SERVICE BULLETIN

TOPIC: Fuel System

IDENT NO: 9-2702B
SUPERSEDES: 9-2702A
DATE: March 15, 2003
SUBJECT: Gaseous Fuel Specification For Waukesha – S-7884-7
MODELS AFFECTED: All

Waukesha Engine has revised S7884-7 “Gaseous

Fuel Specification For Waukesha Engines.” S7884-7
now states, “Maximum total siloxanes for all engine
models is 25 µg/l. If greater than 25 µg/l total siloxanes
are present, fuel treatment is required. See Note 6.”
See page 2 “Fuel Trace Gases, Item 5” of the attached
S-sheet for complete information.
Service Bulletin 9-2701, “Landfill Gas Sampling,” pro-
vides landfill gas sampling procedures. G

WAUKESHA ENGINE
DRESSER, INC.
Page 1 of 1
WAUKESHA, WI 53188-4999
 FUELS & LUBRICATION
GASEOUS FUEL SPECIFICATION FOR WAUKESHA ENGINES
1A
Gaseous fuels used in internal combustion engines today can vary from commercial quality “dry” natural gas to various
wellhead, digester, landfill and manufactured gases. In all cases, the fuel is a unique mixture of component gases that
can be combustible or inert. The mixture is typically composed mostly of methane (CH4) with smaller percentages of
heavier hydrocarbons from ethane (C2H6) to heptane (C7H16). Gases such as carbon dioxide (CO2), carbon monoxide
(CO), nitrogen (N2), helium (He), hydrogen (H2), and hydrogen sulfide (H2S) may also be present. Some fuel gases,
particularly landfill gas, may contain contaminates such as water, siloxanes, chlorinated hydrocarbons, and particulate
matter. See Note 1.
Consequently, it is necessary to evaluate each potential fuel gas for its suitability for use in an internal combustion
engine. Filtering, drying, or other treatment may be necessary before the gas can be used as a fuel. Refer to Figure 2
for a schematic of a basic fuel gas treatment system for non-commercial quality natural gas. The actual composition of
the fuel gas and the site arrangement and operating conditions may require more, fewer, or different components than
those illustrated to condition the gas properly.
WAUKESHA STANDARD NATURAL GAS FUEL
Commercial quality natural gas (CQNG), sometimes referred to as pipeline quality natural gas, is generically defined
as the quality of gas provided by a utility to a customer. Experience has proven that CQNG is not consistent and, in
fact, varies significantly between countries, states, and even locally over time. For this reason Waukesha has found it
necessary to define a standard commercial quality natural gas. See Table 1.
All Waukesha published engine data specifying natural gas as the fuel are based on a gas having the composition and
characteristics given in Table 1. Unless a site specific fuel analysis is provided, all Waukesha performance and
emissions quotes or guarantees for engines fueled with CQNG are based on the fuel defined in Table 1.
FUEL WAUKESHA KNOCK INDEX
®
Waukesha has developed a proprietary Waukesha Knock Index (WKI ) for evaluation of a potential fuel's ability to
®
resist detonation (knock). See Note 2. The WKI uses a nine-gas mix matrix to more accurately determine a fuel's
knock resistance. The significant knock improving characteristics of non-combustible inert gases present in the fuel
are also taken into account.
® ®
1. Calculate the WKI value of the gas mix using Waukesha's Windows based computer program.
®
Note: Calculation of a WKI value is a complex mathematical procedure because of the nine-gas mix
matrix. Hand calculation forms are not available. The computer software is available from Waukesha's
®
Sales Engineering department. In addition to WKI , the software also calculates the saturated lower
heating value (SLHV) in both English and metric units for a potential fuel gas.
®
2. The gas must meet the minimum WKI requirement for the specific engine model as given in the S-7079
series of standard sheets (latest versions) before it can be classified as a suitable fuel.
®
3. A WKI value below the minimum requirement for rated load for the specific engine model will require a
revised ignition timing specification to reduce the possibility of knock. See Notes 1 and 2.

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GASEOUS FUEL SPECIFICATION
S
FOR WAUKESHA ENGINES DATE: 3/03
7884-7
 FUELS & LUBRICATION 1A
FUEL SATURATED LOWER HEATING VALUE
The saturated lower heating value (SLHV) of a gas is a measure of the amount of useable energy available in a
3
specified volume of the gas. It’s usually given in units of British Thermal Units per standard cubic foot (BTU/ft ) in the
3
English system or mega-Joules per cubic meter (MJ/m ) in the metric system, at specified standard conditions. The
SLHV may be measured or calculated. If it is to be calculated the gas analysis must be known. See Note 2.
1. Measure the SLHV of the gas or calculate it in accordance with the most recent version of S-7032-2.
3
2. The minimum acceptable SLHV with currently available fuel systems is 400 BTU/ft3 (15.73 MJ/m ).
3. Published ISO Standard (continuous duty) power ratings for naturally aspirated models are to be reduced
3 3
when the fuel gas SLHV is less than 900 BTU/ft (35.38 MJ/m ).
4. The maximum allowable fuel gas SLHV fluctuation at ISO Standard (continuous duty) power rating for
stable, detonation free operation of an engine, without readjustment to the fuel system and without an
automatic air/fuel ratio control, is given in Figure 1. Note that any performance and/or emission
guarantees are based on a specific fuel composition and carburetor setting and may not be valid
over the entire fuel SLHV fluctuation given in Figure 1. If fuel SLHV swings are beyond the ranges
given in Figure 1 contact the Waukesha Sales Engineering department for additional information. See
Note 3 for additional information on G and GSI models.
FUEL TRACE GASES
1. Maximum total organic halide content, expressed as chloride (TOH/Cl), in landfill gas is limited to 150
micrograms per liter (µg/l). See Note 4.
2. Maximum permissible sulfur bearing compounds (H2S, etc.) are limited to 0.1% (1000 ppm) total by
volume. See Note 5.
3. Maximum liquid fuel hydrocarbons at the coldest expected engine mounted regulator fuel inlet
temperature are limited to 2% total by gaseous volume. See Note 9(a).
4. Maximum permissible free hydrogen content is 12% by volume.
5. Maximum total siloxanes for all engine models is 25 µg/l. If greater than 25 µg/l total siloxanes are
present, fuel treatment is required. See Note 6.
FUEL CONTAMINANTS
1. No liquid water is permitted in the engine fuel system at any time at the coldest expected gas temperature.
The fuel system includes the engine mounted regulator, remote regulator pilot (if so equipped), carburetor
or fuel mixer, and prechamber fuel system and regulator (if so equipped). See Note 9.
2. Maximum compressor oil carryover droplet size is 0.3 microns. Excessive oil condensation in the fuel
system, however, may require additional filtration or treatment to prevent fouling or other problems. See
Note 8.
3. Maximum solid particle size is 5 microns except for landfill gas where 0.3 micron is the maximum
allowable size. See Note 7.
4. No glycol is permitted in the fuel gas at the inlet to the engine mounted fuel regulator. See Note 10.
FUEL TEMPERATURE
Under normal conditions, the fuel gas temperature at the inlet to the engine mounted regulator must be between
-20° F (-29° C) and 140° F (60° C). See Note 11.

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S
FOR WAUKESHA ENGINES DATE: 3/03
7884-7
NOTES:
FUELS & LUBRICATION 1A
1. This specification is not all inclusive. Also, the information contained in these notes provides
recommendations to comply with the preceding specifications in common applications. The actual
composition of the fuel gas and the site arrangement and operating conditions may require more, less, or
different treatment than these notes describe to condition the gas properly. For potential engine fuels
containing components not explicitly covered in this specification or with unusual site or
operating conditions, contact the Waukesha Sales Engineering department.
®
2. To be suitable as an engine fuel, the gas must meet minimum requirements for both WKI value and
saturated lower heating value. In general, as the molecular weight of a component gas increases, its
®
SLHV increases but its WKI value decreases. For some potential fuel gases, then, it is necessary to
®
remove some heavier hydrocarbon components in order to obtain an acceptable WKI value even though
this results in a lower SLHV fuel.
3. For G, GSI, and GSID models, the highest exhaust temperature (HET) carburetor setting is approximately
centered in the recommended operating air/fuel ratio range. It allows equal SLHV swings; i.e.,
3 3 3 3
± 50 BTU/ft (± 1.86 MJ/m ), ± 100 BTU/ft (± 3.73 MJ/m ), etc., above and below the nominal value.
3 3 3
Other carburetor settings will allow the same total SLHV range; i.e., 100 BTU/ft (3.73 MJ/m ), 200 BTU/ft
3
(7.46 MJ/m ), etc., but the allowable high and low swings will not be equal. This can be illustrated:

Total available SLHV range.

Low SLHV High SLHV

X X With carburetor s et at HET, the

allowable variation is +/-X
Low SLHV High SLHV
Y Z With the carburetor s et at rich,
the allowable variation is +Z. -Y.
Low SLHV High SLHV

Y Z With the carburetor s et at lean,

the allowable variation is +Z. -Y.
Low SLHV High SLHV

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S
FOR WAUKESHA ENGINES DATE: 3/03
7884-7
NOTES: (Continued)
FUELS & LUBRICATION 1A
4. When burned in an engine, fuels containing halogens (fluorine, chlorine, bromine, iodine) or halogen
compounds (chlorinated hydrocarbons, etc.) will produce highly corrosive products. Waukesha's
experience indicates that halogens and halogen compounds are found only in landfill gases. In order to
obtain acceptable life expectancy for a Waukesha engine operating on landfill gas fuel, then, our
experience dictates the following requirements:
− To achieve the same life expectancy as an engine operating on CQNG all halogen compounds, as
well as abrasive particulate matter, must be removed completely from the fuel gas.
− Any installation using landfill gas as fuel must dehydrate the gas by refrigeration to no higher than
40° F (4° C) followed by reheating of the gas to 85 - 95° F (29 - 35° C). This dehydration process will
remove significant amounts of halogen compounds, siloxanes, and water. See Notes 6 and 9 for more
information.
− After dehydration treatment the total organic halide content expressed as chloride (TOH/Cl) of the fuel
gas at the inlet to the engine mounted regulator must not exceed 150 µg/l. If the TOH/Cl content of the
fuel gas cannot be reduced below 150 µg/l contact the Waukesha Sales Engineering department.
− Waukesha requires a specific landfill gas sampling and analysis procedure for consistent, dependable
results. The method utilizes a proprietary field sampling kit and is performed by distributor service or
environmental laboratory personnel trained in EPA air sampling methods. Gas samples from the site
are analyzed by EPA certified environmental laboratories capable of performing EPA Methods 8240 or
8260 (GC/MS) and EPA Method 9020 (TOX). The GC/MS analysis is required to identify individual
halogenated organics and siloxanes and is mandatory for proper site evaluation prior to engine
installation. The TOH/Cl value is calculated from the GC/MS results. The TOX test provides no
information on individual organics or siloxanes but does give a value corresponding to TOH/Cl. The
TOX test is used to monitor the site after engine operation begins.
− For information on engine oils specified for use with landfill gas fuel refer to “Lubricating Oil
Recommendations for Waukesha Engines”, S-1015-29, or most recent version
5. Sulfur bearing compounds are highly undesirable in a fuel gas because combustion will produce gases
that can combine with water to form corrosive acids. Since any internal acid formation will lead to
shortened engine life, Waukesha specifies that fuels shown by analysis to have a total concentration of
sulfur bearing compounds, usually hydrogen sulfide (H2S), greater than 0.1% by volume must be treated
to lower that concentration to 0.1% or less. When fuels are shown by analysis to have a total
concentration of sulfur compounds of 0.1% or less, the recommendations found in S-1015-29, or most
recent version, should be followed.
6. Volatile siloxanes are a group of chemical compounds composed of silicon, oxygen and hydrocarbon
groups in a gaseous form. They are very commonly used and are most often found in cosmetics and
personal care products such as shampoos, deodorants, and hand lotions but may also be found in oils,
greases, hydraulic fluids, and water repellents among other products. Because of their presence in so
many consumer products, volatile siloxanes are commonly found in landfill and, to a lesser extent,
digester gases. When heated in an internal combustion engine, siloxanes can form deposits approaching
ceramics in hardness, especially in the small passages found in prechamber fuel systems. In addition,
silicon is a well known catalyst masking agent. Even small amounts of silicon compounds or silicon
bearing combustion products in the exhaust stream may quickly deactivate emission control catalysts and
some types of exhaust sensors. Dehydration treatment of a fuel gas containing volatile siloxanes will
remove a significant amount of the siloxanes. See Notes 4 and 9(a).

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FOR WAUKESHA ENGINES DATE: 3/03
7884-7
NOTES: (Continued)
FUELS & LUBRICATION 1A
7. Solid contaminant particles cause abrasive wear of cylinder liners, piston rings, bearings, etc., and must
be removed as far as practical. Most landfill gases contain silicon particles as small as sub-micron size. In
sufficient quantity these fine, talcum powder like, particles have an abrasive effect that will damage critical
components and reduce normal engine life. Because of this, a 0.3 micron absolute filtration system is
mandatory for landfill gas applications.
8. Fuel gas compressor lubricating oil carryover must be removed from the fuel stream. A coalescing filter
with a 0.3 micron rating is adequate in most cases. Excessive oil condensation in the fuel system,
however, may require additional filtration or treatment. Even though this oil is hydrocarbon based and
combustible, it contains an additive package with calcium and other undesirable elements and
compounds. Failure to remove this carryover oil can lead to fuel regulator problems, excessive spark plug
and combustion chamber deposits, cylinder varnish, ring sticking, and other problems.
9. Liquid water is not allowed in any part of the engine fuel system because it frequently results in fouling,
corrosion, and other problems. Particular attention must be paid to landfill and digester gases since these
gases are commonly saturated with water. Due to extremely small clearances in the admission and check
valves, absolutely no liquid water can be tolerated in a prechamber fuel system. To help ensure that no
liquid water forms in the fuel system, Waukesha recommends that the dew point of the fuel gas should be
at least 20° F (11° C) below the measured temperature of the gas before all engine mounted regulators
and engine remote regulator pilot valves (if so equipped). If liquid water is found, additional gas heating or
other treatment may be required. On an engine without a prechamber fuel system, saturated (100%
relative humidity) fuel gas at the carburetor inlet is acceptable.
A 0.3 micron coalescing filter will remove any liquid water droplets being carried along with the fuel
stream. The water vapor content of the gas can then be reduced to an acceptable level by several
methods:
a. Condensation of excess moisture by refrigerating the fuel gas to no higher than 40° F (4° C) followed
by filtering to remove the liquids and reheating of the gas to 85 – 95° F (29 – 35° C). This process will
also remove significant amounts of halogenated and heavy hydrocarbons and volatile siloxanes. See
Notes 4 and 6. Pneumatech (262 / 658-4317), EPS [Engineered Packaged Systems]
(409 / 866 5213), and others market suitable systems.
b. Selective stripping with a chemical process such as Selexolä.
c. By heating:
− If the gas is 30° F (17° C) or more above the ambient temperature it can be cooled by passing it
through a heat exchanger or refrigeration system, then reheated, in a manner similar to 9(a).
− If the gas is 20° F (11° C) or more below the ambient temperature it can be heated.
In both cases, the fuel system after the heating operation should be insulated. Heating of the fuel gas is
limited to the maximum allowable temperature of 140° F (60° C). See Note 11.
10. Glycol is not permitted in a fuel gas because it can affect the engine in adverse ways. The lubricating
qualities of the oil may be reduced resulting in bearing failure, piston ring sticking, excessive wear, and
other problems. A 0.3 micron rated coalescing filter will remove liquid glycol from the fuel stream. Refer
also to Notes 7, 8, and 9.
11. Normally, the fuel gas temperature must be held in the range of -20° F (-29° C) to 140° F (60° C). The
-20° F (-29° C) value is due to elastomeric components inside the engine mounted regulator and
carburetor. The high temperature is limited to 140° F (60° C) due to elastomer limits and potential power
losses. Note that some low heating value fuel applications may require a maximum gas temperature lower
than 140° F (60° C) to provide sufficient fuel flow. In addition, engine performance will be affected and/or
fuel system adjustments may be required if the fuel gas temperature varies significantly or rapidly. Contact
the Waukesha Sales Engineering department for further information.
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7884-7
NOTES: (Continued)
FUELS & LUBRICATION 1A
12. Refer to Waukesha's Glossary of Gaseous Fuel Terms, S-7898-2 or most recent version, for additional
information on gaseous fuel terminology.
13. Refer to Figure 2 for a schematic of a basic fuel gas treatment system for non-commercial quality natural
gas.

Table 1 Waukesha Standard Commercial Quality Natural Gas

COMPOSITION
Methane content 93% by volume minimum
Non-combustible inerts (N2, CO2, He, etc.) 3% by volume maximum
Non-methane hydrocarbon mass fraction 0.15 (15% by mass) maximum
Liquid hydrocarbons (Typically C5+) 2% by volume maximum
Oxygen 0.2% by volume maximum
Water vapor 100% relative humidity
PERFORMANCE CHARACTERISTICS
Saturated lower heating value 900 BTU/std. ft3 (60° F, 14.696 psia) approx.
35.38 [25, V(0; 101.325)] MJ/m3 approx.
Waukesha Knock Index 91 minimum
Stoichiometric air/fuel ratio 16.08:1 by mass, approx.
Hydrogen/carbon ratio 3.85:1 approx.

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S
FOR WAUKESHA ENGINES DATE: 3/03
7884-7
 FUELS & LUBRICATION 1A®
ALLOWABLE FUEL GAS SLHV VARIATION BEFORE CARBURETOR READJUSTMENT WKI REQUIREMENTS MUST ALSO
BE MET
Basic carburetor adjustment:
• G, GSI, GSID – Highest exhaust temperature (See Note 3).
3
• VGF-GL, GLD and VHP-5794GL – 50% to 60% excess air (7.6% to 9.0% exhaust oxygen with 900 BTU/ft ,
Table 1, fuel).
3
• VHP-GL, GLD – 74% excess air (9.8% exhaust oxygen with 900 BTU/ft , Table 1, fuel).
3
• AT-GL – 74% to 100% excess air (9.8% to 11.2% exhaust oxygen with 900 BTU/ft , Table 1, fuel).

NOTE: Performance and/or emission guarantees are based on a specific fuel composition and carburetor setting and
may not be valid over the entire fuel SLHV allowable variation given in Figure 1.

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GASEOUS FUEL SPECIFICATION
S
FOR WAUKESHA ENGINES DATE: 3/03
7884-7
 FUELS & LUBRICATION 1A
BASIC FUEL GAS TREATMENT SYSTEM FOR A NON-COMMERCIAL QUALITY GAS

HEAT OUT

UNTREATED GAS

COMPRESSOR REFRIGERATION
COALESCING SYSTEM
FILTER/SEPARATOR

ENGINE
0.3 MICRON FINAL
COALESCING FILTER

REHEATER

DRIVEN
EQUIPMENT

COALESCING
FILTER/SEPARATOR
HEAT IN

FIGURE 2

NOTE: Actual fuel gas composition and the site arrangements and operating conditions may require more, fewer, or
different components than those illustrated to condition the gas properly.

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S
FOR WAUKESHA ENGINES DATE: 3/03
7884-7