Vdocuments - MX - Waukesha Apg2000 3000 Esm PDF

®
ESM
®
APG™2000/12V220GL
APG™3000/18V220GL
Engine System Manager
Operation & Maintenance
First Edition
This document contains proprietary and trade secret information
and is given to the receiver in confidence. The receiver by
reception and retention of the document accepts the document in
confidence and agrees that, except as with the prior expressed
written permission of Waukesha Engine, Dresser, Inc., it will (1) not
use the document or any copy thereof or the confidential or trade
secret information therein; (2) not copy or reproduce the document
in whole, or in part, without the prior written approval of Waukesha
Engine, Dresser, Inc.; and (3) not disclose to others either the
document or the confidential or trade secret information contained
therein.
All sales and information herein supplied subject to Standard
Terms of Sale, including limitation of liability.
ATGL®, CFR®, ESM®, EXTENDER SERIES®, DRESSER®,

ENGINATOR®, SERIES FOUR®, VGF®, VHP®, WKI®, and
WAUKESHA® are registered trademarks of Dresser, Inc. APG™
and DRESSER logo are trademarks of Dresser, Inc. All other
trademarks, service marks, logos, slogans, and trade names
(collectively “marks”) are the properties of their respective owners.
Dresser, Inc., disclaims any proprietary interest in these marks
owned by others.
FORM 6318
Dresser Waukesha, Inc.
Dresser, Inc.
Waukesha, Wisconsin 53188
Printed in U.S.A. 01/09
© Copyright 2009, Dresser, Inc.
All rights reserved.
CONTENTS
How To Use This Manual

CHAPTER 1 – SAFETY AND GENERAL CHAPTER 2 – ESM OPERATION
Section 1.00 – Safety Section 2.00 – System Power and Wiring
Safety Introduction ................................................. 1.00-1 Power Supply Requirements ................................. 2.00-1
Safety Tags and Decals......................................... 1.00-1 Battery Requirements............................................ 2.00-1
Equipment Repair and Service .............................. 1.00-1 Power Distribution Junction Box............................ 2.00-3
Electrical ................................................................ 1.00-2 Recommended Wiring.................................... 2.00-3
Fire Protection........................................................ 1.00-2 Connecting Ground and Power to
Body Protection...................................................... 1.00-2 Power Distribution Junction Box.................. 2.00-4
Exhaust .................................................................. 1.00-2 Customer Interface Harness ................................. 2.00-4
Batteries................................................................. 1.00-3 Required Connections ........................................... 2.00-7
Chemicals .............................................................. 1.00-3 Optional Connections ..................................... 2.00-8
Cleaning Solvents .................................................. 1.00-3 kw Transducer....................................................... 2.00-9
Emergency Shutdown............................................ 1.00-3 CT and PT Requirements .............................. 2.00-9
Programming ......................................................... 1.00-3 Scale Recommendations ............................... 2.00-9
Handling Components ........................................... 1.00-4 Wiring ............................................................. 2.00-9
Tools ...................................................................... 1.00-4
Intoxicants and Narcotics....................................... 1.00-4
Section 2.05 – Start-Stop Control
Protective Guards .................................................. 1.00-4 Engine Emergency Stop (E-Stop) ......................... 2.05-1
Start-Stop Control Description............................... 2.05-2
Section 1.05 – General Information Start Sequence .............................................. 2.05-2
Wiring Requirements ............................................. 1.05-1 Normal Shutdown Sequence ......................... 2.05-2
ESP Programming Conventions ............................ 1.05-2 Emergency Shutdown Sequence................... 2.05-2
Harness and Sensor Labeling................................ 1.05-3 Prelubing the Engine Without Starting .................. 2.05-5
Definitions .............................................................. 1.05-5 Cranking the Engine Over Without Starting
Acronyms ............................................................... 1.05-9 and Without Fuel.................................................. 2.05-5
English/Metric Conversions ................................. 1.05-10 Section 2.10 – Ignition System
Torque Values...................................................... 1.05-11
Ignition Theory....................................................... 2.10-2
Section 1.10 – Engine System Manager Ignition Diagnostics ............................................... 2.10-3
(ESM) Overview Monitoring Ignition Energy Field..................... 2.10-3
Monitoring Spark Reference Number............. 2.10-3
Engine Control System Overview .......................... 1.10-1
12V220GL/APG2000 System Block Diagram.. 1.10-2 Section 2.15 – Knock Detection
18V220GL/APG3000 System Block Diagram.. 1.10-3
Knock Theory ................................................. 2.15-1
Engine System Manager (ESM) ..................... 1.10-5
Knock Detection and Timing Control.............. 2.15-2
Auxiliary System Interface .............................. 1.10-5
Power Distribution JUnction Box .................... 1.10-6 Section 2.20 – Governing and Air-Fuel
Engine Control Panel (ECP) ........................... 1.10-6
ESM Components.................................................. 1.10-6
Control
Engine Control Unit (ECU).............................. 1.10-6 ESM Speed Governing.......................................... 2.20-1
Ignition Power Module with Governing Theory .......................................... 2.20-1
Diagnostics (IPM-D)..................................... 1.10-7 Speed Governing Inputs and Calibrations ..... 2.20-1
Injector Control Unit (ICU) .............................. 1.10-7 Speed Governing Modes ............................... 2.20-2
Electronic Wastegate Actuator ....................... 1.10-8 Rotating Moment of Inertia/Adjusting Gain............ 2.20-4
Smart Temperature Unit (STU)....................... 1.10-8 Air-Fuel Ratio Control............................................ 2.20-4
Engine System Manager Sensors ......................... 1.10-9 Wastegate ...................................................... 2.20-5
Electronic Service Program (ESP)....................... 1.10-13 Duration Limiting ............................................ 2.20-5
E-Help........................................................... 1.10-13 Exhaust Emission Setup ................................ 2.20-5
User Interface Panels ................................... 1.10-14 ESM Blocking Fuel Valve............................... 2.20-5
ESM Diagnostics.................................................. 1.10-14 Waukesha Knock Index (WKI) ....................... 2.20-6
Safety Shutdowns ................................................ 1.10-15
Start-Stop Control ................................................ 1.10-15
Ignition System .................................................... 1.10-15
ESM Speed Governing and
Air-Fuel Ratio Control ......................................... 1.10-15
Knock Detection................................................... 1.10-15
Active Cylinder Management ............................... 1.10-16
Lower Heating Value (LHV) .......................... 1.10-16
FORM 6318 First Edition i

CONTENTS
Section 2.25 – Emergency Safety Section 3.05 – ESP Panel and Field
Shutdowns Descriptions
Overview................................................................ 2.25-1 [F2] Engine Panel ..................................................3.05-1
Individual Safety Shutdown Descriptions ....... 2.25-2 [F3] Start-Stop........................................................3.05-2
Emergency Stop (E-Stop) Switches ............... 2.25-2 [F4] Governing Operating Status ...........................3.05-3
Low Oil Pressure ............................................ 2.25-2 [F5] Ignition Operating Status Panel —
Metal Particles in Oil....................................... 2.25-2 12V220GL/APG2000............................................3.05-4
Engine Overspeed.......................................... 2.25-2 [F5] Ignition Operating Status Panel —
Customer-Initiated Emergency Shutdown...... 2.25-2 18V220GL/APG3000............................................3.05-5
Engine Overload............................................. 2.25-2 [F8] AFR Setup Panel ............................................3.05-6
High/Low Exhaust Temperature..................... 2.25-2 [F10] System/Shutdown Status..............................3.05-7
Uncontrollable Engine Knock ......................... 2.25-2 [F11] Advanced Functions .....................................3.05-8
High HT Jacket Water Coolant Temperature... 2.25-2 Secondary ECU Panel
Low HT Jacket Water Coolant Pressure ........ 2.25-2 (18V220GL/APG3000 Only) .................................3.05-9
High Intake Manifold Air Temperature............ 2.25-2 Field Descriptions ................................................3.05-10
High Oil Temperature ..................................... 2.25-3
Loss of kW Transducer .................................. 2.25-3 Section 3.10 – ESP Programming
Failure of Magnetic Pickup ............................. 2.25-3 Initial Engine Startup..............................................3.10-1
Injection Disabled ........................................... 2.25-3 Basic Programming in ESP....................................3.10-2
Overcrank....................................................... 2.25-3 Saving to Permanent Memory ...............................3.10-3
Engine Stall .................................................... 2.25-3 Exiting ESP Without Saving............................3.10-4
ECU Internal Faults ........................................ 2.25-3
Actuator Calibration ...............................................3.10-5
Security Violation............................................ 2.25-3
Reset Status LEDs on ECU ...................................3.10-6
Injection Control Unit ...................................... 2.25-3
Logging System Parameters..................................3.10-7
Smart Temperature Unit................................. 2.25-3
Create Text File ..............................................3.10-7
Alarms ................................................................... 2.25-3
Creating .TSV File ..........................................3.10-9
CHAPTER 3 – ELECTRONIC SERVICE Changing Units – U.S. or Metric ..........................3.10-10
Programming Remote ECU for
PROGRAM (ESP) Off-Site Personnel ..............................................3.10-10
Section 3.00 – Introduction to Electronic Introduction ...................................................3.10-10
Modem Setup ...............................................3.10-11
Service Program (ESP) Programming Load Inertia ...................................3.10-13
Recommended System Requirements.................. 3.00-1 Programming Alarm and Shutdown Setpoints .....3.10-14
Installing ESP from Download ............................... 3.00-1 IPM-D Programming ............................................3.10-15
Installing ESP from CD.......................................... 3.00-3 kW Air-Fuel Ratio Programming ..........................3.10-16
Connecting PC to ECU.......................................... 3.00-3 Programming Parasitic Load ........................3.10-16
Starting ESP .......................................................... 3.00-4 Generator Efficiency Table ...........................3.10-16
Connection Status .......................................... 3.00-4 Programming Fuel Type ...............................3.10-18
User Interface Panels ............................................ 3.00-4 Transducer Full Scale Adjustment................3.10-19
Other ESP Windows.............................................. 3.00-9 Engine Percent O2 Adjustment.....................3.10-20
Fault Log ........................................................ 3.00-9
E-Help ............................................................ 3.00-9
Version Details ............................................... 3.00-9
Navigating ESP Panels ....................................... 3.00-10
Common Features........................................ 3.00-10
Display Fields ............................................... 3.00-11
Button Bar............................................................ 3.00-12
Fault Log Description........................................... 3.00-13
Using a Modem for Remote Monitoring............... 3.00-15
Setting Up Modem to ECU ........................... 3.00-15
Connecting Modem to ECU and PC............. 3.00-17
Starting ESP for Modem Access .................. 3.00-17
ii FORM 6318 First Edition

CONTENTS
CHAPTER 4 – TROUBLESHOOTING &

MAINTENANCE
Section 4.00 – Troubleshooting
Where to Begin ...................................................... 4.00-1
Determining Fault Code by Reading
ECU Status LED’s ................................................ 4.00-1
Determining Fault Code by Using ESP.................. 4.00-2
Using Fault Codes for Troubleshooting ................. 4.00-2
E-Help .................................................................... 4.00-3
Using E-Help................................................... 4.00-3
E-Help Window Description ............................ 4.00-4
ESM Fault Codes................................................... 4.00-6
Non-Code ESM Troubleshooting ......................... 4.00-10
Power Distribution Junction Box .......................... 4.00-11
Additional Assistance........................................... 4.00-11
Section 4.05 – ESM Maintenance

Knock Sensors....................................................... 4.05-2
Installing Knock Sensors ................................ 4.05-2
ESM Wiring ............................................................ 4.05-3
Battery Maintenance .............................................. 4.05-3
External Inspection ......................................... 4.05-3
Battery Indicated State of Charge................... 4.05-4
APPENDIX A - INDEX
Appendix A - Index..................................................... A-1
WARRANTY INFORMATION
Express Limited Warranty Covering Products
Used in Continuous Duty Applications...................... W-1
Express Limited Warranty for Genuine
Waukesha Service Parts and Waukesha
Factory Remanufactured Service Parts .................... W-2
Express Limited Warranty for Products
Operated in Excess of Continuous Duty Ratings...... W-3
FORM 6318 First Edition iii

CONTENTS
iv FORM 6318 First Edition

HOW TO USE THIS MANUAL
Your purchase of a Waukesha Engine with Engine ALWAYS be alert for the special warnings within
System Manager (ESM) was a wise investment. In the the manual text. These warnings precede informa-
industrial engine field, the name Waukesha Engine tion that is crucial to your safety as well as to the
stands for quality and durability. With normal care and safety of other personnel working on or near the
maintenance, this equipment will provide many years engine. Cautions or notes in the manual contain
of reliable service. information that relates to possible damage to the
Before placing the ESM in service, read Chapter 1 product or its components during engine opera-
very carefully. This chapter covers Safety and General tion or maintenance procedures.
Information. This manual contains packager, operation, and main-
Section 1.00 – “Safety” – Provides a list of warnings tenance instructions for the ESM. There are four chap-
and cautions to make you aware of the dangers ters within the manual, and each chapter contains two
present during operation and maintenance of the or more sections. The title of each chapter or section
engine. READ THEM CAREFULLY AND FOLLOW appears at the top of each page. To locate information
THEM COMPLETELY. on a specific topic, refer to the Table of Contents at the
front of the manual or the Index at the back of the man-
Section 1.05 – “General Information” – Provides wiring ual.
requirements, programming conventions, definitions,
acronyms, conversion tables, and torque values of Recommendations and data contained in the manual
metric and standard capscrews. are the latest information available at the time of this
printing and are subject to change without notice.
Section 1.10 – “Engine System Manager (ESM) Over- Since engine accessories may vary due to customer
view” – Provides an overview of the engine control specifications, consult your local Waukesha Distributor
system, component locations, sensor locations, and or Waukesha Engine Service Operations Department
ESP operation. for any information on subjects beyond the scope of
this manual.
FORM 6318 First Edition v

HOW TO USE THIS MANUAL
vi FORM 6318 First Edition

SAFETY AND GENERAL
CONTENTS
SECTION 1.00 – SAFETY
SECTION 1.05 – GENERAL INFORMATION
SECTION 1.10 – ENGINE SYSTEM MANAGER (ESM)

OVERVIEW
FORM 6318 First Edition

SAFETY AND GENERAL

SECTION 1.00
SAFETY
SAFETY INTRODUCTION This symbol identifies

CAUTION information about haz-
The following safety precautions are published for your ards or unsafe practices. Disregarding this infor-
information. Waukesha Engine, Dresser, Inc., does m a t i o n c o ul d r e s u l t i n P RO D U C T DA M AG E
not, by the publication of these precautions, imply or in AND/OR PERSONAL INJURY.
any way represent that they are the sum of all dangers
present near industrial engines or fuel rating test units. NOTE: This symbol identifies information that is
If you are installing, operating, or servicing a Wauke- NECESSARY TO THE PROPER OPERATION,
sha product, it is your responsibility to ensure full com- MAINTENANCE, OR REPAIR OF THE EQUIPMENT.
pliance with all applicable safety codes and
requirements. All requirements of the Federal Occupa- SAFETY TAGS AND DECALS
tional Safety and Health Act must be met when
Waukesha products are operated in areas that are WARNING
under the jurisdiction of the United States of America.
Waukesha products operated in other countries must To avoid severe personal injury or death, all warn-
be installed, operated, and serviced in compliance ing tags and decals must be visible and legible to
with any and all applicable safety requirements of that the operator while the equipment is operating.
country.
EQUIPMENT REPAIR AND SERVICE
For details on safety rules and regulations in the
United States, contact your local office of the Occupa- Proper maintenance, service, and repair are important
tional Safety and Health Administration (OSHA). to the safe, reliable operation of the unit and related
equipment. Do not use any procedure not recom-
The words “danger,” “warning,” “caution,” and “note” mended in the Waukesha Engine manuals for this
are used throughout this manual to highlight important equipment.
information. Be certain that the meanings of these
alerts are known to all who work on or near the equip-
ment.
WARNING
To prevent severe personal injury or death, always
DANGER stop the unit before cleaning, servicing, or repair-
ing the unit or any driven equipment.
This symbol identifies information about immedi-
Place all controls in the OFF position and disconnect
ate hazards. Disregarding this information will
or lock out starters to prevent accidental restarting. If
result in SEVERE PERSONAL INJURY OR DEATH.
possible, lock all controls in the OFF position and take
the key. Put a sign on the control panel warning that
WARNING the unit is being serviced.
This symbol identifies information about hazards Close all manual control valves. Disconnect and lock
or unsafe practices. Disregarding this information out all energy sources to the unit, including all fuel,
could result in SEVERE PERSONAL INJURY OR electric, hydraulic, and pneumatic connections.
DEATH.
Disconnect or lock out driven equipment to prevent the
possibility of the driven equipment rotating the dis-
abled engine.
FORM 6318 First Edition 1.00-1

SAFETY
Disconnect all engine

WARNING CAUTION harnesses and elec-
tronically controlled devices before welding on or
To avoid severe personal injury or death, ensure near an engine. Failure to comply will void war-
that all tools and other objects are removed from ranty. Failure to disconnect the harnesses and
the unit and any driven equipment before restart- electronically controlled devices could result in
ing the unit. product damage and/or personal injury.
The electrical interfer-
WARNING CAUTION ence from solenoids
Allow the engine to cool to room temperature and other electrical switches will not be cyclic and
before cleaning, servicing, or repairing the unit. can be as high as several hundred volts. This
Hot components or fluids can cause severe per- could cause faults within the ESM that may or may
sonal injury or death. not be indicated with diagnostics. Waukesha
Engine requires a “freewheeling” diode be added
WARNING across the coils of relays and solenoids to sup-
press high induced voltages that may occur when
Some engine components and fluids are extremely equipment is turned off. Failure to comply will void
hot even after the engine has been shut down. product warranty. Disregarding this information
Allow sufficient time for all engine components could result in personal injury and/or product
and fluids to cool to room temperature before damage.
attempting any service procedure.
FIRE PROTECTION
ELECTRICAL
WARNING
WARNING Refer to local and federal fire regulations for
Always label “HIGH VOLTAGE” on engine-mounted guidelines for proper site fire protection. Fires can
equipment over 24 volts nominal. Failure to adhere cause severe personal injury or death.
to this warning could result in severe personal
injury or death. BODY PROTECTION
WARNING WARNING
Do not install, set up, maintain, or operate any Always wear OSHA approved body, sight, hearing,
electrical components unless you are a technically and respiratory system protection. Never wear
qualified individual who is familiar with the electri- loose clothing, jewelry, or long hair around an
cal elements involved. Electrical shock can cause engine. The use of improper attire or failure to use
severe personal injury or death. protective equipment may result in severe per-
sonal injury or death.
WARNING EXHAUST
Disconnect all electrical power supplies before
making any connections or servicing any part of
the electrical system. Electrical shock can cause
WARNING
severe personal injury or death. Do not inhale engine exhaust gases. Exhaust
gases are highly toxic and could cause severe per-
All inductive loads
CAUTION such as the blocking
fue l va lve , mus t h av e a su p pr e ss io n di ode
installed across the valve coil as close to the valve
as is practical. Disregarding this information could
result in product damage and/or personal injury.
1.00-2 FORM 6318 First Edition

SAFETY
BATTERIES EMERGENCY SHUTDOWN
WARNING WARNING
Comply with the battery manufacturer’s recom- An Emergency Shutdown must never be used for a
mendations for procedures concerning proper bat- normal engine shutdown. Doing so may result in
tery use and maintenance. Improper maintenance unburned fuel in the exhaust manifold. Failure to
or misuse can cause severe personal injury or comply increases the risk of an exhaust explosion,
death. which can result in severe personal injury or
death.
WARNING PROGRAMMING
Batteries contain sulfuric acid and generate explo-
sive mixtures of hydrogen and oxygen gases.
Keep any device that may cause sparks or flames
WARNING
away from the battery to prevent explosion. Batter- Never set the high idle speed above the safe work-
ies can explode, causing severe personal injury or ing limit of the driven equipment. If the
death. GOVREMSP signal goes out of range or the
GOVREMSEL signal is lost, then the engine will
run at the speed determined by the status of
WARNING GOVHL IDL and calibrated low or high idle speeds.
Always wear protective glasses or goggles and Disregarding this information could cause severe
protective clothing when working with batteries. personal injury and/or product damage.
You must follow the battery manufacturer’s
Ensure that the cor-
instructions on safety, maintenance, and installa-
tion procedures. Failure to follow the battery man-
CAUTION rect rotating moment
of inertia (load inertia) is programmed in ESP for
ufacturer’s instructions can cause severe personal
the engine’s driven equipment. Failure to program
injury or death.
the moment of inertia for the driven equipment on
CHEMICALS the engine in ESP will lead to poor steady state
and transient speed stability. Disregarding this
information could result in product damage and/or
WARNING personal injury.
Always read and comply with safety labels on all Wire the supplied fuel
containers. Don not remove or deface the con- CAUTION gas shutoff valve (ESM
tainer labels. Improper handling or misuse could blocking fuel valve) so it is controlled by the ESM.
result in severe personal injury or death. Disregarding this information could result in prod-
uct damage and/or personal injury.
CLEANING SOLVENTS
Failure to program the
WARNING CAUTION moment of inertia for
the driven equipment on the engine in ESP will
Comply with the solvent manufacturer’s recom- lead to poor steady state and transient speed sta-
mendations for proper use and handling of sol- bility. Disregarding this information could result in
vents. Improper handling or misuse could result in product damage and/or personal injury.
severe personal injury or death. Do not use gaso-
line, paint thinners, or other highly volatile fluids
for cleaning.

SAFETY
HANDLING COMPONENTS
Do not drop or mishan-
CAUTION dle knock sensor. If
knock sensor is dropped or mishandled, it must be
replaced. Disregarding this information could
D o n o t ov e r t i g h t e n
CAUTION capscrew. Overtighten-
ing will cause damage to the knock sensor. Disre-
garding this information could result in product
damage and/or personal injury.
TOOLS
ELECTRICAL
WARNING
Do not install, set up, maintain, or operate any
electric tools unless you are a technically qualified
individual who is familiar with them. If used
improperly, electric tools could cause severe per-
PNEUMATIC
WARNING
pneumatic tools unless you are a technically quali-
fied individual who is familiar with them. Pneu-
matic tools use pressurized air and, if used
improperly, could cause severe personal injury or
death.
INTOXICANTS AND NARCOTICS
WARNING
Do not allow anyone under the influence of intoxi-
cants and/or narcotics to work in or around indus-
trial engines. Workers under the influence of
intoxicants and/or narcotics are a hazard to both
themselves and other employees and can cause
severe personal injury or death to themselves or
others.
PROTECTIVE GUARDS
WARNING
Provide guarding to protect persons or structures
from rotating or heated parts. Contact with rotat-
ing or heated parts can result in severe personal
injury or death.

SECTION 1.05
GENERAL INFORMATION
WIRING REQUIREMENTS
All electrical equipment and wiring shall comply with • Each end of flexible metal conduit must have an
applicable local codes. This Waukesha Engine stan- insulating sleeve to protect wires from chafing.
dard defines additional requirements for Waukesha
Do not use non electri-
engines. CAUTION cal grade R T V.
Non-electrical RTVs can emit corrosive gases that
WARNING can damage electrical connectors. Disregarding
Do not install, set up, maintain, or operate any this information could result in product damage
electrical components unless you are a technically and/or personal injury.
qualified individual who is familiar with the electri- • An electrical grade RTV should be applied around
cal elements involved. Electrical shock can cause the wires entering all electrical devices and is to be
severe personal injury or death. applied immediately after wire installation.
• A small “drip loop” should be formed in all wires
WARNING before entering the electrical devices. This drip loop
Disconnect all electrical power supplies before will reduce the amount of moisture entering an elec-
making any connections or servicing any part of trical device via the wires if an electrical grade RTV
the electrical system. Electrical shock can cause does not seal completely.
severe personal injury or death. • The following procedures should be followed for
• Whenever two or more wires run together, they wires entering engine junction boxes:
should be fastened together at no more than – Bottom entrance is best, and side entrance is
4 – 6 in. (10 – 15 cm) intervals, closer where neces- second best.
sary, with tie wraps or tape.
– Insert grommet in opening to protect wires.
• All wires should be mounted off hot areas of the
engine with insulated clips, at intervals of no more – Wires should contain “drip loop” before enter-
than 12 in. (30 cm), closer where necessary. Wires ing box, except where bottom entrance is
must never be run closer than 6 in. (15 cm) to used.
exhaust manifolds, turbochargers, or exhaust pipes. – When installing flexible conduit, use straight
• In cases where wires do not run over the engine, connector for side entrance. If top entrance is
they should be fastened to rigid, non-moving bodies required, use elbow connector.
with insulated clips when possible or tie wraps. Fas- • If wire harness has a covering, clamp harness so
teners should be spaced at no more than 12 in. openings of covering are downward.
(30 cm) intervals.
• When wires run through holes, rubber grommets
should be installed in holes to protect the wires.
Wires should never be run over rough surfaces or
sharp edges without protection.

GENERAL INFORMATION
• The routing of wires should be determined for reli- ESP PROGRAMMING CONVENTIONS
ability and appearance and not by shortest distance.
The following is a list of conventions used in the ESP
• Installation connection wire must be coiled and software and documentation:
secured to provide protection during shipment.
• All commands enclosed in brackets, [ ], are found
on the PC keyboard.
WARNING
• Menu names and menu options are in bold type.
Always label “HIGH VOLTAGE” on engine-mounted
equipment over 24 volts nominal. Failure to adhere • Panel names and dialog box names begin with
to this warning could result in severe personal Uppercase Letters.
injury or death. • Field and button names begin with Uppercase Let-
• All engine-mounted electrical equipment over ters and are enclosed in “quotes”.
24 volts nominal shall have “HIGH VOLTAGE” warn- • The [Return] key is the same as the [Enter] key (on
ing decal. Decal is to be attached to all the equip- some keyboards [Return] is used instead of [Enter]).
ment and junction boxes on visible surface (vertical
surface whenever possible). • The fields on the ESP user interface screens are
color-coded. See Table 1.05-1 for color key.
• Wiring that is routed in rigid or flexible conduit shall
have all wire splices made only in junction boxes, Table 1.05-1 Color Key for ESP User Interface Panels
outlet boxes, or equipment boxes. Wire splices shall
not be located in the run of any conduit. COLOR MEANING
Gray Off (No Alarm)
Readings and Settings
Dark Green (General operating information such as
temperature and pressure readings)
White Dials and Gauges
Light Green On or Normal System Operation
Pink Low, Warmup, or Idle Signal
Yellow Alarm or Sensor/Wiring Check
Red Warning or Shutdown
Blue User-Programmable

GENERAL INFORMATION
HARNESS AND SENSOR LABELING NOTE: Customer connection locations on the P & ID
do not contain letters.
According to ISO 3511/1&2, the designation of certain
engine instrumentation is included on the engine for
assistance in diagnostics, troubleshooting, and overall
understanding of sensor application. The designations
will be found on the engine harnesses at or near the
connection of the harness to the engine sensor (see
Figure 1.05-1). These designations are used else-
where in this manual, as well as in the E-Help trouble-
shooting that is part of the ESM control system.
Additionally, this information is found on the unit’s pro-
cess and instrumentation diagrams (P & ID) that are
available through WED Link.
The coded designations are formed through a combi-
nation of letters (always uppercase) and numbers. Let-
ters are listed first and will always be followed by a
series of numbers. Each individual character in the
coded designation has a specific meaning (see
Figure 1.05-2).
Figure 1.05-1. Harness Label
PT23-1
PT23-2
TE23 PT23-1
PA
TA
06
PA
MULTIPLE DEVICES
L
H H
SECOND NUMBER
FIRST NUMBER
SECOND LETTER
SECTION OF OIL CIRCUIT P & ID
FIRST LETTER
Figure 1.05-2. Example of Coded Designation for Oil Pressure Sensor
Letter Definitions
The first letter indicates the measured or initiating vari- The second and any immediately succeeding letters
able (see Table 1.05-2). indicate the display or output function (see
Table 1.05-2. First Letter Definitions Table 1.05-3).
Table 1.05-3. Second and Succeeding Letter Definitions
FIRST
DEFINITION
LETTER LETTERS
E Electrical AFTER DEFINITION
F Flow/Flow Rate
FIRST
C Controller
L Level
E Sensing Element
P Pressure (Vacuum)
Q Quality (Analysis, Concentration, Conductivity) I Indicating
S Switching
S Speed (Frequency)
T Transmitting
T Temperature
U* Multivariable V Valve (Damper, Louver, Actuating Element, Unspec-
ified Correcting Unit)
NOTE: *The U variable is used when a sensor has more than one W Unclassified Functions
measuring function, such as a knock sensor that could be
Z Emergency (Safety Acting)
categorized as an E or an S.

GENERAL INFORMATION
Number Definitions Subsequent numbers may be used if there are multi-

ple devices in the same or similar locations. These will
Following the letters, a combination of numbers is
be handled through the addition of a hyphen and the
used to describe the specific location of the device on
subsequent number, for example -1, -2, and -3. The
the engine. The first number is chosen based on the
usage of hyphens and sequential numbering will
system location of the device in question. It will also be
always go in the direction of fluid flow of the circuit in
the first variable for the customer connection locations
question. For example, multiple oil pressure sensors
on the P & ID drawings. The second number is chosen
would be labeled -1, -2, and -3 in the direction of the oil
based on the function of the sensor/device or cus-
flow within the engine (see Figure 1.05-2).
tomer connection in question. Additional numbers are
added after this if there are multiple sensors in the Application Examples
same or similar location, or multiple sensors located
Table 1.05-6 is a sampling of how some of the
away from inlet and outlet connections. These num-
devices/sensors are labeled. Table 1.05-7 shows
bers will follow after a hyphen (“-”). For example, there
examples of labeling of the customer connection
may be multiple oil pressure sensors in the oil circuit
points on the P & ID drawings.
that are located after the pump and not near an engine
inlet or outlet connection. This would also apply if Table 1.05-6. Device/Sensor Examples
there are multiple customer connections for the same DEVICE /
function, for example, multiple crankcase water drains. DEFINITION
SENSOR
The first number identifies which system is being EV98 Starter Solenoid
instrumented or controlled (see Table 1.05-4). EW18 Ignition Primary
FCV53 Exhaust Wastegate
Table 1.05-4. First Number Definitions
FCV73-1 Main Chamber Fuel Injector
FIRST LIS23-1 Oil Level Switch (Primary Contact)
DEFINITION
NUMBER
PT23-1 Oil Pressure Sensor (Oil Filter Inlet)
1 Electrical
PT23-2 Oil Pressure Sensor (Oil Filter Outlet)
2 Lube Oil
PT23-3 Oil Pressure Sensor (Pre-Turbocharger)
3 Low Temperature Water Circuit (LT, Auxiliary)
PT63 Intake Manifold Pressure Sensor
4 High Temperature Water Circuit (HT, Jacket)
QZ23 Metal Particle Detector in Oil Circuit
5 Exhaust Gas
ST98-1 Engine Speed Sensor (ICU)
6 Combustion Air
TE23 Oil Temperature Sensor
7 Fuel Gas
TE42 HT Water Temperature Sensor
8 Lifting or Mounting
UT93 Knock Sensor
9 Miscellaneous
Table 1.05-7. Connection Point Examples

The second number helps to identify the function or
more specific location of the device/sensor in question CONNECTION
POINT DEFINITION
(see Table 1.05-5).
18-1 ECU RS-232 Connection (For Service Laptop)
Table 1.05-5. Second Number Definitions 18-2 Engine-Mounted Power Distribution Box
SECOND 23-1 Oil Dipstick
DEFINITION
NUMBER 25-1 Oil Drain Valve
1 Inlet Location or Connection 31 LT Water Inlet
2 Outlet Location or Connection LT Water Air Vent, Top of Internal Oil Cooler
36-1
3 Other/Intermediate/Misc. Location or Connection (If Equipped)
4 Fill Location or Connection 42 HT Water Outlet

5 Drain Location or Connection 46-1 HT Water Degassing (Top of Engine)
6 Vent/Degassing Location or Connection 52-1 Exhaust Gas Outlet (“A” Bank)
7 Expansion Location or Connection 61-2 Combustion Air Inlet to Turbocharger Compres-

sor (“B” Bank)
8 Electrical Location or Connection
71 Main Fuel Gas Inlet
9 Not Used at This Time
83-1 Engine Only Lift Point
83-4 Enginator Lift Point
Many of these second numbers will not apply to typical
engine sensor locations. As a general rule, the num- 91 Air (Supply) Starter Inlet
bers 1 – 3 will apply to devices/sensors and numbers 1 92 Crankcase Ventilation Connection
– 9 will apply to P & ID locations.

GENERAL INFORMATION
DEFINITIONS CT:
The Current Transformer measures AC current and
NOTE: The terms defined in this manual are defined provides a stepped down signal in proportion to it. A
as they apply to Waukesha’s Engine System Manager CT steps down the generator’s current to a value the
ONLY. Definitions are not general definitions panel’s kW meter can read (5A).
applicable to all situations.
DB Connector:
Adjusted Generator Power: A family of plugs and sockets widely used in communi-
Adjusted Generator Power is the calculation of the kW cations and computer devices. DB connectors come in
transducer output, transducer full scale, generator effi- 9, 15, 25, 37, and 50-pin sizes. The DB connector
ciency, and generator rated power. defines the physical structure of the connector, not the
Air-Fuel Ratio: purpose of each line.
Air-fuel ratio is a term used to define the amount of air Detonation:
(in either weight or mass) in relation to a single amount Detonation is the autoignition of the unconsumed end
of fuel. gas after the spark plug has fired during an engine’s
Alternate Dynamics: combustion cycle. When this happens, the pressure in
See definition for “Synchronizer Control.” the chamber will spike, causing the structure of the
engine to resonate, and an audible “ping” or “knock” is
Analog Signals: heard.
A voltage or current signal proportional to a physical
quantity. Detonation Threshold:
The detonation threshold is a self-calibrating limit to
Baud Rate: determine if a cylinder is detonating. Once a cylinder
The baud rate is the number of signaling elements that exceeds the detonation threshold, the ESM retards
occur each second. The baud indicates the number of ignition timing for the cylinder in detonation.
bits per second (bps) that are transmitted.
Digital Signals:
Bus: Signals representing data in binary form that a com-
A collection of wires through which data is transmitted puter can understand. The signal is 0 or 1 (off or on).
from one part of a computerized system to another. A
bus is a common pathway, or channel, between multi- Droop:
ple devices. When a governor operates in droop mode, it means
that the governor will allow the engine to slow down
Calibration: slightly under load. Droop is used to simulate the situ-
The Engine System Manager is designed to work with ation with mechanical governors where the engine will
various Waukesha engine families and configurations, run at a slightly higher rpm than the setpoint when no
and each ECU is factory-calibrated to work with a spe- load is placed on the engine.
cific engine model. The ECU contains thousands of
calibrations such as the number of cylinders, timing, E-Help:
sensor default values, high/low limitations, and neces- ESP-Help (E-Help) is the name of the electronic help
sary filters. file included with the ESP software. E-Help provides
fault code troubleshooting information.
CAN:
Controller Area Network. A serial bus network of ESM Calculated Power
microcontrollers that connects devices, sensors, and An approximation (±5%) of actual engine power in kW
actuators in a system for real-time control applications (BHP) that is based on ECU inputs and correct engine
like the ESM. Since messages in a CAN are sent operation.
through the network with unique identifiers (no Electronic Service Program (ESP):
addressing scheme is used), it allows for uninterrupted ESP is the service program (software) that is the pri-
transmission if one signal error is detected. mary means of obtaining information on ESM status.
CD-ROM: ESP provides a graphical (visual) interface and is the
Compact Disk - Read Only Memory. A compact disk means by which the information that the ECU logs can
format used to hold text, graphics, and audio. It is like be read. ESP comes installed on the Engine Control
an audio CD but uses a different format for recording Panel, or ESP can be installed on a PC with
data. The ESM ESP software (including E-Help) is Microsoft® Windows® XP operating system. A PC
available in CD-ROM format. used to run the ESP software connects to the ECU via
an RS-232 serial cable.

GENERAL INFORMATION
Engine Control Unit (ECU): Icon:

The Engine Control Unit (ECU) is the central module, A small picture on a PC screen that represents files
or “hub,” of the ESM. The entire ESM interfaces with and programs. Files and programs open when the
the ECU. All ESM components, the PC with Electronic user double-clicks the icon.
Service Program software, and customer-supplied
Ignition Power Module with Diagnostic Capability
data acquisition devices, connect to the ECU. The
(IPM-D):
APG2000/12V220GL is equipped with one ECU, and
The IPM-D is a high energy, capacitor discharge solid
the APG3000/18V220GL is equipped with two ECUs,
state ignition module. The ECU directs the IPM-D
the master and the secondary.
when to fire each spark plug. The
Fault: APG2000/12V220GL is equipped with one IPM-D, and
A fault is any condition detected by the ESM that is the APG3000/18V220GL is equipped with two
out-of-range, unusual, or outside normal operating IPM-Ds, the master and the secondary. See
conditions. Included are the following: Section 2.10 Ignition System for more information on
the IPM-D or the ignition system.
• Scale High: A scale high fault indicates the value of
the sensor is higher than its normal operating range. Isochronous:
When the governor control is isochronous, it means
• Scale Low: A scale low fault indicates the value of
that the governor will control at a constant engine
the sensor is lower than its normal operating range.
speed, regardless of load (steady state).
• Short or Open Circuit: A short or open circuit indi-
Knock Frequency:
cates sensor value is outside valid operating range
The unique vibration or frequency that an engine
and is most likely due to a damaged sensor or wir-
exhibits while in detonation.
ing.
Knock:
Fault Log:
See definition for “Detonation.”
The ECU records faults into the fault log as they occur.
The fault log is viewed using the ESM ESP software. Knock Sensor:
Converts engine vibration to an electrical signal to be
Freewheeling Diode:
used by the ECU to isolate the “knock” frequency.
A freewheeling diode is added across the coils of a
relay or solenoid to suppress the high induced volt- kW Error:
ages that may occur when equipment is turned off.
kW error is the difference between the ESM calculated
Function Keys: power output and adjusted generator power output in
A set of keys on a computer keyboard that are num- negative or positive errors. This error also takes para-
bered F1 – F12 which perform special functions, sitic load and O2 adjust values into account.
depending on the application program in use.
• Positive error – If ESM calculated power is greater
Graphical User Interface (GUI): than the adjusted generator power output, the
An interface that is considered user-friendly because wastegate opens, richening the air-fuel mixture.
pictures (or icons) accompany the words on the
• Negative error – If ESM calculated power is less
screen. The use of icons, pull-down menus, and the
than the adjusted generator power output, the
mouse make software with a graphical user interface
wastegate closes, leaning the air-fuel mixture.
easier to work with and learn.
kW Sensing:
Hard Drive:
The primary computer storage medium normally inter- ESM functionality to adjust the air-fuel ratio to maintain
nally sealed inside a PC. Typically, software programs the desired kW load output based on “kW error.”
and files are installed on a PC’s hard drive for storage.
kW Transducer mA:
Also referred to as the hard disk.
Used on kW sensing engines, this value corresponds
High Signal:
to the kilowatt transducers output of 4 – 20 mA.
A digital signal sent to the ECU that is between
8.6 and 36 volts. Lambda:
Lambda is defined as the excess air-fuel ratio and is
calculated as: lambda = actual air-fuel ratio / stoichio-
metric air-fuel ratio. The ESM air-fuel ratio routine con-
trols engine air-fuel ratio by maintaining a constant
lambda over various speed, load, fuel, and environ-
mental conditions.

GENERAL INFORMATION
LED: Modem:
Light Emitting Diode. Semiconductors that emit light. Modulator Demodulator. A device that converts data
LEDs are used as power, alarm, and shutdown indica- from digital computer signals to analog signals that
tors located on the front of the ECU. can be sent over a telephone line. This is called modu-
lation. The analog signals are then converted back into
Load Control:
digital data by the receiving modem. This is called
The ESM load control mode is used when an engine is
demodulation.
synchronized to a grid and/or other units. In this case
the grid controls speed. NVRAM:
Non-Volatile Random Access Memory. This is a type
Load Inertia:
of RAM memory that retains its contents when power
Programming the load inertia or rotating mass moment
is turned off. When new values are saved in ESP, they
of inertia of the driven equipment sets the governor
are permanently saved to NVRAM within the ECU.
gain correctly, aiding rapid setup of the engine. If this
When values are saved to NVRAM, the information is
field is programmed correctly, there should be no need
not lost when power to the ECU is removed. The user
to program any of the gain adjustment fields. The
can save unlimited times to ECU NVRAM (permanent
rotating mass moment of inertia must be known for
memory).
each piece of driven equipment and then added
together. O2 Percent Adjust:
Used on kW sensing engines, allows the user to per-
Log File Processor:
form minor O2 percent adjustments and fine-tune
A processing program that is loaded with the installa-
emissions.
tion of ESP to convert binary log files saved by the
ECU (extension .ACLOG) into either a Tab Separated Open Circuit:
Value file ( .TSV) or a text file ( .TXT). An open circuit indicates that the signal being received
by the ECU is outside the valid operating range and is
Low Signal:
most likely due to a damaged sensor or wiring.
A digital signal sent to the ECU that is less than
3.3 volts. Panel:
ESP displays engine status and information on several
Magnetic Pickup:
panels: Engine, Start-Stop, Governor, Ignition, AFR
A two-wire electrical device that produces a voltage
Setup, Status, and Advanced. These panels display
and current flow as steel teeth or holes move by the
system and component status, current pressure and
face of the pickup.
temperature readings, alarms, ignition status, gover-
Master-Slave Communications: nor status, air-fuel control status, and programmable
Communications in which one side, called the “mas- adjustments.
ter,” initiates and controls the session. The “slave” is
Parasitic Load Adjust:
the other side that responds to the master’s com-
Used on kW sensing engines, allows user to adjust for
mands.
parasitic loads (alternator, engine-driven pumps, etc.)
MODBUS®: on the engine.
MODBUS® is a protocol, or a set of rules governing
PC:
the format of messages that are exchanged between
Personal Computer. Refers to the IBM-compatible PC
computers, which is widely used to establish commu-
that can be used for monitoring and troubleshooting
nication between devices. MODBUS® defines the
the engine with the ESM ESP software. A PC used to
message structure that the ESM and customer con-
run the ESP software connects to the ECU via an
trollers will recognize and use, regardless of the type
RS-232 serial cable.
of networks over which they communicate. The proto-
col describes the process a controller uses to request PLC:
access to another device, how it will respond to Programmable Logic Controller. A microprocessor
requests from the other devices, and how errors will used in process control applications. PLC micropro-
be detected and reported. MODBUS® establishes a cessors are designed for high-speed, real-time, and
common format for the layout and content of mes- rugged industrial environments.
sages.

GENERAL INFORMATION
PT: Slave Communications:

The Potential Transformer is a device that measures A computer or peripheral device controlled by another
AC voltage and provides a stepped down signal in pro- computer. For example, since the ESM has
portion to it, also called a VT or Voltage Transformer. MODBUS® slave communications capability, one
PTs allow the panel meters to read and display voltage “master” computer or PLC could communicate with
from the generator, which has a higher voltage (poten- multiple ESM MODBUS® slaves over the two-wire
tial) than the meter is capable of handling without the RS-485 network.
potential transformer. Potential transformers also sup-
Speed Control:
ply voltage to power the panel (usually 120 volts).
The ESM speed control mode allows the engine oper-
RAM: ator to chose a setpoint speed, and the governor will
Random Access Memory. When a programmable control the engine at that speed. The control can be
value is edited in ESP, it is stored in the ECU’s tempo- either fixed or variable.
rary memory, RAM. This allows the user to evaluate
Synchronizer Control:
changes made to the ECU before saving the values to
Synchronizer control is governor dynamics used to
the ECU’s permanent memory, NVRAM. The contents
rapidly synchronize an engine generator to the electric
of RAM will be lost if ECU loses power, but are unaf-
power grid.
fected if the PC loses power or is disconnected from
the ECU. Training Tool:
A software program, separate from ESP, that is loaded
RS-232:
on a PC during ESP installation and is for training use
Recommended Standard-232. One of a set of stan-
only. An ECU cannot be programmed using the Train-
dards from the Electronics Industries Association for
ing Tool but allows the user to open ESP without an
hardware devices and their interfaces. RS-232 is a
ECU connected.
well-known standard for transmitting serial data
between computers and peripheral devices (modem, User Interface:
mouse, etc.). In the case of the ESM, an RS-232 cable The means by which a user interacts with a computer.
transmits data from the ECU to the PC and vice versa. The interface includes input devices such as a key-
board or mouse, the computer screen and what
RS-485:
appears on it, and program/file icons.
Recommended Standard-485. One of a set of stan-
dards from the Electronics Industries Association for Windowing:
hardware devices and their interfaces. RS-485 is used A technique that allows the ESM to look for knock only
for multi-point communications lines and is a special- during the combustion time when knock could be
ized interface. The typical use for RS-485 is a single present.
PC connected to several addressable devices that
WKI:
share the same cable.
Waukesha Knock Index. An analytical tool, developed
Sample Window: by Waukesha Engine, as a method for calculating the
A predetermined start and end time in which each cyl- knock resistance of gaseous fuels. It is a calculated
inder will be looked at for knock. The window is used numeric value used to determine the optimum engine
so that knock is looked for only during the combustion settings based on a specific site’s fuel gas composi-
event. tion.
Scale High: Workspace:
A scale high fault indicates the value of the sensor is The file containing ESP panels is called the work-
higher than its normal operating range. space. The workspace file is saved to the hard drive
upon installation of the software. When ESP is
Scale Low:
opened, the correct workspace for the engine is auto-
A scale low fault indicates the value of the sensor is
matically opened.
lower than its normal operating range.
Short Circuit:
A short circuit indicates that the value of the sensor is
outside the valid operating range and is most likely
due to a damaged sensor or wiring.

GENERAL INFORMATION
ACRONYMS
AC: Alternating Current
AFR: Air-Fuel Ratio
ASI: Auxiliary System Interface
ATDC: After Top Dead Center
bps: bits per second
CAN: Controller Area Network
CD-ROM: Compact Disk - Read Only Memory
CSA: Canadian Standards Association
CT: Current Transformer
E-Help: ESP-Help
ECU: Engine Control Unit
ECP: Electronic Control Panel
ESM: Engine System Manager
ESP: Electronic Service Program
GUI: Graphical User Interface
HSD: High Side Driver
IMAP: Intake Manifold Air Pressure
IMAT: Intake Manifold Air Temperature
IPM-D: Ignition Power Module with Diagnostic capa-
bility
kW: Kilowatt
LED: Light Emitting Diode
MB: Megabyte
MHz: Megahertz
NVRAM: Non-Volatile Random Access Memory
OC: Open Circuit
PC: Personal Computer
PLC: Programmable Logic Controller
PT: Potential Transformer
RAM: Random Access Memory
rpm: revolutions per minute
RS: Recommended Standard
SC: Short Circuit
SH: Scale High
SL: Scale Low
TSV: Tab Separated Value
WKI: Waukesha Knock Index

GENERAL INFORMATION
ENGLISH/METRIC CONVERSIONS
Table 1.05-8. English to Metric Formula Conversion
CONVERSION FORMULA EXAMPLE

Inches to Millimeters Inches and any fraction in decimal equivalent 2-5/8 in. = 2.625 x 25.4 = 66.7 mm
multiplied by 25.4 equals millimeters.
Cubic Inches to Litres Cubic inches multiplied by 0.01639 equals 9388 cu. in. = 9388 x 0.01639 = 153.9 L
litres.
Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g
Pounds to Kilograms Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg
Inch pounds multiplied by 0.113 equals
Inch Pounds to Newton-meters Newton-meters. 360 in-lb = 360 x 0.113 = 40.7 N·m
Foot pounds multiplied by 1.3558 equals

Foot Pounds to Newton-meters Newton-meters. 145 ft-lb = 145 x 1.3558 = 197 N·m
Pounds per square inch multiplied by 0.0690

Pounds per Square Inch to Bars equals bars. 9933 psi = 9933 x 0.0690 = 685 bar
Pounds per Square Inch to Pounds per square inch multiplied by 0.0703
Kilograms per Square Centimeter equals kilograms per square centimeter. 45 psi = 45 x 0.0703 = 3.2 kg/cm2
Pounds per Square Inch to Pounds per square inch multiplied by 6.8947
Kilopascals equals kilopascals. 45 psi = 45 x 6.8947 = 310 kPa
Pounds force x inches x squared seconds mul-

Rotating Moment of Inertia (Force) tiplied by 0.112985 equals kilograms x squared 123.9 lbf x in. x sec2 = 123.9 x 0.112985 = 14 kg x m2
meters.
Pounds mass x squared feet multiplied by
Rotating Moment of Inertia (Mass) 332.2 lbm x ft2 = 332.2 x 0.04215 = 14 kg x m2
0.04215 equals kilograms x squared meters.
Fluid ounces multiplied by 29.57 equals
Fluid Ounces to Cubic Centimeters 8 oz. = 8 x 29.57 = 237 cc
cubic centimeters.
US Gallons to Litres US Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L
Degrees Fahrenheit to Degrees Degrees Fahrenheit minus 32 divided by 1.8
Centigrade equals degrees Centigrade. 212° F – 32 ÷ 1.8 = 100° C
Table 1.05-9. Metric to English Formula Conversion
CONVERSION FORMULA EXAMPLE

Millimeters multiplied by 0.03937 equals
Millimeters to Inches 67 mm = 67 x 0.03937 = 2.6 in.
inches.
Litres to Cubic Inches Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.
Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.
Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.
Newton-meters multiplied by 8.85 equals
Newton-meters to Inch Pounds 40.7 N·m = 40.7 x 8.85 = 360 in-lb
inch pounds.
Newton-meters multiplied by 0.7375 equals
Newton-meters to Foot Pounds 197 N·m = 197 x 0.7375 = 145 ft-lb
foot pounds.
Bars multiplied by 14.5 equals pounds per
Bars to Pounds per Square Inch 685 bar = 685 x 14.5 = 9933 psi
square inch.
Kilograms per Square Centimeter Kilograms per square centimeter multiplied by
3.2 kg/cm2 = 3.2 x 14.22 = 46 psi
to Pounds per Square Inch (psi) 14.22 equals pounds per square inch.
Kilopascals to Pounds per Square Kilopascals multiplied by 0.145 equals pounds
310 kPa = 310 x 0.145 = 45.0 psi
Inch (psi) per square inch.
Kilograms x squared meters multiplied by
Rotating Moment of Inertia (Force) 8.85075 equals pounds force x inches x 14 kg x m2 = 14 x 8.85075 = 123.9 lbf x in. x sec2
squared seconds.
Rotating Moment of Inertia (Mass) Kilograms x squared meters multiplied by 14 kg x m2 = 14 x 23.725 = 332.2 lbm x ft2
23.725 equals pounds mass x squared feet.
Cubic Centimeters to Fluid Ounces Cubic centimeters multiplied by 0.0338 equals 236 cc = 236 x 0.0338 = 7.98 oz.
fluid ounces.
Litres to US Gallons Litres multiplied by 0.264 equals US gallons. 560 L = 560 x 0.264 = 148 gal.
Degrees Centigrade to Degrees Degrees Centigrade multiplied by 1.8 plus 32
100° C = 100 x 1.8 + 32 = 212° F
Fahrenheit equals degrees Fahrenheit.

GENERAL INFORMATION
TORQUE VALUES
NOTE: Refer to the tables below only when a torque value is not explicitly stated in a given procedure.
Table 1.05-10 U.S. Standard Capscrew Torque Values
SAE
GRADE GRADE 1 OR 2 GRADE 5 GRADE 8
NUMBER
TORQUE TORQUE TORQUE
in-lb (N·m) in-lb (N·m) in-lb (N·m)
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4–20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 159 (18) 142 (16) 133 (15) 124 (14)
1/4–28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16–18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16–24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8–16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8–24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16–14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16–20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2–13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2–20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16–12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16–18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8–11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8–18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4–10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4–16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8–9 160 (217) 144 (195) 128 (174) 395 (535) 356 (483) 316 (428) 605 (820) 545 (739) 484 (656)
7/8–14 175 (237) 158 (214) 140 (190) 435 (590) 392 (531) 348 (472) 675 (915) 608 (824) 540 (732)
1.0–8 235 (319) 212 (287) 188 (255) 590 (800) 531 (720) 472 (640) 910 (1234) 819 (1110) 728 (987)
1.0–14 250 (339) 225 (305) 200 (271) 660 (895) 594 (805) 528 (716) 990 (1342) 891 (1208) 792 (1074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Capscrews that are threaded into aluminum may require a torque reduction of 30% or more.
The conversion factor from ft-lb to in-lb is ft-lb x 12 equals in-lb.
Oiled torque values should be reduced by 10% from dry when nickel-based anti-seize compound is used as a lubricant.
Oiled torque values should be reduced by 16% from dry when copper-based anti-seize compound is used as a lubricant.

GENERAL INFORMATION
Table 1.05-11. Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE
SIZE
N·m in-lb N·m in-lb N·m in-lb N·m in-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 10.4 92
M5 2.7 24 10.5 93 15 133 18 159
M6 4.6 41 10.5 93 15 133 10.4 92
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16 95 70 215 158 305 224 365 269
M18 130 95 295 217 420 309 500 368
M20 184 135 420 309 590 435 710 523
M22 250 184 570 420 800 590 960 708
M24 315 232 725 534 1020 752 1220 899
M27 470 346 1070 789 1519 1113 1810 1334
M30 635 468 1450 1069 2050 1511 2450 1806
M33 865 637 1970 1452 2770 2042 3330 2455
M36 1111 819 2530 1865 3560 2625 4280 3156
M39 1440 1062 3290 2426 4620 3407 5550 4093
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 8.8 10.9 12.9
CLASS
SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1050 774
M24 x 2 780 575 1100 811 1300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

GENERAL INFORMATION
Table 1.05-12. Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE
SIZE
N·m in-lb N·m in-lb N·m in-lb N·m in-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20 171 126 390 287 550 405 660 486
M22 230 169 530 390 745 549 890 656
M24 295 217 675 497 960 708 1140 840
M27 435 320 995 733 1400 1032 1680 1239
M30 590 435 1350 995 1900 1401 2280 1681
M33 800 590 1830 1349 2580 1902 3090 2278
M36 1030 759 2360 1740 3310 2441 3980 2935
M39 1340 988 3050 2249 4290 3163 5150 3798
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
8.8 10.9 12.9
PROPERTY CLASS

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1000 737 1200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

GENERAL INFORMATION

SECTION 1.10
ENGINE SYSTEM MANAGER (ESM) OVERVIEW
ENGINE CONTROL SYSTEM OVERVIEW

The engine control system is made of several devices
that work in conjunction for complete engine control:
• Engine System Manager (ESM)
• Auxiliary System Interface
• Engine Control Panel (ECP)
• AC Junction Box
The ESM works together with the Auxiliary System
Interface for start-stop control and communicates
engine data to the ECP. The entire ESM interfaces
with the Auxiliary System Interface and ECP through
the Electronic Control Unit (ECU).
See Figure 1.10-1 and Figure 1.10-2 for a general
overview of the ESM inputs and outputs.
It will be necessary as you go through this manual to
familiarize yourself with the location of all the compo-
nents of the engine control system as well as the indi-
vidual components that comprise the ESM. See
Table 1.10-1 and Table 1.10-2 for component loca-
tions. The ESM is composed of the following:
• Engine Control Unit (ECU) (12V220GL one ECU,
18V220GL two ECUs)
• Ignition Power Module with Diagnostics (IPM-D)
(12V220GL one IPM-D, 18V220GL two IPM-Ds)
• Main Chamber Fuel Injectors (one per cylinder)
• Prechamber Fuel Injectors (one per cylinder)
• Electronic Wastegate Actuator
• Smart Temperature Unit (STU)
• Injector Control Unit (ICU) (two per engine)
• Power Distribution Junction Box

12V220GL/APG2000 SYSTEM BLOCK DIAGRAM
Modem
Remote Control
Data Acquisition
(SCADA or MMI)
Ignition Modem
Coils 24 VDC
Ignition Power Power Electronic Control Panel

Module w/ Distribution with
Diagnostics Junction Box Electronic Service Program
Wastegate Injector Auxiliary

Control Control System
Units Interface
Fuel Intake Knock

ICU Magnetic Temperature Manifold Sensors
Pickup Pressure
Fuel Supply HT Water
Smart Pressure Oil Pressure Temperature
Temperature • Pre-Filter
Unit Regulated Fuel • Post-Filter Oil
Pressure • Turbocharger Temperature
Main Chamber
Fuel Injectors LT Pump Outlet Barometric
Pressure Intake Manifold
Pressure Temperature
Prechamber Camshaft &
Fuel Injectors LT Engine Inlet Crankshaft Metal Particle
Temperature Magnetic Detector
Pickup
Main Chamber
Fuel Pressure
HT Coolant
Pressure
Figure 1.10-1. 12V220GL/APG2000 System Block Diagram

18V220GL/APG3000 SYSTEM BLOCK DIAGRAM
Ignition Ignition Power

Coils Module w/
(‘A’-Bank) Diagnostics
(‘A’-Bank)
24 VDC
SECONDARY ECU
Power
Distribution
Junction Box
Ignition
Coils
(‘B’-Bank) Remote Control
Data Acquisition
(SCADA or MMI)
Modem Camshaft &

Crankshaft
Magnetic
Ignition Power Electronic Control Panel Pickup
Module w/ with
Diagnostics Electronic Service Program
(‘B’ Bank) Knock Sensors
(‘A’ Bank)
Modem
MASTER ECU
Wastegate
Control
Injector
Control
Units
Auxiliary
System
Interface
Intake Knock
Manifold Sensors
Pressure
Oil Pressure HT Water
Fuel Temperature
Temperature • Pre-Filter
• Post-Filter
• Turbocharger Oil
Fuel Supply Temperature
Pressure
Barometric
ICU Magnetic Pressure Intake Manifold
Regulated Fuel
Pickup Temperature
Pressure Camshaft &
Smart Crankshaft Metal Particle
LT Pump Outlet Magnetic Detector
Temperature Pressure
Unit Pickup
LT Engine Inlet Main Chamber
Main Chamber Temperature
Fuel Injectors Fuel Pressure
Prechamber HT Coolant
Fuel Injectors Pressure
Figure 1.10-2. 12V220GL/APG2000 System Block Diagram

Table 1.10-1. Location of Components – A Bank (APG2000 Shown)
1 2
6 5 4
Location Component Location Component

1 MAIN CHAMBER FUEL INJECTORS 4 IGNITION POWER MODULE (APG3000/18V220GL)
2 PRECHAMBER FUEL INJECTORS (UNDER COVER) 5 EMERGENCY STOP BUTTON (E-STOP)
3 INJECTOR CONTROL UNITS 6 AC JUNCTION BOX
Table 1.10-2. Location of Components – B Bank (APG2000 Shown)
2 3
8 7 6 5 4
Location Component Location Component

1 SMART TEMPERATURE UNIT 5 POWER DISTRIBUTION BOX
2 EMERGENCY STOP BUTTON (E-STOP) 6 ENGINE CONTROL UNIT
3 ELECTRONIC WASTEGATE ACTUATOR 7 IGNITION POWER MODULE (IPM-D)
4 AUXILIARY SYSTEM INTERFACE 8 PROTECTIVE EARTH (PE) GROUND

ENGINE SYSTEM MANAGER (ESM)
The Waukesha Engine System Manager is an engine

management system designed to optimize engine per-
formance and maximize uptime. The ESM integrates
spark timing control, fuel injection, speed governing,
knock detection, start-stop control (with Auxiliary Sys-
tem Interface), air-fuel control, diagnostic tools, fault
logging, and engine safeties. ESM automation and
monitoring provides:
• Better engine performance
• Extensive system diagnostics
Figure 1.10-4. ESM Installed on APG3000 Enginator
• Rapid troubleshooting of engines
AUXILIARY SYSTEM INTERFACE
• Local and remote monitoring capability used to
trend engine performance The Auxiliary System Interface is used in conjunction
with the Engine System Manager (see Figure 1.10-5).
• Easy integration into an extensive data acquisition A site-specific one-time setup is required at startup.
system Refer to Waukesha 12V/18V220GL Operation & Main-
tenance Repair & Overhaul Manual, Form 6309, First
In addition, the ESM has safety shutdowns such as Edition (or latest edition) for programming information.
low oil pressure, engine overspeed, high intake mani- The Auxiliary System Interface provides:
fold air temperature, high coolant outlet temperature,
and uncontrolled knock. • Control of the gas train system, prelube/postlube,
HT preheat/circulation, exhaust ventilation, and gen-
erator space heater.
• Additional input/output (I/O) capability (offered by
Waukesha).
• Functionality to combine data from the ECU(s) and
its additional I/O into one data stream that is relayed
to the Engine Control Panel (ECP).
Figure 1.10-3. ESM Installed on 12V220GL Engine
Figure 1.10-5. Auxiliary System Interface Box

POWER DISTRIBUTION JUNCTION BOX ESM COMPONENTS

The Power Distribution Junction Box is used to protect ENGINE CONTROL UNIT (ECU)
and distribute 24 VDC power to all the components on
the engine that require power, such as the ECU, The Engine Control Unit (ECU) is the central module,
IPM-D and actuators; no other power connections are or “hub,” of the ESM. Based on system inputs, the
necessary. It also triggers controlled devices such as ECU logic and circuitry drive all the individual sub-
the prelube motor and fuel valve. The Power Distribu- systems.
tion Junction Box contains circuitry to clamp input volt- On an 18V220GL/APG3000, two ECUs are used, with
age spikes to a safe level before distribution. It will one as a master and the other as a secondary. The
disable individual output circuits from high current secondary ECU is mounted directly behind the master
events such as a wire short. Also, LEDs inside the ECU on the engine. The master ECU is the main con-
Power Distribution Junction Box aid in troubleshooting trol for the engine and receives most of the sensor and
of the individual output circuits. control inputs. The secondary ECU is only responsible
ENGINE CONTROL PANEL (ECP) for the ignition timing and knock control for the 'A' bank
under the authority of the master ECU. Each ECU con-
NOTE: Refer to Waukesha 12V/18V220GL Operation trols an IPM-D, which provides the ignition per bank.
& Maintenance Repair & Overhaul Manual, Form The ECUs communicate over a Controller Area Net-
6309, First Edition (or latest edition) for complete work (CAN). The the two ECUs are not interchange-
Engine Control Panel instructions. able as a different calibration is required for each ECU.
The ECP5000EW panel provides an interface to the
ESM, control of the engine-generator set, metering of
the generator and bus, historical data logging, and 1
report generation. The optional Supervisory Control
And Data Acquisition (SCADA) feature includes
remote access via a built-in web server, and e-mailing
of warning and shutdown messages.
It is recommended that all information be accessed
and programmed through the touch screen located on
the front of the control panel. (see Figure 1.10-7). The
ECP screens display system information from ESM,
Auxiliary System Interface, and other Enginator
parameters. The Electronic Service Program (ESP)
can also be accessed through the ECP. (See “Elec-
tronic Service Program (ESP)” on page 1.10-13.)
1) ESM ENGINE CONTROL UNIT (ECU)
Figure 1.10-7.
Figure 1.10-6. Engine Control Panel (ECP)

IGNITION POWER MODULE WITH DIAGNOSTICS

(IPM-D)
The Ignition Power Module with Diagnostic capability
(IPM-D) is used to fire the spark plug at the required
voltage (see Figure 1.10-8).
1
NOTE: The 12V220GL/APG2000 is equipped with
one IPM-D. The 18V220GL/APG3000 is equipped with
two IPM-Ds.
1) MAIN CHAMBER FUEL INJECTOR

Figure 1.10-10.
1) IGNITION POWER MODULE WITH DIAGNOSTICS (IPM-D)

Figure 1.10-8.
INJECTOR CONTROL UNIT (ICU)

The ECU controls the timing and the duration of the
fuel injection through the ICUs (see Figure 1.10-9).
The ICUs control the main chamber fuel injectors and
prechamber fuel injectors (see Figure 1.10-10 and
Figure 1.10-11).
1) PRECHAMBER FUEL INJECTOR
Figure 1.10-11.
1
1) MASTER INJECTOR 2) SECONDARY INJECTOR

CONTROL UNIT CONTROL UNIT
Figure 1.10-9.

ELECTRONIC WASTEGATE ACTUATOR

The wastegate actuator is controlled by the ECU in
order to modify the air-fuel mixture supplied to the
engine (see Figure 1.10-12).
1) ELECTRONIC WASTEGATE ACTUATOR

Figure 1.10-12.
SMART TEMPERATURE UNIT (STU)

The STU reads and communicates the individual cylin-
der exhaust temperatures to the ECU via the ICU. The
ECU uses this information to adjust individual cylinder
fuel injection and for misfire detection
(see Figure 1.10-13).
1) SMART TEMPERATURE UNIT

Figure 1.10-13.

ENGINE SYSTEM MANAGER SENSORS

A wide variety of sensors are used to provide critical operating information to the ECU. If a sensor provides a signal
outside the normal range long enough, the ECU will flag either an alarm or a shutdown depending on how great the
value deviates from normal, or if the values exceed the setpoints programmed in ESP. Sensors normally do not
require maintenance or adjustments.
See Table 1.10-3 and Table 1.10-4 for sensor locations, and Figure 1.10-14. through Figure 1.10-26. for pictures
of each.
Table 1.10-3. Location of Mounted Sensors – A Bank (APG2000 Shown)
4 3 2 1
7
8 9 10 11
Location Sensor Location Sensor

1 FUEL PRESSURE SENSOR 7 LT WATER TEMPERATURE SENSOR (OPTIONAL)
2 EXHAUST THERMOCOUPLES (ONE PER CYLINDER) 8 LT WATER PRESSURE SENSOR (OPTIONAL)
3 KNOCK SENSORS (ONE PER CYLINDER) 9 HT WATER TEMPERATURE SENSOR
4 TURBOCHARGER OIL PRESSURE SENSOR 10 CAMSHAFT MAGNETIC PICKUP
5 METAL PARTICLE DETECTOR 11 INJECTION CONTROL UNIT MAGNETIC PICKUP
6 HT WATER PRESSURE SENSOR

Table 1.10-4. Location of Mounted Sensors – A Bank (APG2000 Shown)
14 13 12
15 16 17 18
(UNDER COVER)
Location Sensor Location Sensor

12 OIL TEMPERATURE SENSOR 16 BAROMETRIC PRESSURE SENSOR
13 POST-FILTER OIL PRESSURE SENSOR 17 INTAKE MANIFOLD PRESSURE SENSOR (IMAP)
14 PRE-FILTER OIL PRESSURE SENSOR 18 INTAKE MANIFOLD TEMPERATURE SENSOR (IMAT)
15 CRANKSHAFT MAGNETIC PICKUP SENSOR
1) FUEL PRESSURE SENSOR 2) EXHAUST THERMOCOUPLE

(ONE PER CYLINDER)
Figure 1.10-14.
Figure 1.10-15.

6) HT WATER PRESSURE SENSOR

3) KNOCK SENSOR (ONE PER CYLINDER)
Figure 1.10-19.
Figure 1.10-16.
8
4
7) LT WATER TEMPERATURE 8) LT WATER PRESSURE
4) TURBOCHARGER OIL PRESSURE SENSOR SENSOR SENSOR
Figure 1.10-17. Figure 1.10-20.
NOTE: The LT water temperature sensor and LT pressure sensor
are optional engine sensors that connect directly to the Aux-
5 iliary System Interface.
5) METAL PARTICLE DETECTOR

Figure 1.10-18.
9) HT WATER TEMPERATURE SENSOR
Figure 1.10-21.

10 11
15*
15
10) CAMSHAFT MAGNETIC 11) ICU MAGNETIC PICKUP 15) CRANKSHAFT MAGNETIC 15*)CRANKSHAFT MAGNETIC
PICKUP PICKUP SENSOR PICKUP SENSOR
(18-CYLINDER LOCATION) (12-CYLINDER LOCATION)
Figure 1.10-22.
Figure 1.10-24.
12
14 13
16
12) OIL TEMPERATURE 13) POST-FILTER PRESSURE

14) PRE-FILTER PRESSURE 16) BAROMETRIC PRESSURE SENSOR
Figure 1.10-23. Figure 1.10-25.
17
18
17) INTAKE MANIFOLD 18) INTAKE MANIFOLD

PRESSURE SENSOR TEMPERATURE SENSOR
(IMAP) (IMAT)
Figure 1.10-26.

ELECTRONIC SERVICE PROGRAM (ESP)
Figure 1.10-27. Electronic Service Program’s (ESP’s) Graphical User Interface
The PC-based Electronic Service Program (ESP) is E-HELP

the primary means of obtaining information on system
ESP contains an electronic help file named E-Help
status. ESP provides a user-friendly, graphical inter-
(see Figure 1.10-28 for a sample screen). E-Help pro-
face in a Microsoft® Windows® XP operating system
vides fault code troubleshooting information when a
environment (see Figure 1.10-27). If the user needs
PC with the ESP software is used. The user can
fault code troubleshooting information while using the
quickly and easily move around in E-Help through
ESP software, an electronic help file is included.
hypertext links from subject to subject. E-Help is auto-
ESP is a diagnostic tool and is the means by which the matically installed when the ESP software is installed.
information recorded to the ECU fault logs can be To access the help file anytime while using the ESP
read. Minimal site-specific programming is required. software, press the [F1] function key on the keyboard
or select “Help” from the menu bar and choose “Help
This is the ESP shortcut that appears on
Contents...”.
your desktop after loading the software
on your PC. To open the ESP software, See Section 4.00 Troubleshooting “E-Help” for more
double-click on the shortcut. information.

ESM DIAGNOSTICS
The ESM performs self-diagnostics using the input
and output values from the ECU, the sensors, and
engine performance. The ECU detects faulty sensors
and wires by checking for sensor readings that are out
of programmed limits.
When a fault occurs, several actions may take place as
a result. A fault can have both internal actions and
external visible effects. Each fault detected will cause
one or more of the following actions to occur:
• Alarm is logged by the ECU and appears in the ESP
Fault Log. See Section 3.00 Introduction to Elec-
tronic Service Program (ESP) for more information.
• Yellow status LED on the front of the ECU lights and
Figure 1.10-28. Sample E-Help Screen
begins to flash a fault code.
USER INTERFACE PANELS • Shutdown occurs and the red status LED on the
The ESM ESP software displays engine status and front of the ECU lights and flashes a code.
information on eight panels: • Sensors and actuator switch into a “default state”
[F2] Engine panel [F8] AFR Setup panel where the actuator/sensors operate at expected
normal values or at values that place the engine in a
[F3] Start-Stop panel [F10] Status panel safe state. When the default state takes control, an
alarm is signaled and the fault is logged but the
[F4] Governor panel [F11] Advanced panel engine keeps running (unless, as a result of the
fault, a shutdown fault occurs).
[F5] Ignition panel Secondary ECU panel*
• Alarm or shutdown signal is transmitted over the
*The Secondary ECU panel is available only on customer interface (RS-485 MODBUS® and digital
18V220GL/APG3000 Engines. output).
These panels display system and component status,
current pressure and temperature readings, alarms,
ignition status, governor status, air-fuel control status,
and programmable adjustments.
Each of the panels is viewed by clicking the corre-
sponding tab or by pressing the corresponding func-
tion key ([F#]) on the keyboard.

SAFETY SHUTDOWNS IGNITION SYSTEM

The ESM provides numerous engine safety shutdowns The ESM controls spark plug timing with a digital
to protect the engine. These engine safety shutdowns capacitive discharge ignition system. Together the
include: ECU and the IPM-D provide accurate and reliable igni-
tion timing resulting in optimum engine operation. For
• Emergency Stop (E-Stop) switches on each side of
more information on the ignition system, see
the engine and one located on the ECP
Section 2.10 Ignition System.
• Low oil pressure
ESM SPEED GOVERNING AND AIR-FUEL
• Metal particles in oil or loss of metal particle sensor
RATIO CONTROL
• Engine overspeed
Speed governing is completely integrated into the
•• 7% overspeed instantaneous ESM; all actions are handled by the ECU by means of
fuel injection. The ECU sends information to the Injec-
•• Waukesha-calibrated to run no more than rated
tion Control Unit (ICU) and the wastegate actuator to
speed
adjust the amount of fuel and air being delivered into
•• User-calibrated driven equipment overspeed the cylinders. This injection governing system provides
the following benefits:
• Customer-initiated emergency shutdown
• More precise fuel metering
• Engine overload (based on percentage of engine
torque) • Excellent transient response
• High exhaust temperature/Low exhaust temperature • Improved load acceptance
• Uncontrollable knock • Easier setup
• HT water coolant temperature • Integrated operation diagnostics
• HT water coolant pressure The ESM air-fuel ratio control is completely integrated
into the ESM, with all sensor inputs, control routines,
• High intake manifold air temperature
and output actions handled by the ECU.
• Overcrank
For more information on speed governing or air-fuel
• Engine stall ratio control, see Section 2.20 Governing and Air-Fuel
Control.
• Security violation
• High oil temperature KNOCK DETECTION
• Loss of kW transducer The ESM protects Waukesha Engine spark-ignited
gas engines from damage using knock (detonation)
• Failure of magnetic pickup detection. This is accomplished by monitoring vibra-
• Injection disabled tions at each cylinder with engine-mounted knock sen-
sors.
• Internal ECU, Injection Control Unit (ICU), and
Smart Temperature Unit (STU) faults For more information on knock detection, see
Section 2.15 Knock Detection and Timing Control.
START-STOP CONTROL
The engine control system manages the start, normal
stop, and emergency stop sequences of the engine,
including prelube, postlube, exhaust vent, water heat-
ing/circulation, and gas train testing. The user is
informed of any shutdowns or alarms via the light on
the ECP and indicators on the ECP screen. See
Section 2.05 Start-Stop Control for more information.

ACTIVE CYLINDER MANAGEMENT

Natural gas engines at idle or low load have a ten-
dency to partially misfire. When active cylinder man-
agement is enabled, fuel supply to the main chamber
injectors is shut off in a rotational pattern. By doing
this, the engine can run fewer cylinders at a higher
load level, increasing the engine’s efficiency and
reducing partial misfires. The prechamber injectors
and ignition firing sequence are maintained to keep
the cylinders that are not firing ready for their next
combustion cycle.
LOWER HEATING VALUE (LHV)
The LHV is used as a compensation tool for precham-
ber duration as well as Active Cylinder Management.
Fuels with a high LHV will shorten the prechamber
injection duration to compensate for the increased
energy density of the fuel. The maximum injection
duration used for each Active Cylinder Management
mode will also be reduced to ensure that the engine
changes modes at the proper load points. Using a fuel
with a low LHV will lengthen the prechamber injection
duration to compensate for the decreased energy den-
sity of the fuel. The maximum injection duration used
for each Active Cylinder Management mode will also
be increased to ensure that the engine changes
modes at the proper load points.
NOTE: It is important that the LHV entered be as
close to the fuel that is being used on the engine as
possible. Not doing so could result in engine knock or
misfire.

ESM OPERATION
CONTENTS
SECTION 2.00 – SYSTEM POWER AND WIRING
SECTION 2.05 – START-STOP CONTROL
SECTION 2.10 – IGNITION SYSTEM
SECTION 2.20 – GOVERNING AND AIR-FUEL CONTROL
SECTION 2.25 – EMERGENCY SAFETY SHUTDOWNS

ESM OPERATION

SECTION 2.00
SYSTEM POWER AND WIRING
POWER SUPPLY REQUIREMENTS Power can also be supplied to the ESM by connecting
a DC power supply directly to the Power Distribution
Junction Box. The disadvantage of this DC power sup-
WARNING ply is that if the power is lost, the engine shuts down
Do not install, set up, maintain, or operate any immediately. In addition, there is no noise filtering
electrical components unless you are a technically done by a battery, so a more expensive power supply
qualified individual who is familiar with the electri- may be needed.
cal elements involved. Electrical shock can cause See “Connecting Ground and Power to Power Distribu-
severe personal injury or death. tion Junction Box” on page 2.00-4 for information on
wiring power inside the Power Distribution Junction
WARNING Box.
Disconnect all electrical power supplies before BATTERY REQUIREMENTS
making any connections or servicing any part of
the electrical system. Electrical shock can cause
severe personal injury or death. WARNING
Disconnect all engine Comply with the battery manufacturer’s recom-
CAUTION harnesses and elec- mendations for procedures concerning proper
tronically controlled devices before welding on or battery use and maintenance. Improper mainte-
near an engine. Failure to comply will void war- nance or misuse can cause severe personal injury
ranty. Failure to disconnect the harnesses and or death.
electronically controlled devices could result in
product damage and/or personal injury. WARNING
The ESM requires 18 – 32 VDC. The peak-to-peak Batteries contain sulfuric acid and generate explo-
voltage ripple must be less than 2 volts. The maxi- sive mixtures of hydrogen and oxygen gases.
mum, or high end, voltage is 32 volts. Keep any device that may cause sparks or flames
away from the battery to prevent explosion. Batter-
NOTE: The label on the ECU lists a voltage
requirement of 12 – 36 VDC. That range is the power ies can explode, causing severe personal injury or
requirement for the ECU only. For proper operation, death.
the ESM requires 18 – 32 VDC.
The ESM will run on 18 – 32 VDC, but if the voltage
WARNING
drops below 21 VDC, the ESM will trigger the alarm Always wear protective glasses or goggles and
ALM454. ALM454 is triggered when the battery volt- protective clothing when working with batteries.
age is out of specification. ALM454 is a warning to the You must follow the battery manufacturer’s
operator that some action must be taken to prevent instructions on safety, maintenance, and installa-
power loss and engine shutdown. tion procedures. Failure to follow the battery man-
Batteries are the preferred method of supplying the ufacturer’s instructions can cause severe personal
ESM with clean, stable power. In addition, batteries injury or death.
have the advantage of continued engine operation
should there be a disruption in the source of electric
power.

The batteries must be maintained properly, in good eventually destroying the ability of the battery to gen-
operating condition, and at full charge. System voltage erate power or dampen ripples. Failure to adequately
must remain above 18 VDC even during cranking to dampen ripples may lead to malfunction of battery
ensure proper operation. powered devices. See Section 4.05 ESM Maintenance
“Battery Maintenance”.
Failure to properly maintain the charge of the batteries
causes sulfation of the battery plates, reducing and
ENGINE DETERMINE SIZE USING

CONTROL TABLE 2.00-1 THROUGH TABLE 2.00-3
PANEL
ANY CHARGING EQUIPMENT MUST BE

CONNECTED DIRECTLY TO THE BATTERIES
BATTERY
CHARGER
EARTH GROUND
POWER
DISTRIBUTION
JUNCTION
BOX + – + –
BATTERY BATTERY
1/2 INCH
GROUND STUD
FRONT
DETERMINE SIZE USING

TABLE 2.00-1 THROUGH TABLE 2.00-3
ENGINE CRANKCASE
GROUNDED TO SKID VIA STRAP;

EARTH GROUND FROM GENERATOR
POWER (+) NOT WIRED AT WAUKESHA ENGINE
GROUND (–) WIRED AT WAUKESHA ENGINE
GROUND (–) NOT WIRED AT WAUKESHA ENGINE
EARTH GROUND (–) ENGINE NOT WIRED AT WAUKESHA ENGINE UNLESS

AN ENGINATOR PACKAGE. ENGINATORS ARE WIRED TO THE SKID.
Figure 2.00-1. Battery Wiring Schematic

POWER DISTRIBUTION JUNCTION BOX RECOMMENDED WIRING

Depending on the distance from the batteries or power
WARNING supply, choose appropriate cable diameters for ground
and power using Table 2.00-2 and Table 2.00-3.
electrical components unless you are a technically Table 2.00-2. AWG, mm2, and Circular mils
qualified individual who is familiar with the electri- AWG mm2 CIRCULAR MILS
cal elements involved. Electrical shock could 0000 107.2 211592
result in severe personal injury or death. 000 85.0 167800
NOTE: The batteries should be wired directly to the 00 67.5 133072
Power Distribution Junction Box (use the largest 0 53.4 105531
diameter cable that is practical; 00 AWG is the largest 1 42.4 83690
the Power Distribution Junction Box can 2 33.6 66369
accommodate). 3 26.7 52633
4 21.2 41740
The installer needs to supply 24 VDC power to the 6 13.3 26251
Power Distribution Junction Box. Table 2.00-1 lists the 8 8.35 16509
current draw information for the ESM; always wire for 10 5.27 10383
maximum current draw.
12 3.31 6529.8
Table 2.00-1. ESM Current Draw 14 2.08 4106.6
ENGINE MAXIMUM 16 1.31 2582.7
MODEL CURRENT DRAW (AMPS)
12V220GL 30
18V220GL 30
Engine off, ESM/Auxiliary System Interface powered up for all
engines—2 AMP
Table 2.00-3. Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution
Junction Box
ROUND TRIP LENGTH
MAXIMUM CURRENT (AMPS)
OF CONDUCTOR
FT M 5 10 15 20 25 30 40 50 60 70 80 90 100
10 3.0 18 18 16 14 12 12 10 10 10 8 8 8 6
15 4.6 18 16 14 12 12 10 10 8 8 6 6 6 6
20 6.1 18 14 12 10 10 10 8 6 6 6 6 4 4
25 7.6 16 12 12 10 10 8 6 6 6 4 4 4 4
30 9.1 16 12 10 10 8 8 6 6 4 4 4 2 2
40 12.2 14 10 10 8 6 6 6 4 4 2 2 2 2
50 15.2 12 10 8 6 6 6 4 4 2 2 2 1 1
60 18.3 12 10 8 6 6 4 4 2 2 1 1 0 0
70 21.3 12 8 6 6 4 4 2 2 1 1 0 0 2/0
80 24.4 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0
90 27.4 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0
100 30.5 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0
110 33.5 10 6 6 4 2 2 1 0 0 2/0 3/0 3/0 4/0
120 36.6 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0
130 39.6 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0
140 42.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
150 45.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
160 48.8 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –

CONNECTING GROUND AND POWER TO POWER 7. Install an appropriately sized ring terminal on the
DISTRIBUTION JUNCTION BOX power cable.
8. Attach the power ring terminal to the positive
WARNING 3/8 inch stud located in the Power Distribution Junction
Box (see Figure 2.00-3).
Disconnect all electrical power supplies and bat-
teries before making any connections or servicing
any part of the electrical system. Electrical shock 1
can cause severe personal injury or death.
WARNING
electrical components unless you are a technically
qualified individual who is familiar with the electri- 2
cal elements involved. Electrical shock can cause
severe personal injury or death.
CAUTION harnesses and elec-
tronically controlled devices before welding on or
near an engine. Failure to comply will void war-
1) Positive Battery Connection 2) Negative Battery Connection
ranty. Failure to disconnect the harnesses and
electronically controlled devices could result in Figure 2.00-3.
product damage and/or personal injury.
CUSTOMER INTERFACE HARNESS
1. Locate the 1/2 inch ground stud inside the Power
Distribution Junction Box (see Figure 2.00-3). The electrical interfer-
CAUTION ence from solenoids
2. Secure ground to the ground stud inside the Power and other electrical switches will not be cyclic and
Distribution Junction Box using hardware as required can be as high as several hundred volts. This
3. Secure ground cable to ground stud next to ESM could cause faults within the ESM that may or may
controllers. not be indicated with diagnostics. Waukesha
Engine requires a “freewheeling” diode be added
across the coils of relays and solenoids to sup-
press high induced voltages that may occur when
1 equipment is turned off. Failure to comply will void
product warranty. Disregarding this information
could result in personal injury and/or product
damage.
NOTE: The Customer Interface Harness must be
properly grounded to maintain CE compliance.
Customer electrical connections to the ECU are made
through the Customer Interface Harness. The harness
1) Ground Stud is shipped loose with the engine and has a standard
length of 25 ft. (8 m). Optional harness lengths of 50 ft.
Figure 2.00-2.
(15 m) and 100 ft. (30 m) are available. The terminated
4. Apply corrosion protection material such as end of the harness connects to the Auxiliary System
Krylon® 1307 or K1308 Battery Protector (or Interface. The unterminated end of the harness con-
equivalent) to the ground connection. nects to the Engine Control Panel. Table 2.00-4 pro-
vides information on each of the unterminated wires in
5. Choose an appropriately sized sealing gland for the Customer Interface Harness.
the +24 VDC power cable.
Some connections of the Customer Interface Harness
6. Feed the power cable through the POWER cord are required for ESM operation (see Table 2.00-5).
grip. For more information on optional connections, see
Table 2.00-6.

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Part 1 of 2)

CIRCUIT WIRE SIGNAL WIRE FROM WIRE SOCKET
# DESCRIPTION SIGNAL NAME COLOR PIN SIZE SIZE
LABEL TYPE
Used for compatible load sharing
1110 GOVAUXGND input. Used for power generation Aux. Input Ground Ground Black 29 20 20-24
applications only.
Ground via internal
Used as the negative connection Customer
1111 LOGIC GND point for 4 – 20 mA signals. Reference Ground resettable fuse Black 4 16 16-20
(See Note)
1137 GOVAUXSHD Used as shield for compatible Harness Shield Shield Silver 44 20 20-24
load sharing input.
Customer shield ground for
1145 RS 485SHD RS485 twisted shielded pair RS-485 Shield — Silver 13 20 20-24
wire.
1305 RS 485A– RS485 MODBUS® RS485 A– Comms Green 2 20 20-24
1306 RS 485B+ RS485 MODBUS® RS485 B+ Comms Yellow 23 20 20-24
A 4 – 20 mA output from the
4 – 20 mA O/P+ Dark
1600 PROG OP1 ECU that represents an engine Average rpm (See Note) Green 9 20 20-24
operating parameter.
A 4 – 20 mA output from the 4 – 20 mA O/P+ Dark
1601 PROG OP2 ECU that represents an engine Oil Pressure 21 20 20-24
operating parameter. (See Note) Green
1602 PROG OP3 ECU that represents an engine Coolant 4 – 20 mA O/P+ Dark 3 20 20-24
Temperature (See Note) Orange
Intake Manifold 4 – 20 mA O/P+ Dark
1603 PROG OP4 ECU that represents an engine Absolute Pressure (See Note) Green 11 20 20-24
A digital output from the ECU
1604 ENG ALM that indicates the ECU is in Engine Alarm Digital HSD O/P White 14 20 20-24
either alarm or shutdown mode.
A digital input to the ECU from
the local control that must be
Emergency Engine
1606 ESD high for the engine to run. If ESD Shutdown Digital I/P Yellow 15 20 20-24
goes low, the engine performs
an emergency shutdown.
that indicates the ECU is in shut- Emergency
1607 ENG ESD Digital HSD O/P White 42 20 20-24
down mode. Output is Shutdown
NOT latched.
Digital input to the ECU that
switches between either remote
speed setting input or high/low Remote Speed
1608 GOVREMSEL idle input. Must be used to Digital I/P Yellow 22 20 20-24
enable remote speed input. Not Select
typically used for power genera-
tion.
Momentary digital input to the
1609 START ECU that is used to begin the Start Engine Digital I/P Yellow 24 20 20-24
engine start cycle.
A digital input to the ECU from
the local control that must be High = OK to Run
1611 RUN/STOP high for the engine to run. If Low = Normal Digital I/P Yellow 25 20 20-24
RUN/STOP goes low, the engine Shutdown
performs a normal shutdown.
4 – 20 mA I/P–
Input to the ECU that is used for Remote Speed Open circuit for Light
1613 GOVREMSP– remote speed setting using Setting 4 – 20 mA 27 20 20-24
4 – 20 mA signal. Signal – 0.875 – 4.0 V Blue
operation
Input to the ECU that is used for Remote Speed 4 – 20 mA I/P+
Open circuit for Light
1614 GOVREMSP+ remote speed setting using Setting 4 – 20 mA 0.875 – 4.0 V Green 39 20 20-24
4 – 20 mA signal. Signal +
operation
Used for compatible load sharing
1615 GOVAUXSIG input. Used for power generation Aux. Input Signal ±2.5 V I/P Red 28 20 20-24
applications only.
changes the operating rpm of
the engine. Used for power gen-
eration applications only. When Rated Speed/Idle
1616 GOVHL IDL using GOVREMSEL, the input Digital I/P Yellow 37 20 20-24
status of GOVHL IDL must be Speed Select
checked. See information on set-
ting this input to a “safe mode” in
Table 2.00-5.

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Continued), (Part 2 of 2)
CIRCUIT WIRE SIGNAL WIRE FROM WIRE SOCKET
# DESCRIPTION SIGNAL NAME COLOR PIN SIZE SIZE
LABEL TYPE
that indicates the engine is
knocking and will shut down
1617 KNK ALM Engine Knocking Digital HSD O/P White 47 20 20-24
immediately unless some action
is taken to bring the engine out
of knock.
Used for remote speed voltage
input setting. Fit “jumper” Remote Speed 0.875 – 4.0 V I/P+
Fit “jumper” between
1618 GOV 40 between GOV 40 and GOV 41 to Setting Mode 40 and 41 for Tan 40 20 20-24
use 4 – 20 mA remote speed Select
input. 4 – 20 mA operation
Used for remote speed voltage
input setting. Fit “jumper” Remote Speed 0.875 – 4.0 V I/P–
Fit “jumper” between
1619 GOV 41 between GOV 40 and GOV 41 to Setting Mode 40 and 41 for Tan 41 20 20-24
use 4 – 20 mA remote speed Select
input. 4 – 20 mA operation
Alternate governor dynamics.
Used for power generation appli-
Alternate Governor
1620 GOVALTSYN cations only to obtain a smooth Dynamics Digital I/P Yellow 10 20 20-24
idle for fast paralleling to the
grid.
ECU that represents the avail-
Dark
1621 AVL LOAD% able percentage of rated torque Available Load + 4 – 20 mA O/P+ Green 33 20 20-24
the engine is capable of produc-
ing.
A 4 – 20 mA analog input to the
ECU that represents the
Fuel Quality (WKI) Light
1622 WKI– real-time WKI rating of the fuel. Signal – 4 – 20 mA I/P– Blue 31 20 20-24
Use not necessary for most
applications.
A 4 – 20 mA analog input to the
ECU that represents the
Fuel Quality (WKI) Light
1623 WKI+ real-time WKI rating of the fuel. Signal + 4 – 20 mA I/P+ Green 30 20 20-24
Use not necessary for most
applications.
ECU that represents the actual 4 – 20 mA O/P+ Dark
1624 ACT LOAD% Engine Load + 32 20 20-24
percentage of rated torque the (See Note) Green
engine is currently producing.
A digital input to the ECU that
1627 USER DIP1 can be used to indicate a cus- User Defined Digital I/P Yellow 16 20 20-24
Digital Input 1
tomer alarm.
User Defined
1628 USER DIP2 can be used to indicate a cus- Digital Input 2 Digital I/P Yellow 17 20 20-24
tomer alarm.
A digital input to the ECU that User Defined
1629 USER DIP3 can be used to indicate a cus- Digital I/P Yellow 18 20 20-24
tomer alarm. Digital Input 3
1630 USER DIP4 can be used to indicate a cus- User Defined Digital I/P Yellow 19 20 20-24
Digital Input 4
tomer alarm.
“kicks” the governor to help the
engine accept large load addi-
1631 LRG LOAD tions. Mainly useful for Load Coming Digital I/P Yellow 20 20 20-24
stand-alone power generation
applications.
A 4 – 20 mA input to the ECU
1636 KW TRANS+ that represents the generator kW Transducer + 4 – 20 mA I/P+ Red 7 20 20-24
power output.
A 4 – 20 mA output to the ECU
1637 KW TRANS– that represents the generator kW Transducer – 4 – 20 mA I/P– Black 8 20 20-24
power output.
NOTE: Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self-regulating solid
state logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.

REQUIRED CONNECTIONS
Table 2.00-5 lists required connections of the untermi- In practice, this should occur only when a genuine fault
nated wires of the Customer Interface Harness that develops, in which case the solution is to cycle the
are necessary for the ESM to enable the ignition and ECU power after repairing the fault.
fuel. All digital inputs and outputs are referenced to
The input is also disabled when the ECU is not pow-
battery negative. Digital High Side Driver (HSD) out-
ered. Therefore, if the current source is powered
puts can drive a maximum of 1 amp. All
before the ECU, it will initially output a high voltage to
4 – 20 milliamp inputs to the ECU are across
try to make the current flow. The 4 – 20 milliamp inputs
an internal 200 Ω resistance.
are all enabled briefly when the ECU is powered. If the
The input source common must be connected to Cus- input source continues to supply a high voltage
tomer Reference Ground for proper operation (see (greater than 4.4 volts) for longer than
Figure 2.00-4). This also applies when a 500 microseconds, the ECU input will be disabled
0.875 – 4.0 volt input is used. All 4 – 20 milliamp out- again. The fault can be cleared by removing power to
puts from the ECU are internally powered with a maxi- both the ECU and the current source, then powering
mum drive voltage of 8 volts. the ECU before the current source.
NOTE: A high signal is a digital signal sent to the ECU NOTE: It is recommended that the ECU remain
that is between 8.6 and 36 volts. A low signal is a digital powered at all times if possible. If not, always restore
signal sent to the ECU that is less than 3.3 volts. power to the ECU before powering the current source.
All the 4 – 20 milliamp inputs have the ability to disable A Zener diode is required to prevent the ECU from
under fault conditions. If the input current exceeds becoming disabled when a current source is powered
22 milliamps (or the output voltage exceeds 4.4 volts), before the ECU. The Zener diode should be a 6.2 volt.,
the input is disabled to protect the ECU. When a cur- 1.0 watt Zener diode from (+) to (–) across all 4 – 20
rent source becomes an open circuit, it typically out- mA input signals (see Figure 2.00-4). This diode may
puts a high voltage to try to keep the current flowing. be applied at the signal source, such as an output card
This can lead to the situation where the ECU protec- of a PLC, or at an intermediate junction box commonly
tion circuit remains disabled because it is sensing a used where the Customer Interface Harness termi-
high voltage (greater than 4.4 volts). nates (see Figure 2.00-4).
Table 2.00-5. Required Connection Descriptions

WIRE
DESCRIPTION PHYSICAL CONNECTION
LABEL
Momentary (>1/2 second and <60 seconds) digital signal input to ECU to begin the
Start Engine START starting process, must momentarily be connected to +24 VDC nominal (8.6 – 36 volts)
for the ECU to start the engine.
A digital signal input to the ECU that must be connected to +24 VDC nominal
Normal Shutdown RUN/STOP (8.6 – 36 volts) for the engine to run. If RUN/STOP goes open circuit, the engine per-
(Run / Stop)
forms a normal shutdown.
A digital signal input to the ECU that must be connected to +24 VDC nominal
(8.6 – 36 volts) for the engine to run. If ESD goes open circuit, the engine performs an
emergency shutdown.
Emergency Shutdown ESD NOTE: Do not use this input for routine stopping of the engine. After a emergency shut-
down and rpm is zero, ESD input should be raised to high to reset the ESM. If ESD
input remains low, ESM reset will be delayed and engine may not start for up to 1
minute.
Digital signal input to ECU, must be connected to +24 VDC nominal
(8.6 – 36 volts) for rated speed, idle speed and remote speed setting enable
(GOVREMSEL) must be open circuit. When using the Remote Speed/Load Setting,
Rated Speed / Idle Speed
(Fixed Speed Application) GOVHL IDL GOVHL IDL should be set to a safe mode. “Safe mode” means that if the wire that
enables remote rpm operation (GOVREMSEL) fails, the speed setpoint will default to
the GOVHL IDL idle value. Consider all process/driven equipment requirements when
programming idle requirements.
Either 4 – 20 milliamp or 0.875 – 4.0 volt input to ECU. Inputs below 2 milliamps
(0.45 volts) and above 22 milliamps (4.3 volts) are invalid. Input type can be changed
Remote Speed / Load Setting GOVREMSP– by fitting a jumper across pins 40 and 41 to enable the 4 – 20 milliamp option.
(Variable Speed Application) GOVREMSP+ GOVREMSP– and GOVREMSP+ are used for the 4 – 20 milliamp input. For voltage,
input pin 40 is the positive voltage input and pin 41 is the negative voltage input. Refer
to Figure 2.00-4 for an example showing the user 4-20 mA analog inputs.
Digital signal input to ECU must be connected to +24 VDC nominal
Remote Speed Setting Enable GOVREMSEL (8.6 – 36 volts) to enable remote speed/load setting.
(Variable Speed Application) NOTE: When programming Rated Speed/Idle Speed, GOVHL IDL must be set to safe
mode.
kW Transducer + KW TRAN+ A 4 – 20 mA input to the ECU that represents the generator power output.
kW Transducer – KW TRAN– A 4 – 20 mA output to the ECU that represents the generator power output.
NOTE: BOLD letters in table match wire label names.

OPTIONAL CONNECTIONS
Table 2.00-6 lists optional connection descriptions of the unterminated wires of the Customer Interface Harness.
Table 2.00-6. Optional Connection Descriptions – Customer Interface Harness
WIRE
DESCRIPTION PHYSICAL CONNECTION
LABEL
A 4 – 20 milliamp output from the ECU that represents the current engine torque
Current Operating Torque ACT LOAD% output on a 0 – 125% of rated engine torque scale.
A 4 – 20 milliamp output from the ECU that represents the desired operating
Desired Operating Torque AVL LOAD% torque of the engine. Always indicates 100% of rated engine torque unless there is
an engine fault such as uncontrollable knock.
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
voltage – 1 volt) when ECU detects engine problem. Output remains +24 VDC
Engine Alarm ENG ALM nominal while an alarm is active. As soon as alarm condition is resolved, digital
signal returns to open circuit.
Engine OK / Emergency Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
Shutdown ENG ESD voltage – 1 volt) when ECU performs an emergency shutdown.
Synchronizer Mode/Alternate Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) allows syn-
GOVALTSYN chronizer mode/alternate governor dynamics. User can program a small speed
Governor Dynamics offset to aid in synchronization.
GOVAUXSIG A ±2.5 volt input to the ECU used for compatibility to Woodward™ generator con-
Aux Speed Input GOVAUXGND
GOVAUXSHD trol products (or other comparable control products).
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
voltage – 1 volt) when ECU cannot control engine knock. Allows customer knock
Uncontrolled Knock KNK ALM control strategy such as load reduction instead of the ECU shutting down the
engine.
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied,
signals the ECU that a large load will be applied to the engine. This input can be
Load Coming LRG LOAD
used to aid in engine load acceptance. User can program delay time from receipt
of digital signal to action by the ECU.
PROG OP 1 4 – 20 milliamp analog outputs from the ECU that can be used to read engine
Four Analog Outputs through parameters such as oil pressure, coolant outlet temperature, engine speed, and
PROG OP 4 intake manifold pressure.
RS 485A– The ECU is a MODBUS® RTU slave operating from 1200 to 19,200 baud on
®
MODBUS RS 485B+ “two-wire” RS-485 hardware. Current operating values such as oil pressure and
RS485SHD fault information are available.
USER DIP 1 Four digital signal inputs to the ECU when +24 VDC nominal (8.6 – 36 volts) is
applied allows user to wire alarm and/or shutdown digital outputs of the local con-
Four Digital Inputs through trol into ESM. The purpose of these four digital inputs to the ECU is to aid in trou-
USER DIP 4
bleshooting problems with the driven equipment.
WKI+ A 4 – 20 milliamp input to the ECU that allows the customer to change the input
WKI Value WKI– fuel quality (WKI) in real time. (4 mA = 20 WKI; 20 mA = 135 WKI)

kW TRANSDUCER WIRING
A kW transducer is installed in the Engine Control The signal between the transducer output and the ECU
Panel at the factory and is required for proper opera- input shall be carried on a #18 AWG (0.8 – 0.9 mm²)
tion of the ESM. twisted pair cable that conforms to WED wiring specifi-
cation S-07342-81:
CT AND PT REQUIREMENTS
• The cable shall meet specification requirements of
NOTE: IEC 60044-1 (1996-12) is the International SAE Recommended Practice J1128 type GXL.
Electrotechnical Commission standards document
titled “Current Transformers” (formerly IEC 185). ANSI • The cable shall be constructed with a minimum of 9
C57.13 is the American National Standards Institute turns per foot.
standards document titled “Requirements for • No splices shall be used in this configuration.
Instrument Transformers.”
• Wire ends shall be labeled “KW TRAN+” and “KW
CT Accuracy TRAN–” using imprinted insulation, printed cloth,
CTs shall be Metering Class of 0.3% accuracy, per printed vinyl, or other industry standard labeling
ANSI C 57.13 or IEC 185. system.
PT Accuracy • Wire colors shall be RED for “KW TRAN+” and

BLACK for “KW TRAN–”.
PTs shall be Metering Class of 0.6% accuracy, per
ANSI C 57.13 or IEC 185. • A shield is recommended, but not required.
Location and Connections The signal shall not be shared or split with any other
measuring equipment.
PTs and CTs shall be installed in a location that is
between the generator and any load. Parasitic loads The wiring shall include a connection from transducer
for pumps, fans, or other devices must be included in signal (–) to ECU logic ground and a 6.2 volt, 1 watt
the net kW measured by the transducer system. Zener diode across the ECU input. This is to prevent
the ECU from disabling the input due to temporarily
SCALE RECOMMENDATIONS high compliance voltage under certain power-up con-
Refer to the Project Drawings for proper scaling. ditions. The diode may be located at the transducer
Ratios can also be found in Table 3.10-7 of terminals, or at the ESM customer interface terminals,
Section 3.10 ESP Programming. as shown in Figure 2.00-4.
CUSTOMER
INTERFACE HARNESS
4 – 20 mA SIGNAL +
KW TRAN+ 7
POSITIVE
ZENER
DIODE
4 – 20 mA SIGNAL –
KW TRAN– 8
NEGATIVE
COMMON
LOGIC GND 4
Figure 2.00-4. Example of kW Output Shown (4 – 20 mA Analog Inputs)


SECTION 2.05
START-STOP CONTROL
ENGINE EMERGENCY STOP (E-STOP)

1
WARNING
An Emergency Shutdown must never be used for a
normal engine shutdown. Doing so may result in
unburned fuel in the exhaust manifold. Failure to
comply increases the risk of an exhaust explosion,
which can result in severe personal injury or
death.
When one of the red emergency stop (E-Stop)

switches on the engine or the Engine Control Panel
(ECP) is pushed, the engine will perform an emer-
gency stop (see Figure 2.05-1 and Figure 2.05-2). In
addition, if the IPM-D power fails or a critical ESD
1) EMERGENCY STOP SWITCH ON ENGINE
occurs, the engine will perform an emergency stop.
Figure 2.05-1.
IMPORTANT! The following critical ESDs will prevent
post-shutdown functionality from occurring:
• ESD222 CUST ESD (initiated by ECP panel)
• ESD223 LOW OIL PRESS
• ESD313 LOCKOUT/IGNITION
• ESD532 COOLANT PRESS LOW
• Exh Vent High Temp (initiated by Auxiliary System
Interface)
To clear a critical ESD (to allow a restart or enable
recirculation), first verify that all ESDs are cleared and
then cycle one of the E-Stop switches at either side of 1 2 3
the engine. The ECP E-Stop switch will not clear criti-
cal ESDs. See “Emergency Shutdown Sequence” in
this section for more information on post-shutdown
functionality.
1) SHUTDOWN LIGHT 3) WARNING LIGHT
NOTE: The E-Stop does NOT cut power to the
2) EMERGENCY STOP
generator space heater. The heater uses a normally SWITCH
closed contact in the AC junction box.
Figure 2.05-2.

START-STOP CONTROL
START-STOP CONTROL DESCRIPTION EMERGENCY SHUTDOWN SEQUENCE
NOTE: Refer to Waukesha 12V/18V220GL Operation IMPORTANT! The following critical ESDs will prevent
& Maintenance Repair & Overhaul Manual, Form post-shutdown functionality from occurring:
6309, First Edition (or latest edition) for complete start- • ESD222 CUST ESD (initiated by ECP panel)
stop control information.
The engine control system manages the sequence of
events for starting, normal stopping, and emergency
stopping of the engine. • ESD532 COOLANT PRESS LOW
If any shutdowns or alarms occur during a start-stop • Exh Vent High Temp (initiated by Auxiliary System
sequence, a fault will be signaled via the lights on the Interface)
ECP and indicators on the ECP screen (see
Figure 2.05-2).
recirculation), you must cycle either of the E-Stop
START SEQUENCE switches at the engine. The ECP E-Stop switch will not
clear critical ESDs.
The user initiates a start from the ECP. The ECP
sends a signal to the Auxiliary System Interface. After When an emergency stop (E-Stop) is activated (non-
the Auxiliary System Interface completes its prestart critical), the blocking valve is closed and the ignition
functions, it sends a signal to the ECU to initiate the and injection are de-energized immediately and the
start. Once the prestart events are complete, the Auxiliary System Interface performs the following post-
starter is activated. The ignition and injection are shutdown functionality:
enabled after the engine has rotated through a mini-
• Postlube
mum of two complete engine revolutions.
• Exhaust vent
Once the starter is activated, a timing circuit begins. If
the engine does not reach a minimum speed within a • HT preheat/circulation
calibrated amount of time, the ECU will initiate a shut-
• Gas train vent
down, de-energizing the starter motor. The starter
motor is de-energized at an rpm calibrated by Wauke- If any of the post-shutdown functions fail, an alarm is
sha Engine using the “Starter OFF RPM adj” field displayed on the ECP and restart is inhibited until
located on the [F3] Start-Stop panel. faults are acknowledged.
See Figure 2.05-3 for the Start Flow Diagram. Refer to Waukesha 12V/18V220GL Operation & Main-
NORMAL SHUTDOWN SEQUENCE
Edition (or latest edition) for Auxiliary System Interface
When a normal shutdown is activated, the ECP ini- operation Information.
tiates a cooldown. The engine is then stopped by first
See Figure 2.05-5 for the Emergency Stop Flow Dia-
de-energizing the ESM-controlled blocking valve and
gram.
then de-energizing the ignition and injection as the
engine speed drops to zero. If the engine fails to stop
in a factory-programmed period of time (typically less
than one minute) after the blocking valve has been de-
energized, the ignition and injection are de-energized,
forcing a shutdown. It will also activate the actuator
autocal and run the Auxiliary System Interface post-
shutdown functionality supplying oil to vital engine
components.
See Figure 2.05-4 for the Stop Flow Diagram.

START-STOP CONTROL
ABORTED
START
INITIATE START
AT ECP
IS HT CIRCUIT
TEMP ABOVE 40° C ENGINE CRANKING
(104° F)? NO
< 20 SECONDS? NO
YES YES
AUXILIARY SYSTEM
INTERFACE INITIATES
PRESTART SEQUENCE IGNITION AND INJECTION ENABLED
IS AN ESD
ACTIVE (FROM ESM, IS RPM > 40 + ESP
AUXILIARY SYSTEM FUEL ON RPM ENGINE CRANKING
INTERFACE, ECP, OR ADJ.? NO > 20 SECONDS? NO
MANUAL SHUTDOWN YES
SWITCHES)? YES
YES
NO ESM-CONTROLLED FUEL
BLOCKING VALVE OPEN
IS
AUXILIARY SYSTEM
INTERFACE PRESTART IS RPM > 200 RPM + ESP ENGINE CRANKING
SEQUENCE NO START OFFSET? NO > 20 SECONDS?
COMPLETE? NO
YES
YES YES
STARTER DISENGAGED
DID
AUXILIARY SYSTEM
INTERFACE FAIL ANY
PORTION OF PRESTART YES
SEQUENCE? ENGINE RUNNING PROCESS EMERGENCY
SHUTDOWN DUE TO
ESD231 (OVERCRANK)
NO
SEQUENCE COMPLETE
STARTER ENGAGED SEE FIGURE 2.05-5
Figure 2.05-3. Start Flow Diagram

START-STOP CONTROL
NORMAL SHUTDOWN
INITIATED AT ECP
IS ECP IN
AUTO MODE?
NO
YES
HAS
COOLDOWN
TIMER EXPIRED? NO
WASTEGATE AUXILIARY SYSTEM
YES ACTUATOR AUTO INTERFACE
CALIBRATION IF INITIATES
PROGRAMMED POST-SHUTDOWN
SEQUENCE
ESM-CONTROLLED
FUEL BLOCKING
VALVE CLOSED
NO
NO HAS
IS ENGINE 30-SECOND
SPEED = 0 RPM? TIMER EXPIRED?
YES YES
ECP DISPLAYS
ALM222 ALARM
AUXILIARY SYSTEM
INTERFACE
CONTROLLED
FUEL BLOCKING
VALVE CLOSED
FAULT RECORDED
ALM222
(MAIN FUEL VALVE)
SEQUENCE COMPLETE
IGNITION AND
INJECTION
DISABLED
Figure 2.05-4. Stop Flow Diagram

START-STOP CONTROL
PRELUBING THE ENGINE WITHOUT

ESD FAULT
STARTING
To prelube the engine for the programmed time, press
button on right side of Auxiliary System Interface box.
SYSTEM PERFORMS
IMMEDIATE SHUTDOWN
IGNITION AND
INJECTION FUEL BLOCKING
DISABLED VALVES CLOSED
ESD LIGHT ON ECP

IS ACTIVATED
1) PRELUBE BUTTON
Figure 2.05-6. Auxiliary System Interface
FAULT RECORDED
NOTE: Refer to Waukesha 12V/18V220GL Operation
& Maintenance Repair & Overhaul Manual, Form
6309, First Edition (or latest edition) for Auxiliary
System Interface programming information.
IS FAULT A
CRITICAL
ESD?*
YES CRANKING THE ENGINE OVER WITHOUT
NO STARTING AND WITHOUT FUEL
1. Verify fuel valve is turned off upstream of the gas
AUXILIARY SYSTEM train.
INTERFACE INITIATES
POST-SHUTDOWN 2. Initiate start sequence.
SEQUENCE
3. After a factory-preprogrammed crank time, the
ESD231 Overcrank shutdown fault will trip and the
engine will stop cranking.
4. Clear fault and repeat again if necessary.
SEQUENCE COMPLETE
*IMPORTANT! The following critical ESDs will prevent post-

shutdown functionality from occurring:
• Exh Vent High Temp (initiated by Auxiliary System Inter-
face)
To clear a critical ESD (to allow a restart or enable recircula-
tion), you must cycle either of the E-Stop switches at the
engine. The ECP E-Stop switch will not clear critical ESDs.
Figure 2.05-5. Emergency Stop Flow Diagram

START-STOP CONTROL

SECTION 2.10
IGNITION SYSTEM
The ESM controls spark plug timing with a digital

capacitive discharge ignition system. The ignition sys-
tem uses the capacitor discharge principle that pro-
vides a high variable energy, precision-timed spark for
maximum engine performance.
The ESM ignition system uses the ECU as its central
processor. Two magnetic pickups are used to input
information to the ECU. One pickup reads a magnet
on the camshaft, and the other senses the bolts that
attach the ring gear to the flywheel. See Figure 2.10-2
for the ESM Ignition System Diagram.
NOTE: The 18V220GL/APG3000 engine uses two
IPM-Ds.
The Ignition Power Module with Diagnostic capability
(IPM-D) is needed to fire the spark plug at the required Figure 2.10-1. Ignition Power Module With Diagnostics
voltage (see Figure 2.10-2). The IPM-D is CSA (IPM-D)
approved for Class I, Division 2, Group D
(T4 temperature rating), hazardous location require-
ments.
CAMSHAFT MAGNETIC PICKUP ECU* IPM-D* IGNITION SPARK

• POSITION OF CAMSHAFT COILS PLUGS
CRANKSHAFT MAGNETIC PICKUP

• ANGULAR POSITION OF FLYWHEEL
• ENGINE SPEED *THE 18V220GL/APG3000 ENGINE USES TWO ECUs AND IPM-Ds.
Figure 2.10-2. ESM Ignition System Diagram

IGNITION SYSTEM
IGNITION THEORY
The ECU is calibrated to control spark timing. Timing 2
can vary with engine speed, intake manifold pressure,
1
engine-mounted knock sensors, and several other
variables that optimize engine performance.
When a knock signal exceeds the knock threshold, the
ECU retards timing incrementally on an individual cyl-
inder basis to keep the engine out of knock. See
Section 2.15 Knock Detection for more information.
Based on the calibration and readings, the ECU sends
an electronic signal to the IPM-D that energizes the
ignition coils to fire the spark plug. The IPM-D provides
automatically controlled dual voltage levels depending
on the operating conditions. See “Ignition Diagnostics”
on page 2.10-3 for more information. 1) ICU MAGNETIC PICKUP 2) CAMSHAFT MAGNETIC
PICKUP
The IPM-D is a high energy, capacitor discharge solid- Figure 2.10-3. Camshaft Magnetic Pickup Location
state ignition module. The power supply voltage is
used to charge the energy storage capacitor. This volt-
age is then stepped up by the ignition coils. A signal
from the ECU triggers the IPM-D to release the energy
stored in the capacitor. When the IPM-D receives the
signal, the energy in the ignition coil is used to fire the 1
spark plug.
2
ESM-equipped engines have an index disc mounted
on the camshaft gear and a magnetic pickup mounted
on the gear cover of the engine (see Figure 2.10-3).
The index disc is always fixed at the same angular
location for every engine with ESM. The index disc has
one magnet: the index magnet. The camshaft mag-
netic pickup determines which part of the four-stroke
cycle the engine is in.
The crankshaft magnetic pickup is used to sense the
1) CRANKSHAFT 2) CRANKSHAFT
24 ring gear bolts. This magnetic pickup signals to the MAGNETIC PICKUP MAGNETIC PICKUP
ECU the angular position of the crankshaft and engine (12-CYLINDER LOCATION) (18-CYLINDER LOCATION)
speed (rpm). Figure 2.10-4. Crankshaft Magnetic Pickup Location
Since the camshaft disc rotates at half the engine
speed, the crankshaft must rotate twice for the engine
cycle to end.

IGNITION SYSTEM
IGNITION DIAGNOSTICS MONITORING IGNITION ENERGY FIELD
The IPM-D provides diagnostic information for both the The “Ignition Energy” field on the [F5] Ignition panel
primary and secondary sides of the ignition coil. The indicates at what level of energy the IPM-D is firing the
IPM-D detects shorted spark plugs and ignition leads, spark plugs: Level 1 (low) or Level 2 (high). The pink
as well as spark plugs which require a boosted energy “Ignition Energy” field will signal the user whether the
level to fire or do not fire at all. The diagnostic informa- ignition level is LEVEL 1 or LEVEL 2.
tion is provided through a Controller Area Network During normal engine operation, the IPM-D fires at a
(CAN) between the ECU and IPM-D, and then to the Level 1 (low) ignition energy. The IPM-D fires at a
customer’s local control panel via MODBUS®. Level 2 (high) ignition energy on engine startup or as a
Four thresholds calibrated by Waukesha Engine have result of spark plug wear. When sufficient spark plug
been programmed into the ECU to trigger four different wear is monitored, IPM-D raises the power level of the
levels of alarm: ignition coil. If the ignition energy is raised to Level 2
(except on startup), an alarm is triggered to alert the
• Primary: Indicates a failed ignition coil or faulty igni- operator.
tion wiring.
Once Level 2 energy is applied, the spark reference
NOTE: Another possible cause of a primary alarm number will decrease initially but the fault log will indi-
would be the activation of the red lockout or E-Stop cate the cylinder number of the spark plug that is
(emergency stop) switch on the side of the engine wearing out.
while the engine is running.
MONITORING SPARK REFERENCE NUMBER
• Low Voltage: Indicates a low voltage demand con-
dition that may have resulted from a shorted coil or Predictive diagnostics based on a spark reference
secondary lead, deposit buildup, or a failed spark number for each cylinder is used to monitor each
plug (failure related to “balling” or shorting). spark plug’s life. The spark reference number is an
arbitrary number based on relative voltage demand at
• High Voltage: Indicates that a spark plug is the spark plug and is calculated each time the cylinder
becoming worn and will need to be replaced. When fires. The spark reference number is displayed for
this limit is exceeded, the “Ignition Energy” is raised each cylinder on the [F5] Ignition panel in ESP.
to a level 2. See “Monitoring Ignition Energy Field”
on page 2.10-3. Spark reference numbers can be used to represent
spark plug electrode wear (gap) and can be monitored
• No Spark: Indicates that a spark plug is worn and (for example, with MODBUS®) and trended to predict
must be replaced. the time of spark plug failure. The usefulness of the
When the spark reference number reaches one of the spark reference number lies in how much a number
four programmed thresholds, an alarm is triggered. changes over time as a spark plug erodes. Based on a
Three of these four thresholds (low voltage, high volt- thorough trend analysis of the spark reference num-
age, and no spark) were designed to be adjustable so bers, the user may want to adjust the high, low, or no
the user can customize IPM-D predictive diagnostics spark voltage limits. It will take some testing and
to fit the specific needs of each engine. Using the adjustment to obtain thresholds that optimize the use
[F5] Ignition panel in ESP, the user can adjust the of these features. For maximum benefit, the spark ref-
faults’ alarm and shutdown points to compensate for erence number for each cylinder should be recorded
site conditions and minor variations in spark reference at normal operating load with new spark plugs
numbers between individual coils. installed and then monitored over a period of time for
changes.
See Section 3.10 ESP Programming “IPM-D Program-
ming” for programming information. The “‘A’ Bank Spark Reference #” and “‘B’ Bank Spark
Reference #” fields on the [F5] Ignition panel display
NOTE: The IPM-D default values are appropriate for the spark reference number for each cylinder. As the
all engine applications. secondary voltage increases, the spark reference
NOTE: Improper use of these adjustments may limit number also increases. A gradual increase in the
the effectiveness of IPM-D diagnostics. spark reference number is expected over time as the
spark plug wears. The closer to end of spark plug life,
the faster the spark reference number will increase.

IGNITION SYSTEM

SECTION 2.15
KNOCK DETECTION
The ESM includes knock (detonation) detection and • Action taken by the ESM when knock is detected is
protects Waukesha Engine spark-ignited gas engines proportional to the knock intensity identified.
from damage due to knock.
• The ESM requires no calibration of the knock detec-
Knock is the ignition of the end gas after spark ignition tion system by on-site personnel. The ESM knock
has occurred during normal combustion. detection system is self-calibrating.
Knock is caused by site conditions and/or engine mis- • If a knock is detected and the engine is shut down,
adjustment, not the engine. The conditions that pro- the ECU records in the fault log that knocking
mote knock are extremely complex. See “Knock occurred, even if a PC was not connected.
Theory” in this section for a definition of knock and
• When a PC is connected to the ECU and the ESP
examples of knock promoters and reducers.
software is active, the ESP software displays when
The ESM detects knock by monitoring vibrations at knock is occurring. If the engine is shut down due to
each cylinder with engine-mounted knock sensors knock, the shutdown and number of the knocking
(see Figure 2.15-1). When a signal exceeds a knock cylinders are recorded in the fault log.
threshold, the ESM retards timing incrementally on an
KNOCK THEORY
individual cylinder basis to keep the engine, and each
cylinder from “knocking.” Avoiding knock conditions is critical since knock is typ-
ically destructive to engine components. Severe knock
often damages pistons, cylinder heads, valves, and
piston rings. Damage from knock will eventually lead
to complete failure of the affected part. Knock can be
prevented; however, the conditions that promote
knock are extremely complex and many variables can
promote knock at any one time.
During normal combustion, the forward boundary of
the burning fuel is called the “flame-front.” Combustion
in a gaseous air-fuel homogeneous mixture ignited by
a spark is characterized by the rapid development of a
flame that starts from the ignition point and spreads
continually outward. When this spread continues to
the end of the chamber without abrupt change in its
speed or shape, combustion is called “normal.”
Figure 2.15-1. Knock Sensor Knock is due to the ignition of the end gas after spark
ignition has occurred. The end gas is the remaining
The following are the main features of the ESM knock air-fuel charge that has not yet been consumed in the
detection: normal flame-front. When the end gas mixture beyond
• The ESM monitors for knock during every combus- the boundary of the flame front is subjected to a com-
tion event. bination of heat and pressure from normal combus-
tion, detonation will occur. If the detonation has
• A per-event measure of the knock level is compared enough force, the pressure in the chamber will spike,
to a reference level to determine if knock is present. causing the structure of the engine to resonate, and an
audible “ping” or “knock” will be heard.

KNOCK DETECTION
Knock will depend on the humidity of intake air and the KNOCK DETECTION AND TIMING CONTROL
temperature and pressure of the end gas in the com-
The ESM senses knock with a technique called “win-
bustion chamber. Any change in engine operating
dowing.” This technique allows the ESM to look for
characteristics that affects end gas temperature will
knock only during the combustion time when knock
determine whether knock will occur. The higher the
could be present.
end gas pressure and temperature rise and the time to
which it is exposed to this severe stress, the greater The “window” opens shortly after the spark plug fires
the tendency for the fuel to detonate. to eliminate the effects of ignition noise. This noise is
caused from the firing of the spark plug and subse-
Knock is an extremely complex subject when dealing
quent “ring-out” of coils. This “sample” window is
with internal combustion engines. The number of
closed near the end of the combustion event at a pre-
unpredictable variables in actual field running engines
determined angle after top dead center (ATDC) in
can be enormous. The promoters and reducers of
crankshaft degrees (See Figure 2.15-2).
knock are listed in Table 2.15-1.
During knock, a unique vibration called “knock fre-
Table 2.15-1. Knock Promoters and Reducers quency” is produced. Knock frequency is just one of
many frequencies created in a cylinder during engine
PROMOTERS REDUCERS
operation. The knock sensors mounted at each cylin-
Higher Cylinder Temperature Lower Cylinder Temperatures
der convert engine vibrations to electrical signals that
Lower WKI Fuels Higher WKI Fuels are routed to the ECU.
More Advanced Spark Timing Less Advanced Spark Timing
Higher Compression Ratios Lower Compression Ratios
The ECU removes the electrical signals that are not
associated with knock using a built-in filter. When the
Higher Inlet Pressure Lower Inlet Pressure
filtered signal exceeds a predetermined limit (knock
Higher Coolant Temperatures Lower Coolant Temperatures
threshold), the ESM retards the ignition timing for the
Higher Intake Manifold Air Lower Intake Manifold Air
Temperatures Temperatures cylinder associated with that sensor by communicating
Lower Engine Speeds Higher Engine Speeds
internally with the ignition circuitry that controls the
IPM-D. The amount the timing is retarded is directly
Lower Atmospheric Humidity Higher Atmospheric Humidity
proportional to the knock intensity. So, when the inten-
Higher Engine Load Lower Engine Load
sity (loudness) is high, the ignition timing is retarded
Stoichiometric Air-Fuel Ratio Lean or Rich Air-Fuel Ratio
(Rich Burn Engine) (Without Engine Overload) more than when the knock intensity is low.
Rich Air-Fuel Ratio
(Lean Burn Engine) Lean Air-Fuel Ratios
PRESSURE, PSIA
Cylinder Misfire on
Neighboring Cylinders
OPEN SAMPLE
WINDOW KNOCK
END OF SAMPLE
WINDOW
IGNITION
SPARK
TDC
Figure 2.15-2. Windowing Chart

KNOCK DETECTION
The ESM controls timing between two limits: Maximum

Advanced Timing and Most Retarded Timing.
The maximum advanced timing is variable and
depends on rpm, load, and the WKI value. The most
retarded timing is a predetermined limit.
The maximum advanced timing value is used in two
different ways. First, under normal loads, the maxi-
mum advanced timing is the timing limit. Second,
when the engine is under light load and cannot be
knocking, it is used as the timing for all cylinders.
In the event the ESM senses knock that exceeds the
knock threshold, the ignition timing will be retarded at
an amount proportional to the intensity of knock
sensed. Ignition timing will then be retarded until either
the signal from the knock sensor falls below the knock
threshold or the most retarded timing position is
reached. As soon as conditions permit, the ESM will
advance spark timing to the maximum setpoint at a
predetermined rate.
If after a predetermined time, conditions do not permit
timing to be advanced from the most retarded timing
position, the ECU will perform the following actions:
• A fault is logged indicating the knocking cylinder(s),
• The red Status LED on the ECU will blink the knock
fault code.
• The engine will shut down after a predetermined
time.

KNOCK DETECTION

SECTION 2.20
GOVERNING AND AIR-FUEL CONTROL
ESM SPEED GOVERNING

The engine speed governing is completely integrated
into the ESM. The ECU controls governing by means
of fuel injection. Information is sent from the ECU to 1
the Injection Control Unit (ICU) and the wastegate
actuator to adjust the amount of fuel and air being
delivered into the cylinders. This injection governing
system provides the following benefits:
• More precise fuel metering
• Excellent transient response
• Improved load acceptance
• Easier setup
• Integrated operation diagnostics
GOVERNING THEORY 1) WASTEGATE ACTUATOR
In order to control the engine speed, the ECU needs to Figure 2.20-1.
know the following:
SPEED GOVERNING INPUTS AND CALIBRATIONS
• Current engine speed
Figure 2.20-2 illustrates the types of inputs to the ESM
• Desired engine speed for speed governing control. The actual inputs required
• Speed error to the ECU depend on the governing control desired.
To determine current engine speed, the ECU uses the Required external inputs are programmed to the ECU
crankshaft magnetic pickup that senses the 24 ring via the ECP. These inputs include remote speed/load
gear bolts. As the bolts pass the end of the magnetic setting, remote speed setting enable, rated speed/idle
sensor, a signal wave is generated. The frequency of speed, and an auxiliary rpm input for load control.
the signal is proportional to engine speed. Using these customer inputs, the ESM speed govern-
ing system is set to run in either speed control mode or
The desired engine speed is set by means of calibra- load control mode.
tions and/or external inputs to the ECU. The ECU cal-
culates the difference between the current speed and Governing control is further customized for location
the desired speed to determine the speed error. requirements through user-selectable parameters
describing the driven load. Custom control adjust-
ments to the ESM speed governing system are made
with ESP.
The rotating moment of inertia of the driven equipment
must be programmed in ESP. The correct governor
gain depends on the rotating moment of inertia of the
engine and driven equipment. Further gain calibra-
tions may be made through ESP.

By inputting the rotating moment of inertia of the The ESM speed governing system also requires the
driven equipment, the gain is preset correctly, saving Lower Heating Value (LHV) to be entered using ESP.
time during setup of the engine. The rotating moment This provides fuel information for the injector duration
of inertia of the engine and the driven equipment are routine.
used in predicting governor sensitivity. See “Rotating
Refer to Waukesha 12V/18V220GL Operation & Main-
Moment of Inertia/Adjusting Gain” on page 2.20-4 for
more information.
Edition (or latest edition) for calibration of speed con-
trol modes.
ECP INPUTS ESP CALIBRATED INPUTS

• REMOTE SPEED/LOAD SETTING • LOAD INERTIA
• REMOTE SPEED SETTING ENABLE • LOW/HIGH IDLE SPEEDS
• IDLE/RATED SPEED SIGNAL • DROOP
• SYNCHRONIZER MODE SETTING • GAIN ADJUSTMENTS
• SYNCHRONIZATION SPEED
ESM SPEED
GOVERNING SYSTEM
(INSIDE ECU)
SENSOR INPUT ENGINE TORQUE MODIFICATION

• MAGNETIC PICKUP
NOTE: The actual inputs required to the ECU depend on the governing control desired.
Figure 2.20-2. ESM Speed Governing System Inputs
SPEED GOVERNING MODES Fixed Speed

Using inputs from the user’s panel or PLC, the ESM is
set to run in one of two control modes: WARNING
• Speed Control Mode Never set the high idle speed above the safe work-
ing limit of the driven equipment. If the
– Fixed Speed
GOVREMSP signal goes out of range or the
– Variable Speed GOVREMSEL signal is lost, then the engine will
run at the speed determined by the status of
• Load Control Mode
GOVHL IDL and calibrated low or high idle speeds.
Speed Control Mode Disregarding this information could cause severe
personal injury and/or product damage.
Speed control mode allows the engine operator to
choose a setpoint speed, and the ECU will run the When fixed speed control is selected with the ESP, the
engine at that speed. The control can be either fixed ECU will maintain a constant engine rpm regardless of
speed or variable speed. load (within the capacity of the engine).
There are two fixed speeds available: low idle and high
idle. Low idle speed is the default, and high idle is
obtained by connecting a digital input to the ECU of
+24 VDC nominal. Low idle speed is preset for each
engine family, but by using ESP, the low idle speed can
be offset lower or higher than the preset value. High

idle speed is also adjustable using ESP, but is con- Table 2.20-1. Engine Speed Range
strained to be higher than low idle speed and no
SPEED RANGE
higher than the maximum rated speed of the engine. FREQUENCY
(4 – 20 mA RANGE)
The digital signal input to the ECU must be connected 50 Hz 790 – 1510 rpm
to +24 VDC (8.6 – 36 volts) for rated speed, open cir- 60 Hz 800 – 1210 rpm
cuit for idle speed, and remote speed setting enable
(GOVREMSEL) must be an open circuit. When using Load Control Mode
the Remote Speed/Load Setting, GOVHL IDL should
Load control mode is used when a generator set is
be set to a safe mode. “Safe mode” means that if the
synchronized to a grid. In this case, the grid controls
wire that enables remote rpm operation (GOVREM-
speed, and the ESM speed governing system controls
SEL) fails, the speed setpoint will default to the
the engine load using signals from an external device.
GOVHL IDL idle value. Consider all process/driven
equipment requirements when programming idle The SYNC RPM is adjusted so that the actual engine
requirements. speed setpoint is approximately 0.2% higher than syn-
chronous speed. For example, if the grid frequency is
Variable Speed
60 Hz (1200 rpm), the high idle is adjusted so that the
Variable speed is used to synchronize the output of engine speed setpoint is 1.002 times 1200 rpm, which
multiple generator sets driving an isolated electrical is 1202.4 rpm. This ensures that the electric phasing
grid. The ECU will allow the engine to slow down of the grid and the engine are different so that the
slightly under load. Variable speed is used to simulate phases will slide past each other. When an external
the situation with mechanical governors where the synchronizer determines that the voltage and phase of
engine will run at a slightly higher rpm than the set- the generator match the grid, the breaker is closed.
point when no load is placed on the engine.
The load of the engine can now be controlled by an
When operating an engine for variable speed applica- external load control such as the Woodward™ Load
tions, user connections determine the rpm setpoint. Sharing Module (Woodward™ P/N 9907-173) through
When the Remote Speed Select input signal is high the GOVAUXSIG and GOVAUXGND -2.5 to +2.5 volt
(8.6 – 36 volts), the “Remote RPM” field on the input of the ESM.
[F4] Governor panel is green and displays “ON.”
The speed bias output of most load sharing devices
can be configured to match the –2.5 to +2.5 volt input
range of the ESM GOVAUXSIG and GOVAUXGND
inputs. Refer to the load sharing device manual for
information on how to configure the range and offset of
Connecting the GOVREMSEL digital input to the ECU the speed bias output of your load sharing device.
at +24 VDC enables variable speed mode. The speed Next, start the engine and adjust the Proportional and
setpoint can then be varied with either a 4 – 20 mA or Integral gains of the load sharing device to obtain sta-
a 0.875 – 4.0 volt input. ble operation of the engine power output. Refer to the
load sharing device manual for more information on
how to set the gains of the device.
The ESM checks for an out-of-range input that is less

than 2 mA, greater than 22 mA, less than 0.45 volts, or
greater than 4.3 volts. If an out-of-range speed set-
point is detected, the engine will then run at the speed
indicated by the status of the high idle/low idle digital
input. The engine speed setpoint range is already pre-
adjusted to go from minimum to maximum engine
speed using the 4 – 20 mA or (0.875–4.0 VDC) input
(see Table 2.20-1).

ROTATING MOMENT OF AIR-FUEL RATIO CONTROL

INERTIA/ADJUSTING GAIN The ESM air-fuel ratio control is completely integrated
Ensure that the cor- into the ESM, with all sensor inputs, control routines,
CAUTION rect rotating moment and output actions handled by the ECU.
of inertia (load inertia) is programmed in ESP for An engine’s air-fuel ratio is the amount of air mea-
the engine’s driven equipment. Failure to program sured by mass in relation to the mass of fuel supplied
the moment of inertia for the driven equipment on to an engine for combustion. ESM controls the
the engine in ESP will lead to poor steady state engine’s air-fuel ratio which minimizes exhaust emis-
and transient speed stability. Disregarding this sions (NOx) while maintaining peak engine perfor-
information could result in product damage and/or mance. ESM also regulates the engine’s air-fuel ratio
personal injury. even with changes in engine load, fuel pressure, fuel
The correct gains for an engine model are preloaded quality, and environmental conditions.
to the ECU. Having the gains preloaded greatly The ESM calculates the engine’s air-fuel ratio based
reduces startup time. on the difference between the adjusted generated
To make this work, the ECU needs only one piece of power and ESM calculated power. An oxygen sensor
information from the customer: the rotating moment of is not used.
inertia or load inertia of the driven equipment. The adjusted generator power takes the generator
The rotating moment of inertia is the difference in how load signal and converts it into a mechanical power
easy or difficult it will be to set any object in motion signal using various parameters in ESM including gen-
around a defined axis of rotation. The higher the erator efficiency and transducer full scale. The ESM
moment of inertia of an object, the more force will have calculated power is based on various sensor inputs
to be applied to set that object in a rotational motion. from the engine and the known torque curve. The ESM
Conversely, the lower the moment of inertia, the less calculates the engine’s torque and converts it into kW
force needed to make the object rotate about an axis. (bhp). The adjusted generator power is used as the
target and the ESM calculated power is adjusted,
NOTE: Rotating moment of inertia is not the weight or using the wastegate, to minimize the error between the
mass of the driven equipment. two power values.
Once this information is available, the ECU calculates Adjusted Generator Power
the actual load changes on the engine based on
speed changes. Rotating moment of inertia is needed The calculation for Adjusted Generator Power incorpo-
for all driven equipment. rates the kW transducer output, transducer full scale,
generator efficiency, and generator rated power.
Setting the rotating moment of inertia (or load inertia) Adjusted Generator Power is displayed on the [F8]
with ESP is the first task when setting up an engine AFR Setup panel.
and must be done with the engine not rotating.
The rotating moment of inertia value is programmed Generator Power =
on the [F4] Governor panel in ESP. TransducerFullScale × ( kWTransducerOutput – 4 ( ma ) )
------------------------------------------------------------------------------------------------------------------------------------------------------------------
Refer to Section 3.10 ESP Programming “Program- ( 20 ( ma ) – 4 ( ma ) )
ming Load Inertia” for programming steps.
% Load = GeneratorPower
--------------------------------------------------------------------
GeneratorRatedPower
Adjusted Generator Power =
GeneratorEfficiency(%Load)
GeneratorPower
The generator efficiency output comes from the effi-

ciency table, which uses %Load to determine its value.
See Section 3.10 ESP Programming “Generator Effi-
ciency Table” for more information.

ESM Calculated Power EXHAUST EMISSION SETUP

ESM calculated power is displayed on the [F2] Engine Because engine combustion is not perfect, typical
panel and [F8] AFR Setup panel. The displayed ESM emission by-products include O2, HC, NOx, and CO.
calculated power, and the Percent Rated Load param-
All kW engines are adjusted for NOx emissions; how-
eter (also displayed on the [F2] Engine panel) which
ever, this is done through manipulation of the oxygen
factors in ESM calculated power, will change if values
value.
are entered for parasitic load or %O2 adjust.
On initial engine setup and using ESP, the desired NOx
ESMCalculatedPower(base)
g/BHP-hr value (minimum 0.6 gram to a maximum of
+ ParasiticLoadAdjust
1.2 gram NOx) is entered in the [F5] Ignition panel.
+ O2AdjustedPower Then, with the engine running, an emissions analyzer
= ESM Calculated Power(result) is used to verify the engine’s NOx output. If the NOx is
not satisfactory, it can be fine-tuned using the Percent
O2 Adjustment located on the [F8] AFR setup panel.
Error kW The Percent O2 Adjustment then “maps” the engine
Error kW is the difference between the base ESM cal- into compliance for emissions. See “Engine Percent
culated power and the adjusted generator power. Par- O2 Adjustment” on page 3.10-20.
asitic load and %O2 adjust do not impact error kW. ESM BLOCKING FUEL VALVE
Error kW is displayed on the [F8] AFR Setup panel.
Wire the supplied fuel
ESMCalculatedPower(base) CAUTION gas shutoff valve (ESM
– AdjustedGeneratorPower blocking fuel valve) so it is controlled by the ESM.
= ErrorkW Disregarding this information could result in prod-
uct damage and/or personal injury.
WASTEGATE The Power Distribution Junction Box supplies up to 15
An electronic actuator, controlled by ESM and con- amps to the valve using solid state circuitry with built-in
nected to the engine’s wastegate, is used to adjust the short circuit protection.
air-fuel ratio. This actuator receives an analog signal All inductiv e loads,
from the ECU to open or close a specified amount, CAUTION such as the blocking
which adjusts the turbocharger speed which, in turn, f ue l va lv e , must hav e a s up p r es si on d io de
adjusts the air flow into the intake manifold. installed across the valve coil as close to the valve
ESM uses kW sensing to adjust the air-fuel ratio to as is practical. Disregarding this information could
maintain the desired kW load output based on “kW result in product damage and/or personal injury.
error” (The difference between the adjusted generated The ESM blocking fuel valve is to be wired directly into
power and ESM calculated power). the terminal block located in the Power Distribution
The “Error kW” field on the [F8] AFR Setup panel dis- Junction Box. The position FUEL V SW is the positive
plays the current “kW error” value in negative or posi- (+) connection, and FUEL V GND is the negative (–)
tive errors. connection. Conduit, Liquid Tight flexible conduit, or
other industry standard should be used along with the
• Positive error – If ESM calculated power is greater correct fittings as appropriate to maintain resistance to
than the adjusted generator power output, the liquid intrusion.
wastegate opens, richening the air-fuel mixture.
Refer to Waukesha 12V/18V220GL Operation & Main-
• Negative error – If ESM calculated power is less tenance Repair & Overhaul Manual, Form 6309, First
than the adjusted generator power output, the Edition (or latest edition) for minimum fuel pressure
wastegate closes, leaning the air-fuel mixture. required for your application.
DURATION LIMITING
Duration limiting is the part of the ESM that is used to
prevent over-fueling of the engine. It limits the average
main chamber fuel injection duration, thus the amount
of fuel that can be injected into the combustion cham-
ber. This helps to prevent knock and other failures that
could result from over-fueling (rich air-fuel ratio).

WAUKESHA KNOCK INDEX (WKI)

The Waukesha Knock Index (WKI) is an analytical tool,
developed by Waukesha Engine, as a method for cal-
culating the knock resistance of gaseous fuels. It is a
calculated numeric value used to determine the opti-
mum engine settings based on a specific site’s fuel
gas composition.
The WKI value can be determined using the WKI com-
puter program for the Microsoft® Windows® operating
system that is distributed to Waukesha Technical Data
Book holders and is also available by contacting a Dis-
tributor, Waukesha Engine Sales Engineering Depart-
ment, or downloading from WEDlink.
The WKI program will calculate the WKI value from a
customer’s gas analysis breakdown. Once the WKI
value is known, it can be entered into the ECU using
the ESP software. This is important since spark timing
and engine derate curves are adjusted based on the
value of the WKI value stored in the ECU.
For applications with changing fuel conditions, such as
a wastewater treatment plant with natural gas backup,
the ESM can be signaled about the fuel’s changing
WKI value in real time using the two WKI analog input
wires in the Customer Interface Harness. The calibra-
tion of the Customer Interface Wires, WKI+ and WKI–,
is shown in Table 2.20-2. An input less than 2 mA or
greater than 22 mA indicates a wiring fault, and the
default WKI value is used instead.
Table 2.20-2. Calibration of Remote WKI Input
ANALOG USER INPUT 4 mA 20 mA

WKI Fuel Quality Signal 20 WKI 135 WKI

SECTION 2.25
EMERGENCY SAFETY SHUTDOWNS
IMPORTANT! The following critical ESDs will prevent • High intake manifold air temperature
post-shutdown functionality from occurring:
• Overcrank
• Engine stall
• Security violation
• High oil temperature
• Loss of kW transducer
• Failure of magnetic pickup
Interface)
• Injection disabled
recirculation), you must cycle either of the E-Stop • Internal ECU, Injection Control Unit (ICU), and
switches at the engine. The ECP E-Stop switch will not Smart Temperature Unit (STU) faults
When a safety shutdown occurs, several internal
OVERVIEW actions and external visible effects take place. Each
safety shutdown will cause the following actions to
The ESM provides numerous engine safety shut- occur:
downs to protect the engine. These engine safety
shutdowns include: • Ignition spark stops instantaneously.
• Emergency Stop (E-Stop) switches on each side of • Fuel injection stops instantaneously.
the engine and one located on the ECP • ESM-controlled blocking valve is closed.
• Low oil pressure • The digital output from the ECU to the customer is
• Metal particles in oil or loss of metal particle sensor changed to indicate to the customer’s driven equip-
ment or PLC that the ESM has shut down the
• Engine overspeed engine and something is not operating as expected.
•• 7% overspeed instantaneous • Red status LED on the front of the ECU flashes the
•• Waukesha-calibrated to run no more than rated shutdown fault code.
speed • Shutdown signal is transmitted over the customer
•• User-calibrated driven equipment overspeed interface (RS-485 MODBUS® and digital output).
• Customer-initiated emergency shutdown • ECP indicates a shutdown by illuminating a red light

on the panel.
• Engine overload (based on percentage of engine
torque) • An entry is added to the fault log and can be viewed
using the ECP.
• High exhaust temperature/Low exhaust temperature
NOTE: The ECP has safety shutdowns based on
• Uncontrollable knock options. Refer to Waukesha 12V/18V220GL Operation
• High HT jacket water coolant temperature & Maintenance Repair & Overhaul Manual, Form
6309, First Edition (or latest edition) for complete
• Low HT jacket water coolant pressure Engine Control Panel instructions.

INDIVIDUAL SAFETY SHUTDOWN DESCRIPTIONS ENGINE OVERLOAD

NOTE: When any of the safety shutdowns below are If the engine is operated above rated power by a per-
activated, the cause of engine shutdown can be seen cent specified by Waukesha Engine, it will be shut
from the ECP (see Section 4.00 Troubleshooting for a down after a period of time. The amount of time the
list of alarm and shutdown codes). engine is allowed to run at overload is determined by
Waukesha Engine.
EMERGENCY STOP (E-STOP) SWITCHES
HIGH/LOW EXHAUST TEMPERATURE
When pressed, the engine performs an emergency
stop (see Section 2.05 Start-Stop Control “Engine The ESM is calibrated by Waukesha Engine to both
Emergency Stop (E-Stop)”). alarm and shut down upon high or low exhaust tem-
perature detection. ESM receives individual exhaust
LOW OIL PRESSURE
temperatures from the Smart Temperature Unit (STU).
The ESM is calibrated by Waukesha Engine to both If the average exhaust temperature of all the cylinders
alarm and shut down on low oil pressure. The ESM is above 550° C (1022° F), or if any one of the cylin-
uses several techniques to avoid falsely tripping on low ders drops 75° C (167° F) below the average exhaust
oil pressure when either starting or stopping the temperature (considered to be a misfire), the engine
engine. The low oil pressure alarm and shutdown set- will be shut down after a period of time determined by
points are a function of engine speed. In addition, low Waukesha Engine.
oil pressure alarm and shutdowns are inhibited for a
UNCONTROLLABLE ENGINE KNOCK
period of time after engine start. The low oil pressure
alarm and shutdown setpoints can be offset in the Uncontrollable engine knock will shut the engine down
[F11] Advanced panel. Setpoints can only be offset in after a period of time calibrated by Waukesha Engine.
a safe direction and cannot exceed factory limits. A digital output from the ECU indicates that uncontrol-
lable knock is occurring, so that the customer can ini-
METAL PARTICLES IN OIL
tiate some knock reduction strategy such as reducing
The ESM is calibrated by Waukesha Engine to shut engine load.
down when the metal particle detector (MPD) is either
HIGH HT JACKET WATER COOLANT
in an open circuit (sensor disconnected) or when metal
TEMPERATURE
particles are detected in the oil, usually signalling that
bearings or other metal parts of the engine are failing. The ESM is calibrated by Waukesha Engine to both
alarm and shut down upon high coolant temperature
ENGINE OVERSPEED
detection. The coolant temperature alarm and shut-
The ESM is calibrated by Waukesha Engine (not user down setpoints can be offset in the [F11] Advanced
programmable) to perform an immediate emergency panel. Setpoints can only be offset in a safe direction
shutdown upon detection of engine speed greater than and cannot exceed factory limits.
7% of rated rpm. For example, running a 1500 rpm
LOW HT JACKET WATER COOLANT PRESSURE
engine at 1605 rpm or a 1200 rpm engine at 1284 rpm
will cause a shutdown. The ESM is calibrated by Waukesha Engine to both
alarm and shut down upon low coolant pressure
In addition to the engine overspeed calibration, the
detection.
user has the option to program an overspeed shut-
down to protect driven equipment for situations where HIGH INTAKE MANIFOLD AIR TEMPERATURE
the driven equipment is rated at a lower speed than
The ESM is calibrated by Waukesha Engine to both
the engine.
alarm and shut down upon high intake manifold tem-
CUSTOMER-INITIATED EMERGENCY SHUTDOWN perature detection. High intake manifold temperature
alarm and shutdown are inhibited for a period of time
If the customer emergency shutdown circuit opens
that is calibrated by Waukesha Engine after engine
because of a driven equipment problem, wiring, or
start or stop. The high intake manifold temperature
pushing the ECP E-Stop button, the system will per-
alarm and shutdown setpoints can be offset in the
form an emergency shutdown.
[F11] Advanced panel. Setpoints can only be offset in
a safe direction and cannot exceed factory limits.

HIGH OIL TEMPERATURE SECURITY VIOLATION

The ESM is calibrated by Waukesha Engine to both The ECU is protected from unauthorized reprogram-
alarm and shut down on high oil temperature. The ming. In addition, the calibrations programmed to the
amount of time the engine is allowed to run at the high ECU are engine specific. If the user attempts to cali-
temperature is determined by Waukesha Engine. The brate the ESM with the wrong engine information, a
high oil temperature alarm and shutdown setpoints security fault will occur.
can be offset in the [F11] Advanced panel. Setpoints
INJECTION CONTROL UNIT
can only be offset in a safe direction and cannot
exceed factory limits. The ESM is calibrated by Waukesha Engine to shut
down the engine when a problem occurs with either
LOSS OF kW TRANSDUCER
ICU. This could occur from an internal ICU error, a wir-
The ESM is calibrated by Waukesha Engine to shut ing problem, a faulty ICU magnetic pickup, a CAN
down on the loss of the kW transducer. The kW value communication failure, a mismatch in the RPM
is used for air-fuel ratio control, and therefore a shut- between the ICU and ECU, or a software version error.
down is required if the kW signal is invalid.
SMART TEMPERATURE UNIT
FAILURE OF MAGNETIC PICKUP
The ESM is calibrated by Waukesha Engine to shut
Failure of the camshaft, crankshaft, or Injection Con- down the engine when a problem occurs with the STU.
trol Unit (ICU) magnetic pickups or wiring will trigger This could occur from a wiring problem, a CAN com-
an emergency engine shutdown. munication failure, or a loose or faulty jumper.
INJECTION DISABLED ALARMS
The ESM is calibrated by Waukesha Engine to shut The ESM may also trigger a number of alarms, none
down the engine when injection is disabled. This could of which will actively shut the engine down but may
occur from a loss of an injector (open circuit, short cir- prevent the engine from starting (NO START ALMs). If
cuit, CPD, etc.), a loss of the ICU pickup, CAN com- an alarm is tripped, a yellow light will illuminate on the
munication failure, or other internal ICU faults. The ECP and on the ECU. Alarm information can be
amount of time the engine is allowed to run with injec- accessed via the ECP and through ESP (see
tion disabled is determined by Waukesha Engine. Section 4.00 Troubleshooting for a list of alarm and
OVERCRANK shutdown codes).
If the engine is cranked longer than the time calibrated NOTE: Some faults have both an alarm and a
by Waukesha Engine, the starting attempt is termi- shutdown associated with them.
nated; the ignition, injection, and fuel are stopped; and
the starter motor is de-energized.
ENGINE STALL
If the engine stops rotating without the ECU receiving
a shutdown signal from the customer’s equipment,
then the ESM will perform an emergency shutdown.
One reason for an engine stall would be failure of an
upstream fuel valve starving the engine of fuel and
causing a shutdown. The ESM then shuts off the
blocking valve and stops ignition and injection.
ECU INTERNAL FAULTS
Certain ECU internal faults will trigger an engine emer-
gency shutdown. For an 18-cylinder engine, the com-
munication between the two ECUs is critical and any
disruption in communication will result in a shutdown.


SMART
TEMPERATURE
UNIT
S05609146.1
NOTE: The wiring diagrams in this manual are to be used as a reference only.
Refer to Section 1.05 General Information “Harness and Sensor Labeling” for more information.
Figure 2.00-5. 12V220GL/APG2000 Wiring Diagram

SMART
TEMPERATURE
UNIT
S05609146.2
Figure 2.00-6. 18V220GL/APG3000 Wiring Diagram

S05609146.3
Figure 2.00-7. Auxiliary System Interface Wiring Diagram

CONTENTS
SECTION 3.00 – INTRODUCTION TO ELECTRONIC SERVICE

PROGRAM (ESP)
SECTION 3.05 – ESP PANEL AND FIELD DESCRIPTIONS
SECTION 3.10 – ESP PROGRAMMING


SECTION 3.00
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
The PC-based Electronic Service Program (ESP) is INSTALLING ESP FROM DOWNLOAD
the primary means of obtaining information on system
status. ESP provides a user-friendly, graphical inter- NOTE: Before downloading the ESP from
face in a Microsoft® Windows® XP operating system wedlink.net, verify you have administration rights on
environment. If the user needs troubleshooting infor- your computer or have the IT department download
mation while using the ESP software, an electronic and install the program.
help file is included. 1. Log on to www.wedlink.net and select “Products”
ESP is also a diagnostic tool and is the means by located on left sidebar.
which the information recorded to the ECU fault logs
can be read. About
Administration
RECOMMENDED SYSTEM Directory
REQUIREMENTS Documents
ESP software with E-Help can be installed from a Media Center
Waukesha-supplied CD-ROM or can be downloaded PLS
from WEDlink. Products
The minimum PC requirements are: Training & Registration
• 700 MHz processor Training Information

Company Store
• 128 MB RAM
• 200 MB free hard disk space
Figure 3.00-1. WEDlink Home Page
• Microsoft® Windows® XP operating system
2. Select “Engine Controls” located on left sidebar.
• Microsoft® Internet Explorer 5.0
• 800 x 600 Color VGA Display
• RS-232 Serial Port
• CD-ROM Drive CFR Products
Engine Controls
• Mouse or other pointing device recommended but
Engine Families
not required
Product Applications
An RS-232 serial cable (P/N 740269) supplied by
Product Support
Waukesha Engine is used to connect the PC to the
Company Store
ECU. See “Connecting PC to ECU” on page 3.00-3 for
more information.
Figure 3.00-2. WEDlink Products Page

3. Select “ESM” located on left sidebar. 5. Right-click on the link and choose “Save Target
As.”
6. Save program to a folder that allows easy access.
For example, save the file to your desktop.
ESM 7. Save the file to your computer (download time may
AFM be extensive depending on Internet speed).
DSM 8. After download is complete, double-click the
IM zipped file.
Company Store 9. In the window that opens, click “Extract all files” to
open the Extraction Wizard.
Figure 3.00-3. WEDlink Engine Control Page
NOTE: The ESM page contains the ESP download.

4. Scroll down until the “Current Version” of ESP
available for download is located.
Figure 3.00-6. Extracting Files

SCROLL DOWN
10. Follow the procedures in the Extraction Wizard.
11. After file is unzipped, open the folder that was
unzipped and run the setup.exe program and follow
the Installation Wizard to install ESP.
Figure 3.00-4. WEDlink ESM Page (Top)
CURRENT VERSION OF ESP

AVAILABLE FOR DOWNLOAD
Figure 3.00-7. Setup.Exe File
Figure 3.00-5. WEDlink ESM Page (Bottom)

INSTALLING ESP FROM CD CONNECTING PC TO ECU

The ESP CD contains an installation program to auto- An RS-232 serial cable (P/N 740269) supplied by
matically load ESP on the hard drive of your PC. Com- Waukesha Engine is used to connect the PC to the
plete the steps that follow to load the ESP software ECU. This cable has a 9-pin RS-232 connection that
using the installation program. plugs into the PC and an 8-pin Deutsch® connector
that plugs into the ECU (see Figure 3.00-8).
1. Make sure your PC meets the system require-
ments listed in the beginning of this section. “SERVICE INTERFACE”
CONNECTION
2. Start Microsoft® Windows® XP operating system 8-PIN DEUTSCH®
CONNECTOR
on your PC.
3. Close any other applications that may be open on
your PC’s desktop.
4. Insert the ESP CD into the CD drive of your PC.
• If Autorun is enabled on your PC system, installation
starts automatically approximately 30 seconds after
the CD is inserted. Continue with Step 7.
• If installation doesn’t start automatically after 30
seconds, continue with Step 5.
5. From the Start menu, select Run....
SERIAL CABLE
6. Type d:\setup.exe and click “OK” (if “d” is not the (P/N 740269)
letter of your CD drive, type in the appropriate letter).
7. Complete installation by following the instructions 9-PIN
CONNECTOR
provided by the Installation Wizard.
NOTE: By default, the ESP software is installed in
C:\Program Files\ESM. Figure 3.00-8. Serial Cable Connection
8. When installation is complete, four ESP shortcuts 1. Locate the RS-232 serial cable supplied by
will appear on your desktop. Waukesha Engine.
Table 3.00-1. ESP Desktop Shortcuts 2. Connect the 9-pin end of the RS-232 serial cable
to the PC’s communication port. Typically, this is port 1
DESCRIPTION SHORTCUT (also referred to as COM 1, serial a, or serial 1).
3. Connect the 8-pin connector of the serial cable to
ESM ESP: Double-clicking this shortcut icon
opens the standard ESP program. the “Service Interface” connection on the side of the
ECU (see Figure 3.00-8).
4. Verify all connections are secure.
ESM Training Tool: Double-clicking this shortcut
icon opens a version of ESP that is used for train- NOTE: The PC can be connected to the ECU via a
ing only. This program runs even without an ECU modem connection. See “Using a Modem for Remote
connected.
Monitoring” on page 3.00-15 for more information on
modem connections and ESP startup information.
ESP Modem Access: Double-clicking this short-
cut icon opens a version of ESP that allows use of NOTE: If the ESP software and associated
ESP with a modem and requires modem cables
for use. (See “Using a Modem for Remote Moni- workspace files are not saved to your PC’s hard drive,
toring” on page 3.00-15). complete the steps under the section “Installing ESP
from CD” or “Installing ESP from Download” in this
Log File Processor: Double-clicking this shortcut section.
icon opens a program that converts ESP log files
into a usable file format. (See Section 3.10 ESP
Programming “Logging System Parameters”).

STARTING ESP CONNECTION STATUS
Once the PC is connected to the ECU, ESP can be Once ESP is open, you can always verify you have a
started on the PC. good connection between the ECU and PC by looking
at the “connection” icon on the top right corner of the
1. Apply power to the ECU. ESP screen.
2. Start ESP by one of the following methods: Table 3.00-2. Connection Status Icons
• Double-click the ESM ESP icon on your desktop. DESCRIPTION ICON
Searching: This icon indicates that ESP is currently

searching for a connection between the ECU and
ESP and your PC.
Connection: This icon indicates that there is a good

• From the Windows® taskbar (lower-left corner of connection between the ECU and ESP on your PC.
your desktop), click Start → All Programs →
Waukesha Engine Controls → Engine System
Manager (ESM) → ESP. No Connection: This icon indicates that there is not
a connection between the ECU and ESP on your
PC. See Note below.
3. If an ESP communication error occurs, check
serial cable connections to the PC and ECU. Click
NOTE: If the icon displayed indicates no connection,
“Retry.”
either there is no power to the ECU, the serial cable is
not connected properly to the ECU or PC, or the cable
is defective.
USER INTERFACE PANELS

NOTE: Complete ESP user interface panel
descriptions are provided in Section 3.10 through
Section 3.50. The descriptions provided in this section
provide only a general overview of each panel.
The ESM ESP software displays engine status and
information on eight panels:
Figure 3.00-9. Communication Error Dialog Box [F2] Engine panel [F8] AFR Setup panel
4. If after checking serial cable and retrying connec- [F3] Start-Stop panel [F10] Status panel
tion an error still occurs, click “Select COM Port.”
5. From the Communications Settings dialog box, [F4] Governor panel [F11] Advanced panel
select the communication port that you are using for
[F5] Ignition panel Secondary ECU panel*
communication to the ECU and click “OK.”
*The Secondary ECU panel is available only on
18V220GL/APG3000 Engines.
These panels display system and component status,
current pressure and temperature readings, alarms,
ignition status, governor status, air-fuel control status,
and programmable adjustments.
Each of the panels is viewed by clicking the corre-
sponding tab or by pressing the corresponding func-
tion key ([F#]) on the keyboard.
NOTE: The [F1] function key displays ESP’s
electronic help file called “E-Help.” E-Help provides
fault code troubleshooting information. See
Section 4.00 Troubleshooting “E-Help” for more
information. [F1] is not located on the PC screen as a
panel; it is only a function key on the keyboard.
Figure 3.00-10. Communications Settings Dialog Box

[F2] ENGINE: [F3] START-STOP:
Figure 3.00-11 Engine Panel Figure 3.00-12. Start-Stop Panel
Readings and Settings: User-Programmable Fields:

• Engine Speed • Fuel On RPM Adjustment
• Intake Manifold Pressure • Starter Off RPM Adjustment
• HT Coolant Pressure • Driven Equipment ESD
• Barometric Pressure Readings and Settings:
• Fuel Pressure • Fuel On RPM
• Gas/Air Pressure • Starter Off RPM
• Engine Speed • Average RPM

• Wastegate Position Percentage
• Pre-Filter Oil Pressure
• Main Chamber Pulse Duration
• Percent Rated Load
• Prechamber Pulse Duration
• Post-Filter Oil Pressure
• Duration Limit
• ESM Calculated Power
• Gas/Air Pressure
• Turbocharger Oil Pressure
• Coolant Temperature
• Intake Manifold Temperature
• Intake Manifold Temperature
• HT Coolant Temperature
• Turbocharger Oil Pressure
• Oil Temperature • Intake Manifold Pressure
• Mean Exhaust Temperature • Starting Signal State
• Ignition Enable State
• Injection Enable State
• Starter State
• Blocking Fuel Valve State
• User ESD State
• Active Cylinder Management State
• User RUN/STOP State
• Engine Start State
• ICU Start State
• HT Coolant State

[F4] GOVERNOR OPERATING STATUS: [F5] IGNITION OPERATING STATUS:
Figure 3.00-13. Governor Operating Status Panel Figure 3.00-14. Ignition Operating Status Panel
(12V220GL/APG2000 Shown)
User-Programmable Fields:
• High Idle RPM
• NOx Emission Level
• Low Idle Adjust
• High Voltage Adjustment
• Synchronized RPM
• Low Voltage Adjustment
• Proportional Sychronization
• No Spark Adjustment
• Droop Percentage
Readings and Settings:
• Load Inertia
• ‘A’ and ‘B’ Bank Ignition Timing
• Proportional Gain Adjustment (“B” Bank only on 18V220GL/APG3000)
• Integral Gain Adjustment • ‘A’ and ‘B’ Bank Spark Reference

(“B” Bank only on 18V220GL/APG3000)
• Differential Gain Adjustment
• ‘A’ and ‘B’ Bank Cylinder Balance
• ‘A’ and ‘B’ Bank Exhaust Temperature
• Engine Speed
• High Voltage Limit
• Engine Setpoint RPM • Low Voltage Limit
• Remote RPM Setpoint • No Spark Limit
• Main Chamber Pulse Duration • Engine Speed
• Prechamber Pulse Duration • Main Chamber Pulse Duration
• Duration Limit • Intake Manifold Pressure
• Wastegate Position Percentage • Mean Exhaust Temperature
• Wastegate Error State • Duration Limit
• Remote RPM State • Injection Enable State
• Idle State • Active Cylinder Management State
• Intake Manifold Pressure • Ignition Energy Level

• Maximum Retard State
• Knocking State
• User ESD State
• System State

[F8] AFR SETUP: [F10] SYSTEM/SHUTDOWN STATUS:
Figure 3.00-15. AFR Setup Panel Figure 3.00-16. System/Shutdown Status Panel
User-Programmable Edit Boxes: Readings and Settings:

• Engine O2 Percentage Adjustment • User ESD
• Transducer Full Scale • User RUN/STOP
• Generator Efficiency • System Status
• Gain Adjust • Engine Start State
• Parasitic Load Adjustment • Total Active Faults
• Fuel Type Usage • Injection Enable State
• “Other” Fuel Type Usage • ICU Start Status
• Lower Heating Value • Engine Speed
• Generator Rated Power • Engine Setpoint RPM
User-Programmable Fields: • ECU Temperature
(Master ECU on 18V220GL/APG3000)
• User WKI
• Battery Voltage
• Loaded Calibration Status
• Engine Speed
• Faults Loaded Status
• Intake Manifold Pressure
• Statistics Loaded Status
• Engine Torque Percentage
• ECU Hours
• Mean Exhaust Temperature
(Master ECU on 18V220GL/APG3000)
• kW Transducer
• Remote RPM State
• ESM Calculated Power
• Idle Status
• Adjusted Generated Power
• Blocking Fuel Valve State
• Error
• User WKI in Use
• Ignition Energy Level
• Ignition Alarm Status
• Maximum Retard Status
• Engine Knocking Status

[F11] ADVANCED FUNCTIONS: SECONDARY ECU (18V220GL/APG3000 Only):
Figure 3.00-17. Advanced Functions Panel Figure 3.00-18. Secondary ECU Panel
(18V220GL/APG3000 Only)
• Oil Pressure Offset
• MODBUS Slave ID
• Coolant Temperature Offset
• Intake Manifold Temperature Offset
• Secondary ECU Temperature
• Oil Temperature Offset
• Battery Voltage
• Engine Speed
• Oil Pressure Alarm Setpoint
• Intake Manifold Air Pressure
• Coolant Temperature Alarm Setpoint
• Total Active Faults
• Intake Manifold Temperature Alarm Setpoint
• Secondary ECU Hours
• Oil Temperature Alarm Setpoint
• ‘A’ Bank Ignition Timing
• Oil Pressure Shutdown Setpoint
• ‘A’ Bank Spark Reference Number
• Coolant Temperature Shutdown Setpoint
• High Voltage Limit
• Intake Manifold Temperature Shutdown Setpoint
• Low Voltage Limit
• Oil Temperature Shutdown Setpoint
• No Spark Limit
• ESP Fault Identifier
• Calibration Loaded Status
• Faults Loaded Status
• Statistics Loaded Status
• Ignition Energy Level
• Ignition Alarm State
• ESP Fault Identifier

OTHER ESP WINDOWS To access the help file anytime while using the ESP
software, press the [F1] function key on the keyboard
FAULT LOG or select Help Contents... from the Help menu. As an
additional aid in troubleshooting, double-clicking a fault
listed in the Fault Log will open E-Help directly to the
troubleshooting information for that fault. See
Section 4.00 Troubleshooting “E-Help” for more infor-
mation.
VERSION DETAILS
Figure 3.00-19. Fault Log Window
The ESM features extensive engine diagnostics capa-

bility. The ECU records system faults as they occur. A
“fault” is any condition that can be detected by the
ESM that is considered to be out-of-range, unusual, or
outside normal operating conditions. One method of
obtaining diagnostic information is by viewing the Fault
Log in ESP (see Figure 3.00-19). ESP Fault Log dis-
plays the data provided by the ECU.
The Fault Log can be viewed by selecting the “View
Faults” button on the button bar. See “Fault Log
Figure 3.00-21. Version Details
Description” on page 3.00-13 for more information.
E-HELP The Version Details window displays serial numbers,
calibration part number, software version and other
information about the current configuration of the
ESM.
This information will be necessary to supply to Wauke-
sha Engine if any problems should arise with the ECU.
To access version details, click “Version Details” button
on the button bar in ESP.
Figure 3.00-20 E-Help Main Screen
ESP contains an electronic help file named E-Help

(see Figure 3.00-20). E-Help provides fault code trou-
bleshooting information when using ESP. The user can
quickly and easily move around in E-Help through
hypertext links from subject to subject. E-Help is auto-
matically installed when the ESP software is installed.

NAVIGATING ESP PANELS

ESP consists of panels grouped by common engine functionality. Each of the panels displays engine status and
operation information in color coded text fields, gauges, and status bars. ESP panels can be set to display in either
U.S. or metric measurement units.
COMMON FEATURES
2 1
3
5 6
4
1 Title Bar 5 Engine Alarm

The ESP title bar lists the ESP version number, This field provides a general overview of alarm
ECU serial number, engine serial number, and status. When no alarms are active, the field is
calibration part number. gray. If an alarm occurs, the field turns yellow and
signals that “YES” at least one alarm is active.
2 Menu Bar
The ESP menu bar consists of the File and Help 6 Communication Icon
menus. Displays the communication status between ESP
and the ECU. See “Connection Status” on
– File: Used for opening and closing of work-
page 3.00-4.
space files, and for exiting the ESP program.
7 Display Fields
– Help: Used for accessing E-Help and viewing
Color coded text fields, status bars, gauges, and
the “About” information.
programmable edit boxes. See “Display Fields” on
3 Panel Tab Bar page 3.00-11 for more information.
Click on the tabs to display the different ESP pan-
8 Button Bar
els or by pressing the corresponding function key
All ESP panels share a common button bar that
[F#] on the keyboard.
allows for easy access to frequently used func-
4 Panel Title tions. See “Button Bar” on page 3.00-12 for more
Shows the title of the current ESP panel being information.
displayed.

DISPLAY FIELDS
STATUS:
ESP displays engine information in several types of
Color Meaning
display fields.
Gray: Off (No Alarm)
Text Field Green: On or Normal
This type of field displays an engine operation value. Pink: Low, Warmup, or Idle
TITLE BAR Red: Warning or Shutdown
Figure 3.00-25. Status Field
Gauges
Figure 3.00-22. Text Field Gauges use a needle to display an approximate

engine value with a text field below that displays the
Text Field with Status Bar actual value.
This field displays an engine operation value with a
status bar underneath that displays alarm information.
If a problem is detected, the status bar, under the
affected sensor, will change from green to yellow, and
a message will appear in the status bar informing the
user that a problem with the associated field needs
correction for proper operation.
NORMAL PROBLEM DETECTED
Figure 3.00-26. Gauge
Edit Boxes
Edit box fields open a Quick Edit window that allows
the user to enter multiple parameters in a data grid.
STATUS BAR
The data grid can be viewed on either its horizontal or
vertical axis. Displayed at the bottom of the Quick Edit
Figure 3.00-23. Text Field with Status Bar window are the unit of measurement, and the mini-
mum and maximum programmable values.
User-Programmable Field
These fields allow the user to adjust engine parame-
ters or to set operational limits. See Section 3.10 ESP
Programming “Basic Programming in ESP” for more
information.
Figure 3.00-24. User-Programmable Field
Status Field
Status fields are used to identify the different states
that an engine or ECU component is currently in. The
fields have a gray title bar on the bottom and a color
coded field above it displaying a short message about
the item’s current state.
Figure 3.00-27. Edit Box

BUTTON BAR
The button bar is located on the bottom of every ESP engine panel and provides access to commonly used func-
tions, or for items not specific to any one engine panel.
1 2 3 5 7 9 11
4 6 8 10 12
Figure 3.00-28. Button Bar
1 “View Faults” 8 “Change Units”

This button displays the Fault Log window. See This button allows the user to change all the ESP
“Fault Log Description” on page 3.00-13 for more panel fields to display in either U.S. units or in
information. metric measurement units. See Section 3.10 ESP
Programming “Changing Units – U.S. or Metric”
2 “Manual Actuator Calibration”
for more information.
This button allows the user to manually calibrate
the wastegate actuator. See Section 3.10 ESP 9 “Save to ECU”
Programming “Actuator Calibration” for more This button is used to save programmed values to
information. permanent memory in the ECU. Changes saved
to permanent memory will not be lost if power to
3 “Reset Status LEDs”
the ECU is removed. See Section 3.10 ESP Pro-
This button allows the user to reset the status
gramming “Saving to Permanent Memory” for
LEDs on the ECU. See Section 3.10 ESP Pro-
more information.
gramming “Reset Status LEDs on ECU” for more
information. 10 “Start Editing”
“Stop Editing - Currently Editing”
4 “Version Details”
This button is used to toggle between editing
This button allows the user to view the serial num-
modes in ESP. When this button is clicked and the
ber(s) and calibration number of the ECU and
caption reads “Stop Editing - Currently Editing,”
engine. This information is provided to verify that
the editing mode is active and the user is able to
the ECU is calibrated correctly for the engine on
edit the programmable fields in ESP. When this
which it is installed.
button is clicked and the caption reads “Start Edit-
5 “Start Logging All” and “Stop Logging All” ing,” the editing mode is inactive and the user will
These buttons are used to log all active system be unable to edit the programmable fields in ESP.
6
parameters during a user-determined period of See Section 3.10 ESP Programming “Basic Pro-
time. The file that is saved is a binary file gramming in ESP” for more information.
(extension .ACLOG) that must be extracted into a
usable file format. See Section 3.10 ESP Pro- 11 “Undo Last Change” and “Undo All Changes”
These buttons allows the user to reset either the
gramming “Logging System Parameters” for more 12
last programming change or all programming
information.
changes made. You can only undo changes from
7 “Send Calibration to ECU” up until the last “Save to ECU.”
This button is used to send a calibration file to the
ECU.

FAULT LOG DESCRIPTION

One method of obtaining diagnostic information is by information is resettable except for the total number of
viewing the fault log in ESP. The fault log displays the times the fault occurred during the lifetime of the ECU.
data provided by the ECU and can be displayed either
The faults listed in the fault log can be sorted by click-
to list only the active faults or to list the history of all the
ing on a column name. For example, clicking on “Fault”
faults that occurred in the lifetime of the ECU.
will sort alarms/shutdowns in numerical order based
The fault log displays the name of the fault, the first on the fault code. Clicking on “First Occurrence” will
time the fault occurred since the fault was reset (in sort alarms/shutdowns in order of occurrence.
ECU hours:minutes:seconds), the last time the fault
NOTE: As an additional aid in troubleshooting,
occurred since reset, the number of times the fault
double-clicking a fault listed in the fault log will open E-
occurred since reset, and the total number of times the
Help directly to the troubleshooting information for that
fault occurred in the lifetime of the ECU. All the fault
fault.
1 2 3 4 5
Fault First Occurrence Last Occurrence Total Since Reset Lifetime Total
ALM212 IMAP LB/BK OC 8079:12:10 8164:09:25 20 20
This is the only “active” fault listed in the fault log. This alarm condition is
indicated on the [F2] Engine Panel and with flashing LEDs on the ECU. To
troubleshoot this alarm, the user would double-click the fault description.
6 7 8 9 10 11 12
Reset
List Active Total Fault Copy To
Selected Fault Help Refresh Close
Faults History Clipboard
Fault
Figure 3.00-29. Fault Log Window
1 “Fault” 3 “Last Occurrence”

This field displays the fault code and description This field displays the last time the fault listed
for the alarm or shutdown condition that exists. occurred since the fault was reset (in ECU
Alarm codes in ESP are identified with the letters hours:minutes:seconds). This field is resettable.
“ALM” preceding a 3-digit alarm code. Emergency
4 “Total Since Reset”
shutdown codes are identified with the letters
This field displays the number of times the fault
“ESD” preceding a 3-digit shutdown code. Dou-
occurred since the fault was reset. This field is
ble-clicking a fault listed in the fault log will open
resettable.
E-Help directly to the troubleshooting information
for that fault. 5 “Lifetime Total”
This field displays the total number of times the
2 “First Occurrence”
fault occurred in the lifetime of the ECU. This field
This field displays the first time the fault listed
is not resettable.
occurred since the fault was reset (in ECU
hours:minutes:seconds). This field is resettable.

6 “List Active Faults” and “Total Fault History”

These buttons allow the user to view either the
7
active fault listing or the total fault history. The
Active Faults Log only lists active faults indicated
by flashing status LEDs and alarm fields on the
ESP panels. The Total Fault History lists all the
faults that occurred in the lifetime of the ECU.
8 “Reset Selected Fault”

This button resets the “First Occurrence,” “Last
Occurrence,” and “Total Since Reset” back to zero
of the selected (or highlighted) fault listed in the
log.
9 “Fault Help”
This button allows the user to open E-Help.
10 “Refresh”
This button allows the user to update or refresh
the fault log. When the fault log is open, the infor-
mation is not automatically refreshed. For exam-
ple, if the fault log is displayed on screen, and a
fault is corrected, the fault log will not refresh itself
to reflect the change in active faults. The user
must refresh the fault log to view the updated
information.
11 “Copy To Clipboard”
This button copies the fault log information to the
PC’s clipboard. The information can then be
pasted as text in a word processing or spread-
sheet application.
NOTE: The copied text is tab delimited and will need
to be formatted after being pasted into the
spreadsheet or word processing program to align
columns and to display information as desired.
12 “Close”
This button closes the fault log.

USING A MODEM FOR REMOTE nal. If you need more information on these topics, refer
MONITORING to the user’s manual provided with the modem or with
the modem manufacturer.
NOTE: For best modem communications, use a
“matched” pair (same brand) of modems. To remotely monitor an engine through a modem, the
following supplies are required:
Temporary remote monitoring of an engine with the
ESM is possible through the use of a modem. A • “Modem to ECU” connection
modem is a device that enables a computer to trans- •• RS-232 serial cable (P/N 740269A) available
mit data over telephone lines. Using ESP and a from Waukesha Engine
modem, you can “dial up” the ECU to monitor ESM
status and make programming changes remotely. •• External modem (See “Setting Up Modem to
ECU”)
NOTE: High-speed cable and satellite modems will
not work with the ESM’s modem function. • “PC to Modem” connection
IMPORTANT! This manual assumes that you are •• External/internal modem

already familiar with modem devices, modem initializa- •• RS-232 cable (if external modem is used, con-
tion strings, other modem concepts, and HyperTermi- nects modem to PC)
“SERVICE INTERFACE”
CONNECTION
SERIAL
CABLE
EXTERNAL
MODEM
INTERNAL/EXTERNAL
(SHOWN) MODEM
SERIAL CABLE
(P/N 740269A)
NOTE: Serial cable (P/N 740269A) is available from Waukesha Engine.

Modems, PC-to-modem cable, and PC supplied by customer.
Figure 3.00-30. Modem Connections from ECU to PC
SETTING UP MODEM TO ECU NOTE: Some modems may have dip switches (tiny
toggle switches) that must be set to put the modem in
NOTE: The following steps in this section do not need
auto answer mode. Refer to the user’s manual
to be performed if using the modem in Waukesha
provided with the modem or contact the modem
Engine’s Remote Programming Modem Tool Kit
manufacturer. Set the dip switches as required and
(P/N 489943), which comes preprogrammed from the
continue with Step 1.
factory.
1. Using a PC-to-modem cable, temporarily connect
The modem connected to the ECU requires special
a PC to the external modem that will be connected to
setup programming so it will work with the ECU. The
the ECU.
modem must be set in “auto answer” mode, a modem
feature that accepts a telephone call and establishes 2. Start HyperTerminal. From the Windows® taskbar,
the connection, and must be set at 38,400 baud. Auto click Start → All Programs → Accessories →
answer mode and baud rate are programmed using Communications → HyperTerminal.
HyperTerminal. HyperTerminal is a terminal software
NOTE: HyperTerminal is a terminal program included
program that enables the modem to connect properly
with Microsoft® Windows® XP operating system. If
to the ECU. HyperTerminal is included as part of
HyperTerminal is not installed, install the program
Microsoft® Windows® XP operating system.
using the Add/Remove Programs icon in the Control
Complete the following steps: Panel. You may need your original Microsoft®
Windows® CD-ROM for installation.

3. Give the HyperTerminal session a name. NOTE: To avoid resetting the baud rate, the modem
being set up must be a “dedicated” modem and used
only with the ECU. If the modem is used with another
device, the baud rate setting may be overwritten.
8. In the Properties dialog box, set the baud rate
between the PC and the modem to 38,400 Bits per
second. Click “OK.”
Figure 3.00-31. HyperTerminal – Connection

Description Dialog Box
4. Select an icon.
5. Click “OK.”
6. Click the selection arrow on the “Connect using”
drop-down menu and select the COM port your
modem is connected to (not the modem name).
7. When you select the COM port, the other fields on
the dialog box are deactivated (grayed). Click “OK.”
Figure 3.00-33. HyperTerminal – “COM1 Properties”
Window
9. The HyperTerminal window opens and you are

able to control your modem with commands. Type “AT”
and press [Enter]. The modem should reply with “OK.”
Figure 3.00-32. HyperTerminal – “Connect To” Dialog

Box
Figure 3.00-34. HyperTerminal – Session Window

NOTE: If no “AT” or “OK” appears, there is a basic 17. Click “Yes” to save the HyperTerminal session.
communication problem between the PC and the
modem. Most likely the COM port selected is
incorrect. Check selected COM port and try again.
NOTE: In the following steps, type the number zero
(“0”), not the letter “O.”
Turn auto answer mode on by typing: “ATS0=1”
and press [Enter].
10. Save the change to NVRAM by typing “AT&W0” Figure 3.00-36. Save Session Dialog Box
and press [Enter].
18. Continue with “Connecting Modem to ECU and
11. Turn the modem off and then on again.
PC.”
12. Type “ATI4”.
CONNECTING MODEM TO ECU AND PC
13. The modem will respond with multiple lines that
An RS-232 serial cable (P/N 740269A), available from
look similar to:
Waukesha Engine, is used to connect a modem to the
Current Settings............ ECU. This cable has a 25-pin RS-232 connection that
B0 E1 L4 M1 N5 Q0 V1 X5 plugs into the modem and an 8-pin Deutsch® connec-
&B1 &C1 &D2 &G0 &H3 &J0 &K4 &L0 &M0 &N0 &P0 &R1 &S0 &X &Y1 tor that plugs into the ECU.
*B0 *C0 *D0 *E0 *F0 *G0 *I0 *L0 *M0 *P9 *Q2 *S0
Complete the following:
S00=001 S01=000 S02=043 S03=01 S04=010
S05=008 S06=003 S07=060 S08=002 S09=006 1. Obtain an RS-232 serial cable (P/N 740269A) from
S10=007 S11=070 S12=000 S13=000 S14=002 Waukesha Engine for modem use.
S15=002 S16=000 S17=018 S18=000 S19=000 2. Connect the 25-pin end of the RS-232 serial cable
S20=002 S21=178 S22=000 S23=105 S24=138 to the external modem (see Figure 3.00-30). Connect
S25=000 S26=000 S27=156 S28=068 S29=000 to the “dedicated” modem you set up for use with the
S30=000 S31=017 S32=019 S33=255 S34=030 ECU following the steps in the section “Setting Up
S35=032 S36=000 S37=000 S38=000 S39=032 Modem to ECU”.
S40=000 S41=000 S42=000 S43=008 S44=000
S45=100 S46=028 S47=064 S48=000 S49=134 3. Connect the 8-pin Deutsch® connector of the
S50=000 S51=000 S52=000 S53=000 S54=000 serial cable to the “Service Interface” connection on
S55=000 S56=000 S57=000 S58=000 S59=000 the side of the ECU.
OK 4. Connect PC to modem (see Figure 3.00-30 for
14. Although the lines in Step 13 may not be exactly sample setup).
what is shown on your PC, make sure that the param-
STARTING ESP FOR MODEM ACCESS
eter S00=001 is listed. Parameter S00=001 is the pro-
gramming code to the modem that enables the auto 1. Apply power to the ECU.
answer mode.
2. Turn on power to PC.
15. Exit HyperTerminal.
3. Start ESP for modem use by one of the following
16. Click “Yes” to disconnect. methods:
• Double-click the “ESP (Modem Access)” icon on
your desktop.
• From the Windows® taskbar (lower-left corner of

your desktop), click Start → All Programs →
Figure 3.00-35. Disconnect Warning Dialog Box Waukesha Engine Controls → Engine System
Manager (ESM) → ESP (Modem Access).

4. On program startup, ESP will check for a modem. 9. ESP modem wizard will reattempt to “dial up” the
Once ESP finds the modem on the PC, a dialog box modem. Note the following:
appears asking to attempt a connection. Click “Yes.”
• If connection is successful, ESP will run, displaying
5. Enter the phone number for the engine modem the engine panels. Installation is complete. Monitor
you wish to connect in the Modem Connection Wizard engine operation or program ESP as necessary.
dialog box. Enter phone number without spaces or
• If connection is unsuccessful, click “Cancel.” Con-
dashes.
tinue with Step 10.
10. If your modem dials but does not connect with the
answering modem, or if you have problems getting or
staying connected, you might need to adjust the
modem initialization string. Click the “Advanced Set-
tings” check box on the Modem Connection Wizard
dialog box.
Figure 3.00-37. Modem Connection Wizard
6. The ESP modem wizard will attempt to “dial up”

the modem. Note the following:
the engine panels. Setup is complete. Monitor
engine operation or program ESP as necessary.
Figure 3.00-39. Modem Connection Wizard
• If connection is unsuccessful, click “Retry.” If con-
nection is still unsuccessful, continue with Step 7. NOTE: Always use CAPITAL letters (upper case) for
the modem initialization string in the “Advanced
Settings” check box.
11. Enter the modem’s initialization string (command)
in CAPITAL letters (upper case). Most connection
problems are resolved with the proper modem initial-
ization string. The initialization string gives the modem
a set of instructions for how to operate during a call.
Almost every modem brand and model has its own
Figure 3.00-38. Unsuccessful Connection Dialog Box variation of “ATCommand Set” and “S-register” set-
tings.
7. Check the telephone number typed in the Modem
NOTE: Detailed discussion of modem initialization
Connection Wizard dialog box.
strings is beyond the scope of this manual. You can
8. Retry connection. Click “Connect.” get an initialization string from the user’s manual
provided with the modem, from the modem
manufacturer, or from a variety of Internet web sites.
12. Click “Connect.”

13. The ESP modem wizard will attempt to “dial up”

the modem. Note the following:
the six engine panels. Installation is complete. Mon-
itor engine operation or program ESP as necessary.
• If connection is unsuccessful, click “Retry.”
14. If connection continues to be unsuccessful, refer to
the user’s manual provided with the modem or contact
the modem manufacturer.
15. Make sure all connections are secure.


SECTION 3.05
ESP PANEL AND FIELD DESCRIPTIONS
[F2] ENGINE PANEL

The [F2] Engine panel contains the most common information needed while operating the engine.
[F2]
1 2 3
4 5
6
10
7 8 9
11
12
13
14 15 16
17
# FIELD # FIELD # FIELD

6 Barometric Pressure 17 Gas/Air Pressure 10 Oil Temperature
High Temperature (HT)
7 Engine Setpoint 4 Coolant Pressure 8 Percent Rated Load
High Temperature (HT)

2 Engine Speed 5 15 Post-Filter Oil Pressure
Coolant Temperature
12 Engine Status Bar 1 Intake Manifold Pressure 14 Pre-Filter Oil Pressure
9 ESM Calculated Power 3 Intake Manifold Temperature 16 Turbocharger Oil Pressure
11 Fuel Pressure 13 Mean Exhaust Temperature

[F3] START-STOP
The [F3] Start-Stop panel contains the fields that affect starting and stopping of the engine.
[F3]
8 9 10
1 11 12 13
2 14 15
6 7
3 16 17 18
25
4 19 20 21
26
5 22 23 24
27

14 Active Cylinder Management 17 Gas/Air Pressure 19 Prechamber Pulse Duration
6 Average RPM 27 High Temperature (HT) Coolant 11 Starter
12 Blocking Fuel Valve 26 ICU Start 4 Starter Off RPM
20 Coolant Temperature 9 Ignition Enable 3 Starter Off RPM Adjustment
5 Driven Equipment ESD 10 Injection Enable 8 Starting Signal
22 Duration Limit 24 Intake Manifold Pressure 18 Turbocharger Oil Pressure
25 Engine Start 23 Intake Manifold Temperature 13 User ESD
2 Fuel On RPM 16 Main Chamber Pulse Duration 15 User RUN/STOP
1 Fuel on RPM Adjustment 21 Oil Pressure 7 Wastegate Position %

[F4] GOVERNING OPERATING STATUS

The [F4] Governor Operating Status panel contains the fields that monitor or adjust parameters to ESM speed gov-
erning.
[F4]
1 4 8 11
2 5 9
3 6 7 10
12 13 14 15 16
17 18 19 20 21

21 Differential Gain Adjustment 11 Intake Manifold Pressure 19 Proportional Gain Adjustment
16 Droop % 20 Integral Gain Adjustment 15 Proportional Sync
6 Duration Limit 17 Load Inertia 9 Remote RPM
2 Engine Setpoint 18 Low Idle RPM 3 Remote RPM Setpoint
1 Engine Speed 13 Low Idle Adjustment 14 Synchronized RPM
12 High Idle RPM 4 Main Chamber Pulse Duration 8 Wastegate Error
10 Idle 5 Prechamber Pulse Duration 7 Wastegate Position %

[F5] IGNITION OPERATING STATUS PANEL — 12V220GL/APG2000

The [F5] Ignition Operating Status panel contains the fields necessary for adjusting and monitoring the ignition sys-
tem.
NOTE: The 12V220GL/APG2000 and the 18V220GL/APG3000 have different [F5] Ignition Operating Status panel
displays.
[F5]
9 10
1 2 3 4 5 6 7 8
11 12
13 14
15 16 17
18 19 20
21 22 23 24 25 26 27 28

22 Active Cylinder Management 23 Ignition Energy 19 Mean Exhaust Temperature
3 Cylinder Balance – ‘A’ Bank 1 Ignition Timing – ‘A’ Bank 13 No Spark Adjustment
6 Cylinder Balance – ‘B’ Bank 8 Ignition Timing – ‘B’ Bank 14 No Spark Limit
20 Duration Limit 21 Injection Enable 16 NOx
15 Engine Speed 18 Intake Manifold Pressure 2 Spark Reference # – ‘A’ Bank
4 Exhaust Temperature – ‘A’ Bank 26 Knocking 7 Spark Reference # – ‘B’ Bank
5 Exhaust Temperature – ‘B’ Bank 11 Low Voltage Adjustment 28 System
9 High Voltage Adjustment 12 Low Voltage Limit 27 User ESD
10 High Voltage Limit 17 Main Chamber Pulse Duration
24 Ignition Enable 25 Maximum Retard

[F5] IGNITION OPERATING STATUS PANEL — 18V220GL/APG3000

The [F5] Ignition Operating Status panel contains the fields necessary for adjusting and monitoring the ignition sys-
tem. It is necessary to view the secondary ECU panel to see additional ‘A’ bank ignition information. See “Second-
ary ECU Panel (18V220GL/APG3000 Only)” on page 3.05-9.
NOTE: The 12V220GL/APG2000 and the 18V220GL/APG3000 have different [F5] Ignition Operating Status panel
displays.
7 8
1 2 9 10 3 4 5 6
11 12
13 15 17
14 16 18
19 20 21 22 23 24 25 26

20 Active Cylinder Management 22 Ignition Enable 23 Maximum Retard
3 Cylinder Balance – ‘A’ Bank 21 Ignition Energy 10 Mean Exhaust Temperature
6 Cylinder Balance – ‘B’ Bank 1 Ignition Timing – ‘B’ Bank 17 No Spark Adjustment
12 Duration Limit 19 Injection Enable 18 No Spark Limit
7 Engine Speed 9 Intake Manifold Pressure 8 NOx
4 Exhaust Temperature – ‘A’ Bank 24 Knocking 2 Spark Reference # – ‘B’ Bank
5 Exhaust Temperature – ‘B’ Bank 15 Low Voltage Adjustment 26 System
13 High Voltage Adjustment 16 Low Voltage Limit 25 User ESD
14 High Voltage Limit 11 Main Chamber Pulse Duration

[F8] AFR SETUP PANEL

The [F8] AFR Setup panel contains the fields that monitor or adjust parameters to the engine’s air-fuel ratio.
[F8]
1 12 17
6
2 13 18
7
3 14
8
19
4 11 15
9
5 20
16
10

13 Adjusted Generator Power 17 Fuel Type 4 Mean Exhaust Temperature
6 Engine % O2 Adjust 9 Gain Adjust 10 Parasitic Load Adjust
1 Engine Speed 8 Generator Efficiency 7 Transducer Full Scale
3 Engine Torque % 20 Generator Rated Power 16 User WKI
14 Error kW 2 Intake Manifold Pressure 15 User WKI in Use
12 ESM Calculated Power 5 kW Transducer Output 11 Wastegate Position %
18 Fuel Constituents 19 Lower Heating Value

[F10] SYSTEM/SHUTDOWN STATUS

The [F10] System/Shutdown Status panel displays the fields that affect the operation of the ECU.
[F10]
1 4 8 12 16 19
2 5 9 13 17 20
3 10 14 18 21
6 15 22
11
7 23

5 Active Faults 8 Engine Speed 6 Injection Enable
11 Battery Voltage 4 Engine Start 22 Maximum Retard
18 Blocking Fuel Valve 13 Faults Loaded 16 Remote RPM
12 Calibration Loaded 7 ICU Start 14 Statistics Loaded
15 ECU Hours 17 Idle 3 System
10 ECU Temperature 21 Ignition Alarm 1 User ESD
23 Engine Knocking 19 Ignition Enable 2 User RUN/STOP
9 Engine Setpoint 20 Ignition Energy

[F11] ADVANCED FUNCTIONS

The [F11] Advanced Functions panel allows the user to adjust alarm and shutdown setpoints and displays a cylin-
der chart for identifying the correct cylinder in certain fault code messages.
[F11]
} ALARM AND SHUTDOWN

SETPOINTS

SECONDARY ECU PANEL (18V220GL/APG3000 ONLY)

The Secondary ECU panel contains the fields that the secondary ECU monitors. This panel is displayed only when
connected to the secondary ECU on an 18V220GL/APG3000 engine.
SE
1 4
10 13 16
5 8 9
2 11 14 17
6
12 15 18
7
19
3

6 Active Faults 14 Faults Loaded 11 Low Voltage Limit
2 Battery Voltage 10 High Voltage Limit 12 No Spark Limit
13 Calibration Loaded 18 Ignition Alarm 3 Slave ID
7 ECU Hours 17 Ignition Enable 9 Spark Ref # – ‘A’ Bank
1 ECU Temperature 16 Ignition Energy 15 Statistics Loaded
4 Engine Speed 5 Intake Manifold Pressure
19 ESP Fault Identifier 8 Ignition Timing – ‘A’ Bank

FIELD DESCRIPTIONS
Refer to the panel descriptions on page 3.05-1 “Baro Pressure”
through page 3.05-9 for the location of each field.
• Panel: [F2]
NOTE: Panel “SE” refers to the Secondary ECU
Displays the engine’s barometric pressure. Units are in
panel.
kPa (in-Hg) absolute. If a barometric pressure sensor
“Active Cylinder Management” or wiring fault occurs, the status bar beneath this field
“Act Cyl Mngmt” turns yellow and displays a message to fix the sensor
or wiring.
• Panels: [F3], [F5]
NOTE: When a sensor or wiring fault is detected, the
Status field displaying the current state of the active
field displays a default value, not the actual value.
cylinder management. When active cylinder manage-
ment is enabled, the field is green and displays “Battery Voltage”
“ENABLED.” When active cylinder management is dis-
• Panels: [F10], SE
abled, the field is gray and displays “DISABLED.” See
Section 1.10 Engine System Manager (ESM) Over- Displays the current battery voltage. If the battery volt-
view “Active Cylinder Management” for more informa- age goes below 21 VDC, the status bar beneath the
tion. field will warn the user by turning yellow and displaying
the message “TOO LOW.” The “Battery Voltage” field
“Active Faults”
does not display the actual voltage if it falls outside the
• Panels: [F10], SE acceptable range of 21 – 32 volts. ALM454 will
becomes active if the battery voltage remains below
Displays the number of active faults of the ECU that is
21 VDC for longer than 30 seconds. If the battery volt-
currently connected. View the fault log for a detailed
age falls below 18 VDC, the engine will shut down.
list of active faults. See Section 3.00 Introduction to
See Section 4.05 ESM Maintenance “Battery Mainte-
Electronic Service Program (ESP) “Fault Log Descrip-
nance” for more information.
tion” for more information.
“Blocking Fuel Valve”
“Adj Gen Power”
• Panels: [F3], [F10]
• Panel: [F8]
Status field displaying current state of the blocking fuel
This field displays the adjusted generator power in kW
valve. During the time the blocking fuel valve is
(BHP). The calculation for Adjusted Generator Power
opened, the field is green and displays “ON.” During
incorporates the kW transducer output, transducer full
the time the blocking fuel valve is closed, the field is
scale, generator efficiency, and generator rated power.
gray and displays “OFF.”
See Section 2.20 Governing and Air-Fuel Control
“Air-Fuel Ratio Control”. “Cal Loaded”
Alarm and Shutdown Setpoints • Panels: [F10], SE
• Panel: [F11] Displays if the calibration is loaded for the ECU. The
“Calibration Loaded” field should always be green and
These fields allow the user to adjust the alarm and
display “OK.” If this field is red and displays “NO,” con-
shutdown setpoints of the oil pressure, coolant tem-
tact your local Waukesha Distributor for technical sup-
perature, intake manifold temperature, and oil temper-
port.
ature. Adjusting these setpoints enables the user to
fine-tune when an alarm or shutdown will occur or can “Coolant Temp”
be used for testing. Setpoints are only adjustable in a
• Panel: [F3]
safe direction from the factory settings. See
Section 3.10 ESP Programming “Programming Alarm Displays the engine’s coolant temperature at the outlet
and Shutdown Setpoints” for more information on pro- of the engine. Units are °C (°F). If a coolant tempera-
gramming these fields. ture sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
“Average RPM”
to fix the sensor or wiring.
• Panel: [F3]
Displays the average engine speed (rpm). field displays a default value, not the actual value.

“CYL BAL” “Droop (%)”

This functionality is not active on the APG2000/3000.
• Panel: [F5]
• Panel: [F4]
The cylinder balance factor refers to the offset from the
average “Main Chamber Pulse Duration” that is used User-programmable field for adjusting the percent of
to keep the individual exhaust temperatures (“EXH droop. Droop allows steady-state speed to drop as
TEMP”) balanced. This value is expressed in percent- load is applied. Droop is expressed as a percentage of
age form. normal average speed. Droop can be programmed
from 0 to 5%.
Example: A value of 103 indicates that the individual
cylinder’s main chamber duration is 103% of the aver- “Duration Limit”
age main chamber pulse duration, so it is getting 3%
• Panels: [F3], [F4], [F5]
more fuel than the average of all of the cylinders.
Displays the duration limit. Units are in milliseconds
“Differential Gain Adj”
(ms).
“ECU Hours”
• Panel: [F4]
User-programmable field to adjust differential gain by a
multiplier of 0 – 1.100. Differential gain is a correction Displays the number of hours the currently connected
function to speed error that is based on direction and ECU has been operation.
rate of change. When an error exists between actual
NOTE: This value does not necessarily represent the
engine speed and engine speed setpoint, a differential
amount of hours the engine has been in operation.
gain calibrated by Waukesha Engine is multiplied to
the derivative of the speed error. This is done to “ECU Temp”
increase or decrease injector response to correct or
reduce speed error. Although the user can program
the differential gain multiplier with this field to fine-tune Displays the internal temperature of the currently con-
injector response, it is typically not adjusted. “Propor- nected ECU. Units are °C (°F). If the ECU temperature
tional Gain Adj” and “Integral Gain Adj” are also used is too high, the status bar beneath the field turns yel-
to correct speed error. low and displays the message “HIGH.” If the ECU tem-
perature increases beyond the maximum
“Driven Equipment ESD”
recommended operating temperature, ALM455 will
• Panel: [F3] become active.
User-programmable field for setting an overspeed “Engine % O2 Adjust”
shutdown value to protect driven equipment. Driven
• Panel: [F8]
equipment overspeed can be programmed from 0 to
2200 rpm. If programmed driven equipment overspeed Clicking “Edit...” will display the Quick Edit window for
exceeds engine overspeed, the engine overspeed adjusting the O2 percentage. Units are in % O2 with a
value takes precedence. minimum value of –1 and a maximum value of 1. See
Section 3.10 ESP Programming “Engine Percent O2
For example: a 1500 rpm engine will have a fac-
Adjustment” for more information.
tory-programmed engine overspeed trip point of
1605 rpm. If the driven equipment overspeed is set to “Engine Knocking”
1700 rpm, and the engine speed exceeds 1605 rpm,
• Panel: [F10]
the engine will be shut down. If the driven equipment
overspeed is set to 1100 rpm, and the engine speed This field alerts the user when knock is present in a
exceeds 1100 rpm but is less than 1605 rpm, the cylinder. When knock is sensed with at least one cylin-
engine will be shut down. der, the field turns yellow and displays “YES.” The user
can determine which cylinder(s) is knocking by looking
at the individual cylinder timings displayed on the [F5]
Ignition panel. If no knock is present, the field is gray
and displays “NO.”

“Engine Setpoint RPM” “ESM Calc Power”

“Eng Setpoint RPM”
• Panels: [F2], [F4], [F10]
This field displays an approximation (±5%) of actual
Displays the engine speed (rpm) setpoint. The engine engine power in kW (BHP). The approximation is
speed setpoint is determined by a user input, not inter- based on ECU inputs and assumes correct engine
nal calibrations. See Section 2.20 Governing and operation.
Air-Fuel Control “Speed Governing Modes” for more
“EXH TEMP”
information on engine setpoints.
• Panel: [F5]
“Engine Speed RPM”
These fields display the exhaust temperature for each
• Panels: [F2], [F4], [F5], [F8], [F10], SE
cylinder. Units are in °C (°F).
This field displays current engine speed in rpm.
“Faults Loaded”
“Engine Start”
• Panels: [F3], [F10]
Status field displaying if ECU has faults loaded. The
Status field indicating system readiness to start. If “Faults Loaded” field should always be green and dis-
there is no ESM-related reason not to start the engine, play “OK.” If this field is red and displays “NO,” contact
the field is gray and displays “OK.” If there is anything your local Waukesha Distributor for technical support.
preventing the engine from starting, the field is red and
Fuel Constituents
displays “NO START.”
“If Fuel Type is...”
Engine Status Bar
• Panel: [F8]
• Panel: [F2]
Clicking “Edit...” will display the Quick Edit window for
This field signals the user that an emergency shut- adjusting the primary and secondary fuel components
down is in process. When the engine is operating or is when “Other” is selected as “Fuel Type.” If the fuel con-
off, the field remains deactivated (gray). If the engine stituents entered do not add up to between 97% and
shuts down due to an emergency, this field will turn red 103%, a fuel composition fault (ALM535) will be
and display a message indicating an emergency shut- raised.
down is in process. When the shutdown is complete,
“Fuel on RPM Adj” and “Fuel On RPM”
the field deactivates (turns gray) and the shutdown is
recorded in the fault log history. However, the field • Panel: [F3]
remains active (in shutdown mode) if either E-Stop
These fields allow the user to view and program the
(emergency stop) switch on the engine or ECP panel
rpm at which the fuel valve is turned on. The “Fuel On
is pushed in.
RPM” field displays the current programmed rpm set-
“Engine Torque %” ting. The blue “Fuel on RPM Adj” field allows the user
to adjust the actual setting by entering a value from
• Panels: [F8]
–50 to +100 rpm. When an adjustment is entered, the
This field displays the engine output as a percentage “Fuel On RPM” field is updated to display the adjusted
of rated torque. value. Program the “Fuel on RPM Adj” field to zero for
the Fuel on RPM to be at the default value.
“Error kW”
“Fuel Pressure”
• Panels: [F8]
• Panel: [F2]
This field displays the difference between adjusted
generator power and ESM calculated power output in This field displays the engine’s fuel rail pressure. Units
negative or positive errors. are in kPa (in-Hg) absolute. If a fuel rail pressure sen-
sor or wiring fault occurs, the status bar beneath this
• Positive error – If ESM calculated power is greater
field turns yellow and displays a message to fix the
sensor or wiring.
wastegate opens, richening the air-fuel mixture.
• Negative error – If ESM calculated power is less
wastegate closes, leaning the air-fuel mixture.

“Fuel Type” “High Idle RPM”

• Panel: [F8] • Panel: [F4]
Clicking “Edit...” will display the Quick Edit window for User-programmable field for adjusting the high idle
adjusting the primary and secondary fuel type. rpm. The high idle setting is used when the rated
speed/idle speed digital input is high (8.6 – 36 volts)
“Gain Adjust”
and “Remote RPM” is OFF. The high idle rpm can be
• Panel: [F8] programmed from 800 to 2200 rpm (not to exceed a
preprogrammed maximum speed). Internal calibra-
tions prevent the engine from running faster than rated
adjusting the gain of the wastegate for the primary and
speed +7%.
secondary fuel type to fine-tune both steady-state and
transient air-fuel ratio performance. The range of NOTE: Although customer connections determine the
adjustment is from 0.015 – 2.000 as listed at the bot- rpm setpoint in variable speed applications, the high
tom of the programming table. idle setting must be programmed to a “safe” value in
case an out-of-range speed setpoint is detected or if
“Gas/Air Pressure”
the wire that enables remote rpm operation fails.
• Panel: [F2], [F3]
“High Voltage Adj.” and “High Voltage Limit”
This field displays the engine’s gas/air pressure. Units
are in kPa (in-Hg) absolute.
These fields allow the user to view and adjust the high
“Generator Efficiency”
voltage alarm limit setting. See Section 2.10 Ignition
• Panels: [F8] System “Ignition Diagnostics” and Section 3.10 ESP
Programming “IPM-D Programming” for more informa-
tion.
adjusting generator efficiency. This is a required entry
and is already preprogrammed for all Enginators. The “HT Coolant”
appropriate values are entered for 50, 75, 100, and
• Panel: [F3]
125 percent load points.
Displays the HT coolant start status. If there is no HT
NOTE: To ensure accuracy of the generator efficiency
coolant-related reason not to start the engine, the field
table, verify that the “Generated Rated Power” value
is gray and displays “OK.” If there are any HT
has been properly set.
coolant-related problems preventing the engine from
“Generator Rated Power” starting, the field is red and displays “NO START.” See
Section 2.05 Start-Stop Control for more information.
• Panel: [F8]
“HT Coolant Press”
adjusting generator rated power. This field can be • Panel: [F2]
adjusted between 200 – 5000 kW (268 – 6705 BHP).
This field displays the engine’s HT coolant pressure.
The generator rated power is used with the generator Units are in kPa (in-Hg) absolute. If an HT coolant
efficiency table, such that it sets the power value for pressure sensor or wiring fault occurs, the status bar
the 100% axis point in the table. The rated power beneath this field turns yellow and displays a message
should be listed on the generator nameplate or in the to fix the sensor or wiring.
generator document. It should be preprogrammed at
the factory for all Enginators.
“HT Coolant Temp”
• Panel: [F2]
This field displays the engine’s HT coolant tempera-
ture. Units are in °C (°F). If an HT coolant temperature
sensor or wiring fault occurs, the status bar beneath
this field turns yellow and displays a message to fix the
sensor or wiring.

“ICU Start” “IGN TIMING”

• Panels: [F3], [F10] • Panels: [F5], SE
This field displays the ICU start status. If there is no These fields display individual cylinder timing in
ICU-related reason not to start the engine, the field is degrees before top dead center (°BTDC).
gray and displays “OK.” If there are any ICU-related
NOTE: For 18V220GL/APG3000: The [F5] Status
problems preventing the engine from starting, the field
panel displays the ‘B’ bank cylinder timing and the
is red and displays “NO START.”
Secondary ECU panel displays the ‘A’ bank cylinder
“Idle” timing.
• Panels: [F4], [F10] “Injection Enable”
This field indicates whether low idle rpm or high idle • Panels: [F3], [F5], [F10], SE
rpm is active. Low or high idle rpm is determined by a
This field signals when the ICU is enabled and is ready
customer digital input. When the input is low
to receive a signal from the ECU. During the time the
(< 3.3 volts), the field will display “LOW”. When the
ICU is enabled, the field is green and displays “ON.”
input is high (8.6 – 36 volts), the field will display
During the time the ICU is disabled, the field is gray
“HIGH.” See “High Idle RPM” on page 3.05-13 and
and displays “OFF.”
“Low Idle RPM” on page 3.05-15 for values of high and
low idle. “Intake Mnfld”
“Ignition Alarm” “IMAP”
• Panels: [F10], SE • Panels: [F2], [F3], [F4], [F5], [F8], SE
This field displays if the currently connected ECU is This field displays the engine’s intake manifold pres-
receiving an alarm from the IPM-D because of one of sure. Units are in kPa (in-Hg) absolute. If an intake
the following: manifold pressure sensor or wiring fault occurs, the
status bar beneath this field turns yellow and displays
– One or both of the E-Stop (emergency stop)
a message to fix the sensor or wiring.
switches on the side of the engine are
engaged. NOTE: When a sensor or wiring fault is detected, the
– The IPM-D is not receiving 24 volts.
“Intake Mnfld Temp”
– The IPM-D is not working correctly.
When one of these conditions exists, the field will turn
yellow and display “ALARM.” If no problems exist, the This field displays the engine’s intake manifold temper-
field is gray and displays “OK.” ature. Units are in °C (°F). If an intake manifold tem-
perature sensor or wiring fault occurs, the status bar
“Ignition Enable”
• Panels: [F3], [F5], [F10], SE to fix the sensor or wiring.
This field signals when the IPM-D is enabled and is NOTE: When a sensor or wiring fault is detected, the
ready to receive a signal from the ECU to fire each field displays a default value, not the actual value.
spark plug. During the time the IPM-D is enabled, the
field is green and displays “ON.” During the time the
ignition is disabled, the field is gray and displays “OFF.”
“Ignition Energy”
• Panels: [F5], [F10], SE
This field displays the level of energy the IPM-D is fir-
ing the spark plugs. The ignition level will either be at
“Level 1” (low/normal) or “Level 2” (high). See
Section 2.10 Ignition System “Monitoring Ignition
Energy Field” for more information.

“Integral Gain Adj” “Low Idle RPM” and “Low Idle Adj”
• Panel: [F4] • Panel: [F4]
User-programmable field for adjusting the integral gain These fields allow the user to view and program the
by a multiplier between 0 – 1.102. Integral gain is a low idle rpm setting. The low idle setting is used when
correction function to speed error that is based on the the rated speed/idle speed digital input is low
amount of time the error is present. When an error (< 3.3 volts) and “Remote RPM” is OFF. The “Low Idle
exists between actual engine speed and engine speed RPM” field displays the actual programmed low idle
setpoint, an integral gain calibrated by Waukesha rpm setting. The blue “Low Idle Adj” field allows the
Engine is multiplied to the integral of the speed error. user to adjust the actual setting by entering a value
This is done to increase or decrease injector response from –50 to +100 rpm. When an adjustment is
to correct or reduce speed error. Although the user entered, the actual “Low Idle RPM” is updated to
can program the integral gain multiplier with this field reflect the adjustment.
to fine-tune injector response, it is typically not
NOTE: The low idle rpm cannot be set above the high
adjusted. “Proportional Gain Adj” and “Differential
idle rpm.
Gain Adj” are also used to correct speed error. See
speed error correction equation under the description NOTE: Although customer connections determine the
for “Proportion Gain Adj.” rpm setpoint in variable speed applications, the low
idle setting must be programmed to a “safe” value in
“Knocking”
case an out-of-range speed setpoint is detected or if
• Panel: [F5] the wire that enables remote rpm operation fails.
See “Engine Knocking” on page 3.05-11. “Low Voltage Adj.” and “Low Voltage Limit”
“kW Trans” • Panel: [F5], SE
• Panel: [F8] These fields allow the user to view and adjust the high
voltage alarm limit setting. See Section 2.10 Ignition
This field displays the kilowatt transducer’s mA output.
System “Ignition Diagnostics” and Section 3.10 ESP
“Load Inertia” Programming “IPM-D Programming” for more informa-
tion.
• Panel: [F4]
“Lower Heating Value”
User-programmable field for programming the load
inertia value. By programming the load inertia or rotat- • Panel: [F8]
ing mass moment of inertia of the driven equipment,
the governor gain is preset correctly, aiding rapid star-
adjusting the LHV. See Section 1.10 Engine System
tup of the engine. If this field is programmed correctly,
Manager (ESM) Overview “Lower Heating Value
there should be no need to program gain adjustments
(LHV)” for more information.
(“Proportional Gain Adj,” “Integral Gain Adj,” and “Dif-
ferential Gain Adj”). The rotating mass moment of iner- NOTE: It is important that the LHV entered be as
tia must be known for each piece of driven equipment close to the fuel that is being used on the engine as
and then added together. See Section 3.10 ESP Pro- possible. Not doing so could result in engine knock or
gramming “Programming Load Inertia” for more infor- misfire.
mation.
NOTE: This field must be programmed for proper
engine operation. While the load inertia value should
be properly entered at the factory, it is recommended
that the value be checked by the end user before
engine startup.
NOTE: Rotating moment of inertia is not the weight or
mass of the driven equipment. It is an inherent
property of the driven equipment and does not change
with engine speed or load. Contact the coupling and/or
driven equipment manufacturer for the moment of
inertia value.

“Main Ch Pulse Duration” “NOx”

• Panels: [F3], [F4], [F5] • Panel: [F5]
This field displays the main chamber pulse duration. User-programmable field for setting the desired NOx
Units are in milliseconds (ms). The main chamber emissions level (engine-out at the exhaust stack) at
pulse duration value represents the average injection which the engine will run. The ESM will adjust ignition
duration used by the individual main chamber injectors timing in an attempt to meet the programmed NOx
in the engine. This value is used to control the engine level. However, the actual NOx output of the engine
speed. If the engine speed is below the setpoint, more will not always match the programmed NOx level. One
fuel will be injected to increase speed. If the engine reason is that the ESM calculates NOx based on a
speed is above its setpoint, less fuel will be injected to combination of sensor readings logged by the ECU
decrease speed. The duration of each individual main and Waukesha-calibrated values such as humidity and
chamber injector in the engine will be the result of mul- exhaust oxygen, which are variables the ESM does
tiplying this average duration by each cylinder’s bal- not measure. Also, the ESM includes a prepro-
ance factor percentage, which is used to balance grammed correction factor to allow for statistical varia-
exhaust temperatures. tions with the engine. As a result, the engine in most
cases will emit less NOx than the actual programmed
“Max Retard”
NOx level. Units are in g/Nm3 @ 0° C, 101.25 kPa, 5%
• Panels: [F5], [F10] O2 or g/BHP-hr. The range that NOx can be pro-
grammed is 0.25 – 0.5 g/Nm3 (0.6 – 1.2 g/bhp-hr).
This field alerts the user when any cylinder’s timing
has reached the maximum retard in timing allowed. If NOTE: To correct for differences in the actual
any cylinder is at maximum retard, the field turns yel- engine-out NOx emissions and that of the
low and displays “YES.” The user can determine which programmed NOx level refer to “Engine % O2 Adjust”
cylinder(s) is at maximum retard by looking for the low- on page 3.05-11.
est individual cylinder ignition timing displayed on the
“Oil Pressure”
[F5] Ignition panel. When none of the cylinders are at
maximum retard, the field is gray and displays “NO.” • Panel: [F3]
“Mean Exhaust Temp” This field displays the engine’s oil pressure in the main
oil header. Units are kPa (psi).
• Panels: [F2], [F5], [F8]
“Oil Pressure Post-filter”
This field displays the average temperature of the
exhaust thermocouples. Units are °C (°F). • Panel: [F2]
“No Spark Adj.” and “No Spark Limit” This field displays the engine’s post-filter oil pressure.
Units are in kPa (in-Hg) absolute. If a post-filter oil
• Panel: [F5]
pressure sensor or wiring fault occurs, the status bar
These fields allow the user to view and adjust the high beneath this field turns yellow and displays a message
voltage alarm limit setting. See Section 2.10 Ignition to fix the sensor or wiring.
System “Ignition Diagnostics” and Section 3.10 ESP
Programming “IPM-D Programming” for more informa-
tion.
“Oil Pressure Pre-filter”
• Panel: [F2]
This field displays the engine’s pre-filter oil pressure.
Units are in kPa (in-Hg) absolute. If a pre-filter oil pres-
sure sensor or wiring fault occurs, the status bar
to fix the sensor or wiring.

“Oil Temp” “Proportional Sync”

• Panel: [F2]
• Panel: [F4]
This field displays the engine’s oil temperature in the
main oil header. Units are °C (°F). If an oil temperature User-programmable field for adjusting proportional
sensor or wiring fault occurs, the status bar beneath synchronous gain by a multiplier of 0.500 – 1.050. Pro-
this field turns yellow and displays a message to fix the portional synchronous gain is a correction function to
sensor or wiring. speed error that is proportional to the amount of error.
Proportional synchronous gain is a lower multiplier
than proportional gain because of the need to syn-
chronize to the electric grid. When an error exists
“Parasitic Load Adjust” between actual engine speed and engine speed set-
point, a Waukesha-calibrated proportional synchro-
• Panels: [F8]
nous gain is multiplied to the speed error. This is done
Allows user to adjust for parasitic loads (alternator, to increase or decrease injector response to correct
engine-driven pumps, etc.) on the engine. With only a speed error. Although the user can program the pro-
generator installed, this value is set to zero. This value portional synchronous gain multiplier with this field to
represents how much power is being used to run addi- fine-tune injector response, it is typically not adjusted.
tional driven equipment, and it also factors into the kW “Integral Gain Adj” and “Differential Gain Adj” are also
sensing air-fuel ratio control. used to correct speed error.
Percent Rated Load “Remote RPM”
• Panel: [F2] • Panels: [F4], [F10]
This field displays an approximation of percent rated This field displays if remote rpm is currently active.
load (torque). The approximation is based on ECU Remote rpm is determined by a customer digital input.
inputs and engine operating factors. When the input is high (8.6 – 36 volts), remote rpm is
active, turning this field green and displaying “ON.”
“Pre Ch Pulse Duration”
During the time the remote rpm input is low
• Panels: [F3], [F4] (< 3.3 volts), remote rpm is inactive, turning this field
gray and displaying “OFF.” When remote rpm is inac-
This field displays the prechamber pulse duration.
tive, engine speed is based on the current “Idle” state
Units are in milliseconds (ms). The prechamber injec-
and the corresponding values in “High Idle RPM” and
tion duration represents the amount of fuel that is
“Low Idle RPM” fields.
injected into the prechamber. This can vary with
speed, load, LHV, or gas/air pressure. The value “Remote RPM Setpoint”
shown in ESP is representative of the average dura-
• Panel: [F4]
tion of every prechamber injector in the engine, as
there are no individual cylinder offsets that are used. This field displays the remote rpm setpoint if the
remote rpm input 4 – 20 mA (0.875 – 4.0 V) is active.
“Proportion Gain Adj”
The setpoint is only displayed in mA.
• Panel: [F4]
“Slave ID”
User-programmable field for adjusting the proportional
• Panel: SE
gain by a multiplier of 0.500 – 1.050. Proportional gain
is a correction function to speed error that is propor- This field allows the user to program a unique identifi-
tional to the amount of error. When an error exists cation number for each ECU (up to 32) on a multi-ECU
between actual engine speed and engine speed set- networked site. The identification number that can be
point, a proportional gain calibrated by Waukesha programmed can range from 1 to 247. By program-
Engine is multiplied to the speed error. This is done to ming an identification number, the user can communi-
increase or decrease injector response to correct cate to a specific ECU through MODBUS® using a
speed error. Although the user can program the pro- single MODBUS® master when multiple ECUs are net-
portional gain multiplier with this field to fine-tune worked together.
injector response, it is typically not adjusted. “Integral
NOTE: The slave ID must always be set at 2 to ensure
Gain Adj” and “Differential Gain Adj” are also used to
proper connection and communication between the
correct speed error:
ECU and ASI.

“SPARK REF #” “Stats Loaded”

• Panels: [F5], SE • Panels: [F10], SE
These fields display the spark reference number for Status field displaying if ECU has statistics loaded.
each cylinder. The spark reference numbers can be The “Stats Loaded” field should always be green and
used to represent spark plug electrode wear (gap) and display “OK.” If this field is red and displays “NO,” con-
can be monitored and trended to predict the time of tact your local Waukesha Distributor for technical sup-
spark plug failure. See Section 2.10 Ignition System port.
“Ignition Diagnostics” for more information.
“Sync RPM”
NOTE: When checking faults in ESP, the cylinder This functionality is not active on the APG2000/3000.
number is in firing order. For example, if #5 cylinder
• Panel: [F4]
triggers an alarm for having a worn-out spark plug, the
user should check the spark plug of the 5th cylinder in This field allows the user to program a synchronized
the firing order. View the [F11] Advanced panel for a rpm to allow easier synchronization to the electric grid.
fault identifier chart. The rpm programmed in this field is added to the
engine setpoint rpm. The synchronous rpm can be
NOTE: For 18V220GL/APG3000: The [F5] Status
programmed from 0 to 64 rpm.
panel displays the ‘B’ Bank Spark Reference Numbers
and the Secondary ECU panel displays the ‘A’ Bank “System”
Spark Reference Numbers.
• Panels: [F5], [F10]
“Starter”
This field alerts the user when the ESM activates a
• Panel: [F3] shutdown. During an ESM shutdown, the field turns
red and displays “E-SHUTDOWN.” When this field
This field signals when the starter motor is engaged.
indicates E-SHUTDOWN, a 24 VDC signal to the cus-
The starter motor is engaged based on “Starter Off
tomer is provided through the customer interface har-
RPM” and “Purge Time” settings. During the time the
ness. When the engine is not in an emergency
starter motor is engaged, the field is green and dis-
shutdown mode, the field is gray and displays “OK.”
plays “ON.” During the time the starter motor is disen-
gaged, the field is gray and displays “OFF.” “Transducer Full Scale”
“Starter Off RPM Adj” and “Starter Off RPM” • Panel: [F8]
• Panel: [F3] Clicking “Edit...” will display the Quick Edit window for
allowing the user to enter the value that corresponds
These fields allow the user to view and program the
to the kilowatt transducer’s output at 20 mA. For exam-
rpm at which the starter motor is turned off. The
ple, using metric units, a 1500 kW transducer entered
“Starter Off RPM” field displays the actual pro-
value would be 1500. The U.S. unit value would be
grammed rpm setting. The blue “Starter Off RPM Adj”
2011 BHP (kW/0.746 = BHP).
field allows the user to adjust the actual setting by
entering a value from 0 to +100 rpm. When an adjust- “Turbo Oil Press”
ment is entered, the actual “Starter Off RPM” is
updated to reflect the adjustment.
This field displays the engine’s turbocharger oil pres-
“Starting Signal”
sure. Units are in kPa (in-Hg) absolute. If a turbo-
• Panel: [F3] charger oil pressure sensor or wiring fault occurs, the
status bar beneath this field in the [F2] Status panel
This field shows the current state of the digital start
turns yellow and displays a message to fix the sensor
signal, a digital input to the ECU. When the start signal
or wiring.
is high (8.6 – 36 volts), this field is green and displays
“ON.” When the start signal is low (<3.3 volts), this field NOTE: When a sensor or wiring fault is detected, the
is gray and displays “OFF.” field displays a default value, not the actual value.

“User ESD”
• Panels: [F3], [F5], [F10]
This field signals that an emergency shutdown is in
process based on a customer input. During an emer-
gency shutdown, the field is red and signals the user
that an emergency stop is active by displaying
“E-STOP.” When “E-STOP” is displayed, the engine
cannot be restarted. When the engine is not in an
emergency shutdown mode, the field is gray and dis-
plays “RUN.”
“User RUN/STOP”
• Panels: [F3], [F10]
This field signals that a normal shutdown is in process
based on customer input. During a normal shutdown,
the field is red and displays “STOP.” When “STOP” is
displayed, the engine cannot be restarted. When the
engine is not in a shutdown mode, the field is gray and
displays “RUN.”
“User WKI”
• Panel: [F8]
User programmable field for entering the Waukesha
Knock Index (WKI) value of the fuel. This field must be
programmed by the user for proper engine operation.
See Section 2.20 Governing and Air-Fuel Control
“Waukesha Knock Index (WKI)”.
“User WKI in Use”
• Panel: [F8]
This field displays the Waukesha Knock Index (WKI)
value and indicates whether WKI value used by the
ESM is based on the user-defined value programmed
in “User WKI” or is remotely inputted to the ECU using
a 4 – 20 mA optional user input. When the WKI value
is programmed in ESP, the field indicates “User WKI in
Use.” When the WKI value is being inputted in real
time through the optional analog user input, the field
indicates “Remote WKI in Use.”
“Wastegate Error”
• Panel: [F4]
This field displays if there is a wastegate actuator
alarm. When the wastegate actuator is in an alarm
state, a digital input is sent to the ECU, turning this
field yellow and displaying the message “YES.” If no
problems exist with the actuator, the field is gray and
displays the message “NO.”
“Wastegate Position %”
• Panel: [F3], [F4], [F8]
This field displays the percentage that the wastegate
valve is open.


SECTION 3.10
ESP PROGRAMMING
INITIAL ENGINE STARTUP user preference and engine performance such as pre-
postlube, high/low idle.
When an engine is being prepared for first-time use,
the following programming procedure should be done 7. Program “User WKI” field on the [F8] AFR Setup
in the order shown. panel. This field must be programmed for proper
engine operation. See Section 2.20 Governing and
NOTE: Read and understand all information in Air-Fuel Control “Waukesha Knock Index (WKI)” for
Section 2.00 System Power and Wiring, Section 3.00 more information.
Introduction to Electronic Service Program (ESP), and
Section 3.05 ESP Panel and Field Descriptions before 8. Program “Load Inertia” field on the [F4] Governor
beginning initial engine startup. panel. This field must be programmed for proper
engine operation. See “Programming Load Inertia” on
page 3.10-13.
WARNING
9. Program “NOx” level field on the [F5] Ignition
panel. See Section 2.20 Governing and Air-Fuel Con-
electrical components unless you are a technically
trol for more information.
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause 10. Program Alarm and Shutdown Setpoints on the
severe personal injury or death. [F11] Ignition panel. See “Programming Alarm and
Shutdown Setpoints” on page 3.10-14.
1. Visually inspect the ESM installation to be sure
that all wiring conforms to the requirements of this 11. Perform a manual actuator calibration. See “Actua-
manual, local codes, and regulatory bodies. Refer to tor Calibration” on page 3.10-5.
Section 2.00 System Power and Wiring for wiring and 12. Program the following fields on the [F4] Governor
power specifications. panel:
2. Apply power to the ESM. • “High Idle”
3. Using a digital voltmeter, measure the voltage • “Low Idle”
between the power terminals in the Power Distribution
Junction Box. Verify that the power supply voltage is NOTE: Not all fields may need to be programmed
within the specification provided in Section 2.00 Sys- depending on the speed governing mode. See
tem Power and Wiring. Section 2.20 Governing and Air-Fuel Control for more
information on governing modes.
NOTE: Perform Step 4 and Step 5 only if a PC will be
used instead of the Engine Control Panel (ECP). 13. Program the following IPM-D diagnostic fields on
the [F5] Ignition panel (See “IPM-D Programming” on
4. Install ESP to the PC that will be connected to the page 3.10-15):
ECU. See Section 3.00 Introduction to Electronic Ser-
vice Program (ESP) “Installing ESP from CD”. • “High Voltage Adjustment”
5. Connect PC to the ECU and start ESP. See • “Low Voltage Adjustment”
Section 3.00 Introduction to Electronic Service Pro- • “No Spark Adjustment”
gram (ESP) “Connecting PC to ECU”.
6. Start ESP and go through each ESP panel. Deter-
mine what fields need to be programmed based on

ESP PROGRAMMING
IMPORTANT! The procedures for kW air-fuel ratio pro- Send Calibration to

Reset Status LEDs Start Logging All Save to ECU Undo Last Change
gramming instructions listed below must be completed View Faults
Manual Actuator
Calibration
Version Details Stop Logging All
ECU
Change Units Start Editing Undo All Changes
in the order shown.

14. Perform kW air-fuel ratio programming (See “kW
Air-Fuel Ratio Programming” on page 3.10-16):
Start Editing
1) Verify gas/air fuel adjustment. Refer to
Waukesha 12V/18V220GL Operation & Main-
tenance Repair & Overhaul Manual, Form Figure 3.10-1. Start Editing Button
6309, First Edition (or latest edition) for
adjustment procedure. 2. Locate the programmable field to change, and
double-click the field or highlight the value to be
2) Program Parasitic Load. edited.
3) Program Generator Efficiency Table. 3. Enter the new value. Note the following:
4) Verify Tranducer Full Scale Value. • Most fields are programmed by entering the desired
5) Program Fuel Type. value within the highest/lowest allowable value for
that field. If the value entered exceeds the program-
6) Program Engine Percent O2 Adjustment. mable limits, the field will default to the highest/low-
15. Save values to permanent memory. If power is est allowable value for that field.
removed without saving values, they will be deleted. • Some fields are programmed by entering an adjust-
See “Saving to Permanent Memory” on page 3.10-3. ment value (±) to the default value. The bottom field
16. Perform a manual calibration of the actuator. See (green) displays the actual programmed value. The
“Actuator Calibration” on page 3.10-5. top (blue) field allows the operator to adjust the
actual value by entering a negative or positive off-
17. Start engine. Observe engine performance and set.
make changes as necessary. Refer to Waukesha When an adjustment is entered, the default field
12V/18V220GL Operation & Maintenance Repair & updates to reflect the adjustment. If you want to
Overhaul Manual for proper engine startup procedure. return to the original default value, program the
18. Save all changes to permanent memory. adjustment field to zero.
BASIC PROGRAMMING IN ESP

The ESM is designed to be used with various Wauke-
sha engine families and configurations. Consequently,
it must be tailored to work with site-specific informa-
tion. This is achieved by calibrating (programming) an
ECU with information that is appropriate for the engine
and the site-specific application.
The ECU is programmed for the engine, using the
ESP software on a PC at the engine site. Although
ESP is saved on a PC, all programmed information is
saved to, and resides in, the ECU. You do not need to
have a PC connected with ESP running to operate Figure 3.10-2. Example of Programming an Offset
an engine with ESM.
4. Once the new value is entered, press [Enter].
Programming in ESP is done by placing ESP into an
Once [Enter] is pressed, the new value becomes
editing mode. Once in the editing mode, the user is
“active,” meaning the ECU is using the new value to
able to edit the programmable (blue) fields.
operate the ESM. The new value, however, is tempo-
The following procedure details a typical editing ses- rarily saved in the ECU.
sion:
NOTE: The contents of temporary memory are lost
1. Click on the “Start Editing” button located on the whenever power to the ECU is removed or on engine
button bar. While in editing mode, the button will read shutdown.
“Stop Editing – Currently Editing.”

ESP PROGRAMMING
NOTE: Since an entered value is active as soon as SAVING TO PERMANENT MEMORY

[Enter] is pressed, it is possible that you will notice a
brief engine disruption as the engine adjusts to the Once all programming is done, it will be necessary to
new value. If a new value could cause brief engine save edited values to the ECU’s permanent memory.
disruption, a dialog box will appear requesting The ECU contains both volatile (temporary) random
confirmation that this is acceptable. If this is access memory (RAM) and non-volatile (permanent)
acceptable, click “OK” to continue. If a brief engine random access memory (NVRAM).
disruption is not acceptable, click “Cancel” to return to
ESP with the field set back to the previous value. When a programmable value is edited in ESP, it is
stored in the ECU’s temporary memory. This allows
the user to evaluate changes made to the ECU before
saving the values to the ECU’s permanent memory.
The contents of RAM will be lost if ECU loses power,
but are unaffected if the PC loses power or is discon-
nected from the ECU.
To permanently save programmed values, the user
Figure 3.10-3. WED Calibration Tool Dialog Box must initiate a “Save to ECU.” The new values are then
saved permanently to NVRAM. When values are
5. Edit other fields as necessary. saved to NVRAM, the information is not lost when
6. When all values are entered, click the “Stop Edit- power to the ECU is removed. Once the values are
ing” button. While the editing mode is OFF, the button saved to permanent memory, the previous save to per-
will read “Start Editing.” manent memory cannot be retrieved. The user can
save unlimited times to ECU NVRAM.
Reset Status LEDs Start Logging All

Send Calibration to
ECU Save to ECU Undo Last Change
To save to permanent memory:
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes
1. Click the “Save to ECU” button on the button bar.
Stop Editing -
Save to ECU
Currently Editing
Figure 3.10-4. Stop Editing - Currently Editing Button

Send Calibration to
ECU
Manual Actuator
7. Observe engine performance. Make modifications View Faults Calibration

Version Details Stop Logging All Change Units
Stop Editing -
Currently Editing Undo All Changes
as necessary.
8. Save changes to permanent memory if desired. Figure 3.10-5. Save to ECU Button
See “Saving to Permanent Memory” for instructions. 2. Select the appropriate response in the “Commit To
Permanent Memory” dialog box. Click “Yes” to save to
permanent memory, or click “No” to return to ESP
without saving to permanent memory.
Commit To Permanent Memory
Are you sure you want to save changes to permanent memory?
Yes No
Figure 3.10-6. Commit To Permanent Memory Dialog

Box

ESP PROGRAMMING
EXITING ESP WITHOUT SAVING Keep Changes in Temporary Memory

If you exit ESP without saving to the ECU, the “Shut- Click “Keep Changes in Temporary Memory” button to
ting Down ESP...” dialog box appears with four options: save all changes in temporary memory in the ECU.
You will be able to close ESP and disconnect the PC
• “Save Changes to ECU”
from the ECU while keeping all changes; however,
• “Keep Changes in Temporary Memory” changes will be lost if power to the ECU is removed or
the engine is shut down. Read the information on the
• “Discard All Changes Since Last Save”
dialog box that appears and click “Continue” if this is
• “Cancel” the intended action; otherwise click “Cancel” to return
to ESP.
Shutting Down ESP....
IMPORTANT!
Save Changes to ECU Changes kept in temporary memory will re-

set on engine shutdown. It is not recom-
mended to keep changes in temporary
memory when the engine is running unat-
tended. When temporary memory is reset,
the values in ECU permanent memory are
Keep Changes in Temporary Memory
activated.
Continue Cancel
Discard All Changes Since Last Save

Figure 3.10-9. IMPORTANT! Temporary Memory
Warning Dialog Box
Discard All Changes Since Last Save

Cancel
Click “Discard All Changes Since Last Save” button to
reset the ECU to the programmed parameters that
were last saved to permanent memory in the ECU.
Figure 3.10-7. Shutting Down ESP Dialog Box Since all the “active” values used by the ECU will be
Save Changes to ECU reset to those last saved, it is possible that you will
notice a brief engine disruption as the engine adjusts
Click “Save Changes to ECU” button to save all to the new values. When asked if you want to discard
changes to permanent memory in the ECU before exit- all changes, click “Continue” if this the intended action;
ing. When asked if you want to “Commit To Permanent otherwise click “Cancel” to return to ESP.
Memory,” click “Yes” if this the intended action; other-
wise click “No” to return to ESP. IMPORTANT!
Commit To Permanent Memory Discarding all changes could temporarily

affect the operation of the engine
Are you sure you want to save changes to permanent memory?
Yes No
Figure 3.10-8. Commit To Permanent Memory Dialog Continue Cancel

Box
Figure 3.10-10. IMPORTANT! Discarding Changes

Dialog Box

ESP PROGRAMMING
Cancel 5. Click “Actuator AutoCal” from the dialog box.

Click the “Cancel” button to cancel exiting from ESP.
All values will continue to be stored in the temporary
memory.
ACTUATOR CALIBRATION
To work correctly, the ESM must know the fully closed
and fully open end points of the actuator movement.
To establish the fully closed and fully open end points,
the actuator must be calibrated.
NOTE: On initial engine startup, perform a manual
calibration of the actuator.
Figure 3.10-12. AutoCalibration Dialog Box
A manual calibration can be performed when the
engine is not rotating and after postlube and the 6. If the engine is stopped and has completed
ESM’s post-processing is complete. If an emergency postlube and post-processing, a dialog box appears,
shutdown is active, a manual calibration cannot be verifying the ESM is ready to perform the calibration.
completed. Click “OK” to continue.
To perform a manual actuator calibration, complete the
following:
1. Shut down engine, but do not remove power from
the ECU.
2. View each of the ESP panels and verify that there
are no active ESDs. If any E-Stop fields or shutdown
fields are active (shown in red), you will not be able to
perform a manual calibration until they are corrected.
Figure 3.10-13. Actuator Autocal OK Information Box
Refer to Section 4.00 Troubleshooting for information
on how to troubleshoot the ESM using E-Help. NOTE: If the engine has not stopped or is not ready to
3. Open the [F8] AFR Setup panel. perform a manual calibration, a dialog box appears,
providing the reason for not doing the manual
4. Click on the “Manual Actuator Calibration” button calibration. Click “OK” and wait a few minutes before
on the button bar. attempting manual calibration.
Send Calibration to
ECU
Manual Actuator
View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes
Manual Actuator
Calibration
Figure 3.10-14. EMS Not Idle Information Box

Figure 3.10-11. Manual Actuator Calibration Button
NOTE: During the calibration process, several
messages appear, indicating that the actuators are
being calibrated.

ESP PROGRAMMING
7. Observe the actuator lever and the actuator shaft NOTE: If the ESM detects a fault with the actuator, the
as the “Wastegate Position %” field displays actuator “Wastegate Error” field on the [F4] Governor panel
movement. turns yellow and signals the user that “YES,” an
actuator error occurred. Refer to Section 4.00
Troubleshooting for information on how to troubleshoot
the ESM using E-Help.
8. Confirmation appears when the calibration is com-
plete. Click the “OK” button to continue.
Figure 3.10-16. Actuator Autocal Completed Information

Box
Figure 3.10-15. Wastegate Position Gauge
NOTE: When confirmation appears, it simply means
What is observed on the engine and what is displayed
that the ESM is done calibrating the actuator, but does
in the field should match. You should observe the
not indicate whether or not the calibration was
Wastegate Position needle move from 0 to 100% in
successful. You must observe actual actuator
large steps.
movement.
Note the following:
RESET STATUS LEDS ON ECU
• If the actuator movement does not follow the needle
movement listed, troubleshoot the ESM by following When an ESM fault is corrected, the fault disappears
the remedies provided in E-Help. Refer to from the ESP active fault log and the ESP screens will
Section 4.00 Troubleshooting for information on how no longer indicate an alarm.
to troubleshoot the ESM using E-Help. However, the yellow and/or red status LED(s) on the
• If your observations show no movement with either ECU will remain flashing the fault code(s) even after
the actuator or ESP, troubleshoot the ESM by follow- the fault(s) is cleared.
ing the remedies provided in E-Help. Refer to The code will continue to flash on the ECU until one of
Section 4.00 Troubleshooting for information on how the following actions is taken:
to troubleshoot the ESM using E-Help.
• Reset the LED(s) using ESP
• If the needle in the “Wastegate Position %” field
does not move, but the actuator on the engine does, • Restart the engine
the “Wastegate Error” field on the [F4] Governor To reset the LED(s) using ESP, click “Reset Status
panel should be yellow, signaling the user that LEDs” located on the button bar.
“YES,” an actuator error occurred. Refer to
Section 4.00 Troubleshooting for information on how
to troubleshoot the ESM using E-Help.
Reset Status LEDs
Send Calibration to
ECU
Manual Actuator
• If the needle in the “Wastegate Position %” field

does move, but the actuator on the engine does not,
it could be an internal error in the ECU or corrupt Figure 3.10-17. Reset Status LEDs Button
ESP software. Contact your local Waukesha Distrib-
utor for technical support.

ESP PROGRAMMING
LOGGING SYSTEM PARAMETERS 3. Start the ESP Log File Processor program by one
of the following methods.
All active system parameters can be logged using
ESP for a user-determined period of time. The file that • Double-click the Log File Processor shortcut on
is saved is a binary file (file extension .AClog) that your desktop. If ESP is open, you will need to mini-
must be converted or extracted into a usable file for- mize the screen to access the shortcut.
mat. Using the Log File Processor program installed
with ESP, the binary file can be converted into a Tab
Separated Value File (.TSV) readable with Microsoft®
Excel or the file can be converted into a text file (.TXT).
Once the data is readable as a .TSV or .TXT file, the
user can review, chart, and/or trend the data logged as
• From the Windows® taskbar, click Start → All Pro-
desired. Complete the following:
grams → Waukesha Engine Controls → Engine
1. In ESP, click on the “Start Logging All” button System Manager (ESM) → Log File Processor.
located on the button bar. A file will automatically be
4. Determine whether you would like to convert the
created on the PC’s hard drive with the engine data
file into a .TXT file that can be opened in Microsoft®
being logged.
Word or another word processing program; or if you
NOTE: The “Start Logging All” and the “Stop Logging would like to extract the file into a .TSV file that can be
All” buttons cannot be active at the same time. When opened and charted in Microsoft® Excel or another
one is active, the other becomes inactive. spreadsheet program.
• If you want to create a .TXT file, continue with “Cre-
Start Logging All ate Text File.”
• If you want to create a .TSV file, continue with
Stop Logging All “Create .TSV File.”
CREATE TEXT FILE
The following steps explain how to extract a logged file
View Faults
Manual Actuator
Calibration
Send Calibration to
ECU Save to ECU
Stop Editing -
Undo Last Change
(a file with the extension .AClog) into a .TXT file that
can be opened in Microsoft® Word or another word
processing program.
Figure 3.10-18. Start Logging All Button 1. Start the Log File Processor program and click the
“Create Text File” button.
NOTE: Allow the engine to run while the data is being
logged. It is recommended that 1 – 2 hours be the
maximum amount of time that is allowed to log data to
avoid creating a file too large to open with applications
that have a minimum number of columns/rows, such
as Microsoft® Excel.
2. When you want to stop logging data, click the
“Stop Logging All” button.
Start Logging All
Stop Logging All

Send Calibration to
Save to ECU Undo Last Change
Figure 3.10-20. Log File Processor
ECU
Manual Actuator
2. Select the folder that contains the log file to con-

vert and click the “Open” button.
Figure 3.10-19. Stop Logging All Button

ESP PROGRAMMING
NOTE: All log files are saved to C:\Program

File\Esm\Logs. Within the directory “Logs” there is a
subdirectory (or subdirectories) named with the engine
serial number. The log file is saved in the subdirectory
of the appropriate engine.
STATUS
INFORMATION
ENGINE SERIAL NUMBER

SUBDIRECTORY
5. Close the Log File Format Extractor dialog box by

clicking “X” in upper right corner. The Log File Proces-
sor program is now closed.
Figure 3.10-21. Open File Dialog Box
6. Using Microsoft® Word or another word processing
3. Select the desired .AClog file to be converted and program, open the .TXT file that has been created.
Click “Open.” This will begin the conversion process. The text file will be in the same subdirectory as
the .AClog file. Select desired .TXT file to be opened
and click “Open.”
NOTE: If the word processing program being used
does not show the .TXT file, try changing the “Files of
type:” to read “All Files.”
7. Review logged data.
.ACLOG FILE TO BE
CONVERTED
4. View the “Status Information” box and verify that

the conversion was successful (see Figure 3.10-23).
Figure 3.10-24. Sample Logged Data Text File

ESP PROGRAMMING
CREATING .TSV FILE

The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TSV file that
can be opened in Microsoft® Excel and charted.
1. Start the Log File Processor program and click the
“Create Excel Column” button. .ACLOG FILE TO BE
CONVERTED
4. The Log File Processor program will extract the

files. The Log File Format Extractor dialog box will indi-
cate to you when the extraction is complete.
2. Select the folder that contains the log file to con- STATUS
vert and click the “Open” button. INFORMATION
NOTE: All log files are saved to C:\Program

File\Esm\Logs. Within the directory “Logs” there is a
subdirectory (or subdirectories) named with the engine
serial number. The log file is saved in the subdirectory
of the appropriate engine.
5. Close the Log File Format Extractor dialog box by

clicking “X” in upper right corner. The Log File Proces-
ENGINE SERIAL NUMBER
SUBDIRECTORY sor program is now closed.
6. Using Microsoft® Excel or another spreadsheet
software program, open the .TSV file that was just cre-
ated. The .TSV file will be in the same subdirectory as
the .AClog file. Select desired .TSV to be opened and
click “Open.”
NOTE: If the spreadsheet program being used does
not show the .TSV file, try changing the “Files of type:”
to read “All Files.”
3. Select the desired .AClog file to be converted and
Click “Open.” This will begin the conversion process.
Figure 3.10-29. Sample Logged Data .TSV File

ESP PROGRAMMING
7. Using Microsoft® Excel, you can then plot or chart

the logged parameters. Refer to Microsoft® Excel soft-
ware documentation for instruction on creating charts
and graphs.
Figure 3.10-32. Select Units Dialog Box
3. Click “OK.” All the field values on each panel will

be shown in the selected units.
PROGRAMMING REMOTE ECU FOR OFF-

Figure 3.10-30. Sample of Charted Logged Data SITE PERSONNEL
CHANGING UNITS – U.S. OR METRIC INTRODUCTION
Units in ESP can be viewed in either U.S. or metric This procedure explains how to connect a modem to
measurement units. To change units displayed on ESP an ECU for remote programming at your site. Wauke-
panels, complete the following: sha Engine’s Remote Programming Modem Tool Kit
(P/N 489943) is required. The Waukesha ESM ECU
1. In ESP, click on the “Change Units” button on the (Engine Control Unit) is remotely programmed using
button bar. two modems: one modem at the factory and one at
your site. This procedure works for either a blank (non-
programmed) ECU or a previously programmed ECU.
Manual Actuator
Send Calibration to
ECU Save to ECU Undo Last Change
Once your connections are complete, the Waukesha
Version Details Stop Logging All Change Units
Stop Editing -
Currently Editing Undo All Changes Parts Department will download the program to the
ECU.
Table 3.10-1. ESM Remote Programming P/N 489943
QTY DESCRIPTION P/N
Change Units U.S. Robotics Modem Model 5686
1 with power cord and telephone 740299A
cord (see Figure 3.10-35)
1 Modem Cable 740269A
1 ECU Power Cable 740299
Figure 3.10-31. Change Units Button
Table 3.10-2. Equipment Not Provided in Kit
2. Select the unit type to be displayed in ESP:
QTY DESCRIPTION
“Metric” or “US.”
ESM ECU that requires programming or
1 re-programming
Phone lines: one analog line to connect modem for
2 downloading and one to call Waukesha Engine
when setup at your site is complete

ESP PROGRAMMING
MODEM SETUP
1. Remove modem from package.
2. Place modem in Auto Answer mode by setting dip
switches on back of modem as shown (see
Figure 3.10-33). Dip switches must be set so switches
3 and 8 are ON (down) and all others are OFF (up).
3
2
1) TELEPHONE LINE CORD 2) MODEM CABLE

3) POWER CORD
Figure 3.10-34. Modem Rear View
11. Plug the other end of the telephone cord into the
phone jack on the wall.
Figure 3.10-33. Setting Dip Switches on Modem
NOTE: The phone jack must be an analog port.
NOTE: Refer to Figure 3.10-34 and Figure 3.10-35 for Digital lines will not function correctly.
the following steps. 12. Turn on modem.
3. Plug the circular connection on the ECU Power 13. Verify that the AA (“Auto Answer”), CS (“Clear to
Cable (P/N 740299) into the connection named Send”), and TR (“Terminal Ready”) LEDs on the
“Power/Outputs” on the side of the ECU. modem are lit (see Figure 3.10-35).
4. Plug the other end of the ECU Power Cable into an NOTE: If the correct LEDs on the modem are not lit,
outlet. The ECU Power Cable can plug into a 100– check all connections and LEDs. Connections must be
240 V, 50/60 Hz power source; however, a plug correct. If LEDs still do not light, contact Waukesha
adapter may be required. Parts Department for assistance.
5. Verify that the power LED on the front of the ECU 14. The connection is complete and you are ready to
is lit. If the LED on the ECU is not lit, make sure the begin downloading. Contact your Customer Service
ECU Power Cable is connected correctly to the Representative at Waukesha Engine to complete
“Power/Outputs” connection on the side of the ECU remote programming. Waukesha Engine will download
and make sure the outlet has power. the ECU Program from the factory to your site via a
6. Plug the 8-pin connector of the Modem Cable into modem.
the connection named “Service Interface” on the side NOTE: After the Waukesha Engine representative
of the ECU. establishes connection with your modem but before
7. Plug the 25-pin connector of the Modem Cable into actual downloading begins, the CD (“Carrier Detect”)
the back of the modem. and ARQ/FAX (“Fax Operations”) LEDs will be lit.
8. Plug the modem’s power cord into the back of the 15. During download, the RD (“Received Data”), SD
modem. The modem’s power cord can plug into a (“Send Data”), and TR (“Terminal Ready”) LEDs on
60 Hz power source only. A converter and/or plug the modem will be flashing. The download will take
adapter will be required for 50 Hz power sources. approximately 5 – 10 minutes. When finished, the
Waukesha representative will verify download is com-
9. Plug the modem’s power cord into an outlet. plete and successful.
10. Plug the telephone cord into the back of the
modem (see Figure 3.10-34). Be sure telephone line is
connected to the correct port (port on the far left).

ESP PROGRAMMING
2
3
4
5 6 7 8
1) ON/OFF Switch 2) AA (Auto Answer Mode) LED 3) CD (Carrier Detect) LED

4) RD (Received Data) LED 5) SD (Send Data) LED 6) TR (Data Terminal Ready) LED
7) CS (Clear to Send) LED 8) ARQ/FAX (Fax Operations Data Mode) LED
Figure 3.10-35. Front of Modem
1 2 3
6 4
1) MODEM 2) MODEM CABLE (P/N 740269A) 3) ESM ECU

4) ECU POWER CABLE (P/N 740299) 5) OUTLET 6) MODEM’S POWER CORD
7) PHONE JACK 8) TELEPHONE LINE CORD
Figure 3.10-36. ECU Remote Programming Schematic

ESP PROGRAMMING
PROGRAMMING LOAD INERTIA moment of inertia for each piece of driven equipment
(being consistent with U.S./English and Metric units).
Normally, the “Load Inertia” field on the [F4] Governor Once you have the value for each piece of driven
panel in ESP is programmed by the operator for proper equipment, you sum all the values. The summed value
engine operation. By programming the load inertia or is what is programmed on the [F4] Governor panel in
rotating moment of inertia of the driven equipment, the ESP.
governor gain is preset correctly, aiding rapid startup
of the engine. NOTE: Verify generator type prior to entering this
information into ESP. Additional generators not
The rotating moment of inertia must be known for each released at the time of this printing may be used in
piece of driven equipment and then added together. Enginator manufacturing at Dresser Waukesha. For
Rotating moment of inertia is needed for all driven additional inertia information not contained in this
equipment. Rotating moment of inertia is not the table, please contact the Dresser Waukesha Service
weight or mass of the driven equipment. Department.
NOTE: The rotating moment of inertia of driven The procedure below describes how to program load
equipment is an inherent property of the driven inertia.
equipment and does not change with engine speed or
load. Contact the coupling or driven equipment 1. Shut down engine but do not remove power from
manufacturer for the moment of inertia value. the ECU.
Failure to program the 2. Determine the rotating moment of inertia for each
CAUTION moment of inertia for piece of driven equipment. Refer to the tables identi-
the driven equipment on the engine in ESP will fied for typical generator (and coupling moment of
lead to poor steady state and transient speed sta- inertia, if applicable).
bility. Disregarding this information could result in 3. Add together all the moment of inertia values of
product damage and/or personal injury. the driven equipment to determine the moment of iner-
To determine the rotating moment of inertia for ALL tia value to be programmed in ESP (see Example on
driven equipment, you must determine the rotating page 3.10-13).
Table 3.10-3. Generator/Coupling Manufacturer

GENERATOR ROTATING COUPLING ROTATING
GENERATOR MOMENT OF INERTIA MOMENT OF INERTIA
MODEL VOLTAGE kWe RPM
MANUFACTURER
kg*m2 (lbf-in.-sec2) kg*m2 (lbf-in.-sec2)
Kato Engineering 4P8.1-3250 400 2100 1500 86.3 (763.8) 12.4 (109.7)
Kato Engineering 4P9.6-2950 11,000 3200 1500 143 (1265.7) 12.4 (109.7)
Kato Engineering 4P9.6-2950 6300 3200 1500 143 (1265.7) 12.4 (109.7)
Example 4. View the [F4] Governor panel in ESP.

The following example using values from Table 3.10-3
shows the total moment of inertia for a generator using
a coupling.
Engine Application: Generator
Generator: Kato Engineering 4P8.1-3250
Coupling: Stromag
kg*m2 lbf-in.-sec2
Generator Moment of Inertia = 86.3 763.8
Coupling Moment of Inertia = 12.4 109.7
Total Rotating Moment of 98.7 873.5
Inertia for Driven Equipment =
The total load inertia, 98.7 kg*m2 (873.5 lbf-in.-sec2) is then
programmed in the [F4] Governor panel in ESP. Figure 3.10-37. [F4] Governor Panel
5. Click on the “Start Editing” button. While in editing

mode, the button will read “Stop Editing – Currently
Editing.”

ESP PROGRAMMING
6. Double-click the “Load Inertia” field or highlight the

currently programmed load inertia value. INTAKE
OIL COOLANT MANIFOLD
7. Enter the sum of the moment of inertia values of all PRESSURE TEMP TEMP OIL TEMP
driven equipment. OFFSET 0 0 0 0
ALARM 400 kPa 103 °C 60 °C 77 °C
SHUTDOWN 350 kPa 108 °C 65 °C 80 °C
OFFSET +5 –5 –5 –5
8. Press [Enter]. Once [Enter] is pressed, the new CHANGE:
value becomes “active,” meaning the ECU is using the
new value to operate the ESM. The changed value is INTAKE
OIL COOLANT MANIFOLD
temporarily saved to the ECU. PRESSURE TEMP TEMP OIL TEMP
NOTE: The contents of RAM (temporary memory) are OFFSET 5 -5 -5 -5

lost whenever power to the ECU is removed. ALARM 405 kPa 98 °C 55 °C 72 °C
9. Click the “Stop Editing” button. While the editing SHUTDOWN 355 kPa 103 °C 60 °C 75 °C
mode is OFF, the button will read “Start Editing.”
10. Save value to permanent memory. Click the Figure 3.10-38. Example of Changing Alarm/Shutdown
“Save to ECU” button. Offsets
11. When asked if you are sure you want to save to the NOTE: Once [Enter] is pressed for each new value, it
ECU, click “Yes.” becomes “active,” meaning the ECU is using the new
value to operate the ESM. The new value is
PROGRAMMING ALARM AND temporarily saved to RAM in the ECU.
SHUTDOWN SETPOINTS
4. Once the new value is entered, press [Enter].
Complete the following steps to adjust the pro- Once [Enter] is pressed, the new value becomes
grammed alarm and shutdown setpoints. The alarm “active,” meaning the ECU is using the new value to
and shutdown setpoints are factory set; however, they operate the ESM. The new value is temporarily saved
can be adjusted, but only in a safe direction. to RAM in the ECU.
NOTE: The oil pressure alarm and shutdown NOTE: The contents of RAM (temporary memory) are
setpoints will read “zero” when the engine is not lost whenever power to the ECU is removed or on
running. engine shutdown. This includes an engine that has
NOTE: When testing alarms or shutdowns, always shut down while testing a safety shutdown setpoint.
run engine at no load. 5. If necessary, edit other fields.
1. View the [F11] Advanced Functions panel in ESP. 6. When all values are entered, click the “Stop Edit-
2. Enter editing mode if necessary. ing” button on the button bar.
3. Enter the offset values for each alarm/shutdown. 7. Observe engine performance. Make modifications
Note the following: as necessary.
• If the value entered exceeds the programmable lim-

its, the field will default to the highest/lowest allow-
able value for that field.
• Oil pressure offsets can be programmed between
0 – 345 kPa (0 – 50 psi). Oil pressure alarm/shut-
down values can never be less than what was set at
the factory.
• All three temperature offsets can be programmed
between 0 and –30 °C (0 and –54 °F). Jacket water
temperature alarm/shutdown values can never be
greater than what was set at the factory.

ESP PROGRAMMING
IPM-D PROGRAMMING The green limit fields have a defined minimum and
maximum range that is factory set. If the user pro-
Three settings are available on the [F5] Ignition panel for grams a positive or negative offset that exceeds this
adjusting when alarms will be triggered for the IPM-D: range, the limit field will display only the maximum or
Table 3.10-4. IPM-D Programmable Fields minimum setting, even though the adjustment entered
may calculate to be different (see Figure 3.10-41).
FIELD NAME OFFSET RANGE
High Voltage Adj. –30 to +30 To determine the default value for a limit, set the offset
value to zero.
Low Voltage Adj. –30 to +30
No Spark Adj. –25 to +25 NOTE: Improper use of these adjustments may limit
the effectiveness of IPM-D diagnostics.
See Section 2.10 Ignition System “Ignition Diagnos-
tics” for detailed information on IPM-D diagnostics ADJUSTMENTS CAN NOT LOW VOLTAGE LIMIT:
functionality. BE MADE TO EXCEED DEFAULT VALUE: 100
PRESET LIMITS
MAXIMUM VALUE: 120
Each setting has a blue programmable field for adjust-
ing the offset and a green Limit field that displays the
adjusted value.
+30
OFFSET
1
2
3
Figure 3.10-41. Example of Exceeding Preset Limit
NOTE: For 18V220GL/APG3000: The Secondary

ECU panel only displays the green limit field. This
value is updated when changes are made to “Low
1) HIGH VOLTAGE 2) LOW VOLTAGE Voltage Adj.” in the [F5] Ignition panel.
ADJUSTMENT ADJUSTMENT
3) NO SPARK ADJUSTMENT
Figure 3.10-39. [F5] Ignition Panel
(12V220GL/APG2000)
1 2 3
1) HIGH VOLTAGE 2) LOW VOLTAGE

ADJUSTMENT ADJUSTMENT
3) NO SPARK ADJUSTMENT
Figure 3.10-40. [F5] Ignition Panel
(18V220GL/APG3000)

ESP PROGRAMMING
kW AIR-FUEL RATIO PROGRAMMING GENERATOR EFFICIENCY TABLE
IMPORTANT! Prior to kW air-fuel ratio programming, The generator efficiency information must be entered
verify proper gas/air fuel adjustment. Refer to Wauke- using ESP for the engine to control properly. If the gen-
sha 12V/18V220GL Operation & Maintenance Repair erator is Waukesha installed, then the ESM already
& Overhaul Manual, Form 6309, First Edition (or latest contains this information for operation at a 1.0 power
edition) for adjustment procedure. factor. Verify generator efficiency data is correct.
NOTE: To program in kW, the units in ESP must be The generator efficiency information is calculated from
set to metric prior to performing the steps in this the generator data sheet using the average power fac-
section. To program in BHP, the units in ESP must be tor the unit will be operating. Generator data for 0.80
set to U.S. See “Changing Units – U.S. or Metric” on and 1.00 power factors is normally provided from the
page 3.10-10 generator manufacturer.
PROGRAMMING PARASITIC LOAD NOTE: This information should already be

programmed from the factory, but verification is
NOTE: To program in kW, the units in ESP must be recommended.
set to metric prior to performing the steps in this
section. To program in BHP, the units in ESP must be 1. Using ESP, go to [F8] AFR Setup and select the
set to U.S., See “Changing Units – U.S. or Metric” on “Generator Efficiency” button.
page 3.10-10.
Parasitic load adjustment allows the user to adjust for
parasitic loads (alternator, engine-driven pumps, etc.)
driven by the engine. With only a generator installed,
this value is set to zero. This value represents how
much power is being used to run additional engine
driven equipment.
1. Using ESP, go to [F8] AFR Setup and click “Edit...”
in the Parasitic Load Adjust field.
1
1) GENERATOR EFFICIENCY
Figure 3.10-43. [F8] AFR Setup Panel
2. The generator efficiencies must be calculated for

each Percent Gen Power (% Load) in the table.
1
1) PARASITIC LOAD ADJUSTMENT kW

Figure 3.10-42. [F8] AFR Setup Panel
2. Enter the appropriate value for parasitic load in the

Quick Edit window.
3. Save appropriate “Parasitic Load Adjustment” set-
tings to the ECU.
Figure 3.10-44. Generator Efficiency Quick Edit Window

ESP PROGRAMMING
3. For example, to determine the efficiency value for To interpolate the Y2 value in the chart below, X1, X2,
a 0.92 power factor, interpolate using the known effi- X3, Y1, and Y3 need to be known.
ciencies for power factors 0.80 and 1.00 (see
Table 3.10-5 and example in Step 4). X1 Y1
X2 Y2
Table 3.10-5. Example Using 4P9.6-2950 at 6300V
EFF (%) EFF (%) EFF (%) X3 Y3
0.92 0.80 1.00
% LOAD KWe To solve for Y2
Interpolated
KNOWN VALUES
Values (X2 – X1)(Y3 – Y1)
50 1600 96.0 (96.06) 95.7 96.3 Y2 = + Y1
(X3 – X1)
75 2400 97.0 (96.72) 96.3 97.0
100 3200 97.0 (96.94) 96.4 97.3
125 4000 97.0 (96.90) 96.3 97.3
For example:
0.80 95.7
Interpolation Example (for a 0.92 power factor):
0.92 Y2
4. Using the data from Table 3.10-5 at 50% load
(1600 KWe), the known efficiency values for power 1.0 96.3
factors 0.80 and 1.00 are 95.7 and 96.3.
Solving for Y2
5. To determine the efficiency value for power factor
0.92, a value is estimated (interpolated) using the fol- (X2 – X1)(Y3 – Y1)
lowing information: Y2 = + Y1
(X3 – X1)
A. Power factor 0.80 has a known efficiency value
of 95.7, and power factor 1.00 has a known effi-
ciency value of 96.3. (0.92 – 0.8)(96.3 – 95.7)
Y2 = + 95.7
(1.0 – 0.8)
Y2 = 96.06
B. The estimated efficiency value will be 96.06 (for

power factor 0.92).
6. Enter the appropriate values for generator effi-
ciency at 50, 75, 100, and 125% load points.

ESP PROGRAMMING
PROGRAMMING FUEL TYPE See Table 3.10-6 for the constituents that make up
these fuel types.
ESP contains the following fuel types with the constitu-
ents predefined: If a selection from this list does not meet your require-
ments, then see “Other Fuel Types” in this section for
• HD5 Propane
programming information; otherwise follow the proce-
• Field Gas dure in “Predefined Fuel Types”.
• Pipeline Gas
• Digester Gas
• Landfill Gas
Table 3.10-6. Constituents of Predefined Fuel Types
FUEL CONSTITUENTS
FUEL TYPE
Methane Ethane Propane Butane CO2 Oxygen Nitrogen
HD5 — 0.08 0.92 — — — —

Propane
Field Gas 0.85 0.11 0.02 0.005 0.015 — —
Pipeline Gas 0.95 0.025 — — 0.005 — 0.02
Digester Gas 0.65 — — — 0.33 0.04 0.02
Landfill Gas 0.45 — — — 0.36 0.04 0.15
Predefined Fuel Types

1. In [F8] AFR Setup panel, click the “Fuel Type” edit
button.
Figure 3.10-46. Fuel Type Quick Edit Window
1) FUEL TYPE 2) IF FUEL TYPE IS OTHER

NOTE: The secondary fuel type is not used at this
time and is reserved for future use.
3) LOWER HEATING VALUE
Figure 3.10-45. [F8] AFR Setup Panel 3. In [F8] AFR Setup panel, click the “Lower Heating
Value” edit button.
2. In the Quick Edit window, select the primary fuel
4. In the Quick Edit window, enter the Lower Heating
type being used from the dropdown selection box
Valve (LHV) parameter in the range of 5 – 120 MJ/nm3
(127 – 3052 btu/scf).

ESP PROGRAMMING
Other Fuel Types 1. In [F8] AFR Setup panel, click the “Transducer Full
Scale” edit button.
If the “Fuel Type” selected in the [F8] AFR Setup panel
is “Other”, then the fuel type will need to be defined by
its constituents. A list of fuel constituents may be sup-
plied by the site or can be found by using a chromato-
graph. Once these values are known, continue with
the following procedure:
1
1. In [F8] AFR Setup panel, click the “If Fuel Type Is
Other” edit button.
2. Enter each constituent value for the primary fuel
type in the “Fuel Component” Quick Edit window.
NOTE: These values are mole fractions and all seven
constituents added together must equal a value
between 0.97 and 1.03. If the total value of the
constituents falls outside this range, Alarm 535 “FUEL
1 COMPOSITION” will be raised, and the ESM will 1)TRANSDUCER FULL SCALE
default to the Pipeline Gas fuel type. Figure 3.10-48. [F8] AFR Setup Panel
2. Enter the transducer full scale value (upper limit of

WTD Scale from Table 3.10-7) into the Quick Edit win-
dow (see Figure 3.10-49).
3. Save to ECU.
Figure 3.10-47. Fuel Component Quick Edit Window
NOTE: The secondary fuel type is not used at this

time and is reserved for future use.
TRANSDUCER FULL SCALE ADJUSTMENT
The transducer full scale value must be programmed
in ESP for the engine to control properly.
The transducer full scale value is located in the [F8]
AFR Setup panel and should be preprogrammed by
the factory, but it is advised to verify the value is set Figure 3.10-49. Transducer Full Scale
correctly for the application during initial setup. Quick Edit Window
Table 3.10-7. Transducer Full Scale Values
APG2000 APG3000
Generator Voltage PT Ratio
CT Ratio WTD Scale CT Ratio WTD Scale
13,800 120:1 100:5A 0 – 1,920 kW 150:5A 0 – 2,880 kW
11,000 100:1 150:5A 0 – 2,400 kW 250:5A 0 – 4,000 kW
6,300 60:1 250:5A 0 – 2,400 kW 400:5A 0 – 3,840 kW
4,160 35:1 400:5A 0 – 2,440 kW 500:5A 0 – 2,800 kW
480 4:1 3000:5A 0 – 1,920 kW
400 4:1 4000:5A 0 – 2,560 kW

ESP PROGRAMMING
ENGINE PERCENT O2 ADJUSTMENT

The engine percent O2 adjustment is used to fine-tune
the exhaust emissions output by offsetting the percent 1
O2 in the engine’s exhaust stream.
NOTE: Verify NOx value is entered properly on the
[F5] Ignition panel prior to making any percent O2
adjustment.
NOTE: Verify the kW transducer is set up properly
before attempting to fine-tune exhaust emissions
output.
NOTE: NOx and O2 output recorded using the Testo
335 Combustion Analyzer (P/N 472102) is acceptable
for engine setup. To obtain regulatory emissions
compliance, use of more sophisticated exhaust
emissions equipment is necessary.
1) ENGINE % O2 ADJUST EDIT BUTTON
NOTE: If running with a lower WKI fuel (anything
below 94), verify that timing activity due to knock is not Figure 3.10-50. [F8] AFR Setup Screen
present. If it is present, use positive O2 adjustments
6. In the Quick Edit window, enter adjustment to
until activity ceases. Often engines with WKI derates
achieve desired emissions output.
will not approach their NOx upper limits due to
insufficient knock margins. If timing activity continues,
verify fuel quality and SAA rated load to ensure they
are correct or contact the factory.
1. Set up Testo 335 Combustion Analyzer or equiva-
lent to read NOx output in ppm. Testing point should
be in a straight section of exhaust pipe, at least two
pipe diameters from any bends, elbows, or flow transi-
tions. Emissions probe should be inserted to approxi-
mately diametric center of exhaust pipe.
2. Record NOx and O2 percent using Testo 335 Com-
bustion Analyzer, or equivalent.
3. Convert NOx output from ppm (at recorded O2) to
mg/Nm3 using the equation below. Figure 3.10-51. Percent O2 Adjust
Equation: NOx (mg/Nm3 @ 5% O2) = 28.9 x NOx Quick Edit Window
(ppm observed) ÷ (20.9 – O2% observed).
• If NOx is high at rated load, increase the O2 percent
4. Compare value from NOx conversion to engine value. For example, increase to +0.050, then +0.100,
+0.150, etc., until the desired NOx is reached.
nameplate.
• If NOx is low at rated load, decrease the O2 percent
NOTE: Always consult latest revision of S-8483-06 to value. For example, decrease to –0.050, then –0.100,
verify equations before calculating NOx output. –0.150, etc., until the desired NOx is reached.
5. In ESP, select the [F8] AFR Setup panel and click • If NOx is acceptable, no adjustment is required.
the “Engine % O2” edit button (see Figure 3.10-50).
7. Adjust O2 percent value to remain in compliance at
other load points, if required.
8. Save to ECU.
Check NOx levels using a calibrated exhaust emis-
sions analyzer three or four times a year or as
required.
NOTE: The latest emissions data, along with
conversions shown above, are available from technical
data sheet S-8483-06. Always check this sheet for the
latest revisions.

TROUBLESHOOTING & MAINTENANCE
CONTENTS
SECTION 4.00 – TROUBLESHOOTING
SECTION 4.05 – ESM MAINTENANCE

TROUBLESHOOTING & MAINTENANCE

SECTION 4.00
TROUBLESHOOTING
The ESM provides extensive engine diagnostics that DETERMINING FAULT CODE BY
allow rapid troubleshooting and repair of engines. If an READING ECU STATUS LED’S
engine alarm or shutdown condition is detected by the
ESM, the operator is informed of the fault by a series The ECU has three status LEDs on the cover: green
of flashing LEDs on the Engine Control Unit (ECU), or (power), yellow (alarm), and red (shutdown) (see
by monitoring the Engine System Manager (ESM) with Figure 4.00-1). The green LED is on whenever power
the Electronic Service Program (ESP). is applied to the ECU. The yellow and red LEDs flash
codes when an alarm or shutdown occurs. A fault
• The operator is notified of an alarm or shutdown by code is determined by counting the sequence of
three status LEDs on the ECU. flashes for each color.
• When running ESP on a PC connected to the ECU
or on the Engine Control Panel (ECP), the operator
is notified of an alarm or shutdown on the ESP pan-
els, in addition to the status LEDs.
The primary means of obtaining information on system
status and diagnostic information is through the ECP. If
additional information is required, consult the ESP.
The button bar located at the bottom of each panel
provides the option to view an active fault listing, as
well as a historical record of faults. ECU status LEDs
are not considered to be the primary means of obtain-
ing information on the status of the system, but rather
a way of alerting the site technician that there is a
problem and what that problem is, even if a PC with
ESP is unavailable. STATUS LEDs
WHERE TO BEGIN Figure 4.00-1. ECU Status LEDs
To begin troubleshooting an engine due to an ESM At the start of the code sequence, both the red and
alarm or shutdown, you must first determine the alarm yellow LEDs will flash three times simultaneously. If
or shutdown fault code(s). A code can be determined there are any emergency shutdown faults, the red LED
from reading the status LEDs on the ECU or by view- will flash a three-digit code for each shutdown fault
ing the Fault Log accessed from the button bar in ESP. that occurred. Then, if there are any alarm faults, the
yellow LED will flash a three-digit code for each alarm
All fault codes have a three-digit identifier, with each
that occurred.
digit being a number from 1 to 5. There is a set of
codes for alarms and a separate set of codes for Between each three-digit code, both yellow and red
emergency shutdowns. LEDs will flash once at the same time to indicate that a
new code is starting. The fault codes display in the
To determine the fault code, continue with the section
order that they occur (with the oldest displayed code
“Determining Fault Code by Reading ECU Status
first and the most recent code displayed last).
LED’s” or “Determining Fault Code by Using ESP”.
NOTE: Once the fault is corrected, the status LEDs
See “ESM Fault Codes” on page 4.00-6 for a descrip-
on the ECU will remain flashing until either the LEDs
tion of each fault code.
are cleared using ESP or the engine is restarted.

TROUBLESHOOTING
DETERMINING FAULT CODE BY USING The description of the fault briefly identifies the state of
ESP the fault that occurred. To define the fault as much as
possible, the description may include acronyms
When using ESP, you are notified of an alarm or shut- (see Table 4.00-1) and a number identifying the cylin-
down fault on the ESP panels. Many fields in ESP will der and/or component affected. Below is an example
inform the operator of a fault. For a description of the of a fault and its description:
fault, the fault log must be read.
To view the Fault Log, click the “View Faults” button on ALM211 OIL PRESS OC
the button bar (see Figure 4.00-2).
OPEN CIRCUIT
Send Calibration to
ECU
Manual Actuator
Version Details Stop Logging All Change Units Start Editing Undo All Changes FAULT DESCRIPTION
3-DIGIT CODE
FAULT TYPE
View Faults
Table 4.00-1. Acronyms in Fault Log Descriptions
ACRONYM DEFINITION
Figure 4.00-2. View Faults Button on Button Bar BK Back
FLT Fault
NOTE: See Section 3.00 Introduction to Electronic
FT Front
Service Program (ESP) “Fault Log Description” for
IGN Ignition
complete information on the fault log window.
IMAP Intake Manifold Air Pressure
LB Left Bank (‘A’ Bank)
OC Open Circuit
RB Right Bank (‘B’ Bank)
SC Short Circuit
Scale High (sensor value higher than normal
SH
operating range)
Scale Low (sensor value lower than normal
SL
operating range)
USING FAULT CODES FOR

TROUBLESHOOTING
Figure 4.00-3. Fault Log Window Once you have determined the fault code, you can
begin ESM troubleshooting. ESP features an elec-
Alarm codes in ESP fault log are identified with the let-
tronic help file named E-Help that has detailed trouble-
ters “ALM” preceding the alarm code. Emergency
shooting information for each fault. However, if you do
ShutDown codes are identified with the letters “ESD”
not have access to a PC, Table 4.00-2 and
preceding the shutdown code.
Table 4.00-3 provide information on the ESM alarm
and shutdown codes.

TROUBLESHOOTING
E-HELP
ESP contains a help file named E-Help that provides To open E-Help to a specific fault code, view the Fault
fault code troubleshooting information. Navigation in Log by clicking the “View Faults” button on the
E-Help is done through hypertext links from subject to [F10] Status panel. Then double-click on the fault
subject. E-Help is automatically installed when the description. E-Help will open to the specific fault’s trou-
ESP software is installed. bleshooting procedure.
NOTE: Although E-Help is viewable through ESP, NOTE: Once open, the Fault Log does not refresh
E-Help is its own program and opens in a new window, itself. If the Fault Log remains open, you must
separate from ESP. To return to ESP and continue occasionally update or refresh the log by clicking the
monitoring, you need to minimize or close the E-Help “Refresh” button.
window.
USING E-HELP
To access E-Help while using ESP, press the
[F1] function key on the keyboard or select
“Help Contents...” from the Help menu. E-Help will
open the help file at the ESM E-Help welcome screen
Click on the “220GL” button and select either “Alarm
Codes” or “Shutdown Codes” to display a fault code
list of that type.
NOTE: E-Help provides fault code troubleshooting for
all ESM-equipped Waukesha engine models. Pay
special attention as you navigate E-Help that you are
diagnosing for the correct engine model.
Figure 4.00-5. E-Help Troubleshooting Information
for ALM211
Figure 4.00-4. E-Help Welcome Screen
E-Help can also be accessed and opened to a specific

alarm or shutdown code through the fault log on the
[F10] Status panel.

TROUBLESHOOTING
E-HELP WINDOW DESCRIPTION

The E-Help window is divided into two panes. The left pane is the navigation pane; the right pane is the document
pane (see Figure 4.00-6). Above the panes is the command bar.
1) COMMAND BAR 2) NAVIGATION PANE 3) DOCUMENT PANE

Figure 4.00-6 E-Help Command Bar, Navigation Pane, and Document Pane
Using the Command Bar • “Back” and “Forward” buttons: E-Help includes
“Back” and “Forward” buttons for navigating, just
The command bar has four buttons: “Hide/Show” but-
like Internet browsing software.
ton, “Back” button, “Forward” button, and “Print” but-
ton. •• To return to the previously viewed topic, click the
“Back” button.
•• To go to the window that was displayed prior to
going back, click the “Forward” button.
• “Print” button: To print the information displayed in
• “Hide/Show” button: You can hide the navigation
the document pane, click the “Print” button. You can
pane if desired. When the navigation pane is closed,
chose to print the selected topic (as seen in the doc-
the document pane can be maximized to the size of
ument pane), or you can print the selected heading
the full screen.
and all subtopics.
•• To hide the navigation pane, click the “Hide” but-
ton.
•• To view the navigation pane, click the “Show”
button.

TROUBLESHOOTING
Using the Navigation Pane

The navigation pane navigates the user through
E-Help. At the top of the navigation pane are three
tabs. Clicking these tabs allows you to see a table of
contents for E-Help, an index tool, and a glossary of
ESM-related terms.
• “Contents” Tab: Click the “Contents” tab to scroll
through the table of contents for E-Help. Double-
clicking the closed book icons in the contents listing
will reveal all relevant topics. Double-clicking on an
open book icon will close the contents listing.
• “Index” Tab: Click the “Index” tab to search for

topics by using an index of help subjects. The
Using the Document Pane
“Index” tab is similar to an index at the back of a
book. Type in a key word to find a word listed in the Navigating through E-Help is done with links. Links are
index. Double-click an index entry to view that entry usually identifiable as underlined and/or blue text.
in the document pane. When you move the cursor over a link, the cursor
changes from an arrow into a hand. When clicked, a
link will take you from one topic or window to another
topic or window. Some links cause a pop-up window to
appear, displaying additional information (see
Figure 4.00-7).
• “Glossary” Tab: Click the “Glossary” tab to view a

glossary of terms used in the ESM documentation.
Click on a term to view its definition.
Figure 4.00-7. Sample of Pop-Up Window

TROUBLESHOOTING
ESM FAULT CODES

Table 4.00-2 and Table 4.00-3 provide information on the ESM alarm and emergency shutdown codes. See
Table 4.00-4 through Table 4.00-6 for identifying cylinders on Injector, Ignition, Knock, and Exhaust faults.
Table 4.00-2. ESM Alarm Codes (Part 1 of 2)
ALARM FAULT
DESCRIPTION
FAULT CODE CONDITION
ALM112 ICU INVALID ID – NO START ID jumpers on ICU are not correct
ALM113 ICU B Non-critical error on ICU B
ALM114 ICU A Non-critical error on ICU A
ALM121 INJECTOR 1ST CYL Individual injector fault *
ALM122 INJECTOR 2ND CYL Individual injector fault *
ALM123 INJECTOR 3RD CYL Individual injector fault *
ALM124 INJECTOR 4TH CYL Individual injector fault *
ALM143 INJECTOR 13TH CYL (18V only) Individual injector fault *
ALM154 INJECTOR PULSE HI LIMIT Injection duration has reached its upper limit
ALM211 OIL PRESS Oil pressure sensor/wiring fault
ALM212 IMAP Intake manifold pressure sensor/wiring fault
ALM213 OIL TEMP Oil temperature sensor/wiring fault
ALM221 IMAT Intake manifold air temperature sensor/wiring fault
ALM222 MAIN FUEL VALVE Leaking fuel valve/engine failed to stop in a timely fashion
ALM223 LOW OIL PRESS Low oil pressure
ALM224 KNOCK A cylinder is or was at its maximum retarded timing due to knock
Knock fault ## (where ## is the cylinder number) in the firing order is either
ALM225 KNOCK SENS
open circuit or short circuit *
ALM231 IGN 1ST CYL Individual ignition fault *
ALM232 IGN 2ND CYL Individual ignition fault *
ALM233 IGN 3RD CYL Individual ignition fault *
ALM234 IGN 4TH CYL Individual ignition fault *
ALM245 IGN 10TH CYL (12V only) Individual ignition fault *
NOTE: See Table 4.00-4 through Table 4.00-6 for cylinder identification.

TROUBLESHOOTING
Table 4.00-2. ESM Alarm Codes (Continued), (Part 2 of 2)

ALARM FAULT
DESCRIPTION
ALM312 OVERLOAD Engine load above upper alarm limit
ALM313 IGN FLT Ignition system signal being received by ECU is out of acceptable range
ALM315 HIGH INTAKE TEMP Intake manifold air temperature above upper alarm limit
ALM322 CALIBRATE ACT Manual calibration of wastegate actuator required
ALM324 STUCK WG LINK Wastegate linkage binding
ALM332 IGN COM FAULT A communications problem exists between the IPM-D and the ECU
ALM333 HIGH COOLANT TEMP Engine coolant temperature above upper alarm limit
ALM335 HIGH OIL TEMP Engine oil temperature above upper alarm limit
ALM352 FUEL RAIL PRESS Fuel rail pressure sensor/wiring fault
Ignition energy level is at Level 2 (or highest level) – at least one spark plug on
ALM353 HIGH IGN PWR
the engine is getting worn and should be replaced
ALM355 HT COOLANT PRESS High temperature coolant pressure sensor/wiring fault
ALM421 KW TRANSDUCER kW transducer sensor/wiring fault
ALM422 COOLANT TEMP Coolant temperature sensor/wiring fault
ALM433 OIL PREFILTER PRESS Oil prefilter pressure sensor/wiring fault
ALM435 CAN BUS ERROR Message transmission issue on the CANBUS
ALM443 WGATE ACTUATOR Wastegate actuator/wiring fault
ALM444 BAROMETRIC PRESS Barometric pressure sensor/wiring fault
ALM451 REMOTE RPM Remote rpm analog input is outside of acceptable range; wiring fault
ALM453 EXHAUST TEMP INVALID ### Exhaust temperature is invalid *
ALM454 BATT VOLT Battery voltage out of specification
ALM455 HIGH ECU TEMP ECU’s temperature above maximum recommended operating temperature
HIGH OIL FILTER PRESS Differential pressure between the oil header and prefilter oil sensors above
ALM511 DIFFERENTIAL upper limit
ALM512 HIGH FUEL PRESSURE Fuel pressure above upper limit
ALM525 TURBO OIL PRESS Turbocharger oil pressure sensor/wiring fault
ALM532 COOLANT PRESS LOW Coolant pressure below its lower alarm limit
ALM535 FUEL COMPOSITION Sum of fuel constituents is not between 97% and 103%
ALM541 USER DIP User digital input changed state
Start engine signal remained on after engine started. Must be off while the
ALM542 START ON WITH RPM>0
engine is running; otherwise engine will immediately restart upon shutdown
Engine is being rotated by the driven equipment; sparks and fuel have been
ALM552 ENG BEING DRIVEN cut by the ECU
ALM555 INTERNAL FAULT Internal error in ECU; call the factory

TROUBLESHOOTING
Table 4.00-3. ESM Shutdown Fault Codes
SHUTDOWN SHUTDOWN
DESCRIPTION
ESD113 ICU B Error on ICU B
ESD114 ICU A Error on ICU A
ESD115 STU Error on the Smart Temperature Unit
ESD155 INJECTION DISABLED All injection has stopped due to an error
ECU detects fewer crankshaft pulses between camshaft pulses
ESD212 CRANK MAG PICKUP than it was expecting
Too many crankshaft pulses are identified between cam magnetic
ESD214 CAM MAG PICKUP pickup pulses (or no cam magnetic pickup pulses are detected)
ESD221 OVERSPEED ENGINE Engine overspeed; engine reached ESM upper limit
ESD222 CUST ESD Critical ESD – Shutdown has been triggered by an external
action; by customer equipment
ESD223 LOW OIL PRESS Critical ESD – Oil pressure below lower shutdown limit
ESD224 KNOCK ### CYL Cylinder was at its maximum retard timing due to knock *
Time the engine has been cranking has exceeded a maximum
ESD231 OVERCRANK crank time
Engine stopped rotating independent of ECU which did not receive
ESD232 ENGINE STALL a signal to stop
An absolute shutdown has become validated on the Secondary
ESD242 SECOND ECU ECU
ESD243 SECOND ECU CUST Jumper on the Secondary ECU customer connector has failed
ESD244 SECOND ECU COM Master/Secondary communications failure
The version of code on the Secondary ECU does not match that on
ESD245 SECOND ECU CODE MISMATCH
the Master ECU
ESD251 OVERSPEED DRIVE EQUIP Customer-set overspeed limit exceeded
ESD312 OVERLOAD Engine was overloaded
Critical ESD – Lockout or E-Stop (emergency stop) button on
the engine is “ON” or there is a power problem with the IPM-D
ESD313 LOCKOUT/IGNITION module (either it is not powered up or the internal fuse is
blown)
ESD315 HIGH IMAT Intake manifold air temperature above upper shutdown limit
ESD333 HIGH COOLANT TEMP Engine coolant temperature above upper shutdown limit
A knock sensor output value exceeded an absolute threshold
ESD335 KNOCK ABS THRESHOLD programmed to ECU
ESD414 METAL PARTICLE DETECTOR Metal particles detected in the oil
ESD421 KW TRANSDUCER kW transducer sensor/wiring fault
ESD424 HIGH OIL TEMP Oil temperature above upper shutdown limit
ESD453 EXHAUST TEMP LO Exhaust temperature fault
ESD532 COOLANT PRESS LOW Critical ESD – Coolant pressure below lower limit
ESD551 UPDATE ERROR/FAULT Update error/fault
Engine type that is factory-coded in the ECU does not match with
ESD553 SECURITY VIOLATION the downloaded calibration
Serious internal error in ECU; call the factory; do not attempt to
ESD555 INTERNAL FAULT restart engine
IMPORTANT! The following critical ESDs will prevent To clear a critical ESD (to allow a restart or enable
post-shutdown functionality from occurring: recirculation), you must cycle either of the E-Stop
switches at the engine. The ECP E-Stop switch will not
Interface)

TROUBLESHOOTING
Table 4.00-4. APG2000/12V220GL Cylinder Identification (Firing Order)

APG2000/12V220GL CYLINDER IDENTIFIER
FAULT DESCRIPTION CYLINDER LOCATION
1ST CYLINDER B6
2ND CYLINDER A6
3RD CYLINDER B3
4TH CYLINDER A3
5TH CYLINDER B5
6TH CYLINDER A5
7TH CYLINDER B1
8TH CYLINDER A1
9TH CYLINDER B4
10TH CYLINDER A4
11TH CYLINDER B2
12TH CYLINDER A2
Table 4.00-5. APG3000/18V220GL Cylinder Identification

MASTER ECU SECONDARY ECU
FAULT
DESCRIPTION CYLINDER CYLINDER
LOCATION LOCATION
1ST CYLINDER B9 A9
2ND CYLINDER B3 A3
3RD CYLINDER B6 A6
4TH CYLINDER B8 A8
5TH CYLINDER B2 A2
6TH CYLINDER B4 A4
7TH CYLINDER B7 A7
8TH CYLINDER B1 A1
9TH CYLINDER B5 A5
Table 4.00-6. APG3000/18V220GL Cylinder Identifier for Injector Min/Max Faults Only (Firing Order)
(ALM121–ALM153 MIN/MAX FAULTS ONLY)
FAULT DESCRIPTION CYLINDER LOCATION
1ST CYLINDER B9
2ND CYLINDER A9
3RD CYLINDER B3
4TH CYLINDER A3
5TH CYLINDER B6
6TH CYLINDER A6
7TH CYLINDER B8
8TH CYLINDER A8
9TH CYLINDER B2
10TH CYLINDER A2
11TH CYLINDER B4
12TH CYLINDER A4
13TH CYLINDER B7
14TH CYLINDER A7
15TH CYLINDER B1
16TH CYLINDER A1
17TH CYLINDER B5
18TH CYLINDER A5

TROUBLESHOOTING
NON-CODE ESM TROUBLESHOOTING

Table 4.00-7 provides non-code troubleshooting for the ESM. Non-code troubleshooting includes any system faults
that do not have ALM or ESD alarm codes that are logged in the fault log in ESP.
Table 4.00-7. Non-Code System Troubleshooting

IF THEN
Engine does not rotate when start is a. View the [F10] Status panel in ESP. Look at the fields displayed on the [F10] Status panel. Each
initiated (Prestart Auxiliary System field should be gray and indicate that the ESM is OK or that there are NO shutdowns active. If
Interface functionality complete). there are any active shutdowns, correct the problem indicated in the fault log.
b. If the [F10] Status panel in ESP indicates no shutdowns, view the [F3] Start-Stop panel and ver-
ify that the “Starting Signal” field turns green when you press the “Start” button. If the “Starting
Signal” field does not turn green, check the wiring.
c. Verify that +24 VDC power is applied to the wires: ESD and RUN/STOP. Correct power supply
if necessary.
d. After an emergency shutdown and RPM is zero, ESD input should be raised to high to reset the
ESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1
minute.
e. After an emergency shutdown, acknowledge any ESDs on the ECP. If it is a critical ESD (see
Table 7-00-3), power to the Power Distribution Junction Box must be cycled to clear the ESD.
Engine rotates but does not start. a. Verify proper fuel supply pressure to gas train (customer supply)
b. Use a timing light to verify proper ignition timing. Refer to [F5] Ignition panel in ESP for proper
ignition timing.
c. If spark is generated, check to see if the fuel valve is opening. Verify correct air pressure is sup-
plied to gas train to activate valves. To check if the fuel valve is opening, watch pointer move on
top of fuel valves. If you do not see movement, check and correct the fuel valve to junction box
wiring and check the junction box to ECU for 24 VDC when the start engine button is pressed.
d. Verify gas-over-air pressure on ECP screen or ESP.
e. Verify fuel valve LED in Power Distribution Junction Box is lit.
f. Verify E-Stop wiring is correct.
Engine is not running at desired speed. a. View the [F2] Engine panel in ESP and verify that the “Engine Setpoint RPM” field and the
“Engine Speed RPM” field are the same. Note the following:
• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are the same, there is an elec-
trical problem. Continue with “b. Electrical Problem” below.
• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are not the same, there is an
engine problem. Continue with “c. Engine Problem” below.
b. Electrical Problem
Fixed Speed Mode
1. Verify the status of the high/low idle digital input. The high/low idle digital input
(GOVHL IDL) must be at a nominal 24 VDC to be running at the high idle speed. Correct
input as required.
2. Verify that “High Idle RPM” on the [F4] Governor panel is set correctly. Correct speed set-
ting as required.
3. Check panel wiring.
Variable Speed Mode
1. Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC. View the
[F4] Governor panel to verify the status of the Remote Speed digital input. Correct input as
required.
2. Verify the value of the “Remote RPM Setpoint mA” on the [F4] Governor panel. If you are
using the Remote RPM speed input as either a voltage or milliamp input, the equivalent mil-
liamp value is shown in ESP. Should the equivalent milliamp value fall below 2 mA or above
22 mA, the ESM will assume there is a wiring problem and will run at either the high or low
idle speed, depending on the status of the high/low idle digital input (GOVHL IDL).
3. Check wiring.
c. Engine Problem
If the engine speed does not match the setpoint, there is an ignition, turbocharger, or fuel prob-
lem; or the engine is overloaded. Correct as required.

TROUBLESHOOTING
POWER DISTRIBUTION JUNCTION BOX

Table 4.00-8 lists possible solutions if you experience problems with the Power Distribution Junction Box.
Table 4.00-8. Power Distribution Junction Box Troubleshooting
IF THEN
Power Distribution Junction Box has no LED lights on when
the cover is removed. Verify nominal 24 VDC input power across the Positive and Negative terminals.
Status LEDs inside Power Distribution Junction Box are very Check input power to ensure there is a nominal 24 VDC. Check for loose, cor-
dim or flashing on and off. roded, or damaged Positive and Negative terminals.
One of the Power Distribution Junction Box outputs is turned
off. Cycle power to the Power Distribution Junction Box.
One or more LEDs turn off frequently, which turn off the Disconnect power to Power Distribution Junction Box and inspect wiring and ter-
associated output. minations for wire degradation and/or shorts.
Power Distribution Junction Box will not turn on, distribute
power, or turn on status LEDs even with 24 VDC applied. Replace Power Distribution Junction Box.
ADDITIONAL ASSISTANCE
Waukesha Engine’s worldwide distribution network
provides customers with parts, service, and warranty
support. Each distributor has a vast inventory of genu-
ine Waukesha parts and factory-trained service repre-
sentatives. Waukesha distributors are on call 24 hours
a day, with the parts and service personnel to provide
quick and responsive solutions to customers’ needs.
Please contact your local Waukesha Engine Distribu-
tor for assistance.
Have the following information available:
1. Engine serial number.
2. ECU serial number.
3. ECU calibration part number (this is visible at the
top of the ESP screen when connected to an ECU).
4. ECU faults list.
5. Detailed description of the problem.
6. List of what troubleshooting has been performed
so far and the results of the troubleshooting.

TROUBLESHOOTING

SECTION 4.05
ESM MAINTENANCE
Table 4.05-1 provides a list of the recommended main- NOTE: Continue to perform standard engine
tenance items and includes a description of the service maintenance as provided in the engine’s operation
required, the service interval, and the page number and maintenance manual.
where specific maintenance information is found for
that item in this manual.
Table 4.05-1 Maintenance Chart for ESM Components
INFORMATION
ITEM SERVICE INTERVAL
PROVIDED ON PAGE
ESP Total Fault History Review Every month page 3.00-13
Knock Sensors Inspect Every year page 4.05-2
ESM Wiring Inspect Every year page 4.05-3
Batteries Inspect Semiannual page 4.05-3

ESM MAINTENANCE
KNOCK SENSORS 3. Apply a very thin coat of a blueing paste, such as

Permatex® Prussian Blue (or equivalent), to seating
Every year each knock sensor must be inspected for surface of knock sensor (see Figure 4.05-2).
an accumulation of dirt or grit, connector wear, and cor-
rosion. If a knock sensor has an accumulation of dirt,
carefully clean visible end of knock sensor and sur-
rounding area. If a knock sensor connector looks worn
or if corrosion is evident, remove the knock sensor to
clean or replace as necessary. To reinstall a knock sen-
sor, complete the steps in “Installing Knock Sensors” in
this section. The knock sensors must be properly tight-
ened and seated flat against the mounting surface.
INSTALLING KNOCK SENSORS
1. Knock sensors are installed on the upper deck of
the cylinder heads (see Figure 4.05-1). Thoroughly
clean the knock sensor mounting hole located in the
capscrew. Figure 4.05-2. Knock Sensor Seating Surface
4. Install and remove knock sensor.

5. Examine imprint left by blueing agent on the crank-
case and sensor seating surface.
• If the imprint on the crankcase and sensor seating
surface is uniform, the sensor has full-face contact
with mounting surface.
• If the imprint on the crankcase and sensor seating
surface is NOT uniform, the sensor does not have
full-face contact with mounting surface. The mount-
ing hole will have to be plugged and re-tapped to
make the hole perpendicular to the mounting sur-
face.
6. Place hex head screw through knock sensor and
install into cylinder head deck.
Figure 4.05-1. Knock Sensor
D o n o t ov e r t i g h t e n
CAUTION
Do not drop or mishan- CAUTION capscrew. Overtighten-
dle knock sensor. If ing will cause damage to the knock sensor. Disre-
knock sensor is dropped or mishandled, it must be garding this information could result in product
replaced. Disregarding this information could damage and/or personal injury.
7. Tighten capscrew to 20 N·m (177 in-lb) dry.
2. Verify that the cylinder head knock sensor contact
area is free of surface imperfections and polished 8. Repeat this mounting procedure for each knock
smooth. sensor.

ESM MAINTENANCE
ESM WIRING BATTERY MAINTENANCE

NOTE: The Customer Interface Harness must be
properly grounded to maintain CE compliance. WARNING
Comply with the battery manufacturer’s recom-
WARNING mendations for procedures concerning proper bat-
Do not install, set up, maintain, or operate any tery use and maintenance. Disregarding this
electrical components unless you are a technically information could result in severe personal injury
qualified individual who is familiar with the electri- or death.
cal elements involved. Electrical shock could
result in severe personal injury or death. WARNING
Batteries contain sulfuric acid and generate explo-
WARNING sive mixtures of hydrogen and oxygen gases.
Disconnect all electrical power supplies before Keep any device that may cause sparks or flames
making any connections or servicing any part of away from the battery to prevent explosion. Batter-
the electrical system. Electrical shock could result ies can explode, resulting in severe personal
in severe personal injury or death. injury or death.

CAUTION harnesses and elec-
WARNING
tronically controlled devices before welding with Always wear protective glasses or goggles and
an electric arc welder on or near an engine. Failure protective clothing when working with batteries.
to disconnect the harnesses and electronically You must follow the battery manufacturer’s
controlled devices could result in product damage instructions on safety, maintenance, and installa-
and/or personal injury. tion procedures. Failure to follow the battery man-
ufacturer’s instructions could result in severe
Perform the following every year:
personal injury or death.
• Inspect all ESM wiring harnesses for damage and
NOTE: Perform an external inspection of the battery
verify all connections are secure.
before checking the indicated state of charge to verify
• Inspect all ground connections. that the battery is in good physical condition.
• Remove cover from the Power Distribution Junction EXTERNAL INSPECTION
Box and verify all terminals are tight, secure, and
Periodically inspect batteries and determine their con-
corrosion free.
dition. The cost of replacing other components, if they
• Verify connections in Power Distribution Junction have been damaged by electrolyte corrosion, could be
Box are secure. alarmingly high and accidental injuries could ensue.
Any batteries that have cracks or holes in the container,
• Verify incoming power is within specifications.
cover, or vents, through which electrolyte will leak,
• Verify the bolts securing the Power Distribution should be replaced. Batteries contaminated with elec-
Junction Box to the bracket and engine are tight. trolyte (caused by over-topping with water) that have
corroded terminal posts or low electrolyte levels should
For information on ESM wiring, harness connections,
be cleaned or replaced if necessary.
and power supply requirements, refer to Section 2.00
System Power and Wiring. 1. Examine the battery externally.
2. Verify electrolyte levels are correct.
3. See Table 4.05-4 troubleshooting chart.

ESM MAINTENANCE
BATTERY INDICATED STATE OF CHARGE by CCA rating and size. Voltage below 11.90 V may
mean that the battery has a shorted cell or that the
NOTE: The battery must be fully charged for several
plates are sulfated and cannot accept a charge.
hours before testing. If batteries have been receiving a
charge current within the previous few hours, the Table 4.05-2 Determining State of Charge
open-circuit voltage may read misleadingly high. The STATE OF SPECIFIC
surface charge must be removed before testing. To VOLTAGE
CHARGE GRAVITY
remove surface charge, the battery must experience a 12.70 & Above 100% 0.280
load of 20 amps for 3-plus minutes. 12.50 75% 0.240
1. Use a temperature-compensated hydrometer to 12.30 50% 0.200
measure the electrolyte specific gravity readings in 12.10 25% 0.170
each cell. Record the readings. 11.90 & Below Discharged 0.140
2. Measure the open circuit voltage across the termi- Table 4.05-3 Cranking Amps – Commercial Batteries
nals. Record the reading. 4D 8D
3. Using the recorded values, determine the state of CCA @ –18° C (0° F) 1000 A 1300 A
charge (see Table 4.05-2). CA @ 0° C (32° F) 1200 A 1560 A
4. See Table 4.05-4 troubleshooting chart. RC minutes @ 25 A 320 min. 435 min.
CCA = Cold Cranking Amps
The state of charge listed is an approximation. The CA = Cranking Amps
RC = Reserve Capacity
relationship between state of charge and voltage varies
Table 4.05-4 Battery Troubleshooting
IF THEN
Has cracks or holes in the container or
cover. Replace battery.
Has corroded terminals posts.
Battery
Appearance Has black deposits on underside of vent
plugs. Battery has been overcharged (see NOTE 4).
Has black “tide-marks” on inside walls Verify battery charger is operating correctly and settings are correct.
about 1 inch below the cover.
Is low. Fill electrolyte to correct level.
Electrolyte Level Battery is receiving too much charging current.
Is adjusted frequently.
Verify battery charger is operating correctly and settings are correct.
Is 75% or greater. Verify battery is good with a high rate load test (see NOTE 3).
Is between 25% and 75%. Recharge battery (see NOTE 2).
State of Charge Is less than 25%.
Measured open circuit voltage is lower Replace battery.
than value given in Table 4.05-2.
Odd cells with specific gravity readings
0.050 lower than other cells. Replace battery (internal short-circuit).
Specific Gravity
of Cells Verify battery charger is operating correctly and settings
Is uniformly low.
are correct, recharge battery (see NOTE 1).
NOTE 1: Batteries which have low but uniform specific gravities in each cell and which clearly require an extended recharge may
have become deeply discharged. This may be nothing more than a battery charger problem, but the system should be
checked out before the battery is returned to service.
NOTE 2: Batteries that have less than 75% state of charge need recharging before proceeding with any further tests. When the
charger is switched on, observe that the battery does accept a charging current, even though it may be small in amperes.
The battery must be fully charged for several hours before testing. If batteries have been receiving a charge current
within the previous few hours, the open-circuit voltage may read misleadingly high. The surface charge must be removed
before testing. To remove surface charge, the battery must experience a load of 20 amps for 3-plus minutes.
NOTE 3: High-Rate Load Test – If the state-of-charge is 75% or higher, the battery should be given a high-rate load test.
Typically, the high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicate
the terminal voltage as the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified
value (typically 9.6 V) if the battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps
(CCA) (see Table 4.05-3). The minimum acceptable voltage reading will vary as battery temperature decreases. Read
and follow the manufacturer’s instructions for the tester.
NOTE 4: Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely low
electrolyte levels, black deposits on the underside of the vent plugs, or black “tide-marks” on the inside walls of the
container from about 1 inch below the cover. If these signs are present, the battery charger setting must be checked
and reset according to the manufacturer’s instructions before a battery is returned to service; batteries in which
electrolyte levels have to be adjusted frequently are clearly receiving too much charging current.

APPENDIX A – INDEX
Detonation..........................................
A Detonation Threshold ...........................
1.05-5
1.05-5
Acronyms ............................................... 1.05-9 Digital Signals ..................................... 1.05-5
Active Cylinder Management ...... 1.10-16, 3.05-10 Droop ................................................ 1.05-5
Actuator Calibration ................................. 3.10-5 ECU .................................................. 1.05-6
Adjusting Gain ........................................ 2.20-4 E-Help ............................................... 1.05-5
Electronic Service Program .................... 1.05-5
Air-Fuel Ratio Control .............................. 2.20-4
Engine Control Unit .............................. 1.05-6
Overview .......................................... 1.10-15
ESP .................................................. 1.05-5
Alarm and Shutdown Setpoints............... 3.05-10 Fault ................................................. 1.05-6
Programming .................................... 3.10-14 Fault Log............................................ 1.05-6
Alarms.................................................... 2.25-3 Freewheeling Diode ............................. 1.05-6
Fault Code List .................................... 4.00-6 Function Keys ..................................... 1.05-6
Alternate Dynamics Graphical User Interface........................ 1.05-6
Synchronizer Control ............... 1.10-15, 2.20-4 Hard Drive .......................................... 1.05-6
Auxiliary System Interface High Signal ......................................... 1.05-6
Overview ............................................ 1.10-5 Icon .................................................. 1.05-6
Ignition Power Module .......................... 1.05-6
IPM-D................................................
B Isochronous ........................................
1.05-6
1.05-6
Battery Knock ................................................ 1.05-6
External Inspection ............................... 4.05-3 Knock Frequency ................................. 1.05-6
Maintenance ....................................... 4.05-3 Knock Sensor ..................................... 1.05-6
Requirements ...................................... 2.00-1 kW Error ............................................ 1.05-6
Wiring Schematic ................................. 2.00-2 kW Sensing ........................................ 1.05-6
Button Bar ............................................ 3.00-12 kW Transducer mA .............................. 1.05-6
Lambda ............................................. 1.05-6
C LED .................................................. 1.05-7
Load Control ....................................... 1.05-7
Connection Status ................................... 3.00-4 Load Inertia ........................................ 1.05-7
Conversions ......................................... 1.05-10 Log File Processor ............................... 1.05-7
Customer Interface Harness..................... 2.00-4 Low Signal ......................................... 1.05-7
Description ......................................... 2.00-4 Magnetic Pickup .................................. 1.05-7
Loose Wire Identification Table ............... 2.00-5 Master-Slave Communications ............... 1.05-7
Optional Connections ............................ 2.00-8 MODBUS® ................................................. 1.05-7
Required Connections ........................... 2.00-9 Modem .............................................. 1.05-7
Cylinder Identification .............................. 4.00-9 NVRAM ............................................. 1.05-7
Open Circuit ....................................... 1.05-7
Panel ................................................ 1.05-7
D Parasitic Load Adjust ............................ 1.05-7
Definitions .............................................. 1.05-5 PC .................................................... 1.05-7
Adjusted Generator Power ..................... 1.05-5 PLC .................................................. 1.05-7
Air-Fuel Ratio ...................................... 1.05-5 Potential Transformer ........................... 1.05-8
Alternate Dynamics .............................. 1.05-5 PT .................................................... 1.05-8
Analog Signals .................................... 1.05-5 RAM ................................................. 1.05-8
Baud Rate .......................................... 1.05-5 RS-232 .............................................. 1.05-8
Bus ................................................... 1.05-5 RS-485 .............................................. 1.05-8
Bypass Control .................................... 1.05-5 Sample Window .................................. 1.05-8
Calibration .......................................... 1.05-5 Scale High.......................................... 1.05-8
CAN .................................................. 1.05-5 Scale Low .......................................... 1.05-8
CD-ROM ............................................ 1.05-5 Short Circuit........................................ 1.05-8
Current Transformer ............................. 1.05-5 Slave Communications ......................... 1.05-8
DB Connector...................................... 1.05-5 Speed Control ..................................... 1.05-8
FORM 6318 First Edition A-1
Synchronizer Control............................ 1.05-8 Governing ........................................ 1.10-15

Training Tool ...................................... 1.05-8 Overview ............................................ 1.10-5
User Interface ..................................... 1.05-8 Safety Shutdowns .............................. 1.10-15
Windowing ......................................... 1.05-8 Shutdown Code List ............................. 4.00-8
WKI .................................................. 1.05-8 System Components ............................ 1.10-6
Workspace......................................... 1.05-8 User Interface Panels ......................... 1.10-14
Determining Fault Code ESM Blocking Valve ................................ 2.20-5
Using ECU Status LEDs ....................... 4.00-1 ESM Definitions ...................................... 1.05-5
Using ESP ......................................... 4.00-2 ESP
Detonation Basic Programming .............................. 3.10-2
Uncontrollable Knock Safety .................. 2.25-2 Button Bar ........................................ 3.00-12
Diagnostics ........................................... 1.10-14 Common Features ............................. 3.00-10
Display Fields ....................................... 3.00-11 Connection Status ................................ 3.00-4
Conventions........................................ 1.05-2
Display Fields.................................... 3.00-11
E Icon................................................. 1.10-13
ECU Modem Access .................................. 3.00-17
Connecting to Modem ......................... 3.00-17 Navigation ........................................ 3.00-10
Connecting to PC ................................ 3.00-3 Recommended System Requirements...... 3.00-1
Internal Faults..................................... 2.25-3 Saving to Permanent Memory................. 3.10-3
Resetting LEDs ................................... 3.10-6 Starting .............................................. 3.00-4
Status LEDs ....................................... 4.00-1 Starting Program.................................. 3.00-3
E-Help ................................................... 4.00-3 User Interface Panels Overview .. 1.10-14, 3.00-4
Command Bar .................................... 4.00-4 E-Stop.................................................... 2.05-1
Description............................. 1.10-13, 4.00-3 Exiting ESP Without Saving ..................... 3.10-4
Document Pane .................................. 4.00-5
Navigation Pane.................................. 4.00-5
Overview ............................... 1.10-13, 3.00-9
F
Window Description ............................. 4.00-4 [F2] Engine Panel ................................... 3.05-1
Emergency Safety Shutdowns Overview .. 2.25-1 [F3] Start-Stop Panel ............................... 3.05-2
Emergency Stop [F4] Governing Operating Status Panel ..... 3.05-3
Sequence Diagram .............................. 2.05-5 [F5] Ignition Operating Status Panel
Engine Control Panel (ECP) .................... 1.10-6 (12V220GL/APG2000) ....................... 3.05-4
Engine Control System Overview ............. 1.10-1 [F5] Ignition Operating Status Panel
Engine Control Unit (ECU) ....................See ECU (18V220GL/APG3000) ....................... 3.05-5
Engine Emergency Stop. .................. See E-Stop [F8] AFR Setup Panel.............................. 3.05-6
Engine Percent O2 Adjustment ............... 3.10-20 [F10] System/Shutdown Status Panel ....... 3.05-7
Engine Stall ........................................... 2.25-3 [F11] Advanced Functions Panel .............. 3.05-8
Engine System Manager ......................See ESM Fault
English/Metric Conversions .................... 1.05-10 Alarm Codes ....................................... 4.00-6
Definition ............................................ 1.05-6
ESD
Shutdown Codes ................................. 4.00-8
Fault Code List ................................... 4.00-8
Fault Codes ............................................ 4.00-6
ESM
Using for Troubleshooting ...................... 4.00-2
Alarm Code List .................................. 4.00-6
Alarms .............................................. 2.25-3 Fault Log
Detonation Detection........................... 3.05-15 Definition ............................................ 1.05-6
Diagnostics Overview .......................... 1.10-14 Description ....................................... 3.00-13
E-Help ............................................. 1.10-13 Overview ............................................ 3.00-9
Fault Codes ....................................... 4.00-6
A-2 FORM 6318 First Edition

Field Description Ignition Energy .................................. 3.05-14

Act Cyl Mngmt ................................... 3.05-10 Injection Enable ................................. 3.05-14
Active Cylinder Management ................ 3.05-10 Intake Mnfld ......................................3.05-14
Active Faults ..................................... 3.05-10 Intake Mnfld Temp ............................. 3.05-14
Adj Gen Power .................................. 3.05-10 Integral Gain Adj ................................ 3.05-15
Alarm and Shutdown Setpoints ............. 3.05-10 Knocking ..........................................3.05-15
Average RPM .................................... 3.05-10 kW Trans ......................................... 3.05-15
Baro Pressure ................................... 3.05-10 Load Inertia ......................................3.05-15
Battery Voltage .................................. 3.05-10 Low Idle ...........................................
3.05-15
Blocking Fuel Valve ............................ 3.05-10 Low Idle Adj ......................................3.05-15
Cal Loaded ....................................... 3.05-10 Low Voltage Adj................................. 3.05-15
Coolant Temp.................................... 3.05-10 Low Voltage Limit .............................. 3.05-15
CYL BAL .......................................... 3.05-11 Lower Heating Value .......................... 3.05-15
Differential Gain Adj ............................ 3.05-11 Main Ch Pulse Duration ...................... 3.05-16
Driven Equipment ESD........................ 3.05-11 Max Retard....................................... 3.05-16
Droop(%).......................................... 3.05-11 Mean Exhaust Temp .......................... 3.05-16
Duration Limit .................................... 3.05-11 No Spark Adj..................................... 3.05-16
ECU Hours ....................................... 3.05-11 No Spark Limit .................................. 3.05-16
ECU Temp........................................ 3.05-11 NOx ................................................
3.05-16
Engine % O2 Adjust............................ 3.05-11 Oil Pressure...................................... 3.05-16
Engine Knocking ................................ 3.05-11 Oil Pressure Post-filter ........................ 3.05-16
Engine Setpoint RPM .......................... 3.05-12 Oil Pressure Pre-filter ......................... 3.05-16
Engine Speed RPM ............................ 3.05-12 Oil Temp ..........................................3.05-17
Engine Start ...................................... 3.05-12 Parasitic Load Adjust .......................... 3.05-17
Engine Status Bar .............................. 3.05-12 Percent Rated Load ........................... 3.05-17
Engine Torque % ............................... 3.05-12 Pre Ch Pulse Duration ........................ 3.05-17
Error kW........................................... 3.05-12 Proportion Gain Adj ............................ 3.05-17
ESM Calc Power ................................ 3.05-12 Proportional Sync .............................. 3.05-17
EXH TEMP ....................................... 3.05-12 Remote RPM .................................... 3.05-17
Faults Loaded ................................... 3.05-12 Remote RPM Setpoint ........................ 3.05-17
Fuel on RPM ..................................... 3.05-12 Slave ID ...........................................
3.05-17
Fuel on RPM Adj ................................ 3.05-12 SPARK REF #................................... 3.05-18
Fuel Pressure .................................... 3.05-12 Starter .............................................
3.05-18
Fuel Type ......................................... 3.05-13 Starter Off RPM ................................. 3.05-18
Gain Adjust ....................................... 3.05-13 Starter Off RPM Adj............................ 3.05-18
Gas/Air Pressure................................ 3.05-13 Starting Signal................................... 3.05-18
Generated Rated Power ...................... 3.05-13 Stats Loaded .................................... 3.05-18
Generator Efficiency ........................... 3.05-13 Sync RPM ........................................ 3.05-18
High Idle RPM ................................... 3.05-13 System ............................................3.05-18
High Voltage Adj. ............................... 3.05-13 Transducer Full Scale ......................... 3.05-18
High Voltage Limit .............................. 3.05-13 Turbo Oil Press ................................. 3.05-18
HT Coolant ....................................... 3.05-13 User ESD ......................................... 3.05-19
HT Coolant Press ............................... 3.05-13 User RUN/STOP ............................... 3.05-19
HT Coolant Temp ............................... 3.05-13 User WKI ......................................... 3.05-19
ICU Start .......................................... 3.05-14 User WKI in Use ................................ 3.05-19
Idle.................................................. 3.05-14 Wastegate Error ................................ 3.05-19
IGN TIMING ...................................... 3.05-14 Wastegate Position % ......................... 3.05-19
Ignition Alarm .................................... 3.05-14 Fixed Speed ........................................... 2.20-2
Ignition Enable................................... 3.05-14

G L
Gain Adjustments ................................... 2.20-4 LEDs
Governing .............................................. 2.20-1 Definition ............................................ 1.05-7
Adjusting Gain .................................... 2.20-4 Determining Fault Code......................... 4.00-1
Inputs and Calibrations ......................... 2.20-1 Resetting............................................ 3.10-6
Overview .......................................... 1.10-15 LHV. ........................... See Lower Heating Value
Rotating Moment of Inertia .................... 2.20-4 Load Control Mode.................................. 2.20-3
Theory .............................................. 2.20-1 Definition ............................................ 1.05-7
Load Inertia .......................................... 3.10-13
H Description ......................................... 2.20-4
Programming .................................... 3.10-13
How To Use This Manual ............................. 1-v
Logging System Parameters .................... 3.10-7
Create Text File ................................... 3.10-7
I Creating .TSV File ................................ 3.10-9
Ignition Lower Heating Value ............................. 1.10-16
Diagnostics ........................................ 2.10-3
Level ................................................ 2.10-3 M
Monitoring Ignition Energy Field ............. 2.10-3
Monitoring Spark Reference Number ....... 2.10-3 Magnetic Pickup ..................................... 2.10-2
System Overview ............................... 1.10-15 Definition ............................................ 1.05-7
Theory .............................................. 2.10-2 Safeties ............................................. 2.25-3
Initial Engine Startup............................... 3.10-1 Safety Shutdown.................................. 2.25-3
Injector Control Unit (ICU) Maintenance
Overview ........................................... 1.10-7 Battery ............................................... 4.05-3
Chart ................................................. 4.05-1
Intake Manifold ....................................... 2.25-2
Knock Sensors .................................... 4.05-2
IPM-D Power Distribution Junction Box .............. 4.05-3
Definition ........................................... 1.05-6 System Wiring ..................................... 4.05-3
Overview ........................................... 1.10-7
Manual Actuator Calibration ..................... 3.10-5
Programming..................................... 3.10-15
Metal Particle Detector ............................ 2.25-2
MODBUS®
K Baud Rate .......................................... 1.05-5
Knock .................................................... 2.25-2 Definition ............................................ 1.05-7
Detection and Timing Control ................. 2.15-2
Promoters and Reducers ...................... 2.15-2 N
Theory .............................................. 2.15-1
Knock Sensor Navigating ESP Panels.......................... 3.00-10
Definition ........................................... 1.05-6 Non-Code Troubleshooting .................... 4.00-10
Detonation Detection........................... 1.10-16 NVRAM
Installation ......................................... 4.05-2 Definition ............................................ 1.05-7
Maintenance ...................................... 4.05-2 Saving In ESP ..................................... 3.10-3
kW Air-Fuel Ratio Programming ............. 3.10-16
Engine Percent O2 Adjustment .............. 3.10-20 O
Programming Parasitic Load ................. 3.10-16
Oil Pressure ........................................... 2.25-2
kW Transducer ....................................... 2.25-3
Overcrank .............................................. 2.25-3
Overload ................................................ 2.25-3
Overspeed ............................................. 2.25-2

P S
Panels Safety
User Interface Panels............................ 3.00-5 Batteries ............................................ 1.00-3
PC Body Protection ................................... 1.00-2
Connecting to ECU ............................... 3.00-3 Chemicals .......................................... 1.00-3
Connecting to Modem ......................... 3.00-17 Cleaning Solvents ................................ 1.00-3
Permanent Memory Electrical ............................................ 1.00-2
Saving ............................................... 3.10-3 Emergency Shutdown ........................... 1.00-3
Equipment Repair and Service ............... 1.00-1
Power Distribution Junction Box ............... 2.00-3
Exhaust ............................................. 1.00-2
Connecting Ground .............................. 2.00-4
Fire Protection..................................... 1.00-2
Connecting Power ................................ 2.00-4
Handling Components .......................... 1.00-4
Description ....................................... 1.10-15
Intoxicants and Narcotics....................... 1.00-4
Overview ............................................ 1.10-6
Programming ...................................... 1.00-3
Recommended Wiring ........................... 2.00-3
Protective Guards ................................ 1.00-4
Troubleshooting ................................. 4.00-11
Safety Tags and Decals ........................ 1.00-1
Power Supply Requirements .................... 2.00-1 Tools
Programming Electrical 1.00-4
Basic Programming .............................. 3.10-2 Pneumatic 1.00-4
Conventions ........................................ 1.05-2 Safety Introduction .................................. 1.00-1
Load Inertia....................................... 3.10-13 Safety Shutdowns ................................... 2.25-2
Panel Color Key ................................... 1.05-2
Customer-Initiated Emergency Shutdown . 2.25-2
Remote ECU ..................................... 3.10-10
Description ......................................... 2.25-2
Modem Setup 3.10-11
ECU Internal Faults .............................. 2.25-3
Saving To Permanent Memory ................ 3.10-3
Engine Overload .................................. 2.25-2
Starting ESP ....................................... 3.00-3
Engine Overspeed ............................... 2.25-2
Using a Modem for Remote Monitoring ... 3.00-15
Engine Stall ........................................ 2.25-3
WKI Value ........................................ 3.05-18
E-Stop Switches .................................. 2.25-2
High HT Jacket Water Coolant
R Temperature ............................ 2.25-2
Random Access Memory High Intake Manifold Air Temperature ...... 2.25-2
High Oil Temperature ........................... 2.25-3
Definition ............................................ 1.05-8
High/Low Exhaust Temperature .............. 2.25-2
Remote Monitoring ................................ 3.00-15
Injection Control Unit ............................ 2.25-3
Connecting Modem to ECU and PC ....... 3.00-17
Injection Disabled ................................ 2.25-3
Setting Up Modem to ECU ................... 3.00-15
Intake Manifold Overtemperature ............ 2.25-2
Starting ESP ..................................... 3.00-17
Loss of kW Transducer ......................... 2.25-3
Resetting LEDs on ECU .......................... 3.10-6 Low HT Jacket Water Coolant Pressure ... 2.25-2
Rotating Moment of Inertia Low Oil Pressure ................................. 2.25-2
Adjusting Gain ..................................... 2.20-4 Magnetic Pickups................................. 2.25-3
Load Inertia......................................... 2.20-4 Metal Particles in Oil ............................. 2.25-2
RS-232 ................................................... 1.05-8 Overcrank .......................................... 2.25-3
RS-485 ................................................... 1.05-8 Overview.......................................... 1.10-15
Security Violation ................................. 2.25-3
Smart Temperature Unit ........................ 2.25-3
Uncontrollable Engine Knock.................. 2.25-2

Secondary ECU Panel

(18V220GL/APG3000 Only) ............... 3.05-9
T
Security Violations .................................. 2.25-3 Theory
Knock ................................................ 2.15-1
Sensors ................................................. 1.10-9
Torque Values ...................................... 1.05-11
Shutdown
Emergency Stop Sequence Diagram ....... 2.05-5 Troubleshooting
Fault Codes ....................................... 4.00-8 Additional Assistance .......................... 4.00-11
Determining Fault Code......................... 4.00-1
Smart Temperature Unit
E-Help ............................................... 4.00-3
Overview ........................................... 1.10-8
Fault Codes ........................................ 4.00-6
Safety Shutdown ................................. 2.25-3
Non-Code Troubleshooting .................. 4.00-10
Spark Reference Number........................ 2.10-3 Power Distribution Junction Box ............ 4.00-11
Speed Control Mode ............................... 2.20-2 Where to Begin.................................... 4.00-1
Definition ........................................... 1.05-8
Fixed Speed ....................................... 2.20-2
Variable Speed ................................... 2.20-3
U
Speed Governing. ........................See Governing User Interface Panels
Stall....................................................... 2.25-3 [F10] System/Shutdown Status ............... 3.00-7
[F11] Advanced Functions ..................... 3.00-8
Starting ESP .......................................... 3.00-4
[F2] Engine ......................................... 3.00-5
Start-Stop Control [F3] Start-Stop ..................................... 3.00-5
Cranking the Engine Over Without [F4] Governor Operating Status .............. 3.00-6
Starting and Without Fuel ........... 2.05-5
[F5] Ignition Status ............................... 3.00-6
Description......................................... 2.05-2
[F8] AFR Setup.................................... 3.00-7
Emergency Shutdown Sequence ............ 2.05-2
Color Key ........................................... 1.05-2
Emergency Stop Flow Diagram .............. 2.05-5
Definition ............................................ 1.05-8
Emergency Stop Sequence Diagram ....... 2.05-5
Description ....................................... 1.10-14
Normal Shutdown Sequence ................. 2.05-2
Secondary ECU ................................... 3.00-8
Overview .......................................... 1.10-15
Prelubing the Engine Without Starting...... 2.05-5
User Interface Panels Overview ............... 3.00-4
Start Flow Diagram .............................. 2.05-3
Start Sequence ................................... 2.05-2 V
Stop Flow Diagram .............................. 2.05-4 Variable Speed ....................................... 2.20-3
STU ........................See Smart Temperature Unit Version Details ....................................... 3.00-9
Synchronizer Control
Definition ........................................... 1.05-8
Description............................. 1.10-15, 2.20-4
W
System Block Diagram Wastegate .............................................. 1.10-8
12V220GL/APG2000 ........................... 1.10-2 Waukesha Knock Index ........................ See WKI
18V220GL/APG3000 ........................... 1.10-3 Wiring
System Requirements............................. 3.00-1 Maintenance ....................................... 4.05-3
Power Distribution Junction Box ............ 1.10-15
Requirements...................................... 1.05-1
WKI
Definition ............................................ 1.05-8
Programming .................................... 3.05-18

WAUKESHA ENGINE, DRESSER, INC. - EXPRESS LIMITED WARRANTY COVERING
PRODUCTS USED IN CONTINUOUS DUTY APPLICATIONS
INTRODUCTION
CONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha’s approved ratings in effect at time of sale.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,
or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workman-
ship.
B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as
the direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:
1. 12 months after the initial new Products start-up date; or
2. 24 months after the original shipment date of the covered Products by Waukesha Engine.
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subpara-
graph.
This coverage shall expire upon the earlier of the following:
2. 25,000 hours of operation of the covered Products; or
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.
III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha’s authorized contractor or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a
warranted failure.
IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products within the guidelines established by Waukesha.
B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.
H. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA’S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products; or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
VI. APPLICABILITY AND EXPIRATION
The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of
no further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER
SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-
TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated
in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories
must be commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request for
negotiation, either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance
with its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction
thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See form M464 for the most current warranty terms. Effective February 22, 2006
W-1
WAUKESHA ENGINE, DRESSER, INC. - EXPRESS LIMITED WARRANTY FOR
GENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS
INTRODUCTION
This warranty only applies to Genuine Waukesha Service Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks)
(hereinafter referred to as “Service Parts”) sold by Waukesha Engine and used for repair, maintenance, or overhaul of Waukesha Products.
or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product
damaged as the direct result of a warrantable defect in a Product during the term of coverage.
This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following:
A. 12 months after the date the part is installed; or
B. 24 months after the purchase date from an authorized Waukesha Distributor.
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
A. The repair or replacement, at Waukesha's election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.
B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by
Waukesha’s authorized Distributor.
C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service
Part from Waukesha.
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
A. The operation and maintenance of the Products/Service Parts within the guidelines established by Waukesha.
B. Making The Products/service Parts available to Waukesha or Waukesha's authorized Distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty.
H. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair.
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. Limitation Of Waukesha's Obligations
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or
assembly practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or
C. Any failure resulting from overload, overspeed, overheat, accident; or
E. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Wauke-
sha Engine Distributor; or
H. Failure to make Products and Service Parts available to Waukesha or its authorized representative; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or
K. Any failure or damage resulting from the improper or extended storage of a Service Part; or
L. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; or
M. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. are not considered defective if in need of routine
replacement, rebuild, or maintenance during the term of the warranty.
The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall
expire and be of no further effect upon the date of expiration of the applicable warranty period.
VII. WARRANTY ADMINISTRATION
This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the distributor to
determine whether the warranty is applicable.
Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is
available by contacting Waukesha Engine at (262) 547-3311.
THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER
SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-
TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, In no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated
in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories
must be commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for
negotiation, either party may initiate arbitration as hereinafter provided.
thereof.
award punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and conditions of this agreement. The law of Texas shall govern.
See Form M-463 for the most current warranty terms; effective February 22, 2006.
W-2
WAUKESHA ENGINE, DRESSER, INC. EXPRESS LIMITED WARRANTY
FOR PRODUCTS OPERATED IN EXCESS OF CONTINUOUS DUTY RATINGS
INTRODUCTION
This warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating.
APPLICATIONS COVERED BY THIS WARRANTY
Standby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the system
will produce continuously (no overload), 24 hours per day for the duration of the prime power source outage.
Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blow-
ers, pumps, compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation for any length of time between the con-
tinuous and intermittent ratings, see the Peak Shaving Application rating procedure.
Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower-hours available per year at site specific conditions. All
applications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha's Application Engineering Department.
or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product
damaged as the direct result of a warrantable defect in a Product during the term of coverage.
A.
This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:
1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start-up date; or
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinderhead castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph.
This coverage shall expire upon the earlier of the following:
2. 25,000 hours of operation of the covered Products; or
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractors or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a
warranted failure.
NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMS
BROUGHT PURSUANT TO SUBPARAGRAPH II (B).
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
A. The operation of the Product within the allowable HP-HR/YR rating granted by the specific Special Application Approval for the Product.
B. The operation and maintenance of the Products within the guidelines established by Waukesha.
C. Making the Products available to Waukesha or Waukesha's authorized contractors or distributors for any warranty repair, during normal business hours.
D. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
F. All administrative costs and expenses resulting from a warranted failure.
G. Any costs of transportation, towing, repair facilities, or associated costs.
H. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA'S OBLIGATIONS
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products: or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of
no further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASED
ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WAR-
RANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A
PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in contract, tort strict lia-
bility, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be commenced within
two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for
negotiation, either party may initiate arbitration as herein after provided.
thereof.
award punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and condition of this agreement. The law of Texas shall govern.
See Form 467 for the most current warranty terms, effective February 22, 2006.
W-3

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ATGL®, CFR®, ESM®, EXTENDER SERIES®, DRESSER®,

How To Use This Manual

FORM 6318 First Edition i

ii FORM 6318 First Edition

CHAPTER 4 – TROUBLESHOOTING &

Section 4.05 – ESM Maintenance

FORM 6318 First Edition iii

iv FORM 6318 First Edition

FORM 6318 First Edition v

vi FORM 6318 First Edition

SECTION 1.00 – SAFETY

SECTION 1.05 – GENERAL INFORMATION

SECTION 1.10 – ENGINE SYSTEM MANAGER (ESM)

FORM 6318 First Edition

FORM 6318 First Edition

SAFETY INTRODUCTION This symbol identifies

FORM 6318 First Edition 1.00-1

Disconnect all engine

1.00-2 FORM 6318 First Edition

BATTERIES EMERGENCY SHUTDOWN

FORM 6318 First Edition 1.00-3

INTOXICANTS AND NARCOTICS

1.00-4 FORM 6318 First Edition

FORM 6318 First Edition 1.05-1

1.05-2 FORM 6318 First Edition

Figure 1.05-2. Example of Coded Designation for Oil Pressure Sensor

FORM 6318 First Edition 1.05-3

Number Definitions Subsequent numbers may be used if there are multi-

Table 1.05-7. Connection Point Examples

4 Fill Location or Connection 42 HT Water Outlet

6 Vent/Degassing Location or Connection 52-1 Exhaust Gas Outlet (“A” Bank)

7 Expansion Location or Connection 61-2 Combustion Air Inlet to Turbocharger Compres-

1.05-4 FORM 6318 First Edition

FORM 6318 First Edition 1.05-5

Engine Control Unit (ECU): Icon:

1.05-6 FORM 6318 First Edition

FORM 6318 First Edition 1.05-7

PT: Slave Communications:

1.05-8 FORM 6318 First Edition

FORM 6318 First Edition 1.05-9

Table 1.05-8. English to Metric Formula Conversion

CONVERSION FORMULA EXAMPLE

Foot pounds multiplied by 1.3558 equals

Pounds per square inch multiplied by 0.0690

Pounds force x inches x squared seconds mul-

Table 1.05-9. Metric to English Formula Conversion

CONVERSION FORMULA EXAMPLE

1.05-10 FORM 6318 First Edition

Table 1.05-10 U.S. Standard Capscrew Torque Values

FORM 6318 First Edition 1.05-11

1.05-12 FORM 6318 First Edition

TORQUE TORQUE TORQUE

FORM 6318 First Edition 1.05-13

1.05-14 FORM 6318 First Edition

ENGINE CONTROL SYSTEM OVERVIEW

FORM 6318 First Edition 1.10-1

12V220GL/APG2000 SYSTEM BLOCK DIAGRAM

Ignition Power Power Electronic Control Panel

Wastegate Injector Auxiliary

Fuel Intake Knock

Figure 1.10-1. 12V220GL/APG2000 System Block Diagram

1.10-2 FORM 6318 First Edition