Gas Engines

Application and
Installation
Guide

G3600-G3300
● Introduction

● Engine Selection
● Ambient Considerations
G3600-G3300 Introduction
Introduction
Proper engine selection and installation is
vital for dependable performance and long,
trouble-free life. The purpose of this guide is
to help the reader:
• Make knowledgeable choices of power
equipment.
• Design and build installations that perform
reliably at an optimum price/value
relationship to the customer.
To ensure proper installations are
accomplished, Caterpillar has support
capability unmatched in the industry. From
conception of power needs, through varied
disciplines required for installation, to service
and maintenance demanded years after
completion, Caterpillar continues its
commitment to its customer’s successful
installations.
The information presented in this guide
should aid in the planning through customer
acceptance phases of a project.
Development of installation knowledge
parallels equipment advances. While this
application and installation guide summarizes
many aspects of installation, Caterpillar
Dealers stand ready to assist you.
It is the installer’s responsibility to consider
and avoid possibly hazardous conditions
which could develop from the systems
involved in the specific engine installation.
The suggestions provided in this guide
regarding avoidance of hazardous conditions
apply to all applications and are necessarily of
a general nature since only the installer is
familiar with the details of a particular
installation. Consider the suggestions
provided in this guide as general examples
only and are in no way intended to cover
every possible hazard in all installations.
Use this guide’s table of contents as a
checklist of subjects affecting on-site power
plants. Referring to this index during
preliminary planning avoids the effort and
expense of after-installation changes.

The guide is arranged by systems and is

designed to enable the information to be kept
current.

Some technical data is included in the text

portion of the guide while other data can be
found elsewhere within the Gas Power
Systems Manual. All information provided is
for ease of reference and will be updated
periodically. Dealers can also obtain current
engine information by accessing the
Caterpillar Technical Marketing Information
System, (TMI). Always check this system for
the most current engine data available. The
TMI System is a corporately oriented
computerized system for collecting, preparing
maintaining, and communicating technical
data required for marketing Engine Division
products. TMI operates in an IMS
environment through the Caterpillar Network
and functions under a Corporate Security
System.

5
G3600-G3300 Engine Selection
General
Engine Configurations
Aspiration
Emissions
Compression Ratio
Power Requirements
Engine Design and Light Loading
Industrial Engines
Generator Set Engine Requirements
Engine Ratings
Factors Involved in Establishing Ratings
Rating Tolerances
Standard Conditions
Altitude and Temperature Deration
Fuel Deration
Actual Engine Rating
Additional Consideration for Naturally
Aspirated Engines
Engine Selection
General
One of the major concerns in applying gas
engines is the proper application of engine
horsepower to obtain desired performance,
economic operation, and satisfactory engine
life. Successful application of gas engines
requires an understanding of power
requirements, how engines are rated, a
working knowledge of the selection, and use
of ratings.
Engine Configurations
In order to meet the needs of our customers,
Caterpillar Gas Engines come in many
different configurations. Many of the
configuration options will change the power
output of a given engine. Engine configuration
must be considered when sizing the engine.
Before the process of sizing and selecting an
engine can begin, the engine configuration
and factors affecting the ratings must be
identified.
Aspiration
Caterpillar Gas Engines are available as
naturally aspirated (NA) and turbocharged
aftercooled (TA) engines.
The air-fuel mixture that a naturally aspirated
engine can draw into its cylinders is limited
by the engine’s breathing characteristics and
atmospheric conditions. Therefore, an NA
engine’s load capability will be directly
affected by altitude and ambient
temperatures.
Turbocharging is an efficient means of
increasing air flow and power output. It also
allows the engine to be more tolerant of
differences in altitude and ambient
temperatures. However, air compression by
the turbocharger increases air temperature.
In order to reduce the higher temperatures, a
separate circuit aftercooler (SCAC) is used on
every TA gas engine so that both the air
density and detonation margin are increased.
The aftercooler circuit on TA engines can be
cooled by either 90°F or 130°F water,
depending on the water temperature available
at the site. The aftercooler temperature
selected will directly affect the power
available on any given engine. Higher water
temperatures lead to higher inlet manifold
temperatures which reduce an engine’s
detonation margin. If the engine were not
derated, it would experience detonation which
can damage the engine.
For more information see “Altitude and
Temperature Deration” section.
Emissions
Caterpillar offers standard (STD) engines that
can be used in areas where emissions levels
allow, or with a catalytic converter for areas
under very stringent emission control.
Caterpillar also offers low emission (LE)
engines for areas where emissions are of
primary concern.
Caterpillar’s low emission engines use lean
burn technology. Lean burn means that
excess air is forced into the cylinder to cool
the combustion process. This reduces the
NOx in the exhaust. The other benefit derived
from this process is that low emission engines
can sustain higher loads without detonating. It
is for this reason that low emission engines
will have a higher rating than standard
engines, given the same SCAC temperature
and compression ratio.
Compression Ratio
High and low compression ratios are available
on most gas engines. The high compression
ratio pistons are used on TA engines to obtain
low BSFC and emissions, but can only burn a
very narrow range of fuels with pipeline
natural gas being the most common. The low
compression ratio pistons are used on the TA
and NA standard engines and on the fuel
tolerant low emission engines. Some (not all)
high compression ratio engines are derated to
prevent detonation on lower methane number
fuels.
Any combination of the above configurations
can change the rating of a given engine. The
customer should be aware of the
configuration that the application requires so
the correct performance data can be applied
in sizing the engine. Ratings for all
configurations can be found in the TMI or in
9
 the Performance and Technical Information
Handbooks.
Power Requirements
Manufacturers and customers develop their
own ideas of adequate engine performance.
Insufficient power causes low productivity and
user dissatisfaction. Excessive power costs
more, requires heavier couplings and
mountings, and may reduce system efficiency.
The ideal installation is responsive,
productive, and durable — satisfying the
owner’s need for performance and overall
value. It is the customers responsibility to
ensure that the engine selected meets the
performance needs of the application.
Engine Design and Light Loading
Caterpillar Gas Engines are designed to run
continuously at industry accepted high
ratings and provide optimum service life. This
requires many stringent design requirements
to provide the proper amount of lubrication to
all the cylinder components at these high
continuous ratings. Conversely, if an engine is
run continuously at very light loads for
extensive periods of time, the pressure within
the cylinder is much lower than designed and
the cylinder components will be
overlubricated—example: piston rings are
“pushed” by the cylinder pressure against the
liner wall to create the proper piston ring to
liner pressure and correct oil control.
Caterpillar Gas Engines can be operated for
limited times at very light loads with no
Low Load Time Limits for Continuous Operation on Caterpillar Gas Engines
G3300, G3400, G3500
NA Engine
% Load (hours)
Low Idle 1 1
High Idle 2 4
10 4 8
20 8 24
30 12
40 24
50 50
60 100
70 750
80 750+
90 750+
100 750+
10
harmful effects. The following chart gives the
limited time of continuous operation and
percent load that the particular engine model
and configuration can be operated. The 750+
hours denotes continuous “around the clock”
usage. For all other percent loads shown,
continuous operation must be limited to the
times listed in the following chart. Once this
limit is reached the engine load should be
increased to a percent load of continuous duty
(750+ hour). The engine should be run a
minimum of twice as long as the time the
engine was lightly loaded before returning
the engine to any load less than a continuous
duty load (750+ hours).
Example: a G3406 TA engine operating at 10%
of its available power capability should be
limited to 8 hours of continuous duty. Then
this engine should be operated at a minimum
of 50% of its power capability for at least 16
hours before returning to a lighter load.
Industrial Engines
Power Requirements Compared With
Past Experience
Before selecting an engine model and rating,
power demand must be analyzed. This is
simplified if experience is available with a
similar machine powered by an engine of
known rating and performance. If the
combination is performed adequately, this
information provides a good starting point for
selecting an engine in a new installation. If an
engine is not performing adequately, make
the appropriate adjustments to power
G3300, G3400, G3500 G3600
TA Engine TA Engine
(hours) (hours)
0.5
2
8
24
100 100
750 750
750+ 750+
750+ 750+
750+ 750+
750+ 750+
750+ 750+
750+ 750+
requirements insuring the correct sizing of
the new engine.
Calculated Horsepower Demand
An estimate of machine load demand can be
made mathematically when no actual machine
experience is available to serve as a
comparison. Using the basic engineering
principles of work and energy, and data on the
type of task to be accomplished, it is possible
to convert the functions of a machine from
torque demand to power demand.
P (kW) = T (kN-m) * N (rpm) / 9.55
P (Hp) = T (lb-ft) * N (rpm) / 5252
P = Power required by the machine.
T = Torque of the machine.
N = Speed of the machine at the given torque.
Calculation may be the only way to estimate
power requirements of a new installation. This
approach is accurate only if all factors are
considered, and any assumptions made are
correct. For certain applications such as
pumps or other continuous loads where
demand is known, calculated values are quite
accurate. In other applications, actual demand
can differ significantly.
Torque Requirement of Driven
Equipment
Equipment such as plunger pumps or positive
displacement compressors require relatively
constant torque input regardless of rpm.
Torque requirement for equipment such as
blowers or centrifugal pumps vary with rpm.
For stable operation, an engine driving
constant torque equipment must be capable of
producing the necessary torque over the
required speed range. This ability is
described by an engine’s torque or
performance curve. Most Caterpillar
Industrial Gas Engines are capable of
delivering rated torque down to 70% of rated
speed (30% turndown) and are tested for a
constant torque at 70% of rated speed. The
torque curves for each engine can be found in
the appropriate performance book. Constant
torque producing capability is not required for
stable operation with centrifugal pumps or
blowers. See “Additional Considerations for
Naturally Aspirated Engines” section for
additional comments for NA engines.
Generator Set Engine Requirements
Determining the power requirements for a
generator set application can be much more
involved than for industrial applications. Not
only does the operating load of all the
equipment need to be determined but also the
power required to start highly reactive
equipment, such as electric motors, which can
pull as much as 1.8–2.4 times their rated
power when they are started. In addition to
power requirements of the engine, engine
response and stability factors need to be
considered.
Load Analysis
Before an engine(s) for a power generation
site can be selected, a load analysis needs to
be performed.
To be complete, the load analysis for a plant
or facility must encompass a study of the
energy requirements for each of the three
major services: air conditioning; heating; and
electric power and lighting. Complete
treatment of all three areas is beyond the
scope of this publication; however, much of
the basic data employed when making an
analysis of the electric load can be assembled
and presented in a limited space. The material
offered on the pages that follow is an attempt
to provide some of the more useful data for
those engaged in the preparation of load
analyses and economic studies for on-site
power applications.
Typical Load Profile
Total Connected Load
Peak Demand
Load
Emergency
Connected Load
Average Load
AM PM
Time
Figure 1.
11
 Chronological
Load, kW
0 0
12 3 6 9 12 3 6
AM Time PM
Figure 2.
Figure 2
The Electric Load
The first step in making an analysis of the
electric load is to develop and plot a family of
load profile charts. A minimum would consist
of one chart for a representative 24-hour
period (Figures 1, 2, and 3) and one for a
representative 12-month period (Figure 4).
The 24-hour chart should reflect the average
kilowatt load for each hour, or in some
instances each half hour, or in some instances
each quarter hour, while the 12-month chart
should represent the average kW load for
each month. In some instances an additional
set of charts should be made to reflect
anticipated growth.
The development of load profile charts is
equally essential and useful whether they
apply to existing loads or to proposed loads
for facilities not yet constructed — only the
method of development differs. Such charts
provide a basis for the selection of power
generating equipment as well as data for
feasibility and economic studies.
12
Duration
Load, kW
9 12 0 3 6 9 12 15 18 21 24
Time (Hours)
Figure 3.
Figure 3
For existing loads which are being served by
an electric utility company or a similar source
of power, either power bills or power
consumption records for a representative
12-month period will provide most of the data
needed for a 12-month average load profile.
The average kW load for each month can be
determined by dividing the total kilowatt
hours used during the month, by the total
number of hours of operation during that
month.
Average kWh Load 5 total kWh used 4
Total hours of operation
The average kilowatt load will always be lower
than the maximum kilowatt demand of the
plant. Therefore, the average load as
determined above cannot be used without
reservation to establish the engine and
generator requirements, unless the load is
known to be steady, such as a single air
conditioning unit or pump to be operated by
the generator. However, when the average
monthly kilowatt load is determined for any
month, it can be plotted on a bar graph
similar to Figure 4. This, when completed for
a year, can illustrate seasonal variation in load
and help in the selection of a proper size and
number of electric sets.
 Average kW Load

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

Average monthly kW load curve showing seasonal variation

Figure
Figure4.4

Most power bills show a demand charge. Electrical Power Management

However, unless the bill clearly points out Once a load analysis has been completed, a
how this figure is determined, the rate plan for power management can be
schedule will need to be known to use it. developed. There are many schemes to
Some bills will give the maximum kW choose from. Some of the most common are
demand. This figure is usually the highest 15- peak shaving, base-loading, zero import/
or 30-minute average demand during the export control, and standby.
month, and does not show momentary peak
kW demands which may be caused by
starting large motors and certain other
equipment. The average demand is the
normal load on the electric set. A discussion
on how to account for these sometimes large
voltage excursions caused by motor startup
can be found in the section on motor load.

Acquiring load data from existing plants is a

relatively simple operation. Developing
similar data, however, for a plant or facility not
yet constructed is quite another operation.
Most load analysis associated with on-site
power generation will be in the latter
category. The data available from existing
facilities provides a most important source of
information for use when estimating loads and
power consumption for new facilities. A
limited amount of these data are given in
Figure 5. While the figures given are
admittedly average and subject to some
variation in different geographic locations
because of climate and operating conditions,
they are quite reliable and are particularly
useful for making preliminary or exploratory
feasibility and economic studies of proposed
installations.

13
 Load and Power Consumption Estimating Data
Power Usage
Facility Watts/sq ft kWh/ft2/yr
Schools 4–5 average (43.06–53.82 W/m2) (Total) 11 to 17
Class Rooms 5–6 (53.87–64.58) (1.02 to 1.58 kWh/m2/yr)
Locker Rooms, Auditoriums 2–3 (21.53–32.29)
Halls and Corridors 20 Watts per running foot (65.62 W/m)
Shopping Centers 5 average (Total) 28 to 34 (2.6–3.2)
Stores, Large Department and Specialty Stores 5–6 (53.87–64.58)
Show Windows 500 Watts per running foot (1640.5 W/m)
Office Buildings 5–6 average 28 to 34 (2.6–3.2)
Private and General Offices 4 (43.06)
Professional Offices 6–7 (64.58–75.35)
Dentist, Drafting Rooms, etc. 7 (75.35)
Hotels and Motels 3–4 average (32.29–43.06) (Total) 12 to 17 (1.1–1.58)
Lounge 2 (21.53)
Rooms 3 (32.29)
Dining Rooms 4 (43.06)
Exhibition Halls, Shops, Lobby, Kitchen 3 (32.29)
Hospitals 1.5 to 2.5 kW per bed average 8500 to 11400 kWH
Lobby, Wards, Cafeterias 3 Watts/sq ft (32.29 W/m2) per bed per year
Private Rooms, Operating Rooms 5 Watts/sq/ft (53.82 W/m2)
Operating Tables Major surgeries 3000 Watts each
Minor surgeries 1500 Watts each
Apartment Houses 2–3 kW per unit (Total) 11 to 17 (1.02 to 1.58)
Lobby 2 Watts/sq ft (21.53 W/m2)
Apartments 3 Watts/sq ft (32.29 W/m2)
Small Appliances 1.5 kW/unit

Figure 5.
Figure 5

Peak Shaving Peak Shaving

Often a power utility will offer a customer
with large power variations a discount if the
User Supplied
load does not fluctuate beyond a certain Power
Power Demand

amount. Figure 6, shows how a customer

Maximum Power
might get a cheaper rate by not allowing the 500 Requirement for
power demand to be above 500 kW. The kW Discounted Utility
Rate
concept of peak shaving is for the customer to Utility
Supplied
have enough power generating capability of Power
his own to shave the peaks from his power
demands. This relieves the utility of this
Time
responsibility.

Figure 6.

This type of power management can be very

demanding on an engine. The engine must be
capable of carrying the difference between
the maximum utility supply and the maximum
power demand, as determined by the load
analysis. It must also be able to start quickly
and automatically parallel to the utility. Since
the load can fluctuate rapidly, the response of
the engine must be taken into consideration.

14
Base-Loading Zero Import Zero Export Control
Base-loading is the operation of a generator
set at a constant load. When the power
demand exceeds the generator output, power
is imported from the utility. If the base-

Power Demand
loading exceeds the plant internal power
demands, the excess power can sometimes be
exported to the utility, see Figure 7.

This type of power management is probably User

Supplied
the least demanding on the engine. Since the Power
generator set is operated at a constant load,
engine response is not as critical as for the
Time
peak shaving case. It is also much easier to
size the package since any overloads will be
handled by the utility. Figure 8.

Zero Import Zero Export Control

A customer may wish to supply all the
electrical needs of the facility; this is called
zero import zero export control, see Figure 8.
If the power requirements fluctuate widely, a
series of generator sets can be used and
brought on line as required.

Since the customer remains paralleled to the

utility, the demands made on the engines for
this type of application are similar to base-
loading. Very good generator set response
and stability are not required to provide a
stable voltage and frequency. However,
reliability is important. Utilities will often
invoke demand charge penalties for failure to
provide power for as short as 15 minutes. The
load analysis should be performed to identify
the power requirements to the facility.

Base Loading

Imported
Utility
Power
(Purchased Power)
Power Demand

Exported
500 Power
kW (Sold Power)

User
Supplied
Power

Time

Figure 7.

15
 Standby
There are many applications where it is
critical that power be available even when the
utility is lost. In these cases a generator set
can be used to provide backup power.
Where generator sets supply standby power,
separate electrical circuits provide for critical
emergency loads. These loads must be
satisfied when normal power fails. Standby
sets are sized to the emergency circuit’s total
connected load. In fact, for hospitals, the
National Electric Code (NEC) requires a
generator set size equal to the total connected
emergency load, even though all equipment
may not be operated at the same time.
Combined power schemes, i.e. ones that use
both utility and generator power, including
standby, require a premium governor such as
the 2301A load share or 701 speed control.
Generator Set Stability and Response
As mentioned earlier, gen set stability and
response can play a major role in making an
installation successful. For applications where
Motor Starting
6X Running
Current
Amperes
Unloaded
Running
1 2
Time (Seconds)
Figure 9.
Figure 9
16
the generator must parallel with the utility, or
if it will run stand-alone with frequency
sensitive equipment on-line, stability of the
engine is critical. When widely fluctuating
loads are expected, the generator set must be
capable of accepting large block loads with
acceptable voltage dips and/or recovery
times.
The transient response and steady-state
stability of generator set engines can vary
with a number of factors: engine model,
engine speed, aspiration, power factor,
carburetion, and governor. For this reason,
consult the TMI for the response
specifications of the particular generator set
being considered.
ISO Class 1 and 2 are international standards
for generator set response criteria. Note that
there are two separate and different sets of
Class 1 and 2 standards. One is for diesel
engines and the other applies to gas engines.
The ISO requirements for gas engines are not
as stringent as they are for diesel engines. For
additional discussion, see section on
Loaded
3 4 5 6 7
Governors. When Class 1 or Class 2 is analysis if there are any large motors that
referred to in this book, it means gas engine must be started when the generator initially
Class 1 or 2. The following table reflects the closes, especially if the motor is started while
current ISO standards for Class 1 and 2 gas loaded.
engines:
The section on Electric Power Generation
Transient Response (EPG) gives additional information on various
Class 1 Class 2 motors and what type of loads can be
Frequency Recovery Time 10 sec 5 sec expected from them during normal operation
Frequency Deviation and start-up.
Stepped Load Increase -25% -20%
100% Load Decrease +18% +12%
Regenerative Power
Tolerance for Recovery ±1.75% ±1.0%
Some motor applications, such as hoisting,
Voltage Recovery Time 10 sec 6 sec
depend on motors for braking. Motors then
Voltage Deviation act as generators and feed power back to the
Stepped Load Decrease +35% +25% generator set. The rating on the motor is
100% Load Increase -25% -20% greater when used as a brake, if no other
This criteria is based on adding load in two steps: loads are connected to absorb this
Step 1: 116 psi bmep or approximately 64% of rated load regenerative energy, only engine frictional
on most TA engines.
Step 2: Remainder of load. horsepower is used for braking. Exceeding
Full load pickup for engines rated above 116 psi bmep, is frictional horsepower causes generator set
not a requirement under the ISO classification. For
dropping a load, 100% is used. overspeed. Regenerative potential for a
Steady-State Stability common application, elevators, is estimated
Class 1 Class 2 by:
Frequency ± 1.25% ± 0.75%
Regeneration kW =
Voltage ± 5.0% ± 2.5%
Hoist Motor hp 3 1.8 3 0.746 3 0.9
The generator set stability required for auto-paralleling is
±0.25%. (Note: this is a Caterpillar requirement, not an
ISO requirement.) Where 0.9 = Motor Efficiency
**For ratings above 116 psi (800 kPa) bmep (most TA 1.8 = Full Load Brake Rating Factor
ratings), smaller load steps may be specified where 0.746 = hp to kW Conversion
Class I or Class II requirements can be met.

Load banks activated by directional power

Motor Load
Motors draw more than rated kW during
starting and acceleration. Motors connected
directly to high inertia centrifugal devices or
loaded reciprocating compressors cause
severe frequency excursions and lengthy
motor start up. Comparing starting currents
between loaded and unloaded motors shows
the extended time loaded motors demand
high current, Figure 9.
Motors generally exhibit low power factors
(pf) of 0.3 to 0.4 when starting. Engine load is
calculated by:
relays must be installed to prevent engine/
generator damage when combinations of
connected load and engine frictional
horsepower are not sufficient to restrain
regenerative energy.
Auxiliar y Loads
In addition to the main load carried by the
engine, allowance must also be made for all
other engine driven auxiliary loads. Extra
loads imposed by a cooling fan, alternator, air
compressor, and hydraulic pump may
represent a significant reduction of available
engine power.

kW = Starting kV•A 3 pf

As can be seen in Figure 9, the starting kV•A

can be as much as 6 times the running kV•A.
This results in an engine load of 1.8 to 2.4
times the normal load required to run the
motor. This must be accounted for in the load

17
 Engine Ratings
Once the engine configuration and load has
been established, it is time to select an engine
that will meet the performance goals. One of
those goals is that the engine must be capable
of pulling the applied load. The engine rating
is used to determine if a given engine can
successfully meet the challenge. Successful
application requires an understanding of how
engines are rated and how to select these
ratings.
Factors Involved in Establishing
Ratings
Caterpillar Gas Engine ratings are designed
for continuous duty at rated power. All
Caterpillar Gas Engines are based on a diesel
engine counterpart and designed to withstand
the loading of the diesel engine’s cylinder
pressure. Gas engines encounter combustion
detonation before achieving power levels
equivalent to those found in a diesel. Ratings
are established at levels which provide
acceptable margin to combustion knock.
Consult the Performance books for rating
curves which show available ratings at
various speeds for each model and
configuration. Specification sheets also carry
some of this information.
Rating Tolerances
Actual engine power output may vary by up to
±3% from nameplate value on a new engine.
Where load demand of some work producing
device is published, add the manufacturer’s
tolerance to demand power, if power needs
are to be met in all cases.
Standard Conditions
Ratings are based on SAE J1349 standard
conditions of 100 kPa (29.61 in. Hg) and 25°C
(77°F). These ratings also apply at
ISO 3046/1, DIN 6271 and BS 5514 standard
conditions of 100 kPa (29.61 in. Hg), 27°C
(81°F) and 60% relative humidity. Any change
from these standard conditions may affect the
engine rating.
Altitude and Temperature Deration
Since the established rating for a given engine
is defined for a given ambient pressure
(29.61 in Hg) and temperature (77°F), the
engines ability to pull rated load can be
affected as altitude and temperatures
increase. Naturally aspirated engines are
affected more by changes in these conditions
than are turbocharged engines. This is a
result of the turbocharger’s ability to
compensate for low ambient pressures and
the aftercooler’s ability to maintain a constant
air inlet temperature.

Altitude Deration Factors

3406 SITA10.3 Compression Ratio (1000-1400 rpm)

1.10
1.05
1
0.95
Deration Factor

0.90
0.85
70°F Ambient Air
0.80 85°F Ambient Air
105°F Ambient Air
0.75 125°F Ambient Air
0.70
0.65
0.60
0 2000 4000 6000 8000 10000 12000 14000

Altitude (Feet Above Sea Level)

Figure 10.
Figure 10

18
To compensate for altitude and ambient
temperature, find the altitude deration curve
in the Performance book for the engine in
question. Next, determine the altitude and the
maximum ambient temperature to the engine
that can reasonably be expected. Figure 10
shows the Altitude Deration Factors for a
G3406 TA, 10.3:1 C/R, low speed engine. If
the expected altitude and temperature are
6000 ft and 105° respectfully, the rating under
these conditions would be 92% of the engine’s
rating at standard conditions (found from the
rating curve).
Fuel Deration
There are two types of fuel derations. One is
based on a fuel’s ability to resist detonation
(Fuel Usage Guides), and the other is based
on the fuel’s lower heating value (LHV).
Fuel Usage Guides
The Fuel Usage Guides are used to provide
an engine rating based on a fuel’s ability, or
inability, to resist detonation. The measure of
a fuel’s ability to resist detonation is called the
methane number. Consult the section on
Fuels for a complete discussion on detonation
and how to determine the methane number of
a fuel.
Figure 11 is an example of a Fuel Usage
Guide from the G3500 Industrial Performance
Book.
The header gives the engine model and
configuration (LE, TA, NA), the compression
ratio, the AC Temp (engine rating), and the
engine speed.
The Minimum Methane Number of the fuel
that can be used with this engine model is 30.
This is denoted by the 0 derate factor for fuels
with <30 methane number (column one). The
G3516 LE Fuel Usage Guide
8:1 Compression Ratio 130°F
Derate Factor/Engine Timing vs Methane Number
<30 30 35 40 45 50
0/-- 0.9/19 0.9/21 0.9/22 1.0/23 1.0/24
Figure
Figure11.
11
derate for fuels with methane number
between 30 and <45 is 0.9. This means the
fuel derate for the 30 to <45 methane number
fuels is 10% or the engine can develop 90% of
its power before detonation will occur. Power
is shown in the performance data on the page
previous to each FUG in the Performance
book or power can be determined by
comparing available ratings to the engine
information given in the FUG header. For
fuels with a methane number of 45 to 100, the
derate factor is 1.0 or there is no fuel deration
required and the engine can develop full
engine horsepower without detonation. Note:
fuel deration is only one of the deration
factors to consider with gas engines.
The second number after the “slash” symbol
(/) in the bottom row is the optimum timing
for the fuel shown in the same column.
Example: the timing when using a 55 methane
number fuel should be 26 degrees Before Top
Dead Center (BTDC). No timing is shown for
fuels with <30 methane number since 30 is
the Minimum Methane Number of fuel that
should be used in this engine model and
configuration. The highest methane number
shown in this chart is 100. This implies that
the 8:1 compression ratio engine is not the
better choice for fuels over 100 methane
number. For better combustion and fuel
economy, an 11:1 or higher compression ratio
engine should be used with these slower
burning fuels.
Low Energy Fuel Deration
Some of our gas engines and ratings are
sensitive to the use of Low Energy Fuels.
Such engines are usually at their capacity to
flow air and fuel into an engine and therefore
must be derated for fuels with LHV
significantly less than 905 Btu/ft3. The
1200 rpm
DM0108-02
55 60 65 70 75 80 83 to 100
1.0/26 1.0/27 1.0/28 1.0/30 1.0/31 1.0/32 1.0/33
19
 following engines must be derated if a low Btu
fuel is used:
• All naturally aspirated engines.
• All engines operating above 5000 ft altitude.
• All 1500 rpm European low pressure gas
engines.
• Non-ATAAC G3300 TA engines operating
above 2500 ft altitude.
The actual deration necessary for a specific
fuel can be determined by obtaining a
chemical gas analysis of the fuel in question.
The gas constituents are entered into the
Caterpillar Methane Number Program which
is supplied with the Gas Engine Power
Systems Manual or is available from your
local Caterpillar Dealer. One of the outputs
from this program is the percent of power
available (Relative Power Capability) of the
particular fuel being analyzed.
Actual Engine Rating—All Engines
Except G3600
It is important to note that the
Altitude/Temperature deration and the Fuel
Usage Guide deration are not cumulative, i.e.,
they are not to be added together. The same
is true for the Low Energy Fuel deration and
the Fuel Usage Guide deration. However, the
Altitude/Temperature deration and Low
Energy Fuel deration are cumulative; and
they must be added together.. To determine
the actual power available, take the lowest
rating between 1) and 2).
1) (Altitude Deration) + (Low Btu Fuel
Deration)
2) Fuel Usage Guide Deration.
This will give the actual rating for the engine
at the conditions specified.
Actual Engine Rating—G3600
The process to determine actual engine
power of the G3600 engine for a particular
site is summarized below. For more detailed
information consult your local Caterpillar
Dealer.
To determine actual engine power available at
a particular site follow these steps:
20
I. Consult the G3600 Technical Data Guide
for derate factors. Determine the derate
factors for:
1. Air Density Factor
2. Air Cooling Factor
3. Fuel Methane Number Factor
II. Multiply the derate factors for Air Cooling
(2) and Fuel Methane Number (3).
III. Multiply the full spec sheet rating by the
most severe deration factor (lowest engine
power) of the following:
I. Air Density Factor (1)
OR
II. Product of Air Cooling Factor and Fuel
Methane Number Factor (2 x 3).
This will provide the actual rating of the
engine at job site conditions. A special
engine rating request (SRR) is required for
all ratings not published in the specification
sheets or the Price List.
Additional Consideration for Naturally
Aspirated Engines
Naturally aspirated engines have additional
considerations that are usually ignored for
turbocharged engines. As discussed earlier,
NA engine power is limited by the volume of
air (oxygen) and gas that can be drawn into
the cylinder one each intake stroke. The
volume of air-gas mixture is dependent on
many variables; some have been taken into
account in the tables and charts listed above
and some have not. The NA engine does not
have the ability to compensate for any of
these variables. The additional items that can
affect output power are:
• Dirty air cleaner, with restriction greater
than 3 kPa (12 in. H2O).
• Exhaust restriction greater than 3 kPa
(12 in. H2O).
• Relative Humidity greater than 21°C (70°F)
dew point (water vapor displaces oxygen in
air).
• Unusual fluctuations in barometric
pressure.
• Warmer combustion air than used in
altitude ambient deration calculations.
• Variations in fuel heating value.
• Variations in air fuel ratio either caused by
misadjustment or any of the above items.

These variables cause continuous fluctuations

in available power of an NA engine; and it is
not practical to calculate these fluctuations
mathematically. These fluctuations must be
considered when applying the engines to the
load. If an engine is applied at rated power on
variable torque loads such as a centrifugal
pump or blower, reductions in available power
will cause a reduction in loaded speed. This
will result in corresponding reductions in
output from the pump or blower. On these
applications most customers accept the
variation in loaded speed. If for some reason
the variation in loaded speed is not
acceptable, the engine should be applied with
enough reserve power to maintain loaded
speed during variations in available power. A
suggested reserve power for those
applications is 3%.

If an engine is applied at rated power for

constant torque applications such as a piston
pump, reciprocating gas compressor, or base
loaded generator engine, the variation in
available power may cause available torque to
drop below required torque, and the engine
will stall. This condition is usually
unacceptable to a customer. On constant
torque applications, Caterpillar recommends
the engine be applied with a 3% reserve power
after all known derates have been applied.

21
22
G3600-G3300
Ambient Considerations
Engine Conditioning
Extreme Cold Ambient Conditions
Extreme Heat, Dust or Humidity
Engine Conditioning
Abnormal ambient conditions and application
requirements may dictate that heating aids
and other auxiliary equipment be used. An
engine which is cold soaked (complete engine
plus engine liquids are at an ambient
temperature) below 0°C (32°F) will require
heating aids before cranking and starting.
The amount of time between the start signal
and adding a block load is important. Large
block loads, with a cold engine, require the
cylinder block and lube oil temperature to be
warm enough for proper lubrication, and
easier starting. Installations requiring rapid
load application should have a jacket water
temperature of at least 38°C (100°F) and a
lube oil temperature greater than 10°C
(50°F). To maintain a warm lube oil
temperature use a continuous prelube pump
and oil heater. More information on lube oil
heaters is given in the Starting Systems
section of this guide.
Applications vary in severity of engine room
temperature and load application. Items in the
following chart should be considered when
reviewing starting requirements, Figure 12.
A fast start and load application is
defined as: The engine is started at room
temperature and accelerated to rated speed
with a subsequent block load applied prior to
the normal warm-up procedure.
Extreme Cold Ambient
Conditions
Extremes in climate have a significant impact
on engine operation and life. Altitude,
barometric pressure, and temperature have a
Ambient Load
Temperature Application
TEMP > 0 deg C After Slow Warm-up
TEMP < 0 deg C ** After Slow Warm-up
TEMP > 0 deg C Block Loaded
TEMP < 0 deg C ** Block Loaded
* G3600 engine requires a lube oil heater for startups when the engine oil temperature is below 10°C.
** Below 0 deg C ambient use engine room air for intake air supply during starting.
Figure 12.
Figure 12
direct relationship on air density and the
other fluids in the engine.
The preferred air intake system is designed to
have combustion air drawn from outside the
engine building. However, consideration
should be given to using heated engine room
air, for starting purposes in very cold
ambients of 0°C (32°F) and lower. Once the
engine has reached the desired operational
speed the outside air can be used again.
Admitting engine room air must be done
without the possibility of allowing dirt or
debris into the air inlet system of the engine.
Air cleaner icing can occur in saturated-air
environments when the dew point of the
ambient air is near freezing temperature. If
the inlet air temperature drops below –25°C
(–13°F) the air should be warmed or drawn
from the heated engine room to prevent air
cleaner icing problems. For more information
see the "Air Intake System" section.
Abnormal ambient conditions and application
requirements may dictate heating aids and
other auxiliary equipment be used to achieve
satisfactory performance. An engine which is
allowed to cold soak below 0°C (32°F) will
require heating aids to raise temperatures to
allow the engine to be cranked and started.
The engine must be preconditioned, which
means the metal, water and oil temperature of
the engine must be at a minimum
temperature of 0°C (32°F) before starting.
Radiators are affected on both the water and
air sides. Cold temperatures require
antifreeze, which decreases radiator
performance during warm weather. High
altitudes also diminish fan air flow and derate
radiator capability. Careful attention must be
Minimum Desired Minimum Desired Recommended
JW Temp Oil Temp Auxiliaries
0 deg C 0 deg C * None *
0 deg C 0 deg C * Lube Oil Heater
38 deg C 10 deg C JW Heater/
Continuous Prelube
38 deg C 10 deg C JW Heater/
Continuous Prelube
Lube Oil Heater
25
 given to engine enclosure design and multi-
engine installations to prevent recirculation of
cooling air through engine radiators.
Jacket water heaters are necessary for
automatic starting in cold ambient conditions.
See the sections on "Engine Conditioning and
Load Acceptance" and "Starting Systems" in
this guide.
V belts, hoses, wiring, and other rubber
products must withstand extreme cold.
Military specification MIL-W 5086 is a guide
to cold weather operation.
absorbing airborne moisture. Space heaters
offer the single best method for discouraging
condensation, and should be specified for any
high humidity application.
Extreme dusty conditions may result in the
air cleaner service life being shortened below
the specified service interval. Some
Caterpillar engines offer a heavy duty air
cleaner option or a pre cleaner option. The
efficiency and type of precleaner should be
designed to match the job site conditions and
customer expectations.

Cold weather reduces battery performance. A

total battery capacity increase of up to three
times may be required at -18°C (0°F) to
approach normal temperature performance.
Some methods used to maintain battery
temperatures are heated air, electric resistor
strips, or coil heaters utilizing coolant from
engine equipped with jacket water heaters.

Extreme Heat, Dust or Humidity

Extreme heat will usually result in an engine
power derate. The derate may be from a
combination of several factors, of which the
major two are : the inability of the aftercooler
water heat rejection system to maintain the
desired intake manifold temperature or the
inability of the radiator to cool the jacket
water heat load.

Generator life can also be shortened by

inadequate cooling. Although a hostile
environment, such as high heat and altitude,
usually derate engine performance more than
the generator; generator capabilities must still
be determined. Generators may need to be
slightly oversized because of auxiliary engine-
driven equipment, (i.e.), radiator fans and
compressors. The temperature rise noted on
the generator nameplate must be followed for
the particular application being used. These
are usually Standby or Continuous
classifications.

Winding insulation of generators is moisture

resistant, but constant exposure to high
humidity will eventually break down the
insulation and shorten life. Dirt and salt
further threaten the windings by holding and

26
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application
and Installation
Guide

G3600–G3300
● Air Intake System
● Exhaust Systems

● Engine Room Ventilation

● Crankcase Ventilation

LEKQ7250 Supersedes LEKQ2458 5-97

G3600 Air Intake System
Air Cleaners
Precleaners
Ducting
Air Intake Restrictions
Cleanliness
Flex Connections
Turbocharger Loading
Turbocharger Air Inlet Design
Air Cleaner Icing
Extreme Cold
Air Intake System Caution: Under no circumstances should the
engine be operated without air cleaners.

Table 2 provides a guide for selecting air

The air inlet system is responsible for cleaners.
providing the G3600 engine with cool clean
air while minimizing the pressure drop to the Standard Duty
without Heavy Duty
turbocharger. A well-designed system should Engine Precleaner with Precleaner
have accessibility for routine maintenance and G3606 1-Double 1-Triple
inspection. The system should be located Element Housing Element Housing
away from exhaust stacks (including engine G3608 1-Double 1-Triple
Element Housing Element Housing
exhaust stack), large concentrations of dirt,
G3612 1-Triple 2-Triple
chemicals, industrial waste, or any other Element Housing Element Housing
material that would not allow for cool clean (Dual Outlet)
air. If possible, the air around the inlet should G3612 2-Double 2-Triple
Element Housing Element Housing
be between 15° to 32°C (60° to 90°F).
Table 2. G3600 air cleaner selection guide.

Air Cleaners
Debris is the major source of engine wear.
For this reason, air cleaners are necessary to
remove debris from the incoming air. The air
cleaners must be remote mounted and
plumbed by the customer. They can be wall,
floor, base or roof mounted with the inlet
facing downward. Standard Caterpillar air
cleaners consist of high efficiency dry paper
elements packaged in low restriction weather
proof housings. They remove 99.5% of AC fine
dust, which is defined in Table 1. Oil-bath and
oil-soaked screen-type air cleaners are not
acceptable. Filtration efficiency rarely exceeds
95%. There is the constant danger of improper
servicing, resulting in even lower filtration
efficiency or oil carryover into the engine air
intake system.
Particle Size (microns) % Total Weight
0–5 39 6 2
6 – 10 18 6 3
11 – 20 16 6 3
21 – 40 18 6 3
41 – 80 963
Table 1. AC fine dust particle specifications.
Clean filters cause little air restriction, thus
the initial total air restriction through the
filters and inlet ducting up to the
turbocharger should not exceed 1.3 kPa (5 in.
H2O) of water column. See Air Intake
Restriction.
If the air cleaner enclosure(s) are outside in
the weather, a protective shield is
recommended to prevent rain from being
pulled into the cleaners/precleaners.
Precleaners
The addition of precleaners before the air
cleaner extends the filter service periods. A
flow restriction of 0.25 to 0.75 kPa (1-3 in.
H2O psi) is imposed by the precleaner, but it
can prolong the life of the filter by three to
seven times. Any application in an
environment with heavy dust and debris is
recommended to use a precleaner.
Ducting
Normally, combustion air must be ducted
from outside the engine room. This is
particularly true in high altitude operation
where light air density is further affected by
engine room temperature. Air ducts should be
located away from engine exhaust pipes,
heating lines, or any other high temperature
area. If air ducting is not located properly, hot
dirty air from the exhaust stack will be drawn
in through the air intake.
Careful consideration of routing and support
is required to account for overhead cranes
used to service the engine. Adequate support
for ducting is needed so that the weight of the
duct is not borne by the air cleaner or the
turbocharger.

5
 It is important to keep flow restriction, or To obtain equivalent length of straight pipe
head loss, below 0.5 kPa (2 in. H2O) in the air for various elbows,
ducting. See Air Intake Restriction section. A
L(standard elbow, bend radius = pipe dia.) = 33D
short, straight ducting system is the best
design. Abrupt transitions in the intake X
L(long elbow, bend radius > 1.5 dia.) = 20D
ducting increase head loss. When turns are
X
needed, long radius bends far upstream of the
L(45 deg. elbow) = 15D
turbochargers are recommended. The
X
ducting should have welded seam piping or
L(square elbow) = 66D
seamless piping to minimize the flow
X
restriction. PVC piping is recommended
because it is light-weight and will not rust. If where,
ferrous material is necessary, it must be
properly cleaned after fabrication and treated X = 1000 mm, or 12 in.
to prevent rust and scale from accumulating.
Flanged connections with gaskets are S = Density of air (kg/m3, lb/ft3)
preferred over threaded connections.
where,
Fasteners such as rivets should not be used.
Ducting must withstand a minimum vacuum S(kg/m3) = 352.5
of 12.5 kPa (50 in. H2O) for structural Air Temp + 273°C
integrity. All piping should meet seismic
requirements. S(lb/ft3) = 39.6
Air Temp + 460°F
Air Intake Restriction
Because excessive vacuum on the inlet side of Q = Inlet air flow (m3/min, cfm)
the turbocharger can result in reduced engine
performance, the total air intake restriction (Q may be found in TMI or the
should not exceed 3.7 kPa (15 in. H2O) with performance book)
dirty air cleaner elements and 1.3 kPa
(5 in. H2O) with initial clean elements. The D = Inside diameter of pipe (mm, in.)
duct head loss from the intake to the cleaner
can only account for 0.5 kPa (2 in. H2O) or For rectangular duct equivalent diameter,
less of the total loss. A higher head loss in the
ducting will decrease filter life and efficiency.
Head losses may be calculated with the a
following equations.
b
P(kPa) 5 L 3 S 3 Q2 3 3.6 3 106
D5
P(in. H2O) = L 3 S 3 Q2
D = (2 3 a 3 b)
187 3 D5 a+b

where,
P = Restriction (kPa, in. H2O)
where,
1 psi = 0.0361 in. H2O column
1 kPa = 6.3246 mm H2O column
L = Total equivalent length of pipe (m, ft)
Cleanliness
An identifiable blanking plate should be
installed ahead of the turbocharger to prevent
debris from entering during initial installation
of the unit. The plate should have a warning
tag indicating it has to be removed prior to
starting the engine. The Caterpillar supplied
shipping cover can be used. Provisions
should be made to inspect the ducting for
cleanliness just prior to initial start up. If the

6
piping is not clean, it must be cleaned before
the engine is started at commissioning. This
may require removal of the piping from its
installed position.

Flex Connections
Flexible connections are required to isolate
engine vibration and noise from the ducting
system. The flex connection should be as
close to the engine as practical. The flex
engagement with the air intake duct should
be a minimum of 50 mm (2 in.) and a
maximum of 200 mm (8 in.). It is necessary to
take appropriate measures to prevent heat
from the exhaust piping from deteriorating
the rubber flex connections.

Turbocharger Loading
Caution: Turbocharger performance may be
adversely affected if Caterpillar supplied air
intake components are not used. They are
specially designed to provide the proper air
flow pattern ahead of the turbocharger. The
inlet elbow can be rotated in 30° increments.
The turbocharger is designed to withstand a Figure 1.
maximum moment of 294 N•m (217 ft-lb).
Figures 1 and 2 show how the moment can be
calculated.

Figure 2.

7
 Turbocharger Air Inlet Design
The piping to the turbocharger must be
dimensioned to have approximately 4 in. of
clearance from the turbocharger inlet adapter
and also from the air cleaner housing adapter.
The shipped loose rubber boot connectors
should be used along with the shipped loose
clamps. A quantity of 4 clamps should be used
on each joint connection so that two clamp
assemblies are on each end of the rubber
joint connection. As a general rule, the piping
to the turbocharger will encourage smooth air
flows. Air striking the compressor wheel at
an angle can result in pulsations, causing
premature failure.
The following guidelines specify the allowable
dimensions for two inlet design options which
will minimize unfavorable flow conditions at
the compressor inlet:
1. Air intake pipes that connect to the
Caterpillar supplied 90° bend air intake
elbow, Figure 3.
Figure 3.
8
a. A straight piece of pipe must be fitted
in front of the Caterpillar supplied
elbow.
b. A minimum straight length, L, of
ducting is required before the air
intake elbow. L is at least 2 times the
larger diameter of the straight
ducting.
c. An adapter may be used in front of
the Caterpillar supplied elbow to
make a flow area transition. The
maximum flow area at 2-2 can be 1.3
times the flow area at 3-3. The flow
area can not be less than that at 3-3.
The adapter can have a rectangular
cross section, or a transition from
round to rectangular.
d. Ducting must not have protruding
edges that would create an orifice.
 e. Accelerated flow is expected to occur
in a bend. When a bend is necessary
the flow area should decrease at least
1.5 times, F1 > 1.5 x F2. The bend can
be designed as a circular arc or with
sections of mitered pipe with 1)
rectangular flow cross sections or 2)
as a transition from round to
rectangular cross section.
2. Air intake pipes that do not use the
Caterpillar supplied 90° elbow, Figure 4.
Figure 4.
a. A straight cylindrical pipe should be
used in front of the compressor inlet
flange. The pipe must have a length
two times greater than its diameter at
3-3, L > 2 x D3.
b. A bend can be used in front of the
straight pipe. The bend can be a
circular arc or mitered pipe with
round flow cross sections. Because
accelerated flow is expected to occur
in the bend, the flow area at 1-1 should
decrease by 1.5 to 2 times at 2-2.
c. The bend radius R must be greater
than or equal to the larger diameter
D1.
When ducting feeding two turbochargers is
combined to form a single duct the same
guidelines apply. In addition, a steadying zone
of the length B is needed after the dividing
joint B must be at least 5 times the larger
diameter of the straight pipe at 2-2, see
Figure 5. The transitions from sections 2-2 to
3-3 and from 1-1 to 2-2 will have many
variations due to turbocharger hardware
selected and installation site design. However,
regardless of the transition selected, the
steadying zone is always necessary.
Air Cleaner Icing
Air cleaner icing can occur in saturated air
environments when the dew point of the
ambient air is near freezing temperature.
Small disturbances to the air such as the
velocity and pressure changes at the air
cleaner inlet reduce the moisture holding
capacity of the air, resulting in moisture
condensation and ice crystal formation. The
ice buildup reduces the air flow area and
increases the pressure differential across the
air cleaner. Eventually, a plateau is reached
where the pressure differential remains
constant even though ice buildup may
continue. Power loss and increased fuel
consumption will result during these periods.
Several techniques may be used to overcome
air cleaner icing. One solution is to heat the
intake air slightly. It is not necessary to heat
the air above freezing. The air requires only
enough heating to be above the dew point
temperature. Heat can be supplied to the air
cleaner housing by several sources: ducting
engine room air, ducting heated air from the
exhaust piping, or electrical heating tape.
Extreme Cold
Heated engine room air may be required (for
starting purposes only) in applications at very
cold ambient temperature, -25°C (-13°F). This
assumes combustion air is being drawn from
outside the engine building and the engine is
preconditioned with pre-heaters for metal,
water and oil temperatures of 0°C (32°F).
Admitting engine room air must be done
without the possibility of allowing dirt or
debris in the air inlet system of the engine.
9
10
G3500–G3300 Air Intake System
Air Cleaners
Caterpillar Air Cleaners
Precleaners
Oil-Bath Cleaners
Air Cleaner Selection
Ducting
Air Intake Restrictions
Flex Connections
Turbocharger Loading
Joining Two Turbochargers
Cleanliness
Intake Air Duct Insulation
Considerations for Low Pressure Gas
Controlling Air Temperature
Air to Gas Heat Exchanger
Air Cleaner Icing
Extreme Cold
Air Intake System
A well designed air intake system provides
cool, clean air while minimizing pressure drop
to the turbocharger. Normally this can be
accomplished by using engine-mounted air
cleaners. Some circumstances require ducting
combustion air from outside the engine room.
This is particularly true at high altitude
and/or high ambient temperatures. Both can
cause an engine to be derated.
Air Cleaners
Dirt is the major source of engine wear. It
enters the engine by way of the inlet air. Any
moving part is subjected to accelerated wear
when dirt is contained in the inlet air.
Caterpillar Air Cleaners
The G3300, G3400 and G3500 Gas Engines all
come standard with engine mounted air
cleaners.
Standard Caterpillar air cleaners consist of
high efficiency, dry paper elements, packaged
in low restriction weather proof housings.
They remove 99.5% of AC fine dust. AC fine
dust is defined as follows:
Particle Size (microns) % Total Weight
0–5 39 6 2
6 – 10 18 6 3
11 – 20 16 6 3
21 – 40 18 6 3
41 – 80 963
Precleaners
Precleaners extend filter service periods.
They impose a 0.25-0.75 kPa (1-3 in. H2O)
additional restriction to the system, but can
increase filter life from three to seven times.
Precleaners are particularly helpful in
applications where heavy amounts of dust will
significantly reduce the life of a standard air
filter.
Oil-Bath Air Cleaners
Oil-bath and oil-soaked screen-type air
cleaners are not acceptable. Filtration
efficiency rarely exceeds 95%. There is the
constant danger of improper servicing,
resulting in even lower filtration efficiency or
oil carryover into the engine air intake
system. Oil carryover can cause aftercooler
plugging resulting in high inlet air
temperatures and possibly detonation.
Caution: Under no circumstances should the
engines be operated without air cleaners.
Air Cleaner Selection
Air cleaners on the G3300, G3400 and G3500
Gas Engines come as standard. No selection
is necessary. Precleaners are offered as an
attachment.
Ducting
When ducting is necessary to obtain cooler or
cleaner air, the filters should remain on the
engine to prevent harmful dirt from leaking
into the engine through ducting joints. When
air cleaners must be remote-mounted, it is
extremely important that all joints be air tight
to prevent ingestion of dirt.
Give careful attention to routing and support
of air inlet ducting, especially on the larger
engines, where overhead cranes are used to
service the engines. Provide adequate
support for duct work so that its weight is not
borne by the air cleaner on engine-mounted
air cleaners, or by the turbocharger on
remote-mounted air cleaners.
Avoid abrupt transitions in the intake ducting
to provide the smoothest possible air flow
path. Keep total duct head loss (restriction)
below 0.5 kPa (2 in. H2O) for maximum filter
life. Any additional restriction will reduce
filter life. See the Air Intake Restriction
section.
Design inlet ducting to withstand a minimum
vacuum of 12.5 kPa (50 in. H2O) for structural
integrity.
If required, all piping must be designed and
supported to meet seismic requirements.
Air Intake Restriction
Excessive vacuum on the inlet side of the
turbocharger (or the air inlet on NA engines)
can result in reduced engine performance.
13
 Therefore, the air intake system’s total
restriction (including dirty filters, duct work,
vents, etc.) is limited to a maximum of 3.8 kPa
(15 in. H2O). In order to maximize air filter
life, it is important to keep the air inlet
restriction caused by the remainder of the
system to less than 1.3 kPa (5 in H2O). Every
additional restriction caused by the air inlet
system subtracts from air filter life.
Calculate Duct Head Losses By:
P(kPa) = L 3 S 3 Q2 3 3.6 3 106
D5
P (in. H2O) = L 3 S 3 Q2
187 3 D5
P = Restriction (kPa), (in. H2O)
psi = 0.0361 x in. water column
kPa = 6.3246 x mm water column
L = Total equivalent length of pipe (m) (ft)
Q = Inlet air flow (m3/min), (cfm)-(found in
TMI or performance book)
D = Inside diameter of pipe (mm), (in.)
If duct is rectangular
a additional weight. Make the flexible
b inlet, as in Figure 5. All duct work to that
X
L = 15D 45° Elbow
X
L = 66D Square Elbow
X
Where x = 1000 mm or 12 in.
As can be seen, if 90° bends are required, a
radius of two times the pipe diameter helps to
lower resistance.
Flex Connections
Flexible connections are required to isolate
engine vibration and noise from the ducting
system. The flex should be as close to the
engine as practical. The flex engagement with
the air intake duct should be a minimum of
50 mm (2 in.) and a maximum of 200 mm
(8 in.). Care must be used to prevent exhaust
piping heat from deteriorating rubber flex
connections.
Turbocharger Loading
When remote-mounted air cleaners are used,
turbocharger loading from the weight of the
air inlet components becomes a concern. The
turbochargers on G3300, G3400 and G3500
Engines are not designed to support any
connection directly to the turbocharger air
point must be supported.

Then = 2 in. (50 mm) minimum

D = (2 3 a 3 b) Air Inlet
Pipe
a1b

S = Density of air (kg/m3), (lb/ft3)

S (kg/m3) = 352.5
Air Temperature 1 273°C

S (lb/ft3) = 39.6
Air Temperature 1 460°F
Support
To obtain equivalent length of straight pipe Turbo Flexable
for various elbows: Charger Connection

L = 33D Standard Elbow

X (Radius of elbow equals pipe diameter) Figure 5.

L = 20D Long Elbow (Radius > 1.5 Diameter)

14
Joining Two Turbochargers
When ductwork feeding two turbochargers is
combined to form a single duct, a steadying
zone of the length b > 5 x Dh must be
provided after the dividing joint, see Figure 6.
The flow area is:
Inlet Air Duct Insulation
Insulation may be needed on the intake
ducting for remote mounted air cleaners.
Insulation reduces turbocharger noise
emitted into the engine room.

F° = 1.0...2.0 x F1 (or F2)

Considerations for Low
The transitions from Sections 2-2 to 3-3 and Pressure Gas
from 1-1 to 2-2 will have many variations due Take special care when designing the air
to turbocharger hardware and installation site intake system for low pressure gas engines
design. Regardless of the transition selected, that do not have air-fuel ratio control. If the air
the steadying zone must be provided. and gas temperatures to the engine are not
controlled, engine emissions and detonation
Cleanliness margins can change. It is necessary to design
On remote-mounted air cleaners, the air a system that will prevent the variation in
intake ducting must be cleaned of all debris. differential temperature (V∆T) between the
Fabricated ducting or fasteners, such as gas and the air going to the carburetor from
rivets, should not be used. The ducting changing beyond the limits given in the
material must be designed such that following table.
prolonged operation will not result in debris
coming loose and entering the turbocharger. Emission Level
Variation of 2.0 g NOx/ 1.5 g NOx/ 1.0 g NOx/
Install an identifiable blanking plate ahead of VDT hp-hr hp-hr hp-hr
the turbocharger to prevent debris from Maximum ± 5.5°C ± 5.5°C ± 3.3°C
entering during initial installation of the unit. Value of VDT (10°F) (10°F) (6°F)
Remove the plate prior to starting the engine. Where: DT = Temperature difference of inlet air and fuel gas
VDT = |DT Condition 1 - DT Condition 2|
Make provisions to inspect the ducting for
cleanliness just prior to initial start-up.

Figure 6.

15
 Carburetors used in Caterpillar Gas Engines NOx Emission vs Exhaust Percent O2
meter fuel into incoming air on a volume-for- For 3500 Low Emmission Engines
volume basis. If the density of either the air or
14 X
the gas changes relative to the other, the air-

NOx (g NO2 /ho-hr)

fuel ratio of the engine will also change. 12

For example, if a G3516 LE, 11:1 CR, 32°C

10
(90°F) A/C, LE engine is adjusted to produce
2 g NOx at full load, the percent O2 in the
8
exhaust must be set to 8%, which results in an
air-fuel ratio of 14.75 on a volume-for-volume 6
basis. X
4
If the engine is adjusted when the incoming
air is 10°C (50°F) and the incoming gas 21°C
2
(70°F), X
X
∆T1 = 10°C 2 21°C = 229°C 0
5 6 7 8 9
(∆T1 = 50°F 2 70°F = 220°F)
Exhaust Percent O2
If the air temperature is later increased to
Figure 7.
32°C (90°F) and the gas temperature
remained constant,
High pressure gas engines are not affected by
∆T2 = 32°C 2 21°C = 27°C these changes to the extent low pressure gas
(∆T2 = 90°F 2 70°F = 120°F) engines are. This is because the supply gas
temperature remains relatively constant at
The V∆T would then become:
most installations and the thermostatically
V∆T = |27°FC2 (229°F)| = 22°C controlled aftercooler maintains a fairly
(V∆T = |20°F 2 (220°F)| = 40°F) constant air temperature to the carburetor.
Since these two temperatures are not subject
The density of the air would then decrease, to large changes, the air-fuel ratio remains
resulting in a lower air-fuel ratio of 13.67. The relatively constant.
lower air-fuel ratio would result in reducing
the percent O2 in the exhaust to 6.5%. There are two primary methods of controlling
Figure 7 shows how NOx changes as a V∆T:
function of percent O2 in the exhaust. The • If the gas temperature is expected to
increased air temperature in our example remain relatively constant, then the air
would increase the NOx emissions to 8.8 g temperature to the engine can be
NOx/bhp-hr, an increase of 440%. controlled to maintain a constant
temperature to the engine.

• A gas-to-air heat exchanger can be used to

make the temperatures of the incoming air
and gas relatively the same, or close. If
either the air or gas temperature changes,
the other will follow.

16
Controlling Air Temperature
One method of controlling air supply
temperature is to regulate the engine room
temperature. However, this approach is not
recommended. It is difficult to regulate an
engine room to a temperature that is both
comfortable to work in and high enough to
provide a constant air temperature to the
engine. For example, an installation expecting
a 32°C (90°F) ambient temperature, will need
to regulate the engine room to about 38°C
(100°F) at all times. Also, engine rooms
having large service doors that, at times, must
be left open while the engines are running,
will not maintain the air-fuel ratio while the
doors are open.
The preferred method is to use duct work to
supply a temperature regulated air supply to
the engine, see Figure 8. This system uses
jacket water to heat the air to the temperature
set by the thermostat. If one intake system is
used to supply temperature controlled air to
multiple engines, provisions must be made to
insure that heated water is sent to the heat
exchanger when engines are running. If
engine jacket water is used, the engine that
the water is taken from must be running
when any of the other engines are operating.
Air-to-Gas Heat Exchanger
If the use of duct work is not practical for a
given installation, another option is to install a
gas-to-air heat exchanger, see Figure 9. If
done correctly, this system will prevent
temperature changes in the gas or the air
from affecting the air-fuel ratio. Design the
system so the gas flows through the heat
exchanger before entering the gas regulator.
The pressure drop across the heat exchanger
at full load must be added to the minimum
gas supply pressure required by the engine.
Design the heat exchanger to minimize both
gas and air flow pressure drop while still
providing enough heat transfer so that V∆T
stays within the given limits.

Tube Fin
Type Heat
Exchanger Temperature
Probe
Engine
Air
Supply

Thermostatic
Hot Valve
Jacket Water
To Radiator

Cool
Jacket Water
From Radiator

Figure 8.3.8
Figure

17
 Air Cleaner Icing
Air cleaner icing can occur in saturated air
environments when the dew point of the
ambient air is near freezing. Small
disturbances to the air such as velocity and
pressure changes at the air cleaner inlet
reduce the moisture-holding capacity of the
air. This results in moisture condensation and
ice crystal formation. The ice buildup reduces
the air flow area and increases the pressure
differential across the air cleaner. Eventually,
a plateau is reached where the pressure
differential remains constant even though ice
buildup may continue. Power loss and
increased fuel consumption will result during
these periods.
exhaust piping or muffler, or electrical
heating tape may also be used.
Extreme Cold
Heated engine room air may be required (for
starting purposes only) in applications at very
cold ambients, -25°C (-13°F). This assumes
combustion air is being drawn from outside
the engine building, and the engine is
preconditioned with pre-heaters for metal,
water and oil temperatures of 0°C (32°F).
Admitting engine room air must be done
without the possibility of allowing dirt or
debris into the air inlet system of the engine.

Several techniques may be used to overcome

air cleaner icing. One solution is to heat the
intake air slightly. It is not necessary to heat
the air above freezing. The air requires only
enough heat to be above the dew point. Heat
can be supplied to the air cleaner housing by
ducting engine room air. Heated air from the

Air Cleaner

Air To Carburetors
Air To Gas
Heat Exchange

Gas In Gas Out

Air In

Figure
Figure9.3.5

18
G3600–G3300 Exhaust Systems
Exhaust Backpressure
Calculating Exhaust Backpressure
Piping
Flexible Connections
External Loading
Thermal Growth
Exhaust Connections
Cleanliness
Silencer Selection and Installation
Exhaust Systems
Exhaust systems collect exhaust gases from
engine cylinders and discharge them as
quickly and silently as possible. A primary
aim of the exhaust system is to minimize
backpressure since exhaust gas restrictions
cause horsepower losses and exhaust
temperature increases.
Exhaust Backpressure
The exhaust backpressure for Caterpillar
G3300, G3400, & G3500 engines is limited to
6.7 kPa (27 in. H2O) on turbocharged (TA)
engines and 3 kPa (12 in. H2O) on naturally
aspirated (NA) engines. The G3600
turbocharged engine is limited to 3 kPa
(12 in. H2O). Excessive backpressure can
cause excessive exhaust temperature and loss
of horsepower.
On Caterpillar G3300, G3400 and G3500 Gas
Engines there is only one exhaust outlet.
Either there is a single turbocharger or the
two exhaust systems are merged into one
outlet.
Vee engine exhaust piping for the G3600
series should be designed with equal
restrictions on each bank to prevent unequal
bank-to-bank back pressure.
Measure exhaust system backpressure from a
straight length of the exhaust pipe at least
3 to 5 pipe diameters away from the last size
transition. The back pressure should be
measured as close to the engine as is
possible.
Calculating Exhaust
Backpressure
These formulae allow the exhaust system
designer to calculate a pipe diameter which,
when fabricated into an exhaust system, will
give exhaust backpressure less than the
appropriate limit.
Calculate the pipe diameter according to the
formula, then choose the next larger
commercially available pipe size.
Backpressure limits of the exhaust system
includes losses due to piping, muffler, and
rain cap.
Calculate backpressure by:
P (kPa) = L 3 S 3 Q2 3 3.6 3 106 1 Ps
D5
P (in. H2O) = L 3 S 3 Q2 1 Ps
187 3 D5
P = Backpressure (kPa), (in. H2O)
Ps = pressure drop of silencer and rain cap
psi = 0.0361 x in. water column
kPa = 6.3246 x mm water column
L = Total Equivalent Length of pipe (m) (ft)
Q = Exhaust gas flow (m3/min), (cfm)
D = Inside diameter of pipe (mm), (in.)
S = Density of gas (kg/m3), (lb/ft3)
S (kg/m3) = 352.5
Stack Gas Temperature (°C) 1 273°C
S (lb/ft3) = 39.6
Stack Gas Temperature (°F) 1 460°F
To obtain equivalent length of straight pipe
for various elbows:
L = 33D Standard Elbow
X (Radius of elbow equals pipe diameter)
L = 20D Long Elbow (Radius > 1.5 Diameter)
X
L = 15D 45° Elbow
X
L = 66D Square Elbow
X
Where X = 1000 mm or 12 in.
As can be seen, if 90° bends are required, a
radius of two times the pipe diameter helps to
lower resistance.
As a general rule, the flow losses of the
optional Caterpillar supplied exhaust adapters
are 1 kPa (4 in. H2O). This leaves
approximately .75 kPa, (3 in. H2O) loss
21
 available for installation piping and .75 kPa
(3 in. H2O), for a muffler/silencer.
The following table lists exhaust restriction
for various Caterpillar supplied exhaust
components on G3600 Engines based on full
load power ratings.
Rectangle to Round Adapter
(Turbo Outlet)..............0.623 kPa (2.5 in. H2O)
Exducer 356 mm x 457 mm
diameter (14 in. x 18 in.)
Round Expander ..............0.4 kPa (1.6 in. H2O)
14 in. Diameter
Bellows ..............................0.2 kPa (0.8 in. H2O)
18 in. Diameter
Bellows ..........................0.075 kPa(0.3 in. H2O )
Piping
The physical characteristics of the engine
room will determine the exhaust system
layout. Exhaust piping should be designed to
minimize the exhaust backpressure while
keeping engine serviceability in mind. The
exhaust piping should be securely supported
with rubber dampers or spring installed in the
bracing to isolate vibrations.
Piping must be designed with engine service
in mind. In many cases, an overhead crane
will be used to service the heavier engine
components.
The following recommendations should be
followed when designing an exhaust piping
system:
• All piping should be installed with a
229 mm (9 in.) minimum clearance from
combustible materials
• To prevent heat radiation, exhaust pipes
should be shrouded with suitable, high
temperature insulation.
• Install metal thimble guards for exhaust
piping passing through wooden walls or
roofs. The thimble guards should be
305 mm (12 in.) greater in diameter than
the exhaust pipes, see Figure 10.
22
• Extend exhaust stacks upward and away
from engine room to avoid heat, fumes and
odors.
• Locate the exhaust pipes away from the air
intake system. Engine air cleaners,
turbochargers, and aftercoolers clogged
with exhaust products can cause premature
failures.
• Pipe outlets cut at 30° to 45° angles, rather
than 90° angles, will reduce gas turbulence
and noise.
• Rain caps forced open by exhaust pressure
will keep water from entering the exhaust
system.
• Gas engines burning natural gas creates
one pound of water for each 10 ft3 of
natural gas burned. For this reason long
runs of exhaust piping require traps to
drain moisture. Traps installed at the
lowest point of the line near the exhaust
outlet prevent rain water from reaching the
engine. Slope exhaust lines from engine to
the trap so condensation will drain, see
Figure 10.
Although economically tempting, a common
exhaust system for multiple installations is not
acceptable. Combined exhaust systems with
boilers or other engines allow operating
engines to force exhaust gases into engines
not operating. Water vapor created during
combustion will condense in cold engines and
quickly causes engine damage. Duct valves
separating engine exhausts is also
discouraged. High temperatures warp valve
seats causing leakage.
Exhaust draft fans have been applied
successfully in combined exhaust ducts, but
most operate only whenever exhaust is
present. To prevent turbocharger windmilling
(without lubrication), the fans should not be
operable when the engine is shut down. The
exhaust system of non-running engines must
be closed and vented.
Combining the individual vee engine exhaust
outlets together on G3600 engines by using a
fabrication can create problems. The
fabrication may result in unequal thermal
Figure 10.
growth and backpressure from one bank to
the other. This unequal growth can put
unwanted loading onto the turbocharger
mounting or the flex bellows. The unequal
backpressure can adversely affect the
operation and performance of the engine.
These problems can be minimized by
providing a flexible connection on each leg,
and by keeping each leg equal in length.
Flexible Connections
The exhaust pipe must be isolated from the
engine with flexible connections. Install the
flexible connections close to the engine
exhaust outlet. A flexible exhaust connection
has three primary functions:
• To isolate the weight of the exhaust piping
from the engine.
• To relieve exhaust components of
excessive vibrational fatigue stresses.
• Allow relative shifting of exhaust
components. This has numerous causes. It
may result from expansion and contraction
due to temperature changes, by creep
processes that take place throughout the
life of any structure, or torque reactions
when the generator set mounts on spring
type isolators.
Pre-stretch the exhaust bellows during
installation to allow for thermal growth. Four
small straps can be tack-welded between the two
end flanges to hold the engine exhaust bellows
in a rigid position during exhaust piping
installation. This will prevent the bellows
from being installed in a flexed condition.
Attach a warning tag to the bellows noting
23
 Installation Limitions of Flexible Metal Hose-Type Exhaust Fittings
A B C
Maximum Offset Maximum Compression Maximum Extension
Hose Between Flanges From Free Length From Free Length
Diameter mm in. mm in. mm in.
4 & 5 in. 25.4 1.0 6.25 .25 6.25 2.5
6 in. 38.1 1.5 6.25 .25 6.25 2.5

Installation Limitions of Bellows-Type Flexible Exhaust Fittings

A B C
Maximum Offset Maximum Compression Maximum Extension
Hose Between Flanges From Free Length From Free Length
Diameter mm in. mm in. mm in.
8 & 12 in. 19.05 0.75 38.1 1.50 25.40 1.00
14 in. 19.05 0.75 76.2 3.00 25.40 1.00
18 in. 22.86 0.90 76.2 3.00 44.45 1.75

Figure 11.

that the weld straps must be removed prior to
starting the engine.
The installation limitations of the Caterpillar
supplied flexible exhaust bellows are shown
on Figure 11.
For maximum durability, allow the bellows to
operate as close as possible to its free state.
External Loading
Careful consideration must be given to the load
external piping may induce on the turbocharger.
Figures 12 and 13 show how to calculate the
forces and moments on the G3500, G3400 and
G3300 Engines. G3300 and G3400 engines
should be limited to 111 N (25 lb) of vertical
force and the G3500 is limited to 178 N
(40 lb). The maximum allowable moment is
120 N•m (89.5 ft-lb) for G3300, G3400, and
G3500 series engines
For G3600 series engines the Caterpillar
supplied bellows and adapter account for the
maximum allowable vertical load on the
turbocharger and other external piping must
be self-supporting.
When horizontal piping connects to the
turbocharger exhaust, the design must

24
 account for thermal growth. See Thermal
Growth Section.

The maximum allowable moment for the

G3600 is equal to what is applied by the
Caterpillar supplied elbow and bellows.

Maximum Loads for Turbocharger Exhaust

Assume G3516 with single exhaust outlet.

Vertical Exhaust
C = Adapter Weight
I = 1/2 Bellows Weight
With Caterpillar Hardware:
C = 28 N (6.4 lb)
I = 6 N (1.4 lb)
Figure 12. Sum of Vertical Forces
Fv = C ` I = 28 ` 6 = 34 N (7.8 lb)
Sum of Moments
M = h1 2 C ` h2 2 I = 0 2 28 ` 0 2 6 =
0 N•m (ft–lb)
Since Fv < 111 N (25 lb) and M < 120 N•m
(89.5 ft–lb) the exhaust system meets the load and
moment requirements.

Horizontal Exhaust
C = Adapter Weight
J = Elbow Adapter
I = 1/2 Bellows Weight
With Caterpillar Hardware:
C = 28 N (6.4 lb)
I = 6 N (1.4 lb)
J = 47 N (10.7 lb)
h1 = 0
h2 = 100 mm (3.9 in.)
h3 = 580 mm (22.8 in.)
Sum of Vertical Forces
Fv = C ` I ` J = 28 ` 6 ` 47 ` 81 N (18.5 lb)
Sum of Moments
M = h1 2 C ` h2 2 I ` h3 2 J = 0 2 28 ` .100 2
6 ` .580 2 47 = 27.9 N•m (20.8 ft–lb)
Since Fv < 111 N (25 lb) and M < 120 N•m
(89.5 ft-lb) the exhaust system meets the load and
moment requirements.

Figure 13.

25
 Thimble
With Spray Shield

Vertical
Pipe
Support

Roller Pipe Support

Rigid Rigid
Pipe Pipe
Support Support Flexible
Pipe
Connection
Slight Pitch Away
From Engine Long
Long Flexible
Drain Sweep
Sweep Pipe
Elbow
Elbow Connection

Flexible Pipe Connection

Engine Exhaust Outlet

Dry Exhaust System

Figure 14.

Thermal Growth Flexible pipe connections, when insulated,

Thermal growth of exhaust piping, away from
the engine, must be planned to avoid
excessive load on supporting structures. Steel
exhaust pipe expands 1.13 mm/m
(0.0076 in./ft) for each 100°C (100°F) rise of
exhaust temperature. This amounts to
16.5 mm (0.65 in.) expansion for each 3.05 m
(10 ft.) of pipe from 35° to 510°C (100° to
950°F).
Add expansion joints to long pipe runs. Each
section is fixed at one end and allowed to
expand at the other. Supports are located to
allow expansion away from engine, avoid
strains or distortions to connected equipment,
and to allow equipment removal without
additional support. A restraint member is
often used to keep the ends of a long pipe run
fixed in place, forcing all thermal growth
towards the expansion joints. See Figure 14.
must expand and contract freely within the
insulation. This generally requires a soft
material or insulated sleeve to encase the
connection.
Piping connected to generator sets requires
isolation, particularly when the sets are
mounted on spring isolators. These pipes could
otherwise transmit vibrations long distances.
Isolator pipe hangers, if used, should have
springs to attenuate low frequencies, and
rubber or cork to minimize high frequency
transmissions. To prevent build up of
resonant pipe vibrations, support long piping
runs at unequal distances. See Figure 15.

26
 A A A A See Figure 16. If other angles are required,
Poor
contact the factory.

Cleanliness
A B C D
Good
Install an identifiable blanking plate to prevent
debris from falling into the turbocharger during
installation. The Caterpillar shipping cover
A ≠ B ≠ C ≠ D…etc. can be used for this purpose. Install it directly
on top of the turbine housing. Attach a
Figure 15.
warning tag to the plate indicating it must be
removed prior to starting the engine.

Exhaust Connections Silencer Selection and

G3300, G3400 and G3500 engines use a fixed, Installation
round exhaust outlet. The outlet diameter is The following are some general guidelines to
given as follows: aid in proper selection of the silencer.

Exhaust Outlet Diameter in. (mm) Use silencer supplier data, correct for outlet
NA TA temperature and velocity. Determine silencer
G3500 6 (152.4) 8 (203.0) size and type that satisfies noise reduction
G3400 6 (152.4) 8 (203.2) criteria with .5 to .75 kPa (2 to 3 in. H2O),
G3300 4 (101.6) 5 (127.0) maximum pressure drop.

The turbocharger exhaust outlet on G3600 After calculating pressure loss, it may be
Engines is rectangular with an area equivalent necessary to check a second silencer, or a
to a 311 mm (12.24 in.) diameter pipe. An different pipe size, before an optimum
optional cast adapter mounts to the combination is achieved
turbocharger to provide a circular connection
point. For alternative outlet orientation, for
alternative exhaust outlet orientation, a 90°
exhaust elbow from the turbocharger is also
available which be rotated in 30° increments.

Figure 16.

27
 Installation: Provide a minimum of 5
diameters of straight piping upstream from the
silencer inlet, and 2.5 diameters downstream
from the silencer outlet to minimize turbulence
and backpressure.

When practical, orient the silencer vertically

and use side inlets to eliminate extra inlet and
discharge elbows. If not practical, insure the
radius of all elbows is two times the pipe
diameter.

A heat resistant material is required if lagging

is used on the silencer to reduce radiated
heat.

On G3600 Vee engines, consider using a dual

inlet silencer instead of a “Y”, “T”, or 180°
abrupt enlargement.

Exhaust thimbles separate the exhaust pipe

from walls or ceiling to provide mechanical
and thermal isolation. Single sleeve thimbles
must have diameters at least 12 in. (305 mm)
larger than the exhaust pipe. Double thimbles
(inner and outer sleeve) should have outside
diameters at least 6 in. (152 mm) larger than
the exhaust pipe.

28
G3600-G3300
Engine Room Ventilation
Required Air Flow
Generator Radiated Heat
Temperature Rise
Engine Mounted Radiators
Engine Room Ventilation
Three to six percent of fuel consumed by a
gas engines is lost to the environment in the
form of heat radiated to the surrounding air.
Consult TMI for specific data. Additionally,
heat lost from generator inefficiencies and
exhaust piping can easily equal engine radiated
heat. The use of insulated exhaust pipes,
silencer, and jacket water pipes will reduce the
amount of heat radiated by auxiliary sources.
Required Air Flow
The required volumetric flow of engine room
air required for ventilation can be estimated
by the following formulas, assuming 38°C
(100°F) ambient temperature:
V (cfm) = H ` Engine Combustion Air
0.070 2 0.24 2 D T
V (m3/min) = H ` Engine Combustion Air
1.099 2 0.017 2 D T
V = Ventilating air m3/min (cfm)
H = Heat radiation (Btu/min) (kW) from
Engine and Auxiliary Equipment
D T = Permissible temperature rise in engine
room °C (°F)
Density of air at 100°F = 1.099 kg/m3
(0.070 lb/cu ft)
Specific heat of air, Cp = 0.017 kW/°C
(0.24 Btu/°F)
Note: If duct work is used to bring in air for
the engine’s combustion air, the last term in
the equation can be dropped.
Generator Radiated Heat
The heat radiated by the generator can be
calculated by the following formulas:
HRG (kW) 5 P 3 [(1/Eff) 2 1]
HRG (Btu/min) 5 P 3 [(1/Eff) 2 1] 3 56.9
Where:
HRG = Heat Radiated by the Generator
(Btu/min) (kW)
P = Generator Output at Maximum Engine
Rating (ekW)
Eff = Generator Efficiency %/100%
(Example: Eff = 94%/100% = 0.94)
Temperature Rise
The temperature rise in the engine room
resulting from these heat sources can
adversely affect maintenance personnel,
switchgear, and generator set performance.
A 7 to 10°C (15 to 20°F) temperature rise is a
reasonable target for engine rooms. In cold
climates, discomfort may be caused by the
flow of cold air. Restrict flow only if engine
combustion air is available.
Engine Mounted Radiators
Installations utilizing engine-mounted radiators
using engine room air for cooling (Figure 17),
generally provide more air flow than is
necessary for adequate ventilation. The high
air flow combined with low ambient
temperatures, below 21°C (70°F), can cause
water to condense inside exposed engine
components, like valve covers. This can result
in oil and maintenance problems. Therefore,
the system in Figure 17 is not recommended.
There are two methods that can be used to
overcome this problem.
• Remote mounted and engine-mounted
radiators are available that do not require
engine room air for cooling (Figure 18).
One advantage of such a system is that the
air used to cool the radiator is not pre-
heated by the engine, thus increasing the
ambient capability (or reducing the size) of
the unit. The disadvantage is that motor-
driven fans must be installed to provide
ventilation for the engine which increase
the overall cost of the system.
• Thermostatically controlled louvers can be
installed to recirculate some of the radiator
exhaust in order to maintain a warm air
flow across the engine (Figure 19). This
31
 also maintains a comfortable working
environment for maintenance personnel.
Caution must be exercised so that the
recirculated air is reintroduced upstream of
the engine and is well mixed by the time it
reaches the radiator.
For any arrangement where a radiator fan is
used to ventilate an engine room, the vacuum
created in the engine room must not exceed
0.12 kPa (0.5 in. H2O). Any restriction above
this limit could reduce air flow through the
radiator and overheat the engine.
must be actuated by pneumatic, electric, or
hydraulic motors. Never depend on air
pressure developed by a fan to move the
vanes.
The primary reason for cooling an engine
room is to protect various components from
excessive temperatures. Items that require
cooling are:
• Electrical components such as magnetos,
interface box and timing control.
• Cool air to the air cleaner inlet.

Correct routing of ventilation air is vital.
Without it, airflow will not adequately
maintain comfortable engine room
temperatures. Locate room air intakes to
provide maximum cooling air to the generator
set, yet avoid hot, stagnant air in other areas.
Openings for intake air should be low, and
positioned to admit the coolest, cleanest air
possible. The air should flow past the
generator end of the unit first. Due to the
location of exhaust silencers, air cleaners,
fumes disposal tubes, etc, this may not always
be possible. Position outlets high on the
opposite wall or roof. If automatic dampers
are required to admit cooling and combustion
air, the control logic should open the dampers
immediately on engine start-up.
• Cool air to cool the torsional damper.
• Habitable temperatures for the engine
operator or service personnel.
• Cooling air for the generator or other
driven equipment.
In larger multiple engine sites the normal 7°
to 10°C (15° or 20°F) temperature rise
guidelines for engine rooms require
unobtainable or uncomfortable air velocities.
For larger sites, a ventilation system that
gives priority to the five items listed above
and provides a bottom to top air flow similar
to that shown in Figures 20 and 21 can be
designed for temperature rise of 17°C (30°F).

Examples of good ventilation systems are

shown in Figures 20 and 21. Both systems
bring the air in low across the engine and
remove the heated air from above the
engine(s).

The system shown in Figure 22 is an example

of very poor ventilation. This system provides
little air flow across the engine and does not
circulate air throughout the engine room.

When installing multiple engine units within

the same building, air flow between the
individual generator sets must be planned.
Figure 23 A and B show examples of both
correct and incorrect air flow between
multiple units.

Intake and exhaust ventilators may have

movable or fixed louvers for weather
protection. If movable louvers are used, they

32
Figure 17.

Figure 18.

33
 Figure 19.

Figure 20.

Figure 21.

34
Figure 22.

Figure 23.

35
36
G3600–G3300 Crankcase Ventilation
Crankcase Emissions
Crankcase Ventilation (“Ingestive”)
Low Pressure Ingestive System
High Pressure Ingestive System
Water In Engine Oil
Introduction Fresh Air Into Crankcase
Crankcase Pressure
Crankcase Ventilation (Non-Ingestive)
Crankcase Emission’s Affect on Oil Life
Crankcase Emission Amount
Measuring Engine Blow-by and Diluting Crankcase
Emissions
Crankcase Ventilation
Crankcase Emissions
Crankcase emissions or “Fugitive Emissions”
result from piston ring blow-by. The volume of
blow-by varies due to cylinder pressure,
piston ring pressure and component wear.
Crankcase emissions contain essentially
exhaust gases, wear particles and
oil/air/gas/fuel emissions. The proportions of
these elements vary due to fuel type, engine
type, engine speed, load and maintenance
history. Blow-by is made up of Hydrocarbons
(HC), Carbon Monoxide (CO), Carbon
Dioxide (CO2), Nitrogen Oxides (NOx) and
Figure 24.
traces of sulfates ahd aldehydes. Crankcase,
Hydrocarbon emissions are normally 3% of
the total exhaust emissions tested at the mid-
life of the engines. However, due to piston
ring tolerances, the crankcase Hydrocarbon
emissions can become as much as 20% of the
total Hydrocarbon emissions. The amount of
NOx present in the blow-by decreases
depending on the air/fuel ratio of the engine.
The more lean the intake, the less NOx that
should be present. The sulfates and aldehydes
will change depending on the fuel. An engine
running on landfill or digester gas will have
more sulfides present in the blow-by than an
engine running on natural gas.
39
 As blow-by forms it builds pressure inside the
crankcase; hence, it is important that the
pressure is relieved. To prevent pressure
buildup within the crankcase, vent tubes are
provided to allow gas to escape (see
Figure 24). Removing the blow-by from the
crankcase is not very difficult, but the
question of what to do with the blow-by once
it leaves the crankcase is challenging.
Basically, there are two techniques used in
dealing with blow-by: “Ingestive” and “Non-
Ingestive.” “Ingestive” involves placing the
blow-by back into the combustion process and
“Non-Ingestive” is using some method of
venting the blow-by to the atmosphere.
The following paragraphs outline the benefits
and drawbacks of each type of system.
Currently, Caterpillar does not have an
“Ingestive” system in production for Gas
Engines.
Crankcase Ventilation
(“Ingestive”)
As emission laws become more stringent, it is
inevitable that crankcase emissions (or blow-
by) will be included in total system emission
values. Certain parts of Europe and California
are already counting blow-by in the emission
numbers. In the future, ventilating crankcase
emissions to the atmosphere will be
discouraged or prohibited.
To eliminate the worry of crankcase
emissions, the blow-by can be returned to the
combustion process. This method is
commonly known as Positive Crankcase
Ventilation (PCV) in the automobile industry.
On naturally aspirated engines, like most cars,
the blow-by can easily be returned to the
combustion process without much added cost
or engine component concern. The addition
of a turbo-charger makes PCV a much more
challenging task.
There are two ways of re-introducing the
blow-by fumes back into the combustion
process on a turbo charged engine. The blow-
by can be put in the system at low pressure
(before the turbocharger) or at high pressure
(after the turbo charger).
40
Low Pressure Ingestive System
A low pressure, ingestive system involves
piping the crankcase emissions into the low
pressure side of the turbo charger (see
Figure 25). The blow-by is drawn from the
crankcase through the vent tubes, into the oil
condensing device (or blow-by filter) and
“sucked” back through the air cleaner by the
turbo charger.
There are a number of hazards that can occur
when using an “Ingestive” PCV systems on a
turbo charged engine. Most tests have shown
that no matter how effective the blow-by filter,
over time, enough oil will be adsorbed to coat
the aftercooler. This oil will act as an insulator,
reducing the cooling capabilities of the
aftercooler. A cleanable aftercooler should be
used and cleaned regularly when using an
“ingestive” PCV system.
The following is a list of considerations that
should be followed while designing a low
pressure, ingestive, PCV system:
• The blow-by MUST be sent through a
filtering system prior to entering the turbo
charger.
• A pressure relief valve must be put in place
between the turbocharger and filtering
system to ensure the draw on the
crankcase does not exceed 26 mm H2O
(1.0 in. H2O).
• Blow-by filters should be replaced or
cleaned every oil change.
• Caterpillar’s recommendation is that the oil
NOT be returned to the crankcase.
Figure 25.
High Pressure Ingestive System
A high pressure PCV system involves
removing the blow-by from the crankcase and
pumping it directly into the intake plenum
(see Figure 26). This type of system removes
the risk of coating the aftercooler and turbo,
but the crankcase fumes should still be
filtered to reduce the amount of oil going into
the intake stream.
The limiting factor of this type of system is
cost. An extra pump would be expensive and
difficult to mount. Therefore, this type of
system has been bypassed for the less
effective, but more economical low pressure
system.
Figure 26.
Water in Engine Oil
Crankcase emissions are essentially
concentrated exhaust fumes; therefore, they
contain a considerable amount of water vapor.
When oil is separated from the blow-by and
filtered back into the oil sump, there is the
risk of water condensing. Natural Gas
Engines have a considerable amount of water
in their exhaust, which has resulted in many
PCV suppliers recommending that the excess
oil be drained into a separate container.
When water is introduced to the engine oil, it
forms an emulsion that clogs oil filters. As the
amount of water increases, the ability for the
additives to disperse the water in the oil
decreases. The heat of the oil usually burns
off water particles, but condensed blow-by
contains so much water that the water can
actually cool the oil and form sludge. Cooler
oil temperatures may cause water and oil to
combine to form dangerous acids that can
corrode metals, thus reducing the lubricating
qualities of the oil.
Introducing Fresh Air into Crankcase
Removing blow-by out of the crankcase may
not be enough to ensure an emission free
crankcase environment. It may be necessary
to add fresh air directly into the crankcase in
order to distill the air inside the crankcase.
The quantity of this air should be about two
times the volumetric flow rate of the blow-by.
One risk of adding fresh air might be the cold
ambient air cooling off the crankcase,
resulting in water condensing from the
existing crankcase fumes. Therefore, it may
be necessary to heat the air before
introducing it to the crankcase.
Crankcase Pressure
The conventional wisdom of internal
combustion engines is that the engine should
operate at a slight positive pressure in order
to keep any “engine surrounding”
contaminants out of the engine. The effect of
a PCV system tends to create a slight vacuum
on the crankcase [0.25 kPa (1 in. H2O)
MAXIMUM]. The negative crankcase
pressure is accepted in order to have fugitive
emissions removed from the crankcase.
Under no circumstances should crankcase
pressures vary more than 25.4 mm H2O
(1.0 in. H2O) from ambient barometric
pressure for G3300, G3400, & G3500 engines.
The shutdown or maximum valve for G3600
engines is 4.0 in. H2O. Restrictions higher
than the limit on passive systems will worsen
any oil leaks. A powered system should draw
no more than a 25.4 mm H2O (1.0 in. H2O)
vacuum, or dirt and dust could be drawn into
the engine past the main seals. Measurement
should be made at the engine dipstick
location with the engine at operating
temperature, speed, and load.
41
 Crankcase Ventilation
(Non-Ingestive)
Most areas do not include crankcase
emissions as part of the total emissions for an
engine. In order to save cost and potential
engine hazards, it may benefit the customer
to vent the blow-by to the atmosphere. The
following discussion explains how venting an
engine’s blow-by should be performed.
When ventilating the crankcase, it is
important not to vent crankcase fumes
directly into the engine room without
filtration. Fumes may clog air filters and
increase air inlet temperature, possibly
causing engine damage. Problems in
electrical equipment can be caused by
exposure to the fumes. The fumes can also be
a health hazard if discharged in a poorly
ventilated room. Therefore, crankcase
emission should be ventilated to the
atmosphere, by means of a venting system.
When there are multiple engines at a site, a
separate vent line is required for each engine to
prevent fumes and moisture produced by a
running engine from entering an idle engine.
The addition of moisture into an engine can
cause corrosion and buildup of harmful deposits.
Crankcase vent pipes must be large enough to
minimize back pressure. Normal blow-by on a
new engine will be approximately
.02 m3/hr bkW (.5 ft3/hr bhp). Adequately
size the pipes to accommodate a worn engine,
with a blow-by rate of .04 m3/hr bkW (1 ft3/hr
bhp). Size the vent pipe with a maximum of
13 mm H2O (0.5 in. H2O)pressure drop at full
load.
These formulas allow the crankcase
ventilation designer to calculate a pipe
diameter which will give a back pressure less
than 13 mm H2O (0.5 in. H2O).
psi = 0.0361 x in. water column
kpa = 6.3246 x mm water column
L = Total Equivalent Length of pipe (m) (ft)
Q = Exhaust gas flow (m3/min), (cfm)
D = Inside diameter of pipe (mm), (in.)
S = Density of gas (kg/m3), (lb/ft3)
S (kg/m3) = 1.08
S (lb/ft3) = 0.067
To obtain equivalent length of straight pipe
for various elbows:
L = 33D Standard Elbow
X (radius of elbow = pipe diameter)
L = 20D Long Elbow
X (Radius > 1.5 Diameter)
L = 15D 45° Elbow
X
L = 66D Square Elbow
X
Where X = 1000 mm or 12 in.
Calculate the pipe diameter according to the
formula, then choose the next larger
commercially available pipe size.
As can be seen, if 90° bends are required, a
radius of two times the pipe diameter helps
lower resistance.
Loops or low spots in a crankcase vent pipe
must be avoided to prevent condensation
from building up in the pipe and restricting
the normal fumes discharge. Where
horizontal runs are required, install the pipe
with a gradual, 41.7 mm/m (1/2 in/ft ), slope
from the engine, see Figure 27. The weight of
the vent pipes will require separate off-engine
supports as part of the installation design.
Any horizontal or vertical run of pipe that
cannot be disassembled for cleaning should
have clean-out ports installed.

Calculate back pressure by:

P (kPa) = L x S x Q2 x 3.6 x 106

D5

P (in. H2O) = L x S x Q2
187 x D5
P = Back pressure (kPa), (in. H2O)

42
 Crankcase A drip collector installed near the engine will
Breather Line minimize the amount of oil discharge through
Clean the vent pipe. It is necessary to provide some
Correct Slope
Out type of trap that will prevent crankcase gases
Port
from venting into the engine room, see
Low
X Spot
Figure 28. If a trap as in Figure 28b is used,
the designer must be sure the drip collector
can be removed or drained for disposal.
Another alternative is to install a valve on the
end of the drip pipe and periodically drain it.

Figure 29 illustrates a powered fumes disposal

Figure 27.
Crankcase fumes must not discharge into the
air ventilation ducts or exhaust pipes. They
will become coated with oily deposits creating
a fire hazard.
Vent the crankcase pipe directly into the
atmosphere and direct it to keep rain or spray
from entering the engine. Give consideration
to equipment located near the discharge area
as well as to the building itself. If not handled
properly, very small amount of oil carry-over
can accumulate and become unsightly and
even harmful to auxiliary equipment.
system for a multiple engine installation.
There are two main advantages to a powered
system: the fumes will become diluted with
air for better dispersal into the atmosphere,
and it can improve oil life by removing the
nitric oxides from the crankcase before they
can cause nitration of the oil.
Since a vacuum will be drawn with a powered
system, the addition of a small air filter
somewhere on the engine crankcase is
required. This will filter the air entering the
crankcase and prevent dirt from being
introduced into the oil. A valve connected in
the line to each engine controls the flow of
crankcase fumes out of the engine.

Vent To Atmosphere
Engine Mounted Crankcase
Locate Higher Than Engine
Breather
Combustion or Ventilation
1/2 Inch Per Foot (40 mm per
Air Inlet
Meter) Downward Slope
From Engine

A B

Rubber Hose Flexible

Fitting 1 in. (25 Minimum)

Condensed Combustion Products

1 in. (25 Minimum)
(May Be Initially Filled With Oil or Water)

Condensed Combustion Products

(May Be Initially Filled With Oil)
b) Alternote Installation

Figure 28.

43
 Pipe Size Selected To
Provide Less Than
12 mm H20 (.5 in. H20) Electric Fan (Drip Tray With Drain
Line Loss Plug Be Required To Catch
Condensation Fluids If Fan
Is Not Oil-Tight)

Sloped

Balance Valve Risors Should Enter Manifold

For Fan Vacuum Above Center Line Of Pipe To
If Required Prevent Drain Back

Pressure Relief Valve

Required On G3600
Condensate
Drain

Valve Per
Engine To Adjust
Individual Vacuum

Figure 29.

Crankcase Emission’s Affect on Crankcase Emission Amount

Oil Life
One of the goals of a PCV system is to
increase the oil life of the engine. The
removal of crankcase fumes can reduce the
amount of oil degradation. It has been shown
that a non-ingestive PCV system can double
the oil life of an engine. However, the affects
of PCV on oil life will vary with engine size,
load, engine hours and ambient conditions.
Normal blow-by on a new engine will be
approximately .02 m3/hr bkW (.5 ft3/hr bhp).
Adequately size the pipes to accommodate a
worn engine, .04 m3/hr bkW (1 ft3/hr bhp).
Size the vent pipe with a maximum of
13 mm H2O (0.5 in. H2O) pressure drop at full
load.

44
Measuring Engine Blow-by and
Diluting Crankcase Emissions
The following is a step-by step procedure on
how to dilute the crankcase with fresh air.
This will measure the blow-by of an engine.
This information is needed when designing a
crankcase ventilation system.

To set up the system, a Blow-by/Air Flow

Indicator (part number 8T2700) is required.

1. Measure the amount of combustion blow-

by for a given engine. This is done by
closing the crankcase ventilation valve,
blocking the crankcase air filter, and
attaching the Blow-by Indicator to the oil
fill spout. The reading on the indicator is
the engine’s blow-by. All measurements are
to be taken with the engine running at
rated speed, load, and temperature.

2. Unplug the crankcase air filter and connect

the Blow-by Indicator to it. Slowly open the
crankcase ventilation valve until the
indicator reads the same as in step 1.

This procedure will allow an equal amount of

air to be drawn into the crankcase as is being
blown past the piston rings. This will
sufficiently dilute the fumes and increase
oil life.

This procedure should be done for each

engine. Make a final check of the crankcase
pressure to insure the vacuum on the engine
is less than 25.4 mm H2O (1 in. H2O).

Sometimes it is difficult to precisely size the

blower for a powered system. If the only
blower available is too large, it may draw too
much vacuum on the crankcase ventilation
valves and make adjustments difficult. To
overcome this problem, a balance valve can
be connected on the vacuum side of the
blower to allow air to be drawn in the system
and reduce the vacuum pressure on the
adjusting valves.

An optional relief valve may be used to limit

crankcase pressure to .14 kPa (.5 in. H2O).
This is used to avoid problems if the
crankcase ventilation fan is not engaged.

45
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3500 - G3300

● Mounting

● Alignment

LEKQ7251 (Supersedes LEKQ2459) 7-97

G3500-G3300 Mounting
General Considerations
Vibration
Torsional Vibration
Out-of-Balance Driven Equipment
Alignment
Engine Construction
Bases
Purpose and Function
Caterpillar Bases
Other Bases
Bases for Engines with Close-Coupled Units
Foot Mounted Engines
Engines with Mounting Rails
Bases for Engines with Remote Mounted Driven Equipment
Equipment Mounting
Engines with Mounting Feet
Engine/Close-Coupled Two Bearing Generator
Engine/Driven Unit for Mechanical Drive
Engines with Mounting Rails
Thermal Growth
Shim Material
Metal Shims
Mounting Engines with Poured Resin Shims
Isolators
Stationary Equipment Isolators
Mobile Equipment Isolators
Caterpillar Isolation Installation and Adjustment Procedure
Bulk
Seismic Considerations
Foundations
Responsibility
Ground Loading
Concrete Base
Mounting
Correct mounting and coupling to driven
equipment are essential to the success of any
engine installation.
Gas engine installations may incorporate
many types of mounting methods.
Consequently, no single system will be
universally successful. It is just as possible to
encounter problems from a rigid constrained
mounting system if improperly applied as it is
with a flexible mounting if improperly applied.
General Considerations
Caterpillar Gas Engines are rigid, self-
contained structures which will operate and
maintain inherent alignment unless subjected
to extreme external stresses.
Due to the diversity of installation types, no
one mounting system or method is universally
acceptable. The engine must be mounted in a
manner suited to the specific application,
taking into account the characteristics of the
engine, the driven loads, and the operating
cycle of the machine. One or more of the
following results will occur if mounting
method is inadequate.
Torsional Vibration
Torsional vibration is not caused by mis-
alignment, an out-of-balance system, base
design or foundation design. This is a
phenomenon related to natural frequencies of
the rotating equipment and is explained in
detail in the section on Foundations.
Out-Of-Balance Driven Equipment
The engine itself is designed and built to run
very smoothly. Objectionable vibration
generally arises from either poor driveline
component match to the engine or unbalance
of the driven equipment. Reciprocating
equipment with large imbalances, for
example, can cause premature failure of the
mounting structure or undesirable vibration
even though the unit is properly mounted and
isolated from the engine.
Even though the engine and the driven load
are in balance, it is also possible to encounter
undesirable and damaging vibration as a
result of the driving or connecting equipment
having a misalignment or out-of-balance
condition. Long shafts, drives, gear
assemblies, clutches, or any type of coupling
where misalignment, out-of-balance, or mass
shifting may occur, are probable sources of
vibration.

Vibration
Transmission of undesirable vibration to
driven equipment or the support structure
may occur. In certain types of plunger
installations such as pumps, the engine
vibration is insignificant compared to the
driven equipment vibration. In this case, the
machine vibration could be detrimental to the
engine and its mounting, and could possibly
result in cracking or fatigue of a structural
member.

The same amplitude and frequency of

vibration generated by the engine could result
in structural damage if a fixed installation
were housed in a building, or close to
sensitive instruments or equipment, such as
computers.

Additional information is contained in the

Vibration section of the A & I Guide.

5
 Alignment
An unsatisfactory engine mounting nearly
always results in alignment problems between
the engine and the driven machinery.
Assuming that failure of the driven equipment
does not occur first, the forces or loads
transmitted to the engine in the form of
pounding, twisting, flexing, or thrust could
result in engine crankshaft and bearing
failure. Costly failures of this nature can be
avoided if, at the design and installation stage,
the importance of proper alignment between
the engine and driven load and adequate Figure 1.
mounting to maintain alignment is
considered.

If this is impossible, a suitable flexible

coupling must be incorporated into the drive
train to compensate for misalignment.

Additional information is available in the

Alignment section of the A & I Guide.

Engine Construction
As previously stated, the Caterpillar Engine is
built as a rigid, self-supporting structure. If
the engine is mounted on a true (flat)
foundation or on a pair of longitudinal beams,
the tops of which are in the same plane, the
Figure 2.
engine will hold its own alignment. If
subjected to external forces or restrained
from its thermal growth, bearing clearances
will be affected and bearing or crankshaft
failure can occur.

The main structural strength of an engine is

the cast-iron block. On the G3300 (Figure 1)
and G3400 (Figure 2) Family of Engines,
engine mounting is by mounts on both sides
of the flywheel housing and by a front mount
securely mounted to the engine block
through the front cover. The G3500 Family of
Engines are mounted by the plate steel oil
pan. This pan is a deep heavy weldment
Figure 3.
which has mounting brackets or lugs welded
to the sides which are used to mount the
engine, see Figure 3. G3500 Family of
Engines should be mounted with the brackets
to a set of rigid rails which, in turn, are flex
mounted to the foundation or machine frame.

6
Bases
Purpose and Function
The first design consideration for an engine
base is its physical dimensions. The base
must provide the proper mounting holes for
the gas engine and all other base-mounted
components. The holes must also make
allowance for servicing of the engine and
other components. They must provide
clearance and provisions for proper
alignment.
Design the base to maintain the original
alignment between engine and driven
equipment under all operational and
environmental conditions. Misalignment
between an engine and driven equipment can
cause vibration and shorten the life of
couplings and bearings. Bases designed and
fabricated by dealers, or others, must meet
design requirements of the Caterpillar
supplied base to assure strength and vibration
resistance.
The major cause of misalignment is flexing of
the base due to lack of torsional rigidity.
Other causes are poor installation methods
and incorrect alignment procedures.
Caterpillar Bases
Caterpillar bases are designed to
eliminate frequent, periodic realignment
of the engine and driven unit. A properly
installed Caterpillar base will meet the
following criteria:
• Engine torque does not cause excessive
misalignment.
• Flexing of the foundation or substructure
under the base during operation does not
cause bending of the base.
• When the engine and driven unit are
mounted on a Caterpillar base, the entire
package is able to withstand normal
handling during transportation without
permanently distorting the base or causing
misalignment of the driven unit.
• A Caterpillar base is free of torsional or
linear vibrations in the operating speed
range of the engine.

The base must offer rigidity adequate to

oppose the twist due to torque reaction on
drives where the driven equipment is
mounted on the base assembly, but not bolted
directly to the gas engine flywheel housing,
see Figure 4.

Figure 4.

7
 Caterpillar offers different bases for close
coupled units (such as single bearing
generators) and for remote mounted units
(such as two bearing generators). The
base for a remote mounted two bearing
generator must be sturdy enough to
provide support and maintain alignment.
The base for a close coupled single
bearing generator can be lighter because
the base does not have to withstand
torque reaction. Fastening the driven unit
housing to the flywheel housing
eliminates the need for the base to absorb
the engine torque, see Figure 4. On
remote mounted units, the frame of the
driven equipment tries to rotate in the
same direction as the engine crankshaft.
If the base were not rigid enough, engine
torque would cause the base to flex
excessively. The result would be
misalignment proportional to the amount
of load. This misalignment would not be
evident during a static alignment check.
Other Bases
Bases not manufactured by Caterpillar
must meet several design criteria. These
bases must be rigid enough to limit
torsional and bending forces caused by
torque reaction and sub-base flexing.
They must prevent excessive bending
forces from passing to the engine block,
couplings, and driven unit during
shipment. To prevent resonance, they
must have a natural frequency out of the
operating speed range. They must allow
sufficient space for shimming so proper
alignment can be accomplished.
Bases For Engines With
Close-Coupled Units
Caterpillar does not recommend a specific
section modulus for the longitudinal
girders or cross members. Usually “I”
beams or channel section steel beams in a
ladder type arrangement are acceptable.

A Caterpillar base for remote mounted

equipment is a torsionally rigid structure
for mounting the engine and driven unit.
The three point suspension design
maintains proper relationship and
alignment of all equipment by isolating
external forces, see Figure 5.

The three point suspension system must

be used when there is a possibility the
foundation or substructure supporting the
base can deflect due to external forces or
settling. Suspending the power unit on
three points isolates the unit from
deflection of the substructure. More than
three mounting points can cause base
distortion. Figure 5.

8
 right front corner where a doweled bolt is
used.

Bases For Engines With Remote

Figure 6.
Foot Mounted Engines
• Bases for foot mounted engines should
have cross members as substantial as the
longitudinal beams. Place these cross
members beneath each engine and driven
unit support location.
• Do not mount the engine and driven unit
directly to a base that has a deck plate
surface. Use steel pads between the
mounting feet and the base beams. Cut out
deck plates at pad locations.
• Do not fasten the engine and driven unit
mounting feet to the base by welding.
Engines With Mounting Rails
• Standard Caterpillar mounting rails must
be used between engine and base.
• Cross members of the base provide the
greatest support when located at the
mounting locations between engine
mounting rails and base.
Mounted Driven Equipment
The design requirements for bases used on
engines with close-coupled units also apply to
bases used for engines with remote-mounted
units. Bases for use with remote-mounted
units must be more rigid. The full load torque
between the engine and driven unit must be
absorbed by the base without causing
excessive deflection in the coupling.
Equipment Mounting
Engines With Mounting Feet
Caterpillar Gas Engines and single bearing
generators with mounting feet similar to those
shown previously(G3300 and G3400), can
either be mounted on a base or mounted
directly on a pair of beams without a base, see
Figures 7 and 8. The mounting feet must be
bolted in place. Do not weld the feet to the
base or beams. If support beams are used, the
beams must be flat and lie in the same plane.
Use shims as necessary between feet and
base or support beams so all mounting feet
are in solid contact at all locations. If the
mounting feet are not in equal contact with
the base or beams before the anchor bolts are
installed, the engine and/or generator can be
stressed when the anchor bolts are tightened.

• Four threaded mounting blocks are used

between engine mounting rails and the
base to provide sufficient space for
shimming, see Figure 6. These blocks must
be welded to the base. Use shims as
necessary between the blocks and
mounting rails to put the parallel mounting
surfaces in the same plane.
Figure 7.
• No welding of the engine mounting rail to
the base is permitted.

• Mounting rails must be bolted to the

mounting blocks. There must be clearance
between these bolts and the holes in the
mounting rails except at the right rear or

9

Figure 8.
Engine/Close-Coupled Two Bearing
Generator
Caterpillar Engines with close-coupled two
bearing generators can be mounted on a base
or directly on a pair of beams without a base.
The mounting feet of the engine and
generator must be bolted in place. Do not
weld the feet to the base or beams. If support
beams are used, the beams must be flat and
lie in the same plane. Use shims as necessary
between the mounting feet and the base or
beams so all mounting feet are in solid
contact at all locations. If the mounting feet
are not in equal contact with the base or
beams before the anchor bolts are installed,
the engine and/or generator can be stressed
when the anchor bolts are tightened.
Figure 9.
10
Engine/Driven Unit For Mechanical
Drive
An engine and close-coupled driven unit
(for example, a transmission) used to
mechanically drive other equipment can be
mounted on a pair of longitudinal beams.
The tops of the beams must be flat and in the
same plane. If the tops of the beams are not
flat and in the same plane, use shims as
necessary to correct this condition. All
mounting feet of the engine and driven unit
must be in solid contact with the mounting
beams before the anchor bolts are installed. If
the engine and driven unit are fastened to an
uneven surface, this can cause distortion in
the engine and driven unit when the anchor
bolts are tightened.
If the mounting beams will be subjected to
external bending forces (such as frame
flexing of the chassis in mobile applications),
the engine and driven unit must be mounted
to the beams with a three point mounting
system. This type of mounting system
supports the engine at a single point at the
front and at two points (one on each side) at
the rear of the engine or driven unit. This
mounting system is capable of efficiently
allowing large amounts of frame deflection
without imparting stresses to the mounting or
engine and driven unit, see Figure 9.
Engines With Mounting Rails
Standard Caterpillar mounting rails must be
used. Two types of mounting rails are
available, depending on application.
Four-point mounting rails are used if the
rails are to be secured to a base or foundation
that will not be subjected to external forces
that could cause distortion of the mounting
rails, see Figure 10. These rails can be used
for either remote-mounted or close-coupled
driven units. For close-coupled driven units,
extended mounting rails are available so the
driven equipment can be fastened directly to
the rails.
Figure 10.
Three-point mounting rails are used if the
rails are to be secured to base or foundation
that may cause the mounting rails to be
subjected to distorting forces. The three point
mounting rails can only be used for close-
Figure 11.
coupled driven units where the rails are
extended for the mounting of these units, see
Figure 11.
Mounting of engine to mounting rails.
Lugs or brackets have been welded to the
sides of the oil pan at the factory and hold the
engine to the mounting rails. No shimming is
allowed between the engine oil pan and the
mounting rails.
Mounting of close-coupled driven units to
mounting rails. On engines whose mounting
rails are extended to mount close-coupled
driven units, these rails must not be notched
or the cross braces removed to provide
clearance for the driven unit. Shims are used
as necessary between the mounting feet of
the driven unit and the mounting rails to get
correct alignment with the engine. Bolts must
be used to fasten the driven unit to the engine
mounting rails.
• Shims only or four drilled and threaded
mounting blocks and shims can be used
between the engine rails and the base at
the four corner location, see Figure 10. If
mounting blocks are used, these blocks
must be welded to the base. The blocks are
first fastened to the bottom of the rails at
the four corners. Remove bolt clearance
with the rails by driving the blocks toward
the end of each rail. This will provide
clearance for thermal growth at operating
temperature. The engine is then put in
position on the base and the blocks tack
welded to the base. If necessary, remove
the engine to complete welding the blocks
to the base, see Figure 12.
11
 • Use shims as necessary to make sure the mounting block. Distortion of the mounting
mounting rails are in solid contact with the rails will result if these bolts are fastened
mounting blocks or base at all four from the rails into the base, see Figure 13.
mounting locations. Distortion of the
mounting rails will result when the anchor
bolts are tightened, if the mounting rails
are not in solid contact.

Figure 13.

• For engines driving remote-mounted

Figure 12.
• If the driven equipment is close-coupled to
the engine, use clearance type bolts at all
locations to fasten the mounting rails to the
mounting blocks or base. These bolts must
have a diameter 1.5 mm (.06 in.) less than
the diameter of the holes in the mounting
rails.
equipment, the mounting rails must be
cradled between guide strips which keep
the expansion of the rails always parallel to
the output shaft centerline. The guide strips
are welded to the top of the mounting
blocks at the opposite end of the rails from
the ground body bolt or spot weld, see
Figure 14.

• If the driven equipment is remote-mounted,

use clearance type bolts at all mounting
locations in the left mounting rail. If a
ground body bolt is to be used to control
the direction of horizontal thermal growth,
install this bolt in the right rail at the end of
the rail next to the coupling, or at the rear
of the rail if remote mounted equipment is
driven from both ends of the engine. Install
clearance type bolts at all other locations in
the right rail. If a spot weld is to be used to
control the direction of thermal growth,
Figure 14.
spot weld the right rail to the mounting
block and/or shims on the side of the rail
next to the coupling. Install clearance type • Because horizontal thermal growth of the
bolts at all mounting locations in the right engine and mounting rails will always be
mounting rail. All clearance type bolts must away from the ground body bolt or spot
have a diameter 1.5 mm (.06 in.) less than weld, never weld stops or chocks against
the diameter of the mounting rails holes. the opposite end of the mounting rails from
the ground body bolt or spot weld. If
• Each anchor bolt between the mounting chocks or stops are to be used, there must
rail and the base must be bolted into a be a minimum of 0.13 mm (.005 in.)

12
 clearance between them and the ends of Shim Material
the rails, when the engine is at operating Shims can be used to get correct alignment
temperature. between the engine and the driven unit.
Depending on the application, shims are
required under the engine, under the driven
Thermal Growth
unit, or under the engine and driven unit. The
The change in distance between mounting
most commonly used shim materials are
holes due to thermal growth of the engine
metal and poured resin shims. Under no
must be considered when designing the base.
circumstances should lead be used as a shim
Cast iron has a coefficient of expansion of material. Lead is easily deformed under
0.0000055, and that of steel is 0.0000063. This weight and vibration and has poor support
means that the block of an engine 238.8 cm characteristics.
(94 in.) in length will grow 0.197 cm
Metal Shims
(0.0776 in.) if its temperature is increased
After the engine and driven equipment have
from 10°C (50°F) to 98.8°C (200°F). Using
been aligned, install brass or some other type
0.0000063 as the plate steel coefficient of
of non-rusting metal shims between the
expansion, a steel weldment of 238.8 cm
mounting feet or mounting pads of the engine
(94 in.) will grow 0.226 cm (0.089 in.) through
or driven unit and the base or other mounting
the same temperature range. The small
surface. The minimum thickness of each shim
difference in growth between the block and
pack under each mounting location should be
the lubricating oil pan is compensated for in
at least 5 mm (0.2 in.) This will prevent later
the design of the engine by making the holes
corrections requiring the removal of shims
in the flange of the attached component (rails)
when there are too few, or no shims
larger than the attaching bolts.
remaining. After installation of the shims,
Due to the growth resulting from thermal each mounting location must carry its portion
expansion, the engine must not be dowel of the load.
located in more than one location. Failure to
do this will cause unnecessary stresses in the
Important: When metal shims are used
between the mounting pads or feet and the base
engine and base as the engine tries to grow
or mounting surface, the mounting surfaces
due to temperature changes. It is
must be flat, free of burrs, and parallel to the
recommended that a dowel locator be used on
bottom surface of the mounting pads or feet.
one engine mounting rail located at the end
with the driven equipment. This will force all
thermal growth away from the engine
coupling. Clearance between the mounting
bolts and the mounting brackets on the base
will then allow slip to compensate for thermal
growth, see Figure 15.

Figure 15.

13
 Figure 16.
Mounting Engines With Poured Resin
Shims
After the engine and the driven equipment
have been aligned, poured resin shim material
can be used between the mounting pads of
the engine mounting rails and the engine bed.
When using poured resin shim material,
always follow the manufacturer's installation
recommendations.
Follow these guidelines:
• Use foam rubber strips of the appropriate
thickness to form the dams for pouring the
shim material.
• Do not pour shim material inboard of the
machined pad on the bottom of the
mounting rail.
Shim material can be poured the full length of
the mounting rail (a continuous pour) or it
can be poured only at the mounting pad
locations (an interrupted pour). If an
interrupted pour is used, the minimum area
of shim material must be 29,000 mm2 (45 in.2)
per mounting bolt. If the mounting rails have
mounting pads only at the bolt hole locations,
foam rubber strips must be installed on both
sides of each pad on all pads forward of the
flywheel housing to provide for expansion.
These expansion strips permit thermal
expansion of the mounting rails at operating
temperature. On engines whose mounting
rails have full length mounting pads, no
expansion strips are necessary.
14
Note: When realigning an existing
installation, full length foam rubber strips for a
continuous pour can often be difficult because
of limited access. It is recommended that a full
length continuous pour be used only for new
installations where the engine can be raised to
install the foam rubber strips.
Do not pour the shim material thicker or
thinner than the manufacturer's
recommendation. Use steel spacers if the
clearance between the bottom of the
mounting pad and the top of the engine bed is
more than the maximum allowable thickness
of the shim material. The spacers must be a
minimum of 29,000 mm2 (45 in.2) in area per
mounting bolt.
Before pouring the shim material, install all
anchor bolts finger tight. Put sealing material
around the bolt at the bottom of the mounting
pad to prevent the shim material from filling
the bolt holes in the mounting rails. If shim
material is allowed to enter the bolt holes in
the mounting rails, thermal expansion of the
rails will be prevented.
After the shim material has sufficiently
hardened according to the manufacturer's
specification, the anchor bolts can be
tightened to a torque of 490 N•m (360 lb-ft).
Use two nuts on each bolt.
Figure 17.

Isolators
Engine power unit set isolation is required if:

• Engine vibration must be separated from

building structures.

• Vibrations from nearby equipment are

transmitted to inoperative engines.

Operating engines are rarely affected by

exterior vibrations. Methods of isolation are
the same for external or self-generated
vibrations.

As discussed in the Mounting section of this

guide, the most effective isolators are
Caterpillar's steel spring design, see
Figure 18. They isolate over 96% of all
vibrations, provide overall economy, and
permit relatively simple mounting of engines
or generator sets on a surface capable of
supporting static and dynamic loads.
Adding rubber plates beneath spring isolators
block high frequency vibrations transmitted
through the spring. These vibrations are not
harmful, but cause annoying noise.
Figure 18.
With Caterpillar approval, properly designed
rubber isolators between rigid engine
mounting bases and foundations are adequate
for applications where vibration control is not
severe. They isolate noise created by
transmission of vibratory forces. By careful
selection, isolation of 90% is possible. The
rigid Caterpillar fabricated engine base will
withstand torque reactions without total,
uniform, support from the isolators.

15
 Fiberglass, felt, composition, and flat
rubber do little to isolate major
vibration forces and should be avoided
as primary isolation methods. They
compress with age and become ineffective.
These also have low deflections and high
natural frequencies compared to engine
excitation frequencies.

If no isolation is required, the generator set

may rest directly on the mounting surface.
This surface must support 25% more than the
static weight of the unit to withstand torque
and vibratory loads. Unless the engine is
driving equipment which imposes side loads,
or there are seismic requirements, no anchor
bolting is required. This normally applies to
all nonparallel generator set mountings. Thin
rubber or composition pads minimize the
units tendency to creep or fret foundation Figure 20.
surfaces.

Piping connected to engines require isolation, Stationar y Equipment Isolators

particularly when engines mount on spring
isolators. Fuel and water lines, exhaust pipes,
and conduit can transmit vibrations long
distances. Isolator pipe hangers should have
springs to attenuate low frequencies, and
rubber or cork to minimize high frequency
transmissions. To prevent buildup of resonant
pipe vibrations, long piping runs must be
supported at unequal distances, see
Figure 19.
All piping should be designed and supported
to meet local seismic requirements.
Stationary equipment isolators are used when
the package will not be transported, (with
isolators attached), or will not experience
seismic shock. The isolators contain thrust
blocks to control lateral movement.
Mobile Equipment Isolators
Mobile equipment isolators have the same
features as the stationary equipment isolators.
They also have built in restraints capable of
withstanding a + 2 G vertical load and +
3 G horizontal load under low cyclic
conditions, see Figure 20. They are suitable
for use with mobile platforms, but are not
generally intended to handle seismic shock.

In addition to noise and vibration reduction,

isolation from movable platforms is required
to prevent torque loading from damaging the
engine. The engine must not be bolted to a
platform unless approved by Caterpillar.
Deflections of a less than adequate platform
(for engine support) can be transmitted to the
engine causing block bending and possible
Figure 19. crankshaft and bearing failures.

16
Caterpillar Isolator Installation and
Adjustment Procedure
The engine base mounting surface must have
shims or grout to provide a flat surface within
a maximum deviation of 6.35 mm (0.25 in.) for
all three isolator contact areas. Shims or grout
should cover the full contact area of the
isolator pads.

The installation and adjustment of the

Caterpillar supplied vibration isolators is
covered in the Special Instruction, Form No.
SEHS9162.

Note: Tightening snubber bolts on the isolators

greater than finger tight reduces isolator
efficiency. It is normal for the motion of the
engine to increase during startup and
shutdown. Should this motion be intolerable,
tighten snubber bolts slightly. However, the lack
of slight clearances reduces isolator life.
Bulk
Bulk isolating materials are sometimes used
between the engine foundation and the
foundation supporting surface but are not as
effective and predictable as spring or rubber
types.
Wet gravel or sand can reduce vibration from
one-third to one-half and isolate foundations
from the site floor. The isolating value of
gravel is somewhat greater than sand. To
minimize settling of the foundation, 200 to
250 mm (8 to 10 in.) sand should be used in
the bed of the foundation pit and be
thoroughly tamped before pouring the
concrete block. Make the foundation pit
slightly longer and wider than the foundation
block base to allow space for the isolating
material.
Figure 21.
Isolate the floor surrounding the foundation
block with expansive joint material. Rubber,
asphalt-impregnated felt, or fiberglass do not
provide low frequency isolation and should
not be used. Cork is not effective at
frequencies below 1800 cps and will rot if not
kept dry. It is seldom used under the floor on
modern generator sets. Because of resistance
to oils, acids, and temperature changes
between -19 and 93°C (0-200°F), cork is used
to separate the edges of engine foundations
from the surrounding floor.
Seismic Considerations
Seismic shocks are insufficient to harm
generator sets resting on the floor. However,
isolation devices, particularly spring isolators,
amplify small movement generated by
earthquakes to levels which would damage
equipment. Special isolators incorporating
seismic restraining or damping devices are
available, but exact requirements must be
reviewed by the isolator supplier. Isolators
anticipating seismic shock are bolted to the
equipment base and the floor. Positive stops
are added to limit motion in all directions.
Attached piping and auxiliary equipment
supports must also tolerate relative
movement.

17
 Foundations
Major functions of a foundation are to:
• Support total weight of generator set.
• Maintain alignment between engine,
generator, and accessory equipment.
• Isolate generator set vibration from
surrounding structures.
Responsibility
The equipment foundation is not the
responsibility of Caterpillar Inc., nor is the
driven equipment attachment to the
foundation.The customer or customer’s agent
familiar with local site conditions and
application requirements bears foundation
design responsibility. Foundation comments
published herein are intended only as general
guidelines for consideration. Further engine
foundation general guidelines can be found in
Engine Data Sheet 30.0, Form LEHQ1172.
Ground Loading
Initial considerations include generator set
weight and material supporting this weight.
The wet weight of the total package must be
calculated. This includes accessory
equipment and weight of all liquids (coolant,
oil, and fuel) supported by the foundation.
Engine and attachments dry weights can be
found in the price list. Liquid densities are
given in Figure 22.
Weights of Liquids
Liquid lb/U.S. gal Specific Gravity
Water Glycol 8.55 1.03
Water 8.3
Lube Oil 7.6 0.916
Diesel Fuel 7.1 0.855
Kerosene 6.7 0.80
Figure 22.
Material supporting the foundation must
carry the total weight. Figure 23 shows
bearing load capabilities of common
materials.
18
Bearing Load Capability
Safe Bearing Load
Material psi
Rock, Hardpan 70
Hard Clay, Gravel and Coarse Sand 56
Loose Medium Sand and Medium Clay 28
Loose Fine Sand 14
Soft Clay 0-14
Figure 23.
Firm level soil, gravel, or rock provides
satisfactory support for single-bearing
generator sets used in stationary or portable
service. This support can be used where the
weight-bearing capacity of the supporting
material exceeds pressure exerted by the
equipment package, and where alignment
with external machinery is unimportant.
Soil, such as fine clay, loose sand, or sand
near the ground water level, is particularly
unstable under dynamic loads and requires
substantially larger foundations. Information
concerning bearing capacity of soils at the site
may be available from local sources and must
comply with local building codes.
The area of load-bearing support is adjusted
to accommodate surface material. To
determine pressure (P) exerted by the
generator set, divide total weight (W) by total
surface area (A) of the rails, pads, or vibration
mounts.
Figure 24.
P(psi) = W (lb) If a concrete foundation is required, minimum
A(in.2) design guidelines include:

Where: P = pressure in psi • Strength must support wet weight of units

W = weight in lb
A = area in in.2
Pressure imposed by the generator set weight
must be less than the load-carrying capacity
of supporting material.
Where support rails or mounting feet have
insufficient bearing area, flotation pads can
distribute the weight. The underside area and
stiffness of the pad must be sufficient to
support the equipment.
Seasonal and weather changes adversely
affect mounting surfaces. Soil changes
considerably while freezing and thawing. To
avoid movement from seasonal change,
extend foundations below the frost line.
Concrete Base
Several basic foundations are applicable for
generator sets. The foundation chosen will
depend on factors previously outlined as well
as limitations imposed by the specific location
and application.
plus dynamic loads.
• Depth sufficient to attain a minimum
weight equal to generator set wet weight
(only if large mass, i.e. inertia block, is
specified for vibration control).
• Outside dimensions exceed that of the
generator set, a minimum of 304.8 mm
(12 in.) on all sides.
Calculate foundation depth to equal generator
set weight by:
FD = W
_________
DxBxL
FD = Foundation depth in m (ft)
W = Total wet weight of generator set
in kg (lb)
D = Density of concrete in kg/m2 (lb/ft2)

Massive concrete foundations are

unnecessary for modern multicylinder
medium speed generator sets. Avoid
excessively thick, heavy bases to minimize
subfloor or soil loading. Bases should be only
thick enough to prevent deflection and torque
reaction, while retaining sufficient surface
area for support. Non-parallel units require no
foundation anchoring.

19
 Note: Use 150 for English units and 2402.8 for
metric units.

B = Foundation width in m (ft)

L = Foundation length in m (ft)

Suggested concrete mixture by volume is

1:2:3 of cement, sand, aggregate, with
maximum 101.6 mm (4 in.) slump and 28-day
compressive strength of 20.67 mPa (3000 psi).

Reinforce concrete with No. 8 gauge steel

wire mesh or equivalent, horizontally placed
on 152.4 mm (6 in.) centers. An alternative
method places No.6 reinforcing bars on
304.8 mm. (12 in.) centers horizontally. Bars
must clear foundation surfaces 76.2 mm
(3 in.) minimum.

When effective vibration isolation equipment

is used, figure depth of floor concrete needed
for structural support of the static load. If
isolators are not used, dynamic loads transmit
to the facility floor and require the floor to
support 125% of the generator set weight.

If generator sets are paralleled, possible out-

of-phase paralleling and resulting torque
reactions demand stronger foundations. The
foundation must withstand twice the wet
weight of the generator set. Bolting the set to
the foundation is recommended.

Figure 25.

20
G3500–G3300 Alignment
Defining Types of Misalignment
Inaccurate Flanges
Shimming
Procedure for Tightening Engine and Driven
Equipment Mounting Bolts
Bolt Torque
Mounting Bolt Location
Dial Indicators
Support Brackets
Accuracy of Dial Indicators Readings
Crankshaft Deflection Test
Alignment of Two-Bearing Generators
Factors Affecting Alignment
Bearing Clearances
Flywheel Sag
Thermal Growth
Positioning Engines
Cat Viscous Dampened Coupling
Alignment Procedures
Cat Viscous Damped Coupling
Other Couplings
Final Alignment
Realignment Limits
Alignment of Close-Coupled Driven Equipment
Crankshaft End Play
Alignment of Mechanical Drives
Alignment Procedures
Drive Shafts
Alignment
Improper alignment results in excessive
vibration, short life of generator/compound
bearing, coupling clutch parts, and frequent
re-alignment. Good alignment practices
include proper shimming, correct torque on
hold-down bolts, accurate dial indicator usage,
allowances for bearing clearances, thermal
growth, and accounting for other
characteristics of the engine.

Defining Types of Misalignment Figure 27.

Parallel or bore misalignment occurs when
centerlines of driven equipment and engine
are parallel but not in the same plane, see
Figure 26.

Figure 26.

Angular or face misalignment occurs when

centerlines of driven equipment and engines
are not parallel, see Figure 27.

Figure 28 illustrates that misalignment can

occur in more than one plane. For this reason,
alignment readings must be taken at 90
degree intervals as the units are rotated.

Figure 28.

23
 Inaccurate Flanges
Inaccurate flanges cause apparent
misalignment and make accurate alignment
impossible.
Face runout refers to the distance the hub
face is out of perpendicular to the shaft
centerline, see Figure 29.
Figure 29.
Bore runout refers to the distance the driving
bore of a hub is out of parallel with the shaft
centerline, see Figure 30.
Figure 30.
The face and bore runouts of flywheel, clutch
or coupling, driven members, and hubs must
be checked when inconsistent alignment
results occur. Face or bore errors must be
corrected. Bore-to-pilot diameter runout error
should not be more than 0.05 mm (0.002 in.)
on the flywheel and 0.13 mm(0.005 in.) on
adapters bolted to the flywheel. Flange face
runout should not be more than 0.05 mm
(0.002 in.).
24
Shimming
Shim packs under all equipment should be
0.76 mm (.030 in.) minimum and 1.5 mm
(.060 in.)maximum thickness to prevent later
corrections requiring removing shims when
there are too few or no shims remaining.
Excessive thickness of shims may compress
with use.
Shims should be of nonrusting material.
Handle shims carefully. Use only complete
width and length shims, Do not use partial
shims trimmed to fit.
After alignment, each mounting surface must
carry its portion of the load. To confirm,
follow procedure below.
Engines and generators are recommended to
use four mounting feet. Before they can be
aligned, each foot must be carrying its
portion of the load. Failure to do this can
result not only in misalignment, but also in
springing of the substructure, high stress in
welds or base metal, and high twisting forces
in the engine or generator, see Figure 31.
Figure 31.
Procedure for Tightening Engine and
Driven Equipment Mounting Bolts
Figure 32 shows the procedure used to verify
proper shimming of driven equipment or
engine has been accomplished. This
information is on a decal that is available to be
added to packages. When the proper number
of shims has been established, add or remove
shims evenly when making alignment
corrections.
Figure 32.
Bolt Torque
A bolt is properly torqued when it is stretched
a calculated amount. Proper stretch clamps
the driven device to the base securely. The
clamp is then maintained during movement
caused by vibration. An under-torqued bolt
cannot maintain clamping force while
vibrations are present. It will gradually work
loose and allow misalignment to occur, see
Figure 33.
Figure 33.
Bolts of the size used on Caterpillar oil field
bases require very high torque values. As an
example, a 25.4 mm (1 in.) bolt has a torque
of 868 ± 108 N•m (640 ± 80 ft lb). A torque
wrench, extension and torque multiplier are
required to obtain this high value. Do not use
special bolt lubricant; the effective bolt
clamping force can be excessive.
Caterpillar bolts are made of Grade 8 steel,
one of the strongest available. They are
identified by six raised or depressed lines on
the nut or bolt head.
Figure 32 shows the recommended torque for
various Caterpillar bolts; however, these
values may be too high for standard
commercially available hardware.
25
 Mounting Bolt Location
Each engine or driven equipment mounting
bolt must bolt through solid material. If a
mounting bolt is in an overhung condition, it
will cause distortion, see Figure 34.

Figure 35.

Figure 34.
Dial Indicators
A dial indicator measures very small changes
in distance. Alignment of shafting requires
measurement of small changes in distance
dimensions. The indicator must be rigidly
located so the specified alignment values can
be measured.
Support Brackets
An indicator support bracket must rigidly
support the indicator when fixed to one of the
shafts and rotated. The support bracket
allows location of the dial indicator at the
measurement point. Proper brackets can be
adjusted to work with varying driveline
configurations, see Figure 35.
Dial indicator brackets must not bend due to
weight of the indicator. Commercially
available dial indicator brackets may not give
adequate support when the indicator is
rotated, causing false readings. Magnetic base
dial indicator supports are not recommended.
To check support bracket rigidity, rotate the
same configurations of bracket and indicator
through a circle while indicating on the
bracket side of the coupling. A maximum
reading of less than .025 mm (.001 in.) is
allowed. It may be necessary to temporarily
bolt a rigid reference arm on the bracket side
of the indicator coupling to read against when
taking an alignment reading.

26
Figure 36.

Caterpillar recommends using the bracket,

A
see Figure 36, when preforming alignment
check. Use two 12.7 mm (0.50 in.) diameter
0
threaded rods or bolts to assemble the
adapter. It may be necessary to fabricate
different brackets when checking clutch
alignments.
D +10 -3 B

Accuracy of Dial Indicator Readings

There is a quick way to check the validity of
dial indicator face alignment readings. As
Figure 37 shows, readings are taken at four
locations designated as A, B, C, and D. When
taking readings, the dial indicator should be
returned to location A to be sure the indicator
reading returns to zero. Values shown in
Figure 37 are for a unit not in alignment.
The quick check is to remember that reading
of B + D should equal C. This is valid where
driving and driven shafts are rotated together
while checking alignment.
The quick check is useful for indicating
improper procedures such as: sagging
indicator brackets, dial indicator finger riding
on flywheel chamfer, or indicator not properly
positioned causing indicator to run out of
travel.
+7
"B + D = C"
C
-3 + 10 = +7
Figure 37.
Crankshaft Deflection Test
Caterpillar G3500 and G3600 Spark Ignited
Gas Engines mounted on bases not supplied
by Caterpillar required a crankshaft deflection
test.
This test can be performed on all Caterpillar
Engines equipped with crankcase inspection
doors to assure the engine block is not unduly
stressed. Perform the test under cold engine
conditions before startup.
Remove an inspection door from the block to
expose the center crankshaft throw. Rotate the

27
 crankshaft in the normal rotation direction.
When the cheeks of the center throw past the
connecting rods, install a Starrett No. 696
distortion dial indicator, or similar tool, see
Figure 37. As a precaution, tie a string to the
gauge and secure it outside the engine to
facilitate retrieval should the assembly fall
into the oil pan. Zero the dial indicator’s
rotating bezel. Properly seat the indicator
rotating it on its own axis until it will hold a
zero reading. Then rotate the crankshaft in
the normal direction until the indicator
reading at bottom (plus or minus 45 degrees)
is within a range of plus 0.03 mm (0.001 in.) to
minus 0.015 mm (0.0005 in.) for the G3500.

Rotate the crankshaft back to its original

position. The indicator must return to it’s
original reading of zero to make a valid test. If
not, the indicator shaft points were not Figure 38.
properly seated and the test procedure must
be repeated. If the gauge reads more than
stated above, cylinder block distortion has Bearing Clearances
occurred due to improper mounting. Loosen The generator rotor shaft and engine
hold-down bolts between engine rails and crankshaft rotate in the center of their
mounting blocks. Remeasure all shims and respective bearings, so their centerlines
adjust as necessary. Repeat distortion check should coincide. Alignment is made under
procedure. static conditions while the crankshaft is in the
bottom of its bearings. This is not its position
during operation. Firing pressures, centrifugal
forces, and engine oil pressure all tend to lift
Alignment of Two-Bearing the crankshaft and cause the flywheel to orbit
Generators around its true center, Figure 39.
Factors Affecting Alignment
The input shaft of remote-mounted equipment
is always positioned higher than the engine
crankshaft. This compensates for vertical
thermal growth, flywheel sag, and main
bearing oil film lift on the crankshaft. These
factors cause the relative positions of the
crankshaft and load input shaft to shift
between static and running conditions.

Figure 39.

Generally, driven equipment will have ball or

roller bearings which do not change their
rotational axis between static and running
conditions.

28
Flywheel Sag
With the engine not running, the flywheel
causes the crankshaft to bend. The weight of
the coupling increases the bending. This
results in the checking surface (pilot bore or
outside flywheel diameter) rotating below
centerline of the crankshaft bearings. For this
reason, Caterpillar recommends alignment
checks be performed with the coupling in
place, see Figure 40.

Thermal Growth
As engine and generator reach operating
temperatures, expansion or thermal growth
will occur. This growth occurs in all
directions.

Vertical growth occurs between component

mounting feet and their respective centerlines
of rotation. This thermal growth depends on
the type of metals used, the temperature rise
that occurs, and vertical distance from the
center of rotation to the mounting feet, see
Figure 41.

Crankshaft horizontal growth occurs at the

opposite end of the engine from the thrust
bearing. This growth has to be planned for
when driven equipment is connected to that
end of the engine. The growth is slight if the Figure 40.
driven equipment is bolted to the engine
block, since the block and crankshaft grow at
approximately the same rate, see Figure 42.

Figure 41.

29
 Figure 42.
Horizontal compensation consists of using a
coupling allowing sufficient relative
movement between driving and driven
members. The equipment must be positioned
so the horizontal growth moves into the
coupling operating zone, not away from it.
Failure to do so results in excessive
crankshaft thrust bearing loading and/or
coupling failure. Sufficient clearance has been
allowed if it is determined during a hot
alignment check that the crankshaft still has
end clearance. Location of thrust bearings on
G3400 and G3500 Family of Engines is at the
center of the crankshaft. It is at the rear of the
crankshaft on other engines.
30
Positioning Engines
With front crankshaft drives, indicator
readings may appear to show the driven shaft
is lower than the engine. This occurs because
the dial indicator is mounted on the driven
shaft instead of the engine, reversing the
indicator reference point due to the coupling
configurations, see Figure 43.
The alignment centerline offset valves are
shown in Figure 43. Further information can
be found in Special Instructions SEHS 7073.
 Indicator Reading Flywheel End Indicator Reading Front End
G3300 0.38 ± 0.05 mm (+0.015 ± 0.002 in.) 0.46 ± 0.05 mm (-0.018 ± 0.002 in.)
G3400 0.38 ± 0.05 mm (+0.015 ± 0.002 in.) 0.46 ± 0.05 mm (-0.018 ± 0.002 in.)
G3500 0.38 ± 0.05 mm (+0.015 + 0.002 in.) 0.46 ± 0.05 mm (-0.018 ± 0.002 in.)

Figure 43.

Cat Viscous Dampened Coupling

Caterpillar couplings use an internal gear
design with a rubber element between the
gears. Silicone grease aids in the dampening
characteristics.

Clearances involved in internal gear design

allow accurate alignment measurement to be
made without removing the rubber element,
see Figure 44.

The coupling for front-driven equipment is

similar to the rear-drive coupling illustrated
here. On front drives, the driven element,
Figure 44 is supported on the engine
crankshaft as it does not weigh as much as
the driving element.
Figure 44.

31
 Alignment Procedures
Perform final alignment after all major
equipment has been installed on the base.
Engines should be filled with oil and water
and ready to operate. The temperature of the
engine and driven equipment must be
equalized.
Complete step-by-step alignment procedures
are described in Caterpillar Service Special
Instruction, Form No. SEHS7073, Alignment
of Two Bearing Generators or SEHS7654,
Alignment-General Instructions.
Place driven equipment in its final position as
closely as possible without taking indicator
readings. There should be a minimum of
0.76 mm (.030 in.) and a maximum of 1.5 mm
(.060 in.) of shims under each mounting
surface of the driven equipment.
Position driven equipment, using the leveling
and alignment screws, see Figure 45.
Figure 45.
For cold alignment, the generator is mounted
higher than the engine to compensate for
thermal growth, bearing clearances, and
flywheel droop, see Figure 43.
32
Cat Viscous Damped Coupling
When using the Caterpillar viscous damped
coupling, the rubber elements should be
installed at this time. Install the coupling
grease retainer plate. Do not install the
silicone grease at this time.
Shift generator fore and aft as necessary to
assure the inner member of the coupling is
properly positioned between the rear
retaining plate of the coupling and engine
flywheel to allow for horizontal growth.
Failure to do so can result in excessive
crankshaft thrust bearing loading and/or
coupling failure.
Using a flexible steel scale or depth gauge,
measure coupling end clearance to check that
horizontal thermal growth will not cause
metal-to-metal contact within the coupling,
Figure 46. Measure distance (axial clearance
dimension) from the outer face of inner
coupling member to the outer face of grease
retainer plate. The distance should be
8.64 ± 0.76 mm (0.34 ± 0.03 in.) for front
drives 10.41 ± 0.76 mm (0.41 ± 0.03 in.) for
rear drive (fly-wheel mounted couplings).
Other Couplings
Flexible element of other couplings may need
to be removed during alignment checks.
Element stiffness can prevent accurate
alignment readings.
With coupling element removed, driving and
driven members of the coupling should be
rotated together during alignment checks.
This prevents face or bore runout of piece
parts from affecting dial indicator readings.
When both members are rotated together,
only equipment misalignment will register on
dial indicator readings.
Figure 46.

Figure 47.

33
 Two Bearing Alignment – “Base-within-a-Base” Type

Figure 48.

Two Bearing Alignment – 534 mm (21 in.) Base Type

Figure 49.

Final Alignment readings every 90 degrees (1.5 radius). Rotate

Use indicator support brackets to mount two
dial indicators to simultaneously measure
bore and face misalignment. See Figure 47 for
proper format to record alignment readings.
Be sure crankshaft end thrust is always in the
same direction before taking a face reading.
Zero both dial indicators at the top and take
the complete assembly by barring engine
over.
Figures 48 and 49 illustrates the method to be
used, provides instructions to be followed,
and lists alignment limits for various
generator drive arrangements.

34
When the generator is moved to correct face
alignment, it will be necessary to recheck
bore alignment and vice versa.

When the engine drives more than one

generator, recheck alignment of each
generator after all generators have been
aligned.

For instructions on installation of shims and

mounting bolts on the engine, refer to the
Engine Mounting Section.

After completion of the final shimming and

bolting operation, recheck coupling
alignment.

Check crankshaft end play after unit is up to Figure 50.

operating temperature. It should be at least
0.13 mm (0.005 in.).
Realignment Limits
Realignment is not required until field check
limits are reached. When these limits are
reached, realign units to limits shown in
previous paragraphs.
Alignment of Close-Coupled
Driven Equipment
Close coupled components, such as single-
bearing generators, transmissions,
compounds, etc., rely on bolting together of
two piloted housings to determine alignment.
When two piloted housings are joined
together in a parallel manner, they are in
alignment. However, outside stresses can be
introduced by poor mounting practices and
allow the flywheel housing to flex. This can
contribute to high vibration.
To check for outside stresses, loosen the
mounting bolts between the driven equipment
and engine flywheel housing. There should be
no contact between flywheel housing and
driven equipment housing at this time to
assure neither housing is being stressed.
Clearance between the two separated faces
should be parallel within 0.13 mm (0.005 in.).
See Figure 50. Oil field generators are extra
heavy and may distort the flywheel housing
when it is not parallel to engine.
To avoid this, make sure there is a minimum
0.13 mm (0.005 in.) gap for the full 360°
(6 radius) when making this parallelism
check.
A dial indicator mounted between flywheel
and generator rotor is sometimes used to
check alignment. However, after the
generator housing is piloted into and bolted to
the flywheel housing, alignment is not
checked by the dial indicator method.
When the dial indicator method produces
results in conflict with the parallelism check
of the two housings, see Figure 50, such
conflict indicates the rear bearing of the
driven equipment is not centered in relation
to the engine, and is subject to generator
manufacturer's accepted tolerances, flywheel
housing nominal runout, and flywheel droop.
Do not shim generator mounting feet after the
generator housing is bolted to the flywheel
housing. Such practices stress both the
generator housing and flywheel housing and
can cause vibrations.

35
 It is not necessary to make this check on
smaller Caterpillar Generator Sets where the
engine does not have rear mounting feet but
relies on the generator set support. However,
this check is necessary on smaller Caterpillar
Engines where the driven equipment is also
rigidly connected to another piece of
equipment. A common example of this would
be a mechanical drive where the clutch
mechanism is bolted to the compound. Poor
mounting practices with this arrangement can
cause excessive stresses in the flywheel
housing.
Single bearing generators are recommended
to have a pilot shaft extension and loose fitting
flex plates, or no pilot shaft extension with
piloted plates. This aids in maintaining proper
alignment.
If vibration is noted at assembly of a
generator having coupling plates piloted into
the flywheel, correction can often be made by
repositioning coupling plates 1/4 turn with
respect to the original location. Start the unit
and observe the change in vibration. A
second or third relocation may be necessary
to find the position of lowest vibration. Locate
plates at point of lowest vibration. This
procedure allows manufacturing tolerances to
attempt to cancel each other.
Before bolting coupling plates onto the
flywheel, always rotate engine to the same
position (i.e., No. 1 TDC). Tighten half the
bolts while the flywheel is in this position.
Then rotate as necessary to tighten other
bolts. This procedure assures that any sag in
the crankshaft is always at the same position
when the plates are fastened to the flywheel.
36
Crankshaft End Play
Before taking indicator readings during the
alignment procedure, always move the engine
crankshaft to the end of its end play toward
the front of the engine, and the generator
shaft to the end of its end play toward the
engine. Do not use force against the
crankshaft or generator shaft while taking the
indicator readings. After installation and
alignment of the generator, the crankshaft
end play must not be less then before the
installation of the generator.
Alignment of Mechanical Drives
Improper alignment will result in excessive
vibration, short life of compound bearings and
clutch parts, and a need for frequent
realignment. Good alignment practices
include proper shimming, correct torque on
hold-down bolts, and accurate dial indicator
usage. See the section on General Alignment
Information for additional information.
Alignment Procedures
Perform final alignment after all major
equipment has been installed on the base.
Engines should be filled with oil and water
and ready to operate.
Remote mounted gear drive units must be
supported by the same base or rails as the
engine. (See Figure 51.) These units are not
fastened to the engine except through a
driveshaft and flexible coupling. To install
these units, the gear drive must first be
aligned with the equipment that is driving;
and then the engine must be aligned with the
gear drive unit.
Alignment between the gear drive unit and it’s
driven equipment is usually line-to-line
alignment. The centerline of the gear drive
output shaft is in line with the centerline of
the input shaft of the driven equipment.
Depending upon the application, it may be
necessary to use a flexible coupling between
the gear drive unit and the driven equipment.
Alignment between the gear drive unit and
the engine is always an “offset” alignment.
The centerline of the engine crankshaft is
positioned below the centerline of the gear
drive input shaft. This compensates for the
Figure 51.

thermal growth of the engine, flywheel sag After the gear drive unit is aligned mounted,
and main bearing clearance during cold align the engine with the gear drive unit. Use
dial indicators fastened to the input shaft of
alignment. With this vertical “offset” in the the gear drive unit to check for correct bore
cold condition, the crankshaft and gear drive and face alignment with the engine.
input shaft will be incorrect alignment at
operating temperature. Because of this
“offset” alignment, the coupling between the
engine and gear drive unit must be a flexible
coupling.

Use shims as necessary between the

mounting pads of the gear drive unit and the
base to put the gear drive unit in alignment
with the driven equipment. There must be
solid contact between the mounting pads and
the base at all locations without the anchor
bolts installed. If all mounting pads are not
solidly supported, distortion of the gear drive
unit may result when the anchor bolts are
tightened.

Install a ground body bolt (fitted bolt) at the

rear of the engine right rail to direct
horizontal thermal growth of the engine away
from the coupling. Use clearance type bolts at
all other mounting locations.

The allowable misalignment between the

output shaft of the gear drive unit and the
input shaft of the driven equipment must be
within the coupling manufacturer’s tolerances.

37
 When aligning the engine to the gear drive
unit, the coupling misalignment limits must
not exceed the limits established for a
Caterpillar viscous damped coupling. See
Special Instruction Form SEHS7073,
“ALIGNMENT OF TWO BEARING
GENERATORS” for specifications on the
Caterpillar viscous damped coupling.

Check crankshaft end play before and after

alignment with the gear drive unit, and again
with the units at operating temperature.
There must be no reduction in end play after
alignment of the engine or at operating
temperature.

After the engine is in correct alignment with

the gear drive unit, install shims as necessary
between the engine rails and base to maintain
this alignment. There must be solid contact
between the rails and base at all mounting
locations before installation of the anchor
bolts. If there is not solid contact, the engine
cylinder block can be stressed when the
Figure 52.
anchor bolts are tightened. Use a fitted bolt at
the right rear corner between the rail and the
base. Use clearance bolts at all other The dial indicator reading will include an
locations. error due to runout of clutch or flywheel
parts. Where excessive runout is suspected,
When clutches are used that contain air check and correct as required.
bladders, pay careful attention to air pressure;
the allowable amount of misalignment goes Drive Shafts
down as air pressure increases. Alignment Some drives, such as U-joint couplings, have
limits must not exceed limits established for a different operating angle limits for different
Caterpillar viscous dampened coupling or for speeds.
the clutch, whichever is smaller, Reference
SEHS7654. As a general rule, the angle should be the
same on each end of the shaft, see Figure 53.
Clutches are to be disengaged when Yokes must be properly aligned and sliding
alignment is checked, see Figure 52. Rotate spline connections should move freely. If
clutch slowly through 360° (6 radius) and there is no angle at all, bearings will brinell
check total indicator reading at 90° due to lack of movement.
(1.5 radius) intervals. Shim engine, as
required, to achieve correct alignment, see
Figure 28.

Figure 53.

38
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600

● Mounting

● Alignment

LEKQ7252 (Supersedes LEKM6180) 7-97

G3600 Mounting
Introduction
Engine Mounting Feet
Weld Plates (Steel Chocks)
Fabricated Steel Genset Bases
Isolation
Stationary Equipment Isolators
Mobile Equipment Isolators
Foundations
Responsibility
Concrete Foundations
Foundation Bulk Isolation
Mounting
Introduction
Correct mounting and coupling to driven
equipment are essential to the success of any
engine installation. Due to diversity of
installation types, no one mounting system or
method is universally acceptable. The
recommended mounting system offered on
G3600 Engines is a hard mounting system of
engine feet and steel chocks.
The G3600 Engine can be temporarily rested
on the oil pan, but the oil pan is not intended
to support the engine during shipment, or the
final installation. The recommended practice
is to support the oil pan under the entire
width of the front and rear end plates with a
wooden block.
Vee Engine Mounting Foot
Engine Mounting Feet
G3600 Engines are mounted from the cylinder
block to engine bases with cast iron engine
feet. A bolt hole pattern is available at each
cylinder block bulkhead for engine mounting
feet with no provision for mounting from the
front or the rear housing. The dimension
from the crankshaft centerline to the bottom
of the foot can be 450 mm (17.717 in.) or
405 mm (15.945 in.).
The inline engines normally utilize four feet at
standard locations of front and rear. Each foot
is attached to the block with four bolts. The
vee engines normally use six feet. Each foot is
attached to the block with six bolts. Again the
standard locations are front and rear, with a
middle location just to the rear of the center
bulkhead. The “g” load capability of the
engine depends on the quantity of bolts and
feet used to mount the engine to the base.
The G3608 and G3616 Engines can
accommodate up to eight mounting feet.
Weld Plates (Steel Chocks)
The Caterpillar mounting weld plates
(chocks) are a prefabricated means of
creating the attachment details for mounting
an engine to a rigid base. They include not
only the weld plates, but also leveling jack
screws, dowels, shims, a guide block feature,
and the engine foot-to-plate mounting bolts.
In general the installation procedure is to
mount the weld plates to the engine feet,
establish engine location, weld the plates to
the base, loosen the plate from the foot,
establish final alignment shimming between
the foot and the plate to eliminate any gap or
“soft foot”, and then fix the alignment by
doweling the feet to the plates.
Due to thermal expansion, [Cast Iron 11.7 x
10-6 mm/mm/°C, (6.5 x 10-6 in/in/°F)], a
G3600 cylinder block may increase up to
3.08 mm (0.121 in.) longitudinally and
0.88 mm (0.035 in.) laterally as it heats up
from ambient to operating temperature. This
growth must not be restrained. The
Caterpillar mounting system is designed to
force engine thermal growth forward and to
one side. The rear engine mounting foot is
doweled directly to the weld plate. The front
foot is doweled to a sliding guide block
internal to the right front weld plate.
Generators are to be doweled to the bases, on
the same side as the engine, to maintain
alignment with the engine. The engine side
opposite the generator terminal box will be
doweled by Caterpillar.
The dowel size is 25.405 +/- 0.003 mm (1.0002
+/- 0.0001 in.). The dowel hole must be drilled
during the alignment procedure to a size of
25.37 +/- .02 mm (.999 +/- 0.0008 in.). For
details on alignment and retention see the
Alignment section of this guide.
5
 If the application characteristics are such that
a horizontal off-set cannot be tolerated at the
cold conditions, then doweling both rear
engine feet is allowable, but not preferred.
The method utilizing a fixed rear dowel and a
sliding front dowel is preferred because it
produces the least amount of stress in the
cylinder block.

If the engine is not doweled at all, then the

torque on the mounting feet-to-base bolts
must be checked every 1000 hours and the
alignment checked every 5000 hours. Torque
the rear feet to 900 Nm, the middle feet to
630 Nm, and the front feet to 500 Nm.

Front Mounting Plate and Hardware

G3600 Cylinder Block Thermal Expansion

Engine Block Length DL/1°CDT

Model mm mm
G3606 2580 0.030
G3608 3400 0.040
G3612 2900 0.034
G3616 3820 0.045

Fabricated Steel Genset Bases

Initial installation ease and vibration isolation
are major features of fabricated bases. No
Rear Mounting Plate and Hardware
base should be rigidly connected to flexing
surfaces. The designed mounting method for
the Caterpillar base is a three point system
using spring isolators. Unless the engine is
driving equipment which imposes side loads,
no anchor bolting is required. This normally
applies to all nonparalleling generator set
mountings. Thin rubber or composition pads
minimize the unit’s tendency to creep or fret
foundation surfaces.

Caterpillar-designed rigid bases normally

maintain alignment between engine,
generator and other driven equipment during
normal shipping and handling. The alignment
must still be verified before startup.

6
Isolation
Stationar y Equipment Isolators
Steel spring isolator mounts are the
predominant mounting system for G3600
Generator Sets. All G3600 Generator Sets
should be mounted on spring isolators.
Placement of isolator-mounted generator sets
onto the foundation should be given careful
consideration. Refer to the Noise section of
this guide for more details.
All generator interface connections, including
the terminal leads, must be flexible enough to
withstand movement of the unit on the spring
isolators.
When anchor bolting is necessary, 20 mm
(3/4 in.) size concrete anchor bolts should be
torqued to 54-81 Nm (40-60 lb-ft). The
installation and adjustment of the Caterpillar-
supplied vibration isolators are covered in the
Special Instruction Form No. SEHS9162.
Mobile Equipment Isolators
Mobile equipment isolators have the same
features as the stationary equipment isolators,
but also have built in restraints capable of
withstanding a +2 G vertical load and a +3 G
horizontal load under low cyclic conditions.
They are not generally intended to handle
seismic shock.

In addition to noise and vibration reduction,

isolation from movable platforms is required
to prevent torque loading on generator sets
from flexing platforms. Deflections of a less
than adequate platform can be transmitted to
the engine causing block bending and
possible crankshaft and bearing failures.
Caterpillar does not recommend packaged
generator sets to be bolted to a platform.

STANDARD ISOLATOR
LOAD BEARING AREA
Total Bearing
EPG Area
Isolator
Package Quantity cm2 in2
G3606 4 3658 567
G3608, 8 7316 1134
G3612,
Anchor bolting is not required, but if the G3616
mounts are to be bolted to the foundation, the
typical method is to pre-cast multiple anchor VERTICAL RESTRAINT ISOLATOR
bolts into the concrete foundation, LOAD BEARING AREA
necessitating close control of bolt placement Total Bearing
Area
location. A preferred method is to drill anchor EPG Isolator
Package Quantity cm2 in2
bolt holes after the generator set is on site,
G3606 4 5264 816
using the isolators for drilling templates. The
G3608, 8 10528 1632
anchor bolts are then installed and secured G3612,
with epoxy resin. If necessary, the foundation G3616
must be shimmed or grouted (for full surface
area of isolator foot) at the isolator locations
to provide a surface flat and level within
6.34 mm (0.25 in.) for all three isolator contact
areas. Elevation differences between isolators
should be minimized for the isolators to share
the weight evenly when the generator set is
horizontal to the foundation.

7
 Foundations Foundation Bulk Isolation
Major functions of a foundation are to: Bulk isolating materials are sometimes used
between the unit’s foundation and the
• Support total weight of equipment. supporting soil or building foundation. Bulk
materials will not be as effective nor
• Maintain alignment between engine, driven predictable as spring or rubber isolators. Wet
equipment, and accessory equipment. gravel or sand can reduce vibration from one-
third to one-half isolating the foundation from
• Isolate equipment vibration from
the site’s floor. The isolating value of gravel is
surrounding structures. (A common
somewhat greater than sand. To minimize
recommendation from isolator
settling of the foundation, 200 to 250 mm (8 to
manufacturers is that the mounting
10 in.) should be used in the bed of the
structure for the isolator be ten times
foundation’s pit. It should be thoroughly
stiffer than the spring rate of the isolator.)
tamped before pouring the concrete
Responsibility foundation. The foundation may also be
The equipment foundation is not the isolated on the sides by the same bulk
responsibility of Caterpillar Inc., nor is the material.
driven equipment attachment to the foundation.
Where construction practices allow, the floor,
The customer or customer’s agent familiar with
if at the unit’s foundation level, should be
local site conditions and application
isolated completely with a soft expansion joint
requirements bears foundation design
sealing material. Rubber, asphalt impregnated
responsibility. Foundation comments published
felt, fiberglass, and cork are typical isolating
herein are intended only as general guidelines
materials, but they may not provide the
for consideration. Further engine foundation
maximum low frequency isolation. Cork is
general guidelines can be found in Engine Data
seldom used under the foundation of modern
Sheet 30.0, Form LEHQ1172.
generator sets because it will rot if not kept
Concrete Foundations dry.
Several kinds of foundations are applicable for
large engine units depending on the
application constraints. Caterpillar gensets
mounted on spring isolators do not
necessarily require a massive inertia block as
part of the foundation, especially if the genset
is not in a noise sensitive environment.

If a concrete foundation is selected minimum

design guidelines are:

• Outside dimensions exceed that of the

generator set base a minimum of 305 mm
(1 ft) on all sides.

• Strength must support wet weight of the

unit plus dynamic loads. The dynamic load
can be calculated using the allowable
centerline vibration limits and the mass of
the genset package.

• The mass of the foundation should be no

less than the mass of the genset.

8
G3600 Alignment
General Alignment Information
Types of Misalignment
Inaccurate Flanges
Shimming
Dial Indicators
Support Brackets
Accuracy of Dial Indicator Readings
Crankshaft Deflection Test
Bearing Clearances
Flywheel Sag
Thermal growth
Final Alignment Procedure
Caterpillar Packaged Gensets
Hard Mounting Alignment Details
Preparation and Cleaning
Engine Installation
Input Shaft Runout (Face and Bore)
Axial Alignment
Position the Engine
Coupling Installation
Final Axial Alignment
Shimming and Doweling Recommendations
Cold Crankshaft Deflection Check
Hot Alignment
Hot Crankshaft Deflection Check
Alignment

General Alignment Information

Improper alignment results in excessive
vibration, short life of generator/compound
bearings and coupling/clutch parts, and
frequent realignment Good alignment
practices include proper shimming, correct
torque on hold-down bolts, accurate dial
indicator usage, allowances for bearing
clearances, thermal growth, and other
characteristics of the engine. Figure 2.

Types of Misalignment
Parallel or bore misalignment occurs when
centerlines of driven equipment and engine
are parallel but not in the same plane,
Figure 1.

Figure 1.

Angular or face misalignment occurs when

centerlines of driven equipment and the
engine are not parallel, Figure 2.

Figure 3 illustrates that misalignment can

occur in more than one plane. For this reason,
alignment readings must be taken at
90 degree intervals as the units are rotated.

Figure 3.

11
 Inaccurate Flanges
Inaccurate flanges cause apparent
misalignment and make accurate alignment
impossible.
Face runout refers to the distance the hub
face is out of perpendicular to the shaft
centerline, Figure 4.
Figure 4.
Bore runout refers to the distance the driving
bore of a hub is out of parallel with the shaft
centerline, Figure 5.
Figure 5.
The face and bore runouts of flywheel, clutch
or coupling, driven members, and hubs must
be checked when inconsistent alignment
results occur. All face or bore errors must be
corrected. Bore-to-pilot diameter runout error
should not be more than 0.05 mm (0.002 in.)
on the flywheel and 0.13 mm (0.005 in.) on
adapters bolted to the flywheel. Flange face
runout should not be more than 0.05 mm
(0.002 in.).
12
Shimming
Shim packs under all equipment should be
minimized, but practical limits are 0.76 mm
(0.030 in.) to 6 mm (0.236 in.). Excessive
shims may compress with use. Steel chocks
should be used to take up distances greater
than 6 mm (0.236 in.). Zero shims may leave
no room for later corrections.
Shims should be of nonrusting material. Use
only complete width and length shims. Do not
use partial shims trimmed to fit. Handle
shims carefully.
After and during alignment, each mounting
surface must carry its portion of the load.
Failure to establish this condition can result
not only in misalignment, but also in
springing of the substructure, high stress in
welds or base metal, and high twisting forces
in the engine or driven equipment.
This “softfoot” can be identified by the
following procedure. Torque the foot-to-base
mounting bolts in all feet. Set up a dial
indicator from the base to the engine
mounting foot. Loosen the bolts and observe
the dial indicator for any movement one foot
at a time. If the foot is solid, no movement will
be observed.
Dial Indicators
A dial indicator measures very small changes
in distance. Alignment of shafting requires
measurement of small changes in distance
dimensions. The indicator must be rigidly
located so the specified alignment values can
be measured.
Support Brackets
An indicator support bracket must rigidly
support the indicator when fixed to one of the
shafts and rotated. The support bracket
allows location of the dial indicator at the
measurement point. Proper brackets can be
adjusted to work with varying driveline
configurations, Figure 6.

Figure 6.
Dial indicator brackets must not bend due to
weight of the indicator. Commercially
available dial indicator brackets may not give
adequate support when the indicator is
rotated, causing false readings. Magnetic base
dial indicator supports are not recommended.
To check support bracket rigidity, rotate the
same configurations of bracket and indicator
through a circle while indicating on the
bracket side of a coupling. A maximum
reading of less than 0.025 mm (0.001 in.) is
allowed. It may be necessary to temporarily
bolt a rigid reference arm on the bracket side
of the indicator coupling to read against when
taking an alignment reading.
Accuracy of Dial Indicator Readings
There is a quick way to check the validity of
dial indicator face and bore alignment
readings. As Figure 7 shows, readings are
taken at four locations designated as A, B, C,
and D. When taking readings, the dial
indicator should be returned to location A to
be sure the indicator reading returns to zero.
Values shown in Figure 7 are for a unit not in
alignment.
Figure 7.
The quick check is to remember that the
value of B + D should equal C. This is valid
where driving and driven shafts are rotated
together while checking alignment.
The quick check is useful for indicating
improper procedures such as sagging
indicator brackets, dial indicator finger riding
on flywheel chamfer, or indicator not properly
positioned causing indicator to run out of
travel.
Crankshaft Deflection Test
Caterpillar G3600 engines require a
crankshaft deflection check at commissioning.
This test can be performed through the
crankcase inspection covers to assure the
engine block is not unduly stressed. Perform
the test under cold engine conditions before
start up.
Remove an inspection cover from the block to
expose the center crankshaft throw. Counting
from the front of the engine cover number
three on G3606 and G3612, cover number
four on G3608 and G3616. Rotate the
crankshaft in the normal rotation direction.
When the cheeks of the center throw pass the
connecting rods, install a Starret No. 696
distortion dial indicator, or similar tool,
Figure 8.
The G3606 and G3608 crankshafts do not
have a pair of cheeks to measure between. An
1-8 3 6” bolt must be assembled to the
crankshaft with a jam nut to measure between
a cheek and the bolt.
13
 As a precaution tie a string to the gauge and
secure it outside the engine to facilitate
retrieval should the assembly fall into the oil
pan. Zero the dial indicator’s rotating bezel.
Properly seat the indicator by rotating it on its
own axis until it will hold a zero reading. Then
rotate the crankshaft in the normal direction
until the indicator reading at bottom (plus or
minus 45 degrees) is within a range of +/-
0.041 mm (0.0016 in.).
forces, engine oil pressure, and thermal
growth all tend to lift the crankshaft and
cause the flywheel to orbit around its true
center. Much of the same can be said for
driven equipment with sleeve bearings. The
difference between static bearing clearance
and running clearance must be accounted for
in the alignment offset values, Figure 9.

Figure 9.

Figure 8.
Rotate the crankshaft back to its original
position. The indicator must return to its
original reading of zero to make a valid test. If
not, the indicator shaft points were not
properly seated and the test procedure must
be repeated. If the gauge reads more than
stated above, cylinder block distortion has
occurred due to improper mounting and
alignment. Loosen hold-down bolts between
the engine and the base to check for a softfoot
condition. Adjust shims as necessary. Repeat
the distortion check procedure.
Flywheel Sag
With the engine not running, the flywheel
causes the crankshaft to bend. The weight of
the coupling increases the bending. This
results in the checking surface (pilot bore or
outside flywheel diameter) rotating below
centerline of the crankshaft bearings. For this
reason, Caterpillar recommends alignment
checks be performed with the coupling in
place. See Figure 10.
Figure 11 shows the allowable cantilevered
crankshaft load. The weight of the flywheel
must be included in the weight applied on the
chart.

Bearing Clearances
The driven equipment shaft and engine
crankshaft rotate in the center of their
respective bearings, so their centerlines
should coincide. Alignment is made under
static conditions while the crankshaft is in the
bottom of its bearings. This is not its position
during operation. Firing pressures, centrifugal

14

Figure 10.
Thermal Growth
As engine and driven equipment reach
operating temperatures, expansion or thermal
growth will occur. This growth occurs in all
directions.
Vertical growth occurs between component
mounting feet and their respective centerlines
of rotation. This thermal growth depends on
the type of metal used, the temperature rise
that occurs, and the vertical distance from the
center of rotation to the mounting feet,
Figure 12.
Crankshaft axial horizontal growth occurs at
each side of the crankshaft thrust bearing.
The G3600 crankshaft thrust is normally at
the rear of the engine, thus more crankshaft
growth will occur towards the front than the
rear. For rear driven equipment, the growth
will be slight if the block is doweled at the
rear mounting foot. Consequently for front
driven equipment, the growth toward the
coupling will be minimized if the block is
doweled at the front mounting foot. Couplings
should be selected which can accept the axial
horizontal growth anticipated, Figure 13.
Sufficient spacing has been allowed when a
hot alignment check shows the crankshaft to
have end clearance.
Cylinder block horizontal growth occurs
across the width of the block. The growth
between component mounting feet and their
respective centerlines of rotation must be
accounted for in the cold alignment value and
the amount of radial misalignment tolerated
by the coupling, Figure 14.
Final Alignment Procedure
The system must meet the following
conditions before performing the final
alignment.
• All major machinery weighing over 450 kg
(1000 lb) must be installed on the base.
• The engine must be filled with oil and water
ready to operate.
• Temperatures of the engine and driven
equipment must be equalized.
Complete step-by-step alignment procedures
are described in Caterpillar Service Special
Instruction, Form No. SEHS7073, Alignment
of Two Bearing Generators or SEHS7654,
Alignment-General Instructions
15
 Crankshaft Maximum Cantilever Load
70

60

G3612, G3616
50

LOAD (kH)
40
G3606, G3608

30

20 Crankshaft Flywheel
flywheel mtg. coupling
face 380mm mtg. face
10 420mm

0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
X DISTANCE FROM CENTER OF END MAIN BEARING (mm)

Figure 11.

Figure 12.

Caterpillar Packaged Gensets as the engine after the alignment has

Caterpillar packaged gensets are a special stabilized.
case, but establishing field alignment of
250 hours after the alignment has been
generator set components is still essential.
established it must be checked. If it has not
Operating misaligned equipment can result in
changed then the generator can be doweled.
serious engine, generator, or coupling
If the alignment has changed repeat the
damage within a short period of time.
process until the alignment has stabilized.
Caterpillar packaged generator sets on rigid
The generator set package must be in its final
Caterpillar bases are aligned and tested at the
location, at its final weight, and prelubed prior
factory. The engine is doweled to the base in
to initiation of the alignment procedures. See
an arrangement that allows thermal growth,
the “Final Alignment Procedures” section
yet maintains alignment. See the Mounting
above. Prelubing is important to avoid
section for the details of the mounting
damage to the engine and the generator
hardware. The generator is not doweled at the
bearings by rotating the engine and generator
factory. It must be doweled on the same side
dry.

16
Figure 13.

Figure 14.

G3600 Thermal Growth

Axial
Vertical DV/1°C Horizontal DH/1°C Distance, L DL/1°C
Engine Distance, V temp rise Distance, H temp rise between temp rise
Model mm mm mm mm feet mm mm
G3606 450 0.0053 560 0.0066 2050 0.0240
G3608 450 0.0053 560 0.0066 2870 0.0336
G3612 450 0.0053 560 0.0066 2300 0.0269
G3616 450 0.0053 560 0.0066 3220 0.0377

17
 The alignment centerline offset values for
G3600 Caterpillar packaged generator sets are
0.278 mm (0.011 in.) vertical (engine lower
than generator) and 0.00 mm (0.000 in.)
horizontal, see Figure 15. Each has a
tolerance of 0.13 mm (0.005 in.). They apply
to the specific Caterpillar supplied equipment.
Different couplings, different centerline
heights, or different generators will
contribute to require different offset values.
Figure 15.
Hard Mounting Alignment Detail
These recommendations cover the installation
and alignment of couplings to G3600 engines
driving free standing equipment. These
recommendations apply specifically to hard
mounted engines. The recommendations are
offered as a guideline only. Correct alignment
of the equipment is the responsibility of the
person performing the alignment.
Caution: The person performing the
alignment procedure should be familiar with
basic alignment terminology as well as the
basic alignment tooling and its use. Improper
alignment may result in loss of life, serious
injury, and or equipment damage. Alignment
should only be performed by trained and
qualified personnel. All factors listed in the
“General Alignment Information” section
above must be considered.
18
Preparation and Cleaning
Remove all dirt, burrs, grease and paint from:
• Mating surfaces of the engine mounting
feet and the mounting pads.
• Matching surfaces of the engine flywheel
and coupling.
• Mating surfaces of the driven equipment
input shaft and the coupling.
• Mounting surfaces of the Caterpillar split
spacer ring, if applicable.
Engine Installation
• Locate the approximate location of each
engine mounting foot on the engine base.
This can be done by referring to the
installation drawings and using the
centerline of the driven equipment input
shaft as a reference. Mark a rough outline
of the mounting feet locations on the
engine base.
• Inspect the engine base. The engine
mounting feet areas must be smooth, rust
free, and free from weld spatter, etc....
• Move the engine into place over the base.
Caution: use lifting equipment with
sufficient capacity to handle the weight of
the engine.
• Position the engine flywheel face relatively
parallel to the driven equipment’s input
flange. Exact parallelism is not necessary at
this point.
• Lower engine onto the base with the
mounting feet on the previously marked
outlines.
• Lightly lubricate the engine base under the
vertical alignment jacking bolts with oil or
grease.
• Install horizontal jacking screws and
brackets. (Caterpillar part numbers
7W–5898 and 7W–5771 are adequate
examples. They are not part of the normal
engine supply.) Typically the brackets are
installed on the four corner feet and they
must be positioned to allow sufficient travel
 of the jacking bolts for movement of the
engine to its final aligned position.
• Prior to the coupling installation, check
flywheel face and bore runout according to
the procedures and specifications outlined
in the engine service manual.
Input Shaft Runout (Face and Bore)
Follow the driven equipment manufacturer’s
procedures for installation and alignment.
Check the input shaft face and bore runout.
Dimensions must meet the driven equipment
manufacturer’s specifications.
Axial Alignment
The exact axial spacing between the face of
the engine flywheel and the driven equipment
input flange must be checked and adjusted
prior to final placement of the engine and
coupling installation.
A. Measure Crankshaft End Play
Prior to performing the axial alignment, the
crankshaft end play must be measured.
• Remove one crankcase inspection cover.
• Use a pry bar between the crankshaft and
the cylinder block. Do not pry on the
damper. Move (thrust) the crankshaft all
the way towards the front of the engine. A
definite clunk can be heard when the
crankshaft bottoms out against the thrust
bearing.
• Install a dial indicator with the tip on the
flywheel face.
• Preload the dial indicator stem a minimum
of one turn. Adjust the indicator bezel so
the pointer is set on zero. Do not rotate the
flywheel or runout error may be introduced
resulting in incorrect readings.
• Move (thrust) the crankshaft all the way
towards the rear of the engine and record
the reading on the dial indicator. This
measurement is known as crankshaft end
play.
• Move (thrust) the crankshaft forward
again. The dial indicator should return to
zero.
• Repeat this procedure two or three two
times to verify results.
• Verify that the measured end play is within
0.4 +/- 0.2 mm (0.016 +/- 0.008 in.). See the
service manual for the latest specifications.
Note: Do not remove the dial indicator at this
time. Periodically check to ensure the
crankshaft does not move while positioning
the engine to the appropriate axial spacing
dimension.
B. Measure the Driven Equipment Input
Shaft End Play
• Follow the driven equipment
manufacturer’s procedure to accurately
measure total input shaft end play.
• Record input shaft total end play.
• Verify that the end play measured meets the
tolerances specified by the manufacturer.
C. Calculate the Modified Axial Spacing
Dimension
To accurately place the engine, the engine
crankshaft and the driven equipment input
shaft must remain fixed. Ideally the shafts
would be placed in their normal axial
operating positions while positioning the
engine. This is not easily done, and once set
they tend to move one way or the other. It is
suggested that both shafts be thrusted
completely forward or completely aft and axial
spacing be modified accordingly.
Assume that when rotating both the
crankshaft and the input shaft normally center
themselves in the middle of their total end
play. (This must be verified with the driven
equipment supplier).
One half the difference of the two end play
values must be subtracted from the nominal
spacing when the shafts are both thrusted
toward the component with the smaller end
play value.
One half the difference of the two end play
values must be added to the nominal spacing
when the shafts are both thrusted toward the
component with the larger end play value.
19
 For Example:
Coupling overall length (mating surface to
mating surface) = 431.8 mm (17 in.)
Split spacer ring width = 50.0 mm (1.969 in.)
Total measured crankshaft end play =
0.36 mm (0.014 in.)
Total measured rear input shaft end play =
0.10 mm (0.004 in.)
Modifier value = (crankshaft end play - input
shaft end play) / 2
Modifier value = (0.36 mm - 0.10 mm) / 2 =
.13 mm (0.005)
If both shafts are thrusted fully aft, 0.13 mm
(0.005 in.) must be subtracted from the axial
spacing dimension.
This compensates for the driven equipment
input shaft movement that can occur and the
larger crankshaft end play value.
Axial spacing dimension = coupling length +
split spacer ring length.
Axial spacing dimension = 431.8 mm (17 in.) +
50.0 mm (1.969 in.) = 481.8 mm (18.969 in.).
Modified Axial Spacing Dimension =
481.8 mm (18.969 in.) - 0.13 mm (0.005 in.) =
481.67 mm (18.964 in.).
Position the Engine
• Thrust the engine crankshaft and driven
equipment input shaft fully forward or aft.
• Mount a dial indicator with the tip on the
input flange face.
• Preload the indicator a minimum of one
revolution. Adjust the indicator dial to zero.
Monitor this indicator to assure the input
shaft does not move.
• Preload the dial indicator (previously
installed on the engine flywheel) a
minimum of one revolution and set the
indicator to zero. Monitor this indicator to
assure the crankshaft does not move.
• Use an inside micrometer to measure the
distance between the engine flywheel face
20
and the pilot of the input flange. Measure
along a line perpendicular to the input
flange.
• Compare the figure to the modified axial
dimension calculated previously. If this
number is not within the tolerances
specified, use the fore and aft jacking
screws to position the engine accurately.
• After the engine is accurately placed,
double check the dial indicators on the
flywheel and the input flange making sure
the crankshaft or the input shaft have not
moved. If the dial indicators are not on
zero, perform the process again.
Coupling Installation
Install and align the coupling according to
instructions and specifications supplied by the
coupling manufacturer. The coupling must
have enough axial tolerance to avoid restricting
movement of the engine crankshaft and driven
equipment input shaft within their respective
end play allowances. The tolerances must be
met in both cold and hot conditions.
Allowance must be made for a change in
crankshaft centerline from cold alignment
conditions to hot running conditions. Vertical
thermal growth changes the location of the
crankshaft centerline as the engine’s block
temperature. Increases. Typically, the growth
of the engine will be greater than the driven
equipment. Vertical growth of the engine and
driven equipment must be evaluated to
determine the cold alignment offsets.
The cylinder block can be expected to reach
90°C (195°F). If the alignment is performed at
21°C (70°F), then the total engine crankshaft
centerline change, due to thermal growth and
oil film lift, can be expected to be approximately
0.49 mm (0.019 in.). Obtain the driven
equipment growth from the manufacturer.
Note: Damage to the main and rod bearings
may occur if they are not prelubed prior to
rotating the engine.
Final Axial Alignment
Measure the axial space dimension and
crankshaft end play. If these dimensions are
not within appropriate tolerances, they must
be corrected and the entire alignment Record the dial indicator readings and verify
procedure repeated. they are within specified coupling limits in the
hot condition.
Shimming and Doweling
Recommendations Hot Crankshaft Deflection Check
As the final cold alignment is performed and Follow the engine service manual procedure
checked the engine must be shimmed to to check crankshaft deflection after the
eliminate any “softfoot” condition and should engine has been run and the water and oil
be doweled to maintain the alignment. See the temperatures have reached their normal
“Mounting” section and the “Caterpillar operating point.
Packaged Gensets” section above.
Note: Attention must be given to the warning
Use only complete width and length shims. statements in the service manual concerning
Do not trim partial shims to fit. the removal of crankcase access covers when the
engine is hot. Explosions in the crankcase can
Doweling the engine on one side is the occur, resulting in injury or damage, if the
preferred practice. The engine should be covers are removed too soon after operating the
doweled in such a way to allow the width and engine.
length of the cylinder block to expand. The
Caterpillar mounting plates are designed to
accommodate this thermal growth. Once final
alignment has been established operate the
unit for 250 hours and check the alignment. If
the alignment is unchanged the unit can be
doweled. If the alignment has changed repeat
the process and check after 250 hours. When
the alignment has stabilized the unit can be
doweled.

If the engine is not doweled, extra

maintenance steps must be performed. The
mounting feet bolt torque must be checked
every 1000 hours and the alignment checked
every 5000 hours.

Cold Crankshaft Deflection Check

The crankshaft deflection must be checked to
verify stress has not been induced into the
engine cylinder block as a result of mounting
and alignment. Follow the engine service
manual procedure to perform this check. A
description of the process has been outlined
in a previous section of this document. Refer
to the service manual to verify crankshaft
deflection is within specified limits.

Hot Alignment
Use the cold alignment procedure principles
to check the bore and face alignment after the
engine has achieved normal operating
temperatures. Record the temperatures every
15 minutes as the alignment is being checked.

21
22
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600–G3300

● Vibration

● Noise

LEKQ7253 (Supersedes LEKM2459) 7-97

Vibration
Linear Vibration
Introduction
Vibration Measuring Equipment
Isolators
Measuring Locations
Operating Conditions and Data Format
G3600–G3300 EPG Vibration Limits
G3600–G3300 Vibration Guidelines for First
Time Development Packages
Alignment and Trim Balance
Torsional Vibrations
Introduction
Torsional Analysis
Torsional Data
Engine Torsional Pickup
Generator Set Vibration Measurements
G3600 Torsional Analysis Request
Vibration
Linear Vibration
Introduction
All mechanical systems with mass and
elasticity are capable of vibration. Engines
produce vibration due to combustion forces,
torque reactions, structural mass and stiffness
combinations, and manufacturing tolerances
on rotating components. These forces may
create conditions ranging from unwanted
noise to high stress levels, and possible
ultimate failure of engine or driven
components.
Other influencing factors are foundation
design, soil load characteristics, and other
machinery operating in close proximity.
Vibrating stresses can reach destructive
levels at engine speeds which cause
resonance. Resonance occurs when natural
system frequencies coincide with engine
excitation frequencies. Each G3600–G3300
Engine-Driven Equipment system must be
analyzed for critical linear and torsional
vibration.
Linear vibration is difficult to define without
instrumentation. Human senses cannot detect
relationships between the magnitude of
vibration and period of occurrence. A first
order (1 2 rpm) vibration of 0.254 mm
(0.010 in.) displacement may feel about the
same as third order (3 2 rpm) measurement
of 0.051 mm (0.002 in.).
Vibration occurs when a mass is deflected and
returned along the same path, as illustrated in
Figure 1.
Figure 1. When the weight is displaced and
released, vibration occurs. It travels through
its original position until frictional forces
cause it to stop. When external forces, such
as engine combustion, continue to affect the
system as it vibrates, forced vibration occurs.
The time required for the weight to complete
one movement is called a period, Figure 2.
Amplitude is the maximum displacement from
the mean position. A cycle is the interval for
the motion to repeat.
If the weight completes a cycle in one second,
the frequency is one cycle per second. The
name of this unit is Hertz.
A system completing full motion 20 times a
minute has a frequency of 20 cycles per
minute, or 20 cpm, or 0.33 cycles per second,
or 0.33 Hertz.
Total distance traveled by the weight, from
one peak to the opposite peak, is peak-to-peak
displacement; usually expressed in mm or
mils. [one mil equals 0.001 in., (0.025 mm)]. It
is a guide to vibration severity.
Average and root-mean-square (rms)
amplitudes are sometimes used to express
vibration amplitudes. A conversion is:
rms = 0.707 2 0-peak values
average = 0.636 2 0-peak values.
Another method of analyzing vibration is
measuring mass velocity. Note the example is
changing direction as it moves. The mass
speed is also constantly changing. At its limit,
5
 Figure 2.
the speed is zero. Its velocity is greatest while
passing through the neutral position.
Velocity is important, but because of its
changing nature, a single point has been
chosen for measurement. This is peak
velocity normally expressed in mm/sec or
in./sec. The relationship between peak
velocity and peak-to-peak displacement is:
V0-pk = 3.138 2 D 2 F
Where:
V0-pk = velocity in mm/s
D = peak-to-peak displacement in mm
F = Frequency in Hz (cps).
or,
V0-pk = 52.3 2 10-6 2 D 2 F
Where:
V0-pk = velocity in in/s
D = peak-to-peak displacement in mils
F = frequency in cycles per minute (cpm).
Acceleration is another characteristic of
vibration. In the example, the peak
acceleration is at the extreme limit of travel
where velocity is zero. As velocity increases,
6
acceleration decreases until it reaches zero at
the neutral point.
Acceleration is dimensioned in units of “g”
(peak), where “g” = gravitational acceleration
9.8 m/s2 = 32.2 ft/s2.
Acceleration measurements, or g’s, are used
to express large forces. At very high
frequencies, over 1000 Hz, it is perhaps the
best indicator of vibration.
Vibration acceleration is calculable from peak
displacement:
g’spk = 2.01 2 10-3 2 D 2 F2
Where:
D = peak-to-peak displacement in mm
F = Frequency in Hz (cps)
or,
g’spk = 1.42 2 10-8 2 D 2 F2
Where:
D = peak-to-peak displacement in mils
F = frequency in cycles per minute (cpm)
Machinery vibration is complex, and consists
of many frequencies. Displacement, velocity,
and acceleration are all used to diagnose
particular problems. Displacement
measurements are good indicators of dynamic
stresses and are commonly used.
Vibration Measuring Equipment
Vibration measurements on large engine
units should be made using the Caterpillar
Vibration Analyzer, Part No. 4C-3030. If
Caterpillar measuring equipment is not
available, an equivalent device capable of
measuring peak-to-peak displacement at
selected frequencies, overall velocity, and
overall displacement should be used.
Isolators
Spring-type linear vibration isolators are
available as attachments (not installed) for all
generator sets to be used in stationary
applications. They can effectively reduce
vibrations and noise transmitted from rotating
machinery to the foundation or mounting
surface. Conversely, isolators can absorb
disturbances generated by adjacent
machinery and prevent damage from being
transmitted to idle equipment. For detailed
information, see the section on mounting.
Figure 3.
Measurement Locations
Vibration should be measured at nine points
on a two bearing generator set. Comparable
points on non-generator driven equipment
may be important. These points are illustrated
in Figure 3 and are described below.
Point 1
Horizontal direction at the front of the engine;
locate the probe on the side of the block at
the crankshaft centerline.
Point 2
Vertical direction at the front of the engine;
locate the probe on the block top deck in the
plane of the crankshaft centerline.
Point 3
Horizontal direction at the rear of the engine;
locate the probe on the side of the block at
the crankshaft centerline.
Point 4
Vertical direction at the rear of the engine;
locate the probe on the block top deck (or
rear housing) in the plane of the crankshaft
centerline.
7
 Point 5
Vertical direction at the generator front
bearing; locate the probe on the bearing
housing at the shaft centerline.
Point 6
Horizontal direction at the generator front
bearing; locate the probe on the side of the
bearing housing at the shaft centerline.
Point 7
Vertical direction at the generator rear
bearing; locate the probe on the bearing
housing at the shaft centerline.
Point 8
Horizontal direction at the generator rear
bearing; locate the probe on the side of the
bearing housing at the shaft centerline.
Point 9
Axial direction at the generator rear; locate
the probe on the rear right outside edge of
the generator structure (not sheet metal) at
the shaft centerline.
Operating Conditions and Data
Format
Vibration measurements must be made at the
advertised driven equipment rating (100%
load). If additional data is desired, it is
recommended that measurements be made at
0% load, 50% load, and 75% load.
Data must be reported in terms of peak-to-
peak displacement (mils) at half order
frequency, first order frequency, overall
velocity level (in/s) and overall displacement
(mils) for each of the nine measuring
locations. The chart at the end of this section
can be used to record and report the
measured vibration data.
G3600–G3300 EPG Vibration Limits
The vibration levels for any load condition, at
any of the nine measuring locations, must not
exceed the following guideline limits:
1. Peak-to-peak displacement at half order
frequency = 0.13 mm (5.0 mils)
8
2. Peak-to-peak displacement at first order
frequency = 0.13 mm (5.0 mils)
3. Overall displacement = 0.22 mm (8.5 mils)
4. Overall velocity = 34.3 mm/s (1.35 in/s)
G3600–G3300 Vibration Guidelines
for First Time Development Packages
When an engine is packaged in a first time
configuration or application, a more
comprehensive approach to vibration must be
considered. The data collection and evaluation
should not be limited to 1/2 order, 1st order,
and overall. Each 1/2 order frequency up to
8th order should be considered.
With respect to engine centerline
measurements the following vibration limit
guidelines apply:
1. 0.13 mm (5.0 mils) displacement for
frequecies less than or equal to 40 Hz
2. 16.6 mm/s (0.65 in/s) velocity for
frequencies greater than 40 Hz
3. Overall displacement = 0.18 mm (7.0 mils)
4. Overall velocity = 26.7 mm/s (1.05 in/s)
Consult the manufacturer of the driven
equipment for any such vibration limits.
If the measured vibration levels exceed the
limits, contact your Caterpillar dealer
representative or Caterpillar factory
representative for assistance.
Warning: It is not an acceptable
practice to lower the package vibration
levels when operating at stable
conditions by tightening the snubber
bolts on the Caterpillar vibration
isolators. This practice will only hide
vibration problems.
Alignment and Trim Balance
Engine-to-driven equipment alignment out of
specification can result in excessive first order
vibration displacement. If excessive first order
displacement is found while other limits are
met, the alignment must be measured and
corrected.
Torsional Vibrations
Introduction
Torsional vibrations occur as engine
components such as an engine crankshaft,
twist and recover. Standard generator set
components withstand normal stresses
caused by combustion forces and torque
reactions. Generator sets must be designed to
prevent the natural frequency of the drive
train from approaching the unit’s operating
speed. Failure of crankshaft, couplings, gears,
or bearings may result without careful
attention in the beginning.
Torsional Analysis
Even though generator sets, factory packaged
on Caterpillar designed bases, avoid critical
speeds where resonant conditions occur, all
applications, whether packaged by Caterpillar
or others, require a torsional vibration
analysis. This assures compatibility of the
engine and driven equipment. It must be
performed by either the customer or by
Caterpillar, depending on the customer’s
preference. Customer performed analyses are
subject to Caterpillar review and approval and
Caterpillar does not assume responsibility for
analysis performed by others without the
approval. For Caterpillar-performed analyses,
a complete set of technical data (see below)
must be submitted to Caterpillar before
calculations are undertaken. The report will
include a mathematical determination of the
natural frequency, critical speeds, relative
amplitudes of angular displacement, and
approximate nodal locations of the complete
elastic system (both engine and driven
equipment). See the TIR section of the price
list for ordering information.
Note: Consult factory on compound
installations. There may be additional charges
for analyses of applications where more than
one engine drives a single load. A separate
torsional analysis is also required for each
engine with different driven equipment in
multiple engine installations. A torsional
request form is included at the end of this
section.
Technical data required:
1. The operating speed range.
2. Load demand curve on generator sets
which have a load dependent variable
rigidity coupling.
3. General arrangement drawing or sketch of
complete system, including data on
equipment driven from front of engine.
4. With driven equipment on both ends of the
engine, the power demand of each end is
required. In addition, simultaneous front
and rear power (maximum engine load) is
required.
5. Make, model, WR2 (rotational inertia), and
torsional rigidity on all couplings used
between the engine and driven equipment.
6. WR2 of each rotating mass. Weight of each
reciprocating mass.
7. Torsional rigidity and minimum shaft
diameter or detailed dimensions of all
shafting in the driven system whether
separately mounted or installed in a
housing.
8. The ratio of the speed reducer or increaser.
The WR2 and rigidity submitted for a speed
reducer or increaser should state whether
or not they have been adjusted to engine
speed.
9. For reciprocating compressor applications,
a harmonic analysis of the compressor
torque curve under various load
conditions. If not available, a torque curve
of the compressor under each load
condition through one compressor cycle.
The WR2 of all available flywheels for the
compressor.
Torsional Data
G3600-G3300 Engine data required for
torsional analysis is listed in the Technical
Data section.
Engine Torsional Pickup
Each G3600 Engine is equipped with a
magnetic pickup, Part No. 7C-1897, installed
inside the front housing. It generates a signal
from the front crankshaft gear (96 teeth) and
can be connected to a torsiograph. The
electrical characteristics of the pickup are:
9
 • Internal impedance = 100 Ohms

• Open circuit voltage at 1000 rpm ' 80 volts

AC

• Maximum current output capability =

10 ma

The pickup output voltage is approximately 50

volts, when using a test instrument of
approximately 10,000 Ohms impedance.

The pickup should be used when measuring

torsional vibration on all G3600 Engine
installations, particularly when a high inertia
front drive is used. It can also be used to
check eventual damper or flexible coupling
deterioration.

10
Generator Set Vibration Measurements
Generator Set Description:

____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________

Rating: _______________________________

Rated Speed __________________________

Load Condition: _______________________

1/2 order 1st order Overall Overall Velocity

Location Disp (mils) Disp (mils) Disp (mils) (in/sec)
Point 1
Point 2
Point 3
Point 4
Point 5
Point 6
Point 7
Point 8
Point 9

11
 G3600 Torsional Analysis Request

Project Number ____________________________________

Project/Customer Name ____________________________
Dealer _____________________________________________
The information on this form is to be used for a specific request for torsional analysis on the
above G3600 Engine Application. Please provide a timely verbal response followed by a written
report to the responsible project engineer. The following information describes the major
components and performance data for this application:

Engine Model and Rating

G36____, ______ kW, (______ bhp)
______ rpm Low Idle, ______ rpm Rated Speed
Engine Regulation: Isochronous (Y/N) ____ or Percent Droop ____ %

Application/Equipment Description:
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________

Engine Room Ambient Temperature

Generator (____), Compressor (____), Other Driven Equipment (____)
Supplier Name and Model Number _________________________________________________
Rotating Inertia/Drawings ________________________________________________________
Rotating Stiffness/Shaft Drawings __________________________________________________
Gear Box Drawings ______________________________________________________________

Part Numbers of Driveline Components

Flywheel Group _________________________________
Ring Gear Group ________________________________
Coupling Group _________________________________
Drive Group ____________________________________
Damper Group __________________________________

Engine Ship Date (RTS) ____________________________

Torsional Completion Date Required ________________
Caterpillar Project Engineer ________________________

12
Noise
Abstract
Background
Statement of the Problem
Simple Model
Large-Engine Installation
Site Criteria
Noise Data
Mechanical Noise
Inlet and Exhaust Noise
Noise Control
Commercial Elements
Vibration Isolators
Isolator Specification
Silencers
Enclosures and Barriers
Sound Absorption Treatments
Foundation Design
Simple System
Compound System
Comparison of Isolation Systems
Wave Barriers
Building Construction
Airborne Noise Control
Structure-borne Noise Control
Glossary
Noise
Abstract
This section provides information for
designing Caterpillar G3600–G3300 series
large-engine unit installations to meet site
noise criteria. Large-engine units include an
engine and some piece of driven equipment,
such as a generator or a compressor.
Guidelines for installation design are
provided, along with information on using
noise data on Caterpillar units (actual noise
data are provided in the Technical Data
Section or in TMI for G3500–G3300).
Some installations require very little noise
abatement (for example, a remote facility far
from people). Very sensitive installations, on
the other hand, may require extensive noise
abatement measures. Because of the variety
of noise criteria that may apply to a given site,
it is impossible for Caterpillar to provide a
description of abatement measures meeting
all site criteria. It is the responsibility of the
facility designer to ensure that the specific
criteria of the site are met.
It is strongly advised that a noise control
expert be involved in the facility design
process from the beginning if the large-engine
unit is to be installed in a building or area that
is noise sensitive. Since large internal
combustion engines produce high noise levels
at low frequencies, many traditional noise
control approaches are relatively ineffective.
Every aspect of facility design must therefore
be reviewed with special emphasis on low-
frequency attenuation characteristics in order
to meet site criteria.
This document is organized around the
typical approach to designing a large-engine
installation, as follows:
• Recognize the special requirements of large
engine installations. The first step is to
become aware of the special noise
characteristics of large-engine installations.
Possible sources, paths, and receivers of
large-engine noise are reviewed.
• Identify site noise criteria. For example, is
the installation in a remote or a populated
area? Is it within a building sensitive to
noise (for example, a laboratory or a
hospital)? What regulations, standards, or
restrictions apply to noise? The noise
criteria form an essential part of the design
goals. Since criteria vary from site to site,
this guide cannot identify all the criteria
that apply to a particular site. However,
some guidelines for site noise criteria are
provided.
• Obtain noise data on the engine unit.
Caterpillar provides noise data on typical
G3600 units, including sound power data on
airborne engine mechanical noise as well
as intake and exhaust noise. These data are
provided in the Technical Data Section,
which is revised periodically. For
G3500–G3300, current data is located in
TMI.
• Identify and select appropriate noise
abatement measures. Guidelines for
attenuation of noise, both through
commercially available equipment and
through facility construction, are provided.
A glossary of some additional key technical
terms is presented at the end of this section.
15
 Background
Statement of the Problem
Simple Model
A simple source/path/receiver model is
useful in noise control programs for basic
understanding of the problem. Such a model
is illustrated in Figure 4.
Source Path Receiver
Figure 4.
Following are some general observations
regarding this simple model.
• Sources generally emit both airborne and
structure-borne noise (the latter form of
noise also commonly referred to as
vibration). Each form of noise may result in
undesirable airborne noise at the receiver,
which is the primary concern here.
• Noise generally travels from the source to
the receiver along several paths
simultaneously. Every significant noise path
must be treated in order to successfully
reduce levels at the receiver. This is
analogous to electrical switches in parallel:
all switches must be open to stop current
flow.
• A path may involve a series of structural or
acoustic elements. Any element in the path
can be controlled in order to attenuate
noise along that path. This is analogous to
electrical switches in series, where any
open switch can stop the current flow.
• It is essential to identify the receivers and
to determine what noise limits apply to
them. This dictates the attenuation
required along each path.
• Sources, paths, and receivers of noise all
have frequency-dependent response
properties. Sources such as large internal
combustion engines typically emit high-
amplitude, low-frequency noise, while most
16
path attenuators (e.g., walls or silencers) are
more effective at high frequencies than at
low frequencies. Finally, receivers such as
building structures or the human ear are
more sensitive at some frequencies than at
others.
• The role of the facility designer usually is
to control the paths of noise, since the
source generally cannot be altered and the
noise restrictions at the receiver are often
fixed.
Large-Engine Installation
For facility design purposes, the large-engine
unit may be modeled as a number of different
sub-sources, each having one or more
different paths to possible receivers, as
illustrated in Figure 5. This particular
illustration relates to external noise, but the
external environment in this problem could
also be an interior space in another part of the
facility. It permits the introduction of some
important concepts of the noise problem, in
the following paragraphs.
Airborne mechanical noise is radiated from the
engine unit; some surfaces radiate far more
noise than others. Receivers of airborne
mechanical noise may be located in the same
room as the unit (for example, an operator) or
outside the engine room (for example, a
person elsewhere in the building or a
community resident outside the building).
Noise paths to receivers outside the room
include walls, ceilings, tunnels, and ventilation
system ducts.
The acoustic environment inside the room
consists of a direct sound field (sound
radiated straight from the source to the
receiver) and a reverberant sound field (sound
reflected from room boundaries). The
reverberant sound field is affected by the
room acoustics of the space (principally, the
sound absorptive properties of the room
boundaries), while the direct sound field is
independent of the room acoustics.
Inlet and exhaust noise are also airborne
components, and generally are significant
noise sources on large internal combustion
engines. In addition to the airborne noise
transmitted along the inlet and exhaust
piping, noise may be radiated from the piping,
or from structures connected to the piping.
Structure-borne noise (or vibration) is emitted
from the source and propagates through
connecting structures to airborne sound
radiating surfaces. In the case of the engine
unit, structure-borne noise travels first
through the spring mounts to the foundation.
Next, the noise energy may travel to the
building structure, either directly (if the
foundation is supported directly on the
building structure) or after traversing resilient
material or soil (if the foundation is isolated
from the building structure). At that point the
structure-borne energy is radiated as airborne
noise.
Site Criteria
The site criteria determine the extent of noise
control measures and treatments required for
a given installation. The criteria may be
defined by law or by acceptability standards.
Generally, for large-engine units they address
comfort of exposed people (e.g., noise in
adjacent residential areas or in occupied
spaces in other parts of the facility), but they
may also address safety issues, either for
4
2
Large-engine Unit
1 5
Foundation
Soil
Figure 5.
people (e.g., hearing protection) or for
equipment (e.g., vibration).
It is imperative that the site criteria be defined
before facility design is undertaken. Either
under- or over-designing the facility can be
unnecessarily expensive if excessive
abatement equipment is specified or if
construction has to be redone in order to
meet site criteria. The key is to determine the
requirements of the site and design toward
that goal.
Because of the extensive variation in the form
and the level of applicable restrictions and
standards around the world, it is beyond the
scope of this document to provide a detailed
coverage of this area. It is the responsibility of
the facility designer to identify the criteria
that apply to a particular installation. The
facility must meet regulations governing the
installation site, and may also voluntarily meet
criteria and guidelines promoting safety and
comfort of the receivers. A poorly designed
facility meeting local ordinances while
disregarding standards of comfort and safety
for residents can still be the target of
community complaint.
3
Stack
6
17
 Site criteria for large-engine installations must
take into account the high-amplitude low-
frequency noise emitted by such equipment,
in the form of both airborne and structure-
borne energy. Low-frequency noise is
attenuated much less by walls and
foundations than is high-frequency noise, and
most noise control treatments are not as
effective at low frequency. Furthermore,
traditional design procedures for noise control
may not be appropriate for low-frequency
noise. Again, it should be emphasized that
experienced noise control professionals
should be consulted in the design of noise-
sensitive installations.
Noise Data
Caterpillar provides noise data on
representative G3600–G3300 engine units.
These data are contained in the Technical
Data Section or in TMI. Generally, data are
provided on a complete unit, such as a gen
set, including an engine, some piece of driven
equipment, and a base. This is appropriate
because a unit will always include a base,
whether supplied by Caterpillar or by
someone else. Usually the driven equipment
can be considered a secondary source in
these data. However, the base should be
considered a significant sound radiating
element of the set. Thus, the unit noise levels
(both airborne and structure-borne) might be
significantly different for a set with a different
base.
Mechanical Noise
Caterpillar airborne mechanical sound
power data are measured according to
ISO/DIS 6798, “Acoustics—Test code for the
measurement of airborne noise emitted by
reciprocating internal combustion engines—
Engineering method and survey method.”
The uncertainty (standard deviation) of the
A-weighted sound power levels is 5 dB,
according to the standard, since the data are
acquired using the survey method and the
noise has prominent discrete tones.
Octave-band sound power levels are provided,
although the standard only calls for an overall
level when using the survey method. Also, the
measurement frequency range includes the
31.5 Hz and the 63 Hz octave bands, although
18
the standard includes the 125 Hz octave band
as the lowest band of interest.
In acquiring these data, the room correction
factor K (see the standard for a definition of
K) typically exceeds the limit of 7 dB, since
the tests are performed in a standard test cell
as opposed to a free-field environment.
For facility design, room sound pressure
levels may be estimated by reversing the
calculation procedure in ISO/DIS 6798. This
involves first defining a representative
enclosing surface for the unit and then
calculating the free-field sound levels for that
surface from the sound power data. Then an
adjustment is made to the estimated sound
levels to account for reverberation, using
octave-band estimates for the correction
factor K based on the anticipated room
acoustic properties of the facility. With the
room sound pressure level estimates and the
site noise criteria, sound transmission loss
requirements for the facility can be
determined.
Inlet and Exhaust Noise
Caterpillar measures inlet and exhaust sound
power according to ISO/DIS 6798, Annex A.
These data may be used to estimate the
insertion loss requirements for inlet and
exhaust silencers.
Noise Control
Successful facility design for noise generally
involves blending the use of noise control
elements with careful attention to design
details. These two areas are addressed in the
following paragraphs.
Commercial Elements
This section provides some basic information
on common types of commercially available
noise control elements. The elements
discussed here may or may not be part of a
successful large-engine installation,
depending on the installation design and on
the site criteria.
Vibration Isolators
There are a number of different types of
vibration isolators available in the commercial
market. Isolators might be used in the
suspension system for the engine unit (in
conjunction with, or as replacements for, the
standard Caterpillar spring mounts), or they
might be used to isolate vibration sensitive or
sound radiating elements of the building
structure. They work by providing an
impedance mismatch between structural
elements, thereby reflecting energy back
toward the source and reducing the energy
transmitted to the receiving structure.
Isolation is discussed further in the section on
foundations below. Following is a brief
summary of some common types of isolators:
Air mounts (air springs). This type of isolator
uses an air-filled rubber tube as the spring
element. Generally, lower mounting
resonance frequencies can be obtained with
air mounts than with other types of mounts.
Thus, they are often used in applications
where a very high degree of isolation is
required. However, usually they require a
regulated air supply and more maintenance
than spring mounts.
Metal spring mounts. This type probably is the
most commonly used for mounting stationary
equipment. Spring mounts are especially
useful where moderately large static
deflections are required (static deflection is
inversely proportional to the square of the
mounting resonance frequency), and in harsh
environments. This is the type of isolator
supplied by Caterpillar for its G3600 large-
engine units, or as an attachment for smaller
engines.
Elastomeric (rubber) isolators. This is perhaps
the most common form of isolator used in
mobile equipment (e.g., engine mounts in
vehicles), but this type is found less often in
stationary equipment installations. This form
possesses greater damping than other forms,
depending on the type of rubber used. One
possible disadvantage of this form is that the
properties of elastomers change more with
age than do metals.
Resilient pads. These are simple pads of some
resilient material such as rubber, felt, or cork.
They are sometimes used alone or in
conjunction with other types of isolator to
provide high-frequency vibration isolation.
Used alone for equipment mounting, they are
generally the least effective type of isolator.
They may also be used for isolating building
structure elements such as floors and walls.
Seismic isolators. Isolators can transmit
seismic vibrations to the engine unit and
possibly cause damage. Isolators are available
that incorporate seismic restraining or
damping devices with positive stops in all
directions.
Pipe hangers. Another potentially important
structure-borne noise path is through
supports for piping connected to the engine,
such as fuel and water lines, exhaust pipes,
and conduit. Isolated pipe hangers generally
use springs or rubber elements to provide
transmission loss.
Isolator Specification
ISO Standard 2017-1982 is a useful guide for
both isolator manufacturers and users,
containing recommended guidelines for the
exchange of isolator and application
information to help ensure a successful
isolation design.
Silencers
Silencers are used to attenuate airborne noise
in piping and duct systems. Their
effectiveness generally is frequency sensitive,
so it is essential that they be matched to the
frequency content of the noise. There are two
major categories of silencers: dissipative and
reactive. Dissipative silencers use absorptive,
fibrous material to dissipate energy as heat.
They are effective only for high frequency
applications (i.e., 500 to 8000 Hz).
Reactive silencers, on the other hand, use a
change in cross-sectional area to reflect noise
back to the source. They are typically used for
low-frequency applications (such as large
internal combustion engines), and they may
incorporate perforated tubes to increase
broadband performance. The effectiveness of
a reactive silencer depends on its diameter,
volume, and overall design. Multi-chamber
silencers provide maximum sound attenuation
with some flow restriction. Straight-through
silencers offer negligible flow restriction with
slightly lower sound attenuation.
Stack silencers are designed to be inserted
directly into a stack and withstand a harsh
19
 environment. Finally, some manufacturers
offer combination heat-recovery silencers for
hot gas exhaust.
Most manufacturers offer silencer dynamic
insertion loss (DIL) information in octave
bands from 63 to 8000 Hz, tested in
accordance with ASTM E-477. DIL is the
difference in sound level with and without a
silencer installed in a pipe or duct with
airflow. Some manufacturers rate silencers as
being “industrial”, “commercial”, or
“residential” grade; in such a case, the DIL of
the silencer should still be requested in order
to determine the grade of silencer most
suitable for the installation.
To determine the DIL required by a particular
application, information is required on the
actual (unsilenced) and desired noise levels at
the emission point. The difference between
these values is the silencer DIL. The desired
source noise level is determined from the
criteria governing the site.
When used to attenuate exhaust noise, the
silencer must be sized to accommodate the
specified volume of flow without imposing
excessive back pressure. The flow area for a
given back pressure can be calculated from
the engine exhaust flow (CFM) and the
exhaust temperature. The pressure drop will
determine the required size of the silencer.
Enclosures and Barriers
Enclosures and barriers block and reflect
direct-radiated sound from a noise source. A
barrier provides a “shadow zone” of sound
attenuation between the source and the
receiver, much as light casts a shadow behind
a wall. Full enclosures may be used around
the source or around the receiver (e.g.,
personnel in affected areas). Partial barriers
may be used to protect noise sensitive areas,
by locating receivers in the shadow zone.
The effectiveness of a barrier in blocking
noise transmitted through it is a function of its
sound transmission characteristics. Both
enclosures and barriers should be lined with
absorptive material to be fully effective. In the
case of an enclosure without absorption, the
reverberant field inside the enclosure can
greatly increase the interior sound pressure,
20
so that noise outside the enclosure is also
increased. In the case of a barrier without
absorption, the noise is simply reflected
elsewhere. Transmission loss and absorption
are the main selection criteria for barriers and
enclosures, and each is a function of
frequency.
Openings in enclosures should be acoustically
treated, for maximum effectiveness. Also,
when using sound barriers it is important to
control “flanking paths” (sound paths around
the barrier).
There are many types of commercially
available enclosures and barriers. Complete
enclosures for specific types of mechanical
equipment are available, some of which
include silenced air inlets/exits and a reactive
silencer for exhaust noise. Several types of
modular panels are available that may include
sound absorbing material on one or both
sides of the panel. Outdoor barriers, designed
to resist wind and seismic forces, are also
available to block or reflect noise outdoors.
Along with acoustical performance, practical
issues must be considered in using barriers
or enclosures. Engine enclosures require
ventilation to dissipate the heat that builds up
within the enclosure. The enclosure must be
accessible for maintenance and inspection,
and may require panic latches on doors.
Acoustic materials within the enclosure must
be fire-resistant.
Sound Absorption Treatments
Acoustically absorptive surfaces convert
acoustic energy into heat, and are generally
described by sound absorption coefficients in
octave bands. Absorptive surfaces may be
used to reduce the reverberant (reflected)
sound field within a room. As mentioned
above, reducing the reverberant field within a
room can also reduce the noise field outside
the room. It should be noted that absorptive
materials do not attenuate the direct sound
field.
The absorption of a room may be estimated
on an octave-band basis from the absorption
coefficients and the area of each room surface
(ceiling, walls, and floor). Alternatively, the
room absorption may be determined through
reverberation time measurements. Using this
information and the source sound power data,
the noise reduction that can be obtained by
adding absorption to a room may be
determined. Information on the absorption
coefficients of a material or element may be
obtained from the manufacturer.
A wide variety of commercially available
sound absorbing elements are available for
almost every application. Ceiling treatments
include lay-in tiles or boards (for suspended
ceilings), tiles that can be directly affixed to
the ceiling surface, and suspended absorbers.
Acoustic wall panels range from
“architectural” panels with attractive finishes
to perforated metal panels filled with
absorbing materials. Concrete blocks with
slotted faces and acoustical fill may be used to
add sound absorption to normal concrete
block wall construction.
Sound absorbing elements are selected on the
basis of their sound absorption coefficient in
the octave bands of interest. In addition, the
elements must survive their environment, be
easy to maintain, and offer acceptable flame
spread properties.
Foundation Design
Foundation Design is a very important and
often overlooked aspect of large-engine unit
facility design. Large-engine units, as noted
above, emit relatively strong low frequency
energy—structure-borne as well as airborne. If
the facility design does not account for both
forms of noise, it is likely that site noise criteria
will not be met. (Foundation design for
installations where noise is not an issue is
discussed in the Mounting section.
Unfortunately, structure-borne transmission
and radiation is much more difficult to analyze
than airborne noise. Whereas it may be
relatively straightforward to estimate the
airborne noise transmission loss of the building
structure and various types of noise control
systems, and thereby assess the adequacy of a
facility design, reliable quantitative estimates of
structure-borne noise transmission may be
extremely difficult or impossible to obtain with
current technology, particularly at low
frequencies. Thus, the usual approach for noise-
sensitive installations is to over-design for
structure-borne noise, to ensure that it is not a
problem. This means taking care to control
every possible structure-borne noise path.
Especially in this area, designers are strongly
urged to consult qualified professional noise
control engineers for noise-sensitive
installations.
Large-engine units usually are mounted on
concrete pad or metal deck foundations, using
the Caterpillar-supplied spring mounts
between the unit base and the foundation.
Since the Caterpillar unit base provides
sufficient stiffness for alignment and relative
deflection of the engine and the driven
equipment, there is no need to rely on the
foundation for additional stiffness. Thus a
foundation that is adequate for supporting the
static load of the unit will be satisfactory for
many installations where noise is not a critical
concern.
In installations where noise is a major
concern, attention must be directed toward all
elements of the isolation system and to the
structural paths between the foundation and
the rest of the building structure. Adequate
isolation often can be achieved with a simple
system, but some installations may require a
compound isolation system. Both types are
discussed briefly in the following paragraphs.
Simple System
An isolation system with one dynamic mass
and one set of isolation mounts is termed a
simple isolation system. The transmissibility
function for an ideal simple isolation system is
shown in Figure 6. Transmissibility describes
the ratio of force transmitted to the foundation
(assumed rigid) to the force generated in the
excitation source. Thus low transmissibility is
desirable.
At low frequencies the transmissibility has a
value of unity—that is, force is transmitted
across the isolator without a change in
amplitude. Around the resonance frequency
of the system, the transmissibility reaches a
maximum—that is, the transmitted force is
substantially greater than the applied force,
depending on the amount of damping in the
mounts. The resonance frequency is
21
 determined by the ratio of mount stiffness to
dynamic mass.
At a point above the resonance frequency, the
transmissibility function drops below unity
and isolation benefit begins to be realized.
(The frequency at which the function crosses
unity is 1.4 times the resonance frequency.)
From that point the transmissibility
diminishes at a rate of -2 decades per decade
of frequency. Clearly, the isolation system
must be designed so that the frequency of the
rigid-body mode is much lower than the
lowest frequency of significant structure-
borne noise from the source, in order to
realize isolation benefit.
Actual installations differ from the simple,
ideal system in several important respects.
First, the isolated mass actually has six rigid-
body degrees of freedom, rather than a single
one as in the system described above. That
means that an actual system has six
resonance modes defining the lower-
frequency range where no isolation benefit is
provided.
The second important difference between
actual systems and the ideal system is that the
structures on either side of the isolators are
not perfectly rigid. The effectiveness of the
system depends on the dynamic compliance
(inverse of dynamic stiffness) of the resilient
elements relative to the compliance of the
attached structures. Thus, an isolation system
may not perform satisfactorily, even with very
soft resilient elements, unless the connected
structures are relatively stiff.
The principal source of dynamic weakness in
structures is resonance. Resonance is a
dynamic effect where the structure may be
hundreds or thousands of times weaker than
it is statically (i.e., at zero Hz). Therefore,
isolation effectiveness will suffer around
resonance frequencies of the structures on
either side of the isolation elements. It is
important, therefore, to ensure that there are
no uncontrolled resonances in the critical
frequency range of the isolation system.
Figure 7 shows a measured transmissibility
function on an actual simple mounting
system. Several of the six rigid-body modes
22
are evident below 3 Hz. In the frequency
range above those modes, the transmissibility
function falls off with a -2 decade per decade
slope, as with the ideal system. However, note
the peaks in the function starting at around 20
Hz. Those peaks are associated with
structural resonances in one or both of the
structures on either side of the isolation
elements.
Compound System
Increased structure-borne noise isolation can
be realized with a compound isolation system.
Such a system has an intermediate mass with
an additional set of isolation mounts, thus
doubling the number of rigid-body modes of
the isolation system. Above the rigid-body
mode range, the transmissibility function has
a -4 decade per decade slope—twice the slope
of the simple system. This is illustrated in
Figure 8 for an ideal system with only vertical
translation response (the response of the
simple model is also plotted, with a grey line,
for comparison).
Note that there are two rigid-body modes in
this function, one at about 3.5 Hz and one at
about 7 Hz. Above the second mode the
greater negative slope in the function is
clearly evident.
An actual compound isolation system would
have a total of 12 rigid-body modes. An actual
system also would have reduced isolation
effectiveness associated with resonances in
the structural elements on either side of the
isolation elements, just as in a simple isolation
system.
A common question from facility designers is,
"How large should the foundation mass be to
prevent excessive structure-borne noise?" For
a simple isolation system, where the
foundation is rigidly supported on the
building structure or embedded in the
ground, the above discussion indicates that
the mass of the foundation is not in itself
important. Rather, it is the dynamic stiffness
of the foundation that affects the isolation
effectiveness.
Another critical factor is the nature of the
structural connection between the foundation
and the rest of the building structure. For
 IDEAL SIMPLE ISOLATION SYSTEM

Figure 6.

MEASURED TRANSMISSABILITY ON
A SIMPLE MOUNTING SYSTEM

Figure 7.

COMPOUND ISOLATION MOUNTING SYSTEM

Figure 8.

23
 example, with a soil-embedded foundation,
where there is direct ground contact all
around the foundation, substantial structure-
borne noise transmission may occur from the
foundation to the soil and from the soil into
the building structure, regardless of the mass
of the foundation. This is because wave
motion occurs in any elastic medium, and
wave motion will be transmitted into any
other elastic medium in contact with the first.
Thus, for a simple isolation system, attention
must be focused on foundation stiffness as
well as the interface between the foundation
and its supporting ground or structure.
Another concern with any type of isolation
system is to ensure that there are no rigid
structural connections across the isolation
system, which can in effect short-circuit the
isolation system.
Comparison of Isolation Systems
To illustrate different isolation systems,
consider the case of a G3600 gen set package.
The total weight of the package is 113,000 lb
(51,300 kg). The standard mount system for
the package consists of 8 spring mounts,
each with a spring rate of 34,640 lb/in
(6.08e6 N/m) and a capacity of 22,900 lb
(10,400 kg). This standard system has a
fundamental vertical bounce mode frequency
of 4.9 Hz (for simplicity, ignore the other five
rigid-body modes of the system). The
transmissibility function for this system is
shown in Figure 6. As shown above, the
function has a slope of -2 decades per decade
of frequency above the resonance frequency.
Now, consider a modified simple isolation
system where the standard spring mounts are
replaced with air mounts with a total effective
spring rate of 26,000 lb/in (4.56e6 N/m). This
modified system has a fundamental vertical
bounce mode frequency of 1.5 Hz, as
illustrated in the transmissibility function in
Figure 10, which also shows the
transmissibility function for the standard
system for comparison. Note that above 4 Hz
the air-mount system transmissibility is an
order of magnitude lower than that of the
standard spring-mount system.
Finally, consider a compound isolation system
having an intermediate block with a mass
24
equal to that of the gen set package, with 8
standard spring mounts between the gen set
base and the block and 10 standard spring
mounts between the block and ground. The
total weight on the lower mounts is slightly
below the total rated capacity of those
mounts. This compound system has two
vertical bounce modes, one at 3.1 Hz (where
the gen set and the block vibrate in phase)
and one at 8.6 Hz (where the gen set and the
block vibrate out of phase).
The transmissibility function for the compound
system is plotted in Figure 11, along with the
functions for the two simple systems for
comparison.
Above the higher mode, the transmissibility
function has a slope of -4 decades per decade
of frequency—twice as great as that of a
simple system—as discussed above. Thus,
above 10 Hz the transmissibility of the
compound system is much better than that of
the standard system, and the difference
continues to increase with frequency.
Similarly, the performance of the compound
system is better than that of the simple air-
mount system above 20 Hz. However, below
10 Hz the transmissibility function for the
compound system is substantially worse than
that of either of the simple systems.
Note that while the standard simple spring-
mount system is quite stable by itself, some
additional isolation elements might be
required for adequate lateral stability in either
the simple air-mount system or the compound
system.
 SIMPLE ISOLATION SYSTEM– SPRING MOUNTS

Figure 9.

SPRING VS AIR MOUNTS

Figure 10.

SPRING AND AIR MOUNTS VS COMPOUND MOUNTING

Figure 11.

25
 Wave Barriers
Wave barriers can be used to attenuate
structure-borne noise transmission in
installations where the concrete pad is
embedded in the ground. Wave barriers
typically take the form of a trench around the
pad. The trench, which may be unfilled or
filled with a resilient material, is sized so that
it provides an effective impedance mismatch
for soilborne vibrational energy.
Building Construction
A properly designed facility provides adequate
attenuation for all possible paths of noise in
order to meet the site noise criteria. It has
been emphasized throughout this discussion
that this requires attention to both airborne
and structure-borne noise. Either form can
result in excessive airborne noise within the
facility or in the exterior environment. The
following paragraphs are intended to provide
some basic guidelines and cautions regarding
facility design for noise control.
Airborne Noise Control
Airborne noise control is a straightforward
and well-developed area compared with
structure-borne noise control. There is
abundant information available on sound
absorption and transmission properties of
common construction materials, and there are
accepted and proven procedures for applying
that information.
However, it is important to recognize that much
of the conventional information and procedures
were developed for higher-frequency noise, and
thus may not be appropriate for large-engine
units, which produce strong low-frequency
energy. For example, structural and acoustic
resonances (conditions of minimum dynamic
stiffness) may coincide with pure-tone frequency
components of the engine noise, resulting in
very efficient transfer of energy. Conventional
building acoustics generally is based on
statistical descriptions of noise, and therefore
does not address resonance effects.
For some installations, airborne noise must
be controlled at several receiver points: inside
the engine room; in other rooms in the
building; and outside the building. The
simplest way to reduce airborne noise within
26
a building is through good building layout.
Equipment rooms should be situated far from
sensitive receiver locations in the building.
This takes advantage of the fact that
propagating sound energy diminishes with
distance from the source. In addition, there
are two other methods of controlling airborne
noise: with high transmission loss walls and
with absorption.
It is helpful to review some terminology
before discussing the sound transmission
characteristics of walls. The transmission loss
(TL) of a partition is a measure of the ratio of
energy incident on the wall to that transmitted
through the wall, expressed in dB. The less
relative sound transmitted through the wall,
the higher the TL of the wall. TL is a function
of frequency.
The sound transmission class (STC) of a
partition is a single-number rating calculated
from the partition TL. A reference contour is
adjusted against the measured TL data, and
the STC rating equals the value of the
adjusted contour at 500 Hz. The STC rating
does not include information in frequency
bands below 125 Hz. This rating is useful for
designing walls that provide insulation against
the sounds of speech and music; it is
inappropriate for industrial machinery with
low-frequency energy such as large-engine
units. TL data should be used instead,
whenever possible.
In typical partitions, sounds at higher
frequencies are attenuated more than sounds
at lower frequencies. The highest
transmission loss values are found in cavity
wall (two-leaf) constructions, where the two
separate wall layers are well isolated. The
transmission loss values increase with the
masses of the individual leafs, the depth of the
airspace, and the characteristics of any sound-
absorptive material in the airspace.
It should be noted that noise leaks can
severely degrade the performance of a
partition. Materials are tested for their
transmission loss characteristics in a
controlled laboratory setting, with all edges
sealed. But in typical construction, sound
leaks may occur at the edges of the wall, at
openings for pipes or electrical outlets, and
across shared ceilings (so-called flanking
paths). A wall with a leakage area equal to
0.01% of that of the wall area cannot exceed
STC = 40, no matter how high the STC of the
wall construction.
A partition may include elements with various
transmission loss characteristics—for
example, windows and doors. The
transmission loss of the partition must be
calculated taking all elements into
consideration.
To estimate the total airborne noise
transmission loss of a facility, subtract the
noise value for each receiver from the
estimated room-average sound pressure level.
If there is more than one space, the sum of
the individual contributions must not exceed
the criterion.
Structure-borne Noise Control
This area was actually introduced above in a
discussion on foundations. The purpose of a
vibration isolation system (whether simple or
compound), or a wave barrier, is to control
the transmission of structure-borne noise
from the engine unit to the building structure,
either directly or through the ground. The
information above on commercial vibration
isolators also applies to this area.
Those measures are intended to control noise
close to the source, where control measures
generally are most effective. However, even
with effective isolation mounting of the engine
unit it still may be necessary to provide
additional structure-borne noise attenuation in
the building construction. The simplest way
to attenuate structure-borne noise along a
path (at least conceptually) is to increase the
distance between the source and receiver,
since the amplitude of structure-borne noise
decreases with increasing distance from the
vibration source. The attenuation of noise in
concrete-frame buildings has been found to
be about 5 dB per floor for frequencies up to
1000 Hz. Attenuation for vibrations travelling
along continuous concrete floor slabs typically
range from 1.5 to 2 dB/meter. In general,
there is less attenuation along horizontal
building structures.
Another way to attenuate structure-borne
noise is through structural discontinuities. A
discontinuity, or impedance mismatch, causes
a reflection of energy back toward the source,
thereby controlling noise transmission. Such
discontinuities are usually filled with a
resilient material to prevent debris falling into
and “shorting out” the gap. Semirigid
fiberglass board is normally used to fill wall
gaps, while asphalt-impregnated fiberglass
board is normally used between on-grade
slabs, foundations, and footings. Many times,
large buildings already incorporate expansion
joints to allow for thermal expansion and
contraction. These may be used to attenuate
structure-borne noise by placing the source
and receivers on opposite sides of the
expansion joint. It is essential that
construction elements, pipes, or any other
rigid connections do not bridge these
discontinuities.
In addition to the source and the path,
receiver locations can also be treated to
control structure-borne noise in some
situations. For example, a “floating floor”
construction may be used to isolate the
receiver (e.g., a person or some piece of
vibration-sensitive equipment) from building
vibration.
Glossar y
Attenuate. This is the noise control
technician’s word for “reduce”.
A-weighting. The ear does not hear equally at
all frequencies—that is, it is more sensitive at
some frequencies than at others. The A-
weighting curve was developed to account for
the filtering effect of human hearing. This
curve severely attenuates low-frequency noise
(below 100 Hz), allows mid-frequencies (1000
Hz) to pass unattenuated, and attenuates high
frequencies. The unit “dBA” refers to a level
with A-weighting applied.
Frequency. Refers to the rapidity or the pitch
of an oscillation. The conventional unit is
Hertz (abbreviated “Hz”), one Hz being one
cycle per second.
Level. Quantities describing sound are usually
expressed as a level. By definition, level is 10
times the logarithm of the ratio of a given
27
 power-like quantity to a reference quantity of
the same kind, and has the unit dB (decibel).
Describing quantities in terms of level is very
useful when the range of values is large. For
example, whispered speech has an average
sound power level of 1e-8 watts (40 dB), while
a light airplane cruising has a sound power
level of 100 watts (140 dB). A 10 dB increase
corresponds to a factor of 10 increase in a
power-like quantity and a factor of 3.16
increase in a linear quantity.

Octave band. A constant-percentage division

of frequency—that is, a given octave band is
twice as wide as the immediately lower band.
A band is specified by its center frequency
(which is actually the geometrical center,
rather than the arithmetic center of the band).

Sound power. The total acoustical output of a

source. Since sound power relates only to
source strength, it is independent of the
acoustic environment. Given information on
the acoustic environment the sound pressure
can be estimated for any position relative to
the noise source. Sound power is not
measured directly, but is determined from
either sound pressure or sound intensity
measurements. Guidelines for measurement
of both quantities are provided in various
national and international standards.

Sound intensity. The rate of flow of sound

energy through a unit area at a given point.
Intensity is a vector quantity—that is, it has a
direction associated with it—as opposed to
sound pressure. In practice, sound intensity
usually is measured with a two-microphone
probe.

Sound pressure. The dynamic pressure at a

point in space. Sound pressure is a scalar
quantity—that is, it has no direction
associated with it. It is the easiest quantity of
sound to measure, requiring only a simple
sound level meter. However, sound pressure,
being the sum of sound waves arriving from
every direction, depends on the acoustic
characteristics of the environment and varies
with position relative to the noise source.
Thus sound pressure cannot be used to
describe the strength of a noise source
without specifying relative position and room
acoustic properties of the test environment.

28
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation
Guide

G3500 – G3300
● Cooling Systems

● Lubricaton Systems

LEKQ7254 9-97
Cooling Systems
Cooling Basics
Heat Rejection
Basic System Configurations
Types of Cooling
Cooling System Requirements
Basic Operating Parameters
Temperature Limits
Pressure Limits
Coolant Flow
Cooling Systems Components
Thermostats
Expansion Tanks
Maintaining Pump Suction Head with the Expansion Tank
Attachment Expansion Tanks
Bladder Type Expansion Tanks
Types of Cooling Systems
Radiators
Heat Exchangers
Submerged Pipe Cooling
Cooling Towers
Air-to-Air Aftercooling
 Aftercooler Heat Exchanger Sizing
ATAAC Critical Design Criteria
Interconnection of Engines
Connections
Jacket Water Heaters
Cleanliness
Serviceability
Heat Recovery
Heat Balance
Types of Heat Recovery Systems
High Temperature Heat Recovery Circuits
Coolant Quality and Treatment
Water Treatment Recommendations for Standard
Temperature Systems
Water Treatment Recommendations for High
Temperature Systems
Total Dissolved and Suspended Solids
Measurement of TDS and Control
Alkalinity
Total Alkalinity
Reserve or Hydroxide Alkalinity
Cooling Systems
As with all internal combustion engines,
Caterpillar Gas Engines produce heat as a
by-product of combustion. There are many
areas where it is critical that the heat be
removed. Cylinder walls must be cooled to
maintain a film of lubrication for the piston to
slide upon. Cylinder components (pistons,
valves, heads) must be properly cooled to
reduce the risk of detonation. The engine oil
must be cooled to ensure its integrity. As a
general rule, 20–40% of the energy input into
an engine must be removed by the cooling
system. There are three basic systems used
to reject the heat from the engine:
1) The aftercooler circuit
2) The oil cooler circuit and
3) The jacket water circuit.
Each system has specific design criteria that
must be met to ensure proper cooling of the
engine.
All the pressure and temperature values in
this publication are gauge values unless
otherwise specified. All units are shown in the
Metric convention with English units in
parentheses, [i.e. meter (feet)].
Cooling Basics
Heat Rejection
Before a cooling system can be designed, the
designer must understand how much heat is
being rejected through each of the cooling
circuits. This information is available in the
TMI and the performance and technical
information books available for each engine
model. The following guide will help the
designer in interpreting and applying the heat
rejection data.
The heat balance: The heat input into the
engine equals the sum of the heat and work
outputs.
QTotal = W + QExh + QSur + QJW + QOC + QAC
Where:
Total Heat Input (QTotal)
The Total Heat Input is calculated by
multiplying the Brake Specific Fuel
Consumption (BSFC) and the Power Output
(bhp).
QTotal (MJ/hr) = BSFC (MJ/bkW–hr) * Power
Output (bkW)
QTotal (Btu/hr) = BSFC (Btu/hp–h) * Power
Output (bhp)
Work Output (W)
The work output is the total power created
from the energy contained in the fuel. It is
expressed in kW (Btu/min) where one
horsepower = .7457 kW (42.4 Btu/min).
Total Exhaust Heat (QExh.)
The Total Exhaust Heat is the total heat
available in the exhaust when it is cooled from
the stack temperature down to standard
conditions of 25°C (77°F). Values shown are
low heat value and do not include the heat of
vaporization.
Heat Loss to the Surroundings (QSur)
There is a certain amount of heat that is
rejected from the engines surface to the
surrounding ambient conditions. This is due
to convective and radiation effects.
Jacket Water Heat (QJW)
Jacket Water Heat is the total amount of heat
picked up by the engine cooling system.
(Note: The oil cooler heat rejection is
included in this figure when not listed
separately.)
Aftercooler Heat Rejection (QAC)
Aftercooler heat rejection is given for
standard conditions of 25°C (77°F) and 150 m
(500 ft) altitude. This heat rejection is
increased for higher ambients and higher
altitudes. A constant aftercooler outlet
temperature is required. As the air
temperature to the aftercooler goes up, so
does the heat that must be removed. As the
air pressure decreases, the turbocharger
imparts more energy to the incoming air to
5
 get it up to the required boost pressure. Use
the aftercooler heat rejection factor to adjust
for ambient and altitude conditions. Failure to
properly account for these factors could cause
the engine to detonate and result in engine
shutdown or failure.
Recoverable Heat
Recoverable heat in the exhaust is not a
separate component of the heat balance
equation, but is the customary number used
in heat recovery calculations. It represents
the heat available when cooling the exhaust
from the stack temperature to 177°C (350°F).
If exhaust temperature other than 177°C
(350°F) is desired, the recoverable heat can
be approximated by the following formula.
The actual formula used to calculate the TMI
data is more complex and requires data not
available in published sources.
Q= Cp x M x (T1 – T2)
Note: The actual formula used to calculate the
TMI data is more complex and requires data
not available in published sources.
Where:
Q = Heat Rejection in Btu/min
Cp = Specific Heat of Exhaust Gas:
[kJ/kg/°C (Btu/lb/°F)]
1.163 (0.277) – TA Standard Engines
1.121 (0.267) – TA Low Emission Engines
1.186 (0.280) – NA Engines
M = Exhaust Mass Flow – kg/min (lb/min)
T1 = Exhaust From Engine – °C (°F)
T2 =Exhaust Out of Heat Recovery Silencer
– °C (°F)
Note: Exhaust gas flow is the flow at standard
pressure and exhaust stack temperature
6
Tolerances
In every calculation using engine data, there
is a tolerance band or a deviation from norm.
When using the heat balance, use the
following tolerance.
Work Output ±3%
Heat Input ±5%
Exhaust Total ±0%
Exhaust Recoverable ±8%
Jacket Water ±8%
Aftercooler ±5%
Radiation ±25%
Basic System Configurations
Caterpillar Gas Engines offer different cooling
system configurations and options to fulfill the
customer’s needs. These cooling system
configuration(s) for each engine family will be
discussed separately.
Standard Temperature Cooling Systems
G3300 & G3400
All Caterpillar G3300 & G3400 Engines come
standard with the oil cooler and jacket water
connected in series (see Figure 1). They are
regulated to a minimum outlet temperature of
88°C (190°F). The maximum temperature
allowed during normal operation is 99°C
(210°F). If the engine is aftercooled, it comes
with a separate circuit aftercooler (SCAC) and
pump; however, the thermostat must be
supplied by the customer. Both 32°C (90°F)
and 54°C (130°F) aftercooler water ratings
are available. The SCAC temperature is stated
as a water inlet temperatures.
G3500
All Caterpillar G3500 Engines come standard
with the oil cooler and jacket water combined
(see Figure 2). They are regulated to a
minimum jacket water outlet temperature of
88°C (190°F). The maximum temperature
allowed during normal operation is 99°C
(210°F). If the engine is aftercooled, it comes
with a separate circuit aftercooler (SCAC),
pump and thermostat to maintain the
incoming water to 32°C (90°F). Thermostats
 G3300 Standard Cooling System G3400 Standard Cooling System

From H/X
To H/X
A/C Water Outlet A/C Water Inlet

Pump

To H/X
A/C Water Outlet

Aftercooler

Front Housing

Front Housing
Reg. Housing

Reg. Housing
Aftercooler
190°F Stats

190°F Stats
Pump
Bypass Line Bypass Line

Jacket Water Outlet Jacket Water Outlet

From H/X
Jacket Water Inlet Jacket Water Inlet
Oil Cooler A/C Water Oil Cooler
Inlet

Pump

Pump
Figure 1.

can be purchased as a attachment option for pump supplies the oil cooler. This new pump is
54°C (130°F) aftercooler water. mounted in the location normally used by the
jacket water pump. In both cases, the minimum
Combined Heat and Power Cooling oil temperature is controlled by a 82°C (180°F)
Systems thermostat in contact with the oil. These two
G3500 circuits are illustrated for the G3500 Family in
The ability to produce steam or high Figures 3 and 4.
temperature water is a necessity for some
co-generation installations. See the Heat As can be seen in Figures 3 and 4, there are no
Recovery Section for more discussion. engine mounted jacket water thermostats.
Attachment groups allow the G3500 Engines to They are to be supplied by the customer. In
perform either task. With these attachments, sizing the thermostats, jacket water pump, and
the engines have a maximum outlet heat recovery/rejection equipment for
temperature of 127°C (260°F) for the jacket cogeneration systems, there are several
water. A customer supplied water pump considerations to keep in mind. The jacket
maintains the appropriate water flow. The water outlet temperature must not be allowed
127°C (260°F) water leaving the engine can be to exceed 127°C (260°F). When sizing the
flashed to steam in an external boiler or used pump, the jacket water flow should be kept
in the liquid phase. Heat recovery from the between the maximum and minimum as
exhaust can be combined with jacket water for indicated on the block resistance curves found
greater heat recovery. in the technical information and performance
books. If the system results in a combined
With high temperature cooling, the oil cooler is static and dynamic head of over 196 kPa (28.5
separate from the jacket water circuit. The psi) at the engine outlet, use a heat exchanger
aftercooler circuit and the oil cooler circuit can to isolate the engine from the systems high
be ordered either combined or separate. In the static and dynamic heads, Figure 5.
combined system (2 circuit), the auxiliary
pump circulates water in series through the Low Energy (Low Btu) Engine
aftercooler and the oil cooler. This system is Arrangements
most often used when the oil cooler heat Most low Btu fuels contain corrosive gases;
cannot be effectively recovered. If the oil therefore, low Btu engine arrangements use
cooler heat is recoverable, separate aftercooler higher jacket water temperatures [110°C
and oil cooler circuits are available (3 circuit). (230°F) minimum] to lessen the risk of acids
condensing into the engine. The 110°C (230°F)
With a 3 circuit system, an auxiliary pump
supplies the aftercooler circuit while a new

7
 G3500 Standard Cooling System

From H/X
To H/X
A/C Water Outlet
A/C Water Inlet

90°F AMOT

Pump

Front Housing
Reg. Housing
190°F Stats
Aftercooler

Bypass Line

Jacket Water Outlet

Jacket Water In

Oil Cooler

Pump

Figure 2.

thermostat comes standard with all low Btu
engine arrangements.
As with the cogeneration attachments, low
Btu engines have a separate circuit for the
aftercooler and the oil cooler. The
aftercooler/oil cooler circuit is in series as
shown in Figure 6 for the G3500 Family. The
aftercooler/oil cooler circuit is only available
with thermostats to provide 54°C (130°F)
auxiliary water temperature to the aftercooler
core.
Note: The low Btu engine arrangements can
be ordered with high temperature cooling
[127 °C (260 °F)] for heat recovery by way of
a Special Engineering Request (SER).
Note: The preceding text has described
standard product. If an application requires
special features or a unique cooling system
configuration, order through the factory by way
of a Special Engineering Request (SER).

8
 3500 TA Cogeneration 2 Circuit
Water System Schematic

A/C and O/C Water

Inlet and Outlet

From H/X
To H/X

Pump
Hot Cool
95˚F AMOT

No Thermostats
or Bypass Line
Aftercooler

Front Housing
Reg. Housing
To Engine

Jacket Water Outlet

From
Oil Cooler Oil Pump

Oil Temp. Cover Plate

180˚F Stat Replaces J/W Pump
Jacket Water Inlet

Figure 3.

Types of Cooling About 75% of the total heat is removed by

There are two basic types of cooling systems, evaporation, and 25% by transfer. The
open and closed. Examples of each are given continued process of evaporation means that
in Table 1. any scale-forming salts present in the water
will gradually be concentrated, and the water
Open System may pick up further contaminants from the
(not recomended) Closed System air. These impurities can result in the buildup
Radiator of scale on the walls of the cooling water
Cooling Tower Heat Exchanger passages in the engine, decreasing the
(without heat exchanger) Cooling Tower
(with heat exchanger) cooling system efficiency. Overheating may
Spray Pond occur. Open cooling systems are not
Body of Water Evaporative Cooler recommended. The exceptions are when
Table 1. specific precautions have been taken to
accommodate an open system. For example,
some engines can be equipped with a
In the open system, the cooling water is cleanable aftercooler core and corrosion
exposed directly to the air and is cooled by resistant piping. These aftercoolers are of a
evaporation and water-to-air heat transfer. round tube/plate fin design and can be

9
 G3500 TA Cogeneration 3 Circuit
Water System Schematic
(Converts To 2 Circuit For SINA By Deleting A/C Water Circuit)

From H/X
A/C Water Outlet A/C Water Inlet

To H/X
90°F AMOT A/C Water Circuit

Pump
S/A Std Production

No Thermostats
or Bypass Line

Front Housing
Reg. Housing
Aftercooler

Oil Temp.
180°F Stat

Jacket Water Outlet

O/C Water
From Inlet
Oil Cooler
Oil Pump

Pump
Jacket Water Inlet

O/C Water
Outlet

Figure 4.

High Temperature Water System Critical Design Criteria

Pressure Cap &
Vacuum Breaker Relief Valve

Air Vent Line Low Water

Level
Expansion Tank Shut Down

Exhaust To Load
Warm-up Load Balancing Engine Coolant
Heat Recovery
Temperature Heat Exchanger Heat Exchanger
Device From Load Regulator
To Load
To Remote
123 Cooling Device
Engine Low Water From Load
Flow
A/C
Shut-down
Generator O/C

Circulating Load Balancing

Separate Circuit
Pump Thermostatic Valve
Cooling

Figure 5.

10
 3516 TA Landfill 2 Circuit
Water System Schematic

A/C and O/C Water

Inlet and Outlet

From H/X
To H/X

Pump
Hot Cold
140˚F AMOT
Aftercooler

Front Housing
Reg. Housing
230˚F Stat
Bypass Line
To Engine
Jacket Water
Outlet

Jacket Water
From Inlet
Oil Cooler Oil Pump

Oil Temp. Pump

200˚F Stat

Figure 6.

disassembled and cleaned, allowing them to engine load, highest ambient temperature,
be used in an open system. and altitude.

In the closed system, proper water treatment
can virtually eliminate scale formation and
corrosion. The cooling water does not come
into direct contact with the air but is cooled
by a process of heat transfer to a cooler
medium, usually air or water. The amount of
water in the engine closed system is relatively
small and confined, and can be economically
treated.
Cooling System Requirements
Engine Cooling Systems must:
• Reject heat from the jacket water and
auxiliary circuit if equipped, at greatest
• Allow filling without air entrapment (false
fill).
• Provide sufficient suction head to prevent
pump cavitation.
• Vent air introduced into the system by
filling, leaks, and engine combustion.
• Maintain a required minimum operating
temperature.
Basic Operating Parameters
All engine cooling circuits are designated by
the inlet or outlet temperature to that circuit.

11
 Cooling System Cooling Circuit G3300 G3400 G3500
Standard A/C (Inlet) 32°C (90°F) 32°C (90°F) 32°C (90°F)
A/C (Inlet) 54°C (130°F) 54°C (130°F) 54°C (130°F)
JW/OC (Outlet) 99°C (210°F) 99°C (210°F) 99°C (210°F)
Low Energy AC (Inlet) NA NA 54°C (130°F)
JW/OC (Outlet) NA NA 110°C (230°F)
High Temperature AC (Inlet) NA NA 32°C (90°F)
AC (Inlet) NA NA 54°C (130°F)
JW/OC (Outlet) NA NA 127°C (260°F)
Note: High Temperature and Low Energy cooling systems were not yet released for G3300 and G3400 engines at the time
of this publication. Consult the factory for current production status of non- standard cooling systems.
Table 2.

Table 2 lists the temperature for each cooling Co-gen

circuit and whether it is specified by an inlet • Pressurized 196 kPa (28.5 psi) relief valve
or an outlet temperature for each engine size. 127°C (260°F) Outlet

Temperature Limits Failure to abide by the above limits could

Caterpillar G3300, G3400 and G3500 engines result in poor engine performance and/or
are designed to operate with the following engine failure.
maximum temperature differential.
Pressure Limits
Coolant temperatures should not deviate Each engine cooling system component has
beyond the following temperature limits static and dynamic pressure limitations that
shown in Table 3 for a properly sized cooling must be observed in order to preserve the
system. integrity of the cooling system. Tables 4 and 5
contain the suggested operating and
Aftercooler Maximum maximum pressure for Caterpillar Natural
(Rating Inlet Water
Inlet Temp.) Temperature
Gas Engine cooling systems.
32°C (90°F) 32°C (90°F)
G3300 & 3400
54°C (130°F) 54°C (130°F)
70°C (158°F) 70°C (158°F) Operating Max
Pressure Pressure
Table 3. Component kPa (psi) kPa (psi)
Aftercooler core 248 - 276 (36 - 40) 276 (40)
Engine Block 248 - 276 (36 - 40) 276 (40)
Note: If 70°C (158°F) aftercooler inlet Pump Inlets 196 (24.7)
temperature is used, the EIS control module max static head
will not be cooled by the aftercooler water. The Engine Outlets 196 (24.7)
max static head
EIS control module will be air cooled by the
Table 4.
surrounding ambient conditions.

Oil Cooler
G3500
• Inlet Temperature of 82°C (180°F)
Operating Max
Pressure Pressure
Jacket Water - standard Component kPa (psi) kPa (psi)
• Pressurized 27.56-48.23 kPa (4-7 psi) Aftercooler core 248 - 276 (36 - 40) 276 (40)
capacity 99°C (210°F) Outlet Engine Block
Standard 248 - 276 (36 - 40) 379 (55)*
Low Energy Fuels 248 - 276 (36 - 40) 379 (55)*
Landfill High Temp. System 310 - 345 (45 - 50) 379 (55)*
• Pressurized 130.91-151.58 kPa (19-22 psi ) Pump Inlet 196 (24.7)
capacity 110°C (230°F) Outlet max static head

* Note: If an operating pressure greater than 276 kPa

(40 psi) is needed, the customer must supply their own
J/W Pump.

12
Table 5.
Coolant Flow • Quantity and type of fittings and valves used
Calculating Required Coolant Flow
The first step in the design of a cooling • Coolant flow rate
system is to calculate the flow required for
• Heat transfer devices
each circuit to transfer the heat load from the
engine components to the Heat Exchangers Figure 7 lists the typical friction losses of
or Radiators. water flowing in a pipe. Figure 8 lists the
resistance of valves and fittings to flow of
Flow (L/min) =
coolant.
Heat Rejection (kW)
DT(°C) 3 Density (kg/L) 3 Spec. Heat (kW-min/kg°C)
Both the TMI and the engine performance
Flow (gpm) = and technical information books contain pump
Heat Rejection (Btu/min) curves that show water flow versus external
DT(°F) 3 Density (lb/gal) 3 Spec. Heat (Btu/lb°F) system head for the various engine-mounted
pumps. By finding the intersection of the
DT = Outlet Temperature - Inlet Temperature desired pump flow with the appropriate flow
(for the particular circuit) curve, the maximum external resistance can
be determined. An example of a pump curve
is shown in Figure 9. The data is shown in
It is important to use the correct coolant both tabular and graphical form.
properties while figuring flow calculations.
Coolant Flow Example:
Table 6 lists the density and specific heat For example, for a G3516 Gas Engine running
capacities for pure water and water mixed at 1200 rpm, requires a 350 gpm flow to
with Ethylene Glycol. provide cooling. The maximum external head
allowable would be 35 ft of water, see Figure 9.
Pure 50/50 Maximum external resistance must not be
Water Water-Glycol exceeded in the cooling circuit added by the
Density (lb/gal) 8.1 8.6 customer, in order to maintain the minimum
Density (kg/L) 0.98 1.03 water flow for proper cooling.
Specific Heat (Btu/lb-°F) 1.0 0.85
Specific Heat Line Velocities
(kW-min/kg-°C) 0.071 0.06
It is important to observe the water velocity
Table 6. guidelines to help insure proper operation of
the cooling system and extend its life. Table 7
can be used to calculate water velocity in a
External Restriction and Pump Flows pipe or tube.
After determining the required coolant flow rate,
Maximum Velocity
pump performance establishes maximum (m/sec) (ft/sec)
allowable external head. Piping and heat transfer Pressurized Lines 4.5 15
equipment resist cooling water flow, causing an Pressurized
external pressure head which opposes the Thin-Wall Tubes 2.0-2.5 6.5-8
engine-driven pump. The cooling water flow is Suction Lines
(Pump Inlet) 1.5 5
reduced as the external head increases. The total
Low Velocity
system resistance must be minimized in order to De-aeration Line 0.6 2
ensure adequate flow. A cooling system with
excessive external heads will require pumps Table 7.
with additional pressure capacity.

The following items will affect the flow When designing an engine cooling system,
resistance: pressure drop (resistance) in the external
cooling system can be calculated by totaling
• Size and length of pipe the pressure drop in each of the systems
components. Figures 8 and 9, can be used to

13
 Typical Friction Losses of Water in Pipe (Old Pipe)
Nominal Pipe Diameter

Head Loss In f/ 100 ft

gal/min gal/min
(m per 100 m)

gpm L/s 3/4 in. (19.05 mm) 1 in. (25.4 mm) 1 1/4 in. (31.75 mm) 1 1/2 in. (38.1 mm) 2 in. (50.8 mm) 2 1/2 in. (63.5 mm) 3 in. (76.2 mm) gpm L/s
5 .34 10.5 3.25 0.84 0.40 0.16 0.05 5 .34
10 .63 38.0 11.7 3.05 1.43 0.50 0.17 0.07 10 .63
15 .95 80.0 25.0 6.50 3.05 1.07 0.37 0.15 15 .95
20 1.26 136.0 42.0 11.1 5.20 1.82 0.61 0.25 20 1.26
25 1.58 4 in. (101.6 mm) 64.0 16.6 7.85 2.73 0.92 0.38 25 1.58
30 1.9 0.13 89.0 23.0 11.0 3.84 1.29 0.54 30 1.9
35 2.21 0.17 119.0 31.2 14.7 5.10 1.72 0.71 35 2.21
40 2.52 0.22 152.0 40.0 18.8 6.60 2.20 0.91 40 2.52
45 2.84 0.28 5 in. (127 mm) 50.0 23.2 8.20 2.76 1.16 45 2.84
50 3.15 0.34 0.11 60.0 28.4 9.90 3.32 1.38 50 3.15
60 3.79 0.47 0.16 85.0 39.6 13.9 4.65 1.92 60 3.79
70 4.42 0.63 0.21 113.0 53.0 18.4 6.20 2.57 70 4.42
75 4.73 0.72 0.24 129.0 60.0 20.9 7.05 2.93 75 4.73
80 5.05 0.81 0.27 145.0 68.0 23.7 7.90 3.28 80 5.05
90 5.68 1.00 0.34 6 in. (152.4 mm) 84.0 29.4 9.80 4.08 90 5.68
100 6.31 1.22 0.41 0.17 102.0 35.8 12.0 4.96 100 6.31
125 7.89 1.85 0.63 0.26 7 in. (177.8 mm) 54.0 17.6 7.55 125 7.89
150 9.46 2.60 0.87 0.36 0.17 76.0 25.7 10.5 150 9.46
175 11.05 3.44 1.16 0.48 0.22 8 in. (203.2 mm) 34.0 14.1 175 11.05
200 12.62 4.40 1.48 0.61 0.28 0.15 43.1 17.8 200 12.62
225 14.20 5.45 1.85 0.77 0.35 0.19 54.3 22.3 225 14.20
250 15.77 6.70 2.25 0.94 0.43 0.24 65.5 27.1 250 15.77
275 17.35 7.95 2.70 1.10 0.51 0.27 9 in. (228.6 mm) 32.3 275 17.35
300 18.93 9.30 3.14 1.30 0.60 0.32 0.18 38.0 300 18.93
325 20.5 10.8 3.65 1.51 0.68 0.37 0.21 44.1 325 20.5
350 22.08 12.4 4.19 1.70 0.77 0.43 0.24 50.5 350 22.08
375 23.66 14.2 4.80 1.95 0.89 0.48 0.28 10 in. (254 mm) 375 23.66
400 25.24 16.0 5.40 2.20 1.01 0.55 0.31 0.19 400 25.24
425 26.81 17.9 6.10 2.47 1.14 0.61 0.35 0.21 425 26.81
450 28.39 19.8 6.70 2.74 1.26 0.68 0.38 0.23 450 28.39
475 29.97 7.40 2.82 1.46 0.75 0.42 0.26 475 29.97
500 31.55 8.10 2.90 1.54 0.82 0.46 0.28 500 31.55
750 47.32 7.09 3.23 1.76 0.98 0.59 750 47.32
1000 63.09 12.0 5.59 2.97 1.67 1.23 1000 63.09
1250 78.86 8.39 4.48 2.55 1.51 1250 78.86
1500 94.64 11.7 6.24 3.52 2.13 1500 94.64
1750 110.41 7.45 4.70 2.80 1750 110.41
2000 126.18 10.71 6.02 3.59 2000 126.18

Figure 7.

determine pressure drop through pipe, Cooling Systems Components

fittings, and valves. Figure 10 can be used to Thermostats
determine flow velocities in tubes and pipes All internal combustion engines need to
for a given volume flow. The velocities should maintain a minimum operating temperature. If
remain within the limits set forth by the an engine is run continuously with an
section on Line Velocities. Suppliers of other operating temperature that is too low, severe
components, such as strainers and heat maintenance problems may arise. It is the
transfer equipment, can provide the required function of the thermostat to control the
data on their products. minimum operating temperature of an engine.
It is always necessary to evaluate the design Each cooling system on an engine must have
and installation of cooling circuits. An its own thermostat.
installation audit tests the operation and Since a thermostat controls the minimum
effectiveness of the completed system to operating temperature, the maximum
ensure proper performance and life. temperature must be controlled by correct
radiator or heat exchanger sizing.
Thermostats never operate at a fully open
setting. Consult the Gas Engine Specifications

14
Figure 8.

15
 Gal./Min
250 300 350 400 450 500 550

55
16
A 50
15

14
45
13
B

12 40

11
C
35
10
External Resistance Meter of Water

D 30
9

8
E 25
7

6 F 20

ft. of Water
5
15
4

3 10

2
5
1

0 0
800 1000 1200 1400 1600 1800 2000

External Water Flow L/min

Jacket Water System Performance G3516 Low Speed

Curve Data Curve Data

Curve Label A B C D E F Curve Label A B C D E F
Engine Speed rpm 1300 1200 1100 1000 900 800 Engine Speed rpm 1300 1200 1100 1000 900 800
Pump Speed rpm 2600 2400 2200 2000 1800 1600 Pump Speed rpm 2600 2400 2200 2000 1800 1600
External Flow --------------------------External Resistance---------- External Flow --------------------------External Resistance----------
L/min --------------------------Meter of Water ----------------- gal/min --------------------------feet of Water --------------------
800 5.8 211.4 19.0
900 7.4 4.4 237.8 24.3 14.6
1000 9.1 5.8 3.1 269.2 29.9 19.1 10.2
1100 11.0 7.3 4.4 1.8 290.6 36.1 24.1 14.3 5.7
1200 13.1 9.2 5.7 2.8 0.4 317.0 43.0 30.0 18.8 9.2 1.3
1400 13.2 9.0 5.4 2.4 364.9 43.2 29.5 17.8 7.8
1600 8.8 5.0 1.7 422.7 28.7 16.4 5.6
1800 4.4 1.0 475.6 14.5 3.3
1900 2.3 502.0 7.4

Effective Serial No. 3RC00001 Drive ratio 2.0 tp 1 Curves indicate maximum allowable external
resistance.
Engine equipped with water cooled exhaust For low speed (1300 rpm and below) ratings
Manifolds or dry exhaust manifolds JW Do not project curves.
Aftercooler.

2W9729 JW Pump

Figure 9.

16
Figure 10.
Manual for slightly open, fully open and
shutdown temperatures.
Inlet regulated cooling systems (Figure 11)
are designed to provide a consistent
temperature to the inlet jacket water,
aftercooler, and/or oil cooler. This is done by
placing the sensing bulb of the thermostat in
the inlet flow to the engine. The thermostat
then balances the bypass flow (hot water
directly from the engine) with the cool water
from some heat exchanging device, i.e.,
radiator, heat exchanger, etc.
One potential problem with inlet controlled
cooling systems and a radiator is that full
pump pressure is felt by the radiator core.
Full pump pressure usually exceeds the
structural pressure of a solder tube radiator.
17
 HEAT EXCHANGER COOLING-CONTROLLED INLET THERMOSTATS

B
Engine
Expansion
Thermostat
Tank C
A
Return
Outlet

G3406 G3516
G3408 G3512
G3412 G3508
* All Other Engines Use A
Controlled Outlet
Circuit Similar to Fig. 12

Heat Exchanger Engine Driven Piping

J. W. Pump Part of engine
Caterpillar supplied
B – A: Cold Flow when heat exchanger is
C – A: Full External Flow mounted on oilfield base
Figure 11.
RADIATOR COOLING CONTROLLED OUTLET THERMOSTATS
C
Engine
Thermostat
Outlet

B
Radiator

Bypass
Line All Engine Models

Return
A
Piping
Engine Driven
J.W. Pump Part of engine
A – B: Cold Flow Supplied by packager
A – C: Full External Flow or radiator supplier

Figure 12.

Therefore, inlet controlled systems are not Expansion Tanks

usually used with a radiator.
Outlet regulated cooling systems, (Figure 12)
are designed to provide a constant outlet
temperature from the engine. This is
accomplished by regulating the flow between
the bypass circuit and the cooling circuit. If
the outlet temperature becomes too high,
more water is allowed to flow to the cooling
system. If the water is too cool, the water is
directed through the bypass and is
re-circulated to the engine without being
cooled.
An expansion tank is an integral part of the
engine cooling system and must meet the
following functions:
• The tank must be the highest point in the
system and must be connected to maintain
a positive head on the water pump.
• The size of the expansion tank should be at
least 15% of the total system water volume.
This provides for expansion plus reserve.
• Depending on location, the tank must be
vented to the atmosphere or incorporate a

18
 pressure cap to assure system pressure and
prevent boiling of the coolant.
• The tank must provide de-aeration and is
usually the means of filling a system.
Attachment engine-mounted radiators and
most aftermarket-supplied mounted radiators
have the expansion tank functions listed
above as an integral part of the top tank
design. Therefore, the user has no control
over the function of the expansion tank.
However, many gas engines are applied with
custom cooling systems and/or remote
radiators that have a separate customer
specified expansion tank. The following is a
discussion on expansion tank guidelines that
should be followed when specifying and
installing a custom expansion tank.
Expansion Tank Location
The functions of an expansion tank require it
to be located at the highest point of the
system. If the expansion tank is not located at
the highest point, design criteria will be very
difficult to accomplish.
Expansion Tank Volume
An expansion tank’s function, as the name
implies, is to allow for thermal expansion of
the coolant. Coolant expansion is a function of
the coolant temperature. In addition to the
thermal expansion, there should also be
volume for after-boil and sufficient reserve to
allow operation with small leaks until they can
be repaired. For standard temperature
systems, a volume of 15% is sufficient. Full-
flow expansion tanks will require greater
volume to perform the de-aeration function.
Engines using high temperature cooling will
need a larger volume to absorb after-boil that
may occur on a hot shutdown (See section on
High Temperature Solid Water System). Closed
accumulator-type tanks are not recommended
since they cannot be designed to actively de-
aerate the coolant.
Expansion Tank Venting and Filling
The filler cap is usually located on the
expansion tank. Size the line connecting the
expansion tank with the pump suction to
accept the maximum fill rate of the system.
The minimum guidelines for filling rate are
19.0 L/min (5 gal/min). Air trapped in high
points of the cooling system during the initial
fill is difficult to purge and requires venting. A
cooling system that will not purge itself on
initial fill must have vent lines connected from
the highest points of the system to the
expansion tank. Vent lines must enter the
expansion tank below normal water level,
have a continuous upward slope, and contain
no air traps. An adequate vent line would be
6.3 mm dia. (0.25 in. dia.) tubing.
Caution: The constant full level in the
expansion tank must be above all piping. Vent
high points of the engine to the expansion tank
to allow a proper fill.
Mechanical Vent Valves
The ideal system is to have all high points
vented to the expansion tank. However, when
modifying existing installations, venting all of
the high points may not be possible.
Mechanical vent valves can be added to these
high points to vent air and gases that
accumulate. The disadvantages of mechanical
vent valves are the fact that they must be
manually operated and can leak coolant or
allow air to enter the system during
shutdown. In some areas, coolant may be
considered a hazardous liquid and the use of
mechanical vent valves should be minimized.
For G3500 turbocharged engines, a vent line
is connected to the turbo charger to ensure
that there are no air pockets in the turbo
charger’s cooling passages (See Figure 13).
This vent line must be connected to the
expansion tank used for the jacket water
cooling circuit. If an aftermarket expansion
tank is used, the customer will be responsible
for connecting the vent line to the expansion
tank.
De-aeration
Air can be trapped in the cooling system at
initial fill or enter through combustion
leakage during operation. The cylinder head
gasket design allows some continual escape of
combustion gases into the cooling system.
This air and gas must be vented from the
system, or system deterioration and water
pump cavitation will result.
19
 Figure 13.

DE-AERATOR CHAMBER (MODIFIED)

Figure 14.

20
Entrained combustion gases require de-
aeration capabilities to be built into the
system. De-aeration may be accomplished
with a centrifugal de-aeration gas separator by
venting the gases back to the expansion tank
(see Figure 14). If a centrifugal de-aeration
gas separator is not used, separation of gas
from a liquid medium requires a low coolant
velocity of 9.4 cm/sec (2 ft/sec) with a
diverted flow to the expansion tank, where
the relatively static velocity in the tank allows
the gases to be separated. The de-aeration
flow is regulated by a 10 mm (3/8 in.)
diameter orifice placed in the line. Therefore,
in the areas where de-aeration must take
place hold the water velocity below this limit
by increasing the diameter of the water pipe
(see Figure 15). The de-aeration line is
usually connected to the radiator inlet tank;
most radiator inlet tanks have sufficient
cross-sectional area to meet this velocity
requirement. Full-flow expansion tanks must
be designed with sufficient cross-sectional
area to slow the velocity of the water. They
must have internal baffles designed to
separate the gases from the coolant.
To System To System
Expansion Tank Expansion Tank
To System
Expansion Tank
Water Velocity
Less Than
0.6 m/s (2FPS)
Figure 15.
Maintaining Pump Suction Head with
the Expansion Tank
An important function of the expansion tank
is to maintain head on the suction of the
circulating pump to prevent cavitation. This
function can be difficult to understand since
the method depends on whether the system is
inlet regulated or outlet regulated.
Inlet Regulated Systems
Inlet regulated systems have the thermostat
positioned between the cooling device and the
suction of the circulating pump. The
thermostat provides a restriction on the pump
suction which can result in pump cavitation.
To prevent the negative pressure and pump
cavitation a shunt line is connected between
the bottom of the expansion tank and the
pump suction (see Figure 16b). The height
elevation of the expansion tank provides static
head on the pump to raise the suction
pressure and prevent cavitation. The shunt
line should be a minimum of 25.4 mm (1.0 in.)
diameter. The diameter of the shunt line is
important. The area of the shunt line must be
at least four times the combined area of the
total vent lines connected to the tank. This
will minimize any reduction of the static head
because of vent and de-aeration flow. For a full
flow or engine mounted expansion tank, the
tank is located in the suction line to the pump
and no shunt line is needed (Figure 16a).
Outlet Regulated Systems
Outlet regulated systems differ from inlet
regulated systems in the routing of the
expansion tank connection. On an outlet
regulated system, the expansion tank
connection is called the fill line. Since there is
no thermostat located between the radiator
outlet tank and the suction of the pump, the fill
line does not need to be plumbed back to the
inlet of the pump. The relative sizes of the
return line of the radiator provides minimum
pressure loss. This means the expansion tank
may be connected to either the outlet tank or
anywhere in the return line to the pump,
(Figures 17 a,b,c). Do not connect the fill line
to the inlet tank. There will not be sufficient
head for the de-aeration circuit to function
properly. Also, there will not be sufficient head
on the pump suction and the pump head may
force coolant to overflow the pressure cap.
Attachment Expansion Tanks
Engine mounted expansion tanks are
available for all gas engines as an attachment.
The functions listed in the Expansion Tanks
21
 INLET CONTROLLED SYSTEM WITH FULL FLOW
OR ENGINE MOUNTED EXPANSION TANK

Engine
Full Flow
Thermostat
Expansion C
Tank
A
Return
Outlet

G3406 G3516
G3408 G3512
G3412 G3508
*All Other Engines Use A
Controlled Outlet
Circuit Similar To Fig. 12

Heat Exchanger Engine Driven

J. W. Pump

Figure 16a.

INLET CONTROLLED SYSTEM WITH NON-FULL FLOW

EXPANSION TANK WITH DE-AERATION CIRCUIT

Remote
Expansion
Tank De-aeration And Vent Line
3/8 in. Diameter

Vent If Required

Outlet

Shunt
Line

Engine
Thermostat

Return

Heat Exchanger Engine Driven

J. W. Pump

Figure 16b.

22
 OUTLET CONTROLLED WITH VERTICAL RADIATOR CORE
4-7 psi Cap

Expansion Tank

De-aeration 1/4 in. Diameter Vent Line, If Required

And Vent Line
3/8 in. minimum Fill Line

Engine
Thermostat
Outlet
Connection
Line 1.0 in. Min.

Radiator
Bypass
All Engine Models
Line

Engine Driven
Figure 17a. Return J.W. Pump

OUTLET CONTROLLED WITH VERTICAL CROSS FLOW RADIATOR

Cap
4-7 psi

De-aeration And Vent Line

1/4 in. Diameter
3/8 in. Diameter Minimum
Vent Line, If Required

Fill
Line Engine Thermostat
Outline

Bypass All Engine Models

Line

Return

Engine Driven
Alternate Connection
J.W. Pump
In Return Line
Figure 17b.

OUTLET CONTROLLED WITH HORIZONTAL RADIATOR

4-7 psi Cap
Expansion Tank
De-aeration And Vent Line

1/4 in. Diameter Vent Line, If Required

Fill Line

Engine
Thermostat
Outlet

Alternate Connection Location All Engine Models

Bypass
In Return Line
Line

Return

Engine Driven
J.W. Pump
Figure 17c.

23
 section have been designed by Caterpillar.
The engine-mounted expansion tanks have
the following recommendations and
guidelines.
• The maximum pressure capability is
(48 kPa) 7 psi. The maximum pressure
limitation will prohibit the attachment
expansion tank from many high
temperature applications.
• The expansion tank must be the highest
point in the system. If the attachment
expansion tank is not the highest point of
the system, an auxiliary expansion tank will
be required. The additional added static
head provided by the auxiliary expansion
tank may raise the system pressure above
the limit for the attachment expansion tank.
The auxiliary expansion tank is added cost
and may make the attachment expansion
tank redundant. Installations requiring an
auxiliary expansion tank may be more
successfully designed with a remote
expansion tank instead of the attachment
expansion tank.
• Attachment expansion tanks have sufficient
volume for a specific total system volume
listed in the TMI. A frequent error is to
apply attachment expansion tanks on larger
systems than they are designed for.
Application on larger total systems will
result in coolant loss during operation from
Radiator Cooling
C
Outlet
B
Radiator
Bypass
Line
Returm
a
Engine Driven
Jacket Water Pump
A—B: Cold Flow
A—C: Full External Flow
Figure 18.
24
the overflow and a low coolant shutdown
on a subsequent restart.
Bladder Type Expansion Tanks
Bladder type expansion tanks are commonly
used in high temperature cooling applications
when space restrictions and height limitations
are involved. These expansion tanks eliminate
the need to have the expansion tank at the
highest point in the cooling circuit.
Types of Cooling Systems
There is a myriad of different types of cooling
systems. No one system is correct for every
location, size and application of Caterpillar
Natural Gas engine. It is important to work with
our experienced engineer and/or the local
dealer when designing the best cooling system
for each application. The following discussion
lists some of the more common types of cooling
systems.
Radiators
Radiator cooling is the most common type of
cooling system. Radiator cooling provides a
closed, self-contained system that is both
simple and practical for most installations.
Figure 18 shows a schematic of a typical
radiator design. Hot engine water flows to the
inlet tank and then through the radiator core
where it is cooled by air that is pushed or
pulled through the core by a fan. The cooled
Engine
Thermostat
All Engine Models
Piping
Part of Engine
Supplied by packager
or radiator supplier
water is then pumped back to the engine.
Circulation is maintained by a gear driven,
engine-mounted water pump. The cooling
system is designed to operate under a pressure
of 27.6-48.3 kPa (4-7 psi).
Gas Engine Radiators & Fans
A selection of attachment radiators with
engine-driven fans is available for some
Caterpillar Gas Engines. These radiators are
tube/fin design and are generally designed for
52°C (120°F) maximum ambients. Specific
values will vary with certain applications. The
actual ambient capability can be calculated by
obtaining the engine heat rejection from TMI.
A separate expansion tank is not required with
Caterpillar supplied radiators. The radiator inlet
tank has enough volume to handle the water
expansion and de-aeration.
Note: Engine mounted radiators can result in full
fan flow across the engine. Depending on the
application, load, and ambient conditions this air
flow may result in significant modifications to the
maintenance schedule. The air flow may over-cool
engine surfaces and shorten oil life, causing
maintenance problems if not considered. See
“Engine Room Ventilation” in this guide for
additional discussion of engine room ventilation.
Ducting
Radiator ducting should be larger than the
radiator core. A standard rule of thumb is to
make the inlet air ducts 1.5 times greater than air
outlet ducts.
Louvers are often used to protect the engine
and engine room from rain, snow, and
vandalism. Since louvers restrict air flow, the
radiator ducting area must be increased a
minimum of 25% when flat louvers are used. Air
flow restriction due to engine room ventilation,
duct work, etc. should be limited to 12.7 mm
(0.5 in.) of water. Fan performance will suffer if
this limit is not followed.
If movable louvers are used, specify those which
use mechanical force. Pneumatic and
electric-actuated louvers are satisfactory. Use of
louvers which open from the discharge pressure
of the radiator fan are discouraged. Rain, ice, and
snow can render them inoperative within a short
period of time and cause an unwanted engine
shutdown due to overheating.
Standby Ducting
Standby or emergency power units will be
loaded immediately and will require full air flow
upon startup. Therefore, louvers should be
activated immediately on engine start-up.
Emergency units are frequently exercised at no
load. The full air flow under these conditions
may result in maintenance problems from over
cooling. During no load situation, the air flow
across the radiator must be restricted to allow
for the proper cooling.
Remote Mounted Radiators
Remote systems impose added restriction on
cooling water flow by additional piping and
fittings. An auxiliary pump in series with the
engine-mounted pump should not be used to
overcome this restriction. Give consideration to
radiator design and larger piping. When long
distances separate the engine from the radiator,
oversized piping may be required to minimize
piping restriction.
Never locate remote-mounted radiators more
than 17.5 m (57 ft) above the pump. At greater
heights, the static head developed may cause
leakage at the engine water pump seal.
The radiator inlet tank loses its air venting
capability if it is located below the level of the
engine regulator housing. When a radiator must
be mounted lower than the engine, an expansion
tank must be used (see Figure 19).
If an engine-mounted expansion tank is used, the
radiator must be selected considering the inlet
controlled guidelines and the core must
withstand full pump pressure. This will usually
require a round tube radiator. If the core is
vertical, reverse water flow through the radiator.
This ensures gas or air is not trapped in the
radiator inlet tank.
Radiator design operation pressure must be
increased by 6.9 kPa (1 psi) for every 610 mm (2
ft) the engine is above the radiator. If the radiator
is mounted below the engine, do not use the
radiator pressure cap. Remove the cap and seal
the opening.
25
 4-7 psi Cap

Expansion
Tank Vent And De-aeration Line

Full Line Engine

Radiator
Pump
Cap Sealed

Figure 19.
Radiator Design Criteria and increase the air temperature as it flows across
Considerations the engine to the radiator. The ambient
The following factors must be considered when temperature rise for different radiator
designing and installing a radiator cooling locations is found in Table 8.
system.
Estimated Air to Core Rise
• Size the radiator to accommodate a heat Blower Suction
rejection rate approximately 10% greater than Fan Fan
the engine’s heat rejection. The additional Engine only, outside or in 3°C (5.4°F) None
a large engine room
10% will compensate for possible variations
Engine/generator outside or in 4°C (7.2°F) Not
from published or calculated heat rejection a large engine room
Recommended
with generator
rates, overload, and system deterioration. Engine/generator in enclosure 7°C (12.6°F)
Even if the expected load is less than the with external muffler
engine rated power, size the radiator to Engine/generator in enclosure 9°C (16.2°F)
with internal muffler
match engine rated power.
Table 8.
• Correction factors to the observed ambient
air temperature capability for the machine
must not be overlooked. Altitude above sea • The effects of antifreeze must be
level reduces the density of air and its ability considered when sizing a radiator. Another
to cool the radiator. A good correction factor correction which must be included is the
is 1.38°C (2 °F) deducted from the observed effect of antifreeze. The ability to transfer
ambient temperature capability for each heat diminishes when water is mixed with
304.9 m (1000 ft ) above sea level. Consult ethylene glycol. The loss in ambient
the performance book for an exact capability due to antifreeze is about 1°C
correction factor. (1.8°F) for each 10% glycol up to 50%.

• Ambient air temperature may not be the same • Fan noise should be considered when
as the air temperature flowing across the selecting radiator location. Fan noise
radiator core. An engine equipped with an transmits through the air inlet as well as
engine mounted radiator and blower fan will the outlet. Soft flexible joints between the

26
Figure 20.

Radiator Recirculation

Incorrect
Incorrect

Correct

A B C

Figure 21.

27
 radiator and the ducting will prevent
vibration and noise transmission.
• Position the radiator so prevailing winds do
not act against the fan. One form of wind
protection for radiators is a baffle located
several feet from the radiator exhaust.
Another method is to install an air duct
outside the wall and mounting the air inlet
or outlet vertically. For remote-mounted
radiators, the radiator can be mounted
horizontally so prevailing winds do not
effect fan flows (see Figure 20).
JACKET WATER
JACKET WATER
COOLING
WATER
Figure 22.
28
• It is important to make sure that the hot
radiator discharge is not recirculated to the
air inlet. Figures 21 a and b demonstrate this
problem. Radiators must be arranged so that
engine exhaust gases and/or crankcase
ventilation gases are not drawn into the air
inlet of the radiator (see Figure 21c).
Heat Exchangers
A heat exchanger can be used to cool the
engine when ventilation air is limited, or when
excessive static heat on the engine must be
avoided. Heat exchangers are typically
SINGLE PASS
TWO-PASS
classified according to flow arrangement and FF = l
–
l
type of construction. U coolant U clean core

The most common type of heat exchanger is

the shell and tube type (See Figure 22). In a Where:
shell and tube heat exchanger, the engine
FF = Fouling factor, h ft2 °F/Btu
coolant is cooled by the transfer of heat to
U coolant = Heat Transfer Coefficient of core
another liquid at a lower temperature. These
with coolant, Btu/h ft2 °F
heat exchangers can have single-pass, or U clean core = Heat Transfer Coefficient
multiple-pass flows. A single pass heat of clean core, Btu/h ft2 °F
exchanger has the cooling media pass
through the heat exchanger only once before Factors for common types of water can be
exiting. A multiple-pass heat exchanger allows found in Table 9.
cooling media to pass through the heat
exchanger multiple times before exiting.
Fouling Factor Chart for Water
Note: The remaining section about heat Engine Coolant Temperature ≤ 116°C (240°F)
Raw Water Temparature ≤ 52°C (125°F)
exchangers will refer to the heat exchanger’s
Raw Water Velocity
coolant as “Raw or Treated Water” and the ≤ 0.9 m/s > 0.9 m/s
engine’s coolant as “coolant”. Water Types (3 ft/sec) (3 ft/sec)
Sea Water 0.0005 0.0005
The flow of the raw water will affect the heat Brackish Water 0.002 0.001
transfer from the engine’s coolant. In a single Cooling Tower and Artificial
pass heat exchanger the raw water can flow in Spray Pond: Treated Makeup 0.001 0.001
Untreated 0.003 0.003
the same direction as the coolant 0.001 0.001
City or Well Water
(“Parallel-flow”) or it can flow in the opposite (such as Great Lakes)
direction as the coolant (“Counter-flow”). River Water 0.003 0.003
Counter-flow heat exchangers can transfer Hard (over 15 grains/gal) 0.003 0.003
more heat for a given surface area than a Engine Jacket 0.001 0.001
(“Parallel-flow”) heat exchanger. Therefore Treated Boiler Feedwater 0.001 0.0005
most single-pass, shell/tube heat exchangers
Table 9.
use Counter-flow.

Heat Exchanger Design Criteria and
Considerations
Many engine models have attachment heat
exchangers in the price list. Consider the
following factors when designing and
installing a heat exchanger cooling system.
Size the heat exchanger to accommodate a
heat rejection rate approximately 10% greater
than the engine’s heat rejection. The
additional 10% will compensate for possible
variations from published or calculated heat
rejection rates and engine overload.
For the coolants listed above, fouling factors
greater than .001 will result in a significant
change in the heat transfer capacity. Use the
Table 10 to correct the TMI heat capacity of
heat exchanger for FF different than the base
of .001. For coolants with fouling factors less
than .001, the values have been left unchanged.
Caterpillar does not recommend designing for
a fouling factor less than .001.

Different cooling mediums have varying

cooling capacity and tendencies to foul or
reduce the heat transfer and are represented
by the fouling factor. Fouling factor affects the
heat transfer of a heat exchanger by the
following formula:

29
 Fouling Factor Chart Correction Factors
harder) to obtain the rated absolute pressure
Temperature of Engine Coolant ≤116°C (240°F) in the intake manifold. Higher pressure ratios
Temperature of Water ≤52°C (125°F) result in more heat of compression and more
Raw Water Velocity heat rejected to the aftercooler circuit.
≤ 0.9 m/s > 0.9 m/s
Water Types (3 ft/sec) (3 ft/sec)
For ambients and altitudes above standard
Sea Water 1.0 1.0 conditions, the aftercooler must be enlarged
Brackish Water 0.83 1.0 to dissipate the additional heat described in
Cooling Tower and Artificial the above paragraph. To properly size the
Spray Pond: Treated Makeup 1.0 1.0
Untreated 0.71 0.56 aftercooler for a specific ambient and altitude,
City or Well Water 1.0 1.0 it is necessary to multiply the heat rejection at
(such as Great Lakes) standard conditions by a multiplier. These
River Water 0.71 0.71 multipliers (between 1.0 and 3.0) are for a
Hard (over 15 grains/gal) 0.71 0.56
combination of the ambient and altitude and
Engine Jacket 1.0 1.0 are found in the “Aftercooler Heat Rejection
Treated Boiler Feedwater 1.0 1.0
Factors” charts. Heat rejection data and the
Table 10. multipliers as well as the air flow and
compressor outlet pressure can be found in
Since heat exchanger tubes can be cleaned TMI or the performance and technical
more easily than the surrounding jacket, the information books for each engine family.
raw water should be passed through the tubes
and the engine cooling water through the Since the altitude and ambient temperature
jacket or shell. deration curves are designed to be used with
a known water circuit temperature, some
If solenoid valves are installed to control effort must be put into converting the air
cooling water, position them upstream of the temperature from the aftercooler, to a water
heat exchanger. The drain for the exchanger is circuit temperature. To convert for a
always open; and the heat exchanger is relieved maximum air temperature from the ATAAC to
of pressure when inoperative. If solenoid valves SCAC temperature, simply subtract 11.3°C
were installed on both sides, raw water could (20°F) from the outlet air temperature of the
be trapped in the tubes if the solenoids fail to ATAAC. For example, if the cooled air is
open. Water trapped during engine operation 93.3°C (110°F) use the 32°C (90°F) engine
expands and could rupture the exchanger. All hp rating. If the cooled air is 54°C (130°F),
solenoid valves should include manual use the 43.3°C (110°F) engine hp rating.
bypasses.
Failure to compensate for the actual air inlet
Do not add temperature regulators in raw water temperature can cause detonation and result
supplies. Engine jacket water is controlled by a in engine shutdown or failure.
thermostat. Additional controls add expense,
cause restriction, and decrease reliability. To obtain the compressor outlet temperature
for other than standard conditions, use the
Aftercooler Heat Exchanger Sizing formula listed below:
The aftercooler heat rejection data in the TMI
is for standard conditions of 25°C (77°F) and Actual Compressor Outlet Temperature =
150 m (500 ft) altitude. This data meets all Aftercooler Heat Rejection Factor x
standard conditions for SAE J1349, ISO 3046, [Compressor Outlet Temperature Standard
DIN 6271, BS 5514, and API 7B-l lC. Condition - 43°C (110°F)] + 43°C (110°F)

Ambient temperature higher than standard Submerged Pipe Cooling

will raise the amount of heat in the inlet air
needing to be rejected to the aftercooler
circuit. Altitudes higher than standard will
require a higher pressure ratio across the
turbocharger (i.e. the turbocharger works
Submerged Pipe Cooling is a simple, but yet
effective way of rejecting heat from the
engine and can be used if the engine is
located near a supply of relatively cool water,
preferably 29°C (85°F) or less. In this system,

30
 Submerged Pipe Cooling
Engine Mounted
Expansion Tank
Flexible Connectors
Support Pipe In Water
To Allow Circulation Of
Water Around Pipe
Figure 23.
the engine coolant water is pumped through
coils (or lengths of pipe) that are submerged
in the nearby cool water. Figure 23 shows an
example of a typical Submerged Pipe Cooling
system.
A concrete catch basin or tank should be
placed in the source of the cooling water. This
will help ensure a consistent volume of water
around the coils and help keep mud and silt
from burying the coils. The pipes must be
supported up, off the bottom of the tank to
ensure maximum cooling efficiency.
Engine heat rejection and the temperature of
the cooling medium must be carefully
considered in determining the correct amount
of pipe to use. As a rule-of-thumb, 0.003 m2
(0.0353 ft2) of submerged pipe surface area is
required for every 1.055 kJ/min (1 Btu/min)
of jacket water heat rejection that must be
removed. This rule-of-thumb is for raw water
temperatures up to 29°C (85°F). A trial-and-
error method can be used if jacket water
temperature is too high or too low: by adding
or removing pipe as necessary, the engine
cooling water temperature can be maximized.
Connect the system so that jacket water flows
from the engine, to the cooling coils, and to
the expansion tank, before returning to the
water pump inlet.
Galvanized Pipe
Drain Plug
Cooling Towers
Since radiators are often ineffective for
cooling SCAC water below 54°C (130°F), an
alternate source of water is needed for low
temperature cooling circuits (i.e. 32°C (90°F)
SCAC). In such cases, cooling towers are
used when a large supply of cool water (i.e. a
river, lake, cooling pond, etc.) is not available
or not usable for environmental reasons.
Though there are several types of cooling
towers, the basic method of heat transfer is
the same. As seen in Figure 24 air is brought
in direct contact with the cooling water.
Cooling is accomplished in two ways:
approximately 75% occurs by water
evaporation, and about 25% by direct heat
transfer from the water spray to the passing
air. Since the primary mechanism for cooling
the water is through evaporation, the ability of
the air flow to absorb moisture is critical to
the effectiveness of a cooling tower. It is for
this reason that the performance of a cooling
tower depends on the relative humidity of the
ambient air.
Relative humidity is a measure of the air’s
ability to absorb moisture. When the relative
humidity is 100%, the wet-bulb and dry-bulb
temperatures are equal and the air cannot
absorb additional moisture. Therefore, there
will be no evaporation and little cooling.
However, when the relative humidity is less
than 100%, the wet-bulb temperature is less
than the dry-bulb temperature and the air can
31
 Cooling Towers With Externally Mounted Heat Exchangers
Air Flow
Fan
Water Spray
Water Sump
Circulating
Pump
Figure 24.
absorb moisture by evaporation. The use of
cooling towers are most practical in areas
with all ambient dry-bulb temperature above
37.8°C (100°F),and when the relative
humidity averages 50% or less.
The prevailing wet-bulb temperature is a key
factor in the design of a cooling tower. It is
the theoretical limit to which a cooling tower
will cool. However, in the practical application
of a cooling tower, the coolant temperature
can only be maintained down to about 5.6°C
(10°F) above the wet-bulb temperature.
In open cooling systems using cooling towers,
the engine cooling water is sprayed directly
into the tower and is subjected to the inherent
concentration of water contaminants of this
system. Unless special provisions are made,
such as a cleanable aftercooler and corrosion
resistant plumbing, the use of an open cooling
system is not recommended for Caterpillar
Engines.
Figure 24 demonstrates how a heat
exchanger can be used to maintain a closed
cooling system for the engine while using a
cooling tower. In this system, raw water is
circulated by an auxiliary water pump driven
from the engine, or by an electric motor. The
pump flows cool water from a basin at the
bottom to the cooling tower, forces it through
32
Engine Mounted
Expansion Tank
Heat Exchanger
the heat exchanger, and to the distribution
system at the top of the tower. As the heated
water passes through the tower, it cools and
collects in the basin.
Types of Cooling Towers
There are two types of cooling towers: the
open-type (described above), and the closed-
loop-type or evaporative cooler. For the closed
loop cooling tower, the engine coolant can be
circulated to the cooler eliminating the heat
exchanger at the engine, Figure 25. The
coolant in the closed loop can be treated to
prevent corrosion eliminating the
requirement for corrosion resistant piping.
Cooling Tower Design Criteria and
Considerations
As a general rule, cooling towers are most
effective in areas with an ambient dry-bulb
temperature above 37.8°C (100°F), and an
average relative humidity below 50%.
Cooling towers are very sensitive to approach
temperatures (i.e. the temperature between
the wet bulb temperature and the desired
coolant temperature). To go from an approach
temperature of 8.3°C (15°F) to an approach
temperature of 5.6°C (10°F), the cooling
tower size would have to be increased by as
much as 50%. Any approach temperature
below 2.8°C (5°F) becomes unrealistic.
 Closed Loop Cooling Tower
Air Flow

Expansion Tank
Fan
De-areration Line

Water Spray
Engine
Thermostat
Outlet

Fill Line

Bypass All Engine Models

Line

Return

Engine Driven
Water Sump J.W. Pump
Circulating
Pump

Figure 25.
As with radiators, cooling towers are very cleanable aftercooler core is required when
sensitive to recirculation and the presence of used with cooling tower water.
other upwind cooling towers (see Figure 26).
Any recirculation or ingestion of exhaust from Cooling towers installed in frigid locations
another cooling tower effectively reduces the require additional design requirements to
approach and wet-bulb temperature of the prevent freezing.
incoming air. As was demonstrated earlier, the
approach temperature has a significant effect Wind
on cooling tower size. Therefore, factors such
as location of the towers, direction of the
prevailing winds, and height of the towers (a
taller tower will reduce recirculation), should
be taken into consideration.

The continued process of evaporation means

that any scale-forming salts present in the
water will gradually be concentrated; the water
may pick up further contaminants from the
air. These impurities can result in the build-up
of scale on the cooling water passages,
decreasing the cooling system efficiency. As Tower Recirculation due to wind
these salts and minerals build, they must be
drained and the tower water diluted with fresh Figure 26.
water. Solids such as dust may also
accumulate in the tower water and can be Air-to-Air Aftercooling
reduced by a filter or centrifugal separators. Air-to-air Aftercooling (ATAAC) can be
If the tower water is used in the engine applied for turbocharged and aftercooled
circuits such as the aftercooler, tower water engines in areas where the lack of a 32°C
should be treated with corrosion inhibitors to (90°F) water source would otherwise
be compatible with engine piping and preclude the use of full rated horsepower.
components. Even with treated water, a This arrangement uses a dual-core radiator

33
 1
HOT WATER
COMPRESSOR WATER
ENGINE WATER
GAS
GAS
AIR
COLD WATER
5
Figure 27: Schematic of an Air to Air Aftercooler Engine
(1) Actuator with valve positioner. (2) Air cleaner. (3) Carburetor. (4) Turbocharger. (5) Cooling unit.
and fan. One section of this radiator is an air-
to-air heat exchanger for the aftercooler
circuit. Air piping must be fabricated to direct
air from the turbocharger to the heat
exchanger and return it to the engine.
Design of the aftercooler core and related
piping are critical to prevent corrosion of the
core, water entry into the engine, and
excessive pressure drop of the intake air
across the aftercooler circuit. A schematic for
ATAAC installed in a gas compression
application is shown in Figure 27.
On low emission engines, a temperature
control valve is required to maintain a
constant air temperature of 43°C (110°F) to
the engine. The control valve modulates to
bypass air around the aftercooler core. Some
of the air flows directly from the turbocharger
into the carburetor.
On G3500 Engines, a gas-over-oil accumulator
is required to provide oil pressure to the
turbocharger bearings after engine shutdown.
This is required because the pressurized air
trapped in the aftercooler after shutdown will
flow out through the turbocharger and cause
it to spin. Since the engine is shutdown, there
is no engine supplied oil pressure to the
turbocharger bearings. The accumulator
34
HOT AIR
COLD AIR
3 2
4
ENGINE COMPR
GAS SUPPLY
provides a reserve of pressurized oil directed
to the turbocharger for lubrication.
Note: ATAAC CANNOT be used with low
pressure gas arrangements.
ATAAC Critical Design Criteria
The piping and heat exchanger core must be
sized so the total pressure drop from the
compressor outlet to the carburetor inlet is
less than 1.5 in. of Hg. Install test fittings with
pipe threads (1/4 in. recommended) in the
piping at the compressor outlets and
carburetor inlet, so both the pressure and
temperature at these points can be monitored.
Measurements at these points are required to
determine if the installation meets the design
requirements.
Because large amounts of water can be
condensed from the air, the aftercooler core
must be made from a corrosion resistant
material such as brass (not to be used with
gas containing H2S), aluminum, or stainless
steel. The piping to and from the aftercooler
core must be a corrosion resistant material.
Provisions to remove the condensed water
from the aftercooler core and piping must be
included in the design. To emphasize this
need, a G3516 TA ATAAC Low Emission
Engine may produce up to 30 gallons of water
a day. With humid air and ambient
temperatures above freezing, much of the
water will be condensed in the aftercooler
core. This water can be easily drained if the
intake air enters the bottom of the core on
one side and exits high on the opposite side.
A drain valve to automatically drain the
condensed water should be plumbed into the
bottom side of the core, opposite the entrance
of the intake air. The drain valve should not
be allowed to freeze in cold temperatures.
Install a condensate trap in the intake piping
close to the engine intake manifold. The
design of a condensate trap is to quickly
change direction of the air flow, usually by a
minimum of 180°, and throw the heavier water
droplets into a wall of the trap where they are
collected and drained through a float valve.
The condensate trap must be sized and
designed so that its pressure drop is not
excessive. Remember the total system
resistance from the turbocharger outlet to the
carburetor inlet cannot be more than 1.5 in. of
Hg.
Caution: After fabrication, the piping and
cooler core must be cleaned thoroughly of weld
slag, debris, etc. Anything left in the piping
could break loose, pass into the engine, and
cause serious engine damage.
Caution: The Air-to-Air Aftercooled engine
configuration should not be used with low gas
pressure arrangements. With this combination,
a rather large volume of combustible air and
gas mixture is flowing through the aftercooler
core. If this mixture is ignited, damage may
result to the aftercooler core.
Interconnection of Engines
Central cooling systems utilize a single
external circuit supplying coolant to several
engines. Although separate cooling systems
for each engine is preferable, use of a single
radiator or heat exchanger system is possible.
Practical experience has shown that only
identical engines at the same loads and
speeds can be successfully combined in a
joint cooling system. A failure on one engine
can adversely affect all engines. For this
reason, interconnected engines should have
isolating valves. Check valves are required on
the output line of each engine to prevent
recirculation through an engine that is
shutdown with the thermostats opened.
The cooling system for mixed engines with
mixed speeds and loads are very difficult to
design and are rarely successful. They must
meet the required criteria (water flow,
temperatures, pressures, etc.) for each engine
while operating in all possible combinations
with other units.
Connections
Use flexible connections for all connections to
the engine (rubber hoses are not
recommended). The positions of flexible
connections and shut-off valves are important.
Shut-off valves should be located to allow a
flexible connection or engine repair without
having to drain the entire cooling system.
Orient the flex connector to take the
maximum advantage of its flexibility. When
selecting connectors, consider normal
thermal expansion and maximum expected
movement.
Material compatibility must also be evaluated.
The internal surface must be compatible with
the coolant used over the anticipated
operating temperature and pressure ranges.
The liner material must also be compatible
with potential coolant contaminants, such as
lube oil and system cleaning solutions. The
outer cover must be compatible with its
environment (temperature extremes, ozone,
grease, oil, paint, etc.).
Jacket Water Heaters
Consider jacket water heaters for faster, easier
starting in ambient air temperatures below
21°C (70°F). All automatic starting installations
should include jacket water heaters.
Table 11 indicates the correct heater size for
each engine model at minimum ambient room
temperature to maintain engine jacket water at
approximately 32°C (90°F). Heater sizing is
based on zero wind velocity around the engine.
When a 24 km/h (15 mph) wind is present, the
heater requirement doubles.
35
 Jacket Water Heater Sizes
• Avoid cold water loops (Any situation where
(Minimum Ambient Room Temperatures °C (°F), cold water must rise to enter the heater,
No Wind and 10 hr Warm-Up to 32°C (90°F)) see Figure 28.
Engine kW Required to Achieve
Model 32°C (90°F) From -18°C (0°F)
• Join the hot water side of heater near the
G3516 9.0 kW
top of the engine cooling system, but below
G3512 7.5 kW
the thermostats.
G3508 5.5 kW
G3412 4.5 kW Caution: Do not create hot water loops. Hot
G3408 3.5 kW water line should enter the engine in either a
G3406 3.0 kW
horizontal or slightly inclined plane, eliminating
G3306 1.0 kW
the possibility of forming a steam pocket (see
G3304 0.8 kW
Figure 28).
Table 11.
• Use the same pipe size (or larger) as heater
connections.
Time required for temperature to stabilize is 10
Cleanliness
hours. Wattage requirements for shorter time
• All pipe and water passages, external to the
periods are inversely proportional to the 10
engine, must be cleaned before initial
hour requirement. These heaters do not
engine operation. There must be flow and
require circulating pumps. Physical location
any foreign material must be removed.
and exposure to the elements can affect sizing.
Contact Caterpillar for special voltages for • Strainers are recommended for installation
jacket water heater requiring special voltages, in all pipes leading to equipment added
three-phase current or ambient temperatures externally. They are to be installed on the
lower than those listed. site prior to startup and removed after
commissioning the unit.
For those who install their own systems, note
the following guidelines: • Similar precautions must be taken when
significant modifications are made to the
• Mount the heater as low as possible.
external cooling circuit.
• The cold water inlet to heater should be from
Ser viceability
the lowest possible point in the engine
• Access to the heat exchangers is required
cooling system.
for tube rodding (cleaning) or removal of
the tube-bundle assembly.

Regulator

Upper Water

Level of Engine
B

Lower Water

Level of Engine

Figure 28.

36
• Engine water pumps must be easy to remove.
• Remote water temperature regulators should
be accessible, and have appropriate isolation
valves to allow servicing of the engine
without draining the entire system.
• Apply similar guidelines to radiators, heat
recovery units, de-aeration units, and other
components requiring service or
replacement.
G3600 Engines convert about 35-41% of their
input fuel energy into mechanical power.
Another 22% is rejected to the cooling system,
34% to the exhaust gas and 3% to the
environment. A large portion of the heat
energy rejected to the cooling systems and
contained in the exhaust gas can be
recovered by various means. In large engines
like the G3600s this recoverable energy is
quite significant. The following sections
discuss the means of harnessing this heat
energy.

Heat Recover y Heat Balance

G3500-G3300 engines convert about 30-40% of A heat balance example for a Gas Engine is
their input fuel energy into mechanical power. shown in Figure 29. Heat rejection values for
Another 20-40% is rejected to the jacket water, the following components is available for Gas
20-30% to exhaust, and 7% to the environment. Engines in TMI and/or Specification Sheets.
A large portion of the heat energy rejected to
the cooling systems and contained in the 1. Jacket Water Heat Rejection
exhaust gas can be recovered by various 2. Oil Cooler Heat Rejection
means. Total heat recovery can result in an 3. Aftercooler Heat Rejection
efficiency of the system as high as 90%. 4. Exhaust Heat Rejection
5. Exhaust Heat Recoverable

Mechanical Work Energy 37%

Exhaust Gas 24%

Aftercooler
Cooling Water 6%

Engine Jacket
Cooling Water 20%

Oil Cooling Water 6%

Radiation 7%

Total Fuel Energy Input 100%

Figure 29. Typical Heat Balance Example for the G3600 Engines.

37
 Note: Oil Cooler Heat Rejection may be listed
separately or included in the Jacket Water Heat
Rejection data. Be sure to read the notes on
each specification sheet carefully to fully
understand what each piece of data represents.
A typical heat balance calculation is shown in
Figure 30. The values used in the example are
for illustration purposes and should not be
used for design. Refer to the published heat
rejection data for the specific engine for
design calculations.
This example uses a G3516 Combined Heat
and Power (CHP) Engine with 12:1
compression ratio and Dry Manifolds rated at
1070 bkW Prime Power at 1500 rpm, with a
two-stage aftercooling system, as an example:
Types of Heat Recover y Systems
The heat rejected to the jacket water, oil
cooler and aftercooler can be totally
recovered and 70% of the exhaust gas energy
is economically recoverable as shown in the
previous example. Heat recovery results in
total efficiencies as high as 85% for G3500
engines.
Heat recovery design best suited for any
installation depends on many considerations,
both technical and economical. The primary
function of any heat recovery system design
is to cool the engine sufficiently. The engine
must be cooled even when the heat demand is
low, but power is still required.
Heat recovery methods are grouped into
standard temperature [up to 99°C (210°F)
outlet temperature] and high temperature
[up to 127°C (260°F) outlet temperature]
applications. High temperature systems are
further divided into solid water, water and
steam, and ebullient steam systems.
Standard Temperature Heat Recovery
Standard Temperature Heat Recovery
Systems are designed to operate at coolant
temperatures below 99°C (210°F). These
systems are modified versions of the Standard
Cooling Systems and Combined Heat and
Power Cooling Systems discussed in the
previous section on Cooling Systems.
38
Heat recovery of a standard engine may
amount to nothing more than utilizing heat
transferred from the engine radiator. This air
is usually 38-65°C (100-150°F). The recovered
heat is quite suitable for preheating boiler
combustion air, space heating and drying
grain or lumber. The system cost is minimal
and the overall efficiency will increase to
approximately 60%. It is not recommended to
place the entire engine-radiator unit into the
air duct. Operational and maintenance
problems can result from the cool air flow
across the engine; only the radiator should be
placed in the air duct.
A more versatile method of recovering heat
from a standard temperature system uses a
shell and tube heat exchanger to transfer
rejected engine heat to a secondary circuit,
usually process water. This system is
illustrated in Figure 31. There are many
inherent advantages with this design: the
standard engine jacket water pump,
thermostatic configuration and water bypass
line are retained. The engine system is
independent from the load process loop,
which allows operation with antifreeze and
coolant conditioner. This alleviates concern
for problems associated with using process
water to cool the engine. When the engine is
cold, a temperature regulator prevents coolant
flow to the engine coolant heat exchanger.
Once the coolant reaches approximately 87°C
(190°F), the regulator begins to open and
allows some coolant flow through the heat
exchanger. The heat exchanger transfers heat
energy to the load.
When normal process load is insufficient to
absorb enough heat, a load balancing,
thermostatic valve limits jacket water inlet
temperature by directing coolant through a
secondary cooling source (load balancing
heat exchanger).
Note: The load balancing heat exchanger must
be incorporated in the engine loop, not the load
loop (i.e. The load balancing heat exchanger
should not be in series with the load loop). The
load balancing condenser may be either a heat
exchanger or radiator. Heat transfer through
the load balancer is usually cyclical. If a
radiator is used, it must be designed to
 Engine Output 1070 bKw (1434 bHP) (At 100% load conditions)
Generator Output 1030 kW (At 96.2% Generator Efficiency)
Heat Rejection Available (from Specification Sheet):
kW (Btu/min)
a) Engine Jacket (cylinder block) & Oil Cooler
Water at 99°C (210°F): 505 (28,719)
b) After Cooler Stage 1 at 32°C (90°F): 120 (6,824)
c) After Cooler Stage 2 at 70°C (158°F): 66 (3,753)
Total Heat Rejected to the Cooling System: 691 (39,296)

Fuel input can be taken from the specification sheet or calculated as shown below:
Total Fuel Input = BSFC x bKW in kW or = BSFC x bHP in Btu/min
3.6 60
= 9.37 x 1070 = 2785 kW (158,379 Btu/min)
Recoverable Heat rejection can be taken from Specification sheets or calculated.
Total Exhaust Flow from Specification Sheet = 6035 kg/hr (13,305 lb/hr)
Exhaust Stack Temperature = 489°C (912°F)
Recoverable Exhaust Heat Rejection at 120°C (248°F)
= Specific Heat of Exhaust Gas x Total Exhaust Flow x DT kW (Btu/min)
= 1.121 KJ/KG/°C x (6035/3600) kg/sec x (489-120)°C = 693 (39,435)
Where Specific Heat of Exhaust Gases is identified in the Heat Rejection section.
Total Recoverable Heat Energy = Jacket water heat energy + Oil cooler heat energy +
Aftercooler heat energy (Stage One) + Exhaust heat energy (at 120 °C or 248°F)
=505 + 120 + 693 = 1318 kW (78,707 Btu/min)
Note: Remember oil cooler heat is included in the jacket water heat.
Recoverable Heat in % = 1318 kW / Fuel input kW = 1318 / 2785 = 47.3%
Brake Thermal Efficiency, h = bKW / Fuel input kW = (1070 / 2785) x 100 = 38.4%
Total Thermal Efficiency =Brake thermal efficiency + Recoverable Heat Energy
= 38.4 + 47.3
Total Thermal Efficiency = 85.70%

Figure 30.

withstand thermal shocks developed from cyclic
loading.
An exhaust heat recovery device may be
included in the system in series, parallel, or as
a separate water or steam circuit. Consult the
manufacturer for design details for the unit in
question. Figure 32 shows a muffler included
in series with the engine system. Note the
engine loop is still separate from the load
loop. Generally, boiler water is used as a
medium in the load loop. Boiler water is
pumped through the jacket water heat
exchanger and exhaust heat recovery device
in series where it is heated to the desired

39
 Standard Temperature Water system

Exhaust
To Load
Heat Recovery
Device From Load Engine Mounted
Expansion Tank

Thermostat
123 Engine Coolant
Heat Exchanger
A/C Engine
Generator
Load Balancing To Remote To Load
Heat Exchanger Cooling Device
From Load

Separate Circuit
Cooling

Load Balancing
Thermostatic Valve

Figure 31.

Standard Temperature Water System With Series Exhaust Heat Recovery

Pressure Cap &
Vacuum Breaker Relief Valve
Air Vent & De-areration Line

Low Water Level

Shut Down Expansion Tank

Exhaust Excess Flow

Heat Recovery Bypass Valve Engine Mounted Load Heat
Device Expansion Tank Exchanger
To Load
To Remote
123 Cooling Device From Load
JW Heat
Engine Exchanger

Generator A/C Low Water Flow Load Balancing

Shut-down Heat Exchanger
Jacket Water
Pump
Circulating Load Balancing Thermostatic
Separate Circuit Control Valve
Cooling Pump

Figure 32.

40
 Standard Temperature Water System
Pressure Cap &
Vacuum Breaker Relief Valve

Air Vent & De-aeration Line Low Water

Level
Expansion Tank Shut Down

Exhaust To Load
Warm-up Load Balancing Engine Coolant
Heat Recovery
Thermostatic Heat Exchanger Heat Exchanger
Device From Load Valve
To Load
To Remote
123 Cooling Device
Engine Low Water From Load
Flow
A/C
Shut-down
Generator

Circulating Load Balancing

Pump Thermostatic Valve

Figure 33.

temperature. As shown, water flow through Critical Design Criteria - Standard

the expansion tank provides de-aeration.
A third variation on the standard temperature
system is to incorporate the exhaust heat
recovery device into the engine cooling loop
(see Figure 33). To ensure coolant flow
through the muffler, the engine thermostats
and the by-pass line must be removed and an
external warm-up thermostat is added. The
added external head of the heat recovery
device may exceed the allowable head available
from the engine mounted pump; therefore, an
auxiliary circulation pump may be required.
The advantages of this system are that the
obtainable process water temperature is usually
higher and there are fewer components
needed. The disadvantages to this system are
the engine cooling system is modified and the
design of the system becomes more critical to
successful engine operation.
Caution: Any heat recovery system where the
process water circulates in the engine is not
recommended. Experience has shown that, in
most cases, the user cannot economically treat the
quantity of process water to the level required to
avoid maintenance problems with the engine.
Temperature Heat Recovery
The purpose of the following discussion is to
call attention to certain basic criteria
necessary for proper operation of a heat
recovery system. In no way should this be
construed as an all inclusive list. Contact a
consulting engineer for specific requirements.
• The system must provide adequate coolant
flow through the engine. The cooling
system should be sized so the coolant
temperature differential (outlet minus inlet)
does not exceed 8.50°C (15°F).
• The expansion tank must be the highest
point in both the engine and load loop
cooling systems.
• Use only treated water in the engine
cooling circuit.
• Incorporate air vents to eliminate air traps
and locks.
• A load balancing thermostatic valve must be
used to direct coolant through a secondary
cooling source to limit jacket water inlet
temperature.

41
 Schematic for Radiator Cooled Separate Circuit Oil Cooler
Thermostatic
Control Valve
1 2 3
Engine
Generator
O/C
170 Maximum
To Cooler
Figure 34.
• Coolant must continually flow through the
exhaust heat recovery device when the
engine is operating to avoid thermal shock
on hot muffler surfaces.
• If the engines thermostats are removed, an
external warm-up thermostat is required.
• To keep external head within allowable
limits for the engine-mounted pump, locate
heat recovery mufflers and heat
exchangers as near the engine as possible.
An engine-mounted jacket water pump
requires a minimum of 34 kPa (5 psi)
suction head at all times.
High Temperature Heat Recover y
Circuits
As mentioned earlier, there are three types of
high temperature heat recovery circuits: solid
water, ebullient, and water-steam systems.
To ensure proper cooling in all types of high
temperature systems, the engine oil cooler
and aftercooler require a cooling water circuit
separate from the engine jacket water. A
thermostat in the oil system bypasses the oil
cooler to control lubricating oil minimum
temperature and prevent overcooling. If the
coolant in the oil cooler circuit is below 10°C
(50°F), an external, valve is recommended to
prevent oil gelling and to ensure oil flow
through the oil cooler (see Figure 34). When
the valve opens, the coolant will be allowed to
bypass radiator until the coolant reaches the
correct operating temperature.
High Temperature Solid Water System
This system functions similar to a standard
temperature water system except for the
42
Radiator
˚
elevated jacket water temperatures of
99-127°C (210-260°F). The standard
thermostat and bypass are removed and
replaced by an external control. A pressure
cap or static head must be provided in the
engine coolant circuit to assure a pressure of
27.6-34.5 kPa (4-5 psi) above the pressure at
which steam forms. The source of this
pressure may be a static head imposed by an
elevated expansion tank or controlled air
pressure in the expansion tank. For 126.7°C
(260°F) water, the pressure at the engine
should be about 241 kPa (35 psi). Maximum
system pressure allowed on the engine water
jacket is 379 kPa (55 psi). This is measured
by taking the total of circulating differential
pressure, system pressure, and static head on
the system. The standard, jacket water pump
must be replaced by a pump with high
temperature and pressure capabilities. Figure
35 illustrates this system.
Critical Design Criteria - High Temperature
Solid Water
The following is a list of requirements and
recommendations when using a high
temperature cooling system. Many of the
criteria are similar to the standard
temperature cooling system criteria.
• The system must provide adequate coolant
flow through the engine so the engine
coolant temperature differential (outlet
minus inlet) does not exceed 8.5°C (15°F).
• The expansion tank must be the highest
point in the cooling system.
• Proper water treatment is essential for
successful system operation.
• Incorporate de-aeration circuit and air vents
to eliminate air traps and locks.
• A load balancing thermostatic valve must be
used to direct coolant through a secondary
cooling source to limit jacket water outlet
temperature.
• Coolant must continually flow through the
exhaust heat recovery device when the
engine is operating to avoid thermal shock
on hot muffler surfaces. This may be
accomplished using a low water flow
shutdown device.
• After shutdown of the engine, coolant must
flow though the engine until the coolant is
90°C (194°F) to avoid steam pockets
forming inside the engine.
• A high temperature system requires a
pressure control for the engine coolant
circuit.
• Water pumps must be suitable for use with
elevated temperatures and pressures.
• The engine oil cooler requires a cooling
circuit separate from the engine jacket water.
• An external warm-up thermostat is required.
• The load balancing heat exchanger must be
incorporated in the engine loop, not the load
loop. The load balancing condenser may be
either a heat exchanger or radiator. Heat
transfer through the load balancer is usually
cyclic. Thus, if a radiator is used, it must be
designed to withstand thermal shocks
developed from cyclic loading.
• For multiple units that share a single steam
separator, all circulating pumps must run
when any one engine operates. This practice
prevents a severe thermal shock if a unit is
started later.
• High jacket water temperatures will result in
after-boil if there is a hot shutdown. Add an
additional 10% of system volume to the
normal expansion tank sizing guidelines.
High Temperature Water-Steam System
The high temperature water-steam system
provides solid water to cool the engine, but
then flashes it to steam to be used for loads
requiring low pressure steam [96.5 kPa
(14 psig)]. A circulation pump forces water
through the cylinder block to the steam
separator. In the steam separator, some of the
water flashes to steam and the water returns to
the engine.
The pressures shown in Figure 36 are
representative values. The relief valve pressure
103 kPa (15 psig) is set by boiler codes.
Pressure in the separator is controlled by the
pressure control valve. Once pressure builds to
96.5 kPa (14 psig), the control valve will allow
steam to flow. The actual steam pressure in the
load line is a function of load requirements. If
the load is not consuming steam, the pressure
in the steam line will increase. Once pressure
builds to 89.6 kPa (13 psig), the excess steam
valve will open to transfer engine heat to the
waste cooling device (load balancing
condenser). Caterpillar requires the excess
steam valve be located downstream of the
pressure control valve. If it is upstream, the
pressure control valve will not function
properly.
Critical Design Criteria - High Temperature
Water-Steam
• There are no elevation or static head
requirements for the steam separator other
than what suction head is required for the
circulation pump. Thus, this system may be
used in locations with limited overhead
clearance.
• Jacket water pressure at the engine must be
maintained between a minimum 55 kPa
(8.0 psi) to a maximum of 379 kPa (55 psi).
Maximum temperature at engine outlet must
not exceed 127°C (260°F).
• A low water flow shutdown device is required
on high temperature cooling engines. This is
accomplished by using a differential
pressure gauge across the engine water
jacket. When the water flow rate slows or
stops, the lack of a pressure drop across the
engine block will shutdown the engine. Since
an electric motor driven pump is used, it is
important to ensure the pump is operating
while the engine is running. The pump
should continue running approximately five
43
 minutes after the engine is stopped to cool
the engine.
• Use only treated water in the cooling circuit.
Continuous water chemistry monitoring with
automatic boiler blow-down devices are
recommended.
• A low water level shutdown on the steam
separator device is required. A low water
level pre-alarm is also recommended. Low
water level could cause engine overheating
and serious damage.
• The excess steam valve cannot be in the
steam separator and must be downstream of
the pressure control valve.
• No warm-up thermostat is required since the
pressure control valve does not allow any
heat (steam) to exit the system until the
engine has warmed up and the separator has
reached system pressure.
Coolant Quality and Treatment
It is important to maintain engine coolant
quality to ensure long component life. The
following section describes the coolant
specification for Caterpillar Natural Gas
engines.
Water Quality and Treatment for
Standard Temperature Systems
Water hardness is usually described in parts
per million, ppm (or grains/gal), of calcium
carbonate content. Water containing up to
60 ppm (3.5 grains per gal) is considered soft
and causes few deposits. Usable water for
cooling systems must meet the following
criteria:
Chloride (CL) 40 ppm (2.4 grains/gal)
Maximum
Sulfate (S04) 100 ppm (5.9 grains/gal)
Maximum
Total Hardness 170 ppm (10 grains/gal)
Maximum
Total Solids 340 ppm (20 grains/gal)
Maximum
pH 5.5-9.0
Water softened by removal of calcium and
magnesium is acceptable. Corrosion inhibitors
added to water or antifreeze solution maintain
cleanliness, reduce scale and foaming and
provide pH control. With the addition of an
inhibitor, a pH of 8.5 to 10 can be maintained.

High Temperature Water System

Pressure Cap &
Vacuum Breaker Relief Valve

Air Vent Line Low Water

Level
Expansion Tank Shut Down

Exhaust To Load
Warm-up Load Balancing Engine Coolant
Heat Recovery
Thermostatic Heat Exchanger Heat Exchanger
Device From Load Valve
To Load
To Remote
123 Cooling Device
Engine Low Water From Load
Flow
A/C
Shut-down
Generator O/C

Circulating Load Balancing

Separate Circuit
Pump Thermostatic Valve
Cooling

Figure 35.

44
 High Temperature Water-Steam System
Steam
14 psig To Load

X
15 psig Maximum Pressure Control
Relief Pressure Valve Excess Steam
X 13 psig X Valve Condensate
From Load

Steam Water Level

Separator Control
Load
To Waste
Balancing
Exhaust Cooling Device
Condenser
Heat Recovery To Load
Device From Load Low Water
Level Shut-down
Air
123 Eliminator
Engine Low Water Flow
A/C Make-up
Generator Shut-down
Water
O/C
Condensate Condensate Tank
Pump

Separate Circuit Circulating

Cooling Pump

Figure 36.

Water Treatment and Treatment for Make-up water

High Temperature Systems
The engine cooling water for a low pressure
steam or high temperature water system is
circulated within the engine water jacket at
temperatures above l00°C (212°F). As a result,
there is a potential for steam to form in both of
these applications. Therefore, the engine
coolant as one would for a steam boiler. Since
several localized areas of the engine jacket
water system can have very high heat flux rates
and narrow water flow passages, the engine
water chemistry will have the same
requirements as a close tolerance steam boiler.
The coolant specifications published above and
in the Caterpillar operator’s manual, have been
written for ethylene glycol systems with
temperatures less than l00°C (210°F). This is
not applicable for low pressure steam and high
temperature heat recovery systems.
Make up water is added to a low pressure
steam system to replace steam and blowdown
losses. It should not exceed the following
maximum concentrations:
Iron 0.1 ppm
Copper 0.05 ppm
Total hardness 0.3 ppm as CaCO3
The make-up water can be treated to reduce,
or remove, the impurities from the water. In
general, the water is treated when one or
more of the feed water impurities is too high
to be tolerated by the system. There are many
types of water treatment. Such as: Softening,
Evaporation, De-aeration and Ion exchange
that can be used to treat makeup water for a
particular system.

Minerals in the water can precipitate during the Feed Water

heating process and form deposits within the
cooling system of the engine. These deposits
can restrict the heat transfer and water
circulation, resulting in engine failure. To
prevent these deposits from forming in the
cooling system, the following engine jacket
water (boiler water) quality guidelines are
recommended.
Feed water is a mixture of returning
condensate and make-up water that enters the
engine jacket water loop to replace steam that
has left the loop. Water treatment chemicals
that are added to the system are usually
mixed with the feed water as it enters the
engine jacket water system.

45
 Engine jacket water
Engine jacket water (boiler water) is a
mixture of feed water and resident water. It is
the water circulated within the water jacket of
the engine to cool the engine and recover
heat. Engine jacket water (boiler water)
should not exceed the following maximum
concentrations:
Silica concentration 150 ppm as SiO2
Total alkalinity 700 ppm as calcium
CaCO3
Specific conductance 3500 micromho
per cm
Total suspended solids 10 ppm
In addition to the above chemistry, Caterpillar
recommends the engine jacket water (boiler
water) be treated with chemicals as listed
below:
• An oxygen scavenger to remove oxygen
from the feed water with sufficient reserve
in the engine jacket water (boiler water) to
remove all oxygen from the water.
• Maintain 200 to 400 ppm as CaCO3
equivalent of hydroxide alkalinity in the
engine jacket water (boiler water). The
reserve alkalinity prevents corrosion and
causes precipitation of iron and silica in a
form that can be removed by blow-down.
• A blend of dispersants to adequately
condition and suspend the precipitated
solids in the water. The dispersants keep
the solids suspended until they are
removed during blow-down.
• Appropriate treatment of the steam to
provide condensate returning to the engine
that meets the engine jacket water (boiler
water) specifications.
Total Dissolved and Suspended Solids
Depending on the make-up water source and
quality of treatment, the feed water will
contain some dissolved and suspended solids.
On a low pressure steam system, the steam
will leave the engine; however, the minerals
and chemicals will remain. This results in a
concentrating of the Total Dissolved Solids
46
(TDS). On a G3516 TA system, the amount of
make-up water per hour approximately equals
twice the system volume. This means for feed
water with a TDS of 100 ppm, the TDS in the
engine jacket water will increase by 200 ppm
per hour.
Engine water jacket scale forms when the
concentration of solids reaches a critical point.
This depends on the type of contaminants in
the feed water, engine operating temperature,
and other factors. The maximum allowable
concentration of dissolved solids can be
expressed in parts per million TDS or in
terms of conductivity (micro mhos/cm).
Measurement of TDS and Control
TDS can be measured by ppm or by
conductivity (micro mhos/cm). The
Caterpillar level for TDS is given in micro
mhos/cm because conductivity is easier to
measure with commercial continuous
monitoring equipment or hand-held
equipment. There is a direct relationship
between ppm and conductance, 2680 ppm =
3500 mhos.
To avoid exceeding the maximum allowable
conductivity, it is necessary to drain off some
of the engine jacket water (boiler water)
periodically. This is referred to as boiler blow-
down. As this occurs, new feed water is added
to dilute the water in the engine water jacket,
thereby reducing its conductivity. Historically,
operators have performed blow-down
manually by periodically opening a valve to
drain the steam separator. This may be done
once per hour, once per shift, or some other
interval, depending on the circumstances.
A less common method of monitoring TDS is
to measure chlorides in both the engine
jacket water (boiler water) and the make-up
water by a titration process. Since chlorides
are not affected by chemical treatment, the
operator can determine the number of
concentrations that have occurred in the
engine jacket water (boiler water) by
comparing the ratio of the two values. Based
on known values of the make-up water, the
operator can calculate the acceptable number
of concentrations that can occur before blow-
down is required.
Because blow-down is only performed
periodically, significant dilution is needed to
ensure that the engine jacket water (boiler
water) conductivity does not exceed the
maximum before the operator returns to
blow-down the engine again. Note that the
conductivity can exceed targeted maximum or
even absolute maximum if the operator does
not blow-down the boiler at the appointed
time, or if the engine steaming rate increases
between blow-down operations. If the absolute
maximum is exceeded, scaling will occur.
Because small amounts of scale wastes
energy and can lead to engine damage, it is
very important to stay below the absolute
maximum. Conversely, the steam production
rate may decrease, and as a result, the
operator would blow-down the engine sooner
than necessary. Therefore, Caterpillar
recommends continuous monitoring of TDS
and automatic blow-down controls.
Alkalinity
Alkalinity is required in a high temperature
water and a low pressure steam system to
prevent corrosion. Alkalinity holds silica in
solution and causes iron to precipitate in a
form removable by blow-down. Too much
alkalinity can result in a high pH and cause
caustic cracking and caustic attack to external
engine compartments.
Total Alkalinity
Total alkalinity is usually measured on site by
a titration with methyl orange and is
frequently referred to as “M” alkalinity. Many
coolant analysis companies refer to pH of
coolant water. Because of the wide variation in
local make-up water and commercial
treatments, there is no direct correlation
between total alkalinity and pH. Generally, in
high temperature water and low pressure
steam systems, the pH will be in a range of
10.0 to 11.5 pH.
Reser ve of Hydroxide Alkalinity
To prevent corrosion and scale deposits, a
reserve of hydroxide (OH) alkalinity is
required. The OH alkalinity is not easily
measured in the field, but can be calculated. A
“P” alkalinity is measured by phenolphthalein
and sulfuric and titration. Once “P” value is
determined, the following formula is used to
calculate “OH” alkalinity.
“OH” Alkalinity = 2 x “P” Alkalinity - “M” Alkalinity
Low pressure steam engines will have special
requirements if the unit does not run
continuously. Any low pressure steam engine
that is shut down, frequently can be prone to
deposits even with a good water treatment
program. Once the engine is shut down, the
dispersants in the feed water can no longer
keep the solids in suspension. They will settle
to the low parts of the system, which is
usually the engine. These solids will collect
and harden to form scales and can result in
engine failure. For turbocharged and
aftercooled (TA) ebullient and all ebullient
engines that do not run continuously, we
recommend a circulating pump of 100 lb
water/lb of steam capacity be operated even
while the engine is shutdown to keep the
solids in suspension. High output TA engines
can benefit from the addition of a circulating
pump to prevent hot spots and reduce
deposits.
The above water chemistry limits are
stringent, but not when considering that
deposits formed within the engine are
cumulative. Co-generation and heat recovery
equipment is intended to last 20 years or
longer. To maintain the performance and
value of equipment, it is important to
eliminate scale deposits within the engine.
Once a deposit is formed, it is very difficult
and may be economically impractical to
remove. To emphasize again, scale formation
is cumulative and the successful method of
avoiding scale problems is to not permit
conditions for scale to form. These guidelines
are based on established limits of the
American Boiler Manufacturer’s Association
(ABMA) and suggested guidelines by the
ASME Research Committee on Water in
Thermal Power Systems. We have reasonable
confidence that operators who adhere to
these guidelines will have years of deposit-
free and scale-free performance from their
Caterpillar Engines.
Since water chemistry and water treatment
are very regional items and tend to vary
considerably around the world, the engine
47
 owner has the ultimate responsibility for the
engine cooling water treatment.

A comprehensive discussion of feed water

problems and treatment of boiler feed water is
available in a bulletin from Nalco Chemical
Co. To obtain the bulletin, write:

Nalco Chemical Co.

1 Nalco Center
Attention: Marcom Dept.
Naperville, IL 60566

Request Bulletin 30, titled “Boiler Feed Water

Treatment”. There is no charge for the
bulletin.

48
49
50
G3500-G3300 Lubrication Systems
Introduction
Oil Function
Oil Properties
Lubricating Oil Selection and Requirements
Caterpillar Natural Gas Engine Oil (NGEO)
Commercial Oils
Sour Gas and Alternate Fuel Gas Applications
Lubricant Viscosity
Multi-Viscosity Oils
Synthetic Oils
Re-refined Base Stock Oils
Monitoring Lubricating Oil Quality
Scheduled Oil Sampling
Lubrication Oil Condemning Limits
Oil Contamination and Degradation
Oil Consumption
Lubricating System Components and Attachments
Filters
Lubricating Oil Coolers
Lubricating Oil Heaters
 Prelubrication
Oil Pressure Gauge
Oil Level Regulator
Turbocharger Oil Accumulator
Reference Material
Lubrication Systems
Introduction
Oil Function
Proper lubrication is critical to successful
engine operation. The lubricating system of a
modern gas engine accomplishes several
purposes:
• Minimizes work loss due to friction on
rotating and sliding surfaces.
• Minimizes engine component wear due to
friction.
• Cools internal engine parts which cannot
be directly cooled by the engine’s water
cooling system.
• Cleans the engine by flushing away wear
particles and other contaminants.
• Assists in sealing, particularly in piston ring
zone.
Friction reduces the useful work provided by
an engine. The piston assemblies, valve train,
crankshaft bearings, and driven accessories
all require a lubricant to reduce friction and
prevent premature wear. A lubricant must
provide sufficient film strength to withstand
bearing pressures, low enough viscosity index
to flow properly when cold and high enough
viscosity to retain film strength when
subjected to the high temperatures of cylinder
and piston walls. The lubricant carries heat
away from areas of the engine that cannot be
reached by the water cooling system. A
lubricant must neutralize harmful combustion
products and hold them in suspension for the
duration of the oil change period. As a result
of these many requirements, selection of the
proper lubricant and maintenance of the
lubrication system is very important.
Oil Properties
Viscosity
Lubricant viscosity is a critical property of oil.
It refers to an oil’s thickness or resistance to
flow. A higher viscosity oil will be more
resistant to flow and will provide an oil film
that is more resistant to being rubbed away
from the lubricated surface. A more viscous
oil may also flow too slowly at low
temperatures to lubricate moving surfaces. It
is therefore critical to select the proper oil
viscosity at the highest and lowest
temperature at which the engine is expected
to operate.
Table 1 outlines the engine crankcase
lubricant viscosity for use in certain ambient
temperatures.
Engine Oil Lubricant Viscosity1
For Ambient (Outside) Temperatures
°C °F
Oil
Viscosity Min Max Min Max
SAE 301 0 +40 +32 +104
SAE401 +5 +50 +41 +122
SAE 15W402 -15 +50 +5 +122
1 At low ambient temperatures, lubrication oil and jacket
water heaters must be used to warm the oil and water
prior to starting the engine.
2 Not all engines will perform acceptably with multi-
viscosity oil. See section on Multi-Viscosity Oils. Not
recommended for G3300 and G3400 engines.
Table 1.
The oil viscosity recommendations refer only
to the SAE viscosity grade for the expected
ambient temperature range. The required
performance criteria for the oil is defined in
the previous lubrication specification section.
The minimum temperature for the viscosity
grade provides guidelines for the lowest
starting temperature with a cold soaked
engine. Base stocks for blending the oil
formulation differ and variations can exist
within a viscosity grade on low temperature
characteristics. A particular oil may allow
lower starting temperatures than given in the
chart. Your oil supplier can provide additional
information on oil properties.
Our recommendation is to use the highest
viscosity oil possible. Even though the
ambient temperature may be low, operating
engines can be subjected to normal oil
temperatures because of temperature
regulated components. The higher viscosity
fluids will provide better protection to all
components during the full day work cycle.
53
 Additives
Oil additives strengthen or modify certain
characteristics of the base oil. The most
common additives are detergents, oxidation
inhibitors, dispersants, alkalinity agents, anti-
wear agents, pour-point dispersants, and
viscosity improvers.
• Detergents help clean the engine by
reacting with oxidation products to stop the
formation of insoluble compounds.
• Oxidation inhibitors help prevent increases
in viscosity, organic acids, and
carbonaceous matter.
• Dispersants help prevent sludge formation
by keeping contaminants in suspension.
• Alkalinity agents help neutralize acids.
• Anti-wear agents reduce friction by forming
a thin film on metal surfaces.
• Pour-point dispersants keep the oil fluid at
low temperatures by preventing the growth
and agglomeration of wax crystals.
• Viscosity improvers help prevent the oil
from becoming too thin at high
temperatures.
Total Base Number
Total Base Number(TBN) is a measure of an
oil’s reserve alkalinity. One of the functions of
a lubricating oil is to neutralize acidic
combustion products. Additives in the oil
contain alkaline compounds which are
formulated to neutralize these acidic products.
Generally, the higher the TBN value, the more
reserve alkalinity capacity the oil contains.
Lubricating Oil Selection and
Requirements
Caution must be used when selecting
lubricating oil for your Caterpillar engine. The
high specific power output of modern gas
engines has outstripped the capabilities of
traditional gas engine oils. In addition,
numerous oils with many different additive
packages are commercially available. As a
result, Caterpillar has limited its
recommendation for oils to Caterpillar Natural
54
Gas Engine Oils, which are distributed
through our dealers.
Caterpillar Natural Gas Engine Oil
(NGEO)
Caterpillar oils have been developed, tested
and approved by Caterpillar to provide the
performance and life which has been
designed and built into Caterpillar Gas
Engines. Cat NGEO is used for engine
development and is offered by Caterpillar
dealers for field use. It is recommended for
use in all Caterpillar natural gas engines and
other turbocharged and naturally aspirated,
medium-to-high speed, four cycle gas engines
requiring a low ash level product.
Cat NGEO is formulated from select base
stocks blended with special additives to
provide excellent anti-oxidation and nitration
properties and thermal stability. Cat NGEO
reduces levels of carbon and sludge formation
and provides excellent oil and filter life. The
product has superior resistance to foaming,
exhibits good demulcent properties, and
provides protection against corrosion. This oil
uses an additive technology which offers
excellent valve face and seat protection,
improved piston cleanliness, and control of
deposit formation. The additive system also
provides protection against piston scuffing,
scoring, and cylinder liner wear.
Caterpillar NGEO is formulated to provide
maximum performance and life in Caterpillar
Gas Engines. This low ash oil has 0.45%
sulfated ash (ASTMD874) and 5.0 Total Base
Number (TBN), (ASTM2896). It is available
in SAE 30 and SAE 40 grades.
Cat NGEO is recommended for fuels having a
concentration of hydrogen sulfide (H2S) at
0.15% (1500 ppm) by volume, or less.
However, Caterpillar Gas Engines with special
corrosion resistant equipment may not be
used with fuels exceeding 1000 ppm H2S. See
the Fuels section of the A&I Guide for
additional details.
The typical characteristics of Cat NGEO are
shown in Table 2. Note that the values shown
are only typical and should not be used as
quality control parameters.
 CAT NGEO Characteristics*
SAE Visc.
Grade of 30 Grade of 40
Gravity, °API (ASTM D286) 28.4
Flash Point, °C (ASTM D92) 238
Pour Point, °C (ASTM D97) -15
Viscosity
cST @ 40 °C (ASTM D445) 89.8
cST @ 100 °C (ASTM D445) 10.4
Viscosity Index (ASTM D445) 97
Sulfated Ash, %wt (ASTM D874) 0.45
TBN (ASTM D2896) 4.8
*The values shown are typical values and should not be
used as quality control paramenters to either accept or
reject a product.
Table 2.
Commercial Oils
No universal industry specifications are
defined for the performance requirements of
lubricating oils for gas engines. The following
guidelines have been established for
commercial oils to be used in Caterpillar Gas
Engines. These oil requirements are for
processed natural gas (sweet natural gas,
propane, etc.).
• Caterpillar recommends the use of oils
formulated specifically for heavy duty gas
engines — oils that are designed for gas
engines operating at a 1240 kPa (180 psi)
BMEP rating. Do not use oils formulated
exclusively for gasoline or diesel engines.
• Caterpillar recommends oils that
successfully completed 7000 hours of
documented field service in standard
and/or lean burn engine configurations.
The field trial must be performed in a
engine configuration similar to the
proposed engine and at a power level
(BMEP) that meets or exceeds the
proposed application. During the field trial,
the following parameters must be
monitored: oil consumption, oil
deterioration, and valve recession. At the
completion of the field trail, the condition of
the oil and the engine must be within the
following limits:
– No piston ring sticking or piston ring
scuffing.
– No cylinder liner scuffing or carbon
cutting from excessive piston top land
deposits.
– Valve recession must not exceed the
SAE Visc.
limits established by Caterpillar for the
engine.
28
248 – Oil consumption must not exceed two
-15 times the initial oil consumption. Initial
oil consumption is established during the
130.5 first 1000 hours of operation.
13.4
97 – At the end of all specified oil change
0.45 periods, the oil condition must remain
4.8 within Caterpillar’s limit for oxidation,
nitration, TBN, and TAN.
• Caterpillar recommends oils that have
sulfated ash values between 0.40 and 0.60%.
Oils for gas engines meeting the
requirements of the 7000 hour field trial are
acceptable regardless of ash content.
• Ashless (0.0 to 0.1% sulfated ash) oils that
have performed acceptably in the G3300
Engine Family are still acceptable in those
engines. All other Cat Gas Engines and
G3300 Family of Low Emissions Engines
must use oils that meet the previously
defined oil ash level and performance
requirements.
Caterpillar does not recommend lubrication
oils by brand name. Field operation may
identify oil brands which yield good results.
Oils which may be listed as having good field
operating results do not form a Caterpillar
recommendation; they serve only as potential
oils which may be successful. Each particular
oil company has control of their product and
should be accountable for its oil performance.
Establish product consistency before using
any product.
Sour Gas and Alternate Fuel Gas
Applications
Sour gas generally refers to fuels containing a
high concentration of sulfur compounds
(above 10 ppm), primarily hydrogen sulfide
(H2S). Fuels such as field gas, digester gas, or
landfill gas generally fall in this category.
These alternative fuel sources are becoming
increasingly important. The removal of the
fuel’s corrosive materials is one approach to
assure engine life. If the decision is made to
use the alternative fuels with little or no
treatment, the user should be aware that
higher maintenance costs will be associated
with the engine operation. 55
 Alternative fuels create additional problems
for the engine and its oil. The fuel may
contain sulfur compounds (H2S) and halides
(Cl, Fl)- both of which can be very corrosive.
If gas with excessive sulfur levels is used as a
fuel, sulfur compounds could be dissolved in
the oil from blow-by gas and cause corrosive
attack on internal engine components. The
corrosion usually is caused by a direct H2S
attack of the bright metals within the engine,
such as the oil cooler and bronze/brass
bushings or bearings. This direct H2S attack
cannot be deterred by high TBN oils or
controlled by oil analysis.
For specific limits on the amount of fuel
contaminants that may be tolerated in
Caterpillar engines, consult the Fuels section
of the Application and Installation Manual.
There are various devices available to reduce
H2S in the fuel gas such as chemically active
filters, reactive beds, and solutions. Most of
these devices deplete the reactive chemicals
but over time, their performance deteriorates,
and they need servicing or replacing. We
recommend that even though a fuel gas is
scrubbed to safe levels of H2S, the
precautions listed below should be taken for
high sulfur fuels to protect against those
intervals when the chemical scrubbers
deteriorate and require servicing. Even brief
intervals of operation with high sulfur fuel
without precautions can damage the engine.
The following guidelines are provided when
using fuels with corrosive components:
• Select a proven natural gas engine oil, or
select a natural gas engine oil specifically
formulated for use with alternative fuel gas.
Use the same selection method for this oil
as specified for commercial oils mentioned
in the previous section.
Oils with higher TBN values generally have
higher levels of sulfated ash. Ash can cause
deposit buildup that leads to valve,
combustion chamber, and turbocharger
damage and can lead to shortened engine life.
If higher TBN oil or a special oil is not
available, then the oil change interval must be
56
shortened to avoid problems with deposits
and corrosion.
• The Scheduled Oil Sampling (S•O• S)
program must be used to evaluate the
engine wear and oil condition. This assures
oil change periods are not extended beyond
safe limits and that other problems are not
overlooked.
• Additional oil analysis can be used in
combination with the S•O•S program. For
high sulfur fuels, oil viscosity by ASTM
D445 and TBN by ASTM D2896 are the
preferred tests. For engines running on
landfill or sewage gas, oil viscosity by
ASTM D445 and TAN by D664 are the
preferred tests. TAN by D664 may be used
by itself or in combination with TBN by
D664 to evaluate the corrosiveness of the
used oil.
• Maintain the coolant outlet temperature
between 110°C and 127°C (230°F and
260°F). Temperature rise across the engine
should be no more than 9.4°C (15°F), with
a 12.2°C (10°F) rise being desirable. Water
and sulfur oxides are formed during
combustion and will condense on cylinder
walls at low temperature. The higher jacket
temperature minimizes the amount of
condensation.
• Maintain the temperature of the oil in the
sump high enough to prevent water from
condensing in the oil. Normally,
maintaining the jacket water outlet
temperature at a minimum of 93°C (200°F)
will accomplish this.
• Where it is possible to start the engine on
sweet gas (gas without corrosive
components), bring the engine up to
operating temperature on sweet gas, then
switch to sour gas. Reverse the procedure
when shutting the engine down.
• Use positive crankcase ventilation (PCV) to
reduce the H2S attack on internal engine
components. There is no known oil additive
that can protect the internal bright metal
engine components from H2S attack. The
PCV system should remove the blowby
fumes from the crankcase and allow filtered
 air to enter the crankcase to dilute the level
of H2S. Guidelines for installing and sizing
a system are given in the A&I Guide
section on Low Energy Fuels.
Multi-Viscosity Oils
Performance requirements for multi-viscosity
oils in gas engines are the same as for single
grade oils. Multi-viscosity oils require a
successful 7000 hour field trial as previously
described for commercial oils. Field trial data
from single grade oils using similar additives
do not apply to multi-viscosity oils. Prior to
choosing a multi-viscosity oil, your Caterpillar
dealer should be consulted.
Gas engines equipped with mechanical or
electromechanical governor actuators, such
as the Woodward PSG or EG3P, are not
compatible with multi-viscosity oils. The
actuators, which use engine oil, are adversely
affected by the polymers used for Viscosity
Index (VI) improvers. The result is instability
and lack of precise engine control.
Synthetic Oils
Performance requirements for synthetic oils
are the same as for single grade oils.
Synthetic oils require a successful 7000 hour
field trial as previously described for
commercial oils. Prior to choosing a synthetic
oil, your Caterpillar dealer should be
consulted.
Re-refined Base Stock Oils
Caterpillar requires oil formulations meet the
performance requirements as defined by the
API classification and have the proper
viscosity as defined by the SAE J300
specification. The base stock oil used in the
formulation can be either virgin or re-refined
(or a combination) as long as the final oil
formulation meets the requirements of both
performance and viscosity.
The combination of the base stock oil and the
additive must perform to the defined
specifications. If the oil meets these
requirements, then its performance in an
engine should be acceptable. The military
specifications and other engine manufacturers
have also accepted the use of re-refined oil
base stock with the same criteria.
Therefore, the use of oils with re-refined base
stocks will depend on the company who has
supplied the oil. Has the oil passed qualifying
tests as required to label the oils for the API
performance and viscosity grade?
Various methods may be available for
processing the used oil. Caterpillar would
normally recognize a re-refining process as
one which subjects the used oil to the same
refinery process (such as vacuum distillation
and hydrotreating) to which the virgin base
stock was subjected. The base stock obtained
by this method should provide an acceptable
supply from which to formulate a proper oil.
But the oil formulated must still pass the
required performance and viscosity tests for
the intended use.
Monitoring Lubricating Oil
Quality
Scheduled Oil Sampling
To achieve maximum life from the engine oil
and provide optimum protection for the
internal engine components, Caterpillar
dealers offer Scheduled Oil Sampling
(S•O•S). This program will determine oil
change intervals based on condemning limits
and trend analysis established for the engine.
The S•O•S program will also indicate the
presence of oil contaminants. This program
will analyze the condition of your engines,
indicate shortcomings in engine maintenance,
show first signs of excessive wear, and help
reduce repair costs. For an optimal program,
oil samples must be taken every 250
operating hours.
Caterpillar recommendations for oil and oil
change periods are published in service
literature. Due to the variety of applications
and fuels, S•O•S must be used to monitor
the quality of the engine’s oil. Caterpillar does
not recommend exceeding the published oil
change recommendations unless the change
intervals are established by a comprehensive
maintenance management program that
includes oil condition analysis. The S•O•S
program will not predict a fatigue or sudden
failure.
57
 Lubricating Oil Condemning Limits
The lubricating oil condemning limits were
developed from engine operating experience
and used oil analysis. The limits provide
guidelines in determining the oil’s useful life
in the engine. Table 3 sets the limits for oil
service life:
Scheduled Oil Sampling
Parameter Limit
Oxidation 100% as defined by S•O•S
Nitration 100% as defined by S•O•S
Water 0.5% maximum
Glycol 0.0%
Wear Metals Trend Analysis
Alternate Oil Analysis (additional test
procedures for more data)
Viscosity (ASTM D445) 3 cST increase from new oil
Total Base Number 50% of original TBN
(TBN) (ASTM D2896)
Total Acid Number 3.0 increase from new
(TAN) (ASTM 664) oil number
Table 3.
There has been occurrences of wear metal
levels indicating a TBN depletion but the TBN
by ASTM D2896 has not shown significant
depletion. Those occurrences have been with
corrosive fuels such as landfill gas.
Customers have found that measuring the
TBN by ASTM 664 has given a better
correlation between wear metals protection
and TBN level. The reason for this
phenomenon is unknown, however, if there
are wear metals with adequate TBN reserve
by ASTM D2896, it is suggested to try
ASTM 664.
Insoluble testing (ASTM D893) is another test
that is often performed on used oils. With
today’s modern oils with high dispersancy
levels, the test will give little information.
Some old formulations experience additive
deterioration such that the normal
deterioration products precipitate into the oil
pan and are not detected by oil analysis. For
those formulations, the insoluble or solids
level may be the only indicator of oil failure.
Oil Contamination and Degradation
Contamination of engine oil refers to the
presence of unwanted material in the oil.
There are eight common contaminants: wear
elements, dirt, fuel, water, antifreeze, acids,
oxidation products, nitration products.
58
Oxidation and nitration levels are critical
because they can cause the oil to thicken and
generate acids which cause corrosive wear
and loss of lubricating ability. They can also
cause the formation of lacquer and maroon-
colored deposits, plugged filters, piston ring
sticking, and piston deposits.
Degradation of engine oil refers to a general
decrease in the effectiveness of the oil. The
common causes for oil degradation are low
jacket water temperature, high humidity, oil
consumption, engine load, and poor
maintenance.
Low jacket water temperature leads to
increased condensed water in the oil. The
water reacts with oil additives, leading to
sludge, lacquering, and carboning which in
turn leads to increased blowby, liner polishing,
and ring sticking. High humidity can lead to
increased levels of gaseous acids. Changes in
oil consumption rate indicate piston ring and
liner wear or piston ring sticking. Engines
operating with low loads may overcool the
engine, resulting in condensation. Finally,
maintaining the proper oil and filter change
intervals is important. Extend change
intervals will lead to heavy deposits that
subsequent oil changes will not remove.
Oil Consumption
The importance of oil consumption rate has
been mentioned in the section on
Degradation. Oil consumption, along with fuel
consumption and maintenance information,
can also be used to estimate total operating
cost. Oil consumption data may also be used
to estimate the quantity of make-up oil
required to accommodate maintenance
intervals. Many factors such as engine load,
oil density, oil additive packages, and
maintenance practices can affect oil
consumption.
The rate of oil consumption is called brake
specific oil consumption (BSOC) and the unit
of measure is grams per brake kilowatt hour
(g/bkW-hr) or pounds per horsepower hour
(lb/hp-hr). For the purpose of sizing oil make-
up tanks, typical oil consumption levels are
shown in Table 4.
 Brake Specific Oil Consumption Auxiliary Oil Filter Capacity
Engine grams/ lb/hp-hr Auxiliary Oil 4P3631 Auxiliary Oil Filter
bkW-hr Filter Groups For Filter Capacity L (gal)
Spark-Ignited Engine Elements
G3300 NA 0.91 1.49
Part With Without
G3300 TA 0.3 0.49 Engine Size Number Quantity Filter Filter
G3400 NA 0.91 1.49 G3406
G3300 TA 0.21 0.34 Low Emission 4P2781 7 87.2 (23) 109.2
G3500 NA 0.91 1.49 (28.8)
G3500 TA 0.18 0.30 Standard 4P2781 7 87.2 (23) 109.2
(28.8)
Table 4. G3408
NA Standard 4P2781 7 87.2 (23) 109.2
(28.8)
Lubricating System Components TA Standard 4P3762 14 132.7 (35) 176.2
(46.5)
and Attachments
G3412
Filters TA Standard 4P3762 14 132.7 (35) 176.2
Caterpillar filters are designed to provide (46.6)
maximum engine protection. Filter mesh size G3508 Standard 9Y0780 14 132.7 (35) 176.2
(46.6)
is determined by the maximum particle size
G3512 Standard 7E9292 14 132.7 (35) 176.2
that can be circulated without noticeable (46.6)
abrasive action. Standard oil filter systems on G3516 Standard 7E9284 21 178.1 (47) 243.7
Caterpillar Engines meet these requirements (64.3)
and are sized to provide reasonable time Table 5.
intervals between element changes. Filter
change intervals relate to oil change periods
but should not exceed 1000 hours. Lubricating Oil Coolers
The oil coolers are of tube bundle type with
Oil filter differential gauges are available and series water flow and parallel oil flow. At oil
are recommended to ensure against engine temperatures above 85°C (185°F), the oil
operation with plugged filters. Maximum temperature regulators direct oil to the cooler.
allowable pressure drop across the filters is Oil temperature should always stay within the
15 psi. range of 85-99°C (185-210°F). Oil life will be
shortened if temperature is out of this range.
Duplex oil filters are available. These filters
when selected, remove the standard oil filter. Lubricating Oil Heaters
Duplex filters permit changing of the oil filter Heating elements in direct contact with
without shutting down the engine. lubricating oil are not recommended due to
the danger of oil coking. To avoid this
Caterpillar rich burn (stoichiometric) gas
condition, heater skin temperatures must not
engines include an auxiliary oil filter. This
exceed 150°C (300°F) and have a maximum
auxiliary filter is shipped loose and provides
added capacity and filtering to the lube heat density of 12.5 W/1000 m2 (8 W/in2).
system, ensuring the proper oil change Jacket water heaters in conjunction with
interval. If a deep sump oil pan option is continuous prelube can satisfy lube oil
selected, the filter is removed. An optional heating requirements.
removal is also available when the standard
Prelubrication
sized oil pan is used. However, the engine
A prelube system provides the capability to
operator should be advised that the oil change
prelubricate all critical bearing journals before
interval will be less than the standard
energizing the starting motors. This feature
750 hours. We recommend an oil analysis to
can be used with either pneumatic or electric
determine the proper change interval in this
start. An automatic system utilizes a small
case. The capacity of auxiliary oil filters is
pump which fills the engine oil galleries from
shown in Table 5.
the engine oil sump until the presence of oil is
sensed at the upper portion of the lubrication

59
 OIL PRESS START
SWITCH SWITCH

MAG
SWITCH

MAG
SWITCH

DC
PRELUBE
MOTOR
(3516)

STARTING
MOTORS

+
BATTERY DC Dual Starting System With Prelube
-

Figure 37.

AIR-PILOTED AIR
RELAY VALVE

PRELUBE PUMP PRELUBE OIL

& MOTOR TO ENGINE

AIR IN

ENG
WHISTLE OIL
VALVE PRESS*
AIR EXH.
LUBRICATOR

QUICK PRELUBE OIL FROM SUMP

RELEASE
VALVE

OIL-PILOTED
AIR RELAY VALVE
AIR START
MOTOR

AIR EXHAUST
*Actuated by rising engine
oil pressure due to
prelubrication pump
Air Starting System With Prelube operation.

Figure 38.

60
system. The starter motors are automatically Reference Material
energized only after the engine has been The following information is provided as an
prelubricated. See Figures 37 and 38. additional reference to subjects discussed in
this manual.
A manual prelube system is also available. It
uses the engine’s manually operated sump PEHP0004 CAT Natural Gas Engine Oil
pump and, like the automatic systems, allows (NGEO) Data Sheet
the engine operator to fill engine oil passages
after oil changes, filter changes, periods of SEBD0640 Oil and Your Engine
idleness, and before activating the started
motors. The sump pump is normally used for PEHP0003 CAT Lithium Grease (MPGL)
pumping oil from the oil pan during an oil
PEHP0017 CAT Special Purpose Grease
change.
(SPG)
Either prelube system will allow the engine
PEWP9733 CAT Fluids Selector
user to minimize the sometimes severe
engine wear associated with starting an PEWP3014 CAT Fluids Selector (Metric)
engine after periods of idleness. On engines
equipped with Woodward 2301A governors, SEBU6251 Caterpillar Industrial, EPG,
prelubing may not be required. See the and Marine Engine
section on Starting Systems for further Lubrication
information.
The Engine Manufactures Association (EMA)
Oil Pressure Gauge information for lube oil selection can be
Maintaining suffcient oil pressure is critical to obtained from your local library, college, or
engine operation. Oil pressure gauges are technical society, or contact:
provided to monitor oil pressure. Low oil
pressure contactors are provided to shutdown Engine Manufactures Association
the engine if pressure becomes too low, Lubrication Oils Data Book
typically 60 kPa (10 psig) at low idle or 207 401 N. Michigan Ave. Ste. 2400
kPa (30 psig) at high idle. Chicago, IL 60611 U.S.A

Oil Level Regulator

Regulators are available to maintain a safe
level of oil in the oil pan. These typically use
gravity-fed oil supplies and a float mounted
low on the side of the engine. It is
recommended to install an oil level alarm
switch to stop the engine if oil level falls
below the fill mark on the dipstick.

Turbocharger Oil Accumulator

In air-to-air aftercooled applications upon
engine shutdown, high pressure intake air in
the heat exchanger may drive the
turbocharger backwards. Since the engine is
shutdown, no oil is being supplied to the
turbocharger and bearing failure can result.
The turbocharger oil accumulator provides a
supply of oil to lubricate and cool the
turbocharger after shutdown of the engine.

61
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation
Guide

G3600
● Cooling Systems
● Heat Recovery

● Lubrication System

LEKQ7255 (Supersedes LEKQ2460) 8-97

G3600 Cooling Systems
Basic System Configurations
Standard Cooling System
Combined Heat and Power Cooling System (CHP)
Low Energy Fuel Engine Cooling System
High Temperature Cooling System
Two Stage Aftercooler Cooling System
Special Cooling Systems
Basic Operating Parameters
Recommended Temperature Rise
Recommended Inlet Pressures
Temperature Limits
Pressure Limits
Flow Limits
Heat Rejection
Flow Calculations
G3600 Cooling System Design Procedure
Types of Cooling System
System Design Requirements
Temperature Regulators
Inlet Controlled Cooling Systems
Outlet Controlled Cooling Systems
 Additional External System Resistances
System Volume
Minimum Pump Inlet Pressure
Expanse Tanks
Full Flow and Remote Flow Expansion Tanks
Expansion Tanks for Inlet and Outlet Controlled
Systems
Sizing Expansion Tanks
System Pressures
Attachment Expansion Tank
Filling and Venting
De-aeration
Radiators
Remote Mounted Radiators
Radiator Design Criteria
Heat Exchangers
Heat Exchanger Design Criteria
Submerged Pipe Cooling
Submerged Pipe Design Criteria
Cooling Towers
Types of Cooling Towers
Cooling Tower Design Criteria
Aftercooler Heat Exchanger Sizing
Interconnection of Engines
Flexible Connections
Piping Supports
Jacket Water Heaters
Cleanliness and Strainers
Serviceability and Isolation Valves
System Monitoring
Customer Connections
Cooling Systems
As with all internal combustion engines
Caterpillar G3600 engines produce heat as a
by-product of combustion. As a general rule,
20–40% of the energy input into an engine
must be removed by the cooling system. The
three basic systems that reject this heat are
the aftercooler, oil cooler and jacket water
circuit. Each of these systems have specific
requirements that must be met in order to
provide a well designed cooling system.
All the pressure and temperature values in
this publication are gauge values unless
otherwise specified. All units are in the Metric
convention with English equivalents in
parentheses, i.e. meter (feet). Additional
cooling systems topics related to heat
recovery applications are covered in the next
chapter on Heat Recovery.
Basic System Configurations
Caterpillar G3600 Engines offer different
cooling system configurations and options to
fulfill the customer’s needs. These cooling
system configurations will be discussed
separately in the following sections. The
cooling system design for the different
configurations to calculate flows,
temperatures and pressure drops across the
different circuits is explained in the
subsequent sections. The design of any
cooling system configuration should adhere to
the limits specified in the Temperature Limits,
Pressure Limits and Flow Limits sections and
to the guidelines for the quality of the coolant
specified in the Water Quality section in the
Heat Recovery chapter. Heat Recovery
systems should follow design guidelines
specified in the Heat Recovery chapter.
The schematics in the following sections
provide a functional layout of the different
types of cooling systems and do not indicate
the scope of supply or specifications of the
components in the system. The various
factory supplied or available components of
the cooling system and those that must be
supplied by the customer are shown in the
Customer Connections section. The cooling
system weld flanges and sizes for customer
connections points for all configurations are
also given in the Customer Connections
section. For more information on cooling
system options please refer to the G3600
Price List.
Standard Cooling System
The standard cooling system cools the engine
jacket on one circuit and aftercooler and oil
cooler on the other. The aftercooler and oil
cooler are connected in parallel. This system
is available with the option of either an inlet
controlled or an outlet controlled system.
The inlet controlled system, see Figure 1,
regulates the jacket water inlet temperature to
a minimum of 83°C (181°F) or 93°C (199°F)
and aftercooler-oil cooler circuit inlet
temperature to a minimum of 32°C (90°F) or
54°C (130°F) by factory supplied regulators.
The outlet controlled system, see Figure 2,
regulates the jacket water outlet temperature
to a minimum of 88°C (190°F) or 99°C
(210°F) and the aftercooler-oil cooler circuit
outlet temperature to a minimum of 64°C
(147°F) by factory supplied regulators.
Generally, inlet control is preferred for heat
exchanger cooled systems and outlet control
is used for radiator cooled systems. Refer to
the section on Selection of Inlet or Outlet
Controlled Systems for more information on
inlet and outlet controlled systems. The
connections for the A, B and C ports of the
temperature regulator housing are explained
in the section on Inlet Control and Outlet
Control.
The jacket water circuit and the aftercooler-oil
cooler circuit need a minimum expansion
volume provided by separate expansion tanks
or integral with radiators header tanks. Refer
to section on Expansion Tanks for different
types of expansion tanks, sizing guidelines
and information about factory provided
expansion tanks. Vent lines are required on
both circuits to return to the expansion tank
and eliminate air traps in the circuit. Refer to
the section on Venting and Filling for
recommended vent line sizes and venting
locations.
The Figures 3 & 4 show a pictorial view of the
Standard Cooling Systems on G3600 engines.
Additional schematics of the standard cooling
system with remote flow expansion tank are
5
 Turbo Jacket Water
Vent
Heat Exchanger
Line
Raw Water
Out
Engine Jacket B
A C

83°C (181°F) Temperature Raw Water

Jacket Water 93°C (199°F) Regulator In
Full Flow
Pump Expansion Tank
Raw Water
Out
Oil Cooler
Mixer
Box
Aftercooler
Vent Vent
Line Line
G3606 & G3612 &
G3608 Only G3616 Only B Raw
A C Water In

32°C (90°F) Temperature AC-OC Circuit

AC-OC Pump 54°C (130°F) Regulator Heat Exchanger
Full Flow
Expansion Tank

Figure 1. G3600 Standard Cooling System-Inlet Controlled (with full flow expansion tank).

Vent
Line 88°C (190°F) Temperature
Turbo
99°C (210°F) Regulator

A C
B
Engine Jacket

Jacket Water Full Flow Jacket Water

Pump Expansion Tank Temperature Radiator
64°C (147°F) Regulator

Oil Cooler A C
Mixer B
Box
Aftercooler
Vent Vent
Line Line
G3606 & G3612 &
G3608 Only G3616 Only

AC-OC Circuit
AC-OC Pump Full Flow Radiator
Expansion Tank

Figure 2. G3600 Standard Cooling System-Outlet Controlled (with full flow expansion tank).

6
Figure 3. Standard Cooling System – G3606 & G3608 engines.

7
 Figure 4. Standard Cooling System – G3612 & G3616 engines.

8
given in the section on Expansion Tanks for
Inlet and Outlet Controlled Systems.
Combined Heat and Power Cooling
System (CHP)
In applications where the heat energy from
various engine components is used to provide
hot water for domestic and industrial end
users, the aftercooler, oil cooler and engine
jacket are all cooled with the same cold water
circuit. Typically the raw water in these
applications is water from the local utility,
referred to as district water. The engine block
should be cooled by treated water only, so for
these Combined Heat and Power applications
the engine jacket circuit is cooled by treated
water in a closed circuit with a heat
exchanger. The district water recovers the
jacket water heat load from the heat
exchanger. The Combined Heat and Power
Cooling System is currently offered only on
G3612 and G3616 engines.
The jacket water circuit is inlet controlled to a
minimum of 93°C (199°F) with factory
mounted temperature regulators, engine
mounted pump, expansion tank and heat
exchanger. The external system relies on
district water pressure to flow water through
Turbo
Engine Jacket
JW Pump
Expansion Tank
District Water In
Factory
Orifice
M Exchanger
Motor Driven
Pump Aftercooler
70°C (158°F)
Maximum
Figure 5. G3600 Combined Heat and Power Cooling System - Option A.
the circuit. The aftercooler and oil cooler are
directly cooled by district water, see Figures 5
& 6. The aftercooler-oil cooler circuit requires
a customer provided booster pump and does
not require a temperature regulator. The
automatic derating system on the engine
starts to derate the engine when the
aftercooler water inlet temperature increases
beyond 32°C (90°F). The inlet water
temperature to the aftercooler in this system
should not exceed 70°C (158°F).
The jacket water circuit in this system is
designed as a closed circuit to control the
quality of the coolant used in the engine
jacket. The aftercooler and oil cooler can
tolerate higher amounts of contaminants than
the jacket water circuit, permitting district
water to be used directly in them. For
additional design guidelines to be followed for
the CHP cooling system, refer to the section
on Design Criteria for Standard Temperature
Systems in the Heat Recovery chapter. The
general guidelines for the water quality for
use in G3600 engines is given in the Water
Quality section in the Heat Recovery chapter.
Strainers should be installed permanently in
the aftercooler and oil cooler circuit to
prevent entry of debris into the components
Jacket Water
Heat Exchanger
Vent
Line
B
A C
93°C (199°F) Temperature
Regulator
Exhaust Heat
Second Stage
Oil Cooler
Exhaust Heat
Exchanger
First Stage
District Water
Out
9

Turbo
Engine Jacket
JW Pump
Expansion Tank
District Water In
Motor
Driven
M Exchanger
Pump
Aftercooler
70°C (158°F)
Maximum
Figure 6. G3600 Combined Heat and Power Cooling System - Option B.
which can easily clog the water passages. The
requirement for strainers in the cooling
system is given in the section Cleanliness and
Strainers.
Low Energy Fuel Engine Cooling
System
Engines operating with landfill gas, digester
gas or any other low energy fuel need to
maintain higher cooling circuit operating
temperatures for long engine and oil life. This
helps to prevent condensation of acids formed
during combustion in the oil. On the Low
Energy Fuel Engine cooling system, see
Figure 7, the jacket water is outlet controlled
to a minimum of 110°C (230°F) and the
aftercooler-oil cooler circuit is outlet
controlled to a minimum of 64°C (147°F) with
factory supplied temperature regulators.
Engine mounted pumps supply water for both
the jacket water circuit and the aftercooler-oil
cooler circuit.
The expansion volume for both jacket water
and the aftercooler-oil cooler circuit should be
provided and is typically provided in the
radiator tanks. This cooling system must be
pressurized to prevent steam formation at this
high operating temperatures and appropriate
10
Jacket Water
Heat Exchanger
Vent
Line
B
A C
93°C (199°F) Temperature
Regulator
Factory
Exhaust Heat Orifice
Second Stage
Oil Cooler
Exhaust Heat
Exchanger
First Stage
District Water
Out
expansion tank cap or radiator cap should be
used to maintain system pressure. Refer to
the section Pressure Limits for minimum and
maximum system operating pressures and
section on Minimum Pump Inlet Pressure for
pump inlet pressures.
High Temperature Cooling System
The ability to produce low pressure steam or
high temperature water is a necessity for
some cogeneration applications. The G3600
High Temperature Cooling System, see
Figure 8, is designed to provide a maximum
outlet temperature of 130°C (266°F) on the
jacket water circuit. The aftercooler-oil cooler
system is similar to that of the Standard
Cooling System can be inlet controlled to a
minimum of 32°C (90°F) and 54°C (130°F) or
outlet controlled to 64°C (147°F). A customer
supplied pump and temperature regulating
system is required to maintain flow through
the jacket water circuit and the 130°C (266°F)
water leaving the engine can be flashed to
steam in an external boiler or used in the
liquid phase. Steam formation inside the
engine jacket is not allowed at any time and
the control system will shut the engine down
if there is any drop in coolant pressure which
leads to steam formation. The operating
 Vent Line

Temperature
Turbo Regulator
110°C (230°F)

Jacket Water
Engine Jacket Pump

Jacket Water
Radiator
Vent Lines (G3606 & G3608 Only)
Vent Lines (G3612 & G3616 Only)

A C
Oil Cooler
64°C (147°F) C
Mixer Temperature
Box Regulator
Aftercooler

AC-OC Circuit
AC-OC Pump Radiator

Figure 7. G3600 Low Energy Fuel Engine Cooling System.

Pressure &
Steam
Temperature
to Load
Sensors 110°C (230°F)

Engine Jacket Condensate

In

Pressure
Remote Mounted Steam Separator
Switch
Electric Pump
Raw Water
Out
Oil Cooler
Mixer
Box
Aftercooler
Vent Vent
Line Line
G3606 & G3612 &
G3608 Only G3616 Only B Raw
A C Water In

32°C (90°F) Temperature AC-OC Circuit

AC-OC Pump 54°C (130°F) Regulator Heat Exchanger
Full Flow
Expansion Tank

Figure 8. G3600 High Temperature Cooling System.

11
 pressure in the system should be maintained
above the minimum specification to prevent
water from vaporizing to steam inside the
engine which causes serious damage to
engine components. If the system results in a
combined static and dynamic head of over
460 kPa (67 psi) at the engine outlet, use a
heat exchanger to isolate the engine from the
system’s high static and dynamic heads. In
sizing the jacket water pump, heat exchangers
and other cogeneration equipment, adhere to
limits specified in the Temperature Limits and
Pressure Limits sections. The design
guidelines for the High Temperature Cooling
System are given in the High Temperature
System section of the Heat Recovery chapter.
The Heat Recovery section also has some
more recommended configurations for heat
recovery circuits.
Two Stage Aftercooler Cooling Systems
The two stage aftercooler, currently offered
for G3612 and G3616 engines, is intended to
provide high temperature heat recovery for
Electric Power Generation (EPG) applications
and reduce overall radiator sizing for Gas
Compression applications. There are two
coolant stages on the two stage aftercooler,
the first coolant stage uses high temperature
coolant to cool the charge air to an
intermediate temperature and the second
stage cools the air down to engine rating
requirements. The two stage aftercooler can
also allow much higher coolant inlet pressure
to both stages than the single stage
aftercooler. The two stage aftercooler has
round tubes on the coolant side with
removable end tanks. The coolant tubes are
mechanically cleanable.
There are a variety of cooling systems
available for use with the two stage
aftercooler on the G3612 and G3616 engines.
Two of the most common and distinct
configurations are explained in this section.
There are a total of eight configurations of
cooling systems offered in the G3600 Price
List for use with the two stage aftercooler.
Contact the factory for more details on these
cooling systems.
The most appropriate cooling system for a
two stage aftercooler engine in a Combined
12
Heat and Power application is shown in
Figure 9. This configuration provides four
different circuits to make optimum use of the
heat recovery capabilities of each of the
cooling system components on the engine
with a two stage aftercooler. The oil cooler
and first stage of aftercooler require a
customer supplied pump to circulate coolant
through them. The jacket water circuit is
similar to the jacket water system in the
Standard Cooling System. The aftercooler
second stage coolant inlet temperature is
regulated to a minimum of 32°C (90°F) by a
temperature regulator. The aftercooler first
stage coolant inlet temperature can vary from
45°C (113°F) to 95°C (203°F). The oil cooler
is on its own circuit and the maximum inlet
temperature to this circuit is 54°C (130°F).
The second two stage aftercooler cooling
system configuration shown in Figure 10 is
intended to combine the aftercooler first stage
heat load with the jacket water to reduce and
optimize radiator sizing for the complete
engine installation. The second stage
aftercooler and oil cooler are cooled in
parallel, similar to the Aftercooler–Oil Cooler
circuit in Standard Cooling System. The
jacket water–aftercooler first stage can be
cooled by coolant at minimum inlet
temperatures of either 83°C (181°F) or 93°C
(199°F). The oil cooler–second stage
aftercooler circuit has minimum coolant inlet
temperatures of either 32°C (90°F) or 54°C
(130°F) depending on the engine rating.
Special Cooling Systems
The systems discussed so far are the various
production configurations offered. If an
application requires special features or a
unique cooling system configuration, order
through the factory using Special Engineering
Request (SER).
The schematic of one such special cooling
system with an engine mounted combined
jacket water heat exchanger and plate fin oil
cooler is shown in Figure 11.
 To Heat
Exchanger
Engine
Jacket
From Heat
Exchanger
JW Pump 83°C Expansion Temperature
or 93°C Tank Regulator

Customer Stage I
Max 54°C Pump Max 95°C, Aftercooler
1000 kPa To Heat
1000 kPa Exchanger
Oil Cooler Stage I or Heating
Plants

Stage II
Stage II
Customer 32°C or 54°C
Pump 1000 kPa

To Heat Exchanger
or Heating Plants

300 kPa Expansion Temperature

AC Pump Tank Regulator
(Customer
Provided)

Figure 9. Inlet Controlled Cooling System.

Mixer Box
To Heat
Exchanger
Engine
Jacket
From Heat
Exchanger
JW 83°C Expansion Temperature
Pump or 93°C Tank Regulator

Stage I
Aftercooler Mixer Box
To Heat
Stage II Exchanger

Oil Cooler
32°C or 54°C
1000 kPa Max

From Heat
Exchanger
300 kPa Pump Expansion Tank Temperature
(Customer Provided) Regulator

Figure 10. Two Stage Aftercooler cooling systems for G3612 & G3616 Gas Compression Applications.

13
 Full Flow
Engine Jacket JW Pump Expansion Tank B
93°C (199°F)
A C

Temperature
Regulator

Jacket Water
Oil Cooler Heat Exchanger

Raw Water Raw Water

In 80°C (176°F) Out
Maximum
Raw Water
Out
Aftercooler
Mixer
Box

Vent
Line

B Raw
A C Water In

32°C (90°F) Temperature AC-OC Circuit

AC-OC Pump 54°C (130°F) Regulator Heat Exchanger
Full Flow
Expansion Tank

Figure 11. G3600 Special Cooling System -Combined JW Heat Exchanger and Oil Cooler.

Basic Operating Parameters Jacket Water Circuit temperatures

All engine cooling circuits are designated by Outlet 110°C (230°F)
the inlet or outlet temperature to that circuit. High Temperature Cooling Systems
The basic operating parameters available for Aftercooler-Oil Cooler Circuit temperatures
the G3600 Engine cooling systems are: a) Inlet 32°C (90°F) or 54°C (130°F)
b) Outlet 64°C (147°F)
Standard and CHP Cooling Systems Jacket Water Circuit temperatures
Aftercooler-Oil Cooler Circuit temperatures Outlet 130°C (266°F)
a) Inlet 32°C (90°F) or 54°C (130°F)
b) Outlet 64°C (147°F) Engine Ratings are based on aftercooler water
Two Stage Aftercooler Temperatures temperature, jacket water temperature,
a) Stage 1 45°C (113°F) to 95°C (203°F) compression ratio and ambient conditions.
b) Stage 2 32°C (90°F) or 54°C (130°F)
Recommended Temperature Rise
Jacket Water Circuit temperatures
For efficient and trouble free operation of
Low Compression Ratio engines (9:1)
Caterpillar G3600 Engines the following
a) Inlet 83°C (181°F)
values are recommended for the temperature
b) Outlet 88°C (190°F)
rise across the various cooling system
High Compression Ratio engines (11:1)
components.
a) Inlet 93°C (199°F)
b) Outlet 99°C (210°F) Aftercooler-Oil Cooler
Low Energy Fuel Engine Cooling Systems G3616 10°C (18°F)
Aftercooler-Oil Cooler Circuit temperatures G3612 8°C (14.5°F)
Outlet 64°C (147°F) G3608 9°C (16°F)
14
 G3606 7°C (12.5°F) Aftercooler (Two stage)
Aftercooler (Single Stage) Stage 1 12°C (21°F)
G3616 10°C (18°F) Stage 2 11°C (20°F)
G3612 8°C (14.5°F) Oil Cooler 10°C (18°F)
G3608 9°C (16°F) Jacket Water 6°C (11°F)
G3606 7°C (12.5°F)
Aftercooler (Two Stage) The maximum limits for inlet or outlet
Stage 1 10°C (18°F) temperature for coolant in the different
Stage 2 8°C (14.5°F) circuits are:
Oil Cooler
Aftercooler (Single stage) inlet 70°C (158°F)
G3616 8.5°C (15°F)
Aftercooler (Two stage) inlet
G3612 7.5°C (13.5°F)
Stage 1 95°C (203°F)
G3606 & G3608 6°C (11°F)
Stage 2 54°C (130°F)
Jacket Water 4.5°C (8°F)
Oil Cooler (Shell & tube) inlet
Two cooler system
Recommended Inlet Pressures
G3606 & G3608 54°C (130°F)
The recommended range of operating
G3612 & G3616 32°C (90°F)
pressure at the inlet of different circuits are:
Three cooler system 54°C (140°F)
Aftercooler-Oil Cooler Standard Jacket Water outlet,
Cooling System 250–330 kPa (36–48 psi) Non-pressurized 99°C (210°F)
Two Stage Aftercooler Cooling System Pressurized
Stage 1 up to 1000 kPa (145 psi) 28–48 kPa (4–7 psi) 105°C (221°F)
Stage 2 up to 1000 kPa (145 psi) Low Energy Fuel Engine Cooling Systems
Jacket water circuit 83–110 kPa (12–16 psi) 110°C (230°F)
Standard Cooling 225–350 kPa (33–51 psi) High Temperature Cooling Systems
Low Energy Fuel 250–460 kPa (36–67 psi) 130°C (266°F)
Cooling System 300–400 kPa (44–58 psi) The minimum limit for inlet coolant
High Temperature temperatures to the various circuits are:
Cooling System 300–460 kPa (44–67 psi)
Aftercooler inlet 25°C (77°F)
Note: These values of Recommended Oil cooler inlet 0°C (32°F)
Temperature Rise and Recommended Inlet Engine Jacket inlet 0°C (32°F)
Pressures are specified to make most efficient
The maximum allowable lubricating oil
use of the cooling system. In general, for a
temperature to the engine is 85°C (185°F).
cooling system more flow is always better as
Failure to abide by this could result in poor
long as the values are within the maximum
engine performance and or engine failure.
limits as specified in the section on Flow
Limits. Higher values of temperature rise or Pressure Limits
inlet pressure are also allowed if needed for The following combined static and dynamic
specific sites, adhere to the maximum limits pressure limits to the engine cooling system
specified in the section on Temperature Limits components must be maintained to prevent
and Pressure Limits for these. damage to the engine or its components and
ensure good heat dissipation.
Temperature Limits
Caterpillar G3600 Engines should not be Maximum limits:
operated for any reason beyond the following Aftercooler (Single stage) 330 kPa (48 psi)
maximum temperature differential for coolant Aftercooler (Two stage)
across the different circuits. Stage 1 1000 kPa (145 psi)
Stage 2 1000 kPa (145 psi)
Aftercooler-Oil Cooler 12°C (22°F)
Oil cooler (Shell & tube) 1000 kPa (145 psi)
Aftercooler (Single stage) 12°C (22°F)
Engine Block 461 kPa (67 psi)
Pump inlet 145 kPa (21 psi)

15
 Caterpillar Expansion Tank 150 kPa (22 psi) • Total Heat Input can be calculated in
Expansion Tank Pressure Cap 49 kPa (7 psi)
MJ/min = BSFC (MJ/kw2hr) 3 work (kw)
Note: Minimum suction pressures for engine 60 min/hr
mounted aftercooler-oil cooler pump and
jacket water pump at various operating or
temperatures are given in the section Btu/min = BSFC (Btu/hp2hr) 3 hp
Minimum Pump Suction Pressure. 60 min/hr

Flow Limits Total fuel consumed in SCMH (SCFH) is

There are some established maximum flow obtained by dividing the total heat input by
limits for specific Caterpillar G3600 engine the heat content of the fuel, Lower Heating
components to prevent erosion of the coolant Value (LHV) in MJ/SCM (Btu/SCF).
passages.
• Work Output is the total horsepower
Aftercooler (single stage) lpm (gpm) developed. It is expressed in kW (Btu/min)
G3606 & G3608 800 (212) where one horsepower= 0.7457 kW
G3612 & G3616 1475 (390) (42.4 Btu/min)
Oil cooler (shell & tube) 1000 (265)
Aftercooler–Oil Cooler (Standard) • Jacket Water heat rejection is the total
G3606 & G3608 1800 (476) amount of heat transferred to the engine
G3612 & G3616 2475 (655) jacket cooling circuit.
Aftercooler (Two stage)
Stage 1 1000 (265) • Aftercooler Heat rejection is given for
Stage 2 1000 (265) standard conditions of 25°C (77°F)
Cylinder block (Engine jacket) ambient and 150 m (500 ft) altitude. This
G3606 & G3608 1600 (422) heat rejection increases for higher ambient
G3612 & G3616 3000 (794) temperatures and higher altitudes. On
G3600 engines a constant aftercooler air
Heat Rejection outlet temperature is required for the
engine. As air temperature into the
Before a cooling system can be designed, the
aftercooler goes up, so does the heat load
designer must understand how much heat is
that must be removed. As the ambient air
being rejected by each of the engine
pressure decreases with altitude, the
components. This information is generally
turbocharger must impart more energy to
available in the TMI and Technical Manual
the incoming air to get it up to the required
available for the G3600 engines. The following
boost pressure. Use the Aftercooler Heat
guide will help the designer in interpreting
Rejection Factors given in the Technical
and applying the heat rejection data.
Manual or G3600 Specification Sheets to
The theory of heat balance states that heat adjust for ambient and altitude conditions.
input into the engine should equal the sum of Failure to properly account for these
the heat output and work output. factors could cause the engine to detonate
and shutdown due to overheating.
Formula:
• Oil Cooler heat rejection is the amount of
Total Heat Input = Work output + heat transferred from the lubricating oil to
Jacket Water heat rejection + the cooling system.
Aftercooler heat rejection +
Oil Cooler heat rejection + • Total exhaust heat load is the total energy
Total Exhaust heat load + available in the exhaust gases when it is
Radiation cooled from the stack temperature down to
standard conditions of 25°C (77°F). Values
shown are lower heating values and do not
include the heat of vaporization.

16
• Radiation is the amount of heat energy loss
from the engine surface into the engine
room or surrounding ambient.
In every calculation using the engine data,
there is a tolerance band or a deviation from
norm. When using the heat rejection data for
engine components use the following
tolerances.
Total Heat Input 62.5%
Jacket Water heat rejection 610%
Aftercooler heat rejection 65%
Oil Cooler heat rejection 620%
Total Exhaust Heat energy 610%
Radiation 625%
Recoverable Exhaust 610%
Recoverable exhaust heat is not a separate
component of the heat balance equation, but it
is the customary number used in heat
recovery calculations. It represents the heat
energy available when cooling the exhaust
from stack temperature to 177°C (350°F)
unless specified otherwise. If exhaust
temperature other than 177°C (350°F) is
desired, the recoverable heat can be
approximated by the following formula. The
actual formula used to calculate the TMI data
is more complex and requires data not
available in published sources. The exhaust
gas flow given is at standard pressure and
stack temperature.
Flow Calculations
The first step in the design of a cooling
system is to calculate the flow required for
each circuit to transfer the heat load from the
engine components to the Heat Exchangers
or Radiators.
Flow (L/min) = Heat Rejection (kW)
DT (°C)3 Density (KG/L) 3
Specific Heat (kW.min/KG.°C)
Flow (Gal/min) = Heat Rejection (Btu/min)
DT (°F)3 Density (lb/Gal) 3
Specific Heat (Btu/lb.°F)
DT = Outlet Temperature – Inlet Temperature
for that circuit. Density and Specific Heat can
be used from the following table:
A small tolerance should be added to this
calculated flow to account for possible
variances.
Design Flow = Calculated Flow 1 10%
The following table shows the density and
specific heat capacities for the different
coolant media used in cooling systems. The
values on the last column show the Density
multiplied by the Specific Heat capacity, this is
a good indicator of the heat absorption
capacity of the coolant. Flow calculations
should be done with the correct coolant
properties to get the right heat transfer.

Heat rejection in kW (Btu/min) Specific Heat

Density kW min/ Sp. Ht x Den.
kg/l kg °C kW min/l °C
Q = Cp 3 M 3 (T1 2 T2) (lb/gal) (Btu/lb. °F) (Btu/Gal. °F)
Pure Water 0.98 0.071 0.0696
Cp = Specific Heat of Exhaust Gases: (8.1) (1.00) (8.1)
KJ/KG. °C (Btu/lb. °F) 50% Ethylene 1.03 0.060 0.0618
Glycol– (8.6) (0.85) (7.31)
1.107 (0.264) for Natural Gas Engines 50% Water
M = Mass flow of exhaust gases 50% Propylene 1.01 0.065 0.0657
kg/min (lb/min) from Technical Manual Glycol– (8.4) (0.92) (7.728)
50% Water
T1 = Temperature of Exhaust gases from
Engine in °C (°F) from Technical
Manual For engine mounted pumps the external
T2 = Temperature of Exhaust gases at the resistance corresponding to the design
coolant flow for different engine speeds can
outlet of Heat Recovery Silencer in °C
be determined from the External Restriction vs
(°F)
Coolant Flow charts given in subsequent
sections (see Figures 17–22). For circuits not
Refer to the Heat Recovery chapter for a using an engine mounted pump use the
sample calculation of the recoverable exhaust Internal System Restriction vs Flow charts to
heat energy. determine the pressure rise required

17
 corresponding to the design coolant flow (see
Figures 23–31).
This data is also available in the TMI. Since
TMI is updated more frequently than this
publication, in the case of conflicting data
Available External Restriction =
External Restriction from the chart 2
Internal Restriction from Figure 15
corresponding to the design coolant flow.
G3606 & G3608
➤

between this guide and TMI, use TMI P6

➤ ➤

➤
information. ➤
➤

➤
➤

The following charts can also be used to ➤

➤

verify the flow of coolant by measuring the P5 ➤

➤ ➤
➤

➤
pressure drop at inlet and outlet of the

➤
circuits. When verifying flow with the charts, ➤

➤
it is very important to ensure that the P4

➤
➤

pressure measurements are taken at the ➤

➤

➤
P3
recommended locations for accurate P1 ➤
P2
comparison with the given charts. The
G3612 & G3616
recommended pressure measuring locations ➤
➤

for both Jacket Water and standard P6 ➤

➤
➤ ➤

➤ ➤
Aftercooler-Oil Cooler circuit are shown in ➤ ➤
➤

Figure 12 and for the Aftercooler and Oil ➤

➤

➤
➤

➤
➤
➤
cooler individually are shown in Figure 13. ➤

➤
➤

The measuring locations for two stage P3

➤
➤

➤
➤
Aftercooler are shown in Figure 14. Even P5 ➤
➤

➤
some of the minor components in the cooling ➤

➤
system like the mixer box and other castings ➤ ➤

P4
introduce significant restriction to flows and ➤ ➤

should be appropriately accounted for in the P1 P2

pressure drop measurements. External
resistance measurements should be taken
Jacket Water External Restriction = P6 – P4
with blocked open temperature regulators, Jacket Water Internal Restriction = P5 – P6
with no bypass flow. Recommended pressure Aftercooler-Oil cooler External Restriction = P3 – P1
measuring locations on Engine and customer Aftercooler-Oil cooler Internal Restriction = P2 – P3
side of cooling system are also discussed in
Figure 12. Measuring points on G3600 Engines for
the section on System Monitoring.
External and Internal Restriction
For G3600 cooling systems provided with G3612 & G3616 Separate Circuit
Caterpillar package mounted expansion tanks ➤
➤
➤

➤
and temperature regulators for the jacket ➤ ➤ ➤

water system, the internal resistance of the ➤

➤
➤
➤ ➤
expansion tank and the temperature regulator ➤
➤

housing should be subtracted from the jacket

➤

➤
➤

➤
➤ ➤
➤

water external restriction value obtained from ➤ ➤

P2 AC OUTLET
➤

the charts. In these systems the external ➤ ➤

P1 AC INLET
➤
➤
P4 OC OUTLET
resistance available is between the water inlet
➤

and outlet of the regulator housing as shown ➤ P3

in Figure 14. The internal restriction of the OC INLET

expansion tank and temperature regulator

housing is given in Figure 15. So, for engines
with module mounted expansion tank and Aftercooler Internal Restriction = P2 – P1
temperature regulator housing, Aftercooler Internal Restriction = P4 – P3

Figure 13. Internal Restriction Measuring points

for Oil cooler and Aftercooler individually

18
 P2
AC Stage 1 Outlet
P1
AC Stage 1 Inlet
P4
AC Stage 2 Outlet

P3
AC Stage 2 Inlet

Aftercooler Stage 1 Internal Restriction = P1 – P2

Aftercooler Stage 2 Internal Restriction = P3 – P4

Figure 14. Internal Restriction Measuring Points for Two Stage Aftercooler.

Engine Mounted
Temperature Expansion Tank
Regulator
Housing

From
Engine

P1
P2

To Heat From Heat

Exchanger Exchanger

Jacket Water Circuit External Restriction = P1 – P2

(Taken when Temperature Regulators are fully open)

Figure 15. Jacket External Restriction for Engines with Module Mounted Expansion Tanks.

19
 30

Internal System Restriction KPa

25

20

15

10
400 800 1200 1600 2000 2400 2800 3200
Water Flow L/Min

Figure 16. Internal Restriction for Module mounted expansion tank and temperature regulator.

G3606 & G3608 External Resistance vs. Coolant Flow

psi kPa Jacket Water Circuit
250

225
30
200
1000 RPM
175
External Restriction

150
20 900 RPM
800 RPM
125
750 RPM
100

10 75

50

25
750 900 1050 1200 1350 1500 1650 L/Min
g/Min
200 250 300 350 400
Water Flow

Figure 17. Refer to Figure 10 for measuring locations..

20
 G3606 & G3608 External Resistance vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
250

225
30 1000 RPM
200

175
External Restriction

900 RPM

150
20 800 RPM
125
750 RPM
100

10 75

50

25
400 550 700 850 1000 1150 1300 1450 1600 L/Min

g/Min
100 150 200 250 300 350 400
Water Flow

Figure 18. Refer to Figure 10 for measuring locations.

G3612 External Resistance vs. Coolant Flow

Jacket Water Circuit
psi kPa
250
1000 RPM
225
30
200
900 RPM
External Restriction KPa

175
800 RPM
150
20
750 RPM
125

100

10 75

50

25
1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 L/Min
g/Min
350 400 450 500 550 600 650 700 750
Water Flow

Figure 19. Refer to Figure 10 for measuring locations.

21
 G3612 External Resistance vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
250

225
30
200
1000 RPM
175
External Restriction

150
900 RPM
20
125 800 RPM
750 RPM
100

10 75

50

25
1200 1400 1600 1800 2000 2200 2400 L/Min
g/Min
350 400 450 500 550 600
Water Flow

Figure 20. Refer to Figure 10 for measuring locations.

G3616 External Resistance vs. Coolant Flow

Jacket Water Circuit
psi kPa
250

225
30
200
1000 RPM

175
External Restriction

900 RPM
150
20
800 RPM
125
750 RPM
100

10 75

50

25
1500 1700 1900 2100 2300 2500 2700 2900 L/Min
g/Min
400 450 500 550 600 650 700 750
Water Flow

Figure 21. Refer to Figure 10 for measuring locations.

22
 G3616 External Resistance vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
250

225
30
200
1000 RPM
175
External Restriction

150
900 RPM
20
125
800 RPM
750 RPM
100

10 75

50

25
1200 1400 1600 1800 2000 2200 2400 L/Min
g/Min
350 400 450 500 550 600
Water Flow

Figure 22. Refer to Figure 10 for measuring locations.

G3606 & G3608 Internal System Restriction vs. Coolant Flow

Jacket Water Circuit
psi kPa
300
40
250
Internal System Restriction

30
200

150
20

100

10
50

0
400 600 800 1000 1200 1400 1600 1800 L/Min
g/Min
150 200 250 300 350 400 450
Water Flow

Figure 23. Refer to Figure 10 for measuring locations.

23
 G3606 & G3608 Internal System Restriction vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
150
20
125
Internal System Restriction
15
100

75
10

50

5
25

0
500 650 800 950 1100 1250 1400 1550 L/Min
g/Min
150 200 250 300 350 400
Water Flow

Figure 24. Refer to Figure 10 for measuring locations.

G3612 Internal System Restriction vs. Coolant Flow

Jacket Water Circuit
psi kPa
200

25 175

150
Internal System Restriction

20
125

15 100

75
10

50
5
25

0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 L/Min
g/Min
300 350 400 450 500 550 600 650 700
Water Flow

Figure 25. Refer to Figure 10 for measuring locations.

24
 G3612 Internal System Restriction vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
200

25 175

Internal System Restriction 150

20
125

15 100

75
10

50
5
25

0
800 1000 1200 1400 1600 1800 2000 2200 2400
g/Min
250 300 350 400 450 500 550 600
Water Flow

Figure 26. Refer to Figure 10 for measuring locations.

G3616 Internal System Restriction vs. Coolant Flow

Jacket Water Circuit
psi kPa
250

225
25
200
Internal System Restriction

20 175

150
15 125

100
10
75

50
5
25

0
1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 L/Min
g/Min
300 350 400 450 500 550 600 650 700
Water Flow

Figure 27. Refer to Figure 10 for measuring locations.

25
 G3616 Internal System Restriction vs. Coolant Flow
Aftercooler-Oil Cooler Circuit
psi kPa
250

225
25
200
Internal System Restriction

20 175

150
15 125

100
10
75

50
5
25

0
900 1100 1300 1500 1700 1900 2100 2300 L/Min
g/Min
250 300 350 400 450 500 550 600
Water Flow

Figure 28. Refer to Figure 10 for measuring locations.

G3600 Internal System Restriction vs. Coolant Flow

Oil Cooler (Shell & Tube Type)
psi kPa
8 70
2 Section
Oil Cooler
7 60
Internal System Restriction

6
50

3 Section
5 Oil cooler
40
4
30
3

20
2

10
500 600 700 800 900 1000 1100 L/Min

g/Min
150 200 250
Water Flow

Figure 29. Refer to Figure 11 for measuring locations.

26
 G3612 & G3616 Internal System Restriction vs. Coolant Flow
Single Stage Aftercooler
psi kPa

375
50
325
Internal System Restriction

40 275

225
30

175

20
125

10 75

25
500 700 900 1100 1300 1500 1700 L/Min
g/Min
150 200 250 300 350 400 450
Water Flow

Figure 30. Refer to Figure 11 for measuring locations.

G3612 & G3616 Internal Restriction vs. Coolant Flow

Two Stage Aftercooler
psi kPa
180
25 Stage 2

Stage 1
155
20
Internal System Restriction

130

15
105

10
80

5
55

30
500 700 900 1100 1300 L/Min
g/Min
150 200 250 300
Water Flow

Figure 31. Refer to Figure 10 for measuring locations.

27
 G3600 Cooling System Design
Procedure
The discussion in the previous sections are
summarized in this section to present a
simple step by step procedure for design and
sizing of cooling systems for G3600 engines.
• Obtain Heat Rejection for any particular
component (AC, OC, etc.) from the G3600
Technical Manual or Performance
Specification Sheets. For cooling system
design use the maximum Heat Rejection
(nominal 1 tolerance) value.
• Select a temperature rise for the circuit.
The section on Recommended Temperature
Rise gives recommended values for all
components. The temperature rise should
not exceed the maximum limits specified in
the Temperature Limits section at any time.
• Depending on the coolant used (water, 50%
glycol, etc.), the appropriate density and
specific heat values should be used. The
table in the section Flow Calculations gives
these values for standard atmospheric
conditions. These values can be used for
cooling system calculations even at higher
temperatures.
• The calculation of the coolant flow is
explained in the section on Flow
Calculations. Ensure that the design
coolant flow is below the maximum limits
given in the section Flow Limits.
• Once the design coolant flow is obtained,
the external resistance values can be
obtained if it is a standard AC-OC or JW
circuit with engine mounted pump.
Otherwise the flow can be used to
determine the internal system restriction of
the circuit for sizing external pumps. If
module mounted expansion tank and
temperature regulator is used, correct for
its internal restriction.
28
Types of Cooling System
There are two basic types of cooling systems,
open and closed. Examples of each are given
below.
Open Systems (not recommended):
Cooling Tower (without heat exchanger)
Spray Pond
Body of Water
Closed Systems:
Radiator
Heat Exchanger
Cooling tower (with Heat Exchanger)
Evaporative Cooler
In the open system, the cooling water is
exposed directly to air and is cooled by
evaporation and water-to-air heat transfer.
About 75% of the total heat is removed by
evaporation and 25% by transfer. The
continued process of evaporation means that
any scale forming salts present in the water
will gradually be concentrated and the water
may pickup further contaminants from the air.
These impurities can result in the formation
of scale on the walls of the coolant passages
in the engine, decreasing the cooling system
efficiency which may result in overheating.
Refer to the section on Water Quality for
specifications for coolant acceptability. Open
cooling systems are not recommended except
when specific precautions have been taken to
accommodate the above problems in an open
system, such as using cleanable components
like aftercooler and oil coolers. Since these
are not presently offered on the G3600
engines, the use of open cooling system is
restricted.
In the closed system, proper water treatment
can virtually eliminate scale formation and
corrosion. The cooling water does not come
into direct contact with the air. It is cooled by
a process of heat transfer to a cooler medium,
usually air or water. The amount of water in
the engine closed system is relatively small
and confined, can be economically treated.
System Design Requirements
Engine cooling systems must:
• Maintain a required minimum operating
temperature
• Provide sufficient water pump inlet
pressure to prevent pump cavitation
• Vent air introduced into the system by
filling, leaks and engine combustion
• Allow filling without air entrapment (false
fill)
• Reject heat from the jacket water and
aftercooler-oil cooler circuit at greatest
engine load, highest ambient temperature
and altitude
The following topics describe how these are
accomplished by following recommended
cooling system design practices.
Temperature Regulators
The function of the temperature regulator is
to control minimum operating temperatures
of the engine cooling system. All cooling
systems must have a method of maintaining
minimum operating temperature. If minimum
operating temperature is not maintained,
severe maintenance problems may result.
B
Expansion
Tank C
Return
Heat Exchanger
A – B: Cold Flow
A – C: Full External Flow
Figure 32. Inlet Controlled Cooling System.
Factory supplied temperature regulators are
provided for most applications for G3600
engines either assembled with the factory
packaged cooling system or shipped loose to
be connected with the customer’s cooling
system. The factory supplied temperature
regulator is only capable of controlling the
minimum temperature of the cooling circuit
and can not control the maximum
temperature. Once the temperature of the
cooling system has reached the full open
temperature of the regulator, the regulator
does not bypass any flow and this condition is
known as full open flow. The engine
monitoring system provides warnings and
shutdown for high water temperature on
cooling systems.
There are two basic methods of thermostatic
control of minimum operating temperature in
cooling systems, inlet controlled and outlet
controlled.
Inlet Controlled Cooling Systems
Inlet controlled cooling systems, see
Figure 32, are designed to provide a
consistent temperature at the inlet of the
cooling circuit, jacket water or aftercooler-oil
cooler. This is done by placing the sensing
bulb of the temperature regulator in the inlet
flow to the circuit, see Figure 33. If the inlet
flow from the heat exchanger is cooler than
the minimum opening temperature of the
Engine
Thermostat
A
Outlet
Engine Driven Piping
J. W. Pump Part of engine
Caterpillar supplied
when heat exchanger is
mounted on oilfield base
29
 Temperature
Temperature Bulb Side Bulb Side Regulator Housing
Regulator Housing

B A A B

From From
Engine To Engine/ Engine
To Engine
Expansion Tank C
C

To Heat From Heat To From

Exchanger Exchanger Radiator Radiator

Figure 33. Inlet Controlled Regulator layout. Figure 34. Outlet Controlled Regulator layout.

C
Engine
Thermostat
Outlet

B
Radiator

Bypass
Line

Return
A
Piping
Engine Driven
J.W. Pump Part of engine
B – A: Cold Flow Supplied by packager
C – A: Full External Flow or radiator supplier

Figure 35. Outlet Controlled Cooling System.

temperature regulator, the regulator then
balances the cool water from the heat
exchanger with the bypass flow (hot water
directly from the engine) to provide the
correct temperature water at the inlet.
As shown on Figure 33, for a factory supplied
temperature regulator assembly, the bulb side
of the temperature regulator housing, A, is
connected to the inlet of the pump for an inlet
controlled system. The port B is connected to
the tee which gets the supply from the engine
and sends it to the heat exchanger. The other
port, C, is connected to the cold water supply
from the heat exchanger. The inlet controlled
systems, as will be explained in the
subsequent section, are strongly
recommended for G3600 engines cooled by a
heat exchanger or cooling tower.
Outlet Controlled Cooling Systems
Outlet controlled cooling systems, see
Figure 35, are designed to provide a constant
outlet temperature of coolant from the engine.
This is accomplished by placing the sensing
bulb of the regulator on the outlet side of the
circuit, see Figure 34 and controlling the flow
between the bypass circuit and the cooling
circuit. As the outlet temperature becomes
higher than the opening temperature of the
regulator, water is allowed to flow to the
cooling system. If water is too cool, the water
is directed through the bypass and is
recirculated through the engine without being
cooled.

30
For outlet control systems, the factory
supplied temperature regulator assembly is
plumbed with the bulb side of the housing, A,
connected to the outlet of the engine as
shown in Figure 34. The port B is connected
to the tee which branches to the inlet of the
pump and accepts the cold water from the
radiator. The port C is connected to the line
sending the hot water to the radiator.
Factory supplied temperature regulators are
assembled inside the same housing for both
inlet control and outlet control. If the
regulator assembly is shipped loose to be
plumbed at the customer site, care should be
taken to plumb the temperature regulator
housing appropriately for inlet or outlet
control system. Please refer to the installation
drawing of the specific regulator assembly to
plumb the connections accordingly. Some of
the frequent cooling system problems are a
result of wrong connection of regulator
housing in the circuit.
Outlet controlled systems, as explained in the
next section, are recommended for use with
G3600 Engines which are cooled by a
radiator.
Selection of Inlet or Outlet Controlled
Systems
There are certain applications that are better
suited for either inlet controlled or outlet
controlled systems. In general, inlet
controlled systems work well with heat
exchangers and outlet controlled systems
work best with radiators. To understand
which is the better choice for the system
under consideration the following items
should be considered.
A shunt line is required on inlet controlled
systems that do not use a full flow expansion
tank. This is to prevent the possibility of
pump cavitation by providing a positive head
on the suction side of the pump. Outlet
controlled systems generally do not have this
requirement as full head pressure is not
restricted by the temperature regulator and a
shunt line is not required.
Full engine outlet pressure is present at all
times on the heat exchanging device for the
inlet controlled system. This can be a concern
with a radiator, since the outlet pressures are
in the same range as the structural capability
of some solder tube radiators. Outlet
controlled systems tend to isolate the cooler
from the pressure during bypass operation.
Nuisance high temperature shutdowns can be
experienced with an inlet controlled system if
the system flow is inadequate. This is true
even if there is adequate cooling capacity in
the system. The inlet controlled system
provides a fixed temperature coolant to the
engine independent of the amount of flow. If
the flow is low, the temperature rise across
the engine will be high. If the temperature
rise is higher than the maximum allowable
outlet temperature the engine monitoring
system will shut the engine down. An outlet
controlled system would not have this
problem since it will reduce the bypass flow
and increase cooler flow. The temperature
rise across the engine may be higher than
desired for a short period until the system
stabilizes but the engine will continue to
operate.
Thermal shock is caused when the
temperature regulator tries to open and close
to maintain temperature on an outlet control
system. Thermal shock of the engine is a
potential problem with an outlet controlled
system because the coolant must pass
through the engine before the temperature
regulator detects the coolant temperature. If
cool return temperature of coolant is possible
the inlet controlled system will prevent the
thermal shock to the engine components. An
outlet controlled system with a full flow
expansion tank will also prevent this problem.
The deficiencies of both inlet and outlet
controlled systems can be overcome with
proper system design, specifically a full flow
expansion tank. Engine side system pressures
are usually the highest at full bypass. System
pressures are lowest when nearly equal flow
is in bypass and the cooler flow. System
pressures at full open flow is near maximum
and should match external resistance targets.
The external pressure drop of both systems
are identical at full open flow condition.
The selection of expansion tanks for inlet and
outlet controlled tanks is discussed in the
31
 section on Expansion Tanks for lnlet and head required is higher than that provided by
Outlet Systems with the help of some the engine mounted pumps, use external
schematics. pumps with additional pressure capacities.
For external customer supplied pump use the
Line Velocities data from Internal System Restriction vs Flow
Caterpillar G3600 Cooling systems are section to obtain the external head, which is
designed for the following maximum line the difference pump pressure rise and system
velocity limits. restriction. Figure 54 in the System Monitoring
section shows the preferred location for
m/sec (ft/sec) measuring internal system restriction and
Pressurized lines 4.5 (15.0) external restriction. There are ports provided
Pressurized thin walled tubes 2.5 (8.0) for measuring pressure drops at some
Suction lines (Pump inlet) 1.5 (5.0) locations on the engine and there are some
Low velocity de-areation line 0.6 (2.0) recommended locations on the customer
Observing these guidelines will help to cooling system for providing ports.
prevent erosion of the internal passages of the
System Volume
engine and other engine cooling system
The engine coolant volume for the jacket
components and extend its life. Figure 36 can
water and combined aftercooler-oil cooler
be used to calculate water velocity in a pipe or
circuit is given in the following table. This
tube.
data can also be found in the TMI.
Additional External System The Jacket water circuit engine volume given
Resistances does not include the expansion tank volume.
Piping and heat transfer equipment resist
cooling water flow, causing an external AC–OC Circuit JW Circuit
pressure, referred to as head, which opposes Engine Volume Engine Volume
L (Gal) L (Gal)
the pump. Cooling water flow is reduced as
G3606 60 (16) 340 (90)
external head increases. Total system
G3608 60 (16) 470 (124)
resistance to flow must be limited to ensure
G3612 64 (17) 670 (177)
adequate flow. Resistance to flow is
G3616 72 (19) 900 (238)
determined by the length of pipe, number and
type of fittings and valves used, coolant flow
rate and losses contributed by the heat The volumes for all other components such as
transfer devices. expansion tanks, radiator and customer piping
should be added to get a total system volume,
When designing an engine cooling system, if needed for filling and other purposes.
the pressure drop (resistance) in the external
cooling system can be calculated by totaling
the pressure drop in each of the system’s
components. Figures 37 and 38 can be used to
determine pressure drop through pipe fittings
and valves. Figure 36 can be used to
determine flow velocities in tubes and pipes
for a given volume of flow. The velocities
should remain within limits set forth in the
section Line Velocities. Suppliers of other
components such as strainers and heat
transfer equipment can provide the required
data on their components.

The external head allowable if an engine

mounted pump is used is shown in the section
External Resistance vs Flow. If the external

32
Figure 36. Velocity vs. Flow.

33
 Typical Friction Losses of Water in Pipe (Old Pipe)
Nominal Pipe Diameter

Head Loss In f/ 100 ft

gal/min gal/min
(m per 100 m)

gpm L/s 3/4 in. (19.05 mm) 1 in. (25.4 mm) 1 1/4 in. (31.75 mm) 1 1/2 in. (38.1 mm) 2 in. (50.8 mm) 2 1/2 in. (63.5 mm) 3 in. (76.2 mm) gpm L/s
5 .34 10.5 3.25 0.84 0.40 0.16 0.05 5 .34
10 .63 38.0 11.7 3.05 1.43 0.50 0.17 0.07 10 .63
15 .95 80.0 25.0 6.50 3.05 1.07 0.37 0.15 15 .95
20 1.26 136.0 42.0 11.1 5.20 1.82 0.61 0.25 20 1.26
25 1.58 4 in. (101.6 mm) 64.0 16.6 7.85 2.73 0.92 0.38 25 1.58
30 1.9 0.13 89.0 23.0 11.0 3.84 1.29 0.54 30 1.9
35 2.21 0.17 119.0 31.2 14.7 5.10 1.72 0.71 35 2.21
40 2.52 0.22 152.0 40.0 18.8 6.60 2.20 0.91 40 2.52
45 2.84 0.28 5 in. (127 mm) 50.0 23.2 8.20 2.76 1.16 45 2.84
50 3.15 0.34 0.11 60.0 28.4 9.90 3.32 1.38 50 3.15
60 3.79 0.47 0.16 85.0 39.6 13.9 4.65 1.92 60 3.79
70 4.42 0.63 0.21 113.0 53.0 18.4 6.20 2.57 70 4.42
75 4.73 0.72 0.24 129.0 60.0 20.9 7.05 2.93 75 4.73
80 5.05 0.81 0.27 145.0 68.0 23.7 7.90 3.28 80 5.05
90 5.68 1.00 0.34 6 in. (152.4 mm) 84.0 29.4 9.80 4.08 90 5.68
100 6.31 1.22 0.41 0.17 102.0 35.8 12.0 4.96 100 6.31
125 7.89 1.85 0.63 0.26 7 in. (177.8 mm) 54.0 17.6 7.55 125 7.89
150 9.46 2.60 0.87 0.36 0.17 76.0 25.7 10.5 150 9.46
175 11.05 3.44 1.16 0.48 0.22 8 in. (203.2 mm) 34.0 14.1 175 11.05
200 12.62 4.40 1.48 0.61 0.28 0.15 43.1 17.8 200 12.62
225 14.20 5.45 1.85 0.77 0.35 0.19 54.3 22.3 225 14.20
250 15.77 6.70 2.25 0.94 0.43 0.24 65.5 27.1 250 15.77
275 17.35 7.95 2.70 1.10 0.51 0.27 9 in. (228.6 mm) 32.3 275 17.35
300 18.93 9.30 3.14 1.30 0.60 0.32 0.18 38.0 300 18.93
325 20.5 10.8 3.65 1.51 0.68 0.37 0.21 44.1 325 20.5
350 22.08 12.4 4.19 1.70 0.77 0.43 0.24 50.5 350 22.08
375 23.66 14.2 4.80 1.95 0.89 0.48 0.28 10 in. (254 mm) 375 23.66
400 25.24 16.0 5.40 2.20 1.01 0.55 0.31 0.19 400 25.24
425 26.81 17.9 6.10 2.47 1.14 0.61 0.35 0.21 425 26.81
450 28.39 19.8 6.70 2.74 1.26 0.68 0.38 0.23 450 28.39
475 29.97 7.40 2.82 1.46 0.75 0.42 0.26 475 29.97
500 31.55 8.10 2.90 1.54 0.82 0.46 0.28 500 31.55
750 47.32 7.09 3.23 1.76 0.98 0.59 750 47.32
1000 63.09 12.0 5.59 2.97 1.67 1.23 1000 63.09
1250 78.86 8.39 4.48 2.55 1.51 1250 78.86
1500 94.64 11.7 6.24 3.52 2.13 1500 94.64
1750 110.41 7.45 4.70 2.80 1750 110.41
2000 126.18 10.71 6.02 3.59 2000 126.18

Figure 37. Typical Friction Losses of Water in Pipe.

34
Figure 38. Resistance of valves and fittings to flow of fluids.

35
 Minimum Pump Inlet Pressure The minimum pressure specified in Figure 39
It is important for successful pump operation is valid for installations where the length of
and obtaining the correct pump rise to straight pipe at the pump inlet is at least 1.5m
provide sufficient pump inlet pressure at all (5ft). For installations where the inlet to the
conditions of flow. Insufficient suction pump is directly after a right angle (90°)
pressure causes cavitation at pump outlet bend, the minimum suction pressure should
which results in reduced flow to the engine be increased by 10%. The pump inlet pressure
and erosion of the pump parts. While should exceed the maximum pump inlet
designing the external cooling system, care pressure specified in the section on Pressure
should be taken to ensure that the proper Limits.
suction pressure is provided for the pump.
The main factor that affects the suction A properly designed expansion tank provides
pressure required are the operating minimum pressure at the pump inlet all the
temperature and type of coolant. The time. The suction pressure also differs with
requirements of minimum inlet pressure for the type of cooling system, inlet or outlet
the engine mounted pump with water as controlled as explained in the section on
coolant for various operating temperature is Expansion Tanks.
shown in Figure 39. This data can be used for
Expansion Tanks
50% ethylene or propylene glycol solutions
There are two ways of providing expansion
also (as they are more resistant to
volume to a cooling system, by separate
vaporization than water).
expansion tanks or as an integral part of the

Minimum Water Pump Suction (inlet) Pressure

125

115
Water Pump Inlet Temperature (Deg C)

105

95

85

75

65

55

45

35

25
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
Water Pump – Minimum Inlet Pressure Required (KPa gage)
Figure 39. Minimum water pump suction (inlet) pressure.

36
radiator header tank design. If the expansion
is provided as part of the radiator tank, the
customer does not need to provide any
additional expansion tank. Many G3600
engines are installed with custom cooling
systems and/or remote radiators which
require a separate customer supplied
expansion tank.
The following discussion on expansion tanks
is to guide users in specifying and installing
those expansion tanks.
An expansion tank must meet the following
functions:
• The tank must be the highest point on the
system and must be connected with the
pump in a way to maintain a positive head
on the water pump
• The tank must be vented to atmosphere or
incorporate a pressure cap to assure
system pressure and prevent boiling of the
coolant
• The tank must provide de-areation and is
usually the means for filling the system
• The size of the expansion tank should
include the required expansion volume and
the minimum reserve capacity to provide
for expansion plus reserve
The functions of the expansion tank require
that it be located at the highest point of the
system, otherwise the design criteria will be
difficult to accomplish. The expansion tank’s
function is to allow for thermal expansion of
the coolant. Coolant expansion is a function of
the coolant temperature and type of coolant.
In addition to thermal expansion, there
should be volume for after-boil and sufficient
reserve to allow operation with small leaks
until they are fixed.
Full Flow and Remote Flow
Expansion Tanks
There are two types of expansion tanks, full
flow and remote flow. A full flow expansion
tank performs several functions since all the
flow passes through it, see Figures 1 and 2. It
provides a blending chamber for cooled and
bypass coolant from the temperature
regulator, an expansion area to de-areate the
coolant and a positive suction head at the
pump inlet without a shunt line. A full flow
tank eliminates the disadvantages of inlet
versus outlet controlled systems. Since full
flow expansion tank performs the de-areation
function, it will require greater volume. This
type of a tank must be well designed and
constructed to withstand the full system
pressure which is exerted on the tank.
A full flow expansion tank requires careful
attention to design to prevent the tank from
causing coolant aeration at high flow. A full
flow expansion tank might require a volume
several times that of a remote tank to prevent
aeration. Generally, a full flow tank should be
sized to limit the fluid change rate to an
absolute maximum of 50 times per minute at
the low level mark. Fluid change rates of 30
times per minute or less and proper baffling
will help insure that the expansion tank will
not cause coolant aeration at the low coolant
mark.
A remote (or shunt) flow expansion tank is
simply a tank mounted preferably at the
highest point of the cooling system, see
Figures 40 and 41. Its function is to contain
the expansion volume of the coolant as it
heats up, provide a positive head to the inlet
of the pump and provide a filling and venting
location from the system. In this type of an
expansion tank very little flow takes place
through the tank itself, usually the shunt line
to vent line bypass flow.
Expansion Tanks for Inlet and Outlet
Controlled Systems
Inlet controlled systems have temperature
regulator between the heat exchanger and the
suction side of the circulating pump. If remote
expansion tank is used, the regulator creates
restriction on the pump inlet and will result in
cavitation. To prevent the negative pressure
(vacuum) and pump cavitation, a shunt line is
connected between the bottom of the
expansion tank and the pump inlet, see
Figure 42. The height of the expansion tank
provides static head on the pump to raise the
inlet pressure and prevent cavitation. The
shunt line should be a minimum of 63.5 mm
(2.5 in) in outside diameter. The diameter of
37
 Remote Flow
Expansion Tank
Vent
Line
Jacket Water
Heat Exchanger
Turbo

Raw Water
83°C (181°F) Out
Engine Jacket Shunt
Line 94°C (201°F)

Raw Water
Jacket Water Temperature
In
Pump Remote Flow Regulator
Expansion Tank
Vent Lines
G3606 & Raw Water
G3612 &
G3608 Out
G3616
Oil Cooler
Mixer
Box
Aftercooler
Shunt
Line
Raw
Water In

32°C (90°F) Temperature AC-OC Circuit

AC-OC Pump 54°C (130°F) Regulator Heat Exchanger

Figure 40. G3600 Cooling System with Remote Flow expansion tank - Inlet Controlled.

Remote Flow
Expansion Tank
Vent
Line

88°C (190°F) Temperature

Turbo Regulator
99°C (210°F)

Engine Jacket Shunt

Line

Jacket Water Jacket Water

Pump Remote Flow
Radiator
Expansion Tank
Vent Lines
G3606 & Temperature
G3608 G3612 &
Regulator
G3616
Oil Cooler
64°C (144°F)
Mixer
Box
Aftercooler
Shunt
Line

AC-OC Circuit
AC-OC Pump Radiator

Figure 41. G3600 Cooling System with Remote Flow Expansion Tank - Outlet Controlled.

38
 Remote
Expansion
Tank Deaeration And Vent Line

Vent If Required

Outlet

Shunt
Line

Engine
Thermostat

Return

Heat Exchanger Engine Driven

J. W. Pump

Figure 42. Inlet controlled system with remote flow expansion tank.

Engine
Full Flow
Thermostat
Expansion
Tank

Return
Outlet

Heat Exchanger Engine Driven

J. W. Pump

Figure 43. Inlet controlled system with full flow expansion tank.

39
 Expansion Tank

Deaeration Vent Line, If Required

And Vent Line
Fill Line

Engine
Thermostat
Outlet
Connection
Line

Radiator
Bypass
Line

Engine Driven
Return J.W. Pump

Figure 44. Outlet Controlled System with vertical radiator core.

Cap

Deaeration And Vent Line

Vent Line,
If Required
Fill
Line
Engine Thermostat
Outlet

Bypass
Line

Return

Engine Driven
Alternate Connection
J.W. Pump
In Return Line

Figure 45. Outlet Controlled System with vertical cross flow radiator core.

Cap
Expansion Tank
Deaeration And Vent Line

Vent Line, If Required

Fill Line

Engine
Thermostat
Outlet

Alternate Connection Location

Bypass
In Return Line
Line

Return

Engine Driven
J.W. Pump
Figure 46. Outlet Controlled System with horizontal radiator core.

40
the shunt line is important. The area of the
shunt line must be at least four times the
combined area of the vent lines connected to
the tank. This will minimize any reduction of
the static head because of vent and de-
areation flow. For a full flow expansion tank
the tank is located in the suction line to the
pump, see Figure 43, and no shunt line is
needed.
Outlet Controlled systems differ from the
inlet controlled systems in the routing of the
expansion tank connection. In this system the
expansion tank connection is called fill line.
The fill line size should also be a minimum of
63.5 mm (2.5 in). Since there is no
temperature regulator located between the
heat transfer equipment (radiator) outlet tank
and the suction of the pump, the fill line does
not need to be plumbed back to the inlet of
the pump. The relative sizes of the return line
of radiator provides minimum pressure loss.
This means the expansion tank may be
connected to either the outlet tank or
anywhere in the return line to the pump, see
Figures 44, 45 and 46. Do not connect the fill
10
8
100% Propylene Glycol
7
Coolant Expansion %
50% Propylene Glycol
6
100% Ethylene Glycol
5 50% Ethylene Glycol
3
2
0
0 10 20 30
Figure 47.
Figure 47. Expansion
Expansion raterate of coolant
of coolant.
line to the inlet tank. There will not be
sufficient head for the de-areation circuit to
function properly. There will also not be
sufficient head on the pump suction and the
pump head may force coolant to overflow the
pressure cap.
Sizing Expansion Tanks
The required expansion volume for the jacket
water circuit can be calculated based on the
operating temperature and type of coolant.
The expansion rate for the different type of
recommended coolants are shown in
Figure 47. The maximum expansion volume
for the jacket water on standard cooling
systems is 15%. For higher temperature
systems (higher than 100°C or 212°F) will
need a larger volume to adsorb after-boil that
may occur on hot shutdown, see section on
High Temperature Solid Water Systems in the
Heat Recovery chapter for more information.
A separate expansion tank is required for the
aftercooler-oil cooler cooling system to
eliminate the possibility of coolant exchange
between the high temperature jacket water
Pure Water
40 50 60 70 80 90 100 110 120 130
Temperature °C
41
 system and this circuit. The maximum
expansion required for this circuit is 8%. This
is due to the lower coolant temperatures and
system volume of the aftercooler-oil cooler
circuit.
The system volume for jacket water and
standard aftercooler-oil cooler systems is
given in the section System Volume. The
minimum reserve capacity is determined
from the following table:
Total External Circuit Vol. Min. Reserve Capacity
(% of Engine Coolant Vol.) (% of Total System Vol.)
≤ 50 10
60 9
70 8
80 7
90 6
≤ 100 5
Therefore the minimum acceptable expansion
tank volume is:
Minimum Tank volume 5 (Expansion Rate 3
System Volume) 1 Minimum Reserve Capacity 5
Expansion vol. 1 Minimum Reserve Capacity
System Pressures
Depending on the altitudes and ambient of
the engine site, pressurizing the system will
help to prevent the coolant from boiling under
occasional adverse conditions. Slight system
pressures minimizes pump cavitation even at
high altitudes and increases pump efficiency.
For each 6.9 kPa (1 psi) of increase in system
pressure, the boiling point of pure water is
raised about 2°C (3.5°F). Elevations above
3048 m (10,000 ft) require higher rated
pressure caps to avoid boiling. Ethylene and
propylene glycol solutions raise the boiling
point. However alcohol or other volatile
antifreezes lower the boiling point. Figure 48
shows the effects of system pressure on
boiling point of water at various altitudes.
42
Cooling System Pressure
Altitude
0 2 4 6 8 10 12 14 PSI
Feet Meters 0.0 0.1 0.3 0.4 0.60.70.81.0 kg/cm2
14000 4300
12000 3700
10000 3000
8000 2400
6000 1800
4000 1200
2000 600
Sea Level 0
°Fahrenheit 180 190 200 210 220 230 240 250
°Celsius 82 88 93 99 104 110 115 121
Boiling Point of Water
Figure 48. Boiling point change with change in cooling
system pressure.
Caterpillar supplied expansion tanks have a
suitable pressure cap to maintain correct
system pressures for normal applications as
discussed in the section Attachment
Expansion Tank. When a factory expansion
tank is not used, the following three methods
can be used to ensure the right system
pressure.
1. Use a pressure cap on the auxiliary
expansion tank.
2. Providing the pressure with a water column
by locating the auxiliary expansion tank
(without pressure cap) at an elevation
above the pump.
3. A combination of an elevated auxiliary
expansion tank with a pressure cap
1 m of water = 9.8 kPa (1 ft = 0.43 psi)
Static head is the maximum height the
coolant is raised. Large static heads are
encountered when radiators are located on
the roof. Excessive static head can cause
engine mounted pump seal leakage.
Dynamic head is the sum of the static
pressure head plus the pump rise at operating
condition. Excessive dynamic head can cause
leakage at gasket joints downstream of the
coolant pumps. The combination of static and
dynamic head must meet the pressure criteria
specified in the Pressure Limits sections.
Components in the external cooling system,
particularly radiators, must meet operating
pressure levels. When static and dynamic
pressure exceed acceptable limits, isolate the
engine side by providing a heat exchanger or
hot well.
Attachment Expansion Tank
An attachment expansion tank, designed with
the functions discussed above, is available as
a full flow expansion tank for the jacket water
circuit for the G3600 engines.
The Caterpillar expansion tank provides the
following features.
Expansion Volume for coolant
Coolant Level Alarm
Pressure Cap & Vent
Coolant Sight gauge
De-areation Chamber
Temperature Regulator Mounting location
The following recommendations and
guidelines should be followed when using this
tank,
• The maximum pressure capability of this
expansion tank is 150 kPa (22 psi). This
maximum pressure limitation would
preclude the expansion tank from many
high temperature applications. The
standard pressure cap on this expansion
tank is rated for 49 kPa (7 psi). Higher
pressure rated caps have to be specially
requested from the factory for coolant
temperatures higher than 99°C (210°F).
• The expansion tank must be the highest
point in the cooling system. If the
attachment expansion tank is not the
highest point of the system, an auxiliary
expansion tank will be required. The
additional added static head provided by
the auxiliary tank may raise the system
pressure above the limit for the attachment
expansion tank. The auxiliary expansion
tank is added cost and may make the
attachment expansion tank redundant.
Those installations may be better designed
with a shunt flow expansion tank instead.
• Attachment expansion tanks have sufficient
volume for a specific total system volume
for the standard cooling configuration listed
in the TMI. This expansion tank should not
be used on larger systems than it is
designed for. Application on larger systems
will result in coolant loss during operation
from the overflow and a low coolant
shutdown on a subsequent restart attempt.
Filling and Venting
G3600 Engines can be filled either through
the filler cap on the expansion tank or by
pumping coolant from the bottom, through
the ports on the pump or cylinder block. The
filler cap is usually located on the expansion
tank. The line connecting the expansion tank
with the pump suction should be sized to
accept the maximum fill rate of the system.
The maximum guidelines for filling rate,
through the filler cap, is 19 L/min
(5 Gal/min). Bottom fill by pumping should
not exceed a rate of 112 lpm (30 GPM). Air
trapped in the high point of the cooling
system during the initial fill is difficult to
purge and requires venting. A cooling system
that will not purge itself on initial fill must
have vent lines from the highest points of the
system to the expansion tank. Some high
points that must be vented on the G3600
engine are turbocharger housing, mixer box
(both jacket water and aftercooler-oil cooler
sides) on G3612 and G3616 and oil cooler on
G3606 and G3608. Vent lines must travel at a
continuous upward slope from the engine and
enter the expansion tank below normal water
level and contain no air traps. An adequate
vent line would be 9.5 mm (0.375 in) to 12.7
mm (0.5 in) outside diameter tubing. Vent
lines must be provided by the customer for all
installations. Refer to the installation drawings
of the specific engine for venting locations.
The preferred system is to have all high
points vented to the expansion tank. There
are some installations where that is not
possible, especially when modifying existing
installations. Mechanical vent valves can be
added to high points to vent air and gases,
that accumulate at high points, after every fill.
Vent valves require servicing. Occasionally
they leak coolant or allow air to enter the
system during shutdown. In some areas,
coolant may be considered a hazardous liquid
and coolant leaks should be avoided. In those
locations an active venting system is
preferred over mechanical vent valves.
43
 Caution: The constant fill level in the
expansion tank must be above all piping. Vent
high points of the engine to the expansion
tank to allow specified fill rate and prevent
false fill.
De-aeration
Air can be trapped in the cooling system at
initial fill or enter through combustion
leakage during engine operation. This air and
gas must be vented from the system, or
system deterioration and pump cavitation will
occur.
Since there is a possibility of entrained
combustion gases in the cooling system, de-
areation capabilities are required to be built
into the system. De-aeration may be with a
centrifugal de-aeration gas separator with the
gases vented back to the expansion tank, see
Figure 49. If a centrifugal de-aeration gas
separator is not used separation of gas from
the liquid medium requires a low coolant
velocity of 94 mm/sec (2 fps) with a diverted
flow to the expansion tank, where the
Figure 49. De-aeration Chamber (modified).
44
relatively static velocity in the tank allows the
gases to be separated. The de-aeration flow is
regulated by a 10 mm (3/8 in) diameter
orifice placed in the line. Therefore, in the
areas where de-aeration must take place hold
the coolant velocity below this limit by
increasing the diameter of the pipe, see
Figure 50. The de-aeration line is typically
connected to the radiator inlet tank, most
radiator tanks have sufficient cross-sectional
area to meet this velocity requirement, see
Figure 50. Full flow expansion tanks must be
designed with sufficient cross-sectional area
to slow the velocity of the water. They must
have the internal baffles designed to separate
the gases from the coolant. Closed
accumulator type expansion tanks are not
recommended since they cannot be designed
to actively de-aerate the coolant.
 To System To System
Expansion Tank Expansion Tank
To System
Expansion Tank
Water Velocity
Less Than
0.6 m/s (2 ft/sec)
Figure 50. Pipe Diameter for De-aeration.
Radiators
Radiator Cooling is the most common type of
cooling systems. Radiator cooling provides a
closed, self-contained system that is both
simple and practical for most installations.
Figure 51 shows a diagram of a typical
radiator design. Hot engine water flows to the
inlet tank and then through the radiator core
where it is cooled by air being pushed (or
pulled) through the core by a fan. Cooled
water is then pumped back to the engine.
Circulation is then maintained by a gear
driven, engine mounted water pump. The
cooling system is designed to operate under a
pressure of 27–48 kPa (4–7 psi).
Remote Mounted Radiators
Remote Systems impose added restriction on
cooling water flow by additional piping and
fittings. An auxiliary pump in series with the
engine mounted pump should not be used to
overcome this restriction. When long
distances separate the engine from the
radiator, oversized piping may be required to
minimize piping restriction.
Never locate remote mounted radiators more
than 17.4 m (57 ft) above the pump. At greater
heights the static head developed may cause
leakage at the engine water pump seal.
The radiator inlet tank loses its venting
capability if it is located below the level of the
engine regulator housing. When a radiator
must be mounted lower than the engine an
expansion tank must be used, see Figure 52.
If an engine mounted expansion tank is used,
the radiator must be selected with the inlet
controlled guidelines and the core must
withstand full pump pressure. This will
usually require a round tube radiator. If the
core is vertical reverse water flow through the
radiator. This ensures gas or air is not trapped
in the radiator inlet tank. Radiator design
operating pressure must be increased by
6.9 kPa (1 psi) for every 610 mm (2 ft) the
engine is above the radiator. Do not use
radiator pressure caps. It should be removed
and the opening sealed. The expansion tank
pressure cap can be used to relieve excess
pressure and fill the system.
Radiator Design Criteria
Consider the following factors when
designing and installing a radiator cooling
system. Size the radiator to accommodate a
heat rejection rate approximately 10% greater
than the engine’s maximum (nominal +
tolerance) heat rejection. The additional 10%
will compensate for possible variations from
the published or calculated heat rejection
rates, overload and system deterioration.
Even if the expected load is less than the
engine rated power, size the radiator to match
engine rated power.
Correction factors to the observed ambient
air temperature capability for the machine
must not be overlooked. Altitude above sea
level reduces the density of air and its ability
to cool the radiator. A good correction factor
is 1.38°C (2.5°F) deducted from the observed
ambient temperature capability for each
305 m (1000 ft) above sea level.
It must be kept in mind that the ambient air
temperature may not be the same as the air
temperature flowing across the radiator core.
An engine equipped with an engine mounted
radiator and blower fan will increase the air
temperature as it flows across the engine to
the radiator. The decrease in the ambient
capability of a radiator can be found from the
following table.
45
 C
Engine
Thermostat
Outlet

Radiator
Bypass
Line

Return
A
Piping
Engine Driven
J.W. Pump Part of engine
B – A: Cold Flow Supplied by packager
C – A: Full External Flow or radiator supplier

Figure 51. Radiator Cooling System.

Cap

Expansion
Tank Vent And De-aeration Line

Fill Line Engine

Sealed Pump
Radiator
Cap

Figure 52. Radiator Cooling System with expansion tank.

46
 Estimated Air to Core Rise
Blower
Fan
Engine only, outside or in 3°C (5.4°F)
a large engine room
Engine/generator outside or in 4°C (7.2°F)
a large engine room
Engine/generator in enclosure 7°C (12.6°F)
with external muffler
Engine/generator in enclosure 9°C (16.2°F)
with internal muffler
Another correction which must be included is
the effect of antifreeze. The ability to transfer
heat diminishes with the addition of any
antifreeze, ethylene glycol or propylene
glycol. Antifreeze decreases heat transfer
capability of a radiator by approximately 2%
for every 10% of antifreeze. If antifreeze is
used year-round, this must be considered.
Year-round use of antifreeze decreases
radiator capabilities by at least 3.3°C (6°F).
When selecting radiator location, consider fan
noise. Noise transmits through the air inlet as
well as outlet. Soft flexible joints between
radiator and duct will prevent vibration and
noise transmission.
Figure 53. Remote mounted radiator cooling system.
Position the radiator so prevailing winds do
Suction not act against the fan. One form of wind
Fan protection for the radiator is a baffle set
None several feet away from the radiator exhaust.
Another method is to install an air duct
Not
Recommended
with generator
outside the wall. Direct the air outlet (or inlet)
vertically. Large radius bends and turning
vanes prevent turbulence and air flow
Not
Recommended restriction. For remote- mounted radiators,
with generator
the radiator can be mounted horizontally so
the prevailing winds do not effect fan flows as
shown in Figure 53.
Care must be taken to prevent the hot
radiator discharge from recirculating to its
inlet or the inlet of another radiator, see
Figures 54a and b. Radiators must be
arranged so that the engine exhaust gases
and crankcase ventilation gases are not drawn
into the air inlet of the radiator, see
Figure 54c.
47
 Radiator Recirculation

Incorrect
Incorrect

Correct

A B C

Figure 54. Radiator Recirculation.

Heat Exchangers
A heat exchanger is sometimes preferred to
cool the engine when ventilation air is limited
or when excessive static head on the engine
must be avoided.

The most common type of heat exchanger is

the shell and tube type. Inside the heat
exchanger, the engine coolant is cooled by
the transfer of heat to some other liquid at a
lower temperature. Heat exchangers are
single or multi pass type depending on the
flow in the raw water circuit of the exchanger,
see Figure 55. In the multi pass exchanger,
water flows twice or more through the
exchanger, single pass type flows raw water
once. Raw water in the single pass type flow
in the opposite direction to the coolant flow to
provide maximum differential temperature
and heat transfer. In multi pass exchanger,
relative direction of flow is not significant. Figure 55. Heat Exchanger Types.

Heat Exchanger Design Criteria

Some heat exchangers suitable for G3600
engines are listed in the price list. Consider
the following factors when designing and
installing a heat exchanger cooling system.

Size the heat exchanger to accommodate a

heat rejection rate approximately 10% greater
than the maximum (nominal + tolerance) heat
rejection of the engine or component. The
additional 10% will compensate for possible
variations from the published or calculated
heat rejection rates and engine overload.
Different cooling mediums have varying
cooling capacities and tendencies to foul or

48
reduce the heat transfer and are represented Fouling Factors Chart Correction Factors
by the fouling factor. Fouling factor affects the Engine Coolant Temperature ≤116°C (240°F)
Raw Water Temperature ≤52°C (125°C)
heat transfer of a heat exchanger by the
Raw Water Velocity ≤ 0.9 m/s > 0.9 m/s
following formula: (3 ft/s) (3 ft/s)
Sea Water 1.0 1.0
FF = 1 2 1
Brackish Water 0.83 1.0
Ucoolant Uclean core
Cooling Tower and Artificial
Spray Pond: Treated Makeup 1.0 1.0
where: Untreated 0.71 0.56
City or Well Water 1.0 1.0
FF = Fouling factor, m2.°C/kW (such as Great Lakes)
(h ft2.°F/Btu) River Water 0.71 0.71
Ucoolant = Heat transfer coefficient of core with Hard (over 15 grains/gal) 0.71 0.56
Engine Jacket 1.0 1.0
coolant, kW/m2.°C (Btu/h ft2.°F)
Treated Boiler Feedwater 1.0 1.0
Uclean core = Heat transfer coefficient of the
clean core, kW/m2. °C
Since heat exchanger tubes can be cleaned
(Btu/h ft2.°F)
more easily than the surrounding shell
Factors for commonly used water types is (jacket), the raw water should be passed
given in this table, through the tubes and the engine cooling
water through the shell or jacket.
Fouling Factor Chart for Water
Engine Coolant Temperature ≤116°C (240°F) If solenoid valves are used to control cooling
Raw Water Temperature ≤52°C (125°C) water, position them upstream of the heat
Raw Water Velocity ≤ 0.9 m/s > 0.9 m/s
(3 ft/s) (3 ft/s)
exchanger. The drain for the heat exchanger
Sea Water 0.0005 0.0005
is always open and the heat exchanger is
Brackish Water 0.002 0.001
relieved of pressure when inoperative. If
Cooling Tower and Artificial
solenoid valves are installed on both sides,
Spray Pond: Treated Makeup 0.001 0.001 raw water could be trapped in the tubes if the
Untreated 0.003 0.003 solenoids fail to open. Water trapped during
City or Well Water 0.001 0.001 engine operation expands and could rupture
(such as Great Lakes)
River Water 0.003 0.002
the exchanger. All solenoid valves should
Hard (over 15 grains/gal) 0.003 0.003
include manual bypass.
Engine Jacket 0.001 0.001
Do not add temperature regulators in raw
Treated Boiler Feedwater 0.001 0.0005
water supplies. Engine jacket water is
controlled by a temperature regulator,
For the coolants listed above fouling factors additional controls add expense, restriction
greater than 0.001 will result in significant and decrease reliability.
change in the heat transfer capacity. Use the
following table to correct the heat capacity of
the heat exchanger given in TMI for fouling Submerged Pipe Cooling
factor different than the base of 0.001. For This method is simplest to use if the engine is
coolants with fouling factors less than 0.001 stationary and is used to pump water, or is
the values have been left unchanged. near a supply of relatively cool water,
Caterpillar does not recommend designing for preferably 29°C (85°F) or less. In this system,
a fouling factor less than 0.001. the engine coolant water is pumped through
coils or lengths of pipe submerged in the
cooler water. These coils can be placed in a
concrete catch basin or tank placed in a
drainage ditch. Care must be taken to protect
the coils from damage and to insure they do
not become buried in the mud or silt.
Figure 56 shows a typical submerged pipe
cooling system.
49
 Engine Mounted
Expansion Tank
Flexible Connectors
Support Pipe In Water
To Allow Circulation Of
Water Around Pipe
Figure 56. Submerged Pipe Cooling.
Submerged Pipe Design Criteria
Engine heat rejection and the temperatures of
the cooling medium must be carefully
considered in determining the correct size
and length of pipe to use. As a rule of thumb
0.003 m2 (0.0353 ft2) of submerged pipe
surface area is required for every kW
(56.87 Btu/min) of engine heat rejection that
must be removed. This rule of thumb is for
raw water temperatures up to 29°C (85°F).
A trial and error method can be used if jacket
water temperature is too high or low. By
adding or removing pipe as necessary, the
engine cooling water temperature can be
maximized. Pipe must be kept out of mud and
off the bottom of the tank to insure maximum
cooling efficiency. Connect the system so that
the engine water flows from the engine to the
cooling coils and to the expansion tank before
returning to the water pump inlet.
Cooling Towers
Since radiators are often ineffective for
cooling AC-OC water below 54°C (130°F), an
alternate source of water is needed for low
temperature cooling circuits like 32°C (90°F).
In such cases cooling towers are used when a
large supply of cool water (i.e. a river, lake,
cooling pond, etc.) is not available or not
usable for environmental reasons.
Though there are several types of cooling
towers, the basic method of heat transfer is
the same. As seen in Figure 57, air is brought
50
Galvanized Pipe
Drain Plug
in direct contact with the cooling water.
Cooling is accomplished in two ways,
approximately 75% occurs by water
evaporation and about 25% by direct heat
transfer from the water spray to the passing
air. Since the primary mechanism for cooling
the water is through evaporation, the ability of
the air to absorb moisture is critical to the
effectiveness of a cooling tower. It is for this
that the performance of a cooling tower
depends on the relative humidity of the
ambient air.
Relative humidity is the measure of the air’s
ability to absorb moisture. When the relative
humidity is 100%, the wet-bulb and the
dry-bulb temperatures are equal and the air
cannot absorb any more moisture. Therefore
there will be no evaporation and little cooling.
However, when the relative humidity is less
than 100%, the wet-bulb temperature is less
than the dry-bulb temperature and the air can
absorb moisture by evaporation. The use of
cooling towers are most practical in areas
with an ambient dry-bulb temperature above
37.8°C (100°F) and when the relative
humidity averages 50% or less.
The prevailing wet-bulb temperature is a key
factor in the design of a cooling tower. It is
the theoretical limit to which a cooling tower
will cool. However, in practical application of a
cooling tower, the coolant temperature can
only be maintained down to about 5.6°C
(10°F) above the wet-bulb temperature.
In open cooling systems using cooling towers,
the engine cooling water is sprayed directly
into the tower and is subjected to the inherent
concentrations of water contaminants of this
system. Unless special provisions are made,
such as cleanable aftercooler and corrosion
resistant plumbing, the use of an open cooling
system is NOT recommended for G3600
engines.
Figure 57 demonstrates how a heat
exchanger can be used to maintain a closed
cooling system for the engine while using a
cooling tower. In this system raw water is
circulated by an auxiliary water pump driven
by the engine or by an electric motor. The
pump flows cool water from a basin at the
bottom to the cooling tower, forces it through
the heat exchanger and to the distribution
system at the top of the tower. As the heated
water passes through the tower it cools and
collects in the basin.
Types of Cooling Towers
Cooling towers are generally two types, the
open type described above and the closed
loop type or evaporative cooler. For the closed
loop cooling tower the engine coolant can be
Air Flow
Fan
Water Spray
Water Sump
Circulating
Pump
Figure 57. Cooling Towers with External Mounted Heat Exchangers.
circulated to the cooler eliminating the heat
exchanger at the engine, see Figure 58. The
coolant in the closed loop can be treated to
prevent corrosion eliminating the
requirement for corrosion resistant piping.
Cooling Tower Design Criteria
As a general rule, cooling towers are most
effective in areas with an ambient dry-bulb
temperature above 37.8°C (100°F) and when
the relative humidity averages 50% or less.
Cooling towers are very sensitive to approach
temperatures (i.e. the difference between the
wet-bulb temperature and the desired coolant
temperature). For an approach temperature of
8.3°C (15°F), all other factors held constant,
tower size increases by 50% if approach
temperature of 5.6°C (10°F) is required. Any
approach temperature below 2.8°C (5°F)
becomes unrealistic.
As with radiators, cooling towers are very
sensitive to recirculation and the presence of
other upwind cooling towers, see Figure 59.
Any recirculation ingestion of exhaust air
from another cooling tower effectively
reduces the approach temperature and the
Engine Mounted
Expansion Tank
Heat Exchanger
51
 Air Flow
Expansion Tank
Fan
Water Spray
Fill Line
Return
Water Sump
Circulating
Pump
Figure 58. Closed Loop Cooling Tower.
wet-bulb temperature of the incoming air. As
was demonstrated earlier, the approach
temperature has a significant effect on the
cooling tower, size. Therefore, factors such as
location of the towers, direction of the
prevailing winds and the height of the towers
(a taller tower will reduce recirculation)
should be taken into consideration.
Wind
Tower Recirculation due to wind
Figure 59. Tower recirculation due to wind.
The continued process of evaporation means
that any scale forming salts present in the
water will gradually be concentrated and the
water may also pick up contaminants from the
52
Deareration Line
Engine
Thermostat
Outlet
Bypass
Line
Engine Driven
J.W. Pump
air. These impurities can result in the build up
of scale on the cooling water passages,
decreasing the cooling system efficiency. As
these salts and minerals collect, they must be
drained and the tower diluted with fresh
water. Solids such as dust may also
accumulate in the tower water and can be
reduced by a filter or centrifugal separators.
If the tower water is used in engine circuits
such as aftercooler, tower water should be
treated with corrosion inhibitors to be
compatible with engine piping and
components. Even with treated water a
cleanable aftercooler core is required when
used with cooling tower water. Cooling towers
installed in frigid locations require additional
design requirements to prevent freezing.
Aftercooler Heat Exchanger
Sizing
The aftercooler heat rejection data given in
TMI and Technical Manual is for standard
conditions of 25°C (77°F) and 150 m (500 ft)
altitude. This data meets all standard
conditions for SAE J1349, ISO 3046,
DIN 6271, BS 5514 and API 7B–11C.
Ambient temperature higher than standard
will raise the amount of heat in the inlet air to
be rejected to the aftercooler circuit. Altitudes
higher than standard will require a higher
compression ratio across the turbocharger
(i.e. the turbocharger works harder) to obtain
the rated absolute pressure in the intake
manifold. Higher pressure ratios result in
more heat of compression and more heat
rejected to the aftercooler circuit.
For ambients and altitudes above the standard
conditions, the aftercooler heat exchanger
must be enlarged to dissipate the additional
heat described in the above paragraph. To
properly size the aftercooler for a specific
ambient and altitude, it is necessary to
multiply the heat rejection at standard
conditions by a multiplier. These multipliers
(between 1.0 and 3.0) are for a combination of
the ambient and altitude and are found in the
Aftercooler Heat Rejection Factors charts in
the Technical Manual or Specification Sheets.
Heat rejection data and the multipliers as well
as the air flow and compressor outlet pressure
can be found in TMI or the Technical Manual
for G3600 engines.
Since the altitude and ambient temperature
aeration curves are designed to be used with
a known water temperature, some effort must
be put into converting the inlet air
temperature of the aftercooler to a water
circuit temperature. Failure to compensate for
the actual air inlet temperature can cause
detonation and result in engine shut down
and possible damage.
To obtain the turbocharger compressor outlet
(inlet air to aftercooler) temperature for other
than standard conditions, use the formula:
Tc = Fac 3 [Tcstd 2 Tman] 1 Tman
Tc = Actual Compressor Outlet air
temperature
Fac = Aftercooler Heat Rejection Factor
Tcstd = Compressor Outlet Air Temperature
at standard conditions
Tman = Inlet manifold air temperature
Interconnection of Engines
Central cooling systems utilize a single
external circuit supplying coolant to several
engines. Although separate cooling systems
for each engine is preferable, use of single
radiator or heat exchanger is theoretically
possible. Practice has shown that only
identical engines at the same loads and
speeds can be successfully combined in a
joint cooling system. A failure on one engine
can adversely affect all engines. For this
reason, interconnected engines should have
isolating valves. Check valves are required on
the outlet line of each engine to prevent
recirculation through an engine that is shut
down with the temperature regulators open.
The cooling systems for mixed engines with
mixed speeds and loads are very difficult to
design and are rarely successful. They must
meet the required criteria (water flows,
temperatures, pressure, etc.) for each engine
while operating in all possible combinations
with other units. Central cooling systems are
not recommended for G3600 engines. If a
central system is desired, each engine can be
cooled by an individual heat exchanger and all
the heat exchangers can be cooled by a
central system.
Flexible Connections
Use flexible connections for all connections to
the engine (rubber hoses are not
recommended). The positions of flexible
connections are important. Shut off valves
should be located to allow replacement of
flexible connections without draining the
entire cooling systems. Orient the flexible
connection to take the maximum advantage of
the flexibility. When selecting connections
consider normal thermal expansion and
maximum expected movement.
The flexible connection should be rated for
conditions well above the anticipated
maximum operating temperature and
pressure of the cooling system. Clamp type
flexible connections are not recommended for
the high temperature circuits on G3600
Engines. Bolted flange type connections
should be used for all jacket water circuits
and any other circuit running more than 65°C
(149°F). Material compatibility must also be
evaluated. The internal surface must be
compatible with the coolant used and the liner
material must be compatible with potential
coolant contaminants, such as lube oil and
53
 system cleaning solutions. The outer cover
must be compatible with its environment
(temperature extremes, ozone, grease, oil,
paint, etc.). Factory provided flexible
connections are available for most pipe sizes,
refer to the Price List for available options.
Piping Supports
All piping to and from the engine must be
suitably supported by means of brackets and
clamps. Piping must not overhang excessively
from the pump inlet, mixer box outlet,
temperature regulators and expansion tanks.
The weight of the piping combined with the
water in the pipes can load the engine
components considerably, especially when the
engine is vibrating during operation. Piping
should be supported adequately on
installations where the radiators or heat
exchangers are roof-mounted or the piping is
routed through the roof.
Jacket Water Heaters
Jacket water heaters are recommended for
faster, easier starting in ambient air
temperatures below 21°C (70°F). All
automatic starting installations should include
these heaters. The correct size heaters for
each engine at minimum ambient room
temperature to maintain engine jacket water
at approximately 32°C (90°F) is shown in the
table below.
Jacket Water Heater Sizes kW (Btu/min)
[Conditions are no winds and 10 hours for warm up,
power to heat from -18°C (0°F) to 32°C (90°F)]
G3606 18.0 (1024)
G3608 18.0 (1024)
G3612 30.0 (1706)
G3616 30.0 (1706)
Heater sizing is based on wind velocity of
0 kmph (0 mph) around the engine. When a
24 kmph (15 mph) wind is present the heater
requirement doubles. Factory provided jacket
water heaters are available for the above
specifications.
Time required for temperature to stabilize is
10 hours. Wattage requirements for shorter
periods are inversely proportional to the 10
hour requirement. Physical location and
54
exposure to the elements can affect sizing.
Contact Caterpillar for special voltages, three
phase current and special heaters for ambient
temperatures lower than listed. For customer
installed systems, the following guidelines
should be considered.
• Mount the heater as low as possible, see
Figure 60.
• The cold water inlet to the heater should be
from the lowest possible point in the engine
cooling system.
• Avoid cold water loops, any situation where
cold water must rise to enter the heater,
see Figure 60, location A.
• Join the hot water side of the heater near
the top of the engine cooling system, but
below the temperature regulators.
• Use the same pipe size (or larger) as the
heater connections.
Caution: Do not create hot water loops. Hot
water line should enter the engine in either a
horizontal or slightly inclined plane,
eliminating the possibility of forming a steam
pocket, see Figure 60.
Cleanliness and Strainers
All pipe and water passages, external to the
engine, must be cleaned before initial engine
operation. There must be flow and any foreign
material must be removed. The radiators and
heat exchangers must also be clean.
The cooling system should be filled with rust
inhibitors and strainers should be installed
before a package test or installation at
customer site. Rust inhibitors can be in the
form of ethylene or propylene glycol if
operating temperatures are expected to go
below freezing, or in the form of coolant
conditioner. The coolant conditioners or rust
inhibitors should be compatible with the
antifreeze used in the engine, refer to the
section Water Quality and Treatment in the
Heat Recovery chapter or Caterpillar
publication Coolant and Your Engine
(SEBD0970) for more information.
 Regulator

Upper Water

Level of Engine
B

Lower Water

Level of Engine

Recommended

Not recommended
Figure 60. Pipe routing with jacket water heater.

Strainers are available from Caterpillar to be Ser viceability and Isolation

installed in all pipes leading to equipment
Valves
added externally during installation. They are
Access to the heat exchangers is required for
available for 100 mm, 127 mm and 152 mm
cleaning or removal of the tube-bundle
(4 in, 5 in, and 6 in) pipe sizes and all have
assembly. Engine water pumps must be easy
1.6 mm (1/16 in) mesh size. On closed
to remove. Remote water temperature
systems, these strainers should be removed
regulators should be accessible and have
after commissioning the unit. On open
appropriate isolation valves to allow servicing
systems like the Combined Heat and Power
of engine and temperature regulators without
systems where the raw water is directly
draining the entire system. Apply similar
cooling aftercoolers and oil coolers,
guidelines to radiators, heat recovery units,
permanent strainers should be installed in the
de-areation units, jacket water heaters and
customer piping to prevent large particles
other components requiring service or
from entering the engine components. Similar
replacement.
precautions must be taken when significant
modifications are made to the external
cooling circuit. System Monitoring
Provide locations to measure pressure and
If an engine is expected to be stored for long
temperature differentials across major system
periods without operating or before
components. This allows accurate set-up and
commissioning, special treatment in the form
performance documentation of the cooling
of Vapor Corrosion Inhibitor (VCI) is required
system during the commissioning procedure.
for the cooling system to prevent rust
Future system problems or component
formation. Please refer to the other Caterpillar
deterioration (such as fouling) are easier to
cooling systems publications listed at the end
identify if basic data is available. It also
of the Heat Recovery chapter for more
provides information for relating field
information on coolant additives for engine
conditions to original factory tests.
protection. There are long-term preservation
treatment for cooling systems provided by the Temperature and pressure measurement
factory, please refer to the Price List for more locations should give accurate reading of fluid
information. stream conditions. Preferred locations are in
straight lengths of piping reasonably close to
each system component. Avoid pressure
measurements in bends, piping transition

55
 pieces or turbulent regions. Plan to install
monitoring ports during the design and
construction of the cooling system. If the
ports are installed later, ensure the pipes are
cleaned of drill chips and weld slag after the
pressure ports are installed. Install sample
ports and fittings before the cooling system is
filled. The preferred sizes for the ports on the
customer side are 3.17 mm (1/8 in) or
6.35 mm (1/4 in) NPT and 14.3 mm (9/16 in)
O-ring ports. These port adapters are
available as standard Caterpillar parts, refer to
the G3600 Price List for part numbers. The
recommended locations for measurements
and available measurement ports are shown
in Figure 61.

Self-sealing probe adapters are available in

several sizes of male pipe threads and straight
threads for g-ring ports. The adapters use a
rubber seal allowing temperature and
pressure to be measured without leakage.
Probe diameters up to 3.2 mm (0.125 in) may
be used. The straight threaded adapters are
used on the engines with available ports. Pipe
threaded adapters are more easily
incorporated in the customer supplied system.
The adapters are an excellent alternative to
permanently installed thermometers,
thermocouples or pressure gauges. They are
not subject to breakage, fatigue failures and
gauge to gauge reading variations.

Customer Connections
The customer connection points for all
configurations explained in the Basic System
Configurations Section are given in Figures
62–65.

56
 JW Pump Inlet P1, T1* AC–OC Pump Inlet P6, T6*
JW Pump Outlet P2 AC–OC Pump Outlet P7
JW Engine Outlet P3, T3 AC–OC Engine Outlet P8, T8
JW Heat Exchange Inlet P4, T4* AC–OC Heat Ex. Inlet P9, T9*
JW Heat Exchange Outlet P5, T5* AC–OC Heat Ex. Outlet P6, T6*

Mixer Box
P3, T3 P4*, T4*

Engine Jacket

P2 P1*, T1* B P5*, T5*

A C

Jacket Water Temperature

Pump Full Flow Regulator Jacket Water
Expansion Tank Heat Exchanger

P8, T8 P9*, T9*

Oil Cooler
Mixer
Box
Aftercooler

B
P7 P6*, T6* A C P10*, T10*

AC-OC Circuit
Temperature
AC-OC Pump Heat Exchanger
Full Flow Regulator
Expansion Tank

JW: Internal Restriction = P2 – P3 External Restriction = P3 – P1

AC–OC: Internal Restriction = P7 – P8 External Restriction = P8 – P6

* Recommended Customer Provided Ports

Figure 61. Port locations for system monitoring.

57
 C B Mixer Box/Manifold AC-OC
Heat Exchanger
(Customer Provided)
F
JW Temperature C
Regulator

Oil Cooler Aftercooler

Jacket Water
Expansion Tank
G
G
Engine Block

JW Pump
D AC-OC
AC-OC G Temperature
Pump Regulator

A E

AC-OC
Expansion Tank
(Customer Provided)
JW Heat Exchanger
(Customer Provided)

Weld Flanges Factory Plumbing Customer Plumbing

Provided or Available Provided or Available

Flange Type
A B C D E F G
JW Pump JW Eng. JW Reg. Exp Tank AC-OC AC-OC AC-OC
Inlet Outlet Conn. to Eng. Inlet Outlet Reg Conn.
G3606 CAT 6.5" CAT 5.5" CAT 5.5" CAT 6.5" CAT 6.5" CAT 4.5" CAT 5.5"
G3608 CAT 6.5" CAT 5.5" CAT 5.5" CAT 6.5" CAT 6.5" CAT 4.5" CAT 5.5"
G3612 CAT 6.5" CAT 5.5" CAT 5.5" CAT 6.5" CAT 6.5" CAT 5.5" CAT 5.5"
G3616 CAT 6.5" CAT 5.5" CAT 5.5" CAT 6.5" CAT 6.5" CAT 5.5" CAT 5.5"

Flange Dimensions
Bolt Circle Bolt Hole
Inner Dia. Outer Dia. Number Dia. Dia. Thickness
mm (in.) mm (in.) of Bolts mm (in.) mm (in.) mm (in.)
CAT 4.5" 116 (4.57) 168 (6.61) 8 146 (5.75) 10.5 (0.41) 23 (0.91)
CAT 5.5" 143 (5.63) 194 (7.64) 8 174.6 (6.87) 10.5 (0.41) 23 (0.91)
CAT 6.5" 171 (6.73) 225 (8.86) 8 200 (7.87) 10.5 (0.41) 23 (0.91)

Figure 62. Customer connections - Standard Cooling System.

58
 Mixer Box/Manifold

JW Temperature
Regulator
Aftercooler

B
Jacket Water
Expansion Tank

Engine Block
C
JW Pump
D

Oil Cooler
D

E JW Heat Exchanger E

Factory Plumbing Customer Plumbing

Provided or Available

Flange Type
A B C D E
AC AC OC OC Heat Ex.
Inlet Outlet Inlet Outlet In & Out
G3612 DIN 3.5" DIN 4" DIN 4" DIN 5" DIN 4"
G3616 DIN 3.5" DIN 4" DIN 4" DIN 5" DIN 4"

Flange Dimensions
Bolt Circle Bolt Hole
Inner Dia. Outer Dia. Number Dia. Dia. Thickness
mm (in.) mm (in.) of Bolts mm (in.) mm (in.) mm (in.)
DIN 3.5" 88.9 (3.5) 220 (8.66) 8 180 (7.09) 17 (0.67) 23 (0.91)
DIN 4" 116.1 (4.57) 220 (8.66) 8 180 (7.09) 17 (0.67) 23 (0.91)
DIN 5" 127.0 (5.0) 220 (8.66) 8 180 (7.09) 17 (0.67) 23 (0.91)

Figure 63. Customer connections - Combined Heat and Power Cooling System.

59
 Mixer Box/Manifold

Oil Cooler Aftercooler

Engine Block
AC-OC
JW Temperature JW Pump Temperature
Regulator Regulator
AC-OC
Pump

B D

A C

JW Radiator AC-OC Radiator

(Customer Provided) (Customer Provided)

Factory Plumbing Customer Plumbing

Provided or Available

Flange Type
A B C D
JW JW AC-OC AC-OC
Inlet Outlet Inlet Outlet
G3606 ANSI 6" ANSI 6" ANSI 6" ANSI 6"
G3608 ANSI 6" ANSI 6" ANSI 6" ANSI 6"
G3612 ANSI 6" ANSI 6" ANSI 6" ANSI 6"
G3616 ANSI 6" ANSI 6" ANSI 6" ANSI 6"

Flange Dimensions
Bolt Circle Bolt Hole
Inner Dia. Outer Dia. Number Dia. Dia. Thickness
mm (in.) mm (in.) of Bolts mm (in.) mm (in.) mm (in.)
ANSI 6" 168.3 (6.63) 279.4 (11.0) 8 241.3 (9.5) 20.5 (0.81) 25.4 (1.0)

Figure 64. Customer connections - Low Energy Fuel Cooling System.

60
 B Mixer Box/Manifold AC-OC
Heat Exchanger
(Customer Provided)
D

Oil Cooler Aftercooler

E
E
Engine Block

AC-OC
External JW Pump AC-OC E Temperature
(Customer Provided) Pump Regulator

C
A

AC-OC
Expansion Tank
(Customer Provided)

Weld Flanges Factory Plumbing Customer Plumbing

Provided or Available Provided or Available

Flange Type
A B C D E
JW Pump JW Eng. AC-OC AC-OC AC-OC
Inlet Outlet Inlet Outlet Reg Conn.
G3606 ANSI 4" CAT 5.5" CAT 6.5" CAT 4.5" CAT 5.5"
G3608 ANSI 4" CAT 5.5" CAT 6.5" CAT 4.5" CAT 5.5"
G3612 ANSI 6" ANSI 6" CAT 6.5" CAT 5.5" CAT 5.5"
G3616 ANSI 6" ANSI 6" CAT 6.5" CAT 5.5" CAT 5.5"

Flange Dimensions
Bolt Circle Bolt Hole
Inner Dia. Outer Dia. Number Dia. Dia. Thickness
mm (in.) mm (in.) of Bolts mm (in.) mm (in.) mm (in.)
CAT 4.5" 116 (4.57) 168 (6.61) 8 146 (5.75) 10.5 (0.41) 23 (0.91)
CAT 5.5" 143 (5.63) 194 (7.64) 8 174.6 (6.87) 10.5 (0.41) 23 (0.91)
CAT 6.5" 171 (6.73) 225 (8.86) 8 200 (7.87) 10.5 (0.41) 23 (0.91)
ANSI 4" 144.3 (4.5) 228.6 (9.0) 8 190.5 (7.5) 19.1 (0.75) 23.8 (0.94)
ANSI 6" 168.3 (6.63) 279.4 (11.0) 8 241.3 (9.5) 20.5 (0.81) 25.4 (1.0)

Figure 65. Customer connections - High Temperature Cooling System.

61
G3600 Heat Recovery
Heat Balance
Types of Heat Recovery Systems
Standard Temperature System
Design Criteria for Standard Temperature Systems
High Temperature Systems
High Temperature Liquid Water System
Design Criteria for Water-Steam System
Water Quality Treatment
Water Quality and Treatment for Standard
Temperature Systems
Water Quality and Treatment for High Temperature
Systems
Total Dissolved and Suspended Solids
Measurement of TDS Control
Alkalinity
Total Alkalinity
Reserve or Hydroxide Alkalinity
Other Caterpillar Cooling System Related Publications
Heat Recovery
G3600 Engines convert about 35–41% of their
input fuel energy into mechanical power.
Another 22% is rejected to the cooling system,
34% to the exhaust gas and 3% to the
environment. A large portion of the heat
energy rejected to the cooling systems and
contained in the exhaust gas can be
recovered by various means. In large engines
like the G3600s this recoverable energy is
quite significant. The following sections
discuss the means of harnessing this heat
energy.
Mechanical Work Energy 41%
Aftercooler
Cooler Water 9%
Engine Jacket
Cooling Water 8%
Oil Cooling Water 5%
Total Fuel Energy Input 100%
Figure 66. Typical Heat Balance for the G3600 Engines.
Heat Balance
The typical Heat Balance for the G3600
engines is shown in Figure 66. Heat rejection
values for the following components is
provided for all G3600 Engines in the
Technical Data Manual or Specification
Sheets.
1. Jacket Water heat rejection
2. Oil cooler heat rejection
3. Aftercooler heat rejection
4. Exhaust heat rejection
5. Exhaust heat recoverable
Typical Heat Balance Calculations are
illustrated in Figure 67. The values used in
the example are for illustration purposes and
should not be used for design. Refer to the
published heat rejection data for the specific
engine for design calculations.
Exhaust Gas 34%
Radiation 3%
65
 HEAT BALANCE EXAMPLE

Using a G3612 Combined Heat and Power (CHP) Engine with 11:1 compression ratio
rated at 2990 bKw Prime Power at 1000 rpm, with the CHP cooling system, as an
example:

Engine Output 2990 bkW (4010 bhp) (At 100% load conditions)
Generator Output 2875 kW (At 96.2% Generator Efficiency)

Heat Rejection Available (from Specification Sheet): kW (Btu/min)

a) Engine Jacket (cylinder block) water at 99°C (210°F) 534 (30,321)
b) Oil Cooler (std. shell & tube, 3 coolers) 365 (20,725)
c) Aftercooler (single stage) 652 (37,021)
Total Heat Rejected to the cooling system 1551 (88,066)

Fuel input can be taken from the specification sheet or calculated as shown below,
Total Fuel Input = BSFC 3 bkW in kW or = BSFC 3 bhp in Btu/min
3.6 60
= 8.66 3 2990 = 7192 kW (409,009 Btu/min)
3.6

Recoverable Heat rejection can be taken from the Specification sheets or calculated.
Total Exhaust flow from Specification Sheet = 20892 KG/hr (45.962 lb/hr)
Exhaust Stack Temperature =359°C (678°F)

Recoverable Exhaust Heat Rejection at 120°C (248°F)*

= Specific Heat of Exhaust Gas 3 Total Exhaust Flow 3 DT kW (Btu/min)
= 1.107 KJ/KG.°C 3 (20892/3600) KG/sec 3 (359 2 120)°C 1554 (88,376)
where Specific Heat of Exhaust Gases, Cp, is given in the Heat Rejection section of the
Cooling System chapter

Total Recoverable Heat Energy = Jacket water heat energy 1 Oil cooler heat energy
1 Aftercooler heat energy
1 Exhaust heat energy (at 120°C or 248°F)
= 534 1 365 1 652 1 1554 =
= 3105 kW (176,581 Btu/min)

Recoverable Heat in % = 3105 kW/Fuel input kW = (3105/7192) 100 = 43.2%

Brake Thermal Efficiency, h =bkW/Fuel input kW = (2990/7192) 100 = 41.6%

Total Thermal Efficiency = Brake thermal efficiency 1 Recoverable Heat energy

= 41.6 1 43.2
Total Thermal Efficiency = 84.8%

* The values of Recoverable Exhaust Heat Rejection calculated with this formula will vary
by ±3% from the specification sheet values due to changes in Cp value with
temperature and other conditions.

Figure 67. Heat Balance calculation for G3600 Engines — Example.

66
Types of Heat Recover y Systems
The heat rejected to the jacket water, oil
cooler and aftercooler can be totally
recovered and 70% of the exhaust gas energy
is economically recoverable as shown in the
previous example. Heat Recovery results in
total efficiencies as high as 85% for G3600
Engines.
Heat Recovery design best suited for any
installation depends on many considerations,
both technical and economical. The primary
function of any heat recovery system design
is to cool the engine sufficiently. The engine
must be cooled even when the heat demand is
low but power is still required.
Heat recovery methods are grouped into
Standard Temperature Systems (up to 99°C
or 210°F jacket water outlet temperature) and
High Temperature Systems (up to 130°C or
266°F jacket water outlet temperature). High
Temperature Systems can be liquid water
systems or water-steam systems.
Standard Temperature System
These Standard Temperature Heat Recovery
Systems are designed to operate at coolant
temperatures below 99°C (210°F). These
Exhaust
To Load
Heat Recovery
Device From Load
Temperature
Regulator
123
A/C Engine
Generator
O/C
Separate Circuit
Cooling
Figure 68. Standard Temperature Heat Recovery System.
systems are modified versions of the Standard
Cooling Systems and Combined Heat and
Power Cooling Systems discussed in the
previous chapter on Cooling Systems.
Heat recovery of a standard engine may
amount to nothing more than utilizing heat
transferred from the engine radiator. This air
is usually 38–65°C (100–150°F). The
recovered heat is quite suitable for preheating
boiler combustion air, space heating, drying
grain or lumber. The system cost is minimal
and overall efficiency will increase to
approximately 60%. It is not recommended to
place the entire engine-radiator unit in the air
duct, operational and maintenance problems
can result from the cool air flow across the
engine. The radiator should only be placed in
the air duct.
A more versatile method of recovering heat
from a standard temperature system is to use
a heat exchanger to transfer rejected engine
heat into a secondary circuit, usually process
water to heat load such as buildings or
equipment. One of the commonly used
configurations is illustrated in Figure 68.
There are many advantages inherent with this
design, the standard engine jacket water
pump, temperature regulators and bypass line
Engine Mounted
Expansion Tank
Engine Coolant
Heat Exchanger
To Load
Load Balancing To Remote
Heat Exchanger Cooling Device
From Load
Load Balancing
Temperature Regulator
67
 are retained. The engine jacket water cooling
system is isolated from the load process loop,
which allows operation with antifreeze and
coolant conditioner. This alleviates water
quality concerns for using process water to
cool the engine jacket. When engine is cold, a
temperature regulator bypasses the engine
coolant heat exchanger and recirculates the
coolant within the engine. After the coolant
reaches the opening temperature of the
temperature regulator, the regulator begins to
open and allows some coolant flow through
the heat exchanger. The heat exchanger
transfers heat energy to the load.
When normal process load is insufficient to
absorb enough heat, load balancing
temperature regulator limits jacket water inlet
temperature by directing coolant through a
secondary cooling source (load balancing
heat exchanger). The secondary cooling
source should be incorporated in the engine
loop, not the load loop. The load balancing
device should be a heat exchanger or a
radiator. Heat transfer through the load
balancer is usually cyclical. If a radiator is
used, it must be designed to withstand
thermal shocks developed from the cyclic
loading.
The second option of a standard heat
recovery system uses an exhaust heat
recovery device included in the system in
Air Vent & Deareration
Exhaust
Heat Recovery
Device
Excess Flow
X Bypass Valve Engine Mounted
Expansion Tank
123
Engine
A/C
Generator O/C
Jacket Water
Pump
Separate Circuit
Cooling
Figure 69. Standard Temperature Heat Recovery System – with series exhaust muffler.
68
series, parallel or as a separate water or steam
circuit, see Figure 69. A muffler is included in
series with the engine system. Note the
engine loop is still separate from the load
loop. The engine expansion tank may be
utilized. Generally, boiler water is used as the
medium in the load loop. Boiler water is
pumped through the jacket water heat
exchanger and the exhaust heat recovery
muffler in series where it is heated to the
desired temperature. As shown the water flow
through the expansion tank provides de-
areation.
A third variation on the standard heat
recovery system is to incorporate the exhaust
heat recovery device into the engine cooling
loop, see Figure 70. To ensure coolant flow
through the muffler, the engine temperature
regulators and the by-pass line must be
removed and an external warm-up
temperature regulator must be added. The
added restriction of the exhaust heat recovery
device may exceed the allowable external
restriction from the engine mounted pump.
An auxiliary circulation pump may be
required. The advantages of this system are
that the obtainable process water temperature
is usually higher and there are fewer
components. The disadvantages to this
system are the engine cooling system is
modified, and the design of this system
Pressure Cap &
Vacuum Breaker Relief Valve
Low Water Level
Shut Down Expansion Tank
Load Heat
Exchanger
To Load
To Remote
Cooling Device
J.W. Heat
Exchanger From
Load
Low Water Flow Load Balancing
Shut-Down Heat Exchanger
Circulating Load Balancing
Pump Temperature Regulator
 Pressure Cap &
Vacuum Breaker Relief Valve

Air Vent & De-aeratrion Line Low Water

Level
Expansion Tank Shut Down

Exhaust To Load
Warm-up Load Balancing Engine Coolant
Heat Recovery
Temperature Heat Exchanger Heat Exchanger
Device From Load Regulator
To Load
To Remote
123 Cooling Device
Engine From Load
A/C
Generator
O/C

Circulating Load Balancing

Pump Temperature Regulator

Figure 70. Standard Temperature Heat Recovery System – combined JW and muffler circuit.

becomes more critical to the successful
engine operation.
Any heat recovery system where the process
water circulates in the engine jacket is not
recommended. Experience has shown that in
most cases the user can not economically
treat the quantity of process water to the level
required to avoid maintenance problems with
the engine.
The Combined Heat and Power Cooling System
discussed in the Cooling Systems chapter also
explains similar heat recovery configurations
offered.
Design Criteria for Standard
Temperature Systems
The purpose of the following discussion is to
call attention to certain basic criteria critical
to the proper operation of a heat recovery
system, additional criteria may be required.
Contact the Caterpillar dealer or the factory
for specific requirements.
• The system must provide adequate coolant
flow through the engine jacket to maintain
coolant temperature differential (outlet-
inlet) below 6°C (11°F) at all conditions.
• The expansion tank must be the highest
point in both the engine and the load loop
cooling systems.
• Use only treated water or antifreeze, as
recommended in the Water Quality and
Treatment for Standard Temperature System
section, in the engine jacket cooling circuit.
• Incorporate air vents to eliminate air traps
and locks as recommended in the section
Filling and Venting.
• A load balancing temperature regulator
must be used to regulate coolant through
the secondary cooling source to maintain
jacket water inlet temperatures below
maximum limits.
• Coolant must continually flow through the
exhaust heat recovery device when the
engine is operating to avoid thermal shock
on hot muffler surfaces.
• To keep external resistance within
allowable limits for the engine mounted
pump, locate heat recovery mufflers and
heat exchangers as close to the engine as
possible. An engine mounted jacket water
pump requires a minimum inlet pressure,
as specified in the section on Minimum

69
 Suction Head in the Cooling Systems
chapter, at all times.
High Temperature Systems
The basic operation of these systems is
already described in the section on High
Temperature Cooling System in the Cooling
System chapter. The aftercooler-oil cooler
circuit in this system is similar to one in the
Standard Cooling System. The jacket water
circuit is cooled by high temperature water.
As mentioned earlier, there are two types of
high temperature systems, liquid water and
water-steam systems.
For both systems, the standard temperature
regulator and bypass are removed and
replaced by an external control. The standard
jacket water pump is removed and must be
replaced by an external electric pump capable
of the high temperature and pressures of this
system.
Steam formation is not acceptable inside the
engine jacket at any time for Caterpillar
G3600 engines. The engines with High
Temperature cooling systems have a factory
provided protection system to ensure that
there is no steam formation inside the engine
jacket. The protection system checks the
temperature pressure of the coolant at the
Air Vent & De-aeratrion Line
Exhaust To Load
Heat Recovery
Device From Load
123
Engine
A/C
Generator
O/C
Circulating
Pump
Figure 71. G3600 High Temperature Liquid Water System.
70
engine outlet to ensure that the minimum
pressure is maintained for that temperature. If
a low pressure at the engine outlet is
detected, the protection system shuts the
engine down.
High Temperature Liquid Water
System
This system functions similar to a standard
temperature system, except for the elevated
jacket water outlet temperatures 99–130°C
(210–266°F), see Figure 71.
A pressure cap or static head must be
provided in the engine coolant circuit to
assure a pressure of 70–85 kPa (10–12 psi)
above the pressure at which steam forms at
that particular engine outlet temperature of
the coolant. The source of this pressure may
be a static head imposed by an elevated
expansion tank or controlled air pressure in
the expansion tank. For 130°C (266°F) water,
the pressure at the engine outlet should be
minimum of 345 kPa (50 psi) to prevent steam
formation. Maximum system pressure
allowed on the engine jacket, measured at the
inlet to the engine, is 460 kPa (67 psi). Excess
pressure may result in internal water leaks
and damage the water cooled turbocharger
housing.
Pressure Cap &
Vacuum Breaker Relief Valve
Low Water
Level
Expansion Tank Shut Down
Warm-up Load Balancing Engine Coolant
Temperature Heat Exchanger Heat Exchanger
Regulator
To Load
To Remote
Cooling Device
From Load
Load Balancing
Temperature Regulator
Design Criteria for Liquid Water
System
The criteria for this system is similar to the
Standard Temperature Heat Recovery system:
• The system must provide adequate coolant
flow through the engine so the engine
coolant temperature differential (outlet
minus inlet) does not exceed 6°C (11°F).
• The expansion tank must be the highest
point in the cooling system. The pressure
cap on the expansion tank should be rated
for pressure higher than the inlet pressure
requirements of the jacket water pump.
• Proper water treatment is essential for the
successful system operation as
recommended in the section Water Quality
and Treatment for High Temperature
Systems.
• Incorporate de-aeration circuit and air vents
to eliminate air traps and locks as
recommended in the section Filling and
Venting.
• A load balancing temperature regulator
must be used to direct coolant through a
secondary cooling source to maintain the
jacket water inlet temperature within limits.
• Coolant must continually flow through the
exhaust heat recovery device when the
engine is operating to avoid thermal shock
on hot muffler surfaces. This may be
accomplished using a low water flow
shutdown device.
• A high temperature system requires a
pressure control for the engine coolant
circuit to maintain a required range of
pressure.
• Water pumps must be suitable for use with
elevated temperatures and pressures.
• An external warm-up temperature regulator
is required.
• The load balancing heat exchanger must be
incorporated in the engine loop, not the
load loop. The load balancing condenser
may be either a heat exchanger or radiator.
Heat transfer through the load balancer is
usually cyclic. Thus if a radiator is used, it
must be designed to withstand thermal
shocks developed from cyclic loading.
• For multiple units that share a single steam
separator, all circulating pumps must run
when any one engine operates. This
practice prevents a severe thermal shock if
a unit is started later.
• High jacket water temperatures will result
in after-boil if there is a hot shut down. Add
an additional 10% of system volume to the
normal expansion tank sizing guidelines.
High Temperature Water-Steam
System
The high temperature water-steam system,
see Figure 72, provides liquid water to cool
the engine, but then flashes it to steam to be
used for loads requiring low pressure steam
97 kPa (14 psi). A circulation pump forces
water through the cylinder block to the steam
separator. In the steam separator, some of the
water flashes to steam and the rest is
condensed back to water and returns to the
engine.
The pressures shown in Figure 72 are
representative values. The relief valve
pressure 103 kPa (15 psi) is set by boiler
codes. Pressure in the separator is controlled
by the pressure control valve. Once pressure
builds to 97 kPa (14 psi), the control valve
allows steam to flow. The actual steam
pressure in the load line is a function of load
requirements. If the load is not consuming
the steam the pressure in the steam line will
increase. Once the pressure reaches 90 kPa
(13 psi), the excess steam valve will open to
transfer engine heat to the waste cooling
device (load balancing condenser).
Caterpillar requires excess steam valve to be
located downstream of the pressure control
valve. If it is upstream, the pressure control
valve will not function properly.
Design Criteria for Water-Steam
System
• The system must provide adequate coolant
flow through the engine so the engine
coolant temperature differential (outlet
minus inlet) does not exceed 6°C (11°F).
71
 Steam
14 psig To Load

X
15 psig Maximum Pressure Control
Relief Pressure Valve Excess Steam Condensate
X 13 psig X Valve
From Load

Steam Water Level

Separator Control
Load
To Waste
Balancing
Exhaust Cooling Device
Condenser
Heat Recovery To Load
Device From Load Low Water Level
Shut-down

123
Air Eliminator
Engine
A/C
Make-up
Generator O/C Water
Condensate Condensate Tank
Pump
Circulating
Separate Circuit Pump
Cooling

Figure 72. G3600 High Temperature Water – Steam System.

• There are no elevation or static head boiler blow-down devices are

requirements for the steam separator other
than what suction head is used for the
circulating pump. So, this system may be
used in locations with limited overhead
clearance.
• Since a electric motor driven pump should
be used for the jacket water circuit, it is
important to insure that the pump is
operating while the engine is running. The
pump should continue running
approximately five minutes after the engine
is stopped, to cool the engine.
• Maximum temperature at the engine outlet
must not exceed 130°C (266°F). Inlet
pressure to the pump should be maintained
within limits to prevent cavitation at the
high temperatures.
• A pressure switch is required at the jacket
water inlet to the engine to monitor
absolute pressure.
• Use only treated water in the engine jacket
cooling circuit as recommended in the
section Water Quality and Treatment for
High Temperature Systems. Continuous
water chemistry monitoring with automatic
recommended.
• A low water shutdown on steam separator
device is required. A low water level pre-
alarm is also recommended. Low water
level could cause engine overheating and
serious damage.
• The excess steam valve cannot be in the
steam separator and must be downstream
of the pressure control valve.
• No warm-up temperature regulator is
required since the pressure control valve
does not allow any heat (steam) to exit the
system until the engine has warmed up and
the separator has reached system pressure.
Water Quality and Treatment
The coolant used in the Caterpillar G3600
engine cooling systems should adhere to the
specifications given in the following sections.
If the available coolant is not within
acceptable limits, proper water or coolant
treatment should be incorporated to use that
coolant.

72
Water quality is prime consideration in closed
or open cooling systems. Excessive hardness
will cause deposits, fouling and reduced
effectiveness of the cooling system
components. Water used for initial fill and
makeup must meet the criteria shown in the
subsequent sections.
If the engine is expected to operate under
freezing conditions, antifreeze must be added
to the coolant. Ethylene glycol or propylene
glycol is recommended. They both have
similar properties, but propylene glycol has
slightly better heat absorption capability than
ethylene glycol. The concentration required
for ethylene glycol can be determined from
Figure 73.
If the operating temperature will not drop
near freezing, water with a 6–8% mixture of
coolant conditioner is recommended for
cooling systems. For more information on
recommended coolant composition, refer to
the Caterpillar publication Coolant and Your
Engine (No. SEBD0970).
Figure 73. Recommended glycol concentration.
Caterpillar recommends using a 50%/50%
mixture of glycol and water by volume in all
G3600 engines. Concentrations less than 30%
require the addition of corrosion inhibitors to
maintain cleanliness, reduce scale and
foaming and to provide acidity and alkalinity
(pH) control. The corrosion inhibitor must be
compatible with the glycol mixture and not
damage flexible connections, seals or gaskets.
Avoid sudden change in coolant composition
to minimize adverse effects on non-metallic
components. Caterpillar antifreeze contains
the proper amount of coolant conditioner.
Caterpillar inhibitors are compatible with
glycol base antifreeze. The reduction in heat
transfer capability of the coolant by the
addition of antifreeze is explained in the
section Radiator Design Criteria.
Note: Do not use coolant conditioner
elements or liquid coolant conditioners with
Dowtherm 209 full-fill coolant. Soluble oil or
chromate solutions should not be used.
Methoxypropanol based coolants must not be
used in G3600 Engines.
Water Quality and Treatment for
Standard Temperature Systems
Water hardness is usually described in parts
per million, ppm (or grains/Gal) of calcium
carbonate content. Water containing up to
60 ppm (3.5 grains/Gal) is considered soft
and causes very few deposits. Usable water
for cooling systems must be below the
following limits:
Chloride (CL) 40 ppm (2.4 grains/Gal)
Sulfate (SO4) 100 ppm (5.9 grains/Gal)
Total Hardness 170 ppm (10 grains/Gal)
Total Solids 340 ppm (20 grains/Gal)
pH 5.5–9.0
Water softened by removal of calcium and
magnesium is acceptable. Distilled or de-
ionized water is preferred over water softened
by salts. Corrosion inhibitors added to water
or antifreeze solution maintain cleanliness,
reduce scale and foaming and provide pH
control. With the addition of an inhibitor, a pH
of 8.5 to 10 should be maintained.
73
 Water Quality and Treatment for High
Temperature Systems
The engine cooling water for a low pressure
steam (water-steam) or high temperature
water system is circulated within the engine
water jacket at temperatures above 99°C
(210°F). As a result, there is a potential for
steam to form in both of these applications.
For these purposes, treat the engine coolant
as for a steam boiler. Since several localized
areas of the engine jacket water system can
have very high heat flux rates and very
narrow water flow passages, the engine water
chemistry will have the same chemistry as a
close tolerance steam boiler. The coolant
specifications published above and in the
Caterpillar Operator Manual are for less than
99°C (210°F) ethylene glycol or propylene
glycol systems. This is not applicable for low
pressure steam and liquid water heat
recovery systems.
Minerals in the water can precipitate during
the heating process and form deposits within
the cooling system of the engine. These
deposits can restrict the heat transfer and
water circulation, resulting in engine failure.
To prevent these deposits within the cooling
systems, the following engine jacket water
(boiler water) quality guidelines are
recommended.
Make-up water is added to a low pressure
steam system to replace steam and blow-down
losses. It should not exceed the following
maximum concentrations:
Iron 0.1 ppm
Copper 0.05 ppm
Total Hardness 0.3 ppm as CaCO3
The make-up water can be treated to reduce
or remove, the impurities from the water. In
general, the water is treated when one or
more of the feed water impurities is too high
to be tolerated by the system. There are many
types of water treatment — softening,
evaporation, de-aeration and ion exchange
that can be used to treat make-up water for a
particular system.
Feed Water is a mixture of returning
condensate and make-up water that enters the
engine jacket water loop to replace steam that
74
has left the engine jacket water loop. Water
treatment chemicals that are added to the
system are usually mixed with the feed water
as it enters the engine jacket water system.
Engine jacket water (boiler water) is a
mixture of feed water and resident water. It is
the water circulated within the water jacket of
the engine to cool the engine and recover
heat. Engine jacket water (boiler water)
should not exceed the following maximum
concentrations:
Silica Concentration 150 ppm as SiO2
Total Alkalinity 700 ppm as CaCO3
Specific Conductance 3500 micro mho per cm
Total Suspended solids 10 ppm
In addition to the above chemistry, Caterpillar
recommends the engine jacket water (boiler
water) be treated with chemicals as listed
below:
• An oxygen scavenger to remove oxygen
from the feed water with sufficient reserve
in the engine jacket (boiler water) to
remove all the oxygen from the water.
• Maintain 200 to 400 ppm as CaCO3
equivalent of hydroxide alkalinity in the
engine jacket water (boiler water). The
reserve alkalinity prevents corrosion and
causes precipitation of iron and silica in the
form that can be removed by blow-down.
• A blend of dispersants to adequately
condition and suspend the precipitation
solids in the water. The dispersants keep
the solids suspended until they are
removed during blow-down.
• Appropriate treatment of the steam to
provide condensate returning to the engine
that meets the engine jacket water (boiler
water) specifications.
Total Dissolved and Suspended Solids
Depending on the make-up water source and
treatment, the feed water will contain some
dissolved and suspended solids. On a low
pressure steam system, the steam will leave
the engine; the minerals and chemicals will
remain. This results in a concentrating of the
total Dissolved Solids (TDS). The amount of
make- up water per hour approximately
equals twice the system volume. This means
for feed water with a TDS of 100 ppm, the
TDS in the engine jacket water will increase
by 200 ppm per hour.
Engine jacket water scale forms when the
concentration of solids reaches a critical point.
This depends on the type of contaminants in
the feed water, engine operating temperature
and other factors. The maximum allowable
concentration of dissolved solids can be
expressed in parts per million TDS or in
terms of conductivity (micro mhos/cm).
Measurement of TDS Control
TDS can be measured by ppm or by
conductivity (micro mhos/cm). The
Caterpillar level for TDS is given in michro
mhos/cm because conductivity is easier to
measure with commercial continuous
monitoring equipment or hand-held
equipment. There is a direct relationship
between ppm and conductance, 3500 mhos =
2680 ppm.
To avoid exceeding the maximum allowable
conductivity, it is necessary to drain off some
of the engine jacket water (boiler water)
periodically. This is referred to as boiler
blow-down. As it occurs new feed water is
added to dilute the water in the engine water
jacket, thereby reducing its conductivity.
Historically operators have performed blow-
down manually by periodically opening a
valve to drain the steam separator. This may
be done once per hour, once per shift or some
other interval, depending on the
circumstances.
A less common method of monitoring TDS is
to measure chlorides in both the engine
jacket water (boiler water) and the make-up
water by a titration process. Since chlorides
are not affected by chemical treatment, the
operator can determine the number of
concentrations that have occurred in the
engine jacket water (boiler water) by
comparing the ratio of the two values. Based
on known values of the make-up water, the
operator can calculate the acceptable number
of concentration that can occur before
blow-down is required.
Because blow-down is only performed
periodically, significant dilution is needed to
ensure that the engine jacket water (boiler
water) conductivity does not exceed the
maximum before the operator returns to
blow-down the engine again. Note that the
conductivity can exceed targeted maximum or
even absolute maximum if the operator does
not blow-down the boiler at the appointed
time, or if the engine steaming rate increases
between blow-down operations. If the absolute
maximum is exceeded, scaling will occur.
Because small amounts of scale wastes
energy and can lead to engine damage, it is
very important to stay below the absolute
maximum. Conversely, the steam production
rate may decrease and as a result the operator
would blow-down the engine sooner than
necessary. Therefore, Caterpillar
recommends continuously monitoring of TDS
and automatic blow-down controls.
Alkalinity
Alkalinity is required in a high temperature
water and a low pressure steam system to
prevent corrosion. Alkalinity holds silica in
solution and causes iron to precipitate in a
form removable by blow-down. Too much
alkalinity can result in a high pH and cause
caustic cracking and caustic attack to external
engine compartments.
Total Alkalinity
Total alkalinity is usually measured on site by
a titration with methyl orange and is
frequently referred to as “M” alkalinity. Many
coolant analysis companies refer to pH of
coolant water. Because of the wide variation in
local make-up water and commercial
treatments, there is no direct correlation
between total alkalinity and pH. Generally, in
high temperature water and low pressure
steam systems, the pH will be in a range of
10.0 to 11.5 pH
Reser ve or Hydroxide Alkalinity
To prevent corrosion and scale deposits, a
reserve of hydroxide (OH) alkalinity is
required. The OH alkalinity is not easily
measured in the field, but can be calculated. A
"P" alkalinity is measured by phenopthalein
and sulfuric acid titration. Once “P” value is
75
 determined, the following formula is used to
calculate “OH” alkalinity.
“OH” Alkalinity 5
2 3 “P” Alkalinity 2 “M” Alkalinity
Low pressure steam engines will have special
requirements if the unit does not run
continuously. Any low pressure steam engine
that is shut down frequently can be prone to
deposits even with good water treatment
programs. Once the engine is shutdown, the
dispersants in the feed water can no longer
keep the solids in suspension. They will
collect and harden to form scales and can
result in engine failure. For engines that do
not run continuously, we recommend a
circulating pump of 100 lb water/lb of steam
capacity to be operated even while the engine
is shutdown to keep the solids in suspension.
The above water chemistry limits are
stringent, but not when considering that
deposits formed inside the engine are
cumulative. Cogeneration and heat recovery
equipment is intended to last 20 years or
longer. To maintain performance and value of
equipment, it is important to eliminate scale
deposits within engines. Once a deposit is
formed it is very difficult and may be
economically impractical to remove. To
emphasize again, scale formation is
cumulative and the successful method of
avoiding scale is to not permit conditions for
scale to form. These guidelines are based on
established limits of the American Boiler
Manufacturer’s Association (ABMA) and
suggested guidelines by the ASME research
committee on Water in Thermal Power
Systems. We have reasonable confidence that
operators who adhere to these guidelines will
have years of deposit free and scale free
performance from their Caterpillar Engines.
A comprehensive discussion of feed water
problems and treatment of boiler feed water is
available in a bulletin from Nalco Chemical
Co. To obtain the bulletin, write to:
Nalco Chemical Co
1 Nalco Center
Naperville, IL 60566
Attention: Marcom Dept.
Request bulletin 30, titled “Boiler feed Water
Treatment”. There is no charge for the
bulletin.
Other Caterpillar Cooling
System Related Publications
In addition to this publication the user is
recommended to refer to other related
Caterpillar publications for more information.
Some of them are listed below, for other
information contact your Caterpillar dealer or
the factory.
• Cooling System Fundamentals (text and
slides) LEKQ1475
• Coolant and your Engine SEBD0970
• Special Instructions – Storage Procedures
for CAT products SEHS9031
• System Operation and Adjustment – G3606
and G3608 engines SENR4258
• System Operation and Adjustment – G3612
and G3616 engines SENR5528

Since water chemistry and water treatment

are very regional items and tend to vary
considerably around the world, the engine
owner has the ultimate responsibility for the
engine water treatment.

76
G3600 Lubrication System
General System Description
Engine Sump
Strainer
Main Oil Pump
Emergency Pumps
Oil Thermostats
Oil Cooler
Oil Filters
Priority Valve
Oil Metering Pump
Prelubrication
Air Prelube Motor
Types of Prelubrication
Intermittent Prelube System
Quick Start Prelube System
Postlubrication
Lubricating Oil Heaters (Optional)
Oil Level Alarm, Shutdown, and Makeup (Optional)
Oil Level Gauge (Dipstick)
Oil Selection
Caterpillar Natural Gas Engine Oil (NGEO)
Commercial Oils
Sour Gas & Alternate Fuel Gas Applications
Multi-Viscosity Oils
Synthetic Oils
Lubricant Viscosity
Monitoring Lubricating Oil Quality
Scheduled Oil Sampling (S•O•S)
Lubrication Oil Condemning Limits
Oil Change Interval
Oil Consumption
G3600 Lubrication Main Oil Pump Flow Rates
**900 rpm **1,000 rpm
Engine *Pump Type Lpm (gpm) Lpm (gpm)
General System Description G3606 high speed 1,000 (263) 1,110 (293)
Figures 74 and 75 show the G3600 lube oil G3606 low speed 1,260 (333) 1,400 (370)
system. Figures 76 and 77 contain simplified G3608 high speed 1,260 (333) 1,400 (370)
schematics of the lubrication circuit. Figures G3608 low speed 1,470 (388) 1,630 (431)
78 and 79 show oil and coolant flow directions G3612 high speed 1,470 (388) 1,630 (431)
through the oil cooler bundles. Below is a G3612 low speed 1,630 (430) 1,810 (477)

description of each component in the system. G3616 high speed 1,630 (430) 1,810 (477)
G3616 low speed 2,050 (540) 2,280 (600)
Note: The G3600 lubrication circuit has been * High speed pumps are used for constant speed applications at 900
or 1000 rpm. Low speed pumps are used for variable speed
designed such that only filtered oil reaches applications ranging from 800 to 1000 rpm.
the cylinder block main oil manifold. At no **Engine speed

time (during prelubrication/postlubrication, Table 2.

engine startup, or during normal engine
operation) is unfiltered oil allowed to enter
the cylinder block main oil manifold.
Engine Sump
Table 1 contains the sump capacities for
G3600 engines. Use the oil level gauge to
insure proper fill after each oil change.
Emergency Pumps
Emergency pumps may be required in some
applications in case of main oil pump failure.
Table 3 contains the flow rates to fulfill
minimum lubrication requirements at full
power for rated speeds between 700 and 1000
rpm.

G3600 Sump Capacities Minimum Flow Rates for

* Stopped, Cold Engine Emergency Oil Pump, Lpm (gpm)
Full Volume, L (gal) G3606 750 (198)
G3606 708 (187) G3608 770 (203)
G3608 912 (241) G3612 890 (235)
G3612 1,030 (272) G3616 1200 (317)
G3616 1,325 (350)
Table 3.
* Corresponds to oil in pan temperature of 21°C (70°F)

Table 1. Oil Thermostats

The oil thermostats begin to divert oil to the
Strainer coolers between 75°C and 78°C (167°F and
The strainer is a 650 micron (0.025 in.) screen 172°F). The full open temperature of an oil
located between the suction bell and suction thermostat is 85°C. The desired steady state
tube. oil temperature is 83°C.

Main Oil Pump Oil Cooler

The main oil pump is a fixed displacement
pump. The pump output depends on engine
speed and varies little with back pressure.
The pump operates at 1.524 times the engine
speed. Table 2 contains the pump flow rates.
It is important to note that not all of the oil
pumped goes through the cooler/filter circuit.
To maintain 430 kPa (63 psig) to the main oil
manifold, a significant quantity is bypassed
immediately back to the sump via the priority
valve (see priority valve in this section).
The oil coolers are of tube bundle
construction. The coolant water is contained
in the tube side; the oil is contained in the
shell side of the oil cooler.
G3606 and G3608 engines use two oil cooler
bundles. The maximum water approach
temperature to the coolers is 54°C (140°F).
G3612 and G3616 engines may use two or
three oil cooler bundles. If two oil coolers are
used, the maximum water approach
temperature to the coolers is 32°C (90°F). If
two oil coolers are used, the maximum water

79
 approach temperature is 54°C (140°F). For
water inlet temperatures above 54°C (140°F)
consult the factory for custom, off-engine plate-
type heat exchangers.
Figures 78 and 79 show oil and coolant flow
directions through the oil cooler bundles. The
maximum water flow through one tube bundle
is 1,000 lpm (260 gpm). Exceeding this flow
limit will cause erosion and weaken the tube
walls.

1. Oil Pump 9. Oil Manifold (Oil to Bearings)

2. Prelube Pump 10. Oil Manifold (2) (Oil to Piston Cooling
3. Oil Coolers Jets)
4. Oil Filters 11. Oil to Main Bearings
5. Oil Themostat Housing 12. Oil to Camshafts
6. Oil Filter Duplex Valve Handle 13. Turbocharger
7. Priority Valve 14. Bypass Oil
8. Emergency Oil Connection 15. Check Valve
16. Piston Cooling Jets

* Flow in Opposite Direction During Prelube

Figure 74. G3600 Inline Lubrication System.

80
 1. Oil Pump 9. Oil Manifold (Oil to Bearings)
2. Prelube Pump 10. Oil Manifold (2) (Oil to Piston Cooling
3. Oil Coolers Jets)
4. Oil Filters 11. Oil to Main Bearings
5. Oil Themostat Housing 12. Oil to Camshafts
6. Oil Filter Duplex Valve Handle 13. Turbochargers
7. Priority Valve 14. Bypass Oil
8. Emergency Oil Connection 15. Check Valve
16. Piston Cooling Jets

* Flow in Opposite Direction During Prelube

Figure 75. G3600 Vee Lubrication System.

81
 Main Oil Manifold Piston Cooling Bypass Valve: Relief Valve:
(Oil to Bearing): Jet Manifold: Flow Flow to Sump Flow to Sump
Intake Continuous Begins at 140 kPa Begins at 430 kPa Begins at 1000 kPa
Air Plenum Flow (20 psi) (63 psi) (145 psi)

Oil Metering
Pump Priority Valve

Vent to Sump

Oil Filter (3 Filter Elements) Oil Cooler

Oil Temp
Filter Regulator
Change
Valve

Oil Filter (3 Filter Elements) Oil Cooler

Vent to Sump

Breather to Atmosphere

Check Valve Check Valve

Engine Sump

Intermittent Main
Pump Oil
Pump

Strainer

Intermittent Prelube

Figure 76: G3600 Engine Lubrication System with Intermittent Prelube.

82
 Main Oil Manifold Piston Cooling Bypass Valve: Relief Valve:
(Oil to Bearing): Jet Manifold: Flow Flow to Sump Flow to Sump
Intake Continuous Begins at 140 kPa Begins at 430 kPa Begins at 1000 kPa
Air Plenum Flow (20 psi) (63 psi) (145 psi)

Oil Metering
Pump Priority Valve

Vent to Sump
Spill
Valve
Oil Filter (3 Filter Elements) Oil Cooler

Flow to Sump
Oil Temp
When Pilot
Filter Regulator
Pressure is
Change
Below 48 kPa
Valve
(7psi)

Oil Filter (3 Filter Elements) Oil Cooler

Vent to Sump
Spill Valve Pilot Line

Breather to Atmosphere

Check Valve Check Valve Check Valve

Engine Sump

Booster Continuous Main

Pump Pump Oil
(17 gpm) (6 gpm) Pump

Strainer

Optional Quick Start Prelube

Figure 77: G3600 Engine Lubrication System with Optional Quick Start Prelube.

83
 Oil Filters
Each engine contains six oil filter elements.
The filter change valve allows filter elements
to be changed during engine operation. The
oil filters are rated at 20 microns. The oil filter
change interval is 1000 hrs. The maximum
allowable pressure drop across the filters is
103 kPad (15 psid).
Priority Valve
The priority valve regulates oil pressure at the
inlet to the cylinder block main oil manifold
not at the oil pump. Thus, the oil manifold
pressure is independent of the pressure drop
across the oil filter and oil cooler. The priority
valve serves the four following functions:
1) The priority valve serves as the passage to
the engine's main oil manifold. Only filtered
oil passes to engine's main oil manifold.
2) It diverts flow to the piston cooling jets
once pressure at the valve reaches 140 kPa
(20 psig). Only filtered oil passes to the
engine's cooling jets.
3) The priority valve contains a bypass valve
to control the oil pressure to the main oil
manifold. The desired pressure to the main
oil manifold is 430 kPa (63 psig). The
bypass valve adjusts pressure by directing
unfiltered oil to the oil sump.
4) The priority valve contains a relief valve to
protect the system from excessive oil
pressure. When system pressure at the
valve reaches 1000 kPa (145 psig) the valve
begins to divert flow back to the sump. The
relief valve directs unfiltered oil back to the
oil sump.
Oil Metering Pump
The oil metering pump is driven by the
camshaft. The oil metering pump is
sometimes called a 'mister pump' as it forces
oil droplets into the air stream in the air
plenum. The purpose of aerating the oil in the
air plenum air stream is to provide further
lubrication of the intake valves.
84
Prelubrication
All G3600 engines must be adequately
prelubed prior to cranking or rotating the
crankshaft with the barring device.
Prelubrication systems supplied by Caterpillar
are integrated with starting controls, electric
or air powered pumps, check valve and
engine piping.
For remote mounted prelube pumps, the
pump must be located and piped to prevent
excessive inlet restriction. The maximum
allowable line velocity at the prelube pump
inlet is 1.5 m/sec (5 ft/sec) to prevent pump
cavitation. The net positive suction head
required to fill the pump is 2m H20
(6.5 ft H20).
Air Prelube Motor
A schematic for the air flow to an air prelube
motor is shown in Figure 80. The air prelube
motor operates at 689 kPa (100 psig); air
consumption is 1.84 m3/min (65 ft3/min). Air
consumption is given at standard conditions.
Types of Prelubrication
There are two prelubrication systems
available for G3600 engines. The standard
system is an intermittent prelube system.
The intermittent prelube gives suitable
performance for applications not requiring
quick start capability. The other prelube
option is a quick start prelube system. A
quick start system significantly reduces the
amount of prelube time prior to engine crank.
Refer to the G3600 Price List for the various
options available.
Intermittent Prelube System
An intermittent prelube system sends filtered
engine oil to the main engine manifold prior
to startup. The system uses an engine
mounted motor and pump. The prelube pump
can be driven by either an electric motor, a
compressed air motor, or a compressed
natural gas motor.
In Figure 76 is shown a schematic of an
intermittent prelube system. Oil is drawn
from the sump, passes through the prelube
pump and is sent to the oil coolers (if needed)
and oil filters. The oil enters the priority valve
 To Radiator or
Heat Exchanger

Rear Oil Cooler

From Coolant
Pump

Front Oil Cooler

Oil Thermostat Housing

To Priority Valve and From Oil Pump

Oil Mister Pump

Oil Circuit

Coolant Circuit

Figure 78: G3600 Oil and Coolant Flow for Two Bundle Oil Cooler.

85
 To Radiator or
Heat Exchanger

Rear, Bottom Oil Cooler

Front, Top Oil Cooler

From Coolant
Pump

Front, Bottom Oil Cooler

Oil Thermostat Housing

To Priority Valve and From Oil Pump

Oil Mister Pump

Oil Circuit

Coolant Circuit

Figure 79: G3600 Oil and Coolant Flow for Three Bundle Oil Cooler.

86
mounted on the front housing of the engine
and then passes to the engine's main oil
manifold.
The intermittent prelube sequence follows:
1) The start initiate signal is given from the
ESS panel.
2) Prelube motor begins to operate.
3) Prelube motor continues as the oil pressure
in the main oil manifold rises.
4) As the oil manifold pressure rises, the
prelube pressure switch will close at
6.89 kPa (1 psig). (The prelube pressure
switch is located at the right rear of the
block.)
5) Thirty seconds after the prelube pressure
switch closes, the starters are engaged.
6) The prelube motor continues to operate
until the engine reaches 250 rpm.
Intermittent prelube time will vary with oil
temperature. Typical intermittent prelube
times, measured from the start initiate signal
to starter engagement, is 90 to 120 seconds
with 25°C (77°F) oil (with a 30 second delay
after the pressure switch closes).
Quick Start Prelube System
The quick start prelube system consists of
two electric prelube pumps, a 23 Lpm (6 gpm)
continuous pump and a 64 Lpm (17 gpm)
booster pump.
In Figure 77 is shown a schematic of a quick
start prelube system. When the engine is off,
the continuous pump draws oil from the sump
and sends oil to the coolers (if needed), oil
filters, priority valve and the engine's main oil
manifold. Oil level is maintained near the top
of the cylinder block by a pilot operated spill
valve.
When the engine is signaled to start, the
continuous pump shuts off and the booster
pump starts. The pressure created by the
booster pump is sufficient to close the pilot
operated spill valve and quickly fill the engine
as well as close the oil pressure switch at the
right rear of the cylinder block.
The engine control software is set to a zero
second delay between pressure switch closure
and engine crank, so the engine starts
immediately. Upon starting, the spill valve
remains closed.
When the engine shuts down, the intermittent
pump will postlube. After postlube the oil
pressure decreases and the pilot controlled
spill valve opens and the prelube pressure
switch opens. When the pressure switch
opens the continuous pump will energize and
maintain the oil level in the engine.
The quick start prelube sequence follows:
1) While the engine is not operating, the
continuous prelube pump circulates low
pressure oil through the engine's main oil
manifold. The oil level is maintained near
the top of the block by the spill valve.
2) Once the start initiate signal is given
from the ESS panel the continuous pump
stops and the booster pump begins
operating.
3) The pressure created by the booster pump
closes the pilot operated spill valve.
4) Oil manifold pressure quickly rises since
the spill valve is closed and the manifold is
already filled with oil. The prelube pressure
switch will close at 6.89 kPa (1 psig). (The
prelube pressure switch is located at the
right rear of the block.)
5) Immediately after the prelube pressure
switch closes the starters are engaged.
6) The booster pump continues to operate
until the engine reaches 250 rpm.
Quick start prelube time will vary little with
oil temperature. Typical quick start prelube
times, measured from the start initiate signal
to starter engagement, is 5 to 7 seconds with
25°C (77°F) oil (with a 0 second delay after
the pressure switch closes).
Postlubrication
G3600 engines have a standard postlube cycle
of sixty seconds. Postlubrication protects the
turbo's bearings upon engine shutdown.
87
 ESS Panel Exhaust
Prelube Oil
Engine
Pressure
Block
Sensor Air Prelube
Pump
Engine
Sump
Prelube Solenoid
Valve

Pressure Lubricator
Pressure
Relief
Regulator
Valve

Pressure Starter Relay

Pressure
Relief Valve
Regulator
Valve

Starter Relay
Strainer Lubricator Valve

Air Starter

Exhaust
Starter Solenoid
Valve

Barring Device
Customer Supplied

Air Water Air Air Storage Check

Compressor Separator Filter Tank Valve

Electrical Signal
Air Circuit
Oil Circuit

Figure 80: G3600 Air Prelube.

An engine will not postlube if the Emergency
Stop (E-Stop) button is depressed to
shutdown the engine. Since an oil leak could
potentially require the use of the E-Stop
button, the postlube is disabled to stop oil
flow to a possible leak. An E-Stop button is
located on the ESS panel, junction box, and
the customer terminal strip. Since no postlube
occurs with the use of the E-Stop button, the
E-Stop should only be used for emergency
shutdowns.
Lubricating Oil Heaters (Optional)
Oil heaters are recommended for heating the
lube oil to 10°C (50°F) when ambient
conditions are below this temperature.
Heating elements in direct contact with
lubricating oil are not recommended due to
the danger of coking. To avoid coking the oil
when heating oil, heater skin temperatures
must not exceed 150°C (300°F) and must
have a maximum heat density of 1.24 w/cm2
(8W/in2).

88
Oil Level Alarm, Shutdown, and
Makeup (Optional)
The oil level alarm and shutdown switches
alert the operator when low oil levels are
present. The oil level alarm should sound
when the oil in the sump drops below the Add
mark on the oil level gauge (dipstick). An oil
level shutdown occurs when the oil in the
sump drops below an acceptable level in the
sump.
It is important to mount the oil level alarm
and shutdown switchgauges in the proper
location. Failure to properly locate the gauges
could result in premature alarm/shutdown
conditions or allow the sump oil level to drop
far below recommend levels before the
alarm/shutdown is activated. See Figure 81
for proper mount locations.
Most oil level switches and oil level makeup
devices are vented. If vented to the
atmosphere they will regulate to some
erroneous level due to the crankcase
pressure. The vent line from these devices
Block
Top of Oil Pan
175 mm
A Sump
Vent Line: Vent eack component to crankcase pressure
Figure 81. Locations for Oil Level Alarm, Shutdown, and Makeup Gauges.
should go to the crankcase (well above the oil
line).
An oil makeup system maintains a constant oil
level in the oil sump. The system should add
oil to the sump when the level drops below
the Running Full mark on the oil level gauge
(dipstick). See Figure 81 for proper mount
location. This automatic system senses the oil
level and feeds oil into the sump from an
external oil reservoir as required. The
external reservoir must be able to feed the oil
into the sump at all operating conditions.
Some makeup systems are pump operated
while others are gravity fed. Depending on
the height at which the makeup line enters
the oil pan, pressure in the oil pan can range
from 0 kPa to 7 kPa (0 psig to 1 psig). In
general, the oil pressure prior to the makeup
valve should be above 21 kPa (3 psig).
However, each system should be inspected to
insure proper operation and positive flow.
A: Oil Level Makeup
B: Oil Level Alarm
C: Oil Level Shutdown
B
C
341 mm
261 mm
89
 Oil Level Gauge (Dipstick)
The oil level gauge has three graduations on
it as shown in Figure 82. Below is a
description of each mark:
• STOPPED FULL OIL COLD NO
PRELUBE: This mark indicates the
correct oil level for a drained engine (no
oil in block), 25°C (77°F) oil, and no
prelube operating.
• RUNNING FULL: This mark indicates the
correct oil level for a running engine with
an oil to block temperature of 83°C
(181°F).
• ADD: Below this level oil should be added.
If the oil level is below the ADD line during
engine operation, oil should be added until
the RUNNING FULL mark is reached. If
the oil level is below the ADD line for a
stopped, drained, and cool engine, oil
should be added until the STOPPED FULL
OIL COLD NO PRELUBE mark is reached.
Oil Selection
Caterpillar does not recommend lube oils by
brand name. Field operation may identify oil
brands which yield good results. Oils which
may be listed as having good field
operating results by oil companies do not
form a Caterpillar recommendation. They
serve only as potential oils which may be
successful. Each particular oil company has
control of its product and should be
accountable for its oil performance.
Caterpillar Natural Gas Engine Oil
(NGEO)
Caterpillar has an oil formulated to provide
maximum performance and life in Caterpillar
Gas Engines. This low ash oil has 0.45%
sulfated ash (ASTM D874) and 5.0 Total Base
Number (TBN), (ASTM2896).
Add Running Full Stopped Full Oil Cold No Prelube
Figure 82. G3600 Oil Level Gage (Dipstick).
90
Caterpillar NGEO is formulated from select
base stock blended with special additives to
provide excellent anti-oxidation/nitration
properties and thermal stability. Cat NGEO
reduces levels of carbon and sludge formation
and provides excellent oil and filter life. The
product has superior resistance to foaming,
exhibits good demulsibility, and provides
protection against corrosion. This oil uses an
additive technology which offers excellent
valve and seat protection, improved piston
cleanliness, and control of deposit formation.
Caterpillar NGEO is especially useful for
Caterpillar Gas Engines when used with fuels
having a concentration of hydrogen sulfide
(H2S) at 0.10% by volume, or less. Sites using
landfill or biogas fuels would typically have
such H2S concentrations.
Commercial Oils
No universal industry specifications are
defined for the performance requirements of
lubricating oils for G3600 engines. The
following guidelines have been established for
commercial oils to be used in G3600 engines.
These oil requirements are for processed
natural gas.
• Caterpillar recommends the use of oils
formulated specifically for heavy duty gas
engines--oils that are designed for gas
engines operating at 1240 kPa (180 psi)
BMEP rating. Do not use oils formulated
exclusively for gasoline or diesel engines.
• Caterpillar recommends oils that have
sulfated ash values between 0.40 and 0.60%
to be used in G3600 engines.
• Caterpillar recommends oils that have
successfully completed 7,000 hours of
documented field service in G3600 engines.
The field trial must be performed in a
similar configuration to the proposed
engine and at a power level (BMEP) that
 meets or exceeds the proposed engine.
During the field trial, the following
parameters must be monitored: oil
consumption, oil deterioration and valve
recession. At the completion of the field
trial, the condition of the oil and the engine
must be within the following limits.
• No ring sticking or ring scuffing.
• No liner scuffing or carbon cutting from
excessive piston top land deposits.
• Valve recession and deposits must not
exceed the limits established for
Caterpillar G3600 engines.
• Oil consumption must not exceed two
times the initial oil consumption. Initial
oil consumption is established during
the first 1000 hours of operation.
• At the end of all specific oil change
periods, the oil condition must remain
within Caterpillar's limit for oxidation,
nitration, TBN, TAN, and wear metals.
• At the end of the 7,000 hour field trial,
two pistons must be removed for visual
inspection. Photographs of the pistons,
piston rings, and cylinder liners are
required.
Sour Gas & Alternate Fuel Gas
Applications
Sour gas generally refers to fuels containing a
high concentration of sulfur compounds
(above 10 ppm), primarily hydrogen sulfide
(H2S). Fuels such as field, digester, bio-mass,
or landfill gas generally fall in this category.
Sweet gases are fuels with low concentrations
of sulfur compounds (below 10 ppm).
If gas with excessive sulfur levels is used as a
fuel, sulfur compounds could be dissolved in
the oil from blow-by gas and cause corrosive
attack on internal engine components. The
corrosion usually is caused by a direct H2S
attack of the bright metals within the engine,
such as the oil cooler and bronze/ brass
bushings or bearings. This direct H2S attack
can not be deterred by high TBN oils or
controlled by oil analysis. There are various
devices available to reduce H2S in the fuel gas
such as chemical active filters, reactive beds,
and solutions. Most of these devices deplete
the reactive chemicals, their performance
deteriorates, and they need servicing or
replacing.
Caterpillar recommends that even though a
fuel gas is scrubbed to a pipeline level of H2S,
the precautions listed below should be taken
for high sulfur fuels to protect against those
intervals of operation with high sulfur fuel
without precautions can severely damage the
engine.
• Maintain the jacket water outlet
temperature between 96°C and 102°C
(205°F and 215°F). Water and sulfur oxides
are formed during combustion and will
condense on cylinder walls at low
temperature. The higher jacket
temperature will minimize the amount of
condensation.
• Maintain the temperature of the oil in the
sump high enough to prevent water from
condensing in the oil. Normally,
maintaining the jacket water outlet
temperature at a minimum of 96°C (205°F)
will accomplish this. G3600 engines have
outlet-controlled jacket water systems
available that operate at 110°C (230°F).
• Establish an oil analysis program to assure
oil change periods are not extended beyond
safe limits and that other problems are not
overlooked. Caterpillar Dealers are capable
of establishing and conducting such
programs.
• Where it is possible to start the engine on
sweet gas, bring the engine up to operating
temperature on sweet gas, then switch to
sour gas. Reverse the procedure when
shutting down the engine.
• Select a natural gas engine oil with a higher
TBN, or select a natural gas engine oil
specifically formulated for use with
alternate fuel gas. Use the same selection
method of this oil as specified in the
previous section. Oils with higher TBN
values generally have higher levels of
sulfated ash. Ash can cause deposit buildup
that leads to valve, combustion chamber,
and turbocharger damage. These deposits
can potentially shorten engine life.
91
 • There is no known oil additive than can
protect the internal bright metal engine
components from H2S attack. A positive
crankcase ventilation has proven to
successfully reduce the H2S attack of
internal engine components. The
ventilation system should positively remove
the fumes from the crankcase and allow
filtered air to enter the crankcase to dilute
the levels of H2S. Guidelines for installing
and sizing a crankcase ventilation system is
contained in the Crankcase Ventilation
A & I Guide.
Multi-Viscosity Oils
The operation of gas engines using multi-
viscosity oils has been very limited. Results
from these tests has indicated poor oil
performance as compared with single grade
oils relative to deposits.
For applications where continuous cold
starting is an absolute, single grade oil used
in combination with jacket water heaters
and/or oil heaters are recommended.
Performance requirements for multi-viscosity
oils in G3600 engines are the same as single
grade oils. Multi-viscosity oils require a
successful 7000 hour field trial as previously
Monitoring Lubricating Oil
Quality
Scheduled Oil Sampling (S•O•S)
Caterpillar Dealers offer Scheduled Oil
Sampling (S•O•S) as a means of determining
engine condition by analyzing lubricating oil
for wear particles. This program will analyze
the condition of your engines, indicate
shortcomings in engine maintenance, show
first signs of excessive wear, and help reduce
repair costs. This program is not able to
predict a fatigue or sudden failure. Caterpillar
recommendations for oil and oil change
periods are published in service literature.
Caterpillar does not recommend exceeding
the published oil change recommendations
unless the change intervals are established by
a comprehensive maintenance management
program that includes oil condition analysis.
Lubrication Oil Condemning Limits
The lubricating oil condemning limits were
developed from engine operating experience
and oil analysis. The limits provide guidelines
in determining the oil's useful life in the
engine. Table 4 and 5 establishes the limits
for oil service life.
Scheduled Oil Sampling

described for commercial oils. Field trial data Parameter Limit

Oxidation 100% as defined by S•O•S Program
from single grade oils using similar additives
Nitration 100% as defined by S•O•S Program
do not apply to multi-viscosity oils.
Sulfur Products 100% as defined by S•O•S Program
Synthetic Oils Water 0.5% maximum
The use of synthetic base stock oils is very Glycol 0%
limited in Caterpillar gas engines because of Wear Materials Trend Analysis
their high cost. Performance requirements Table 4.
for synthetic oils in G3600 engines is the
same as single grade oils. Synthetic oils Alternate Oil Analysis
(additional test procedure for more data)
require a successful 7000 hour field trial as
Parameter Limit
previously described for commercial oils.
Viscosity 3cSt increase from new oil
(ASTM D445)
Lubricant Viscosity Total Base Number 50% of original TBN
All G3600 engines currently operate with (TBN), (ASTM D2896)
SAE 40 oil. Other lubricant viscosities are not Total Base Number 1.5 minimum
recommended for use with G3600 engines. (D664)

Oils other than SAE 40 require require a Total Acid Number 3.0 max or
(TAN) (D664) 2.0 over new oil
successful 7000 hour field trial as previously
described for commercial oils. Table 5.

92
There have been occurrences where wear hour (lb/bhp-hr). The following lists the
metal levels indicate a TBN depletion but the typical mid-life BSOC for engines operating at
TBN by ASTM D2896 has not shown 100% load factor.
significant depletion. Those occurrences have
been with corrosive fuels such as landfill gas. Engine
Model g/bkW-hr lb/bhp-hr g/bhp-hr
Those customer have found that measuring
G3600 0.304 0.000521 0.227
the TAN by ASTM D664 has given a better
correlation between wear metals protection . Table 6.
If there are wear metals with adequate TBN
reserve by ASTM D2896 it is suggested to try Note: BSOC can typically vary by as much as
ASTM 664. +275% to minus 50%. Also, with very low
consumptions, measurement methods
Oil Change Inter val become difficult and number erratic.
To achieve maximum life from the engine oil Therefore these values can only be used as a
and provide optimum protection for the guide for make up oil requirements.
internal engine components, a Scheduled Oil
Sampling program (S•O•S) must be used. The following formula may be used to
Information is available through Caterpillar estimate oil consumption per hour:
Dealers. The program will determine oil
change intervals based on trend analysis and L/hr = Engine bkW 3 Load Factor(%) 3
condemning limits established for the engine. BSOC (g/bkW-hr)
For an optimized program, oil samples must be Density of Oil**
taken every 250 operating hours through the gal/hr = Engine bhp 3 Load Factor(%) 3
life of the engine. BSOC (lb/bhp-hr)
Density of Oil**
The typical oil change interval for G3600
engines is 5,000 operating hours for **Typical engine oil has a density of 899 g/L
continuous operation on pipeline gas. (7.5 lb/gal)
However, due to the variety of applications
and fuel qualities, the S•O•S must be used to
monitor the quality of the engine's oil. If the
S•O•S results condemn the oil, then the oil
must be changed regardless of the operating
hours.

If oil change intervals are consistently lower

than 5,000 hours, consult your Caterpillar
Dealer.

Oil Consumption
Oil consumption, along with fuel consumption
and maintenance information, can be used to
estimate total operating cost. Oil consumption
data may also be used to estimate the quantity
of make-up oil required to accommodate
maintenance intervals. Many factors such as
engine load, oil density, oil additive packages
and maintenance practices can affect oil
consumption.

The rate of oil consumption is called BSOC

(brake specific oil consumption) and the unit
of measure is grams per brake kilowatt hour
(G/bkW-hr) or pounds per brake horsepower

93
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation
Guide

G3600–G3300
● Fuels
● Fuel Systems

LEKQ7256 (Supersedes LEKQ2461) 10-97

G3600–G3300 Fuels
Fuel Characteristics
Hydrocarbons
Standard Condition of a Gas
Heat Value
Methane Number
Air Required for Combustion
Common Fuels
Natural Gas
Sour Gas
Propane
Propane-Butane Mixtures
Propane-Air
Propane Fuel Consumption Calculations
Digester Gas
Sanitary Landfill Gas
Manufactured Gases
Constituents of Gas by Volume - Percent
Producer Gas
Illuminating Gas
Coke-Oven Gas
Blast Furnace Gas
Wood Gas
Cleaning
Fuel Effects on Engine Performance
Heat Value of the Air-Fuel Mixture
Turbocharged Engines
Methane Number Program Calculations
Fuel Consumption
Detonation
Methane Number
Compression Ratio
Ignition Timing
Load
Inlet Air Temperature
Air-Fuel Ratio
Emissions
Variations in Heating Value
Fuel Temperature
Recommendations
Fuel Requirements
Heating Value
Fuels
Most of the fuels used in internal combustion
engines today, whether liquid or gaseous, are
composed primarily of hydrocarbons
(hydrogen and carbon); their source is
generally petroleum. Natural gas is the most
popular and widely used of the petroleum
gases. Digester gas (also a hydrocarbon) and
some manufactured gases (from coal), which
contain hydrocarbons, are also used in
engines with varying degrees of success.
Digester gas is the most practical of the
manufactured or by-product group.
Each commercial fuel gas is a mixture of
gases, some combustible and some inert. The
different mixtures have extremely wide
variations in composition. Consequently, it is
necessary to closely examine the
characteristics and behavior of an individual
gas.
Fuel Characteristics
Hydrocarbons
Hydrocarbons are grouped into three
classifications according to their molecular
structure.
• Paraffins - CnH2n+2
• Napthenes - CnH2n
• Aromatics - CnH2n-6
Most of the important fuel gases used in
engines today are of the Paraffin series. This
includes both natural gas and digester gas.
This series starts with methane (CH4); each
succeeding member of the series has one
more carbon (C) atom and the corresponding
number of hydrogen (H) atoms, etc. The
normal Paraffin hydrocarbons are said to
have straight chain molecular structures,
having one bond between each atom. The first
four of the Paraffin series would have
structures as follows:
H HH HHH HHHH
H-C-H H-C-C-H H-C-C-C-H H-C-C-C-C-H
H HH HHH HHHH
Methane Ethane Propane Butane
CH4 C2H6 C3H8 C4H10
As the number of atoms increases, the
molecular weight of the molecule increases
and the hydrocarbons are said to become
heavier. Their physical characteristics change
with each change in molecular structure.
Only the first four of the Paraffin series are
considered gases at standard conditions of
101.31 kPa (14.696 psia) and 15.55°C (60°F).
Several of the others can be easily converted
to gas by applying a small amount of heat.
Standard Condition of a Gas
It is important to note that when standard
conditions are referenced, it means
101.31 kPa (14.696 psia) and 15.55°C (60°F).
When a gaseous fuel flow is stated in SCF, it
means standard cubic feet (or standard cubic
meters - SCM) and is referenced to a gas at
standard conditions. In some places, Europe
for example, gas is referenced to 101.31 kPa
(14.696 psia) and 0°C (32°F). When gases are
referenced to 0°C (32°F), the units are called
normal cubic meters (NM3) or normal cubic
feet (NF3).
Heat Value
Heat value is defined as the amount of energy
(heat) released during the combustion of a
fuel with the correct amount of oxygen (air).
It is determined with a device called a
calorimeter. A known quantity of fuel and
oxygen are combined in a calorimeter and
burned. Heat is generated and, the water
produced (from the combustion of fuels
containing Hydrogen; either Cx Hy or H2) is
condensed. The heat measured by the
calorimeter is called the high heat value of the
fuel (also referred to as the gross heat value).
It is important to understand the difference
between high and low heat value since engine
manufacturers typically use low heat value
when discussing fuels and engine data. A
discussion of heat value as it relates to the
internal combustion engine may help provide
a better understanding of the difference
between high and low heat value.
When any hydrocarbon is used as fuel in an
internal combustion engine, one of the
products of combustion is water. The amount
of water formed during combustion varies for
the different hydrocarbon fuels. This will be
illustrated later. The water formed is
converted into steam by the combustion heat
5
 before leaving the engine, and carries with it
the quantity of heat used to convert the water
into steam. This quantity of heat absorbed in
changing water, at a given temperature to
steam or vapor, is known as the latent heat of
vaporization. The latent heat of vaporization is
lost to the engine, since the exhaust
temperature is always above the dew point.
The engine has no opportunity to convert this
heat into work. The amount of heat that is left
over for the engine to convert to work is
called the low heat value of the fuel (also
referred to as the net heat value). Low heat
value can be calculated as the high heat value
minus the latent heat of vaporization.
Methane Number
Many gases, including natural gas, landfill
gas, digester gas, propane, etc. can be
effectively used in Caterpillar Gas Engines.
Different gas compositions require different
compression ratios and ignition timings, or
may require that the engine be derated. Some
fuels may not be usable at all.
Caterpillar, over the years, has used a number
of approaches to analyze gaseous fuels to
determine their suitability for combustion in
reciprocating engines. One of the first
methods used was the Octane Rating method,
which indicates the knock resistance of a
gaseous fuel. This was adapted by the gas
engine industry from petroleum reciprocating
engine technology and compared unknown
gaseous fuels with liquid reference fuels.
The methodology multiplies the percentage
mole volume of each constituent in a gas by
its Octane Rating number and then sums
these values, (obtained from comparing the
individual component gases to octane). It
incorrectly assumes the octane contribution
for the constituents is linear. This method also
does not take into account constituents with
knock resistance characteristics, such as
carbon dioxide.
In the past, the Octane Rating method has
been an acceptable fuel analysis when applied
to pipeline and similar gases. With today’s
growing market opportunities and wider
range of gases available, it has limited uses
and restricts the engines to known gases.
Some gas engine manufacturers still use the
6
Octane Rating method to analyze gaseous
fuels despite these shortcomings. A more
reliable method was needed to evaluate
gaseous fuels.
In the mid 1980s, Caterpillar adopted the
Methane Number approach for analyzing
gases in research and development work. We
found good results and consistent engine
performance on a much broader range of
gases than the Octane Rating method.
The Methane Number analogy was developed
in Austria in the mid 1960s. It compares the
unknown resistance to knock of gaseous fuel
with the knock resistance of gaseous
reference fuel. Using two reference gases,
methane with greatest resistance to knock
characteristics and hydrogen as the knock-
prone component, a methane number can be
assigned to any gaseous fuel. This is achieved
by matching the knock characteristics of the
unknown gaseous mixture to the knock
characteristics of a blend of the two reference
gases. The percentage of methane in the
reference gas mixture is the methane number
of the unknown gas.
After extensive research and testing on field
gases to landfill gases, Caterpillar has found
the Methane Number analogy to be an
accurate and reliable assessment when
analyzing fuels. Caterpillar considers it the
most advanced technology in this field. It has
proven to be a clear competitive advantage.
Calculation of the Methane Number is difficult
and time consuming. An approximation
method was developed called the Caterpillar
Gas Value number. The method was
developed only for the G3408 and G3412
Engines. It was limited to certain gases and
similar to the Octane Rating method, did not
take into account fuels that have knock
resistance constituents. In 1989 Caterpillar
developed a computer program to perform
the calculations and allow field determination
of the Methane Number. The program inputs
gaseous constituents from the sample taken
from the supply gas for the engine, and
calculates the methane number, the LHV, the
wobbe index, and the relative power capability
compared to 35.6 MJ/Nm3 (905 Btu/ft3) fuel.
Methane numbers of some individual
component gases are:
Methane CH4 ...........................................100
Ethane C2H6 ............................................44
Propane C3H8 ............................................32
Butane (commercial) .............................15
n-Butane C4H10 ..........................................10
Hydrogen H2 ..................................................0
After calculating the Methane Number and
knowing the aftercooler water temperature
(or Air-to-Air AfterCooling temperature)
available, the engine rating can be determined
from the fuel usage guides published by
Caterpillar. The guides show engine power
and timing for specified ranges of methane
number for each aftercooler water
temperature.
Air Required for Combustion
As indicated by Figure 1, each combustible
gas requires a definite volume of air for
complete combustion of a given volume of the
gas. This exact amount of air combined with a
given amount of gas is called the
stoichemetric air-fuel ratio (or chemically
correct air-fuel ratio). There is a chemically
correct air-fuel ratio for each gas. This ratio
varies for the different gases. An
understanding and working knowledge of this
part of the chemistry of combustion is as
important to the application engineer as to the
design engineer. This will become evident
later in the discussion.
To determine the minimum amount of air
required for complete combustion, refer to
the combustion equation for methane:
CH4 + 2 O2 = 2 H2O + CO2.
We are interested in the volume of O2 and, in
turn, the volume of air the required O2
represents. The coefficients in the
combustion equation (the number of
molecules) give the combining volumes of the
gaseous components. Thus, one Ft3
(0.0283m3) of CH4 requires two Ft3
(0.0566m3) of O2. Since air is 20.99% of O2 by
volume, the 2 Ft3 (0.0566m3) of O2 represents:
2 = 9.52F3 of air; 0.0566 = 0.269m3 of air
0.2099 0.2099
This is the air required theoretically for
complete combustion of one Ft3 (0.0283m3) of
CH4. A little excess air is usually provided for
most gases to ensure complete combustion.
The same results derived here can also be
determined using the molecular weights to
first determine the weight of air required,
then converting the weight of air to volume of
air. The volume method is less complex.
As stated earlier, most fuel gases are mixtures
of several gases. Each component gas has
different characteristics. Determination of the
amount of air required per unit volume of a
mixture of gases requires that the different
characteristics of components be recognized.
For example, assume that a given fuel gas has
the following analysis by volume:
Methane (CH4) = 90%
Ethane (C2H6) = 5%
Propane (C3H8) = 3%
Carbon Dioxide (CO2) = 2%
The air required for one Ft3 (0.0283m3) of the
gas can be calculated as follows (using data
from Figure 1):
CH4 0.90 x 9.53 = 8.5770
C2H6 0.05 x 16.67 = 0.8335
C3H8 0.03 x 23.82 = 0.7146
Total cu ft Air Required = 10.1251
The value and use of air-fuel ratio data will be
illustrated in a later paragraph dealing with
heat values of chemically correct air-fuel
mixtures and the relation of heat value to
engine output.
7
8
Physical Properties of Gases

Gas Density, 60°F, 14.696 psia Heat Value: At 60°F

Btu/cu ft Btu/cu ft Air Required Flammability Limits
Boiling Specific cu ft Vapor at Vapor at Btu/lb Btu/gal For Volume Percent
Point at Gravity cu ft Gas/gal lb/gal 14.696 psia 14.696 psia Liquid Liquid Combustion In Air Mixture
Gas Formula 14.696 psia (Air = 1) Gas/lb Liquid Liquid (LHV) (HHV) (LHV) (LHV) (cu ft/cu ft) Lower Higher
Methane CH4 –258.72 0.5539 23.6541 59.135 2.5000 999.40 1,010.0 21,511.0 53,778 9.53 5.00 15.00
Ethane C2H6 –127.46 1.0382 12.6200 37.476 2.9696 1,618.70 1,769.6 20,429.0 60,666 16.67 2.90 13.00
Propane C3H8 –43.73 1.5226 8.6505 36.375 4.2268 2,314.90 2,516.1 19,922.0 84,206 23.82 2.00 9.50
iButane C4H10 +10.78 2.0068 6.5291 30.639 4.6927 3,000.40 3,251.9 19,590.0 91,930 30.97 1.80 8.50
nButane C4H10 +31.08 2.0068 6.5291 30.639 4.8691 3,010.80 3,262.3 19,658.0 95,717 30.97 1.50 9.00
iPentane C5H12 +82.09 2.4912 5.2596 27.380 5.2058 3,699.00 4,000.9 19,456.0 101,284 38.11 1.30 8.00
nPentane C5H12 +96.89 2.4912 5.2596 27.673 5.2614 3,703.90 4,008.9 19,481.0 102,497 38.11 1.40 8.30
Hexane C6H14 +155.70 2.9755 4.4035 24.379 5.5363 4,403.90 4,755.9 19,393.0 107,365 45.26 1.10 7.70
Heptane C7H16 +209.17 3.4598 3.7872 21.725 5.7364 5,100.30 5,502.5 19,315.0 110,799 52.41 1.00 7.00
Octane C8H18 +258.17 3.9441 3.3220 19.575 5.8926 5,796.20 6,248.9 19,256.0 113,468 59.55 0.80 6.50
Carbon Monoxide CO –313.60 0.9670 13.5500 — — 320.50 320.5 4,342.2 — 2.39 12.50 74.20
Carbon Dioxide CO2 –109.24 1.5196 8.6229 58.807 6.8199 — — — — — — —
Hydrogen H –422.90 0.0696 188.6790 — — 273.93 342.2 51,566.0 — 2.39 4.00 74.20
Hydrogen Sulphide H2S –76.49 1.1767 11.1351 74.401 6.6817 586.80 637.1 6,534.0 43,658 7.20 4.30 45.50
Oxygen O2 –297.32 1.1048 11.8593 112.930 9.5221 — — — — — — —
Nitrogen N2 –320.44 0.9672 13.5465 91.413 6.7481 — — — — — — —
Air –317.81 1.0000 13.1026 95.557 7.2930 — — — — — — —
*Approximate Value

Figure 1a.
 Physical Properties of Gases (Metric Values)

Gas Specific Volume

Flammability Limits
Boiling Pt Specific Nm3 MJ/Nm3 `MJ/Nm3 MJ/kg MJ/L Air Required Volume Percent
at 101.3 kPa` Gravity Nm3 Gas/L kg/L Vapor Vapor Liquid Liquid For Combustion In Air Mixture
Gas Formula deg C (Air = 1) Gas/kg Liquid Liquid (LHV) (HHV) (LHV) (LHV) (Vol/Vol) Lower Higher
Methane CH4 –161.51 0.5539 1.3997 0.4190* 0.2994* 35.746 39.700 50.034 14.980* 9.53 5.00 15.00
Ethane C2H6 –88.59 1.0382 0.7468 0.2656 0.3556 63.626 69.558 47.516 16.897 16.67 2.90 13.00
Propane C3H8 –42.07 1.5226 0.5119 0.2578 0.5062 90.992 98.900 46.579 23.578 23.82 2.00 9.50
iButane C4H10 –11.79 2.0068 0.3864 0.2171 0.5619 117.937 127.823 45.571 25.606 30.97 1.80 8.50
nButane C4H10 –0.51 2.0068 0.3864 0.2253 0.5831 118.346 128.231 45.729 26.665 30.97 1.50 9.00
iPentane C5H12 +27.83 2.4912 0.3112 0.1940 0.6234 145.397 157.264 45.248 28.208 38.11 1.30 8.00
nPentane C5H12 +36.05 2.4912 0.3112 0.1961 0.6301 145.589 157.578 45.307 28.548 38.11 1.40 8.30
Hexane C6H14 +68.72 2.9755 0.2606 0.1728 0.6630 173.104 186.940 45.111 29.909 45.26 1.10 7.70
Heptane C7H16 +98.37 3.4598 0.2241 0.1539 0.6869 200.478 216.287 44.927 30.860 52.41 1.00 7.00
Octane C8H18 +125.65 3.9441 0.1966 0.1387 0.7056 227.831 245.626 44.792 31.605 59.55 0.80 6.50
Carbon Monoxide CO +156.44 0.9670 0.8018 + + 12.598 12.598 10.101 + 2.39 12.50 74.20
Carbon Dioxide CO2 +42.91 1.5196 0.5103 0.4167 0.8167 0 0 0 0 + + +
Hydrogen H +217.17 0.0696 11.1651 + + 10.766 13.451 120.203 + 2.39 4.00 74.20
Hydrogen Sulphide H2S –60.27 1.1767 0.6589 0.5272 0.8001 23.065 25.043 15.198 12.160 7.20 4.30 45.50
Oxygen O2 –182.95 1.1048 0.7018 0.8002 1.1403 0 0 0 0 + + +
Nitrogen N2 –195.80 0.9672 0.8016 0.6478 0.8081 0 0 0 0 + + +
Air –194.34 1.0000 0.7754 0.6771 0.8733 0 0 0 0 + + +
*Approximate Value

Figure 1b.

9
 Composition of Natural Gases
Natural Gas Analysis -Percent by Volume
Example A Example B Example C Example D
(Field Gas) (Field Gas) (Field Gas) (Dry, Pipeline)
Methane, CH4 75.23 76.00 89.78 92.20
Ethane C2 H6 12.56 6.40 4.61 5.50
Propane C3 H8 7.11 3.50 2.04 0.30
Butane C4 H10 3.38 0.67 0.89 —
Pentane C5 H12 0.69 0.30 0.26 —
Hexane C6 H14 0.40 — 0.21 —
Heptane C7 H16 — — — —
Nitrogen N2 0.43 12.33 2.13 1.60
Carbon Dioxide CO2 0.20 0.40 — 0.40
Others — 0.40 0.08 —
100.00 100.00 100.00 100.00
HHV (High heat value) Btu/SCF 1,333.00 1,010.00 1,096.00 1,041.00
LHV (Low heat value) Btu/SCF 1,202.00 909.00 986.00 937.00
Methane Number 42.20 66.70 69.00 82.80

Figure 2.

10
Common Fuels
Natural Gas
The composition of natural gas as it leaves the
well head varies from one area, or gas field, to
another. In each instance, it is a mixture of
gases composed mostly of methane (CH4)
with varying percentages of ethane (C2H6),
propane (C3H8), butane (C4H10), and usually
small amounts of helium (He), carbon dioxide
(CO2), nitrogen (N2), and in some fields
hydrogen sulfide (H2S). Natural gas in its
original state is often referred to as field gas,
well head gas, or wet gas. In the gas industry,
the designation wet or dry does not refer to
the presence or absence of water, but to the
presence or absence of liquid hydrocarbons
such as butane, pentane, etc. Before being
marketed through the gas distribution
pipelines, the wet ends are removed to
provide what we often refer to as dry pipeline
gas. The energy content of pipeline natural
gas is determined by the molar or volume
percentages of methane, ethane, and propane
in the mixture.
To obtain better understanding of natural gas,
it is necessary to review the physical
characteristics of the individual gases usually
found in natural gas. Figure 1 shows some of
the more important physical constants of
component gases which are often found in
gaseous fuel mixtures, including natural gas.
Figure 2 illustrates the variation in
composition of natural gases from different
fields. An analysis of a typical dry pipeline gas
is also represented in Figure 2. These gas
analyses will have more meaning after a more
thorough study of the heat value and
combustion characteristics of the various
gases.
Low heat value (LHV) of a gas is the high
heat value less the heat used to vaporize the
water formed by combustion. This applies
whether the gas is a single hydrocarbon (or
any other gas which forms water as a product
of combustion) or a mixture of hydrocarbons.
The amount of heat (per unit volume) lost in
vaporizing the water is different for different
gases. This variable must be eliminated if the
engine manufacturer is to provide reliable fuel
consumption data. This explains why all
engine manufacturers use low heat value for
gaseous fuels. Contrary to the common
misconception that low heat value is used
merely to make the fuel consumption data
appear more favorable, the practice
universally used by engine manufacturers
does have a very sound engineering basis.
A brief examination of the combustion
equation using pure methane (CH4), the main
constituent of natural gas, will illustrate this
point further. The equation for combustion of
methane is as follows:
CH4 + 2 O2 = 2 H2O + CO2
To determine the amount of water formed,
first determine the molecular weight of each
gas as noted here:
CH4 + 2 O2 = 2 H2O + CO2
16 64 = 36 44
The molecular weight of a substance
expressed in kilograms (pounds) is known as
a mol. Thus, 1 mol of methane (16 kg or 16 lb)
when combined during combustion with
2 mols of oxygen (64 kg or 64 lb), will form
2 mols of water (36 kg or 36 lb) plus 1 mol of
CO2 (44 kg or 44 lb). Therefore, for each unit
mass of CH4 burned:
36 = 2.25 kg (lb) of water are formed per kg (lb) of CH4.
16
To determine the amount of water formed per
SCM (SCF) of CH4 burned, divide 2.25 kg (lb)
by the specific volume (m3/kg or Ft3/lb) of gas
at standard conditions of temperature and
pressure. For methane,
1kg = 1.4738 SCM (1 lb = 23.61 SCF). Therefore,
2.25 = 0.09529 (lb H2O); 2.25 = 1.526 kg H2O
23.61 (SCF CH4) 1.4738 SCM CH4
of water formed per SCM (SCF) of methane
burned. The difference between high and low
heat value for CH4 is the heat required to
convert 1.526kg (0.09529 lb) of water to vapor
at standard conditions. The latent heat of
vaporization per kg (lb) of water at 15.55°C
(60°F) from the steam tables is
(2.4653 MJ/SCM)/1059.9 Btu. Therefore, the
11
 difference between HHV and LHV of CH4 is:
0.09529 x 1059.9 = 101 Btu/SCF (3.763
MJ/SCM). Note that Figure 1 reflects this
difference in HHV and LHV for CH4.
As an example of the variation in the amount
of water formed during the process of
combustion for different hydrocarbons ,
compare the results of burning propane
(C3H8) with the results just calculated for
methane:
C3H8 + 5 O2 = 3 CO2 + 4 H2O
44 160 132 72
The amount of water formed per kg (lb) of
propane burned is:
72 = 1.6363 lb (kg) H2O / kg (lb) Propane
44
And the amount of water formed per SCM
(SCF) of propane burned is:
1.636 lb H2O / lb C3H8 = 1.1931 lb H2O
8.471 SCF/lb C3H8 SCF C3H8
1.636 kg H2O / kg C3H8 = 3.0937 kg H2O
0.5288 SCM/kg C3H8 SCM C3H8
When burning one SCM (SCF) each of
methane and propane, the propane forms
3.0937 kg (0.1931 lb) of water compared with
1.526 kg (0.09529 lb) of water formed by the
methane.
To pursue this one step further, the amount of
heat lost to the engine is converting this
water to vapor at 15.55°C (60°F) for propane
is:
Energy lost per SCM (SCF) C3H8 burned
= 0.1931 x 1059.9 = 204 Btu/SCF C3H8
(7.6 MJ/SCM C3H8)
Examination of Figure 1 will confirm that this
is the difference between HHV and LHV for
propane. Comparing again to methane, the
heat lost to the engine per SCM (SCF) of gas
burned is higher for propane, 204 Btu/SCF
versus 101 Btu/SCF CH4 (7.6 MJ/SCM C3H8
versus 3.76 MJ/SCM CH4).
12
Sour Gas
Sour gas generally refers to fuels containing a
high concentration of sulfur compounds
(above 10 ppm), primarily hydrogen sulfide
(H2S). Fuels such as field, digester, bio-mass,
or landfill gas generally fall in this category.
Sweet gases are fuels with low concentrations
of sulfur compounds (below 10 ppm).
Sweet gases can be used in an engine without
any additional treatment or changes to the
engine. However, sour gases require the
appropriate operation parameters and
maintenance schedule, outlined below. The
maximum level of H2S allowed under any
circumstances is given by Figure 3.
Figure 3.
Any fuel in the section “C” of the graph must be treated to
remove the excess H2S.
If gas with excessive sulfur levels is used as a
fuel, sulfur compounds could be dissolved in
the oil from blow-by gas and cause corrosive
attack on internal engine components. The
corrosion usually is caused by a direct H2S
attack of the bright metals within the engine,
such as the oil cooler and bronze/brass
bushings or bearings. This direct H2S attack
cannot be deterred by high TBN oils or
controlled by oil analysis. There are various
devices available to reduce H2S in the fuel gas
such as chemically active filters, reactive
beds, and solutions. The performance of most
of these devices deteriorates as the reactive
chemicals are depleted. The device then
requires servicing or replacing to maintain an
effective level of H2S removal. It is
recommended that even though a fuel gas is
scrubbed to pipeline level of H2S, the
precautions listed below should be taken for
high sulfur fuels to protect against those
intervals when the chemical scrubbers
deteriorate and require servicing. Even brief
intervals of operation with high sulfur fuel
without precautions can damage the engine.
• Maintain the coolant outlet temperature
between 96°C and 102°C (205°F and
215°F). Temperature rise across the engine
should be no more than 15°F, and a 10°F
rise is desirable. Water and sulfur oxides
are formed during combustion and will
condense on cylinder walls at low
temperature. The higher jacket
temperature will minimize the amount of
condensation. Engines equipped with inlet
control cooling systems will maintain outlet
temperatures in the 96°C and 102°C
(205°F and 215°F) range. Engines with
outlet control cooling systems may require
additional external controls to maintain
96°C and 102°C (205° to 215°F) outlet
temperatures.
• Maintain the temperature of the oil in the
sump high enough to prevent water from
condensing in the oil. Normally,
maintaining the jacket water outlet
temperature at a minimum of 93°C (200°F)
will accomplish this.
• Establish an oil analysis program to assure
oil change periods are not extended beyond
safe limits and that other problems are not
overlooked. Caterpillar Dealers are capable
of establishing and conducting such
programs.
• A CD grade oil with less than 1% sulfated
ash can be used instead of oils normally
used in natural gas engines. CD oil has a
higher TBN (which indicates its ability to
neutralize acids formed from products of
combustion of sulfur compounds) than
normal gas engine oil.
• Where it is possible to start the engine on
sweet gas, bring the engine up to operating
temperature on sweet gas, then switch to
sour gas reverse the procedure when
shutting the engine down.
• There is no known oil additive that can
protect the internal bright metal engine
components from H2S attack. A positive
crankcase ventilation has proven to
successfully reduce the H2S attack of
internal engine components. The
ventilation system should positively remove
the fumes from the crankcase and allow
filtered air to enter the crankcase to dilute
the levels of H2S. Guidelines for installing
and sizing a system are given in the section
on “Low Btu Engines”.
Propane
Propane must meet HD-5 specification. It
must be 95% pure, with no more than 5%
propylene and the remaining 5% not heavier
than butane, for the guidelines given in this
publication to apply.
Propane is transported and stored in a liquid
state. It is converted to a vapor at location.
Many states prohibit the use of liquid propane
within the confines of a building. It is
recommended that local building codes be
consulted prior to finalizing plans for propane
systems. Propane is heavier than air, so
engine room ventilation is a concern.
Propane is frequently used as a secondary or
back-up fuel for natural gas. Low compression
ratio (LCR) engines must be used for this
type application in order to prevent
detonation. When switching to propane, the
engine timing must be retarded to prevent
detonation. When switching fuels, some
engines may require deration . Check the
Fuel Usage Guide for the correct timing and
rating.
Propane-Butane Mixtures
These are commercial mixtures of propane.
The butane content usually exceeds 5% by
volume.
Propane-Air
A mixture of vaporized propane and air has
the same heating value per unit volume as
natural gas. It is normally used as a standby
fuel or peaking fuel for natural gas systems.
The same pressure regulating equipment can
be used for both fuels. The propane-air
mixture has the ignition qualities or methane
number of propane, and the timing must be
set to the propane specification.
13
 Propane Fuel Consumption
Calculations
To calculate the fuel consumption of propane,
the heat rate of the engine on natural gas at
the propane rating is first calculated in MJ/hr
(Btu/hr). The heat rate can be calculated by
multiplying the fuel rate in SCMM (SCFM) by
the energy content of the fuel in
Btu/MJ/SCM or by multiplying the brake
specific fuel consumption in MJ/BkW-hr
(Btu/Bhp-hr) by the engine power. Either
method is acceptable. The heat rate is then
divided by the MJ/L (Btu/gal) of propane to
obtain fuel consumption in L/hr (gal/hr). If
data is not published for propane fuel, the fuel
rate or brake specific fuel consumption of
natural gas can be used at the propane power
rating. Fuel rate for natural gas and propane
is usually not identical but still within the
tolerance band of ± 3%.
Example:
G3516 LE 8:1 Compression Ratio, 90°F A/C, 735 ekW,
60 Hz, 1200 rpm, 1033 bhp
Brake Specific Fuel Consumption = BSFC = 7527 Btu/hp-h
Fuel Consumption = 8592 SCFH
LHV of Fuel = 905 Btu/SCF
Heat Rate = Fuel Consumption x LHV = 8592 x 905 =
7,775,391 Btu/hr
Heat Rate = BSFC x hp = 7527 x 1033 = 7,775,391 Btu/hr
Propane Data from Table I
Heat/gal = 84,194 Btu/gal
Calculated propane fuel consumption in gal/hr
Heat Rate x Load Factor = Fuel Consumption in gal/hr
Heat/gal
7,775,391 Btu hr x 1.00 = 92.35 gal/hr
84,194 Btu/gal
To obtain metric results convert to L/hr
92.35 gal/hr x 3.79 L/gal = 350 L/hr
Digester Gas
This is one of the more widely available by-
product low energy gases.
Liquid effluent is pumped into digester tanks
where biodegrading takes place. As a result,
the gas produced is a mixture of methane and
carbon dioxide. There are a variety of
products that can be digested, such as
sewage, animal waste, liquid effluent from
vegetable oil mills and alcohol mills.
14
One volume of material (waste) will produce
0.5 to 1.0 volume of gas in a 24-hour period.
Volume of gas produced depends on material
(vegetable waste produces less gas than
animal waste). Digestion temperatures range
from 35°C to 57°C (95°F to 135°F).
A typical digester gas analysis is:
Methane, CH4 66%
Carbon Dioxide, CO2 31%
Nitrogen, N2 2%
Other 1%
Methane Number 132
Typical Low Heat Value:
450-650 Btu/SCF
17.69-25.55 MJ/Nm3
Air Requirement for Combustion:
5–7 Volumes of Air per Volume of Gas
Sanitar y Landfill Gas
Sanitary landfills produce large quantities of
methane due to the biological degradation of
the many types of organic materials
incorporated in the landfill. This methane is
often a nuisance emission which in many
cases, is flared off to prevent it from
migrating underground to nearby residential
areas. Landfills are also subject to emission
controls by the Environmental Protection
Agency.
The gas can be recovered by drilling wells
and installing perforated piping. It can then be
pumped out, filtered, and used commercially.
A landfill must fulfill certain minimum
requirements before a commercial scale
recovery operation can even be considered*:
• Must be relatively large - minimum of one
million ton of refuse in place.
• Must be deep - 30 m (100 ft) or more
thickness of buried refuse. Although some
landfills are recovering gas, with only 122 m
(40 ft) of material.
• Must be primarily mixed municipal refuse,
with minimum amounts of inert materials
such as demolition rubble.
*Source: John O’Connor - “American City and County
Magazine”
A typical landfill gas analysis is:
Methane, CH4 55%
Carbon Dioxide, CO2 35%
Nitrogen, N2 10%
Other <1%
Methane Number 130
Typical Low Heat Value:
400-600 Btu/cu ft
15.72 - 23.58 MJ/Nm3
Air requirements for Combustion:
4–6.5 Volumes of Air Per Volume of Gas
Note: Filtration/treatment of landfill gas is
essential to obtain acceptable service life from
the engine. Landfill gas is drawn from the
ground and generally contains a significant
amount of abrasive material. Use a filter
capable of removing 99.5% A.C. fine dust
(same as engine air cleaner) in the fuel line.
See the section on “Air Intake Systems” for a
definition of A.C. fine dust. Landfill gas may
also contain significant quantities of corrosive
elements. A fuel gas analysis is required to
determine what type of fuel treatment is
required. As a minimum, always treat the fuel
as if it were sour gas and follow the precautions
outlined for sour gas. For further information,
see the section on “Landfill Gas Applications”.
Manufactured Gases
Our reason for discussing these gases, which
are undesirable fuels, is that in some areas
manufactured gas is mixed with natural gas to
supplement the supply during periods of high
demand. In operations where gas is a by-
product, there is usually a desire to use the
gas to produce power, especially in internal
combustion engines. It is important for
anyone engaged in the sale of gas engines to
have knowledge of these gases and of their
behavior.
There are several gases made from either
coal, wood products, or oil which are
classified loosely as manufactured gas. All are
similar in composition and generally have two
features in common.
• They have a low heat value.
• Most manufactured gases contain a high
percentage of free hydrogen resulting in a
low methane number.
Some of these gases are by-products of other
processes. Others are produced purely for the
gas and are hold-overs from a period prior to
the availability of natural gas. There are a few
remaining places where natural gas is not yet
available; some type of manufactured gas is
still used. The gas is usually too expensive to
be used as fuel for gas engines.
Constituents of Gas by Volume —
Percent
Figure 4 shows the average composition and
characteristics of some of the more frequently
encountered manufactured gases. The
composition of each type of manufactured gas
can vary significantly. This variability must be

Properties of Manufactured Gases

Constituents of Gas by Volume — Percent
Btu/SCF Btu/SCF
Carbon Ethene Carbon LHV @ of Correct
Hydrogen Monoxide Methane (Ethylene) Oxygen Dioxide Nitrogen 60°F Vol Air/ Mixture Methane
H2 CO CH4 C2H4 O2 CO2 N2 14.696 psi Vol Gas (LHV) Number
Producer Gas
Anthracite coal 20.0 25.0 — — 0.5 5.0 49.5 135 1.05 65.85 53.30
Bituminous coal 10.0 23.0 3.0 0.5 0.5 5.0 58.0 136 1.12 64.25 66.70
Coke 10.0 29.0 — — 0.5 4.5 56.0 120 0.90 63.15 60.30
Illuminating Gas
Blue water gas 50.0 43.3 0.5 — — 3.0 3.2 280 2.27 85.63 5.20
Carbureted water gas 40.0 19.0 25.0 8.5 0.5 3.0 4.0 526 4.97 88.10 2.60
Coal gas 46.0 6.0 40.0 5.0 0.5 0.5 2.0 584 5.74 86.64 5.20
Oil gas 32.0 — 48.0 16.5 0.5 — 3.0 772 7.66 89.14 -1.50
By-Product Gas
Coke oven gas 53.0 6.0 35.0 2.0 — 2.0 2.0 513 5.02 85.21 12.70
Blast furnace gas 5.2 26.8 1.6 — 0.2 8.2 58.0 115 0.90 60.50 76.70

Figure 4.

15
 taken into account when deciding on using a
particular manufactured gas for an internal
combustion engine.
Producer Gas
This gas is made by flowing air, or air and
steam, through a thick bed of coal or coke.
The temperature ranges from red hot on the
lower section of the bed to low temperature
on top of the bed. The oxygen in the air burns
the carbon resulting in the formation of CO2,
which is reduced to CO by contacting the hot
carbon above the combustion zone. The
steam is dissociated which introduces H2, and
freed O2. The free O2 combines, as does the
O2 from the air, with hot carbon to form more
CO. As shown by Figure 4, producer gas has
a relatively low heat value and a high
hydrogen content.
Illuminating Gas
This classification includes gases made by a
number of processes. Blue Water Gas is made
by passing steam only through a hot bed of
coal or Coke to form CO and H2. Carbureted
water gas is formed by spraying oil into a
carburetor filled with hot brick through which
the gases pass. Coal and oil gas are formed by
applying heat to coal and oil to drive off the
hydrogen, methane, carbon monoxide, and
ethene (C2 H4). In gas analysis, the ethene (or
ethylene) content is often listed simply as
illuminants.
Coke-Oven Gas
This gas is similar to the coal gas previously
described, but is obtained as a by-product
from a process designed to produce coke.
The composition of coke oven gas varies
appreciably, depending on the type of coal
used in the process. The volatile portion of
the coal is driven off by the application of
heat, and the heavier hydrocarbons are
cracked. This results in a gas high in
hydrogen and methane content.
Wood Gas
Wood gasification technology has existed
since World War II. The rise of oil prices in
the past years has renewed interest in this low
energy fuel.
The gas is manufactured in a reaction vessel
at high temperature and low pressure. The
gas produced is then fed through a complex
cleaning and cooling train consisting of
scrubbers and cycloidal cleaners. There are
some companies specialized in this field
throughout the United States. Initial
investments costs are relatively high for this
type of application.
Approximately 1.36 kg/kW (3 lb/kW) dry
wood chips at 17,420-19.750 kJ/kg
(7,500–8,500 Btu/lb) high heat value, are
required for this type of operation. Some
systems may also operate on sawdust or wet
bark.
A typical wood gas analysis is:
Carbon Monoxide, CO 26%
Hydrogen, H2 10%
Methane, CH4 2%
Nitrogen, N2 50%
Other 12%
Methane Number 42.9
Low Heat Value 80-200 Btu/cu ft
3.14-7.86 MJ/Nm3
Air requirement for combustion:
0.7-2.1 volumes of air per volume of gas.
Cleaning
All manufactured gases must be cleaned to
minimize dust and solid impurities. Tar and
ammonia must be removed by washing or
scrubbing the gases. Sulfur is usually present,
and is sometimes removed by passing the
gases through iron oxide beds.

Blast Furnace Gas

This gas is a by-product of the steel mills. It is
formed by blowing air through cupolas
containing alternate layers of hot coke and pig
iron. It is similar to producer gas, consisting
principally of carbon monoxide and nitrogen.

16
Fuel Effects on Engine
Performance
Heat Value of the Air-Fuel Mixture
It has been established earlier that:
• Fuel gases are always mixtures composed
of a number of component gases.
• Each component gas requires a specific
amount of air for complete combustion.
• Each component gas when ignited and
burned in the presence of adequate
oxygen, generates a specific amount of
heat.
Gas engines produce power only in
proportion to the low heat value of the
combustible mixture of gas and air, which is
supplied to the combustion chamber. If a gas
is to be appraised on the basis of its power-
producing qualities, first determine the low
heat value of the correct air-fuel mixture of
the gas. Having a volumetric analysis of a
given fuel gas and access to the data provided
in Figure 1, this becomes a relatively simple
calculation. Using a typical landfill gas and
referring to Figure 1 for heat values of the
various component gases, the low heat value
can be determined as follows:
CH4 0.55 x 911 = 501 (19.69 MJ/Nm3)
CO2 0.35 x 0 = 0 35.57 = 3.39 MJ/Nm3;
N2 0.10 x 0 = 0 1 + 9.5
Btu/SCF 501 (19.69 MJ/Nm3)
This is the heat value of the gas only. The
next step is to determine the quantity of air
required per volume of Gas. This may be
calculated as follows, using again data from
Figure 1:
CH4 0.55 x 9.53 = 5.24
CO2 0.35 x 0 = 0
N2 0.10 x 0 = 0
Total vol air required/vol gas 5.24
Having established the low heat value of the
gas, together with the proper amount of air
per volume of gas required to support
complete combustion, it is only a matter of
arithmetic to determine the low heat value of
correct air-fuel mixture:
LHV of air-fuel mixture 19.69 = 3.16 MJ/Nm3
1 + 5.24
(Gas) (Air)
LHV of air-fuel mixture 501 = 80.29 Btu/cu ft
1 + 5.24
(Gas) (Air)
For naturally aspirated engines, the low heat
value of the air-fuel mixture is of particular
significance because engine output for this
engine type is directly proportional to the low
heat value of the air fuel mixture. Determine
engine rating for a naturally aspirated engine,
the low heat value of the given air-fuel
mixture is compared to the low heat value of
the fuel used by the engine manufacturer
when establishing the engine rating. If the
given air-fuel mixture has a low heat value
less than that used to establish the rating, the
naturally aspirated engine will be decreased.
For example, a G3516 Naturally Aspirated, 9:1
compression ratio engine has a rating of
492 BkW (660 bhp) at 1200 rpm, based upon
test data when using a fuel having a low heat
value of 35.57 MJ/Nm3 (905 Btu/SCF).
Assuming an air-fuel ratio of 9.5:1, which is
accurate enough for such calculations, the low
heat value of the air-fuel mixture used to
establish the 492 BkW (660 bhp) rating would
be:
905 = 86.19 Btu/SCF
1 + 9.5
The output of the G3516 NA when operated
on landfill gas would be:
Output =
429 BkW x 3.16 = 459 BkW; 660 hp x 80.29 = 615 bhp
3.39 86.19
Dramatic comparisons for the heat value of
the correct air-fuel mixture for some of the
lesser used gases are found in Figure 3. Note
the producer gas made from coke. This gas
has a low heat value of only 4.74 MJ/Nm3
(120 Btu/SCF) as it comes from the gas
producer. Only 0.90 volume of air is required
per volume of gas. (This would call for a
special carburetor.) The low heat value of the
correct air-fuel mixture is 2.49 MJ/Nm3
(63.15 Btu/SCF) — surprisingly high
17
 considering the 4.74 MJ/Nm3 (120 Btu/SCF)
low heat value of the fuel. The G3516 NA 9:1
compression ratio output when operating on
this gas would be:
Output =
492 BkW x 2.49 = 361 BkW; 660 bhp x 63.15 = 483 bhp
3.39 86.19
Also consider the sewage gas previously
discussed. The only combustible component
present, in any appreciable quantity in sewage
gas is methane (CH4). We need only be
concerned with this one component when
calculating the air required and the heat value
of the mixture. For the subject sewage gas,
the calculations are as follow for 66% methane:
LHV of subject sewage gas = 0.66 x 911 =
23.62 MJ/Nm3 (601 Btu/SCF)
Air required per volume of gas = 0.66 x 9.53 =
6.29 SCF
LHV of correct = 23.62 = 3.24 MJ/Nm3
air-fuel mixture 1 + 6.29
601 = 82.44 Btu/SCF
1 + 6.29
Output of G3516 = 492 BkW x 3.24 = 470 BkW
3.39
660 bhp x 82.44 = 631 bhp;
86.19
Turbocharged Engines
The heat value of the air-fuel mixture for
turbocharged engines is not quite so critical
within certain limits. The density of the
mixture can be increased by increasing the
turbocharger boost. This provides a higher
energy air-fuel mixture than originally used to
determine the engine rating. This procedure
increases fuel consumption. However, when
the turbocharger reaches its ambient
temperature, it can no longer provide the
necessary boost needed to increase the
density of the air-fuel mixture. The result is
that the low heat value of the air-fuel mixture
of a low energy fuel may not be high enough
to provide full engine rating.
The extent to which we can take advantage of
this feature depends on the capability of the
turbocharger available for the specific engine
18
involved. One equation is not necessarily
applicable to all occasions. Each case
involving the operation of a Caterpillar
Turbocharged Gas Engine on low heat value
fuel should be referred to the Gas Engine
Product Group for rating recommendations.
Methane Number Program
Calculations
The Methane Number Program performs
many calculations. Some of the values
discussed in the above sections are calculated
by the Methane Number Program. The
manual method for calculating these values
has been discussed here for reference
purposes. In actual practice, the Methane
Number Program would be used to calculate
these values. Some values calculated by the
Methane Number Program are:
• Methane number of the fuel
• Energy content of the fuel, “Lower Heating
Value”.
• Volume of air required per volume of fuel,
“Stoichemetric air fuel ration V/V”.
• Deration for low energy gases, “Relative
Power Capability”.
Fuel Consumption
The approach represented by the preceding
calculations will serve to indicate the output
which may be expected from engines when
operating on low energy fuel gases. It should
also be recognized that the brake specific fuel
consumption in MJ/BkW-hr (Btu/bhp-hr) will
be higher when operating on low energy fuels
as compared to commercial pipeline gas. This
results from the fact that the inert gases in
low energy fuels not only do not contribute
heat to the combustion process; they absorb
heat which is later discharged with the
exhaust and is lost to the engine. Such heat
loss can be calculated for each gas. However,
for fuels such as sewage gas, it is generally
accurate enough to assume a loss equivalent
to approximately 1.5% thermal efficiency. The
fuel consumption should be adjusted
accordingly.
E = Thermal efficiency = Work out
Heat input
Where 1 hp = 1kW = 3.6 MJ/hr (2545 Btu/hr)
this equation simplifies to:
E = 3.6; E = 2545
BSFC metric BSFC
If the sewage gas referred to in the previous
example is used with a naturally aspirated
G3516, the specific fuel consumption for this
combination, when operating at 1200 rpm and
631 bhp, may be determined as follows:
Specific Fuel Consumption Using Natural Gas
at 631 bhp = 11.24 MJ/bkW - hr
(7950 Btu/bhp-hr)
E = 3.6 = 0.32; E = 2545 = 0.32
11.24 7950
E, when operating on sewage gas, is:
E = 0.32 - .015 = 0.305
Then solving for the specific fuel consumption:
2545 = 0.305
Specific Fuel
Or, specific fuel: 3.6 = 11.80 MJ/bkW-hr
0.305
2545 = 8340 Btu/bhp-hr;
0.305
When operating on sewage gas, the specific
fuel consumption in this instance is
11.80 MJ/bkW-hr (8340 Btu/bhp-hr) as
compared to the 11.24 MJ/bkW-hr
(7950 Btu/bhp-hr) for natural gas.
Detonation
Combustion knock is also referred to as
detonation. It is a combustion phenomenon
which can shorten engine life due to
excessive mechanical and thermal stresses.
Do not confuse knock with preignition. Knock
occurs when combustion is initiated in
localized zones away from the combustion
flame front. This localized combustion occurs
after the spark plug fires and initiates
combustion. Preignition refers to ignition of
the air-fuel mix by a source other than the
spark, and prior to the spark plug firing.
Preignition can lead to combustion knock
because it has the same effect as advancing
the ignition timing.
This discussion will not attempt to explain
knock, but only recognize that it can occur
and discuss some of the many factors
influencing knock. It is this combustion
problem which must be considered and
avoided when deciding what engine
configuration to use for a specific fuel.
Methane Number
As mentioned earlier, the tendency of a given
fuel to knock can be measured by its methane
number. In laboratory tests, it has been found
that the knock tendency for hydrocarbon
molecules increases with the number of
carbon atoms. A high methane number
indicates high resistance to knock.
Compression Ratio
Different fuels can accept different
compression ratios before they self-ignite and
produce audible knock for a given operating
condition. This compression ratio is called the
critical compression. Figure 5 shows the
critical compression ratio for some of the
most common gases. The data was gathered
in laboratory tests under controlled
conditions and, therefore, will differ
somewhat from compression ratios used in
actual practice. It explains, however, that
different fuel compositions can have
completely different knock characteristics.
Critical Compression Ratio
Critical
Fuel Gas Compression Ratio
Methane (CH4) 15.0:1
Ethane (C2 H6) 14.0:1
Propane (C3 H8) 12.0:1
Iso-Butane (C4 H10) 8.0:1
n-Butane (C4 H10) 6.4:1
Figure 5.
Ignition Timing
Peak pressure increases as the spark timing
is advanced. The tendency to knock is
promoted by this increase in pressure which
increases temperature levels. Ignition timing
data is published in the service manuals and
the performance and technical information
books. Consult these publications for the
correct ignition timing for a given engine
and fuel.
19
 Load
When an engine is operating at low load (low
cylinder pressure), temperatures produced by
compression of the charge are lower, which
increases resistance to knock. Conversely,
high load conditions increase the knock
tendency.
Inlet Air Temperature
Combustion knock occurs when the
temperature of the air-fuel mix exceeds the
auto-ignition temperature of the fuel.
Increasing the inlet air temperature increases
the possibility of exceeding the knock
producing temperature. This explains why an
engine may perform satisfactorily on a fuel
during winter months but encounter
combustion problems during summer
months. For this reason, a given engine will
be derated as inlet temperatures rise. Consult
the fuel usage guides found in the
performance and technical information books.
Air-Fuel Ratio
Optimum combustion conditions (maximum
power) are obtained when the air-fuel ratio is
close to stoichiometry (chemically correct
ratio of oxygen and fuel). With a leaner or
richer mixture, the tendency to knock
decreases. It is preferred to run leaner on
natural gas engines since the excess air
ensures complete combustion of the fuel
giving optimum fuel consumption. This also
reduces the thermal load on the engine, and
increases our knock safety margin.
Emissions
Caterpillar’s method to limit emissions on our
gas engines is called lean burn. A very lean
air-fuel mixture is used in the combustion
chamber. The excess air cools the combustion
gas temperature. The cooler combustion gas
temperatures in turn restrict the formation of
NOx, reducing emissions. It is critical to
maintain a nearly constant air-fuel ratio in
order to maintain emission levels of an
engine. A complete discussion on emissions
can be found in the Emissions section of this
guide.
Generally, the type or quality of a fuel does
not have an effect on the exhaust emission of
an engine. Variations in the heating value of a
20
fuel or in the temperature of the incoming fuel
can significantly affect levels of exhaust
emissions on engines that do not have air-fuel
ratio control. Changes in heating value are
generally not a problem with commercially
available natural gas or propane. Digester
gases, manufactured gases, and field gases
can be subject to large variations in heating
value if strict controls are not placed on the
process by which the gas is produced.
Variations in Heating Value
A change in the heating value of a fuel will
change the air-fuel ratio required to maintain
a certain emission level. Since carburetors are
designed to maintain a constant air-fuel ratio
(on a volume-to-volume basis) for a given
engine load, any change in the heating value
of the fuel will result in an incorrect air-fuel
ratio for the desired emissions.
Fuel Temperature
Changes in fuel temperature can change the
emission levels of a given engine. This is
because the carburetors used in Caterpillar
Gas Engines meter fuel into the incoming air
on a volume-to-volume basis. Changes in fuel
temperature will change the density of the
fuel and result in a different air-fuel ratio on a
mass-to-mass basis. For example, if the
incoming fuel is cooled, the density of the fuel
will increase. The increase in density actually
means that there is more fuel (mass) present
in a given volume. Since the carburetor will
continue to deliver the same volume of fuel
for a given volume of air, the increased mass
flow of the fuel will result in a richer air-fuel
ratio.
Recommendations
In order to maintain a nearly constant
emission level for an engine, without the use
of an air-fuel ratio control system, these
guidelines should be followed:
Emission Level
2.0 g NOx/ 1.5 g NOx/ 1.0 g NOx/
bhp-hr bhp-hr bhp-hr
Fuel temp. 5.6°C(±10°F) 5.6°C(±10°F) 2.8°C(±5°F)
to carburetor
Fuel LHV 0.43 MJ/Nm3 0.28 MJ/Nm3 0.28 MJ/Nm3
(±11 Btu/SCF) (±7 Btu/SCF) (±7 Btu/SCF)
Fuel Requirements
Minimum Maximum
Pressure kPa (psig) kPa (psig)
G3300
Low Pressure Gas 1.5 (10) 10 (69)
High Pressure Gas 12 (83) 25 (172)
G3400
Low Pressure Gas 1.5 (10) 5 (35)
High Pressure Gas 20 (138) 25 (172)
G3500
Low Pressure Gas, Impco 1.5 (10) 5 (35)
Low Pressure Gas, Deltec 6 (41) 12 (83)
High Pressure Gas
Low Emission 11:1 C/R 30 (207) 40 (276)
Low Emission 8:1 C/R 35 (241) 40 (276)
Standard TA 25 (172) 30 (207)
Naturally Aspirated 2 (14) 10 (69)
G3600 43 (296) 150 (1034)

Maximum Contaminants and Conditions. Unless otherwise noted, Contaminant and Condition
limits apply to fuel and combustion air. See footnote (1) on page 22.

Standard Engine Low Energy Fuel Engine

Sulfur Compounds as H2S mg H2S/MJ 0.43 57
See footnotes (1, 2)* ug H2S/Btu 0.45 60
Halide Compounds as Cl mg Cl/MJ 0 19
See footnotes (1, 3)* ug Cl/Btu 0 20
Ammonia mg NH3 /MJ 0 2.81
ug NH3/Btu 0 2.96
Oil Content mg/MJ 1.19 1.19
ug/Btu 1.25 1.25
Particulates in Fuel mg/MJ 0.80 0.80
See footnotes (1, 4)* ug/Btu 0.84 0.84
Particulate Size in Fuel: microns 1 1
Silicon in Fuel mg Si/MJ 0.1 0.56
See footnotes (1, 4)* ug Si/Btu 0.1 0.60
Maximum Temperature °C 60 60
°F 140 140
Minimum Temperature °C 10 10
°F 50 50
Fuel Pressure Fluctuation kPa ± 1.7 1.7
psig ± 0.25 0.25
Water Content Saturated fuel or air is acceptable. Water condensation in
the fuel lines or engine is not acceptable. It is
recommended to limit the relative humidity to 80% at the
minimum fuel operating temperature.

*Footnotes are located on pages 22 and 23.

21
 Heating Value
Engines are configured specifically to operate
on various fuels. Consult the price list to
determine the correct engine configuration
for the fuel to be used. The ranges given
below indicate the range of heating values for
which Caterpillar provides fuel systems. For
heating values outside this range, please
contact the factory. Below are the typical
heating value ranges of various gases. Each
requires different carburetion. See also the
Fuel Systems guide.
High Energy Gas 55.0 – 94.3 MJ/Nm3
(1400 – 2400 Btu/scf)
Natural Gas 31.4 – 55.0 MJ/Nm3
(800 – 1400 Btu/scf)
Low Energy 23.6 – 31.4 MJ/Nm3
Natural Gas (600 – 800 Btu/scf)
Biogas 17.7 – 25.5 MJ/Nm3
(450 – 650 Btu/scf)
Landfill Gas 15.7 – 23.6 MJ/Nm3
(400 – 600 Btu/scf)
Footnotes
(1) Note carefully that the limits given also
cover contaminants that may be ingested by
the combustion air supply. For example, if
chlorine is being ingested to the engine in the
fuel and in the air, the total amount may not
exceed 20.0 ug Cl/Btu of fuel on a Low
Energy Fuel equipped engine. If the fuel is:
50% methane, 40% carbon dioxide,
8% nitrogen, and 2% oxygen,
the Lower Heating Value (LHV) is
456 Btu/scf and the stoichiometric air/fuel
ratio is 4.76:1, as calculated by the Caterpillar
Methane Number Program. Now the
maximum amount of chlorine is:
(limit for Cl)(LHV)= amount of Cl in fuel, in
this example
(20 ug/Btu)(456 Btu/scf)= 9120 ug Cl/scf
of fuel, assuming there is no chlorine in the
air.
If chlorine is present in the air, the following
example is instructive. Assume that the fuel
has 2.2 ug Cl/Btu and that the engine is
operating at a lambda of 1.5. What is the
maximum allowable chlorine in the air?
22
For every one standard cubic foot of fuel
burned there is:
(stoichiometric air/fuel ratio)(lambda), in
this example
(4.76)(1.5)=7.14 scf of air per scf of fuel.
Chlorine present in the fuel is:
(Cl concentration)(LHV)= Cl in fuel, in this
example
(2.2 ug/Btu)(456 Btu/scf fuel)=1000 ug Cl/
scf fuel
and then maximum allowable chlorine in the
air is:
(maximum permitted Cl - Cl in fuel)/(scf of
air burned per scf of fuel),
(9120-1000)/(7.14)=1137 ug Cl/scf air.
If there was no chlorine in the fuel, the
maximum amount of chlorine allowable in the
air would be:
(9120-0)/(7.14)=1277 ug Cl/scf air.
(2) Sulfur compounds are those which
contain sulfur. Total sulfur level should
account for all sulfur and be expressed as
hydrogen sulfide (H2S). See conversion
below. Consult Lubrication section of the A&I
Guide for information on proper lubrication
and oil sampling when fuel or air contain
sulfur compounds.
(3) Halide compounds are those which
contain chlorine, fluorine, iodide, or bromine.
Total halide level should account for all
halides and be expressed as chlorine. See
conversion below. Consult Lubrication
section of the A&I Guide for information on
proper lubrication and oil sampling when fuel
or air contain halide compounds.
(4) Total particulate level must include
inorganic silicon. Limit shown for silicon
must account for the total organic (siloxanes,
etc) and inorganic silicon content.
(5) At low temperatures, hydrocarbon fuels
may condense and enter the engine. Liquids
are never permitted in the fuel. If liquids
are present, the customer must remove them
by increasing the fuel temperature or by a
coalescing filter, or by means. Serious engine
damage will result if liquids are allowed into
the engine.

Useful Conversions
To determine the amount of a particular atom
contained in a compound, such as Cl from a
particular Cl bearing compound,

% Cl= (MW of Cl)(number Cl atoms in

compound)(100)/(MW of compound)

ug Cl/L= (concentration of compound

ug/L)(% Cl)/100

and the same procedure can be used for other

atoms and compounds.

To show the level of one contaminant as

another, such as ug F as ug Cl, (for use with
Total Halogen levels),

ug F as Cl = (ug F/L)(MW of Cl)/(MW of

F)

To convert ug/Btu to ug/L,

(ug/Btu)(LHV Btu/scf)/(28.3 L/scf)=ug/L

To convert ug/L to ppmv,

ppmv = (ug/L) (23.67)/(MW)

Where,

ppmv = part per million volume

1 mole of gas contains 22.4 liters at

0°C, 101.3 kPa
1 mole of gas contains 23.67 liters at
15.5°C, 101.3 kPa

MW (molecular weight): fluorine-19,

chlorine-35.5, bromine-79.9, iodine-126.9,
sulfur - 32, hydrogen - 1

1 ft3 = 28.3 L
1 m3 = 35.31 ft3

23
24
G3600 Fuel System
Facility Fuel System Design
Basic Operating Parameters
Fuel Filters
Fuel Filter Installation Instructions
Gas Pressure Regulator
Gas Pressure Regulator Installation Instructions
Flexible Connection
Engine Fuel Descriptions
Shutoff Valve
Control Valve
Fuel Manifold
Precombustion Chamber
Fuel System Options
Low Btu Fuel System
Ferrous Fuel System
Fuel Heaters
26
G3600 Fuel System
Facility Fuel System Design
There are several factors that will affect the
operational success of the G3600 fuel system.
Proper installation will allow the engine to
operate at optimum performance on a wide
range of natural gas fuels.
All pressure and temperature values in this
publication are gauge values unless otherwise
specified. All units are in Metric convention
with English equivalents next to them in
parenthesis, i.e. meter (feet).
Basic Operating Parameters
The fuel system components are designed to
provide the engine with a maximum fuel
pressure of 325 kPa (47 psi). The limiting
capabilities of Caterpillar supplied fuel system
components are:
Fuel Filter
Max. Pressure 1590 kPa (230 psi)
Max. Temperature 66°C (150°F)
Gas Pressure Regulator
Max. Inlet Pressure 2420 kPa (350 psi)
Max. Outlet Pressure 689 kPa (100 psi)
Min. DP 21 kPa (3 psi)
Max. Temperature 66°C (150°F)
Min. Temperature -29°C (-20°F)
Gas Shutoff Valve
Max. Pressure 325 kPa (47 psi)
Max. Temperature 60°C (140°F)
Min. Temperature -30°C (-22°F)
G3600 Engine
Max Pressure 325 kPa (47 psi)
Max Temperature 93°C (200°F)
Fuel Filters
It is the customer’s responsibility to provide
clean, dry fuel to the engine. Gas pipe lines
may contain varying amounts of scale and
rust. In addition, new pipeline construction or
pipeline repair upstream of the engine can
introduce substantial amount of debris, such
as dirt, weld slag, and metal shavings. Any of
these foreign materials can cause poor engine
performance or damage to the internal
components of the engine. For this reason,
fuel filters in the supply lines are required.
Abrasives must be removed from the fuel to
avoid reduced service life. Caterpillar supplied
fuel filters are designed to remove abrasives in
the fuel system. The filter will remove 99% of all
the particles larger than 1 micron in diameter.
Expenses for damage caused by debris and
abrasives in the fuel system are not
warrantable. A 0.01 micron filter is offered for
sites that have particles smaller than 1 micron
in their gas.
Fuel taken directly from a gas well may have
abrasive and liquid (water and hydrocarbons)
entrains in the gas, such as sulfur (H2S).
Hydrocarbon liquids must not be allowed to
enter the engine fuel system to avoid
combustion problems like detonation. If an
engine is allowed to detonate, severe damage
can result in a relatively short time period. If
any liquids are suspected in the fuel, use a
separate coalescing filter. The coalescing filter
needs to have an automatic drain with a
collection tank which prevents the liquid
filtered out from entering the engine or being
disposed of onto the ground.
Fuel Filters Installation Instructions
Before installing the filter, clean all piping
during installation. When installing the filter,
observe the flow direction indicated on the
filter cap. Flow in the wrong direction will
cause a higher pressure drop across the filter
and cause improper operation. Mount the
filter vertically and as close to the engine as
possible. Position it so that there is adequate
room to check and service it. Two pressure
tap locations need to be added to the lines.
The upstream tap should be a minimum of 5
pipe diameters and the downstream tap
location should be a minimum of 10 pipe
diameters from the filter. Pipe unions can be
installed to allow removal of the filter housing
to swing outward, but they should not be
located between the pressure measuring
points. The taps are used to measure the
pressure difference across the filter. The filter
should be changed out when there is a 34 kPa
(5 psi) pressure drop across the filter while the
engine is running at the rated speed, load, and
operating temperature. Install a 1/2 inch NPT
valve and pipe to blow down the filter for
maintenance. This line should be vented per
27
 local codes for venting unburned gas. The gives a schematic of how the filter should be
maximum inlet fuel pressure and temperature installed.
to the filter can not exceed 1590 kPa (230 psi)
and 66°C (150°F) due to the limiting value of Non-Caterpillar fuel filters need to be able
the filter element. If a pressure higher than to remove 99% of all the particles larger than
1590 kPa (230 psig) is expected, a second 1 micron in diameter. The same installation
regulator needs to be used upstream from the procedures apply to non-Caterpillar fuel
fuel filter. As a result of using another filters.
regulator, a second fuel filter with higher
For more specific special instructions on the
pressure capabilities is recommended
Caterpillar supplied filter, refer to SEHS9298
upstream from the second regulator to
(Caterpillar’s Special Instructions on
prevent the gas regulator from being
Installation and Maintenance of Gaseous Fuel
damaged by debris and abrasives.
Filters).
Before starting the engine after installation of
the filter, check the filter system for leaks. If
leaks are found, shut off the main gas valve
and open the blow down valve to release the
pressure in the filter bowl and perform proper
maintenance or replace filter. The vent line
from the filter should be piped away from the
engine.

Caution: Do not vent gas into a room or near

an ignition source.

The pressure drop across the fuel filter needs

to be checked frequently to prevent using
filters that have become blocked. Figure 1

Pressure Gauges

Gas Pressure Regulator

Shutoff Valve
D1 D2
To G3600
Engine

Fuel Filter 1/2 Inch Vent Line

D1=5 Pipe Diameter Shutoff Valve

D2=10 Pipe Diameter
Vented Away From Engine
(Outside For Engines Indoors)

Figure 1. Fuel Filter connections.

28
Gas Pressure Regulator
The regulator maintains constant pressure to
downstream equipment by controlling the fuel
pressure at varying flow rates and supply
pressures. Large fluctuations in the supply
pressure can cause the gas regulator to
fluctuate. This fluctuation can cause engine
surge. For sites that expect to see more than
a 10% fluctuation in the gas lines upstream
from the regulator, a second regulator
upstream from the first is required. Operation
with supply gas pressures below the
minimum values may prevent an engine from
delivering rated power or maximum load
acceptance. Pressure above the maximum
may cause unstable engine operation and
damage the gas shutoff valve. Supply
pressure to the pilot is supplied by the
customer directly from the inlet side of the
main regulator body, thus requiring no
upstream pilot supply line on installations.
If more than one engine is operating at a site,
each engine is required to have their own fuel
filter and gas regulator. The gas regulator has
a female 2 inch NPT thread connection. For
engines that are located indoors, the vent line
should be piped outside according to local codes.
A summary is given in Table 1.
GAS PRESSURE REGULATOR
PERFORMANCE SUMMARY
Max Inlet 2420 kPa 350 psi
Pressure
Max Outlet 689 kPa 100 psi
Pressure
Max Dp 1725 kPa 250 psi
Min Dp 21 kPa 3 psi
Max 66°C 150°F
Temperature
Min -29°C -20°F
Temperature
Table 1: Gas Pressure Regulator summary
Gas Pressure Regulator Installation
Instructions
Clean all piping during installation. Install the
regulator in the correct gas flow direction and
downstream of the fuel filter. The regulator
and pilot valve can be mounted in any position
relative to the body, the normal installation is
with the body in a horizontal run of pipe and
the pilot hanging vertically from the bottom of
the actuator. Good piping connection will
require that outlet piping be oriented upwards
and the piping size greater than the body size
to prevent excessive pressure drop along the
outlet line The pipe diameter should be
expanded as close to the regulator as
possible. The regulator should be piped so
that there is a length equivalent to three pipe
diameters of straight pipe upstream and
downstream from it. Piping to the gas
regulator must be at least as large as the
regulator inlet/outlet ports.
The pressure regulator must be adjusted at
the engine installation site. It is required that
a pressure gauge be installed in the fuel lines
between the regulator and the engine. This
pressure gauge is to ensure that proper fuel
pressure is going to the engine. A
temperature gauge is recommended between
the regulator and the engine.
Some customers use a relief valve between
the regulator and the engine to protect from
over pressuring the fuel system. Due to the
maximum inlet pressure of the regulator, sites
that have fuel pressure that exceeds 2420 kPa
(350 psi) must use more than one regulator.
Figure 2 displays how the regulator operates.
If a regulator is used that is not supplied by
Caterpillar, some minimum conditions must
be met. No bleed should occur when the
regulator is shutoff. The regulator must be able
to deliver 310 kPa(45 psi ± 2 psi) fuel pressure
to the engine. The minimum temperature
range of the regulator has to be between -29°C
to 66°C (-20°F to 150°F). It should be able to
maintain 310 kPa + 15 kPa (45 psi + 2 psi)
with a 10% fluctuation in the supply fuel
pressure.
Flexible Connections
The connection between the engine and the
fixed fuel lines should be a stainless steel,
single braided, annular corrugated flexible
metal hose. The flexible hose will isolate the
fuel lines from any vibration and movement
produced by the engine and the driven
equipment. The factory provided flexible
29
 INLET PRESSURE
OUTLET PRESSURE
ATMOSPHERIC PRESSURE
LOADING PRESSURE
Figure 2. Regulator Schematic.
connections are designed for multiple
direction flexing.
If factory supplied flexible hose is not used,
the flexible connections must be compatible
with the operational gas pressures and
temperatures. Any flexible hose not supplied by
Caterpillar, needs to be rated for pressures up to
345 kPa (50 psi) and temperatures between
-14°C and 72°C (-25°F and 160°F).
Engine Fuel System
Descriptions
Figure 3 is a schematic of the G3600 fuel
delivery system. The fuel supplied to the
engine passed through the filter, gas pressure
regulator, shutoff valve, control valve, and gas
manifold when the flow is then divided
between the gas admission valves and the
prechamber lines. The fuel to the main
chamber flows into the head where the gas
30
admission valve controls the flow and mixes it
with the inlet air charge. The mixture that
results is delivered into the combustion
chamber through the intake valves.
The fuel that is delivered to the prechamber
is controlled by a metering valve and flows
into the head, through a check valve and
enters the prechamber. The fuel in the
prechamber is mixed with the fuel/air
mixture from the main chamber during the
compression stroke. This results in a richer
air/fuel ratio in the prechamber. The gas in
the prechamber is ignited by the spark plug.
The burned charge is projected out through
the prechamber nozzles and into the main
combustion chamber igniting the leaner main
chamber mixture.
Shutoff Valve
The electric shutoff valve’s purpose is to
prevent fuel from entering the engine when
the engine is not running or has been
 Gas Admission Valve Gas Manifold Runner

Check Valve Prechamber Line

Prechamber
Needle Valve

Gas Supply

Orifice
Shut Off Control Valve
Fuel Filter Regulator Valve

Gas Manifold

Figure 3. Fuel System Schematic.

requested to shutdown. The inlet pressure
supplied to the shutoff valve is critical for
engine operation. Pressure that is too low can
starve the engine and prevent full load
operations. The maximum inlet pressure is
325 kPa (47 psi) due to the pressure limits of
the shutoff valve. A plug is installed in the
upstream side of the shutoff valve to prevent
debris from getting into the fuel system
during shipping. This plug must be removed
before attaching the customer’s connection.
If the Caterpillar supplied shutoff valve is not
used, the customer supplied shutoff valve that
is used must be able to shut off the fuel
immediately after the signal is given. Non-
Caterpillar shutoff valves need to operate
using the same operating parameters as the
standard shutoff valve.
The location of the actuator is such that the
external temperatures must maintain ambient
temperatures of less than 85°C (182°F).
Internal temperature must be less than 105°C
(220°F).
Fuel Manifold
Fuel is supplied to the engine by a multi-
cylinder fuel manifold. Gas is delivered to
each cylinder from a runner off the main
manifold. A small fuel line also comes off the
main manifold and feeds to the prechambers.
Orifices are placed just upstream of each
individual runner to prevent pressure
pulsations from entering the manifold runner
20
18
16
Number of turns

Control Valve 14
The fuel control valve is used to govern the 12
fuel flow by regulating the gas manifold fuel 10
pressure. An actuator is attached through
8
linkages to the valve for the purpose of
varying the fuel flow in the manifold. The 6
actuator mechanically opens and closes the 4
control valve in response to an electric signal 2
from the engine control based on the
difference between actual and desired engine 0
0 0.02 0.04 0.06 0.08
speed.
Cv
Figure 4. Flow vs. Number of turns.

31
 causing engine instability. It is important to
keep foreign material out of the fuel lines.
Blockage in the gas admission valve, variable
metering valve, or the check valve will result
in misfires or engine instability. Examples of
items which could get stuck in the check
valves, metering valve, and the Gas Admission
ranges of landfill, digester, and pipeline
natural gas. For more information on the low
Btu fuel system, consult the Low Btu section of
the Application and Installation Guide.
Lower Heating Values

Valves are packaging material, rust, weld slag, MJ/Nm3 Btu/scf

Natural Pipeline Gas 30.7–44.7 825–1200
and other debris that are located downstream
Digester Gas 22.4–30.7 600–825
of the fuel filter.
Landfill Gas 16.8–22.4 450–600
A variable metering valve is used to control
Table 3: Summary of different gas values
the flow into the prechamber. The valve has a
20 turn stem displacement for fine metering
of the gas flow. Figure 4 illustrates the flow vs.
the number of turns. Ferrous Fuel System
An all ferrous fuel system is available which,
Precombustion Chamber eliminates all bright metal parts from the fuel
The G3600 uses an auxiliary combustion system. All components that are in contact
chamber called a prechamber. Fuel flows with the fuel are made of a ferrous material. A
from the main fuel manifold, through a different shutoff valve and variable metering
variable metering valve, into the head valve are needed.
passage. It then passes through the ignition
body, through a check valve, and into the Fuel Heaters
precombustion chamber. Each prechamber Natural gas at some sites contains liquid
has 8 nozzles that are positioned to provide hydrocarbons which tend to cause detonation
uniform ignition of the main chamber and combustion instability. Heaters should be
mixture. Fuel is supplied to the prechamber considered when the total amount of
where it is blended with the air/ fuel mixture hydrocarbons larger than C4H10 are greater
resulting from the compression stroke in the than 3% by volume. Some hydrocarbons that
main cylinder. A spark plug located in the side are considered heavies:
of the prechamber ignites the mixture. A
flame develops and the pressure rises forcing
the burning gas out of the nozzles as 8 Butanes
turbulent burning jets. These burning jets Isobutanes C4H10
propagate into the main chamber igniting the Norbutanes C4H10
lean mixture.
Pentanes
Isopentanes C5H12
Norpentane C5H12
Fuel System Options Neopentane C5H12
Low Btu Fuel System
The fuel system for an engine running on Hexane C6H14
digester or landfill gas needs more fuel flow
to compensate for the reduced volumetric Heptane C7H16
energy content. Landfill and digester fuels
have lower energy content than pipeline Octane C8H18
natural gas. The shutoff valve, control valve,
fuel manifold orifice, gas admission valve, and Nonane C9H20
variable metering valve in the prechamber
Heavier: C10+
lines are all modified to allow more fuel flow
when operating on low energy content fuels.
Table 3 defines the lower heating value fuel

32
To prevent this, the temperature of fuel
provided to the engine should be at least 40°C
(104°F) during engine operation. Caterpillar
has ASME certified fuel heaters available for
G3600 engines, which can heat fuel from
10°C (50°F) to 60°C ( 140°F) using engine
jacket water as the heating media. The fuel
heater should be mounted as close to the
engine as possible and upstream of the gas
pressure regulator. The fuel lines between the
fuel heater and the engine, need to be
insulated.

The water for heating the fuel is taken from

the engine jacket water cooling circuit. The
temperature of water is 83°C ( 182°F) for
engines that have a 9:1 compression ratio,
93°C (200°F) for engines that have a 11:1
compression ratio, and 130°C ( 266°F) for
Cogeneration engines. The temperature of the
fuel should be maintained below 60°C
(140°F) to prevent damage to the gas shutoff
valve seals. The customer needs to supply a
control device which regulates the water flow
to prevent overheating of the fuel during part
load operation.

33
34
G3500-G3300 Fuel Systems
Carbureted Fuel System
Gas shut-off valves
Gas Differential Pressure Regulator
Load Adjustment Valve
Carburetor-mixer
Throttle Body
Air-Fuel Ratio Control
G3500 Air-Fuel Ratio Control
Fuel System Considerations
Fuel Pressure Requirements
Gas Differential Pressure Regulator
Fuel Filters
Connections
Optional Fuel Systems
Vaporized Propane System
Landfill Gas and Digester Gas
Dual Gases Fuel Systems
36
G3500-G3300 Fuel
Systems
Caterpillar’s gas engines contain either a
mechanical carbureted fuel system or an
electronic air/fuel ratio control system.
G3500, G3400, and G3300 engines have
standard carbureted systems with the G3500
having an option for air/fuel ratio control. The
G3600 features an air/fuel ratio control
system and is described in a separate module.
There are two types of carbureted fuel
systems; high pressure gas fuel systems and
low pressure gas fuel systems. High pressure
gas fuel systems operate on gas supply
pressure ranging from 137.8 kPa (20 psig) to
275.6 kPa (40 psig) depending on engine
model. In high pressure gas fuel systems, the
gas pressure must be higher than the boost
pressure from the turbocharger compressor
in order for the gas to flow into the carburetor
and mix with the air.
Standard Natural Gas System
(Turbocharged-Aftercooled or Naturally Aspirated)
Point “A”
Air To Carburetor
Balance Line 1/2 in. (12.7 mm) Tubing Minimum
Load Adjustment Valve Carb
Differential Here To
Point “A” Is Differential
Gas Pressure
Figure 1.
Low pressure gas fuel systems operate on gas
supply pressure ranging from 6.9 kPa (1 psig)
to 68.9 kPa (10 psig) depending on engine
model. In this type of fuel system, the fuel and
air are mixed upstream of the turbocharger
compressor. Many times gas supply pressure
in a building is limited and, for this reason,
low pressure gas fuel systems may be
required.
Electronic air/fuel ratio control systems also
have high and low pressure gas options.
Air/fuel ratio control offers the ability to
maintain a specific level of NOx emissions
even when there are changes in load, fuel
heating value, or ambient conditions. G3500
air/fuel ratio control is described later in this
manual.
High and low pressure carbureted fuel
systems contain the same basic components
that will be described in the following
sections.
Gas Pressure
Regulator
NOTE: Manual Shut-Off Or Shut-Off
Solenoid Is Required.
An Electrically Operated Gas
Shut-Off Valve Is Required For
Use With Engine Safety Devices
37
 Carbureted Fuel System
The following sections describe the main
components of the carbureted fuel system.
Figure 1 shows the layout of a typical
carbureted system.
Gas Shut-off Valve
Most engine models are shipped with a gas
shut-off valve. However a few models require
a customer supplied gas shut-off valve.
Optional shut-off valves can be found in the
price list. These shut-off valves are tied into
the engine start/stop logic and safety system
and are an integral part of the fuel system.
There are two types of gas shut-off valves;
self-powered (powered by magneto voltage)
and powered (usually with 24 volt supply). If
power is not available at the site, the self-
powered shut-off valve must be used. The self-
powered shut-off valves require voltage to
shut off (energized to shutdown) and are
reset manually. Powered shut-off valves
require power to stay open (energized to
run).
In normal operation, gas shut-off valves open
and close when starting and stopping the
engine with the start/stop switch. When the
valves are closed due to a normal shutdown,
the ignition system is still active and fires the
spark plugs. This allows all the fuel left in the
fuel lines downstream of the shut-off valve to
be burned and therefore, prevent raw fuel
from being pumped into the exhaust system.
In an emergency shutdown, the shut-off valve
is closed and the ignition system is grounded
immediately. This can leave unburned fuel in
the engine and exhaust system.
Caution: Always purge the exhaust system
after an emergency shut-down to avoid potential
exhaust system explosions due to unburned fuel
in the exhaust stack. This can be done by
cranking the engine while keeping the gas shut-
off valve closed and ignition system inactive.
Gas shut-off valve type and size can be found
in the product consist or attachment section
of the gas engine price list. The mounting
location of the shut-off valves can be found on
the general dimension drawings in the Gas
Engine Installation Drawings book
(LEBQ7140). Additional information can be
38
found in the Protection Systems module of
the Application and Installation Guide.
Gas Differential Pressure Regulator
The gas differential pressure regulator
maintains the proper gas pressure to the
carburetor-mixer relative to the air supply
pressure. As air pressure to the carburetor
increases, fuel pressure is maintained equal to
air pressure plus the gas differential pressure.
The gas differential pressure is typically set to
1.0-1.3 kPa (4-5 inches of water) by
adjustment of the spring force. Gas
differential pressure regulators have six basic
items common to all models - the body,
internal orifice, spring, balance line, sensing
line and diaphragms. See Figure 2.
Basic operation is as follows. Fuel passes
through the inlet (12), main orifice (6), valve
disc (5), and the outlet (4). Fuel outlet
pressure is felt in the chamber (8) on the
lever side of diaphragm (7). This model
regulator has internal sensing. Some models
have an external line to connect the outlet
pressure to the diaphragm cavity. Carburetor
air pressure is sensed in chamber (1) via the
balance line (14).
As gas pressure in chamber (8) becomes
higher than the force of the spring (3) plus air
pressure in chamber ( 1 ) (pressure to the
carburetor-mixer), the diaphragm is pushed
against the spring. This rotates the lever (9)
at pin (10) and causes the valve stem (11) to
close the inlet orifice.
With the inlet orifice closed, gas is pulled by
the carburetor-mixer from the lever side of
chamber (8) through the outlet (4). This
reduces the pressure in the chamber (8)
below that of chamber (1). As a result, the
force of the spring and air pressure in the
chamber on the spring side moves the
diaphragm toward the lever. This pivots the
lever and opens the valve stem, permitting
additional gas flow to the carburetor-mixer.
When the forces on both sides of the
diaphragm are the same, the regulator sends
gas to the carburetor at a constant rate. The
balance line between the regulator and
carburetor must be in place to maintain the
proper force balance. A turbocharged engine
Figure 2. (1 ) Spring side chamber, (2) Adjustment screw, (3) Spring, (4) Outlet, (5) Valve disc, (6) Main orifice,
(7) Main diaphragm, (8) Lever side chamber, (9) Lever, (10) Pin, (11) Valve stem, (12) Inlet (13) Regulator body,
(14) Balance line.
will not develop full power with the balance
line disconnected.
With proper adjustment of the spring
pressure, gas pressure to the carburetor will
always be greater than carburetor inlet air
pressure, regardless of load conditions or
turbocharger boost pressure.
Gas differential pressure regulators have flow
capacities based on the supply pressure to the
regulator, the body size and the internal
orifice size (see Table 1). The gas supply
pressure requirements for each engine family
are shown in the section on Fuel System
Considerations.
Load Adjustment Valve
The load adjustment valve is a variable orifice
in the fuel line between the carburetor-mixer
and the differential pressure regulator (see
Figure 2). The function of the load adjustment
valve is to make the air-fuel ratio non-linear;
that is to lean the air-fuel ratio as the load
increases. The gas differential pressure
regulator is used in combination with the load
adjustment valve to adjust the air-fuel ratio.
The gas differential pressure effects the air-
fuel ratio at lower load ranges. Raising the gas
differential pressure richens the air-fuel ratio,
while reducing the gas differential pressure
leans the air-fuel ratio. The load adjustment
valve effects the air-fuel ratio near full load
operation. Opening the load screw richens the
air-fuel ratio and closing the load screw leans
the air-fuel ratio. Larger changes in air-fuel
ratio are accomplished by changing the gas
jets in the Impco carburetor-mixer or the
venturi in the Deltec carburetor-mixer.
Carburetor-mixer
The carburetor-mixer’s main function is
metering and mixing the fuel and air prior to
entering the combustion chamber. This can
be done in one of two ways:
Figure 1 is a schematic of a fuel system using
an Impco carburetor. Figure 3 is a cross
section of a typical Impco carburetor. This
system is used on all high pressure
carbureted gas applications and some low
pressure carbureted gas applications. As air
flows past the carburetor diaphragm vacuum
port, a vacuum is created. This vacuum is
sensed by the air valve diaphragm which in
turn raises or lowers the gas valve as the air
flow increases or decreases accordingly. This
allows the carburetor to adjust the fuel flow in
proportion to air flow. The gas valve and jet
are sized for specific fuel and operating
condition ranges. For example, a carburetor
containing a gas valve and jet sized for natural
39
 Differential Flow In SCFH For Varying Net
Body Orifice Pressure
Regulator Effective Supply Pressures
Size Size Cat Part Engine Range
Model NPT Inches Number Model In H2O .5 psi .75 psi 1.0 psi 2.0 psi 5.0 psi
Y600 1 1/2 7L6766 G3300 3.5-6 510 1120 1425
Y600 1 1/4 9/16 2W6022 G3300 3.5-3 750 950 1160 1500 1800
S301 1 1/2 3/4 x 7/8 7C9735 G3406 3.5-6.5 700 1050 1410 2000 2800
LOSPD
Y610 11/2 3/4 3N4630 G3408 & 1-3 Neg
G3412 LP
Y610 1 1/2 3/4 5Z4017 SER 3-8 Neg
Y610 1 1/2 3/4 4P2866 G3406 LP 1-3 Neg
S201 1 1/2 3/4 6L4104 G300 Series 3.5-6.5 1400 1750 2100 2800 4500
S201 1 1/2 1 7W2363 G3408/12 3.5-6.5 1600 2050 2500 3500 5300
S201 1 1/2 1 3/16 3.5-6.5 1800 2250 2700 3800 6000
S201 2 1 2W7978 G3500 3.5-6.5 2200 2700 3200 5500 9500
S201 2 1 3/16 9Z5301 SER 3.5-6.5 2400 3100 3800 6400 10000
L34CSE-40 2 7/8 x 1 7E3407 G3500 LE 1-6 2100 3000 3700 5600 9000
4.11.0065 Flange 2.56 7E8190 G3500 0-1
LOPR COSA
133L 2 2 7C5001 G3516 3.5-6.5 7000 10000 13000 20000 30000
LNDFL
99-903 2 7/8 -1/2 6I1946 G3600 10-65 psi 7200
99-903 2 1 1/8 4P2124 G3600 10-65 psi 1200

Table 1.

600 Series Varifuel Mixer

(Cut-Away)

Diaphragm, Air Valve

Cover, Air Valve

Plate

Shaft, Gas Valve

Air

Spring Air
O–Ring
Air Valve Vacuum Port
Piston

Body, Air Valve O–Ring

O–Ring

Body, Gas Inlet

Gas Washer
Washer, Gas
Jet, Gas Jet And Valve
For Heating
Gas Value Of Gas
Screw Gas Valve

Figure 3.

40
gas, would not operate properly on landfill
gas. Likewise, operation with a 3-way catalyst
requires a different valve and jet than
operation with no catalyst. A list of available
gas valves and jets are shown in Table 2. It is
very important that your engine contains the
proper valve and jet.
Note: for proper application of these valves and
jet, please contact the Caterpillar factory.
The air-fuel ratio is adjusted by setting the
regulator differential pressure and the load
adjustment valve. Instructions for correctly
adjusting the air-fuel ratio can be found in the
service manuals.
The second type of carbureted system used
on Caterpillar gas engines is a venturi type
carburetor as shown in Figure 4. The venturi
carburetors are manufactured by Deltec and
are used on some low pressure gas engines.
Venturi carburetors operate on the venturi
effect which, simply stated, says that as air
flows through a venturi its pressure is lower
in the venturi (P2) than it is upstream (P1).
The higher the air flow, the greater the
differential pressure will be. If, at the same
time, the gas pressure to the carburetor (P3)
is held constant with respect to P1, the
pressure differential P3-P2 will increase as air
flow increases. Any increase or decrease in
Deltec Mixer
Load Adustment Valve
Regulator
Gas
Supply
P1
Air Flow From
Air Cleaner
Figure 4.
this differential pressure will cause a
corresponding change in fuel flow. The gas
pressure regulator is used to keep the
pressure difference between P3 and P1
constant.
Engine power and emissions setting are
determined by the mass air-fuel ratio entering
the combustion chamber. A carbureted
system can only maintain a fixed volume ratio
of air and fuel. Therefore, as air temperature,
fuel temperature, and heading value of the
fuel change, so will the mass air-fuel ratio
entering the engine. This is particularly
important in applications where low exhaust
emissions are a necessity since emissions will
change with changes in mass air-fuel ratio.
Depending on carburetor design, emissions
can vary throughout the load range.
Note: Most engines come standard with
natural gas carburetors which are designed for
fuels with lower heating value ranges from
31.4-55.0 MJ/Nm3 (800-1400 Btu/scf). The
price list also defines the heating values ranges
for optional carburetors. If the fuel to be used
does not fall within the heating value ranges
specified, consult the factory for assistance in
carburetor sizing.
Balance Line
Gas
Gas
P3
Air/ Gas Mixture
P2 To Engine
Gas
Venturi Ring
Sized For Heating
Value Of Gas
41
 Throttle Body
The throttle body is an adjustable orifice,
typically a movable plate, in the air-fuel intake
passage. The movable plate regulates the
pressure of the air-fuel mixture in the intake
manifold and ultimately the cylinders. The
pressure in the cylinders has a direct
relationship to the engine power. The
movable plate is controlled by the governor.
On high pressure gas arrangements, the
throttle body is physically bolted to the
carburetor-mixer and both are located
downstream of the turbocharger. On low
pressure gas arrangements, the carburetor-
mixer is located upstream of the turbocharger
and the throttle body is located downstream
of the turbocharger.
Air-Fuel Ratio Control
Air-fuel ratio controlled devices seek to
maintain a desired air/fuel ratio as operating
conditions change. This is done by either
measuring and/or calculating the actual air-
fuel ratio and then adjusting either the air flow
or the fuel flow to maintain the desired air-fuel
ratio. These devices are closed-loop and
typically measure the amount of free oxygen
in the exhaust, which is proportional to the
actual air/fuel ratio.
Simplified Example of an Air/ Fuel Ratio Control
Fuel
Valve &
Actuator
Fuel
Pressure Fuel Mass
Regulator Flow Sensor
Air
Carburator
Air Mass Mixer
Flow Sensor
Balance Line
Figure 5.
42
Figure 5 shows a basic air/fuel ratio control
system. An oxygen sensor is used to measure
the excess oxygen in the exhaust. This
information is used to determine if the air-fuel
ratio is correct for the desired emissions. If it
is incorrect, an appropriate correction can be
made to the fuel flow by an actuator
controlled butterfly valve.
Air-fuel ratio controlled engines provide
several advantages over engines without air-
fuel ratio control. One of the primary
functions of air-fuel ratio control is to maintain
constant emissions for varying conditions of
ambient air temperature, fuel quality, speed
and load. In addition, when using air-fuel ratio
control, engines can operate at leaner air-fuel
ratio settings without misfire problems. This
is due to the precise control that eliminates
the small air-fuel ratio fluctuations present in
all carbureted systems. Some high
compression ratio, lean burn engines operate
in a vary narrow air-fuel ratio band between
lean misfire and detonation. The air-fuel ratio
control system helps these engines stay
within this operating band.
Air-fuel ratio control is not only used for lean
burn engines. It is also necessary when using
a three-way catalytic converters. In three-way
catalyst applications, the NOx and CO
Exhaust
Stack
Actuator Oxygen
Sensor
Air Fuel Engine
Throttle
Body
After-
cooler
Turbocharger
Air Fuel
Speed
Desired Sensor
Speed Electronic Flywheel
Actual Speed Control Fuel Valve Actuator
Air Flow
Fuel Flow Throttle Body Actuator
Oxygen
Sensor
emissions must be approximately equal in
order for the catalyst to operate as designed.
This emissions setting is achieved by
operating the engine at a stoichiometric air-
fuel ratio which results in about 0.5% oxygen
in the exhaust. The air-fuel ratio control will
adjust air flow or fuel flow to maintain this
exhaust oxygen level and therefore, allow the
catalyst to provide optimum emissions
reduction. Caterpillar does not offer air-fuel
ratio control systems for use with
stoichiometric engines operating with a three-
way catalytic converters, however these
control systems are widely available. Note
that when using a 3-way catalyst with the
Impco fuel systems, the carburetor valve and
jet must be changed to match the type of
air/fuel ratio control device you have
selected. Consult Table 2 for the available
options.
G3500 Air-Fuel Ratio Control
A Caterpillar designed air-fuel ratio control
system is available as an option for the G3500
engines. This system is compatible with EIS,
low emission, high pressure gas engines
(industrial or gen set) operating on natural
gas in the range of 33.41–50.12 MJ/Nm3
(850–1275 Btu/scf). The system is also for
use with EIS, low emission, low pressure gas
engines operating on natural gas, digester
gas, or landfill gas. It provides constant
emissions from 100% load down to 50% load
throughout the turndown speed range of the
engine (or Lug Range as shown in the price
list ratings section).
In addition to providing air-fuel ratio control,
this system also provides engine speed
governing, start-stop logic, safeties and
diagnostics. Since the system provides speed
governing, no other governor is required. The
Kit Number Gas Valve Gas Jet
CDV2-21-3 V2-21-3 J1-23
CDV2-63 V2-63 J1-23
CDV2-64 V2-64 J1-25
CDV2-65 V2-65 J1-25
CDV2-94 V2-94 J1-24
CDV2-62 V2-64 J1-22
(1) Lower heating value.
(2) Must also include J1-33 Power Jet ordered separately.
Table 2.
engine control module, which is housed
within a remote panel contains the hardware
and software necessary to process data from
various engine sensors, switches and service
tools. The information is used to control the
electrically driven fuel and throttle actuators.
It also provides diagnostic information and
safety shutdown when necessary. The
components that make up the air-fuel ratio
control system include a remote panel
connected to the engine mounted junction
box by a 6.1 m (20 ft) interconnect harness.
Optional length harnesses are available from
3 m (10 ft) up to 24.4 m (80 ft) lengths.
Harness length is limited to a maximum of
24.4 m (80 ft) to avoid communication
problems between the remote panel and
engine mounted sensors that may occur with
longer harnesses. Mount the panel in order to
avoid excessive vibration. Do not mount the
remote panel on the engine.
The air-fuel ratio control system is compatible
with the customer communication module
(CCM, gas engine version), the Woodward
load share interface module (pwm version),
Woodward digital synchronizer and load
control (DSLC), and Fisher suction pressure
controllers (4-20 mA or 0-15 psi output).
For more information on the G3500 air-fuel
ratio control system, consult the G3500 Air-
Fuel Ratio Control Electronic
Troubleshooting Guide (SENR6517) and the
air-fuel ratio control system wiring diagram
(114-8162).
Gas Btu/ft3 (1) Application
Natural Gas 800-1000 Non-emmissions Stoichiometric
Natural Gas 800-1000 Ultralean (l = 1.4 – 1.6)
Digester Gas 540-660 Stoichiometric(2)
Landfill Gas 420-540 Stoichiometric(2)
Natural Gas 800-1000 Throttling Feedback (l = 0.85 – 0.98)
Natural Gas 800-1000 Enrichment Feedback (l = 1.1 – 1.3)
43
 Fuel System Considerations
There are several factors that will affect the
operational success of a fuel system. These
factors include fuel pressure and fuel system
components that are upstream of the engine
fuel system that need to be supplied by the
customer.
pressure during sudden load changes,
causing poor engine response. An
accumulator tank located upstream of the
regulator will help maintain supply gas
pressure when the load changes rapidly.
Suggested tank volume is equal to the gas
consumed in 15 seconds of full load operation.

Fuel Pressure Requirements If the fuel pressure to the gas pressure

It is important to supply the proper gas
pressure to the engine. Table 3 outlines the
gas pressures that are required at the gas
pressure regulator inlet. Naturally aspirated
engines follow the low pressure gas
guidelines unless specifically listed.
regulator is below published limits, a gas
compressor can be used. A heat exchanger
may be required to cool the compressed gas.
Gas pressure regulators are not designed to
operate with fuel temperatures above 65.5°C
(150°F).

Gas Differential Pressure Regulators

Minimum Maximum
kPa Psig kPa Psig
Gas pressure regulators are designed for fuel
G3300 temperatures in the range of 150 to -20°F.
Low Pressure Gas 10 1.5 69 10 Operation outside this range will lead to
High Pressure Gas 83 12 172 25
regulator failure. The pressure limits for a
G3400
Low Pressure Gas 10 1.5 35 5 given regulator may be different than those
High Pressure Gas 138 20 172 25 listed as engine fuel supply pressure
G3500 requirements (Table 3). A regulator may be
Low Pressure Gas 8 1.5 35 5
Low Pressure Gas Landfill 69 1.0 35 5 capable of safely operating with a higher inlet
High Pressure Gas fuel pressure than Table 3 permits, however,
Low Emission 11:1 C/R 207 30 276 40
Low Emission 8:1 C/R 241 35 276 40
engine stability and startability will be
Standard TA 172 25 207 30 adversely affected.
Naturally Aspirated 14 2 69 10

Table 3.
Operation with supply gas pressures below
the minimum values may prevent an engine
from obtaining full load. Pressures above the
maximum may cause unstable engine
operation, difficulty in starting the engine, or
could cause the gas regulator to fail.
Note: For best engine stability, it is
recommended to maintain a constant supply
pressure to the regulator. For high pressure gas
fuel systems, supply pressure to the regulator
should not vary more than +6.9 kPa (+1 psig).
For low pressure gas fuel systems, supply
pressure to the regulator should not vary more
than +1.7 kPa (+0.25 psig).
Fuel piping to the gas pressure regulator
must be as large as the gas pressure regulator
body size. Any regulators used to reduce
supply gas pressure to the maximum allowed
in Table 3, should be able to respond faster
than the engine. This ensures that supply
pressure does not fall below the minimum
44
Fuel Filters
Gas pipe lines can contain varying amounts of
scale and rust. In addition, new pipeline
construction or pipeline repair upstream of
the engine can introduce substantial amounts
of debris such as dirt, weld slag, and metal
shavings. Any of these foreign materials can
severely damage the regulator, carburetor, or
internal engine components. Expenses for
these repairs are not warrantable. For this
reason, fuel filters are required. Caterpillar
offers fuel filters for all gas engine models.
These filters remove 99% of all particles larger
than 1 micron in diameter. It is the customer’s
responsibility to provide clean fuel to the
engine.
In addition to abrasive debris, fuel directly
from a gas well (well head gas) may have
liquids such as water and hydrocarbons
entrained in the gas. There may also be
undesirable contaminants like hydrogen
sulfide (H2S). Hydrocarbon liquids must
not be allowed to enter the engine fuel
system. Detonation in the cylinders will
result which will severely damage the engine
in a short time period. If any liquids are
suspected in the fuel, use a coalescing filter.
The coalescing filter should have an
automatic drain and collection tank to
prevents the filtered liquid from entering the
engine or from being disposed of onto the
ground.
Fuel filters are a restriction in the fuel supply
line. The fuel pressure supply requirements to
the pressure regulator of Table 3 must be
met, even if a fuel filter is used. Hence, the
fuel pressure supplied to the fuel filter must
be equal to the requirement at the pressure
regulator plus the maximum restriction of the
fuel filter.
Consult the price list for fuel filters for
specific engine models. When using non-
Caterpillar fuel filters, always size the filter
based on the minimum fuel line pressure and
highest expected flow. Fuel flow for each
engine model can be determined from TMI
data and should be adjusted for fuel
consumption tolerance and to account for
changes in the energy content of the fuel.
Example: Determine the fuel flow of G3516
LE 8:1 C/R Engine rated at 943 BkW
(1265 bhp) at 1400 rpm, 54°C (130°F) scac
when operating on 33.4 MJ/Nm3 (850 btu/ft3)
LHV fuel.
Fuel flow from TMI data = 291.5 Nm3/hr @
35.57MJ/Nm3
or 10,863 ft /hr @ 905 Btu/ft3 LHV fuel
3
Determine Energy Flow Rate:
Energy Flow Rate = 291.5 Nm3/hr x 35.57MJ/Nm3
= 10,369 MJ/hr
or 10,863 ft3/hr x 905 Btu/ft3 = 9,831,015 Btu/hr
Determine Fuel Flow at 33.4 MJ/Nm3 (850 Btu/ft3):
Fuel Flow at
33.4 MJ/Nm3 = 10,369 MJ/hr = 310.4 Nm3/hr
33.4 MJ/Nm3
Fuel Flow at
850 Btu/ft3 = 9,831,015 btu/hr = 11,566ft3/hr
850 btu/ft3
Determine Fuel Flow for Sizing Filter with 5%
Tolerance on Fuel Flow:
Fuel Flow for Filter Sizing = 310.4 Nm3/hr x
1.05 = 325.9 Nm3 or 11,566 ft3/hr x 1.05 =
12,144 ft3/hr
Clean all piping before installing the filter.
When installing the filter, observe the flow
direction indicated on the filter cap. Flow in
the wrong direction will cause a higher
pressure drop across the filter and result in
improper operation. Mount the filter vertically
and as close to the engine as possible.
Position the filter so there is adequate room
for servicing. Two pressure tap locations need
to be added to the fuel lines. The upstream
tap should be a minimum of 5 pipe diameters
from the filter inlet and the downstream tap
should be a minimum of 10 pipe diameters
from the filter outlet. Pipe unions can be
installed to allow removal of the filter housing,
but they should not be located between the
pressure measuring points. The taps are used
to measure the pressure difference across the
filter. The filter should be changed when the
pressure drop across the filter reaches 34 kPa
(5 psig) while the engine is running at rated
speed, load and operating temperature. Install a
1/2 inch NPT valve and pipe to vent the filter
for maintenance. This line should be vented
per local codes for venting unburned gas. The
maximum inlet fuel pressure and temperature
to the filter cannot exceed 1590 kPa (230 psig)
and 66°C (150°F) due to the limiting value of
the filter element.
Check the filter system for leaks before
starting the engine. If leaks are found, shut
off the main gas valve, open the vent valve to
release the pressure in the filter bowl, and
perform proper maintenance. The vent line
from the filter should be piped away from the
engine.
CAUTION: Do not vent gas into a room
or near an ignition source.
45
 The pressure drop across the fuel filter needs Optional Fuel Systems
to be checked frequently to prevent using As mentioned previously, all Caterpillar gas
filters that have become blocked. Excessive engines come standard with a fuel system
pressure drop can restrict flow and may limit designed for natural gas. Some models offer
engine power. optional fuel systems for different fuel types
or combination of fuels. If a desired fuel
Non-Caterpillar fuel filters need to be able to
system is not available for a given model in
remove 99% of all particles larger than 1
the price list, the factory may be able to offer
micron in diameter. The same installation
some special systems. Table 4 summarizes
procedures apply to non-Caterpillar fuel
what is offered in the price list and what
filters.
might be available with an SER.
Connections
The connection between the engine gas shut-
off valve and the upstream portion of the fuel
system should be made with a flexible
connection. This will isolate the fuel line from
the vibrations and movements of the engine.
The flexible connection must be compatible
with the operational fuel pressures and
temperatures, and the type of gas being used.

Natural Propane Landfill Digester Dual Gas Fuels

Gas
G3516 S O (high press) S SER SER
G3512 S SER S (50 Hz) SER SER
G3508 S SER NA SER SER
G3412 S SER NA O O (natural gas/propane or
natural gas/digester)
G3408 S SER NA O O (natural gas/propane or
natural gas/digester)
G3406 S O (low press) NA SER O (natural gas/propane)
G3306 S SER NA SER NA
G3304 S SER NA SER NA

S = Standard offering in price list

O = Option in price list
SER = Special Engineering Request
NA = Not Available
Table 4.

46
Vaporized Propane System
Vaporized propane is a gaseous fuel and is
used with the engine similar to natural gas.
Appropriate changes must be made to the
carburetor-mixer or the gas differential
pressure regulator to obtain the correct air-
fuel ratio for propane. Two methods are
applied to obtain the correct air-fuel ratio.
For most fuel systems operating on propane
and using an Impco 600 VF carburetor, the
correct air-fuel ratio is achieved by selecting
the proper valve and jet for installation in the
600 VF (Table 2). The pressure regulator
used in the system will be identical to that of a
natural gas system. For systems with other
Impco carburetors, the valve and jet cannot be
changed, therefore the gas pressure regulator
is changed to a negative pressure style. For
Deltec systems, the venturi and mixing valve
must be sized for propane and used in
conjunction with the standard regulator.
Vaporized propane systems will usually have
the propane fuel stored outside the facility as
a liquid. The liquid propane must be
vaporized by a heat source before being sent
to the engine. Propane requires 189 Btu per
pound of propane to vaporize the fuel. Most
applications will use a commercial propane
vaporizer to avoid freezing the storage tank or
fuel lines and shutting down the engine.
Engine mounted propane vaporizers use
jacket water as a heat source. At this time,
Caterpillar is not offering vaporizer-regulators
because they are primarily designed for the
mobile market and are only offered in limited
sizes and flow rates. Those sizes generally are
too small for industrial applications. For
higher flow applications multiple vaporizer-
regulators are needed in parallel. The
vaporizer-regulators have fixed orifices and
the pressures are not adjustable. These
limitations result in no adjustment of the
differential pressure, difficulty in obtaining
the correct air fuel ratio, and difficulty during
start. In addition, full load operation may not
be possible until jacket water temperature
reaches a high enough level to vaporize the
propane required.
Landfill Gas and Digester Gas
The fuel systems used with landfill and
digester gas needs to account for the reduced
fuel heating value compared to natural gas.
With Impco systems, the carburetor valve and
jet must be replaced. For Deltec systems, the
proper venturi insert is sized and provided
from Deltec. From Table 4, if you select a
product that is standard or optional, your
engine fuel system will come with everything
required for operation on that fuel. If you
select a product that is SER, the factory will
assist you in preparing a quotation with the
proper hardware.
Dual Gases Fuel Systems
Dual gaseous fuel arrangements are available
for some engine models. The arrangements
will have two gas differential pressure
regulators as shown in Figure 6 or have two
complete and separate fuel systems. Dual
regulator systems for digester-propane are
not recommended. The engine will be difficult
to start due to the negative pressure required
to obtain the correct air fuel ratio on propane.
The dual gas differential pressure regulator
system has a high Btu adjustment valve
between the high Btu gas differential
pressure regulator and the carburetor-mixer.
The air-fuel ratio for the high Btu fuel is
adjusted at this valve. Air-fuel ratio for the low
Btu gas is adjusted at the carburetor.
Ignition timing for the high and low Btu fuels
may be significantly different and a dual
timing magneto or Caterpillar’s Electronic
Ignition System (EIS) will be required. A dual
timing magneto is available in price list for
most models.
The following guidelines are given for
automatic switching between the primary and
secondary fuels for the following
combinations:
Primary Fuel Secondary Fuel
•Digester •Natural Gas
•Natural Gas •Propane
47
 Dual Fuel Turbocharged or Naturally Aspirated Engines

Balance Line
Must Be Kept
Separate
Low Btu Adjustment Valve
Point “A”
Balance Line 1/2 in. (12.7 mm)

High Btu Adjustment Valve

Carb
1 in. (25.4 mm) H2O Neg. Differential Here To Point “A”
Carburetor

5.5 in. (139.7 mm)

± 5 in. (127.0 mm) H2O
Differential Here
To Point “A” For
Low Btu Gas
“A” Regulator

Differential
Regulator Solenoid
Manual Shut- Valve
Off Valve (Or)
Pressure Solenoid An Electrically Operated Gas
Switch Valve & Shut-Off Valve Is Required
For UseWith Engine Safety
Pressure
Devices
Switch

Natural Gas Vaporized Propane Gas

(Low Btu Gas) (High Btu Gas)

Figure 6.

In each of these systems, the primary fuel is
the low Btu fuel and the secondary fuel is the
high Btu fuel. Dual regulator systems can
transfer between the primary and secondary
fuel while under load. It is recommended that
the fuel regulators not be moved from the
factory mounting. Any increase in fuel line
length can cause problems with smooth
transfer between the primary and secondary
fuel. The solenoid operated shut-off valves
should be energized to run, and be mounted
as close to the fuel regulators as possible.
During normal operation on the primary fuel,
both solenoid valves should be engaged. The
primary fuel gas, supplied by low Btu
regulator, is always at a greater pressure than
the secondary fuel supplied by high Btu
regulator. Therefore, any time the primary
fuel is present, the secondary regulator will
shut off the secondary fuel, even though the
solenoid valve is energized. To transfer to the
secondary fuel, de-energize the low Btu
solenoid valve. As the primary fuel is used in
the fuel line between the low Btu pressure
regulator and the carburetor-mixer, the
pressure in the line will drop. As this gas
pressure goes negative, the secondary
regulator will sense the drop and open to
supply secondary fuel to the carburetor.
Circuits that attempt to switch from primary
to secondary fuel by flip-flopping the solenoid
valves usually are not successful and are not
recommended.
Dual fuel systems with regulators and mixers
for each fuel can be automatically switched,
but the engine must be at no load. These
systems will require a flip-flop solenoid

48
arrangement. For generator engines, it is
suggested to temporarily override the reverse
power relay during changeover. If switching
fuel supplies under load is a requirement, a
programmable controller is required to
control switching from one fuel to another.
The time delays for the solenoid values will
need to be determined at the site for
changeover.

For automatic switching between primary and

secondary fuel, a dual timing magneto or EIS
is required. Place the activation switch for the
dual timing between the primary fuel solenoid
and the primary fuel regulator. As long as
primary fuel pressure is supplied to the
engine, the timing will be in the advanced
position. Once the primary fuel pressure is
lost, the ignition will index for operation on
the secondary fuel.

49
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation
Guide

G3500–G3300
● Ignition Systems

● Starting Systems
● Engine Protection Systems

LEKQ7257 1-98
G3500-G3300
Ignition Systems
Variable Timing for Dual Fuel
Ignition Systems in Hazardous Locations
Engine Shutdown
Power for Auxiliary Panels
Spark Plugs
Ignition Systems
Caterpillar Gas Engines use a low tension
ignition system. Individual ignition
transformers are mounted near the spark plug
for each cylinder. Each engine is equipped
with a solid-state magneto or an Electronic
Ignition System (EIS) to provide a flexible
ignition system requiring less maintenance
and more reliability than older breaker-point
magnetos.
Figure 1 is a diagram showing the major
components of the Caterpillar Electronic
Ignition System (EIS). The EIS system
monitors engine operation and distributes
power to the cylinder transformers, to provide
the best engine performance at all engine
speeds. It provides detonation protection and
precision spark control for each cylinder.
Ignition
Transformers
Figure 1.
Gas Engines with EIS incorporate a control
system that senses and reacts to combustion
detonation by controlling ignition timing. An
accelerometer and electronic buffer unit is
mounted on each side of the cylinder block,
and is used to sense the detonation level (if
any). When a level of detonation is reached
that might damage the engine, the electronic
timing control retards the ignition timing six
degrees. If the engine continues to detonate,
the control will provide a signal to shut the
engine down. If the retarded timing
successfully stops the detonation, the timing
control will begin advancing the timing at a
rate of 1 degree per minute up to the original
timing. The timing control will stop advancing
if detonation begins again. This allows the
engine to obtain optimum fuel consumption
by running close to detonation without
damaging the engine.
Inlet Manifold
Pressure Sensor
G3516
(top view)
RB Detonation Terminal
Sensor Box
Digital Diagnostic Tool
(DDT)
5
 The EIS control module sets engine timing
according to desired engine timing, customer
specified parameters, and the conditions in
which the engine operates. Timing is
automatically adjusted according to
speed/timing maps, manifold air pressure,
and any detonation. The control module also
creates diagnostic codes if a problem
develops in a component or harness.
EIS ignition transformers are located under
the cylinder valve cover. The EIS control
module sends a pulse to the primary coil of
the ignition transformer to initiate combustion
in each cylinder. The transformer steps up the
voltage to create an arc across the spark plug
gap. The cylinder valve cover acts as the
ground for the ignition transformer.
Engine sensors provide information to the
EIS control module. Detonation sensors are
located on each side of the engine and
continually monitor the engine for
combustion detonation. A speed/timing
sensor provides accurate spark timing and
engine speed information. A special
speed/timing ring is located on the rear, left
camshaft on G3500 engines or on the front of
G3400 camshafts. An intake manifold air
pressure sensor provides engine load
information.
The timing is set by connecting the
Caterpillar Digital Diagnostic Tool (DDT) to
the engine to electronically set the timing.
The DDT is available through the price list.
The DDT is also used to monitor engine
speed, detonation level (if any), and
diagnostic codes.
Variable Timing for Dual Fuel
The recommended timing varies with fuel
composition. Serious engine damage could
result if the timing is not changed when the
fuel is switched for example, from natural gas
to propane or digester to natural gas. To allow
automatic timing adjustment when the fuel is
changed, EIS offers a dual timing switch.
A dual timing magneto is available as well.
6
The timing is automatically changed by an
electrical signal, usually generated by falling
pressure in the primary fuel. The customer
must provide the external contacts to signal
EIS or the magneto. See the “Fuel Systems”
section of this guide for additional
information.
Ignition Systems in Hazardous
Locations
Engines installed in hazardous locations
generally fall under the Class I Division 2
category of Article 500 of the National
Electrical Code. It reads:
“A Class I, Division 2 location is a location:
1. in which volatile flammable liquids or
flammable gases are handled, processed, or
used, but in which the liquids, vapors, or
gases will normally be confined within
closed containers or closed systems from
which they can escape only in case of
accidental rupture or breakdown of such
containers or systems, or in case of
abnormal operation of the ventilation
equipment; or
2. in which ignitable concentrations of gases
or vapors are normally prevented by
positive mechanical ventilation, and which
might become hazardous through failure or
abnormal operation of the ventilation
equipment; or
3. that is adjacent to a Class I, Division 1
location, and to which ignitible
concentrations of gases or vapors might
occasionally be communicated unless such
communication is prevented by adequate
positive-pressure ventilation from a source
of clean air, and effective safeguards
against ventilation failure are provided.”
Basic difference between Division 1 and
Division 2 is:
• Division 1 – flammable gases are always
present.
• Division 2 – flammable gases may be
present.
When an engine is installed in such a location,
shielding of the ignition system wiring or
usage of approved ignition system
components may be required. Many
Caterpillar Gas Engines have attachments
providing an ignition system that is CSA
approved for Class I, Division 2,GpD,
locations. CSA approval is a Canadian
requirement for engines operating in
hazardous locations in Canada. CSA approval
is also recognized in Division 2 locations
outside Canada. Consult factory for
availability.
The basis for the CSA attachment design is to
either prevent hazardous atmosphere from
coming in contact with arcing or sparking
devices or to contain an explosion, within the
engine itself. This is accomplished on
Caterpillar Gas Engines by special metal
conduit harness assemblies for the ignition
system and engine wiring harnesses. Special
explosion-proof transformers and cylinder
head components have been developed to
contain any potential explosion in the head.
The Caterpillar EIS system is available in a
CSA approved configuration. This system
varies from the standard EIS system by
offering special ignition coils and a terminal
box located on top of the EIS control module.
With the CSA system, no shutoffs, monitoring
systems, start/stop logic or gas shutoff valves
are provided. The functions must be provided
by the customer. The required shutoffs are
jacket water temperature (104°C, 220°F), oil
pressure (15 psig at low idle, 40 psig above
1000 rpm), and overspeed (lesser of 10%
above maximum engine speed or maximum
driven equipment speed).
The CSA terminal box contains warning,
shutdown, and power lamps and a diagnostic
reset switch. All of these may be remote
mounted by the customer.
For magneto systems with the CSA
attachment, troubleshooting can be more
difficult. A standard transformer can be
installed temporarily so that a timing light can
be triggered from the exposed high tension
lead. Detecting a misfiring cylinder is more of
a problem with a shielded system. Installation
of normally closed switches in the primary
wiring is one method of temporarily
interrupting ignition to identify a misfiring
cylinder. If devices are incorporated in the
shielded system for troubleshooting purposes, the
primary of the magneto must never be
grounded to interrupt the ignition. This would
most likely cause failure of solid-state
components within the magneto.
Engine Shutdown
Accomplish normal shutdown by shutting off
the fuel supply. This allows the engine to
consume the fuel trapped between the shutoff
valve and cylinder. It also prevents raw fuel
from being pumped into the exhaust system.
Raw fuel in a hot exhaust system presents the
potential for explosion. Stopping the ignition
system to cause engine shutdown should be
utilized only for emergencies.
Power for Auxiliar y Panels
Applications not having a 24 VCD electrical
power source, such as gas compressors at
remote sights, must find some source of
electricity to power auxiliary panels. The
power source has often been magneto.
Unlike most other engines, no pin is provided
on the G3500 LE magneto for auxiliary power.
This engine requires all the magneto power
available in order to operate the ignition
system. The electronic nature of its control
system requires that a 24 VDC power source
be available for engine operation. The power
source provided for the engine's control
system can also be used to operate auxiliary
panels.
Stoichiometric engines have a pin available on
the magneto that can be used to provide
power for auxiliary panels. This pin provides
180 VDC with a maximum current draw of
20mA. As with the low emission engine, spark
plug life will be decreased if the magneto is
used to power auxiliary panels.
For all engines with Caterpillar EIS, a 24 VDC
power source is necessary.
7
 Spark Plugs
Spark plugs for Caterpillar Gas Engines have
been specifically developed to meet the
ignition needs of a given engine. Failure to
use proper spark plugs, or failure to properly
maintain the park plugs will affect the
engine's fuel consumption, emissions, and
stability. This is why the spark plugs must be
maintained according to the specified
maintenance schedule. Good maintenance
practices can be found in Systems Operation
Testing and Adjusting Manual for your
engine.

Note: The maximum ambient air temperature

for magneto operation is 85°C (185°F).

8
G3500-G3300 Starting Systems
General Starting Information (Electric, Air, and Gas
Driven Starters)
Cranking Torque
Breakaway Torque
Variables that Affect Length of Engine Start and
the Cranking Torque
Types of Starting Systems
Minimum Requirements for Sizing Support
Equipment
Air or Gas Starting Systems
System Description
System Operation
General Installation Guidelines
Ferrous Starting Systems (Natural Gas as the
Starting Media)
Maximum Starter Exhaust Back Pressure
Exhaust Shields for Vane Starters
Selecting the Proper Starter: Size, Type and
Quantity
Free Air Consumption for Bare Engine
Sizing Support Equipment
Electric Starting Systems
Batteries
Battery Charger
Cable Size
Breakaway Torque
Cranking Torque
Ratio of Engine to Starter Speed
Ratio of Engine and Starter Torque
Automatic Start Stop
Ten Second Starting
Starting Aids
Jacket Water Heaters
Oil Heaters
Starting Systems
General Starting System
Information (Electric, Air, and
Gas Driven Starters)
There are two major types of starting systems
available for Caterpillar Engines - air and
electric.
The choice of the starting system depends on
the availability of the starting energy - ie.
batteries and a method to charge them versus
air or gas of sufficient pressure and flow.
Another criteria may be additional parasitic
starting load from the driven equipment. Air
starters can generally provide more starting
torque and are typically used when parasitic
driven loads are encountered.
The first sections of this module will describe
the formulas to size an air starting system.
The second section will discuss electric
motors and their performance. Even though
the examples given are for sizing the air
system of a G3512 engine, the principles are
the same to size the air system for any
gas engine.
How to use the starter performance
information for cranking and breakaway
torque will be discussed in the section,
Selecting the Proper Starter: Size Type and
Quality.
Breakaway Torque
Engine breakaway torque refers to the torque
required to begin rotating the crankshaft.
Starter breakaway torque refers to the
maximum torque a starter can generate at or
near zero rpm. It is important to ensure that
the starter breakaway torque is larger than
the sum of the engine and auxiliary load
breakaway torque. Since breakaway torque
can vary widely, it is best to include a
breakaway torque margin when handling
auxiliary loads. The following equation should
be used as a guideline to assure proper
breakaway torque margin. The values used
for Teng brk and Taux brk should be values
representing worst case conditions under
which an engine is expected to start.
Tstart brk > (1.4)[Teng brk +Taux brk]
where,
Tstart brk = starter breakaway torque output

Cranking Torque Teng brk = engine breakaway torque req

Table 1 shows the torque requirements to
Taux brk = auxiliary breakaway torque req
crank an unloaded gas engine.

Cranking
Torque (ft-lbs @ 100 or 150 rpm)
Variables that Affect Length of Engine
Breakaway SAE 30 Wt Oil Start and the Cranking Torque
Engine Model Torque (ft-lbs) 0°C (32°F) 10°C (50°F) Size the starting system for an engine to meet
G3304 110 160 110 the most demanding conditions under which
G3306 180 205 150 a specific engine is expected to start. To
G3406 270 375 225 account for the variability, consider the
G3408 310 440 260 following guidelines:
G3412 475 600 385
1) Engine Size: As the number of cylinders
G3508 750 800 630
increases, the torque requirements to
G3512 920 1160 765
crank the engine increases. The crank
G3516 1140 1400 950
torque curves for each engine must be
Note: Oil Temperature and Viscosity are major contributors to
the actual amount of torque needed to crank the engine at consulted when sizing a starting system.
the specific speed. Breakaway torque is independent of oil
viscosity or temperature. 2) Engine Application: Various applications
Table 1. Engine Breakaway and Cranking Torques. have different auxiliary loads during the
start up. The auxiliary load torque curve
Note: The temperature and oil viscosity are the will affect the time to accelerate the engine
largest factors that affect the cranking torque to the minimum recommended cranking
needed to start an engine. Higher oil rpm.
temperatures and less viscous oil require less
torque to turn the engine. 11
 3) Fuel Composition: Fuel composition
varies widely from site to site. Fuels with
low energy content will lengthen the
cranking time as these fuels burn slower
and cylinder firing during start-up is more
erratic than when using natural gas.
4) Cold Ambient Conditions: Cold
temperature increases the viscosity of the
engine oil. The torque demand of the
cranking engine increases as oil
temperature decreases. Start length will
increase due to cold temperatures. Note:
The breakaway torque is not influenced by
oil temperature.
Types of Starting Systems
There are two types of starting systems
available on most gas engines. Air or natural
gas driven starters may be selected for any
gas engine model. An electric motor starting
system is also available on all engine models
of the G3500, G3400 and G3300 families.
Minimum Requirements for Sizing
Support Equipment
When sizing a facility’s support equipment for
a starting system (i.e. air tank volume, air
tank location, pipe diameter, pipe length,
compressor size, battery quantity and
capacity), the equipment must be capable of
meeting the following minimum
requirements for one start attempt:
Engine
Starting
Generator Motor
Oiler Solenoid Strainer
Valve
Figure 2. Air Starting System
12
1) The starting system must accelerate the
engine and its auxiliary load to the
Minimum Cranking RPM in five seconds.
2) The starter(s) must be able to sustain the
Minimum Cranking RPM for a minimum of
twenty-five seconds.
Note: Electric starter engagements longer than
30 seconds or repeat 30 second start attempts
will overheat starters. Start attempts longer
than 30 seconds may indicate engine problems.
Some applications may require multiple, back
to-back start capability. In this case, multiply
the above one-start minimum
requirements by the total number of
required start attempts. Thus, if a site must
be capable of three back-to-back start
attempts, the support equipment should be
capable of three, five second acceleration
intervals and three, twenty-five second
intervals of sustained engine speed equal to
or greater than the Minimum Starting RPM.
Air or Gas Starting Systems
System Description
Figure 2 shows a typical air starting system.
Table 2 contains component descriptions.
Air Starting System Schematic
Plant
Air Supply
Check Valve Starting Air
Engine Motor
Compressor
Regulator Manual Pressure
Shutoff Valve Shutoff Valve
Component Name Function/Description
Pressure Regulator A pressure regulator maintains
constant pressure to the air starter.
Manual Shutoff Allows starting system to be isolated
Valve from air supply during maintenance or
no use periods.
Strainer Removes particles/contaminants from
air stream. A 40 mesh is recommended
for vane starters; a 150 mesh is
recommended for turbine starters.
Relay Valve Controls flow of air to starter
Lubricator Used only with a vane starter.
Lubricates internal components of
vane starter. Turbine starters are
internally lubricated.
Solenoid Valve Valve controls start pinion engagement
and main air supply to starter. Valve is
three way normally-closed solenoid.
Pressure Relief Protects starters and relay valve from
pressure spikes in system that may
cause damage to components.
Table 2. Start System Schematic, Component
Description
There are two main air paths in the starting
system:
engine. The 7C0330 air start control is
necessary to interface with a Caterpillar
supplied control panel and air starter and air
prelube group. The following describes the
events that occur with the Engine Status
Control (ESC). A similar sequence should
occur if a customer supplied panel is used.
When the engine is signaled to start either by
placing the Cat four-position engine panel
switch to the manual position or by activating
a remote start switch (Cat switch in the auto
position), the following cycle occurs:
1. A solenoid controlled valve (part of
7C0330) is activated by the ESC to initiate
the prelube cycle. If there is no prelube
system, this valve will engage the air
starter.
2. After prelube is complete (measured by an
oil pressure switch), the ESC initiates a
cranking cycle.

1) The main air supply line supplies the air
starter motor with pressurized air that
serves as the source of power for the
starter.
2) The control air supply line supplies air to
engage the starter pinion into the flywheel,
and opens the relay valve to allow air to
pass through the main air line to the
starter. Some engines smaller than the
G3516 have a manually operated control
valve to permit supply air to the starter.
System Operation
Start Cycle for the G3516 Engine
with Intermittent Air Prelube System
The Engine Status Control (ESC) panel or
generator control or customer supplied
control panel will provide the logic to start the
Oiler (used with vane starters)
Starter
3. After cranking begins, the engine status
control opens the gas shutoff valve
(GSOV).
4. When the speed of the engine increases to
400 rpm, the ESC disengages the prelube
group.
5. An overcrank timer will terminate cranking
if the engine does not start in a preset
amount of time (programmable).
Start Cycle with Continuous Prelube
System — G3500 Engines
For factory supplied electric motor driven by
continuous prelube systems, power to the
prelube pump is removed by a signal from the
control panel when a start is initiated. See
Figure 3. The schematic for the prelube
Engine
Oil
Pressure
Relay
Valve
SV

+ Electric Air Start-Solenoid

Air or Prelube Pump

Gas
Supply SV

Slave Valve

Figure 3.

13
 system is similar to the G3516 with
Intermittent Air Prelube except the following
components are deleted: prelube pump,
engine oil pressure relay valve, and the lower
slave valve.
Start Cycle — G3300 and G3400
Most G3400 and G3300 air starters are
supplied with a shipped loose manual starting
valve. The G3412 C LE Industrial engine has
an optional Engine Status Control Panel and
air start control (7C0330) which is similar to
the G3500 system without prelube.
General Installation Guidelines
1) A leak in the air system may cause the
system to lose pressure over a period of
time. To avoid air receiver pressure loss,
ensure all connection points do not leak air.
A check valve between the plant air supply
and receiver assures that failure of the
plant air supply will not deplete the backup
supply.
2) Use proper sealant on all threaded
connections throughout the system.
3) Always run air supply lines from the top of
the air receiver, never at or near the
bottom. Damage to the starting system
could result if piping is routed from the
bottom of the air receiver tank due to the
collection of water in the bottom of the
receiver tank.
4) The typical diameter of pipe to the factory
connection of the G3500-G3300 air starters
is 1 1/2 inches. If the air receiver is a
substantial distance from the engine, larger
lines should be used to minimize pressure
drop. When applicable, use the largest pipe
diameter practical to route exhaust air away
from the starter.
5) Whenever using natural gas to operate the
starters, there must be no leaks in the inlet
or exhaust piping. All starter exhaust must
be piped away to a safe area.
6) Use a flexible connection between engine
piping and installation piping to isolate from
engine vibration.
14
7) Air cranking systems may freeze at low
ambients. Water vapor in compressed air
freezes during expansion in temperatures
below 0°C (32°F). A dryer at the
compressor outlet or a small quantity of
alcohol in the air receiver tank prevents
freezing. In addition to this precaution it is
also recommended that traps to contain oil-
water be built into the lines with small
slopes toward these traps. These traps
should be drained periodically or have
automatic drain systems.
8) Tandem or compound engines use at least
two starters and solenoid valves. Valves
should be spaced equal distances from
their respective motors for coordinated
motor engagement. When a single solenoid
controls the air to both motors, piping
between the valves and each motor must be
of equal length.
9) Air receivers should meet appropriate
building and construction codes. Generally
ASME specifications should be used.
Proper gauges and safety valves are also
needed and should be checked periodically.
Ferrous Starting Systems (Natural
Gas as the Starting Media)
Typically in the gas compression industry
compressed wellhead (natural) gas is used to
power the starter. Since wellhead gas is less
dense than air, approximately 40% more gas is
needed at the same pressure to have the
same starting power as air.
Standard starter supply and control lines may
be constructed with rubber hoses, brass
fittings, and aluminum valves. These
components may need to be replaced to meet
local and/or API codes. Consult the local
Caterpillar dealer.
Starters can emit considerable noise if not
muffled. For natural gas operation, the
exhaust must always be piped away from the
engine. The drive housing vent plug must be
replaced with a suitable tube that is connected
to the air start exhaust system. Venting the
drive housing reduces the possibility of
trapping natural gas in the starter housing.
Maximum Starter Exhaust Back
Pressure
The maximum recommended starter exhaust
back pressure is 5 psig. Back pressure larger
than 5 psig may significantly decrease starter
performance. Several methods may be used
to minimize exhaust back pressure:
1) Use an adequate pipe size to carry exhaust
gases.
2) Minimize the number of restrictions
(bends, expansions, and contractions) in
the starter exhaust piping.
3) Keep the starter exhaust pipe as short as
possible.
4) If a silencer is used, either factory installed
or after-market, ensure the pressure drop is
low. The pressure drop across a silencer
may significantly increase over time due to
the accumulation of oil and must be
cleaned or replaced periodically.
Exhaust Shields for Vane Starters
Vane starters are lubricated by atomizing oil
in the pressure side air stream. As the air
exhausts through the starter’s silencer, the oil
mist can cause an undesirable oil spray on the
engine and surrounding area. To minimize
the oil spray, starter exhaust covers are
available from the factory. Periodically inspect
and clean the covers to ensure proper starter
performance.
Selecting the Proper Starter: Size,
Type, and Quantity
Choosing the starter type is many times a
decision based on the starting media
available, such as an existing air supply in a
building or wellhead gas available at the job
site. Economics and reliability are important
factors in choosing an air or electric starter
especially if no air supply is available. The
parasitic (auxiliary) driven equipment will
also be a major factor in the choice of air or
electric starters.
The size of the starter is critical. The starter
must have enough breakaway torque to begin
rotating the engine and driven parasitic load.
Once the engine and driven equipment begin
to turn, the starter must accelerate the engine
and driven components to the minimum
starting rpm rather quickly. A 5 second
acceleration time is considered adequate. This
may need to be shortened for standby
applications.
Generally one starter is adequate to start any
G3500 through G3300 engine. A two starter
option is available on the G3500 engines and
may be necessary in cold weather or when
high parasitic loads are encountered.
Step 1: Determine Engine
Breakaway Torque and Parasitic
Breakaway Torque Requirements
Add the auxiliary (driven) breakaway
requirements to the base engine breakaway
torque shown in Table 1. This value will
determine the total breakaway torque that the
starter must provide to begin to turn the
engine and auxiliary load.
Step 2: Determine Starter
Breakaway Torque
The starter breakaway torque must be larger
than the total of the engine and auxiliary
equipment to begin the crank cycle. Use the
following equation as a guideline to ensure
proper breakaway torque margin for the
G3500 to G3300 engine.
Tstart brk>(1.4)[Teng brk +Taux brk ]
where,
Tstart brk = starter breakaway torque output
Teng brk = engine breakaway torque req
Taux brk = auxiliary breakaway torque req
The breakaway torque for G3500 air starters
is given in Figure 4 and G3400 and G3300 are
given in Figure 5. These performance curves
will be discussed in the section entitled
Starter Inlet Pressure.
The relationship of the starter torque to the
torque applied to the engine (and auxiliary
equipment if direct coupled) is:
Starter Torque = Torque to Engine & Driven Eq 3
Number of Pinion Teeth/ Flywheel Teeth.
This formula will work for determining either
the breakaway torque needs or the cranking
torque needs of the starter.
15
 300 100
Torque
Flow
Torque at 90 2000
150 psig Flow at 150 psig
BHP at 150 psig
250
80

120
70
200 1500
120 120
Torque (ft-lb)

Horsepower

Flow (scfm)
60
Breakaway 90
Torque
150 50
90 90 1000
40

100
30

500
20
50

Slowest Example 2, 10
Speed Step #3
0 0 0
0 1000 2000 3000 4000 5000 6000 7000
Speed (rpm)

LEGEND Pinion Teeth =12

_________ Torque (3500 Flywheel Teeth = 183)
- - - - - - - - - Flow

Figure 4. G3500 Air Starter (Vane Type) Performance Curve

200 50 1500
Torque
Flow

Torque at
150 psig Flow at 150 psig 40
BHP at 150 psig
150

1000
120
120
30
Torque (ft-lb)

Flow (scfm)
120 Horsepower

100
90
90
20
90
500

50
10

0 0 0
0 1000 2000 3000 4000 5000
Speed (rpm)

LEGEND Pinion Teeth =11

_________ Torque (3408 Flywheel Teeth = 156)
- - - - - - - - - Flow (3406 Flywheel Teeth = 136)
(3300 Flywheel Teeth = 113)

Figure 5. G3400, G3300 Air Starter (Vane Type) Performance Curve

16
Example 1. Starter Sizing for
Breakaway Torque
An air supply source of 90 psi is available to
start a G3512 engine. The lowest ambient
temperature will be 50°F and 30 wt oil will be
used. The engine will drive a water pump
through a clutch so the breakaway torque is
negligible. The customer prefers an air
starter. What is the breakaway torque
required for this application? Does a single
vane starter with 90 psi inlet air pressure have
sufficient energy to rotate the G3512 engine?
Consulting the Engine Breakaway and
Cranking Torque Chart, Table 1. The
breakaway torque for the G3512 engine is
920 lb ft. The auxiliary equipment has
negligible breakaway torque. The starter
should be able to produce 1.4 times 920 lb ft =
1288 lb ft. for torque.
The starter torque = 1288 3 12 (pinion teeth)/ 183
(number of flywheel teeth)
The starter torque = 85 lb ft.
Step # 3: Sizing Starter for Engine
Crank Speed
The starter must be able to crank the engine
to a minimum of 150 rpm for G3500 to G3300
engines with magneto ignition systems.
Engines with the Caterpillar Electronic
Ignition System should be designed for a
minimum cranking speed of 100 rpm. Speeds
much larger than these design minimums will
result in excessive air consumption and
reduce the life of the starters.
The final engine crank speed is the
intersection of the necessary engine and
auxiliary crank torque with the starter
cranking torque capability for a given air flow
and pressure. For simplicity we should design
a starter system designed for the above
minimum cranking speed. In actuality the
final cranking speed may be slightly higher or
lower than the design speed. Examples are
given below to help illustrate the flow and
pressure needed for the application at hand.

Next consult the Air Starter Torque Chart

Figure 4, for the starter’s capability at 90 psig.
Use the torque of the slowest listed speed of
the starter as the breakaway torque. The
G3500 air starter (vane type) is 145 lb ft. Thus
one air starter for the G3512 engine will
provide sufficient breakaway torque.

Free Air Consumption m3/s (ft3/s ) For a Bare Engine at 10°C (50°F)
690 kPa (100 psig) 862 kPa (125 psig) 1034 kPa (150 psig)
Engine Model To Starter Starter Starter P min kPa (psig*)
G3304 .16 (5.8) .19 (6.8) .22 (7.7) 242 (35)
G3306 .17 (5.9) .20 (6.9) .22 (7.8) 248 (36)
G3406 .18 (6.2) .21 (7.3) .23 (8.3) 276 (40)
G3408 .18 (6.4) .21 (7.5) .24 (8.6) 269 (39)
G3412 .25 (9.0) .30 (10.3) .33 (11.8) 207 (30)
G3508 .26 (9.3) .31 (10.8) .36 (12.6) 310 (45)
G3512 .28 (9.8) .32 (11.4) .38 (13.3) 344 (50)
G3516 .30 (10.5) .34 (12.1) .40 (14.1) 448 (65)
G353 .19 (6.6) .22 (7.8) .25 (8.9) 276 (40)
G379 .26 (9.3) .31 (10.8) .36 (12.6) 207 (30)
G398 .28 (9.8) .32 (11.4) .38 (13.3) 242 (35)
G399 .30 (10.5) .34 (12.1) .40 (14.1) 345 (50)
Note: 1. Add to the G399 and G3516 .0283 m3/sec
(1 cu ft/sec) of air consumption for the air operated oil prelubrication pump.
This pump will normally operate 2 to 10 seconds before the engine begins to crank.
2. For start control systems with a purge cycle, include the time of the purge sequence to estimate starting time to obtain total
estimated starting time.
*Minimum air storage tank pressure required to sustain cranking at 100 rpm.
Table 3.

17
 Free Air Consumption for a Bare
Engine
Quantity of free air required per start depends
on:
Time Required to Start – Time per start
depends on engine model, condition,
ambient air temperature, oil viscosity, fuel
type, condition of fuel system, purge cycle,
and cranking speed. Ten to fifteen seconds
is typical for gas engines at 25°C (80°F),
but restart of hot engines normally takes
less than four seconds.
Free air consumption – Free air
consumption depends to some extent on
these same variables and also on the
pressure regulator setting. The correct
setting is 620 to 690 kPa (90 to 100 psi),
with the higher pressure used to improve
starting under adverse conditions. 0.14 to
0.42 m3/s (5 to 15 cu ft) is typical for
engines from 37 kW to 1194 kW (50 hp to
1600 hp).
Purge Cycle
Some start/stop controls call for a “purge”
cycle. Units are purged to remove gas which
may have become trapped in the exhaust and
could be ignited if hot combustion gases
entered the exhaust system. During purging,
the engine is cranked but the gas shutoff
valve is not open. Only fresh air enters and
exits the engine to clean the exhaust system
of any possible gas. The purge cycle time
must be added to the seconds of starting time
to obtain the total starting time and proper
starter air consumption needed.
Example 1. Free Air Consumption of
Bare Engine
Using the 90 psig air pressure to the G3512
with EIS vane type starter, what is the
necessary flow to sustain a 30 second start
sequence?
A fast method to determine the air flow is to
look at the Free Air Consumption for a Bare
Engine (Table 3). This chart will permit a fast
approximation of the necessary air
consumption. Note: Seldom does air pressure
remain constant during a start cycle , thus the
values from this method will be slightly
lowered than calculated later using air tanks
which have limited size and for which
pressure drops occur during cranking. For a
18
G3512 at 50°F and 100 psig air pressure to
the starter, the G3512 will need 9.8 cu ft/sec
of air to turn the engine at 100 rpm. Thus for
30 seconds the air supply will be 30 times 9.8
or 294 cu ft of air at 100 psig. If the pressure
drops below the minimum pressure shown in
the rightmost column, the engine cranking
speed will most likely fall below a speed
which will allow the engine to start.
Note: The flow and pressure to maintain
cranking speed is drastically impacted by the
engine oil temperature and viscosity.
Significantly more pressure and flow would be
needed to start an engine at lower oil
temperatures or with higher viscosity oil. Since
the values for combinations of these two factors
increase starter needs dramatically , it is
recommended that if at all possible 50°F be the
minimum oil temperature and 30 wt oil be the
heaviest (thickest) oil when starting a gas
engine.
Sizing Support Equipment
Starter Inlet Pressure, Pstarter inlet
To crank the engine and its auxiliary load to
the recommended minimum speed, the initial
and final starter inlet pressure during the
start cycle must be determined. These
pressures and the accompanying flow will
determine the size of the receiver tank. For
these examples, a 30 second start cycle will
be used. Use the following procedure to
determine the required initial and final starter
inlet pressure and volume of air to start an
engine.
Generally the pressures and flow determined
during cranking will create sufficient starter
breakaway torque to begin rotating the
engine. After the cranking pressure and flow
is determined, the starter’s breakaway torque
will be compared to the engine and auxiliary
load breakaway torque to be sure the starter
is adequate.
Example 2.
Application: G3512 with EIS driving a direct
coupled water pump. The minimum ambient
is 50°F and 30 wt oil will be used. The
breakaway torque of the water pump is
negligible but the cranking torque of the
water pump is 50 ft lbs at 100 engine rpm.
Example 2, Step 1: Determine
Starter Speed
Consult the Engine Breakaway and Cranking
Torque, Table 1. The G3512 EIS will require
765 ft lbs of torque at 100 rpm cranking speed
and 50°F with 30 wt oil.
The starter speed = Engine Speed 3 Flywheel
Teeth/Pinion Teeth
Starter Speed = 100 rpm 3 183/12 (Flywheel
Teeth and Pinion Teeth are found in Air Starter
Performance Information Figure 4.)
Starter Speed =1525 rpm
This is the speed of the starter to turn the engine
at 100 rpm.
Example 2, Step 2: Starter Cranking
Torque Required
Now it is necessary to determine the torque
required by the starter to be able to provide
1525 rpm to continue cranking the engine at
100 rpm.
Consult the Engine Breakaway and Cranking
Torques, Table 1.
The cranking torque for the G3512 at 100 rpm
with an oil temperature of 50°F and 30 wt oil
is 765 ft lbs of torque. Add the driven
equipment torque of 75 ft lbs and the total is
840 ft lbs of torque.
Air Receiver Customer Connection
Facility Piping
Preceiver
Figure 7.
The starter’s torque is multiplied by the ratio
of the flywheel teeth to the pinion teeth on the
starter. The formula is:
Starter Torque/Pinion Teeth = Cranking Torque/
Flywheel Teeth OR Starter Torque = Cranking
Torque 3 Pinion Teeth /Flywheel Teeth
Thus Starter Torque Required =
840 lb ft. 3 12/183
Starter Torque Req = 55 ft lbs
Example 2, Step 3: Starter Inlet
Pressure Required
See Figure 7 for a diagram of an air starter
system both customer and factory
components.
Consult Figure 4, G3500 Air Starter (Vane
Type) Performance Curves. Look across the
horizontal axis to the starter speed of
1500 rpm. The necessary pressure for the
starter will be the intersection of the line
drawn straight up from the 1500 rpm speed
and a horizontal line drawn across from the
55 ft lbs torque point on the left vertical axis.
The intersection of these two points is less
than 90 psig. Since only 3 pressures: 90, 120
and 150 are listed, use the 90 psig curve.
Air Starter
Pstarter exhaust
Factory Piping
Punion Pstarter inlet
19
 Example 2, Step 4: Air Flow
Required
Once again consult Figure 4, G3500 Air
Starter (Vane Type) Performance, to
determine the air flow required. It is known
that 90 psig air pressure is needed to crank
the G3512 EIS engine with a direct driven
water pump. Follow a line upward from the
1500 rpm speed on the horizontal axis of the
90 psig Flow Curve (note the “Flow at
150 psig” in the upper right hand corner and
use the 2nd curve below it marked “90”). The
flow of air at 90 psig will be approximately
800 scfm.
Example 2, Step 5: Breakaway
Torque Check
Using the rule of 1.4 times the engine and
driven load breakaway torque, the starter
must provide a minimum of 920 ft lbs of
torque (Breakaway Torque of G3512 from
Table 1) 3 1.4 = 1288 ft lbs of torque.
Consult the G3500 Air Starter Performance
Curves, Figure 4. The starter is capable of a
maximum torque of 140 ft lbs at 90 psig.
Note: Since the breakaway torque of the air
starter is mostly a function of pressure and not
speed, simply look at the lowest speed and
highest torque given for the pressure being
considered. This is the breakaway torque of the
starter.
The necessary starter torque is determined
by the following formula:
Necessary Starter Breakaway Torque= Breakaway
Torque 3 Pinion/Flywheel Teeth
Necessary Starter Torque =
1288 3 12/183 = 85 ft lb
Since the starter is capable of 140 ft lbs of
breakaway torque and only 85 ft lbs is
necessary, only one air starter is sufficient.
Air Receiver Pressure, Preceiver
Prior to determining the air receiver pressure,
the air pressure at the starter inlet,
Pstarter inlet, must be calculated. Refer to
section titled Starter Inlet Pressure, Pstarter inlet
and Figure 6.
Use the following procedure to determine the
required air receiver pressure.
20
1) Preceiver = Pstarter inlet + (pressure drop of factor y
piping) + (pressure drop of facility piping)
where:
pressure drop of factory piping = pressure
drop from customer connection to the
starter inlet at full flow conditions.
pressure drop of facility piping = pressure
drop from the air receiver to the starting
system’s customer connection at full flow
conditions.
2) Some restriction to air flow across the
lubricator (used on vane starters) and to
pipe fittings and bends be encountered at
the customer connection to the starter.
Because of the high flow rate in the region
between Ppipe union to Pstarter inlet, the
pressure drop in this area should be
included. To approximate the pressure
drop of the factory piping at full flow
conditions let: pressure drop of factory
piping = 103 kPa (15 psig)
3) To calculate the pressure drop associated
with the facility’s piping one must know the
pipe size, number of bends, and location of
the air receiver. After this is known, the
pressure drop using Qfacility piping can be
calculated. Use this method if exact
pressure drop information is necessary.
The maximum allowable pressure at the inlet
to a vane starter is 150 psig (dynamic) for
starters used on G3500-G3300 engines.
For a vane starter system without an air
pressure regulator, the air receiver can not be
above 150 psig. During the initial instance of
start-up, Preceiver and Pstarter inlet are equal as
there is no dynamic pressure loss. An air
receiver pressure above 150 psig would
overpressurize the vane starter.
If an air pressure regulator is used in
conjunction with a pressure relief valve, the
air receiver pressure can be increased beyond
150 psig. The pressure regulator reduces the
pressure of the incoming air while the
pressure relief valve protects the starters
from overpressurizing. Higher tank pressure
is desirable as it reduces the receiver’s size.
See examples below in the section Air
Receiver Volume.
Example 2, Tank Receiver Sizing
Given: For the G3512 application used in
Example 2 using a vane starter, the required
starter inlet pressure,
Pinlet, is 90 psig and Qfacility piping = 800 scfm.
Find: Determine the pressure of the receiver,
Preceiver, if no pressure regulator is used.
Determine the pressure of the receiver if a
pressure regulator is used in conjunction with
a relief valve.
Solution: No pressure regulator
From the previous section Air Receiver
Pressure:
Preceiver = Pstarter inlet + (pressure drop of factor y piping)
+(pressure drop of facility piping)
Preceiver = 90 psig + 15 psig + (pressure drop of
facility piping)
The maximum pressure of the receiver
without a pressure regulator is 150 psig, thus,
pressure drop of facility piping must be less
than or equal to 45 psig. The pressure drop
associated with the customer’s supply pipe
(pipe from the air receiver to the engine’s
connection point) should be calculated with
Qfacility piping = 800 scfm. If the result is, say, 20
psig, then a 125 psig tank pressure may be
used. If the result is larger than 45 psig, then
the supply lines will have to be upsized, line
lengths reduce, or bends removed to lower
the pressure drop to keep pressure to the
starter inlet less than 150 psig.
Solution: With pressure regulator and
pressure relief valve
Receiver Pressure:
Preceiver = Pstarter inlet + (pressure drop of factor y piping) +
(pressure drop of facility piping)
Preceiver = 90 psig + 15 psig + (pressure drop of
facility piping)
When using a pressure regulator, the air
receiver pressure is not limited to the
starter’s maximum pressure rating of
150 psig. The air receiver pressure can be at
any desired, safe pressure as long as the
combination of the air receiver pressure,
pressure regulator and facility piping yield
less than 150 psig at the customer connection.
Thus, a safe tank pressure for the receiver
over 150 psig could be chosen as long as
pressure to the starter inlet does not exceed
150 psig. Since there is a drop of 15 psig after
the customer connection point in the factory
piping and lubricator, the regulator must
control the pressure to the starter inlet to less
than 150 psig or 165 lbs before the customer
connection point.
Air Receiver Volume, Vreceiver
The air receiver volume is a function of the
number of start attempts required and the
length of starts. Based on the section titled
General Starting Criteria the minimum
recommended air tank volume needs to be
sized for at least one, thirty-second crank
cycle. The equation to calculate the tank
volume follows:
Tank vol (m3) =
air flow(m3/s) x crank time (sec) x atm pressure (kPa)
Prcvr,initial(kPa) – Prcvr,final(kPa)
Tank vol (ft3) =
air flow(scfm) x crank time (sec) x atm pressure (psig)
60 x [Prcvr,initial(psig) – Prcvr,final(psig)]
where:
Prcvr,initial is air receiver initial pressure
Prcvr,final is air receiver final pressure
It is important to note that Prcvr,final must be
sufficient to crank the engine at the end of the
crank cycle.
Prcvr, final = Pstarter inlet + (pressure drop of factor y
piping) + (pressure drop of facility piping) – (allowable tank
pressure drop)
Note: The receiver volume will need to be
larger if an air prelube motor is used. For an
approximate usage of air for the prelube motor
consult the Free Air Consumption for a Bare
Engine, Table 3. For applications where
commercial power is available a continuous
prelube system can be used to reduce the air
supply needs.
21
 Example 2, Air Receiver Sizing
Given: The G3512 EIS engine with direct
driven water pump using one vane starter.
The required starter inlet pressure, Pstarter inlet
is 90 psig and the flow is 800 scfm. The
customer has chosen a receiver such that
Prcvr, initial = 160 psig. The pressure drop of
the facility’s piping is estimated at 20 psig.
Find: Determine the minimum tank volume
using a pressure regulator and pressure relief
valve.
Solution: Since only 90 psi to the starter inlet
is sufficient to crank this engine and driven
equipment at 100 rpm (the minimum cranking
speed), higher pressures to the starter are
not necessary (this will increase cranking
speed but will create inefficient air usage).
Thus installing a pressure regulator upstream
of the starter to maintain 90 psi to the starter
inlet is recommended. The pressure regulator
should be installed ahead of the lubricator
and factory piping.
Regulator Pressure = 15 psig (factory air
piping) + 90 psig (air pressure required at
starter inlet)
Earlier the air flow for this example was
calculated at 800 scfm at 90 psi.
crank time = 30 sec
Prcvr,initial = 160 psig
Prcvr, final = Pstarter inlet + (pressure drop of factor y
piping) + (pressure drop of facility piping) - (allowable tank
pressure drop)
Prcvr,final = 90 psig + 15 psig + 20 psig
Prcvr,final = 125 psig
Tank vol (ft3)=
air flow(scfm) 3 crank time (sec) 3 atm pressure (psig)
60 3 [Pinlet,max (psig) - Pinlet,min(psig)]
Based on the section Minimum Requirements
for Sizing Support Equipment, crank time =
30 secs.
Note: A lower crank time of 20 seconds may be
sufficient if the compressor is capable of a
reasonably quick fill the receiver tank, the
purge cycle is 5 secs or less, and the fuel is
natural gas. Field experience will dictate this
22
shorter start cycle. Caterpillar Electronic
Ignition may also allow the shorter start cycle
to become commonplace in the future.
Tank vol (ft3)=
800 scfm 3 30 sec 3 14.7 psig
60 sec/min 3 ( 160 psig – 125 psig)
Tank vol = 168 ft3 (1257 gal)
If a 200 psig tank was chosen:
Tank vol (ft3)=
800 scfm 3 30 sec 3 14.7 psig
60 sec/min 3 ( 200 psig – 125 psig)
Tank vol = 78 ft3 (583 gal)
Electric Starting Systems
Electric starting (Figure 8) is the most
convenient to use especially for small gas
generator sets. It is least expensive and is
most adaptable for remote control and
automation.
Batteries
Batteries provide sufficient power to crank
engines long and fast enough to start. Lead-
acid types are common, have high output
capabilities, and lowest first cost. Nickel-
cadmium batteries are costly, but have long
shelf life and require minimum maintenance.
Nickel-cadmium types are designed for long
life and may incorporate thick plates which
decrease high discharge capability. Consult
the battery supplier for specific
recommendations.
Two considerations in selecting proper
battery capacity are:
• The lowest temperature at which the
engine might be cranked.
• The parasitic load imposed on the engine.
A good rule of thumb is to select a battery
package which will provide at least four,
30 second cranking periods (total of
2 minutes cranking). An engine should not
be cranked continuously for more than
30 seconds or starter motors may overheat.
Ambient temperatures drastically affect
battery performance and charging
efficiencies. Maintain 32°C (90°F) maximum
 Suggested Minimum Battery Cold Cranking Amps
12 24-32 1-motor 30-32 2-motor
Battery Voltage
Minimum °F -20 30 60 -20 0 60 -20 0 60
G3304 1450 1225 925 725
G3306 1450 1225 925 725
G3406 1225 925
G3408 1300 1225 925
G3412 1300 1225 925
G3508 1300 1225 925
G3512 1300 910 725
G3516 1300 910 725
Note: Use aids below -18°C (0°F)
Table 5.

temperature to assure rated output. Impact of Batter y Charger

colder temperatures is described in Tables 4 Various chargers are available to replenish a
and 5. battery. Trickle chargers are designed for
continuous service on unloaded batteries.
They automatically shut down to milliampere
current when batteries are fully charged.

Overcharging shortens battery life and is

recognized by excessive water loss.
Conventional batteries require less than
59.2 mL (2 oz) make-up water during 30 hours
of operation.

Float-equalize chargers are more expensive

than trickle chargers and are used in
Figure 8. applications demanding maximum battery life.
These chargers include line and load
Temperature vs. Output regulation, and current limiting devices,
27°C (80°F) which permit continuous loads at rated
Ampere Hours output.
°C °F Output Rating
28 80 100
Both trickle chargers and float equalize
0 32 65
chargers require a source of A/C power while
-18 0 40
the engine is not running. Chargers must be
Table 4. capable of limiting peak currents during
cranking cycles or have a relay to disconnect
Locate cranking batteries for easy visual during cranking cycles. Where engine-driven
inspection and maintenance. They must be alternators and battery chargers are both
away from flame or spark sources and used, the disconnect relay usually disconnects
isolated from vibration. Mount level on the battery charger during engine cranking
nonconducting material and protect from and running.
splash and dirt. Use short slack cable lengths
Engine-driven generators or alternators can
and minimize voltage drops by positioning
be used, but have the disadvantage of
batteries near the starting motor.
charging batteries only while the engine runs.
Disconnect the battery charger when Where generator sets are subject to many
removing or connecting battery leads. Solid- starts, insufficient battery capacity could
state equipment, i.e., electronic governor, threaten dependability.
speed switches, can be harmed if subjected
to charger’s full output.

23
 Cable Size
The start circuit between battery and starting
motor, and control circuit between battery,
switch, and motor solenoid, must be within
maximum resistance limits shown in Table 6.
Solution: Cable size must be No. 1 to meet
cable length and resistance requirements. To
determine fixed resistance in a parallel circuit,
only series connections in one leg of the
parallel circuit are counted.

Maximum Allowable Resistance .00300 #4 #2 #1 #0 #00 #000

Magnetic Switch and Solenoid Starting .00280

L
LE
Series-Parallel Circuit Switch Circuit Motor Circuit .00260

AL
12 Volt System, 0.048 Ohm 0.0067 Ohm 0.0012 Ohm

R
.00240

PA

L
LE
24 Volt System, 0.10 Ohm 0.030 Ohm 0.002 Ohm

IN
.00220

AL
#0

R
32 Volt System, 0.124 Ohm 0.070 Ohm 0.002 Ohm

PA
.00200

2-
L

OR
LE

IN
.00180 L

0
RA

#0
Table 6. Resistance
PA

2-
in Ohms at .00160
80˚F (27˚C) IN
.00140 00 EL
Not all this resistance is allowed for cables. #0 LL
.00120 2- RA
PA
Connections and contactors, except the motor .00100 00
IN
00
solenoid contactor, are included in the total .00080 2-
#

allowable resistance. .00060

.00040
• Contactors (relays, solenoid, switches) .00020
0.0002 Ohm .00000
0 100 200 300 400 500 600
INCHES
• Connections (each series connectors) 0 2.54 5.08 7.62 10.16 12.70 15.24
0.0001 Ohm METERS

Cable Size vs. Resistance

The fixed resistance of connections and
contactors is determined by the cable routing.
Fixed resistance (Rf) subtracted from total
resistance (Rt) equal allowable cable
resistance (Rc): Rt - Rf = Rc.
System .........................................................
Starting Motor Type....................................
Maximum Allowable Resistance ...............
Minus Fixed Resistance —
6 Connections @ .00001......................
Resistance Remaining for Cable ..............
Battery Cable Length .................................
Figure 9.
Problem: With cable length and fixed
resistance determined (Figure 12), select
cable using the following chart (Figure 10).
Use only full-stranded copper wire.
24
Figure 10.
Breakaway Torque
The electric starter must be able to exceed
the torque of the engine and auxiliary in
order to begin rotating the engine. With an
electric starter the voltage and amperage is
important, so that the electric starter can
reach its full potential which is listed in
Table 7. As discussed in the General Starting
System Information section, the starter should
have 1.4 times the sum of the engine and
auxiliary equipment.
Cranking Torque
Table 8 gives the cranking performance of the
electric starters used on the G3500-G3300
engines. Consult these charts to determine
24-volt starter speed, volts and amps to the starter
Heavy Duty and the starters torque capability at 100 rpm
.00200
and 1500 rpm engine rpm (150 rpm should be
.00006 Ohm used for magneto engines and 100 rpm for
.00194
144 in.
Caterpillar Electronic Ignition System
equipped engines). Compare the capability of
the electric starter to the total of your
particular engine model and auxiliary
equipment cranking torque needs.
 Electric Starter Breakaway Performance
Speed Starter/ Potential Torque Potential Torque
Eng Cranking of Starter on Flywheel
Volts at Starter Amps to Starter (rpm) (lb ft) (lb ft)
G3304, G3306
(156 flywheel teeth) Starter Part No. — 1W5516 (12 pinion teeth)
Breakaway* 17 1400 0/0 95 1235
G3406
(113 flywheel teeth) Starter Part No. — 2S7227 and 6V0927 (11 pinion teeth)
Breakaway* 12.5 1400 0/0 100 1027
G3408, G3412
(136 flywheel teeth) Starter Part No. — 4N1062 (11 pinion teeth)
Breakaway* 12.5 1400 0/0 100 1236
G3508, 12, 16
(183 flywheel teeth) Starter Part No. — 7C0527, 6V4246 (11 pinion teeth)
13 1400 0/0 92 1530
Breakaway* Starter Part No. — 6V0927 (11 pinion teeth)
12.5 1400 0/0 100/1660 100/1660

*Breakaway torque is theoretically 0 starter and engine rpm. However, the starter amperage limit is approximately
1400 amps. Thus the breakaway torque shown is reduced somewhat from actual to accommodate the amperage limit.

Table 7.

Electric Starter Cranking Performance

Potential Torque Potential Torque
of Starter on Flywheel
Volts at Starter Amps to Starter (lb ft) (lb ft)
G3304, G3306
(156 flywheel teeth) Starter Part No. — 1W5516 (12 pinion teeth)
Cranking*
@ 100 engine rpm 19 800 52 676
@ 150 engine rpm 22 500 22 286
G3406
(113 flywheel teeth) Starter Part No. — 2S7227 and 6V0927 (11 pinion teeth)
Cranking*
@ 100 engine rpm 17 900 54 550
@ 150 engine rpm 19 600 36 370
G3408, G3412
(136 flywheel teeth) Starter Part No. — 4N1062 (11 pinion teeth)
Cranking*
@ 100 engine rpm 17 860 52 640
@ 150 engine rpm 19 580 30 360
G3508, 12, 16
(183 flywheel teeth) Starter Part No. — 7C0527, 6V4246 (11 pinion teeth) [Values for 1 starter]

Cranking* 19 600 30 500

@ 100 engine rpm Starter Part No. — 6V0927 (11 pinion teeth) [Values for 1 starter]

18.5 600 36 600

*Cranking torque is at 100 engine rpm. Cranking torque is very dependent on oil viscosity and temperature. When
solving a cranking issue, increasing the temperature of the engine and oil plus lowering the viscosity of the oil will
dramatically improve cranking performance.

Table 8.

25
 Ratio of Engine to Starter Speed
Engine speed and starter speed can be
determined by the following ratio:
Starter rpm/Engine rpm = Pinion Teeth of
Starter/Engine Flywheel Teeth
Ratio of Engine and Starter Torque
Engine and starter torque can be determined
by the following ratio:
Torque on Engine Flywheel/Starter Torque =
Engine Flywheel Teeth/Starter Pinion Teeth
Automatic Start-Stop
Automatic start-stop systems are primarily for
unattended engines which must start
automatically, pick up the load, operate the
load, and stop automatically when demand
ceases. For example, a standby generator set
must start automatically when commercial
power fails and stop automatically when it is
reinstated.
Caterpillar offers both electric and air-
powered systems. The engine control switch
determines the panel status. The automatic
position (3 o’clock), enables the engine to
start automatically.
Ten Second Starting
Ten second starting is often required either
by application or local regulation. For
instance, National Fire Protection Association
(NFPA) 99, Health Care Facilities 1987
Edition, states, “The generator set(s) shall
have sufficient capacity to pick up the load
and meet the minimum frequency and voltage
stability requirements of the emergency
system within 10 seconds after loss of normal
power.” However, the 10 second starting
requirement is greatly dependent on the site
gas supply, starting system, and if a purge
cycle is necessary or recommended.
Caterpillar will not guarantee 10 second
starting capability, and suggests that dealers
influence the specifications to allow a
minimum starting time of 20 seconds that can
be accomplished without additional
installation costs or start-up expense.
Ten second starting is routinely obtained by
dealers with careful attention to the various
systems such as starting and the gas supply.
On-site adjustment and tuning of those
26
systems may be required. The on-site tuning
will require additional start-up costs and must
be considered when estimating start-up costs.
Requirements for 10-second automatic
starting:
• Combustion air must be a minimum of
21°C (70°F).
• Jacket water heaters maintain a minimum
of 32°C (90°F) water temperature.
• Fully charged batteries to provide
60 seconds of continuous cranking, or full
air supply.
• Readily available fuel.
• G3500 and G3600 must have a continuous
pre-lube pump.
Starting Aids
Jacket Water Heaters
Jacket Water heaters are electrical heaters
which maintain the jacket water at a
temperature high enough to allow easy
engine starting.
More heaters of higher ratings may be
required in areas of extremely cold
temperature.
Recommended jacket water heater kW ratings
are listed in the Cooling section.
Oil Heaters
Heating elements in direct contact with non-
circulating lubricating oil are usually not
recommended due to the danger of oil coking.
If specified, heater skin temperatures should
not exceed 150°C (300°F) and have
maximum heat densities of .02 Watts/mm2
(13 Watts/in2).
On G3500 and G3600 engines continuous pre-
lube pumps are available and are a preferred
method for heating engine oil. The oil is
circulated through the engine when the
engine is stopped and is heated by the jacket
water heater. The jacket water heater should
be sized to have adequate capacity to heat the
jacket water and engine oil.
G3500 – G3300
Engine Protection Systems
G3500 Engine Protection System
G3400 and G3300 Engine Protection System
Remote Control Panel
Alarm Module
Customer Interface Module
Recommended Alarms and Shutdowns
Engine Protection
Systems
All engines require a protection system. The
protection system is a basic requirement of
any engine installation and provides protection
to the engine as well as to the facility and
operation personnel. This guide provides
basic information about the Caterpillar
G3500-G3300 engine protection systems.
Engine protection is required for the
lubrication, cooling, and combustion systems.
These systems in turn interact with fuel and
ignition systems and in some cases, with the
customer’s switchgear. The lubrication
system must maintain the oil pressure within
a certain range; oil temperature is internally
controlled via a thermostat for most
arrangements. The cooling system must
maintain the cooling water below a certain
temperature. Some engines have a protection
system for the combustion chamber;
detonation sensing that can adjust or even
shutdown the engine. Overspeed protection is
also very important. A listing of standard and
optional protection systems can be found with
each engine pricing arrangement in the price
list. The details of these offerings will be
expanded upon in the following sections.
When problems occur that do not
immediately endanger the condition of the
engine or the operator, the fuel gas valve is
closed as soon as a fault is detected and the
ignition system remains on for 10 seconds.
This allows all the gas downstream of the
shutoff valve and in the intake manifold to be
consumed by the engine and not dumped into
the exhaust stack. When a problem occurs
that can cause immediate damage to the
engine or operator, such as overspeed, the
gas valve is closed and the ignition system is
immediately shut off. When starting again,
the engine should be cranked for 10 seconds
with the gas valve closed and the ignition
system off. This purges the engine of any
unburned air/fuel mixture.
When designing an installation, consider if the
engines will be attended or unattended when
selecting protection equipment. When
attended, alarms can be provided before actual
engine shutdown that warn of approaching
shutdown limits in each monitored system.
This allows the attendant to decide the
urgency of the fault and schedule repairs
before a shutdown. Protection equipment for
unattended applications can be tailored to the
specific requirements.
Although most Caterpillar Gas Engines come
with a standard set of shutoffs, some engine
configurations come with additional shutoffs
and alarms. They may also use different
strategies for shutdowns, annunciation, etc.
Consult the Gas Engine General Dimension &
Wiring Diagrams on CD LERQ2015 or paper
LEBQ5111, for additional information on how
to connect to a specific engine’s safety system.
Gas generator set engines are normally
equipped with Energize-To-Run (ETR) gas
shutoff valves. The diesel offers both ETR
and Energize-To-Shutoff (ETS). The gas
engine differs because there is not a
commercially available gas shutoff valve that
is energize-to-shutoff with an automatic reset.
For manual start-stop operations, ETS gas
valves are available as an option for G3400
and G3300 with a manual reset.
G3500 Engine Protection System
The G3500 Generator Set and Industrial
engines offer an electronic protection system
that requires a 24 volt power source. The fuel
shutoff valve is included and is energized to
run. The control panel for protection system
hardware will be one of three offerings:
1. Remote Control Panel (Status), remote
mounted with optional harness lengths up to
24.4 m (80 ft), offered on all G3500 EIS
genset and industrial engines except G3500
package gensets for COSA. A description of
the Status Control panel is located below.
2. Customer supplied control panel, safeties,
shutdowns, and start/stop logic, standard
on G3500 Package Gensets for COSA.
3. Electronic Modular Control Panel (EMCP II),
mounted on the generator, standard for the
1800 rpm genset standby package, optional
29
 for G3500 package gensets for COSA, and Low Oil Pressure @ Alarm Shutdown
available via SER for other genset engines. Below Low Idle Speed 103 kPa 15 psig 69 kPa 10 psig
Above Low Idle Speed 241 kPa 35 psig 207 kPa 30 psig
Customer supplied shutoffs must meet all High Oil Temperature 102°C 215°F 104°C 220°F
Caterpillar and other local requirements. High Coolant Temperature
Caterpillar requires at a minimum a
Low Coolant Temperature 21°C 70°F
duplication of the safeties and shutdowns that
Overspeed 118% Rated
would have been provided by Caterpillar for
Overcrank Time 360 Seconds
the particular engine. These safeties and their
High Intake
limiting values are shown for each engine in Manifold Air Temp
71°C 160°F

the product description section of the price

list and in Tables 9 and 10. For a typical Table 10.
standard cooling G3500 LE, the Caterpillar
system provides:
For engines operating above a jacket water
• Emergency stop button temperature of 110°C (230°F), a Caterpillar
pump may not be used. When using a customer
• Energized to run gas shutoff valve supplied pump, Caterpillar requires that a
• Power, warning, and shutdown lights shutdown be provided for low jacket water flow.
This can be done with a pressure switch or a
• Detonation delta-pressure switch across the engine block,
triggering below 27 kPa (4 psig) delta.
• Start, stop, run switch
The third system offered on G3500 genset
Low Oil Pressure @ Alarm Shutdown engines is the EMCP II. The EMCP II
Below Low Idle Speed 103 kPa 15 psig 69 kPa 10 psig contains a genset control (GSC) and several
Above Low Idle Speed 241 kPa 35 psig 207 kPa 30 psig instrument panel switches plus optional alarm
High Coolant Temperature 103°C 217°F 109°C 228°F modules and customer interface module. The
Low Coolant Temperature 21°C 70°F GSC monitors and controls:
Overspeed 118% Rated
Overcrank Time 360 Seconds • Starting and stopping of the engine

• Shows engine condition and generator

Table 9.
output display

• Engine faults, displays fault codes

When the high temperature cooling option is
selected, the following are used:
• Emergency stop button
• Energized to run gas shutoff valve
• Power, warning, and shutdown lights
• Displays GSC programming information
The safeties and shutdowns listed above are
all contained in the EMCP II. The setpoints
are programmed into the EMCP II using a
keypad on the GSC.

• Detonation

• Start, stop, run switch

30
G3400 and G3300 Engine Powered Shutoffs – These shutoffs are for
magneto engines and require an external
Protection Systems
power supply of 24 volts. The power to an
The G3400 and G3300 engines offer several
energized to run gas valve (optional) is
protection system options. In the price list,
interrupted to stop the engine. The shutoffs
the desired protection system is selected from
provided are listed in Table 12.
a list of mandatory options. Not all options are
available for each engine, consult the use
G3400 G3300
codes for compatibility. EMCP II is standard Shutoff Point Shutoff Point
on the G3406 package and SER on other Low Oil Pressure 60 kPa 10 psig 55 kPa 8 psig
engines at this time. The following is a High Coolant Temperature 104°C 220°F 98°C 208°F
description of the options. Overspeed (use the lesser of 10% over rated engine speed
or the maximum safe speed of driven equipment)
Self Powered Shutoffs – These shutoffs are Emergency Stop
Push Button
powered by the magneto; no external power
is required. An energized to shut off gas valve
(manual reset) is activated to stop the engine. Table 12.
The shutoffs provided are listed in Table 11.

G3400 G3300
Automatic Start/Stop Shutoff – These
Shutoff Point Shutoff Point shutoffs are for magneto engines and require
Low Oil Pressure 60 kPa 10 psig 55 kPa 8 psig an external power supply of 24 volts. The
High Coolant Temperature 104°C 220°F 98°C 208°F customer is required to supply automatic
Overspeed (use the lesser of 10% over rated engine speed or start/stop logic. The shutoffs provided are
the maximum safe speed of driven equipment)
also listed in Table 12.
Emergency Stop
Push Button (manually activated)
Customer Supplied Shutoff – This
Table 11.
selection provides no wiring groups or
shutoffs. It is the customer’s responsibility to
provide the minimum protection listed in
Table 13.

Shutoff Points
G3306 G3406 G3408 G3412
Standard LE
Low Oil Pressure 55kPa (8 psig) 60kPa (10 psig)
High Coolant Temperature 98°C (208°F) 104°C(220°F)
Overspeed (Use the lesser of 10% over rated engine speed or the maximum safe of driven equipment.)
High Intake Manifold Air
Temperature
32°C (90°F) SCAC

Pre-alarm 41°C (106°F) 42°C (108°F) 54°C (129°F) 47°C (117°F) 47°C (117°F)
Shutdown 45°C (113°F) 46°C (115°F) 58°C (136°F) 51°C (124°F) 51°C (124°F)
54°C (130°F) SCAC
Pre-alarm 60°C (140°F) 60°C (140°F) 66°C (151°F) 66°C (151°F) 66°C (151°F)
Shutdown 64°C (147°F) 64°C (147°F) 70°C (158°F) 70°C (158°F) 70°C (158°F)
Emergency Stop Push
Button
Gas Shutoff Valve

Table 13.

31
 Protection System – These shutoffs are for • Lights for power, warning, and shutdown
Caterpillar EIS engines and require an • Diagnostic reset switch
external 24 volt power supply. This system • Emergency stop push-button (ESPB)
contains a Remote Status Control Panel (immediately shuts off fuel and ignition)
(SCP), identical to that used on G3500. A • Control for gas valve, energized to run
description of the panel is located later in this • Engine control switch (ECS)- start, run,
manual. The panel is connected to the engine stop switch
mounted junction box with an interconnect • SI Engine Status Control Module (SCM),
wiring harness that is 3 m (10 ft) to 24 m which contains:
(80 ft) long, depending on the length selected • Engine protection system with two
in the price list. The shutoffs provided are: stage shutdown
• Emergency stop button • Start/stop functions
• Energized to run gas shutoff valve • Shutdown for low oil pressure at low
• Power, warning, and shutdown lights idle (69 kPa, 10 psig)
• Detonation • Shutdown for low oil pressure at
• Start, stop, run switch high idle (207 kPa, 30 psig)
• Shutdown for high coolant
Low Oil Pressure @ Alarm Shutdown temperature (99°C, 210°F)
Below Low Idle Speed 103 kPa 15 psig 69 kPa 10 psig • Shutdown for overspeed (118 %)
Above Low Idle Speed 241 kPa 35 psig 207 kPa 30 psig • Shutdown for detonation
High Coolant Temperature 103°C 217°F 109°C 228°F • Overcranking control
Low Coolant Temperature 21°C 70°F
The following describes functions of controls
Overspeed 118% Rated
on the Remote Control Panel. When the ESPB
Overcrank Time 360 Seconds
is depressed, the gas shutoff valve is de-
energized, stopping the fuel supply to the
Table 14.
engine. A relay is also energized to turn the
ignition off. To restart the engine, the ESPB
EMCP II- The EMCP II contains a genset
must be reset.
control (GSC) and several instrument panel
switches plus optional alarm modules and
customer interface module. The GSC
monitors and controls:
• Starting and stopping of the engine
• Shows engine condition and generator
output display
• Shows engine condition and generator
output display
• Engine faults, displays fault codes
• Displays GSC programming information

The safeties and shutdowns listed above are

all contained in the EMCP II. The setpoints
are programmed into the EMCP II using a
keypad on the GSC.

Remote Control Panel

The Remote Control Panel (Status Control
Panel) is used on most engines with
Caterpillar EIS (Figure 11). Alternatives are
the EMCP II or a customer supplied system.
The Remote Control Panel (Status) contains:

32
The ECS determines the status of Remote
Control Panel. When set for automatic, the
engine will start when a remote initiating
contact (IC) is closed and stops when the IC
is opened. A cool down timer can be adjusted
between 0 and 30 minutes. In the manual
position, the engine will start and run as long
as the ECS is in this position. In the
cooldown/stop position, the fuel solenoid
shuts the engine down after cooldown. In the
off/reset position, the fault lights are reset
and the engine shuts down. Power is removed
from the SCM and Electronic Ignition System
when the engine is shut down.
The Status Control Module displays fault
conditions and key engine parameters.
Information is received from the operator,
magnetic speed pickup,
pressure/temperature module, and the EIS
control. This information is in turn used to
control the position of the fuel shutoff valve,
starting system, and relay information back to
the ignition system.
The SCM has the following features:
Cycle Crank – The SCM can be
programmed to crank-rest-crank for
adjustable time periods (see Service
Procedure A for adjusting).
2301A Speed Control – When the engine
oil pressure increases past the low oil
pressure set point, the SCM will indicate to a
2301A Speed Control that it should increase
the engine speed from idle to rated.
Figure 11. Engine Status Control Module (SCM).
(1) Display LCD. (2) Switch (display hold switch).
(3) Overcrank LED. (4) Low oil pressure LED.
(5) Overspeed LED. (6) Emergency stop LED. (7) High
coolant temperature LED. (8) Auxiliary shutoff.
Cooldown – Upon receiving a signal to
perform a normal shut down, the SCM will
wait a preprogrammed amount of time before
shutting the engine off by means of the gas
shut-off valve.
Automatic Operation – While in the
automatic mode, the SCM can be started by a
remote initiate signal [when initiate contact
(IC) closes]. Upon loss of the signal, the SCM
will perform a normal shut down.
Alarm Module Communication – The
SCM can transmit fault and alarm conditions
to an alarm module.
Power Down – The Remote Control Panel
(Status) system is designed to remove power
from the SCM and EIS when in the off/reset
mode. The SCM will not allow the power
down until the Crank Termination Relay and
the Fuel Control Relay are both “off” (both
relays turn off two seconds after zero rpm).
Fuel Solenoid Type – The SCM can be
programmed to work with either an Energize-
To-Run (ETR) fuel system or an Energize-To-
Shutdown (ETS) fuel system.
LED Display – Six LEDs are located on front
of the SCM to annunciate overcrank
shutdown, overspeed shutdown, low oil
pressure shutdown, high coolant temperature
33
 shutdown, emergency stop and auxiliary
shutdown.
Emergency Stop – If the SCM detects an
emergency stop, the engine will shut down by
means of ignition and fuel control. LED (6)
will flash.
Pressure/Temperature Module
Malfunction – If the signal from the engine
mounted oil pressure/temperature transducer
module is lost or unreadable, the engine will
be shut down by means of the fuel control and
a diagnostic code will be displayed. The SCM
can be programmed to ignore the transducer
module malfunction.
Speed Pickup Malfunction – If the SCM
loses its magnetic pickup signal, the engine
will be shut down by means of the ignition
system and fuel control and a diagnostic code
will be displayed.
Overcrank Protection – If the engine fails to
start in a preprogrammed amount of time, the
SCM will halt the starting sequence and flash
an LED (3). Another attempt at starting the
engine cannot be made without first going
into the off/reset position on the ECS.
circuit to be tested while the engine is
operating at rated speed. See Service
Procedure G for testing.
Low Oil Pressure Protection – If the
engine oil pressure drops below the low oil
pressure set point, it will be shut down by
means of the fuel control. LED (4) will flash.
There are two low oil pressure set points, one
for when the engine speed is below the oil
step speed and another for when the engine
speed is above the oil step speed. See Service
Procedure I for testing.
High Coolant Temperature Protection – If
the engine coolant temperature exceeds the
high coolant temperature setpoint, the engine
will shut down by means of the fuel control.
LED (7) will flash. See Service Procedure H
for testing.
Note: For all fault conditions, if the fuel
control fails to shut down the engine, the
ignition system is shut off five seconds after the
fault occurs.

Liquid Cr ystal Display (1) – Service hours,

engine speed, system battery voltage, engine
oil pressure and engine coolant temperature
are sequentially displayed in either English or
metric units. Pressing switch (2) on the front
of the SCM will cause the display to lock
(stop) on one of the engine parameters.
Pressing the switch again will resume the
display to normal sequencing. When a fault
signal is detected, the display is also used to
indicate diagnostic codes, to aid in
troubleshooting. In the Troubleshooting
Section, see Diagnosed Problems.

Note: All diagnostic lights should turn on

briefly when the panel is powered up. This is a
lamp test.

Overspeed Protection – If the engine speed

exceeds the overspeed set point, it will be
shut down by means of ignition and fuel
control. LED (5) will flash. The overspeed set
point is lowered to 75 percent of its original
value while the overspeed verify switch is
depressed. This will allow the overspeed

34
Alarm Modules
Alarm modules are optional equipment,
available as an attachment to the Electro-
Mechanical Control Panel (EMCP) or
Electronic Modular Control Panel (EMCP II).
These provide red and amber LED’s plus an
audible indicator. Two versions are available:
NFPA 99 alarm module and NFPA 110 alarm
module. NFPA 99 provides alarms for low oil
pressure, low coolant temperature and high
coolant temperature. NFPA 110 provides
alarms for low oil pressure, low coolant
temperature and high coolant temperature,
low battery voltage, battery charge
malfunction and system not in auto.
The alarm module has a serial connection to
the SCM and must be located within 305 m
(1000 feet).
When using non-Caterpillar alarm modules
and panels, Caterpillar recommends the
following features:
• Fault light lock-in circuitry - keeps fault
light on when intermittent faults occur.
• Lockout of additional alarm lights -
prevents subsequent alarm lights from
going on after the activated engine shutoff
stops the engine. This aids in
troubleshooting.
• Alarm silence - allows engine man to
acknowledge the alarm without having to
continually listen to the alarm horn. Alarm
light is left on.
• If more than one engine is connected to an
alarm panel, a fault in a second engine
should activate the alarm, even though the
alarm horn may have been silenced after a
fault on another engine.
• Circuit Test - provides for periodic
checking of alarm panel functions
Customer Interface Module
The Customer Interface Module (CIM)
provides an interface (separate relay contacts)
between the GSC for EMCP II or the SCM for
the Remote Control Panel and the switch
gear. The two major components of the CIM
are the relay board and the electronic control.
The electronic control connects to the serial
data link and decodes the information into
discrete outputs. The output drives relays to
sound a horn, flash a lamp, or trigger some
other action. Information available from the
serial data link is:
• High coolant temperature alarm
• High coolant temperature shutdown
• Low coolant temperature alarm
• Low coolant temperature shutdown
• Low oil pressure alarm
• Low oil pressure shutdown
• Overcrank
• Overspeed
• Engine control switch not in auto
• Diagnostic failure
The CIM is normally shipped loose for
installation in a convent location, such as the
switch gear. The CIM must be located within
305 m (1000 ft) of the GSC or SCM.
35
 Recommended Alarms and
Shutdowns
The engine shutoff systems discussed above
are the standard systems. Customers
routinely add alarms and shutdowns to meet
the needs of the application. Table 15
suggests various alarms and shutdowns to be
considered and how they might be applied.
This chart is frequently modified to fit the
site, application, and maintenance personnel
preferences.

Controls and Safety Devices

Malfunction Unattended Attended Recommended Values

Low Oil Pressure S S 69 kPa low idle 207 kPa
High Oil Temperature S A
Excessive Vibration S S
Overspeed I I 10% - Driven

High Inlet Air Temperature S S

Alarm Shut Down S S

Detonation I I
Overcrank S S
High Jacket Water Temperature S S 210° F for non co-gen Application
High Water Level A A

Low Water Level S A

Loss of Power S A
Reverse Power S S

Overcurrent S S

High Steam Pressure A A

Overload S A

Under Frequency S S
Over/Under Voltage S S

Battery Charger Failure (AC) A A

Battery Failure (DC) A A

Low Condensate Level S S
Low Tower Water Level S A

I – Immediate shutdown - close gas valve and terminate ignition immediately

S – Staged shutdown - close gas valve immediately and terminate ignition after 10 second time delay
A – Alarm only

Table 15.

36
 Materials and specifications are
subject to change without notice.

© 1998 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600–G3300

● Electric Power Generation

● Governors

LEKQ7259 (Supersedes LEKQ2464) 10-97

Electric Power Generation
System Design
Utility vs. On-Site Power
Generator Set Sizing
Power and Power Factor
kW and kV•A Requirements of Load
Generator vs Engine Size
Engine Sizing and Selection
Engine-Generator Set Load Factor
Generator Sizing and Selection
Equipment Considerations
Application Considerations
Generator Design Considerations
Transient Response and Stability
Switch Gear
Types
Scope of Supply
Electrical Codes
DC Protection and Control
AC Protection — Distribution and Metering
Automatic Transfer Switch
Ambient Conditions
Circuit Protective Devices
Fuses vs Circuit Breakers
Reference Materials
Electric Power Generation
System Design
The need for emergency and continuous
electrical power is increasing rapidly.
Commercial or public structures are totally
dependent on electrical energy sources.
Personnel safety, environment, and
production schedules are adversely affected
by lack of power integrity.
Emergency or standby electrical sources
usually conform to the normal utility supply,
but these restrictions are not imposed with
on-site power plants. On-site systems are
tailored to exact installation requirements.
Frequency, voltage, power levels, and
distribution are selected to maximize system
operating safety, reliability, and efficiency.
Equipment satisfying exact installation
demands is defined in preliminary planning of
building design. The power network extends
throughout an installation. Early
consideration of its requirements and
capabilities avoids costly and time consuming
design changes.
Utility vs On-site Power
While the quality of utility power is
considered acceptable for any application,
certain operating tolerances are defined by
organizations such as American National
Standards Institute (ANSI) and International
Electro-technical Commission (IEC). These
are useful when comparing capabilities of on-
site generator sets.
Utility Power — ANSI Standard
Service Voltage 95 – 105% Range A
(Supply) 91.7 – 105% Range B
Utilization Voltage 91.7 – 105% Range A
(User) 88.3 – 105.8% Range B
IEC Standard 38 recommends that under
normal system conditions, voltage at supply
terminals should not differ from nominal
voltage by more than ±10%.
Service voltage is measured at the point
where supplier and user systems are
connected. Utilization voltage is measured at
the line terminals of the user’s equipment.
Range A is normal utility operating limits.
Range B is considered practical operating
conditions limited in extent, frequency, and
duration. When they occur, corrective
measures should be taken within a reasonable
time to improve the power quality to Range A.
Note that utility voltage tolerances far exceed
those normally maintained by on-site
generator sets. Even heavy block loads on on-
site units rarely cause voltage dips beyond
these limits. In addition, utility power
commonly experiences over/under voltage
transients greater than ANSI standards.
Generator Set Sizing
Capabilities of both engine and generator are
considered individually and collectively when
selecting generator sets. Engines produce
horsepower (or kilowatts) while controlling
speed or frequency. Generators influence
engine behavior, but are primarily responsible
for changing engine power into
kilovolt–amperes (kV•A). They also must
satisfy high magnetizing current draws
(kVAR) of electrical equipment.
Power and Power Factor
Power is determined in AC circuits much the
same way as DC circuits as long as the
current and voltage are in phase. For purely
resistive loads, the power in watts is found by
multiplying the RMS voltage by the RMS
current in amperes. When inductive or
capacitive elements are present in the load,
the product of voltage and current no longer
gives a true indication of the actual power
being consumed. In such cases a correction
factor must be applied, known as the power
factor of the load. The apparent power is the
product of voltage and current, expressed in
volt-amperes. The actual power is expressed
in watts. The power factor is defined as the
ratio of the actual power to the apparent
power:
Power Factor = Actual Power (watts)
Apparent Power (V•A)
5
 In magnetic circuits, current lags voltage.
Figure 1a represents current lagging
corresponding voltage by 60° (1/6 cycle).
Where both are positive, or both negative,
resulting power is positive. This is
represented by shaded areas above the zero
line, Figure 1c.
In mathematical terms, the power factor is
equal to the cosine of the angle by which the
current leads or lags the voltage. If the
current lags the voltage in an inductive circuit
by 60 degrees, the power factor will be 0.5 —
the value of the cosine function at 60 degrees.
If the phase of the current in a load leads the
phase of the voltage, the load is said to have a
leading power factor; if it lags, it has lagging
power factor. If the voltage and current are in
phase, the circuit has a unity power factor.
It is apparent from the preceding formula that
if the power factor of a load is low, more
current will flow at a given voltage to deliver a
specified power to the load than if the power
factor is unity. This fact is relatively
unimportant in an ideal circuit where
generators and conductors have no
resistance. In practical applications, however,
resistances do exist. The wire with which the
generator coils are wound and the wires
which carry the current from the generator to
the load both have finite resistance. The
power dissipated in a resistance is a function
of the square of the current. A small increase
in current will cause a much larger increase
in the power dissipated and, in this case,
wasted. Electrical equipment, and insulation
in particular, can withstand only a certain
amount of heat. It is desirable to reduce the
current flow as much as possible when
delivering power to the load. With a power
factor of 1.0, the current for a given power
load is minimized. The full capacity of the
equipment may be utilized to provide useful
power to the load.
In situations where the load consists primarily
of large electric motors, it may not be
practical to achieve a unity power factor. The
generator then must be designed to withstand
loads having low power factors. The excess
current that flows in a circuit with less than
unity power factor is known as the reactive
component of the total current. The amount
6
of the apparent power, which is due to this
reactive component, is termed the reactive
volt-amperes. It represents the vector
difference between the apparent power and
the actual power. In power circuits, where
voltages are often measured in kilo-volts
(thousands of volts), this reactive component
of the apparent power is denoted by the
abbreviation kVAR or rkVA — reactive kilo-
volt amperes. (Figure 1c and d gives the
relationship between kW, kV•A and kVAR).
NEMA suggests 0.8 pf for standard generator
rating. Commercial applications combine
motor loads with heating and lighting loads,
so 0.8 – 0.9 pf may be assumed. Power factor
of common loads is shown in Figure 2.
kW and kV•A Requirements of Load
In selecting the correct size generator set for
a given load, the load kW requirements are
the most important factor. The generator set
should have sufficient capacity to supply
maximum load conditions after the load factor
has been taken into account. It should also
have reserve capacity to allow for motor
starting and for some future expansion in load
where indicated. Standard practice is that the
generator set have 20 to 25 percent more
capacity than required for actual maximum
load conditions. It is assumed that single-
phase loads will be evenly balanced on the
phases of a three-phase generator set. If this
cannot be accomplished, a larger capacity
generator may be required to handle the extra
kV•A load on the phases carrying single-
phase circuits, in addition to the normal three-
phase load. The problem is considered in
more detail later in this section. In situations
where the power factor of the load is
significantly below the value the generator set
kW output is rated, a larger capacity
generator may be required to supply the
additional kV•A. The line current
requirements of the actual load must never
exceed the generator nameplate rating.
 Inductive load is a load which causes the current to lag the voltage.

Voltage Current

Capacitive load is a load which causes the current to lead the voltage.

Figure 1a.
Voltage Current

Reactive load is the net result of inductive and capacitive loads on the same circuit which
causes the current to shift out of phase with the voltage.
This, in turn, creates reactive load (kVAR) in combination with real power (kW).
Figure 1b.

kW Power
Voltage Current

kVAR
-
The kW and kVAR do not occur at the same phase angle and to determine the kV•A must be added vectorily as
represented below. The kV•A can be calculated by taking the square root of the sum of the squares of kW and kVAR
or by dividing the kW by the cosine of the phase angle.
Figure 1c.

•A
0 kV
50 90° 300
kW/Cos U = kV•A
kVAR
U = 36.87° Sin U x kV•A = kVAR
Cos U x kV•A = kW
400 kW
Where U equals the phase relationship between current and
voltage. Cos 36.87° = 400/500 = 0.8 which is the power factor.
Figure 1d.

7
 Power Factor of Typical AC Loads
Unity (or near unity) Power Factor Lagging Power Factor Leading Power Factor
Approximate
Approximate Load Power Factor Load Power Factor Load
Incandescent Lamps 1.0 Induction Motors Synchronous Motors
(Power factor of lamp circuits (Rated load and speed) (Are designed in standard
operating off step-down Split Phase Below 1 hp 0.55 to 0.75 ratings at unity, 0.9 and
transformers will be somewhat Split Phase, 1 hp to 10 hp 0.75 to 0.85 0.8 leading power factor)
below unity)
Fluorescent Lamps 0.95 to 0.97 Polyphase, Squirrel Cage Synchronous Condensers
(With built-in capacitor) High Speed, 1 hp to 10 hp 0.75 to 0.90 (Nearly zero leading
High Speed, 10 hp and Larger 0.85 to 0.92 power factor. Output
Low Speed 0.70 to 0.85 practically all leading
reactive kV•A)
Resistor Heating Apparatus 1.0 Wound Rotor 0.80 to 0.90
Synchronous Motors 1.0 Groups of Induction Motors 0.50 to 0.90 Capacitors
(Operate at leading power factor at (Zero leading power
part loads; also built for leading factor. Output practically
power factor operation) all leading reactive kV•A)
Welders
Motor Generator–Type 0.50 to 0.60
Transformer–Type 0.50 to 0.70
Rotary Converters 1.0
Arc Furnaces 0.80 to 0.90
Induction Furnaces 0.60 to 0.70
Figure 2.

Generator vs Engine Size Engine Sizing and Selection

Normally a generator set is furnished with a
generator which matches the engine output
capability. Where power factors are low,
however, it may be advantageous to select an
oversized generator rather than specify the
next larger size generator set. Since the
engine horsepower output is related to kW
and not necessarily to kV•A, for a given
engine output, an oversized generator will
supply essentially the same kW output as a
normal generator, but will be able to tolerate a
higher value of reactive kV•A because of its
greater current-carrying capacity. Engine and
generator performance are related by:
ekW 5 pf 3 kV•A
bkW 5 ekW
generator efficiency
kV•A = kV•A output of generator
pf = power factor of connected load
ekW = electrical power
bkW = engine power
gen eff = generator efficiency
Engines are sized according to the actual
power in kW required to meet the needs of
the facility. The generator, on the other hand,
must be capable of handling the maximum
apparent power which is measured in kV•A.
There are several ways in which the actual
power can be identified. It can be calculated
by adding the nameplate ratings of the
equipment to be powered by the generator. If
this is done, the efficiencies of the equipment
must also be added. The actual power can be
determined by performing a load analysis on
the facility. This involves making a survey of
the power requirements over a period of time.
A complete procedure for sizing and selection
of an engine is given in the section, Engine
Selection Guide.
Engine-Generator Set Load Factor
Load factor of a generator set is the sum of
the load a generator set experiences while it
is running under load divided by the number
of hours it operates under those loads.
Extended idling time and the time when the
generator set is not operating does not enter
into the calculation for load factor. When the
load and load factor have been determined,
the proper generator set rating can be chosen.

8
The rating definitions for Caterpillar are
below.

Standby Rating:
Output available with varying load for the duration of the interruption for the normal power source.*
Typical Load Factor = 60% or less
Typical Hours per Year = 100 hours
Typical Peak Demand = 80% of standby rated ekW with 100% of rating available for the duration of an emergency outage
Typical Application = Building Services standby and enclosed/sheltered environment.
Prime Rating + 10%:
Typical Load Factor = 60% or less
Typical Hours per Year = less than 500 hours
Typical Peak Demand = 80% of rated ekW with 100% of rating ekW available for the duration of an emergency outage.
Typical Application = uncovered standby, rental, power modules, unreliable utility or interruptible utility rates.
Prime Rating:
Output available with varying load for an unlimited time.**
Typical Load Factor = 60% to 70%
Typical Hours per Year = no limit
Typical Peak Demand = 100% of prime rated ekW used occasionally.
Typical Application = industrial, pumping, construction, peak shaving, or cogeneration.
Continuous Rating:
Output available without varying load for an unlimited time.***
Typical Load Factor = 70% to 100%
Typical Hours per Year = no limit
Typical Peak Demand = 100% of continuous rated ekW used for 100% of operating hours
Typical Application = base load, utility or cogeneration.
Load Management when not Paralleled with the Utility:
Typical Load Factor = 60% or less
Typical Hours per Year = less than 500 hours
Typical Peak Demand = 80% of rated ekW with 100% or rated ekW available for the duration of an emergency outage
Typical Application = uncovered standby, rental, power modules, unreliable utility or interruptible utility rates.
Load Management when Paralleled with the Utility:
Output available with varying load for an unlimited time.**
Typical Load Factor = 60% to 90%
Typical Hours per Year = less than 500 hours per year
Typical Peak Demand = 100% of prime rated ekW used occasionally
Typical Application = peak sharing or cogeneration
Load Management when Paralleled with the Utility Over 500 Hours per Year:
Output available without varying load for an unlimited time.***
Typical Load Factor = 70% to 100%
Typical Hours per Year = over 500 hours per year
Typical Peak Demand = 100% of continuous rated ekW used for 100% of operating hours
Typical Application = base load, utility, peak sharing or cogeneration.

Operating units above these rating definitions will result in shorter life to overhaul, and higher generator set operating costs per
year. For conditions outside the above limits, please contact your local Caterpillar Dealer.

* Fuel stop power in accordance with ISO 3046/1, AS2789, DIN6271, and BS5514.
** Prime power in accordance with ISO 8528. Overload power in accordance with ISO 3046/1, AS2789, DIN6271, and
BS5514.
*** Continuous power in accordance with ISO 8528, 1SO 3046/1, AS2789, DIN 6271, and BS5514.

9
 Even though there are several different load
classes for generator sets, there are less
rating categories for gas engines than diesels.
The majority of the available ratings are
continuous. There are available on some
standby engine models that are 5% over
continuous, and load management that are
usually equal to continuous. Consult factory
for availability of other than continuous
ratings.
Generator Sizing and Selection
Like engines, generators must meet load
demands. While engines provide power (kW)
and frequency control, generators influence
kV•A and voltage control.
This section is intended to help the customer
through the generator selection and sizing
process. The topics to be covered include:
equipment considerations (motors, lighting,
computers, etc.), application considerations
(multiple gen sets, paralleling, standby gen
sets, etc.), design considerations (generator
set design, NEMA, harmonics, etc.), and
transient response and stability.
Equipment Considerations
Allowable voltage and frequency variations
depend on the type of equipment on line.
Motor starting contactors may open if voltage
drops below 65% of rated. Voltage dips less
than 30% are sometimes commercially
acceptable. Figure 3 summarizes typical
equipment tolerances.

Typical Equipment Power Tolerances

Voltage
Duration Frequency Harmonics
Device of Variation Interruption Variation Noise Remarks
NEMA Induction ± 10% Varies With Load ± 5% Increases Heat Sum of Voltage
Motors 30 Cycle Reclosure and Frequency
Usually Acceptable Not to Exceed ±10%
NEMA AC Control ± 10% Continuously Drops Out In One ± 5% Insensitive
Relays Pickup On - 15% Cycle or Less
Hold in - 25%
(Approximate)
Solenoids-Valves, ± 30% to 40% 1/2 Cycle
Brakes, Clutches
Starter Coils,
Motor Contactors
AC Pickup -15% Continuous
AC Dropout -40% to -60% Continuous
AC Burnout -15% to 10% Continuous
DC Pickup -20% Continuous
DC Dropout -30% to -40% Continuous
Fluorescent Lights -10% Erratic Start
Incandescent Lights -25% to +15% Short Life
Mercury Vapor Lights -50% 2 Cycles Extinguished
Communications ± 5% Variable Sensitive
Radio, TV, Telephone to Spike
Computers ± 10% 1 Cycle + 1/2 Hz 5%
-8%
Electronic Tubes ± 5% Variable
Inverters + 5% at Full Load ± 2 Hz 2% Sensitive May Require
to Spikes Isolating
Transformer, Filters
Thyristor (SCR) + 10% at No Load, Sensitive
-10% Transient
Rectifiers, ± 10% Sensitive
Solid-State Diode

Note: Final Determination of Power Requirements Must Result From Equipment Supplier's Specific Recommendations

Figure 3.

10
Motors Single-Phase AC Motors
AC electric motors represent inductive loads Full-Load Currents in Amperes

with lagging power factors between 0.5 and hp 115V 208V 230V 440V

0.95, depending on size, type, and loading. 0.25 5.8 3.2 2.9

Exceptions are synchronous motors which 0.33 7.2 4.0 3.6

have unity or even leading power factors, 0.50 9.8 5.4 4.9

depending on excitation. 0.75 13.8 7.6 6.9

1.00 16.0 8.8 8.0
Motors draw starting currents two to eight 1.50 20.0 11.0 10.0
times normal running current. Preloads on 2.00 24.0 13.2 12.0
motors do not vary maximum starting 3.00 34.0 19.0 17.0
currents, but do determine time required for 5.00 56.0 31.0 28.0
motors to achieve rated speed and current 7.50 80.0 44.0 40.0 21
and to drop back to normal running value. If 10.00 100.0 55.0 50.0 26
motors are excessively loaded, they may not
start or may run at a reduced speed. Both Figure 5.
starting and running current are considered
when analyzing total kV•A requirement.

Each motor is selected for particular

characteristics, and each represents different
types of starting and running loads.

Induction
Induction-type motors are most common and
are applied in both single-phase and three-
phase duty. Three-phase motors are generally
specified when loads exceed 1 hp due to cost,
simplicity, efficiency, and service costs.

Motors rated 1 hp or less are normally single-

phase of various designs. Four general types
are:

Type hp kV•A/hp*
Split Phase to 1/3 12.5
Repulsion-lnduction to 2 6.0
Capacitor Start to 2 7.5
Capacitor Start and Run to 2 7.5

* These values apply when operating on single-phase

generators or when balanced on three-phase generators.
When operating on one phase of a three-phase generator,
unbalanced loading will occur and the noted kV•A/hp
values must be doubled. Unbalanced loading of three-
phase generators must be avoided when possible. When
practical, place single-phase motors on the regulated
phase or phases of the generator.
Figure 4.

11
 Three Phase AC Motors
Full-Load Current in Amperes
Induction Type Synchronous Type
Squirrel-Cage and Wound-Rotor *Unity Power Factor
Amperes Amperes
Horsepower 115V 230V 460V 575V 2300V 230V 460V 575V 2300V
1/2 4.0 2.0 1.0 .8
3/4 5.6 2.8 1.4 1.1
1 7.2 3.6 1.8 1.4
1 1/2 10.4 5.2 2.6 2.1
2 13.6 6.8 3.4 2.7
3 9.6 4.8 3.9
5 15.2 7.6 6.1
71/2 22.0 11.0 9.0
10 28.0 14.0 11.0
15 42.0 21.0 17.0
20 54.0 27.0 22.0
25 68.0 34.0 27.0 53 26 21
30 80.0 40.0 32.0 63 32 26
40 104.0 52.0 41.0 83 41 33
50 130.0 65.0 52.0 104 52 42
60 154.0 77.0 62.0 16 123 61 49 12
75 192.0 96.0 77.0 20 155 78 62 15
100 248.0 124.0 99.0 26 202 101 81 20
125 312.0 156.0 125.0 31 253 126 101 25
150 360.0 180.0 144.0 37 302 151 121 30
200 480.0 240.0 192.0 49 400 201 161 40

For full-load currents of 20-8-and 200-volt motors, increase the corresponding 230-volt motor full-load current by 10 and
15 percent respectively.
* For 90 and 80 percent power factor the above figures shall be multiplied by 1.1 and 1.25 respectively.
Figure 6.

Direct Current Motors Approximate Efficiencies

Full-Load Current in Amperes Squirrel Cage Induction Motors
Horsepower 115V 230V 550V Full-Load Full-Load
Horsepower kW Required Efficiency
1/4 3.0 1.5
1/3 3.8 1.9 1/2 0.6 68%
1/2 5.4 2.7 3/4 0.8 71
3/4 7.4 3.7 1.6 1 1.0 75
1 9.6 4.8 2.0 1 1/2 1.5 78
1 1/2 13.2 6.6 2.7 2 1.9 80
2 17.0 8.5 3.6 3 2.7 82
3 25.0 12.5 5.2 5 4.5 83
5 40.0 20.0 8.3 7 1/2 6.7 83
71/2 58.0 29.0 12.0 10 8.8 85
10 76.0 38.0 16.0 15 13.0 86
15 112.0 56.0 23.0 20 16.8 89
20 148.0 74.0 31.0 25 21.0 89
25 184.0 92.0 38.0 30 24.9 90
30 220.0 110.0 46.0 40 33.2 90
40 292.0 146.0 61.0 50 41.5 90
50 360.0 180.0 75.0 60 49.2 91
60 430.0 215.0 90.0 75 61.5 91
75 536.0 268.0 111.0 100 81.2 92
100 355.0 148.0 125 101.5 92
125 443.0 184.0 150 122.0 92
150 534.0 220.0 200 162.5 92
200 712.0 295.0 250 203.0 92
300 243.0 92
350 281.0 92
Figure 7. 400 321.0 93
450 362.0 93
500 401.0 93
600 482.0 93

Figure 8.

12
Squirrel Cage where other system elements require a DC
Most three-phase motors are squirrel-cage power source. Full load efficiencies vary from
type. U.S. National Electric Manufacturers 86% to 92%.
Association (NEMA) uses two methods of
classification — design and code. Motor Silicon-Controlled-Rectifier (SCR)
nameplates normally carry both these Systems
designations, but there is no direct SCR control devices lend themselves to
relationship. Most common NEMA designs infinite speed control of motors, rectifiers, and
are: uninterrupted power supplies (UPS). Used
with limited power sources, such as engine-
Design Types Typical Uses driven generator sets, SCR switching causes
B Normal starting Fans, blowers severe voltage and current waveform
torque, low compressors (started distortion. This adversely affects performance
starting current. unloaded), centrifugal
pumps, generators. of the entire system.
C High starting Reciprocating
torque, low compressors (Starting Generator regulators can be confused by
starting current, loaded), conveyors, waveform distortion, causing voltage surges.
moderate full elevators (high
load slip. breakaway), crushers Brushless generators with three-phase
(starting loaded), positive voltage sensing minimize distortion feedback.
displacement pumps.
Additional regulator filters provide little
D High starting Chippers and punch
torque, low presses. improvement.
starting current,
high slip. The SCR control may also be confused.
Filtering of the control input improves
controller performance.
Wound Rotor (Slip Ring)
Wound rotor motors use slip rings, or Waveform notching may trouble other loads
collector rings, to connect rotor windings to connected to the line. Solid-state timing
an external switch-controlled resistor for devices miscount; zero-crossing switches may
starting current regulation. Usually these malfunction.
motors are started near unity power factor.
Starting current is limited to 130% of rated Current waveform distortion can develop
operating current. They are applied on harmonic resonances in system equipment.
equipment starting under heavy load, or for This causes heating in motor and generator
variable speed operation. Because they have coils.
no code letter, exact operating performance
must be obtained from the motor nameplate Rectifiers and UPS systems can limit
or manufacturer. distortion by employing multiple stages of
SCRs. Unfortunately, increased costs
Synchronous discourage high pulse designs.
Synchronous motors maintain constant speed,
synchronized with power line frequency. They When planning systems incorporating SCR
are seldom found in sizes under 40 hp. devices, the control manufacturer must be
Synchronous motor power factor is a function informed that a limited power source
of load and excitation. Some produce leading (generator set) will be used. The system can
power factors at full load to improve overall then be designed to minimize distortion
system power factor. Synchronous motors problems.
start as induction motors, so sufficient system
Limiting SCR loads to 66% of a Caterpillar
capacity must be available to satisfy starting
Generator’s prime power rating assures
current demands.
regulator control and avoids harmonics
Characteristics of specific synchronous caused by overheating of the generator
motors are obtained from the motor windings. Applications requiring higher load
manufacturer. Motors operating from direct factors must be analyzed on an individual
current are used where speed control or basis.
heavy load starting capability is required, or
13
 Motor Starting
Motors, either loaded or unloaded, draw
several times rated full load current when
starting. In-rush current to the motor causes
a rapid drop of generator output voltage. In
most cases, 30% voltage dip is acceptable,
depending on equipment already on line. See
Figure 9. Degree of dip must be identified by
an oscilloscope. Meters or mechanical
recorders are too slow for this measurement.
To calculate skVA use the information in
Figure 10 and the following formula.
skVA = V 3 A 3 1.732
1000
Effect of Motor Starting
100
D
DE
VOLTAGE
A
LO DED
UN LOA
DIP
75
Voltage 2 Cycle
%
2-3 Seconds
50
Normal Recovery
15 Seconds Maximum
Time
Figure 9.
Identifying Code Letters on AC Motors
NEMA Starting kV•A/
Code Letter Motor Output hp
A 0.00 –
B 3.15 –
C 3.55 –
D 4.00 –
E 4.50 –
F 5.00 –
G 5.60 –
H 6.30 –
J 7.10 –
K 8.00 –
L 9.00 –
M 10.00 –
N 11.20 –
P 12.50 –
R 14.00 –
S 16.00 –
T 18.00 –
U 20.00 –
V 22.40 –
Note: Code letters apply to motors up to 200 hp.
Figure 10.
14
Starting Techniques
If motor starting is a problem, consider the
following:
• Change starting sequence. Start largest
motors first. More starting kV•A is
available, although it does not provide
better voltage recovery time.
• Use reduced voltage starters. This reduces
the kV•A required to start a given motor. If
starting under load, remember this starting
method also reduces starting torque.
• Specify oversized generators.
• Use wound rotor motors. They require
lower starting current, but are expensive.
• Provide clutches so motors start before
loads are applied. While starting kV•A
demand is not reduced, time interval of
high kV•A demand is shortened.
• Improve system power factor. This reduces
the generator set requirement to produce
reactive kV•A, making more kV•A
available for starting.
• Use a motor generator set. A motor drives
the generator which, in turn, supplies
power to the motor to be started. This
system is applied in elevator service. The
motor generator set runs continuously, and
3.14 current surge caused by starting of the
3.54 equipment motor is isolated from
3.99
4.49 remainder of the load.
4.99
5.59
6.29
7.09
7.99
8.99
9.99
11.19
12.49
13.99
15.99
17.99
19.99
22.39
 3
600
MO
500 TO

Percent Full Load

R

Torque and kV•A

LINE 2 MOTOR kV
400 •A
STATOR
1 300
200 MO TOR TO R Q U E
Start: Close 1-2-3 100 P O W E R FA C T O R
Run: No Change
0 20 40 60 80 100

Percent Synchronous Speed

Figure 11.

Full Voltage Starting Reduction in motor torque is close to the

Full voltage, across-line starting is simple, low
cost, and preferred when system capacity and
performance permits. Full line voltage is
supplied to the motor instantly when the
motor switch is actuated, see Figure 11.
Maximum starting torque is available. The
generator set must have sufficient motor
starting kV•A capacity to limit voltage drop. If
actual values of motor starting currents
cannot be determined, approximately 600% of
full load rated current is sometimes estimated.
Reduced Voltage Starting
Reduced voltage starting decreases motor
starting torque, see Figure 12. This detracts
from the motor’s ability to start and achieve
rated speed when burdened by a load. Time to
reach full operating speed also increases.
square of voltage reduction. An 80% reduced
voltage starter allows the motor, at start-up, to
produce only 64% (80% voltage2 current drawn
varies as the square of voltage) available full
speed torque.
Autotransformer–Open
Autotransformer starters, also called auto-
compensators, provide higher starting torque
per ampere than other types of reduced
voltage starters. They are available for very
large high and low voltage motors. The
autotransformer primary connects to the
supply line and the motor-to-low-voltage taps
until reaching predetermined speed, see
Figure 13. The autotransformer is then
disconnected and the motor is connected
directly to the line.

The simplest arrangement is open circuit

transfer from reduced to full voltage, but it
causes severe electrical and mechanical

Reduced Voltage Starters

Line Current Starting Torque
Motor Voltage % Full Voltage % of Full Voltage
Type of Starter % Line Voltage Starting Current Starting Torque
Full Voltage Starter 100 100 100
Autotransformer
80%Tap 80 68 64
65% Tap 65 46 42
50% Tap 50 29 25
Resistor Starter
Single Step (Adjusted for 80 80 64
motor voltage to be 80% of line voltage)
Reactor
50% Tap 50 50 25
45%Tap 45 45 20
37.5% Tap 37.5 37.5 14
Part Winding (Low speed motors only)
75% Winding 100 75 75
50% Winding 100 50 50
Star Delta 57 33 33
Solid State Adjustable
Figure 12.

15
 disturbances. kV•A, when connected directly
to line, could exceed starting kV•A. This
method is not recommended.
Autotransformer–Closed
An alternative, and increasingly popular
method, is closed transition (Knorndorfer),
see Figure 14. This technique minimizes
shock and provides continuous positive
torque during transfer to full voltage.
Autotransformer starters are magnetically
controlled. Three taps on the transformer
secondary are set for 50%, 65%, and 80% of full
line voltage. Current drawn from the line will
vary as the square of voltage at motor
terminals. Thus, when the motor is connected
to the third (80%) tap, line current will be
80%2, or 64% of line current that would be
drawn at full voltage. The starter requires
approximately 25 kV•A per 100 motor
horsepower as magnetizing current. This is
added to the starting kV•A of the motor being
started.
Reactor–Resistor
Reactor and resistor starters reduce voltage
across the stator windings by inserting
resistance or reactance in each leg of the
circuit and short out when the motor reaches
operating speed, see Figures 15 and 16. The
added resistance imposes considerable load
on the engine. This method provides smooth
acceleration as the starting circuit is removed
without momentarily disconnecting motor
from line. However, line current equals motor
coil current, resulting in poorer torque-to-
kV•A ratios than autotransformer
compensators. Reactor and resistor starters
do provide closed transition starting and are
normally lower priced than autotransformer
starters.
Part Winding
A special motor has the stator wound with two
or more parallel circuits, see Figure 17. These
are successfully connected to the line as
motor speed increases. Closed transition
starting and good torque-to-kV•A ratio is
possible, but the technique is not suitable for
small, high speed motors.
16
Wye (Star) Delta
The motor starts as a wye-connected motor
and runs delta connected, see Figure 18. It
has a simple motor connection with open
transition transfer. Torque is limited to 33% of
full voltage torque.
Solid State
A current limiter, in conjunction with an
acceleration ramp, holds current constant
during high torque start-up, Figure 19.
Constant kV•A is maintained, and sudden
torque changes are eliminated. Initial voltage
step, acceleration ramp, and current limit are
usually adjustable.
Motor Starting vs Generator Design
The typical motor starting curve in Figure 20
is affected by motor and generator design and
load on the motor. Initial voltage dip depends
mostly on motor and generator windings.
Addition of series boost to the regulator, or
use of a permanent magnet exciter, will not
significantly decrease this dip.
Lighting
Incandescent lamps are rated by voltage and
wattage requirements. They operate on either
alternating or direct current since power
factor is unity. Current drawn by a lamp is
found by dividing wattage rating by specified
input voltage.
A=W
V
Incandescents draw high in-rush currents and
are suitable in applications which require
flashing or dimming, with operation over wide
voltage ranges. Any voltage fluctuation affects
lamp brightness. Extreme voltages shorten
filament life.
Fluorescent lamps are also rated by voltage
and wattage. Due to their ballast transformer,
these lamps have slightly lower power factors
(0.95 to 0.97). When either type light operates
from stepdown transformers, power factor
contribution of the transformer must be
considered.
 8
600
7
500

Percent Full Load

6

Torque and kV•A

400 MOTOR kV
•A
LINE 5 MOTOR 300
STATOR
4 200
100
3 MOTOR TORQUE
1 2 0 20 40 60 80 100

Start: Close 2-3-5-6-7 Percent Synchronous Speed

Run: Open 2-3-5-6-7 Close: 1-4-8

Figure 13.

5
600

Percent Full Load

Torque and kV•A
500
4
7 400 MOTOR kV•
LINE MOTOR A
3 300
STATOR
6
2 200
100
MOTOR TORQUE
1
0 20 40 60 80 100
Start: Close 6-7-2-3-4
Transfer: Open 6-7 Percent Synchronous Speed
Run: Close 1-5

Figure 14.

600
3 6
500
Percent Full Load
Torque and kV•A

400 MOTOR kV•A

2 5 MOTOR
LINE 300
STATOR
200
1 4
100 MOTOR TORQ U E
Start: Close 1-2-3
0 20 40 60 80 10 0
Run: Close 4-5-6
Reactor Percent Synchronous Speed

Figure 15.

600
3 6 9
500
Percent Full Load
Torque and kV•A

2 5 8 400
LINE MOTOR
STATOR 300 M O T O R k V • A
1 4 7 200
100 E
MOTOR TO R Q U
Start: Close 1-2-3
0 20 40 60 80 10 0
Second Step: Close 4-5-6
Third Step: Close 7-8-9 Percent Synchronous Speed
Resistor

Figure 16.

17
 3
600
LINE 2
500

Percent Full Load

Torque and kV•A
MOTOR 400
1 6 STATOR MOTOR kV
•A
5 300

4 200
100
MOTOR TORQ U E
Start: Close 1-2-3 0 20 40 60 80 10 0
Run: Close 4-5-6
Percent Synchronous Speed

Figure 17.

3
LINE 600
2
500

Percent Full Load

7

Torque and kV•A

6
1 5 400

4 8 300
MO TOR kV• A
200

9
100 MOTOR TORQUE

Start: Close 1-2-3-4-5-6 0 20 40 60 80 10 0

Run: Open 4-5-6
Close 7-8-9 Percent Synchronous Speed

Figure 18.

Solid State
Percent Full Load

600
Torque and kV•A

500
400
kV•A
300
200
TORQUE
100

0 20 40 60 80 100
Percent Synchronous Speed

Figure 19.

The human eye is sensitive to slight lighting
fluctuations. A decrease of 1/2 volt on a
110–volt incandescent bulb is noticeable. A
one–volt dip, if repeated, becomes
objectionable. Figure 21 (opposite page)
shows the range of observable and
objectionable voltage dips, assuming direct
illumination and medium sized bulbs.
If indirect lighting is used with no
incandescent bulbs below 100 watts, these
values may be broadened. This is also true if
all lighting is fluorescent rather than
incandescent.
Reciprocating compressors seriously affect
lighting quality. Torque pulsations vary motor
current, causing sufficient voltage fluctuation
to flicker lights. Unfortunately, this is a
frequency to which eyes are extremely
sensitive.
A commonly accepted figure for current
variation limits for motor-driven reciprocating
compressors is 66% of full rated motor
current. This limits horsepower rating of
compressor motors to about 6% of generator
kV•A rating, objectionable light flicker. For
example, a 30 hp motor may be used on
systems having not less than 500 kV•A of
generator capacity in operation.

18
 Motor Starting

6X Running

Loaded
Current
Amperes
Unloaded

Running

1 2 3 4 5 6 7
Time (Seconds)
Figure 20.

Voltage Level Fluctuation Limits

Cyclic Cyclic Low Frequency Frequent Infrequent
10/sec 2/sec 2/sec 12/min 12/min 1/min 1/min 3/hr
Reciprocating Flashing Signs Single Elevators House Pumps
Pumps Arc-Welders Hoists Sump Pumps
Compressors Manual Spot Welders Cranes Air Conditioning
Automatic Drop Hammers Wye-Delta Changes Equipment
Spot Welder Planers on Elevator Motor Theatrical Lighting
Saws Generator Sets Domestic
Shears X-Ray Equipment Refrigerators
Group Elevators Oil Burners

10
CYCLIC NON-CYCLIC
Volts Total Change, 120 Volt System

8
RANGE IN WHICH EYE IS
MOST SENSITIVE TO
CYCLE FLICKER ON
J ECTI
6 F OB
H O LD O
TH RE S

2
THRESHOLD OF PERCEPTION

0
0.1 0.5 1.0 5.0 10.0 50 100 500 1000
Period of Flicker, Seconds

10 5 2 1 0.5 0.2 0.1 0.05 0.02 0.01 0.005 0.002 0.001

Frequency, Cycles/sec

Figure 21.

19
 Typical installation requirements are listed in Communications Equipment
Figure 22. Communication equipment includes broad
ranges of electronic devices for transmission
Typical Voltage Dip Limitations of information. Most common are radio and
*Permissible television broadcasting equipment, including
Facility Application Voltage Dip
studio units and transmitters, telephone
Hospital, hotel Lighting load, large, 2%
motel, apartments, Powerload, large. Infrequent equipment, and microwave relay transmitters.
libraries, schools, Flickering highly Generally, all devices pass their power supply
and stores. objectionable
through transformers. Therefore, the power
Movie Theaters Lighting load, large. 3%
(sound tone requires Flickering Infrequent factor is slightly less than unity. Most
constant frequency. objectionable equipment tolerates frequency variations of
Neon flashers erratic.)
±5%, except where synchronous timing
Bars and resorts. Power load, large. 5%–10%
Some flicker Infrequent
devices are used. Voltage variations of ±10%
acceptable. are usually acceptable since electronic circuits
Shops, factories, Power load, large. 3%–5% sensitive to voltage variations contain internal
mills, laundries. Some flicker Frequent voltage regulation devices.
acceptable.
Mines, oil field Power load, large. 25%–30%
quarries, asphalt Flicker acceptable. Frequent
Power for complex telephone systems is
plants. frequently supplied from building power
* Greater voltage fluctuations permitted with emergency
mains. Since telephone operation can be
power systems. essential to public safety, some units are
Figure 22. supported from emergency power sources.
Voltage and frequency stability requirements
for telephone equipment are not severe, but
Transformers solid-state battery chargers disturb system
While energizing, transformers have inductive monitoring services.
characteristics similar to motors with initial
currents eight to ten times rated. To control Uninterruptible Power Supply (UPS)
voltage fluctuation on highly sensitive Electrical loads sensitive to power
equipment, kV•A capability of proposed disturbances during substation switching,
generators must include starting of this low voltage fluctuations, or total outages require
power factor load. absolute continuity of power. Continuity can
be assured by isolating critical loads and
SCR load sizes and types should be clearly incorporating one of the following:
identified for proper generator and voltage
regulation selection. See EDS 70.3, • Assign a generator set solely to the critical
Understanding Static UPS Systems and load. Sudden load changes are sufficiently
Generator Set Application Considerations, form small to avoid speed changes.
no. LEKM7090, for additional discussion of
SCR controlled loads. • Isolate critical load through motor-
generator set to avoid five-cycle power
Computers interruptions of utility, see Figure 23.
When computers are a portion of the load,
UTILITY
required power quality should be specified by
the computer manufacturer prior to power MOTOR GENERATOR

system design. As a general rule, avoid heavy

LOAD

SCR loads, block loads, and large motor skVA

STANDBY
on computer power lines. GENERATOR

Figure 23.

20
 UTILITY INERTIA EDDY-
SPEED CURRENT
MOTOR INCREASER COUPLING GENERATOR

LOAD

STANDBY
GENERATOR
Figure 24.

• Longer power interruptions require added activated, in-rush kV•A should cause less
inertia to maintain frequency until stand-by than 10% voltage dip to maintain picture
unit can assume load. Extreme control quality.
incorporates eddy-current coupling
between over-frequency motor and, Application Considerations
synchronous generator, see Figure 24. Multiple Generator Sets
In some situations, the use of more than one
• Static systems isolate critical load through generator set is mandatory. In others, it may
solid-state devices which use batteries to prove more economical. Installations in which
bridge power interruption. Refer to the prime power source is a generator set,
discussion of SCR systems, see Figure 25. and failures cannot be tolerated in the
mandatory category. A second generator set
capable of carrying critical loads should be
Utility
made available in case of primary set failure
416V•AC
(EXAMPLE) Power Flow and for use during prime set maintenance
During
periods.
480V•AC Normal Outage
Cases where multiple generator set
installations may prove more economical are
those where there is a large variation in load
TRANSFORMER
during the course of a day, week, month, or
120V•AC
year. Such variation is typical in plants in
RECTIFIER which operations are carried on primarily
120V•AC during the day, while only small loads exist at
night. The more closely a generator set
BATTERY comes to being fully loaded, the greater the
120V•DC fuel economy per kilowatt produced.
Therefore, the use of a small unit to power
INVERTER
120V•AC
light off-hour loads will often result in long-
term fuel economy.
LOAD
In installations where the load does not vary
to the extremes encountered between day and
night conditions, it is sometimes profitable to
Figure 25. share the load between several small units
operating in parallel. One or more of the units
may then be shut down when the load is
X-Ray Equipment lighter, thereby loading the other units closer
Although this equipment typically exhibits to capacity. For example, this type of system
very high voltage requirements, current draw is advantageous where load demand is
is small. Total kV•A at near-unity power factor seasonal.
results in low kW load demand.

These loads generally represent only a small

part of generator set load, so x-ray pictures
are not affected. As x-ray equipment is

21
 Paralleling
Usually identical generator sets operate in
parallel without problems but, when
paralleling unlike units, consider the effects
of:
• Engine Configuration – Response to load
changes will be affected by engine size,
turbocharger, governor type, and
adjustment. Temporary unbalance of kW
loads during load change is likely, but
quickly stabilizes.
• Generator Design – Circulating currents
and harmonic currents add to basic load
current, increasing coil temperatures, and
causing circuit breaker tripping. Circulating
current is minimized by correct regulator
adjustment. Harmonic interaction between
generators must be calculated to determine
compatibility.
• Regulator Design – Automatic voltage
regulation (AVR) of dissimilar design may
be used when paralleling generators. When
constant voltage regulators are paralleled
with volts-per-Hertz types, imbalance during
transient load changes can be anticipated.
As load is suddenly applied, constant
voltage units attempt to supply the total
requirement. As the constant voltage
generator drops frequency, the volts-per-
Hertz unit begins to share load. The
temporary load imbalance passes, and kW
load is shared between generators.
Note: When two or more units are operating
in parallel, the regulators must control the
excitation of the alternators so they share the
reactive load. Two ways are: Reactive Droop
Compensation and Reactive Differential (cross
current) Compensation.
Reactive droop compensation does not
require wiring interconnection between
regulators. During parallel droop
compensation operation, the bus voltage
droops (decreases) as the reactive lagging
power factor load is increased.
22
Reactive differential (cross current)
compensation requires the addition of
interconnecting leads between the current
transformer secondaries and allows operation
in parallel without voltage droop with reactive
load.
Cross current compensation can only be
used when all the paralleling current
transformers on all the generators delivering
power to the bus are in the CT secondary
interconnection loop. Because of this
requirement, cross current compensation
operation cannot be used when a generating
system is operating in parallel with the utility
power grid.
Utility voltage can vary enough to cause high
circulating current in a paralleled generator.
kV•AR controllers must be used to adjust
generator voltage to match utility and
minimize circulating current.
Balancing Loads on Available Phases
If the electrical distribution system served by
a three-phase generator set consists entirely
of three-phase loads, the system is balanced.
The coils making up the generator’s three
phases each supply the same amount of
current to the load. If single-phase loads are
added to the three-phase load, a condition of
unbalance will exist unless the single-phase
loads are equally distributed among each of
the three phases of the generator set.
In many applications, balancing the single-
phase loads may not be practical. If these
loads are relatively small (10 percent or less
of the generator set three-phase kV•A
capacity), unbalanced single-phase loading is
not cause for concern provided each of the
three line currents does not exceed the
generator set rating. The following problems
illustrate the method of determining
maximum single-phase load which may be
safely drawn from a generator set
simultaneously supplying single-phase and
three-phase power.
Problem 1: Problem 2:

Find the amount of single-phase power which
can be safely drawn from a three-phase,
125/216 V, four-wire generator set, rated to
deliver 100 kW at 0.8 pf. The coil current
rating of the generator set is 334 amperes.
Assume the single-phase load is connected
from one line to neutral and has an operating
power factor of 0.9 lagging, and that the
generator set is also supplying a three-phase
load of 50 kW at a 0.8 pf.
The generator set is rated to deliver 100 kW
at a 0.8 pf. It is a three-phase machine with a
coil current rating of 334 amperes. The three-
phase load to be supplied is 50 kW at 0.8 pf.
The single-phase load consists of both 125
and 216V circuits. The 125V load has a 0.9 pf
and is connected from neutral to one leg. This
leg is common with one of the two supplying
10 kW at a 0.8 pf to the 216V load, see
Figure 26.

Circuit Diagram, Problem 2 Solution:

125 Volt 1. The current drawn from each line by the

Single-Phase
.9 pf Load
216 Volt Three-Phase three-phase load is found by the procedure
Single-Phase 10 kW 50 kW216 Volt
@ .8 pf Load 8.pf Load used in step 1 of problem 1 to be
167 amperes.

2. The coil capacity available for single-phase

loads is again 167 amperes.

3. Find the 216 volt single-phase load current.

Figure 26.
I 5 P 3 1000 5 10 3 1000 5 58 amperes
Solution: V 3 pf . 216 3 0.8

1. Find the current drawn from each of the

lines by the three-phase load. 4. Find the coil current capacity remaining for
the single-phase 125 volt load.
p 5 =3V 3 I 3 pf
1000 167 - 58 = 109 amperes

I 5 P 3 1000 = 50 3 1000 5 167 ampere

=3V 3 pf . 1.73 3 216 3 0.8 5. Find the 125 volt single-phase power
available.
2. Find the coil current capacity remaining for P 5 V 3 I 3 pf 5 l25 3 l09 3 0.9 5 12.3 kW
the single-phase load. 1000 1000
334 - 167 = 167 amperes

3. Find the single-phase power available.

Standby Generator Sets
p = V 3 I 3 pf = 125 3 l67 3 0.9 = l8.8 kW Certain considerations must be taken into
1000 1000 account when applying and installing standby
generator sets to ensure reliable operation
and long, trouble-free life. These include the
original installation, training of the operating
personnel, periodic running and testing of the
unit, and proper maintenance. Do not use
standby generator ratings for cogeneration or
peak shaving installations due to annual hour
and load factor considerations. Proper
application and installation of the standby
generator set will ensure that it will start and

23
 pickup the load for the duration of any normal
power outage.
A standby generator set is used to pickup the
needed electrical loads when there is an
interruption of the normal source of electrical
power. An outage can vary from a few
minutes to several days. Consulting engineers
and owners normally oversize the generator
set for the actual running load to allow for
instantaneous load pickup and load expansion
over the life of the unit. Generally, a separate
electrical circuit is provided for critical
emergency loads. These loads must be
satisfied when normal power fails. Standby
sets are sized to the emergency circuit’s total
connected load. For hospitals, the National
Electrical Code (NEC) requires a generator
set size equal to the total connected
emergency load, even though all may not
operate at the same time.
The standby generator set is built to be used
as a source of electrical power during an
outage of the normal reliable power source.
As such, the location is fixed and normally in,
or in close proximity to, a building. Place the
set in a convenient location where it is
protected. This ensures that the elements will
not deter the operator from carrying out
periodic maintenance. The Operation and
Maintenance Guide for the generator set gives
details on the items to be maintained and the
proper maintenance intervals. The greatest
single cause of inoperable standby generator
sets is lack of maintenance – usually
discharged or dry batteries.
Like most engines, gas engines start more
easily if it is warm, has warm, fully charged
batteries, and has been run recently. It is
desirable to exercise the unit regularly. It is
very important that any time the unit is run, it
should be operated until it reaches normal
operating temperature. Burned natural gas
generates significant quantities of water vapor,
which can condense within the engine until
normal operating temperatures are reached. If
water is condensed within the engine, it will
cause maintenance problems. Condensation
on spark plugs causes starting difficulties.
Monthly exercising under load is preferable
to weekly exercise with no load.
24
When standby generator sets cannot be
installed in a warm, indoor room, they must
be equipped and maintained to function in the
outside ambient temperatures. If the unit is
located in a very cold environment, the
correct weight lubricating oil and amount of
glycol in the coolant must be used. Damage
can occur if an engine is brought quickly to
operating speed and put under load when
very cold. Jacket water heaters are available
to maintain a minimum jacket water
temperature of 32°C (90°F). When the unit is
outdoors, or where it is subject to moisture
droplets in the air, it must be equipped with
an enclosure. The lockable enclosure can be
used as a security protection device. It seals
the unit, it is tamper proof, and also enhances
it’s appearance.
Areas with unstable utilities, and for peak
shaving or cogeneration installations, better
overall costs will be achieved by using a unit
with a continuous rating, optimized for the
particular operation. Each installation and
operation is unique. Careful analysis ensures
lower owning and operating costs,
commensurate with the required durability
and reliability.
Load Application
In applications where there is a choice,
generator performance can be greatly
enhanced by choosing the proper sequence of
load application. One simple rule can be
applied in choosing load sequence.
Rank loads by the power required to start
each piece of equipment. The loads should be
applied with the largest power requirement
first and smallest last.
This will insure the generator set will have
the largest possible reserve power for the
largest loads. This can significantly reduce
the response time of the engine and reduce
any deviation in line frequency and voltage. It
is important to remember that the loads are
ranked according to starting power, not rated
operating power in order to start an
incandescent lighting system. Electric heating
elements require little, if any, additional load
to start.
Generator Design Considerations
Methods of Field Excitation
In practical AC generators, the magnetic field
is produced by passing direct current through
a second smaller coil of wire called the field
winding. Only a small amount of current is
necessary to “excite” the field coil. The coil in
which the electricity is actually produced is
called the armature. Since the field coil can be
made appreciably smaller than the armature,
the latter is often constructed on a stationary
form and the field coil made to rotate inside it.
The current required to excite the field is
supplied to the rotating coil by means of
collector rings. They are rings of metal
insulated from the shaft on which the coil
rides and connected to the ends of the field
winding. The rings rotate with the shaft.
Carbon brushes make contact between them
and the source of the field current. The field
current may be an external battery derived
from a belt or direct driven DC generator, or
from a small rotating AC generator and
rectifiers. See Figure 27 for several methods.
Four-pole and six-pole field coils are
commonly used. Adjacent poles are of
opposite magnetic polarity, so that as the field
turns within the fixed armature, or stator,
winding, the magnetic field at any given point
is reversed each time a pole face passes. The
angular velocity of the field coil can be
reduced for a given output frequency, since
one cycle of output power is produced each
time a pair of magnetic poles passes the stator
coil.
The field current often is taken from the
output of the generator itself. When the field

Methods of Field Excitation

L
DC Exciter
Exciter Exciter Field (Stationary) Generator
(Rotating) Field

Rectifier
SCR

Diode
N

L
N

L
Generator
Field L Slip Rings
(Rotating) Control Reactors (3)
L

A. DC exciter, belt driven, supplies rotating field B. Three-Phase half wave rectifier supplies rotating
through slip rings and brushes. field through control reactors and slip rings.

Exciter Exciter Field (Stationary)

L (Rotating)
Diode SCR
SCR L

Generator
Rectifier

Field Diode

N
N

L Generator
Field L
L (Rotating)
L
Slip Rings

C. Two-Phase half wave rectifier supplies rotating field D. Brushless Rotating Exciter supplies generator field
through control rectifier (SCR) and slip rings. Diode through rectifiers. Exciter field supplied from
maintains self-induced field current when SCR is generator. Output controlled by SCR. Diode
Off. maintains exciter field current when SCR in Off.

Figure 27.

25
 coil is set in motion, a small amount of
electricity is available at the generator output
as a result of the residual magnetism in the
field coil core material. This small current is
supplied to the field coil, adding to the
residual magnetic field. More electricity is
then produced until, after a few rotations, the
full field current is flowing and full generator
output is available. When operating, the field
coil uses only a minute fraction of the
generator output current.
Output of the generator is an AC voltage and
the field must be excited with DC. Rectifiers
are used to change the AC voltage to DC
before applying it to the field. A rectifier is a
device which exhibits a high resistance to the
current flow in one direction, and a low
resistance to the flow in the opposite
direction. The rectifier only permits current to
flow in one direction in the circuit. It can
convert AC into pulsating DC, which is
adequate for field excitation. Modern
generators use semi-conductor rectifiers to
accomplish the conversion. A separate exciter
with rotating diodes permits construction of a
brushless excitation system, Figure 27.
Voltage Regulator
The generator regulator must be compatible
with the engine/generator packages as well
as system requirements. Most modern
voltage regulators are of a solid-state
electronic design.
An important distinction is constant voltage
regulation and volts-per-Hertz regulation. It is
also important to consider the need for under
frequency protection. Each term will be
considered separately.
When the engine is operating at synchronous
speed, constant regulation is required. The
voltage regulator varies the excitation current
to the field of the brushless exciter to
maintain a constant output voltage to match
the required voltage specification.
If the engine drops too far below rated speed,
the output power and voltage will reduce
accordingly. The voltage regulator will
attempt to compensate by increasing the
excitation current to the brushless exciter. If
the engine does not regain rated speed soon
enough, a voltage regulator with only constant
26
regulation could reach a maximum current
condition, which is insufficient to regain rated
voltage. At this maximum current condition,
damage could occur to either the regulator or
exciter. An under frequency protection feature
is desirable to reduce the regulator output
under these conditions.
All engines require response time to increase
output when sudden block loads are applied.
During this period, the sudden increased load
may reduce engine speed. To prevent
extreme engine speed drop, it is helpful to
momentarily reduce the electrical load. A
volts-per-Hertz voltage regulator varies
voltage in proportion to frequency. If engine
speed reduces, frequency reduces
proportionately. The volts-per-Hertz regulator
reduces voltage in proportion with frequency,
thereby reducing the electrical load. The
lowered load reduces the speed drop. As the
engine speed increases, frequency and
voltage increase to normal levels.
A drawback of volts-per-Hertz regulation is
that minor fluctuations of engine speed causes
voltage to fluctuate. If engine speed increases
above rated, voltage will rise proportionately
and could cause damage or over-voltage
tripping.
Voltage regulators are available which provide
the best features of both constant and volts-
per-Hertz regulation. They include a preset
limit, at approximately 58 Hz for 60 Hz
systems and 48 Hz for 50 Hz systems. This
limit may be adjusted in accordance with
customer specifications. Above this limit,
there is a constant voltage regulation
characteristic. Minor fluctuations in engine
speed do not affect output voltage. Speed
increases above rated speed also do not affect
output voltage. When the frequency drops
below the preset limit, the regulator switches
to the volts-per-Hertz characteristic. With this
feature, the volts-per-Hertz function is available
whenever needed to assist in adapting to
sudden block loads. This function also
provides inherent under frequency protection.
 Regulators The wye (star) connection, Figure 30. (A,C),
Constant Volts-per
has a neutral point, often connected to earth.
Volts Hertz The delta (mesh) connection, Figure 30
Volts
(B,D), does not have a neutral point. Coils
generally have a midpoint. A midpoint of one
coil may be connected to earth. Generators
rated above 500 kW are generally wye
Hertz configuration. Generators rated below 500 kW
may be either wye or delta. If all the coil ends
terminate in accessible connections, field
reconnection from wye-to-delta or delta-to-wye
is possible. Terminal voltages would change.
Time
A single-phase AC circuit has one voltage at a
Figure 28.
given frequency. These circuits are used for
lighting and fractional horsepower motor
Phase Arrangement loads. They are served by either two or three
The armature of a generator may be single wires.
coil, Figure 29, or there may be three coils
Two wires = one neutral (earth or ground),
spaced at 120° intervals around the frame,
one line.
Figure 30. In the latter case, the output of the
three coils will exhibit a phase difference, Three wires = one neutral, the other two with
since the magnetic poles of the field coil pass equal voltage, referred to lines.
the three armature coils at different times.
Generators constructed in this manner are These two types of single-phase circuits are
called three-phase generators, while those shown in Figure 29. Coils supplying power
having only one armature coil are call single- may be either the secondaries of step-down
phase generators. Three-phase machines are transformers or the stator windings of a
common where a large amount of electrical generator set.
power is to be generated.
It is also common to find combination
Line services entering an existing building. An
115V example is the use of a single-phase, three-
Neutral wire service for lighting loads and a three-
Line 1 phase, three-wire service for motor loads.
115V Determine the load distribution on each of the
Neutral three phases in a given installation. The
115V amount of single-phase power required and
Line 2 the manner in which it is to be distributed on
Two- and Three-Wire Single-Phase AC Circuits the three available phases of the generator set
must also be determined. If any of the three
Figure 29. phases is required to supply excessive single-
phase power in addition to the portion of the
A three-phase system is an AC circuit to which three-phase load which it carries, the
three voltages of the same frequency is generator may be overloaded. The connection
applied. It is displaced electrically by one of single-phase loads will then have to be
third of a cycle, or 120°. The three generator redistributed more evenly among the
windings used may be connected in either a available phase. If existing wiring makes this
delta or a wye (star) configuration. impractical, a larger size generator must be
specified to carry the extra single-phase load.

27
 2 4 0 V O LT S 2 4 0 V O LT S

2 4 0 V O LT S
2 4 0 V O LT S

2 4 0 V O LT S 2 4 0 V O LT S

T H R E E-P H A S E , T H R E E - W I R E ( W Y E ) T H R E E-P H A S E , T H R E E - W I R E ( D E L T A )
A B

1 2 5 V O LT S
2 1 6 V O LT S
2 3 0 V O LT S
1 2 5 V O LT S
2 1 6 V O LT S
2 3 0 V O LT S
1 2 5 V O LT S
11 5 V O LT S
2 1 6 V O LT S 2 3 0 V O LT S
11 5 V O LT S

T H R E E-P H A S E , F O U R - W I R E ( W Y E ) T H R E E-P H A S E , F O U R - W I R E ( D E L T A )
C D

Figure 30.

Rated Amperes poles in a four-pole generator are arranged

The smaller ampere figure listed on the north-south-north-south around the
information plate for all SR 4 Generators circumference of the rotor, Figure 31.
describes the line ampere rating (when the Magnetic poles in a six-pole generator are
generator is connected) for the listed high arranged north-south-north-south-north-south
voltage. Line ampere ratings generally limit The number of poles (north-south-north-south)
the kV•A rating of a generator. The product of and the desired frequency (cycles per second
the listed line amperes, the related line-to-line or Hertz) determine the synchronous speed in
voltage, and 1732, equals the kV•A. revolution per minute (rpm):
Exceeding the line ampere rating can reduce
generator life because of excessive winding
temperature. Heat input of the generator rpm 5 120 3 f
armature increases with the square of the number of poles
current. Doubling the current will result in
about four times the heat input.
N
As a rule, the listed line ampere rating should
not be exceeded to gain the listed kV•A rating
when the voltage level is reduced to its
minimum adjustment. It is not necessary to
reduce the line ampere load to keep within
the kV•A limit when the voltage level is at
maximum adjustment. S S

Generator set kilowatt rating will be exceeded

before the line ampere rating is reached when
supplying a resistive load Power factor
approximately equal to 1.0. Line ammeters are
the most important monitoring devices on the N
generator set.

Number of Poles/Synchronous Speed Figure 31.

All SR 4 Generators are four- or six-pole. Pole
relates to the number of magnetic poles
developed in the rotating field. Magnetic

28
If 50 Hz is desired from a four-pole generator,
the generator must be driven at 1500 rpm. If a
six-pole generator is driven at 1000 rpm:
1000 rpm = l20 3 f f = 50
6
The generated frequency of a specific
machine is entirely a function of the driven
speed.
Stator Winding Types
Winding processes can be divided into two
types: the routing of the coils, concentric
versus lapped, and the winding type, random
versus formed. With concentric windings,
coils are routed in loops enclosed within
larger loops. This results in the simplest
mechanical assembly, least amount of copper,
but slightly higher levels of harmonics.
Lapped windings are routed across one
another. They are more difficult to
manufacture, but provide better waveform
because of better symmetry.
Random windings utilize coils of round wire.
Material costs are lower, but this method
leaves spaces between the individual wires.
Formed winding utilizes square or
rectangular wires which can be placed very
close to one another. This results in the
maximum amount of copper, least amount of
space, and superior efficiency and durability.
Concentric windings and lap windings may be
either random or form wound. Form windings
are usually impractical for smaller kW (under
250 kW) generators because of inadequate
spacing.
Stator Pitch
Winding pitch is essentially the ratio of the
span of the coil to the span of the poles. A coil
routing through a slot at 0° and a slot at 90°
on a four-pole generator would be full pitch.
Generator manufacturers use fractional pitch
to minimize harmonics and reduce cost.
Frequently, competitors will try to get specs
written around two-thirds pitch as this pitch
winding neutralizes third harmonic voltages.
It does not minimize other harmonics and
ignores the fact that third harmonic currents
can be cancelled in other ways, for example,
wye connections with neutral unconnected. A
major disadvantage of two-thirds pitch is that
it also minimizes the reactance to externally
produced third harmonic currents, which can
be greater than that produced by the
generator itself. Two-thirds pitch is not the
optimum winding to minimize overall
operational system harmonic content.
Caterpillar Generators use a pitch which
minimizes the total of third, fifth, and seventh
harmonics. Challenge any spec written
around two-thirds pitch. It is the harmonic
content that is important, not the stator
winding pitch. Caterpillar Generators have
low total harmonics. This should be stressed.

The cost of manufacture, from lowest to

highest, is concentric/random to
lapped/formed, with durability and quality of
electricity in the same order. Caterpillar
Generators have been designed in accordance
with the expected application. High output
prime power generators are lapped/formed.
Medium output prime and high output
standby use random/lapped. Standby
generators at 400 kW, and below, are built for
the price competitive, relatively low usage
application for which concentric/random
winding is acceptable.

29
 Short Circuit Sustaining Max Weight at Flywheel
A standard generator has a power isolation lb kg
transformer to power the regulator from the 3600 (Vee) 7500 3410
output of the main generator during normal 3600 (In-Line) 7100 3220
operating conditions. When a short circuit or 3500 (All) 2000 910
fault condition occurs, the generator output 3412 1420 642
voltage could drop to a minimal level and 3408 1230 556
power would be reduced to the voltage 3406 1750 795
regulator. The generator may not be able to 3300 (All) 932 424
sustain the short circuit current long enough to
sequentially trip the appropriate circuit Figure 32 .
breakers.

Two generator attachments sustain short X Y

circuits long enough to sequentially trip
circuit breakers. Sequential tripping
minimizes the load effect by a short circuit.

Some generators utilize a Permanent Magnet

Generator (PMG) located on the end of the C.G.
Generator
main generator shaft, just outside the Bearing
brushless exciter. With a rotating, constant, Weight To Be
permanent magnet field, it generates Supported By The
continuous AC power for the voltage Rotor Weight
Generator Bearing
regulator. Any fault condition on the main Weight To Be
generator output does not affect the PMG. Supported By The
Engine Flywheel
The voltage regulator and excitation system
will still remain in operation. The generator Weight supported by flywheel =
will continue to produce current, enabling the (Rotor Weight) x (Length Y)
appropriate circuit breakers to trip and the (Length X) + (Length Y)

fault to be isolated. The maximum portion of Figure 33.

the system will still have power.

Generator Grounding Successful installation of single bearing

Warning: Generator must be properly
grounded prior to operation. NEC recommends
25 Ohm maximum resistance to ground.
Reference ANSI/IEEE C37-101-1985, “Guide
for Generator Ground Protection”.
Single Bearing Generator Sets
Single bearing generator rotors are rear
supported by a bearing in the generator
frame, and front supported by the rear
crankshaft main bearing. A flexible metal
coupling is used to drive the generator. The
weight supported by the crankshaft bearing is
limited. Rotor weight must be compared to
the capability of the specific engine.
Figure 32 shows the allowable load at the
flywheel. Figure 33 shows how to calculate
the rotor load at the flywheel.
generators with any engine requires an
integrated design of engine, generator, base,
and other base-mounted auxiliaries. There are
two basic methods of mounting a generator to
an engine: base etc.
When the engine and generator are base
mounted, the engine and generator frame are
not directly bolted together. They must be
mounted on a base that is sufficiently rigid to
withstand reaction torque, while maintaining
alignment. Since the coupling on a single-
bearing generator cannot withstand as much
misalignment at the coupling as a two-bearing
generator, the base for a single-bearing
generator must be stiffer than one designed
for a two-bearing generator. For the G3600
Engines, such design activities are both costly
and resource consuming. This is particularly
true where single engine installations are

30
involved. Therefore, Caterpillar does not
recommend the use of single bearing
generators on the G3600 Engine Family.
If a single-bearing generator is essential in
meeting customer preference or a bid
specification on a G3600 Engine, Caterpillar
recommends a single-bearing generator with
sleeve bearings (manufactured by Ideal
Electric and Manufacturing Co.). Caterpillar
will assume no risk for the structural and/or
vibration related problems resulting from the
operating package.
When the generator mounting flange (bell
housing) bolts directly to the engine flywheel
housing, it is called a cantilever mount. When
a cantilever mount is used, the torque
reaction between the engine and the
generator is absorbed at this joint. Relatively
light mounting bases can be used. Cantilever
mounting can be used on all Caterpillar Gas
Engines except the G3600 Engines. The
G3600 flywheel housing and engine block are
not sufficiently stiff to absorb the reaction
torque between the generator and engine.
The G3600 Engines must use a base-mounted
generator. See the cautions above when using
single bearing, base mounted generators on
G3600 Engines.
A torsional vibration analysis is required to
assure compatibility between the engine and
non-Caterpillar generator.
Two-Bearing Generators
The two-bearing generator frame totally
supports the rotor at both ends. As with the
single-bearing generator, the torque reaction
can be absorbed by the base on a base-
mounted generator, or by the joint between
the engine and generator on a cantilevered
generator. If base-mounted, the base must
have sufficient rigidity to withstand the
reaction torque. As with single-bearing
generators, G3600 Engines are not designed
to cantilever mount a generator. All
generators on G3600 Engines must be base-
mounted.
A torsionally resilient coupling is used
between the crankshaft and rotor. A torsional
vibration analysis is recommended on all
generator sets and is required on G3600
Engines. In addition to the torsion vibration
analysis on G3600 Engines, a stability analysis
may be required to assure proper
compatibility of the coupling. Consult the
factory for specific recommendations.
For G3600 applications sleeve bearings are
preferred over anti-friction bearings. They
have better life characteristics and can
tolerate axial motion. Oil lubrication provides
bearing cooling as well as lubrication. The
disadvantage is higher cost. It is poor policy
to specify anti-friction bearings unless low
hour usage, such as standby sets, are being
considered.
NEMA-IEC Design Considerations
Most generators manufactured in the United
States follow design criteria described by the
National Electric Manufacturers Association
(NEMA), including temperature limitations of
various wire insulations.
Manufacturers in other countries commonly
refer to International Electrotechnical
Commission (IEC) standards.
NEMA Considerations Temperature Rise
MG 1-22.40
Temperature Rise, °C*
Generator Class of Insulation
Windings A B F H
Continuous 60 80 105 125
Standby Duty 85 105 130 150
* Measured by resistance. Air entering generator, 40°C,
(104°F), maximum.
When low altitude testing generators that will
ultimately be applied above 1007 m (3300 ft),
the above temperature rise figures must be
reduced 1% per 101 m (330 ft) to a maximum
altitude of 3963 m (13,000 ft).
Temperature rises in the foregoing table are
based on a reference ambient temperature of
40°C, (104°F). For successful generator
operation in ambient temperatures higher
than 40°C, (104°F), the temperature rise of
the generators given in the foregoing table
should be reduced as indicated below.
31
 Reduction in electricity, weighted most heavily by those
Ambient Temperature Temperature Rise, °C frequencies most audible to the human ear.
Above 40° Up to and The human ear can detect a wide range of
Including 50°C 10
frequencies, but is most sensitive to the range
Above 50° Up to and
Including 60°C 20 of 1000 to 3000 Hz, corresponding to the 17th
through 49th (odd numbered) harmonics.

Usable life of wire insulation is directly MG 1-22.43 Telephone Influence Factor (TIF)
related to temperature, but cannot be used to kV•A Rating of Generator TIF Balanced
predict total generator life. The many 62.5 to 299 350
subassemblies which make up the generator 300 to 699 250
will have far greater effect on generator life. 700 to 4999 150
5000 to 19999 100
Maximum Momentary Overloads
MG 1-22.41
Synchronous generators shall be capable of The communications industry has established
carrying a one-minute overload of 50% of limits for TIF based on the power output of
normal rated current, with the field set for the generator, ranging from 250 on smaller
normal rated load excitation. sets to 50 on larger units. They are attempting
to prevent the weighted harmonics from
Maximum Deviation Factor
affecting the quality of the message
MG 1-22.42
transmitted on the telephone lines (static or
The deviation factor of the open circuit, line-
humming). Most commercially available
to-line terminal voltage of synchronous
generators have a satisfactory TIF. A lower
generators shall not exceed 0.1.
TIF than competition may be an asset when
Telephone Influence Factor (TIF) generator noise emissions are critical - in
MG 1-22.43 communications installations which are highly
This is a criteria originally developed by sensitive to such frequencies. A TIF of 50 is
AT&T to measure the potential effect of generally acknowledged as an industry
waveform distortion and AC supply in standard. Caterpillar Generators are well
producing noise on a telephone system - a below this level.
measure of the quality of electrical power. The
TIF is the sum of all the electrical noise
(harmonics) produced by a source of

10000
Telephone Influence Factor (TIF)

8000

6000

4000

2000

0
0 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400 4800

Frequency in Hz
TIF Weighting Characteristics
Figure 34.

32
 Fundamental Wave Form
Example: 60 Cycles/Sec (CPS)

Composite Wave Form

Third Harmonic
180CPS

Third Harmonic
300CPS
CURRENT

TIME

Figure 35.

Pitch Kp1 Kp3 Kp5 Kp7

Two-thirds (67%) 0.866 0.000 0.866 0.866
Four-fifths (80%) 0.951 0.588 0.000 0.588
Six-sevenths (86%) 0.975 0.782 0.434 0.000
Five-sixths (83%) 0.966 0.707 0.259 0.259
Note: Pitch factors for the fundamental (Kp1), third-harmonic (Kp3), fifth-harmonic(Kp5), and seventh-harmonic (Kp7). These pitch
factors are multiplied by the respective harmonic fluxes to predict harmonic voltages.
Figure 36

Short Circuit Requirements harmonic order, the lower the magnitude of

MG 1-22.45
A synchronous generator is capable of
withstanding, without injury, a 30-second,
three-phase short circuit at its terminals when
operating at rated kV•A and power factor, at
5% over-voltage, with fixed excitation.
Overspeed MG 1-22.47
Salient-pole synchronous generators shall be
constructed so they will withstand an
overspeed of 25% without mechanical injury.
the harmonic. Except for telephone or radio
frequency interference (RFI) noise
considerations, higher harmonics are of little
significance.
Harmonics produce undesirable effects in the
generator, but motors also suffer from
excessive harmonics. The remainder of this
discussion will be limited to harmonics of
lower orders. Those with significant
magnitudes, are the third, fifth and seventh.

Harmonic Content Each of these harmonic voltages generated

Harmonics are the multiples of the
fundamental waveform frequency produced
by the generator. Because generators are
magnetically symmetrical, only odd
harmonics are normally of any significance.
For example, a 60 Hz generated waveform
will contain the 60 Hz fundamental, a
180 Hz third-harmonic, a 300 Hz fifth-
harmonic, a 420 Hz seventh-harmonic, a 540
Hz ninth-harmonic, a 660 Hz eleventh-
harmonic, 13, 17... In general, the higher the
are in the windings, but a third-harmonic
current will not flow in a three-phase, wye-
connected winding unless the neutral is
connected. The third-harmonic current will
flow in a delta-connected generator winding as
shown in Figure 36. Both fifth and seventh
will flow in either winding since they are line
harmonics.
The major difficulty caused by harmonics
current is heat generated in the winding,

33
 Generator 2
Generator 1

Third Harmonic Circulates Through Neutral With Wye-Connected Machines

Generator 2
Generator 1

Third Harmonic Does Not Circulate in Wye-Connected Machines Without Neutral

Third Harmonic Circulates in Delta-Connected Machine

Figure 37.

core, and rotor. Since generator ratings are
limited by allowable temperature rise,
harmonics are, in effect, derating factors. In
derating, the magnitude of the current is of
obvious importance, because losses are
proportional to the square of current.
Increased frequency causes increased core
losses and increased copper loss from skin
effect. Fifth- and seventh-harmonics are the
offenders because they are in the 600 Hz
range.
cause voltage regulator sensing problems and
inaccurate instrument readings.
The choice of coil pitch has a lot to do with
harmonic generation. A two-third pitch
winding eliminates most third-harmonic, four-
fifths pitch eliminates fifth, and six-sevenths
eliminates seventh. Unfortunately, coil pitch
cannot eliminate all harmonics
simultaneously. As one is eliminated, others
increase. For example, refer to Figure 36.

Another difficulty caused by harmonics is As indicated in Figure 37, the coil pitch is only
waveform. The more harmonic content in a one element in determining the voltage
generated wave, the more distortion from a harmonic content. Reduction of third-
sine wave occurs. If severe enough, it can harmonics in the flux wave will reduce voltage

34
third-harmonics. Harmonic reduction in the
flux wave is accomplished by shaping the pole
head. The pole head is shaped to cause a
longer air gap at the pole tips than in the
center of the pole. The width of the pole head
in proportion to pole center is a factor in
harmonic control.
The SR 4 Generator has low third-harmonic
voltages because pole embrace and the pole
piece head shape has been proportioned to
produce low third-harmonic flux pattern. If
the third does not exist or has been
minimized, it does not need to be suppressed
by winding two-thirds pitch. A more rational
pitch can be employed — like five-sixths to
reduce fifth- and seventh-harmonics.
As stated earlier, third harmonic currents
have no path except in delta-connected
generators or in four-wire, wye-connected
neutrals. The third-harmonics are eliminated
by a three-wire, wye connection. By judicious
choice of coil pitch, say five-sixths, as shown
in Figure 37, the fifth- and seventh-harmonics
are quite low. Therefore, a three-wire, wye-
connected, five-sixths pitch generator is about
as harmonic-free as standard winding can
make it. The third-harmonic is eliminated,
while the fifth- and seventh-harmonics are at
low values.
As noted earlier, third-harmonic current will
flow in a wye-connected neutral. This is
usually of little significance from a heating or
derating standpoint because this current splits
three ways in the wye-connected machine. A
neutral current of 30% rated current will have
30/3 = 10% third-harmonic phase coil current.
Additional armature losses are 0.102 = 0.10
or 1%.
Third-harmonic neutral current can be an
annoyance to switchgear designers. Line-to-
neutral voltage may not read properly except
on true RMS reading instruments. And
protective relays may not react properly.
The amount of third-harmonic neutral current
between paralleled generators depends on the
difference in third-harmonic voltages
generated and the reactance between them.
Two machines with identical third-harmonic
voltages (either high or low) will have no
third-harmonic current in the neutral. This is
shown by the equation:
' "
T
V3 2 V3
I3 5
(X01 1 X02 1 XL)
T
I3 = Total third-harmonic current.
'
V3 = Third-harmonic content of first
generator, in volts.
"
V3 = Third-harmonic content of second V3
generator.
X01 = Zero-sequence reactance of first
generator, in Ohms.
X02 = Zero-sequence reactance of second
generator.
XL = Inductive reactance of connecting line
If the third-harmonic voltages are not equal,
third-harmonic current will circulate. The
lower the zero sequence reactance, the higher
the circulating current. It is inherent for a
two-thirds pitch winding to have far lower
zero sequence reactance than higher pitch
machines.
It is the difference in voltage that causes
neutral circulation currents. Both generators
are contributors. There is no advantage to a
two-thirds pitch winding when paralleling
generators. When paralleling with the utility
lines, the two-thirds pitch winding may be a
disadvantage due to low zero sequence
reactance.
As an example, let’s compare a four-fifths
pitch generator and a two-thirds generator
paralleled to the utility line. Consider a
480 Volt, 100 kW generator paralleled to a
utility bus with the neutrals tied together.
Typical values for the zero sequence
reactance are:
Two-thirds Pitch Generator
0.015 Ohms at 180 Hz
Four-fifths Pitch Generator
0.400 Ohms at 180 Hz
Utility transformer
0.001 Ohms at 180 Hz
35
 Typical third-harmonic voltages: third-harmonic currents in the neutral. As the
foregoing example demonstrates, due to the
Two-thirds Pitch Generator inherent low zero sequence reactance of the
0.1% or 0.28 Volts two-thirds pitch winding, any source of third-
harmonic voltage in the system can result in
Four-fifths Pitch Generator
high third-harmonic currents.
2.5% or 6.9 Volts
The two-thirds pitch winding is not a cure all
Utility
for third-harmonic current problems.
0.2% or 0.56 Volts
Generators having any pitch can successfully
Third-harmonic currents will be (neutrals tied parallel with each other and with a utility
solidly): source. If the neutrals are to be tied together,
the effects of third-harmonic currents in the
Two-thirds Pitch Generator neutral must be considered. If necessary,
(0.56 2 0.28) 5 17.5 Amps reactors, resistors, or switches must be installed
0.015 1 0.001 to limit these currents.

Four-fifths Pitch Generator Phase-to-neutral faults account for

6.9 2 0.56 5 15.8 Amps
0.4 1 0.001
The current-per-phase is one-third of the
neutral current, or 5.8 amps for the two-thirds
pitch machine and 5.3 amps for the four-fifths
pitch machine. This current would increase
the losses in these generators less than 1%. If
we look at the two-thirds pitch generator
because it has the highest third-harmonic
current, then:
150 Amps = 100% Rated Amps
(1502 1 5.32) = 1.000627 or 0.0627%
150 Additional Losses
Two-thirds pitch generators are occasionally
specified for systems where the machine is to
be paralleled with the utility or other
generators in the belief that this will eliminate
approximately 65% of all faults in an electrical
power system. Since the zero sequence
reactance is lower in two-thirds pitch
windings than higher pitch windings, and it is
used in calculating phase to neutral fault
current, this fault current will be considerably
greater in magnitude. This means there is a
greater potential for damage if a fault occurs.
Possibly higher interrupting capacity circuit
breakers will be required. Additional bus bar
bracing may be in order.
Transient Response and Stability
When a load is applied to or removed from a
generator set, the engine speed (rpm) is
temporarily changed from its steady-state
condition. This temporary change is called
transient response. When a load is applied, the
engine speed reduces and then returns to its
steady-state condition. This is generally
referred to as transient response. When the

Load
Removed
Overshoot

Load Steady State

Applied Stability

Frequency Dip
Time

Recovery
Time

Figure 38.

36
load is removed, engine speed is increased
momentarily, then returns to its steady-state
condition. Time required for the generator set
to return to its normal steady-state speed is
called recovery time. This is illustrated in
Figure 38.
Compared to a utility power station, a
generator set is a finite or limited bus. The
typical electrical load applied to a generator
set represents a measurable percentage of its
total capacity. Certain factors can influence
generator set performance and will aid in
understanding the system dynamics. These
include:
• Voltage regulation system
• Percent of total load
• Engine configuration
• Inertia of engine/generator - WR2
• Governor
The volts-per-Hertz regulation system is used
on all Caterpillar Generators. Voltage follows
frequency proportionally, allowing the engine
to accept large block loads more readily. With
a constant voltage regulator, speed recovery
from large block loads may be impossible.
Engine speed rpm decreases as any load is
imposed on a limited bus. This causes the
frequency/voltage to dip accordingly. The
greater the load, the greater the percent of
dip, and the longer it will take the engine to
recover.
The engine configuration is significant. For
example, an engine equipped with low
pressure gas will have a slower response to
block loads. This is caused partly by the
longer time required for fuel to reach the
cylinders.
Figure 39.
Inertia or stored energy in the engine-
generator rotating mass will help maintain the
frequency until more fuel can be inducted into
the cylinders. The larger the WR2, the less
frequency variation.
Finally, the engine governor reacts to a
sudden speed change by adjusting the fuel
rack position. Since a diesel engine needs an
adequate supply of both fuel and air to
respond, a governor’s overall contribution to
reducing transient response is minimal.
Like response, generator set stability can have
a critical effect on the success of an
application. Steady-state stability is generally
considered to be a generator set’s ability to
maintain a fixed speed (frequency) and
voltage during a time period with no load
change. It is measured in terms of frequency
(Hz) and percent voltage deviation. This is
illustrated in Figure 38.
The same factors that affect response also can
affect steady-state stability, and usually for the
same reasons. One other factor that can affect
idle stability (important for paralleling), is the
presence of an idle circuit. The carburetors on
Caterpillar Gas Engines generally do an
adequate job of providing idle stability for
applications where it is not very critical (most
industrial applications). When very good idle
stability is required, as for paralleling to a
utility, then a idle circuit may be added.
Engine stability at idle is heavily dependent
on air-fuel ratio. The idle circuit provides a
means by which the air-fuel ratio at idle can
be adjusted without affecting the engine’s
performance while loaded.
Additional discussion on response and steady-
state stability, along with the definitions for
37
 Spark Ignited ISO Class I and II, is given in
the section on Engine Selection.

Switchgear
Switchgear design for any installation
depends on both technical and economic
considerations. The content of the switchgear
can vary from only high voltage components
to controls and annunciation. Discuss content
considerations between all parties involved to
assure proper operational capability. Various
arrangements of systems are possible. Only
the basic points will be covered in this topic.
Specific details have been intentionally
omitted.

A protective relay coordination study is

necessary to ensure the compatibility of the
system and the protection of the generator.
Caterpillar does not provide this service but
recommends contacting qualified personnel, Figure 40.
such as the switchgear manufacturer for this
type of information.
Remote switchgear offers advantages if
Types located in a separate room. Although
Control panels normally include switchgear operates in engine rooms, service
engine/generator instrumentation and life is greatly improved by mounting a clean,
controls for manual or automatic operation. dry, well-ventilated room with 30°C (85°F)
According to size and complexity, they may maximum temperature. It is also beneficial to
be mounted on the generator set or remote- filter incoming air and maintain the room
mounted on walls or floors. The generator- under slight air pressure to encourage
mounted panel as shown in Figure 39 displays cleanliness.
equipment typical for automatic and manual
parallel applications. Annunciators for prealarms can be
incorporated to the main control panel,
Floor-standing or wall-mounted panels allow Figure 39 or remote mounted, Figure 41.
room for complex controls and components
carrying higher currents. A minimum
working area of 1 m (3 ft) will allow access to
the rear of the switchgear, while provisions
must be made for entrance and exit of power
and control leads. A typical floor-standing
control is shown in Figure 40.

Figure 41.

38
 NORMAL
POWER
SOURCE ENG ENG/GEN
CONTROL

GEN
MAIN
SERVICE
DISCONNECT
CURRENT
PROTECTIVE
DEVICE
EMERGENCY
LOADS

TRANSFER
CURRENT SWITCH
PROTECTIVE
DEVICE

NON-EMERGENCY
LOADS

Figure 42.

39
 Shunt trips allow tripping of circuit breakers
from remote locations by operators or alarm
signals. Closing breakers from remote
locations is accomplished by adding motor
operators, or replacing conventional breakers
with ones incorporating stored energy
devices.
Scope of Supply
Components that makeup the switchgear are
provided by numerous suppliers. For
example, the electronic governor, voltage
regulator, generator metering CTs, and cross-
current compensation CTs, are typically all
supplied from different sources. This requires
communication between all parties for
compatible components to be supplied.
It is important to clearly define who is
supplying annunciation equipment and what
functions are to be signaled. For example, will
engine functions be annunciated at the
switchgear? If so, is one or multiple
annunciator lights required? Will generator
winding and temperatures be annunciated as
an alarm, shutdown, or both? The generator
supplier can provide the temperature
detectors, but it will normally be left to others
to supply the annunciation equipment.
Electrical Codes
Clearly define the required electrical coders
for all equipment.
DC Protection and Control
This includes engine protection, start stop
logic, annunciation, paralleling, etc. The
supplier of this equipment should ensure the
governor control is installed in an accessible
location.
AC Protection – Distribution and
Metering
Ensure proper CT-PT ratios are provided for
the governor and protective relays.
Adjustment ranges of the protection devices
must be compatible with the electrical
performance characteristics of the generator
set.
Automatic Transfer Switch
An automatic transfer switch transfers
electrical loads from a normal source, usually
utility, to an emergency source, often a
generator set, when normal source voltage
fails. When normal power is restored, the
40
switch automatically retransfers to the normal
source.
The switch senses power interruption and
signals the engine cranking panel to start. It
monitors generator voltage and frequency. It
transfers the load when they are acceptable.
The switch continues to sense normal power
and, when restored, retransfers to normal and
shuts down the generator set.
Time to switch from one power source to
another can be extremely short. A transfer
switch can typically activate in less than
30 cycles. Use caution when transferring
loads, particularly synchronous motors over
37 kW (60 hp) driving high inertia equipment.
When disconnected from the power source,
magnetic flux developed by these motors
temporarily maintains voltage. This can cause
serious mechanical or magnetic problems as a
power source is reconnected. It can be
compared to out-of-phase paralleling and
produce transient torque ten times that of
rated.
To avoid this problem, delay transfer
whenever possible until residual voltage is
less than 25% of rated. Synchronous motors
should remain off-line until rotation ceases.
In standby applications, the emergency
generator set requires five to ten seconds to
start and develop rated frequency and voltage.
Usually, this is sufficient time for regenerative
voltage to decay.
On retransfer to normal power, this out-of-
phase condition must again be avoided. When
rapid transfer is required and transfer takes
place, the emergency power source must
match voltage, frequency, and phase angle.
Ambient Conditions
Excessive heat, dirt, moisture, and
contaminated atmospheres reduce electronic
component reliability. Certain equipment,
such as circuit breakers and fuses, begin
derating above 40°C (104°F) or 1830 m
(6000 ft) altitude.
Switchgear ideally is located in clean, dry,
well ventilated areas. Where generator sets
operate continuously, complete isolation in an
air conditioned control room may be
appropriate. Adequate working area provides
access to both front and rear of panels.
Circuit Protective Devices
Maximum fault current developed by systems
can be calculated at any point in that system.
Interrupting capacity of overcurrent devices
must be greater than fault current delivered
where the device is applied.
Maximum short circuit current which
generators produce is slightly affected by
regulator design, so only electrical properties
of the generator are considered. Three-phase
first cycle, symmetrical, RMS short circuit
current developed by a generator is:
Isc = Ir
x”d
Isc = Average symmetrical amperage, three-
phase first cycle.
Ir = Rated amperage.
x”d = Direct axis subtransient reactance per
unit value.
Line to neutral short circuit values may
exceed those of three-phase shorts.
Caterpillar Generators typically produce eight
times rated current on a three-phase fault. If
Typical Generator Short Circuit Current
generators are in parallel, or if paralleled to
utility bus, overcurrent devices must
withstand the total short circuit current
developed by all generating devices.
Synchronous and induction motors feed
additional short circuit current to the fault at
a value approximately equal to their locked
rotor rating. If a circuit breaker is used,
additional protective devices upstream of the
breaker may be required when connected to
the utility.
Without outside influence, short circuit
current developed by the generator decays
within three to five cycles below the activating
range of the overcurrent device, Figure 43.
While clearing time of circuit breaker
contacts may range for 1-1/2 to 3 cycles,
actual unlatching time is less than 1 cycle.
This rapid reaction allows the breaker to
separate the fault from the bus.
Coordination, or selectivity, of all overcurrent
devices in the distribution system is required
to protect against total system failure on short
circuit faults. When this capability is required,
both overcurrent devices and generator
characteristics must be expanded. Circuit
breakers or fuses must include short time

1200

1100

1000

900

Amperes 800
In
% 700

600

500
With Series Boost
400
Level Specified
By Marine Societies For 300
Selective Circuit
Breaker Tripping 200

Rated Current 100

W/O Series Boost

0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40

Seconds
3 6 9 12 15 18 21 24
Cycles
Figure 43.

41
 delays. Delays between unlatching and actual
clearing of the overcurrent are the major
obstacle in coordinating breakers. These
delays also allow current to flow through a
breaker until contacts clear and extinguish
the arc. In a poorly coordinated system with
several breakers in series, the larger
upstream breaker may start to unlatch prior
to the fault being cleared by smaller breaker.
This could disable the entire system.
Fuses vs Circuit Breakers
Specific requirements for each electrical
system must be analyzed to determine the
overcurrent protection best suited for the
application. Not only must the system be safe
under all service conditions, but ensure
continuity of service as well. Intelligent
selection and combination of fuses and circuit
breakers result in systems of maximum safety
with minimum outages.

The generator must continue to supply high Each protective device offers many designs
current levels during the fault to allow time and exhibits overlaying capabilities. The
for coordinating all protective devices. Actual following comparison has been made only of
time required is usually less than three basic devices. Fuses are considered to be dual
seconds. Certain marine classification element with high interrupting capacities.
societies have specified ten seconds minimum Circuit breakers are three-pole
for maintaining current levels 300% above thermomagnetic molded case.
rated. The generator requires a series boost
option on the regulator circuit or a permanent
magnet exciter to satisfy these requirements. Fuses (Including Switch)
Figure 43 describes the effect of series boost Advantages Disadvantages
on a typical decrement curve. Simple Switch Required
Fireproof Nonresetable
Partial grounds may cause current flow Precise Characteristics Nonreusable
sufficiently large to cause damage even if it’s Initial Economy Nonadjustable
below the current rating of protective devices. Very High Interrupt Capability Nonindicating
To guard against this fault, ground fault High Current Limiting Single Pole Only*
protective devices are used. They sense No Maintenance
abnormal current flow and clear the circuit by Fast Opening
the circuit breaker shunt trip.
* Normally a disadvantage because single-phasing of three-
Ground fault relays respond to current flows
phase motor may occur. May be advantage in emergency
of 50 to 400 amperes, depending on load
conditions where limited power is desired even when one
characteristics of the distribution circuit.
phase is inoperative.
Nuisance tripping from normal changes in
load current must be avoided. Unwanted
tripping may also be caused by SCR loads
incompatible with ground fault protective Circuit Breakers

devices. Advantages Disadvantages

Multipole Complex Construction
The system described pertains only to Small, Convenient Periodic Maintenance
equipment protection and affords no Resetable High Initial Cost
protection to personnel. Current as small as Mode Indicator Medium Interrupt Capability
7–1/2 milliamps is sufficient to arrest heart Testable
muscles. Adjustable
Auxiliary Contacts
Multi-Options -
Remote Control

42
Fuses
Fuse application for overcurrent protection in
electrical systems is popular, particularly
outside the United States. Various types are
available. Select by considering the following:
Figure 44.
• Voltage Rating
A voltage rating must be equal or greater
Circuit breakers are often protected by fast-
than voltage of the circuit in which the fuse
acting fuses because of their high current
is applied. This rating is not a measure of
limitation. Fuses limit short circuit current to
its ability to withstand a specified voltage
values which can be safety absorbed by the
while carrying current. Rather, it defines
breaker or other system component. This is
the fuse’s ability to prevent the open circuit
particularly important when the circuit is
voltage of the system from restriking and
paralleled to large power sources, such as
establishing an arc once the fuse link has
utilities. Fuses are also used for switchgear
parted.
meter and instrument protection.
• Continuous Current Rating
The graph in Figure 45 illustrates current
Continuous current rating should equal or
limiting properties of fast-acting fuses. In the
be slightly greater than the current
example, the rms value of a potential short
carrying capacity of the circuit which it
circuit current, calculated from circuit
protects. Only in special cases where
constants, is 100,000 amperes symmetrical.
connected equipment has unusual
From the intersection of this value with line
characteristics, or where ambient
A–B, instantaneous peak value is
temperature is quite high, should the fuse
230,000 amperes. If typical 100-ampere fuses
rating be greater than the current-carrying
were used, peak let through current
capacity of the circuit.
approximates 7500 amperes – about 4% of
• Interrupting Rating current that would flow if the fuse were not
For power application under 600 V, high protecting the circuit.
quality fuses which have a 200,000 rms
Electronic circuits which carry transient
symmetrical ampere interrupting rating are
currents use time delay-type fuses. They open
adequate for large power systems.
quickly on a short, but still retain circuit
Electronic applications require small
integrity for normal current fluctuations.
dimension fuses which have sufficient
interrupting rating. Circuit Breaker
Circuit breakers open and close a circuit by
• Degree of Current Limitation
nonautomatic means. They open automatically
Fuses for circuits containing motors,
on a specific overcurrent without damage.
transformers, or any inductive device are
Most common is the molded cast type, which
usually dual element, Figure 44. This
is an integral unit in a supporting and
provides a time delay section to carry in-
enclosing housing of insulating materials. It
rush current which opens after a specified
protects low voltage distribution systems
delay for overload protection. A second
against overloads and short circuits.
section limits the high energy of a short
circuit. Generator field breakers cause loss of
excitation and are useful as generator
disconnect devices. They are not adequate
main line disconnect devices.

43
 400,000
300,000 B
200,000
AMPERE
100,000
80,000 RATINGS

Instantaneous Peak Let Thru Current In AMPS

60,000
40,000 600
30,000 400
20,000 200

10,000 100
8,000 60
6,000
4,000 30
3,000
2,000 15

1,000
800
600
400 A
300
200
100
100

200
300
400
600
800
1,000

2,000
3,000
4,000
6,000
8,000
10,000

20,000
30,000
40,000
60,000
80,000
100,000
200,000
Prospective Short Circuit Current – Symetrical RMS AMPS

Figure 45.

circuit current. Either device opens all poles

of the breaker, preventing single-phase
operation of three-phase motors.

Breakers are available with fixed or

interchangeable electromechanical trip units.
Interchangeable units are most common and
have adjustable magnetic elements. Thermal
settings are fixed. A typical trip curve for a
Westinghouse 100 amp thermomagnetic
breaker depicts dual element trip
characteristics, see Figure 48.

Figure 46.

Conventional breakers are referred to as

thermomagnetic type. A bimetal strip deflects
during sustained overload and an
electromagnetic coil activates from high short

MAG. ELEMENT

TRIP BAR

LATCH

CONTACTS CONTACTS
CLOSED OPEN
LOAD LOAD
BIMETAL LINE LINE
Figure 47.

44
 THERMAL
Reference Materials
ACTION LEKM7090 EDS 70.3 SCR Controlled Loads
60
ANSI/IEEE Guide for Generator Ground
Time MAGNETIC
Protection
Seconds ACTION (Form C37-101-1985)

SENR3028 3161 Governor Service Manual

.016
SENR3585 2301 Service Manual
250% 4000%
Current In % Of SENR4661 Heinzmann Governor Service
Breaker Rating Manual
Figure 48.

Molded case circuit breakers are current

rated at a specific ambient temperature. This
rating is the continuous current the breaker
will carry in the calibrated ambient
temperature. Most manufacturers calibrate for
40°C (104°F) ambient.

A breaker’s interrupting rate is maximum

fault current interruptible without damaging
the breaker.

A shunt trip can remotely trip the circuit

breaker. It uses an AC or DC electrical signal
initiated manually, or by a contact closure
signaling engine/generator malfunction. To
reclose after shunt tripping, manually reset
the breaker handle.

A motor operator remotely opens and closes

the breaker by engaging the operator drive to
the breaker handle. The handle is positioned
by motor action. The motor operator is
intended for infrequent use in line with UL
endurance standards for molded case
breakers. Molded case breakers will
withstand a minimum 6000 cycles at rated
load and an additional 4000 cycles at no load.

Additional reference information can be found

in the following Caterpillar publications:

45
Governors
Description
Types of Governors
Hydra-mechanical Governor
Woodward 3161 Governor
Woodward PSG Governor
Woodward Flo-Tech 68 Governing System
Woodward 8290/1724 Governor
Woodward 2301A Speed Control Governor
Woodward 2301A Load Sharing Governor
Woodward 701A Digital Speed Control
Woodward ProAct
G3600 Governor
Generator Set Stability and Response
Governor Selection
Governors Generator Applications

63.6 DROOP
6%
62
Description 61.8 3%

The engine governor in its simplest form 60

0% (ISOCHRONOUS)
controls engine speed. To select the correct Frequency
(Hz)
governor for a particular application, 58
governor capabilities must be understood.
The following terms are commonly
encountered when describing governors.
0
50 100
Droop – describes the relationship of engine % Load
speed change from no load (high idle) to full
load (rated) in steady state operation. Figure 49a.
Expressed as a percentage, droop is
calculated as follows:
Industrial Applications
% Droop = Speed at no load 2 Speed at full load 3 100
Speed at full load

Figures 49a and 49b describe various degrees

of droop for both generator and industrial Horsepower

applications. The percent droop remains

constant and independent of operator speed
change. If the operator changes the throttle
on industrial engines, he is actually changing
the full load speed. The full load rpm would
shift either up or down. The percent increase
in speed to no load speed would remain the
same.
Many applications can easily accept some
speed droop. Doing so allows the use of a less
costly and complex governor and still allows,
in gen sets, the capability of paralleling with
other units.
Isochronous—O% droop, i.e., constant
engine speed from no load to full load. This
capability is often required on gen sets with
certain loads demanding precise frequency
control such as communications equipment,
computers, movie lighting, and clocks.
Isochronous speed capability is also required
for automatic paralleling.
Compensation—Feedback adjustment
allowing the governor to be tuned to the
application, providing for stable engine
operation. This feature may either be
hydraulic or electrical and adds cost to the
governor.
Droop
12%
8%
3%
0 No Load
rpm
Full Load Speed
Figure 49b.
Transient Response—The time interval
required for the engine speed to recover from
a sudden load change. Overshoot is the
maximum momentary increase in frequency
on sudden load removal. Figure 50 is an
example of how an engine reacts to sudden
load changes.
Types of Governors
Application requirements for governors can
range from the simple to complex. And just as
there are a wide variety of applications,
Caterpillar offers a wide variety of governors
to meet customer needs.
Hydra-mechanical Governor
The Caterpillar hydra-mechanical governors
sense engine speed mechanically, and use the
engine’s oil pressure to hydraulically move
the actuator. This governor has a fixed droop

49
 Transient Load Response
OVERSHOOT
LOAD
APPLIED
SPEED DIP
RECOVERY
TIME
Figure 50.
of 11%. Caterpillar hydra-mechanical
governors are available only for gas
engine/industrial applications.
Woodward 3161 Governor
The 3161, Figure 51, is a hydra-mechanical
governor capable of isochronous operation. In
addition to isochronous operation, the 3161
can be externally adjusted for 0%
(isochronous) to 8% droop. The 3161 comes
with either manual, pneumatic (3-15 psi), or
electric (24 V) remote speed control. A
compensation needle valve is provided that
allows adjustment of stability and response.
Figure 51.
50
LOAD
REMOVED
SPEED BAND
TIME
Woodward PSG Governor
The PSG, Figure 52, is a hydra-mechanical
speed control governor used for controlling
speed and load sharing. The PSG governor
can be used in the droop mode or in
isochronous operation, depending on the
application. The industrial engines come
standard with a positive locking manual speed
control. The gen sets come standard with a
24 V DC motor that can provide remote speed
adjustment. Even though the PSG has its own
oil pump, it uses oil from the engine and must
use a straight weight oil for proper governor
operation.
Figure 52.
Woodward Flo-Tech 68 Governing
System
The combination of the Flo-Tech speed
control and the Flo-Tech 68 actuator with
integral throttle (Figure 53) offers improved
stability and response over the former
acutator and control. FloTech offers flow-
shaping, optimizing the flow of the fuel
mixture into the cylinders. This enhancement
will address the flow variability of the
standard throttle body. The governing system
is designed to provide basic isochronous
speed control for gas engines. Engines with
mechanical loads and generator loads are
handled equally well. This govering system Figure 54.

will become standard on all G3406 engines

used for electric power generation.
Woodward 2301A Speed Control
Governor
The 2301A Speed Control Governor is an
electric isochronous governor (with droop
adjustment) that controls a EG3P, Figure 55,
engine-driven hydraulic actuator and requires
a straight weight engine oil. The 2301A Speed
Control Governor is used mainly for standby
and stand alone applications. If operated
parallel to a utility, the governor can only
control in droop mode. In the isochronous
mode, it cannot load share with another unit,
or the utility, without a Woodward load share
module.

Figure 53.

Woodward 8290/1724 Governor

The Woodward 8290/1724, Figure 54, is a
completely electronic governing system. The
8290 identifies the control assembly. The 1724
identifies the actuator assembly. The 8290 is
an isochronous electronic control. The 1724
actuator is an electric actuator. In order to
provide load share capability, an add-on load
share module is offered as an attachment.

Figure 55.

51
 Woodward 2301A Load Sharing
Governor
The 2301A Load Sharing governor, Figure 56,
is a 2301A Speed Control with the load share
module built into the same control. It also
uses the EG3P actuator. When an application
requires load sharing between paralleled AC
generators, or the utility, the 2301A Load
Sharing Governor is less cost than the 2301A
combination with a load control module. This
governor is isochronous (with droop
adjustment) and is specifically designed to
provide automatic and proportional load
division between paralleled AC generators
and still maintain isochronous speed. This
governor is satisfactory for single and
multiple-unit power applications, or when
used individually in the standby mode.
Figure 56.
Woodward 701A Digital Speed
Control
The 701A governor, Figure 57, is a
microprocessor controlled governor with
programmable memory to vary governor
dynamics. The 701A governor has provisions
for multiple gain settings which allow
optimizing the governor adjustments and
engine performance for the various modes of
operation. An increasing number of units are
being installed in complex power projects
where the governor must be integrated with
process controllers that combine operation
with auto parallel devices, auto loading
devices, and export/import controllers. For
satisfactory performance, different governor
gains are required for each mode of
operation. For those installations requiring
multiple governor gains, Caterpillar
recommends the Woodward 701A digital
52
governor. The 701A governor has speed
control functions only. Load share ability is
provided by an additional module. The 701A
governor load share module is the same add-
on module as for the 8290/1724. The 701A
governor also uses the EG3P hydraulic
actuator and requires a straight weight oil.
When the following two conditions occur
concurrently, the Woodward 701A governor is
recommended for use in place of the 2301A:
• When installation involves an automatic
paralleling device.
• When the unit is paralleled to a utility grid
even briefly during load transfer.
Figure 57.
Woodward ProAct
The ProAct governor, Figure 58, is a digital
control system with an electrically powered
governor actuator. The actuator, Figure 59, is
directly coupled to the engine throttle and
provides 75 degrees of rotation. The control
has two complete sets of dynamic adjustments
to aid when operating with such conditions as
two different fuels, or in parallel/stand-alone
electrical generation. A four-point gain
schedule is available in each set of dynamics.
The control can operate in isochronous or
droop.

Figure 58.
Figure 59
G3600 Governor
The G3600 Engines use an electronic
governor specifically designed by Caterpillar
for G3600 Engines. It uses electric powered
actuators to control the fuel actuator,
wastegate, and choke. The fuel actuator is
used to govern the engine while the
wastegate and choke are used to control air-
fuel ratio.
Each engine comes with it’s own personality
module installed in the governor. It is tuned
for a given application over the entire range of
operation. This eliminates the need for
complicated tuning techniques associated
with other less sophisticated governors. Load
share capability is added by the pulse-width
modulated load share module available as an
attachment.
Generator Set Stability and
Response
The transient response and steady-state
stability of generator set engines can vary
with a number of factors: engine model,
engine speed, aspiration, power factor,
governor, gas pressure, and the presence of
an idle circuit. Diesel Engines have a short
mechanical path between the governor
actuator and the fuel delivery system to the
combustion chamber. This results in a very
responsive system that responds quickly to
load change requests from the governor. On
gas engines, the governor controls a throttle
plate that adjusts the intake manifold pressure
to control power. The intake manifold
pressure will determine the amount of air-fuel
mixture in the combustion chamber, hence
the engine power. The physical volume of the
intake manifold and the flow dynamics of the
air-fuel mixture add time constants into the
pressure will determine the amount of air-fuel
mixture in the combustion chamber, hence
the engine power. The physical volume of the
intake manifold and the flow dynamics of the
airfuel mixture add time constants into the
governor control system. The result is a less
responsive system than the diesel.
ISO Class 1 and 2 are international standards
for generator set response criteria. The ISO
have recognized the response differences
between diesel and gas engines and have two
different sets of performance requirements.
The ISO requirements for gas engines are not
as stringent as they are for diesel engines.
The frequency deviation and recovery times
for gas engines are approximateb double that
of diesel. The two different ISO Classes refer
to the performance level or specifications.
Class 2 has more demanding performance
specifications than Class 1. The ISO Class 1
or Class 2 referred to in this book, are gas
engine Classes . Table 1 reflects the current
ISO standards for Class 1 and 2 gas engines.
53
 Transient Response
Class 1 Class 2
Frequency Recovery Time 10 sec 5 sec
Frequency Deviation
Stepped Load Increase -25% -20%
100% Load Decrease +18% +12%
Tolerance for Recovery ±1.75% ±1.0%
Voltage Recovery Time 10 sec 6 sec
Voltage Deviation
Stepped Load Decrease +35% +25%
100% Load Increase -25% -20%
This criteria is based on adding load in two steps:
Step 1: 116 psi bmep or approximately 64% of rated load
on most TA engines.
Step 2: Remainder of load.
Full load pickup for engines rated above 116 psi bmep, is
not a requirement under the ISO classification. For
dropping a load, 100% is used.
Steady-State Stability
Class 1 Class 2
Frequency ± 1.25% ± 0.75%
Voltage ± 5.0% ± 2.5%
The generator set stability required for auto-paralleling is
±0.25%. (Note: this is a Caterpillar requirement, not an
ISO requirement.)
**For ratings above 116 psi (800 kPa) bmep (most TA
ratings), smaller load steps may be specified where
Class I or Class II requirements can be met.

Table 1.

54
Governor Selection
Tables 2 and 3 summarize the various
governor configurations offered in the price
list.

Governor Availability and Recommended Usage

2301A Speed Control

Governoring System
2301A Load Sharing
3161 24V DC Motor

PSG 24V DC Motor

3161 Positive Lock

PSG Positive Lock

Hydra-mechanical

Caterpillar G3600
3161 Pneumatic

Flo-Tech 68
8290/1724

701A
2301
G3600 Ind/Gen S
G3500 Ind S A A A
G3500 Gen* S A A
G3412 Ind S A A
G3412 Gen A A S A
G3408 Ind S A A
G3408 Gen A A S A
G3406 Ind S A A
G3406 Gen S
G3306 Ind S A
G3306 Gen S
G3304 Ind S

S - Standard equipment
A - Can be obtained as an attachment
* Some models offering Woodward ProAct as standard. Consult price list for details.
Table 2.

Governor Features
2301 A Speed Control

2301 A Load Sharing

3161 24V DC Motor

PSG 24V DC Motor

3161 Positive Lock

PSG Positive Lock

Governing System
Hydra-mechanical

Caterpillar G3600
3161 Pneumatic

Flo -Tech 68
8290/1724

701A

Speed Droop X X X X X X X X X X X
Isochronous X X X X X X X X
Load Sharing At Isochronous Speed X* X* X X* X* X**
Rheostat Speed Adjustment X X X X X X
Electric Motor Speed Adjustment X X
Pneumatic Speed Adjustment X
Manual Speed Adjustment X X X X
Adjustable Feedback Comp. X X X X X X X X X X
Dual Dynamics X X X
Manual Paralleling X X X X X X X X**
Automatic Paralleling X* X* X X* X* X**
High Idle Low Idle Contact X X X X X
* Load sharing is provided by an optional load share module.
** Additional accessories required.
Table 3.

55
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600-G3300

● Low Energy Fuels

LEKQ7260 7-97
G3600-G3300
Low Energy Fuels
Introduction
Opportunity
Low Energy Fuel Engine Features
G3600 Low Energy Fuel Engines
G3500 Low Energy Fuel Engines
G3400 - G3300 Low Energy Fuel Engines
Low Energy Fuels
Landfill Gas
Digester Gas
Coal Seam Gas
Landfill Gas Processing Equipment
Engine Emissions
Catalyst Operation With Landfill Gas or Digester Gas
Lubrication
Scheduled Oil Sampling
Cooling System
Radiator
Expansion Tank
Heat Recovery Equipment
Crankcase Ventilation System
Design Guidelines For Crankcase Ventilation System
Crankcase Blower
Crankcase Ventilation Manifold
Adjustment Procedures
Exhaust System
Engine Protection
Generator Set Transient Response
Low Energy Fuels
Introduction
Caterpillar has decades of experience
operating spark-ignited engines on medium
and low energy fuels. Through 1996,
Caterpillar has in excess of 400 megawatts of
landfill and digester gas installations. These
two fuels are the focus of this manual.
Caterpillar offers a complete range of gas
engines that can be operated successfully on
wide range of landfill gas and other low
energy fuels. Our model G3600 and G3500
Low Emission Gas Engines, used in single or
multiple installations, seem to best fit the
profile of economically feasible landfill power
projects. The engines have had specific
product development to make them suitable
for use with landfill gas. Digester applications
are typically smaller in size and have been
served well by our G3300 and G3400 size
engines, although several projects with
digester gas have multiple G3500 or G3600
engines.
All Caterpillar Gas Engines are built on a
diesel frame. The block, crankshaft, bearings,
connecting rods, in fact most of the basic
components are diesel design. As one of the
leading engine designers and builders in the
world, it makes economic and engineering
sense for Caterpillar to use their diesel
strength to build a gas engine. This inherent
structural strength combined with specific
components designed for landfill gas
operation, provides excellent performing,
very durable gas engines.
Opportunity
In the US alone there are some 5000 landfills
in active operation. Worldwide there are many
more landfills. All of these landfills have
decomposing garbage that in turn produces
methane. The methane must be controlled in
order to avoid migration of the gas to
neighboring areas, adverse effects on plant
life, odor, and emission of methane to the
atmosphere. Methane released to the
atmosphere is a factor in proposed global
warming theories. Conversion of methane to
carbon dioxide via combustion reduces the
warming effect.
Of course the benefits of capturing methane
from landfills or digester facilities extends
beyond environmental. Methane can be
converted to money by generating and selling
electricity. Many more landfill gas-to-
electricity projects are anticipated in the
coming years. Digester facilities’ gas-to-
energy projects may not typically sell
electricity but would reduce the overall
amount of electricity the facility is required to
purchase.
Significant landfill gas opportunities have
developed where there are tax credits, such
as in the USA, or subsidized electricity rates,
such as in the UK. Worldwide, these
incentives combined with aggressive
developers have lead to many successful
applications of Caterpillar engines using
landfill gas. Digester applications have
become popular where electricity rates are
high and where restrictions exist against
placing organic material in landfills.
Low Energy Fuel Engine Features
Caterpillar low energy fuel engines are
specifically designed for landfill and digester
applications. The following describes specific
features of the low energy fuel engines.
G3600 Low Energy Fuel Engines
Fuel System
The G3600 fuel system for Low Energy Fuel
applications is modified from the pipeline gas
system to allow for the increased flow and to
prevent problems due to corrosive
contaminants in the fuel. The gas shutoff
valve is increased in size to allow for higher
flow rates and contaminants. The fuel control
valve and gas admission valves are also
modified to allow more flow. A different
camshaft with increased dwell is installed to
increase the gas flow through the gas
admission valves. For prechamber
enrichment fuel, the standard check valve is
installed but the needle valve is larger than
the standard needle valve.
The minimum fuel supply pressure
requirement is the same as pipeline gas
engines, 310 kPa (45 psi) at the fuel control
valve, downstream from the gas pressure
5
 regulator. In some cases the gas pressure
regulator has internal modifications to allow
for higher flow requirement.
Cooling System
The cooling system configuration for landfill
or other corrosive fuel applications does not
change from the standard G3600 arrangement
however the jacket water temperature is
elevated with thermostats which control to
110°C (230°F). The cooling system consists
of two circuits which are described below.
The jacket water circuit temperature is
elevated to prevent condensation of acidic
compounds inside the engine. The standard
G3600 engine driven jacket water pump can
be used up to 112°C (235°F).
The separate circuit system includes the
aftercooler and oil cooler which are run in
parallel. The aftercooler does not change
since the fuel is mixed with the air in the
intake port, after the aftercooler. Oil
temperature is controlled by thermostats
which regulate oil flow through the oil cooler.
The oil temperature is maintained at 85°C
(185°F).
Crankcase Ventilation System
The low energy fuel engines have a non-
ingestive positive crankcase ventilation to
purge the moisture and corrosive blow-by
gases from the crankcase. The crankcase
ventilation system is an integral part of the
engines and is essential for successful
operation. The system requires a customer-
supplied blower. Setup of this system is
describe later in this manual.
Cylinder Heads
The ignition body which holds the
prechamber into the cylinder head has higher
corrosion resistance than the standard
ignition body. Extensive field testing has
shown this component is susceptible to
corrosion unless the material is upgraded.
The rest of the head components are identical
to heads used on pipeline gas applications.
Turbine Cleaning System
An abrasive cleaning system is provided to
prevent excessive deposits of silicon and ash
from engine oil on the turbine wheel of the
6
turbocharger. The system uses a light,
combustible cleaning media such as ground
walnut shells to remove the deposits.
Compressed air at 6.9 bar (100 psi) is
required to inject the cleaning media into the
exhaust stream. The maximum interval
between cleanings is 50 hours of operation.
G3500 Low Energy Fuel Engines
Fuel System
The fuel system for low energy fuels is sized for
the larger volumes of fuel flow. For example,
the volume of landfill gas flow through an
engine is 81% higher than a similarly powered
engine using natural gas. The increased flow on
landfill gas (19.7 MJ/Nm3, 500 Btu/scf) is
required in order to supply the engine with
same energy flow when compared with natural
gas (35.6 MJ/Nm3, 905 Btu/scf).
The standard fuel system carburetor used in
North America is the Impco 600D Vari-Fuel.
The Vari-Fuel model has replaceable gas jets
that can be changed to operate on various
gases. All engines with the Impco Vari-Fuel
carburetor are run at the factory on natural
gas. The units are shipped with natural gas
jets installed to allow a dealer to run the
engines in their shop, if required. The jets for
other gasses will be shipped with the engines
and can be installed on site in about a quarter-
hour operation. The jets shipped with landfill
engines are sized for 400 to 520 Btu/scf fuel.
The gas pressure regulator is a Fisher
Controls Model 133L, which has a 2 inch NPT
body with a 2 inch diameter internal orifice.
The fuel system is supplied in a low pressure
gas configuration, requiring a fuel supply
pressure of 7 to 35 kPa (1 to 5 psig).
The standard fuel system in Europe uses
hardware from Deltec. The Deltec has a
mixer body with a removable venturi that is
easily changed. Various venturi sizes exist to
permit engine operation on a wide range of
fuels. The engine is tested in the factory using
natural gas then the venturi is removed prior
to shipment. COSA dealers procure the
proper venturi for their customer’s fuel
directly from Deltec. The gas pressure
regulator is supplied by Dungs. This system
is for use with low pressure gas in the range
of 11 to 22 MJ/Nm3 and 50 to 100 mBar.
Cooling System
The cooling system used in landfill, or other
corrosive gas applications, is two-circuit with
the jacket water temperature elevated above
the standard 99°C (210°F). The two circuits
are the jacket water circuit and the auxiliary
circuit. Each are explained below.
The landfill engine has, as standard
equipment, a high temperature jacket water
cooling system. The thermostats begin to
open at 110°C (230°F) while standard cooling
thermostats are fully open at 98°C. The
higher jacket water temperature is used to
prevent water from condensing on the
cylinder liners and in the crankcase.
Condensed water will frequently be acidic and
cause corrosion to occur. The jacket water
circuit in the 2-circuit cooling system
separates the oil cooler from the jacket water
circuit. The oil cooler becomes a part of the
auxiliary cooling circuit.
The standard jacket water pump seal is
replaced with a seal designed to operate at the
higher jacket water temperatures. However, if
the jacket temperature is continually above
112°C (235°F), the seal will not be effective
and the Caterpillar pump must be replaced
with a customer supplied pump.
Standard cooling systems have the oil cooler
in series with the circulation of the jacket
water. The two-circuit cooling system has an
elevated jacket water temperature which
would cause the oil temperature to be above
the allowable limit of 99°C. Consequently, the
oil cooler is moved from the jacket water
circuit to the auxiliary circuit.
The auxiliary water flows from the pump to
the aftercooler core, then to the oil cooler
core, then to the thermostatic control valve,
to the radiator, and finally back to the pump.
The thermostat in the auxiliary circuit is set
for 54°C (130°F). Lower temperatures are not
permitted in order to minimize the amount of
potentially corrosive condensation in the
intake manifold. The rating with landfill gas
and 54°C (130°F) SCAC is higher than the
rating for natural gas and 54°C (130°F)
SCAC. This is due to the high Methane
Number (> 120 MN) of landfill gas which
leads to a large detonation margin.
The aftercooler core used in landfill and other
corrosive gas applications is made from
stainless steel. This core is a standard part of
the landfill package and provides the
corrosion resistance required to avoid attacks
from hydrogen sulfide and acids of chlorine
and fluorine.
The oil cooler has a thermostat to regulate oil
flow through the cooler. The thermostat
begins to open at 93°C (200°F) to control the
minimum oil temperature. This prevents the
oil from being overcooled, which would cause
maintenance problems and shorten engine
life.
Crankcase Ventilation System
The low energy fuel engines have a non-
ingestive positive crankcase ventilation to
purge the moisture and corrosive blow-by
gases from the crankcase. The crankcase
ventilation system is an integral part of the
engines and is essential for successful
operation. The system requires a customer-
supplied blower. Setup of this system is
describe later in this manual.
Cylinder Heads
Cylinder heads for the landfill engine
incorporate several modifications in order to
provide normal service life. Valve guide
clearance is decreased to minimize the
amount of corrosive blowby. Valve seats are
given a special three angle shape to provide a
combination of long life and increased contact
forces. The greater contact force combats
increased levels of deposits from higher TBN
oils and other deposits associated with landfill
gas.
G3400 - G3300 Low Energy Fuel
Engines
The G3300 and G3400 engines have only
some of the special features offered on the
G3500. For this reason, these engines are
limited in their low energy fuel applications.
The G3400 and G3300 TA engines are not
offered for landfill or digester applications.
The G3400 and G3300 NA engines may be
used in digester or landfill applications if the
fuel contaminants are below the levels shown
for a standard engine in Table 1.
7
 Fuel System
The fuel system offered for stoichiometric
product is from Impco. The Impco carburetor
allows the internal valve and jet to be changed
in order to operate on digester gas.
Cooling System
The G3400 and G3300 engines do not offer
high temperature jacket water operation.
When using digester gas, the jacket water
outlet temperature should be maintained as
close as possible to 99°C (210°F).
Crankcase Ventilation System
Caterpillar recommends that a non-ingestive
crankcase ventilation system be added to the
G3400 and G3300 engines when operating on
digester gas. The system aids in the removal
of potentially corrosive blowby gases in the
crankcase. Setup of this system is described
later in the manual.
Low Energy Fuels
Numerous low energy fuels are available for
potential application in reciprocating engines;
coke gas, blast furnace gas, producer gas,
landfill gas, digester gas, wood gas, among
others. Currently, only landfill gas, digester
gas and coal seam gas have seen widespread
commercial viability.
Landfill Gas
Composition
Landfill gas is produced through the natural
anaerobic decomposition of organic landfill
wastes. As it naturally occurs, the gas has a
composition of 55% methane and 45% carbon
dioxide. However, the concentration of
methane and carbon dioxide varies
considerably depending on the landfill
management technique. In practice, a typical
landfill gas composition has 45-50% methane,
35-45% carbon dioxide, 0-2% oxygen, 1-15%
nitrogen, plus a trace amounts of many other
compounds. Nearly all landfills that operate
with a gas collection system will have a pump
pulling the gas from the field. As the gas is
pulled from the field, some air intrusion from
the top and perimeter of the landfill into the
gas is expected but if the level of oxygen in the
gas exceeds 2%, problems are to be expected.
The presence of oxygen in the landfill will slow
8
down or stop the methogenic bacteria from
breaking down the landfill material. When this
happens, the methane concentration drops
considerably. If the oxygen level is greater than
2%, the landfill operator is not concerned about
optimal methane production but may be
attempting to control gas migration into areas
around the landfill or control excessive odor.
With careful landfill gas collection
management, a gas of stable methane content
within the range of 50-55% methane can be
obtained. Maintaining the methane to carbon
dioxide ratio from 1.1 to 1.2 provides ideal gas
production. For best engine operation results,
Caterpillar recommends operation on gases
with 45-55% methane.
When sampling the landfill for the gas
chemistry, it is important to take multiple
samples over a period of weeks. The
composition of landfill gas will fluctuate
depending on the amount of precipitation,
ambient pressure and temperature, and
changes in the landfill size.
For landfills where high levels of oxygen are
required in order to control odor or
migration, engines may operate successfully
with lower methane concentration levels but
the gas constituency is expected to change
erratically with time, leading to carburetion
problems. Engine power output will also be
reduced. With the increased levels of oxygen,
care must be taken to avoid creating a
flammable mixture of methane and air in the
fuel collection system or in the landfill.
Methane has a stoichiometric point by volume
of 9.47% in air and can combust if the
methane concentration is in the range from
5% to 15% by volume. Also with the increased
levels of oxygen, nitrogen will appear
according to the oxygen/nitrogen ratio in air.
When nitrogen levels exceed the amount
expected compared to oxygen, combustion
may be occurring in the landfill. Note that gas
quality problems often occur only in a zone of
the landfill. A properly designed landfill will
have many zones, each with its own isolated
gas collection system. By properly tuning all
areas of the landfill, good quality gas can be
expected.
Contaminants
Landfill and digester gases routinely contain
corrosive elements and solid particles. These
contaminants, depending on their
concentration, can be harmful to the engine.
Understanding these elements and
monitoring them is necessary for acceptable
engine performance and life. The corrosive
elements are divided into four major
categories. They are sulfur compounds,
halides, acids, and solids. Table 1 shows the
maximum concentration for gas contaminants.
Note some limits vary according to fuel heat
value and some limits depend on engine
configuration.
Sulfur Compounds
Sulfur compounds are formed during the
decomposition of organic waste. The primary
compound of concern is hydrogen sulfide
(H2S). Hydrogen sulfide is corrosive and can
lead to failed aftercooler cores, bearings, and
any parts containing copper in the engine.
The maximum level of hydrogen sulfide is
listed in mass per fuel heating value. Listing
the maximum level of hydrogen sulfide in
parts per million (ppm) is unsatisfactory. A
fixed ppm level and varying fuel heating value
will lead to a change in the total amount of
H2S delivered to the engine. Consider the
following example: 1000 ppm of H2S in field
gas (1000 Btu/ft3) equals 10.67 grams of
sulfur per kW. Example 2: 1000 PPMV of H2S
in landfill gas (450 Btu/ft3) equal 26.2 grams
of sulfur per kW. In the above examples, both
have 1000 ppm H2S but the second case
results in 2 1/2 times more sulfur per kW in
the engine. The maximum level of H2S
allowed in the fuel is shown in Table 1. For
hydrogen sulfide testing, Caterpillar
recommends Core Laboratories (see page 10
for address).
If the H2S concentration is greater than the
limit, the fuel must be treated to reduce the
level of H2S. The direct H2S attack cannot be
deterred by high TBN oils or controlled by oil
analysis. Therefore, it is essential that the H2S
in the fuel gas be reduced to levels below the
maximum. There are various devices available
to reduce H2S in the fuel gas, such as

Standard Engine Low Energy Fuel Engine

Sulfur Compounds as H2S mg H2S/MJ 0.43 57
See footnote (1,2)* ug H2S/Btu 0.45 60
Halide Compounds as Cl mg Cl/MJ 0 19
See footnote (1,3)* ug Cl/Btu 0 20
Ammonia mg NH3 /MJ 0 2.81
ug NH3/Btu 0 2.96
Oil Content mg/MJ 1.19 1.19
ug/Btu 1.25 1.25
Particulates in Fuel mg/MJ 0.80 0.80
See footnote (1,4)* ug/Btu 0.84 0.84
Particulate Size in Fuel: microns 1 1
Silicon in Fuel mg Si/MJ 0.1 0.56
See footnote (1,4)* ug Si/Btu 0.1 0.60
Maximum Temperature °C 60 60
°F 140 140
Minimum Temperature °C -10 -10
°F -50 -50
Fuel Pressure Fluctuation kPa ± 1.7 1.7
psig ± 0.25 0.25
Water Content Saturated fuel or air is acceptable. Water condensation in
the fuel lines or engine is not acceptable. It is
recommended to limit the relative humidity to 80% at the
minimum fuel operating temperature.

* Footnotes are located on pages 21 and 22.

Table 1. Maximum Contaminants and Conditions. Unless otherwise noted, Contaminant and Condition limits apply to fuel and
combustion air. See footnote (1) on pages 21 and 22.

9
 chemically active filters, reactive beds, and
solutions. During use, these devices deplete
the reactive chemicals and their performance
deteriorates. The devices then need servicing
or replacing. We recommend that even
though a fuel gas is scrubbed to remove H2S,
take precautions when using a high sulfur fuel
to protect against these intervals when the
chemical scrubbers deteriorate and require
servicing. Even brief intervals of operation
with high levels of H2S in the fuel can damage
the engine. Consult the section on Lubrication
for additional guidelines.
During combustion, hydrogen sulfide and
other sulfur compounds break apart, forming
sulfuric acid. This is a strong acid that can
cause extensive damage to the engine. It is
important to closely follow the fuel
contaminant limits, application guidelines, and
lubrication recommendations.
Halide Compounds
Landfill gas may contain halogenated
hydrocarbons. These are commonly referred
to as chlorofluorocarbons (CFC’s) and have
been widely used in the refrigerant industry.
Refrigerant 12, the most common refrigerant,
has the chemical name
dichlorodifluoromethane (CCl2F2) and the
trade name Freon-12. Refrigerant 11 and 22
are also similarly composed and have been
widely used. Paint thinners, degreasers,
aerosol cans, refrigerators, and air
conditioners are all sources for CFC’s and
other hydrocarbons. Very few of the
halogenated hydrocarbons are formed from
the decomposition of plastics and other
petroleum-based materials. When the CFC’s
are burned within the engine, chlorine and
fluorine are released during the combustion
process, then react with water, and finally
form hydrochloric acid (HCl) and
hydrofluoric acid (HF). Both these acids are
very corrosive to internal engine components.
Excessive levels of HCl or HF acid result in
accelerated piston ring, cylinder liner, exhaust
valve stem, and valve guide wear.
These hydrocarbons are heavier molecules
than the methane and CO2. They tend to
remain in the landfill until the landfill gas is
collected. Once gas is drawn from the field,
10
the hydrocarbons are evaporated into the
moving gas stream until they are depleted.
Measurements from producing landfills
indicate the volatile hydrocarbons drop to
10-25% from their original levels after one or
two years of gas production.
The level of halides is given in mass divided by
the fuel energy content, or micrograms of
chlorine and fluorine per low heating value of
the gas. This is the total amount of chlorine and
fluorine present in all the various compounds
that may carry halides. See Table 1 for the
maximum acceptable level. If this level is
exceeded at any time through the lifetime of
the project, serious damage may occur to the
engine.
Chlorinated hydrocarbon and
chlorofluorocarbon gases are in relatively low
concentrations within landfill gas, however,
their affect can be great. The most widely
used test to determine gas concentration is
the EPA624 test for volatile hydrocarbons.
This is a EPA water standards test which has
been adapted for measuring gases. The
EPA624 test is acceptable for determining the
chlorine level provided the minimum
threshold of detectability is 5 ppmv. This test
has shown variability from laboratory to
laboratory.
Caterpillar has developed a laboratory test for
measuring the levels of halogens within a
sample of landfill gas. The sample, including
the halogenated organic compounds, is
oxidized in a CO2 and O2 atmosphere. The
hydrogen halide by-product of the pyrolysis is
measured electrically using microcoulometric
titration. The accuracy of this equipment is
±0.002%, not including inaccuracy introduced
at the sample withdrawing and depositing.
Caterpillar recommends the follow laboratory
for halogen and hydrogen sulfide testing:
Core Laboratories- Houston
Attention: Gas Analysis Chemist
6310 Rothway Drive
Houston, TX 77040
(713)690-4444 phone
(713)690-5646 fax
If the chlorine or fluorine level exceeds the
maximum shown in Table 1, fuel treatment is
required. Chlorine and fluorine are water
soluble and are frequently carried into the
engine by water vapor. Removing the water
vapor by drying the fuel will reduce halogen
levels. For more information, see the section
on fuel system design in this manual.
Acids
Low energy gases in many cases are
saturated with water vapor. Pure water vapor,
even in large amounts, does not damage the
engine. However, water vapor can combine
with the organic compounds to form organic
acids and combine with carbon dioxide to
form carbonic acid. This water vapor can have
a pH from two to six and can be very
corrosive to the gas handling equipment as
well as the engine. Condensation of water is
not permitted in the engine and should be
avoided at all points in the fuel delivery
system. If condensation is detected in the
engine, the fuel dew point must be sufficiently
reduced prior to the fuel entering the engine
to eliminate condensation in the engine. This
can be accomplished through refrigeration.
For more information, see the section on fuel
system design in this manual.
Silicon
Silicon, the second most abundant element on
the earth, is commonly found in sand, quartz,
flint, granite, glass, clay, and mica. If ingested
into an engine, microscopic pieces of these
compounds can cause abrasive wear leading
to significant damage. Gaseous compounds
containing silicon are man made and can form
deposits in the combustion chamber and
exhaust system of an engine. Both types of
silicon ingestion are discussed below.
Silicon Crystals
Depending upon the landfill cover material,
the climate, and the velocity of the gas within
the fill, significant levels of microscopic silicon
crystals can be carried with the gas.
Generally, this silicon is less than one micron
in size. The particles are generally too small
to cause significant abrasive wear within the
engine. However, if the silicon particles are in
high enough density, they can coagulate in
the combustion process and form larger
particles. These larger particles can result in
abrasive wear of the exhaust valve face and
valve seat. The coagulated silicon particles
can also form indentations on the exhaust
valve face and seat if they become trapped
between those surfaces during valve closure.
These indentations or pitting of the valve face
and seat may result in eventual leakage or
guttering of the valve. Engine oil analysis can
indicate levels of silicon in the engine.
Filtration is recommended to control the
silicon. Filters with 100% effectiveness of
particles 1.0 micron (1 micron equal
10 –6 meters) and larger are recommended.
Even with this filtration equipment, significant
amounts of silicon can still enter the engine.
The silicon will be detected in the oil analysis
results. See Lubrication section of this guide
for further information.
Silicon Containing Gases
The more difficult silicon to deal with enters
the engine in gaseous compounds containing
silicon. The most common class of gaseous
silicon compounds known to exist in landfills
and in landfill gas are siloxanes.
Siloxanes are organic compounds composed
of silicon, oxygen, and methyl groups with
structural units of -(CH3)2SiO-, and molecular
weights typically in the range of 150 to 600.
Solubility decreases as the molecular weight
increases. Siloxanes may be volatile or non-
volatile. In the USA, they are not regulated by
the EPA as a VOC because siloxanes have
been shown not to contribute to the formation
of ground level ozone. Siloxanes are common
components in products such as shampoos,
cosmetics, detergents, pharmaceuticals, ink,
lubricants and adhesives. A solid anti-
perspirant may contain 50% siloxanes.
Siloxanes are found wherever consumer
waste and sewage sludge are discharged.
During combustion, the siloxane molecules
break down, freeing the silicon and oxygen
molecules to an unstable monatomic state.
They can then form a deposit by combining
with various other elements that may be
present in the exhaust gases. X-ray diffraction
of deposits shows a mostly amorphous
composition of silica (SiO2) and silicates. The
elemental composition of a deposit has a high
level of silicon plus elements commonly found
in oil additives and wear metals from the
11
 engine, such as calcium, sodium, sulfur, zinc,
iron, copper, and others. Deposits caused by
siloxanes will tend to be white to tan or gray
in color, granular or flaky in nature, and can
become thick. The deposits are extremely
hard and cannot be easily removed by
chemical or physical means.
Deposits can appear in the combustion
chamber, exhaust manifold, turbine, exhaust
stack, and even catalyst equipment. In the
combustion chamber, deposits tend to occur
on the valve faces. This will lead to excessive
valve recession due to the grinding action of
the silica on the valve and valve seat. Deposits
may also lead to valve guttering. This occurs
when a portion of thick deposit on the valve
face chips away. This leaves a path for the
combustion gases to pass through when the
valve is closed, creating a torch effect that
literally melts a part of the valve. It has been
shown that guttering occurrences on engines
with deposits can be decreased by loading the
engine slowly over a 20-30 minute period.
This allows time for the temperature of the
deposits to increase; changing their
consistency to plastic from brittle. Deposits on
the turbine can cause bearing failure due to
imbalance and can cause turbine wheel
erosion due to buildup between the wheel and
housing. Deposits may also mask catalyst or
heat recovery equipment located in the
exhaust stream.
The maximum amount of silicon permitted in
the gas is shown in Table 1. If the silicon level
in the gas exceeds this amount, serious
damage to the engine may occur. Silicon
levels may vary throughout the lifetime of the
landfill project. Testing is recommended at
the beginning of the project and subsequently
at 6 month intervals until the silicon level is
stabilized. After the silicon level stabilizes,
testing is recommended if any deposits
accumulate in the exhaust or combustion
chamber.
Testing for silicon compounds requires
specialized equipment. The following section
describes the procedure to determine the
level of silicon in landfill gas.
Collection of gas samples for trace silicon
analysis must be done with great care due to
12
the common presence of silicon in the
environment. The sample should be taken
immediately before the gas delivery to the
engine. Chilled Methanol Adsorption is
recommended for gas sampling. In this
process, a fixed amount of gas is passed
through the adsorption agent, usually
methanol (CH3OH) or a similar hydrocarbon.
The exposed methanol should then be
analyzed by Gas Chromatography and Mass
Spectrometry for the total amount of siloxane
compounds. The total content of silicon in the
sample should be determined by Liquid
Chromatograph with Inductively Coupled
Plasma Atomic Emission Spectroscopy.
Caterpillar has developed gas sampling
equipment for siloxane and halogen
measurements. This kit is available through
Bio-Engineering Services (see address
below). It may be used to accurately collect
and meter gas for the Chilled Methanol
Adsorption technique. The kit contains three
containers of methanol and a system to pass a
fixed amount of gas through the methanol.
The exposed methanol is then sent to a
laboratory for testing. This kit will also gather
gas in a bag for halogen and hydrogen sulfide
content tests.
Caterpillar recommends the following
laboratories for siloxane testing:
Bio-Engineering Services
36 Virginia Street
Southport, PR8 6RU England
44 (0) 1704 539094 phone
44 (0) 1704 501660 fax
Jet-Care International Inc.
3 Saddle Road
Cedar Knoll, NJ 07927-1902
(201)-292-9597 phone
(201)-292-3030 fax
If the total silicon level in the sample exceeds
the limit shown in Table 1, gas treatment is
required. Conventional filtering systems will
not remove siloxane from the landfill gas.
Siloxanes are solvent soluble but are only
water soluble to a limited extent. It is for this
reason that drying the gas of water will only
remove a portion of the siloxane that may be
present in a gas stream. However,
refrigeration of the gas will reduce the level of
siloxanes in the gas. For the most common
siloxanes, D4 and D5, reduction of the gas
temperature from 43.3°C (110°F) to 4.4°C
(40°F) should result in an approximate 95%
reduction in siloxane level. A limited number
of sites have employed refrigeration as a
means to control siloxanes and this technique
appears to be effective.
Passing the gas through a solvent (methanol,
kerosene, toluene, etc.) will cause the
siloxane molecules to adsorb to the solvent. A
counterflow gas-liquid adsorption bed can be
used to significantly reduce the level of
siloxane as well as chlorine and fluorine in the
gas. However, installation and operation of
such a system is usually cost prohibitive.
Contact Caterpillar for additional details and
supplier recommendations for this type
system.
No additional fuel treatment methods exist at
this time to reduce siloxane in gaseous fuels.
On G3500 engines, a water wash, or water
injection into the engine, has been shown to
reduce siloxane caused buildups. Water is
sprayed into the intake. The added water
vaporizes in the combustion process, cleaning
deposits from the combustion chamber. Water
injection has been used to clean existing
buildups and has been used to control
additional buildups. Injection rates vary from
4 to 16 liters (1-4 gallons) of water per hour of
engine operation. A spray mist of water is
injected downstream of the turbocharger. The
water must be the product of reverse osmosis
cleaning. Raw water will lead to severe
deposits of calcium throughout the engine.
Caution must be used if water injection is
used to clean existing buildups. Pieces of a
deposit may break loose, guttering valves and
damaging the turbochargers. Use low water
injection rates until deposits are removed.
The factory can provide further guidelines
regarding waterwash. The following company
designs and sells water injection systems:
Bio-Engineering Services
36 Virginia Street
Southport, PR8 6RU England
44 (0) 1704 539094 phone
44 (0) 1704 501660 fax
Digester Gas
Digester gas, like landfill gas, is produced
through the natural anaerobic decomposition
of organic wastes. The gas is gathered from a
heated digester tank containing liquid effluent
from sewage, animal wastes, or other wastes
from vegetable and alcohol mills. The tank is
maintained at 35 to 37°C or 55 to 57°C
depending on the type of digestion desired.
The gas is given off at low pressure, typically
around 1 kPa. Many large farms will use a
lagoon rather than a tank for digestion
processes. The lagoon captures animal wastes
from the farm and requires little maintenance.
Digester gas is typically composed of 65%
methane, 35% carbon dioxide, and trace
amounts of several other compounds. The
lower heating value of this fuel is about
23.6 MJ/Nm3 (600 Btu/scf).
Digester gas may contain contaminants that
are harmful to the engine. Limits for
contaminants are shown in Table 1. Hydrogen
sulfide is common in digester gas and must
be reduced if the concentration exceeds our
guidelines. Silicon compounds may also be
present in the gas if the digester is processing
wastes involving consumer products.
Siloxanes will be in the digester’s liquid
effluent but typically, only a limited amount
will migrate to the gas. If any deposits or
buildup are detected in the combustion
chamber or exhaust system, a fuel test should
be done to check the siloxane level.
Additional information about siloxane and
silicon are given in the section on landfill gas
contaminants.
Coal Seam Gas
Methane gas is released from coal. This gas
can be collected and burned to produce
electricity or the gas can be cleaned and sold.
The percent of methane varies depending on
the mining activity of the coal seam. If the
coal is actively being mined, air is “pulled”
through coal seam to remove the methane
gas from the mine. Methane gas can also be
13
 extracted by drilling directly into the coal
seam. For active mines the percent of
methane in the gas will vary considerably. An
air fuel ratio control or a method to blend air
to stabilize the percent of methane in the gas
is necessary.
There are few contaminants in coal seam gas.
Some coal contains sulfur, but the sulfur is
locked within the coal and is not released to
the methane gas in any significant quantity.
Water and coal dust must be removed from
the gas. See Table 1 for maximum
contaminants and conditions.
A small percentage of the coal seam gas will be
CO2. Oxygen content will be dependent on the
amount of air that is pulled from the mine with
the methane gas. Sometimes the air content is
very large and the methane in the gas can drop
to a very low value of 30% because coal seam
gas with a very low percentage of methane has
a low energy value (low btu/cu ft). To properly
mix the correct amount of this low energy fuel,
special modifications to the fuel system are
needed to flow a much higher volume of gas.
The fuel system of the standard low energy
fuel gas engine is designed to operate on gases
with a minimum of 50% methane content.
Demister to remove
oil from compressor,
if required
Gas inlet
from field
Inlet scrubber
and filter
5-10 microns
Gas compressor
Pressure control
by-pass valve
Figure 1.
14
Landfill Gas Processing
Equipment
The following section provides general
information about the equipment used to
gather and process landfill gas. Caterpillar
recommends those involved with landfill
design, landfill gas processing, and landfill
site evaluations consult with experts in those
areas. Caterpillar can provide contacts upon
request.
The components of the gas processing system
can form a significant portion of the capital
cost of a project. The components need to be
selected for function, reliability, and
resistance to corrosion. A gas recovery
project is only as reliable as its weakest link
and the components of the gas processing
equipment needs to be as reliable as any
other component. Figure 1 shows a typical
gas processing equipment for a landfill gas
recovery project. Some customers will
request that the dealer also supply the gas
processing equipment. Most customers will
work in conjunction with a consulting firm
that specializes in landfill gas recovery and
prediction of methane production from a
landfill.
Gas Compressor Schematic
Gas to
air cooler Gas to gas heat exchanger
for reheat and economizer
Coalescing
filter
.4 microns
Gas drier
2-3°C
dew point
Processed gas Condensate
to engines drain
The gas processing equipment delivers gas
from the landfill to the engine. The equipment
required will include a compressor and other
components, depending on the landfill. The
compressor provides a vacuum to draw gas
from the field and the positive pressure
required to force the gas through the
processing equipment to the engine.
The following is a discussion of gas
processing equipment found in a typical gas-
to-energy project. The equipment listed here
is common to many landfills but may not be
required for all sites. Consultation with a
landfill design expert will determine how best
to deliver gas for your gas-to-energy project.
Inlet Scrubber and Filter: This scrubber
removes water from the gas and traps solid
matter. It is used to protect the compressor
from free water and solid matter that may be
carried by the gas. Construction is usually
carbon steel with the interior epoxy coated to
protect from corrosion. Additional filtration
will be required before gas can be used in an
engine.
Gas Compressor: Many different designs
and suppliers of compressors have been
applied successfully on landfill gas projects.
The following are some general remarks
about compressors.
Centrifugal compressors are used for low
pressure ratios of up to 35 kPa (5 psi). They
are relatively low cost.
Rotary sliding vane compressors are applied
successfully on projects up to 200 kPa (30 psi).
They offer a wide range of pressures by
changing the drive pulley ratios and are
moderate in cost. They have good efficiency in
converting power to compression.
Lobe or Roots compressor can operate up to
200 kPa3 (30 psi). They are moderate to high
cost and have a medium efficiency in
converting power to compression. They may
create a noise level problem.
Reciprocating Compressors have a wide range
of pressure and flow capability and offer the
highest efficiency in converting power to
compression. They are relatively low
maintenance but they are usually the most
expensive. A reciprocating compressor is not
cost effective unless the pressure required for
the project is 300 kPa (45 psi) or greater.
Rotary screw or flooded screw compressors
have approximately the same pressure ratios
as a reciprocating compressor and have
nearly similar costs. The screw is less
efficient in converting power to compression.
Demister: This removes oil from the gas
stream. It is required if oil is injected into the
gas stream to lubricate the compressor. Some
customers place a coalescing filter at this
position if a gas dryer is also being used. This
helps to remove a greater percentage of oil
prior to the gas entering the dryer, thus
improving the heat transfer efficiency of the
dryer.
Gas to Air Cooler: This reduces the gas
temperature after it is compressed. If a dryer
is being used, the cooler reduces the power
required to operate the dryer. This gas to air
cooler may also be used as the primary gas
cooler. Gas cooling is required to reduce the
amount of water in the landfill gas. This
avoids potentially corrosive condensation
occurring later in the fuel delivery system or
in the engine.
Gas to Gas Heat Exchanger: This heat
exchanger precools the gas entering the
dryer to reduce the dryer power demand. The
gas leaving the dryer is reheated by the gas
to gas heat exchangers to prevent any water
from condensing downstream. Typical
material for this heat exchanger is stainless
steel.
Dr yer: Usually this is a gas to liquid heat
exchanger using landfill gas and a refrigerant.
The landfill gas is dried by chilling it to a dew
point of 2-3°C. Dryers are not required for all
landfills but are an excellent method to
reduce the level of halogens and hydrogen
sulfide in the landfill gas. These contaminants
are water soluble and their concentration will
be reduced by decreasing the amount of
water in the gas. Dryers will also reduce to a
lesser extent the level of siloxanes in the gas.
15
 Coalescing Filter: Removes any water or oil
droplets that may remain in the gas stream
as well as all remaining solid matter down to
0.4 microns.
Pressure Control By-Pass Valve: Required
to protect positive displacement compressors
from over pressure during low flow periods.
The pressure control valve is required on
centrifugal compressors to keep the
compressor out of the choke or stall operating
range.
Condensate Drain: For the water removed
from the gas. Typical condensate volumes are
approximately 130 L/day for a G3516 Engine.
The condensate is usually stored in a holding
tank and sampled for hydrocarbons. If found
to contain acceptably low levels, it should be
disposed of in a sanitary sewer. If the
hydrocarbon levels are above limits, the
condensate may be filtered through a carbon
adsorption filter and then sent to a sanitary
sewer. The condensate contains essential
nutriments for the methane producing
bacteria. Some countries may permit
condensate to be returned to the landfill to
stimulate methane production.
Engine Emissions
When using landfill or digester gas, the
emission levels for NOx are reduced at a
given exhaust oxygen level due to the high
concentrations of CO2 (40-60%). The CO2 has
a high specific heat, cooling the combustion
process. The reduced temperature
combustion reduces the peak cylinder
pressure, thereby reducing the production of
NOx. This is true for rich burn or lean burn
engines.
The high level of CO2 in many low energy
gases creates larger flame quench zones near
the cylinder walls, piston, and cylinder head.
In these zones combustion is incomplete or
does not occur at all. In partially complete
combustion areas, CO, which wants to
become CO2, is frozen during the
combustion process, resulting in CO levels as
much as 65% greater than for natural gas. For
portions of the air/fuel mixture residing
entirely in the quench zone, no combustion
16
occurs and that air/fuel mixture is exhausted
as unburned hydrocarbons. The result is a
40% increase in total hydrocarbons (THC)
when compared with natural gas THC
emissions. The non-methane hydrocarbon
(NMHC) emissions however, are very low
due to the low content of NMHC’s in the fuel.
Catalyst Operation With Landfill Gas
or Digester Gas
Several attempts have been made to control
exhaust emissions of reciprocating engines
operating on landfill gas or digester gas with
an exhaust gas catalyst. Landfill gas contains
contaminants such as chlorine, fluorine, and
silicon that have proven to be detrimental to
exhaust catalysts. Digester gas may contain
hydrogen sulfide that will poison the catalyst.
In addition, many users select lubricating oils
that have high ash content. The ash tends to
coat the catalyst, making the catalyst
ineffective in a short period of time. For these
reasons, we do not recommend the use of
catalysts in conjunction with landfill or
digester applications.
Lubrication
Proper lubrication is critical to the success of
your engine operation, especially in landfill and
digester applications. The following lubrication
guidelines are provided when using fuels with
corrosive components. Additional information
about lubrication is provided in the Lubrication
section of the A&I Guide.
Select a proven natural gas engine oil, or
select a natural gas engine oil specifically
formulated for use with landfill or digester
gas. Use the same selection method for this
oil as specified for commercial oils mentioned
in the Lubrication section of the A&I Guide.
Keep in mind that gas contaminant levels may
frequently change, making selection of the
proper lubricant difficult. Work closely with
the oil supplier, landfill operator, and engine
servicing group to select the proper oil.
Oils with higher TBN values generally have
higher levels of sulfated ash. Ash can cause
deposit buildup that leads to valve,
combustion chamber, and turbocharger
damage and can lead to shortened engine life.
If a suitable landfill oil is not available, then
the oil change interval must be shortened to
avoid problems with deposits and corrosion.
The Scheduled Oil Sampling (SOS) program
must be used to evaluate the engine wear and
oil condition. This assures oil change periods
are not extended beyond safe limits and that
other problems are not overlooked.
As the level of contaminants increase, the oil
change interval will decrease.
The level of silicon in the oil may be elevated.
The fuel and air filtering systems should be
checked to insure that inorganic silicon
(silica), which is abrasive, is being captured.
Organic silicon (siloxanes) will pass through
the fuel filter and a portion will be captured
by the engine oil. The organic silicon in the
oil is not abrasive and will not damage the
engine. However, siloxanes in the oil are a
warning that there may be damaging deposits
in the combustion chamber. Silicon levels up
to 50 parts per million in the oil are not
uncommon and can be tolerated provided
they are less than one micron in size and do
not cause any exhaust valve face wear or
guttering. Levels of 100 ppm have been
observed that do not cause engine damage. In
these cases, the source of silicon is organic.
Additional oil analysis can be used in
combination with the SOS program. For high
sulfur fuels, oil viscosity by ASTM D445 and
TBN by ASTM D2896 are the preferred tests.
For engines running on landfill or sewage
gas, oil viscosity by ASTM D445 and TAN by
D664 are the preferred tests. TAN by D664
may be used by itself or in combination with
TBN by D664 to evaluate the corrosiveness of
the used oil.
For G3500 and G3600, maintain the coolant
outlet temperature at 110°C (230°F). Water
and sulfur oxides are formed during
combustion and will condense on cylinder
walls at low temperature. The higher jacket
temperature minimizes the amount of
condensation.
For G3400 and G3300 NA engines, maintain
the temperature of the oil in the sump high
enough to prevent water from condensing in
the oil. Normally, maintaining the jacket water
outlet temperature at a minimum of 200°F
(93°C) will accomplish this.
Where it is possible to start the engine on
sweet gas (gas without corrosive
components), bring the engine up to
operating temperature on sweet gas, then
switch to sour gas. Reverse the procedure
when shutting the engine down.
Use non-ingestive positive crankcase
ventilation (PCV) to reduce the H2S attack on
internal engine components. There is no
known oil additive that can protect the internal
bright metal engine components from H2S
attack. The PCV system should remove the
blowby fumes from the crankcase and allow
filtered air to enter the crankcase to dilute the
level of H2S. Guidelines for installing and
sizing a system are given in this guide.
Scheduled Oil Sampling
To achieve maximum life from the engine,
Caterpillar recommends that regular engine
oil analysis be done. Caterpillar dealers offer
Scheduled Oil Sampling (SOS) to assist the
customer in determining the proper oil
change interval based on condemning limits
and trend analysis established for the engine.
The SOS program will also indicate the
presence of oil contaminants. This program
will analyze the condition of your engines,
indicate shortcomings in engine maintenance,
show first signs of excessive wear, and help
reduce repair costs. For an optimal program,
oil samples must be taken every 250
operating hours.
Cooling System
Radiator
Many engine applications have the radiator
engine mounted with a blower fan. The fan
flow ventilates the engine enclosure or
building . This practice is not recommended
for landfill gas applications. Engines with
blower fans results in high air velocities
across the engine surfaces that cause water
condensation in the crankcase and on the
engine. This results in severe maintenance
problems and short engine life. If an engine
driven fan is desired, a box style radiator with
17
 horizontal entrance and vertical exit is
recommended. This style radiator allows for
the simplicity of an engine-driven radiator
without the air flow over the engine and the
resulting maintenance problems.
Many landfill projects are on active landfills
that expect to have gas production for many
decades. The project equipment is typically
selected for low maintenance, low power
demand, and 20 to 30 year life. For the
following reasons, the radiator of choice for
these applications is a round tube design:
• No solder or gasket joints to fail or leak
• Adequate design margin to withstand the
high jacket water temperatures and
pressures
• Low fan power and noise
• Low maintenance
The disadvantages are the slightly larger size
and higher costs. But these disadvantages can
usually be offset by the increased electrical
output due to low fan power.
The radiator should also be designed with no
metals containing copper. These metals are
subject to corrosive attack by landfill gas
contaminants. In addition, a sacrificial anode
should be used with the radiator as added
protection against corrosion.
Expansion Tank
Landfill applications use a jacket water
temperature of 110°C (230°F). The high
jacket water temperature requires unique
cooling system expansion guidelines. A shut
down under load will produce considerable
after-boil and larger expansion tank volumes
than normally are required. Use Table 2
when sizing expansion tanks for G3500 low
energy fuel engines.
Jacket Water Auxiliary System
Model Expansion Tank Volume Expansion Tank Volume
G3516 70 gal (265 L) 20 gal (76 L)
G3512 60 gal (230 L) 20 gal (76 L)
G3508 50 gal (190 L) 15 gal (57 L)
Table 2.
18
Engine mounted expansion tanks from the
price list are not available on low energy fuel
engines. The jacket water temperatures of the
low energy fuel engines produce system
pressures greater than the maximum 48 kPa
(7 psi) structural limit of the expansion tank.
Heat exchanger cooled units require a
customer supplied expansion tank of adequate
volume and structural strength to withstand
the pressures of the elevated jacket water
temperature. The maximum pressure
permitted in the cylinder block is shown in the
Cooling Systems section of the A&I Guide.
For G3600 expansion tank guidelines, consult
the Cooling System Guide.
Heat Recover y Equipment
Low energy fuel engines are equipped with
2-circuit, high temperature cooling system.
The elevated jacket water temperature may
make these engines ideal for a customer’s
cogeneration project. On G3500, the landfill
2-circuit cooling system is identical to the
standard 2-circuit system except the jacket
water pump is included. This pump has high
temperature seals and applies for applications
with a maximum jacket water temperature of
110°C (230°F). If heat recovery equipment
can be applied within the head and flow
requirements of the jacket water pump curve,
the engines may be applied without
modification.
There will likely be some acids in the exhaust
gases. Take care to ensure these acids do not
condense in the exhaust heat recovery device.
To prevent condensation, it is recommended
the exhaust gas temperature not be allowed to
cool below 204°C (400°F). If frequent starting
and stopping of the engine is expected, the
heat exchangers must be made corrosion
resistant.
Crankcase Ventilation System
As discussed before, crankcase ventilation is a
critical factor in a successful landfill or
digester gas application. Ventilation of the
crankcase reduces corrosive wear and
extends oil and engine life. Crankcase fumes
are composed primarily of air and fuel
mixture that leaks past the piston rings during
 Crankcase Vent Manifold (sloped)
Balancing Valve
or Orifice
Balancing Valve
Drain
Crankcase
Air Filter
Air Inlet
Figure 2.
the compression stroke and early in the
power stroke. Some exhaust gases will also be
present. Blowby will contribute to lubrication
oil contamination. Compounds found in the
blow-by gases and the lubricating oil are:
Water: The water from the products of
combustion plus water that may be in the fuel
gas, if allowed to collect in the crankcase, will
provide the aqueous solution required for acid
formation and attack of engine components.
Hydrogen Sulfide H2S: H2S is commonly
found in landfill and digester gas and will
therefore be found in the crankcase. The H2S
will dissolve in the lubricating oil and
circulate within the engine to attack bright
metals in the engine such as oil cooler and
various bearings and bushings in the engine.
Halogenated Hydrocarbons: These are
commonly referred to as chlorofluorocarbons
and have been widely used in the refrigerant
industry. They are of themselves not harmful
to the engine, but once combusted, chlorine
(Cl) and fluorine (Fl) molecules are released
to combine with water and form
hydrochloride (HCl) and hydrofluoric (HFl)
acids in the crankcase and oil.
Sulfuric Acid (H2SO4): Hydrogen sulfide
burned in the combustion chamber will form
H2SO4, a strong acid.
The landfill engine arrangement has a positive
crankcase ventilation system to purge these
various gases and water vapor from the
Blower
Drip Pan
Crankcase Breathers Drain
Oil Filler
crankcase. There is a filter on the front
accessory cover to allow air to enter the
crankcase. The air purges the gases from the
crankcase and dilutes the remaining gases’
concentrations to harmless levels. Removal of
the blowby gases reduces corrosive wear and
extends oil and engine life.
Design Guidelines For Crankcase
Ventilation System
The crankcase ventilation system requires
some customer supplied components, refer to
Figure 2. The following is a discussion of
these components and application guidelines.
Crankcase Blower
The blower is customer supplied and is usually
an AC electric sized to provide a flow of 1
scf/hp-hr at a negative pressure on 100 mm
(4 in.) of water. Most blowers are not oil-tight
and a minimum amount of oil can condense
within the blower. It is recommended that the
blower be installed in a drip tray to catch any
oil that may drip from the blower. The drip tray
can then have a drain pipe down to a
convenient level for draining and disposal.
Because the engines operate at elevated
jacket water temperatures, oil vapors may be
formed that can appear to be smoke. The
fumes that are blown outside the building by
the blower should go into an area where they
can be dispersed by the prevailing winds.
19
 Crankcase Ventilation Manifold
The manifold is generally constructed from
152 mm (6 in.) diameter PVC tubing and runs
above a multiple engine installation or along
one wall of the installation. The manifold
should slope away from the crankcase blower
and have a drain port on the end farthest
from the blower. The end of the manifold has
a valve to adjust the overall manifold vacuum.
The risers for each engine should enter the
manifold at the side or top to prevent any oil
condensate in the manifold from running
back into the engine.
Engine Risers
Blowby temperature is 110°C (230°F), or
greater. The first 474 mm (18 in.) of pipe up
from the engine should be made of
temperature resistant material. The remaining
length of the riser is usually made from PCV
tubing. The engine breathers are connected
together, after which the minimum riser size
is 76 mm (3 in.) diameter. At this point, a
butterfly valve is placed between the engine
and the crankcase ventilation manifold. The
butterfly valve is used to regulate the vacuum
on the engine crankcase.
Adjustment Procedures
To set up the system, a Blowby/Air Flow
Indicator (Part No. 8T2700) is required.
Measure the amount of combustion blowby
for a given engine. This is usually done by
closing the crankcase ventilation valve on the
riser, blocking the crankcase air filter, and
then attaching the blow-by indicator to the oil
fill spout. The reading on the indicator is the
engine’s blow-by. All measurements are to be
taken with the engine running at rated speed,
load, and temperature.
Unplug the crankcase air filter and connect
the blow-by indicator to the inlet port of an air
filter, with the remaining filters, if any,
blocked off. Open the crankcase ventilation
butterfly valve on the riser until the blowby
indicator reads the flow into the air cleaner
equal to the blow-by measured previously at
the oil fill spout.
This procedure will cause a volume of air to
be drawn into the crankcase that is equal to
the blowby gases passing the piston rings.
20
This will sufficiently dilute the blowby fumes,
reducing corrosive attacks and increase oil
life. Do the above procedure for each engine.
Make a final check of the crankcase pressure
to insure the vacuum is not too large.
Crankcase pressure should not be greater
than -25.4 mm H2O (-1.0 in. H2O).
Sometimes it is difficult to precisely size the
blower for a powered system. If the only
blower available is too large, it may draw too
much vacuum on the crankcase ventilation
butterfly valve and make adjustments difficult.
To overcome this problem, an additional valve
can be connected on the crankcase vent
manifold to draw air into the system and
reduce the vacuum to the riser adjusting
valves.
Exhaust System
Landfill gas sites typically operate on a
continuous basis, 24 hour per day, seven days
a week. Under these conditions, exhaust
temperatures remain above the dew point for
acids that may be in the exhaust gases. No
special exhaust system will be required
assuming operation is truly continuous.
However, some landfills do operate less than
continuous, starting and stopping the engine
frequently. In this case, acids and water will
condense in the exhaust system upon
cooldown and therefore, the exhaust system
must be made corrosion resistant.
Engine Protection
The G3500 low energy fuel engine
arrangements for use in 60 Hz applications,
have a shutoff system similar to the natural
gas low emission generator engine, with a few
exceptions. Check your Autocad CD library
for the current engine general dimension
drawing and wiring diagram. The differences
for the low energy fuel engines are:
The high jacket water temperature shutdown
is set at 124°C (255°F).
A high oil temperature shutdown is added and
set at 102°C (215°F).
A jacket water pressure shutdown is added to
prevent coolant flashing to steam if pressure
is lost. This circuit has an arming temperature
switch and is only active when the cooling
system temperature is above 98°C (208°F).
No time delay is required in the switch gear.
This signal should shut down the engine if
water pressure is lost.
A high inlet manifold air temperature alarm is
added and set at 71°C (160°F).
G3500 Landfill arrangements are also
available in 50 Hz configurations and are
listed in the COSA section of the price list.
These arrangements have optional Caterpillar
safeties or shutoffs and are for use by
European dealers only. European dealers
frequently add shutoff groups that meet local
codes and must add the shutdown devices
and alarms that are discussed above.
Generator Set Transient
Response
Low energy fuel engine arrangements are
designed to operate parallel to the utility grid.
These units are not developed for stand alone
operation or to accept large transient loads. If
these units are to operate with an auto-parallel
device, specify the optional Woodward 701A
or Proact governor. These governors provide
variable dynamics for starting or off-line
operation and for parallel operation. G3600
governors have adjustable gains that can be
optimized for use on landfill and digester
applications.
Footnotes
(1) Note carefully that the limits given also
cover contaminants that may be ingested by
the combustion air supply. For example, if
chlorine is being ingested to the engine in the
fuel and in the air, the total amount may not
exceed 20.0 ug Cl/Btu of fuel on a Low
Energy Fuel equipped engine. If the fuel is:
50% methane,40% carbon dioxide,
8% nitrogen, and 2% oxygen,
the Lower Heating Value (LHV) is 456
Btu/scf and the stoichiometric air/fuel ratio is
4.76:1, as calculated by the Caterpillar
Methane Number Program. Now the
maximum amount of chlorine is:
(limit for Cl)(LHV)= amount of Cl in fuel, in
this example
(20 ug/Btu)(456 Btu/scf)= 9120 ug Cl/scf
of fuel, assuming there is no chlorine in the
air.
If chlorine is present in the air, the following
example is instructive. Assume that the fuel
has 2.2 ug Cl/Btu and that the engine is
operating at a lambda of 1.5. What is the
maximum allowable chlorine in the air?
For every one standard cubic foot of fuel
burned there is:
(stoichiometric air/fuel ratio)(lambda), in
this example
(4.76)(1.5)=7.14 scf of air per scf of fuel.
Chlorine present in the fuel is:
(Cl concentration)(LHV)= Cl in fuel, in this
example
(2.2 ug/Btu)(456 Btu/scf fuel)=1000 ug Cl/
scf fuel
and then maximum allowable chlorine in the
air is:
(maximum permitted Cl - Cl in fuel)/(scf of
air burned per scf of fuel),
(9120-1000)/(7.14)=1137 ug Cl/scf air.
If there was no chlorine in the fuel, the
maximum amount of chlorine allowable in the
air would be:
(9120-0)/(7.14)=1277 ug Cl/scf air.
(2) Sulfur compounds are those which
contain sulfur. Total sulfur level should
account for all sulfur and be expressed as
hydrogen sulfide (H2S). See conversion
21
 below. Consult Lubrication section of the A&I To convert ug/Btu to ug/L,
Guide for information on proper lubrication
and oil sampling when fuel or air contain (ug/Btu)(LHV Btu/scf)/(28.3 L/scf)=ug/L
sulfur compounds.
To convert ug/L to ppmv,
(3) Halide compounds are those which
contain chlorine, fluorine, iodide, or bromine. ppmv = (ug/L) (23.67)/(MW)
Total halide level should account for all
halides and be expressed as chlorine. See
conversion below. Consult Lubrication Where,
section of the A&I Guide for information on
ppmv = part per million volume
proper lubrication and oil sampling when fuel
or air contain halide compounds. 1 mole of gas contains 22.4 liters at 0°C,
101.3 kPa
(4) Total particulate level must include
inorganic silicon. Limit shown for silicon must 1 mole of gas contains 23.67 liters at
account for the total organic (siloxanes, etc) 15.5°C, 101.3 kPa
and inorganic silicon content.
MW (molecular weight): fluorine-19,
(5) At low temperatures, hydrocarbon fuels chlorine-35.5, bromine-79.9, iodine-126.9,
may condense and enter the engine. Liquids sulfur - 32, hydrogen - 1
are never permitted in the fuel. If liquids
are present, the customer must remove them 1 ft3 = 28.3 L
by increasing the fuel temperature or by
coalescing filter, or by means. Serious engine 1 m3 = 35.31 ft3
damage will result if liquids are allowed into
the engine.

Useful conversions:
To determine the amount of a particular atom
contained in a compound, such as Cl from a
particular Cl bearing compound,

% Cl= (MW of Cl)(number Cl atoms in

compound)(100)/(MW of compound)

ug Cl/L= (concentration of compound

ug/L)(% Cl)/100

and the same procedure can be used for other

atoms and compounds.

To show the level of one contaminant as

another, such as ug F as ug Cl, (for use with
Total Halogen levels),

ug F as Cl = (ug F/L)(MW of Cl)/(MW

of F)

22
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600-G3300

● Gas Engine Emissions

LEKQ7261 8-97
G3600-G3300
Gas Engine Emissions
Exhaust Constituents
Oxides of Nitrogen
Carbon Monoxide
Carbon Dioxide
Unburned Hydrocarbons
Particulates
Sulfur Dioxide
Emissions Versus Fuel Type
Spark Ignited Emissions Versus Compression
Ignition Emissions
Exhaust Gas After-treatment
Three-way Catalyst
Oxidation Catalyst
Selective Catalyst
Rich-Burn Natural Gas Engine Emissions
Lean-Burn Natural Gas Engine Emissions
Engine Arrangements
G3600
G3500
G3400
G3300
Emission Permitting
USA Federal EPA Legislation
USA State, County, and Local Legislation
Overseas Legislation
Guidelines for On-Site Permitting or Certification
Field Resetting
Measurement Location
Monitoring
Measurement Devices
Gas Engine Emissions
Exhaust Constituents
The exhaust gas from natural gas engines is a
source of air pollution. Small amounts of
oxides of nitrogen (NOx), carbon monoxide,
and unburned or partially burned
hydrocarbons are all emitted from the
exhaust. The amounts vary greatly depending
upon engine design and operation. The
combustion chamber design affects the
combustion temperature and efficiency,
thereby changing the level of emissions.
Changing the air/fuel ratio, timing, load, and
fuel also changes the production of pollutants.
The main components of engine exhaust are
nitrogen, water, and carbon dioxide. Oxygen
is present during fuel lean operation. Other
components are present due to imperfect
combustion.
Actual emission information is available in
TMI, specification sheets, and performance
books. Some general levels are given in this
guide for the purpose of comparisons.
A list of exhaust gas components for a typical
natural gas engine are given in Table 1:
Rich Burn, LAMBDA = 1.0
Constituent %weight
Nitrogen 72
Water 12.7
Carbon Dioxide 13.8
Oxygen 0.5
Oxides of Nitrogen 0.35
Carbon Monoxide 0.45
Unburned Hydrocarbons 0.08
Table 1.
The following section discusses commonly
regulated emission constituents in detail.
Oxides of Nitrogen
Nitric oxide (NO) and nitrogen dioxide (NO2)
are typically grouped together as NOx
emissions. Nitric oxide is created from
oxidation of atmospheric nitrogen. Once NO
arrives in the atmosphere, it reacts with
diatomic oxygen to form NO2 . The production
of NO is a strong function of combustion
temperature and a lesser function of available
oxygen content. Therefore, as can be seen in
Figure 1, NOx production is a strong function
of air/fuel ratio, peaking slightly lean of
stoichiometry. As air/fuel ratio continues to
become fuel lean, combustion temperatures
drop, effectively reducing NO concentration.
NOx production is also strongly affected by
the amount of exhaust gas in the cylinder and
the ignition timing. Exhaust gas remaining in
the cylinder or ingested with the intake
mixture (EGR) contains inert gases that
absorb heat and reduces the combustion
temperature and subsequently lowers the
NOx. Retarding the ignition timing reduces
the peak cylinder pressure and temperature,
again lowering the NOx level.
Nitrogen dioxide is known to irritate the
lungs and lower the resistance to respiratory
Lean Burn, LAMBDA = 1.5
%vol %weight %vol
70.7 73.3 73.1
19.4 8.6 13.3
8.6 9.3 5.9
0.4 7.9 6.5
0.21 0.05 0.03
0.44 0.03 0.03
0.17 0.07 0.15
5
 22
20
18
16 CO NOx
14
12
10

grams/hp-hr
8 % EXHAUST
OXYGEN
6
4 HC
2
0
0.8 0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7
Rich Burn LAMBDA Lean Burn
LAMBDA=(A/F actual)/(A/F stoich)
Figure 1.

infections. It is also an important precursor to
the production of ozone. In the presence of
ultraviolet light and volatile organic
compounds (unburned hydrocarbons), NO2
can promote the creation of O3, or ozone, the
primary component of photochemical smog.
This ozone is present at or near ground level,
in contrast with the ozone in the upper
atmosphere which shields the Earth from
excessive ultra-violet radiation. Ground level
ozone damages lung tissue and reduces lung
function.
Carbon Monoxide
Carbon monoxide (CO) emissions are
controlled primarily by air/fuel ratio. For
operation fuel lean of stoichiometric, excess
oxygen is available to oxidize CO into CO2.
Moving fuel rich of stoichiometry, oxygen is
in short supply and CO production increase
dramatically, as can be seen in Figure 1. Lean
of stoichiometry, the CO level is fairly stable,
increasing slightly at high lambda due to
decreased combustion efficiency. CO
concentration is also affected by combustion
chamber design. For chambers with a large
crevice volume between the top piston ring
and the top of the piston, CO production will
be increased. Unburned fuel will emerge from
the crevice during the expansion process and
some will partially oxidize into CO. Pistons
with small crevice volumes can be designed
yet they tend to produce low combustion
efficiency.
landfill or digester gas. Carbon dioxide will
dissociate and increase CO levels by 40-60%.
Carbon monoxide enters the bloodstream and
reduces the delivery of oxygen to the body’s
organs and tissues. Exposure to CO is most
serious for people with cardiovascular disease
but even in healthy people can impair work
capacity, manual dexterity, and learning
ability.
Carbon Dioxide
Carbon dioxide (CO2), along with water and
nitrogen are the main components of exhaust
from all hydrocarbon combustion processes.
Carbon dioxide is not regulated as a direct
irritant or carcinogen such as NOx, but is
considered to be a major greenhouse gas. For
this reason, some regions are considering
limits on CO2 production.
Natural gas engines produce the lowest
amount of carbon dioxide per Btu of fuel
burned when compared to other combustion
technologies and fuel types. Since carbon
dioxide is one of the major contributors to the
greenhouse effect, this lessens the
greenhouse effect. Compared to diesel fuel,
the combustion of a methane based natural
gas produces 25% less mass of CO2 per Btu
burned.

CO levels increase when there is a large

amount of carbon dioxide in the fuel, such as

6
Unburned Hydrocarbons
Hydrocarbon emissions result from
incomplete combustion of hydrocarbon fuels.
The composition will vary some according to
the incoming composition of the fuel. The
reactivity of particular hydrocarbon molecules
varies considerably, some being nearly inert
physiologically and some being very reactive
in the production of photochemical smog.
Methane has a very low reactivity and for this
reason is often excluded from hydrocarbon
regulations and measurements. Heavier
hydrocarbons are generally more reactive. A
total hydrocarbon emission (THC)
measurement will include all exhaust
emissions of methane, ethane, propane,
butane, pentane, and higher molecular weight
hydrocarbons. A non-methane hydrocarbon
(NMHC) measurement, also known as
volatile organic compounds (VOC’s),will
account for all hydrocarbons except for
methane. Hydrocarbon emissions versus
air/fuel ratio is shown in Figure 1. At rich and
very lean air/fuel ratios, combustion
efficiency deteriorates as THC levels increase.
Unburned hydrocarbons have four main
sources:
1. Flame quenching at cylinder walls, leaving
a small layer of unburned air/fuel mixture
(10%)
2. Crevice volumes that fill with air/fuel and
do not combust (65%)
3. Absorption and desorption of fuel in the oil
layer (25%)
4. Incomplete combustion from either partial
burning or complete misfire.
Since many fuels contain a majority of
methane, the exhaust hydrocarbons are
mostly methane. On Caterpillar engines using
natural gas, the non-methane hydrocarbons
generally do not exceed 15% (volume) of the
total hydrocarbon level.
Particulates
The combustion of natural gas produces no
particulates. However, small amounts are
produced from combustion of engine oil in
the combustion chamber. Oil that passes the
piston rings and valve guides can be burned
to create very small amounts of particulate.
Typical oil consumption of a modern natural
gas burning engine is less than 0.24 g/bhp-hr.
A majority of this oil will burn in the
combustion chamber. It is conservatively
estimated that less than half the oil consumed
becomes particulate in the exhaust stream at
a level of 0.1 g/bhp-hr. Frequently particulate
information is requested as PM-10, or
particulate matter less than 10 microns in
diameter.
Particulates have been linked to aggravated
respiratory functions, reduction of the body’s
defense against foreign materials, and
increased levels of cancer.
Sulfur Dioxide
Sulfur will only be present in the exhaust of a
gas engine when it is present in the fuel. Most
pipeline fuels contain only a trace or no sulfur
compounds. Hydrogen sulfide (H2S) is the
most common sulfur bearing compound found
in gaseous fuels, often occurring in landfill,
digester, and well-head or associated gases.
Caterpillar’s limit for sulfur bearing
compounds in the fuel can be found in the
Fuels section of the A&I Guide. The H2S in
the fuel will be burned in the combustion
chamber to yield very low levels of sulfur
dioxide and sulfuric acid.
Emissions Versus Fuel Type
Emission data presented in TMI and on
specification sheets is valid for a particular
fuel. The emissions data given for natural gas
should not be used for propane or landfill gas
for example. Because landfill fuels contain
large amounts of CO2, combustion is cooler;
thus raising CO emissions but lowering NOx.
On propane, engines require a lower
compression ratio to avoid detonation. Due to
the lower compression ratio, the engine is not
able to run as lean as it can on natural gas and
therefore NOx is higher.
When burning propane, THC emissions equal
NMHC because there is no methane in the
fuel. For landfill gas, THC emissions are
comprised almost entirely of methane
because the only hydrocarbon contained in
landfill gas is methane. In this case, NMHC
levels are nearly zero.
7
 Spark Ignited Emissions Versus
Compression Ignition Emissions
Oxides of nitrogen are present in both gas
and diesel engines. State-of-the-art lean burn
gas engines can produce NOx levels as low as
0.5 grams/hp-hr while the best diesels are
limited to 5 grams/hp-hr. Diesel fueled
engines are expected to continue to produce
higher NOx levels than gas engines, as well as
dual fuel (natural gas with diesel pilot
injection) engines. Other alternative fuels
such as methanol cannot match the natural
gas engine NOx and particulate levels without
after-treatment.
Carbon monoxide levels from diesel engines
and lean burn natural gas engines are typically
low. Levels of 2 grams/bhp-hr are common.
Unburned hydrocarbon levels from a diesel
engine are around 0.4 grams/bhp-hr while
gas engines levels are somewhat higher at
around 4 grams/bhr-hr.
Diesel engines are a source of particulates
with common emission levels of
0.3 grams/bhp-hr while gas engines produce
levels well below 0.1 grams/bhp-hr.
Exhaust Gas After-treatment
When emission level requirements are below
the levels attainable from the engine, exhaust
gas treatment may be applied. There are
various types of after-treatment that may be
applied to gas engines, the most important of
which are catalytic converters.
Catalytic converters used with gas engines
consists of a catalyst coated substrate that
reduces the temperature required for
oxidation of emission components. Catalysts
substrates are designed to provide a high
surface area and contain noble metals such
as platinum and palladium that are the
catalyst materials. The catalyst converts
emissions into carbon dioxide, water, and
nitrogen.
8
The efficiency of a catalyst can be reduced by
very high temperatures and by poisoning.
High temperatures will cause agglomeration
of the noble metals, reducing their surface
area. High temperatures will occur if large
amounts of unburned fuel pass into the
catalyst. A catalyst can be poisoned by
adsorption of certain compounds and by
fouling. Sulfur bearing compounds will adsorb
to the catalyst material, greatly reducing the
catalysts effectiveness. Fouling can occur if
the catalyst is masked with a foreign material
such as ash or silicon. It is for these reasons
that engine applications that require a high
ash oil and/or that have a fuel with
contaminants, should never apply catalysts.
This includes landfill and digester gas
applications.
Three-way Catalyst
Three-way catalysts are applied to
stoichiometric engines in order to reduce
NOx, CO and HC. The conversion efficiency
of three-way catalysts can be very good;
typically reduction levels for NOx are 90-95%,
CO 50-90%, and HC (50%). This technique is
used with rich-burn engines and requires an
air-fuel ratio control system for proper
operation. Figure 2 shows the window of
operation for three-way catalysts. The
catalysts may be used in series to obtain
lower emission levels.
The drawbacks to these catalysts are their
cost (initial and replacement) and, due to the
required engine setting, higher fuel
consumption versus lean burn gas engines.
The fuel consumption may be 10-15% higher
than a lean-burn engine operating at
2.0 g/bhp-hr NOx. Catalyst efficiency starts as
high as 90-95% and continually deteriorates
until renewal or replacement is required.
Oxidation Catalyst
On lean-burn engines, oxidation catalysts
using platinum and palladium reduce CO and
NMHC. The conversion efficiency can be as
high as 90% and is a strong function of
temperature. The temperature at which the
conversion efficiency becomes greater than
50% is typically know as the light off
temperature. Methane is difficult to oxidize at
exhaust temperatures provided by lean burn
 INTERNAL COMBUSTION ENGINE FUNDAMENTALS

100

NOx
80

Catalyst efficiency, %
HC
60
CO

80% efficiency
40 air/fuel ratio
window

20
Stoichiometric
air/fuel ratio
0
14.3 14.4 14.5 14.6 14.7 14.8 14.9
Rich Lean
Air/fuel ratio
Figure 2.

engines and therefore the conversion lean limit, generally below 1.5 grams
efficiency for methane can be very low. No NOx/bhp-hr, will require the use of air/fuel
air-fuel ratio control system is required with ratio control.
this type of catalyst.
Selective Catalyst
Selective catalytic reduction (SCR) can be Rich-Burn Natural Gas Engine
applied to lean-burn gas engines to reduce Emissions
NOx by 75-90%. Ammonia or a water/urea Natural gas stationary engines can produce a
solution is injected into the exhaust stream wide range of emission levels, as seen in Figure
prior to the catalyst to reduce the NOx to N2. 1. Rich burn engine are often selected when
These SCR systems are expensive, requiring there is no NOx requirement or if the NOx
ammonia tanks and ammonia metering. requirement is below 0.5 grams/bhp-hr. Three-
Without precise control, the system may let way catalysts can be applied to reduce NOx to
ammonia pass through the catalyst, a levels as low as 0.15 grams/bhp-hr. Engines
phenomena known as ammonia slip. CO levels operating at or close to stoichiometry typically
will actually increase across an SCR so an produce emission levels as shown in Table 2.
oxidation catalyst may be required upstream.
g/bhp-hr
Engine Arrangements
Setting NOx CO THC NMHC
It is clear from Figure 1, that emission levels
10 % rich of stoichiometric 5.0 40.0 2.0 0.30
are affected by air/fuel ratio. Emission levels
Stoichiometric 10.0 10.0 1.5 0.20
will also change with changes in load, speed,
10% lean of stoichiometric 20.0 1.0 1.0 0.15
and compression ratio. Figure 3 shows a map
of possible areas of operation for a gas engine. Table 2.

The area for rich burn operation is indicated

Best fuel consumption is achieved with the
by point A and the lean burn operation by
highest NOx values (driven by maximum
point B. Reduced NOX is achieved by moving
combustion temperatures) at the 10% lean
leaner. Operating with NOx levels close to the
setting (2% exhaust oxygen). The

9
 stoichiometric setting is very close to the
required setting for three-way catalysts. The
richer settings have been used to decrease
NOx level and therefore reduce the rate of oil
nitration.
As the load is decreased, the air/fuel ratio will
generally drift somewhat due to carburetor
design. The use of air/fuel ratio control is
required if three-way catalysts are applied.
Generally with decreased load, cylinder
pressures are lower and specific NOx
production is reduced. Actual CO and THC
levels decrease with load but power specific
CO and THC levels will increase rapidly
below half load.
Emissions versus engine speed are strongly
affected by any changes in air/fuel ratio. If
lambda is held at 1.0 during constant torque
speed reduction, NOx levels will decrease
slightly. Reduced speed decreases friction
losses thereby improving BSFC, lowering
cylinder pressure.
Lean-Burn Natural Gas Engine
Emissions
Lean-burn engine technology uses 50 to 100%
excess air (above the stoichiometric
requirement) in the combustion chamber.
The excess air absorbs heat during the
combustion process, reducing the combustion
temperature and pressure, resulting in greatly
reduced levels of NOx. Two types of lean burn
engines are common; open-chamber and
enriched pre-chamber.
Open chamber engines draw a fuel lean,
homogenous air/fuel mixture into the
cylinder and ignite the mixture with a spark
plug. This technology provides good
efficiency and emission levels as low as
0.5-2.0 grams/bhp-hr. As air/fuel ratio
increases, combustion speed decreases and
the lean limit is encountered, Figure 3,
point C.
Lean burn engines are specifically designed
to handle a high volume air/fuel flow with
minimal pumping losses, but adjusting a given
engine leaner will increases BSFC due to
increased pumping work.
10
Do not confuse this fact with the fact that lean
burn engines have a better efficiency than
stoichiometric engines. Lean combustion has
an inherent advantage over stoichiometric
combustion. As combustion temperatures
decrease, the ratio of specific heats increase,
thereby causing increased expansion work,
and hence, better efficiency.
Lean burn operation also permits the use of
higher compression ratio pistons when
compared with stoichiometric. Higher
compression ratio offers better combustion
efficiency that pushes the lean limit out,
permitting lower NOx, and permits further
BSFC reduction for lean burn engines over
stioch engines.
Finally, lean burns can operate at higher
speeds than stoichiometric engines. Higher
engine speeds promote increased in-cylinder
mixture motion, speeding up combustion,
allowing leaner operation. A lean burn
1500 rpm engine can operate with lower NOx
than a 1200 rpm lean burn.
The enriched prechamber engine uses a
spark plug to ignite a small volume of near
stoichiometric air/fuel mixture in a
precombustion chamber. The combustion in
the prechamber rapidly expands through
holes in the prechamber nozzle to ignite the
very lean mixture in the main chamber. The
prechamber provides a high temperature,
high speed ignition source for the combustion
process which, overall is very lean
(lambda>2.0). Effectively, the prechamber
pushes out the lean limit observed for open
chamber engines. Prechambers have the
capability to operate at higher efficiency and
lower NOx levels than open chamber engines.
CO and HC levels will be somewhat higher
than open chamber engines due to the larger
quench (cool) zone around the cylinder wall.
Prechambers are typically utilized in large
bore size engines and/or operate at slow
speeds. The advantages listed above for lean
burn over stoichiometric operation also apply
to enriched prechamber engines.
 RICH MISFIRE
.7

.8

.9 RICH
DETONATION
Lambda

1 Stoichiometric Ratio
STD
LEAN A
1.1 Em
iss
ion
1.2
Lim
it

1.3 B
LEAN MISFIRE C
LB
1.4

1.5
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210

BMEP

Figure 3.

Engine Arrangements application of these engines are for areas

G3600
All G3600 engines employ enriched
precombustion chambers in order to get
excellent efficiency and very low emissions.
The G3600 engines are designed for less than
0.7 g/bhp hr NOx operation. The prechamber
produces an aggressive combustion allowing
excellent engine efficiency with very low NOx
levels. The G3600 operates from 750-1000 rpm
with compression ratios of 9:1 and 11:1. All
G3600 engine have air/fuel ratio control.
G3500
G3500 engines are all open chamber and are
available in lean burn and stoichiometric
configurations. The lowest NOx levels are
achieved with lean burn, high speed, high
compression ratio. Lean burns are offered in
8:1, 11:1, and 12:1 in speeds ranging from
1000-1800 rpm. The minimum NOx is around
1 gram/bhp-hr for 12:1 and 2 gram/bhp-hr for
8:1. The lowest emission levels require the
use of air/fuel ratio control. The rich burn
(stoichiometric) engines are available in 9:1
compression ratio and with speeds ranging
from 1000-1200 rpm. NOx emissions from the
rich burn are around 10 grams/bhp-hr so
where emissions are not regulated or where
regulations are such that a 3-way catalyst
must be used.
G3400
G3400 engines are all open chamber and are
available in lean burn and stoichiometric
configurations. Compression ratios offered for
lean burn are 8:1 and 11:1 while stoichs offer
8.5:1 and 9.7:1. NOx levels and fuel
consumption levels are similar to that of the
G3500 Engine families.
G3300
G3300 engines are all open chamber and are
available in rich burn configurations. An 8:1
and 10.5:1 compression ratio are offered with
speeds ranging from 1000-1800 rpm. NOx
levels and fuel consumption are similar to the
G3400 and G3500 stoichiometric engines.

11
 Emission Permitting
Upon request, the Caterpillar Gas Engine
Product Group will provide a detailed
emission chemistry data sheet to help in the
permitting process for your engine. CO and
HC emissions information provided by
Caterpillar has a 20% margin above the
nominal measurement value. This is done to
account for differences in emission
measurement equipment, engine-to-engine
variations, and fuel fluctuations.
It is the customer’s responsibility to obtain
the required operating permits from the
appropriate regulatory agency. The process
can be lengthy, so proper consideration
should be given when ordering the engine. In
some cases, the customer or dealer may do
the permitting. There are times when a
consultant should be hired to help complete
the permitting process. The cost of permitting
can be significant and must be quoted as part
of the total job. It is essential to the success of
the job that permitting is completed.
Many times, the customer will find it takes
more effort to permit a lean-burn engine than
a rich-burn with three-way catalyst due to the
rich burn’s potential to emit. This may be
true, but the higher fuel consumption of a
rich burn engine with a catalyst can cost
much more. If there is an opportunity to
permit a lean burn engine, it is usually the
best investment.
USA Federal EPA Legislation
In the USA, review of a project takes place at
a federal level when one of two events takes
place:
• First, if the site exceeds 250 tons/year of
NOx, SO2, HC, O3 or CO in an attainment
North American Regulations
Location NOx
California 0.15 g/bhp hr
Connecticut 2.5 g/bhp hr
Massachusetts 2.5 g/bhp hr
Michigan 250 tons/yr
New Jersey 0.2 lb/MMBtu
Texas 2.0 g/bhp hr
Canada 4 g/bhp hr
Table 3.
12
area, a Prevention of Significant
Deterioration (PSD) review is required.
Attainment refers to an area in compliance
with Federal guidelines for that particular
emission.
• Second, if the site is a non-attainment area
(Federal emission guidelines have been
exceeded) where emissions exceed
100 tons/year, a PSD review is required.
USA State, County, and Local
Legislation
Federal regulations require each state to
implement a plan to bring areas of non-
attainment into compliance. In addition,
counties or municipalities may have their own
requirements. Required emissions levels and
how one should achieve operating permits
vary considerably. In general, an engine or
group of engines will be considered either a
major or a minor source. These usually
require an operation permit that can take
3-8 months to obtain. Many of these local
legislation’s will have horsepower minimums.
Below these horsepower levels, the engine
may be fully exempt and only need to file a
notice of intent.
Highlights of a few North American
regulations are shown in Table 3 (subject to
change without notification):
Not only do these various entities have
different emission targets, they can also
determine what control technology, such as
lean burn or rich burn with 3-way catalyst, is
used through application of Best Available
Control Technology (BACT). Consult with
your local regulatory agency to determine the
current requirements.
CO NMHC
0.5 g/bhp hr 0.6 g/bhp hr
– –
– –
– –
50 ppm @ 15% O2 25 ppm @ 15% O2
3.0 g/bhp hr –
– –
Overseas Regulations
Country NOx CO NMHC
Australia 500 mg/Nm3 650 mg/Nm3 –
Denmark 650 mg/Nm3 @ 30% elec 650 mg/Nm3 –
England 500 mg/Nm3 650 mg/Nm3 –
Germany 500 mg/Nm3 650 mg/Nm3 150 mg/Nm3
Holland 140 g/GJ @ 30% mech –
Hungary 3.4 g/m3 – –
Italy 500 mg/Nm3 650 mg/Nm3 –
Japan 200 ppm @ 0% 02 – –
Spain 300 ppm 500 ppm –
Sweden 500 mg/Nm3 650 mg/Nm3 –
Switzerland 80 mg/Nm3 650 mg/Nm3 –

Table 4.
Overseas Legislation
Regulations vary widely around the world.
Some common regulations are seen in
Table 4.
Most European regulations require dry
reporting with the oxygen level adjusted to 5%.
Guidelines for On-Site
Permitting or Certification
Field Resetting
When an engine leaves the factory, it has
been set under factory conditions. Field
conditions will vary from the factory and
some adjustments may be required. The
engine should be field-set to the desired NOx,
or to the correct oxygen level according to
engine performance data. If certification is a
process involving one emission measurement
on site without notice, hire an emission
contractor before this test to set the engine
for site-specific conditions. This is usually not
the case, and the operator can fine-tune the
engine the day of certification to get it into
compliance. A contracted emission
measurement service may cost between
$3000 and $10,000.
Measurement Location
To correlate with Caterpillar’s emission
reports, measurements should be made
downstream of the turbocharger. Some
conversion of CO to CO2 occurs in the
relatively high temperature exhaust upstream
of the turbocharger.
Monitoring
The preferred method of monitoring gas
engine emissions is periodic measurement of
NOx. If a NOx meter is not available, use an
excess oxygen meter in the exhaust.
Continuous monitoring may be required by
some regulatory bodies. This is generally a
negotiated item in the permitting process
which, if required, will add significant cost to
the project. Periodic measurements are done
by portable meters at a reasonable cost.
Direct measurement of NOx and adjustment
to the engine are easily done with NOx
meters. Oxygen meters measure the amount
of free, diatomic oxygen in the exhaust
stream. The oxygen level in the exhaust is
proportional to the air/fuel ratio, see Figure 1.
The oxygen meter allows you to adjust the
carburetor or air/fuel ratio control to the
desired oxygen level according to the engine
performance data sheet. This oxygen level
should correlate closely with the desired NOx
level. If certification is to be done, it is
strongly advised that a NOx meter be used to
set the NOx instead of an oxygen meter.
Changes in air-fuel ratio, timing, intake
manifold temperature, and fuel composition
affect NOx and must be accounted for by
readjustment of the engine or by use of an
automatic air/fuel ratio control.
For a lean burn engine it is not possible to
adjust the engine to significantly change the
level of carbon dioxide and hydrocarbons.
Aftertreament will be required if CO or HC
levels exceed the regulations. Rich burn
engines should be carefully adjusted when

13
 using a catalyst, as CO levels rise quickly as
air/fuel ratio move rich of stoichiometric.
Measurement Devices
Measurement of NOX is traditionally done
using a chemiluminescence meter. The meter
measures the amount of light emitted by
photons released when nitrogen oxide reacts
with ozone. The sample passes through a
catalyst to convert any nitrogen dioxide to
nitrogen oxide and then is exposed to ozone.
The intensity of the ensuing reaction is
proportional to the amount of NO in the
sample. This meter requires water to be
removed from the sample, hence the results
will be expressed as dry.
Measurement of CO and CO2 is done in an
infrared analyzer. CO and CO2 strongly
absorb light at 4.6 and 4.2 m respectively. An
infrared light source is passed through a
reference chamber and a chamber with the
gas sample. The chambers absorb energy
from the light source and are connected by a
diaphragm that deflects proportional to the
CO or CO2 concentration in the sample
chamber. This meter requires water to be
removed from the sample, hence the results
will be expressed as dry.
Hydrocarbons are measured using a flame
ionization detector (FID). This device burns
the sample in a hydrogen and air flame
surrounded by an electric field. The field
responds to the number of ions produced.
This meter does not give information about
the hydrocarbon structure but provides and
indication of the total hydrocarbon content.
For a specific analysis of hydrocarbon
constituents, a gas chromatograph is typically
used. The chromatograph separates complex
mixtures through selectively adsorptive
compounds. The FID uses wet samples while
the chromatograph needs dry samples.
Emission Units and Conversions
When measuring and reporting emissions
information, many different units are used.
The initial measurement is made in dry ppm
for NOX, CO, and O2 while HC is usually
measured wet. Some units are called for in
parts per million (ppm) but are almost always
corrected to an exhaust oxygen level such as
0, 3, 5, or 15%. The formula for this correction
is shown below:
ppm @ X% O2 = (ppm(measured)) 3 (20.9 - X% O2)
(20.9 - %O2 measured)
where X is the desired oxygen level. Similarly,
to correct from one ppm level to another:
ppm @ X% O2 = (ppm(reported)) 3 (20.9 - X% O2)
(20.9 - %O2 reported)
The previous equations can be used for either
wet or dry conversions as long as all inputs to
the equation are either wet or dry. If
milligrams per normal meter cubed
(mg/Nm3) are required, the following apply:
1 ppm NOX = 2.052 mg/Nm3
1 ppm CO2 = 1.963 mg/Nm3
1 ppm CO = 1.25 mg/Nm3
1 ppm CH4 = 0.716 mg/Nm3
By simple substitution you can show that:
mg NOX /Nm3 @ 5% O2 =
(ppm(measured, dr y))(32.6)
(20.9 - %O2 measured, dry)

It should also be noted that oxygen meters

require dry samples and hence, provide a dry
reading.

14
and
mg CO/Nm3 @ 5% O2 =
(ppm(measured, dr y))(32.6)
(20.9 - %O2 measured, dr y)
The next class of units are those using mass
of emission/output-time. The typical units are
grams/horsepower-hour (g/hp-hr), tons/year,
pound/hour (lb/hr), pound/day. To convert
from ppm to mass units, the following applies:
grams/hour=
(ppm) 3 (exhaust mass in grams/hour) 3
(molecular weight of emission constituent) 3 (DWC)
1,000,000 3 (exhaust molecular weight )
where DWC is equal to the dry-to-wet
conversion. This equation can be used for wet
or dry calculations assuming that all inputs to
the equation are either wet or dry. Exhaust
mass flow can be found in TMI. Molecular
weights are as follows:
NOx (as NO2) 46.0 g/mole
CO2 44.0 g/mole
CO 28.0 g/mole
HC 15.8 g/mole
Approximations for exhaust molecular weight
and DWC for the above calculation are
provided below. For permitting processes, the
exact values should be calculated for a given
lambda and fuel chemistry. The following
numbers will be within a few percent for
natural gas fuels:
Model Mol. Weight DWC
G3600 27.85 g/mole 0.89
G3500/G3400 lean burn 27.95 g/mole 0.87
Stoichiometric 28.00 g/mole 0.81
The dry to wet conversion is used to convert
a dry ppm measurement to an equivalent wet
measurement. This decrease in the parts per
million of either CO or NOx puts the
measured emission data on the same terms as
the wet exhaust mass flow, which includes the
water of combustion. DWC values increase as
lambda increases, since the amount of water
from combustion stays essentially the same
while excess air increases. All values are
based 75 grains humidity which is the base
values for most emission units.
The HC is normally measured wet and does
not need the dry-to-wet conversion in its
calculation.
The next class of units are those using fuel
rate as the basis for comparison, such as New
Jersey’s pounds/million Btu of fuel consumed
or, in Holland, grams/Gigajoule of energy
consumed. In general it is not a preferred unit
because the engine is penalized for being
more energy efficient by consuming less fuel.
However, Holland’s law also encourages fuel
efficiency by correcting permitted NOx based
on 30% mechanical efficiency. If the engine
efficiency is 36%, the customer’s NOx
requirements are relaxed by (.36/.30) 20%.
To express a mass based emission units in
terms of another, use the ratio of the
molecular weights. For example, to express
THC in terms of carbon:
grams of carbon = grams THC (12/15.8).
Some helpful definitions:
ppm = parts per million
ppmv = parts per million by volume
ppmvd = parts per million by volume dry
MW = molecular weight = sum of atomic
weights of all atoms in the molecule
mg = milligrams
Nm3 = normal meter cubed = 1 m3 at 0°C and
1013 milliBar
SCF = standard cubic foot = 1 ft3 at 60 °F and
760 mm Hg (14.67 psi)
1 Bar = 14.5 psi
1 m3 = 35.3147 ft3 at equal temperatures
15
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application
and Installation
Guide
G3500

● Commissioning Guide

LEKQ7262 9-97
Commissioning Guide
Design Review
Introduction
Explanation of Design Review Report
Construction Review
Introduction
Explanation of Construction Review Report
Introduction
Air Intake System Evaluation
Combustion Air
Remote Mounted Air Cleaners
Air Inlet Ducting
Air Cleaner Provided by Others
Cooling System Evaluation
Engine Cooling Circuits
System Coolers
Expansion Tanks
Cooling System Protection
Central Cooling Systems
External System Piping
Corrosion Protection
Heat Recovery
Cooling System Performance
Starting System Evaluation
Battery Charger
 Batteries Daily Log Sheet
Wire and Cabling Ventilation System Evaluation
Alternate Forms of Starting Engine Room Ventilation
Air Compressor Switchgear Room Ventilation
Air Receiver Tanks Serviceability Evaluation
Air Supply Piping Engine Component Removal
Engine Starters and Accessories Engine Maintenance
Cold Ambient Starting Reserved Work Area
Exhaust System Evaluation Spare Parts Storage
Exhaust System Warnings Equipment Safety Evaluation
Exhaust System Piping Engine Room
Exhaust Emissions Control Room
Legislation Generator Control Evaluation
Emission Permitting Generator Voltage Control
Emissions Compliance Generator Monitoring
Fuel System Evaluation Switchgear Evaluation
Gaseous Fuels Switchgear Cabinets
Heat Value Current and Potential Transformers
Detonation Characteristics Circuit Breakers
Contaminant Gases Electrical Cables
Fuel Pressure Generator Protective Relays
Fuel Lines Control Voltage
Fuel Filters Paralleling Operations
Governors Operation and Maintenance Evaluation
Lubrication System Evaluation Engine Operation and Maintenance
Engine Oil Engine Support Equipment
Engine Sump Mechanical Training
Engine Prelube Maintenance Contracts
Oil Pressure Shutdown Crankcase Ventilation System Evaluation
Mounting and Alignment Evaluation Crankcase Breathers
Vibration Isolators Crankcase Ventilation Piping
Engine Base Generator Set Commissioning Report Form
Engine to Driven Equipment Alignment Industrial Engine Commissioning Report
Driven Equipment Evaluation Form
Generator Analysis of Test Data and Physical Systems
Driven Equipment Engine Performance Data Form
Coupling Engine S/N Generator Set Form
Torsional Analysis Commissioning Sequence of Events
Engine Protection System Evaluation Startup Procedure for
Engine Protection 3500 Series Low Emission Gas Engines
Monitoring System Spare Parts List
Engine Operating Parameters Maintenance Items
Generator Operating Parameters Common Repair Items
Driven Equipment Parameters G3500 Engine Commissioning
External Engine Support Systems Tools

4
Design Review
Introduction
A well-planned installation will aid reliability,
performance, and serviceability. To be
successful, the installation designer must be
aware of the application and installation
requirements for Caterpillar G3500 Generator
Set or Industrial products. As a first step, the
designer should be aware of all pertinent
Caterpillar reference publications, such as the
Gas Engine Application and Installation
Guide, Form No. LEKQ2368, as well as other
information available from Caterpillar G3500
Family of Engines.
Design the installation to give efficient and
reliable operation. A poorly designed
installation can hinder serviceability, and
make routine maintenance and repairs
difficult. The neglect of specific design
requirements for mounting, alignment, and
support systems, can lead to poor performance
and increased cost of operation.
When the installation designer has completed
a review of the Caterpillar application and
installation requirements, a discussion should
take place with Caterpillar dealer personnel
to cover concerns he may have about specific
areas of the design. This will establish ground
rules for further working relationships in the
design phase. After the initial installation
drawings have been completed, have follow-up
discussions with the designer to make sure
the drawings meet application and
installation requirements. As an aid in the
review of the design, use the G3500 Generator
Set Design Review Report on page 7 or the
G3500 Industrial Engine Design Review
Report on page 9.
Explanation of Design
Review Report
The Design Review Reports in this guide
provide a checklist for dealer or Caterpillar
representative use only, and is available from
Caterpillar.
It is a checklist to determine if sufficient
information has been provided to the
installation designer for completion of initial
layouts in compliance with requirements in
the Gas Engine Application and Installation
Guide.
Complete the form with general information
about the owner, power station, and
builder/installer. Using design criteria of the
power station, record specific data concerning
physical features of the site as well as the
engine and generator support systems.
There is provision to record Caterpillar
reference materials provided to the designer
as well as a checklist for results of the design
and serviceability review. Compliance with
Caterpillar requirements is noted by placing
an “X’’ in the box next to the system reviewed,
indicating satisfactory or unsatisfactory
compliance. If the design of a system does not
comply, space is provided to record action
required to follow-up and correct the problem
areas.
After completion of the design review and
design review form, and after reaching
agreement on required corrective action, it is
recommended that all concerned parties sign
the form at the designated location.
5
6
Caterpillar G3500 Generator Set Design Review Report
General:
Selling Dealer _______________________________ District or Subsidiary _____________________
Servicing Dealer _______________________________
Equipment Suppliers and Contractors: ____________________________________________________
________________________________________________________________________________________
________________________________________________________________________________________
Customer _______________________________________________________________________________
Address ________________________________________________________________________________
Application: Prime Power __________ Continuous ________________ @ ______________ % load
Peak Shaving _________ Standby _____________
Consist:
Engine Model ________________________________ Engine Arrangement No. __________________
OT Specification No. ______________________________ Serial No. ____________________________
Rating __________________ bhp ___________________ bkW _____________
Engine Cooling System: Separate Circuit _______________Combined Circuit _________________
Governor: 2301/EG3P ________ 2301A Load Share/EG3P __________ 701/EG3P ____________
EPG Load Share _________ SPM-A ___________ AGLC ___________ APTL ___________ Import
Export Controller ________ 3161 ________ Other (specify) __________
High Idle: Specified _________________________ OT Specification __________________________
Low Idle: Specified __________________________ % Droop Specified ________________________
Fuel Used: Pipeline Natural Gas ____________ Field Gas __________ Landfill Gas ___________
Digester Gas ____________ Propane (HD-5) __________ Other (Specify) ___________
Fuel Lower Heat Value _________ Btu/scf mJ/m3) Methane number ________
Specific Gravity _________ Wobbe Index _________
Minimum Fuel Pressure ________ kPa (psi) Fuel Filtration __________
Filter Efficiency ________
Engine Coolant: Antifreeze _________ % Corrosion Inhibitor ________ Heat Recovery ________
Separate Circuit Coolant: Antifreeze ___________% Corrosion Inhibitor ______________
Oil to be used in engine __________________________________________________________________
Engine site conditions: Elevation __________________
Typical Ambient Temperature range for the year: ____________________ to ___________________
Atmospheric conditions: Typical relative humidity level ___________________________________%
Air Quality: Salty ____________ Dusty _________ Clean ____________

7
Application Summary

______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
The following parties have discussed and agreed to the results and required action during the
design review process.
Field Engineer Signature ______________________________________ Date ____________________
Builder/Installer Signature ____________________________________ Date ____________________
Owner Signature _____________________________________________ Date ____________________

8
Caterpillar G3500 Industrial Engine Review Report
General:
Selling Dealer _______________________________ District or Subsidiary _____________________
Servicing Dealer _______________________________
Equipment Suppliers and Contractors: ____________________________________________________
________________________________________________________________________________________
________________________________________________________________________________________
Customer _______________________________________________________________________________
Address ________________________________________________________________________________
Application: Driven Equipment _________________ _______________ rpm @ ___________ % load
Consist:
Engine Model ________________________________ Engine Arrangement No. __________________
OT Specification No. ______________________________ Serial No. ____________________________
Rating __________________ bhp ___________________ bkW _____________
Engine Cooling System: Separate Circuit _______________Combined Circuit _________________
Governor: 3161 ____________ 2301/EG3P ___________ 2301A Load Share/EG3P ____________
701/EG3P__________________ Suction Pressure Controller ______________ Discharge Pressure
Controller _________________ Other (specify) ___________________
High Idle: Specified _________________________ OT Specification __________________________
Low Idle: Specified __________________________ % Droop Specified ________________________
Fuel Used: Pipeline Natural Gas ____________ Field Gas __________ Landfill Gas ___________
Digester Gas ____________ Propane (HD-5) __________ Other (Specify) ___________
Fuel Lower Heat Value _________ Btu/scf mJ/m3) Methane number _________
Specific Gravity _________ Wobbe Index _________
Minimum Fuel Pressure ________ kPa (psi) Fuel Filtration __________
Filter Efficiency ________
Engine Coolant: Antifreeze _________ % Corrosion Inhibitor ________ Heat Recovery ________
Separate Circuit Coolant: Antifreeze ___________% Corrosion Inhibitor ______________
Oil to be used in engine __________________________________________________________________
Engine site conditions: Elevation __________________
Typical Ambient Temperature range for the year: ____________________ to ___________________
Atmospheric conditions: Typical relative humidity level ___________________________________%
Air Quality: Salty ____________ Dusty _________ Clean ____________

9
Application Summary

______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
The following parties have discussed and agreed to the results and required action during the
design review process.
Field Engineer Signature ______________________________________ Date ____________________
Builder/Installer Signature ____________________________________ Date ____________________
Owner Signature _____________________________________________ Date ____________________

10
Design Review Results
System Design Compliance with 3500 Engine Requirements
Air Intake

Satisfactory ■
Unsatisfactory ■

Cooling

Satisfactory ■
Unsatisfactory ■

Starting

Satisfactory ■
Unsatisfactory ■

Exhaust

Satisfactory ■
Unsatisfactory ■

Fuel

Satisfactory ■
Unsatisfactory ■

Lubrication

Satisfactory ■
Unsatisfactory ■

11
 System Design Compliance with 3500 Engine Requirements
Engine
Mounting

Satisfactory ■
Unsatisfactory ■

Driven
Equipment

Satisfactory ■
Unsatisfactory ■

Safety and
Alarms

Satisfactory ■
Unsatisfactory ■

Engine
Monitoring

Satisfactory ■
Unsatisfactory ■

Ventilation

Satisfactory ■
Unsatisfactory ■

12
 System Design Compliance with 3500 Engine Requirements
Serviceability

Satisfactory ■
Unsatisfactory ■

Equipment
Safety

Satisfactory ■
Unsatisfactory ■

Generator
Controls

Satisfactory ■
Unsatisfactory ■

Switchgear

Satisfactory ■
Unsatisfactory ■

Operation and
Maintenance

Satisfactory ■
Unsatisfactory ■

13
 System Design Compliance with 3500 Engine Requirements
Crankcase
Ventilation

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

14
Construction Review
Introduction
After the Design Review is satisfactorily
completed, the next step is the construction of
the installation site. During this phase, visit
the construction site at least twice to perform
a review of systems installation progress.
The first visit should follow installation of the
Caterpillar G3500 unit(s). Additional visits
may be necessary, depending on the difficulty
of the installation, and the stage of
completion. Make the final visit before the
commissioning process begins.
The objective of these visits is to determine if
the previously approved design is being
followed. These visits not only continue to
produce a better understanding of Caterpillar
requirements, but also provide a more reliable
installation. Experienced construction
builders will make necessary changes as soon
as possible, to avoid costly delays and
eventual customer downtime.
Explanation of Construction
Review Report
The Caterpillar G3500 Construction Review
Report is intended to provide a checklist for
dealer use only, and is available from
Caterpillar. The report is a simple checklist
used to determine if the previously agreed on
design is being successfully implemented
during the construction process.
Fill out the report with general information
about the owner, installation site and
builder/installer, including the power station
physical features. Provisions are made for
recording the engine and generator systems
descriptions, including serial numbers, and
manufacturer, where applicable.
When the construction and installation are
incompliance with Caterpillar requirements,
indicate this by placing an “X’’ in the box next
to the system reviewed for satisfactory or
unsatisfactory compliance to requirements. If
a system does not comply, there is space to
record the necessary corrective action.
After the construction review and the
construction review form are completed, and
any corrective action is agreed to, it is
recommended that all concerned parties sign
the construction review form at the
designated locations on the report.
15
Caterpillar G3500 Construction Audit Report
General:
Selling Dealer ____________________________ District or Subsidiary ________________________
Servicing Dealer __________________________
Equipment Suppliers and Contractors: ____________________________________________________
________________________________________________________________________________________
________________________________________________________________________________________
Customer _______________________________________________________________________________
Address ________________________________________________________________________________
Application: Prime Power _______________ Continuous ____________ @ ______________ % load
Peak Shaving ______________ Standby _____________
Consist:
Engine Model _____________________________ Engine Arrangement No. _____________________
OT Specification No. ______________________ Serial No. ___________________________________
Rating ____________________ bhp _________________ bkW ______________ @ ______________
Jacket Water: Radiator ___________ Heat Exchanger ____________
Evaporative Cooler ________ Heat Recovery _________ Coolant Temperature _______ (°F) (°C)
Water Pump Drive (specify) _____________ Oil Cooler _______
Separate Circuit: Radiator ____________ Heat Exchanger ______________
Evaporative Cooler ________ Heat Recovery _________ Coolant Temperature _______ (°F) (°C)
Oil Cooler __________
Oil Cooler Circuit: Radiator ___________ Heat Exchanger __________
Evaporative Cooler ________ Heat Recovery _________ Coolant Temperature _______ (°F) (°C)
Application Summary
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
________________________________________________________________________________________
The following parties have discussed and agreed to the results and required action during the
construction audit process.
Field Engineer Signature ______________________________________ Date ____________________
Builder/Installer Signature ____________________________________ Date ____________________
Owner Signature _____________________________________________ Date ____________________
16
Construction Audit Results
System Construction Compliance with 3500 Engine Requirements
Air Intake

Satisfactory ■
Unsatisfactory ■

Cooling

Satisfactory ■
Unsatisfactory ■

Starting

Satisfactory ■
Unsatisfactory ■

Exhaust

Satisfactory ■
Unsatisfactory ■

Fuel

Satisfactory ■
Unsatisfactory ■

Lubrication

Satisfactory ■
Unsatisfactory ■

17
 System Construction Compliance with 3500 Engine Requirements
Engine
Mounting

Satisfactory ■
Unsatisfactory ■

Driven
Equipment

Satisfactory ■
Unsatisfactory ■

Safety and
Alarms

Satisfactory ■
Unsatisfactory ■

Engine
Monitoring

Satisfactory ■
Unsatisfactory ■

Ventilation

Satisfactory ■
Unsatisfactory ■

18
 System Construction Compliance with 3500 Engine Requirements
Serviceability

Satisfactory ■
Unsatisfactory ■

Equipment
Safety

Satisfactory ■
Unsatisfactory ■

Generator
Controls

Satisfactory ■
Unsatisfactory ■

Switchgear

Satisfactory ■
Unsatisfactory ■

Operation and
Maintenance

Satisfactory ■
Unsatisfactory ■

19
 System Construction Compliance with 3500 Engine Requirements
Crankcase
Ventilation

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

Satisfactory ■
Unsatisfactory ■

20
Introduction
This document gives guidance to personnel
commissioning Caterpillar G3500 Family of
Engines. Use the included information to
prepare the final commissioning report and
documentation of performance of each engine
as it goes into full service. Any deletion of
information can cause confusion during future
maintenance or warranty activity. Document
each item included in each discussion in the
final report establishing the initial condition
of engine operation.
Commissioning has many activities associated
with its definition. The Field Engineer
responsible for Commissioning must be
prepared to give guidance to all areas of the
project as well as being the final evaluator of
operating systems and engine performance.
This guide is intended to assist in this activity
and to complement the existing “Gas Engine
Application and Installation Guide”.
It is important to understand the standards
established for each system and the
specifications accompanying those standards
to give the Caterpillar G3500 Generator Sets
and Industrial Engines the highest reliability
and customer satisfaction possible. Any
deviation from the standards or specifications
can be detrimental to the life of the product.
Normal operation of systems can cause
deterioration in their performance over their
expected life. Starting with deviated
standards and specifications will only shorten
the expected life.
Items included in the system guides are
intended to assist in the documentation of
facts to be included in the final commissioning
report. Pictures and other schematics or
visual aids included as attachments to the
commissioning report are valuable to help
others understand the descriptions given in
the report.
Caterpillar personnel are available to
commission G3500 Generator Sets and
Industrial Engines for a nominal fee. If this is
not done, the responsibility of system
evaluations and full commissioning is that of
the described party designated by the Project
Manager for any project.
Air Intake System Evaluation
To evaluate the engine air intake system, the
total system must be evaluated from the air
source for the engine to the inlet to the
turbocharger. This may include engine room
air or the air cleaner may be mounted outside
the engine room. Whichever the case, consider
the following items when evaluating the air
intake system.
Combustion Air
Air inlet temperature to engine should not
exceed 49°C (120°F).
Is the quantity of air available for combustion
sufficient? This requires approximately
0.084 m3/min/bkW (2.0 ft3/min/bhp) for low
emissions engines. Standard (stoichiometric)
engines require 40-50% less air.
The engine room or enclosure should not
experience negative pressure if combustion air
and ventilation air are from the same source.
For extremely cold climates, an alternate
warm filtered air source should be available
for starting the engine. The air temperature
for starting should not be less than
-25°C (-13°F).
Remote Mounted Air Cleaners
Air cleaner elements must be accessible for
periodic maintenance.
The air cleaner elements must be mounted in
the housing to assure the engine does not
ingest foreign material due to incorrect
positioning.
The air cleaner housing must have surface
protection when subjected to a harsh
environment such as salty atmosphere.
Air inlet restriction is recommended not to
exceed 38 cm (15 in.) of water. New, clean
systems should be near 13 cm (5 in.) of water
restriction to allow appropriate service
intervals for the filter elements.
The air cleaners should draw outside air
through the elements and use air ducting to
the turbo inlet.
21
Air Inlet Ducting
The interior surface of the intake ducting
must be protected from future rust and
corrosion due to intake air quality.
The intake air piping must have long gentle
radius bends (2 x Dia = Radius) and generous
straight lengths if a single straight length is
not possible.
The cross sectional area of the intake ducting
must be the same or larger than the air
cleaner housing inlet/outlet or the air inlet
adapter for the turbocharger. Any abrupt
changes must be avoided, see “Air Intake
System” of Gas Engine Application and
Installation Guide for more information on air
inlet ducting.
The air inlet restriction created by the ducting
must be minimal to allow normal service
intervals for the air cleaner elements.
Air inlet ducting must not be rigidly mounted
to the air cleaner housing. Flexible
non-metallic connections must be used
between the ducting of the air cleaner
housing.
Observe the proximity of the exhaust piping
and the air intake ducting. Insure there is no
heat transfer between the two sets of piping.
If evident, insist either or both are insulated
to protect both air inlet temperature and the
non-metallic connections.
Air inlet ducting must be inspected for leaks
during engine operation.
Air Cleaner Provided by Others
Air cleaners not provided by Caterpillar for
the engine must meet air flow and
contamination containment requirements to
protect the engine from shortened component
life. This requires prior factory approval.
Cooling System Evaluation
A cooling system evaluation for the
Caterpillar G3500 Family of Engines must
include engine operating parameters, external
system piping, water quality, and external
cooling components. A properly controlled
22
cooling system is essential for satisfactory
engine life and performance. Defective cooling
systems and careless maintenance are a
direct cause of many engine failures. Consider
the following when evaluating the engine
cooling system.
Engine Cooling Circuits
The Caterpillar G3500 Generator Sets can be
configured four ways depending on the
customer requirements. The standard cooling
system has a two circuit design. The jacket
water and oil cooler are on the same cooling
circuit and the aftercooler is on a separate
circuit. The landfill cooling system is also a
two circuit design but due to higher jacket
water temperatures the oil cooler is moved to
the separate circuit and an oil thermostat is
added. The cogeneration cooling system is
either a two or a three circuit system. As the
jacket water temperature is in excess of the
capabilities of the engine driven jacket water
pump a customer supplied boiler class pump
is used on the jacket water circuit. In the two
circuit system the separate circuit pump is
used to supply coolant to both the aftercooler
and the oil cooler. In the three circuit system
the engine driven separate circuit pump
circulates water to the aftercooler. The second
engine driven pump circulates water to the
oil cooler.
The G3500 Industrial Engine’s standard
cooling system has a two circuit design.
The jacket water and oil cooler are on the
same cooling circuit; the aftercooler is on a
separate circuit.
System Coolers
Radiators are the most common way to cool
coolant water on the G3500 Family. Other
methods include heat exchangers and cooling
towers. It is the user/installer’s responsibility
to provide proper venting and isolation of the
cooler for required maintenance or repair.
If an open cooling tower system is used,
insure the water from the cooling tower does
not enter the engine. Debris collected by the
water from the atmosphere can be
detrimental to water pumps and be deposited
in the engine. Consider the cooling tower
water as raw water and make the engine
circuits closed-loop using a heat exchanger.
When impractical to route vent lines long
distances to a common venting point, a
5N3727 float valve or APCO air release
valve, Model 200AB.3, or equivalent is
recommended. It has a cast iron body and
stainless steel trim. The cover includes a
1/2 in. NPT plug that should be removed for
installation of a nipple and ball allowing rapid
venting during initial fill of the system. The
valve’s internal diaphragm collects entrained
air and automatically releases it to
atmosphere during operation.
Expansion Tanks
The water level in the expansion tank should
be at the highest point in the cooling system
to allow proper venting during initial filling of
the system. This will also provide a single fill
point for the cooling system.
If the expansion tank is not the highest point
in the system, it is the user/installer’s
responsibility to provide an auxiliary
expansion tank at the highest point in the
system. The auxiliary tank must be
inter-connected with the expansion tank to
provide complete venting of the system.
Any other cooling system component should
have vent lines run to the auxiliary tank or
must be vented independently. Vent lines
should be added if not provided. The vent
lines should run from the highest point on the
engine, which is usually the turbocharger
housing, to the highest point in the expansion
tank or auxiliary tank if provided. Lines
should be 3/8 or 1/2 inch diameter tubing,
stainless steel or copper. Refer to “Cooling
Systems” section of the Gas Engine
Application and Installation Guide.
Initial filling of the system must be done at a
rate so that complete venting of the cooling
system can occur. Always be ready to add a
supplemental volume of water to system at
initial start-up in case air has been trapped in
the system. The Caterpillar expansion tank is
provided with a 7 psi pressure cap. Re-install
the pressure cap prior to the engine
performance testing under load.
When altitude becomes a consideration for the
boiling point of water, insure the standard
pressure cap is adequate to prevent coolant
boiling below the alarm and/or shutdown
protection settings. For example, a jacket
water temperature shutdown would require a
7.5 psi cap at sea level to maintain 104°C
(219°F) setting. At 3048 m (10,000 ft), the
pressure cap would only provide the
equivalent of 4 psi and the boiling point of
water is reduced to approximately 93°C
(200°F). The shutdown setting would not
protect the engine. A 14 psi cap would be
required.
If an expansion tank pressure cap is not used,
adjust water temperature alarm and
shutdown contactors according to atmospheric
conditions to insure adequate engine
protection.
If a non-Caterpillar expansion tank or a shunt
style cooling system is provided for the engine,
a complete test must be done complying with
requirements listed in EDS 50.5, Cooling
System Field Test, Form No. LEKQ7235.
Cooling System Protection
Protecting the engine from cooling system
problems is imperative. Insure the engine is
equipped with a high jacket water temperature
shutdown, and the protection system
functions according to specification.
It is the user/installer’s responsibility to
provide additional pressure and temperature
gauges and alarms in the external system for
the operators to monitor daily. Detection of a
developing cooling system problem can
prevent an unscheduled shutdown of the
engine or an operation alarm condition.
Central Cooling Systems
Cooling multiple engines from a common
system is not recommended. A devoted cooler
for each engine is preferred.
23
If a central cooling system is required for the
installation, insure that the system
performance is evaluated with the maximum
heat rejection possible from all engines being
cooled from the system. Since every system,
application, and installation will be unique,
they must be approved by Caterpillar.
External System Piping
The external system piping must be clean and
free of weld slag and other debris that can be
detrimental to engine components.
Inspect cooling system piping prior to the
initial filling of the system. If debris is found,
insure the piping is cleaned before filling
the system.
Install temporary strainers at the engine in
the coolant inlet line(s) prior to initial engine
operation. Operate the engine at no-load and
rated speed for at least 15 minutes. Remove
the strainers and check for debris. If debris is
found, reinstall the strainers and repeat the
operation. Continue this procedure until no
debris is found in the screen. The temporary
strainers are available from Caterpillar for
4 in. (4C9045), 5 in. (4C9046) and 6 in.
(4P9047) pipe.
If a permanent strainer in the coolant inlet
lines is provided by the user/installer, insure
pressure drop across the strainer can be
monitored. Excessive pressure drop can cause
improper coolant flow to engine. Follow the
same procedure for permanent strainers as
described for temporary strainers during
initial engine operation. At maximum flow
condition, any clean strainer should have
maximum capacity to create no more than
10-14 kPa (1.5-2.0 psi) pressure drop.
External piping must be isolated from the
engine and driven equipment. The
recommended flexible couplings are; 4P5906
for 4 in. pipe, 4P5905 for 5 in. pipe and
4P5907 for 6 in. pipe. Install the couplings
between the point of piping support on the
engine and the closest external piping support
to the engine.
24
Corrosion Protection
Caterpillar guidelines established for water
quality must be followed precisely. These
guidelines are published by Caterpillar and
available in the standard publication system.
Engine Installation and Service Handbook,
Form No. LEBV0915, and Coolant and Your
Engine, Form No. SEBD0970, are two sources
for information.
For a cogeneration system, the jacket water is
greater than 111°C (230°F). Boiler class water
complying to EDS 56.0 Water Treatment
Recommendations for Ebullient and Solid
Water Cooled Engine, Form No. LEKQ8567
should be used.
Insure the proper quality of fresh water is
installed in the system. Also insure that the
water is properly treated with corrosion
inhibitor.
If ambient conditions require anti-freeze to be
used, insure only low silicate anti-freeze is
installed. Test Concentration with a Coolant
Tester (5P0957 for °F or 5P3514 for °C).
Insure that the Cooling System Test Kit
(8T5296) or Coolant Test Strips (4C9297) are
used to evaluate the concentration of
corrosion inhibitor in the system. Excessive
concentrations are as detrimental to the
engine as insufficient concentrations.
Heat Recovery
Recovering heat from the engine coolant can
improve the efficiency of the operation but can
also be detrimental to the engine if not
designed and installed properly.
Insure any external temperature regulators
for the cooling system do not inhibit coolant
flow to the engine.
Insure any external temperature regulators
for the system do not in any way inhibit the
operation of the cooling system and
temperature control of the engine is
maintained.
Insure external heat recovery components do
not contribute excessive resistance to
coolant flow.
Insure the water temperature returning to the
engine has been cooled sufficiently to achieve
the required coolant temperature at the
engine pump inlet(s).
Cooling System Performance
The complexity of the external cooling system,
which may include heat recovery and/or some
other cooler, is best understood by reviewing
the installed system and producing a
schematic of that system. The schematic
should indicate all the system flow paths, test
and monitoring points, and external system
components.
Include the system schematic as an
attachment to the Commissioning Report.
Assign 900 series description numbers to each
of the test and monitoring points and record
on the Commissioning Report test sheet.
Starting System Evaluation
The Caterpillar G3500 Family of Engines has
various starting methods. The most common
method is 24VDC electric start system. Select
the size of storage batteries as well as the
number of starters depending on the ambient
temperature starting capability required. Use
the price list to select proper componentry.
The Caterpillar G3500 Industrial Engines
have various starting methods. The most
common is pneumatic starting. These can
include manually actuated, electrically
actuated, or pneumatically actuated starting.
The working fluid can either be compressed
air or compressed gas (field gas or natural
gas).
Battery Charger
In addition to the starting requirements, the
Caterpillar G3500 Family of Engines has an
engine protection system which operates from
the 24VDC supply. Often an electric governor
is used which also is powered by the batteries.
The G3500 Low Emission Engines have
electronics to protect the engine from
detonation. The switchgear is typically 24VDC
powered as well. The charging system,
whether AC to DC battery charger or engine
powered alternator, should be sized to handle
the peak electrical demand of starting plus the
continuous current draw of the auxiliary
electrical equipment.
Batteries
Caterpillar offers various size batteries for
starting depending on the desired ambient
starting capability required. These batteries
are low maintenance lead acid batteries and
should be mounted near the engine to keep
electrical cabling short. Because a small
amount of explosive gases that can be
generated by lead acid batteries during
charging they should be well ventilated. This
is another reason to mount the batteries near
the engine to take advantage of the engine
room ventilation. Other battery types can be
used, such as NiCad batteries. These batteries
are maintenance free and reportedly have
longer service life.
Wire and Cabling
The interconnect wires and cables must be
sized adequately for the circuit. A minimum of
16 gauge wire is recommended regardless of
the current requirement. For additional
guidance see the “Starting” section of the Gas
Engine Application and Installation Guide.
Alternate Forms of Starting
Air starters are also available for the
Caterpillar G3500 Generator Set Engines.
These can include manually actuated,
electrically actuated, or pneumatically
actuated starting.
The Caterpillar G3500 Industrial Engines can
use a 24VDC electric start system. The size of
storage batteries as well as the number of
starters should be selected depending on the
ambient temperature starting capability
required. The price list can be used to help
select the proper componentry.
Air Compressor
The air compressor must be sized to match the
air receiver tank(s) make-up rate due to
starting. Also consider site for altitude and air
density.
25
An air dryer on the compressor outlet is
suggested to prevent water vapor in the air
from freezing if expanded below 0°C (32°F).
Air Receiver Tanks
Insure the air receiver tanks are sized to
provide the required consecutive engine starts
without depletion of air pressure below the
minimum starting pressure.
Receiver tanks must have manual or
automatic drains to allow oil and water
condensate to be drained daily to prevent
damage to the starters. Inform operators of
this requirement.
Receiver tanks must meet specific
characteristics, such as the specifications of
the American Society of Mechanical
Engineers (ASME). Insure each receiver tank
has been tested at 1-1/2 times the normal
working pressure unless local codes require
some greater value. Set the tank relief valve
pressure at a level below the test pressure.
Receiver tanks must be equipped with a
maximum pressure relief valve and a
pressure gauge. These should be monitored
periodically to assure proper operation.
Air Supply Piping
Size piping to provide a minimal pressure
drop of supply air from the receiver tank to
the engine starters. Piping should not be
smaller than the connection at the engine.
Route piping so that water vapor and oil
deposits collect at a trap in the lowest point in
the piping. Drain the trap daily. Operators
must be informed of this requirement.
Prior to initial start-up of the engine,
disconnect the air piping from the engine and
allow controlled air to blow any water vapor,
oil deposits or debris out of the pipe to prevent
ingestion into starters.
Engine Starters and Accessories
Adjust the starter lubricator during the initial
starting of the engine to limit slobber of
starter lubricant at the starter air outlet.
26
Take care when starting the engine that the
starter silencer discharge does not endanger
personnel safety. If the discharge is directed
toward any potential occupied area, provide
shielding between the starter and the area
in question.
Cold Ambient Starting
For cold ambient, jacket water heaters are
recommended. These AC electric heaters
circulate warm coolant through the engine
making a cold start much easier.
For extremely cold ambients, an alternate
warm filtered combustion air source should be
available for starting the engine. The
temperature for starting should not be less
than -25°C (-13°F).
Exhaust System Evaluation
The exhaust system for G3500 Engines must
be evaluated from the exit of exhaust gases
from the turbocharger to the atmospheric
conditions existing at the muffler outlet. Fuel
consumption, exhaust emissions, detonation
and backfire characteristics, and component
life of the engine are affected by the exhaust
system design and proper installation.
Consider the following items when evaluating
the exhaust system.
Exhaust System Warnings
The engine installer must protect engine room
equipment and personnel from the heat of
exhaust system piping.
The engine installer must provide appropriate
drains and/or rain caps to protect the engine
from rainwater entering the engine through
the exhaust piping. The last few feet of the
exhaust outlet should be installed to prohibit
rainwater entry without inducing excessive
exhaust backpressure.
Common exhaust systems between engines is
to be strictly avoided.
The turbocharger must be protected from
debris entering the exhaust outlet during
construction of the exhaust piping. A properly
tagged blanking plate is recommended. The
tagged plate must be removed prior to initial
engine operation. The debris collected on the
plate must not go into the turbocharger.
Exhaust System Piping
The exhaust system piping must be made of a
material to withstand the effects of exhaust
gas temperature, velocity, and thermal
expansion. Insure that any insulation added to
exhaust piping does not deteriorate the piping
since the pipe temperature will be higher than
if not insulated.
The backpressure of the total piping system
must be minimal to allow for muffler
restriction, outlet piping from the muffler, and
piping degradation during the life of the
engine. Fuel consumption, exhaust emissions,
detonation and backfire characteristics, and
component life of the engine will be affected if
the backpressure exceeds the recommended
value of 27 inches of water pressure.
There must be expansion joints and vertical
supports in the appropriate positions to assure
free movement of the exhaust piping during
thermal expansion.
Rigidly support the exhaust piping (with off-
engine supports) near the engine to minimize
compression and offset of the engine exhaust
bellows. Exhaust pipe expansion must be in
the direction away from the engine. Rollers are
strongly recommended when vertical supports
are required between expansion joints and
rigid supports.
The exhaust piping routing must not interfere
with the service of the engine. Pay particular
attention to the use of an overhead bridge
crane.
A point for measuring exhaust system
backpressure should be in a straight length of
the exhaust pipe at least 3 to 5 pipe diameters
away from the last size transition change from
the turbocharger outlet. System backpressure
measurement is part of the engine
performance testing.
Exhaust Emissions
The exhaust emissions from G3500 Engines
often are regulated by country, state, county, or
local legislation. G3500 Engines can operate
over a wide range of NOx emission level and
can be adjusted to meet most regulations. The
various versions of G3500 Engines can operate
from 1.0 g/bhp-hr NOx to 20 g/bhp-hr NOx.
This is one reason why the G3500 is chosen
over its diesel counterpart. Proper selection of
engine arrangements is required to obtain the
proper emissions, power, fuel consumption,
and performance.
Consider the following when evaluating
exhaust emissions.
Legislation
It is the customer’s responsibility to
understand the legislation at all levels in the
area where the engine is to be operated. In the
United States the US Federal EPA has the
responsibility to regulate emissions throughout
the USA. Many states have even stricter
regulations than the US Federal EPA. States
that are known to have stricter regulations
than the US Federal EPA are Arizona,
California, Colorado, Connecticut, Illinois,
Kansas, Louisiana, Maine, Massachusetts,
Nebraska, New Hampshire, New Jersey, New
Mexico, New York, Oklahoma, Pennsylvania,
Rhode Island, Texas, Utah, Vermont, and West
Virginia. Certain local regions have even
stricter regulations. These are currently
located in the Southwest and Northeast. Many
countries in Europe and Asia have strict
regulations as well.
Review with federal, state, and local
government agencies the regulations in the
area where the engine will be operated.
Emission Permitting
It is the customer’s responsibility to obtain
required operating permits for the area the
engine will be operated. All emission
regulatory agencies need to be considered. The
permitting process may be a time consuming
exercise and may delay power production if not
initiated early.
27
Emissions Compliance
The engine emissions should be evaluated in
the field. Due to site conditions, gaseous fuel
used, etc. the engine may require resetting to
obtain the desired emissions level. An
emissions analyzer (4C8710) can be used to
reset the engine to the desired oxygen level in
the exhaust and verify the NO emissions.
For additional guidance see the “Emissions”
section of the Gas Engines Application and
Installation Guide.
Fuel System Evaluation
The Caterpillar G3500 Engines can operate on
a wide range of gaseous fuels and supply
pressures. This ranges from propane fuel with
a lower heating value (LHV) of 2300 Btu/SCF
to landfill gas with a LHV of 500 Btu/SCF.
Fuel supply pressures can either be high (30
psig) or low (1.5 psig). Because the engine is
designed and built for a specific fuel heat
value and fuel pressure; this information must
be provided at the time the engine order is
placed. Dual gaseous fuel engines are also
available. This will allow an engine to operate
on the primary fuel such as natural gas and
when it is required switch over to the auxiliary
backup fuel such as propane.
The combustion of fuel is required to obtain
the desired primary output, the production of
power (and heat). The saying “You are what
you eat” applies equally well for Caterpillar
gas engines.
Consider the following when evaluating the
fuel system.
Gaseous Fuels
Gaseous fuels consumed by the engine are
rarely pure. Rather they are a blend of various
combustible gases, inert gases, contaminant
gases, liquids, and particulates. For proper
engine operation the composition of the fuel
gas must be known. A gas analysis is very
important for proper long term
engine operation.
28
Heat Value
To produce power, all engines gas or liquid
fueled, combust fuel to produce heat. The
amount of heat produced determines the
amount of power produced. The unit for heat
is Joules or British thermal unit (Btu). For
hydrocarbon fuels, the lower heat value of the
fuel is what produces power. Liquid fuel is
regulated by the petroleum industry and is
very consistent. Gas fuels can vary
dramatically. For proper engine operation, the
LHV of the fuel must be known. The
composition of the gas is what determines its
heat value. The lower heat value of a gas is
described in mJ/m3 or Btu/SCF of gas. Each
constituent in the gas has a different heat
value. The sum of the percentage of each
constituent times the respective heat value
determines the heat value of the fuel in
question. Caterpillar and Caterpillar dealers
have a computer program, Spark Ignited
Engine Programs (Methane No. and NOx),
Form No NETG5016 and NETG5017 to help
determine the lower heating value of a fuel
from a gas analysis. Caterpillar uses
905 Btu/SCF as the standard fuel and corrects
all engine data to this standard.
Detonation Characteristics
Fuel composition also affects the rate of fuel
combustion. The rate of combustion
determines the detonation characteristics of
the fuel when burned in an engine. Methane
number is the unit of measure for resistance to
detonation. This is similar to the more familiar
Octane number for liquid fuels. Similar to
lower heat value, each constituent has a
different Methane number. The Methane
number can be determined from the
percentages of each constituent that makes up
the fuel. Caterpillar and Caterpillar dealers
have a computer program (Methane No. and
NOx), Form No. NETG5016 and NETG5017 to
help determine the Methane number of a fuel
from a gas analysis. A fuel usage chart is
available to help determine the compression
ratio, timing, and maximum allowable power
for the engine.
Contaminant Gases
Some gases found in fuel gas can cause
premature engine wear and failure. These
gases produce chemical attack of the engine if
not treated properly. The gases of concern are
those that contain sulfur, chlorine, and
fluorine atoms. The most common
contaminants are hydrogen sulfide (H2S) and
chloro-fluoro-carbons (CFC). CFC are common
solvents and refrigerants. H2S is found in field
gas, digester gas, and landfill gas. CFC are
commonly found in landfill gas. When these
compounds are burned in the engine, they
produce very strong acids which can attack
engine components and cause premature
engine wear and failure. Allowable limits,
precautions, treatment, and maintenance
procedures are covered in the “Low Btu
Engines” section of the Gas Engine
Application and Installation Guide.
Fuel Pressure
The G3500 Family is available in a high
pressure or a low pressure fuel configuration.
The engine of choice depends on the fuel
pressure available at the site. The high
pressure system is standard from Caterpillar
and gives the overall best performance. But in
many locations 30 psig gas is not available
and the low pressure version will service
those locations where as little as 1.5 psig is
available. The high pressure system is slightly
more responsive and stable when compared to
the low pressure system. The fuel pressure
requirement is higher on low emission
engines. Fuel pressure to the engine must be
within specified limits to obtain proper engine
operation. Refer to the “Fuel Systems” section
of the Gas Engine Application and
Installation Guide for specifics.
Fuel Lines
The fuel supply line to the engine must be
adequate in size to provide the required fuel
rate without causing a pressure loss to the
engine fuel system. Fuel density must be
considered when sizing fuel lines. Fuels such
as landfill gas and digester gas are low in heat
value, are very dense, and require special
attention to fuel line sizing.
Fuel Filters
Clean, dry gas is a requirement for
Caterpillar Gas Engines. A fuel filter(s) can be
used to remove liquids and particulates.
Common liquids are water and heavier
hydrocarbons. Small amounts of water are
usually not detrimental to the engine, but
large amounts are. Water, when combined
with some gases such as carbon dioxide, cause
acids which can attack the fuel system and
engine. Water in the fuel line can generate
rust which, if not filtered, can damage the
engine. Heavier hydrocarbons like butane,
pentane, hexane, etc. can exist in the fuel,
particularly field gas. These hydrocarbons
have very low detonation resistance and can
cause detonation engine failures or nuisance
detonation shutdowns in low emissions
engines. These liquids can be removed by
proper filters and de-misters; or they can be
vaporized by using a fuel heat exchanger.
Particulates in the fuel need to be removed.
Filter specifications for fuel are similar to
those used for inlet air. Failure to remove
particulates can cause premature engine wear
and damage. Landfill gas has a particularly
difficult filtering requirement. Landfill gas
has large quantity of sub-micron silicon
particulates which must be removed for
proper engine operation. Refer to the “Fuel
Systems” section of the Gas Engine
Application and Installation Guide for
specifics.
Prior to initial start-up of the engine,
disconnect fuel piping from the engine and
allow controlled fuel to blow out the pipe to
remove water, oil, and debris preventing
ingestion by the engine.
Governors
There are a variety of governors available for
G3500 Engines. For most industrial
applications, the hydra-mechanical governor
is used. The 3161 Woodward governor fills
this requirement. It can also be used on
generator sets, but electric governors typically
give better performance than hydra-
mechanical governors. There are several
options on the electric governors. A simple
29
speed control governor can be ordered. This is
the Woodward 2301 speed control governor. If
the engine needs to be paralleled with other
generator sets, use a 2301A load share
governor. If the generator set is to be used
stand-alone as well as paralleled with the
distribution buss, use a 701 digital governor.
A Woodward load sensor will be required to
parallel the 701 with other equipment.
Electric governors have the provision to be
field adjusted to optimize stability and/or
response. The 2301 has potentiometer
adjustments, while the 701 requires a hand
held programmer keypad. The 2301A load
share and 701 governors can be used in
conjunction with other Woodward equipment
like SPM-A synchronizer, Automatic
Generator Load Control (AGLC), and
Automatic Power Transfer and Load Control
(APTL). Refer to the “Governors” section of
the Gas Engine Application and Installation
Guide for additional information.
Lubrication System Evaluation
The lubrication system supplies a constant oil
flow to engine components. Oil is filtered,
cooled, and pressure regulated throughout the
engine operating range. Bearing failure,
piston ring sticking, and excessive oil
consumption are classic symptoms of oil
related engine failures. Maintaining the
lubrication system, scheduled oil sampling,
and quality oil can mean the difference
between repeated oil related failures and
satisfactory engine life. Consider the following
when evaluating the Caterpillar G3500
lubrication system.
Engine Oil
Engine oil to be used must meet Caterpillar
requirements prior to filling the oil sump.
Record oil brand and type.
Note: Refer to the “Lubrication’’ section of the
Gas Engine Application and Installation
Guide and “Caterpillar Spark Ignited
EPG/Industrial Engine Lubrication
Recommendations” Form No. SEBU6400 for
additional information.
30
A system must be in-place to properly handle
waste oil from the engine oil changes.
Schedule oil samples every 250 engine hours
with appropriate transportation to provide
adequate turn-around time for results.
Submit a sample of new oil for testing prior to
the first interval sample. If transportation is a
serious problem, insure the minimum oil
change period is communicated. Only after
several sampling periods during this mode of
operation can the engine be allowed to go
beyond the minimum change period. Insure
the appropriate oil information is provided to
the operating personnel and other appropriate
personnel to enforce this. Instruct the
personnel on trending the results of the oil
analysis. Refer to the appropriate Operation
and Maintenance Manual for 3508, 3512,
3516 Spark Ignited Engines, Form No.
SEBU6355, for further description.
Engines operating on landfill gas or other
potentially corrosive gas may require an oil
with a higher total base number (TBN) to
counteract the acids generated. Refer to
“Lubrication” section of the Gas Engine
Application and Installation Guide for
additional information.
Engine Sump
The oil sump must be filled through the oil
filler tube. Do not remove the engine
crankcase cover to fill the sump.
The user must connect oil sump drain valves
to external piping for draining oil during an
oil change. Provide a flexible connector
between the external piping and the
drain valve.
Use a dedicated pump if oil is to be pumped
into and out of the oil sump. This helps
eliminate the chance of foreign material or
debris entering the oil sump.
Insure cold engine oil level is correct and
check the oil level several times during initial
engine operation. Allow engine oil
temperature to reach normal operating
temperature 82-85°C (180-185°F).
Engine Prelube
Prelube is an option on the G3500 Family of
Engines. Two types of electric prelube systems
are available.
The first is a 24VDC motor-powered oil pump
that operates prior to engine cranking. An
interlock prevents engine cranking until the
engine has reached prelube pressure. The
pump motor is factory wired and requires no
customer wiring other than hooking up the
batteries. This type of prelube requires
approximately one minute to complete
prelube and allow engine cranking. In certain
applications this delay cannot be tolerated.
A continuous prelube system is available for
engines that must start and be available
quickly . This uses a AC motor powered oil
pump that operates continuously. A spill valve
is used to prevent unwanted accumulation of
oil in cylinder and turbocharger housings.
Once the engine is started, a pressure switch
turns the continuous prelube motor off. The
customer must wire the AC power to the
motor which must be considered in the plant
design.
Oil Pressure Shutdown
Oil pressure shutdown is provided on the
G3500 Engines. Two-level protection is used.
A low pressure setting is used at lower speeds
and a high pressure setting at higher speeds.
Mounting and Alignment
Evaluation
G3500 Family of Engines using the
Caterpillar rigid base are self-supporting
structures. The package will maintain
alignment if the floor is true (flat). Consider
the following when evaluating the proper
mounting of the package and checking
alignment of the engine and generator or
engine and drive equipment on-site.
Vibration Isolators
It is the user/installer’s responsibility to
provide adequate support and isolation
between the engine and driven equipment
base and the floor. The foundation must be
designed and constructed to support the
engine. Refer to the “Vibration” section of the
Gas Engine Application and Installation
Guide for more information.
Engine Base
If driven equipment and/or engine have been
removed during shipment, assure engine,
coupling, and generator or driven equipment
mounting bolts are properly torqued prior to
alignment checks.
Assure flexible connectors are used between
the generator set or driven equipment and
external system components rigidly mounted
off the package.
Engine to Driven Equipment
Alignment
Assure that the engine and driven equipment
are properly aligned by taking bore and face
dial indicator readings.
Make necessary adjustments to the alignment
prior to starting engine.
Record final alignment measurements and
include as an attachment to the
Commissioning Report.
Check crankshaft endplay and crankshaft
deflection and record in Commissioning
Report.
Driven Equipment Evaluation
Driven equipment for the G3500 Family of
Engines have been selected based on the
particular load profile of the site. When more
than one unit is involved, each piece of
equipment must be described in the
commissioning findings report.
Consider the follow items while evaluating
the driven equipment.
31
Generator
Record the manufacturer, model number, and
serial number of the generator and other
appropriate data relating to rated voltage,
rated current, frequency, temperature rise, etc.
Insure the generator windings have been
meggered prior to initial excitation. Megger
the cables between the generator and
generator circuit breaker.
Driven Equipment
Record the manufacturer, model number, and
serial number of the driven equipment and
other appropriate data relating to rated
pressure, rated flow, rotating speed, rated
torque, temperature rise, etc.
Coupling
If a two-bearing generator or other driven
equipment is to be used, select an appropriate
coupling. Features such as engine speed,
torque capacity, rotating inertia, etc. need to be
considered in selecting the coupling.
Torsional Analysis
Once a coupling and damper have been
selected, perform a torsional analysis to ensure
torsional vibration amplitudes will be within
acceptable limits.
Engine Protection System
Evaluation
The engine protection system gives operators
early alert to pending problems or it shuts
down the engine. This protects the engine
and/or driven equipment from imminent
failure and limits the contingent damage due
to failure. Proper maintenance and periodic
testing is imperative for a reliable protection
system.
Consider the following when evaluating the
engine protection system.
32
Engine Protection
Insure the following shutdowns are provided
and are functional on G3500 Family of
Engines:
• Engine oil pressure
• Jacket water temperature
• Overspeed
• Detonation or high inlet manifold
temperature
• Emergency stop switch
Standard generator set engines have the above
shutdowns provided (except COSA engines).
The actual set points will vary depending on
the configuration of engine ordered. Some
engines come with additional shutoffs, such as
cogeneration or landfill engines. Alarms that
indicate potential problems can be obtained as
an attachment. Depending on the
configuration, these shutdowns and alarms
may not be annunciated. In these cases it is up
to the customer to provide annunciation for
the specific shutdown and/or fault. A terminal
connection is provided for each available
indication.
Standard industrial engines have the
previously mentioned shutdowns provided.
The actual set points will vary depending on
the engine configuration ordered. The low
emissions version may have an SI Status
Control to provide the shutoffs. These shutoff
points are programmable and the set points
need to be verified. Refer to the engine service
manual for proper verification and
programming procedure. Some engines come
with additional shutoffs. Alarms that indicate
potential problems can be obtained as an
attachment by using the alarm module or
Customer Interface module. The standard
shutdowns are annunciated by the SI Status
Control. In the case of additional shutdowns
and alarms, it is up to the customer to provide
annunciation for the specific shutdown and/or
fault.
While an emergency stop switch is provided on
the engine control panel, it is important for the
user to provide remote emergency stop
switches. Locate these switches in areas where
an operator can shut the engine down without
risking personal injury. Typical locations
would be at the switchgear panel and the
monitoring panel. Guard emergency stop
switch(es) from accidental personnel contact,
but still be operational by personnel in the
case of an emergency.
Monitoring System
Monitoring of the engine requires periodic
reading of gauges, sensors, readout, and
displays to assure all systems are performing
satisfactorily.
Consider the following when evaluating
monitoring system operation.
Engine Operating Parameters
Gauges and instrumentation must give
accurate readings of operational parameters
for the engine basic support systems. These
include oil pressure, coolant temperature,
manifold pressure, and exhaust port
temperatures. These parameters are provided
for by the Cat instrument panel and/or SI
Status Control.
Periodic maintenance of oil, fuel and air filters
is based on differential pressure as well as
hours. Assure the gauges or restriction
indicators are provided to monitor filter
condition. A service meter is required to log all
engine parameters.
Generator Operating Parameters
The user must assure that generator output
can be properly monitored to allow correlation
with other data and to monitor electrical
production.
The user is responsible for monitoring
generator winding and bearing conditions.
Driven Equipment Parameters
The user must assure the driven equipment
can be monitored to assure proper operation
and to schedule maintenance. It is often
desirable to have instrumentation to monitor
the work being performed, be it compression of
gas, water flow or torque.
External Engine Support Systems
The user is responsible for providing gauges
and or instrumentation to monitor operation
of the external engine support systems. These
should include but are not exclusive to the
following:
• Oil storage tank site glass.
• Water temperature to and from external
cooler. This may include radiators, heat
exchangers, or cooling towers.
• When strainers are permanently installed
before the pump inlets, monitor pump inlet
pressure for condition of strainers.
Daily Log Sheet
The user is responsible to provide a log sheet
to record all gauge and instrumentation
readings periodically by operators and/or
automatic monitoring system.
The user must maintain trained personnel
capable of recognizing operational changes in
a monitored parameter, and be aware of the
effect the change may have on engine
operation.
Ventilation System Evaluation
The radiated heat from generator sets,
switchgear, engines, and driven equipment
can cause site temperature rise which can
adversely affect operating and maintenance
personnel as well as equipment performance.
Ideally, clean, cool air should be supplied to
switchgear rooms and engine rooms and flow
across and around the equipment to carry the
radiated heat to the outside.
Consider the following when evaluating the
ventilation system.
Engine Room Ventilation
Ventilating air should flow near the floor of
the engine room and then upward around the
engine before exiting above the engine.
Design building ventilation to bring the
coolest air to the generators or driven
equipment.
33
If the building has a pitched roof, ventilating
air should flow out at the peak or near the top
of the gable ends. The source of the air must
be low in the room and rise across the engine
or generator set and other equipment.
For personnel comfort, maintain air velocity
at 1.5 m/sec (5 ft/sec) in areas of heat sources
or areas exceeding 38°C (100°F).
Check potential dead air spaces for
temperature rise during engine operation.
Check all electrical and mechanical
equipment in the dead air space for any
detrimental effect from the temperature rise.
Require corrections if necessary.
Engine room pressure should not become
excessively negative (≥1/2 in. H2O). This
would indicate a shortage of ventilating air or
excessive ventilating fans. For additional
information refer to the “Engine Room
Ventilation” section of the Gas Engine
Application and Installation Guide.
Switchgear Room Ventilation
Cool, dry ventilating air should flow across
the switchgear cabinets to remove the
radiated heat created during generator set
operation.
Switchgear room pressure should not be
excessively negative (≥1/2 in. H2O). This
would indicate a shortage of ventilating air.
Serviceability Evaluation
Well designed engine rooms include features
contributing to the serviceability of the
engine(s) and support equipment. These
features can include overhead lifting, push
carts, component storage and cleaning, and
building equipment arrangement along with
the required tools.
Consider the following for the evaluation of
serviceability.
Engine Component Removal
Overhead and side clearance must be
provided around the engine for major
34
component removal and use of necessary
tools. Unfortunately, at the time of
commissioning, it may be too late to change
the configuration.
Overhead lifting equipment must be provided.
Most all major engine components are heavier
than one man can safely lift. Review the
overhead features for multi-direction motion.
Most engine component removal involves at
least two direction motion for removal.
Arrange multiple engine installations to use
the same overhead lifting equipment without
major disassembly of piping or ducting.
Equipment should be available for engine
component movement to and from the
engine room.
Engine Maintenance
The engine, generator and driven equipment
installer is responsible for providing an engine
service platform to perform all periodic
maintenance functions. This should consider
all daily inspections and activities including
an engine overhaul.
Overhead and/or side clearance and a
platform must be provided for servicing all
periodic maintenance components. For
example, changing air, fuel or oil filters,
setting valve lash, etc.
Reserved Work Area
Provide a work area in the engine room for
disassembly and cleaning of engine
components and other engine support
equipment. The area must have overhead
lifting capacity sized for the largest
component expected to be placed in this area.
Spare Parts Storage
Reserve an area for storage of spare parts and
tools for all equipment in the engine room.
Inventory parts and tools to insure ready
access during a repair. Insure the area can
be locked to prevent missing parts or tools
that would impair scheduled maintenance
or repair. See recommended spare parts list
on page 52.
Equipment Safety Evaluation
The commissioning engineer must be able to
recognize a safe operating environment. The
entire system operation must be reviewed to
provide operator safety during any normal or
abnormal situation.
Consider the following when evaluating the
safety of operating systems.
Engine Room
Shield or guard hot engine water pipes to
prevent operator contact.
All generator drive components and damper
guards must be in place prior to operating
the engine.
All floor openings in the engine room must be
covered with plating or grating.
Chains and hooks on overhead lifting
equipment must not endanger operating
personnel.
Floors must be cleaned of any debris or liquid
spills.
Heat shields on the engine must be in place
prior to operating the engine.
Remote emergency system stops must be
guarded, but must operate during a safety
simulation.
Test fire suppression systems prior to allowing
normal operation. If this has already been
completed, verify a certificate of system
operation exists.
Independently test all emergency stops for the
engine while operating at no load.
Check engine room noise levels in normal
operating areas and compare to general rules
or local specifications. Include this data in the
commissioning report.
Control Room
Insure that the control system meets local fire
protection codes.
Insure that control room emergency stops are
guarded to prevent accidental contact.
Insure that all high voltage equipment and
cabinets are inaccessible via locks and/or
cages with locks.
Insure Kirk-Key interlocks are available for
the appropriate switchgear cabinets.
Check control room noise levels and compare
to general rules or local specifications. Include
this data in the commissioning report.
Generator Control Evaluation
Control of generator output is imperative to
maintain the residential and/or commercial
customers during prime power operations.
Generator sets in severe climates are
extremely important to provide life support
power. Standby generator sets can also be
applied in both of the above situations. It is
not typically the responsibility of the
commissioning engineer to make these
systems operate according to required
specifications, but to insure the systems are
compatible with the design requirements.
Consider each of the following items during
the evaluation and the specific application
requirements during the evaluation.
Generator Voltage Control
The voltage regulator must have the voltage
droop adjusted to be compatible with the
system and/or with other generator sets being
paralleled to provide electrical power onto a
distribution buss.
For paralleled generator sets, cross-current
compensation is necessary.
35
Insure automatic voltage control systems
have manual control that can be operated if
problems develop with the automatic control.
Even though not required, monitoring exciter
DC voltage is a common gauge to detect any
diode or surge suppressor problem in the
exciter. Insure gauge is operating properly, if
provided.
Several different voltage regulators are
supplied for specific applications.
Volts-per-Hertz, constant voltage, and the
combination of both functions are available.
Insure that the regulator output to the
generator provides the correct system voltage
and voltage response to load changes.
If a constant voltage regulator is used, insure
that the excitation circuit can be turned off
before the engine is started and ramped up to
speed, or is stopped and ramped down in
speed. Operating at other than synchronous
speed can be very detrimental to the voltage
regulator.
Generator Monitoring
Generators are supplied with either 10 Ohm
or 100 Ohm RTDs mounted in the windings
and the bearing housing(s). Insure the
temperatures can be monitored daily. Several
types of alarms and or shutdowns are
optional. If included, insure they function
properly.
Insure generator voltage, amperage, power
factor and kW load are gauges in the control
panel and are monitored on a daily basis.
Compare initial readings to engine operating
parameters to insure proper wiring.
36
Switchgear Evaluation
Switchgear is a necessary part of distributing
electrical power produced, as well as
providing input to monitoring and control
systems. This equipment is not typically
provided by Caterpillar, but its interaction
and possible detrimental effect on engine and
generator operation makes it necessary to
insure that the system functions according to
specifications.
Consider the following when evaluating
switchgear systems.
Switchgear Cabinets
Insure switchgear cabinets are properly
vented and ventilation air is available.
Mount switches and controls not involved in
daily operations inside the cabinets.
Insure that any high voltage cabinet has
Kirk-Key interlocks (or equivalent) to lock the
cabinet and prevent accidental personnel
contact.
Current and Potential
Transformers
Inspect mounting and wiring of all current
and potential transformers to insure they are
installed properly before energizing the
voltage control circuit. This is imperative for
proper engine operation monitoring.
Circuit Breakers
Insure the circuit breaker has been manually
tested before installing in the test position.
Insure the circuit breaker is in the test
position during any testing of the generator
controls and/or engine safety system.
Initial energizing of the electrical system with
the circuit breaker should be coordinated with
all on-site personnel.
Note: Important appropriate arrangements
must not be overlooked by all site disciplines.
Electrical Cables
Electrical cables between the generator and
the switchgear cabinets must be high-pot
tested prior to terminating. Review data from
tests and include in the commissioning report.
Insure terminations have shielding removed
from ends prior to connecting.
Generator Protective Relays
Insure the generator protective relay setting
for both the instantaneous and time delay
agree with the results of the Relay
Coordination Study of the system.
Control Voltage
A mixture of control voltages may require
multiple banks of batteries. Insure the
appropriate charging method for the batteries
is maintained.
Insure the batteries are placed between the
charger and the controls to prevent the
controls from receiving voltage spikes or stray
currents from the battery charger.
Paralleling Operations
Protect manual paralleling operation against
out-of-phase engagement of the circuit
breaker. A synch check relay or SPM
Synchronizer are typical components to
provide this protection.
Auto-paralleling is typically controlled by an
SPM Synchronizer; both engine speed and
generator voltage, or just engine speed, can be
controlled. If voltage control is not included,
the system voltage must not vary more than
the voltage regulator compensation capability
with a closed circuit breaker.
It is imperative to insure the generator
rotation and phasing match the distribution
buss.
Parallel generators must have the same pitch
to prevent harmonics creating current flow on
the neutral side of the system. Use a neutral
ground resistor if neutral currents exist.
Operation and Maintenance
Evaluation
Operation and maintenance training for
operators designated to be involved in the
operation and/or maintenance of Caterpillar
G3500 Family, and the associated support
equipment, is an important factor in
achieving dependable generator set operation.
The commissioning engineer should be
prepared to give this training on the engine
and generator or driven equipment.
Consider the following when evaluating how
well operation and maintenance will be
completed.
Engine Operation and
Maintenance
Insure each operator is introduced to the
maintenance guide for the engine and each of
the topics explained. This may require the
presentation to be given several times to
match the shift work of the operators.
Coordinate the effort with the appropriate
operating supervisor.
37
Insure instruction is given for starting and
stopping the engine. Include a demonstration
at the engine and allow each operator to
observe and follow the directions given.
Follow the procedure outlined in the Starting
System Evaluation section.
The servicing dealer is responsible for
providing appropriate forms and record
keeping information.
Engine Support Equipment
Review the list of equipment suppliers that
will be on-site during commissioning. If the
representative is going to be on-site, insure
they are prepared to train operators.
Mechanical Training
Train operators and maintenance personnel to
make minor repairs if needed; or provide
assistance to the dealer mechanic while
making a repair.
Maintenance Contracts
Review any maintenance contract to insure
all maintenance and repair responsibilities
are defined for each activity. Also, understand
and record the duration of the contract. Insure
responsible personnel are properly trained to
perform their respective functions. If a
training deficiency is found, take corrective
action.
38
Crankcase Ventilation
System Evaluation
Normal combustion pressures of an internal
combustion engine cause a certain amount of
blow-by past the piston rings into the
crankcase. These crankcase fumes must be
piped away from the engine to atmosphere.
Consider the following when evaluating
crankcase ventilation systems.
Crankcase Breathers
Crankcase breathers can be arranged in
several positions to match the best piping
routing away from the engine. Assure that
breather connections can be easily
disconnected for scheduled maintenance.
Crankcase Ventilation Piping
Generally, piping of the same size as the
breather outlet is suitable unless the length
and or bends cause excessive restriction and a
false crankcase pressure measurement.
Note: See the “Crankcase Ventilation’’ section
of the “Gas Engine Application and
Installation Guide” for additional information
on pipe sizing requirements. Consideration
must be given to the blow by requirements of a
worn engine when initially sizing the pipe.
A separate ventilation piping system must be
installed for each engine.
Piping should slope away from the engine
at a minimum of 13 mm per 300 mm,
(1/2 in. per ft).
Configure the outlet to collect oil droplets
prior to fumes exiting the piping.
If piping rises from the engine, a trap must be
installed to collect any condensation or oil
droplets before they re-enter the breathers.
Crankcase fumes must never be discharged in
the engine room.
Caterpillar G3500 Generator Set Commissioning Report
General:
Selling Dealer _______________________________ District or Subsidiary _____________________
Servicing Dealer _______________________________
Equipment Suppliers and Contractors: ____________________________________________________
________________________________________________________________________________________
________________________________________________________________________________________
Customer _______________________________________________________________________________
Address ________________________________________________________________________________
Application: Prime Power __________ Continuous ________________ @ ______________ % load
Peak Shaving _________ Standby _____________
Consist:
Engine Model ________________________________ Engine Arrangement No. __________________
OT Specification No. ______________________________ Serial No. ____________________________
Rating __________________ bhp ___________________ bkW _____________
Engine Cooling System: Separate Circuit _______________Combined Circuit _________________
Governor: 2301A w/EG3P _____ 2301A Load Share/EG3P __________ 701/EG3P ____________
EPG Load Share _________ SPM-A ___________ AGLC ___________ APTL ___________ Import
Export Controller ________ 3161 ________ Other (specify) __________
High Idle: Specified _________________________ OT Specification __________________________
Low Idle: Specified __________________________ % Droop Specified ________________________
Fuel Used: Pipeline Natural Gas ____________ Field Gas __________ Landfill Gas ___________
Digester Gas ____________ Propane (HD-5) __________ Other (Specify) ___________
Fuel Lower Heat Value _________ Btu/scf mJ/m3) Methane number ________
Specific Gravity _________ Wobbe Index _________
Minimum Fuel Pressure ________ kPa (psi) Fuel Filtration __________
Filter Efficiency ________
Engine Coolant: Antifreeze _________ % Corrosion Inhibitor ________ Heat Recovery ________
Separate Circuit Coolant: Antifreeze ___________% Corrosion Inhibitor ______________
Oil to be used in engine __________________________________________________________________
Engine site conditions: Elevation __________________
Typical Ambient Temperature range for the year: ____________________ to ___________________
Atmospheric conditions: Typical relative humidity level ___________________________________%
Air Quality: Salty ____________ Dusty _________ Clean ____________

39
Application Summary

______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

The following parties have discussed and agreed to the results and required action during the
commissioning process.
Field Engineer Signature ______________________________________ Date ____________________
Builder/Installer Signature ____________________________________ Date ____________________
Owner Signature _____________________________________________ Date ____________________

40
Caterpillar G3500 Industrial Engine Commissioning Report
General:
Selling Dealer _______________________________ District or Subsidiary _____________________
Servicing Dealer _______________________________
Equipment Suppliers and Contractors: ____________________________________________________
________________________________________________________________________________________
________________________________________________________________________________________
Customer _______________________________________________________________________________
Address ________________________________________________________________________________
Application: Prime Power __________ Continuous ________________ @ ________________ load
Peak Shaving _________ Standby _____________
Consist:
Engine Model ________________________________ Engine Arrangement No. __________________
OT Specification No. ______________________________ Serial No. ____________________________
Rating __________________ bhp ___________________ bkW _____________
Engine Cooling System: Separate Circuit _______________Combined Circuit _________________
Governor: 3161 ____________ 2301/EG3P ___________ 2301A Load Share/EG3P ____________
701/EG3P__________________ Suction Pressure Controller ______________ Discharge Pressure
Controller _________________ Other (specify) ___________________
High Idle: Specified _________________________ OT Specification __________________________
Low Idle: Specified __________________________ % Droop Specified ________________________
Fuel Used: Pipeline Natural Gas ____________ Field Gas __________ Landfill Gas ___________
Digester Gas ____________ Propane (HD-5) __________ Other (Specify) ___________
Fuel Lower Heat Value _________ Btu/scf mJ/m3) Methane number _________
Specific Gravity _________ Wobbe Index _________
Minimum Fuel Pressure ________ kPa (psi) Fuel Filtration __________
Filter Efficiency ________
Engine Coolant: Antifreeze _________ % Corrosion Inhibitor ________ Heat Recovery ________
Separate Circuit Coolant: Antifreeze ___________% Corrosion Inhibitor ______________
Oil to be used in engine __________________________________________________________________
Engine site conditions: Elevation __________________
Typical Ambient Temperature range for the year: ____________________ to ___________________
Atmospheric conditions: Typical relative humidity level ___________________________________%
Air Quality: Salty ____________ Dusty _________ Clean ____________

41
Application Summary

______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________

The following parties have discussed and agreed to the results and required action during the
commissioning process.
Field Engineer Signature ______________________________________ Date ____________________
Builder/Installer Signature ____________________________________ Date ____________________
Owner Signature _____________________________________________ Date ____________________

42
Analysis of Test Data and Physical Systems
System Summary of Results
Air Intake

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Cooling

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Exhaust

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Fuel

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Lubrication

Satisfactory ■
Unsatisfactory ■
Not Complete ■

43
 System Summary of Results
Mounting

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Driven
Equipment

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Safety and
Alarms

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Engine
Monitoring

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Crankcase
Ventilation

Satisfactory ■
Unsatisfactory ■
Not Complete ■

44
 System Summary of Results
Starting

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Ventilation

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Equipment
Safety

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Serviceability

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Operation and
Maintenance

Satisfactory ■
Unsatisfactory ■

45
 System Summary of Results
Generator
Controls

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Switchgear

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Exhaust
Emissions

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Satisfactory ■
Unsatisfactory ■
Not Complete ■

Satisfactory ■
Unsatisfactory ■
Not Complete ■

46
Engine Performance Data
Record the following data using field test equipment while the engine is being load tested under
site conditions.
________ % Load

900 Actual
Series Description Measured
Points

Comments:

47
Engine S/N _________Generator Set
Engine Instrument Panel and Generator Control Panel Instrument Readings.

Description 0% 25% 50% 75% 100% 110%

Actual Load EKW
Voltage kV
Amperes A
Power Factor LAG 0. 0. 0. 0. 0. 0.
Gen Bearing Temp °C
Gen Stator Temp °C
Engine Coolant °C
Air Inlet Man. Temp
Air Inlet Restr. LH
Air Inlet Restr. RH
Oil Pressure
Oil Temperature
Oil Filter Press Diff
Fuel Filter Press Diff
Crankcase Pressure
Air Inlet Man. Press
Fuel Pressure
Engine Hours
Stack Exh Temp RH °C
Stack Exh Temp LH °C
Cyl Exh Temp 1 °C
Cyl Exh Temp 2 °C
Cyl Exh Temp 3 °C
Cyl Exh Temp 4 °C
Cyl Exh Temp 5 °C
Cyl Exh Temp 6 °C
Cyl Exh Temp 7 °C
Cyl Exh Temp 8 °C
Cyl Exh Temp 9 °C
Cyl Exh Temp 10 °C
Cyl Exh Temp 11 °C
Cyl Exh Temp 12 °C
Cyl Exh Temp 13 °C
Cyl Exh Temp 14 °C
Cyl Exh Temp 15 °C
Cyl Exh Temp 16 °C

48
Commissioning Sequence of Events
1. Pre-delivery design review
Complete Design and Construction Review Reports
2. Record Equipment Manufacturer, Part Number, and Serial Number
3. Engine setup
Interconnect harness
Fill sump with oil
Prelube (if provided)
Check alignment
Check crank deflection
Check air cleaner and turbo inlet and outlet for debris
Check engine protection system
Adjust fuel supply pressure
Start engine (see LE engine startup procedure)
Check phase and rotation*
Turn on voltage regulator*
Close breaker*
Load engine
Tune & Adjust engine
4. Document Engine Performance
Rating
Fuel consumption
Exhaust Emissions
5. Make sure support systems function to spec
Fuel system
Cooling system
Governor
Engine room ventilation
Crankcase ventilation
Switchgear*
Check engine and driven equipment vibration
6. Reliability and Availability
Record reliability deficiencies for two days
7. Commissioning Engineer Findings Report
8. Correct Deficiencies
9. Issue Commissioning Certificate

* Gen Set engine only

49
Startup Procedure for
3500 Series Low Emission
Gas Engines
• Determine the free oxygen percentage to be
present in the exhaust from the 02/NOx
charts using the T&A section of the service
manual.
• Obtain a fuel gas analysis for Btu content
and methane number so you can determine
the correct timing and the correct gas
differential pressure using the charts in the
T&A section. (A gas analysis is essential for
setting up the engine — anything else is a
compromise that can affect long term
engine/lubricant life).
• Connect the following instruments to the
engine:
A digital diagnostic tool (DDT).
An exhaust oxygen analyzer.
A water manometer for measuring gas
differential pressure.
(Two manometers for low pressure engines
with 2 mixers).
A boost gauge set up to measure intake
manifold pressure (below throttle) and
aftercooler outlet pressure.
A pressure gauge in the fuel supply line.
(Two pressure gauges for low pressure
engines with 2 regulators/mixers).
• Service the engine and driven equipment,
being certain that all fluid compartments
are filled correctly. Screw the carburetor
power screw all the way in, then back it out
three and a half turns. Set the fuel gas
supply pressure regulator from 24 to 35 psi
(25 kPa for low pressure systems). For Low
Emissions engines, the power screw may be
up to 6 or 7 turns out in final adjustment.
50
• Using the DDT, put the timing control in
Mag, Cal. Mode.
• Start the engine and operate it at either a
low load or high idle-no load. Adjust the gas
differential pressure. Where 2 mixers are
used, the gas differential variation side to
side should be within ± 1 in. H2O. Gas
supply pressure variation side to side should
be within 10 kPa. The closer these
tolerances are, and the less variation with
increasing load (step 9/10), the better final
engine performance will be.
• Again, using the DDT, put the timing
control in mag. cal mode. Rotate the
magneto as required to set the actual timing
6 degrees more advanced than the desired
full load rpm timing specification.
• With the DDT place the timing control in
timing cal mode. Set the desired timing to
the timing specification.
• Increase the speed and load on the engine
until it is carrying rated load. Listen for
detonation and observe the amber
detonation-retarded timing light on the
timing control. If detonation occurs, retard
the desired timing and/or turn the
carburetor power screw clockwise.
• When full load is reached, adjust the
carburetor power screw to obtain the desired
exhaust oxygen level. For low pressure
engines with 2 mixers, the carburetor power
screws should be within ± 1/6th of a turn of
each other.
• Be certain that the engine is now carrying • To obtain the best settings for the site,
either full load or the maximum it will be conditions may require repeating these
expected to carry (if less than full load). steps with minor changes to gas differential,
Compare the manifold pressure with the power screw setting, with wastegate setting
aftercooler outlet pressure. It is desirable for done separately to find optimum
the throttle plate to be almost fully open at combination. Timing should be sufficiently
rated load, or maximum load the engine will advanced, but not detonating, to still
be expected to carry. Adjust the boost control maintain adequate boost.
wastegate) to get the desired differential
across the throttle plate (manifold pressure • On landfill gas (low Btu fuel), hard starting
to aftercooler outlet pressure). A low value, may be experienced with settings that are
14 kPa, gives minimum fuel consumption, best for operation at operating load. If this
but may result in instability with some occurs, a small flat filed on one of the low
loads and on LE engines. On LE engines, a Btu mixer valves on each side will allow
value up to 35 kPa is needed for stable extra gas for starting.
operation. Each gas is different and the engine knows
• On LE engines, if there is insufficient boost what it likes best. The goal is to optimize
to obtain the desired pressure differential engine performance.
across the throttle plate, it may be necessary
to retard the timing. This will provide more
energy to the turbocharger.
On landfill gas, the combustion is slow (high
Methane number), and the timing needs to
be advanced. This reduces the power in the
exhaust and in turn to the turbocharger. So
the boost may be reduced and now be
inadequate. To be sure there is enough
boost, use 20 timing. For best performance
(stability) and fuel consumption (power),
use 30° timing or the maximum timing
between 20-30°.

51
3500 Gas Engine Recommended Spare Parts
Maintenance Items
Part Number
Quantity 3508 3512 3516 Description Comment

4 8N6309 8N6309 8N6309 Air Filter Element

8 4P2839 4P2839 4P2839 Oil Filter Element
4 7E4841 7E4841 7E4841 Fan Belt-Alternator
4 6V8917 6V8917 6V8917 Rod End-Bearing
4 6V8955 6V9855 6V9855 Rod End-Bearing
4 7E9748 7E9748 7E9748 Rod End
4 6V9163 6V9163 6V9163 Rod End
4 7C3095 7C3095 7C3095 Regulator-Temp (Optional Parts Available)

Common Repair Items

Part Number
Quantity 3508 3512 3516 Description Comment
Ignition System

35 4P8294 4P8294 4P8294 Spark Plug 106-4128

Replaces 4P8294
2 9Y7042 9Y7042 9Y7042 Extenders
4 7W4377 7W4377 7W4377 Transformers Magneto System
1 3E8640 3E8640 3E8640 Cont Gp (Timing Control) 3E9371 For 11:1 & 9:1
Compression Ratio Only
2 7X1168 7X1168 7X1168 Magneto Pickup
2 9X4836 9X4836 9X4836 Detonation Sensor
1 4P8399 4P8400 4P8401 Altronic Interface Box
1 7C6743 7C2210 7C2211 Back Plate-Magneto

Fuel System
1 2W7978^ 7E3407* 7E3407* Regulator ^Fisher *Sprague
1 9Y6992 9Y6992 9Y6992 Valve Gp-Fuel
2 7E1552 7E1552 7E1559 Kit-Shaft and Bearing
(Carburetor Bearing)
1 7E4064 9Y4255 Stoic 9Y4352 Stoic Carburetor (Optional Parts Available)
9Y4358 LE 9Y3834 LE
1 4P7087 4P7087 4P7087 Actuator Gen Set
1 4P4628 4P4628 4P4628 3161 Governor (Optional Parts Available)
2 5L3291 5L3291 5L3291 Bearing As
(Pillow Block)

52
 Part Number
Quantity 3508 3512 3516 Description Comment
Air System
1 7E4299 7E4299 7E4299 Wastegate
1 Turbocharger Numerous Parts
1 Check Engine Arrangement
1 Cartridge Numerous Parts
Check Engine Arrangement
1 Aftercooler Numerous Parts
Check Engine Arrangement
1 7W1497 7W1497 7W1497 Valve Gp (AMOT)
8 102-2674 102-2674 102-2674 Flame Arrestor
Electrical System
1 None 6V6149 LE Status Control
1 3E8542 3E8542 3E8542 Cont. Gp
(Transducer Mod)
Kit Relay Gen Set
1 4W6085 4W6085 4W6085 Alternator Gp, 35 Amp
1 7N7981 7N7981 7N7981 Alternator Gp, 60 Amp
Major Repair Items
2 7C3218 Std 7C3218 Std 7C3218 Std Head Gp OR2913 Std/OR3840 Std*
OR3839 Landfill*
2 6I4610 6I4610 6I4610 Rod and Piston Gp 11:1 Compression Ratio
2 7E7580 7E7580 7E7580 Rod and Piston Gp 9:1 Compression Ratio
2 102-2256 102-2256 102-2256 Rod and Piston 8:1 Compression Ratio
1 7W8866 7W8868 7W8867 Camshaft Gp Numerous Parts
Check Engine Arrangement
8, 12, 16 7E7997 7E7997 7E7997 Bearings Rod
5, 7, 9 4W5704 4W5704 4W5704 Bearings Main
2 7C6209 7C6209 7C6209 Plate Thrust
2 8N6861 8N6861 8N6861 Liner Cylinder
Miscellaneous Items
1 4W5409 4W4980 4W5405 Oil Cooler
Gasket Kit Numerous Parts
Check Engine Arrangement
1 Starter Numerous Parts,
Check Engine Arrangements
1 2W9725 2W9725 2W9728 Pump Gp Water
1 7E9781 7E9781 7E9781 Pump Gp Auxiliary
*EIS Compatible

53
G3500 Engine Commissioning
References:
Title Form Number

Gas Engine Application and Installation Guide........................................................... LEKQ2368

EDS 50.5; Cooling System Field Test............................................................................. LEKQ7235
Engine Installation and Service Handbook................................................................... LEBV0915
Coolant and Your Engine ................................................................................................ SEBD0970
EDS56.0; Water Treatment Recommendations for
Ebullient and Solid Water Cooled Engines ............................................................... LEKQ8567
Service Manual 3508, 3512, 3516 Spark Ignited Engines ........................................... SENR4600
Operation and Maintenance Manual............................................................................. SEBU6355
G3500 Gas Engine Performance .................................................................................... LEBQ2023
Digital Diagnostic Tool Software Subscription ............................................................. NEXG4511
Spark Ignited Engine Programs (Methane No. and NOx) 3 1/2 in. diskettes ........... NETG5017
Spark Ignited Engine Programs (Methane No. and NOx) 5 1/4 in. diskettes ........... NETG5016
Woodward 701 Governor Application on
3500 Family Spark Ignited Low Emission Engines ................................................. LEXQ1142

54
Tools
Quantity Description Part Number
As required Adapter 1/4 in. NPT 5P2725
As required Adapter 1/8 in. NPT 5P2720
As required Adapter 9/16 in. o-ring 5P3591
2 Probe 5P2718
1 Digital Diagnostic Tool (NEXG4511 Software required) 7X1400
1 Pressure group 1U5470
1 Coolant tester °F 5P0957
1 Coolant tester °C 5P3514
1 Coolant conditioner test strips 4C9297
1 Coolant test kit 8T5296
1 Multimeter (Fluke 87) 9U7330
1 Scopemeter (Fluke 97) (optional) 9U7331
1 Temperature Adapter Group 6V9130
4 Regulator (Thermostats must be blocked open) 4W4011, etc.
2 Gasket-housing cover (thermostat) 7N4927
1 Exhaust Analyzer 4C8710
1 Yoke 6V2042
1 Bar 6V2043
2 Dial Indicator Test Group 8T5096
1 Crankshaft Deflection Dial Indicator Staurett
#696
1 if required Programmer (701 Governor) 4P6547
1 Tuning Wand (2301 Governor & SI Status Control) 4C4029
1 Timing Light 9U5358
1 Indicator-spark plug firing 9U6695
1 Tester-magneto 9U6958
1 Ammeter-clamp on 8T0900

55
 Materials and specifications are
subject to change without notice.

©1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application
and Installation
Guide
G3600

● Commissioning Guide

LEKQ7263 1-98
Commissioning Guide
Design Review
Introduction
Explanation of Design Review Report
Generator Set Design Review Report
Industrial Engine Design Review Report
Design Review Results
Construction Review
Introduction
Explanation of Construction Review Report
Generator Set Construction Audit Report
Industrial Engine Construction Audit Report
Live Engine Test
Construction Audit Report
Commissioning Review
Introduction
Air lntake System Evaluation
Cooling System Evaluation
Starting System Evaluation
Exhaust System Evaluation
Governors
Lubrication System Evaluation
 Mounting System Evaluation
Driven Equipment Evaluation
Engine Protection System Evaluation
Monitoring System
Ventilation System Evaluation
Serviceability Evaluation
Equipment Safety Evaluation
Generator Control Evaluation
Switchgear Evaluation
Operation and Maintenance Evaluation
Crankcase Ventilation System Evaluation
Generator Set Commissioning Report
Industrial Engine Commissioning Report
Live Engine Test
Analysis of Test Data and Physical Systems
Engine Performance Data
G3600 Spare Parts List
G3600 Engine Commissioning References
G3600 Engine Commissioning Tools List
Design Review
Introduction
A well-planned installation will aid reliability,
performance, and serviceability. To be
successful, the installation designer must be
aware of the application and installation
requirements for Caterpillar G3600 products.
As a first step, the designer should be aware
of all pertinent Caterpillar reference
publications, such as the Gas Engines
Application and Installation Guide, Form No.
LEKQ2368, as well as other information
available from Caterpillar G3600 Family of
Engines.
Design the installation to give efficient and
reliable operation. A poorly designed
installation can hinder serviceability, and
make routine maintenance and repairs
difficult. The neglect of specific design
requirements for mounting, alignment, and
support systems, can lead to poor
performance and increased cost of operation.
When the installation designer has completed
a review of the Caterpillar application and
installation requirements, a discussion should
take place with Caterpillar dealer personnel to
cover concerns he may have about specific
areas of the design. This will establish ground
rules for further working relationships in the
design phase. After the initial installation
drawings have been completed, have follow-
up discussions with the designer to make
sure the drawings meet application and
installation requirements. As an aid in the
review of the design, use the G3600
Generator Set Review Report on page 6 or the
G3600 Industrial Engine Design Review
Report on page 8.
Explanation of Installation
Design Review Report
The G3600 Review Report in this guide
provides a checklist for dealer or Caterpillar
Representative use only, and is available from
Caterpillar.
It is a checklist to determine if sufficient
information has been provided to the
installation designer for completion of initial
layouts in compliance with requirements in
the Gas Engines Application and Installation
Guide.
Complete the form with general information
about the owner, power station, and
builder/installer. Using design criteria of the
power station, record specific data concerning
physical features of the site as well as the
engine and generator or driven equipment
support systems.
There is provision to record Caterpillar
reference materials provided to the designer
as well as a checklist for results of the design
and serviceability review. Compliance with
Caterpillar requirements is noted by placing
an “X” in the box next to the system reviewed,
indicating satisfactory or unsatisfactory
compliance. If the design of a system does not
comply, space is provided to record action
required to follow-up and correct the problem
areas.
After completion of the design review and
design review form, and after reaching
agreement on required corrective action, it is
recommended that all concerned parties sign
the form at the designated location.
5
 Caterpillar G3600 Generator Set Design Review Report
General:
Selling Dealer
Servicing Dealer District or Subsidiary
Equipment Suppliers and Contractors:

Customer
Address
Application: Prime Power Continuous @ % load
Peak Shaving Standby

Consist:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW
Engine Cooling System: Seperate Circuit Combined Circuit
Governor: Cat EPG Load Share SPM-A AGLC
APTL Import Export Controller Other (specify)
High Idle: Specified OT Specification
Low Idle: Specified % Droop Specified
Fuel Used: Pipeline Natural Gas Field Gas Landfill Gas
Digester Gas Propane (HD-5) Other (specify)
Fuel Lower Heat Value mJm3 (Btu/scf) Methane Number
Specific Gravity Wobbe Index
Minimum Fuel Pressure kPa (psi) Fuel Filtration
Filter Efficiency
Engine Coolant: Antifreeze % Corrosion Inhibitor Heat Recovery
Seperate Circuit Coolant: Antifreeze % Corrosion Inhibitor
Oil to be used in engine
Engine site conditions: Elevation
Typical Ambient Temperature range for the year: to
Atmospheric conditions: Typical relative humidity level %
Air Quality: Salty Dusty Clean

6
Application Summary (use additional sheets if necessary)

The following parties have discussed and agreed to the results and required action during the
design review process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date

7
 Caterpillar G3600 Industrial Engine Design Review Report
General:
Selling Dealer District or Subsidiary
Servicing Dealer
Equipment Suppliers and Contractors:

Customer
Address
Application: Driven Equipment rpm @ % load
Consist:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW
Engine Cooling System: Separate Circuit Combined Circuit
Governor: Cat Suction Pressure Controller
Discharge Pressure Controller Other (specify)
High Idle: Specified OT Specification
Low Idle: Specified % Droop Specified
Fuel Used: Pipeline Natural Gas Field Gas Landfill Gas
Digester Gas Propane (HD-5) Other (specify)
Fuel Lower Heat Value mJ/m3 (Btu/scf) Methane number
Specific Gravity Wobbe Index
Minimum Fuel Pressure kPa (psi) Fuel Filtration
Filter Efficiency
Engine Coolant: Antifreeze % Corrosion Inhibitor Heat Recovery
Separate Circuit Coolant: Antifreeze % Corrosion Inhibitor
Oil to be used in engine
Engine site conditions: Elevation
Typical Ambient Temperature range for the year: to
Atmospheric conditions: Typical relative humidity level %
Air Quality: Salty Dusty Clean

8
Application Summary

The following parties have discussed and agreed to the results and required action during the
design review process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date

9
 Design Review Results
System Design Compliance with G3600 Engine Requirements
Air Intake

Satisfactory
Unsatisfactory

Cooling

Satisfactory
Unsatisfactory

Starting

Satisfactory
Unsatisfactory

Exhaust

Satisfactory
Unsatisfactory

Fuel

Satisfactory
Unsatisfactory

Lubrication

Satisfactory
Unsatisfactory

10
Design Review Results
System Design Compliance with G3600 Engine Requirements
Engine
Mounting

Satisfactory
Unsatisfactory

Driven
Equipment

Satisfactory
Unsatisfactory

Safety and
Alarms

Satisfactory
Unsatisfactory

Engine
Monitoring

Satisfactory
Unsatisfactory

Ventilation

Satisfactory
Unsatisfactory

11
 Design Review Results
System Design Compliance with G3600 Engine Requirements
Serviceability

Satisfactory
Unsatisfactory

Equipment
Safety

Satisfactory
Unsatisfactory

Generator
Controls

Satisfactory
Unsatisfactory

Switchgear

Satisfactory
Unsatisfactory

Operation and
Maintenance

Satisfactory
Unsatisfactory

12
Design Review Results
System Design Compliance with G3600 Engine Requirements
Crankcase
Ventilation

Satisfactory
Unsatisfactory

Satisfactory
Unsatisfactory

Satisfactory
Unsatisfactory

Satisfactory
Unsatisfactory

Satisfactory
Unsatisfactory

13
 Construction Review
Introduction
After the Design Review is satisfactorily
completed, the next step is the construction of
the installation site. During this phase, visit
the construction site at least twice to perform
a review of systems installation progress.
The first visit should follow installation of the
Caterpillar G3600 unit(s). Additional visits
may be necessary, depending on the difficulty
of the installation, and the stage of
completion. Make the final visit before the
commissioning process begins.
The objective of these visits is to determine if
the previously approved design is being
followed. These visits not only continue to
produce a better understanding of Caterpillar
requirements, but also provide a more reliable
installation. Experienced construction
builders will make necessary changes as soon
as possible, to avoid costly delays and
eventual customer downtime.
14
Explanation of Construction
Review Report
The Caterpillar G3600 Construction Review
Report is intended to provide a checklist for
dealer use only, and is available from
Caterpillar. The report is a simple checklist
used to determine if the previously agreed on
design is being successfully implemented
during the construction process.
Fill out the report with general information
about the owner, installation site and
builder/installer, including the power station
physical features. Provisions are made for
recording the engine and generator systems
descriptions, including serial numbers, and
manufacturer, where applicable.
When the construction and installation are in
compliance with Caterpillar requirements,
indicate this by placing an “X” in the box next
to the system reviewed for satisfactory or
unsatisfactory compliance to requirements. If
a system does not comply, there is space to
record the necessary corrective action.
After the construction review and the
construction review form are completed, and
any corrective action is agreed to, it is
recommended that all concerned parties sign
the construction review form at the
designated locations on the report.
Caterpillar G3600 Generator Set Construction Audit Report
General:
Selling Dealer District or Subsidiary
Servicing Dealer
Equipment Suppliers and Contractors:

Customer
Address
Application: Prime Power Continuous @ % load
Peak Shaving Standby
Consists:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW @
Jacket Water: Radiator Heat Exchanger
Evaporative Cooler Heat Recovery Coolant Temperature °F °C
Water Pump Drive (specify)
Seperate Circuit: Radiator Heat Exchanger Evaporative Cooler
Heat Recovery Coolant Temperature °F °C
Water Pump Drive

Application Summary (use additional sheets if necessary)

The following parties have discussed and agreed to the results and required action during the
construction audit process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date

15
 Caterpillar G3600 Industrial Engine Construction Audit Report
General:
Selling Dealer District or Subsidiary
Servicing Dealer
Equipment Suppliers and Contractors:

Customer
Address
Application: Prime Power Continuous @ % load
Peak Shaving Standby
Consists:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW @
Jacket Water: Radiator Heat Exchanger Evaporative
Cooler Heat Recovery Coolant Temperature °C (°F)
Water Pump Drive (specify)
Seperate Circuit: Radiator Heat Exchanger Evaporative Cooler
Heat Recovery Coolant Temperature °C (°F)
Water Pump Drive

Application Summary (use additional sheets if necessary)

The following parties have discussed and agreed to the results and required action during the
construction audit process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date

16
Live Engine Test
If a live engine test is to be performed at the construction / packaging audit, additional work
needs to be completed. The following is a reference to follow to ensure the package is designed
and performing correctly. This will reduce the commissioning effort when the engine arrives at
the site.

Cooling System Test Preparation

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

Jacket Water System Separate Circuit

M Pump inlet M Pump inlet

Table 1.

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

Jacket Water System Separate Circuit

M Pump inlet M Pump inlet
M Pump outlet M Pump outlet
M Engine outlet M Engine outlet

Table 2.

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

Jacket Water System Separate Circuit

M 4 blocked thermostats inline M 4 blocked thermostats inline
M 8 blocked thermostats vee M 8 blocked thermostats vee

Table 3.

Also the cooling system will likely have some debris in the piping. Strainers must be installed.
Strainers are available through Caterpillar and have the following part numbers:

4C9045 - 4 inch diameter pipe

4C9046 - 5 inch diameter pipe
4C9047 - 6 inch diameter pipe

17
 Install the proper size strainer in the following locations shown in Table 4.
Jacket Water System Separate Circuit System
M Pump inlet M Pump inlet

Table 4.

Inlet and Exhaust Preparation

System pressures can be evaluated at the audit, but often maximum load can not be obtained
until the engine is at the customer’s site. However, this is usually the best time and facility to
install ports for pressure measurements if they are not already installed. Locate and install bosses
(typically 1/2 inch female pipe) at the following locations:

□ Exhaust Outlet □ Air cleaner housing outlet

These ports should be installed in a straight section of pipe three to five pipe diameters after a
transition as close to the engine as possible. If the Caterpillar air cleaner housing is used the
factory pressure port is adequate.

Fuel Analysis
If the engine is to be run at the construction / packager facility, the fuel that is intended to be
used needs to be analyzed. The fuel analysis needs to be entered into the Methane number
computer program, NETG5017. The output of the analysis will have important information on
how to set up the engine control. Fill in the following information in Table 5 from the Methane
number program:

Parameter Methane number program value

Lower heat value
Specific gravity
Wobbe index
Methane number

Table 5.

Fill Fluids
Cooling System:
Fill the engine cooling systems with coolant. Tap water is unacceptable for a G3600 engine.
Distilled water or deionized water should be used. Even for a short audit test coolant conditioner
needs to be used. Caterpillar coolant conditioner, 8C3680 (5 gallons) or 5P2907 (55 gallons),
should be added at approximately 5 to 6% by volume to the coolant. System volume can be
estimated. Use Table 6 to estimate the volume of coolant in the piping:

Pipe Factor
Volume of Volume of
Pipe Diameter Coolant per Foot Coolant per Meter
inch cm Gallons Liters
4 10 0.65 7.9
5 12.5 1 12.3
6 15 1.5 17.7
8 20 2.6 31.4

Table 6.

18
Find the total length of piping for the respective system and multiply it by the factor shown in
Table 6. Add to that the volume in the coolant exchanger whether it is a heat exchanger or
radiator. This can be found on the spec sheet for the device. Finally add the volume of coolant
that is in the engine. Table 7 will provide an estimate:

Cooling System Capacities

Jacket Water Seperate circuit
Engine Gallons Liters Gallons Liters
G3606 90 340 16 60
G3608 124 470 16 60
G3612 177 670 17 64
G3616 238 900 19 72

Table 7.

The total of the three should approximate the volume of the individual cooling system circuits.
Record them in Table 8:

Jacket Water System

1 2 3 4 5 6
Pipe Pipe factor Length of pipe Col. 2 3 Col. 3 Vol. of Heat Vol. of Engine
size Exchanger

Total of Columns 4, 5 , 6

Separate Circuit System

11 12 13 14 15 16
Pipe Pipe factor Length of pipe Col. 12 3 Col. 13 Vol. of Heat Vol. of Engine
size Exchanger

Total of Columns 14, 15 , 16

Table 8.

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

Jacket Water System

7 8 9 10
Total from Col. 4, 5, & 6 Actual expansion Col. 7 3 15% Col. 8 2 Col. 9
in the table above tank volume

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

Separate Circuit System

17 18 19 20
Total from Col. 14, 15, & 16 Actual expansion Col. 17 3 8% Col. 18 2 Col. 19
in the table above tank volume

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

□ Filled with coolant

Table 9.

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

Engine Oil System Capacity

Oil Capacity
Engine Gallons Liters
G3606 190 719
G3608 240 908
G3612 280 1,060
G3616 360 1,363

Table 10.

Type of oil: _________________________ Wt. of oil: _________________________

□ Engine Filled Date _________________________

Driven Equipment Lubrication

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

Type of oil: _________________________ Wt. of oil: _________________________

□ Driven Equipment Filled Date _________________________

Air Starter and Prelube Pump

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

Mounting and Alignment

During the design phase of the package a torsional analysis must be completed for the engine,
coupling, and driven equipment. This should be done by the packager. Caterpillar also provides
this service.

Torsional Analysis □ Acceptable □ Unacceptable

20
Alignment
The engine and driven equipment must be mounted on a structure suitable to support the
equipment as well as provide torsional strength. This is typically provided by the engine
packager. The base should be evaluated for structural strength for the application in question.
The engine must be in alignment with the driven equipment. Typically the driven equipment is
shimmed to obtain proper alignment. In some cases such as gas compressors, the engine is
moved and shimmed to obtain alignment.

Note: Shim packs under engine should be 0.76 mm (0.030 in.) minimum and 1.5 mm (0.060 in.)
maximum thickness (see LEKQ7252, the G3600 Mounting and Alignment module from the Gas
Engines Application and Installation Guide).

The alignment between the engine flywheel and driven equipment input flange must be inspected
in the axial and radial directions. This is done with either two dial indicators or laser alignment
tool. If dial indicators are used it is important to have a very stiff indicator support. Any droop in
the support will corrupt the data. Magnetic mounts are unacceptable. To obtain reliable axial
alignment data the engine and driven equipment must be thrusted against their respective thrust
surfaces. This is done by jacking the engine crankshaft away from the driven equipment input
flange. The engine grows thermally between cold and hot operation. The engine grows vertically
0.011 in and 0.005 in. to the side as measured at the crankshaft. This growth must be considered
in the cold alignment. The engine must be prelubed prior to performing an alignment test.

□ Prelube completed

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

Face (Axial) 0.000 inch
Bore (Radial) 0.000 inch

Use Table 11 to record the cold alignment values:

Table 11.

Alignment Evaluation
12:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Face (Axial) ± 0.007 inch ± 0.007 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable
Bore (Radial) ± 0.005 inch ± 0.005 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable

If the start and finish 12:00 positions are greater than ± 0.001 inch, the alignment values must be
rerun. To determine if the alignment is within specification use Table 12:
Table 12.

If any of the above tests are unacceptable, shims can be used to correct the alignment problem.
Typically the driven equipment is shimmed. If this is impractical, an engine shim pack is available
under Caterpillar part number, 7W8489, which provides 6 mm worth of shims in two thickness’,
0.05 mm and 0.08 mm. Record the new alignment readings.

21
 Endplay (Thrust)
The engine crankshaft endplay and deflection must be evaluated. Use Table 13 to determine if the
endplay and deflection are acceptable:
Engine Endplay Evaluation
Endplay measured Tolerance
0.008 inch to 0.024 inch
M Acceptable M Unacceptable

Table 13.

The driven equipment input shaft endplay must be evaluated if the driven equipment has oil
lubricated journal bearings (not antifriction bearings). Determine the range of acceptable endplay
from the driven equipment manufacturer and enter in the table below. Use Table 14 to determine
if the endplay is acceptable:

Driven Equipment Endplay Evaluation

Endplay measured Tolerance
inch to inch
M Acceptable M Unacceptable
Table 14.

Crankshaft Deflection
The engine crankshaft deflection must be evaluated. This test is performed at the rod throw just
to the rear of the center main journal. To perform the test remove the side access door(s) at that
throw. Install a crankshaft deflection dial indicator such as a Staurett #696 or equivalent across
the counterweights for that throw. On inline engines there is only one counterweight and a 1-8
THD X 6 inch bolt must be installed into the crankshaft to support the free end of the dial
indicator. The engine (and driven equipment) must be prelubed. Zero the indicator at the top of
the stroke. Rotate the engine stopping at the 90° positions. Since the rod(s) impede full rotation
of the crankshaft when the tool is installed the direction of rotation must be reversed to return to
the initial starting position. (Tip: If the rod(s) hit the indicator, it will likely fall into the oil filled
pan. To allow easy retrieval of the tool, tie a string tether to it with the other end secured outside
the block.) Record the 90° points again on the return direction. Use Table 15 to record data:

Deflection Values
1:00 3:00 6:00 9:00 11:00
Clockwise 0.000 inch
Counter
clockwise

Table 15.

If the start and finish 1:00 positions are greater than ± 0.0005 inch, the deflection values must be
rerun. To determine if the deflection is within specification use Table 16.

Deflection Evaluation
1:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Face (Axial) ± 0.0016 inch ± 0.0016 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 16.

22
Combustion Air System
The aircleaner and piping system must be inspected to ensure it has not been contaminated with
dirt and debris. The air cleaner elements should be removed from their housing. Carefully
inspect the clean side of the air cleaner elements. While the elements are removed, inspect the
air cleaner housing. It must be clean and free from debris. Inspect the welds and joints of the air
cleaner housing on the clean side and look for gaps and openings that could let dust into the
clean intake air. If any such possible dirt entry point is found, return the housing to the
manufacturer or repair the part by welding or other suitable method.

The clean side air piping must be inspected for cleanliness. Inspect in place if possible. If it is not
possible remove the piping and inspect in a clean area. Any dirt, dust, and debris must be
removed. If the pipe is ferrous material it should be stainless steel or galvanized. Rust is very
abrasive and can wear an engine prematurely; however, painting is not recommended to control
rust. PVC or fiberglass piping are recommended.

For a short in-shop-run a temporary air cleaner element can be used. Flat panel elements such as
that used on G300 family or G3408 and G3412 are a good choice. They must be securely mounted
at the turbo inlet and should be sealed (duct tape is usually adequate).

DC Electrical
An interconnect harness is used between the engine junction box and the Engine Supervisory
System (ESS). These wires must be connected to perform the live engine test. An instruction
booklet is available to assist in the point to point wiring of the interconnect harness. lt is “Special
Instruction - Installation and Startup Guide”, SEHS9708. Once the interconnect harness
connections are completed and prior to powering up the ESS, verify interconnect harness wiring
between Engine Supervisor System (ESS) and engine terminal box is correct. To do this first
disconnect all sensor and actuator connectors. Connect battery and charger or power supply to
the ESS panel (or engine terminal box). Insert and close power fuse with mode switch in
OFF/RESET. Verify 24VDC between ESS351 and ESS353. The ESS panel should appear “dead”.
Turn mode switch to STOP. The ESS panel should power up. Many faults should appear. This is
normal. Verify proper sensor voltages at the engine terminal box for all sensors and actuator
feedback devices. Correct errors. Table 17 can be used to determine if the connections were
done correctly.

Go to OFF/RESET and open power fuse. Connect all sensor and actuator connectors. Again
power up the ESS panel by closing the power fuse and turning the mode switch to STOP. No
faults should appear. If some do, take corrective action. Verify proper sensor readings on the
CMS, SCM, and pyrometer(s). Also verify that the remote speed control works correctly, if
installed.

23
 + Terminal – Terminal Expected Actual
Circuit # @ Engine @ Engine Description Voltage Voltage OK
A111 303 304 Choke Actuator 0
A121 301 302 Fuel Actuator 0
A181 305 306 Wastegate Actuator 0
P301 401/404 411/414 + Power (A & B) +24 ± 3 VDC
P401 411/414 401/404 – Power (A & B) –24 ± 3 VDC
P501 360 362 Prelube Level Switch +24 ± 3 VDC
P509 308 415 Slave Relay 2 0
C001 179 180 Oil Level Switch – NO * +13 ± 1 VDC
C003 168 174 PLSR Contact – NO +5 ± 2 VDC
C029 355 419 Emergency Stop Switch – NO +5 ± 2 VDC
C031 330 331 Water Level Switch – NO * +13 ± 1 VDC
C211 170 173 Starter Solenoid Valve 0
C212 169 172 Prelube Solenoid Valve 0
C321 167 171 Gas Shutoff Valve 0
S001 352 353 Oil Temperature +5 ± 1 VDC
S012 157 159 Air Manifold Temperature +10 ± 1 VDC
S021 126 128 Fuel Temperature +10 ± 1 VDC
S031 343 345 Coolant Temperature +10 ± 1 VDC
S101 333 335 Unfiltered Oil Pressure +24 ± 3 VDC
S102 338 340 Filtered Oil Pressure +24 ± 3 VDC
S103 348 350 Oil Pressure +5 ± 1 VDC
S112 181 183 Start Air Pressure +24 ± 3 VDC
S131 NC NC Coolant Pressure ^ +24 ± 3 VDC
S141 175 177 Crankcase Pressure +10 ± 1 VDC
S272 147 149 Speed Pickup – SIECM +10 ± 1 VDC
S381 121 123 Right Detonation Sensor +13 ± 1 VDC
S382 161 163 Left Detonation Sensor +13 ± 1 VDC
S411 316 318 Left Air Restriction Sensor +24 ± 3 VDC
S412 311 313 Right Air Restriction Sensor +24 ± 3 VDC
S591 131 133 SCM Transducer Module +13 ± 1 VDC
S592 115 118 Pressure Module +20 ± 1 VDC
S780 136 414 Combustion Buffer +24 ± 3 VDC
* These voltages will be present if the oil & cooling systems are filled (contacts open)
^ Cogen only

Table 17a.

24
 + Terminal – Terminal Expected Actual
Circuit # @ Engine @ Engine Description Voltage Voltage OK
A111 762 763 Choke Actuator 0
A121 760 761 Fuel Actuator 0
A181 764 765 Wastegate Actuator 0
P509 630 763 Slave Relay 2 0
C211 655 656 Starter Solenoid Valve 0
C212 650 651 Prelube Solenoid Valve 0
C321 660 661 Gas Shutoff Valve 0
C003 705 706 PLSR Contact – NO +5 ± 2 VDC
C029 700 701 Emergency Stop Switch – NO +5 ± 2 VDC
S001 746 745 Oil Temperature +5 ± 1 VDC
S103 740 742 Oil Pressure +5 ± 1 VDC
S272 860 862 Speed Pickup – SIECM +10 ± 1 VDC
S012 870 872 Air Manifold Temperature +10 ± 1 VDC
S021 865 867 Fuel Temperature +10 ± 1 VDC
S031 880 882 Coolant Temperature +10 ± 1 VDC
S141 875 877 Crankcase Pressure +10 ± 1 VDC
C001 890 891 Oil Level Switch – NO * +13 ± 1 VDC
C031 885 886 Water Level Switch – NO * +13 ± 1 VDC
S380 800 803 Detonation Sensors +13 ± 1 VDC
S591 750 752 SCM Transducer Module +13 ± 1 VDC
S592 855 858 Pressure Module +20 ± 1 VDC
P301 610 621 + Power +24 ± 3 VDC
P401 620 611 – Power –24 ± 3 VDC
P302 680 690 + Switched Power +24 ± 3 VDC
P402 690 680 – Switched Power –24 ± 3 VDC
S101 710 712 Unfiltered Oil Pressure +24 ± 3 VDC
S102 715 717 Filtered Oil Pressure +24 ± 3 VDC
S112 720 722 Start Air Pressure +24 ± 3 VDC
S411 725 727 Left Air Restriction Sensor +24 ± 3 VDC
S412 730 732 Right Air Restriction Sensor +24 ± 3 VDC
S780 900 904 Combustion Buffer +24 ± 3 VDC
Terminal numbers listed in BOLD are interconnect harness connection points
* These voltages will be present if the oil and cooling systems and filled (contacts open)

Table 17b.

25
 Power Supply Quality
The power supply should be evaluated for AC ripple. To do this use a voltmeter to measure the
voltage across the power supply. Record both the voltage using the DC scale and the AC scale.
Record in Table 18:

Power Supply Voltage

DC Voltage AC Voltage

Table 18.

Engine Monitoring and Protection System

Verify Status Control program and shutdown settings. Record findings in Table 19:
Selector Program Value
Position Feature and Units Actual Value OK
2 Energize to Run 0
3 Metric (1)/English (0) units 0
4 No. of Ring Gear Teeth 255
5 Overspeed 1130 rpm
6 Overspeed 1130 rpm
7 Crank Termination Speed 250 rpm
8 Oil Step Speed 600 rpm
9 Rated Oil Pressure 207 kPa (30 psi)
10 Idle Oil Pressure 68 kPa (10 psi)
11 High Oil Temperature 90°C (194°F)
12 Low Oil Temperature 21°C (70°F)
13 Over-crank Time 300 Sec
14 Cycle Crank Time 30 Sec
15 Cool-down Time 0 Min

Table 19.

The exhaust pyrometer stack shutdown temperature should be recorded in Table 20. This can be
examined by powering up the ESS panel and pressing the shutdown setting switch on the
pyrometers.

Exhaust stack shutdown

Pyrometer temperature °C (°F)
Inline / Right Bank
Left Bank
Table 20.

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

Atmospheric Pressure = Atmospheric Pressure at Sea Level –

[ (=Altitude) x 0.0778] - (Altitude x 0.00236)

Let the reading stabilize for one minute. Disconnect the jumper at terminal ESS278. Readjust Btu
back to original value for the fuel being used. Turn mode switch to OFF/RESET to power down
the ESS panel. Again turn the mode switch to STOP. Verify the inlet air manifold pressure is
within ± 1 kPa of the desired setting. If not, repeat procedure.
Atmospheric Pressure (kPaa)

102
100
98
96
94
92
90
88
86
84
82
80
0
300
600
900
1200
1500
1800
2100
2400
2700
3000
3300
3600
3900
4200
4500
4800
5100
5400
5700
6000

Elevation (ft)

Note: This graph is based on normal atmospheric conditions (103 kPaa atmospheric pressure). The
curve will shift with a change in atmospheric pressure.
Figure 1.

Example:

Atmospheric Pressure at Sea level = 103 kPa

Altitude = 3000 ft

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

□ Pressure Module Calibration Set

____________________ kPaa (psia)

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

□ Governor Dynamics Set

□ Wastegate Dynamics Set

Customer Settable Parameters

The Hi Idle (DDT CSP - 30) should be set prior to starting the engine. Connect Digital Diagnostic
Tool (DDT) to the provided connector either at the ESS panel or engine terminal box. Use the
DDT [SELECT MODE] key to move to Customer Selectable Parameter (CSP) MENU. Use the
DDT [SELECT FUNC] key to move to 30. To set in the desired value press [ALT 1], then enter
the desired maximum idle speed. Press [Enter] to store the new value.

□ Hi Idle Set __________ rpm

The Governor Droop (DDT CSP - 31) should be set prior to starting the engine. Connect Digital
Diagnostic Tool (DDT) to the provided connector either at the ESS panel or engine terminal box
Use The DDT [SELECT MODE] key to move to Customer Selectable Parameter (CSP). Use the
DDT [SELECT FUNC] key to move to 31. To set in the desired value press [ALT 1], then enter
the desired amount of droop. Press [Enter] to store the new value. On compressor engines an
initial value of 10% should be used.

□ Governor Droop Value Set __________ % Droop

The Droop/Isochronous (DDT CSP - 32) should be set prior to starting the engine. Connect
Digital Diagnostic Tool (DDT) to the provided connector either at the ESS panel or engine
terminal box. Use the DDT [SELECT MODE] key to move to Customer Setable Parameter
(CSP). Use the DDT [SELECT FUNC] key to move to 32. To select Droop or Isochronous press
[ALT 1]. The DDT will toggle between the two choices. Once the desired entry is obtained, press
[Enter] to store the new value. On compressor engines Droop should be selected initially.

□ Governor Droop Selected

□ Isochronous Selected

28
Fuel and Start Lines Inspection and Setting
Both fuel and starting air lines should be inspected for debris and blown down to insure they are
clean. Caution should be used when blowing down the gas because of the potential for fire and
explosions. Set the fuel pressure regulator to 310 ± 7 kPa (45 ± 1 psi). Set starting air pressure.
The acceptable pressure range is 860 to 1550 kPa (125 to 225 psi) for vane type starter motors
and a maximum of 620 kPa (90 psi) for turbine type starter motors.

□ Fuel line inspected

□ Start air line inspected

□ Fuel Pressure Regulator Set _________________________ kPa (psi)

□ Start Air Pressure Regulator Set _________________________ kPa (psi)

Set Engine Speed dial to < 750 rpm as displayed on ECM display.

□ Fuel Energy Set _________________________ Btu

□ Engine Speed Set _________________________ rpm

Generator
On generators the voltage regulator should be turned off. This may require pulling wires, fuses,
etc. Also the generator breaker should be racked out or otherwise disarmed and locked out.

□ Turn off Voltage Regulator

□ Lockout Generator Breaker

Crank Test
Crank the engine with the fuel shut off (make sure to prelube first). A fault will likely be present
during this cycle. To obtain sufficient ignition voltage from the magneto to obtain a start, the
engine must crank a minimum of 60 rpm. After 5 to 10 seconds of cranking record the cranking
speed and starting air/gas pressure in Table 21.

Cranking Test
Cranking Speed Cranking Air Pressure

≥ 60 rpm M Acceptable < 60 rpm M Unacceptable

Table 21.

Even though the minimum speed of 60 rpm may be obtained, it is desirable to have higher
cranking speed. This will allow the engine to start quicker, start at lower ambient temperature,
and accelerate to rated speed quicker. Therefore, the higher the available fluid pressure the
better, (up to the limit of the starter).

Start the Engine

The engine should now be ready to start. Put the engine mode control switch in the START or
AUTO (with initiate contact closed) position. The control should begin to prelube. Once the

29
 prelube is complete the green Engine Ready Light should come on followed by cranking of the
engine. If the green Engine Ready Light fails to come on even though the prelube terminates,
check to see if a Driven Equipment Not Ready caution appears on the ECM display. If that
caution appears, correct it by making sure the Driven Equipment terminals on the customer
terminal strip are closed. Attempt to start again.

Once the engine starts. It may be limited to 550 rpm by the Idle/Rated contact. To ramp to the
speed set by the Engine Speed dial, this set of customer terminals must be closed. Once at the
rated speed increase the speed by increasing the setting on the Engine Speed dial. Examine the
exhaust port pyrometers to make sure all cylinders are firing. If the engine is unstable, the choke
may need adjustment. The Actual/Desired Air Pressure (DDT CSP - 33) should be set while the
engine is running at idle. Connect Digital Diagnostic Tool (DDT) to the provided connector
either at the ESS panel or engine terminal box. Use the DDT [SELECT MODE] key to move to
Customer Setable Parameter (CSP). Use the DDT [SELECT FUNC] key to move to 33,
ACT/DES AIR PR. To change the position of the choke press [ALT l] to close the choke and
decrease the actual air pressure. Pressing the [ALT 2] will increase the actual air pressure. The
DDT will display both the actual and desired values. Pressing the [0] key will return the choke to
the “factory zero” position. The goal is to get the actual and desired to match and obtain stable
idle. Sometimes the actual and desired may not match at the most stable idle. Once the desired
entry is obtained, press [SELECT MODE] to store the new value and leave the CSP mode.

□ Choke Position Set

Protection System
After the engine has been started the protection system needs to be exercised to ensure that it
will successfully protect the engine. After the engine has run for approximately 30 minutes,
evaluate some of the shutdown protections. As a minimum verify that each module can cause a
shutdown. The recommended way to do this is to disconnect the connector at the inlet air
restriction sensor. This will verify that the CMS and Engine Control (ECM) work properly. Next
use the overspeed verify button on the back of the SCM. The overspeed should take place at 75%
of the value programmed in on item #6 above. Finally, test the timing control (TCM) by removing
one of the detonation sensor connectors.

CMS/ECM Shutdown □ Acceptable □ Unacceptable

SCM Shutdown □ Acceptable □ Unacceptable

TCM Shutdown □ Acceptable □ Unacceptable

Cooling System Evaluation

Run the engine for 20 - 30 minutes. Shutdown and inspect the strainers. Remove strainers if clean
and free from debris. If not clean the strainers and reinstall. Restart the engine. Repeat this
process until the strainers are clean.

□ Inspect & Remove Strainers

Typically at an audit the engine can not be loaded, so only a partial cooling test can be run. The
items of interest are pump rise, pressure drop across the engine, and external system resistance.
This information can be obtained by making some pressure measurements. Recording data in
Table 22 will provide the needed information:

30
 Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Inlet P0 P4
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Speed rpm

Table 22.

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

Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Outlet P1 P5
Pump Inlet P0 P4
Pump Rise P1-P0 P5-P4
Specification Inline Inline
Specification Vee Vee
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 23.

Since the pump rise is flow (engine speed) dependent the specification of acceptable pump rise
must be determined from the Cooling Section of the A&I Guide or from TMI.

To evaluate pressure drop across the engine use Table 24:

Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Resistance P1-P2 P5-P6
Specification Inline Inline
Specification Vee Vee
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 24.

Since the engine resistance is flow (engine speed) dependent the specification of acceptable
engine resistance must be determined from the Cooling Section of the A&I Guide or from TMI.
The external resistance will also effect the coolant flow and must be considered if the engine
resistance is too low for the operating engine speed. The system resistance in this circumstance
will likely be high. The goal is to obtain more than the minimum coolant flow rate through the
engine.

The external system resistance must be within certain limits for optimum cooling system
performance. Use Table 25 to evaluate the system resistance:
Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Engine Outlet P2 P5
Pump Inlet P0 P4
External Resistance P2-P0 P5-P4
Specification Inline Inline
Specification Vee Vee
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 25.

31
 The coolant flow rate through the cooling system can be determined. The flow rate from the
external resistance can be determined by finding the appropriate chart in the Cooling Section of
the Gas Engines Application and Installation Guide. The flow is engine speed dependent and the
proper speed curve must be used. Record the flow value in the following evaluation table.

The flow rate from the internal resistance or engine resistance needs to be determined. Find the
appropriate chart in the Cooling Section of the Gas Engines Application and lnstallation Guide.
The flow is not engine speed dependent. Record the flow value in Table 26. The flows must agree
within ± 20%, and must be within the minimum and maximum flow range for that circuit. Use
Table 26 to determine if the flow is acceptable:

Coolant Flow Measurement

Jacket Water System Seperate Circuit System
Pressure drop Flow rate Pressure drop Flow rate
External Resistance
Engine Resistance
Evaluation
Engine flow = M Acceptable M Acceptable
External flow ± 20%
Engine flow <or> M Unacceptable M Unacceptable
External flow ± 20%

Table 26.

The static suction pressure needs to be recorded. If the expansion tank is in its final configuration
measure static suction pressure in Table 27:

System Pressure Specification OK

Jacket Water P0
Sperate Circuit P4

Table 27.

32
Engine Performance
Record engine performance using Table 28:

Inline Engine Performance Data Sheet

DDT Status Control Date:
10 rpm / hr hr
11 Timing / rpm rpm Time:
12 A/F Ratio / Volt VDM
13 Air Press / Oil Pres psi AC Volts
14/1 Comb TM #1 / Oil Temp °F
14/2 Comb TM #2 / Computer Monitoring System Amps
14/3 Comb TM #3 / Air Temp °F
14/4 Comb TM #4 / Eng Temp °F PF
14/5 Comb TM #5 / Fuel Fact %
14/6 Comb TM #6 / Air Pres psia
14/7 Comb TM #7 / Oil Pres psi
14/8 Comb TM #8 / Eng Load %
Oil Filt Pr psi
Rt Air Res inch H2O
Crnkcs Pr inch H2O
Cool Pres
Strt Air Pr psi
rpm rpm
Pyrometer Inline
15 Air Temp Temp Stk #0 °C
16 Air Flow Temp #1 °C
17 Fuel Act Temp #2 °C
18 Fuel Pres Temp #3 °C
19 Fuel Flow Temp #4 °C
20 Fuel Temp Temp #5 °C
21 Fuel Btu Temp #6 °C
22 Fuel Cor Temp #7 °C
23 % Load Temp #8 °C
24 Choke Act Engine Control
25 Waste Act drpm
26 Det Bars Btu

Table 28a.

33
 Vee Engine Performance Data Sheet
DDT Status Control Date:
10 rpm / hr hr
11 Timing / rpm rpm Time:
12 A/F Ratio / Volt VDC
13 Air Press / Oil Pres psi AC Volts
14/1 Comb TM #1 / Oil Temp °F
14/2 Comb TM #2 / Computer Monitoring System Amps
14/3 Comb TM #3 / Air Temp °F
14/4 Comb TM #4 / Eng Temp °F PF
14/5 Comb TM #5 / Fuel Fact %
14/6 Comb TM #6 / Air Pres psia
14/7 Comb TM #7 / Oil Pres psi
14/8 Comb TM #8 / Eng Load %
14/9 Comb TM #9 / Oil Filt Pr psi
14/10 Comb TM #10 / Rt Air Res inch H2O
14/11 Comb TM #11 / Crnkcs Pr inch H2O
14/12 Comb TM #12 / Cool Pres
14/13 Comb TM #13 / Lf Air res inch H2O
14/14 Comb TM #14 / Strt Air Pr psi
14/15 Comb TM #15 / rpm rpm
14/16 Comb TM #16 / Pyrometer Left (Even) Right (Odd)
15 Air Temp Temp Stk #0 °C °C
16 Air Flow Temp #2/1 °C °C
17 Fuel Act Temp #4/3 °C °C
18 Fuel Pres Temp #6/5 °C °C
19 Fuel Flow Temp #8/7 °C °C
20 Fuel Temp Temp #10/9 °C °C
21 Fuel Btu Temp #12/11 °C °C
22 Fuel Cor Temp #14/13 °C °C
23 % Load Temp #16/15 °C °C
24 Choke Act Engine Control
25 Waste Act drpm
26 Det Bars Btu

Table 28b.

34
Construction Audit Results
System Construction Compliance with G3600 Engine Requirements
Air Intake

Satisfactory
Unsatisfactory

Cooling

Satisfactory
Unsatisfactory

Starting

Satisfactory
Unsatisfactory

Exhaust

Satisfactory
Unsatisfactory

Fuel

Satisfactory
Unsatisfactory

Lubrication

Satisfactory
Unsatisfactory

35
 Construction Audit Results
System Construction Compliance with G3600 Engine Requirements
Engine
Mounting &
Alignment

Satisfactory
Unsatisfactory

Driven
Equipment

Satisfactory
Unsatisfactory

Safety and
Alarms

Satisfactory
Unsatisfactory

Engine
Monitoring

Satisfactory
Unsatisfactory

Ventilation

Satisfactory
Unsatisfactory

36
Construction Audit Results
System Construction Compliance with G3600 Engine Requirements
Serviceability

Satisfactory
Unsatisfactory

Equipment
Safety

Satisfactory
Unsatisfactory

Generator
Controls

Satisfactory
Unsatisfactory

Switchgear

Satisfactory
Unsatisfactory

Operation and
Maintenance

Satisfactory
Unsatisfactory

37
 Construction Audit Results
System Construction Compliance with G3600 Engine Requirements
Crankcase
Ventilation

Satisfactory
Unsatisfactory

DC Electrical

Satisfactory
Unsatisfactory

AC Electrical

Satisfactory
Unsatisfactory

Satisfactory
Unsatisfactory

Satisfactory
Unsatisfactory

38
Commissioning Review
Introduction
This document gives guidance to personnel
commissioning the Caterpillar G3600 Family
of Engines. Use the included information to
prepare the final commissioning report and
documentation of performance of each engine
as it goes into full service. Any deletion of
information can cause confusion during future
maintenance or warranty activity. Document
each of the items included in each discussion
in the final report establishing the initial
condition of engine operation.
Commissioning has many activities associated
with its definition. The Field Engineer
responsible for Commissioning must be
prepared to give guidance to all areas of the
project as well as being the final evaluator of
operating systems and engine performance.
This module is intended to assist in this activity
and to complement the existing Gas Engines
Application and Installation Guide.
It is important to understand the standards
established for each system and the
specifications accompanying those standards
to give the Caterpillar G3600 Family of
Engines the highest reliability and customer
satisfaction possible. Any deviation from the
standards or specifications can be detrimental
to the life of the product. Normal operation of
systems can cause deterioration in
performance over their expected life. Starting
with deviated standards and specifications will
only shorten the expected life.
Items included in the system guides are
intended to assist in the documentation of
facts to be included in the final
commissioning report. Pictures and other
schematics or visual aids included as
attachments to the commissioning report are
valuable to help others understand the
descriptions given in the report.
Caterpillar personnel are available to
commission G3600 Generator Sets and
Industrial Engines for a nominal fee. If this is
not done, the responsibility of system
evaluations and full commissioning is that of
the described party designated by the Project
Manager for any project.
Air Intake System Evaluation
To evaluate the engine air intake system, the
total system must be evaluated from the air
source for the engine to the inlet to the
turbocharger. This may include engine room
air or the aircleaner may be mounted outside
the engine room. Whichever the case,
consider the following items when evaluating
the air intake system.
Combustion Air
Air inlet temperature to engine should not
exceed 49°C (120°F) or less than -25°C
(-13°F).
Is the quantity of air available for combustion
sufficient? This requires approximately
0.10 m3/min/bkW (2.5 ft3/min/bhp) for low
emissions engines.
The engine room or enclosure should not
experience negative pressure if combustion
air and ventilation air are from the same
source.
For extremely cold climates, an alternate
warm filtered air source should be available
for starting the engine. The air temperature
for starting should not be less than 0°C
(32°F).
Remote Mounted Air Cleaners
Air cleaner elements must be accessible for
periodic maintenance.
The air cleaner elements must be mounted in
the housing to assure the engine does not
ingest foreign material due to incorrect
positioning.
The air cleaner housing air outlet must have a
flexible transition attaching the air inlet
ducting. Double band clamping at each end of
the flex is required to assure non-filtered air
does not enter the ducting.
The air cleaner housing must have surface
protection when subjected to a harsh
environment such as salty atmosphere.
39
 Air inlet restriction is recommended not to
exceed 38 cm (15 in.) of water. New, clean
systems should be near 13 cm (5 in.) of water
restriction to allow appropriate service
intervals for the filter elements.
The air cleaner housing must be mounted in a
position that will not allow recirculating
exhaust gases, crankcase fumes, or rain or
sea spray to mix with the combustion air.
The air cleaners should draw outside air
through the elements and use air ducting to
the turbo inlet.
In cold climates, the air cleaner can be
subjected to filter icing when mounted outside
the engine room. Consider the year-round
conditions at the site, and insure provisions
are available for the engine to receive filtered
inlet air during all periods of engine operation.
Air Inlet Ducting
The intake air ducting must be clean and free
of any weld slag, debris, rust, or corrosion
prior to operating the engine. This must be
inspected prior to initial start-up.
The interior surface of the intake ducting
must be protected from future rust and
corrosion due to intake air quality.
The intake air piping must have long gentle
radius bends (2 x Dia = Radius) and generous
straight lengths if a single straight length
from the air cleaner housing is not possible.
The cross sectional area of the intake ducting
must be the same or larger than the air
cleaner housing outlet and the air inlet
adapter for the turbocharger. Any abrupt
changes must be avoided, see Air Intake
System of Gas Engines Application and
Installation Guide for more information on air
inlet ducting.
The air inlet restriction created by the ducting
must be minimal to allow normal service
intervals for the air cleaner elements.
Air inlet ducting must not be rigidly mounted
to either the air cleaner housing or to the
turbocharger inlet. Flexible non-metallic
connections must be used between the
ducting of both the air cleaner housing and
40
the turbocharger. The turbocharger must not
support the weight of the ducting. Also, there
must be double band clamping to insure non-
filtered air does not enter the engine.
Observe the proximity of the exhaust piping
and the air intake ducting. Insure there is no
heat transfer between the two sets of piping. If
evident, insist either or both are insulated to
protect both air inlet temperature and the
nonmetallic connections.
Air inlet ducting must be inspected for leaks
during engine operation.
Air Cleaner Provided by Others
Air cleaners not provided by Caterpillar for
the engine must meet air flow and
contamination containment requirements to
protect the engine from shortened component
life. This requires prior factory approval.
Cooling System Evaluation
A cooling system evaluation for the Caterpillar
G3600 Family of Engines must include engine
operating parameters, external system piping,
water quality, and external cooling
components. A properly controlled cooling
system is essential for satisfactory engine life
and performance. Defective cooling systems
and careless maintenance are a direct cause
of many engine failures. Consider the
following when evaluating the engine cooling
system.
Engine Cooling Circuits
Water flow from the left side pump (viewed
from the rear) is split between the aftercooler
and oil cooler. Flow balance orifices are used
on the outlet of both components. Insure
these orifices are in place.
The right-hand pump (viewed from the rear)
supplies water to the jacket water system.
Insure the orifice(s) are in place.
The two pump design provides jacket water
and separate circuit cooling systems. The
separate circuit is used to cool both the
aftercooler and the oil cooler. The separate
circuit and the jacket water circuit can be
either inlet or outlet controlled. During
performance testing of the engine, insure the
appropriate inlet water temperature is being
supplied to both circuits and the temperature
rise of the water is within specified limits.
System Coolers
Radiators are the most common way to cool
coolant water on the G3600 Family. Other
methods include heat exchangers and cooling
towers. It is the user/installer's responsibility
to provide proper venting and isolation of the
cooler for required maintenance or repair.
If an open cooling tower system is used,
insure the water from the cooling tower does
not enter the engine. Debris collected by the
water from the atmosphere can be
detrimental to water pumps and be deposited
in the engine. Consider the cooling tower
water as raw water and make the engine
circuits closed-loop using a heat exchanger.
When impractical to route vent lines long
distances to a common venting point, a
5N3727 float valve, or APCO air release valve,
Model 200AB.3, or equivalent is
recommended. It has a cast iron body and
stainless steel trim. The cover includes a
1/2 in. NPT plug that should be removed for
installation of a nipple and ball allowing rapid
venting during initial fill of the system. The
valve’s internal diaphragm collects entrained
air and automatically releases it to
atmosphere during operation.
Cooling System Pressure Drop
Regardless of the type of cooler used, the
external system resistance in the piping and
through the cooler must be measured. The
pressure is based on the rated speed of the
engine and full flow to the external system.
Circuits with thermostats must be replaced
with blocked open stats to allow full flow.
The inlet and outlet pressure of the coolant
must be measured as close to the engine as
possible to obtain a correct external system
resistance. Customer piping must have
monitoring ports added for this measurement.
The internal resistance of the engine needs to
be measured as well. This too is done with
the blocked open stats installed. The pressure
drop needs to be measured from the pump
outlet to the engine outlet on both the jacket
water and separate circuit systems. The
pressure drop depends upon the speed of the
engine, and therefore the pressure should be
measured at rated speed. From the pressure
drop a coolant flow rate can be obtained from
the chart in the Cooling Section of the Gas
Engines Application and Installation Guide.
Make sure to identify the correct engine
configuration and circuit. This value should
be compared with the corresponding flow rate
determined by the external resistance chart
also in the Gas Engines Application and
Installation Guide. These two values must be
in the usable flow range and should agree
within ± 20%. If the flow is too high, then
additional external resistance should be
added. If the flow is too low, determine the
cause - usually excessive external resistance.
Expansion Tanks
The water level in the expansion tank should
be at the highest point in the cooling system
to allow proper venting during initial filling of
the system. This will also provide a single fill
point for the cooling system.
If the expansion tank is not the highest point
in the system, it is the user/installer's
responsibility to provide an auxiliary
expansion tank at the highest point in the
system. The auxiliary tank must be inter-
connected with the expansion tank to provide
complete venting of the system.
Any other cooling system component should
have vent lines run to the auxiliary tank or
must be vented independently. Vent lines
should be added if not provided. The vent
lines should run from the highest point on the
engine, which is usually the turbocharger
housing, to the highest point in the expansion
tank or auxiliary tank if provided. Lines
should be 1/2 inch diameter tubing, stainless
steel or copper. Refer to Cooling Systems
section of the Gas Engines Application and
Installation Guide.
41
 Initial filling of the system must be done at a
rate so that complete venting of the cooling
system can occur. Always be ready to add a
supplemental volume of water to system at
initial start-up in case air has been trapped in
the system. The Caterpillar expansion tank is
provided with a 7 psi pressure cap. During
testing and adjusting the external system
resistance, the pressure cap must be
removed. Re-install the pressure cap prior to
the engine performance testing under load.
When altitude becomes a consideration for
the boiling point of water, insure that the
standard pressure cap is adequate to prevent
coolant boiling below the alarm and/or
shutdown protection settings. For example, a
jacket water temperature shutdown would
require a 7.5 psi cap at sea level to maintain
98°C (208°F) setting. At 3048 m (10,000 ft),
the pressure cap would only provide the
equivalent of 4 psi and the boiling point of
water is reduced to approximately 93°C
(200°F). The shutdown setting would not
protect the engine. A 14 psi cap would be
required.
If an expansion tank pressure cap is not used,
adjust water temperature alarm and shutdown
contactors according to atmospheric
conditions to insure adequate engine
protection.
If a non-Caterpillar expansion tank or a shunt
style cooling system is provided for the
engine, a complete test must be done
complying with requirements listed in EDS
50.5, Cooling System Field Test, Form No.
LEKQ7235.
Cooling System Protection
Protecting the engine from cooling system
problems is imperative. Insure the engine is
equipped with the following, and the
protection system functions according to
specification.
• High jacket water temperature alarm and
shutdown
• High oil temperature alarm and shutdown
• Jacket water pressure alarm and shutdown
• High air inlet manifold temperature alarm
and shutdown
• Low water level alarm
42
It is the user/installer's responsibility to
provide additional pressure and temperature
gauges and alarms in the external system for
the operators to monitor daily. Detection of a
developing cooling system problem can
prevent an unscheduled shutdown of the
engine or an operation alarm condition.
Central Cooling Systems
Cooling multiple engines from a common
system is not recommended. A devoted cooler
for each engine is preferred.
If a central cooling system is required for the
installation, insure that the system
performance is evaluated with the maximum
heat rejection possible from all engines being
cooled from the system. Since every system,
application, and installation will be unique,
they must be approved by Caterpillar.
External System Piping
The external system piping must be clean and
free of weld slag and other debris that can be
detrimental to engine components.
Inspect cooling system piping prior to the
initial filling of the system. If debris is found,
insure the piping is cleaned before filling the
system.
Install temporary strainers at the engine in
the coolant inlet line(s) prior to initial engine
operation. Operate the engine at no-load and
rated speed for at least 15 minutes. Remove
the strainers and check for debris. If debris is
found, reinstall the strainers and repeat the
operation. Continue this procedure until no
debris is found in the screen. Do not adjust
external system resistance with the strainer
installed. The temporary strainers are
available from Caterpillar for 4 in. (4C9045),
5 in. (4C9046) and 6 in. (4P9047) pipe.
If a permanent strainer in the coolant inlet
lines is provided by the user/installer, insure
pressure drop across the strainer can be
monitored. Excessive pressure drop can
cause improper coolant flow to engine. Follow
the same procedure for permanent strainers
as described for temporary strainers during
initial engine operation. At maximum flow
condition, any clean strainer should have
maximum capacity to create no more than
10–14 kPa (1.5–2.0 psi) pressure drop.
External piping must be isolated from the
engine and driven equipment. The
recommended flexible couplings are; 4P5906
for 4 in. pipe, 4P5905 for 5 in. pipe and 4P5907
for 6 in. pipe. Install the couplings between
the point of piping support on the engine and
the closest external piping support to the
engine.
Corrosion Protection
Caterpillar guidelines established for water
quality must be followed precisely. These
guidelines are published by Caterpillar and
available in the standard publication system.
Engine Installation and Service Handbook,
Form No. LEBV0915, and Coolant and Your
Engine, Form No. SEBD0970, are two sources
for information.
For a cogeneration system, the jacket water is
greater than 111°C (230°F). Boiler class
water complying to EDS 56.0 Water Treatment
Recommendations for Ebullient and Solid
Water Cooled Engine, Form No LEKQ8567
should be used.
Ensure the proper quality of fresh water is
installed in the system. Also ensure that the
water is properly treated with corrosion
inhibitor.
If ambient conditions require anti-freeze to be
used, ensure only low silicate anti-freeze is
installed. Test concentration with a Coolant
Tester (5P0957 for °F or 5P3514 for °C).
Ensure that the Cooling System Test Kit
(8T5296) or Coolant Test Strips (4C9297) are
used to evaluate the concentration of
corrosion inhibitor in the system. Excessive
concentrations are as detrimental to the
engine as insufficient concentrations.
Heat Recover y
Recovering heat from the engine coolant can
improve the efficiency of the operation but
can also be detrimental to the engine if not
designed and installed properly.
Ensure any external temperature regulators
for the cooling system do not inhibit coolant
flow to the engine, and temperature control is
maintained.
Ensure external heat recovery components
do not contribute excessive resistance to
coolant flow.
Ensure the water temperature returning to
the engine has been cooled sufficiently to
achieve the required coolant temperature at
the engine pump inlet(s).
Cooling System Performance
The complexity of the external cooling
system, which may include heat recovery
and/or some other cooler, is best understood
by reviewing the installed system and
producing a schematic of that system. The
schematic should indicate all the system flow
paths, test and monitoring points, and
external system components.
Include the system schematic as an
attachment to the Commissioning Report.
Assign 900 series description numbers to
each of the test and monitoring points and
record on the Commissioning Report test
sheet.
43
 Starting System Evaluation
The Caterpillar G3600 Family of Engines has
electrically actuated pneumatic starting. The
working fluid is compressed air, field gas, or
natural gas. Consider the following when
evaluating the engine starting system.
Air Compressor
The air compressor must be sized to match
the air receiver tank(s) make-up rate due to
starting. Also consider site for altitude and air
density.
An air dryer on the compressor outlet is
suggested to prevent water vapor in the air
from freezing if expanded below 0°C (32°F).
Air Receiver Tanks
Ensure the air receiver tanks are sized to
provide the required consecutive engine
starts without depletion of air pressure below
the minimum starting pressure.
Receiver tanks must have manual or
automatic drains to allow oil and water
condensate to be drained daily to prevent
damage to the starters. Inform operators of
this requirement.
Receiver tanks must meet specific
characteristics, such as the specifications of
the American Society of Mechanical
Engineers (ASME). Ensure each receiver
tank has been tested at 1-1/2 times the
normal working pressure unless local codes
require some greater value. Set the tank relief
valve pressure at a level below the test
pressure.
Receiver tanks must be equipped with a
maximum pressure relief valve and a pressure
gauge. These should be monitored
periodically to assure proper operation.
Air Supply Piping
Size piping to provide a minimal pressure
drop of supply air from the receiver tank to
the engine starters. Piping should not be
smaller than the connection at the engine and
should include a flexible connection at the
interface with the skid.
Route piping so that water vapor and oil
deposits collect at a trap in the lowest point in
44
the piping. Drain the trap daily. Operators
must be informed of this requirement.
Prior to initial start-up of the engine,
disconnect the air piping from the engine and
allow controlled air to blow any water vapor,
oil deposits or debris out of the pipe to
prevent ingestion into starters.
Engine Starters and Accessories
Adjust the starter lubricator during the initial
starting of the engine to limit slobber of
starter lubricant at the starter air outlet.
Take care when starting the engine that the
starter silencer discharge does not endanger
personnel safety. If the discharge is directed
toward any potential occupied area, provide
shielding between the starter and the area in
question.
Alternate Forms of Starting
The Caterpillar G3600 Family of Engines can
use a 24VDC electric start system. The size of
storage batteries as well as the number of
starters should be selected depending on the
ambient temperature starting capability
required. The price list can be used to help
select the proper componentry.
Batter y Charger
In addition to the starting requirements, the
Caterpillar G3600 Family of Engines has an
Engine Supervisory System (ESS) which
operates from the 24VDC supply. The ESS
provides engine protection, status indication,
and electric governor. The switchgear is
typically 24VDC powered as well. The
charging system, whether AC to DC battery
charger or engine powered alternator, should
be sized to handle the peak electrical demand
of starting plus the continuous current draw
of the ESS and auxiliary electrical equipment.
Batteries
Caterpillar offers various size batteries for
starting depending on the desired ambient
starting capability required. These batteries
are low maintenance lead acid batteries and
should be mounted near the engine to keep
electrical cabling short. Because a small
amount of explosive gases that can be
generated by lead acid batteries during
charging they should be well ventilated. This
is another reason to mount the batteries near
the engine to take advantage of the engine
room ventilation. Other battery types can be
used, such as NiCad batteries. These batteries
are maintenance free and reportedly have
longer service life.
Wire and Cabling
Interconnect wires and cables must be sized
adequately for the circuit. A minimum of 16
gauge wire is recommended regardless of the
current requirement. For additional guidance
see the Starting section of the Gas Engines
Application and Installation Guide.
Cold Ambient Starting
For cold ambient, jacket water heaters are
recommended. These AC electric heaters
circulate warm coolant through the engine
making a cold start much easier. Also
available are AC electric oil heaters which
also improve engine starting.
For extremely cold ambients, an alternate
warm filtered combustion air source should
be available for starting the engine. The air
temperature for starting should not be less
than 0°C (32°F).
Exhaust System Evaluation
The exhaust system for G3600 Engines must
be evaluated from the exit of exhaust gases
from the turbocharger to the atmospheric
conditions existing at the muffler outlet. Fuel
consumption, exhaust emissions, detonation
and backfire characteristics, and component
life of the engine are affected by the exhaust
system design and proper installation.
Consider the following items when evaluating
the exhaust system.
Exhaust System Warnings
The engine installer must protect engine
room equipment and personnel from the heat
of exhaust system piping.
The engine installer must provide appropriate
drains and/or rain caps to protect the engine
from rainwater entering the engine through
the exhaust piping. The last few feet of the
exhaust outlet should be installed to prohibit
rainwater entry without inducing excessive
exhaust backpressure.
Common exhaust systems between engines must
be strictly avoided.
The turbocharger must be protected from
debris entering the exhaust outlet during
construction of the exhaust piping. A properly
tagged blanking plate is recommended. The
tagged plate must be removed prior to initial
engine operation. The debris collected on the
plate must not go into the turbocharger.
Exhaust System Piping
Exhaust system piping must be made of a
material to withstand the effects of exhaust
gas temperature, velocity, and thermal
expansion. Ensure that any insulation added
to exhaust piping does not deteriorate the
piping since the pipe temperature will be
higher than if not insulated.
Backpressure of the total piping system must
be minimal to allow for muffler restriction,
outlet piping from the muffler, and piping
degradation during the life of the engine. Fuel
consumption, exhaust emissions, detonation
and backfire characteristics, and component
life of the engine will be affected if the
backpressure exceeds the recommended
value of 10 inches of water pressure.
Exhaust back pressure on each bank of the
twin turbocharged 3612 and 3616 (vee)
Engines must be balanced, even when the
dual pipes exiting the turbos are transitioned
into one larger pipe going to the muffler. Do
not allow gas flow to turn at a right angle
during a transition. Do not allow the exhaust
system piping for a vee engine to be routed
vertically from each turbocharger and then be
blended horizontally. This will cause
excessive backpressure on one bank. Blend
the exhaust gases into a common pipe before
the direction change is made or during a long
radius bend in the directional change.
There must be expansion joints and vertical
supports in the appropriate positions to
assure free movement of the exhaust piping
during thermal expansion.
45
 Rigidly support exhaust piping (with off-
engine supports) near the engine to minimize
compression and offset of the engine exhaust
bellows. Exhaust pipe expansion must be in
the direction away from the engine. Rollers
are strongly recommended when vertical
supports are required between expansion
joints and rigid supports.
The exhaust piping routing must not interfere
with the service of the engine. Pay particular
attention to the use of an overhead bridge
crane.
A point for measuring exhaust system
backpressure should be in a straight length of
the exhaust pipe at least 3 to 5 pipe diameters
away from the last size transition change from
the turbocharger outlet. System backpressure
measurement is part of the engine
performance testing.
Exhaust Emissions
The exhaust emissions from G3600 Engines
often are regulated by country, state, county,
or local legislation. G3600 Engines can
operate over a wide range of NOx emission
level and can be adjusted to meet most
regulations. The various versions of G3600
Engines can operate from 0.5 g/ghp-hr NOx
to 2.0 g/ghp-hr NOx. This is one reason why
the G3600 is chosen over its diesel
counterpart. Proper selection of engine
arrangements is required to obtain the proper
emissions, power, fuel consumption, and
performance.
Consider the following when evaluating
exhaust emissions.
Legislation
It is the customer's responsibility to
understand the legislation at all levels in the
area where the engine is to be operated. In
the United States the US Federal EPA has the
responsibility to regulate emissions
throughout the USA. Many states have even
stricter regulations than the US Federal EPA.
States that are known to have stricter
regulations than the US Federal EPA are
Arizona, California, Colorado, Connecticut,
Illinois, Kansas, Louisiana, Maine,
Massachusetts, Nebraska, New Hampshire,
New Jersey, New Mexico, New York,
46
Oklahoma, Pennsylvania, Rhode Island,
Texas, Utah, Vermont, and West Virginia.
Certain local regions have even stricter
regulations. These are currently located in
the Southwest and Northeast. Many countries
in Europe and Asia have strict regulations as
well.
Review the federal, state, and local
government agencies the regulations in the
area where the engine will be operated.
Emission Permitting
It is the customer's responsibility to obtain
required operating permits for the area the
engine will be operated. All emission
regulatory agencies need to be considered.
The permitting process may be a time
consuming exercise and may delay power
production if not initiated early.
Emissions Compliance
The engine emissions should be evaluated in
the field. Due to site conditions, gaseous fuel
used, etc. the engine may require resetting to
obtain the desired emissions level. An
emissions analyzer (4C8710) can be used to
verify that the engine complies with the
desired NO and CO emissions level in the
exhaust.
For additional guidance see the Emissions
section of the Gas Engines Application and
Installation Guide.
Fuel System Evaluation
Caterpillar G3600 Engines can operate on a
wide range of gaseous fuels. This ranges from
propane fuel with a lower heating value (LHV)
of 2300 Btu/SCF to landfill gas with a LHV of
500 Btu/SCF. Fuel supply pressure required
is 45 psig. Because the engine is designed
and built for a specific fuel heat value, this
information must be provided at the time the
engine order is placed.
The combustion of fuel is required to obtain
the desired primary output, the production of
power (and heat). The saying “You are what
you eat” applies equally well for Caterpillar
gas engines.
Consider the following when evaluating the
fuel system.
Gaseous Fuels
Gaseous fuels consumed by the engine are
rarely pure. Rather they are a blend of various
combustible gases, inert gases, contaminant
gases, liquids, and particulates. For proper
engine operation, the composition of the fuel
gas must be known. A gas analysis is very
important for proper long term engine
operation.
Heat Value
To produce power, all engines gas or liquid
fueled, combust fuel to produce heat. The
amount of heat produced determines the
amount of power produced. The unit for heat
is Joules or British thermal unit (Btu). For
hydrocarbon fuels, the lower heat value of the
fuel is what produces power. Liquid fuel is
regulated by the petroleum industry and is
very consistent. Gas fuels can vary
dramatically. For proper engine operation, the
LHV of the fuel must be known. The
composition of the gas is what determines its
heat value. The lower heat value of a gas is
described in mJ/m3 or Btu/SCF of gas. Each
constituent in the gas has a different heat
value. The sum of the percentage of each
constituent times the respective heat value
determines the heat value of the fuel in
question. Caterpillar and Caterpillar dealers
have a computer program, to help determine
the lower heating value of a fuel from a gas
analysis. Caterpillar uses 905 Btu/SCF as the
standard fuel and corrects all engine data to
this standard.
Detonation Characteristics
Fuel composition also affects the rate of fuel
combustion. The rate of combustion
determines the detonation characteristics of
the fuel when burned in an engine. Methane
number is the unit of measure for resistance
to detonation. This is similar to the more
familiar Octane number for liquid fuels.
Similar to lower heat value, each constituent
has a different Methane number. The
Methane number can be determined from the
percentages of each constituent that makes
up the fuel. Caterpillar and Caterpillar dealers
have a computer program Methane No.
Program Form No. LEKQ3423, to help
determine the Methane number of a fuel from
a gas analysis.
Contaminant Gases
Some gases found in fuel gas can cause
premature engine wear and failure. These
gases produce chemical attack of the engine if
not treated properly. The gases of concern are
those that contain sulfur, chlorine, and
fluorine atoms. The most common
contaminants are hydrogen sulfide (H2S) and
chloro-fluoro-carbons (CFC). CFC are
common solvents and refrigerants. H2S is
found in field gas, digester gas, and landfill
gas. CFC are commonly found in landfill gas.
When these compounds are burned in the
engine they produce very strong acids which
can attack engine components and cause
premature engine wear and failure. Allowable
limits, precautions, treatment, and
maintenance procedures are covered in the
“low Btu” section of the Gas Engines
Application and Installation Guide.
Fuel Pressure
The G3600 Family is available in a high
pressure fuel configuration only. The fuel
pressure requirement for this low emission
engine is 45 psig. Fuel pressure to the engine
must be within specified limits to obtain
proper engine operation. Refer to the Fuel
System section of the Gas Engines Application
and Installation Guide for specifics.
Fuel Lines
The fuel supply line to the engine must be
adequate in size to provide the required fuel
rate without causing a pressure loss to the
engine fuel system. Fuel density must be
considered when sizing fuel lines. Fuels such
as landfill gas and digester gas are low in heat
value, are very dense, and require special
attention to fuel line sizing.
Fuel Filters
Clean, dry gas is a requirement for Caterpillar
Gas Engines. A fuel filter(s) can be used to
remove liquids and particulates. Common
liquids are water and heavier hydrocarbons.
Small amounts of water are usually not
detrimental to the engine, but large amounts
are. Water, when combined with some gases
such as carbon dioxide, cause acids which can
attack the fuel system and engine. Water in
the fuel line can generate rust which if not
filtered can damage the engine. Heavier
47
 hydrocarbons like butane, pentane, hexane,
etc. can exist in the fuel, particularly field gas.
These hydrocarbons have very low detonation
resistance and can cause detonation engine
failures or nuisance detonation shutdowns in
low emissions engines. These liquids can be
removed by proper filters and de-misters; or
they can be vaporized by a fuel heat
exchanger.
Particulates in the fuel need to be removed.
Filter specifications for fuel are similar to
those used for inlet air. Failure to remove
particulates can cause premature engine wear
and damage. Landfill gas has a particularly
difficult filtering requirement. Landfill gas has
large quantity of sub-micron silicon
particulates which must be removed for
proper engine operation. Refer to the Fuel
System section of the Gas Engines Application
and Installation Guide for specifics.
Prior to initial start-up of the engine,
disconnect the fuel piping from the engine
and allow controlled fuel to blow out of the
pipe to remove water, oil, and debris to
prevent ingestion by the engine.
Governors
The G3600 Engine governor is accomplished
by the SI Engine Control Module (SIECM) in
the engine Supervisor System (ESS) panel.
This governor is electronic and works in
conjunction with three actuators on the
engine. These actuators control the air and
fuel management to the engine. An actuator is
located at the choke butterfly valve to control
idle and low load air flow. A second actuator is
located at the wastegate butterfly valve to
control the turbocharger air delivery at mid to
rated loads. The third actuator is located at
the fuel control valve to control fuel delivery
to the engine. The governor in the SIECM
will function well with either industrial driven
equipment such as compressors, pumps, etc.
or electrical power generation. The engine
speed is set by a speed control potentiometer
on the front panel of the ESS. The speed pot
can be remote-mounted if required. For
compressor applications a suction pressure/
discharge pressure, speed control is available.
48
The governor can be adjusted for isochronous
operation or up to 10% droop. The governor
can be used for stand-alone generators and
can provide isochronous operation. Stability
and response of the governor are very good.
If the engine needs to be paralleled with other
generator sets, a special Woodward load
sensor will be required to parallel the
governor with other equipment. The governor
has the provision to be field adjusted to
optimize stability and/or response. This
adjustment is accomplished via the Digital
Diagnostic Tool. The Cat governor can be
used in conjunction with other Woodward
equipment like SPM-A synchronizer,
Automatic Generator Load Control (AGLC),
and Automatic Power Transfer and Load
Control (APTL). Refer to the Governors
section of the Gas Engines Application and
Installation Guide for additional information.
Lubrication System Evaluation
The lubrication system supplies a constant oil
flow to engine components. Oil is filtered,
cooled, and pressure regulated throughout
the engine operating range. Bearing failure,
piston ring sticking, and excessive oil
consumption are classic symptoms of oil
related engine failures. Maintaining the
lubrication system, scheduled oil sampling,
and quality oil can mean the difference
between repeated oil related failures and
satisfactory engine life. Consider the
following when evaluating the Caterpillar
G3600 lubrication system.
Engine Oil
Engine oil must meet Caterpillar
requirements prior to filling the oil sump.
Record oil brand and type.
Note: Refer to the Lubrication section of the
Gas Engines Application and Installation
Guide and “Caterpillar Spark Ignited
EPG/Industrial Engine Lubrication
Recommendations” Form No. SEBU6400 for
additional information.
A system must be in-place to properly handle
waste oil from the engine oil changes.
Schedule oil samples for every 250 engine
hours with appropriate transportation to
provide adequate turn-around time for results.
Submit a sample of new oil for testing prior to
the first interval sample. If transportation is a
serious problem, ensure the minimum oil
change period is communicated. Only after
several sampling periods during this mode of
operation can the engine be allowed to go
beyond the minimum change period. Ensure
the appropriate oil information is provided to
the operating personnel and other appropriate
personnel to enforce this. Instruct the
personnel on trending the results of the oil
analysis. Refer to the appropriate Operation
and Maintenance Manual for Form No.
SEBU6278 and G3600 Inline Industrial and
EPG Gas Engines, G3600 Vee Industrial and
EPG Gas Engines, Form No. SEBU6496.
Engines operating on landfill gas or other
potentially corrosive gas may require an oil
with a higher total base number (TBN) to
counteract the acids generated. Refer to
Lubrication section of the Gas Engines
Application and Installation Guide for
additional information.
Engine Sump
The oil sump must be filled through the oil
filler tube. Do not remove the engine
crankcase cover to fill the sump.
The user must connect oil sump drain valves
to external piping for draining oil during an
oil change. Provide a flexible connector
between the external piping and the drain
valve.
Use a dedicated pump if oil is to be pumped
into and out of the oil sump. This helps
eliminate the chance of foreign material or
debris entering the oil sump.
Ensure cold engine oil level is correct and
check the oil level several times during initial
engine operation. Allow engine oil
temperature to reach normal operating
temperature 82-85°C (180-185°F).
Engine Prelube
Prelube is standard on the G3600 Family of
Engines. Two types of prelube systems are
available.
The first is a pneumatic motor powered oil
pump that operates prior to engine cranking.
An interlock prevents engine cranking until
the engine has reached prelube pressure. The
pump motor is factory wired and plumbed.
The customer must complete the interconnect
wiring from the ESS panel to the engine-
mounted junction box and connect an air
supply which is the same as the air starter.
Check the air receiver tank sizing for this
additional air requirement. This type of
prelube requires approximately one minute to
complete prelube and allow engine cranking.
In certain applications this delay cannot be
tolerated.
A continuous prelube system is available for
engines that must start and be available
quickly. This uses an AC motor powered oil
pump that operates continuously. A spill valve
is used to prevent unwanted accumulation of
oil in cylinder and turbocharger housings.
Once the engine is started, a pressure switch
turns the continuous prelube motor off. The
customer must wire the AC power to the
motor which must be considered in the plant
design. The prelube pump motor is three
phase AC. The direction of rotation must be
determined by bumping the motor. If the
pump is operated for even a short period of
time in the wrong direction, the oil pump
shaft seal is blown out causing a severe oil
leak.
Postlube
The prelube pump is cycled for one minute
after the engine is shutdown for any reason.
This accomplishes a postlube function which
improves bearing and turbocharger life.
Oil Pressure and Oil Temperature
Shutdown
Oil pressure and oil temperature shutdown is
provided on the G3600 Engines. Two-level oil
pressure protection is used. A low pressure
setting is used at lower speeds and a high
pressure setting at higher speeds. An oil
temperature shutdown is included. These
shutdowns are integrated into the ESS panel.
49
 Mounting and Alignment
Evaluation
Caterpillar G3600 Family of Engines using the
Caterpillar rigid base are self-supporting
structures. The package will maintain
alignment if the floor is true (flat). The
Caterpillar spring vibration isolators can be
adjusted to minimize forces transmitted to the
floor. Consider the following when evaluating
the proper mounting of the package and
checking alignment of the engine and
generator or engine and driven equipment on-
site.
Vibration Isolators
It is the user/installer's responsibility to
provide adequate support and isolation
between the engine and driven equipment
base and the floor. The foundation must be
designed and constructed to support the
equipment. Refer to the Vibration section of
the Gas Engines Application and Installation
Guide for more information.
Engine Base
If driven equipment and/or engine have been
removed during shipment, assure engine,
coupling and generator or driven equipment
mounting bolts are properly torqued prior to
alignment checks.
Assure flexible connectors are used between
the generator set or driven equipment and
external system components rigidly mounted
off the package.
Engine to Driven Equipment
Alignment
Assure that the engine and driven equipment
are properly aligned by taking bore and face
dial indicator readings. The engine must be
prelubed before the appropriate alignment
procedure can begin.
Make necessary adjustments to the alignment
prior to starting engine.
Record final alignment measurements and
include as an attachment to the
Commissioning Report.
Check crankshaft endplay and crankshaft
deflection and record in Commissioning
Report.
50
Driven Equipment Evaluation
Driven equipment for the G3600 Family of
Engines has been selected based on the
particular load profile of the site. When more
than one unit is involved, each piece of
equipment must be described in the
commissioning findings report.
Consider the following items while evaluating
the driven equipment.
Driven Equipment
Record the manufacturer, model number, and
serial number of the generator and other
appropriate data relating to rated pressure,
rated flow, rotating speed, rated torque,
temperature rise, etc.
Generator
Record the manufacturer, model number, and
serial number of the generator and other
appropriate data relating to rated voltage,
rated current, frequency, temperature rise,
etc.
Ensure the generator space heaters have
been operational several days prior to
anticipated startup date. To be effective in
many situations, covering the air inlet and
outlet screens on the generator may be
necessary. Ensure the generator space
heaters are controlled to be off during gen set
operation and on during shutdown periods.
Coupling
If a two-bearing generator or other driven
equipment is to be used, select an appropriate
coupling. Features such as engine speed,
torque capacity, rotating inertia, etc. need to
be considered in selecting the coupling.
Torsional Analysis
Once a coupling and damper have been
selected, perform a torsional analysis to
ensure torsional vibration amplitudes will be
within acceptable limits.
Engine Protection System or caution. Often times there are more than
one fault or caution indicated. The fault code
Evaluation
that flashes is the specific fault that initiated
The engine protection system gives operators
the shutdown. The others are prior or
early alert to pending problems or it shuts
contingent conditions. Additionally, faults are
down the engine. This protects the engine
annunciated on the Cat Monitoring System
and/or driven equipment from imminent
(CMS) (if provided).
failure and limits the contingent damage due
to failure. Proper maintenance and periodic While an emergency stop switch is provided
testing is imperative for a reliable protection on the engine control panel, it is important for
system. the user to provide remote emergency stop
switches. Locate these switches in areas
Consider the following when evaluating the
where an operator can shut the engine down
engine safety system.
without risking personal injury. Typical
Engine Protection locations would be at the switchgear panel
Insure the following shutdowns are provided and the monitoring panel. Emergency stop
and are functional on G3600 Family of switch(es) should be guarded from accidental
Engines: personnel contact, but still be operational by
personnel in the case of an emergency.
• Engine oil pressure
• Jacket water temperature
• Overspeed
• Detonation
Monitoring System
• High inlet manifold temperature Monitoring of the engine requires periodic
• Emergency stop switch reading of gauges, sensors, readout, and
displays to assure all systems are performing
Standard G3600 Engines have the above satisfactorily.
shutdowns provided. The actual set points will
vary depending on the engine configuration Consider the following when evaluating
ordered. An SI Status Control provides the monitoring system operation.
shutoffs. These shutoff points are
Engine Operating Parameters
programmable and the set points need to be
Gauges and instrumentation must give
verified. Refer to the engine service manual
accurate readings of operational parameters
for proper verification and programming
for the engine basic support systems. These
procedure. Alarms that indicate potential
include oil pressure, coolant temperature,
problems can be obtained as an attachment
manifold pressure, and exhaust port
by using the alarm module or Customer
temperatures. These parameters are provided
Interface module. The standard shutdowns
for by the Engine Supervisory System. The SI
are annunciated by the SI Status Control. In
Status Control indicates oil pressure, oil
the case of additional user supplied
temperature, engine speed, battery voltage,
shutdowns and alarms, it is up to the
and engine hours. The CMS indicates inlet air
customer to provide annunciation for the
restriction oil differential, jacket water
specific shutdown and/or fault. The SI Engine
temperature, crankcase pressure, etc.
Control also provides many additional
shutoffs and alarms which are referred to as Periodic maintenance of oil, fuel and air filters
faults and cautions, respectively. These is based on differential pressure as well as
include many of the SI Engine Control hours. Assure the gauges or restriction
support hardware, specifically sensors, indicators are provided to properly monitor
actuators, and harnesses. A fault and/or filter condition. The service meter is required
caution code is presented on the LED to log all engine parameters.
alphanumeric display of the SIECM. This
code can be found in the G3600 Service
Manual to identify the specific indicated fault

51
 Generator Operating Parameters
The user is responsible to assure that
generator output can be properly monitored
to allow correlation with other data and to
monitor electrical production.
The user is responsible for monitoring
generator winding and bearing conditions.
Driven Equipment Parameters
The user is responsible for driven equipment
output to be properly monitored, to assure
proper operation, and to schedule
maintenance. It is desirable to have
instrumentation monitoring the work being
performed, be it compression of gas, water
flow, or torque.
External Engine Support Systems
The user is responsible for providing gauges
and or instrumentation to monitor operation
of the external engine support systems.
These should include but are not exclusive to
the following:
• Oil storage tank site glass.
• Water temperature to and from external
cooler. This may include radiators, heat
exchangers, or cooling towers.
• When strainers are permanently installed
before the pump inlets, monitor pump inlet
pressure for condition of strainers.
Daily Log Sheet
The user is responsible to provide a log sheet
to record all gauge and instrumentation
readings periodically by operators and/or
automatic monitoring system.
The user must maintain trained personnel
capable of recognizing operational changes in
a monitored parameter, and be aware of the
effect the change may have on engine
operation.
Ventilation System Evaluation
The radiated heat from generator sets and
switchgear or engines and driven equipment
can cause site temperature rise and adversely
affect operating and maintenance personnel
as well as equipment performance. Ideally,
clean, cool air should be supplied to
52
switchgear rooms and engine rooms and flow
across and around the equipment to carry the
radiated heat to the outside.
Consider the following when evaluating the
ventilation system.
Engine Room Ventilation
Ventilating air should flow near the floor of
the engine room and then upward around the
engine before exiting above the engine.
Design building ventilation to bring the
coolest air to the generators or driven
equipment.
If the building has a pitched roof, ventilating
air should flow out at the peak or near the top
of the gable ends. The source of the air must
be low in the room and rise across the engine
or generator set and other equipment.
For personnel comfort, maintain air velocity at
1.5 m/sec (5 ft/sec) in areas of heat sources
or areas exceeding 38°C (100°F).
Check potential dead air spaces for
temperature rise during engine operation.
Check all electrical and mechanical
equipment in the dead air space for any
detrimental effect from the temperature rise.
Require corrections if necessary.
Engine room pressure should not become
excessively negative (≥ .5 in. H2O). This
would indicate a shortage of ventilating air or
excessive ventilating fans. For additional
information refer to the Engine Room
Ventilation section of the Gas Engines
Application and Installation Guide.
Switchgear Room Ventilation
Cool, dry ventilating air should flow across
the switchgear cabinets to remove the
radiated heat created during generator set
operation.
Switchgear room pressure should not be
excessively negative (≥ .5 in. H2O). This
would indicate a shortage of ventilating air.
Ser viceability Evaluation
Well designed engine rooms include features
contributing to the serviceability of the
engine(s) and support equipment. These
features can include overhead lifting, push
carts, component storage and cleaning, and
building equipment arrangement along with
the required tools.
Consider the following for the evaluation of
serviceability.
Engine Component Removal
Overhead and side clearance must be
provided around the engine for major
component removal and use of necessary
tools. Unfortunately, at the time of the
commissioning, it may be too late to change
the configuration.
Overhead lifting equipment must be provided.
Most all engine components are heavier than
one man can safely lift. Review the overhead
features for multi-direction motion. Most
engine component removal involves at least
two direction motion for removal.
Arrange multiple engine installations to use
the same overhead lifting equipment without
major disassembly of piping or ducting.
Equipment should be available for engine
component movement to and from the engine
room.
Engine Maintenance
The engine, generator, and driven equipment
installer is responsible for providing an
engine service platform to perform all
periodic maintenance functions. This should
consider all daily inspections and activities
including an engine overhaul.
Overhead and/or side clearance and a
platform must be provided for servicing all
periodic maintenance components. For
example, changing air, fuel or oil filters,
setting valve lash, etc.
Reser ved Work Area
Provide a work area in the engine room for
disassembly and cleaning of engine
components and other engine support
equipment. The area must have overhead
lifting capacity sized for the largest
component expected to be placed in this area.
Spare Parts Storage
Reserve an area for storage of spare parts and
tools for all equipment in the engine room.
Inventory the parts and tools to ensure ready
access during a repair. Ensure the area can be
locked to prevent missing parts or tools that
would impair scheduled maintenance or
repair. See recommended spare parts list on
page 98.
Equipment Safety Evaluation
The commissioning engineer must be able to
recognize a safe operating environment. The
entire system operation must be reviewed to
provide operator safety during any normal or
abnormal situation.
Consider the following when evaluating the
safety of the operating systems.
Engine Room
Shield or guard hot engine water pipes to
prevent operator contact.
All generator drive components and damper
guards must be in place prior to operating the
engine.
All floor openings in the engine room must be
covered with plating or grating.
Chains and hooks on overhead lifting
equipment must not endanger operating
personnel.
Floors must be cleaned of any debris or liquid
spills.
Heat shields on the engine must be in place
prior to operating the engine.
Remote emergency system stops must be
guarded, but must operate during a safety
simulation.
Test fire suppression systems prior to
allowing normal operation. If this has already
been completed, verify a certificate of system
operation exists.
53
 Independently test all emergency stops for
the engine while operating at no load.
Check engine room noise levels in normal
operating areas and compare to general rules
or local specifications. Include this data in the
commissioning report.
Control Room
Ensure that control system meets local fire
protection codes.
Ensure that control room emergency stops
are guarded to prevent accidental contact.
Ensure that all high voltage equipment and
cabinets are inaccessible via locks and/or
cages with locks.
Ensure Kirk-Key interlocks are available for
the appropriate switchgear cabinets.
Check control room noise levels and compare
to general rules or local specifications.
Include this data in the commissioning report.
Generator Control Evaluation
Control of generator output is imperative to
maintain the residential and/or commercial
customers during prime power operations.
Generator sets in severe climates are
extremely important to provide life support
power. Standby generator sets can also be
applied in both of the above situations. It is
not typically the responsibility of the
commissioning engineer to make these
systems operate according to required
specifications, but to ensure the systems are
compatible with the design requirements.
Consider each of the following items during
the evaluation and the specific application
requirements during the evaluation.
Generator Voltage Control
The voltage regulator must have the voltage
droop adjusted to be compatible with the
system and/or with other generator sets
being paralleled to provide electrical power
onto a distribution buss.
For paralleled generator sets, cross-current
compensation is necessary.
54
Ensure automatic voltage control systems
have manual control that can be operated if
problems develop with the automatic control.
Even though not required, monitoring exciter
DC voltage is a common gauge to detect any
diode or surge suppressor problem in the
exciter. Ensure gauge is operating properly, if
provided.
Several different voltage regulators are
supplied for specific applications. Volts per-
Hertz, constant voltage, and the combination
of both functions are available. Ensure that
the regulator output to the generator provides
the correct system voltage and voltage
response to load changes.
If a constant voltage regulator is used, ensure
that the excitation circuit can be turned off
before the engine is started and ramped up to
speed, or is stopped and ramped down in
speed. Operating at other than synchronous
speed can be very detrimental to the voltage
regulator.
Generator Monitoring
Generators are supplied with either 10 Ohm
or 100 Ohm RTDs mounted in the windings
and the bearing housing(s). Ensure the
temperatures can be monitored daily. Several
types of alarms and or shutdowns are
optional. If included, ensure they function
properly.
Ensure generator voltage, amperage, power
factor, and kW load are gauges in the control
panel and are monitored on a daily basis.
Compare initial readings to engine operating
parameters to ensure proper wiring.
Switchgear Evaluation
Switchgear is a necessary part of distributing
electrical power produced, as well as
providing input to monitoring and control
systems. This equipment is not typically
provided by Caterpillar, but its interaction and
possible detrimental effect on engine and
generator operation makes it necessary to
ensure that the system functions according to
specifications.
Consider the following when evaluating
switchgear systems.
Switchgear Cabinets
Ensure switchgear cabinets are properly
vented and ventilation air is available.
Mount switches and controls not involved in
daily operations inside the cabinets.
Ensure that any high voltage cabinet has
Kirk-Key interlocks (or equivalent) to lock the
cabinet and prevent accidental personnel
contact.
Current and Potential Transformers
Inspect mounting and wiring of all current
and potential transformers to ensure they are
installed properly before energizing the
voltage control circuit. This is imperative for
proper engine operation monitoring.
Circuit Breakers
Ensure the circuit breaker has been manually
tested before installing in the test position.
Ensure the circuit breaker is in the test
position during any testing of the generator
controls and/or engine safety system.
Initial energizing of the electrical system with
the circuit breaker should be coordinated
with all onsite personnel.
Note: Important appropriate arrangements
must not be overlooked by all site disciplines.
Electrical Cables
Electrical cables between the generator and
the switchgear cabinets must be high-pot
tested prior to terminating. Review data from
tests and include in the commissioning
report.
Ensure terminations have shielding removed
from ends prior to connecting.
Generator Protective Relays
Ensure the generator protective relay setting
for both the instantaneous and time delay
agree with the results of the Relay
Coordination Study of the system.
Control Voltage
A mixture of control voltages may require
multiple banks of batteries. Ensure the
appropriate charging method for the batteries
is maintained.
Ensure the batteries are placed between the
charger and the controls to prevent the
controls from receiving voltage spikes or
stray currents from the battery charger.
Paralleling Operations
Protect manual paralleling operation against
out-of-phase engagement of the circuit
breaker. A synch check relay or SPM
Synchronizer are typical components to
provide this protection.
Auto-paralleling is typically controlled by an
SPM Synchronizer; both engine speed and
generator voltage, or just engine speed, can
be controlled. If voltage control is not
included, the system voltage must not vary
more than the voltage regulator compensation
capability with a closed circuit breaker.
It is imperative to ensure the generator
rotation and phasing match the distribution
buss.
Parallel generators must have the same pitch
to prevent harmonics creating current flow on
the neutral side of the system. Use a neutral
ground resistor if neutral currents exist.
Operation and Maintenance
Evaluation
Operation and maintenance training for
operators designated to be involved in the
operation and/or maintenance of Caterpillar
G3600 Family of Engines, and the associated
support equipment, is an important factor in
achieving dependable generator set operation.
The commissioning engineer should be
prepared to give this training on the engine
and generator driven equipment.
Consider the following when evaluating how
well operation and maintenance will be
completed.
Engine Operation and Maintenance
Ensure each operator is introduced to the
maintenance guide for the engine and each of
the topics explained. This may require the
presentation to be given several times to
55
 match the shift work of the operators.
Coordinate the effort with the appropriate
operating supervisor.
Ensure instruction is given for starting and
stopping the engine. Include a demonstration
at the engine and allow each operator to
observe and follow the directions given.
Follow the procedure outlined in the Starting
System Evaluation section.
The servicing dealer is responsible for
providing appropriate forms and record
keeping information.
Engine Support Equipment
Review the list of equipment suppliers that
will be on-site during commissioning. If the
representative is going to be on-site, ensure
they are prepared to train operators.
Mechanical Training
Trained operators and maintenance personnel
make minor repairs if needed; or provide
assistance to the dealer mechanic while
making a repair.
breather connections can be easily
disconnected for scheduled maintenance.
Crankcase Ventilation Piping
Generally, piping of the same size as the
breather outlet is suitable unless the length
and or bends cause excessive restriction and
a false crankcase pressure measurement and
potential cautions or nuisance shutdowns.
Note: See the Crankcase Ventilation section of
the Gas Engines Application and Installation
Guide for additional information on pipe sizing
requirements. Consideration must be given to
the blow by requirements of a worn engine
when initially sizing the pipe.
A separate ventilation piping system must be
installed for each engine.
Piping should slope away from the engine
at a minimum of 13 mm per 300 mm,
(1/2 in. per ft).
Configure the outlet to collect oil droplets
prior to fumes exiting the piping.

Maintenance Contracts If piping rises from the engine, a trap must be

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

Crankcase Ventilation System

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

Consider the following when evaluating

crankcase ventilation systems.

Crankcase Breathers
Crankcase breathers can be arranged in
several positions to match the best piping
routing away from the engine. Assure that

56
Caterpillar G3600 Generator Set Commissioning Report
General:
Selling Dealer District or Subsidiary
Servicing Dealer
Equipment Suppliers and Contractors:

Customer
Address
Application: Prime Power Continuous @ % load
Peak Shaving Standby
Consist:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW
Engine Cooling System: Separate Circuit Combined Circuit
Governor: Cat EPG Load Share SPM-A AGLC
APTL Import Export Controller Other (specify)
High Idle: Specified OT Specification
Low Idle: Specified % Droop Specified
Fuel Used: Pipeline Natural Gas Field Gas Landfill Gas
Digester Gas Propane (HD-5) Other (specify)
3
Fuel Lower Heat Value mJ/m (Btu/scf) Methane number
Specific Gravity Wobbe Index
Minimum Fuel Pressure kPa (psi) Fuel Filtration
Filter Efficiency
Engine Coolant: Antifreeze % Corrosion Inhibitor Heat Recovery
Separate Circuit Coolant: Antifreeze % Corrosion Inhibitor
Oil to be used in engine
Engine site conditions: Elevation
Typical Ambient Temperature range for the year: to
Atmospheric conditions: Typical relative humidity level %
Air Quality: Salty Dusty Clean

57
 Application Summary

The following parties have discussed and agreed to the results and required action during the
commissioning process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date

58
Caterpillar G3600 Industrial Engine Commissioning Report
General:
Selling Dealer District or Subsidiary
Servicing Dealer
Equipment Suppliers and Contractors:

Customer
Address
Application: Prime Power Continuous @ % load
Peak Shaving Standby
Consist:
Engine Model Engine Arrangement No.
OT Specification No. Serial No.
Rating bhp bkW
Engine Cooling System: Separate Circuit Combined Circuit
Governor: Cat Suction Pressure Controller
Discharge Pressure Controller Other (specify)
High Idle: Specified OT Specification
Low Idle: Specified % Droop Specified
Fuel Used: Pipeline Natural Gas Field Gas Landfill Gas
Digester Gas Propane (HD-5) Other (specify)
3
Fuel Lower Heat Value mJ/m (Btu/scf) Methane number
Specific Gravity Wobbe Index
Minimum Fuel Pressure kPa (psi) Fuel Filtration
Filter Efficiency
Engine Coolant: Antifreeze % Corrosion Inhibitor Heat Recovery
Separate Circuit Coolant: Antifreeze % Corrosion Inhibitor
Oil to be used in engine
Engine site conditions: Elevation
Typical Ambient Temperature range for the year: to
Atmospheric conditions: Typical relative humidity level %
Air Quality: Salty Dusty Clean

59
 Application Summary

The following parties have discussed and agreed to the results and required action during the
commissioning process.
Field Engineer Signature Date
Builder/Installer Signature Date
Owner Signature Date

60
Live Engine Test
If a live engine test was not performed at the construction / packaging audit, additional work
needs to be completed. The following is a reference to follow to ensure the package is designed
and performing correctly.

Cooling System Test Preparation

Evaluate system pressures. This is usually the best time and facility to install ports for pressure
and temperature measurements if they are not already installed. With the coolant system empty
locate and install bosses (typically 1/4 inch female pipe) at the following location shown in
Table 29.
Jacket Water System Separate Circuit
M Pump inlet M Pump inlet

Table 29.

To allow the system to be probed without coolant leakage, sample port adapters should be
installed at this time if they are not already installed. The part numbers are 5P2725 (1/4 inch
male pipe thread), 5P2720 (1/8 inch male pipe thread), and 5P3591 (9/16 inch male straight
thread). The following locations shown in Table 30 need a port adapter:

Jacket Water System Separate Circuit

M Pump inlet M Pump inlet
M Pump outlet M Pump outlet
M Engine outlet M Engine outlet

Table 30.

Blocked open thermostats (Table 31) need to be installed in the thermostat housings. If the
Caterpillar thermostats are used, eight thermostats will need to be blocked open for an inline
engine and 16 for a vee. Refer to EDS 50.5, LEKQ7235 on information on how to block open a
thermostat.
Jacket Water System Separate Circuit System
M 4 Blocked thermostats inline M 4 Blocked thermostats inline
M 8 Blocked thermostats vee M 8 Blocked thermostats vee
M Inlet / M Outlet Controlled M Inlet / M Outlet Controlled

Table 31.

Also the cooling system will likely have some debris in the piping. Strainers must be installed.
Strainers are available through Caterpillar and have the following part numbers:

4C9045 - 4 inch diameter pipe

4C9046 - 5 inch diameter pipe
4C9047 - 6 inch diameter pipe

Install the proper size strainer in the following locations shown in Table 32:
Jacket Water System Separate Circuit System
M Pump inlet M Pump inlet

Table 32.

61
 Inlet and Exhaust Preparation
System pressures should be evaluated at maximum load. Install ports for pressure measurements
if they are not already installed. Locate and install bosses (typically 1/2 inch female pipe) at the
following locations:

□ Exhaust Outlet □ Air cleaner housing outlet

These ports should be installed in a straight section of pipe three to five pipe diameters after a
transition as close to the engine as possible. If the Caterpillar air cleaner housing is used the
factory pressure port is adequate.

Fuel Analysis
The fuel that is intended to be used must be analyzed. The fuel analysis needs to be entered into
the Methane number computer program, NETG5017. The output of the analysis will have
important information on how to set up the engine control. Fill in the following information in
Table 33 from the Methane number program:
Parameter Methane Number Program Value Limits
Lower Heat Value 700 2 1100 Btu/SCF
Specific Gravity
Wobbe Index
Methane Number > 50 for 9:1 CR

Table 33.

Landfill, Sour Gas, or Digester Gas

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

Parameter Value Limits

Total halogens (Cl & F) mg/Btu 40 mg/Btu
Hydrogen sulfide mg/Btu 47 mg/Btu

Table 34.

Fill Fluids
Cooling System
Fill the engine cooling systems with coolant. Tap water is unacceptable for a G3600 engine. Use
distilled water or deionized water. If the coolant will be exposed to temperatures lower than O°C
(32°F), antifreeze needs to be used. Two types are commonly used, ethylene glycol and
propylene gylcol. Use coolant conditioner whether or not antifreeze is used. Caterpillar coolant
conditioner 8C3680 19 L (5 gal) or 5P2907 208 L (55 gal), should be added at approximately 5 to
6% by volume to the coolant. System volume can be estimated. Use Table 35 to estimate the
volume of coolant in the piping:

62
 Pipe Factor
Volume of Volume of
Pipe Diameter Coolant per Foot Coolant per Meter
inch cm Gallons Liters
4 10 0.65 7.9
5 12.5 1 12.3
6 15 1.5 17.7
8 20 2.6 31.4

Table 35.

Find the total length of piping for the respective system and multiply it by the factor shown in the
table above. Add to that the volume in the coolant exchanger whether it is a heat exchanger or
radiator. This can be found on the spec sheet for the device. Finally, add the volume of coolant
that is in the engine. Table 36 will provide an estimate:

Cooling System Capacities

Jacket Water Seperate circuit
Engine Gallons Liters Gallons Liters
G3606 90 340 16 60
G3608 124 470 16 60
G3612 177 670 17 64
G3616 238 900 19 72

Table 36.

The total of the three should approximate the volume of the individual cooling system circuits.
Record them in Table 37:

Jacket Water System

1 2 3 4 5 6
Pipe Pipe factor Length of pipe Col. 2 3 Col. 3 Vol. of Heat Vol. of Engine
size Exchanger

Total of Columns 4, 5 , 6

Separate Circuit System

11 12 13 14 15 16
Pipe Pipe factor Length of pipe Col. 12 3 Col. 13 Vol. of Heat Vol. of Engine
size Exchanger

Total of Columns 14, 15 , 16

Table 37.

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

Jacket Water System

7 8 9 10
Total from Col. 4, 5, & 6 Actual expansion Col. 7 3 15% Col. 8 2 Col. 9
in the table above tank volume

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

Separate Circuit System

17 18 19 20
Total from Col. 14, 15, & 16 Actual expansion Col. 17 3 8% Col. 18 2 Col. 19
in the table above tank volume

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

Table 38.

□ Coolant filled

Type of water: □ Distilled □ Deionized □ Other

□ Antifreeze filled Antifreeze level % (°C/°F)

Type of antifreeze: □ Ethylene Glycol □ Propylene Glycol □ Other

□ Coolant conditioner Conditioner level %(PPM)

Engine Lubricating Oil

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

Engine Oil System Capacity

Oil Capacity
Engine Gallons Liters
G3606 190 719
G3608 240 908
G3612 280 1,060
G3616 360 1,363

Table 39.

Type of Oil: Wt. of oil

□ Engine Filled Date

64
Driven Equipment Lubrication
Fill the driven equipment to the manufactures specifications. Some compressors will use the
same oil as the engine. Make sure to factor that amount into the lubrication requirements.
Generators typically have their own oil reservoir for the bearings. Make sure these reservoirs are
filled to their capacity with the proper lubricant. Some generators are lubricated with grease.
Make sure these antifriction bearings are properly lubricated with the manufacturers
recommended grade of grease. Make sure that if auxiliary oil coolers or heaters are used that the
oil capacity is accounted for as well. Some mechanical drives like gearboxes, dry clutches, oil
clutches, etc. may have special lubrication requirements. Make sure to address these before
attempting to power the equipment.

Type of oil: _________________________ Wt. of oil: _________________________

□ Driven Equipment Filled Date _________________________

Air Starter and Prelube Pump

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

Mounting and Alignment

Torsional Analysis
During the design phase of the package a torsional analysis must be completed for the engine,
coupling, and driven equipment. This should be done by the packager. Caterpillar also provides
this service.

Torsional Analysis □ Acceptable □ Unacceptable

Alignment
The engine and driven equipment must be mounted on a structure suitable to support the
equipment as well as provide torsional strength. This is typically provided by the engine
packager. The base should be evaluated for structural strength for the application in question.
The engine must be in alignment with the driven equipment. Typically the driven equipment is
shimmed to obtain proper alignment. In some cases, such as gas compressors, the engine is
moved and shimmed to obtain alignment. The alignment between the engine flywheel and driven
equipment input flange must be inspected in the axial and radial directions, This is done with
either two dial indicators or a laser alignment tool. If dial indicators are used its important to have
a very stiff indicator support. Any droop in the support will corrupt the data. Magnetic mounts
are unacceptable. To obtain reliable axial alignment data the engine and driven equipment must
be thrusted against their respective thrust surface. This is typically done by jacking the engine
crankshaft away from the driven equipment input flange. The engine grows thermally between
cold and hot operation. The engine grows vertically 0.011 in. and 0.005 in. to the side as
measured at the crankshaft. This growth must be considered in the cold alignment. The engine
must be prelubed prior to performing an alignment test.

□ Prelube completed

65
 Use Table 40 to record the cold alignment values:
Cold Alignment Values
12:00 3:00 6:00 9:00 12:00
Face (Axial) 0.000 inch
Bore (Radial) 0.000 inch

Table 40.

If the start and finish 12:00 positions are greater than ± 0.001 inch, the alignment values must be
rerun. To determine if the alignment is within specification use Table 41.

Cold Alignment Evaluation

12:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Face (Axial) 6 0.007 inch 6 0.007 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable
Bore (Radial) 6 0.005 inch 6 0.005 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 41.

Soft-Foot
The packager should perform a soft-foot test. A soft test consists of determining the amount of
deflection that takes place between an engine mounting foot and the engine mounting base. This
is typically measured by placing a dial indicator stylus to the horizontal surface of the foot, with
the indicator support mounted to the base. With the indicator zeroed, the foot to base mounting
bolts are loosened and the amount of deflection recorded. Record the deflection in Table 42:

Foot Location Deflection Limit

Right Front
Right Middle
Right Rear
Left Front
Left Middle
Left Rear
Soft - Foot Test M Acceptable M Unacceptable

Table 42.

If any of the above tests are unacceptable, shims can be used to correct the alignment problem.
Typically the driven equipment is shimmed. If this is impractical, an engine shim pack is available
under Caterpillar part number, 7W8489, which provides 6 mm worth of shims in two thickness’,
0.05 mm and 0.08 mm. Record the new alignment readings.

Endplay (Thrust)
The engine crankshaft endplay must be evaluated Use Table 43 to determine if the endplay is
acceptable:
Cold Engine Endplay Evaluation
Endplay measured Tolerance
0.008 inch to 0.024 inch
M Acceptable M Unacceptable

Table 43.

66
The driven equipment input shaft endplay must be evaluated if the driven equipment has oil
lubricated journal bearings (not antifriction bearings). Determine the range of acceptable endplay
from the driven equipment manufacturer and enter in the table below. Use Table 44 to determine
if the endplay is acceptable:

Cold Driven Equipment Endplay Evaluation

Endplay measured Tolerance
______ mm to ______ mm ( ______ inch to ______ inch)
M Acceptable M Unacceptable
Table 44.

Coupling Thrust Load

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

Table 45.

Use Table 46 to evaluate if the coupling thrust is acceptable:

Coupling Thrust Evaluation

A B C D E
Engine Endplay Driven Equip. Endplay Col. A 1 Col. B Actual "Farthest" Value Actual "Closest" Value

Col. C > Col. D > 0? M Acceptable Col. C ≤ Col. D ≤ 0? M Unacceptable

and and
Col. C > Col. E > 0? Col. C ≤ Col. E ≤ 0?
Table 46.

67
 Crankshaft Deflection
The engine crankshaft deflection must be evaluated. This test is performed at the rod throw just
to the rear of the center main journal. To perform the test remove the side access door(s) at that
throw. Install a crankshaft deflection dial indicator such as a Staurett #696 or equivalent across
the counterweights for that throw. On inline engines there is only one counterweight and a 1-8
THD X 6 inch bolt must be installed into the crankshaft to support the free end of the dial
indicator. The engine (and driven equipment) must be prelubed. Zero the indicator at the top of
the stroke. Rotate the engine stopping at the 90° positions. Since the rod(s) impede full rotation
of the crankshaft when the tool is installed the direction of rotation must be reversed to return to
the initial starting position. (Tip: If the rod(s) hit the indicator, it will likely fall into the oil filled
pan. To allow easy retrieval of the tool, tie a string tether to it with the other end secured outside
the block.) Record the 90° points again on the return direction. Use Table 47 to record data:

Deflection Values
1:00 3:00 6:00 9:00 11:00
Clockwise 0.000 inch
Counter
clockwise

Table 47.

If the start and finish 1:00 positions are greater than ± 0.0005 inch, the deflection values must be
rerun. To determine if the deflection is within specification use Table 48:

Deflection Evaluation
1:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Face (Axial) ± 0.0016 inch ± 0.0016 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 48.

Combustion Air System

The air cleaner and piping system must be inspected to ensure it has not been contaminated with
dirt and debris. The air cleaner elements should be removed from their housing. Carefully
inspect the clean side of the air cleaner elements. While the elements are removed, inspect the
air cleaner housing. It must be clean and free from debris. Inspect the welds and joints of the air
cleaner housing on the clean side and look for gaps and openings that could let dust into the
clean intake air. If any such possible dirt entry point is found, return the housing to the
manufacturer or repair the part by welding or other suitable method.

The clean side air piping must be inspected for cleanliness. Inspect in place if possible. If it is not
possible, remove the piping and inspect in a clean area. Any dirt, dust, and debris must be
removed. If the pipe is ferrous material, it should be stainless steel or galvanized. Rust is very
abrasive and can wear an engine prematurely; however, painting is not recommended to control
rust. PVC or fiberglass piping are recommended.

□ Combustion air line(s), air cleaner housing(s), and air cleaner element(s) inspected & clean

68
DC Electrical:
Interconnect harness
An interconnect harness is used between the engine junction box and the Engine Supervisory
System (ESS). These wires must be connected to perform the live engine test. An instruction
booklet is available to assist in the point to point wiring of the interconnect harness. It is “Special
Instruction - Installation and Startup Guide”, SEHS9708. Once the interconnect harness
connections are completed and prior to powering up the ESS, verify interconnect harness wiring
between Engine Supervisor System (ESS) and engine terminal box is correct. To do this first
disconnect all sensor and actuator connectors at the device on the engine. Connect battery and
charger or power supply to the ESS panel. Insert and close power fuse with mode switch in
OFF/RESET. Verify 24VDC between ESS351 and ESS353. The ESS panel should appear “dead”.
Turn mode switch to STOP. The ESS panel should power up. Several faults will appear. This is
normal. Verify proper sensor voltages at the engine junction box for all sensors and actuator
feedback devices. Correct errors. Table 49 can be used to determine if the connections were
done correctly:
+ Terminal – Terminal Expected Actual
Circuit # @ Engine @ Engine Description Voltage Voltage OK
A111 303 304 Choke Actuator 0
A121 301 302 Fuel Actuator 0
A181 305 306 Wastegate Actuator 0
P301 401/404 411/414 + Power (A & B) +24 ± 3 VDC
P401 411/414 401/404 – Power (A & B) –24 ± 3 VDC
P501 360 362 Prelube Level Switch +24 ± 3 VDC
P509 308 415 Slave Relay 2 0
C001 179 180 Oil Level Switch – NO * +13 ± 1 VDC
C003 168 174 PLSR Contact – NO +5 ± 2 VDC
C029 355 419 Emergency Stop Switch – NO +5 ± 2 VDC
C031 330 331 Water Level Switch – NO * +13 ± 1 VDC
C211 170 173 Starter Solenoid Valve 0
C212 169 172 Prelube Solenoid Valve 0
C321 167 171 Gas Shutoff Valve 0
S001 352 353 Oil Temperature +5 ± 1 VDC
S012 157 159 Air Manifold Temperature +10 ± 1 VDC
S021 126 128 Fuel Temperature +10 ± 1 VDC
S031 343 345 Coolant Temperature +10 ± 1 VDC
S101 333 335 Unfiltered Oil Pressure +24 ± 3 VDC
S102 338 340 Filtered Oil Pressure +24 ± 3 VDC
S103 348 350 Oil Pressure +5 ± 1 VDC
S112 181 183 Start Air Pressure +24 ± 3 VDC
S131 NC NC Coolant Pressure ^ +24 ± 3 VDC
S141 175 177 Crankcase Pressure +10 ± 1 VDC
S272 147 149 Speed Pickup – SIECM +10 ± 1 VDC
S381 121 123 Right Detonation Sensor +13 ± 1 VDC
S382 161 163 Left Detonation Sensor +13 ± 1 VDC
S411 316 318 Left Air Restriction Sensor +24 ± 3 VDC
S412 311 313 Right Air Restriction Sensor +24 ± 3 VDC
S591 131 133 SCM Transducer Module +13 ± 1 VDC
S592 115 118 Pressure Module +20 ± 1 VDC
S780 136 414 Combustion Buffer +24 ± 3 VDC
* These voltages will be present if the oil & cooling systems are filled (contacts open)
^ Cogen only

Table 49a.

69
 + Terminal – Terminal Expected Actual
Circuit # @ Engine @ Engine Description Voltage Voltage OK
A111 762 763 Choke Actuator 0
A121 760 761 Fuel Actuator 0
A181 764 765 Wastegate Actuator 0
P509 630 763 Slave Relay 2 0
C211 655 656 Starter Solenoid Valve 0
C212 650 651 Prelube Solenoid Valve 0
C321 660 661 Gas Shutoff Valve 0
C003 705 706 PLSR Contact – NO +5 ± 2 VDC
C029 700 701 Emergency Stop Switch – NO +5 ± 2 VDC
S001 746 745 Oil Temperature +5 ± 1 VDC
S103 740 742 Oil Pressure +5 ± 1 VDC
S272 860 862 Speed Pickup – SIECM +10 ± 1 VDC
S012 870 872 Air Manifold Temperature +10 ± 1 VDC
S021 865 867 Fuel Temperature +10 ± 1 VDC
S031 880 882 Coolant Temperature +10 ± 1 VDC
S141 875 877 Crankcase Pressure +10 ± 1 VDC
C001 890 891 Oil Level Switch – NO * +13 ± 1 VDC
C031 885 886 Water Level Switch – NO * +13 ± 1 VDC
S380 800 803 Detonation Sensors +13 ± 1 VDC
S591 750 752 SCM Transducer Module +13 ± 1 VDC
S592 855 858 Pressure Module +20 ± 1 VDC
P301 610 621 + Power +24 ± 3 VDC
P401 620 611 – Power –24 ± 3 VDC
P302 680 690 + Switched Power +24 ± 3 VDC
P402 690 680 – Switched Power –24 ± 3 VDC
S101 710 712 Unfiltered Oil Pressure +24 ± 3 VDC
S102 715 717 Filtered Oil Pressure +24 ± 3 VDC
S112 720 722 Start Air Pressure +24 ± 3 VDC
S411 725 727 Left Air Restriction Sensor +24 ± 3 VDC
S412 730 732 Right Air Restriction Sensor +24 ± 3 VDC
S780 900 904 Combustion Buffer +24 ± 3 VDC
Terminal numbers listed in BOLD are interconnect harness connection points
* These voltages will be present if the oil and cooling systems and filled (contacts open)
Table 49b.

Turn mode control switch to OFF/RESET and open power fuse. Connect all sensor and actuator
connectors. Again power up the ESS panel by closing the power fuse and turning the mode
switch to STOP. No faults should appear. If some do, take corrective action (see Electronic
Troubleshooting Guide, SENR6510-03). Verify proper sensor readings on the CMS, SCM, and
pyrometer(s). Also verify that the remote speed control works correctly, if installed.

70
Power Supply Quality
The power supply should be evaluated for AC ripple. To do this use a voltmeter to measure the
voltage across the power supply. Record both the voltage using the DC scale and the AC scale.
Record in Table 50:
Power Supply Voltage
DC Voltage AC Voltage

Spec: 21 VDC to 28 VDC Spec: ≤ 150 mVAC pk-pk

M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 50.

Wire Length And Gauge

Also the length of wire and gauge of wire from the power supply to the ESS panel needs to be
recorded. Use Table 51 to record the power wire information:
Power Wire
Length Gauge

Table 51.

To verify the wire gauge is adequate for the length of wire used, measure the voltage to the
power fuse with the fuse switch open, and record the voltage. Measure the voltage again with the
fuse closed, the mode switch in the STOP position, and prelube pushbutton depressed. This will
cause all the control devices, sensors, and actuators to be powered; record the voltage. Use Table
52 to evaluate if the wire size is adequate:

Wire Gauge Test

DC Voltage DC Voltage Maximum
Fuse Open ESS Powered Difference Difference
≤ 1.0 VDC
≤ 1.0 VDC M Acceptable > 1.0 VDC M Unacceptable

Table 52.

71
 Engine Monitoring and Protection System
Verify Status Control program and shutdown settings. Record findings in Table 53:
Selector Program Value
Position Feature and Units Actual Value OK
2 Energize to Run 0
3 Metric (1)/English (0) units 0
4 No. of Ring Gear Teeth 255
5 Overspeed 1130 rpm
6 Overspeed 1130 rpm
7 Crank Termination Speed 250 rpm
8 Oil Step Speed 600 rpm
9 Rated Oil Pressure 207 kPa (30 psi)
10 Idle Oil Pressure 68 kPa (10 psi)
11 High Oil Temperature 90°C (194°F)
12 Low Oil Temperature 21°C (70°F)
13 Over-crank Time 300 Sec
14 Cycle Crank Time 30 Sec
15 Cool-down Time 0 Min

Table 53.

The exhaust pyrometer stack shutdown temperature should be recorded in Table 54. This can be
examined by powering up the ESS panel and pressing the shutdown setting switch on the
pyrometers.
Exhaust stack shutdown
Pyrometer temperature °C (°F)
Inline / Right Bank
Left Bank

Table 54.

Initial Settings
Air Pressure Module Calibration
Prior to starting the engine, the manifold air pressure module must be calibrated (refer to System
Operation Testing and Adjusting, SENR5528-03). To calibrate the pressure module turn the mode
switch to STOP. Wait one minute after the engine has stopped. Adjust Energy Content dial to 910
as displayed on the ECM alphanumeric display. Display inlet air manifold pressure on CMS
digital readout (gauge #4). Connect a jumper wire from terminal ESS 278 (J3-34) to -BAT terminal
(ESS 353). Wait ten seconds. Turn Fuel Energy Content dial until the inlet air manifold pressure
indicates the correct absolute air pressure (in kPaa) for the ambient atmospheric conditions.
(The local barometric reading is usually an altitude corrected value. The UNCORRECTED value
is the one that is required. If an accurate barometer reading is not available and the elevation is-
known, then the following formula can be used to obtain an approximate value. See Figure 2. It
can also be used to verify that the independent value obtained is correct.

Atmospheric Pressure = Atmospheric Pressure at Sea Level - [(= Altitude) x 0.0778]-

(Altitude x 0.00236); where Pres is in kPaa and Elev is in feet).

Let the reading stabilize for one minute. Disconnect the jumper at terminal ESS 278. Readjust Btu
back to original value for the fuel being used. Turn mode switch to OFF/RESET to power down
the ESS panel. Again turn the mode switch to STOP. Verify the inlet air manifold pressure is
within ± 1 kPa of the desired setting. If not repeat procedure.

72
 Atmospheric Pressure (kPaa)
102
100
98
96
94
92
90
88
86
84
82
80
0
300
600
900
1200
1500
1800
2100
2400
2700
3000
3300
3600
3900
4200
4500
4800
5100
5400
5700
6000
Elevation (ft)
Note: This graph is based on normal atmospheric conditions (103 kPaa atmospheric pressure).
The curve will shift with a change in atmospheric pressure.
Figure 2.

Example:
Atmospheric Pressure at Sea Level = 103 kPa
Altitude = 3000 ft

Atmospheric Pressure =103 - [=3000 ) x 0.0778] - (3000 x 0.00236

= 91.7 kPaa

□ Pressure Module Calibration Set ____________________ kPaa (psia)

Governor and Wastegate Dynamics

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

□ Governor Dynamics Set

□ Wastegate Dynamics Set

Customer Settable Parameters

The Hi Idle (DDT CSP - 30) should be set prior to starting the engine. Connect Digital Diagnostic
Tool (DDT) to the provided connector either at the ESS panel or engine terminal box. Use the
DDT (SELECT MODE] key to move to Customer Settable Parameter (CSP) MENU. Use the
DDT [SELECT FUNC] key to move to 30. To set in the desired value press [ALT 1], then enter
the desired maximum idle speed. Press [Enter] to store the new value.
□ Hi Idle Set ____________________ rpm
73
 The Governor Droop (DDT CSP - 31) should be set prior to starting the engine. Connect Digital
Diagnostic Tool (DDT)to the provided connector either at the ESS panel or engine terminal box.
Use the DDT [SELECT MODE] key to move to Customer Settable Parameter (CSP). Use the
DDT [SELECT FUNC] key to move to 31. To set in the desired value press [ALT 1], then enter
the desired amount of droop. Press [Enter] to store the new value. On compressor engines an
initial value of 10% should be used .

□ Governor Droop Value Set % Droop

The Droop/ Isochronous (DDT CSP - 32) should be set prior to starting the engine. Connect
Digital Diagnostic Tool (DDT) to the provided connector either at the ESS panel or engine
terminal box. Use the DDT [SELECT MODE] key to move to Customer Settable Parameter
(CSP). Use the DDT [SELECT FUNC] key to move to 32. To select Droop or Isochronous press
[ALT 1]. The DDT will toggle between the two choices. Once the desired entry is obtained, press
[Enter] to store the new value. On compressor engines Droop should be selected initially.

□ Governor Droop Selected

□ Governor Isochronous Selected

Fuel and Start Lines Inspection and Setting

Both fuel and starting air/gas lines should be inspected for debris and blown down to insure they
are clean. Caution should be used when blowing down the gas line(s) because of the potential for
fire and explosions.
Set the fuel pressure regulator to 310 ± 7 kPa (45 ± 1 psi). Set starting air pressure regulator. The
acceptable pressure range is 860 to 1550 kPa (125 to 225 psi).

□ Fuel line inspected

□ Start air/gasoline inspected

□ Fuel Pressure Regulator Set kPa (psi)

□ Start Air Pressure Regulator Set kPa (psi)

Set ESS controls. Set Fuel Energy dial to the value determined by the Lower Heating Value
(LHV). Set Engine Speed dial to ≤ 75O rpm as displayed on ECM display.

□ Fuel Energy Set Btu

□ Engine Speed Set rpm

Generator
On generators the voltage regulator should be turned off. This may require pulling wires, fuses,
etc. Also the generator breaker should be racked out or otherwise disarmed and locked out.

□ Turn off Voltage Regulator

□ Lockout Generator Breaker

74
Crank Test
Crank the engine with the fuel shut off (make sure to prelube first). A fault will likely be present
during this cycle. To obtain sufficient ignition voltage from the magneto to obtain a start, the
engine must crank a minimum of 60 rpm. Record the cranking speed and starting air/gas
pressure after 15 to 20 seconds of cranking in Table 55:
Cranking Test
Cranking Speed Cranking Air Pressure

≥ 60 rpm M Acceptable < 60 rpm M Unacceptable

Table 55.

Even though the minimum speed of 60 rpm may be obtained, it is desirable to have higher
cranking speed. This will allow the engine to start quicker, start at lower ambient temperature,
and accelerate to rated speed quicker. Therefore, the higher the available fluid pressure the
better, up to the limit of the starter.

Start the Engine

The engine should now be ready to start. Turn the fuel back on to the engine. Put the engine
mode control switch in the START or AUTO (with initiate contact closed) position. The control
should begin to prelube. Once the prelube is complete the green Engine Ready Light should
come on followed by cranking of the engine. If the green Engine Ready Light fails to come on
even though the prelube terminates, check to see if a Driven Equipment Not Ready caution
appears on the ECM display. If that caution appears, correct it by making sure the Driven
Equipment terminals on the customer terminal strip are closed. Attempt to start again.

Once the engine starts. It may be limited to 550 rpm by the Idle/Rated contact. To ramp to the
speed set by the Engine Speed dial, this set of customer terminals must be closed. Once at the
indicated set speed increase the speed by increasing the setting on the Engine Speed dial.
Examine the exhaust port pyrometers to make sure all cylinders are firing. If the engine is
unstable, the choke may need adjustment. The Actual/Desired Air Pressure (DDT CSP - 33)
should be set while the engine is running at idle. Connect Digital Diagnostic Tool (DDT) to the
provided connector either at the ESS panel or engine terminal box. Use the DDT [SELECT
MODE] key to move to CSP MENU 03. Use the DDT [SELECT FUNC] key to move to 33,
CHOKE TRIM. To change the position of the choke press [ALT 1] to close the choke and
decrease the actual air pressure. Pressing the [ALT 2] will increase the actual air pressure. The
DDT will display both the actual and desired values. Pressing the [0] key will return the choke to
the “factory zero” position. The goal is to get the actual and desired to match and obtain stable
idle. Sometimes the actual and desired may not match at the most stable idle. Once the desired
entry is obtained, press [SELECT MODE] to store the new value and leave the CSP mode. If
over 20 “steps” of electronic offset are required from the factory zero setting, it is recommended
that the choke linkage be adjusted to obtain a smaller offset from the factory setting. To do this
loosen the chock actuator to bellcrank linkage rod end jam nuts, zero the choke offset by
pressing the [0] key of the DDT, and adjusting the linkage rod to obtain the desired pressure.
Once the correct value is obtained lock the rod end jam nuts. Some fine tuning using the DDT
may still be required.

□ Choke Position Set

75
 Protection System
After the engine has been started the protection system must be tested to ensure that it will
successfully protect the engine. After the engine has run for approximately 30 minutes, evaluate
some of the shutdown protections. As a minimum verify that each module can cause a shutdown.
The recommended way to do this is to disconnect the connector at the inlet air restriction sensor.
This will verify that the CMS and Engine Control (ECM) work properly. Next, use the overspeed
verify button on the back of the SCM. The overspeed should take place at 75% of the value
programmed in on item #6 above. Finally, test the timing control (TCM) by removing one of the
detonation sensor connectors.

CMS/ECM Shutdown □ Acceptable □ Unacceptable

SCM Shutdown □ Acceptable □ Unacceptable

TCM Shutdown □ Acceptable □ Unacceptable

Cooling System Evaluation

Run the engine for 20 - 30 minutes. Shutdown and inspect the strainers. Remove strainers if clean
and free from debris. If not, clean the strainers and reinstall. Restart the engine. Repeat this
process until the strainers are clean.

□ Inspect & Remove Strainers

If the system pressures were not evaluated at the packaging audit perform that now. The items of
interest are pump rise, pressure drop across the engine or engine resistance, and external
system resistance. This information can be obtained by making some pressure measurements.
Recording data in Table 56 will provide the needed information:

Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Inlet P0 P4
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Speed rpm

Table 56.

To evaluate the above information use Table 57 to determine pump rise:

Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Outlet P1 P5
Pump Inlet P0 P4
Pump Rise P1-P0 P5-P4
Specification Inline Inline
Specification Vee Vee
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 57.

76
Since the pump rise is engine speed dependent the specification of acceptable pump rise must be
determined from the Cooling Section of the A&I Guide or from TMI. Table 58 is given for
reference only:
Jacket Water System Separate Circuit System
Minimum Pump Rise Minimum Pump Rise
rpm Inline & Vee Inline & Vee
1,000 260 kPa 38 psi 295 kPa 43 psi
900 210 kPa 30 psi 240 kPa 35 psi
750 140 kPa 20 psi 170 kPa 25 psi
Table 58.

To evaluate the above information use Table 59 to determine engine resistance.

Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Pump Outlet P1 P5
Engine Outlet P2 P6
Engine Resistance P1-P2 P5-P6
Specification Inline Inline
Specification Vee Vee
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 59.

Since the engine resistance is flow (engine speed) dependent the specification of acceptable
engine resistance must be determined from the Cooling Section of the A&I Guide or from TMI.
The external resistance will also effect the coolant flow and must be considered if the engine
resistance is too low for the operating engine speed. The system resistance in this circumstance
will likely be high. The goal is to obtain more than the minimum coolant flow rate through the
engine.

The external system resistance must be within certain limits for optimum cooling system
performance. Use Table 60 to evaluate the system resistance:

Jacket Water System Pressure Designation Seperate Circuit System Pressure Designation
Engine Outlet P2 P5
Pump Inlet P0 P4
External Resistance P2-P0 P5-P4
Specification Inline Inline
Specification Vee Vee
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 60.

Since the external resistance is flow (engine speed) dependent the specification of acceptable
external resistance must be determined from the Cooling Section of the A&I Guide or from TMI.

The coolant flow rate through the cooling system can be determined. The flow rate from the
external resistance can be determined by finding the appropriate chart in the Cooling Section of
the Gas Engines Application and Installation Guide. The flow is engine speed dependent and the
proper speed curve must be used. Record the flow value in Table 61.

77
 The flow rate from the internal resistance or engine resistance needs to be determined. Find the
appropriate chart in the Cooling Section of the Gas Engines Application and Installation Guide.
The flow is not engine speed dependent. Record the flow value in the following evaluation table.
The flows must agree within ± 20%, and must be within the minimum and maximum flow range
for that circuit. Use Table 61 to determine if the flow is acceptable.

Coolant Flow Measurement

Jacket Water System Seperate Circuit System
Pressure drop Flow rate Pressure drop Flow rate
External Resistance
Engine Resistance
Evaluation
Engine flow = M Acceptable M Acceptable
External flow ± 20%
Engine flow <or> M Unacceptable M Unacceptable
External flow ± 20%

Table 61.

The static suction pressure needs to be recorded. If the expansion tank is in its final configuration
measure static suction pressure and record in Table 62:
System Pressure Specification OK
Jacket Water P0
Sperate Circuit P4

Table 62.

Load the Engine

To complete the cooling test the ambient capability needs to be evaluated. This is done at the
maximum load available. However, the engine must be Tuned to successfully operate at that load.
A PreChamber (PC) Calibration (Cal) must be performed on the engine.

On a generator engine it will be necessary to verify the phase rotation on a three phase system.
This can be done on a low voltage machine (< 1000 VAC) with a rotation meter. If the system is a
higher voltage, then the phase and rotation needs to be measured at the generator breaker
cabinet. With the breaker racked out, use two hot stick voltmeters to verify the phases are in
synch. To do this place hot stick #l at Phase A between the utility and generator bus and hot stick
#2 at Phase B. The voltage should rise and fall on both in synch. Repeat for the other phase
combinations and record the results in Table 63. If at anytime the phases rise and fall out of
synch determine the cause and correct.

Hot Stick #1 Hot Stick #2 Synch

ØA ØB
ØA ØC
ØB ØC

Table 63.

Do Not depend on synch lights, synch check relays, etc. to confirm the phase and rotation!

Rack in the generator breaker and charge if necessary. Synchronize the engine speed and match
the generator voltage to the utility. Synchronize the phases and close the breaker. Load the
engine. If a load bank is used to load the engine, be sure to isolate the load side of the bus from
the load banks.

78
PC Calibration
Increase the load to 75% of rated or the maximum available if less than 75%. The engine may not
be stable at maximum load. Adjust the governor and wastegate to obtain stable operation.

Governor
The governor should be programmed for the proper dynamics for stable yet responsive to load
and speed changes. The Governor dynamics should be adjusted electrically (refer to System
Testing and Adjusting, SENR5528-03). This can be accomplished through the DDT. Use the DDT
[SELECT MODE] key to move to GOV MENU 07. Use the DDT [SELECT FUNC] key to move
to GOV GAIN 70. Actual engine rpm will be displayed as well as the gain offset. Press the
[ALT 2] key to increase the actual gain offset. This will electronically increase the governor gain
and the gain offset indicator will increment up. Press the [ALT 1] key to decrease the actual gain
offset. This will electronically decrease the governor gain and the gain offset indicator will
decrement down. Adjust the gain to obtain the most stable actual rpm reading. To upset the
governor to evaluate stability a bump key is provided. By pressing the [6] key the governor will
experience a speed offset. To zero the gain setting to the factory default value, press the [0] key.

Use the DDT [SELECT FUNC] key to move to GOV STAB 71. Actual engine rpm will be
displayed as well as the stability offset. Press the [ALT 2] key to increase the actual stability
offset. This will electronically increase the governor stability and the stability offset indicator will
increment up. Press the [ALT 1] key to decrease the actual stability offset. This will electronically
decrease the governor stability and the stability offset indicator will decrement down. Adjust the
stability to obtain the most stable actual rpm reading. To upset the governor to evaluate stability a
“bump” key is provided. By pressing the [6] key the governor will experience a speed offset. To
zero the stability setting to the factory default value, press the [0] key.

Use the DDT [SELECT FUNC] key to move to GOV COMP 72. Actual engine rpm will be
displayed as well as the compensation offset. Press the [ALT 2] key to increase the actual
compensation offset. This will electronically increase the governor compensation and the
compensation offset indicator will increment up. Press the [ALT 1] key to decrease the actual
compensation offset. This will electronically decrease the governor compensation and the
compensation offset indicator will decrement down. Adjust the compensation to obtain the most
stable actual rpm reading. To upset the governor to evaluate stability a bump key is provided. By
pressing the [6] key the governor will experience a speed offset. To zero the compensation
setting to the factory default value, press the[0] key. Record settings in Table 64.
Governor
Gain Stability Compensation

Table 64.

Once the governor adjustments are complete proceed to wastegate dynamic adjustments.

79
 Wastegate
Tune the Wastegate dynamics. The Wastegate dynamics should be adjusted electrically. This can
be accomplished through the DDT. Use the DDT [SELECT MODE] key to move to WAST
GAINS 08. Use the DDT [SELECT FUNC] key to move to WAST GAINS 80. Actual and desired
inlet air manifold pressure will be displayed as well as the gain offset. Press the [ALT 2] key to
increase the actual gain offset. This will electronically increase the wastegate gain and the gain
offset indicator will increment up. Press the [ALT l] key to decrease the actual gain offset. This
will electronically decrease the wastegate gain and the gain offset indicator will decrement down.
Adjust the gain to obtain the most stable actual inlet air manifold reading. No upset for the
wastegate to evaluate stability is provided. To zero the gain setting to the factory default value,
press the [0] key.

Use the DDT [SELECT FUNC] key to move to WAST STAB 81. Actual inlet air manifold pressure
will be displayed as well as the stability offset. Press the [ALT 2] key to increase the actual
stability offset. This will electronically increase the wastegate stability and the stability offset
indicator will increment up. Press the [ALT 1] key to decrease the actual stability offset. This will
electronically decrease the wastegate stability and the stability offset indicator will decrement
down. Adjust the stability to obtain the most stable actual inlet air manifold reading. No upset for
the wastegate to evaluate stability is provided. To zero the stability setting to the factory default
value, press the [0] key.

Use the DDT [SELECT FUNC] key to move to WAST COMP 82. Actual inlet air manifold
pressure will be displayed as well as the compensation offset. Press the [ALT 2] key to increase
the actual compensation offset. This will electronically increase the wastegate compensation and
the compensation offset indicator will increment up. Press the [ALT 1] key to decrease the actual
compensation offset. This will electronically decrease the wastegate compensation and the
compensation offset indicator will decrement down. Adjust the compensation to obtain the most
stable actual inlet air manifold reading. No upset for the wastegate to evaluate stability is
provided. To zero the compensation setting to the factory default value, press the [0] key. Once
the wastegate adjustment is complete return to the STATUS MODE 02 menu using the
[SELECT FUNC] key. Once done record the settings in Table 65.

Wastegate
Gain Stability Compensation

Table 65.

To continue with PC Calibration the engine must be at load and the engine warmed up with the
temperature stabilized (with blocked open thermostats this may be at a relatively low Jacket
water outlet temperature). Let the engine operate for at least 30 minutes before attempting to
calibrate the Prechamber needle valves.

To perform the PC Cal the engine control must be in the PC Cal mode. This can be accomplished
through the DDT. Use the DDT [SELECT MODE] key to move to PC Cal 05. Use the DDT
[SELECT FUNC] key to move to ACT/DES BT 50. Number 1 cylinder combustion probe burn
time (BT) actual and desired in mSec will be displayed. Pressing the DDT [ENTER] key will
advance the display to the next cylinder. The display can be scrolled through all cylinders and
return back to cylinder number 1. Make sure the Fuel Energy Dial is set at the proper setting for
the fuel being used (per the Methane number program). Adjust the respective cylinder
prechamber needle fuel flow control valve to obtain actual burn time readings within ± 0.20 mSec
of desired. Make only small adjustments and allow sufficient time (several minutes) for the
reading to stabilize. It is beneficial to record the combustion times prior to adjustment. It is also

80
helpful to record the amount the respective needle valve is moved as well as the stabilize burn
time for that adjustment. The benefit is that not all cylinders’ needle valves and check valve flow
identical and the trending will make this time consuming process much quicker. Once the
calibration is complete once again record the needle valve positions. Also monitor exhaust port
temperatures. If a port temperature is excessively high or low, ensure that the combustion probe
burn time is within acceptable limits. If not troubleshoot the cause. Once all cylinders have been
adjusted, review them again to ensure they have stabilized. Readjust as required. After the PC Cal
is complete record the inlet manifold air pressure using gauge #4 of the CMS in Table 66. To
return the control to the combustion feedback mode, use the DDT to return to the ENGINE
DATA 02 with the [SELECT MODE] key and the [SELECT FUNCTION] key will then display
ACT / DES ENGINE SPEED. This will return the control to feedback mode. Wait at least two
minutes and record the inlet manifold air pressure again in Table 67. It should not vary more
than ± 2 kPa from the value in PC Cal at the same load and speed. If it does PC Cal may need to
be redone. Also verify that the inlet air manifold pressure is within ± 5 kPa of that listed in the
engine performance specification for the engine at the designate speed and load.

PC Cal Inlet MAP Feedback Inlet MAP Difference Specification

6 2 kPa
< 6 2 kPa M Acceptable > 6 2 kPa M Unacceptable =>
Re-tune PC

Table 66.

Feedback Inlet MAP Specified Inlet MAP Difference Specification

6 5 kPa
< 6 5 kPa M Acceptable > 6 5 kPa M Unacceptable =>
Re-tune PC

Table 67.

Ambient Cooling Test

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

Temperature Stabilized Temp Reading

Ambient Air (Dry Bulb)
Dew Point (Wet Bulb)
Jacket Water Inlet
Jacket Water Outlet
Separate Circuit Inlet
Separate Circuit Outlet

Table 68.

81
 Evaluate the ambient performance in Table 69.

Maximum Ambient Capability = Shutdown Temperature - Outlet Temperature - Ambient Temperature

for Jacket Water Systems % Load

Example (See Figure 3): Given the conditions below, find the Maximum Ambient Capability for
the Jacket Water System.

Shutdown Temperature = 100°C (212°F)

Outlet Temperature = 96°C (205°F)
Ambient Temperature = 27°C (80°F)
Load = 100%

Maximum Ambient Capability = 100°C (212°F) – 96°C (205°F) – 27°C (80°F) = 31°C (87°F)
100%

Engine
Thermostat
Outlet
Radiator

Bypass
Line

Return

Engine Driven J.W. Pump

Figure 3.

Jacket Water System (Radiator System)

Shutdown Temperature ______°F
Outlet Temperature ______°F
Ambient Temperature ______°F
% Load ______%

Maximum Ambient Capability ______ (Shutdown Temp.) - ______ (Ambient Temp.)

= ______kPaa
______(% Load)

Jacket Water System (Evaporative Cooler System)

Shutdown Temperature ______°F
Outlet Temperature ______°F
Ambient Temperature ______°F
% Load ______%

Maximum Ambient Capability ______ (Shutdown Temp.) - ______ (Ambient Temp.)

= ______kPaa
______(% Load)

Table 69a.

82
Maximum Ambient Capability = Shutdown Temperature - Inlet Manifold Air Temperature - Ambient Temperature
for Aftercooler/Oilcooler system % Load
Example (See Figure 4): Given the conditions below, find the Maximum Ambient Capability for
the Aftercooler/Oilcooler System.

Shutdown Temperature = 75°C (167°F)

Temperature = 58°C (137°F)
Ambient Temperature = 35°C (95°F)
Load = 100%

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

= 52°C (125°F)
100%
Air Through
Turbocharger
Engine
Thermostat
Outlet
Radiator

Oilcooler
Bypass
Line
Aftercooler

To
Return Combustion
Process

Air Inlet
Manifold

Figure 4.

Aftercooler/Oilcooler System (Radiator System)

Shutdown Temperature ______°F
Inlet Manifold Air Temperature ______°F
Ambient Temperature ______°F
% Load ______%

Maximum Ambient Capability ______ (Shutdown Temp.) - ______ (Ambient Temp.)

= ______kPaa
______(% Load)

Aftercooler/Oilcooler System (Evaporative Cooler System)

Shutdown Temperature ______°F
Inlet Manifold Air Temperature ______°F
Ambient Temperature ______°F
% Load ______%

Maximum Ambient Capability ______ (Shutdown Temp.) - ______ (Ambient Temp.)

= ______kPaa
______(% Load)

Table 69b.

83
 Coolant Correction
If the ambient capability test was not run with the coolant to be used, then that needs to be
considered as well. If the test was performed with water and the engine will be filled with a water
antifreeze blend then subtract 3°C or 6°F from the ambient capability.

Compare the ambient capability values with the performance sheet of the heat exchanger device.

Temperature regulation test

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

System Thermostat Part Number Temperature Rating

Jacket Water M Inlet Controlled
M Outlet Controlled
Separate Circuit M Inlet Controlled
M Outlet Controlled

Refill the systems. Restart the engine and run at half load or less. Record the stabilized inlet and
outlet of the engine temperature in Table 71.

System Inlet Outlet

Jacket Water
Separate Circuit

Table 71.

84
Coolant
The coolant must have protection against freezing and conditioners to prevent corrosion. Record
the antifreeze protection level, type of antifreeze, type of water, and conditioner concentration
level.

□ Coolant filled
Type of water: □ Distilled □ Deionized □ Other

□ Antifreeze filled Antifreeze level % (°C/°F)

Type of antifreeze: □ Ethylene glycol □ Propylene Glycol □ Other

□ Coolant conditioner Conditioner level % (ppm)

Verify PC Calibration
As the engine may have been tuned with blocked open thermostats the engine would be cold.
Now with the normal thermostats the engine should be hotter, which will affect the tune slightly.
If the Fuel Correction Factor is < 95% or > 105%, place the control in PC Cal mode and re-tune the
engine. Record the following data in PC Cal w/ stabilized coolant temperatures in Table 72.

Parameter Value Cylinder # Burn Time Act/Des Needle Valve Position

Jacket Temp 1 /
SC Temp 2 /
Engine rpm 3 /
Load 4 /
FCF 5 /
Air Pressure 6 /
Air Temp 7 /
NO 8 /
NO2 9 /
NOx 10 /
CO 11 /
O2 12 /
13 /
14 /
15 /
16 /

Table 72.

85
 Site and System Data
Record the performance of the various other engine support systems. Air inlet and exhaust
restriction. Using a manometer or other suitable low pressure gauge, document the following
pressures need to be at maximum load in Table 73.

System Presure Measurement Specification OK

Inlet – Inline/Right Bank 381 mm (15 in.) H2O Max
Inlet – Left Bank
Exhaust – Inline/Right Bank 254 mm (10 in.) H2O Max
Exhaust – Left Bank
Crankcase 102 mm (4 in.) H2O Max

Table 73.

The fuel pressure to the engine needs to be verified at full load in Table 74.

Fuel Pressure Specification OK

45 6 2 psig

Table 74.

86
Data Sheet
A full data sheet (Table 75) should now be completed to record the actual engine performance.

Inline Engine Performance Data Sheet

DDT Status Control Date:
10 rpm / hr hr
11 Timing / rpm rpm Time:
12 A/F Ratio / Volt VDC
13 Air Press / Oil Pres psi Technician:
14/1 Comb TM #1 / Oil Temp °F
14/2 Comb TM #2 / Computer Monitoring System Load:
14/3 Comb TM #3 / Air Temp °F VAC
14/4 Comb TM #4 / Eng Temp °F Amps
14/5 Comb TM #5 / Fuel Fact % PF
14/6 Comb TM #6 / Air Pres psia
14/7 Comb TM #7 / Oil Pres psi
14/8 Comb TM #8 / Eng Load %
Oil Filt Pr psi
Rt Air Res inch H2O
Crnkcs Pr inch H2O
Cool Pres
Left Air Pr inch H2O
Strt Air Pr psi
rpm rpm
Pyrometer Inline
15 Air Temp Temp Stk #0 °C
16 Air Flow Temp #1 °C
17 Fuel Act Temp #2 °C
18 Fuel Pres Temp #3 °C
19 Fuel Flow Temp #4 °C
20 Fuel Temp Temp #5 °C
21 Fuel Btu Temp #6 °C
22 Fuel Cor Temp #7 °C
23 % Load Temp #8 °C
24 Choke Act Engine Control
25 Waste Act drpm
26 Det Bars Btu

Table 75a.

87
 Vee Engine Performance Data Sheet
DDT Status Control Date:
10 rpm / hr hr
11 Timing / rpm rpmVDC Time:
12 A/F Ratio / Volt psi
13 Air Press / Oil Pres °F Technician:
14/1 Comb TM #1 / Oil Temp
14/2 Comb TM #2 / Computer Monitoring System °F Load:
14/3 Comb TM #3 / Air Temp °F VAC
14/4 Comb TM #4 / Eng Temp % Amps
14/5 Comb TM #5 / Fuel Fact psia PF
14/6 Comb TM #6 / Air Pres psi
14/7 Comb TM #7 / Oil Pres %
14/8 Comb TM #8 / Eng Load psi
14/9 Comb TM #9 / Oil Filt Pr inch H2O
14/10 Comb TM #10 / Rt Air Res inch H2O
14/11 Comb TM #11 / Crnkcs Pr
14/12 Comb TM #12 / Cool Pres inch H2O
14/13 Comb TM #13 / Left Air Pr psi
14/14 Comb TM #14 / Strt Air Pr rpm
14/15 Comb TM #15 / rpm
14/16 Comb TM #16 / Pyrometer Left (Even) °C Right (Odd)
15 Air Temp Temp Stk #0 °C °C
16 Air Flow Temp #2/1 °C °C
17 Fuel Act Temp #4/3 °C °C
18 Fuel Pres Temp #6/5 °C °C
19 Fuel Flow Temp #8/7 °C °C
20 Fuel Temp Temp #10/9 °C °C
21 Fuel Btu Temp #12/11 °C °C
22 Fuel Cor Temp #14/13 °C °C
23 % Load Temp #16/15 °C
24 Choke Act Engine Control
25 Waste Act drpm
26 Det Bars Btu

Table 75b.

88
Hot Mounting and Alignment
Vibration
At full load evaluate the vibration level of the engine and driven equipment. If the vibration
appears excessive visually, record the values using proper instrument.

Coupling Temperature Rise

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

Coupling Temperature Rise

Temperature of Flex Element
Temperature of Non-flex Element
Coupling Temperature Rise

Table 76.

Alignment
A hot alignment should be performed and recorded in Table 77 on the engine to driven
equipment. Because both are at their final operating temperatures the tolerances are different
from the cold values.

Hot Alignment Values

12:00 3:00 6:00 9:00 12:00
Face (Axial) 0.000 inch
Bore (Radial) 0.000 inch

Table 77.

If the start and finish 12:00 positions are greater than ± 0.001 inch, the alignment values must be
rerun. To determine if the alignment is within specification use Table 78:

Hot Alignment Evaluation

12:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Face (Axial) 6 0.003 inch 6 0.008 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable
Bore (Radial) 1 0.020 inch to 6 0.028 inch
2 0.008 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 78.

89
 Soft-foot
The packager should perform and record in Table 79 a soft-foot test:

Hot Soft-Foot Measurements

Left Right Specification
Front < 0.002 inch
Middle 0.002to 0.005 inch
Rear < 0.002 inch
Soft-Foot Test M Acceptable M Unacceptable

Table 79.

If any of the above tests are unacceptable, shims can be used to correct the alignment problem.
Typically the driven equipment is shimmed. If this is impractical, an engine shim pack is available
under Caterpillar part number, 7W8489, which provides 6 mm worth of shims in two thickness’,
0.05 and 0.08 mm. Record the new alignment readings.

Endplay (Thrust)
The engine crankshaft endplay must be evaluated. Use Table 80 to determine if the endplay is
acceptable:

Hot Endplay Evaluation

Endplay measured Tolerance
0.008 inch to 0.024 inch
M Acceptable M Unacceptable

Table 80.

The hot driven equipment input shaft endplay must be evaluated if the driven equipment has oil
lubricated journal bearings (not antifriction bearings). Determine the range of acceptable endplay
from the driven equipment manufacturer and enter in the table below. Use Table 81 to determine
if the endplay is acceptable:

Hot Driven Equipment Endplay Evaluation

Endplay measured Tolerance
______ inch to ______ inch
M Acceptable M Unacceptable

Table 81.

Deflection
The hot crankshaft deflection must be evaluated. This test is performed at the rod throw just to
the rear of the center main journal. To perform the test remove the side access door(s) at that
throw. Install a crankshaft deflection dial indicator such as a Staurett #696 or equivalent across
the counterweights for that throw. On inline engines there is only one counterweight and a 1-8
THD X 6 inch bolt must be installed into the crankshaft to support the free end of the dial
indicator. Because the engine and deflection tool are at different temperatures, the tool will not
hold a steady reading until it matches the temperature of the engine. This may take several
minutes to accomplish. But rushing the temperature stabilization step will result in erroneous
values that will have to be rerun. Zero the indicator at the top of the stroke. Rotate the engine
stopping at the 90° positions. Since the rod(s) impede full rotation of the crankshaft when the
tool is installed the direction of rotation must be reversed to return to the initial starting position.

90
(Tip: If the rod(s) hit the indicator, it will likely fall into the oil filled pan. To allow easy retrieval of
the tool, tie a string tether to it with the other end secured outside the block.) Record the 90°
points again on the return direction in Table 82.
Hot Deflection Values
1:00 3:00 6:00 9:00 11:00
Clockwise 0.000 inch
Counter
clockwise

Table 82.

If the start and finish 1:00 positions are greater than ± 0.0005 inch, the deflection values must be
rerun. To determine if the deflection is within specification use Table 83.

Hot Deflection Evaluation

1:00 – 6:00 Tolerance 3:00 – 9:00 Tolerance
Deflection 6 0.0016 inch ± 0.0016 inch
M Acceptable M Unacceptable M Acceptable M Unacceptable

Table 83.

Performance Approval
If all of the above tests are checked Acceptable then the engine is ready to put into service. If any
Unacceptable items are checked then that item should be placed on a punch list and discussed
with all responsible parties. This includes the customer, packager, and the servicing dealer. It
may also require discussion with the contractor and consulting engineers. These items should be
attempted to be corrected at the time of commissioning. If that is not possible or practical then
the servicing dealer can be used as the commissioning agent to report on corrective action. Once
all items are corrected a follow-up visit for inspection and testing is recommended.

If Caterpillar product problems are experienced during the commissioning they should be
reported to Caterpillar through the area district office. This is best communicated by email over
the Caterpillar Network.

91
 Analysis of Test Data and Physical Systems
System Summary of Results
Air Intake

Satisfactory
Unsatisfactory
Not Complete

Cooling

Satisfactory
Unsatisfactory
Not Complete

Exhaust

Satisfactory
Unsatisfactory
Not Complete

Fuel

Satisfactory
Unsatisfactory
Not Complete

Lubrication

Satisfactory
Unsatisfactory
Not Complete

92
 System Summary of Results
Engine
Mounting &
Alignment

Satisfactory
Unsatisfactory
Not Complete

Driven
Equipment

Satisfactory
Unsatisfactory
Not Complete

Safety and
Alarms

Satisfactory
Unsatisfactory
Not Complete

Engine
Monitoring

Satisfactory
Unsatisfactory
Not Complete

Crankcase
Ventilation

Satisfactory
Unsatisfactory
Not Complete

93
 System Summary of Results
Starting

Satisfactory
Unsatisfactory
Not Complete

Ventilation

Satisfactory
Unsatisfactory
Not Complete

Equipment
Safety

Satisfactory
Unsatisfactory
Not Complete

Serviceablility

Satisfactory
Unsatisfactory
Not Complete

Operation and
Maintenance

Satisfactory
Unsatisfactory
Not Complete

94
 System Summary of Results
Generator
Controls

Satisfactory
Unsatisfactory
Not Complete

Switchgear

Satisfactory
Unsatisfactory
Not Complete

Exhaust
Emissions

Satisfactory
Unsatisfactory
Not Complete

DC Electrical

Satisfactory
Unsatisfactory
Not Complete

AC Electrical

Satisfactory
Unsatisfactory
Not Complete

95
 Engine Performance Data
Record the following data using field test equipment while the engine is being load tested under
site conditions.
% Load

900 Actual
Series Description Measured
Points

Comments:

96
Engine S/N Generator Set
Engine Instrument Panel and Generator Control Panel Instrument Readings.

Description 0% 25% 50% 75% 100% 110%

Actual Load EMW
Voltage kV
Amperes A
Power Factor LAG 0. 0. 0. 0. 0. 0.
Gen Bearing Temp °C
Gen Stator Temp °C
Engine Coolant °C
Air Inlet Man. Temp °C
Air Inlet Restr. LH kPa
Air Inlet Restr. RH kPa
Oil Pressure kPa
Oil Temperature °C
Oil Filter Press Diff kPa
Fuel Filter Press Diff
Crankcase Pressure kPa
Air Inlet Man. Press kPa
Fuel Pressure
Engine Hours
Stack Exh Temp RH °C
Stack Exh Temp LH °C
Cyl Exh Temp 1 °C
Cyl Exh Temp 2 °C
Cyl Exh Temp 3 °C
Cyl Exh Temp 4 °C
Cyl Exh Temp 5 °C
Cyl Exh Temp 6 °C
Cyl Exh Temp 7 °C
Cyl Exh Temp 8 °C
Cyl Exh Temp 9 °C
Cyl Exh Temp 10 °C
Cyl Exh Temp 11 °C
Cyl Exh Temp 12 °C
Cyl Exh Temp 13 °C
Cyl Exh Temp 14 °C
Cyl Exh Temp 15 °C
Cyl Exh Temp 16 °C

97
 G3600 Spare Parts List
Quantity Description
1 Relay (SR1)
1 Water Temperature Sensor
1 Needle Valve Fuel
1 Module (SR2)
8 Spark Plug
1 Engine Speed Sensor
16 Gasket – Combustion Probe
9 Gasket – Thermostat Hsg – JW/SCAC
6 Oil Filters
1 Relay (SR2)
1 Combustion Feedback Module (Buffer)
1 Relay (Status Control)
1 Filtered/Unfiltered Oil Press Sensor
1 Relay (PLPSR)
1 Module (PLPSR)
2 Fuse – ESS &JBox
1 Crankcase Pressure Sensor
2 Fuse – Status Module & Junction Box
12 Seal – Thermostat (ALL)
1 Filter – Fuel
1 Timing Interface Box (AIB)

2 Air Cleaners
1 Thermocouple – Cyl Head
1 Gasket Kit – Fuel Metering Valve
1 Seal Kit – Fuel Metering Valve
2 Seal – Oil Filter Cover
1 Seal – Valve Mech
8 Adapter – Head Ferrule
1 Cover Gp – Magneto (Board As)

1 Check Valve As – Prechamber

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

Title Form Number

Gas Engines Application and Installation Guide ....................................................... LEKQ2368

EDS 50.5; Cooling System Field Test ......................................................................... LEKQ7235
Engine Installation and Service Handbook ................................................................ LEBV0915
Coolant and Your Engine ............................................................................................. SEBD0970
EDS 56.0; Water Treatment Recommendations for
Ebullient and Solid Water Cooled Engines ............................................................ LEKQ8567
Service Manual 3606 & 3608 Spark Ignited Engines ................................................ SENR4255
Service Manual 3612 Spark Ignited Engines ............................................................. SENR5500
Operation and Maintenance Manual;
G3600 Inline Industrial and EPG Gas Engines ..................................................... SEBU6278
Operation and Maintenance Manual;
G3600 Vee Industrial and EPG Gas Engines ......................................................... SEBU6469
Digital Diagnostic Tool Software Subscription .......................................................... NEXG4511
Spark Ignited Engine Programs (Methane No. and NOx) 3 1/2 in. diskettes ........LEKQ6378
Gas Engine Lubrication Specification...........................................................................SEBU6400
G3600 Sales Manual .......................................................................................................LEKQ3478

99
 G3600 Engine Commissioning Tools List
Quantity Description Part Number
As required Adapter 1/4 in. NPT 5P2725
As required Adapter 1/8 in. NPT 5P2720
As required Adapter 9/16 in. O-ring 5P3591
2 Probe 5P2718
1 Digital Diagnostic Tool (NEXG4511 Software required) 7X1400
1 Screwdriver – Phoenix contact 9U6461
1 Pressure group lU5470
1 Coolant tester °F 5P0957
1 Coolant tester °C 5P3514
1 Coolant conditioner test strips 4C9297
1 Coolant test kit 8T5296
1 Multimeter (Fluke 87) 9U7330
1 Scopemeter (Fluke 99) (optional) 131-4870
1 Temperature Adapter Group 6V9130
8 I; 16V Regulator (thermostats must be blocked open) 4W4011, etc.
4 I; 8V Gasket-housing cover (thermostat) 7W3688
4 I; 8V Gasket-housing flange (thermostat) 1S5772
1 Exhaust Analyzer COSA6000
1 Yoke 6V2042
1 Bar 6V2043
2 Dial Indicator Test Group 8T5096
1 Crankshaft Deflection Dial Indicator Staurett
#696
1 Indicator – spark plug firing 9U6695
1 Tester – magneto 9U6958
1 Ammeter-clamp on 8T0900

100
 Materials and specifications are
subject to change without notice.

© 1998 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600-G3300

● Detonation and Preignition

LEKQ7742 7-97
G3600-G3300 Detonation
and Preignition
General Description
Causes of Detonation and Preignition
Fuels
Combustion Chamber Surface Temperature
Intake Mixture Temperature
Air Fuel Ratio
Ignition Timing
General
Prechamber Engine
False Detonation
Rating Guidelines for Detonation Margin
Stoichiometric Engines
Low Emission Engines
Resultant Detonation Damage
References
General Description
Detonation (often referred to as knock) and
surface ignition (preignition) are the most
destructive forms of abnormal combustion.
These are sometimes misunderstood in gas
engine discussions. This section will give the
definitions and explanations for knock and
preignition.
The next two paragraphs paraphrase
Massachusetts Institute of Technology (MIT)
Mechanical Engineering Professor John
Heywood, a noted author on the subject of
Internal Combustion Engines. (see reference 1).
Knock (detonation) is the name given to the
sound that results from the autoignition of air
and fuel ahead of an advancing flame front. As
the flame propagates across the combustion
chamber, the unburned air-fuel mixture ahead
of the flame, called the end gas, is
compressed which increases its pressure,
temperature and density. Some of the end gas
air-fuel mixture may undergo chemical
reactions prior to normal combustion. The
products of these reactions may then
autoignite spontaneously. When this happens,
the end gas burns very rapidly, releasing its
energy at a rate 5 to 25 times the rate of
normal combustion. This causes high
frequency pressure oscillations in the cylinder
that produce the sharp metallic noise called
knock. It also causes higher heat transfer
rates into the combustion chamber
components causing high component
temperatures which, in turn, can advance the
autoignition event even further until critical
components (pistons, valves, plugs) can fail.
The other abnormal combustion phenomenon
is surface ignition. Surface ignition is ignition
of the air-fuel mixture by overheated valves or
spark plugs, by glowing combustion chamber;
deposits or any other hot spot in the engine
combustion chamber. In general, it is ignition
from any source other than normal spark
ignition. When surface ignition occurs prior to
the normal spark, the event is called
preignition. This is the most severe and
evident (loud knock) form of abnormal
combustion.
Preignition is more critical the earlier the
ignition starts prior to the spark. The
preignition causes pressure and temperature
to rise abnormally near the end of
compression. This can lead to very high
cylinder pressure and further knocking of the
end gas. This kind of preignition is usually
started by glowing combustion chamber
deposits and cannot be controlled by spark
timing. This is because the spark ignited
flame front is not the cause of the knock.
Timing is an effective deterrent to the normal
knock event. By retarding timing, the end gas
temperature, pressure and density are
lowered which will deter knock. This is the
basis for the detonation sensitive timing
systems developed by Caterpillar. These DST
systems (Caterpillar Timing Control and
Electronic Ignition System) retard timing to
correct knock. If the knock persists, such as
in the case of preignition, the engine will be
shutdown to protect the engine from potential
damage. This damage will most often result in
a piston seizure if left uncorrected.
There are many other variables of engine
operation that can contribute to knock or
preignition, in addition to the timing.
Anything that leads to higher temperature,
pressure or density in the combustion
chamber will increase the tendency for knock
occurrence. Some of these variables are listed
below with a quick explanation of why each of
them may lead to detonation or preignition in
natural gas burning engines.
5
 Causes Of Detonation
Fuels
Fuel With Higher Lower Heating
Value (LHV)
After an engine is set up on site, it often
experiences changes in lower heating value. If
the change is in the direction of higher LHV,
the engine will naturally get richer if there is
not an automatic air fuel ratio control device
in place to counter the change. The mixer is
essentially a volume flow device and if the
energy content of the fuel is increasing within
the same volume, the actual air fuel ratio in
the engine will become richer as the fuel
increases in lower heating value.
Richer air fuel ratios on lean burn engines
allow the engine to run closer to the point of
detonation. On lean burn engines, richer air
fuel ratios reduce the amount of air in the
cylinder. With less free air to absorb heat, the
combustion temperatures increase making
detonation more likely. In extreme cases, the
fuel can change considerably in short periods
of time. This is typical of gas processing
plants where the gas engine usually sees a
processed furl with a lower heating value in
the 900-1000 btu/ft3 range. If the processing
plant has a problem resulting in the plant not
functioning, the gas engine will often see the
unprocessed gas from the gas field. This fuel
may have lower heating values as high as
1200-1400 btu/ft3. This can happen well within
10 seconds.
An air fuel ratio control can manage this kind
of change while avoiding detonation. Without
automatic air fuel ratio control, the engine will
knock severely until the timing retard(from
DST or EIS) cools the engine sufficiently or
the engine shuts down. In another extreme
case, there are some landfills that produce
fuel high in Methane and low in CO2, (these
usually exist in a 55% CH4, 45% CO2,
combination). This can happen on landfills
without flares when the engine is not
operating. There are small amounts of this
"rich" landfill gas (as much as 70% CH4, has
been measured, in one case) that get into the
6
engine causing detonation and guttered valves
at very low loads. Operators must have a
good knowledge of their fuel chemistry and
fuel chemistry changes to properly apply
natural gas engines.
Fuel With Lower Methane Number
A lower Methane Number usually
accompanies a change to higher LHV. When
the Methane Number is lowered, the fuel is
more likely to detonate. This changes the
operating point at which detonation occurs,
placing it closer to the running conditions of
the engine. Lower Methane Number fuels
burn faster. The faster burning creates higher
temperatures and pressures in the cylinder,
making detonation more likely to occur. The
Caterpillar Fuel Usage Guides should be used
to determine the correct engine timing to
offset the effect of the faster burning lower
Methane Number fuels.
Liquid Hydrocarbon Fuel
Liquids can show up in natural gas streams
when pressure and temperature conditions
are correct for a phase change from a gas to a
liquid. This usually occurs at pressure drops
in the gas piping due to tight turns or bends
in the piping or when the gas sees a dramatic
temperature change. The phase change is
more likely to occur in hydrocarbons with
increasing number of carbon atoms. The
following table shows the boiling point (liquid
to gaseous phase change) of the typical
hydrocarbons that occur in natural gasses at
14.7 psia (1 bar) absolute pressure. These
temperatures are not absolute indicators of
liquid dropout since vapor pressure
equilibrium will always allow some vapor (of
these hydrocarbons) to remain in the gas.
Table 1 also indicates the autoignition
temperature of these fuels. Lower autoignition
temperatures are more likely to detonate or
preignite in the combustion chamber.
 Boiling Point Autoignition substances from entering the gas stream.
Gas Formula (F°) Temperature (F°) Typical autoignition temperatures of selective
Methane CH4 -258.7 1,220 oils are shown in Table 2 for comparison to
Ethane C2H6 -127.5 968 Methane at l220°F.
Propane C3H8 -43.7 914
Butane C4H10 31.1 600 (est) Autoignition
Pentane C5H12 96.9 500 (est) Oil Type Temperature (°F)

Hexane C6H14 155.7 478 Cylinder Oil 825

Heptane C7H16 209.2 433 Machine Oil 710

Octane C8H18 258.2 428 Kerosene 670

Heating Oil 580
Table 1.
Table 2.

From Table 1, it can be seen that Pentane, Combustion Chamber Surface

Hexane, Heptane and Octane would prefer to
be a liquid rather than a gas at room
temperature and pressure. They can exist as
gasses in very small quantities, however, they
can pose problems when present in larger
percentages. In cases where there is a known
or suspected hydrocarbon dropout in the fuel
system, a fuel heater can be used. Table 1 also
shows why the heavier hydrocarbons create
such a high tendency to detonate when they
are present in natural gas fuels. Compared to
Methane, some of the higher carbon value
hydrocarbons are extremely easy to
autoignite.
Oil From Auxiliar y Equipment
There have been a number of documented
situations where oil from auxiliary equipment
has caused detonation in natural gas engines.
In the Caterpillar Technical Center, small
amounts of synthetic instrument oil from a
leaking gas meter has caused detonation in a
G3516 engine. The amount of oil was very
small, but found its way to one of the end
cylinders of the G3516 which immediately
detonated. The autoignition temperatures of
typical machine oils are in the 600-800°F
range.
Similar occurrences have been seen from gas
compressors that leak lubricating oil. Oil
rings or intermediate rings installed upside
down can allow enough engine oil into the
combustion chamber to cause detonation. In a
related but peculiar situation, a G3516 engine
was getting slugs of benzene from a landfill
fuel which caused the engine to detonate even
during low idle. Care must be taken to avoid
sources of oil or other highly volatile organic
Temperature
High Jacket Water Temperature
High jacket water temperature due to poor
cooling system design, performance or
maintenance will lead to higher component
temperatures in the combustion chamber. In
turn, this heat is transferred to the cooler
incoming intake mixture during the intake
stroke and early compression stroke. The
higher in-cylinder mixture temperatures are
more likely to detonate.
High Oil Temperature
High oil temperature will increase the piston
temperature due to less effective cooling of
the piston with the hotter oil.
Plugged/Misdirected Oil Jets
A plugged or misdirected oil jet will decrease
the effectiveness of the primary method of
piston cooling. This is particularly true for
gallery cooled pistons where the room for
error in oil jet direction and delivery rate is
reduced since the oil gallery is such an
essential part of the cooling mechanism of
that type of piston.
Low Jacket Water or Oil Flow Rate
Low jacket water pump or oil pump flow can
also affect the combustion chamber
temperatures. If the lower jacket water flow
levels result in reduced heat transfer in the oil
cooler, behind the cylinder liner or in the
cylinder head, combustion chamber surface
temperatures will increase. The same is true
for the effect that low oil pump flow has on
piston temperatures.

7
 Intake Mixture Temperature
High Aftercooler Water/Air
Temperature
When the aftercooler water temperature (or
air temperature in the case of air to air
aftercoolers) increases, the aftercooler
combustion air outlet temperature will
increase. The higher intake manifold
temperature that results will make the engine
more prone to detonation since the
compression and combustion processes have
to start with a higher initial temperature. This
will always lead to higher temperatures in the
end gas making detonation more likely.
There have been cases where Propylene
Glycol was used as a coolant medium in
systems designed for Ethylene Glycol or
Water/Ethylene Glycol mixtures. The heat
transfer characteristics of the Propylene
Glycol did not match the system design
resulting in high intake manifold
temperatures and high levels of detonation.
High Intake Manifold Temperature
This event is usually byproduct of poor
aftercooler performance similar to the events
previously described with High Aftercooler
Water/Air Temperature. It can also be the
result of high ambient temperatures or
altitudes if the aftercooler system was
undersized for these conditions. Fouling of
the aftercooler core or aftercooler water heat
exchanger will also decrease the effectiveness
of the aftercooler core which will increase the
intake manifold temperature. The intake
manifold temperature can also increase
unexpectedly if the intake plenum comes into
contact with the engine block. This is more
likely to occur when the engine is operating
with a high jacket water temperature. The
heat transfer from the hotter-than-designed
intake plenum surface to the intake mixture
will increase the intake mixture charge
temperature.
High Exhaust Manifold Pressure
The higher the exhaust manifold pressure,
the more hot residual exhaust gas will be left
in the cylinder after the exhaust process. The
more gas left in the cylinder, the hotter the
combustion chamber walls and the intake
8
charge will become, as it enters the cylinder
and mixes with the hot residual exhaust gas.
The conditions that can increase exhaust
manifold pressure include high exhaust stack
back pressure and high exhaust manifold
temperature. The wrong turbocharger can
also influence the exhaust manifold pressure.
Larger turbine housing clearances lower
exhaust manifold pressure which helps
reduce the tendency to detonate. However,
smalIer turbine housings, because of their
reduced clearances, increase the exhaust
manifold pressure. Smaller turbine housings
restrict the exhaust flow requiring higher
exhaust manifold pressure to move the
exhaust gas through the turbocharger.
Valve Timing
The wrong camshaft will have incorrect valve
timing which can lead to detonation. The
intake closing event is often used on Cat
natural gas engines to lower the effective
compression ratio.
The "early inlet camshaft" is used on
stoichiometric engines to lower the cylinder
temperatures by effectively closing the intake
valve prior to bottom dead center of the piston
travel. After the intake valve closes, the
cylinder mixture continues to expand which
lowers the mixture temperature in the
combustion chamber. At bottom dead center
of the piston, the compression stroke begins
with a lower mixture temperature than the
aftercooler can provide on its own. The lower
temperatures carry through the entire
compression and combustion process
resulting in a lower tendency to detonate.
However, if a standard camshaft designed for
naturally aspirated and lean burn engines is
mistakenly used in place of an early inlet
closing camshaft on a stoichiometric engine,
the engine will react by getting into severe
detonation at the stoichiometric engine power
and timing settings.
Air Fuel Ratio
Engine Set Too Rich
Detonation margin on a lean burn engine is
defined as the margin from the operating
point (% Oxygen needed for low NOx) to the
air fuel ratio (% Oxygen) where detonation
occurs while the engine is kept at constant
load and timing. The point of detonation is
relatively fixed and lean burn engines need to
be set lean enough to have a comfortable
margin from the detonation point.
Setting a lean burn engine too rich can result
in a small detonation margin, thus causing the
engine to always run in retarded timing to
avoid detonation, shut down or in the extreme
case, engine damage. Care must be taken to
keep the engine operation as lean as required
to produce the required emissions. If
emissions are not an issue on site, the engine
must still be kept leaner than the highest
permissible NOx level to maintain proper
detonation margin.
The typical measure of air fuel ratio in the
field is exhaust Oxygen. If an Oxygen meter
is not available or there is a question about
the reading from an Oxygen meter, the inlet
manifold pressure is an excellent indicator of
proper engine setting provided the load is
known. On gen set engines, there is usually a
power measurement available. Use the inlet
manifold pressure provided by TMI data or on
the spec sheet that accompanies the rating to
check the correctness of the engine setting
for a given power level.
Air and/or Gas Temperature Variation
at the Mixer
Air and fuel is mixed in a predominately
volumetric fashion on most gas engines. The
engine is initially set up for the given site
conditions on a given day. Along with the set
up parameters, the engine was set up at a
given fuel and air density present at the
mixer. If the densities change to the mixer,
i.e. if the air temperature or fuel temperature
change relative to one another, the air fuel
ratio will change.
Typically on high pressure carbureted natural
gas engines with the mixer placed after the
aftercooler, the air temperature will be very
consistent because of the aftercooler. The fuel
temperature may change seasonally or with
the day to day temperature swing depending
where the piping is routed. As the fuel gets
cooler, it will be more dense (more energy
per volume) and will mix in relatively richer
proportions than the original set up. This
results in a lower air fuel ratio and an engine
setting closer to detonation.
This also occurs on air to air aftercooled
engines which have poor control of the cooled
inlet air temperature to the engine. The air to
air aftercooler, if not well controlled, will
provide air to the engine that tracks the
ambient temperature. If this happens, the air
density will be constantly changing resulting
in changes in the engine air fuel ratio. The
fuel mixture will richen up when the air is
warmed and becomes less dense.
Yet another example occurs on low pressure
carbureted engines. Here, the fuel is typically
less likely to change temperature relative to
the air entering the mixer prior to the
turbocharger. The air can vary with the
ambient temperature while the fuel pipe may
be buried in the ground until just prior to
entering the engine area. The fuel may be
very consistent in temperature. The air,
however, will vary with the ambient
temperature causing wide swings in air fuel
ratio if left unchecked. Usually the low
pressure carburation situation is the worse of
the two mentioned above.
To combat the changing differential in air and
fuel temperature, it is recommended that an
air to gas heat exchanger be used to control
the temperature differential between air and
gas. Once controlled, the temperature swings
will not cause air fuel ratio changes and,
ultimately, a loss of detonation margin. Here
is an example of how quickly the air fuel ratio
changes because of temperature fluctuations.
It only takes a l5°F change in air to fuel
temperature differential at the mixer to
increase the NOx emissions from 2 grams/
bhp-hr to 6 grams/bhp-hr. Detonation margin
will be reduced by 2 degrees timing per 0.4%
Oxygen due to the air fuel ratio change
described above.
Ignition Timing
Advanced Spark Timing
Any advance to the spark timing will cause
the mixture to begin burning sooner in the
9
 cylinder. The sooner the combustion begins
in the chamber, the higher the cylinder
temperature and pressure will be. Of course,
the high temperatures will be more likely to
light off the end gas and cause detonation.
On engines with electronic ignition systems,
there is the risk that the engine can be put
into magneto calibration mode while the
engine is running. This can result in severe
detonation since the timing can instantly
advance by as much as 10-14 degrees. If an
engine is close to detonation and this
happens, the resulting detonation can be
violent.
On a less detrimental plateau, timing can be
misadjusted leading to reduced detonation
margin. Follow the Fuel Usage Guides
provided in the Engine Performance Books to
determine the proper ignition timing for the
site conditions.
Electronic Noise
On engines with electronic ignition systems,
there is a risk that unwanted electrical noise
can get to the control and change the timing
of the engine. Engines must be properly
grounded to keep extraneous electrical
signals from "resetting" the electronic timing
control.
The spark plugs must be well maintained to
avoid resistor breakdown within the plug. The
resistor is the plugs protection device to keep
electrical noise during the spark from
affecting other electrical equipment on or
near the engine. The electrical noise from the
plug can be intense enough to reset the
timing signal from the Altronic Interface
Boxes or early versions of the EIS control
modules.
General
High Load
Higher engine loads require more fuel. The
increased energy released in the combustion
chamber at higher loads will add more heat
into the end gas making the engine more
prone to detonation. It is always good
application practice to employ a derating
strategy if the engine is going to see variable
10
jacket water, oil or intake manifold (or
aftercooler water supply) temperatures. A
reduction in load will help offset the lost
detonation margin that occurs when these
temperatures increase.
Low Engine Speed
Lower engine speed allows the end gas more
time to absorb heat from the slower
combustion events. Thus most engines are
more prone to detonation at lower speeds
than higher speeds. To combat this, the
Caterpillar Electronic Ignition Systems have
timing maps that will retard the timing as the
engine speed is lowered.
Slow Combustion Speed
As in the case of lower engine speeds, slow
combustion rates can also increase the
tendency of the end gas to absorb more heat
and become more likely to detonate.
Combustion system designs with higher
turbulence in the cylinder have been
developed by Caterpillar to take advantage of
this fact. The higher turbulence creates faster
combustion. This lowers the chances of the
end gas to autoignite because there is less
time for the heat transfer to take place.
High Compression Ratio
The higher the compression ratio, the higher
the temperatures and pressures of the end
gas. Increased compression is used to
improve engine efficiency; it is always
accompanied by a loss of detonation margin
(at similar engine conditions and timing).
Timing must be retarded to compensate for
a higher compression ratio. In addition, fuels
used in a high compression ratio engine are
usually limited to high Methane Number
fuels.
Combustion Chamber Deposits
Combustion chamber deposits are usually
a result of oil formulation or high oil
consumption. Oils with high ash content
(higher than 0.45%) can lead to deposits;
this is often seen in landfill engines. However,
there is generally not detonation associated
with combustion chamber deposits in landfill
engines because the fuel is very detonation
resistant.
There have been other cases where
combustion chamber deposits have caused
preignition. Certain oils have caused deposits
that over time will form a small irregular
deposit that can get very hot and cause
surface ignition (preignition). This results in
random violent engine shutdowns. It usually
takes about 1500-2500 hours for the deposits
to build up to this level and then shutdowns
can occur as often as 2 to 3 times per day. It is
not fully known why some oils have a
tendency to display deposit surface ignition
and others do not. The safest way to avoid
this situation is to use Cat Natural Gas Engine
Oil.
This type of preignition is very difficult to
diagnose because the cause of the event
usually get burned away before it can be
found. If an engine is experiencing random
shutdowns that appear to be caused by a
preignition event (more violent than
detonation), investigate the oil being used.
There have been cases where a change to
another brand of oil ended the preignition,
immediately. Although it is recommended that
the pistons and cylinder head be cleaned if an
engine has been experiencing deposit related
preignition, there have been cases where
changing oil brand or even using a lower
viscosity oil have stopped the problem without
the need to clean the combustion chamber.
Low Spark Plug Torque
If a spark plug is installed with low
(inadequate) torque, the heat transfer from
the electrodes will be impaired. If this
condition is bad enough, the electrodes can
become a source for surface ignition and
preignition.
Prechamber Engines
All the previously mentioned occurrences will
affect a prechamber engine with gas
admission valves. In addition, there are a few
other situations to look for.
Gas Admission Valve Misadjustment
If any of these are set to allow too much fuel
into the main chamber, the engine will run
too rich. This can cause main chamber
detonation.
Prechamber Needle Valve
Misadjustment
Allowing too much fuel into the prechamber
can cause the prechamber mixture to burn
too fast which will act like advanced timing.
The main chamber will get too hot, too soon,
possibly leading to end gas autoignition in a
prechamber engine.
High Intake Manifold Temperature
One additional item to note, prechamber
engines appear to be more sensitive to high
intake manifold air temperature than other
Caterpillar natural gas engines. Extra
attention should be paid to the aftercooler
system on prechamber engines to avoid high
intake manifold air temperatures.
False Detonation
Misadjusted Valves
Valve train misadjustment can cause engine
“noise” that may be detected by the
Detonation Sensitive Timing system as
detonation. Proper readjustment of the valve
train will correct this situation.
Low Background Noise
From time to time, an engine will operate so
quietly in terms of background noise (as
detected by the engine's accelerometer) that
normal valve train noise can be detected as a
vibration event similar to detonation. This has
been remapped in the EIS engines by forcing
a maximum background noise level into the
software. This is the new baseline that
detonation events (higher vibration) are
measured against.
Other Vibration
There have been cases where unbolted or
loose joints in the engine exhaust system
have vibrated enough that the Detonation
Sensitive Timing system interpreted the event
as detonation. The system retarded the
engine timing. However, not being a true
detonation event, it was not effective and the
engine shutdown shortly afterward.
Check engine piping connections to avoid
false detonation shutdowns. Camshaft pitting
on a cam lobe near the detonation sensor can
11
 also be detected as false detonation. Anything
loose mechanically can cause false detonation.
Another example of loose parts triggering
detonation is a bolt left in a cooling system
pipe. The bolt was continually bounced off the
pipe by a pump impeller. Each time it hit the
pipe the engine retarded timing because it
“thought” a high level of detonation had just
occurred .
Cold engines will occasionally exhibit false
detonation at startup. This routinely goes
away when the engine warms up.
Rating Guidelines For
Detonation Margin
Detonation should be measured as consistent
as possible. If there is not a DST or an EIS,
the Service Mechanic will need to use the
“trained ear” method. This is possible after
some experience listening to engines detonate
and learning the sound of the onset of light
audible knock. It resembles the sound of
walnuts or marbles being knocked together.
Equivalent detonation levels are listed as
follows:
DST/ElS - 6 bars (onset of retarded timing
within DST or EIS)
Trained Ear - Light audible knock
Caterpillar has established Rating Guidelines
for all engine ratings.
Detonation margins must be demonstrated on
the various possible combinations of fuels.
For example, if the engine is a low
compression ratio version, the margin must
be demonstrated on both pipeline and
propane. On a high compression ratio version,
the margins must be available on pipeline fuel
and a simulated mid range methane number
fuel as specified in the functional specification
(An example of this is testing fuels with 65 or
70 Methane Number for the CHP market in
Europe.) The simulation of a mid range
12
Methane number fuel comes from blending
propane and pipeline fuels, based on the
prediction of Methane Number from the
Caterpillar Methane Number program.
Stoichiometric Engines
Stoichiometric (Rich Burn) engines are setup
to operate at the worst detonation point
(between 0-2% exhaust oxygen). The
detonation margin of 5 degrees timing has
historically been used at Caterpillar for
stoichiometric engines without electronic
controls. The timing should be determined by
the creation of a rating limit diagram. The
rating limit diagram is created by following
these steps:
1. Determine the exhaust oxygen where
detonation is worst. Fixing air fuel ratio and
increase load, with all other settings held
constant, until detonation occurs. Three or
four air fuel ratio settings will determine
where the engine detonates at the lowest
load. Subsequent detonation work should
take place at this exhaust oxygen.
2. At the exhaust oxygen determined in Step 1,
vary the timing and determine the load at
detonation. Reset the engine to 0.5%
exhaust Oxygen. This is where the exhaust
temperatures are at their maximum. As the
load is decreased, note the load at the point
where the exhaust port temperature meets
the rating guideline. Do this at constant
intake manifold temperature, jacket water
temperature and fuel Methane Number.
The resulting diagram is shown in Figure 1.
Stoichiometric Engine Rating Limit Diagram
Exh. Temp. Limit
Load @ Detonation
Spark Timing
Figure 1.
3. The exhaust port temperature limit form
the Rating Guidelines is compared to the
 average exhaust port temperature from the
engine.
4. The next step is to retard the timing
5 degrees from the load limit line, as
shown by the dotted line in Figure 2.
Stoichiometric Engine Rating Limit Diagram
Exh. Temp. Limit
Target Rating
Load @ Detonation
Max. Rating
5 deg. Timing Margin
Spark Timing
Figure 2.
At the intersection of the exhaust temperature
and 5 degree retarded detonation line will be
the maximum load (rating) for this engine. If
the target rating is below this load, the most
advance timing should be used to lower
exhaust temperature, extend plug life and
provide the best fuel consumption. The
exhaust temperature and plug life are
certainties, the fuel consumption can
sometimes get worse if the combustion is too
early (advanced) on low compression ratio
turbocharged or naturally aspirated engines.
Generally, best fuel consumption should be
used for these ratings. However, there may be
other circumstances that call for retarded
timing. One example would be an engine with
oil life problems. Retarded timing lowers NOx
which reduces the oil nitration and the
retarded timing cools the combustion
temperatures which will lower the oxidation
rate.
For most stoichiometric engines, the air fuel
ratio varies as the fuel lower heating value
changes. This occurs often in a gas
compression application. When it occurs, the
detonation margin can either increase or
decrease. If the fuel is decreasing in Methane
Number, the detonation margin will decrease
due to the change in the fuel's tendency to
detonate. However, some of the lost margin
will be regained if the air fuel is moving richer
relative to the worst air fuel ratio setting for
detonation. If the engine is set properly (near
the worst detonation air fuel ratio) and the
Methane Number of the fuel increases and
the lower heating value of the fuel decreases,
the detonation margin will increase greatly
because as the leaner air fuel ratio and
increased detonation resistance of the higher
Methane Number fuel.
The stoichiometric engine is set up to operate
at the worst detonation point for the engine so
that changes in operating conditions will help
rather than make the detonation margin
worse. The other major detonation variables
that could make detonation worse include:
• Higher Load
• Lower Speed
• Higher Intake Manifold Temperature
• Higher Jacket Water Temperature
It has been the analysis of these variables that
has led to the 5 degree detonation margin that
is used on stoichiometric engines without
DST at Caterpillar.
On naturally aspirated engines, the detonation
testing is done with a high ambient
temperature day in mind, Since there is no
aftercooler on the engine, a 100°F intake
temperature is likely to be a 105-110°F intake
manifold temperature. This will cause more
detonation to occur than the natural deration
due to the high ambient. Naturally Aspirated
engines should have detonation characterized
with 110°F intake manifold temperature. The
load carrying capability for Naturally
Aspirated engines will be tested at the normal
intake temperature and pressure conditions
corresponding to ISO 3046/1 standards, but
the timing of the engine should be related to
the 110°F inlet manifold temperature
detonation limit.
If detonation sensitive timing is used on a
stoichiometric engine, the detonation margin
can be reduced to 4 degree timing. This is
being used on both G3400 and G3500 engines
13
 with EIS. The level of 4 degrees was
established to avoid constant timing changes
that can occur with DST if the detonation
margin is too small. When the timing is
changing often, the efficiency, NOx, exhaust
temperature and power carrying capability of
the engine is constantly changing. This may
lead to application or operational difficulties.
Thus, a 4 degree margin is recommended
with DST on stoichiometric engines.
Low Emission Engines
Low emission engines have no inherent
advantage when the lower fuel heating value
changes. In fact, when the fuel’s Btu/cu ft
increases (gets "hotter"), the lean burn
engine wants to run richer due to the
carburetor effect of metering the same
volume of fuel. Detonation is more likely to
occur at these richer air fuel ratios. Because
of this combination, the detonation margin for
a lean burn engine operating without controls
of any kind needs to be very large from the
target NOx emission set point.
When detonation sensitive timing is used, the
detonation margin can be lessened due to the
increased level of control and protection on
the engine. The DST compensates for
detected detonation events by retarding the
timing to "cool" off the cylinder through later,
slower combustion. When the air fuel ratio
gets richer on a lean burn engine the
detonation margin drops quickly regardless of
the fuel. When a stoichiometric engine gets
richer, the detonation margin increases. Thus,
the reason that DST is always a standard
feature on low emission engines.
On low emission engines with Caterpillar air
fuel ratio control, the detonation margin can
be reduced even more and a higher rating
(load) applied because air fuel ratios is well
controlled. On low emission engines there
must be sufficient timing margin so that the
NOx is not affected by continuously changing
timing. This may be overcome in the future if
the interaction of the air fuel ratio control and
DST can be coordinated to keep the
emissions and engine efficiency constant.
14
The G3600 engine uses an in-cylinder
combustion sensor to control air fuel ratio.
The control is always coupled with detonation
sensitive timing to provide the maximum
detonation protection.
Resultant Detonation
Damage
The resultant component damage from
detonation and preignition can vary. The first
sign of detonation, beyond the knocking
sound, is usually nibbling of the piston. This
will occur at sharp edges in the combustion
chamber (usually the piston bowl edge and
crown edge) and near hotter components
such as under the exhaust valves. As
detonation continues, the piston can continue
to get hotter and melt more and more of the
piston. This usually leads to piston scuffing.
Continued detonation may lead to a piston
seizure. In extreme cases, a piston which
seizes at high speed may pull apart. Violent
preignition can lead to seizures in very short
periods of time (as short as 10 seconds) and
can also destroy components such as spark
plugs and valves.
Detonation and preignition situations all have
root causes that can and must be located and
corrected to avoid the possible damage
previously described. Detonation usually
builds upon itself and makes the conditions
for detonation during the next combustion
cycle more likely to happen. (The piston gets
hotter and hotter with detonation.) There are
many possible causes for detonation and
preignition, but proper engine application
along with proper maintenance techniques for
both the engine and associated systems
should provide protection from detonation
and preignition.
References
1. Heywood, John B., Internal Combustion
Engine Fundamentals, New York, 1988.
 Materials and specifications are
subject to change without notice.

© 1997 Caterpillar Inc.

Printed in U.S.A.
 Gas Engines
Application and
Installation Guide

G3600

● Ignition Systems

● Starting Systems

● Supervisory System

LEKQ8156 1-98
G3600 Ignition System
General Information
System Operation
Digital Diagnostic Tool (DDT) Service Tool
Engine Timing Reference
Engine Rotation
Hazardous Location (CSA)
Power for Auxiliary Panels
Electrical Schematics
Components-Engine Mounted
Spark Plugs
Spark Plug Extenders
Ignition Transformers
Magneto
Magneto Interface Box
Crank Angle Sensor
Speed Sensor
Detonation Sensor
Components-Remote Mounted
Timing Control Module
Ignition Timing System
System Operation
Timing Control Module (TCM) Control Signals
Ignition Timing Control Logic
Customer Connections
Reference Material
lgnition System
General Information
System Operation
Caterpillar Gas Engines use a low tension
ignition system. The low tension ignition
system provides dependable firing with low
maintenance. An ignition transformer is
mounted near the spark plug for each
cylinder. The ignition transformer converts
the low level primary voltage to the high level
secondary voltage required to arc across the
J-gap spark plug. An extension piece connects
the spark plug to the ignition transformer
secondary.
The low level primary voltage (approximately
200 volts) is generated by a magneto. The
magneto is mounted at the rear of the engine
and driven by the camshaft. The variable
timing magneto contains a permanent magnet
alternator and solid-state electronic switches
to control ignition firing.
The Timing Control System provides
electronic control of the engine timing. This
system controls the variable timing magneto
to provide optimum engine timing during
steady-state and transient operating
conditions. Timing accuracy is controlled to
within ±0.7 degrees of crank angle. This
system also provides detonation sensitive
timing. The Timing Control System will
retard engine timing when a level of
detonation is reached that might damage the
engine.
A normal engine shutdown is accomplished
by shutting off the fuel supply. The ignition
system continues to operate until the engine
is below 50 rpm. This allows the engine to
consume the fuel that is trapped between the
shutoff valve and the cylinder. The ignition
system is disabled for engine overspeed and
emergency stop shutdowns.
Digital Diagnostic Tool (DDT)
Ser vice Tool
A DDT service tool can be used to read the
actual and desired engine timing. The DDT is
also used to set the ignition system into the
magneto calibration “MAG CAL” mode. The
“MAG CAL” mode allows the magneto to be
manually adjusted to the magneto calibration
setting of 28 ± 1 degree. The DDT does not
display a desired timing in the “MAG CAL”
mode but does display the actual engine
timing.
Engine Timing Reference
Many procedures on the engine require a
timing reference. The G3600 Gas Engines are
considered “in time” when the number 1
cylinder is at top-dead-center position on the
compression stroke, the crankshaft timing pin
is engaged in the bracket attached to the
crankshaft and the camshaft timing pin is
engaged in the hole in the camshaft assembly.
Engine Rotation
SAE standard engine rotation is
counterclockwise as seen from the flywheel
end of the engine.
Note: The front end of the engine is opposite
the flywheel end. Left side and right side are as
seen from the flywheel end of the engine. The
number 1 cylinder on the G3606 and G3608
engines is the front cylinder. The number 1
cylinder on the G3612 and G3616 engines is
the front right cylinder.
Hazardous Location (CSA)
Factory certification by the Canadian
Standards Association (CSA) is available.
With an attachment design, the G3600 Gas
Engine is approved for use in Class 1,
Division 2, Group D hazardous locations. CSA
approval is required for engines operating in
hazardous locations in Canada. CSA
certification is recognized by many authorities
outside of Canada as well.
Power for Auxiliar y Panels
The G3600 Engine Supervisory System
control panel requires 24 VDC for operation.
The power source for this system can also be
used to power auxiliary panels. The magneto
should not be used to power auxiliary panels.
All magneto power is required to provide
optimum engine operation and maximum
spark plug life.
5
 Electrical Schematics
Electrical schematics are shipped with the
engine and should be kept with the service
manual. All ignition system components,
wiring, and terminal connections are shown in
the schematic.
Components–Engine Mounted
Figure 1: Ignition Group Components
(1) High energy ignition transformer. (2) Tube.
(3) Extender with spring loaded aluminum rod.
(4) Spark plug.
Spark Plugs
An 18 mm J-gap type spark plug (4) is
mounted in each cylinder head with the firing
end extending into and positioned low in the
prechamber insert (see Figure 1). The spark
plugs include precious metal electrodes for
durability and resistance to electrical erosion.
Other features developed for this application
include copper-cored electrodes for better
heat transfer, and a ceramic resistor for
electrical noise suppression.
Failure to use recommended plugs, or failure
to properly maintain the spark plugs will
affect the engines fuel consumption,
emissions, and steady-state stability.
Spark Plug Extenders
The spark plug extenders (3) provide the
high voltage electrical connection from the
ignition transformer secondary to the spark
plug terminal. The one piece extender
consists of a brass center electrode and
spring-loaded tip within a Teflon insulator.
6
Ignition Transformers
An ignition transformer (1) is mounted on
each cylinder head side cover. The ignition
transformer converts the low level primary
voltage (approximately 200 Volts) from the
magneto to the high level secondary voltage
(3,000-30,000 Volts) required to arc across the
spark plug J-gap.
There is a separate pin on the magneto output
connector for each ignition transformer. The
ignition transformers are connected to the
magneto output connector by wiring that is
installed in a metal conduit assembly. Each
ignition transformer primary coil positive
terminal is connected to a solid-state
electronic switch in the magneto. The wires
from the primary coil negative terminals are
connected together and attached to the
engine block near the magneto.
Figure 2. Cross Section Of Solid State Magneto
(3) Magneto interface box input connector.
(5) Magneto output connector. (6) Magneto alternator.
(7) Vent. (8) Speed reduction gears. (9) Pick-up coil.
(10) Drive tang. (11) Energy storage capacitor. (12)
Rotating timer arm. (13) SCR solid state switch.
Magneto
The variable timing magneto (Figures 2 and
3) contains a permanent magnet alternator
and solid-state electronic switches to control
ignition firing. The magneto is mounted at the
rear of the engine on the camshaft cover.
A drive gear from the camshaft turns the
magneto drive tang (10). The drive tang turns
the permanent magnet alternator (6), speed
reduction gears (8), and the rotating timer
arm (12). As the alternator is turned, it
provides power to charge the storage
capacitor (11). The G3612 and G3616
magnetos contain two storage capacitors, one
stores the charge to fire the right bank (odd
numbered) cylinders and the other fires the
left bank (even numbered) cylinders. There
are separate stationary pick-up coils (9) and
solid-state switches (13) for each cylinder.
Two conditions must be met before the
storage capacitor will discharge across an
ignition transformer primary. The switch in
the Magneto Interface Box (MIB) and a solid-
state switch in the magneto must be closed.
The voltage from the storage capacitor is sent
to the MIB and then back to the solid-state
switches in the magneto through the magneto
interface box connector (3). The switch in the
MIB is controlled by signals from the Timing
Control System. While the rotating timer arm
is over a pick-up coil, the solid-state switch in
the magneto paired with that pick-up coil is
closed.
Note: The maximum ambient air temperature
for magneto operation is 85°C (185°F).
Figure 3: Solid State Magneto
(1) Electronic firing section of magneto. (2) Alternator
section of magneto. (3) Magneto interface box input
connector. (4) Magneto interface box. (5) Magneto
output connector.
Magneto Interface Box
The Magneto Interface Box (MIB) is
mounted near the magneto at the rear of the
engine. The MIB is an interface between the
Timing Control System and the magneto. The
Timing Control Module sends signals to the
MIB that control when the spark plugs fire.
The MIB returns a signal to the Timing
Control Module when the spark plugs fire.
Crank Angle Sensor
The crank angle sensor is mounted in a
bracket above the flywheel. This passive
magnetic pick-up indicates crankshaft angle to
the Timing Control Module. A pulse is
generated when the Top-Dead-Center (TDC)
hole in the flywheel passes beneath the
sensor. The TDC pulse is required to
calculate actual engine timing.
Speed Sensor
The speed sensor is mounted in a bracket
above the ring gear. This passive magnetic
pick-up generates a pulse whenever a ring
gear tooth on the flywheel passes beneath the
sensor. There are 255 teeth on the ring gear.
The pulses are used to calculate engine
speed, monitor crankshaft angle between the
crank angle sensor pulses, and provide a
clock signal for the magneto interface box.
Detonation Sensor
The detonation sensor consists of an
accelerometer body with a short steel
jacketed wiring connection to an electronic
buffer unit. The accelerometer body is
threaded into the cylinder block and the
buffer unit is mounted on a plate nearby. The
detonation sensor outputs a filtered and
amplified electrical signal that represents the
engine’s mechanical vibration. This signal is
processed by the Timing Control System and
used to provide detonation protection.
Components-Remote Mounted
Timing Control Module
The Timing Control Module (TCM) is located
inside the ESS control panel and is visible
through the window on the front of the panel.
The TCM receives information from the
Crank Angle Sensor, Speed Sensor,
Detonation Sensors, and the Engine Control
Module. This information is used to control
engine timing.
The TCM controls the engine timing based
upon the set point determined by the Engine
Control Module (ECM). This is accomplished
by receiving the desired timing set point from
the ECM over a dedicated data link and
generating the proper control signals for the
magneto interface box. The TCM returns its
status (caution and fault codes) along with the
7
 CAT DATA LINK
ENGINE CONTROL
MODULE COMBUSTION
BUFFERS

MAGNETO INTERFACE BOX MAGNETO

DDT TOOL
TIMING CONTROL IGNITION DATA LINK
MODULE A A

B B IGNITON
COILS
c Ignition Signal A C C
+
Odd
Bank
-
Crank Angle L e Manual Override C
Cap
Sensor
H Magneto Reset G

T G Magneto Interface Clock E Even

Speed Sensor IGNITON
Bank
Cap COILS
D D -
M N
H +
CONTROL F F
POWER
B
24 Volts DC E E
STATUS
+ CONTROL
MODULE

-
COMBUSTION
Magneto BUFFERS
Shutdown
Relay

Figure 4: G3600 Ignition Timing System.

actual timing and the detonation level to the Timing Control Module (TCM)
ECM for processing. Control Signals
When the manual override signal is held
below 1 volt and engine speed is greater than
Ignition Timing System 500 rpm, the ignition system operates in the
System Operation electronic timing mode. The Timing Control
The Engine Supervisory System (ESS) Module (TCM) generates the magneto
integrates several control subsystems interface clock signal which the Magneto
installed on the engine. With the ability to Interface Box (MIB) uses to keep track of the
communicate with the various subsystems, engines rotational position. The magneto
the ESS optimizes each controlled parameter interface clock signal is a square wave version
to ensure maximum engine performance. The of the speed sensor signal. The TCM sends a
subsystems include start/stop/prelube logic, magneto reset pulse once per crankshaft
engine monitoring and protection, and engine revolution. When the MIB receives the
control which includes the Ignition Timing magneto reset pulse, it counts 9 magneto
System (Figure 4). The ESS panel is the interface clock signal edges and then closes
control center for the Engine Supervisory the switch in the MIB which fires a cylinder.
System and houses the control modules of The MIB continues to monitor the magneto
each subsystem. The Timing Control Module interface clock signal and fires the remaining
(TCM) (Figure 5) maintains the ignition cylinders in the rotation. When the magnetos
timing at the set point determined by the odd bank capacitor discharges to fire a
Engine Control Module (ECM). This is cylinder an ignition pulse is generated. The
accomplished by receiving the desired timing ignition signal is a reduced voltage version of
set point from the ECM across a dedicated the ignition pulse.
data link and generating the proper control
The TCM calculates the engine timing by
signals for the magneto interface box.
comparing the timing offset between the
ignition signal for cylinder 1 and the Top-
Dead-Center (TDC) pulse from the crank
angle sensor.

8
 ENGINE CONTROL
MODULE
LOOKUP
Fuel Flow
DESIRED
BASELINE
Engine Speed
TIMING
Actual Air Pressure MODIFY
FOR
Desired Air Pressure TRANSIENT
CONDITION
IGNITION DATA LINK
DESIRED TIMING
DDT Requests
Magneto DATA LINK
Calibration FOR
Mode TIMING
CONTROL
Figure 5: G3600 Ignition Timing Control Logic
When the manual override signal is above
1 volt, the ignition system operates in the
magneto calibration “MAG CAL” mode. A
DDT service tool is used to request the
“MAG CAL” mode. In the “MAG CAL” mode,
electronic timing is disabled. The solid-state
switches in the MIB are always closed and
ignition timing is fully advanced to 28 ±
1 degree. In “MAG CAL” mode, a spark plug
will fire as soon as the timing arm in the
magneto enters the pick-up coil field
associated with that plug. The ignition timing
is calculated in the same manner as it is in the
electronic timing mode.
At engine start-up the Ignition System
operates in the “MAG CAL” mode until the
engine is above 500 rpm. The TCM checks for
the ignition pulse firing signal from cylinder 1
between 120 and 300 rpm. The TCM will
display the “No Magneto Interface Signal”
fault if this ignition pulse is not detected for
0.3 seconds. Between 300 and 500 rpm the
TCM compares the current timing of cylinder
1 with the “MAG CAL” timing stored in
internal memory. The “Magneto Out of
Calibration” fault will be displayed if the two
values do not match.
TIMING CONTROL SIGNALS
MAGNETO
TIMING CONTROL
INTERFACE
MODULE
BOX
Ignition Timing Control Logic
The primary function of the Engine Control
Module (ECM) is to govern the engine speed
and control the air/fuel ratio. It also has the
role of systems coordinator. The software to
operate the ECM is stored in a personality
module that is mounted on the front of the
ECM. The personality module contains many
of the protection set points and stores the
maps that are used for engine control. The
map to control the ignition timing is stored in
the personality module.
A DDT service tool connected to the Cat Data
Link can be used to read the actual and the
desired engine timing. The information on the
Cat Data Link is sent from the ECM. The
DDT is also used to place the ignition system
in the magneto calibration “MAG CAL” mode.
The ECM receives the request from the DDT
and flags the Timing Control Module (TCM)
to operate in the “MAG CAL” mode. In
“MAG CAL” mode, the solid-state switches in
the MIB are always closed and the ignition
timing is fully advanced to 28 ± 1 degree.
If the DDT is not requesting “MAG CAL”
mode, the ECM flags the TCM to operate in
electronic timing mode. In electronic timing
mode the ECM sends the desired timing set
9
 point to the TCM over a dedicated data link.
The desired timing set point is selected from
the ignition timing map based on fuel flow and
engine speed. The set point value is modified
during transient conditions based on the
actual and desired inlet manifold air pressure.
The ECM also uses the detonation level from
the TCM to retard the engine timing if
excessive levels of detonation are measured.
The retarded timing essentially reduces the
peak cylinder pressure.
Customer Connections
The only customer connections required to
complete the ignition system are control
power for the ESS panel and interconnect
wiring between the ESS panel and the engine
mounted junction box.
Reference Material
Special Instruction - Installation and Initial
Start-Up. SEHS9708 for G3608 and G3606.
SEHS9549-01 for G3616 and G3612.
This publication provides the information
required to install the interconnect wiring
between the ESS panel and the engine
mounted junction box and completes the
initial engine start-up.
Electrical Schematics – Wiring schematics
are shipped with the engine and should be
kept with the service manual. All ignition
system components, wiring, and terminal
connections are shown in the schematic.
Service Manual - Systems Operation Testing
and Adjusting. SENR4258-03 for G3608 and
G3606. SENR5528-03 for G3616 and G3612.

Two interconnect harnesses are available

from Caterpillar to complete the wiring from
the ESS panel to the junction box. One
harness contains all wiring required for the
start/stop/prelube systems, monitoring and
protection system, and control systems which
includes the ignition wiring. The other
harness connects the engine thermocouples
to the pyrometer(s) in the ESS panel. The
harnesses are available in lengths of 20, 50,
and 100 feet.

10
G3600 Starting Systems
General Information
Variables that Affect Start Quality
Types of Starting Systems
Air or Gas Starting Systems
System Description
System Operation
General Installation Guidelines
Ferrous Starting Systems (Natural Gas)
Maximum Starter Exhaust Back Pressure
Exhaust Shields for Vane Starters
Support Equipment (Air or Natural Gas)
Engine Package Specifications
Selecting the Starter Type and Quantity
Documenting Working Pressure and Flows (Air Start)
Sizing and Selecting support Equipment (Air or
Natural Gas)
Extreme Ambient Capability
Electric Starting Systems
Batteries
Battery Charger
Cable Sizes
Starting Systems
General Information
Variables that Affect Start Quality
The starting system for a G3600 engine
should be sized to meet the most demanding
conditions under which a specific engine is
expected to start. The starting conditions for
G3600 vary widely. To account for the
variability, consider the following guidelines.
1) Engine Size: As the number of cylinders
increases, the torque requirements to
crank the engine increases. The crank
torque curves for each engine must be
consulted when sizing a starting system.
2) Engine Application: Various applications
have different auxiliary loads during the
start up. The auxiliary load torque curve
will affect the time to accelerate the engine
to the minimum recommended crank rpm.
3) Fuel Composition: Fuel composition varies
widely from site to site. Fuel with low Btu
content lengthens crank time as cylinder
firing during startup is more erratic.
4) Starter Type: Air starters come in two
types, vane and turbine. Each of these
starters have different torque curves.
Electric starters will also have their own,
unique torque curves.
5) Cold Ambient Conditions: Cold
temperature increases the viscosity of the
engine oil. The torque demand of the
engine increases as oil temperature
decreases. Start length will increase due to
cold temperatures.
Types of Starting Systems
There are two types of starting systems
available for G3600 engines. Air or natural gas
driven starters may be selected for the inline
and vee engines. An electric motor starting
system may be used for inline engines.
Air or Gas Starting Systems
System Description
Figure 6 shows a typical G3600 air starting
system. Refer to Table 1 for a further
description of the starting air system.
There are two main air paths in the starting
system:
1) The main air supply line is shown in
solid lines. It supplies the air starter motor
with pressurized air that serves as the
source of power for the starter.
2) The control air supply line is shown in
dash lines. This air line insures the barring
device is disengaged, engages the starter
pinion into the flywheel, and opens the
relay valve to allow air to pass through the
main air line to the starter.
System Operation
After the engine prelube cycle is complete,
the Engine Supervisory System energizes the
solenoid valve. The solenoid valve opens and
air flows to the barring device. If the barring
device is engaged in the flywheel, the start
sequence is halted because air flow is blocked
by the barring mechanism. If the barring
device is disengaged, air is allowed to pass to
the starter pinion housing which engages the
starter pinion into the flywheel. After
engagement, the air passes to the relay valve.
The air pressure opens the relay valve and
allows the main air supply to flow to the air
starter.
General Installation Guidelines
1) A leak in the air system may cause the
system to lose pressure over a period of
time. To avoid air receiver pressure loss,
insure all connection points do not leak air.
2) Use proper sealant on all threaded
connections throughout the system.
3) Always run air supply lines from the top of
the air tank, never at or near the bottom.
Damage to the starting system could result
if piping is routed from the bottom of the
air tank due to the collection of water in the
bottom of the tank.
4) For vee engines, route 3 in. diameter
(minimum) black pipe to the customer
13
 PRESSURE EXHAUST
ESS Panel RELIEF LUBRICATOR
VALVE

PRELUBE
SOLENOID
VALVE
PRELUBE RELAY AIR PRELUBE
PRESSURE
VALVE PUMP
REGULATOR

CUSTOMER OR
PRESSURE FACTORY SUPPLIED
MANUAL RELIEF PRESSURE
LUBRICATOR SHUTOFF VALVE REGULATOR
(not used with turbine) STRAINER

A1
A2

INLET
STARTER
SOLENOID B4
VALVE

AIR STARTER

STARTER RELAY EXHAUST

VALVE B1 B2 B3
BARRING DEVICE
A3
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Control Air Supply Compressor Separator Filter Valve Tank
Electrical Signal

Figure 6: Typical Air Start Schematic with Air Prelube Shown (see Table 1).

Location Description

A1 Customer air connection point to the starting system. For inline engines 11/2"
NPT black pipe (minimum) shopuld be used to mate with the factory lines. Use
3"NPT black pipe (minimum) for vee engines. If the air storage tank is a
substantial distance from the engine, a larger diameter pipe should be used.
A2 Immediately prior to the air starter inlet. When calculating/determining starter
performance, the pressure at A2 should be used as the reference pressure.

A3 Exhaust out of starter. This is the location where back pressure is measured.

B1 Air pilot line to the starter solenoid valve.

B2 Air pilot line after the starter solenoid valve. This air path checks to insure that
the barring device is disengaged.

B3 If the barring device is disengaged, the air flows to the starter pinion housing
and engages the starter pinion in the flywheel.

B4 After the starter pinion is engaged, the pilot flow path enters the relay valve
and opens the valve to let air pass to the starters.

Table 1: Air FlowTable

Description
1: Airof Flow
Air Start Schematic (seeofFigure
Description 6.)
Air Start Schematic (see Fig 6)

14
 union for starter inlet air. For inline
engines, route 1 1/2 in. diameter
(minimum) black pipe to the customer
union for starter inlet air. If the air receiver
is a substantial distance from the engine,
larger lines should be used to minimize
pressure drop. When applicable, use the
largest pipe diameter practical to route
away starter exhaust air.
5) Whenever using natural gas to operate the
starters, there must be no leaks in the inlet
or exhaust piping. All starter exhaust must
be piped away to a safe area.
6) Use a flexible connection between engine
piping and installation piping to isolate from
engine vibration.
7) Air cranking systems may freeze at low
ambients. Water vapor in compressed air
freezes during expansion in temperatures
below 0°C (32°F). A dryer at the
compressor outlet or a small quantity of
alcohol in the air receiver tank prevents
freezing.
Ferrous Starting Systems (Natural
Gas)
Various G3600 sites use compressed natural
gas to power their starters. In such cases, the
standard supply and control lines may be
inadequate (based on site demands) because
of the presence of rubber hoses, brass
fittings, and aluminum valve bodies.
Production supply and control lines are
available to meet the special demands of
natural gas driven starters. Supply and control
lines for natural gas driven starters fulfill the
American Petroleum Institute (API),
Specification 11P, Section 7 Piping and
Appurtenances requirements. The supply
lines, control lines, valve bodies, and all
fittings in this starting system are made from
either carbon or stainless steel. Additional
guidelines must be met by the packager to
fully comply with API Spec 11P, Section 7; this
document should be consulted when API
compliance is required.
For natural gas operation, the exhaust must
be piped away if the engine is operated in an
enclosure. The drive housing vent plug must
be replaced with a suitable tube that is
connected to the air start exhaust system.
Venting the drive housing reduces the
possibility of trapping natural gas in the
starter housing.
Often the torque curve of the auxiliary load
(i.e compressor) is dependent on its oil
temperature. If this is the case, one should
select the torque curve of the auxiliary
equipment based on the lowest anticipated oil
temperature.
Maximum Starter Exhaust Back
Pressure
The maximum recommended starter exhaust
back pressure is 35 kPa (5 psi). Back
pressure larger than 35 kPa (5 psi) may
significantly decrease starter performance.
Several methods may be used to minimize
exhaust back pressure:
1) Use adequate size pipe to carry exhaust
gases.
2) Minimize the number of restrictions
(bends, expansions, and contractions) in
the starter exhaust piping.
3) Keep the starter exhaust pipe as short as
possible.
4) If a silencer is used, either factory installed
or after-market, insure the pressure drop is
low.
The pressure drop across a silencer may
significantly increase over time due to the
accumulation of oil and should be cleaned or
replaced periodically.
Exhaust Shields for Vane Starters
Vane starters are lubricated by atomizing oil
in the pressure side air stream. As the air
exhausts through the starter's silencer, the oil
mist can cause an undesirable oil spray on the
engine and surrounding area. To minimize
the oil spray, starter exhaust covers are
available from the factory. The covers should
be periodically inspected and cleaned to
insure proper starter performance.
15
 Support Equipment (Air or
Natural Gas)
Determining the support equipment
requirements for an air/gas starting system is
a four step process consisting of:
1) Defining the engine package specifications.
2) Selecting the starter type and quantity.
3) Determining the working pressures and
flow of the system.
4) Sizing the support equipment.
Each of these steps has been explained in
detail in the following sections.
Engine Package Specifications
The following engine package specifications
should be determined as a first step in
selecting support equipment:
1) The breakaway torque of the auxiliary
equipment.
2) The torque curve of the auxiliary
equipment.
3) Lowest ambient temperature the engine
will be exposed to.
4) The desired range of air inlet pressure.
A further description of each specification is
given below. See Example 1 for further
guidance.
Breakaway Torque of Auxiliary
Equipment
Auxiliary equipment refers to components
that apply additional load to the engine during
the crank cycle. A generator, blower, and gas
compressor are typical examples of auxiliary
equipment.
The breakaway torque of the auxiliary
equipment is the torque required to begin
rotating these components. An example of
breakaway torque is given in Figure 7.
Torque Curve of Auxiliary
Equipment
The auxiliary equipment load torque curve
refers to the additional load that will be
applied to the engine during the crank cycle.
A gas compressor, generator, and blower are
typical auxiliary loads. An example of an
auxiliary load torque curve is given in
Figure 7.
16
Lowest Ambient Temperature
The engine crank torque curve is dependent
on the oil viscosity and thus the oil
temperature. Figures 8 through 19 show the
engine torque curves for oil temperatures of
10°C (50°F), 25°C (77°F), and 80°C (176°F).
One should make the starter selection using
the lowest anticipated oil temperature .
Note: If ambient temperatures are expected to
drop below 10°C (50°F), use an oil heater. See
the G3600 Lubrication System and the G3600
Extreme Ambient Considerations modules of the
Gas Engines Application and Installation
Guide for further reference.
Often the torque curve of the auxiliary load
(i.e. compressor) is dependent on its oil
temperature. If this is the case, one should
select the torque curve of the auxiliary
equipment based on the lowest anticipated oil
temperature.
Range of Starter Inlet Pressures
Starter inlet pressure refers to the working air
pressure immediately prior to the starter
inlet. It is important to note that working air
pressure is the pressure when the air or gas
is at full flow conditions.
Do not confuse starter inlet pressure with the
air storage tank pressure. The air storage
tank (as demonstrated later) is typically much
higher than the starter inlet pressure in order
to overcome line loss during the crank cycle.
Vane and turbine air starters are the two
starter types available for G3600 engines.
Vane starters can be operated from 620 kPa to
1550 kPa (90 psi to 225 psi) at the starter
inlet. Turbine starters can be operated from
210 kPa to 620 kPa (30 psi to 90 psi) at the
starter inlet. Figures 8 through 19 illustrate
the torque performance of each type of air
starter.
Example 1
Engine Package Specifications
Given: A G3612 compression package.
Find: Determine the engine package
specifications required to select a starting
system.
Solution: Use the previous section titled
Engine Package Specifications. (Values given
below are for example purposes only.)
1) Auxiliary equipment breakaway torque: See
Figure 7.
2) Auxiliary equipment torque curve: See
Figure 7.
3) Lowest ambient temperature: 0°C (32°F)
4) Desired range of air pressure: 620 kPa to
1030 kPa (90 to 150 psi)
5) Type of supply media: air
Note: Based on the above information an oil
heater will be required at this site to keep the
engine oil above 10°C (50°F).
Selecting the Starter Type and
Quantity
After the engine package specifications have
been gathered, use the following steps to
determine the starter type (vane or turbine)
and quantity. Refer to Example 2 for further
guidance.
Step 1: Plot Auxiliar y Torque Cur ve
Plot the torque curve for the auxiliary
equipment on the appropriate graphs from
Figures 8 through 19. Choose the correct
engine size; one should plot the torque curve
on all of the possible starter combinations
available for the engine size and media type.
Step 2: Total Package Torque Cur ve
Add the engine torque curve and the auxiliary
load torque curve together. Plot this total
package torque curve on the same graphs
as earlier.
Step 3: Adequate Breakaway Torque
The starter breakaway torque must be larger
than the total package breakaway torque in
order to start the engine crank cycle. Also the
breakaway torque must be large enough to
properly accelerate the engine.
The following equation should be used as a
guideline to insure proper breakaway torque
margin.
Tstart brk > (1.4)[Ttotal package ]
where,
Tstart brk = starter breakaway torque output
Ttotal package = total package breakaway torque
Step 4: Final Engine Crank Speed
The starter must be able to crank the engine
to a minimum of 105 rpm. Engines may be
able to start at lower speeds, however, the
target design value should be 105 rpm.
Speeds much higher than 105 rpm will result
in excessive air consumption and reduce the
life of the starters. The maximum design
cranking speed should be 150 rpm.
The final engine crank speed is the
intersection of the engine crank torque curve
with the starter torque curve. Refer to
Example 2 for further guidance.
Example 2
Selecting an Air/Gas Starting
System
Given: A G3612 compression package. Use
the information in the engine package
description given in Example 1.
Find: Select an air starting system.
Solution: Use the previous section titled
Selecting an Air/Gas Starting System for
reference.
Step 1: Plot Auxiliar y Torque Cur ve
Since this engine is a G3612 with an air start
system, plot the auxiliary torque curve on
Figures 7 through 10. Refer to Figures 16
through 19 to review how the auxiliary load
should be plotted.
17
 Torque (N•m)
2,500

Breakaway Torque

2,000

1,500

1,000

500

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 7: Example of an Auxiliary Equipment Torque Curve.

Torque (N•m)
14,000
NOTE:
G3606
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3606
oil at 25°C
10,000

G3606
oil at 80°C
8,000

starter at
6,000 225 psi

starter at
4,000 150 psi

2,000 starter at
90 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 8: Crank Torque for G3606 and One Vane Starter (compressed air or natural gas).

18
 Torque (N•m)
14,000
G3606
NOTE:
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3606
oil at 25°C
10,000

G3606
oil at 80°C
8,000

starter at
6,000 90 psi

starter at
4,000 60 psi

2,000 starter at
30 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 9: Crank Torque for G3606 and One Turbine Starter (compressed air or natural gas).

Torque (N•m)
14,000
G3606
NOTE:
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3606
oil at 25°C
10,000

G3606
oil at 80°C
8,000

starter at
6,000 225 psi

starter at
4,000 150 psi

2,000 starter at
90 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 10: Crank Torque for G3608 and One Vane Starter (compressed air or natural gas).

19
 Torque (N•m)
14,000
G3608
NOTE:
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3608
oil at 25°C
10,000

G3608
oil at 80°C
8,000

starter at
6,000 90 psi

starter at
4,000 60 psi

2,000 starter at
30 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 11: Crank Torque for G3608 and One Turbine Starter (compressed air or natural gas).

Torque (N•m)
14,000
NOTE:
G3612
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3612
oil at 25°C
10,000

G3612
oil at 80°C
8,000

starter at
6,000 225 psi

starter at
4,000 150 psi

2,000 starter at
90 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 12: Crank Torque for G3612 and One Vane Starter (compressed air or natural gas).

20
 Torque (N•m)
30,000
G3612 with
NOTE: oil at 10°C
1) Air pressure given for starter is measured
immediately prior to the starter inlet at full
25,000 flow conditions.
2) Data shown for SAE 40 oil. G3612 with
oil at 25°C

20,000
G3612 with
oil at 80°C

15,000
starter at
225 psi

10,000 starter at
150 psi

5,000 starter at
90 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 13: Crank Torque for G3612 and Two Vane Starters (compressed air or natural gas).

Torque (N•m)
14,000
NOTE:
G3612 with
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3612 with
oil at 25°C
10,000

G3612 with
oil at 80°C
8,000

starter at
6,000 90 psi

starter at
4,000 60 psi

2,000 starter at
30 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 14: Crank Torque for G3612 and One Turbine Starter (compressed air or natural gas).

21
 Torque (N•m)
25,000
G3612 with
NOTE: oil at 10°C
1) Air pressure given for starter is measured
immediately prior to the starter inlet at full
flow conditions.
20,000 2) Data shown for SAE 40 oil. G3612 with
oil at 25°C

G3612 with
15,000 oil at 80°C

starter at
90 psi
10,000

starter at
60 psi

5,000
starter at
30 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 15: Crank Torque for G3612 and Two Turbine Starters (compressed air or natural gas).

Torque (N•m)
14,000
G3612 with
NOTE:
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3612 with
oil at 25°C
10,000

G3612 with
oil at 80°C
8,000

starter at
6,000 225 psi

starter at
4,000 150 psi

2,000 starter at
90 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 16: Crank Torque for G3616 and One Vane Starter (compressed air or natural gas).

22
 Torque (N•m)
30,000
G3612 with
NOTE: oil at 10°C
1) Air pressure given for starter is measured
immediately prior to the starter inlet at full
25,000 flow conditions.
2) Data shown for SAE 40 oil. G3612 with
oil at 25°C

20,000
G3612 with
oil at 80°C

15,000
starter at
225 psi

10,000 starter at
150 psi

5,000 starter at
90 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 17: Crank Torque for G3616 and Two Vane Starters (compressed air or natural gas).

Torque (N•m)
14,000
G3616 with
NOTE:
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
12,000 flow conditions.
2) Data shown for SAE 40 oil. G3616 with
oil at 25°C
10,000

G3616 with
oil at 80°C
8,000

starter at
6,000 90 psi

starter at
4,000 60 psi

2,000 starter at
30 psi

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 18: Crank Torque for G3616 and One Turbine Starter (compressed air or natural gas).

23
 Torque (N•m)
25,000
20,000
15,000
10,000
5,000
0
0 25 50
Engine Speed (rpm)
Figure 19: Crank Torque for G3516 and Two Turbine Starters (compressed air or natural gas).
Step 2: Total Package Torque Cur ve
Refer to Figures 21 through 24. The auxiliary
equipment torque was summed with the
engine torque to generate the total package
torque curve. Since the low ambient
temperature is 0°C (32°F) the engine torque
curve corresponding to 10°C (50°F) was
used. An oil heater should be used to
maintain oil temperature at 10°C (50°F).
Step 3: Adequate Breakaway Torque
Use the equation,
Tstart brk > (1.4)[Ttotal package].
By inspection of Figure 21 the total package
breakaway torque is 7000 Nm (5200 ft lb).
Thus, the required starter breakaway torque
must be greater than 9800 Nm (7200 ft lb).
Clearly, neither a single vane starter
(Figure 21) or a single turbine (Figure 35)
will meet the breakaway requirements.
A dual vane starter system will work
(Figure 22). At 1030 kPa (150 psi) the
breakaway torque is 10,500 Nm (7700 ft lb)
which is adequate. Thus, a dual vane starting
system operating a 1030 kPa (150 psi) and
above provides adequate breakaway torque.
24
G3612 with
NOTE:
1) Air pressure given for starter is measured oil at 10°C
immediately prior to the starter inlet at full
flow conditions.
2) Data shown for SAE 40 oil. G3612 with
oil at 25°C
G3612 with
oil at 80°C
starter at
90 psi
starter at
60 psi
starter at
30 psi
75 100 125 150 175
A dual turbine starter system will work
(Figure 24). A 410 kPa (60 psi) system has a
breakaway torque of 9500 Nm (7000 ft lb).
This is lower than the 9800 Nm (7200 ft lb)
guideline but should still provide adequate
breakaway torque. A 620 kPa (90 psi) system
has 13,500 Nm (9950 ft lb) of breakaway
torque which provides much more margin.
Step 4: Final Engine Crank Speed
In Figures 22 and 24, the intersection of the
total package torque curve and the starter
torque curve has been marked.
The dual vane starter system would provide a
steady state cranking speed of approximately
160 rpm with 1030 kPa (150 psi) supply air.
This final crank speed is excessive and will
result in excessive air consumption (see
Figure 20 to see the relationship between
engine speed and vane starter air
consumption).
The dual turbine starter system would
provide a cranking speed of 100 rpm with
410 kPa (60 psi) and 125 rpm 620 kPa (90 psi)
supply air.
Solution Summar y: Since the crank speed
of the dual vane starting system is excessive,
it should not be chosen. The dual turbine
starting system at 410 kPa (60 psi) falls below
the breakaway torque and final crank speed
recommendations. The dual turbine starting
system at 620 kPa (90 psi) yields adequate
breakaway torque and final crank speed. This
system would work well.
Documenting Working Pressures and
Flows (Air Start)
Worksheet 1 serves as a guide to
documenting the initial and final working
pressures and flows in an air starting system.
The pressures and flows should be completed
sequentially to eliminate possible oversights.
Starter Exhaust Pressure
Pstarter exhaust is the starter exhaust pressure.
The maximum recommended starter exhaust
back pressure is 35 kPa (5 psi). Back
pressure larger than 35 kPa (5 psi) may
significantly decrease starter performance. It
may be difficult to predict back pressure.
However, back pressure should be minimized
by using the recommendations given in the
previous sections.
Starter Inlet Pressure
The initial starter inlet pressure,
Pstarter inlet , initial, was found in Step #4 of the
section titled Selecting Starter Type and
Quantity.
The pressure in the air storage tank
decreases during the start sequence. As the
pressure decreases, the crank speed
decreases accordingly. The final starter inlet
pressure, Pstarter inlet final , is defined as the
pressure required to sustain 80 rpm.
Starter Air Consumption
Note: If two starters are used, the media
consumption given in Figure 20 must be
multiplied by two. Failure to do so will result in
an undersized air storage tank.
Qstarter flow, initial corresponds to the air
consumption of the starter at inlet pressure of
Pstarter inlet, initial and the final engine crank
speed as found in Step #4 of the section titled
Selecting Starter Type and Quantity.
Qstarter flow, final corresponds to the air
consumption of the starter at inlet pressure of
Pstarter inlet, final and a crank speed of 80 rpm.
Air consumption for a single starter is given
in Figure 20. Air consumption is given as a
function of air pressure immediately prior
to the starter inlet. Air/gas consumption does
not depend on media type.
Regulator Outlet Pressure
The regulator should be placed as close to the
customer connection as possible.
Preg outlet, initial must be 105 kPa (15 psi)
higher than the required initial starter inlet
pressure, Pstarter inlet, initial. This is necessary in
order to overcome the pressure drop
associated with the relay valve, lubricator,
strainer, and pipe fittings. Preg outlet, final must
also be 105 kPa (15 psi) higher than the
required initial starter inlet pressure,
Pstarter inlet, final.
Regulator Inlet Pressure
The required regulator inlet pressure
depends on starter air flow, the regulator
outlet pressure, and the regulator size.
The manufacturer's performance
specifications for the pressure regulator
should be consulted to determine the
required Preg inlet, initial Preg inlet, final is the inlet
pressure to the regulator to achieve
Preg inlet, final.
Air Storage Tank Pressure
Ptank, initial corresponds to the air tank
pressure required to deliver Pstarter inlet, initial
Ptank, final corresponds to the air tank pressure
required to deliver Pstarter inlet, final.
To determine the air storage tank pressure,
the line loss between the air storage tank and
the pressure regulator must be calculated at
flow conditions Qstarter flow, initial and
Qstarter flow, final. The storage tank pressure will
be the sum of the pressure drop and regulator
inlet pressure.
A common practice used to minimize air
storage tank volume is to compress the air to
a much higher pressure than required at the
starter. The air pressure in this situation is
controlled by a pressure regulator.
25
 Air or Natural Gas Flow (scfm)
3,500
NOTE: Air pressure given for starter is measured Turbine at
immediately prior to the starter inlet at full flow
conditions. Below data is valid for compressed 90 psi
air or natural gas.
3,000
Turbine at
60 psi
2,500

Turbine at
30 psi
2,000

Vane at
1,500 225 psi

Vane at
1,000 150 psi

500 Vane at
90 psi

0
0 50 100 150 200 250 300
Engine Speed (rpm)

Figure 20: Single Starter Air Consumption (Valid for Air or Natural Gas)
Conversion: 2,118.8 standards cubic feet per minute = 1 standard cubic meter per second.

Torque (N•m)
14,000
G3612 with
oil at 10°C
12,000
G3612 with
oil at 25°C
10,000

G3612 with
oil at 80°C
8,000

starter at
6,000 225 psi
Total Package Torque

starter at
4,000 150 psi

2,000 starter at
90 psi
Compressor Torque

0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 21: Plot pf Auxiliary Torque and Total Package Torque for Example 2
(Crank Torque for G3612 and One Vane Starter)

26
 Torque (N•m)
30,000
G3612 with
oil at 10°C

25,000
G3612 with
oil at 25°C
Maximum Crank Speed

20,000
G3612 with
oil at 80°C

15,000
starter at
225 psi

10,000 starter at
150 psi

Total Package Torque

5,000 starter at
90 psi

Compressor Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 22: Plot of Auxiliary Torque and Total Package Torque for Example 2
(Crank Torque for G3612 and Two Vane Starters).

Torque (N•m)
14,000
G3612 with
oil at 10°C
12,000
G3612 with
oil at 25°C
10,000

G3612 with
oil at 80°C
8,000

starter at
6,000 90 psi
Total Package
Torque
starter at
4,000 60 psi

2,000 starter at
30 psi
Compressor
Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 23: Plot of Auxiliary Torque and Total Package Torque for Example 2
(Crank Torque for G3612 and One Turbine Starter).

27
 Example 3:
Documenting Working Pressures and
Flows of an Air Start System
Given: Use the information given in
Examples 1 and 2.
Find: Using Worksheet 1, document each
system's working pressures.
Solution: Use the numbering system
provided on Worksheet 1. Start with #1 and
progress sequentially to #6.
The pressures and flows for each of the
starting systems are shown in Figures 25 to
27. The method to derive values for the dual
vane starting system is shown below.
Step 1: Starter Exhaust Pressure
Begin with the Pstarter exhaust. Since the
starters will be air powered, there is no
reason to pipe away the exhaust. Thus, the
back pressure should be minimal. Assume
Pstarter exhaust = 0 psi.
Step 2: Starter Inlet Pressure
P starter inlet, initial was found in Step #4 of the
section titled Selecting Starter Type and
Quantity. Thus, Pstarter inlet, initial = 150 psi.
Pstarter inlet, final is the pressure which provides
80 rpm. Referring to Figure 22, this inlet
pressure is approximately 80 psi. Thus,
Pstarter inlet, final = 80 psi.
Step 3: Air or Gas Flow Rate
Refer to Figure 20 to find Qstarter flow, initial and
Qstarter flow, final. Qstarter flow, initial is determined
by intersecting 150 psi and 160 rpm. Thus,
Qstarter flow, initial = 2 3 1800 scfm = 3600 scfm.
Qstarter flow, final is determined by intersecting
80 psi and 80 rpm. Thus,
Qstarter flow, final = 2 3 700 scfm = 1400 scfm.
Notice that since this is a two starter system;
the flows were doubled.
Step 4: Regulator Outlet Pressure
Preg outlet, initial and Preg outlet, final are simply
15 psi above Pstarter inlet, initial and
Pstarter inlet, final , respectively. Thus, Preg outlet,
initial = 165 psi and Preg outlet, final = 95 psi.
Step 5: Regulator Inlet Pressure
Preg inlet, initial is determined from the
manufacturer's specifications for the pressure
28
regulator. Preg inlet, initial must be large enough
to deliver Preg outlet, initial and Qstarter flow, initial
For this example the regulator was sized such
that Preg inlet, initial = 195 psi. Since the final
outlet regulator pressure is lower than the
regulator setting, Preg inlet, final will be
approximately equal to Preg outlet, final. Thus,
Preg inlet, final = 95 psi.
Step 6: Air Tank Storage Pressure
The air storage tank pressure, Ptank, initial and
Ptank, final, must be large enough to overcome
the pressure drop associated with the site
piping and still deliver Preg inlet, initial and
Preg inlet, final. For this example it was assumed
that the piping pressure loss was constant at
30 psi. Thus, Ptank, initial = 225 psi and
Ptank, final = 125 psi.
Sizing and Selecting Support
Equipment (Air or Natural Gas)
Minimum Requirements
When sizing a facility’s support equipment for
a starting system (i.e. air tank volume, air
tank location, pipe diameter, pipe length,
compressor size, battery quantity and
capacity), the equipment must be capable of
meeting the following minimum
requirements for one start attempt:
1) The starting system should accelerate the
engine and its auxiliary equipment to a
minimum of 105 rpm in five seconds.
2) The starters must be able to sustain 105
engine rpm for a minimum of fifteen
seconds.
Note: Electric starter engagement longer
than 20 seconds or repeated 20 seconds start
attempts may damage starters. Start
attempts longer than 20 seconds may
indicate engine problems.
Some applications may require multiple, back-
to-back start capability. In this case, add
fifteen seconds for each additional start. Thus,
for three back-to-back starts, the total time
will be 50 seconds.
Air Tank Volume
The air tank volume, Vtank, is a function of the
number of start attempts required and the
length of starts. Based on the section titled
Minimum Requirements for Sizing Support
Equipment the minimum recommended air Tank vol (ft3)=
tank volume needs to be sized for at least one, 2500 scfm 3 20 sec 3 14.7 psi
twenty-second crank cycle. If back-to-back 60 sec/min3 (225 psi 2 221 psi)
multiple start attempts are required, change
the twenty second minimum accordingly. The Tank vol = 123 ft3 = 920 gal
equation to calculate the tank volume follows:
Tank vol (ft3)= 2) For the starting system shown in
_Qflow, ave (scfm)3 crank time (sec) 3 atm pressure (psi) Figure 21:
60 3 [Ptank initial(psi) 2 Ptank final (psi)] Ptank, initial = 135 psi
Ptank, final = 195 psi
Tank vol (m3) = Qstarter flow, initial = 2,000 scfm
_Qflow, ave (m3/s) 3 crank time (sec) 3 atm pressure (kPa) Qstarter flow, final = 1,800 scfm
Ptank initial(kPa) 2 Ptank final(kPa)
Qflow, ave = (Qflow, initial + Qflow, final) /2
= (2,000 +1,800)/ 2 = 1,900 scfm
where: Tank vol (ft3)=
_ Qflow, ave (scfm)3 crank time (sec) 3 atm pressure (psi)
Ptank, initial is air tank initial pressure
60 3 [Ptank initial(psi) 2 Ptank final(psi)]
Ptank, final is air tank final pressure
Qflow, ave = (Qflow, initial + Qflow, final )/2
Tank vol (ft3)=
Note: The air tank volume will need to be 1900 scfm 3 20 sec 3 14.7 psi
larger if an air prelube motor is used. See the 60 sec/min 3 (135 psi - 95 psi)
G3600 Lubrication module of the Application
and Installation Guide for determining the
Tank vol = 233 ft3 = 1,740 gal
additional volume required for the air prelube
motor. 3) For the starting system shown in
Example 4 Figure 27:
Air Tank Volume Ptank, initial = 165 psi
Given: Use the information given in Ptank, final = 95 psi
Examples 1, 2, and 3. Qstarter flow, initial = 2600 scfm
Qstarter flow, final = 1800 scfm
Find: 1) Determine the tank volume for a
20 second crank cycle for all of the starting
systems investigated.
Qflow, ave = (Qflow, initial + Qflow, final) /2
Solution: = (2600 +1800)/ 2 = 2200 scfm
1) For the starting system shown in Tank vol (ft3)=
Figure 25: _ Qflow, ave (scfm)3 crank time (sec) 3 atm pressure (psi)
Ptank, initial = 225 psi 60 3 [Ptank initial(psi) 2 Ptank final(psi)]
Ptank, final = 125 psi
Qstarter flow, initial = 3600 scfm Tank vol (ft3) =
Qstarter flow, final = 1400 scfm 2,200 scfm 3 20 sec 3 14.7 psi
60 sec/min 3 (165 psi - 95 psi)
Qflow, vol = (Qflow, initial 1 Qflow, final) /2
= (3600 +1400)/ 2 = 2500 scfm
Tank vol = 154 ft3 = 1150 gal
Tank vol (ft3)= Example 5
_Qflow, ave (scfm) 3 crank time (sec) 3 atm pressure (psi) Reducing Air Tank Volume
60 3 [Ptank initial(psi) 2 Ptank final (psi)] The air tank sizes found in Example 4 range from
123 ft3 (920 gal) for the vane system to 233 ft3
(1740 gal) for the turbine system. At first glance,
one would consider the turbine system more

29
 Torque (N•m)
25,000
G3612 with
oil at 10°C

20,000 G3612 with

oil at 25°C
Maximum Crank Speed

G3612 with
15,000 oil at 80°C

starter at
90 psi
10,000

starter at
60 psi
Total Package Torque
5,000
starter at
30 psi
Compressor Torque
0
0 25 50 75 100 125 150 175
Engine Speed (rpm)

Figure 24: Plot of Auxiliary Torque and Total Package Torque for Example 2
(Crank Torque for G3612 and Two Turbine Starters)

1 Pstarter exhaust =
EXHAUST
AIR STARTER

3 Qstarter flow, initial =

Q starter flow, final =
INLET

MANUAL Pstarter inlet, initial =

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final =
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = Preg inlet, initial = 5

Preg outlet, final = Preg inlet, final =

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (REGULATOR SHOULD
BE AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) P tank, initial =
P tank, final =
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Worksheet 1: Working Pressure and Flow for Air/Gas Starting System

30
 1 Pstarter exhaust = 0 psi
EXHAUST
AIR STARTER

3 Qstarter flow, initial = 3,600 scfm

Q starter flow, final = 1,400 scfm
INLET

MANUAL Pstarter inlet, initial = 150 psi

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final = 80 psi
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = 165 psi Preg inlet, initial = 195 psi 5
Preg outlet, final = 95 psi Preg inlet, final = 95 psi

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) Ptank, initial = 225 psi
Ptank, final = 125 psi
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Figure 25: Working Pressures and Flows for Dual Vane Starting System in Example 3.

expensive to implement because of the larger tank 60 3 [Ptank initial(psi) 2 Ptank final (psi)]
volume However, in order to compare systems on Tank vol (ft3) =
an even basis, the tank pressures must be the 2500 scfm 3 20 sec 3 14.7 psi
same. For the vane system the tank pressure was 60 sec/min 3 (250 psi 2 125 psi)
240 psi and the turbine system's tank was at Tank volume = 98 ft3 = 730 gal
150 psi.
2) For the starting system shown in
Given: Use the information given in Example 4. Figure 29:
Standardize all of the systems by using a tank Ptank, initial = 250 psi
pressure of 250 psi. Ptank, final = 95 psi
Qstarter flow, initial = 2000 scfm
Find: 1) Complete Worksheet 1 for all of the Qstarter flow, final = 1800 scfm
systems. 2) Determine the tank volume for each
system. Qflow, ave = (Qflow, initial + Qflow, final) /2
= (2000 +1800)/ 2 = 1900 scfm
Solution: The pressures and flows for each of
the starting systems are shown in Figures 28 Tank vol (ft3)=
to 30. _ Qflow, ave (scfm)3 crank time (sec) 3 atm pressure (psi)
60 x [Ptank initial(psi) 2 Ptank final (psi)]
1) For the starting system shown in
Figure 28: Tank vol (ft3)=
Ptank, initial = 250 psi 1900 scfm 3 20 sec 3 14.7 psi
Ptank, final = 125 psi 60 sec/min 3 (250 psi 2 95 psi)
Qstarter flow, initial = 3600 scfm
Qstarter flow, final = 1400 scfm Tank volume = 60 ft3 = 450 gal

Qflow, ave = (Qflow, initial 3 Qflow, final) /2 3) For the starting system shown in Figure 30:
= (3600 1 1400)/ 2 = 2500 scfm Ptank, initial = 250 psi
Ptank, final = 95 psi
Tank vol (ft3)= Qstarter flow, initial = 2600 scfm
_ Qflow, ave (scfm)3 crank time (sec) 3 atm pressure (psi) Qstarter flow, final = 1800 scfm

31
 1 Pstarter exhaust = 0 psi
EXHAUST
AIR STARTER

3 Q starter flow, initial = 2,000 scfm

Q starter flow, final = 1,800 scfm
INLET

MANUAL Pstarter inlet, initial = 60 psi

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final = 50 psi
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = 75 psi Preg inlet, initial = 105 psi 5

Preg outlet, final = 65 psi Preg inlet, final = 65 psi

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) Ptank, initial = 135 psi
Ptank, final = 95 psi
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Figure 26: Working Pressures and Flows for Dual Turbine Starting System in Example 3.

1 Pstarter exhaust = 0 psi

EXHAUST
AIR STARTER

3 Qstarter flow, initial = 2,600 scfm

Q starter flow, final = 1,800 scfm
INLET

MANUAL Pstarter inlet, initial = 90 psi

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final = 50 psi
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = 105 psi Preg inlet, initial = 135 psi 5
Preg outlet, final = 65 psi Preg inlet, final = 65 psi

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) Ptank, initial = 165 psi
Ptank, final = 95 psi
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Figure 27: Working Pressures and Flows for Dual Turbine Starting System in Example 3.

32
 1 Pstarter exhaust = 0 psi
EXHAUST
AIR STARTER

3 Qstarter flow, initial= 3,600 scfm

Q starter flow, final = 1,400 scfm
INLET

MANUAL Pstarter inlet, initial = 150 psi

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final = 80 psi
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = 165 psi Preg inlet, initial = 220 psi 5
Preg outlet, final = 95 psi Preg inlet, final = 95 psi

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) Ptank, initial = 250 psi
Ptank, final = 125 psi
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Figure 28: Working Pressures and Flows for Dual Vane Starting System in Example 3.

1 Pstarter exhaust = 0 psi

EXHAUST
AIR STARTER

3 Qstarter flow, initial = 2,000 scfm

Q starter flow, final = 1,800 scfm
INLET

MANUAL Pstarter inlet, initial = 60 psi

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final = 50 psi
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = 75 psi Preg inlet, initial = 220 psi 5

Preg outlet, final = 65 psi Preg inlet, final = 65 psi

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) Ptank, initial = 250 psi
Ptank, final = 95 psi
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Figure 29: Working Pressures and Flows for Dual Turbine Starting Systems in Example 5.

33
 1 Pstarter exhaust = 0 psi
EXHAUST
AIR STARTER

3 Qstarter flow, initial = 2,600 scfm

Q starter flow, final = 1,800 scfm
INLET

MANUAL Pstarter inlet, initial = 90 psi

SHUTOFF STARTER RELAY
VALVE 2
STRAINER Pstarter inlet, final = 50 psi
LUBRICATOR
(not used with turbine)
SITE CONNECTON TO
MAIN AIR SUPPLY

4 Preg outlet, initial = 105 psi Preg inlet, initial = 220 psi 5
Preg outlet, final = 65 psi Preg inlet, final = 65 psi

PRESSURE
RELIEF
PRESSURE
REGULATOR
6
VALVE (LOCATE REGULATOR
AS CLOSE TO CUSTOMER
CONNECTION AS POSSIBLE) P tank, initial= 250 psi
P tank, final = 95 psi
Customer Supplied
Site Air Supply
Main Air Supply Air Water Air Check Air Storage
Compressor Separator Filter Valve Tank

Figure 30: Working Pressures and Flows for Dual Turbine Starting System in Example 5.

Qflow, ave = (Qflow, initial + Qflow, final) /2 Water Separator

= (2600 +1800)/ 2 = 2200 scfm A water separator removes vapor from
compressed air prior to entering the air storage
Tank vol (ft3)= tank. Dry air is required especially for cool
_ Qflow, ave (scfm)3 crank time (sec) 3 atm pressure (psi) weather applications to keep ice from forming in
60 3 [Ptank initial(psi) 2 Ptank final(psi)] the supply lines. Ice will cause excessive
restriction in the supply lines; if ice particles reach
Tank vol (ft3)= the starter inlet, damage may result.
2200 scfm 3 20 sec 3 14.7 psi
60 sec/min 3 (250 psi 2 95 psi) Pressure Regulator
The pressure regulator must be sized to provide
Tank vol = 70 ft3 = 520 gal both adequate pressure and flow to the starters.
The regulator must be sized at full flow
Air Compressor conditions (Qstarter flow, initial). Sizing a regulator
It is important to properly size the air compressor. without considering pressure losses at full flow
Properly sized air compressors should recharge a conditions will result in an improperly sized
depleted tank within a reasonable time. regulator.
An undersized compressor will take an excessive The regulator delivery setpoint must be 105 kPa
time to recharge the air storage tank. Instances (15 psi) higher than the pressure needed at the
requiring repeated start attempts (common starter inlet at full flow conditions
during troubleshooting) become a long, laborious (Qstarter flow, initial). The 105 kPa (15 psi) margin
process as time is wasted waiting for the air accounts for the pressure drop across the factory
storage tank to pressurize. An oversized installed components (strainer, lubricator, relay
compressor, although an asset during repeated valve, and fittings).
start attempts, will be expensive and underutilized
during regular operation.

34
Example 3 in the previous section serves as a
guide to appropriately sizing a pressure regulator.
Pressure Relief Valve
A pressure relief valve is necessary to protect the
starter and its support equipment. The pressure
relief valve should be set 70 kPa (10 psi)
(minimum) above the pressure regulator's outlet
setting.
Extreme Ambient Capability
Use an oil heater if ambient temperatures are
expected to drop below 10°C (50°F). See the
G3600 Lubrication System and the G3600
Load Acceptance and Extreme Ambient
Considerations modules of the Application
and Installation Guide for further reference.
Oil temperatures below 10°C (50°F) cause the
crank torque of the engine to be excessive.
A water separator is especially important for cool
weather applications. Ice will cause excessive
restriction in the supply lines; if ice particles reach
the starter inlet, damage may result.
Electric Starting Systems
Batteries
Batteries provide sufficient power to crank
engines long and fast enough to start. Lead-acid
types are common, have high output capabilities,
and lowest first cost. Nickel-cadmium batteries are
costly, but have long shelf life and may
incorporate thick plates which decrease high
discharge capability. Consult the battery supplier
for specific recommendations.
Two considerations in selecting proper battery
capacity are:
1) The lowest temperature at which the engine
might be cranked.
2) The auxiliary load imposed on the engine.
Ambient temperatures drastically affect battery
performance and charging efficiencies. Maintain
32°C (90°F) maximum temperature to assure
rated output. Impact of colder temperatures is
described in Table 2.
Temp °C (°F) Ampere Hours of Output Rating
28 (82) 100
0 (32) 65
-18 (0) 40
Table 2: Battery Temperature vs Output
Locate cranking batteries for easy visual
inspection and maintenance. They must be away
from flame or spark sources and isolated from
vibration. Mount level on nonconducting material
and protect from splash and dirt. Use short slack
cable lengths and minimize voltage drops by
positioning batteries near the starting motor.
Disconnect the battery charger when removing or
connecting battery leads. Solid-state equipment,
i.e., electronic governor, speed switches, can be
harmed if subjected to charger's full output.
Battery Charger
Various chargers are available to replenish a
battery. Trickle chargers are designed for
continuous service on unloaded batteries. They
automatically shut down to milliampere current
when batteries are fully charged.Overcharging
shortens battery life and is recognized by
excessive water loss. Conventional lead-acid
batteries require less than 59.2 mL (2 oz) make-up
water during 30 hours of operation.
Float-equalize chargers are more expensive than
trickle chargers and are used in applications
demanding maximum battery life. These chargers
include line and load regulation, and current
limiting devices, which permit continuous loads at
rated output. Both trickle chargers and float
equalize chargers require a source of A/C power
while the engine is not running. Chargers must
be capable of limiting peak currents during
cranking cycles or have a relay to disconnect
during cranking cycles. Where engine-driven
alternators and battery chargers are both used,
the disconnect relay usually disconnects the
battery charger during engine cranking and
running.
Engine-driven generators or alternators can be
used, but have the disadvantage of charging
batteries only while the engine runs. Where
generator sets are subject to many starts,
insufficient battery capacity could threaten
dependability.
35
 Cable Size
The start circuit between battery and starting
motor, and control circuit between battery, switch,
and motor solenoid, must be within maximum
resistance limits shown in Table 3.

Magnetic Switch and Solenoid Starting

Series-Parallel Circut Switch Circut Motor Circut
12 V system, 0.048 Ohm 0.0067 Ohm 0.0012 Ohm
24 V system, 0.100 Ohm 0.0300 Ohm 0.0020 Ohm
32 V system, 0.124 Ohm 0.0700 Ohm 0.0020 Ohm

Table 3: Maximum Allowable Resistance

Not all this resistance is allowed for cables.

Connections and contactors, except the motor
solenoid contactor, are included in the total
allowable resistance.

• Contactors (relays, solenoid, switches)

0.0002 Ohm

• Connections (each series connectors)

0.0001 Ohm

The fixed resistance of connections and

contactors is determined by the cable routing.
Fixed resistance (Rf) subtracted from total
resistance (Rt) equals allowable cable
resistance (Rc): Rc = Rt 2 Rf.

36
G3600 Engine Supervisory System
The Engine Supervisory System Control Panel
Diagnostics
Mounting
Hazardous Environments
Personality Module
RS232 Computer Interface
Start/Stop/Prelube System
Engine Monitoring And Protection Subsystem
Computerized Monitoring System (CMS)
Status Control Module
Engine Control Module
Time Control Module
Pyrometer Modules
Customer Inputs
Customer Outputs
Engine Control Subsystem
Desired Speed
Droop
Loadshare Module
Switchable Governor Response
Adjustable Governor Response
Fuel Limiting
Desired Air Flow
Actual Air Flow
Air flow Control
Fuel Correction System
Engine Supervisory
System
The Engine Supervisory System (ESS) is
specifically designed for the Caterpillar G3600
Family of Engines.The Engine Supervisory
System integrated several control sub
systems installed on the engine. With the
ability to communicate with the various
subsystems, the ESS optimizes each
controlled parameter to ensure maximum
engine performance.
These subsystems includes
start/stop/prelube logic, engine monitoring
and protection, along with governing, air/fuel
ratio, and ignition control. The ESS panel is
the control center for the system and houses
the control modules of each sub system.
The System consists of:
• Engine Supervisory System Control Panel
(ESS)
• Engine Mounted Junction Box
• Engine Mounted Sensors & Actuators
• Relays, Solenoids & Switches
• Harnesses
The System is subdivided into three
interactive subsystems:
• The Start/Stop/Prelube Subsystem
-- Controls the action of the prelube pump,
engine starters and gas shutoff valve.
• The Engine Monitoring and Protection
Subsystem
-- Prevents engine starting or cause
shutdown if vital parameters exceed
acceptable limits.
-- Provides display of these parameters
-- Generates warnings when one or more
parameters are outside acceptable limits.
• The Engine Control Subsystem
-- Provides Engine Governing
-- Air/Fuel Ratio Control
-- Ignition Timing Control
The Engine Super visor y System
Control Panel
This panel, Figure 31, houses the control
modules, switches, and potentiometers
associated with the system.
• Engine Control Module (System
Coordination, Governing, Air/Fuel Ratio
Control)
• Timing Control Module (Ignition System
Control)
• Status Control Module (Start/Stop Control)
• Computerized Monitoring System CMS
(Display of System Parameters)
• Pyometer Modules (display of Exhaust
Temperatures)
• Mode Control Switch
• Prelube Switch/Start Run ok Lamp
• Emergency Stop Switch
• Fuel Energy Adjustment Potentiometer
• Desired Speed Adjustment Potentiometer
• Gauge Group Select Switch
• Gauge Data Select Switch
• Display Select Switch
• Dimmer Switch Diagnostics
Diagnostics
The Engine Supervisory System is self-
diagnostic. Through lamps and fault codes, it
directs the service technician to the system or
component requiring maintenance.
Mounting
The Control Panel is a water proof enclosure
intended to be remote mounted (up to 100 ft)
from the engine. It is available with separate
stand-alone legs or can be customer remote
mounted.
Hazardous Environments
The Engine and Engine Supervisory System
have been CSA certified for use in hazardous
locations (Class 1 Division 2 Group D).
39
 Figure 31: Engine Supervisory System.
Personality Module
The Personality Module attaches to the
Engine Control Module and contains many of
the application specific information for the
system. The module contains application
specific maps, protection set points, and
customer defined settings. Once specified the
personality module cannot be changed
without removing and installing a new
module. It is essential the application be
clearly understood early in the order process
to get the proper information in the
personality module.
40
RS232 Computer Interface
RS232 output of system data are now used for
customer monitoring and information systems
(requires a ship loose converter module).
Start/Stop/Prelube System
This Subsystem, Figure 32, consists of the
following components:
• Engine Supervisory System Control Panel
-- Status Control Module
-- Engine Control Module
-- Mode Control Switch
-- Prelube Switch/Lamp
• Emergency Stop Switches
• Gas Shutoff Valve
• Prelube pump system (Pump and
Solenoids)
• Engine cranking system (Starters and
Solenoids)
Figure 31: Start/Stop/Prelube System.
The Major Functions of this system are
controlled by the Mode Control switch and
Prelube push button. The Mode Control
switch has 4 positions/operations: Off/Reset,
Stop/Start.
In Off/Reset position the System Diagnostic
Codes are reset. If the engine is running it
will go through a sequenced shutdown: and
once the post-lube cycle is complete the
system power is turned off.
In Stop position if the engine is running it will
go through a sequenced shutdown and a post-
lube cycle. All Control Modules will remain
powered up.
In Start position the Engine Supervisory
System will prelube the engine, crank, and
run until the switch is moved from this
position.
In Auto the system is configured for remote
operation and becomes dependent on the
Start Initiate Contact. If the contact is Open
the system functions as if it were the Stop
position. If the contact is Closed, the system
operates as if the Start position.
The Prelube Switch located lower left of the
ESS Panel can be used to manually run the
prelube pump. The pump runs as long as the
switch is depressed and until prelube
conditions are achieved (indicated by the
prelube complete contact closing).
There are Emergency Stop switches located
on the ESS Panel and on the Engine Mounted
Junction Box as well as an input the customer
provided switches at other locations. Closing
any one of the switches will immediately
initiate an emergency shutdown of the engine.
These switches are not intended for routine
use and should only be used in an emergency.
41
 Engine Mounting and Protection
Subsystem
This Subsystem, Figure 32, consists of the
following components:
• Engine Supervisory System Control Panel
-- Computerized Monitoring System (CMS)
-- Status Control Module
-- Engine Control Module
-- Timing Control Module
-- Pyrometer Modules
-- Gauge Group Select Switch
-- Gauge Data Select Switch
-- Display Select Switch
-- Dimmer Switch
• Engine Mounted Sensors
• Customer Inputs
• Customer Outputs
The system provides engine protection and
monitors engine systems for vital parameters.
It also provides warning and/or inhibits
engine starting or shuts down the engine
when parameters are outside acceptable
limits. Along with these features, it provides
display/indication of engine operating
parameters.
The following is a list of protection features
listed by the module where the information is
displayed.
Computerized Monitoring System
(CMS)
The Display consists of 6 small gauges and 1
larger center gauge. The information
displayed on the gauges is controlled by the
gauge group select and the gauge data select
switches. The gauge group select switch
selects between two sets of parameters
available for display on the 6 small gauges.
Table 4 consists of the shutdown conditions
for the following parameters.
• Setting the switch to the left selects the first
group of parameters:
1. Manifold Air Temperature
2. Jacket Water Temperature
3. Fuel Correction Factor
4. Manifold Air Pressure
5. Engine Oil Pressure/Prelube Status
42
6. Engine Load (%)
• Setting the switch to the right selects the
second group of parameters:
7. Oil Filter Differential Pressure
8. Inlet Air Restriction (in-line engine or
right bank of a vee)
9. Crankcase Pressure
10. Unused
11. Inlet Air Restriction (unused for an
inline or left back of a vee)
12. Starting Air Pressure
• The large gauge always indicates:
13. Engine Speed
The gauge data switch allows the data
provided on each of the gauges to be viewed
on the digital read-out below the large center
gauge. The upper number in the gauge
display indicates which parameter is being
viewed (refer to above numbers in the lists of
data). Each time the Gauge Data Switch is
toggled the next gauge is selected (within the
range of gauges currently selected by the
Gauge Group Select).
If the Gauge Group Select is switched, the
digital gauge will change to the gauge for the
corresponding gauge position (i.e. if gauge 2
coolant temperatures, was selected and the
Gauge Group Select is moved the gauge data
will switch to gauge 8, Inlet Air Restriction
Right).
The CMS has 12 lamps to indicate a fault
condition has occurred. A fault is either a
measured parameter outside a safe limit or a
device that is malfunctioning. Each lamp
indicates the system to look for to determine
the exact problem.
• F1 - Check gauges
• F2 - Check fluid levels
• F3 - Auxiliary equipment
• F4 - Fuel Supply system
• F5 - Air Inlet system
• F6 - Exhaust system
• F7 - Module/wiring system
• F8 - Combustion Feedback system
• F9 - Ignition system
• F10 - Sensors/Devices
• F11 - Starting system
• F12 - Detonation system
 Shutdown Conditions
G3606 G3608 G3612 G3616
High Jacket Water
Temperature
Low C/R 98°C (208°F) 98°C (208°F) 98°C (208°F) 98°C (208°F)
High C/R – – 110°C (230°F) 110°C (230°F)
Low Energy Fuel 120°C (248°F) 120°C (248°F) 120°C (248°F) 120°C (248°F)

High Oil Filter 250 kPa (36 psi) 250 kPa (36 psi) 250 kPa (36 psi) 250 kPa (36 psi)
Difference Pressure

High Inlet Air 5.2 kPa (0.75 psi) 5.2 kPa (0.75 psi) 5.2 kPa (0.75 psi) 5.2 kPa (0.75 psi)
Restriction Left or Right Bank Left or Right Bank

High Crankcase 1 kPa (0.15 psi) 1 kPa (0.15 psi) 1 kPa (0.15 psi) 1 kPa (0.15 psi)
Pressure

Air Inlet Temperature

Shutoff
32°C (90°F) SCAC
•Pre-alarm 55°C (131°F) 55°C (131°F) 55°C (131°F) 55°C (131°F)
•Shutdown 60°C (140°F) 60°C (140°F) 60°C (140°F) 60°C (140°F)
54°C (130°F) SCAC
•Pre-alarm 73°C (163°F) 73°C (163°F) 73°C (163°F) 73°C (163°F)
•Shutdown 75°C (167°F) 75°C (167°F) 75°C (167°F) 75°C (167°F)

Table 4.

43
 Figure 32: Monitoring and Protection System.
The lamps direct the service technician to the
subsystem or component with a problem. For
exact information about the problem, the
technician then reads the Fault Code on the
module in question.
Status Control Module
The Display sequences automatically through
these parameters in either English or metric
units:
• Service Hours
• Engine Speed (Safety for Overspeed)
• Battery Voltage
• Engine Oil Pressure (Safety for Low
Pressure)
• Engine Oil Temperature (safety for High
Temperature)
44
Displayed as lamps on the front of the
module:
• Overcrank indicates the engine did not
start after cranking or cycle cranking for
the entire programmed time limit.
• Overspeed indicates the engine has been
shutdown due to excessive speed.
• High Oil Temperature indicates the
engine has been shutdown due to excessive
oil temperature.
• Low Oil Pressure indicates the engine
has been shutdown due to insufficient oil
pressure.
• Emergency Stop indicates the engine has
been shutdown due to one of the
Emergency Stop Switches being depressed.
• Auxiliar y indicates the engine has been
shutdown due to a customer requested
shutdown (customer stop input).
Engine Control Module
The Engine Control Module (ECM) is located
inside the ESS control panel and is visible
through the window on the front of the panel.
The primary functions of the Engine Control
Module (ECM) are to govern engine speed
and control the air/fuel ratio. It also has the
role of systems coordinator. The software to
operate the ECM is stored in a personality
module that is mounted on the front of the
ECM. The personality module contains many
of the protection set points and stores the
maps that are used for engine control. The
map to control the ignition timing is stored in
the personality module. The ECM senses the
desired timing set point to the SITCM across
a dedicated data link.
The ECM modifies the desired timing set
point during transitions based on the actual
and desired air manifold pressure. The ECM
also uses the detonation level from the
SITCM to retard the engine timing if
excessive levels of detonation are measured.
The display on the ECM consists of 8
characters and 8 lights.
The light indicates:
• Status (Green) – The data on the 8
Character Display is status information i.e.
desired engine speed, fuel energy (Btu)
setting.
• Data Link 1 Active (Green) – When lit,
this light indicates that the Engine Control
Module is properly communicating with
the Timing Control Module.
• Data Link 2 Active (Green) – When lit,
this light indicates that the Engine Control
Module is properly communicating with
the CMS Module.
• Control (Yellow) – One or more potential
problems exist. The 8 Character Display
will be displaying a code that indicates the
exact nature of the caution condition.
• Sensor Fault (Red) – A problem has been
detected with one of the systems sensors.
The 8 Character Display will be displaying
a code that indicates the exact nature of the
problem.
• Actuator Fault (Red) – A problem has
been detected with one of the actuators.
The 8 Character Display will displaying a
code that indicates the exact nature of the
problem.
• System Fault (Red) – A problem has been
detected with tone of the control systems.
The 8 Character Display will be displaying
a code that indicates the exact nature of the
problem.
• Control Module Fault (Red) – A problem
has been detected with one of the control
modules. The 8 Character Display will be
displaying a code that indicates the exact
nature of the problem.
The Display Select Switch Allows the operator
to step through the data on the Engine
Control Display. Every time the switch is
toggled the display steps through to the next
item. Items displayed are either status or
diagnostic codes (differentiated by one of the
lights).
Timing Control Module
The primary function of the Timing Control
Module is to maintain the ignition timing at
the set point determined by the Engine
Control Module. It does however measure the
level of detonation or knock present in the
engine. This data is used by the engine
control to protect the engine from possible
damage caused by detonation.
Pyrometer Modules
Each pyrometer module allows the read-out in
9 separate temperatures (°C). The module
powers up displaying the reading of channel
O (exhaust stack temperature). To read the
temperature values on the other eight
channels, press the Push to Advance button on
the front of the gauge. One of these modules
is used for in-line engines two for vee engines.
The pyometer continuously compares channel
O (stack temperature) to a set point. If the
temperature ever exceeds that set point, a
45
 Figure 33: Engine Control System.
contact closes instructing the system to
shutdown.
Customer Inputs
• Driven Equipment Ready Contact allows
the customer to stop and/or inhibit Start of
the engine due to a problem with the
driven equipment.
• Customer Stop Contact allows the
customer to request the engine to shut
down for any reason needed by his
equipment.
46
Customer Outputs
• Horn Driver annunciates that a problem
has been detected in the system that may
cause the engine to shutdown if it is not
corrected.
• Prelube Complete annunciates that the
engine is prelubed and ready to start.
• Engine Failure annunciates that the engine
has shutdown with a fault. The fault needs
to be reset in order to restart.
• Crank Terminate annunciates that the
engine has started and is running.
• Run Relay annunciates that the fuel is
turned on to the engine.
• Mode Switch Position provides the position
of the mode control switch (to be read by
remote equipment).
Engine Control Subsystem
The Subsystem, Figure 32, consists of the
following comments:
• Engine Supervisory System Control Panel
– Engine Control Module Timing Control
Module
– Desired Speed Potentiometer
– Fuel Energy Content Potentiometer
• Engine Mounted Sensors
• Engine Mounted Actuators Engine Speed
Governing
The Engine Control Module performs the
governing function. The governor is more like
a diesel engine governor than a typical gas
engine governor. The G3600 engine is
governed by modulating the fuel valve
controlling fuel flow independent of air flow.
The air flow is controlled by the air/fuel ratio
controller in response to the measured fuel
flow.
Desired Speed
Desired speed is controlled by an idle/rated
switch (Open selects idle speed of 550 rpm;
Closed selects the speed set by the desired
speed input). The desired speed input is
typically the potentiometer on the front face of
the ESS panel, but may be controlled by an
external module.
Droop
The Customer can select any where from 0%
to 10% speed droop.
Loadshare Module
A generator set loadshare module compatible
with the ESS is available as a ship loose item.
Switchable Governor Response
In order to provide optimum engine response
with a generator set that operates in parallel
with a utility or with other generator sets it is
necessary to have two governor settings. The
G3600 control system offers a dual dynamics
governor. The Governor Dynamics Switch
selects from either stand-alone or paralleled
governor settings.
Adjustable Governor Response
To provide optimum package response with a
variety of driven equipment, the G3600
control system offers tunable governor
dynamics.
Fuel Limiting
The fuel system on the G3600 engine does
not have any carburetor or equivalent, as a
result the governor is required to insure that
the air/fuel mixture does not exceed the rich
flammability limit (Rich Misfire). By
coordinating with the Air/Fuel Ratio Control
section, the governor is able to read the actual
air/fuel ratio and use that information to keep
the engine from getting too rich.
The governor also provides power limiting on
the G3600 engine. By reading the fuel flow
and comparing against maximum allowed flow
(function of engine speed) the governor
protects the engine against overpower
situations.
Air/Fuel Ratio Control
The G3600 engine does not have a carburetor;
instead the air flow and fuel flow are
independently controlled. The governor has
complete control of the fuel flow. This leaves
the air flow as the only parameter for
adjusting the air/fuel ratio.
Desired Air Flow
The Air/Fuel Ratio Controller calculates the
actual fuel flow and uses a desired air/fuel
ratio combined with a fuel energy content (set
on the Energy Content Potentiometer on the
front panel of the ESS) to determine the
required air flow. The desired air/fuel ratio
for a given speed and load is stored in an
application specific map in the Engine Control
Personality Module. This map is created to
achieve maximum engine performance
(efficiency and emissions).
Actual Air Flow
The Engine Control reads inlet manifold air
pressure and temperature combined with
engine speed to estimate the actual air flow
into the engine.
Air Flow Control
Once the control has calculated a desired air
flow and an actual air flow, it modulates the
wastegate and choke valves to make the
actual match the desired.
47
 Fuel Correction System
Combustion Measurement
Once the engine is running and the measured
load exceeds a set level (typically 25%), the
combustion measurement system
compensates for any changes in the ambient
conditions or fuel quality. The Engine Control
reads the time required for the flame to
propagate from the spark plug to the
combustion sensor for each cylinder and
creates an engine average burn time.
Desired Combustion Burn Rate
The Engine Control Personality Module
contains application specific maps that define
for any given engine speed and load the burn
time that achieves maximum engine
efficiency and burn proper emissions.
Fuel Correction Factor
The fuel correction system uses the optimum
burn time along with the measured burn time
to compute a fuel correction factor. This factor
is a percentage that is applied, by the air/fuel
ratio controller, to the Fuel Energy Setting to
maintain efficiency and emissions.

48
 Materials and specifications are
subject to change without notice.

© 1998 Caterpillar Inc.

Printed in U.S.A.
 G3600
Engine
Basics

LEKQ9085 4-99
G3600 Engine Basics
Engine Design ................................................................ 5
Engine Supervisory System ........................................ 7
Engine Mounted Sensors ......................................... 8
Start/Stop/Prelube System .................................... 12
Engine Monitoring And Protection System ......... 16
Engine Control System .......................................... 22
Air/Fuel Ratio Control .............................................. 24
Fuel System .................................................................. 24
Ignition System ............................................................ 28
Air Inlet and Exhaust System .................................... 35
Lubrication System ..................................................... 40
Cooling System ............................................................ 45
Basic Block .................................................................. 49
Air Starting System ..................................................... 51
Electrical System ........................................................ 52
Charging System Components .............................. 53
Starting System Components ................................ 53
Abbreviations and Symbols ....................................... 56
Index .............................................................................. 57
Engine Design
Specifications
G3606
Illustration 1
G3606 Engine Design
(A) Inlet. (B) Gas admission. (C) Exhaust.
Number and arrangement of
cylinders ...............................................In-line 6
Valves per cylinder
Inlet valves .....................................................2
Exhaust valves ..............................................2
Gas inlet valve ...............................................1
Displacement ..................127.2 L (7762 cu in.)
Bore ......................................300 mm (11.8 in.)
Stroke ...................................300 mm (11.8 in.)
Compression ratio .....................................9.2:1
Combustion .................................Spark Ignited
Firing order
Standard rotation CCW ................1-5-3-6-2-4
Valve lash
Inlet ...................................0.50 mm (.020 in.)
Exhaust .............................1.27 mm (.050 in.)
Gas admission ...................0.64 mm (.025 in.)
When the crankshaft is viewed from the
flywheel end the crankshaft rotates in the
following direction . .............Counterclockwise
Note: The front end of the engine is opposite
the flywheel end of the engine. The left and
the right side of the engine are determined
from the flywheel end. The number 1 cylinder
is the front cylinder.
G3608
Illustration 2
G3608 Engine Design
(A) Inlet. (B) Gas admission. (C) Exhaust.
Number and arrangement of
cylinders ...............................................In-line 8
Valves per cylinder
Inlet valves .....................................................2
Exhaust valves ..............................................2
Gas admission valve ......................................1
Displacement ..................170 L (10,352 cu in.)
Bore ......................................300 mm (11.8 in.)
Stroke ...................................300 mm (11.8 in.)
Compression ratio .....................................9.2:1
Combustion .................................Spark Ignited
Firing order
Standard rotation CCW ..........1-6-2-5-8-3-7-4
Valve lash
Inlet ...................................0.50 mm (.020 in.)
Exhaust .............................1.27 mm (.050 in.)
Gas admission ...................0.64 mm (.025 in.)
When the crankshaft is viewed from the
flywheel end the crankshaft rotates in the
following direction . .............Counterclockwise
Note: The front end of the engine is opposite
the flywheel end of the engine. The left and
the right side of the engine are determined
from the flywheel end. The number 1 cylinder
is the front cylinder.
5
 G3612 G3616

Illustration 3 Illustration 4
G3612 Engine Design G3616 Engine Design
(A) Inlet. (B) Gas admission. (C) Exhaust. (A) Inlet. (B) Gas admission. (C) Exhaust.

Number and arrangement of Number and arrangement of

cylinders .................................................Vee 12 cylinders .................................................Vee 16

Valves per cylinder Valves per cylinder

Inlet valves .....................................................2 Inlet valves .....................................................2
Exhaust valves ..............................................2 Exhaust valves ..............................................2
Gas admission valve ......................................1 Gas admission valve ......................................1

Displacement ...............254.5 L (15,525 cu in.) Displacement ...............339.3 L (20,700 cu in.)

Bore ......................................300 mm (11.8 in.) Bore ......................................300 mm (11.8 in.)

Stroke ...................................300 mm (11.8 in.) Stroke ...................................300 mm (11.8 in.)

Compression ratio .....................................9.2:1 Compression ratio .....................................9.2:1

Compression ratio ...................................10.5:1 Compression ratio ...................................10.5:1

Combustion .................................Spark Ignited Combustion .................................Spark Ignited

Firing order Firing order

Standard rotation Standard rotation CCW
CCW ....................1- 12-9-4-5-8-11-2-3-10-7-6 ...... 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8

Valve lash
Inlet ...................................0.50 mm (.020 in.)
Exhaust .............................1.27 mm (.050 in.)
Gas admission ...................0.64 mm (.025 in.)

When the crankshaft is viewed from the

flywheel end the crankshaft rotates in the
following direction . .............Counterclockwise

Note: The front end of the engine is opposite

the flywheel end of the engine. The left and
the right side of the engine are determined
from the flywheel end. The number 1 cylinder
is the front cylinder.
6
Valve lash
Inlet ................................0.50 mm (.020 inch)
Exhaust ..........................1.27 mm (.050 inch)
Gas admission ................0.64 mm (.025 inch)
When the crankshaft is viewed from the
flywheel end the crankshaft rotates in the
following direction . .............Counterclockwise
Note: The front end of the engine is opposite
the flywheel end of the engine. The left and
the right side of the engine are determined
from the flywheel end. The number 1 cylinder
is the front cylinder.
Engine Supervisory
System
The Engine Supervisory System (ESS) is
specifically designed for the Caterpillar
G3600 Engines. The ESS integrates several
control systems that are installed on the
engine. With the ability to communicate with
the various systems, the ESS optimizes each
controlled parameter in order to ensure
maximum engine performance.
The ESS communicates with the following
systems:
• Start/Stop/Prelube Logic
• Engine Monitoring And Protection
• Governing
• Air/Fuel Ratio
• Ignition Control
The control panel for the ESS is the center of
control for the systems. The control panel for
the ESS contains the control modules of each
system.
The Engine Supervisory System consists of
the following components:
• Control Panel For The Engine Supervisory
System (ESS)
• Engine Mounted Junction Box
• Engine Mounted Sensors And Actuators
• Relays, Solenoids And Switches
• Harness
The Engine Supervisory System (ESS) is
divided into the following three interactive
systems:
Start/Stop/Prelube System – This system
controls the starting of the engine, the
stopping of the engine, and the prelube pump.
Engine Monitoring And Protection
System – This system provides a display of
parameters of engine operation. The system
generates warnings when one or more
parameters are outside acceptable limits. The
system can stop the engine if the engine
operation reaches a setpoint that is
programmed for shutdown. The system can
prevent the engine from starting if certain
parameters are outside of acceptable limits.
Engine Control System – This system
governs the engine. This system controls the
air/fuel ratio, the ignition timing, and the
limiting of power.
Note: Some of the components within the
ESS perform more than one function. For
example, the Engine Control Module (ECM)
is involved with starting the engine, stopping
the engine, monitoring the engine, and
controlling the engine.
7
 Engine Mounted Sensors

Illustration 7
Engine Mounted Sensors Rear View
(6) Timing control speed sensor. (7) Engine control speed
sensor. (8) Timing control crank angle sensor.

Illustration 8
Engine Mounted Sensors View B-B
(9) Combustion feedback cable. (10) Combustion feedback
extension and probe.
Illustration 5
Engine Mounted Sensors Front View
(1) CMS unfiltered engine oil pressure sensor. (2) SCM engine
oil temperature sensor. (3) SCM filtered engine oil pressure
sensor. (4) CMS filtered engine oil pressure sensor.

Illustration 9
Engine Mounted Sensors Right Side View
(11) Crankcase pressure sensor.

Illustration 6
Engine Mounted Sensors Left Side View
(5) Combustion buffer.
Illustration 10
Detonation Sensors
(12) Detonation sensors.

8
Illustration 11 Illustration 14
Engine Mounted Sensors Top View Engine Mounted Sensors Left Side View
(13) Jacket water temperature sensor. (17) Starting air pressure sensor.

Illustration 12
Engine Mounted Sensors Rear View Illustration 15
(14) Fuel and air Pressure module. (15) Inlet air restriction. Engine Mounted Sensors Right Side View
(18) Inlet air temperature sensor.

Illustration 13
Engine Mounted Sensors Right Side View
(16) Fuel temperature sensor.

Illustration 16
Engine Mounted Sensors Right Side View
(19) Prelube pressure switch.

9
 Control Panel For The Engine
Supervisory System (ESS)

Illustration 17
(1) LED Dial gauges. (2) Timing Control Module (TCM). (3) CMS Gauge panel. (4) Digital gauge readout. (5) Engine Control Module
(ECM). (6) Fuel energy adjustment dial. (7) Exhaust pyrometer. (8) Engine speed adjustment dial. (9) Digital Diagnostic Tool (DDT)
connection. (10) Mode control switch. (11) Prelube switch. (12) Emergency stop push button. (13) Sensor wiring to the engine.
(14) Status Control Module (SCM).

10
This panel contains the control modules, the
switches, and the potentiometers that are
associated with the system.
• Engine Control Module (ECM) (System
Coordination, Governing, Air/Fuel Ratio
Control)
• Timing Control Module (TCM) (Ignition
System Control)
• Status Control Module (SCM) (Start/Stop
Control)
• Computerized Monitoring System (CMS)
(Gauge Panel Display of System
Parameters)
• Pyrometer Module (Display of Exhaust
Temperatures)
• Mode Control Switch (MCS)
• Prelube Switch/Start Run Okay Lamp
• Emergency Stop Switch
• Fuel Energy Adjustment Potentiometer
• Desired Speed Adjustment Potentiometer
• Gauge Group Select Switch
• Gauge Data Select Switch
• Display Select Switch
• Dimmer Switch Diagnostics
Diagnostics
The Engine Supervisory System is self-
diagnostic. Through lights and fault codes, the
ESS directs the service technician to the
system or the component that requires
maintenance.
Mounting
The control panel for the ESS is a waterproof
enclosure. The control panel is intended to be
mounted at a remote location. The control
panel can be mounted up to 30.5 m (100 ft)
from the engine.
Hazardous Environments
The engine and the Engine Supervisory
System have been Canadian Standards
Association (CSA) certified for use in
hazardous locations Class 1, Division 2,
Group D.
Customer Interface
Connections
Refer to Installation And Initial Start-up
Procedures, SEHS9549, for information
regarding customer input and output
connection points.
RS232 Computer Interface
RS232 output of system data is available for
customer monitoring and information
systems. This output requires a ship loose
converter module.
11
 Start/Stop/Prelube System
Illustration 18
The system consists of the following
components:
1. The Control Panel For The Engine
Supervisory System (ESS). The control
panel consists of the following components:
• Mode Control Switch (MCS)
• Status Control Module (SCM)
• Engine Control Module (ECM)
• Prelube Switch/Lamp
• Speed Control Dial
• Fuel Energy Content Dial
• Emergency Stop Push Button
12
2. Gas Shutoff Valve (GSOV)
3. Ignition System
4. Fuel Actuator
5. Prelube Pump System (Pump And
Solenoid)
6. Engine Cranking System (Starting Motors
And Solenoids)
The controls for the Start/Stop/Prelube and
the Status Control Module perform the
automatic start/ stop functions. The Status
Control Module monitors certain engine
functions that are required for operation. The
Status Control Module monitors and provides
an automatic shutdown of the engine under
normal operating conditions.
The Speed Control Potentiometer will allow
the operator the ability to select the engine
speed that is needed for a particular
application. Low idle speed is 550 rpm. Rated
speed can be as high as 1000 rpm.
The Fuel Energy Content Potentiometer is
used in order to adjust the setting for the
Lower Heat Value of the fuel. The Fuel Energy
Content Potentiometer setting should be
adjusted in order to display a Btu value on the
ECM that is equal to the Lower Heating Value
of the fuel supply in terms of Btu/ft3. The
Lower Heating Value Btu is based on the data
from a fuel analysis that is input into the
Caterpillar Methane Number Program, 5.0,
LEKQ6378-01.
The major functions of this system are
controlled by the following components:
• Mode Control Switch (MCS)
• Prelube Push Button
The MCS has the following four positions and
operations:
• AUTO
• START
• STOP
• OFF/RESET
AUTO – When the mode control switch is in
the AUTO position, the system is configured
for remote operation. When the remote
start/stop initiate contact closes, the prelube
system will operate and the engine will start.
When the remote start/stop initiate contact
opens, the engine will shut off. If the cool
down cycle is programmed, the engine will
operate for the cool down period before the
engine stops. The cool down cycle can be
programmed for a 0 to 30 minute period. A
cool down period is not recommended for
G3600 engines.
START – When the mode control switch is
turned to the START position, the prelube
system will operate. When the prelube
pressure is sufficient, the engine will start.
The engine will operate until the ESS receives
a shut down signal.
STOP – When the mode control switch is
turned to the STOP position, the engine will
shut off. After the engine stops, a postlube
cycle will operate. The power to the control
panel is maintained when the mode control
switch is in the STOP position. The “STOP”
mode can be used to troubleshoot some
problems without starting the engine.
OFF/RESET – When the mode control switch
is turned to the OFF/RESET position, the
engine is immediately shut off and the
diagnostic lights of the status control module
are reset. Power is removed from the control
panel and the actuators after the engine
completes the postlube cycle.
MANUAL PRELUBE button enables the
operator to prelube the engine. All
G3600 Family Engines should be lubricated
before the crankshaft is rotated. This includes
crankshaft rotation in order to service the
engine. Rotating the crankshaft before
prelube may cause damage to the crankshaft
bearings if the surfaces of the bearings are
dry.
All G3600 Family Engines require lubrication
prior to start-up. The ESS will not permit the
engine to start until sufficient prelube
pressure has been achieved. The actuators
will be powered up after the engine has been
prelubed.
Note: The ECM is programmed to provide
engine lubrication after the engine is shut off.
The typical duration of the postlube is
60 seconds.
The EMERGENCY STOP push button
immediately de-energizes the Gas Shutoff
Valve and grounds the CIS in order to stop the
engine (no cool down). The engine may not
be restarted until the Status Control Module
has been reset by turning the MCS to the
OFF/RESET position. More than one
EMERGENCY STOP push button may be
used, depending on the engine installation.
13
 NOTICE
The EMERGENCY STOP push button is not to
be used for normal engine shutdown. To
avoid possible engine damage, use the Mode
Control Switch (or Start Initiate Contact for
remote operation) for normal engine
shutdown.
These engines require a prelube cycle prior to
start-up. The engine will not start until the
Status Control Module tells the Engine
Supervisory System that the minimum
requirement for oil lubrication has been
reached.
The Engine Control Module is programmed to
provide a period of engine lubrication
(postlube) after shutdown. The time that is
required for postlube is typically 60 seconds.
Sequence Of Operation
The Mode Control Switch (MCS) of the
remote control panel has four positions:
AUTO, START, STOP, OFF/RESET. If the MCS
is in the AUTO position and a signal to run is
received from a remote initiate contact (IC),
or when the MCS is placed in the START
position, the engine will prelube, crank,
terminate cranking and run. The engine may
cycle crank if the feature for cycle crank is
utilized. The engine will run until the signal to
run is removed by either turning the Mode
Control Switch (MCS) to STOP, OFF/RESET,
or opening the remote initiate contact with
the MCS in the AUTO position. Once the MCS
is moved to the STOP position, or if in the
AUTO position and the remote initiate contact
opens, the engine will run for a short period of
time in the cool down mode, if the cool down
feature was utilized, If the cool down feature
was not utilized the engine will shut down
immediately. The engine will then start the
postlube cycle. The engine is then capable of
immediate restart.
14
Sequence Of Operation (Normal
Start/ Stop)
When the MCS is placed in the START
position or the AUTO position and the
remote initiate contact is closed:
1. A signal is sent to the prelube relay.
2. The prelube pump will run.
3. The prelube switch will close to indicate
that 6.9 kPa (1 psi) of oil pressure is at the
switch.
4. After a preprogrammed period of time
(typically 30 seconds), the ECM will send a
signal in order to energize the prelube
pump switch relay The green prelube light
will turn on. CMS Gauge No. 5 will stop
flashing. A start signal is sent to the SCM.
Upon receipt of a signal to start, the SCM will
check in order to ensure that the following
conditions are met:
1. An emergency stop signal is not present.
2. All faults have been reset.
3. All sensors are connected and operating
properly.
4. No abnormal mode control switch signals
are present.
5. The engine is not already running.
6. The SCM microprocessor is functioning
properly.
7. The SCM is not in the programming mode.
The SCM will not allow the start sequence to
begin. The SCM will display the proper
diagnostic code when applicable, if an above
fault condition exists. However, once the SCM
is satisfied that conditions are normal, the
SCM will energize the Starting Motor Relay
(SMR) and the Run Relay (RR). The SCM will
also signal for fuel to be turned on by
energizing the Fuel Control Relay (FCR) and
the Run Relay (RR). The fuel actuator will
begin to open at 50 rpm. The Ignition Shutoff
Relay will be energized in order to begin the
ignition system functioning.
If the feature for cycle crank is enabled, the
SCM will automatically crank/rest/crank the
engine for adjustable time periods. If the
engine fails to start within the selected total
crank time, the SCM will execute an
overcrank fault. If a fault condition occurs
while the engine is cranking, the SCM will
terminate and lock out cranking. The SCM will
display the applicable diagnostic code, or the
SCM will light the appropriate LED.
After the engine starts and has achieved the
crank termination speed (typically 250 rpm),
the SCM will de-energize the starting motor
by de-energizing the SMR. The SCM will
energize the Crank Termination Relay (CTR).
Once the correct low idle oil pressure is
achieved, the SCM will signal for the ECM to
accelerate the engine to rated speed.
The engine will run if the operating conditions
remain normal and a signal to run is being
received by the SCM. The SCM will
sequentially display each of the following for a
two second period: the engine oil pressure,
the oil temperature, the rpm, the service
hours, and the system DC volts. This is done
via the digital display prior to or while the
engine is operating. As well as monitor for any
fault or abnormal conditions that may occur.
Upon loss of the run signal, the engine will
continue to run for an adjustable cool down
period if the cool down feature is utilized.
However, if the cool down feature is not used
or if the SCM receives an off/reset signal, the
SCM will immediately de-energize the Run
Relay. The fuel circuitry will be de-energized.
If the signal to run returns before the engine
stops, the SCM will immediately go back to
the running state. This means, the fuel will be
turned back on, but the starting motor will not
energize. However, if a restart does not occur
and the rpm continues to drop, then the SCM
will initiate cranking upon reaching zero rpm,
Assuming that the run signal does not return
and the engine speed continues to diminish
until zero rpm is reached, then the Crank
Termination Relay (CTR) will be de-energized
and the SCM will be ready for an instant
restart. The Fuel Control Relay will be ready
for an instant restart. The Fuel Control Relay
(FCR) of the SCM will de-energize in two
seconds after zero rpm.
Sequence Of Operation
(Fault Conditions)
If a fault condition occurs prior to starting the
engine, the SCM will:
1. De-energize and lock out the starting motor
circuit.
2. Ensure that fuel is shut off.
3. De-energize the Run Relay Circuit.
4. Energize the fault shutdown circuitry
(Engine Failure Relay).
If a fault condition occurs while the engine is
running, then the SCM will respond in the
following manner:
1. Fuel control circuitry will be de-energized
for energized to run engines.
2. Ignition Shutoff Relay will be de-energized,
for an overspeed, emergency stop, or
diagnostic codes 01, 04, 06 or if all six LEDs
are on. The relay will also de-energize if the
engine has not shut down within five
seconds after the FCR commanded it to do
so. This would be the result of a fault
condition. The relay circuitry shall be re-
energized for 10 to 15 seconds after the
engine reaches zero rpm. The relay shuts
off the ignition system.
3. The Starting Motor Relay (SMR) circuitry
shall be locked in the de-energized state.
4. The Run Relay (RR) circuitry shall be de-
energized.
5. The Fault Shutdown Circuitry shall be
energized, including the Engine Failure
Relay (ENFR).
If a fault occurs before or after the engine
starts, then the appropriate fault indicating
LED shall flash at two Hertz or a diagnostic
code shall be displayed to indicate the nature
of the problem. The indicators shall remain
on. The SCM shall remain in the fault mode
until it receives a reset signal.
15
 Engine Monitoring And
Protection System
Illustration 19
The system provides engine protection and
monitors engine systems for vital parameters.
The system provides warnings and/or inhibits
the engine from starting. The system shuts
down the engine when the parameters are
outside acceptable limits. Along with these
features, the system provides
display/ indication of the engine operating
parameters.
16
Engine Shutdown And Start
Inhibiting Functions
The engine shutdown features provide engine
protection by shutting down the engine when
certain operating parameters are beyond
acceptable limits. The engine shutdown
features provide engine protection when the
driven equipment sense a shutdown signal to
the control panel for the ESS.
The start inhibiting features provide
protection to the engine and the driven
equipment by preventing the engine from
cranking when the engine parameters are not
within acceptable limits or the driven
equipment has indicated that the driven
equipment is not ready to start.
Engine shutdown and start inhibiting
problems will be indicated by the CMS panel
display, the Engine Control Module (ECM) or
the Status Control Module (SCM). The CMS
panel display will provide a diagnostic
indication when the lights are ON. The ECM
will display a FLASHING diagnostic code
to indicate that engine shutdown due to a
specific problem that was encountered. The
ECM will display a SOLID diagnostic code in
order to indicate that a warning condition has
occurred due to a specific problem that was
encountered. For additional information on
troubleshooting the displayed information,
refer to Troubleshooting, SENR6510, for
G3600 Engines.
Computerized Monitoring System
(CMS)
The display consists of six small gauges (left
side) and one larger gauge (center).
The information that is displayed on the
gauges is controlled by the GAUGE GROUP
SELECT switch and the GAUGE DATA
SELECT switch. The GAUGE GROUP
SELECT switch selects between two sets of
parameters that are available for display on
the six small gauges.
The GAUGE GROUP SELECT switch allows
the data that is provided on each of the
gauges to be viewed on the digital readout.
The digital readout is located below the large
center gauge. The upper number in the gauge
display will indicate which parameter is being
viewed. Each time that the GAUGE DATA
SELECT switch is toggled, the next gauge is
selected. This is within the range of gauges
currently selected by the GAUGE GROUP
SELECT switch.
If the GAUGE GROUP SELECT switch is
switched, then the digital gauge will change to
the gauge for the corresponding gauge
position, If gauge 2 coolant temperature was
selected and the GAUGE GROUP SELECT
switch is moved the gauge data will switch to
gauge 8, AIR RESTRICTION LEFT.
CMS Gauge Display
The film on the control panel for the ESS is
either in English Units or Metric Units.
Depending on the application, the readouts
will be in either English Units or Metric Units.
By setting the “GAUGE GROUP SELECT”
switch to the left, the following engine
functions are displayed on the gauge and the
digital readout.
Gauge 1 AIR TEMPERATURE – The
temperature of the air inlet manifold is
displayed in °C or °F. The temperature is
displayed within one degree.
Gauge 2 COOLANT TEMPERATURE –
Temperature is displayed in °C or °F. The
temperature is displayed within one degree.
Gauge 3 FUEL CORRECTION – The
display shows a percent value. This is a ratio
of the difference between the adjusted setting
of the fuel energy content Btu potentiometer
and the Btu energy content of the fuel that
the engine is burning.
Note: When the red limit bars on this gauge
are turned off, the air/fuel ratio is not being
automatically controlled and the fuel
correction factor is fixed at 100%. When the
red bars are present, the air/fuel ratio control
is based on the in cylinder measured
combustion burn time.
Gauge 4 AIR INLET PRESSURE – Air inlet
manifold pressure (absolute) is displayed in
kPa or psi/10.
Gauge 5 ENGINE OIL PRESSURE –
Pressure is displayed (gauge) in kPa or psi.
Note: Prelube oil pressure is indicated by a
bar around the display for the oil pressure
gauge. A solid bar indicates that the prelube
pressure is OKAY. A flashing bar indicates that
the prelube pressure is NOT OKAY.
Gauge 6 ENGINE LOAD – Load is displayed
as a percentage of the full rated power output
of the engine. The calculation of the
percentage is based on the following factors:
flow of fuel, engine rpm, and fuel energy
content.
17
 By setting the “GAUGE GROUP SELECT”
switch to the right, the following engine
functions are displayed on the gauge and the
digital readout.
Gauge 7 OIL FILTER DIFFERENTIAL –
The amount of pressure drop between
the inlet and the outlet of the oil filter housing
is displayed in kPa or psi.
Gauge 8 AIR RESTRICTION LEFT – The
amount of pressure drop between the inlet
(unfiltered) and outlet (filtered) sides of the
air cleaner, displayed in kPa/10 or inches of
H20/10.
Gauge 9 CRANKCASE PRESSURE – This
gauge indicates the pressure that is inside the
crankcase. This is displayed in
kPa/10 or inches of H20/10
Gauge 10 COOLANT OUTLET
PRESSURE – This gauge is not used.
Gauge 11 AIR RESTRICTION RIGHT –
This gauge is not used with the G3600
engines.
Gauge 12 STARTING PRESSURE – This
gauge indicates the air pressure that is
available for starting the engine. This is
displayed in kPa or psi.
The large gauge (center) always indicates the
engine speed.
Gauge 13 ENGINE SPEED – This gauge
displays engine speed in rpm (within 10 rpm).
CMS Fault Indicator Lights
The CMS has 12 lights that indicate a fault
condition has occurred. A fault is either a
measured parameter outside a safe limit or a
malfunctioning device. Each light indicates
the system to look for in determining the
exact problem.
F1 CHECK GAUGES – One or more
gauges indicate that a parameter is outside of
the normal operating range. Check gauges.
F2 CHECK FLUID LEVELS – One or more
fluid levels are below an acceptable limit.
Observe the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
18
F3 AUXILIARY EQUIPMENT – One or
more problems exist in the interface for the
driven equipment. Observe the diagnostic
code(s). Refer to Troubleshooting,
SENR6510 for G3600 Engines.
F4 FUEL SUPPLY SYSTEM – One or more
problems exist in the system that controls the
fuel. Observe the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
F5 AIR INLET SYSTEM – One or more
problems exist in the system that controls
the inlet air. Observe the diagnostic code(s).
Refer to Troubleshooting, SENR6510 for
G3600 Engines.
F6 EXHAUST SYSTEM – One or more
problems exist in the exhaust system. Observe
the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
F7 MODULES/WIRING – One or more
problems exist with specific control modules
and/or the wiring. Observe the diagnostic
code(s). Refer to Troubleshooting,
SENR6510 for G3600 Engines.
F8 COMBUSTION FEEDBACK SYSTEM –
One or more problems exist in the controls for
the feedback from the combustion system.
Observe the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
F9 IGNITION SYSTEM – One or more
problems exist in the ignition system. Observe
the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
F10 SENSORS/DEVICES – One or more
problems exist on specific control devices.
This includes sensors, actuators, etc. Observe
the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
F11 STARTING SYSTEM – One or more
problems exist in the engine starting system.
Observe the diagnostic code(s). Refer to
Troubleshooting, SENR6510 for
G3600 Engines.
F12 DETONATION SYSTEM – One or more
problems exist in the system that detects
detonation. Observe the diagnostic code(s).
Refer to Troubleshooting, SENR6510 for
G3600 Engines.
Status Control Module (SCM)
The bottom of the control panel for the ESS
contains the Status Control Module (SCM).
This displays fault conditions and key engine
parameters. The Status Control Module
(SCM) accepts information from the operator,
magnetic speed pickup (MPU), pressure/
temperature module and the Engine
Supervisory System (ESS). This information is
used to determine the “on/off” state of the
engine’s fuel and ignition system.
Illustration 20
Status Control Module (SCM)
(1) Liquid Crystal Display (LCD). (2) Switch (display hold
switch). (3) Low Oil Pressure Light Emitting Diode (LED). (4)
Overcrank LED. (5) Overspeed LED. (6) High Oil Temperature
LED. (7) Emergency stop LED. (8) Auxiliary LED (shutdown).
The SCM receives a signal that instructs the
SCM to start the engine. The SCM activates
the fuel system and the starting motor. When
the engine rpm reaches the crank termination
speed, the starting motor is disengaged. When
the SCM receives a signal to stop the engine,
the fuel system is shut off.
The SCM has the following features:
Cycle Crank – The SCM can be programmed
to crank-rest-crank for adjustable time
periods.
Speed Control – When the engine oil
pressure increases past the low oil pressure
set point, the SCM will inform the ECM that
the ECM should increase the engine speed
from idle to rated.
Cooldown – After the SCM receives a signal
to perform a normal shut down, the SCM will
wait for a preprogrammed amount of time
before shutting the engine off via the gas
shutoff valve.
Automatic Operation – While in the
automatic mode, the SCM can be started by a
remote initiate signal. This signal is when
the initiate contact (IC) closes. Upon the loss
of the signal, the SCM will perform a normal
shut down.
Power Down – The ESS system is designed
to remove power when in the off/reset mode
once the postlube cycle is complete. The SCM
will not allow the engine to power down until
the Crank Termination Relay and the Fuel
Control Relay are both off. Both relays turn
off two seconds after zero rpm.
Fuel Solenoid Type – The SCM can be
programmed to work with either an Energize
To Run (ETR) fuel system or an Energize To
Shutdown (ETS) fuel system. In
G3600 applications this must be an ETR
system.
LED Display – Six LEDs are located on front
of the SCM to annunciate overcrank
shutdown, overspeed shutdown, low oil
pressure shutdown, high oil temperature
shutdown, emergency stop and auxiliary
shutdown.
Emergency Stop – LED (7) will flash if the
Emergency Stop button is used to stop the
engine.
Pressure/Temperature Module
Malfunction – If the signal from the engine
mounted oil pressure/temperature transducer
module is lost or unreadable, the engine will
be shut down via the fuel control. A diagnostic
19
 code will be displayed. The SCM can be
programmed to ignore the malfunction of the
transducer module.
Speed Pickup Malfunction – If the SCM
loses the magnetic pickup signal, the engine
will be shut down via the ignition system and
the fuel control. A diagnostic code will be
displayed.
Overcrank Protection – If the engine fails
to start within a programmed amount of time,
the SCM will cause the starting sequence to
cease. LED (4) will flash. The mode control
switch must be turned to the Off/Reset
position before another attempt to start the
engine can be made.
Liquid Crystal Display (1) – Service hours,
engine speed, system battery voltage, engine
oil pressure and engine oil temperature are
sequentially displayed in either English or
Metric Units. Pressing switch (2) on the front
of the SCM will cause the display to lock
(stop) on one of the engine parameters.
Pressing the switch again will resume the
display to normal sequencing. When a fault
signal is detected, the display is also used
to indicate diagnostic codes. This is to aid in
troubleshooting. Refer to Systems Operation,
Testing And Adjusting, Status Control Module
(SCM), SENR6515, Troubleshooting Section,
Diagnosed Problems.
Note: All diagnostic lights should turn on
briefly when the panel is powered up. This is a
light test.
Overspeed Protection – If the engine speed
exceeds the set point for the overspeed, then
the engine will be shut down via the ignition
control and the fuel control. LED (5) will
flash. The set point for the overspeed is
lowered to 75 percent of the original value
while the Overspeed Verify switch is
depressed. This will allow the overspeed
circuit to be tested while the engine is
operating at rated speed.
Low Oil Pressure Protection – If the
engine oil pressure drops below the low oil
pressure set point, it will be shut down by
means of the fuel control. LED (3) will flash.
There are two set points for the low oil
pressure. One set point is for when the engine
20
speed is below the oil step speed. The another
set point is for when the engine speed is
above the oil step speed.
High Oil Temperature Protection – If the
engine oil temperature exceeds the set point,
the fuel will be shut off. LED (6) will flash.
Refer to the Testing And Adjusting section of
G3612 and G3616 Engines Systems
Operation and Testing & Adjusting
Manual, SENR5528, for status control
module service procedure for information
about testing and programming of the SCM.
Note: If a fault occurs and the control for the
fuel does not shut down the engine, the
ignition is shut off five seconds after the fault
has occurred.
Engine Control Module (ECM)
The ECM monitors the fuel energy content for
the air/fuel ratio control and for limiting the
power. The ECM also has the function of
system coordinator. The personality module of
the ECM contains many of the protection set
points. The personality module controls much
of the systems operation. The display on the
ECM consists of eight characters and eight
lights.
The lights indicate:
STATUS (Green) – When this light is on,
this light is for status information. Status
information is the desired engine speed, fuel
energy (Btu) setting, etc.
COMMUNICATION LINK 1 ACTIVE
(Green) – When this light is on, this light
will indicate that the ECM is properly
communicating with the Timing Control
Module (TCM).
COMMUNICATION LINK 2 ACTIVE
(Green) – When this light is on, this light
will indicate that the ECM is properly
communicating with the Computerized
Monitoring System (CMS Gauges), the Digital
Diagnostic Tool (DDT) ports, and the optional
Customer Communication Module (CCM).
CAUTION MODE (Yellow) – One or more
problems exist. The code that indicates the
exact nature of the condition will be
displayed.
SENSOR FAULT (Red) – A problem with
one of the sensors has been detected. One or
more problems exist. The code that indicates
the exact nature of the condition will be
displayed.
ACTUATOR FAULT (Red) – A problem
with one of the actuators has been detected.
The code that indicates the exact nature of
the problem will be displayed.
ECM Pyrometer Module
The pyrometer module allows the read out in
nine separate temperatures in °C. The module
powers up and displays the reading on
channel zero (exhaust stack temperature). In
order to read the temperature values on the
other eight channels, press the Push To
Advance button on the front of the gauge.
The pyrometer continuously compares
channel zero (exhaust stack temperature) to a
set point. If the exhaust stack temperature
ever exceeds the set point, a contact closes.
The ECM shuts down the engine.

SYSTEM FAULT (Red) – A problem with

one of the control systems has been detected.
The code that indicates the exact nature of
the problem will be displayed.

CONTROL MODULE FAULT (Red) – A

problem with one of the control modules has
been detected. The code that indicates the
exact nature of the problem will be displayed.

The DISPLAY SELECT switch that is located

on the right hand side of the ESS control
panel door will allow the operator to step
through the data on the Engine Control
Module display. Every time the switch is
toggled, the display steps through to the next
item. Items displayed are either status codes
or diagnostic codes. These codes are
differentiated by one of the lights.

ECM Timing Control Module (TCM)

The Timing Control Module (TCM) maintains
the ignition timing that is determined by the
ECM. The TCM also protects the engine from
unacceptable levels of detonation.

The TCM provides the ECM with information

about detonation. The ECM sends a signal to
the TCM for the engine timing that is desired.
The signal can be retarded up to six
crankshaft degrees if detonation is sensed.
The engine will be shut down if high levels of
detonation persist.

21
 Engine Control System

Illustration 21

22
The Engine Control System consists of the
following components:
1. Engine Supervisory System (ESS) Control
Panel
• Engine Control Module (ECM)
• Timing Control Module (TCM)
• Desired Speed Potentiometer
• Fuel Energy Content Potentiometer
2. Engine Mounted Sensors
3. Engine Mounted Actuators
• Fuel
• Wastegate
• Choke
Governor
The Electronic Control Module (ECM)
performs the governing function. The
governor resembles a diesel engine governor
more than a typical gas engine governor. The
G3600 Engine is governed by modulating the
fuel valve that controls the fuel flow
independent of the air flow. The command
signal that is sent from the ECM to the fuel
actuator is based on the difference between
the actual engine speed (as measured by the
ECM magnetic pickup) and the desired engine
speed.
Speed Droop
A setting from 0 to 10 percent speed droop
can be selected by using the Customer
Selectable Parameter Screen, Number 31,
on the Digital Diagnostic Tool.
Switchable Governor Response
In order to provide a optimum engine
response, with a generator set that operates in
parallel with a utility or that operates with
other generator sets, there must be two
governor settings. The G3600 control system
offers a dual dynamics governor. The
Governor Dynamics Switch will select from
either Stand Alone or Paralleled governor
settings. Refer to Installation And Initial Start-
up Procedures, SEHS9549, for information
regarding switching from OFF-GRID to ON-
GRID governor dynamics.
Desired Speed Control
Desired speed is controlled by an idle/rated
switch. Open selects the idle speed of
550 rpm, closed selects the speed set by the
desired speed potentiometer. The desired
speed input is typically the potentiometer on
the front face of the ESS panel. The desired
speed may be controlled by an external input
to the ECM. Refer to Installation And Initial
Start-up Procedures, SEHS9549, for
information regarding customer input.
Fuel Limiting
The governor provides the limiting of power
on the G3600 Engine. The governor calculates
the fuel flow. The governor compares the fuel
flow against the maximum allowed flow. The
governor protects the engine against over
power situations.
Transient Fuel Limiting
In order to prevent the engine from operating
at an air/fuel ratio that is excessively rich, the
command signal that is sent to the fuel
actuator may be limited. This will limit the
amount of fuel flow into the engine during
engine starting, engine acceleration or
variable load operating conditions.
Personality Module
The Engine Control System contains a
Personality Module. The Personality Module
provides the engine application control maps.
The Personality Module attaches to the ECM
and the Personality Module communicates
with the ECM. The Personality Module
receives input from the engine control system
sensors. The Personality Module monitors and
controls the engine according to the
parameters that are within the Personality
Module. The Personality Module contains
application specific engine control maps,
protection set points and customer defined
settings.
23
 Air/Fuel Ratio Control
The G3600 Engine does not have a carburetor.
The air flow and the fuel flow are
independently controlled. The governor has
complete control of the fuel flow. This leaves
the air flow as the only parameter for
adjusting the air/fuel ratio. The air flow is
controlled by the exhaust wastegate system in
order to maintain the desired air/fuel ratio or
the desired combustion burn time (BT).

Fuel Flow Illustration 22

Cylinder Ignition and Sensor
The ECM will calculate the fuel flow by using (1) Combustion sensor. (2) Precombustion chamber.
the following inputs: (3) Gas ignition spark plug.

• measured fuel manifold pressure

• measured fuel manifold temperature
• measured air inlet manifold pressure
• measured air inlet manifold temperature
• engine speed
• Btu setting
Air Flow
The ECM calculates the air flow based on the
measured inlet manifold air pressure, the
measured inlet manifold temperature, and the
engine speed.
Desired Air/Fuel Ratio
The desired air/fuel ratio varies depending on
engine speed and load. These values are
stored in application specific maps in the
Personality Module. These maps were created
to achieve optimum engine performance
(efficiency and emissions) as the engine
speed and load varies.
In-cylinder combustion sensing for each
cylinder, allows the engine to respond rapidly
to changes in ambient conditions, fuel quality
or speed and load changes. This results in a
more precise control of the engine emissions
and the fuel consumption. The combustion
sensor is a nonconventional 14 mm (.55 in.)
spark plug. The spark plug operates in
conjunction with an electronic combustion
buffer. This measures the actual time between
the spark and the passage of the flame across
the sensor. This information is averaged and
compared with a desired map setting in the
personality module. Corrections for
variations in fuel quality, temperatures, etc.
are made automatically as well as more
quickly and accurately than manual
adjustments.

Combustion Burn Time (BT)

Combustion Burn Time is the time measured
for combustion flame propagation from the
ignition spark in the precombustion chamber
to the combustion sensing probe. The probe is
mounted in the main combustion chamber.

Illustration 23
Basic Combustion Probe System Diagram

The measured combustion burn time signals

are sent to the ECM on two separate circuits.
One circuit is dedicated to the Cylinder No. 1.

24
Another circuit sends the signals for the the Btu potentiometer will provide a starting
remaining cylinders to the ECM. The signals point for the Air/Fuel Ratio Control system
are received by the ECM in the firing order until the BT information is available from the
sequence. combustion sensors.

Air Flow Control Fuel Correction Factor

Once the ECM has determined a desired air The fuel correction system will use the
flow, the ECM modulates the exhaust bypass desired burn time along with the measured
valve by changing the position of the burn time in order to compute a fuel
wastegate actuator. correction factor.

When the engine is operating in a normal
operation mode, at an engine load that is
typically greater than 50 percent, the air/fuel
ratio is automatically controlled based on the
average Combustion Burn Time (BT).
The percent fuel correction factor represents
the difference in the actual energy content
(Btu/ft3) and the setting of the Fuel Energy
Content potentiometer. The potentiometer is
located on the front control panel of the ESS.

The position command signal that is sent from For example: the engine air/fuel ratio had
the ECM to the wastegate actuator is based on been properly adjusted using a Btu dial setting
the difference between the average BT that is of 900 Btu. After the engine has been running
measured from the cylinders and the desired for a period of time, the quality of the fuel that
BT that is programmed into the personality is supplied to the engine will change from
module. Maintaining the desired BT ensures 900 to 990 Btu/ft3. The result would be that
optimum engine performance and stable the combustion flame would be faster. The
engine operation even when the quality of the ECM would slow down the combustion time
fuel changes or when ambient conditions by changing the air/fuel ratio to a leaner
change. setting. The ECM would display a calculated
fuel correction factor of 110 percent
When the engine is operating in (990/900 times 100).
precombustion chamber calibration mode or
at an engine load that is typically less than
50 percent, the position command signal that
is sent from the ECM to the wastegate
actuator is the difference between the
measured air/fuel ratio and the desired air/fuel
ratio. The measured air/fuel ratio is a
calculated value that is based on sensor inputs
from the engine to the ECM. The inputs to the
ECM that are required to calculate the air/fuel
ratio are fuel manifold pressure, fuel manifold
temperature, inlet manifold air pressure, inlet
manifold air temperature, engine speed and
fuel quality (Fuel Energy Content
potentiometer setting). At start-up, the fuel
energy content (Btu) is adjusted in order to
agree with the fuel analysis by using the Fuel
Energy Content potentiometer on the ESS
control panel. When the engine is operating at
greater than 50 percent load, the engine
control overrides the manual fuel setting and
provides fuel quality information. This is
based upon the actual combustion burn time
measurements that are taken during the
combustion process. The manual setting of

25
 Fuel System between the actual engine rpm and the
desired engine rpm. Engine speed is
To ensure precise regulation of fuel flow on controlled by the fuel manifold pressure. The
G3600 engines, carburetors are not used. Fuel fuel manifold (5) supplies gas to all cylinders.
flow is controlled electronically in order to
maintain precise control of fuel delivery to the Each cylinder has an orificed fuel line that is
engine. The fuel system contains the following connected to the fuel manifold. The fuel line
components: a gas shutoff valve, a fuel control delivers gas to the gas admission valve (11)
valve, a electronic actuator, a fuel manifold, a and from the gas admission valve on to the
gas admission valve, a needle valve, a check main combustion chamber. A separate fuel
valve, and a precombustion chamber. line (8) and adjustable needle valve (7)
provide a new supply of gas to the
Gas is delivered to the engine through a precombustion chamber (12).
customer supplied regulator (2). Fuel
pressure must be 310 ± 14 kPa (45 ± 2 psi)
and the fuel pressure must be regulated to
1.7 kPa (.25 psi). Lower fuel pressure may
result in reduced power. The regulator is
connected to a gas shutoff valve (3), which is
controlled by the Engine Control Module
(ECM).

Control valve (4), which is controlled by the

electronic actuator (10) regulates the gas
pressure in the fuel manifold (5). The
electronic actuator controls the fuel manifold
pressure. This control is based on a signal that
was received from the engine control module.
The engine control module determines the
signal. The signal is based on the difference

Illustration 24
Fuel System Schematic Diagram
(1) Gas input. (2) Customer supplied regulator. (3) Gas shutoff valve. (4) Control valve. (5) Fuel manifold. (6) Orifice.
(7) Needle valve. (8) Precombustion chamber supply line. (9) Precombustion chamber check valve. (10) Electronic actuator.
(11) Gas admission valve. (12) Precombustion chamber. (13) Main gas supply. (14) Spark plug. (15) Combustion air. (16) Cylinder
head inlet port. (17) Inlet valve. (18) Exhaust valve.

26
Main Combustion Chamber
Illustration 25
(1) Gas admussion valve. (2) Check valve. (3) Inlet air.
(4) Main combustion chamber. (5) Precombustion chamber.
The gas admission valve (1) is mounted in
the inlet port and is actuated by the camshaft.
As the gas admission valve is opened, gas is
admitted into the inlet port. The gas mixes
with the combustion air in the inlet port. The
gas and combustion air mix and flow into the
cylinder.
Combustion air flow into the cylinder head is
regulated (depending on the engine load) by
the exhaust bypass valve (wastegate)
and inlet air choke. As air flows into the
cylinder head inlet valve chamber, the cam
operated gas admission valve (1) admits gas
to the air flow as the inlet valve opens. At the
same time, an additional, separate, new gas
supply is added to the precombustion
chamber (5) through a ball type check
valve (2).
Precombustion Chamber
Illustration 26
PC Check Valve and Fuel Supply Path
(1) Fuel inlet passage. (2) Check valve. (3) Passageways for
the jacket water coolant. (4) Precombustion chamber.
The new gas supply for the precombustion
chamber (4) comes from the manifold. The
new gas goes through a separate line and an
adjustable needle valve. The new gas flows
through the fuel inlet passage (1) into a ball
type check valve (2). The check valve is
located at the top of the precombustion
chamber (4). The main charge of the air/fuel
mixture flows through the inlet valves
and into the cylinder. The check valve opens.
The check valve adds new gas supply to the
precombustion chamber. The gas in the
precombustion chamber is ignited by the
spark plug. The ignited gas in the
precombustion chamber ignites the gas
mixture in the cylinder in order to ensure
consistent combustion and complete
combustion.
Adjustment of the needle valve settings is a
calibration procedure that is done by using
the Digital Diagnostic Tool (DDT). The needle
valve settings are adjusted in order to provide
the desired combustion burn time. This
depends on the engine speed and the engine
load.
27
 The need for low emissions and consistent
combustion requires the use of an enriched
precombustion chamber. To further enhance
the overall effectiveness of this system, the
side mounted spark plug is installed low in the
precombustion chamber. With this design,
the initiation of the flame front in the
precombustion chamber is near the outlet to
the main combustion chamber. This ensures
that the rich fuel mixture is more completely
burned prior to entering the main chamber
than the fuel mixture would be burned if the
ignition source was at the top of the
precombustion chamber. Mixing of the fuel in
the precombustion chamber with the lean
combustion air from the main chamber during
cylinder compression, yields an optimum
air/fuel mixture for initiation of combustion.
The ignition transformer causes an increase of
the primary voltage. The increased voltage is
needed to send a spark (secondary electrical
impulse) across the electrodes of the spark
plugs. For good operation, the connections
(terminals) must be clean and tight. The
negative transformer terminals for each
transformer are connected together and the
terminals are connected to ground.
Timing Control System
The Caterpillar Detonation Sensitive Timing
Control (DSTC) system provides detonation
protection for the engine and electronic
adjustment of ignition timing with a variable
timing.

Ignition System
The components of the gas engine ignition
group and the fully shielded ignition system
wiring are used with the magneto in order to
provide spark ignition.

Ignition Transformer

Illustration 27
Components of the Gas Engine Ignition Group
(1) High energy ignition transformer. (2) Tube.
(3) Extension with a spring loaded rod. (4) Spark plug.

28
Timing Control System

Illustration 28

29
 Timing Control Module (TCM)
The TCM determines the ignition timing. The
TCM communicates the ignition timing with
the Caterpillar Ignition System (CIS). The
TCM provides the system diagnostics.
Engine timing, controlled by the TCM, is
based upon the desired timing signal received
from the ECM. The desired timing signal from
the ECM varies depending on engine speed,
engine load and engine detonation.
The ignition timing is controlled by three
signals that are sent from the TCM to the CIS.
The CIS sends a signal that indicates that the
plug is firing to the TCM. The TCM uses this
signal to calculate actual engine timing.
Timing Control Sensors
The TCM uses two sensor signals for the
ignition timing control. The TCM uses the
detonation sensors for detonation protection.
The Crank Angle Sensor (CAS) and the Speed
Sensor (TCMPU) provide top center (TC) and
rotational position needed to control timing.
The detonation sensors provide an electrical
signal of the engine’s mechanical vibrations
that are used in order to calculate the
detonation levels.
Speed Sensor (TCMPU)
This passive magnetic speed sensor indicates
engine speed to the TCM. The speed sensor
produces a signal whenever a ring gear tooth
on the flywheel passes the sensor. The signal
is used to calculate engine speed, to monitor
the crankshaft angle between TC pulses and
to clock the MIB electronics.
Detonation Sensors
The detonation sensor is a powered device
that outputs a filtered electrical signal and a
amplified electrical signal of the engine’s
mechanical vibrations. When increased levels
of vibration are occurring, the ECM calculates
the engine detonation. If necessary, the ECM
will adjust the ignition timing in order to
control detonation. This is done by sending a
desired timing signal that is retarded as much
as six crank degrees to the TCM, When the
level of vibration has returned to normal, the
ECM will adjust the desired timing signal in
order to gradually allow the ignition timing to
return to operation. This adjustment is based
on the desired timing map that is part of the
personality module.

Crank Angle Sensor (CAS)

This passive magnetic speed sensor indicates
the crankshaft angle to the TCM. The crank
angle sensor provides the TC signal used to
control timing and calculate actual timing.
The signal is generated when the TC hole (for
the No. 1 piston) in the flywheel face passes
the sensor.

30
G3600 Ignition Timing System

Illustration 29

31
 The Timing Control provides three signals to Reset Pulse
the Caterpillar Ignition System (CIS) in order The Reset Pulse signal indicates to the CIS the
to communicate the desired ignition timing. ignition timing desired by the Timing Control.
These signals are the Ignition Interface Clock, The pulse is sent once from TC to TC.
the Reset Pulse signal, and the Manual
Override signal. The CIS returns the Ignition
Pulses to the Timing Control. The Timing
Control calculates the Actual Engine Timing.
The Timing Control performs some ignition
diagnostics from this signal.

Ignition Interface Clock

The Ignition Interface Clock signal is a square
wave version of the speed sensor signal. This
signal provides a timing clock for the CIS.

Illustration 31
Interface Reset Pulse Signal Relative to Crank Angle TC Signal

Illustration 30
Relationship Between Speed Sensor and Clock Signals

Sent from Timing Control (pin-G) to CIS

(pin-E, 10 pin Connector).
The waveform is a square wave version of the
speed sensor signal, with peak voltage of 2.5 V
and minimum voltage of 1 V. The positive-
going edge of the clock signal should align
with the negative-going zero-crossing of the
speed sensor signal.
Illustration 32
Close Up of Interface Reset Pulse Signal Relative to Crank
Angle TC Signal
Sent from Timing Control (pin-H) to CIS (pin-
G, 10 pin Connector).
The Interface Reset Pulse signal is normally
below 1 V. The Reset Pulse goes high to about
2.5 V. This signal should go high once from
Top Center (TC) to TC.

32
Manual Override ("Mag Cal” Mode As
Seen In DDT)
The Manual Override signal tells the CIS to
control fully advanced ignition timing.
Illustration 33
Manual Override Signal, Timing Control in Electronic Timing
Mode
Sent from Timing Control (pin-E) to CIS
(pin-C, 10 pin Connector).
The manual override signal should remain
below 1 V when the system is in Electronic
Timing Control mode. A 5 V signal on this line
will tell the CIS to run the ignition at fully
advanced timing.
Ignition Pulses
The Ignition Pulse signal is the odd number
bank’s capacitor charge. The signals
waveform indicates the discharge of the CIS
and firing of cylinders. One pulse is shown for
each number cylinder. This signal is used by
the TCM to calculate ignition timing and some
ignition diagnostics.
Illustration 34
Ignition Pulses Relative to Crank Angle TC Signal (Six Cylinder
Engine)
Illustration 35
Close Up of Ignition Pulses Relative to Crank Angle TC Signal
(Six Cylinder Engine)
Sent from CIS (pin-A, 10 pin Connector) to
Timing Control (pin-C).
From TC to TC, this waveform should show
one pulse for each number cylinder. The pulse
is normally at 5 V and goes below 2 V when
the MIB detects the ignition firing.
Interaction Of The Interface Signals
The manual override signal is held below one
volt, the CIS is placed in Mag Cal Mode. The
TCM generates the Clock signal by squaring
the Speed Sensor (TCMPU) signal. This clock
signal is used by the CIS electronics in order
to keep track of the rotational position. When
the the Reset pulse is received from the TCM,
the CIS counts nine Clock signal edges. The
CIS will then signal to fire Cylinder Number
One. The CIS continues to monitor the Clock.
The CIS signals to fire the remaining cylinders
through the rotation. When the CIS discharges
to fire the cylinder, an ignition pulse is
generated. The Ignition Pulse signal is a
reduced voltage signal of the odd number
bank’s capacitor voltage. Ignition Timing is
calculated by comparing the timing offset
between TC from the Crank Angle Sensor and
the Ignition Pulse for Cylinder Number One.
When the Manual Override signal goes above
one volt, the CIS operates in Manual
(Standard) Mode. The CIS will no longer
control ignition firing. The CIS will generate
an ignition pulse at the most advanced
ignition timing. The Ignition Timing is
calculated in the same manner as in
Electronic Timing Mode.
33
 Illustration 36
Interaction of Reset, Clock, Ignition Pulse and TC Signal

When the CIS receives the Reset Pulse, the

CIS generates a ignition pulse after 9 Clock
Signal edges (both rising and falling edges).
The CIS generates the Ignition Pulse for
Cylinder Number One. This should occur
before the TC signal of the engine.

Ignition Pulse Firings

From TC to TC, this waveform should show
one pulse for each cylinder. The pulses should
go from 190 V to ground when the cylinder is
signaled to fire.

Engine Start-up
At engine start-up, the Timing Control
performs some system checks not done once
the engine is running. The Manual Override
signal places the CIS in Manual Mode until the
engine speed is above 500 rpm. Once the
engine speed increases between 300 and
500 rpm, the Timing Control will compare the
timing of Cylinder No. 1 firing to the Mag Cal
Timing stored in internal memory. If the two
timing values do not match, the Timing
Control will display the “Magneto Out Of
Calibration” fault.

34
Air Inlet and Exhaust
System
General Information

Illustration 37
(1) Air inlet. (2) Turbocharger. (3) Air inlet choke. (4) Aftercooler. (5) Main gas supply. (6) Cylinder head inlet port.
(7) Precombustion chamber gas supply. (8) Precombustion chamber. (9) Spark plug. (10) Exhaust valve. (11) Exhaust.
(12) Inlet valve. (13) Exhaust bypass control valve.

The components of the air inlet and exhaust

system control the quality and the amount of
Air Inlet and Exhaust System
air that is available for combustion. The inlet
Components
manifold (air plenum) is a passage inside the
cylinder block. This passage connects the
aftercooler to the inlet ports in the cylinder
head. The camshaft controls the movement of
the valve system components.

Illustration 38
(1) Exhaust manifold. (2) Aftercooler. (3) Air choke.
(4) Exhaust outlet. (5) Engine cylinder. (6) Air inlet.
(7) Turbocharger compressor wheel. (8) Turbocharger turbine
wheel. (9) Exhaust bypass valve.

Clean inlet air from the air cleaners is pulled

through air inlet (6) into the turbocharger
compressor by the turbocharger compressor
wheel (7). The rotation of the turbocharger

35
 compressor wheel causes the air to compress.
The rotation of the turbocharger compressor
wheel then forces the air through an elbow to
the aftercooler (2). The aftercooler lowers the
temperature of the compressed air before the
air enters the air plenum. This cooled and
compressed air fills the air plenum. The air
fills the inlet chambers in the cylinder heads.
Air flow from the inlet chamber into the
cylinder is controlled by the inlet valves. Fuel
(gas) flow into the cylinder is controlled by
the gas admission valve.
There are five valves in each cylinder head.
There is one gas admission valve (refer to
System Operation, Fuel System), two inlet
valves and two exhaust valves for each
cylinder. Make reference to “Valve System
Components”. The inlet valves and the gas
admission valve, open when the piston moves
down on the intake stroke.
The camshaft controls the opening of the
valves. The cooled, compressed air is
pulled into the cylinder from the inlet
chamber along with the gas that is supplied
through the gas admission valve. The gas
admission valves and the inlet valves close and
the piston starts to move up on the
compression stroke. When the piston is near
the top of the compression stroke, the rich air
fuel mix in the precombustion chamber has
been leaned to a combustible mix and is
ignited by the spark plug. The force of the
combustion pushes the piston down on the
power stroke. When the piston moves up
again the piston is on the exhaust stroke. The
exhaust valves open and the exhaust gases are
pushed through the exhaust port into the
exhaust manifold (1). After the piston makes
the exhaust stroke, the exhaust valves close.
The cycle (intake, compression, power,
exhaust) starts again.
Exhaust gases from the exhaust manifold
cause the turbocharger turbine wheel (8) to
turn. The turbine wheel is connected to the
shaft that drives the compressor wheel.
Depending on the speed and the load
requirements of the engine, exhaust gases are
directed either through the exhaust outlet to
the turbocharger or through the exhaust
bypass valve.
36
An actuator controls the position of the
exhaust bypass (wastegate) valve (9). The
wastegate actuator provides the desired inlet
manifold air pressure. This is based on a
command signal that the actuator receives
from the ECM. The ECM determines the
command signal. The command signal is based
on the difference between the actual air/fuel
ratio (or average combustion burn time) and
the desired air/fuel ratio (desired combustion
burn time).
The position of air choke (3) is controlled by
an actuator. The choke actuator provides the
desired inlet manifold air pressure during part
load operation. This is based on a command
signal that actuator receives from the ECM.
The ECM determines the command signal
based on the engine speed (rpm) and the
engine load (calculated value based on
pressures and temperatures that are
measured on the engine).
Aftercooler
Illustration 39
Air Inlet and Exhaust System Components
(1) Coolant outlet connection. (2) Coolant inlet connection.
The aftercooler is located on the left rear side
of the engine at the rear opening of the
plenum. The aftercooler has a coolant charged
core assembly. Coolant from the water pump
on the left side of the engine flows through
coolant inlet connection (2). Coolant
circulates through the core assemblies. The
coolant then exits the aftercooler through the
coolant outlet connection (1).
Inlet air from the compressor side of the
turbocharger flows into the aftercooler
housing. The inlet air passes the fins in the
core assemblies. The aftercooler core lowers
the temperature of the air. The cooler air is Exhaust Bypass
directed into the air plenum. The cooler air is
directed up and through the inlet ports of the
cylinder heads.

Lowering the temperature of the inlet air

will increase the density of the air (per
volume). The increased air density will
result in more efficient combustion and in
lower fuel consumption.

Turbochargers
The turbine side of the turbocharger is
connected to the exhaust manifold. The
compressor side of the turbocharger is
connected to the aftercooler. Both the turbine
(exhaust) and compressor (inlet) are
connected to the same shaft and rotate
together.

The exhaust gases go into the turbocharger

through the exhaust inlet adapter. The
exhaust gases push the blades of the turbine
wheel. This causes the turbine wheel and
compressor wheel to turn.
Clean air from the air cleaner is pulled
through the compressor housing air inlet by
the rotation of the compressor wheel. The
action of the compressor wheel blades causes
a compression of the inlet air. This
compression gives the engine more power
because it makes it possible for the engine to
burn additional fuel with greater efficiency.
The bearings in the turbocharger use engine
oil under pressure for lubrication. The oil
comes in through the oil inlet. The oil goes
through the passages in the center section for
lubrication of the bearings. The oil goes out of
the oil outlet. The oil returns to the oil pan.
The turbocharger turbine (exhaust) section
and the center (bearings) sections are
enclosed in a water cooled housing.
Illustration 40
(1) Exhaust bypass valve. (2) Adjustable linkage.
(3) Actuator indicator. (4) Exhaust bypass actuator.
The exhaust bypass is operated by one of the
three actuators that are used to control the
air/fuel ratio of the engine. One actuator
controls fuel flow. The other two work
together in order to control the amount of air
supplied to the engine throughout the entire
speed and the load range. The exhaust bypass
actuator (4) is located on the left rear of the
engine, next to the gas inlet actuator. The
exhaust bypass actuator receives an
electronic command signal from the Engine
Control Module. The signal mechanically
changes the position of the exhaust bypass
valve (1) in order to give the optimum air/fuel
ratio for the operating conditions. The
position of the valve is changed through an
adjustable linkage (2).

The position of the plate for the exhaust

bypass valve is represented by the slot that is
cut into the end of the shaft. When the Engine
Control Module requests a leaner air/fuel
ratio, the actuator will move the adjustable
linkage (2) in order to close the exhaust
bypass valve. This will allow more of the

37
 exhaust gases to go into the turbocharger. The
additional exhaust gases will increase the rpm
of the turbocharger. The increase in the rpm
will cause more inlet air to be drawn into the
engine. The inlet air will be compressed and
the inlet air will be sent to the cylinders.
When the Engine Control Module requests a
richer air/fuel ratio, the actuator will open the
exhaust bypass valve. The opening of the
exhaust bypass valve will allow a portion of
the exhaust gases to go out of the exhaust
adapter instead of through the turbocharger.
Less of the inlet air is compressed and sent to
the cylinders.
The electronic command signal that is sent to
the actuator is a percent pulse width
modulated (PWM) signal. For diagnostic
purposes, the actuator sends a VDC position
feedback signal back to the ECM.
Inlet Air Choke
Illustration 41
(1) Air choke plate. (2) Cross shaft. (3) Choke lever and
adjustable rod. (4) Actuator indicator. (5) Air choke actuator.
(6) Actuator lever and adjustable rod.
The air (choke) actuator (5) is one of three
actuators that is used to control the air/fuel
ratio of the engine. One actuator controls fuel
flow. The other two actuators work together in
order to control the amount of air that is
supplied to the engine throughout the entire
speed and load range. The actuator is located
on the left rear of the engine. The actuator
receives an electronic signal from the Engine
Control Module. The actuator mechanically
changes the position of the air choke plate (1)
via an actuator lever and adjustable rod (6).
The position of the plate is represented by the
slot that is cut into the end of the shaft. The
38
movement of the choke plate controls the air
flow from the turbocharger outlet, through
the inlet air choke. The air will then flow
through the aftercooler into the cylinder block
air plenum, and then into the cylinder head.
Fuel is introduced to the air in the cylinder
head by the gas admission valve.
At full load and full speed, the actuators will
operate the engine with the air choke in the
fully open position. This in order to reduce the
restriction to the air flow and improve the
engine operating efficiency. The ECM will use
the exhaust bypass system in order to control
the air/fuel ratio of the engine. As engine load
decreases, the inlet air choke begins to
restrict air flow into the air plenum of the
cylinder block. This is done in order to
maintain a sufficiently rich mixture for good
combustion at lighter engine loads. This
combination of control (exhaust bypass/inlet
air choke) provides for the increased
improvement in fuel consumption at part load
conditions, while also allowing complete
control at full load conditions.
Exhaust Manifold
The exhaust manifold is a dry design that
utilizes an exhaust manifold thermal blanket
for reduced radiant heat rejection. A dry
manifold is possible because of the inherently
low exhaust manifold temperatures of lean
burn combustion. Engine performance is
enhanced, especially for constant torque and
variable speed industrial applications, by
retaining the exhaust system energy in order
to drive the turbocharger.
Valve System Components

Illustration 43
(7) Rotocoil. (8) Valve spring.

Rotocoils (7) cause the valves (gas admission

valve, inlet valve and exhaust valve) to turn
Illustration 42 while the engine is running. The rotation of
(1) Rocker arm. (2) Gas admission valve rocker arm linkage. the valves keeps the deposit of carbon on the
(3) Bridge. (4) Gas admission valve. (5) Pushrod. (6) Lifter.
valves to a minimum. The rotation of the
valves gives the valves longer service life.
The valve system components control the flow
Valve springs (8) cause the valves to close
of inlet air, fuel and exhaust gases into the
when the lifters move down.
cylinders and out of the cylinders during
engine operation.

The crankshaft gear drives the camshaft gears

through idler gears. The camshafts must be
timed to the crankshaft in order to get the
correct relation between the piston and the
valve movement.

The camshaft has three camshaft lobes for

each of the cylinders. One lobe operates the
bridge that moves the two inlet valves. One
lobe operates the bridge that moves the two
exhaust valves. The center lobe operates the
single gas admission valve.

As the camshaft turns, the lobes of the

camshaft cause lifters (6) to go up and down.
The movement of the lifters will cause the
pushrods (5) to move the rocker arms (1).
Movement of the rocker arms will cause the
bridges (3) to move up and down on dowels in
the cylinder head. This movement will operate
the valves. The bridges will allow one rocker
arm to open or close the two valves (inlet or
exhaust) at the same time. A separate lifter
and gas admission valve rocker arm linkage
(2) are working together (no bridge) in order
to operate the gas admission valve (4). There
is one gas admission valve, two inlet valves
and two exhaust valves for each cylinder

39
 Lubrication System
Oil Flow Through The Cylinder
Block

Illustration 44
(1) Oil temperature regulator housing. (2) Main oil gallery. (3) Piston cooling jets. (4) Drilled passage in the cylinder block from the
main oil gallery to the camshaft bearings. (5) Turbocharger oil supply line. (6) Turbochargers. (7) Engine oil coolers. (8) Turbocharger
oil drain lines. (9) Engine oil filters. (10) Drilled passage in the cylinder block from the main oil gallery to the crankshaft main
bearings. (11) Engine oil filter change valve. (12) Priority valve. (13) Tube. (14) Prelube pump. (15) Engine oil pump. (16) Suction bell.
(17) Engine oil pan.

40
 Lubrication System Schematic

Illustration 45

41
 Engine Oil Pumps Oil Flow
The prelube oil pump (14) can be driven by
either an electric motor or an air motor. The
prelube pump provides oil in order to
lubricate the engine bearings before the
engine is started and after the engine is shut
down. A one-way check valve is located in the
line between the prelube pump and the oil
manifold. The check valve prevents
pressurized oil from the engine oil pump from
going through the prelube pump after the
engine is started. The Engine Supervisory
System will not allow the engine to start, until
the engine has been through a prelube and
the minimum amount of oil lubrication is
provided to the engine.

The lubrication system uses an external

engine oil pump (15). The engine oil pump is
mounted on the front left side of the front
housing. Oil is pulled through suction bell (16)
and suction tube (13) by the engine oil pump.
There is a screen in the tube between the
suction bell (16) and tube (13).
Illustration 46
Oil Flow Through the Cylinder Block
(2) Main oil gallery. (3) Piston cooling jets. (4) Drilled
passage in the cylinder block between the main oil gallery and
the camshaft bearings. (10) Drilled passage in the cylinder
block between the main oil gallery and the crankshaft main
bearings. (18) Camshaft bearing. (19) Rocker arm assembly.
(20) Drilled passage in the cylinder block between the
camshaft bearings and the cylinder head. (21) Tube.
(22) Piston cooling jet oil gallery.

The engine oil pump pushes oil to the relief

valve and the ports on the bypass valve of the
priority valve (12). The relief valve opens in
order to send oil back to the engine sump
when the pressure in the engine oil pump
exceeds 1000 kPa (145 psi). This helps to
prevent damage to the lubrication system
components when the engine oil is cold.

The bypass valve opens in order to send oil

back to the engine sump when the system
pressure (pressure in the main oil gallery)
exceeds 430 kPa (62 psi).

42
Engine Oil Coolers And Temperature Engine Oil Filters
Regulators
The engine oil pump also pushes oil to the oil
temperature regulator housing (1). If the oil
temperature is higher than 85°C (185°F) the
oil flow will be directed to the engine oil
coolers (7). Oil flows from the engine oil
coolers through the engine oil filter change
valve (11) to the engine oil filters (9). From
the engine oil filters, the oil flows through the
priority valve (12) into the oil gallery (2) and
(22) in the cylinder block.

Illustration 48
Engine Oil Coolers (9) Engine oil filters. (11) Engine oil filter change valve.

The engine oil filters (9) contain six

replaceable oil filter elements. There are two
banks of filter elements with three filter
elements in each bank. Each bank has a purge
line port in order to purge the air for draining
and for filling.

The engine oil filter change valve (11) allows

Illustration 47
(1) Oil temperature regulator housing. (7) Engine oil coolers.
Engine oil coolers (7) and temperature
regulators in the oil temperature regulator
housing (1) maintain engine oil temperature.
The core assemblies in the engine oil cooler
are connected in parallel with the aftercooler.
Water flows through the inside of the tubes in
the bundle of the engine oil coolers.
the filters for each bank to be changed
separately while the engine is operating. The
oil filter elements should be changed at
an interval of every 1,000 hours. The oil filter
elements should be changed when the oil
filter bypass indicator registers a 100 kPa
(14.5 psi) pressure drop. This pressure drop is
measured across the filter with the engine at
operating temperature and the engine running
at rated speed.

Engine oil flow is in parallel through the core

assemblies in the engine oil cooler. Oil from
the engine oil pump enters the manifold on
the engine oil coolers. At cooler oil
temperatures, the oil bypasses the engine oil
cooler and the oil is directed to the engine oil
filters.

43
 Internal Lubrication
Illustration 49
(21) Tube. (23) Valve lifter guide.
The camshaft bearings receive oil from the
main oil gallery (2) through drilled passages
(4) in the cylinder block. The oil goes around
each camshaft bearing (18), then the oil goes
through a drilled passage in the block to the
valve lifter guide (23) and the tube (21). The
tube connects the valve lifter guide with
another drilled passage in the block (20). Oil
flows through the tube and the passage to the
cylinder head and rocker arm assembly (19).
The main oil gallery (2) is connected to the
crankshaft main bearings by a drilled passage
(10) in the cylinder block. Drilled holes in the
crankshaft connect the main bearing oil
supply to the connecting rod bearings.
Priority valve (12) allows the oil to go to the
piston cooling jet oil gallery (22) when the
pressure in the system reaches 140 kPa
(20 psi). The priority valve will not let oil into
the piston cooling jet oil galleries until there is
pressure in the main oil gallery (2). This
decreases the amount of time that is
necessary for the pressure to build up when
the engine is being started. The priority valve
44
also helps sustain oil pressure at the low idle
speed.
Piston Cooling Jets
Illustration 50
Typical Example
(3) Piston cooling jet.
There is a piston cooling jet (3) below each
piston. The oil from the piston cooling jet
enters the piston outer cooling chamber
through a drilled passage in the piston body.
Oil flows from the outer cooling chamber to
the inner cooler chamber and drains out of the
piston through a hole above the piston pin.
This provides lubrication for the piston pin
bearing.
Turbocharger oil supply line (5) sends oil to
the turbocharger (6). Turbocharger oil drain
lines (8) return oil to the engine oil pan
through the rear housing.
Oil is sent to the front and the rear gear
groups through tubes and drilled passages in
the front and the rear housings.
After the oil for lubrication has done the
lubrication, the oil goes back to the engine
sump.
An inlet valve lubrication metering pump is
mounted on the engine in order to provide
lubrication for the inlet valves. The oil flow
rate is adjusted at the factory. The rate should
not need adjustment unless the pump is
replaced.
Cooling System
Water Flow Through the Cylinder
Block

Illustration 51
(1) Coolant outlet to the heat exchanger (jacket water). (2) Mixer housing. (3) Coolant outlet to the heat exchanger (engine oil cooler
and aftercooler circuit). (4) Aftercooler. (5) Turbocharger coolant return tube. (6) Turbochargers. (7) Turbocharger coolant supply
tube. (8) Water manifold. (9) Engine oil coolers. (10) Elbow. (11) Right side water pump (jacket water). (12) Coolant inlet from the
heat exchanger (jacket water). (13) Coolant inlet from the heat exchanger (engine oil cooler and aftercooler circuit). (14) Left side
water pump (engine oil cooler and aftercooler circuit). (15) Engine oil cooler bonnet. (16) Elbow.

water circuit is supplied by the right hand

Jacket Water and Separate
Circuit Cooling System
These engines use a separate circuit cooling
system. The jacket water system (cylinder
block, cylinder heads and turbochargers) is on
one circuit. The aftercooler and the engine oil
cooler are on a separate circuit. Water pumps
are mounted on the front housing and driven
by the front gear train. Coolant for the jacket
water pump. Coolant for the circuit with the
aftercooler and the engine oil cooler is
supplied by the left hand water pump. Water
temperature regulators are used in each
circuit in order to maintain correct operating
temperatures.
Water temperature regulator housings can be
mounted in order to provide a controlled

45
 minimum pump inlet temperature (inlet The coolant flows upward through the
controlled), or a minimum engine outlet cylinder water jacket. The coolant flows
temperature (outlet controlled). around the cylinder liners from the bottom to
the top. Near the top of the cylinder liners,
Separate Circuit Cooling the water jacket is made smaller. This is the
System area that has the hottest temperature. This
shelf (smaller area) causes the coolant to flow
In the separate circuit cooling system, the left
faster for better liner cooling. Coolant from
side water pump (14) pulls coolant from the
the top of the liners flows into the cylinder
heat exchanger through inlet (13). Coolant
head which sends the coolant around the
flow from the left side water pump flows to
parts that have the hottest temperature. The
the engine oil cooler bonnet (15). Coolant
coolant flows to the top of the cylinder head
flow is divided at the engine oil cooler bonnet.
(one at each cylinder). The coolant flows out
Part of the coolant is sent to the engine oil
of the cylinder head through an elbow into the
coolers (9) while the rest of the coolant is
water manifold (8). The coolant then flows
sent to the aftercooler (4). After the coolant
through the manifold to the coolant outlet (1).
flows through the aftercooler and the engine
The coolant exits the outlet and flows through
oil coolers, the coolant returns to the heat
a remote mounted water temperature
exchanger through mixer housing (2) and
regulator and the heat exchanger. The coolant
coolant outlet (3).
then flows back to the expansion tank.
There is a makeup line from the expansion
Coolant is sent from the water jacket at the
tank to the coolant inlet (13). This line helps
rear of the cylinder block through
keep the coolant in the circuit (engine oil
turbocharger coolant supply tubes (7) to the
cooler and aftercooler) at the correct level.
turbochargers (6). Coolant from the
A customer installed vent line is required turbochargers is returned to the cylinder
between the top of the housing for the engine block through turbocharger coolant return
oil cooler and the expansion tank. This is for tubes (7).
the circuit (aftercooler and engine oil cooler).
A customer installed vent line is required
between the top of the turbochargers to the
Jacket Water Cooling System expansion tank. This is for the jacket water
The right side water pump (11) pulls coolant system.
from the expansion tank through the
coolant inlet (12). Coolant from the right side
water pump flows to the side of the cylinder
block through elbows (10) and (16).

46
Inlet Controlled Cooling System

Illustration 52
(1) Factory orifices. (2) Factory or customer orifices. (3) Vent lines. (4) Customer orifices. (A) Turbocharger. (B) Cylinder block and
cylinder head. (C) Jacket water pump. (D) Temperature regulator housing (jacket water system). (E) Expansion tank.
(F) Heat exchanger. (G) Engine oil cooler. (H) Aftercooler. (1) Mixer housing. (J) Separate circuit water pump. (K) Temperature
regulator housing (separate circuit system). (L) Expansion tank. (M) Heat exchanger. (a) Port a. (b) Port b. (C) Port C.

The inlet controlled systems, sometimes

referred to as mixing control, maintain a
minimum inlet temperature to the water
pump. The temperature regulators control
coolant flow through the regulator housing by
passing all coolant across the regulators.
While the coolant temperature is below the
rating of the regulators, the coolant is drawn
through the bypass port (b), and flows across
the temperature regulators and out port (a).
As the coolant temperature rises, the
regulator opens and allows the coolant from
the heat exchanger, through port (C), to mix
with the bypass coolant. This occurs as the
coolant exits the regulator housing.

47
 Outlet Controlled Cooling
System

Illustration 53
(1) Factory orifices. (2) Factory or customer orifices. (3) Vent lines. (A) Turbocharger. (13) Cylinder block and cylinder head. (C)
Jacket water pump. (D) Temperature regulator housing (Jacket water system). (E) Expansion tank. (F) Heat exchanger. (G) Engine
oil cooler. (H) Aftercooler. (1) Mixer housing. (J) Separate circuit water pump. (K) Temperature regulator housing (separate circuit
system). (L) Expansion tank. (M) Heat exchanger. (a) Port a. (b) Port b. (C) Port C.

The outlet controlled systems, sometimes
referred to as diverting control, maintains a
minimum coolant outlet temperature. The
coolant flows from the engine outlet across
the temperature sensing bulbs in port (a). The
temperature sensing bulbs determine the
direction of flow through the regulator
housing. While the coolant temperature is
below the regulators rated temperature, the
coolant is bypassed around the external heat
exchanger, through port (b), to the inlet of
the pump. As the coolant temperature
increases, the regulator opens diverting some
of the flow through port (C) to the heat
exchanger.
Coolant Mixture
A properly maintained coolant mixture
consisting of water (that meets minimum
water quality specifications) combined with
supplemental coolant additive (also called
cooling system conditioner), or water mixed
with both supplemental coolant additive and
antifreeze (either ethylene or propylene
glycol) is required.
The type and condition of the coolant will
directly effect the efficiency and the service
life of the cooling system and the engine.
Refer to the Operation And Maintenance
Manual for the recommended coolant mixture
specifications and the maintenance
procedures.

48
Basic Block
Cylinder Block, Liners And
Cylinder Heads
The cylinder block is a one-piece casting of
heavily ribbed, weldable gray iron alloy. The
air inlet plenum runs the full engine length,
providing even air distribution to the
cylinders.
The main bearing caps are fastened to the
cylinder block with two studs per cap. The
studs are hydraulically tensioned. Each main
bearing cap has two saddle bolts, one through
each side of the cylinder block. The saddle
bolts are used in order to prevent the
movement of the main bearing cap. The
saddle bolts are also used in order to add
stiffness to the lower area of the cylinder
block.
The cylinder liners are made from high alloy
iron castings. The cylinder liners are induction
hardened and jacket water cooled over the
liners full length. The cylinder liners can be
removed for replacement. The cylinder liner
seats on the top face of the cylinder block.
The cylinder liner is piloted below the liner
flange at the top. The cylinder liner is sealed
with an O-ring seal at the top and three O-ring
seals at the bottom. The O-ring seals provide a
seal between the cylinder liner and the
cylinder block.
The engine has a separate cylinder head for
each cylinder. Each cylinder head contains the
following components: two inlet valves, two
exhaust valves, four replaceable valve seats,
and one gas inlet valve. The inlet and exhaust
valves move in replaceable valve guides which
are pressed into the cylinder head.
The valves are actuated by the following
components: roller type cam followers,
pushrods, rocker arms, and bridge and guide
dowel assemblies. Each pair of inlet and
exhaust valves are actuated by separate
bridges which contact the rocker arm.
A third lobe on the camshaft moves the cam
follower, the pushrod and the rocker arm that
operates the gas inlet valve.
Combustion gas is sealed by a rectangular
cross section steel ring gasket that is located
between the cylinder liner flange and the
head. Rubber O-ring seals are used in order to
seal air, water and oil connections between
the cylinder head and cylinder block. The
seals are located in two plates for each
cylinder.
Each cylinder head is fastened to the cylinder
block by four studs and four nuts. These studs
are hydraulically tensioned. The nuts are
turned down by hand and the hydraulic
tension is released. The entire stud load is
carried by the combustion seal ring gasket.
Illustration 54
Right Side of Engine
(1) Covers (for the camshaft). (2) Covers (for the inspection of
the connecting rod bearings and the main bearings.
Covers (1) allow access in order to inspect
and perform maintenance of the camshafts,
the valve lifters and the valve lifter guides.
Covers (2) allow access in order to inspect
and perform maintenance of the crankshaft,
the connecting rods, the piston cooling jets
and the main bearings.
Pistons, Rings And Connecting
Rods
The piston is a two-piece unit. A steel crown
is held to a forged aluminum body by four
studs and nuts. An inner cooling chamber and
outer cooling chamber are formed inside the
crown. The cooling jet oil flow enters the
outer chamber through a drilled passage in
the piston body. After entering the outer
shaker chamber, the oil flows to the inner
shaker chamber. Then the oil returns to the
sump through a centrally located drain hole
that is located above the small end of the
connecting rod.
49
 Three piston rings are used on the piston
assembly for sealing combustion gas and oil
control. The top and middle piston rings are
located in a hardened steel groove in the
piston crown. The third piston ring (oil
control) is located in the aluminum body.
The oil control ring is located in the lower
groove in the aluminum body. Four holes are
drilled from the bottom edge of the oil groove
to the interior of the piston. The four holes
drain excess oil from the oil ring.
The piston has two 1/2 -13 NC threaded
holes in the crown for lifting the piston and
connecting rod assembly.
The connecting rod has a taper on the pin
bore end. This gives the connecting rod and
the piston more strength in the areas with the
most load. Four bolts and nuts hold the
connecting rod cap to the connecting rod.
Crankshaft
The crankshaft changes the combustion
forces in the cylinders into a usable rotating
torque in order to send power from the
crankshaft. Vibration dampers are used at the
front of the crankshaft to reduce torsional
vibrations (twist on crankshaft).
The crankshaft has the following
characteristics: press forging, induction
hardened, and regrindable. A counterweight
for each cylinder is welded to the crankshaft
then ultrasonically examined to ensure
weld integrity.
Identical flanges are machined at each end of
the crankshaft for the flywheel and vibration
damper mounting. The front of the crankshaft
can be distinguished from the rear of the
crankshaft by the marking FRONT stamped
on the center of the front hub. Also, the rear
flange has tapped holes in order to mount the
crankshaft timing pin bracket.
The crankshaft for the G3612 engine is
supported by seven main bearings. The
crankshaft for the G3616 engine is supported
by nine main bearings. Crankshaft thrust is
taken by two half-circle, steel backed
aluminum plates located in the counterbores
of each side of the rear bearing saddle in the
cylinder block.
50
The crankshaft drives a group of gears on the
front and rear of the engine. The gear group
on the front of the engine drives the oil pump
and water pumps. The gear group on the rear
of the engine drives the camshafts and the
optional alternator.
Lip type crankshaft seals are used at each end
of the crankshaft. The seal assemblies are
fastened to the front housing and the rear
housing. The lips of the seals contact the
adapters that are bolted to each end of the
crankshaft.
Pressure oil is supplied to all the main
bearings through drilled passages in the webs
of the cylinder block. The oil flows through
holes drilled in the crankshaft in order to
provide oil for the connecting rod bearings.
Camshafts
The engine has a camshaft group for each side
of the engine.
The camshafts are made from identical cam
segments, journals, spacers and a drive end.
Each cam segment has three lobes. The cam
segments are replaceable at each cylinder
through access holes in the cylinder block.
Each camshaft group is supported by seven
bearings. A thrust plate at the rear of each
camshaft controls end play.
As the camshaft turns, each lobe moves a
lifter assembly. There are three lifter
assemblies for each cylinder. The outer lifter
assemblies each move a pushrod and a set of
valves (inlet or exhaust). The center lifter
assembly moves a pushrod that operates the
gas inlet valve.
Each camshaft must be in time with the
crankshaft and with each other. The relation
of the cam lobes to the crankshaft position
will cause the valves (inlet and exhaust) and
the gas inlet valve in each cylinder to operate
at the correct time. Timing relationship of the
camshaft and crankshaft is established from
the No. 1 cylinder, Top Center (TC) position.
Timing pins are provided for the camshaft and
the crankshaft in order to establish No. 1 Top
Center Position.
Front Gear Train
The front gear train provides the drives for
the engine oil pump, the jacket water pump,
the engine oil cooler and the aftercooler water
pump. The oil pump drive gear is supported
by the pump. The water pump drive gears are
supported by bearings on the ends of the
shafts.
Rear Gear Train
The rear gear train provides the drives for the
camshaft, the power take-off and the
alternator. The crankshaft gear is piloted on
the crankshaft. The crankshaft goes between
the flywheel mounting adapter and the
crankshaft flywheel flange. In addition to the
flywheel bolts, four bolts are used to hold the
adapter and gear to the crankshaft.
Crankcase Explosion Relief
Valves
Illustration 58
Crankcase Explosion Relief Valve
The crankcase explosion relief valves open in
order to relieve the pressure from a crankcase
explosion. The valves then close immediately
in order to keep fresh air from entering the
crankcase. A pressure of 7 kPa (1 psi) is
required to open the valve. An oil screen
quenches any flames from an explosion.
Five crankcase explosion relief valves are
used on G3612 engines. Six crankcase
explosion relief valves are used on
G3616 engines. Do not change the total
number of crankcase explosion relief valves
that are installed on the engine.
Air Starting System
An air starting motor can be used in order to
turn the engine flywheel with enough rpm in
order to start the engine. Operation of the air
starting motor is controlled by the Engine
Supervisory System. The air starting motor
will engage when the requirements for
prelube have been met.
The air starting motor is usually mounted on
the left side of the engine. Air is normally
contained in a storage tank. The following
conditions will determine the length of time
that the engine flywheel can be turned: the
volume of the tank, the air pressure in the
tank, and the amount of the restriction in the
system.
For starting the engines which do not have
heavy loads, the regulator setting is
approximately 1034 kPa (150 psi). This
setting gives a good relationship between the
cranking speeds that are fast enough for easy
starting and the length of time that the air
starting motor can turn the engine flywheel
before the air supply is gone.
Note: Minimum recommended starter
cranking speed for start-up is 80 rpm. The fuel
system and the ignition system are activated
at engine speeds above 50 rpm. The maximum
cranking speed of the air starting motor is
150 rpm.
If the engine has a heavy load which cannot be
disconnected during starting, the setting of
the air pressure regulating valve needs to be
higher in order to get high enough speed for
easy starting.
The air starter consumption is directly related
to speed. The air pressure is related to the
effort that is necessary in order to turn the
engine flywheel. The setting of the air
pressure regulator can be up to 1723 kPa
(250 psi). This will get the correct cranking
speed for a heavily loaded engine. With the
correct setting, the air starting motor can turn
the heavily loaded engine as fast and as long
as the air starting motor can turn a lightly
loaded engine. The maximum pressure for
use in the air starting motor is 1723 kPa
(250 psi).
51
 For good life of the air starting motor, the air
supply should be free of dirt and water. Use a
lubricator with 10W nondetergent oil for
temperature above 0°C (32°F). Use air tool oil
for temperatures below 0°C (32°F).
Ground the engine block with a ground strap
that is furnished by the customer. Connect
this ground strap to the ground plane.
Use a separate ground strap to ground the
battery negative terminal for the control
system to the ground plane.

Electrical System If rubber couplings may connect the steel

The electrical system has two separate
circuits. The circuits are the charging circuit
and the starting circuit. Some of the electrical
system components are used in more than one
circuit. The battery, the circuit breaker, the
cables, and the battery wires are common in
each of the circuits.
The charging circuit is in operation when the
engine is running. An alternator makes
electricity for the charging circuit. A voltage
regulator in the circuit controls the electrical
output in order to keep the battery at full
charge.
The starting circuit is in operation only when
the start switch is activated.
Grounding Practices
Proper grounding is necessary for optimum
engine performance and reliability. Improper
grounding will result in uncontrolled electrical
circuit paths and in unreliable electrical
circuit paths.
Uncontrolled electrical circuit paths can
result in damage to main bearings, to
crankshaft journal surfaces, and to aluminum
components. Uncontrolled electrical circuit
paths can also cause electrical activity that
may degrade the engine electronics and
communications.
piping of the cooling system and the radiator,
the piping and the radiator can be electrically
isolated. Ensure that the piping and the
radiator are continuously grounded to the
engine. Use ground straps that bypass the
rubber couplings.
NOTICE
This engine is equipped with a 24 volt starting
system. Use only equal voltage for boost
starting. The use of a welder or higher will
damage the electrical system.
Unlike many electronic systems of the past,
this engine is tolerant to common external
sources of electrical noise. However,
electromechanical alarms can cause
disruptions in the power supply. The engine’s
electronic control module (ECM) is powered
through two power sources. One power
source comes directly from the battery
through a circuit breaker. The other power
source comes through the keyswitch and
another circuit breaker. Disconnect the power
with the disconnect switch for the main power
when you are working on the engine’s
electronics. The switch is by the battery box.

Ensure that all grounds are secure and free of

corrosion.

The engine alternator must be grounded to

the negative “-” battery terminal with a wire
that is adequate to carry the full charging
current of the alternator.

For the starting motor, do not attach the

battery negative terminal to the engine block.

52
Charging System Components
NOTICE
Never operate the alternator without the
battery in the circuit. Making or breaking an
alternator connection with heavy load on the
circuit can cause damage to the regulator.
Alternator
Illustration 56
Alternator Components (Typical Example)
(1) Regulator. (2) Roller bearing. (3) Stator winding.
(4) Ball bearing. (5) Rectifier bridge. (6) Field winding.
(7) Rotor assembly (7) Fan.
The alternator is driven by a belt from an
auxiliary drive at the front right corner of the
engine. This alternator is a three-phase, self-
rectifying charging unit, and the regulator is
part of the alternator.
This alternator design has no need for slip
rings or brushes, and the only part that has
movement is the rotor assembly. All
conductors that carry current are stationary.
The conductors are the field winding, stator
windings, six rectifying diodes, and the
regulator circuit components.
The rotor assembly has many magnetic poles
with air space between each opposite pole.
The poles have residual magnetism that
produces a small amount of magnetic lines of
force between the poles. As the rotor
assembly begins to turn between the field
winding and the stator windings, a small
amount of alternating current (AC) is
produced in the stator windings. This current
is from the small, magnetic lines of force that
are made by the residual magnetism of the
poles. This alternating current (AC) is
changed to a direct current (DC). The change
occurs when the current passes through the
diodes of the rectifier bridge. Most of this
current charges the battery and supplies the
low amperage circuit. The remainder of the
current is sent to the field windings. The DC
current flow through the field windings (wires
around an iron core) now increases the
strength of the magnetic lines of force. These
stronger lines of force increase the amount of
AC current that is produced in the stator
windings. The increased speed of the rotor
assembly also increases the current and
voltage output of the alternator.
The voltage regulator is a solid-state,
electronic switch. The regulator feels the
voltage in the system. The regulator turns on
and the regulator turns off many times in one
second in order to control the field current to
the alternator. The output voltage from the
alternator will now supply the needs of the
battery and the other components in the
electrical system. No adjustment can be
made in order to change the rate of charge on
these alternator regulators.
Starting System Components
Starting Solenoid
A solenoid is an electromagnetic switch that
does two basic operations.
• Closes the high current starting motor
circuit with a low current start switch
circuit.
• Engages the starting motor pinion with the
ring gear.
53

Illustration 57
Typical Solenoid Schematic
The solenoid has windings (one or two sets)
around a hollow cylinder. There is a plunger
with a spring load inside the cylinder. The
plunger can move forward and backward.
When the start switch is closed and the
electricity is sent through the windings, a
magnetic field is made. The magnetic field
pulls the plunger forward in the cylinder. This
moves the shift lever in order to engage the
pinion drive gear with the ring gear. The front
end of the plunger makes contact across the
battery and the motor terminals of the
solenoid. The starting motor begins to turn
the flywheel of the engine.
When the start switch is opened, current no
longer flows through the windings. The spring
pushes the plunger back to the original
position. The spring simultaneously moves the
pinion gear away from the flywheel.
When two sets of windings in the solenoid are
used, the windings are called the hold-in
winding and the pull-in winding. Both of the
windings have the same number of turns
around the cylinder. However, the pull-in
winding uses a wire with a larger diameter in
order to produce a greater magnetic field.
When the start switch is closed, part of the
current flows from the battery through the
hold-in windings. The rest of the current flows
through the pull-in windings to the motor
terminal. The current then goes through the
motor to the ground. When the solenoid is
fully activated, current is shut off through the
pull-in windings. Only the smaller hold-in
windings are in operation for the extended
period of time. This period of time is the
amount of time that is needed for the engine
to start. The solenoid will now take less
54
current from the battery. The heat that is
made by the solenoid will be kept at an
acceptable level.
Starting Motor
The starting motor is used to turn the engine
flywheel in order to get the engine running.
Illustration 58
Starting Motor Cross Section (Typical Example)
(1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator.
(6) Brush assembly. (7) Armature.
The starting motor has a solenoid. When the
start switch is activated, electricity will flow
through the windings of the solenoid. The
solenoid core will move in order to push the
starting motor pinion with a mechanical
linkage. This will engage with the ring gear on
the flywheel of the engine. The starting motor
pinion will engage with the ring gear before
the electric contacts in the solenoid close the
circuit between the battery and the starting
motor. When the circuit between the battery
and the starting motor is complete, the pinion
will turn the engine flywheel. A clutch gives
protection to the starting motor. The engine
can not turn the starting motor too fast. When
the start switch is released, the starting motor
pinion will move away from the flywheel ring
gear.
Other Components
Starting Motor Protection
The starting motor is protected from
damage in two ways:
• The starting motor is protected from
engagement with the engine when the
starting motor is running. The control
 feature will not allow starting motor
engagement if the speed is above 0 rpm.
• The starting motor is protected from
continued starting motor operation from an
operator holding the key in the “Start”
position after the engine starts. This is
accomplished by disengaging the starting
motor solenoid after engine speed reaches
300 rpm.
Magnetic Pickup
Electrical System Circuit Breaker
The circuit breaker is a switch that opens the
battery circuit if the current in the electrical
system goes higher than the rating of the
circuit breaker.
A heat activated metal disc with a contact
point completes the electric circuit through
the circuit breaker. If the current in the
electrical system gets too high the metal disc
will get hot. This heat causes a distortion of
metal disc. The disc opens the contacts. The
disc breaks the circuit.

NOTICE
Find and correct the problem that causes the
circuit breaker to open. This will help prevent
damage to the circuit components from too
much current

Illustration 59
Schematic of Magnetic Pickup Diagram
(1) Magnetic lines of force. (2) Wire coils. (3) Gap.
(4) Pole piece. (5) Flywheel ring gear.

The magnetic pickup is a single pole,

permanent magnet generator. The magnetic
pickup is made of wire coils (2). The coils go
around a permanent magnet pole piece (4).

As the teeth of the flywheel ring gear (5) cut

through the magnetic lines of force (1) around
the pickup, an AC voltage is generated. The
frequency of this voltage is directly
proportional to engine speed.

55
 Abbreviations and
Symbols

56
Index
A Air inlet and exhaust system schematic .............35
Abbreviations........................................................3, 56
Aftercooler....................................35-38, 43, 45-48, 51
Air choke ..................................................27, 35-36, 38
Air flow control ........................................................25
Air flow...............................................23-25, 27, 36, 38
Air inlet and exhaust system components ...........36
Air inlet and exhaust system ..................................35
Air inlet and exhaust system schematic
diagram....................................................................35
Air inlet and exhaust system .........................3, 35-36
Air starter consumption ..........................................51
Air starting motor................................................51-52
Air starting system ...............................................3, 51
Air/fuel ratio control.....................3, 11, 17, 20, 24-25
Alternator components............................................53
Alternator .............................................................50-53
B Engine Control Module (ECM) ..7, 10-12, 17, 20, 23,
Basic combustion probe system diagram .............24
C COMMUNICATION LINK 1 ACTIVE (Green) ....20
Camshaft......................27, 35-36, 39-40, 42, 44, 49-51
Camshafts.......................................................39, 49-50
Canadian Standards Association (CSA) ................11
Charging circuit ........................................................52
Charging system components.............................3, 53
Check valve....................................................26-27, 42
Class 1, Division 2, Group D ...................................11
Close up of ignition pulses relative to crank
angle tc signal.........................................................33
Close up of interface reset pulse signal
relative to crank angle TC signal .........................32
Combustion buffer ...............................................8, 24
Combustion Burn Time (BT).............................24-25
Combustion chamber...............................................27
Combustion feedback extension and probe...........8
Components of the gas engine ignition group......28
Computerized Monitoring System (CMS).11, 17, 20
Fault indicator lights .............................................18
Gauge display .........................................................17
GAUGE GROUP SELECT switch .............11, 17-18
Unfiltered engine oil pressure sensor ...................8
Connecting rods........................................................49
Control panel for the Engine Supervisory System
(ESS) .............................................................7, 10, 12
Cooling system ..........................................3, 45-48, 52
Crank Angle Sensor (CAS)......................................30
Crankcase explosion relief valves..........................51
Crankcase pressure sensor .......................................8
Crankshaft ...........5-7, 13, 21, 30, 39-40, 42, 44, 49-52
Cylinder block ...................................35, 38, 40, 42-50
Cylinder head ...26-27, 35-36, 38-39, 42, 44, 45, 46-49
Cylinder ignition and sensor...................................24
D Fuel correction factor........................................17, 25
Desired air/fuel ratio.....................................24-25, 36
Desired speed control..............................................23
Detonation Sensitive Timing Control (DSTC)......28
Detonation sensors ..............................................8, 30
Diagrams (see also Illustrations)
Basic combusion probe system ...........................24
Fuel and combustion system................................22
Fuel system schematic ..........................................26
G3600 ignition timing system ...............................31
Lubrication system schematic..............................41
Schematic of magnetic pickup.............................55
Separate circuit cooling system schematic
(inlet controlled) .................................................47
Separate circuit cooling system schematic
(outlet controlled) ...............................................48
Timing control system...........................................29
E
Electrical system circuit breaker ...........................55
Electrical system.......................................3, 52-53, 55
Electronic actuator ..................................................26
Emergency stop push button.......................10, 12-14
26
ACTUATOR FAULT (Red)....................................21
CAUTION MODE (Yellow) ...................................21
COMMUNICATION LINK 2 ACTIVE (Green) ....20
CONTROL MODULE FAULT (Red) ....................21
SENSOR FAULT (Red) .........................................21
STATUS (Green) ....................................................20
SYSTEM FAULT (Red)..........................................21
Pyrometer module .................................................21
Timing Control Module (TCM) ......................21, 23
Engine control speed sensor ....................................8
Engine control system................................3, 7, 22-23
Engine design specifications ....................................5
Engine monitoring and protection system ...3, 7, 16
Engine mounted sensors front view ........................8
Engine mounted sensors left side view...................8
Engine mounted sensors..............................3, 7-8, 23
Engine oil coolers ...................................40, 43, 45-46
Engine oil filters .......................................................43
Engine oil pumps......................................................42
Engine shutdown and start inhibiting functions..16
Engine start-up..........................................................34
Engine Supervisory System (ESS)...7, 10, 12, 19, 23
Diagnostics ............................................11, 30, 32-33
Mounting ......................................................11, 50-51
Exhaust bypass valve .............................25, 27, 35-38
Exhaust bypass........................................25, 27, 35-38
Exhaust manifold thermal blanket ........................38
Exhaust manifold ................................................35-38
Exhaust outlet......................................................35-36
F
Front gear train...................................................45, 51
Fuel and air pressure module...................................9
Fuel and combustion system diagram...................22
Fuel control valve.....................................................26
Fuel energy content potentiometer ...........13, 23, 25
Fuel flow .............................................23-24, 26, 37-38
57
 Fuel limiting ..............................................................23
Fuel manifold.......................................................24-26
Fuel system schematic diagram .............................26
Fuel system.........................................3, 19, 26, 36, 51
Fuel temperature sensor ...........................................9
G and TC signal .......................................................34
G3600 ignition timing system diagram ..................31
G3600 ignition timing system..................................31
G3606 engine design ..................................................5
G3608 engine design ..................................................5
G3612 engine design ..................................................6
G3616 engine design ..................................................6
Gas admission valve ...................5-6, 26-27, 36, 38-39
Gas shutoff valve.....................................12-13, 19, 26
Governor...............................................................23-24
Ground strap .............................................................52
Grounding practices.................................................52
H Typical solenoid schematic ..................................54
Hazardous environments.........................................11
I Inlet air temperature sensor .....................................9
Ignition interface clock............................................32
Ignition pulse firings ................................................34
Ignition pulses relative to crank angle
TC signal .................................................................33
Ignition pulses......................................................32-33
Ignition system...................3, 11-12, 14-15, 18-20, 28,
30, 32, 51
Ignition transformer.................................................28
Illustrations (see also Diagrams)
Air inlet and exhaust system ................................35
Air inlet and exhaust system components .........36
Alternator components .........................................53
Close up of ignition pulses relative to
crank angle TC signal (six cylinder engine) ....33
Close up of interface reset pulse signal
relative to crank angle tc signal ........................32
Combustion chamber ............................................27
Components of the gas engine ignition group ...28
Control panel for the Engine Supervisory
System (ESS) .......................................................10
Cooling system .......................................................45
Crankcase explosion relief valve.........................51
Cylinder ignition and sensor ................................24
Detonation sensors ..................................................8
Engine monitoring and protection system .........16
Engine mounted sensors front view......................8
Engine mounted sensors left side view ............8, 9
Engine mounted sensors rear view ...................8, 9
Engine mounted sensors right side view..........8, 9
Engine mounted sensors top view ........................9
Engine mounted sensors view B-B........................8
Engine oil coolers ..................................................43
Engine oil filters.....................................................43
Exhaust bypass valve ............................................37
G3606 engine design ................................................5
G3608 engine design ................................................5
G3612 engine design ................................................6
G3616 engine design ................................................6
58
Ignition pulses relative to crank angle tc signal
(six cylinder engine) ...........................................33
Inlet air choke ........................................................38
Interface reset pulse signal relative to
crank angle tc signal ...........................................32
Interaction of reset, clock, ignition pulse
Internal lubrication for the cylinder head ..........44
Lubrication system ................................................40
Manual override signal, timing control in
electronic timing mode.......................................33
Oil flow through the cylinder block ....................42
PC check valve and fuel supply path ..................27
Piston cooling and lubrication .............................44
Relationship between speed sensor and clock
signals ...................................................................32
Right side of engine ...............................................49
Start/stop prelube system .....................................12
Starting motor cross section ................................54
Status Control Module (SCM) ..............................19
Valve system components ....................................39
Inlet air choke.....................................................27, 38
Inlet air restriction .....................................................9
Inlet chamber ............................................................36
Inlet controlled cooling system ..............................47
Inlet manifold .....................................17, 24-25, 35-36
Interaction of reset, clock, ignition pulse and
TC signal diagram ..................................................34
Interface reset pulse signal relative to
crank angle TC signal diagram.............................32
Internal lubrication for the cylinder head
diagram....................................................................44
Internal lubrication ..................................................44
J
Jacket water cooling system...................................46
Jacket water separate circuit cooling system ......45
Jacket water temperature sensor.............................9
L
Liners ...................................................................46, 49
Lubrication system..........................................3, 40-42
Lubrication system schematic diagram.................41
M
Magnetic pickup ...........................................20, 23, 55
Main combustion chamber ..........................24, 26-28
Manual override........................................................33
Manual override signal, timing control in
electronic timing mode diagram ..........................33
Manual prelube button ............................................13
Mode Control Switch (MCS)..............................11-14
N
Needle valve.........................................................26-27
O Suction tube ..............................................................42
Oil flow through the cylinder block.................40, 42
Outlet controlled cooling system ...........................48
P
PC check valve and fuel supply path.....................27
Personality module .................................20, 23-25, 30
Piston cooling and lubrication diagram ................44
Pistons........................................................................49
Precombustion chamber .........................24-28, 35-36
Prelube pressure switch ............................................9
Prelube push button.................................................13
R Typical solenoid schematic.....................................54
Rear gear train ..........................................................51
Recommended starter cranking speed..................51
Relationship between speed sensor and clock
signals diagram.......................................................32
Reset pulse ...........................................................32-34
Rings ...............................................................49-50, 53
Rotocoils....................................................................39
RS232 computer interface.......................................11
Switchable governor response ...............................23
Symbols .................................................................3, 56
T
Temperature regulators...............................43, 45, 47
Timing control crank angle sensor ..........................8
Timing Control Module (TCM) ..10-11, 20-21, 23, 30
Timing control sensors ............................................30
Timing control speed sensor ....................................8
Timing control system diagram..............................29
Timing control system ........................................28-29
Transient fuel limiting..............................................23
Turbocharger ......................................35-38, 40, 44-48
V
Valve system components............................35-36, 39
W
Wastegate .................................................23-25, 27, 36
Water flow through the cylinder block .................45

S
Schematic of magnetic pickup ...............................55
Separate circuit cooling system schematic diagram
(Inlet controlled)....................................................47
Separate circuit cooling system schematic diagram
(Outlet controlled).................................................48
Separate circuit cooling system ........................45-48
Sequence of operation ........................................14-15
Speed control potentiometer ..................................13
Speed droop ..............................................................23
Speed sensor (TCMPU) .....................................30, 33
Start/stop/prelube system ...............................3, 7, 12
Starting air pressure sensor ......................................9
Starting circuit ..........................................................52
Starting motor cross section...................................54
Starting motor protection........................................54
Starting motor ....................................14-15, 19, 51-55
Starting solenoid.......................................................53
Starting system components...............................3, 53
Status Control Module (SCM) ..........10-14, 17, 19-20
Automatic operation..............................................19
Cooldown ................................................................19
Cycle crank..................................................14-15, 19
Emergency stop ..........................................10-15, 19
Fuel solenoid type .................................................19
Engine oil temperature sensor...............................8
Filtered engine oil pressure sensor .......................8
High oil temperature protection ..........................20
LED display.............................................................19
Liquid crystal display .......................................19-20
Low oil pressure protection .................................20
Overcrank protection ............................................20
Overspeed protection ............................................20
Power down............................................................19
Pressure/temperature module malfunction........19
Speed control ........................................12-13, 19, 23
Speed pickup malfunction ....................................20
Suction bell .........................................................40, 42

59
Materials and specifications are
subject to change without notice.

© 1999 Caterpillar Inc.

Printed in U.S.A.