable □ Unacceptable

Cooling System Evaluation

□ Inspect & Remove Strainers

To evaluate the above information use Table 23 to determine pump rise:

Type of oil: _ Wt. of oil: _

Type of oil: _ Wt. of oil: _

Type of oil: _ Wt. of oil: _