MAIN

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

CONTINUED
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)
Horsepower

120
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 Modules
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.