Manual IOM Waukesha F18

GE Energy
Gas Engines
Waukesha gas engines
VGF
6, 8, 12 & 16 Cylinder
Extender Series
operation &
maintenance
FORM 6284-4 This document contains proprietary and trade secret information. The receiver of this document
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Original Instructions (English)
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translation.
Waukesha gas engines

Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 2/2013
All rights reserved.
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DISCLAIMERS:
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FORM 6284-4
© 8/2012
CONTENTS
HOW TO USE THIS MANUAL INTRODUCTION TO THE VGF MODELS .......... 1.15-1
GENERAL INFORMATION............................. 1.15-1
SERIAL NUMBERS AND ENGINE
CHAPTER 1 – SAFETY AND GENERAL NAMEPLATE ........................................ 1.15-1
Section 1.00 – SAFETY LABELS AND INSTRUMENT PANEL GAUGES ..................... 1.15-3
LOCATIONS COMPONENT DESCRIPTIONS ...................... 1.15-5
CRANKCASE ........................................ 1.15-5
SAFETY LABELS AND LOCATIONS ................ 1.00-1
CRANKSHAFT ...................................... 1.15-5
Section 1.05 – SAFETY CONNECTING RODS ............................. 1.15-5
SAFETY INTRODUCTION ............................. 1.05-1 PISTONS ............................................. 1.15-5
SAFETY LABELS ......................................... 1.05-5 CYLINDER SLEEVES ............................. 1.15-5
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5 CAMSHAFT .......................................... 1.15-5
ACIDS ....................................................... 1.05-5 CYLINDER HEAD AND VALVES ..................... 1.15-5
BATTERIES ................................................ 1.05-5 TURBOCHARGERS ............................... 1.15-5
BODY PROTECTION .................................... 1.05-5 INTERCOOLER ..................................... 1.15-5
CHEMICALS ............................................... 1.05-5 CARBURETOR...................................... 1.15-5
GENERAL ............................................ 1.05-5 INTAKE MANIFOLD................................ 1.15-5
CLEANING SOLVENTS........................... 1.05-5 EXHAUST MANIFOLD ............................ 1.15-5
LIQUID NITROGEN ................................ 1.05-6 INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
COMPONENTS ........................................... 1.05-6 AND CLEANERS ......................................... 1.15-6
HEATED OR FROZEN ............................ 1.05-6 ENGINE IDENTIFICATION VIEWS – F18 /
INTERFERENCE FIT .............................. 1.05-6 H24 ........................................................... 1.15-9
COOLING SYSTEM...................................... 1.05-6 ENGINE IDENTIFICATION VIEWS – L36 /
ELECTRICAL .............................................. 1.05-6 P48 ..........................................................1.15-20
GENERAL ............................................ 1.05-6 MAXIMUM SOUND PRESSURE LEVEL ..........1.15-25
IGNITION ............................................. 1.05-6 ENGINE SPECIFICATIONS...........................1.15-25
EMERGENCY SHUTDOWN ........................... 1.05-6 ENGLISH / METRIC CONVERSIONS ..............1.15-30
EXHAUST .................................................. 1.05-6 TORQUE VALUES ......................................1.15-32
FIRE PROTECTION...................................... 1.05-6 GENERAL TORQUE VALUES .......................1.15-36
FUELS ....................................................... 1.05-7 GENERAL TORQUE
GENERAL ............................................ 1.05-7 RECOMMENDATIONS ..........................1.15-36
GASEOUS............................................ 1.05-7 DECLARATION OF CONFORMITY.................1.15-41
LIQUIDS............................................... 1.05-7 DECLARATION OF INCORPORATION............1.15-42
INTOXICANTS AND NARCOTICS ................... 1.05-7
PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7
CHAPTER 2 – ENGINE SYSTEMS
PROTECTIVE GUARDS ................................ 1.05-7
SPRINGS ................................................... 1.05-7 Section 2.00 – SPEED GOVERNING
TOOLS ...................................................... 1.05-7 SYSTEM DESCRIPTION
ELECTRICAL ........................................ 1.05-7 SPEED GOVERNING SYSTEM
HYDRAULIC ......................................... 1.05-7 DESCRIPTION ............................................ 2.00-1
PNEUMATIC ......................................... 1.05-7 F18 / H24 GOVERNOR ................................. 2.00-1
WEIGHT..................................................... 1.05-8 GOVERNING LINKAGE........................... 2.00-2
WELDING................................................... 1.05-8 QUICK-START OIL SUPPLY .................... 2.00-2
GOVERNOR THROTTLE CONTROL ......... 2.00-3
Section 1.10 – RIGGING AND LIFTING L36 / P48 GOVERNOR .................................. 2.00-3
ENGINES GOVERNOR DRIVE (IF EQUIPPED) .......... 2.00-4
ENGINE RIGGING AND LIFTING .................... 1.10-1 GOVERNOR LINKAGE ........................... 2.00-4
Section 1.15 – GENERAL INFORMATION AIR ACTUATOR FOR PSG GOVERNORS ........ 2.00-4
CONTROL PANEL ....................................... 2.00-5
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CONTENTS
Section 2.05 – FUEL SYSTEM INTERCOOLER ..................................... 2.15-1

DESCRIPTION CARBURETORS AND INTAKE
FUEL SYSTEM DESCRIPTION ....................... 2.05-1 MANIFOLDS ......................................... 2.15-2
CARBURETOR...................................... 2.05-1 INTAKE MANIFOLD................................ 2.15-4
CARBURETOR – GL............................... 2.05-2 AIR CLEANERS..................................... 2.15-4
FUEL PRESSURE REGULATOR – GL........ 2.05-3 Section 2.20 – TURBOCHARGER SYSTEM
BALANCE LINE ..................................... 2.05-3 DESCRIPTION
CARBURETOR – GLD / GSID ................... 2.05-4
TURBOCHARGER SYSTEM DESCRIPTION ..... 2.20-1
FUEL PRESSURE REGULATOR – ZERO
TURBOCHARGERS ............................... 2.20-1
PRESSURE (IF EQUIPPED) ..................... 2.05-4
TURBOCHARGER WASTEGATE (IF
THROTTLE VALVES .............................. 2.05-4
EQUIPPED) .......................................... 2.20-1
MANUAL FUEL SHUTOFF VALVE (IF
TURBOCHARGER OPERATION ..................... 2.20-2
EQUIPPED) .......................................... 2.05-5
TURBOCHARGER LUBRICATION ............ 2.20-2
OPERATION ......................................... 2.05-6
TURBOCHARGER INSPECTION .............. 2.20-3
CUSTOM ENGINE CONTROL AIR / FUEL MODULE
OPERATION AND MAINTENANCE
SYSTEM .................................................... 2.05-7
TIPS .................................................... 2.20-3
SYSTEM DESCRIPTION ......................... 2.05-7
OPERATOR INTERFACE ........................ 2.05-7 Section 2.25 – COOLING SYSTEM
THEORY OF OPERATION ....................... 2.05-8 DESCRIPTION
COOLING SYSTEM DESCRIPTION – F18 /
Section 2.10 – IGNITION SYSTEM
H24 ........................................................... 2.25-1
DESCRIPTION
JACKET WATER PUMP (IF EQUIPPED) ..... 2.25-1
CEC IGNITION MODULE SYSTEM.................. 2.10-1
AUXILIARY WATER PUMP (IF
IGNITION SYSTEM COMPONENT
EQUIPPED) .......................................... 2.25-2
DESCRIPTION ............................................ 2.10-1
THERMOSTAT HOUSING ....................... 2.25-2
CEC IGNITION MODULE......................... 2.10-1
AUXILIARY COOLING THERMOSTATIC
CEC HALL-EFFECT PICKUP.................... 2.10-2
VALVE ................................................. 2.25-2
CEC TIMING MAGNETS.......................... 2.10-2
SURGE TANK (IF EQUIPPED) .................. 2.25-2
IGNITION COIL HARNESSES................... 2.10-2
COOLING SYSTEM DESCRIPTION – L36 /
WIRING HARNESS ................................ 2.10-2
P48 ........................................................... 2.25-3
IGNITION COILS.................................... 2.10-2
JACKET WATER PUMP (IF EQUIPPED) ..... 2.25-3
SPARK PLUGS...................................... 2.10-2
AUXILIARY WATER PUMP (IF
HAZARDOUS LOCATION IGNITION SYSTEM (CSA
EQUIPPED) .......................................... 2.25-3
APPROVED) COMPONENT DESCRIPTION
JACKET WATER HEATER (IF
(OPTIONAL) ............................................... 2.10-4
EQUIPPED) .......................................... 2.25-4
IGNITION SWITCH................................. 2.10-4
THERMOSTAT HOUSING (IF
SHIELDED IGNITION COIL ...................... 2.10-4
EQUIPPED) .......................................... 2.25-4
SHIELDED SPARK PLUG ........................ 2.10-4
AUXILIARY WATER THERMOSTATIC
PRIMARY WIRING ................................. 2.10-4
VALVE ................................................. 2.25-4
SECONDARY WIRING ............................ 2.10-5
IGNITION MODULE – POLARITY .................... 2.10-5 Section 2.30 – LUBRICATION SYSTEM
CEC GENERATOR SYSTEM DESCRIPTION
DESCRIPTION ............................................ 2.10-5 LUBRICATION SYSTEM DESCRIPTION........... 2.30-1
CEC DETONATION SENSING MODULE – L36 / OIL FLOW DESCRIPTION ....................... 2.30-1
P48 ........................................................... 2.10-6 OIL PUMP AND SUCTION LINE ................ 2.30-6
OIL PUMP ............................................ 2.30-6
Section 2.15 – AIR INTAKE SYSTEM
OIL FILTERS AND HOUSING ................... 2.30-6
DESCRIPTION
OIL COOLER ........................................ 2.30-6
AIR INTAKE SYSTEM DESCRIPTION .............. 2.15-1
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CONTENTS
PRESSURE REGULATING VALVE AND OIL CUSTOMER-SUPPLIED SAFETY SHUTDOWN

THERMOSTAT ...................................... 2.30-7 SWITCHES........................................... 2.50-3
PISTON COOLING CONTROL VALVE ....... 2.30-8 OPTIONAL INSTRUMENT PANEL............. 2.50-4
MAGNETIC PLUG .................................. 2.30-8 PRESSURE AND TEMPERATURE SWITCH
OIL LEVEL REGULATOR – OPTIONAL....... 2.30-9 CALIBRATION....................................... 2.50-4
OIL PRESSURE........................................... 2.30-9
Section 2.35 – EXHAUST SYSTEM CHAPTER 3 – ENGINE START-UP AND

DESCRIPTION SHUTDOWN
EXHAUST SYSTEM DESCRIPTION ................ 2.35-1 Section 3.00 – ENGINE START-UP AND
EXHAUST MANIFOLD ............................ 2.35-1 SHUTDOWN
EXHAUST THERMOCOUPLES (IF PRESTART INSPECTION .............................. 3.00-1
EQUIPPED) .......................................... 2.35-1 STARTUP PROCEDURES ............................. 3.00-2
EXHAUST SYSTEM (CUSTOMER COLD WEATHER STARTING......................... 3.00-3
SUPPLIED) ........................................... 2.35-2 PRESSURIZING ENGINES WITHOUT
TURBOCHARGER OPERATION ............... 2.35-2 PREHEATER ........................................ 3.00-3
Section 2.40 – CRANKCASE BREATHER RESTART PROCEDURE ............................... 3.00-3
SYSTEM DESCRIPTION SHUTDOWN PROCEDURE ........................... 3.00-3
START-UP PROCEDURE – DELTEC
CRANKCASE BREATHER SYSTEM
CARBURETION ..................................... 3.00-3
DESCRIPTION ............................................ 2.40-1
PLANNED SHUTDOWN – DELTEC
F18 / H24 BREATHER SYSTEMS.............. 2.40-1
CARBURETION ..................................... 3.00-4
L36 / P48 BREATHER SYSTEMS .............. 2.40-2
EMERGENCY SHUTDOWN – DELTEC
CONNECTING TUBE.............................. 2.40-3
CARBURETION ..................................... 3.00-4
OIL SEPARATOR ASSEMBLY .................. 2.40-3
START-UP PROCEDURE – GENERATOR
ADJUSTING VALVE – GL ........................ 2.40-3
APPLICATIONS ..................................... 3.00-4
ADJUSTING VALVE – L36 / P48 GLD / GSID
START-UP PROCEDURE – COMPRESSOR
ONLY .................................................. 2.40-4
APPLICATIONS ..................................... 3.00-5
OIL SEPARATOR DRAIN............................... 2.40-4
BREATHER SYSTEM SPECIFICATIONS .......... 2.40-5
CATALYTIC CONVERTER OR HEAT RECOVERY CHAPTER 4 – MAINTENANCE
SILENCER ARRANGEMENT – GL
Section 4.00 – SPEED GOVERNING
ONLY .................................................. 2.40-5
SYSTEM MAINTENANCE
CRANKCASE PRESSURE RELIEF VALVE – L36 / P48
GOVERNING SYSTEM MAINTENANCE ........... 4.00-1
ONLY ........................................................ 2.40-5
QUICK-START GOVERNOR OIL SUPPLY – F18 /
Section 2.45 – STARTING SYSTEM H24 ONLY ............................................ 4.00-1
DESCRIPTION MAGNETIC SPEED SENSOR GAP ADJUSTMENT
AIR / GAS STARTER OPERATION .................. 2.45-1 – PSG, 4024 AND EG3P GOVERNOR
ELECTRIC STARTER OPERATION ................. 2.45-2 ONLY .................................................. 4.00-2
Section 2.50 – ENGINE PROTECTION Section 4.05 – FUEL SYSTEM

SHUTDOWN SYSTEM MAINTENANCE
DESCRIPTION F18 / H24 AND L36 / P48 ENGINES ................. 4.05-1
ENGINE PROTECTION SHUTDOWN SYSTEM PHYSICAL REQUIREMENTS ................... 4.05-1
DESCRIPTION OPERATION .......................... 2.50-1 CARBURETOR ADJUSTMENT....................... 4.05-2
K-TYPE THERMOCOUPLES .................... 2.50-1 ADJUSTMENTS .................................... 4.05-3
THERMOCOUPLE JUNCTION BOX .......... 2.50-2 F18 G AND H24 G WITH IMPCO 200 D, 400 VF3 OR 600
MANUAL SHUTDOWN LEVER ................. 2.50-2 VFI CARBURETORS .................................... 4.05-4
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CONTENTS
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE F18 / H24 GSID WITH IMPCO 600 VFI CARBURETOR –
START-UP............................................ 4.05-4 NATURAL GAS (DRAW-THRU
PRELIMINARY SETTINGS AFTER ENGINE CARBURETION) .........................................4.05-15
START-UP............................................ 4.05-5 FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
FINAL FUEL SYSTEM ADJUSTMENTS ...... 4.05-5 START-UP...........................................4.05-15
F18 GL / H24 GL AND L36 GL / P48 GL WITH IMPCO 200 PRELIMINARY SETTINGS AFTER ENGINE
D OR 600 VFI CARBURETORS NATURAL GAS (BLOW- START-UP...........................................4.05-15
THRU CARBURETION)................................. 4.05-7 FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-15
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE F18 G / H24 G DUAL-FUEL – NATURAL GAS OR
START-UP............................................ 4.05-7 PROPANE .................................................4.05-15
PRELIMINARY SETTINGS AFTER ENGINE FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
START-UP............................................ 4.05-7 START-UP...........................................4.05-15
FINAL FUEL SYSTEM ADJUSTMENTS ...... 4.05-7 PRELIMINARY SETTINGS AFTER ENGINE
F18 GL / H24 GL WITH IMPCO 400 VF3 CARBURETORS START-UP...........................................4.05-16
– NATURAL GAS OR LOW-COMPRESSION RATIO F18 G / H24 G DUAL-FUEL – NATURAL GAS OR
(NATURAL GAS OR PROPANE) (BLOW-THRU DIGESTER GAS .........................................4.05-17
CARBURETION) .......................................... 4.05-8 FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE START-UP...........................................4.05-17
START-UP............................................ 4.05-8 PRELIMINARY SETTINGS AFTER ENGINE
PRELIMINARY SETTINGS AFTER ENGINE START-UP...........................................4.05-18
START-UP............................................ 4.05-8 F18 / H24 GLD AND L36 / P48 GLD / GSID WITH DELTEC
FINAL FUEL SYSTEM ADJUSTMENTS ...... 4.05-8 CARBURETORS – DUAL-FUEL .....................4.05-18
F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH PHYSICAL REQUIREMENTS ..................4.05-18
IMPCO 600 VFI CARBURETORS (DRAW-THRU FUEL SYSTEM ADJUSTMENT
CARBURETION) .......................................... 4.05-9 PROCEDURE.......................................4.05-19
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE HIGH RATING (HR) 12.1 / 13.7 BAR (176 / 200 BMEP)
START-UP............................................ 4.05-9 GLD / 2 WITH DELTEC CARBURETORS AND DUNGS
PRELIMINARY SETTINGS AFTER ENGINE REGULATOR .............................................4.05-21
START-UP...........................................4.05-10 PHYSICAL REQUIREMENTS ..................4.05-21
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-10 FUEL SYSTEM ADJUSTMENT
F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH PROCEDURE.......................................4.05-21
DELTEC CARBURETORS (DRAW-THRU
Section 4.10 – IGNITION SYSTEM
CARBURETION) .........................................4.05-12
MAINTENANCE
PHYSICAL REQUIREMENTS ..................4.05-12
IGNITION SYSTEM MAINTENANCE ................ 4.10-1
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
HALL-EFFECT PICKUP – CEC IGNITION
START-UP...........................................4.05-13
MODULE.............................................. 4.10-1
PRELIMINARY SETTINGS AFTER ENGINE
CEC TIMING MAGNET CLEANING AND
START-UP...........................................4.05-13
INSPECTION ........................................ 4.10-2
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-14
HALL-EFFECT PICKUP
L36 GSID / P48 GSID WITH DELTEC CARBURETORS –
INSTALLATION ..................................... 4.10-2
NATURAL GAS OR PROPANE (DRAW-THRU
HALL-EFFECT PICKUP – L36 / P48 ........... 4.10-2
CARBURETION) .........................................4.05-14
IGNITION MODULE SWITCH
PHYSICAL REQUIREMENTS ..................4.05-14
SETTINGS............................................ 4.10-4
SPARK PLUG MAINTENANCE ....................... 4.10-5
START-UP...........................................4.05-14
SPARK PLUG REMOVAL – STANDARD
FINAL FUEL SYSTEM ADJUSTMENTS .....4.05-15
IGNITION ............................................. 4.10-5
SPARK PLUG REMOVAL – CSA SHIELDED
IGNITION ............................................. 4.10-5
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CONTENTS
SPARK PLUG INSTALLATION – CSA SHIELDED JACKET WATER AND AUXILIARY COOLING WATER
IGNITION ............................................. 4.10-6 CIRCUITS – DRAIN AND FLUSH, F18 / H24 ...... 4.25-3
CSA SHIELDED IGNITION SYSTEM JACKET WATER CIRCUIT – INITIAL FILL, L36 /
MAINTENANCE........................................... 4.10-8 P48 ........................................................... 4.25-5
IGNITION COILS.................................... 4.10-9 AUXILIARY WATER CIRCUIT – INITIAL FILL, L36 /
SHIELDED IGNITION TIMING..................4.10-10 P48 ........................................................... 4.25-6
SPARK PLUG SPECIFICATIONS ...................4.10-10 COOLING WATER SYSTEM AIR BLEED – L36 /
IGNITION MODULE.....................................4.10-12 P48 ........................................................... 4.25-7
POWER SUPPLY ..................................4.10-12 INITIAL AIR BLEED (ENGINE NOT
IGNITION MODULE LEDS ......................4.10-13 RUNNING)............................................ 4.25-8
CEC IGNITION MODULE TIMING ADJUSTMENT – CHECK AIR BLEED (ENGINE NOT
DYNAMIC............................................4.10-13 RUNNING)............................................ 4.25-9
BASIC TIMING SPECIFICATION – CEC.....4.10-15 FINAL AIR BLEED (ENGINE NOT
CEC GENERATOR SERVICING.....................4.10-15 RUNNING)............................................ 4.25-9
JACKET WATER AND AUXILIARY COOLING WATER
Section 4.15 – AIR INTAKE SYSTEM
CIRCUITS – DRAIN AND FLUSH, L36 / P48....... 4.25-9
MAINTENANCE
JACKET WATER HEATER MAINTENANCE – F18 /
AIR INTAKE SYSTEM MAINTENANCE............. 4.15-1
H24 ....................................................4.25-11
AIR FILTER MAINTENANCE .................... 4.15-1
JACKET WATER HEATER MAINTENANCE – L36 /
FILTER REPLACEMENT – F18 / H24 G /
P48 ....................................................4.25-12
GL....................................................... 4.15-2
FILTER REPLACEMENT – F18 / H24 GSID / Section 4.30 – LUBRICATION SYSTEM
GLD .................................................... 4.15-3 MAINTENANCE
FILTER REPLACEMENT – L36 / P48 OIL PREHEAT / PRELUBE ............................. 4.30-1
GL....................................................... 4.15-4 OPERATION ......................................... 4.30-1
FILTER REPLACEMENT – L36 / P48 GSID / PRELUBE (FOR AUTOMATIC START
GLD .................................................... 4.15-5 UNITS)................................................. 4.30-1
WASTEGATE VENT TUBE ............................ 4.15-7 OIL PRESSURE GAUGE ............................... 4.30-1
RECOMMENDED OIL CHANGE
Section 4.20 – TURBOCHARGER SYSTEM
INTERVALS ................................................ 4.30-2
MAINTENANCE
OIL CHANGE PROCEDURE – F18 / H24........... 4.30-2
TURBOCHARGER INSPECTION .................... 4.20-1
OIL CHANGE PROCEDURE – L36 / P48 ........... 4.30-3
TURBOCHARGER LUBRICATION .................. 4.20-1
MICROSPIN CLEANABLE OIL-FILTERING
TURBOCHARGER OPERATION ..................... 4.20-1
SYSTEM .................................................... 4.30-4
MAGNETIC PLUG .................................. 4.20-2
INITIAL MICROSPIN CENTRIFUGE
OIL SUPPLY / RETURN TUBE CLAMP ............. 4.20-2
INSPECTION ........................................ 4.30-6
LCR WASTEGATE ADJUSTMENT FOR
STARTING MICROSPIN CENTRIFUGE ...... 4.30-6
ELEVATION ................................................ 4.20-3
SERVICING MICROSPIN
ENGINE SHUTDOWN............................. 4.20-3
CENTRIFUGE ....................................... 4.30-6
WASTEGATE REMOVAL ........................ 4.20-4
SHELL AND TUBE OIL COOLER
WASTEGATE ADJUSTMENTS ................. 4.20-4
MAINTENANCE..........................................4.30-11
Section 4.25 – COOLING SYSTEM PRELUBE / POSTLUBE SYSTEM...................4.30-14
MAINTENANCE PRELUBE / POSTLUBE
JACKET WATER CIRCUIT – INITIAL FILL, F18 / SPECIFICATIONS .................................4.30-14
H24 ........................................................... 4.25-1 ELECTRIC PRELUBE MOTOR ................4.30-14
AUXILIARY COOLING WATER CIRCUIT – INITIAL FILL, Section 4.35 – EXHAUST SYSTEM
F18 / H24.................................................... 4.25-2 MAINTENANCE
COOLING WATER SYSTEM AIR BLEED – F18 /
EXHAUST SYSTEM MAINTENANCE ............... 4.35-1
H24 ........................................................... 4.25-3
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CONTENTS
BACKPRESSURE MEASUREMENT .......... 4.35-1 176 BMEP Engines, Normal
Temperature ......................................... 4.50-3
Section 4.40 – CRANKCASE BREATHER
176 BMEP Engines, Optional
SYSTEM MAINTENANCE
Temperature ......................................... 4.50-3
CRANKCASE BREATHER SYSTEM ................ 4.40-1
200 BMEP Engines, Normal Temperature (GLD
OIL SEPARATOR MAINTENANCE .................. 4.40-1
Only) ................................................... 4.50-3
FILTER ELEMENT REPLACEMENT F18 GL AND
JACKET WATER TEMPERATURE ............ 4.50-3
H24 GL CLOSED BREATHER
INTAKE MANIFOLD TEMPERATURE ........ 4.50-3
SYSTEM .............................................. 4.40-2
INTAKE MANIFOLD PRESSURE............... 4.50-3
CRANKCASE PRESSURE ............................. 4.40-2
ENGINE OVERSPEED SHUTDOWN SYSTEM
CRANKCASE PRESSURE CHECK............ 4.40-2
OPERATION ............................................... 4.50-3
BREATHER EJECTOR ADJUSTMENT....... 4.40-4
ROUTINE INSPECTION ................................ 4.50-5
CLOSED BREATHER BUTTERFLY VALVE
ADJUSTMENT ...................................... 4.40-4 Section 4.55 – VALVE ADJUSTMENT
CRANKCASE BREATHER REGULATOR – ROCKER ARM COVER REMOVAL.................. 4.55-1
CLEANING AND INSPECTION ................. 4.40-5 STANDARD COIL .................................. 4.55-1
REGULATOR FOAM CLEANING AND FLANGE-MOUNTED COIL (CSA) .............. 4.55-2
INSPECTION ........................................ 4.40-6 VALVE ADJUSTMENT ............................ 4.55-3
CRANKCASE PRESSURE RELIEF VALVE ROCKER ARM COVER
MAINTENANCE – L36 / P48 ........................... 4.40-7 INSTALLATION ..................................... 4.55-4
Section 4.45 – STARTING SYSTEM Section 4.60 – MAINTENANCE

MAINTENANCE SCHEDULE
ELECTRIC STARTER MAINTENANCE............. 4.45-1 MAINTENANCE CHART................................ 4.60-1
AIR / GAS STARTER MAINTENANCE .............. 4.45-1 RECOMMENDED OIL CHANGE
AIR STARTER LUBRICATOR ................... 4.45-1 INTERVALS ................................................ 4.60-4
ALTERNATOR ............................................ 4.45-2 ENGINE PERFORMANCE RECORD................ 4.60-5
BATTERY CONNECTION ........................ 4.45-2
ALTERNATOR SERVICING ..................... 4.45-2
CHAPTER 5 – TROUBLESHOOTING
ALTERNATOR NOISE ............................ 4.45-3
ALTERNATOR V-BELT TENSION ................... 4.45-3 Section 5.00 – TROUBLESHOOTING
V-BELT MAINTENANCE................................ 4.45-4 TROUBLESHOOTING TABLE ........................ 5.00-1
Section 4.50 – ENGINE PROTECTION Section 5.05 – STORAGE

SHUTDOWN SYSTEM ENGINE STORAGE – GENERAL..................... 5.05-1
MAINTENANCE WAUKESHA PRESERVATIVE OIL................... 5.05-1
ENGINE PROTECTION SHUTDOWN SYSTEM OTHER PRESERVATIVE OILS AND
MAINTENANCE........................................... 4.50-1 MATERIALS................................................ 5.05-3
K-TYPE THERMOCOUPLE ENGINES RETURNED TO SERVICE AFTER
INSPECTION ........................................ 4.50-1 STORAGE .................................................. 5.05-4
MANUAL SHUTDOWN LEVER
MAINTENANCE..................................... 4.50-2 APPENDIX A – WARRANTY
PRESSURE AND TEMPERATURE SWITCH
CALIBRATION....................................... 4.50-2
RECOMMENDED SHUTDOWN
SETPOINTS................................................ 4.50-2
OIL HEADER PRESSURE........................ 4.50-2
F18 / H24:............................................. 4.50-2
L36 / P48: ............................................. 4.50-3
OIL HEADER TEMPERATURE ................. 4.50-3
FORM 6284-4
vi © 8/2012
HOW TO USE THIS MANUAL
Your purchase of a Waukesha VHP engine was a wise This manual contains both operation and maintenance
investment. Thank you for your order. In the industrial instructions. There are five chapters within the manual
engine field, the name Waukesha stands for quality and and each chapter contains one or more sections. The
durability. With proper care and maintenance, this title of each chapter or section appears at the top of each
engine will provide many years of reliable service. page. To locate information on a specific topic, refer to
the Table of Contents at the front of the manual.
Before placing the engine in service, read Chapters 1
and 3 very carefully. These chapters cover Safety, ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
General Information and Engine Operation. WITHIN THE MANUAL TEXT. THESE WARNINGS
PRECEDE INFORMATION THAT IS CRUCIAL TO
Always be alert for the special warnings within the
YOUR SAFETY AS WELL AS OTHER PERSONNEL
manual text. These warnings precede information that is
WORKING ON OR NEAR THE ENGINE. CAUTIONS,
crucial to your safety as well as other personnel working
NOTICES AND NOTES IN THE MANUAL CONTAIN
on or near the engine.
INFORMATION THAT RELATES TO POSSIBLE
Section 1.00 – “Safety Labels and Locations” – Provides DAMAGE TO THE ENGINE OR ITS COMPONENTS
the location of all warning tags and labels and a duplicate DURING ENGINE OPERATION OR MAINTENANCE
of each tag is illustrated in case the labels or tags PROCEDURES.
become lost or damaged.
Recommendations and data contained in the manual
Section 1.05 – “Safety” – Provides a list of dangers, are the latest information available at the time of this
warnings, cautions and notices to make you aware of the printing and are subject to change without notice.
dangers present during operation and maintenance of Consult your local distributor or Waukesha Service
the engine. READ THEM CAREFULLY AND FOLLOW Operations Department for updated information as well
THEM COMPLETELY. as information on subjects beyond the scope of this
manual.
Section 1.10 – “Rigging and Lifting Engines”– Provides
information on engine weights and proper lifting
procedures.
Section 1.15 – “General Information” – Provides basic
engine data such as nameplate data, component
weights, torque specifications and clearances. This
section also supplies torque values of metric and
standard capscrews as well as conversion data.
Chapter 2 – Engine Systems – Provides an overview of
the Engine System Manager (ESM) and basic
information on each engine system.
Chapter 3 – Engine Start-up and Shutdown – Provides
prestart inspection, troubleshooting, routine start-up and
shutdown.
Chapter 4 – Maintenance – Provides information for
operators’ care of Waukesha engines.
Chapter 5– Troubleshooting and Storage – Provides
basic engine troubleshooting, maintenance schedule
and storage procedures.
FORM 6284-4
vii © 8/2012
This Page Intentionally Left Blank
FORM 6284-4
viii © 8/2012
SAFETY AND GENERAL
SECTION 1.00
SAFETY LABELS AND LOCATIONS
SAFETY LABELS AND LOCATIONS NOTE: The labels shown in this manual are for the
current production engine and are subject to change.
! WARNING Clean surfaces of engine of all dirt, oil, etc., before
applying labels.
All safety labels must be legible
The safety labels on the engine have specific placement,
to alert personnel of safety
! hazards. Replace any illegible or

missing labels immediately.
Safety labels removed during
and must be replaced if they are defaced or removed for
any reason. Replacement safety labels should be
ordered through Waukesha.
any repair work must be
replaced in their original
position before the engine is
placed back into service. Do not
operate the engine if there are
missing or badly worn safety
labels.
FORM 6284-4
1.00-1 © 8/2012
Table 1.00-1: Safety Labels – VGF F18 / F24
PART NUMBER SIGNAL WORD DESCRIPTION

To Service Heater
1. Turn Power Off
209107M CAUTION 2. Close Shutoff Valves
3. Drain Heater
NOTE: Open valves before turning heater on.
Disconnect power source before accessing enclosure. Contact with live electrical
211900 DANGER
components will cause severe injury or death.
The fuel system requires a shut-off valve that opens and closes whenever engine
211900B DANGER rotation ceases. Failure to provide the valve will cause an explosive environment
resulting in severe personal injury or death.
Operate engine with safety guards in place. Contact with rotating components could
211910K WARNING
result in severe personal injury or death.
211910L WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may
211910N WARNING
cause regulator to burst and could result in severe personal injury or death.
Do not exceed maximum gas inlet pressure. See starter label. Overpressure may
211910T WARNING
Vent flammable gas from this connection in accordance with local codes. Improper
211910W WARNING
venting could result in severe personal injury or death.
This engine has been built without engine protection equipment. Failure to provide
211911B WARNING protective devices according to Waukesha S-8382 may result in severe personal
injury or death.
Do not engage barring device while engine is cranking or running. Engagement
211911J WARNING
could result in severe personal injury or death.
Eye and ear protection required when operating or adjusting engine. Failure to wear
211920B CAUTION
proper equipment could result in personal injury or death.
Do not contact hot components. Contact with hot components could result in severe
211920E CAUTION
burns or personal injury.
SAFETY Follow engine Rigging and Lifting Instructions in Operation and Maintenance
211930A
INSTRUCTIONS manual.
SAFETY Following engine Rigging and Lifting Instructions in Operation and Maintenance
211930C
FORM 6284-4
1.00-2 © 8/2012
P/N 211910K
P/N 211930C
P/N 211930A
P/N 211910L
P/N 211900B
Figure 1.00-1: Safety Label Locations
FORM 6284-4
1.00-3 © 8/2012
P/N 211920E
P/N 211910N P/N 211900

P/N 211910W IMPCO GLD
P/N 211910T
P/N 211920B
P/N 211920E P/N 211910N

F18/H24G/GL
P/N 211910W
P/N 211911B
P/N 211910N
F18/H24G/GL
P/N 211911J
Figure 1.00-2: Safety Label Locations – VGF F18 / H24 Right and Left Side
FORM 6284-4
1.00-4 © 8/2012
Table 1.00-2: Safety Labels – VGF 12- and 16-Cylinder Engines
PART NUMBER SIGNAL WORD DESCRIPTION

Disconnect power source before accessing enclosure. Contact with live electrical
211900 DANGER
components will cause severe injury or death.
The fuel system requires a shut-off valve that opens and closes whenever engine
211900B DANGER rotation ceases. Failure to provide the valve will cause an explosive environment
resulting in severe personal injury or death.
211910K WARNING
211910L WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may
211910N WARNING
211910S WARNING
Do not exceed maximum gas inlet pressure. See starter label. Overpressure may
211910T WARNING
211910W WARNING
This engine has been built without engine protection equipment. Failure to provide
211911B WARNING protective devices according to Waukesha S-8382 may result in severe personal
injury or death.
Do not engage barring device while engine is cranking or running. Engagement
211911J WARNING
could result in severe personal injury or death.
Eye and ear protection required when operating or adjusting engine. Failure to wear
211920B CAUTION
proper equipment could result in personal injury or death.
Do not contact hot components. Contact with hot components could result in severe
211920D CAUTION
burns or personal injury.
SAFETY Follow engine Rigging and Lifting Instructions in Operation and Maintenance
211930A
FORM 6284-4
1.00-5 © 8/2012
P/N 211900B P/N 211910N
P/N 211920D
P/N 211920B
P/N 211910W
P/N 211911B
P/N 211930C
P/N 211910K
P/N 211911J
P/N 211920D
P/N 211910T
P/N 211930C
P/N 211910K
P/N 211910S
P/N 211900
Figure 1.00-3: Safety Label Locations – VGF L36 / P48 Left and Right Side
FORM 6284-4
1.00-6 © 8/2012
P/N 211920D
P/N 211910N
P/N 211930C
P/N 211910L
Figure 1.00-4: Safety Label Locations – VGF L36 / P48 Front and Rear View
211900B
209107M
211910K
211900
FORM 6284-4
1.00-7 © 8/2012
211910T
Vent flammable gas from

this connection in
accordance with local
codes. Improper venting
211910L could result in severe
personal injury or death.
211910W
211910N
211911B
211910S
FORM 6284-4
1.00-8 © 8/2012
211920D
211911J
211911J
Eye and ear protection

required when operating
or adjusting engine.
Failure to wear proper
equipment could result
in severe personal
injury.
211920B
211920B
211930A
211920E
FORM 6284-4
1.00-9 © 8/2012
211930C
FORM 6284-4
1.00-10 © 8/2012
SECTION 1.05
SAFETY
SAFETY INTRODUCTION This safety alert symbol appears with

most safety statements. It means
!
The following safety precautions are published for your
information. Waukesha does not, by the publication of attention, become alert, your safety is
involved! Please read and abide by
these precautions, imply or in any way represent that
the message that follows the safety
they are the sum of all dangers present near industrial
alert symbol.
engines or fuel rating test units. If you are installing,
operating, or servicing a Waukesha product, it is your
responsibility to ensure full compliance with all ! DANGER
applicable safety codes and requirements. All
Indicates a hazardous situation which, if not
requirements of the Federal Occupational Safety and
avoided, will result in death or serious injury.
Health Act must be met when Waukesha products are
operated in areas that are under the jurisdiction of the
United States of America. Waukesha products operated
in other countries must be installed, operated and ! WARNING
serviced in compliance with any and all applicable safety
requirements of that country. Indicates a hazardous situation which, if not
avoided, could result in death or serious injury.
For details on safety rules and regulations in the United
States, contact your local office of the Occupational
Safety and Health Administration (OSHA).
! CAUTION
The words DANGER, WARNING, CAUTION and
NOTICE are used throughout this manual to highlight Indicates a hazardous situation which, if not
important information. Be certain that the meanings of avoided, could result in minor or moderate
these alerts are known to all who work on or near the injury.
equipment.
Follow the safety information throughout this manual in
addition to the safety policies and procedures of your NOTICE
employer.
Indicates a situation which can cause damage to the
engine, personal property and/or the environment, or
cause the equipment to operate improperly.
NOTE: Indicates a procedure, practice or condition that

should be followed in order for the engine or component
to function in the manner intended.
FORM 6284-4
1.05-1 © 8/2012
SAFETY
Table 1.05-1: Safety Symbol Definitions
Symbol Description
Symbol Description
A black graphical symbol inside a yellow Burst/Pressure Hazard

triangle with a black triangular band
defines a safety sign that indicates a
hazard.
A black graphical symbol inside a red

circular band with a red diagonal bar Crush Hazard (Hand)
defines a safety sign that indicates that an
action shall not be taken or shall be
stopped.
A white graphical symbol inside a blue Crush Hazard (Side)

circle defines a safety sign that indicates
that an action that shall be taken to avoid
a hazard.
Warnings
Crush Hazard (Side Pinned)
! Safety Alert Symbol
Crush Hazard (Top)
Asphyxiation Hazard
Electrical Shock Hazard
Burn Hazard
Entanglement Hazard
Burn Hazard (Chemical)
Explosion Hazard
Burn Hazard (Hot Liquid)
Fire Hazard
Burn Hazard (Steam)
FORM 6284-4
1.05-2 © 8/2012
SAFETY
Symbol Description Symbol Description

Prohibitions
Flying Object Hazard

Do not operate with guards removed
Hazardous Chemicals
Do not leave tools in the area
High-Pressure Hazard
Drugs and Alcohol Prohibited
Impact Hazard
Lifting/Transporting only by qualified
personnel
Pinch-Point Hazard
Welding only by qualified personnel
Mandatory Actions
Pressure Hazard
Read Manufacturer’s Instructions
Puncture Hazard
Wear Eye Protection
Sever Hazard
Wear Personal Protective Equipment

(PPE)
Sever Hazard (Rotating Blade)
Wear Protective Gloves
FORM 6284-4
1.05-3 © 8/2012
SAFETY
Symbol Description
Miscellaneous
ERGENC
M
E
Emergency Stop
STOP
Grounding Point
PE Physical Earth
Use Emergency Stop (E-Stop); Stop

Engine
FORM 6284-4
1.05-4 © 8/2012
SAFETY
! WARNING ACIDS
The safety messages that follow have Always read and comply with the acid
manufacturer’s recommendations for
WARNING level hazards.
proper use and handling of acids.
SAFETY LABELS
All safety labels must be legible to alert BATTERIES
personnel of safety hazards. Replace any
! illegible or missing labels immediately.

Safety labels removed during any repair
work must be replaced in their original
Always read and comply with the battery
manufacturer’s recommendations for
procedures concerning proper battery
position before the engine is placed back use and maintenance.
into service.
EQUIPMENT REPAIR AND SERVICE Batteries contain sulfuric acid and

generate explosive mixtures of hydrogen
and oxygen gases. Keep any device that
Always stop the engine before cleaning,
may cause sparks or flames away from
servicing or repairing the engine or any
the battery to prevent explosion.
driven equipment.
• Place all controls in the OFF position Always wear protective glasses or
and disconnect or lock out starters to goggles and protective clothing when
prevent accidental restarting. working with batteries. You must follow
• If possible, lock all controls in the OFF the battery manufacturer’s instructions on
position and remove the key. safety, maintenance and installation
• Put a sign on the control panel warning procedures.
that the engine is being serviced.
• Close all manual control valves.
• Disconnect and lock out all energy BODY PROTECTION
sources to the engine, including all fuel,
electric, hydraulic and pneumatic Always wear OSHA-approved body,
connections. sight, hearing and respiratory system
• Disconnect or lock out driven protection. Never wear loose clothing,
equipment to prevent the possibility of jewelry or long hair around an engine.
the driven equipment rotating the
disabled engine.
Allow the engine to cool to room
temperature before cleaning, servicing or
CHEMICALS
repairing the engine. Some engine
components and fluids are extremely hot GENERAL
even after the engine has been shut
down. Allow sufficient time for all engine Always read and comply with the safety
components and fluids to cool to room labels on all containers. Do not remove or
temperature before attempting any deface the container labels.
service procedure.
Exercise extreme care when moving the
engine or its components. Never walk or
stand directly under an engine or CLEANING SOLVENTS
component while it is suspended. Always
consider the weight of the engine or the Always read and comply with the solvent
components involved when selecting manufacturer’s recommendations for
hoisting chains and lifting equipment. Be proper use and handling of solvents. Do
positive about the rated capacity of lifting not use gasoline, paint thinners or other
equipment. Use only properly maintained highly volatile fluids for cleaning.
lifting equipment with a lifting capacity that
exceeds the known weight of the object to
be lifted.
FORM 6284-4
1.05-5 © 8/2012
SAFETY
LIQUID NITROGEN Disconnect all electrical power supplies
before making any connections or
Always read and comply with the liquid servicing any part of the electrical system.
nitrogen manufacturer’s
recommendations for proper use and
handling of liquid nitrogen.
Always label “high voltage” on engine-
mounted equipment over 24 volts
nominal.
COMPONENTS
HEATED OR FROZEN
Always wear protective equipment when IGNITION

installing or removing heated or frozen
components. Some components are Avoid contact with ignition units and
heated or cooled to extreme wiring. Ignition system components can
temperatures for proper installation or store electrical energy, and if contacted,
removal. can cause electrical shock.
INTERFERENCE FIT
Properly discharge any electrical
component that has the capability to store
Always wear protective equipment when
electrical energy before connecting or
installing or removing components with
servicing that component.
an interference fit. Installation or removal
of interference components may cause
flying debris.
EMERGENCY SHUTDOWN
COOLING SYSTEM An Emergency Shutdown must never be
used for a normal engine shutdown.
Always wear protective equipment when
Doing so may result in unburned fuel in
venting, flushing or blowing down the
the exhaust manifold. Failure to comply
cooling system. Operational coolant
increases the risk of an exhaust
temperatures can range from 180° –
explosion.
250°F (82° – 121°C).
Do not service the cooling system while EXHAUST

the engine is operating or when the
coolant or vapor is hot. Operational Do not inhale engine exhaust gases.
coolant temperatures can range from Ensure that exhaust systems are leak-
180° – 250°F (82° – 121°C). free and that all exhaust gases are
properly vented to the outside of the
building.
ELECTRICAL
Do not touch or service any heated
GENERAL exhaust components. Allow sufficient
time for exhaust components to cool to
Equipment must be grounded by qualified room temperature before attempting any
personnel in accordance with IEC service procedure.
(International Electric Code) and local
electrical codes.
FIRE PROTECTION
Do not install, set up, maintain or operate See local and federal fire regulations for
any electrical components unless you are guidelines for proper site fire protection.
a technically qualified individual who is
familiar with the electrical elements
involved.
FORM 6284-4
1.05-6 © 8/2012
SAFETY
FUELS PROTECTIVE GUARDS

GENERAL Provide guarding to protect persons or
structures from rotating or heated parts. It
Ensure that there are no leaks in the fuel is the responsibility of the engine owner to
supply. Engine fuels are highly specify and provide guarding. See OSHA
combustible and can ignite or explode. standards on “machine guarding” for
details on safety rules and regulations
concerning guarding techniques.
GASEOUS SPRINGS
Do not inhale gaseous fuels. Some Use appropriate equipment and

components of fuel gas are odorless, protective gear when servicing or using
tasteless and highly toxic. products that contain springs. Springs,
under tension or compression, can eject
if improper equipment or procedures are
used.
Shut off the fuel supply if a gaseous
engine has been cranked excessively TOOLS
without starting. Crank the engine to
purge the cylinders and exhaust system
ELECTRICAL
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
Do not install, set up, maintain or operate
engine and exhaust system can result in
any electrical tools unless you are a
an explosion.
technically qualified individual who is
familiar with them.
LIQUIDS
Use protective equipment when working

with liquids and related components. HYDRAULIC
Liquids can be absorbed into the body.
any hydraulic tools unless you are a
technically qualified individual who is
familiar with them. Hydraulic tools use
INTOXICANTS AND NARCOTICS extremely high hydraulic pressure.
Do not allow anyone under the influence Always follow recommended procedures
of intoxicants and/or narcotics to work on when using hydraulic tensioning devices.
or around industrial engines. Workers
under the influence of intoxicants and/or
narcotics are a hazard to both themselves
and other employees.
PNEUMATIC
PRESSURIZED FLUIDS / GAS / AIR
Never use pressurized fluids/gas/air to any pneumatic tools unless you are a
clean clothing or body parts. Never use technically qualified individual who is
body parts to check for leaks or flow rates. familiar with them. Pneumatic tools use
Observe all applicable local and federal pressurized air.
regulations relating to pressurized fluids/
gas/air.
FORM 6284-4
1.05-7 © 8/2012
SAFETY
WEIGHT ! CAUTION
Always consider the weight of the item The safety message that follows has a
being lifted and use only properly rated
CAUTION level hazard.
lifting equipment and approved lifting
methods.
Ensure that all tools and other objects are

Never walk or stand under an engine or removed from the unit and any driven
component while it is suspended. equipment before restarting the unit.
WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.
FORM 6284-4
1.05-8 © 8/2012
SAFETY
NOTICE
The safety messages that follow have NOTICE level
hazards.
Ensure that the welder is properly grounded before

attempting to weld on or near an engine.
Disconnect the ignition harness and electronically
controlled devices before welding with an electric arc
welder on or near an engine. Failure to disconnect the
harnesses and electronically controlled devices could
result in severe engine damage.
FORM 6284-4
1.05-9 © 8/2012
SAFETY
FORM 6284-4
1.05-10 © 8/2012
SECTION 1.10
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING To avoid personal injury or death, follow approved
rigging procedures to ensure no undue strain on the
! WARNING lifting eyes, chains and cables when lifting the engine.
Attach the hook of the hoisting chain to the lifting eye.
Exercise extreme care when Bring the chain straight up and attach to a certified
moving the engine or its spreader bar that meets OSHA standards (see Figure
components. Never walk or 1.10-1, Figure 1.10-2, Figure 1.10-4 and Figure 1.10-5).
stand directly under an engine Repeat the procedure for each lifting eye.
or component while it is
NOTE: The lifting cable or chain must be within 15° of
suspended. Always consider
vertical.
the weight of the engine or the
components involved when
selecting hoisting chains and
lifting equipment. Be positive
about the rated capacity of
lifting equipment. Use only
properly maintained lifting
equipment with a lifting capacity
which exceeds the known
weight of the object to be lifted.
ALWAYS include the weight of
!
the engine, the components and
the lifting device to ensure the
lifting equipment’s capacity is
not exceeded when calculating
the weight to be lifted.
FORM 6284-4
1.10-1 © 8/2012
Table 1.10-1 shows the approximate dry weight of the VGF engines.
Table 1.10-1: Engine Dry Weights
ITEM DESCRIPTION F18 H24 L36 P48

Engine with Shipping
Skid 5,500 lb (2,500 kg) 7,200 lb (3,272 kg) 11,536 lb (5,233 kg) 15,282 lb (6,932 kg)
Shipping Skid – – 336 lb (153 kg) 382 lb (174 kg)
Flywheel 342 lb (155 kg) 342 lb (155 kg) 270 lb (123 kg) 270 lb (123 kg)
Cylinder Head 80 lb (36 kg) 80 lb (36 kg) 80 lb (36 kg) 80 lb (36 kg)
Turbocharger 43 lb (20 kg) 43 lb (20 kg) 48 lb (22 kg) 48 lb (22 kg)
Intercooler Without
Piping 243 lb (110 kg) 243 lb (110 kg) 342 lb (155 kg) 342 lb (155 kg)
Oil Pump Without
Gear 47 lb (21 kg) 48 lb (22 kg) 93 lb (42 kg) 93 lb (42 kg)
Oil Pump with Gear 53 lb (24 kg) 54 lb (25 kg) 106 lb (48 kg) 106 lb (48 kg)
1 2
Figure 1.10-1: Correct Method of Lifting F18 / H24 Engine – Side Views
1 - Left-Side View 2 - Right-Side View
FORM 6284-4
1.10-2 © 8/2012
NOTE: L36/P48 – Disconnect the manual shutdown
lever linkage to provide clearance for the hoisting chain
(see Figure 1.10-3).
Figure 1.10-3: Lifting Chain Clearance
1 - Manual Lever 2 - Linkage
Figure 1.10-2: Correct Method of Lifting F18 / H24 Engine

– Rear View
1 2
Figure 1.10-4: Correct Method of Lifting L36 / P48 Engine – Side Views
1 - Left-Side View 2 - Right-Side View
FORM 6284-4
1.10-3 © 8/2012
Figure 1.10-5: Correct Method of Lifting L36 / P48 Engine

– Front View
FORM 6284-4
1.10-4 © 8/2012
SECTION 1.15
GENERAL INFORMATION
INTRODUCTION TO THE VGF MODELS The GL engine operates on natural gas and is designed
to burn a lean air/fuel mixture for low fuel consumption
Waukesha manufactures both inline and vee block VGF and reduced emissions. GL engines are equipped with
engines. Inline engines are designated the F18 (6- a turbocharger that “forces” high-velocity ambient air
cylinder) and H24 (8-cylinder). Vee block engines are through the intercooler, carburetor and intake manifold,
designated the L36 (12-cylinder) and P48 (16-cylinder). before entering the combustion chamber.
The VGF F18 engine is a 6-cylinder, 4-cycle engine, and The GLD engine is also a lean-burn combustion engine,
has a total cylinder displacement of 1,096 cu. in. (18 except this engine uses a “draw-thru” fuel system. The
liters). The F18 bore and stroke is 5.98 x 6.5 in. turbocharger “draws” the air/fuel mixture from the
(152 x 165 mm), and piston speed is 1,950 feet per carburetors to the turbocharger, then forces the mixture
minute (9.9 meters per second) at 1,800 rpm. into the intercooler, intake manifold and finally into the
The VGF H24 engine is an 8-cylinder, 4-cycle engine, combustion chamber. This system allows operation with
and has a total cylinder displacement of 1,462 cu. in. (24 a much lower fuel pressure than the GL series.
liters). The H24 bore and stroke is 5.98 x 6.5 in. The GSID engine is a rich combustion (stoichiometric)
(152 x 165 mm), and piston speed is 1,950 feet per engine that uses a “draw-thru” fuel system. The
minute (9.9 meters per second) at 1,800 rpm. turbocharger “draws” the air/fuel mixture from the
The VGF L36 model is a 12-cylinder, 4-cycle engine, and carburetors to the turbocharger, then forces the mixture
has a total cylinder displacement of 2,193 cu. in. (35.9 into the intercooler, intake manifold and finally into the
liters). The L36 bore and stroke is 5.98 x 6.5 in. (152 x combustion chamber. The GSID is typically operated at
165 mm) and piston speed is 1,950 feet per minute (9.9 a setting just rich of stoichiometric (usually when
meters per second) at 1,800 rpm. The engine rotates in operating with a three-way catalyst to produce very low
a counterclockwise direction (facing the flywheel). NOx emissions).
The VGF P48 model is a 16-cylinder, 4-cycle engine,

and has a total cylinder displacement of 2,924 cu. in.
GENERAL INFORMATION
(47.9 liters). The P48 bore and stroke is 5.98 x 6.5 in.
SERIAL NUMBERS AND ENGINE NAMEPLATE
(152 x 165 mm) and piston speed is 1,950 feet per
minute (9.9 meters per second) at 1,800 rpm (same as The VGF engine nameplate provides the following
L36). The engine rotates in a counterclockwise direction information: model number, serial number, date
(facing the flywheel). inspected, special application approval number (power
approval), valve clearance, compression ratio, firing
Both inline and vee block VGF engines are available in
order, governed speed, altitude limit at which an engine
GL, GLD or GSID configurations. The F18/H24 engine
derate takes place, primary and secondary fuel ratings
also comes in a G configuration. The GL and GLD
which show the fuel, minimum Waukesha Knock Index
models have a compression ratio of 11:1. The GL LCR
(WKI*), ignition timing, rated output in horsepower and
model (F18/H24 and L36 engines) has a compression
kilowatts, and overload rating in horsepower and
ratio of 8.7:1. The G/GSID model has a compression
kilowatts (see Figure 1.15-1 and Figure 1.15-2). This
ratio of 8.6:1.
nameplate is located on the forward end of the intake
The F18/H24 G engine is a non-turbocharged rich manifold (F18/H24) or the left bank intake manifold (L36/
combustion (stoichiometric) engine that operates on P48) (see Figure 1.15-3 and Figure 1.15-4).
natural gas for reduced emissions.
* Trademark of General Electric Company
FORM 6284-4
1.15-1 © 8/2012
GENERAL INFORMATION
DRESSER
Figure 1.15-1: Current F18 / H24 Nameplate
DRESSER
Figure 1.15-2: Current L36 / P48 Nameplate
FORM 6284-4
1.15-2 © 8/2012
GENERAL INFORMATION
When requesting information, you will need to reference Jacket Water Temperature Switch Gauge: Monitors
both the engine model and serial numbers. If the engine jacket water temperature at the water outlet
nameplate is defaced or detached, the serial number header (see Figure 1.15-5). This switch gauge should be
may be obtained directly off the crankcase. To locate it, adjusted so that the switch gauge contacts close when
look directly above the nameplate location, on the the engine jacket water temperature exceeds a setpoint
cylinder head deck of the crankcase. as specified in ENGINE PROTECTION SHUTDOWN
SYSTEM MAINTENANCE on page 4.50-1.
Intake Manifold Temperature Gauge: Monitors intake
manifold charge temperature downstream of the
intercooler (see Figure 1.15-5). Setpoint depends on
application.
Electronic Tachometer: Displays engine crankshaft
revolutions per minute (rpm) with a digital readout (see
Figure 1.15-5).
Intake Manifold Vacuum/Pressure Gauge: Displays
the approximate intake manifold pressure or intake
manifold vacuum downstream of the throttle plate (see
Figure 1.15-5).
Oil Temperature Switch Gauge: Monitors engine oil
temperature at the oil filter housing (see Figure 1.15-5).
This switch gauge should be adjusted so that the switch
Figure 1.15-3: VGF F18 / H24 Nameplate Location gauge contacts close when the engine oil temperature
exceeds a setpoint as specified in ENGINE
PROTECTION SHUTDOWN SYSTEM
MAINTENANCE on page 4.50-1.
NOTE: Switch gauges are not approved for, or supplied
with, hazardous location (CSA-approved) ignition-
equipped engines.
Ammeter: Monitors current output of the belt-driven
alternator option.
Pushbutton Start Switch: Is used to complete the
cranking circuit to the starter solenoid (electric starters)
or to engage the starter valve (air/gas starters) (see
Figure 1.15-5).
Figure 1.15-4: L36 / P48 Nameplate Location
INSTRUMENT PANEL GAUGES

Oil Pressure Switch Gauge: Monitors engine oil
pressure at the main oil gallery (see Figure 1.15-5). This
switch gauge should be adjusted so that the switch
gauge contacts close when the engine oil pressure falls
below a setpoint as specified in ENGINE PROTECTION
SHUTDOWN SYSTEM MAINTENANCE on page 4.50-
1.
FORM 6284-4
1.15-3 © 8/2012
GENERAL INFORMATION
1 3
4
9
7 6 5
Figure 1.15-5: Instrument Panel
1 - Oil Pressure Switchgage 6 -

2 - Jacket Water Temperature Switchgage 7 - Electronic Tachometer/Hourmeter
3 - Oil Temperature Switchgage 8 - Shutdown Reset
4 - Intake Manifold Vacuum/Pressure Gauge 9 - Intake Manifold Temperature Switchgage
5 - Pushbutton Start Switch
FORM 6284-4
1.15-4 © 8/2012
GENERAL INFORMATION
COMPONENT DESCRIPTIONS NOTE: Stellite is a registered trademark of Stoody

Deloro Stellite Inc.
CRANKCASE
TURBOCHARGERS
The crankcase is made of a cast-iron alloy with nodular
iron main bearing caps. Main bearing caps are secured A high-efficiency, radial flow turbocharger is mounted on
in place with two main bearing capscrews and two top of the exhaust manifold on the engine. The
crossbolts per bearing. Upper and lower crankcase turbocharger uses expanding exhaust gases to drive the
doors are provided to allow access to the camshaft, the compressor turbine and generate the required boost
crankshaft and connecting rods. levels for the engine.
The lubrication system is a full-pressure system with a INTERCOOLER

gear-type pump and three external full-flow filter
canisters. An engine-mounted cooler reduces the oil A single box-type intercooler is mounted on the engine.
temperature. The intercooler on GL engines receives air from the
turbocharger, cools the charge air and delivers the air to
CRANKSHAFT the carburetor. On GLD and GSID engines, the
intercooler receives the air/fuel mixture from the
Waukesha VGF engines rotate in the standard carburetor, draws it through the turbocharger, then cools
counterclockwise direction when facing the flywheel. the air/fuel charge for delivery to the intake manifold.
The forged steel crankshaft is dynamically balanced and
fully counterweighted and supported by seven main CARBURETOR
bearings in the F18 and L36. The H24 and P48 use nine
main bearings. A viscous vibration damper mounted on The naturally aspirated G model is equipped with a side-
the front of the crankshaft reduces torsional stress. draft carburetor. The GL model has push-thru
carburetion. The GLD and GSID models have draw-thru
CONNECTING RODS carburetion. Gas regulators are different depending on
application and are generally engine-mounted.
The connecting rods are a drop-forged alloy steel with a
split serrated mating surface. The standard equipment air cleaner is an engine-
mounted, two-stage, dry element air cleaner with a rain
PISTONS shield and service indicator.
The pistons are made of an aluminum alloy, with a cast- INTAKE MANIFOLD
in resist alloy top ring insert and a full-floating piston pin.
The pistons have a patented combustion bowl that The air/fuel mixture passes through the intake manifold
allows the use of a lean air/fuel ratio mixture for fuel located on the left side of the engine. The individual
economy and reduced emissions. The piston and the ignition coils for each cylinder are mounted on the intake
crown are oil jet-cooled and use three rings. manifold(s).
CYLINDER SLEEVES EXHAUST MANIFOLD
The cylinder sleeves are replaceable, wet style and The exhaust manifold is located on the right side of the
sealed with O-rings. engine and supplies the exhaust gases to drive the
turbochargers. The manifold is jacket water-cooled and
CAMSHAFT sound-damped with coolant that is supplied by water
elbows from each cylinder head.
Pivoted roller cam followers are used to transmit
camshaft motion to the valves.
CYLINDER HEAD AND VALVES

This engine uses individual valve-in-head cylinder
heads. Two Stellite faced intake and two Stellite faced
exhaust valves, with replaceable valve seats and
guides, are used in interchangeable cylinder heads.
FORM 6284-4
1.15-5 © 8/2012
GENERAL INFORMATION
INDEX OF SEALANTS, ADHESIVES, ! WARNING

LUBRICANTS AND CLEANERS
The following is a list of sealants, adhesives and Read the manufacturer’s
instructions and warnings on
!
lubricants that may be required to perform the tasks in
this manual. Where possible, brand names are listed in the container when using
the procedure. When brand names are not used, general sealants, adhesives, lubricants
names are used. This index may be used to match the and other shop aids.
general description to a specific product or its equivalent
(i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant
with Teflon or its equivalent). Waukesha does not
endorse one brand over another. In all cases, equivalent
products may be substituted for the brand name listed.
All part numbers listed are the manufacturer’s numbers.
Table 1.15-1: Sealants, Adhesives and Lubricants
NAME USED IN TEXT BRAND NAME / DESCRIPTION

3M Scotch-Grip 847, Rubber and Gasket Adhesive
Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and
Actrel 3338L
distributed by Safety-Kleen Corp. (800-669-5750)
FEL-PRO C5-A, P/N 51005 (248-354-7700) or Loctite Anti-Seize 767/
Anti-Seize (High Temperature) Copper based anti-seize compound (USA 800-Loctite/Germany
+49-89-92 68-0)
Anti-Seize Bostik Never Seez/Anti-seize and lubricating compound (987-777-0100)
G.E. Silmate* Silicone Rubber (USA 800-255-8886) (Europe
Black Silicone 00.800.4321.1000)
* Trademark of General Electric Company
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation)
Blueing Agent
(877-376-2839)
Cleaning Solvent/Mineral Spirits Amisol Solvent (mfg. by Standard Oil) (905-608-8766)
Dielectric Silicone Grease Dow Corning DC-200, G.E. G-624, GC Electronics 25 (989-496-4400)
Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/

Epoxy Sealant
Ns. A and B (3M ID No. 62-3266-7430-6 PA) (800-362-3550)
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No.
Gasket Adhesive
62-0847-7530-3 (800-362-3550)
Gear Oil Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (800-662-4525)
Krytox GPL-206 High Temperature Grease (P/N 489341) (USA
Krytox GPL-206
800-424-7502) (Europe +32.3.543.1267)
CITGO Lithoplex Grease NLGI No. 2 Product Code 55-340/a
Lithium Grease molybdenum-based grease or Dow Corning Molykote Paste G
(800-248-4684)
Item No. 74756 (mfg. by Loctite Corporation) (USA 800-562-8483/
Locquic Primer “T”
Germany +49-89-92 68-0)
Loctite Item No. 22220/low strength thread locker (USA 800-562-8483/
Loctite 222
Germany +49-89-92 68-0)
Loctite Item No. 24241/a blue colored removable thread locking compound
Loctite 242
(USA 800-562-8483/Germany +49-89-92 68-0)
FORM 6284-4
1.15-6 © 8/2012
GENERAL INFORMATION

Loctite Item No. 2422/Ultra High Temperature, Medium Strength, Blue
Threadlocker, locks/seals fastener threads exposed to maximum
Loctite 2422
temperature of 650°F (343°C). (mfg. by Loctite Corporation) (USA
800-562-8483/ Germany +49-89-92 68-0)
Loctite Item No. 37419/medium strength thread locker (USA
Loctite 243
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 27141/a red colored thread locking compound (USA
Loctite 271
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 56931 third sealant/hydraulic sealant (USA
Loctite 569
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker
Loctite 5699 Gray
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA
Loctite 59675
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure
Loctite 648
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA
Loctite Compound 40
800-562-8483/Germany +49-89-92 68-0)
Loctite Hydraulic Sealant Loctite Item No. 56941 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 7471/primer / activator, anaerobic product primer activator
Loctite Primer 7471 (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92
68-0)
Loctite RC 609 Loctit Item No. 60931 (USA 800-562-8483/Germany +49-89-92 68-0)
Lube-Lok 1000 or equivalent/ceramic bonded high temperature solid film
Lube-Lok
lubricant (800-242-1483)
Loctite Item No. 620-40/High Temperature Retaining Compound (USA
Loctite 620
800-562–8483/Germany +49-89-92 68-0)
Lubriplate No. 105 Lubriplate No. 105/lubricating grease (800-347-5343)
Magnaflux Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-9B)
Magnaflux Cleaner/Remover (SKC-NF/ZC-7B) (USA 847-657-5300) (UK +44 0 1793
524566)
Multi-Purpose Grease/moly-fortified mineral oil grease Dow Corning
Molykote BR-2 Plus
(989-496-4400)
Molykote G-N Extreme-pressure lubricant/Dow Corning (989-496-4400)
Molykote G-Rapid Plus Assembly and run-in paste/Dow Corning (989-496-4400)
Non hardening sealant/ORAPI Sealing Compound: Canada
OraSeal Service Part Number 495407
(514-735-3272)
Parker Super O-Lube/dry silicone lubricant (USA 800-272-7537) (Europe
O-Ring Lubricant
00800 27 27 5374)
Permatex Aviation Form-A-Gasket Sealant Liquid Loctite Item No. 3D (877-376-2839)
Permatex Form-A-Gasket No. 2 Sealant Loctite Item No. 2C (877-376-2839)
Permatex High Tack Spray-A-Gasket Sealant Loctite Item No. 99MA (877-376-2839)
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA
Pipe Sealant
800-714-0170) (UK +44 0 1962 711661)
Plastigage Plastigage /used for measuring small clearances (248-354-7700)
RTV Dow Corning RTV #734 or GE Red RTV 106 (989-496-4400)
FORM 6284-4
1.15-7 © 8/2012
GENERAL INFORMATION

Slide Rite 220 CITGO/lubricating oil (800-248-4684)
WD-40 WD-40 is a registered trademark of the WD-40 Company (888-324-7596)
FORM 6284-4
1.15-8 © 8/2012
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS – F18 / H24
1 2
25 26 27 3 4 5
6
24
5
7
9
23
10
11
12
22
13
21
14
15
20
12 16 15 19 18 17 16
Figure 1.15-6: Left-Side View – F18 GL
1 - Exhaust Outlet 15 - Engine Support

2 - Turbocharger 16 - Jack Screw
3 - Instrument Panel 17 - Oil Drain
4 - Intake Manifold 18 - Oil Filters
5 - Lifting Eye 19 - Oil Cooler
6 - Intercooler 20 - Auxiliary Water Thermostat
7 - Hand Throttle 21 - Vibration Damper
8 - Butterfly Valve 22 - Jacket Water Inlet
9 - Carburetor 23 - Oil Fill
10 - Flywheel and Housing 24 - Jacket Water Outlet
11 - Engine Timing Window 25 - Jacket Thermostat Housing
12 - Auxiliary Water Piping 26 - Governor
13 - Fuel Inlet 27 - Ignition Coils
14 - Engine Barring Device
FORM 6284-4
1.15-9 © 8/2012
GENERAL INFORMATION
28 29 30 1 2 3 4 5
6
27 7
26
8
25 9
10
24
23 11
12
13
14
22
21 14 15 20 19 18 17 16 15
Figure 1.15-7: Left-Side View – H24 G
1 - CEC Ignition Module 16 - Oil Drain

2 - Breather Baffle Box 17 - Fuel Pressure Regulator
3 - Exhaust Outlet 18 - Auxiliary Water Piping
4 - Instrument Panel 19 - Oil Cooler
5 - Lifting Eye 20 - Oil Filters
6 - Carburetor 21 - Vibration Damper
7 - Air Cleaner 22 - Jacket Water Inlet
8 - Air Filter Restriction Indicator 23 - Hall-Effect Pickup (CEC Ignition)
9 - Hand Throttle 24 - Volt DC Generator (CEC Ignition)
10 - Butterfly Valve 25 - Oil Fill
11 - Flywheel and Housing 26 - Jacket Water Outlet
12 - Engine Timing Window 27 - Thermostat Housing
13 - Fuel Shutoff Valve 28 - Ignition Coils
14 - Engine Support 29 - Breather Oil Separator
15 - Jack Screw 30 - CEC Junction Box
FORM 6284-4
1.15-10 © 8/2012
GENERAL INFORMATION
1 2
3 4 5
6
25
7
24
14
22
23
10
11
12
16 15 21 20 19 18 17 16 15 14 13
Figure 1.15-8: Right-Side View – H24 GL
1 - Heat Shield 14 - Auxiliary Water Piping

2 - Exhaust Outlet 15 - Jack Screw
3 - Wastegate 16 - Engine Support
4 - Ignition Coils 17 - Auxiliary Water Pump
5 - Exhaust Manifold 18 - Auxiliary Water Inlet
6 - Jacket Water Thermostat Housing 19 - Oil Dipstick
7 - Jacket Water Outlet 20 - Starter Motor Location
8 - Jacket Water Header 21 - Oil Drain
9 - Gear Housing 22 - Flywheel and Housing
10 - Jacket Water Inlet 23 - Breather Oil Separator
11 - Jacket Water Pump 24 - Intercooler
12 - Vibration Damper 25 - Air Cleaner
13 - Breather Piping
FORM 6284-4
1.15-11 © 8/2012
GENERAL INFORMATION
2 1 2 22 3
26 4 6
7
25 8
17
24
23
10
11
15 14 22 21 20 19 18 17 16 15 14 13 12
Figure 1.15-9: Right-Side View – H24 GLD, IMPCO Carburetor
1 - Exhaust Outlet 14 - Engine Support

2 - Heat Shield 15 - Jack Screw
3 - Wastegate 16 - Auxiliary Water Inlet
4 - Exhaust Manifold 17 - Auxiliary Water Piping
5 - Ignition Coils 18 - Water Header
6 - Spark Plug Location 19 - Fuel Inlet
7 - Jacket Water Thermostat Housing 20 - Oil Dipstick
8 - Jacket Water Outlet 21 - Starter Motor Location
9 - Jacket Water Bypass Outlet 22 - Oil Drain
10 - Jacket Water Inlet 23 - Air Cleaner
11 - Vibration Damper 24 - Flywheel and Housing
12 - Gear Housing 25 - Intercooler
13 - Auxiliary Water Pump 26 - Carburetor Adjust
FORM 6284-4
1.15-12 © 8/2012
GENERAL INFORMATION
21 22 23 24 1 2 3 4
20
5
19
18 7
17
16
8
10 11 15 14 12 13 11 10
Figure 1.15-10: Right-Side View – F18 GLD, Deltec Carburetor and High-Temperature Application
1 - Exhaust Outlet 13 - Jacket Water Header

2 - Heat Shield 14 - Starter Motor Location
3 - Wastegate 15 - Oil Drain
4 - Exhaust Manifold 16 - Flywheel and Housing
5 - Jacket Water Outlet 17 - Breather Oil Separator
6 - Lifting Eye 18 - Intercooler
7 - Jacket Water Header Inlet 19 - Auxiliary Water Inlet
8 - Vibration Damper 20 - Air Duct
9 - Gear Housing 21 - Carburetor
10 - Jack Screw 22 - Main Adjusting Screw
11 - Engine Support 23 - Fuel Inlet
12 - Dip Stick 24 - Ignition Coils
FORM 6284-4
1.15-13 © 8/2012
GENERAL INFORMATION
27 28 2 1 2 3 4 5 6 7
26
25
17
24
10
11
23
12
14 13 22 21 20 19 18 17 16 15 14 13
Figure 1.15-11: Right-Side View – F18 GSID
1 - Exhaust Outlet 15 - Auxiliary Water Pump

2 - Heat Shield 16 - Auxiliary Water Inlet
3 - Wastegate 17 - Auxiliary Water Piping
4 - Exhaust Manifold 18 - Water Header
5 - Jacket Water Thermostat Housing 19 - Dip Stick
6 - Thermostat Housing Air Bleed 20 - Breather Oil Separator
7 - Jacket Water Outlet 21 - Oil Drain
8 - Breather Piping 22 - Starter Location
9 - Jacket Water Pump 23 - Flywheel and Housing
10 - Jacket Water Inlet 24 - Air Duct
11 - Vibration Damper 25 - Fuel Inlet
12 - Gear Housing 26 - Intercooler
13 - Engine Support 27 - Carburetor
14 - Jack Screw 28 - Ignition Coils
FORM 6284-4
1.15-14 © 8/2012
GENERAL INFORMATION
1 2 3 4 5 6
22
21
7
20
8
9
10
19 11
12
13
18 14
16
15
15
17 16
Figure 1.15-12: Front View – F18 G / H24 G
1 - Exhaust Outlet 12 - Oil Cooler

2 - Jacket Water Outlet 13 - Fuel Shutoff Valve
3 - Spark Plug Location 14 - Barring Device
4 - Lifting Eye 15 - Jack Screw
5 - Ignition Coils 16 - Engine Support
6 - Breather Oil Separator 17 - Vibration Damper
7 - Intake Manifold 18 - Jacket Water Inlet
8 - Oil Fill 19 - Jacket Water Pump
9 - Gear Housing 20 - Water Header
10 - Auxiliary Water Piping 21 - Jacket Water Thermostat Housing
11 - Fuel Pressure Regulator 22 - Air Cleaner
FORM 6284-4
1.15-15 © 8/2012
GENERAL INFORMATION
1
7
27
7
26
7
25 2 4
5
3
7
6 8
7
24
7
23
7
10
7
22
7
11
7
21 7
12
7
13
7
14
7
15
7
20
7
16
7
16 7
17
7
17 7
13
7
19 7
18
Figure 1.15-13: Front View – F18 GL / H24 GL
1 - Exhaust Outlet 15 - Barring Device

2 - Turbocharger 16 - Engine Support
3 - Jacket Water Outlet 17 - Jack Screw
4 - Turbocharger to Intercooler Air Connection 18 - Oil Pan
5 - Spark Plug Location 19 - Vibration Damper
6 - Lifting Eye 20 - Jacket Water Inlet
7 - Ignition Coils 21 - Jacket Water Pump
8 - Breather Oil Separator 22 - Gear Housing
9 - Intake Manifold 23 - Water Header
10 - Oil Fill 24 - Air Cleaner
11 - Fuel Inlet 25 - Jacket Water Thermostat Housing
12 - Auxiliary Water Thermostat 26 - Wastegate
13 - Auxiliary Water Piping 27 - Heat Shield
14 - Oil Cooler
FORM 6284-4
1.15-16 © 8/2012
GENERAL INFORMATION
18 19 20 1 2
17 4
16
15
5
14
13
12 6
11 7
10
8
8 9
Figure 1.15-14: Rear View – F18 GL / H24 GL
1 - Exhaust Outlet 11 - Auxiliary Water Piping

2 - Turbocharger 12 - Auxiliary Water Thermostat
3 - Heat Shield 13 - Timing Window
4 - Air Cleaner 14 - Fuel Inlet
5 - Intercooler 15 - Carburetor
6 - Starter Motor Location 16 - Instrument Panel
9 - Oil Drain 19 - Intercooler Air Inlet
10 - Flywheel and Housing 20 - Lifting Eye
FORM 6284-4
1.15-17 © 8/2012
GENERAL INFORMATION
18 19 1
17
2
16
15
14 3
13
12
4
11
10
6 7 9 8 7
Figure 1.15-15: Rear View – F18 G
1 - Exhaust Outlet 11 - Fuel Pressure Regulator

2 - Air Cleaner 12 - Timing Window
3 - Air Filter Restriction Indicator 13 - Carburetor
4 - Auxiliary Water Piping 14 - Butterfly Valve
5 - Starter Motor Location 15 - Intake Manifold
6 - Engine Support 16 - Instrument Panel
7 - Jack Screw 17 - Breather Oil Separator
8 - Oil Drain 18 - Ignition Coils
10 - Fuel Shutoff Valve
FORM 6284-4
1.15-18 © 8/2012
GENERAL INFORMATION
17 18 19 20 1
2
16
15
14 3
4
13
12 5
11
8
7 8 10 9
Figure 1.15-16: Rear View – F18 G / H24 G, Dual Fuel
1 - Exhaust Outlet 11 - Fuel Shutoff Valve

2 - Air Cleaner Assembly 12 - Fuel Pressure Regulator
3 - Air Filter Restriction Indicator 13 - Timing Window
4 - Carburetor 14 - Butterfly Valve
5 - Fuel Piping 15 - Instrument Panel
6 - Starter Motor Location 16 - Intake Manifold
9 - Oil Drain 19 - Auxiliary Water Piping
FORM 6284-4
1.15-19 © 8/2012
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS – L36 / P48
18
16 17 17
15 20
4
5
7
8
14
13 12 11 10 9
Figure 1.15-17: Left-Side View – L36 GL
1 - Hand Throttle 11 - Oil Filter Housing

2 - Engine Speed Governor 12 - DSM Control Module
3 - Intake Manifold (Left Bank) 13 - DSM Filter
4 - Magnetic Timing Pickup Location 14 - Jacket Water Inlet
5 - Engine Timing Window 15 - Jacket Water Outlet
6 - Lifting Eye 16 - Exhaust Outlet
7 - Flywheel Housing 17 - Wastegate
8 - Engine Barring Device 18 - Intercooler
9 - Ignition Module 19 - Air Cleaner Assembly (2)
10 - Oil Fill 20 - Carburetor (GL)
FORM 6284-4
1.15-20 © 8/2012
GENERAL INFORMATION
15 16
14 17 18 19 20
13 1
3
12
11
10
9 8 7 6 5
Figure 1.15-18: Right-Side View – P48 GLD or GSID
1 - Exhaust Manifold Assembly (Right Bank) 11 - Lifting Eye (4)

2 - Engine Breather System 12 - Magnetic Timing Pickup Location
3 - Intake Manifold Assembly (Right Bank) 13 - Air Cleaner Assembly (2)
4 - Auxiliary Water Thermostat 14 - Fuel Inlet
5 - Oil Cooler 15 - Main Adjustment Screw
6 - Oil Cooler Drain Plug 16 - Carburetor
7 - Auxiliary Water Pump 17 - Closed Breather Butterfly Valve
8 - Explosion Relief Valve 18 - Intercooler
9 - Starter Location 19 - Turbocharger
10 - Flywheel Housing 20 - Exhaust Outlet
FORM 6284-4
1.15-21 © 8/2012
GENERAL INFORMATION
1 2
14
3
13
4
12
4 6
7
11
10
Figure 1.15-19: Front View – L36 / P48 GL
1 - Exhaust Outlet 8 - Jacket Water Inlet

2 - Jacket Water Outlet 9 - Oil Filter Housing
3 - Ignition Coil (12) 10 - Oil Drain
4 - Lifting Eye (4) 11 - Oil Cooler
5 - Intake Manifold Assembly 12 - Cylinder Head
6 - Exhaust Manifold Assembly 13 - Rocker Cover
7 - Vibration Damper 14 - Engine Breather
FORM 6284-4
1.15-22 © 8/2012
GENERAL INFORMATION
1 2
3
14
13 4
12
6
7
11
10
Figure 1.15-20: Rear View – L36 / P48 GL
1 - Carburetors (GL) 8 - Oil Cooler

2 - Intercooler 9 - Flywheel
3 - Air Cleaner Assembly (2) 10 - Oil Filter Housing
4 - Fuel Inlet (GL) 11 - Rear Gear Train Housing
5 - Intake Manifold Assembly 12 - Lifting Eye (4)
6 - Flywheel Housing 13 - Hand Throttle
7 - Starter Location 14 - Governor
FORM 6284-4
1.15-23 © 8/2012
GENERAL INFORMATION
2 1 2
13
12
5
5
11
10
9 8
Figure 1.15-21: Rear View – L36 / P48 GLD or GSID
1 - Fuel Inlet (GLD) 8 - Flywheel

2 - Air Cleaner Assembly (2) 9 - Oil Drain
3 - Intake Manifold Assembly (2) 10 - Oil Filter Housing
4 - Flywheel Housing 11 - Rear Gear Train Housing
5 - Lifting Eye (4) 12 - Hand Throttle
6 - Starter Location 13 - Governor
7 - Oil Cooler
FORM 6284-4
1.15-24 © 8/2012
GENERAL INFORMATION
MAXIMUM SOUND PRESSURE LEVEL
! WARNING
Always wear Personal

Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.
Table 1.15-2: Maximum Sound Pressure Level
MODEL dB(A)
1,500 rpm – 97 dB(A)
F18
1,800 rpm – 100 dB(A)
1,500 rpm – 102 dB(A)
H24
1,800 rpm – 103 dB(A)
1,500 rpm – 97 dB(A)
L36
1,800 rpm – 100 dB(A)
1,500 rpm – 98 dB(A)
P48
1,800 rpm – 101 dB(A)
NOTE: Sound pressure levels measured

approximately 1 m (3.3 ft) distance from engine at a
height of 1.6 m (5.2 ft) from bottom of base.
Maximum level measured at front of engine near
turbocharger.
ENGINE SPECIFICATIONS
NOTICE
Alarm and shutdown values are based on dry natural
gas (900 BTU/cu. ft SLHV). See Gaseous Fuel
Specification Sheet S7884-7 and latest edition of
Service Bulletin 12–1880 for typical changes in
operation temperatures for jacket water and oil when
running on landfill or digester gas fuels.
Table 1.15-3: Model VGF F18 / H24 / L36 / P48 General Specifications
Model VGF F18 / H24 / L36 / P48 General Specifications

GENERAL SPECIFICATIONS
Engine Model F18 H24 L36 P48
Type 4-cycle overhead valve 4-cycle overhead valve 4-cycle overhead valve 4-cycle overhead valve
Aspiration, G Naturally aspirated Naturally aspirated – –
Aspiration, GL, GLD, Turbocharged, Turbocharged, Turbocharged, Turbocharged,
GSID intercooled intercooled intercooled intercooled
Inline-6, 4 valves per Inline-8, 4 valves per 60° V12, 4 valves per 60° V16, 4 valves per
Number of cylinders
cylinder cylinder cylinder cylinder
FORM 6284-4
1.15-25 © 8/2012
GENERAL INFORMATION

5.98 x 6.5 in. 5.98 x 6.5 in. 5.98 x 6.5 in. 5.98 x 6.5 in.
Bore x stroke
(152 x 165 mm) (152 x 165 mm) (152 x 165 mm) (152 x 165 mm)
Displacement 1,096 cu. in. (18 liters) 1,462 cu. in. (24 liters) 2,193 cu. in. (35.9 liters) 2,924 cu. in. (47.9 liters)
G, GL, GLD
11:1 11:1 11:1 11:1
Compression ratio
GL Low
8.7:1 8.7:1 – –
Compression ratio
GSID Compression
8.6:1 8.6:1 8.6:1 8.6:1
ratio
1,100 – 1,600 rpm low 1,100 – 1,600 rpm low
Speed range - G, speed speed
1,000 – 1,800 rpm 1,000 – 1,800 rpm
GSID, GL, GLD 1,400 – 1,800 rpm high 1,400 – 1,800 rpm high
speed speed
Speed range -
1,500 rpm 1,500 rpm 1,500 rpm 1,500 rpm
GLD/2
Piston speed - G, 1,950 ft/min. (8.25 m/sec) 1,950 ft/min. (8.25 m/ 1,950 ft/min. (8.25 m/ 1,950 ft/min. (8.25 m/
GSID, GL, GLD @ 1,800 rpm sec) @ 1,800 rpm sec) @ 1,800 rpm sec) @ 1,800 rpm
Piston speed - 1,625 ft/min. (9.91 m/sec) 1,625 ft/min. (9.91 m/ 1,625 ft/min. (9.91 m/ 1,625 ft/min. (9.91 m/
GLD/2 @ 1,800 rpm sec) @ 1,800 rpm sec) @ 1,800 rpm sec) @ 1,800 rpm
Low idle 650 – 750 rpm 650 – 750 rpm 650 – 750 rpm 650 – 750 rpm
Bearings – Main
Number 7 9 7 9
5.32 x 1.81 in. 5.32 x 1.81 in. 6.30 x 2.05 in. 6.30 x 2.05 in.
Diameter x width
(135 x 46 mm) (135 x 46 mm) (160 x 52 mm) (160 x 52 mm)
Total projected 67.4 in.2 86.7 in.2 90.4 in.2 116.2 in.2
area/bearing (434.9 cm2) (559.1 cm2) (582.4 cm2) (749.9 cm2)
Bearings – Crankpin
4.53 x 1.81 in. 4.53 x 1.81 in. 4.53 x 1.81 in. 4.53 x 1.81 in.
Diameter x width
(115 x 46.0 mm) (115 x 46.0 mm) (115 x 46.0 mm) (115 x 46.0 mm)
Total projected area/ 49.2 in.2 65.6 in.2 98.4 in.2 131.25 in.2
bearing (317.4 cm2) (423.2 cm2) (634.8 cm2) (846.5 cm2)
Lubrication System
Sump capacity,
including filter and 22 gal (83.3 L) 28 gal (106 L) 43 gal (163 L) 57 gal (216 L)
cooler*
15 micron at @ 90% 15 micron at @ 90% 15 micron at @ 90% 15 micron at
Main filter
efficiency efficiency efficiency @ 90% efficiency
67 – 83 psi 67 – 83 psi 66 – 82 psi 66 – 82 psi
Normal oil pressure
(462 – 572 kPa) (462 – 572 kPa) (460 – 570 kPa) (460 – 570 kPa)
Normal oil pressure:
F18/H24GSID/GL/
517 ± 41 kPa (75 ± 6 psi) 517 ± 41 kPa (75 ± 6 psi) 517 ± 41 kPa (55 ± 6 psi) –
GLD at 85°C (185°F)
Oil Temp
Low oil pressure
40 psi (276 kPa) 40 psi (276 kPa) 40 psi (276 kPa) 40 psi (276 kPa)
alarm
FORM 6284-4
1.15-26 © 8/2012
GENERAL INFORMATION

Low oil pressure
35 psi (241 kPa) 35 psi (241 kPa) 35 psi (241 kPa) 35 psi (241 kPa)
shutdown setpoint
5 minutes before each 5 minutes before each
30 seconds every 30 30 seconds every 30 engine start engine start
Prelube duration
minutes minutes or 5 minutes each hour or 5 minutes each hour
when not running when not running
Prelube pressure at
75°F (24°C) 25 psi (173 kPa) 25 psi (173 kPa) 25 psi (173 kPa) 25 psi (173 kPa)
oil temperature
1.7 – 3.5 gpm 1.7 – 3.5 gpm 1.7 – 3.5 gpm 1.7 – 3.5 gpm
Prelube flow
(3.8 – 13.2 L/min) (3.8 – 13.2 L/min) (3.8 – 13.2 L/min) (3.8 – 13.2 L/min)
Postlube (after hot
5 minutes 5 minutes 5 minutes 5 minutes
shutdown)
Normal oil header
185°F (85°C) 185°F (85°C) 185°F (85°C) 185°F (85°C)
temperature
Crankcase Breather System
Crankcase pressure,
zero to +3.0 in. (+76 mm) H2O
open system
Crankcase pressure,
–3.0 in. (–76 mm) to zero H2O
closed system
Cooling System
Jacket water
16 gal (60 L) 20 gal (75 L) 44 gal (166 L) 58 gal (219 L)
capacity, engine only
Auxiliary water
6 gal (23 L) 6 gal (23 L) 15 gal (57 L) 15 gal (57 L)
capacity, engine only
Maximum inlet head,
28 ft (8.5 m) 28 ft (8.5 m) 50 ft (15 m) 50 ft (15 m)
water pump
Minimum inlet head,
See Engineering Standard Sheet S7424-1
water pump
Normal temperature
174° – 195°F 174° – 195°F 174° – 195°F 174° – 195°F
range at 7 psi (48
(79° – 91°C) (79° – 91°C) (79° – 91°C) (79° – 91°C)
kPa)
High jacket water
– – 200°F (93°C) 200°F (93°C)
temperature setpoint
Jacket water inlet
flange, 3 in. (76.2 mm) 3 in. (76.2 mm) 4 in. (102 mm) 4 in. (102 mm)
ANSI 125 lb
Jacket water outlet
flange,
ANSI 125 lb 3 in. (76.2 mm) 3 in. (76.2 mm) 3 in. (76.2 mm) 3 in. (76.2 mm)
(size 80 per DIN
2,576 mm)
Fuel System
G - Natural gas
5 - 10 psi (34 - 69 kPa) 5 - 10 psi (34 - 69 kPa) – –
pressure at regulator
FORM 6284-4
1.15-27 © 8/2012
GENERAL INFORMATION

GSID – Natural gas 8 in. (203 mm) H2O 8 in. (203 mm) H2O 8 in. (203 mm) H2O 8 in. (203 mm) H2O
pressure at regulator minimum minimum minimum minimum
GL – Natural gas 25 – 40 psi 25 – 40 psi 25 – 50 psi 25 – 50 psi
pressure at regulator (172 – 276 kPa) (172 – 276 kPa) (172 – 345 kPa) (172 – 345 kPa)
GLD – Natural gas 20 in. (508 mm) H2O 20 in. (508 mm) H2O 8 in. (203 mm) H2O 8 in. (203 mm) H2O
pressure at regulator minimum minimum minimum minimum
G - Natural gas inlet
1.5 in. (38.1 mm) NPT 1.5 in. (38.1 mm) NPT – –
pipe size
GSID - Natural gas
2.0 in. (50.8 mm) NPT 2.0 in. (50.8 mm) NPT 2.0 in. (50.8 mm) NPT 2.0 in. (50.8 mm) NPT
inlet pipe size
GL - Natural gas inlet
1.25 in. (31.8 mm) NPT 1.25 in. (31.8 mm) NPT 2.0 in. (50.8 mm) NPT 2.0 in. (50.8 mm) NPT
pipe size
Exhaust System
Maximum
permissible back 15 in. (381 mm) H2O 15 in. (381 mm) H2O 15 in. (381 mm) H2O 15 in. (381 mm) H2O
pressure
Exhaust outlet, pipe
6 in. (152.4 mm) 6 in. (152.4 mm) – –
flange, ANSI 125 lb G
Exhaust outlet, pipe
flange, ANSI 125 lb 8 in. (203 mm) 8 in. (203 mm) 10 in. (254 mm) 10 in. (254 mm)
GSID, GL, GLD
Air Induction System
Maximum
permissible 15 in. (381 mm) H2O 15 in. (381 mm) H2O 15 in. (381 mm) H2O 15 in. (381 mm) H2O
restriction
High intake manifold
air temp. shutdown
setpoint – – 160°F (71°C) 160°F (71°C)
(130°F intercooler
H2O)
High intake manifold
air temp. protection
setpoint – – 115°F (46°C) 115°F (46°C)
(85°F intercooler
H2O)
Starting System
Electric starting 24 volts DC 24 volts DC 24 volts DC 24 volts DC
Air pressure starting 150 psi (10.3 bar) 150 psi (10.3 bar) 150 psi (10.3 bar) 150 psi (10.3 bar)
Miscellaneous
Heaviest engine
part, cylinder block 1,150 lb (552 kg) 1,530 lb (694 kg) 2,800 lb (1,270 kg) 3,700 lb (1,680 kg)
assembly
Heaviest engine
part, top overhaul,
80 lb (36 kg) 80 lb (36 kg) 80 lb (36 kg) 80 lb (36 kg)
cylinder head
assembly
FORM 6284-4
1.15-28 © 8/2012
GENERAL INFORMATION

Recommended
minimum spacing 36 in. (914 mm) 36 in. (914 mm) 60 in. (1,524 mm) 60 in. (1,524 mm)
between engines
Recommended
minimum overhead 6 ft (2 m) 6 ft (2 m) 6 ft (2 m) 6 ft (2 m)
clearance
Weight, approximate
5,500 lb (2,500 kg) 7,200 lb (3,270 kg) 11,200 lb (5,080 kg) 14,900 lb (6,760 kg)
dry
SAE No. 0 SAE No. 0 SAE No. 0 SAE No. 0
Flywheel housing (Same as SAE No. 0 (Same as SAE No. 0 (Same as SAE No. 0 (Same as SAE No. 0
except metric taps) except metric taps) except metric taps) except metric taps)
Number of teeth on
150 150 165 165
ring gear
1R 1L 4R 4L 2R 2L 6R
1R 6L 5R 2L 3R 4L 6R 1L
Firing order 1, 5, 3, 6, 2, 4 1, 4, 2, 6, 8, 5, 7, 3 6L 8R 8L 5R 5L 7R 7L
2R 5L 4R 3L
3R 3L
* Total capacity of oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring oil level in oil pan back
to high mark. Record total amount for future reference.
Table 1.15-4: Waukesha Preservative Oil Application
UPPER CYLINDER CRANKCASE

TOTAL ENGINE
NUMBER OF PRESERVATIVE PRESERVATIVE PRESERVATIV
STANDARD OIL PRESERVATIVE
CYLINDERS OIL PER OIL ALL E
PAN CAPACITY OIL REQUIRED
CYLINDER CYLINDERS OIL
6 1-1/2 oz (45 cc) 9 oz (270 cc) 22 gal. (83.3 liters) 55 oz (1,626 cc) 44 oz. (1,896 cc)
8 1-1/2 oz (45 cc) 12 oz (360 cc) 28 gal. (106 liters) 70 oz (2,070 cc) 92 oz. (2,430 cc)
FORM 6284-4
1.15-29 © 8/2012
GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS

Table 1.15-5: Metric Diameter to Hex-Head Wrench Size Conversion Table
METRIC STANDARD METRIC STANDARD

METRIC DIAMETER METRIC DIAMETER
WRENCH SIZE WRENCH SIZE
M3 6 mm M18 27 mm
M4 7 mm M20 30 mm
M5 8 mm M22 32 mm
M6 10 mm M24 36 mm
M7 11 mm M27 41 mm
M8 13 mm M30 46 mm
M10 16 or 17 mm M33 50 mm
M12 18 or 19 mm M36 55 mm
M14 21 or 22 mm M39 60 mm
M16 24 mm M42 65 mm
Table 1.15-6: English to Metric Formula Conversion Table
CONVERSION FORMULA EXAMPLE

Inches and any fraction in decimal equivalent
Inches to Millimeters 2-5/8 in. = 2.625 x 25.4 = 66.7 mm
multiplied by 25.4 equals millimeters.
Cubic inches multiplied by 0.01639 equals
Cubic Inches to Liters 9,388 cu. in. = 9,388 x 0.01639 = 153.9 L
liters.
Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz = 21 x 28.35 = 595.4 grams
Pounds multiplied by 0.4536 equals
Pounds to Kilograms 22,550 lb = 22,550 x 0.4536 = 10,228.7 kg
kilograms.
Inch Pounds to Newton- Inch pounds multiplied by 0.11298 equals
360 in.-lb = 360 x 0.11298 = 40.7 N·m
meters Newton-meters.
Foot Pounds to Newton- Foot pounds multiplied by 1.3558 equals
145 ft-lb = 145 x 1.3558 = 196.6 N·m
meters Newton-meters.
Pounds per Square Inch to Pounds per square inch multiplied by 0.0690
9933 psi = 9933 x 0.0690 = 685 bar
Bars equals bars.
Pounds per Square Inch to
Pounds per square inch multiplied by 0.0703
Kilograms per Square 45 psi = 45 x 0.0703 = 3.2 kg/cm2
equals kilograms per square centimeter.
Centimeter
Pounds per Square Inch to Pounds per square inch multiplied by 6.8947
45 psi = 45 x 6.8947 = 310.3 kPa
Kilopascals equals kilopascal.
Fluid Ounces to Cubic Fluid ounces multiplied by 29.57 equals cubic
8 oz = 8 x 29.57 = 236.6 cc
Centimeters centimeters.
Gallons to Liters Gallons multiplied by 3.7853 equals liters. 148 gal = 148 x 3.7853 = 560.2 L
Degrees Fahrenheit to Degrees Fahrenheit minus 32 divided by 1.8

(212°F - 32) ÷ 1.8 = 100°C
Degrees Centigrade equals degrees Centigrade.
FORM 6284-4
1.15-30 © 8/2012
GENERAL INFORMATION
Table 1.15-7: Metric to English Formula Conversion Table
CONVERSION FORMULA EXAMPLE

Millimeters multiplied by 0.03937 equals
Millimeters to Inches 67 mm = 67 x 0.03937 = 2.6 in.
inches.
Liters to Cubic Inches Liters multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9,384.9 cu. in.
Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21 oz
Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,552.7 lb
Newton-meters to Inch Newton-meters multiplied by 8.85 equals inch

40.7 N·m = 40.7 x 8.85 = 360 in.-lb
Pounds pounds.
Newton-meters to Foot Newton-meters multiplied by 0.7375 equals

197 N·m = 197 x 0.7375 = 145 ft-lb
Pounds foot pounds.
Bar to Pounds per Square Bar multiplied by 14.5 equals pounds per
685 bar = 685 x 14.5 = 9932.5 psi
Inch square inch.
Kilograms per Square
Kilograms per square centimeter multiplied by
Centimeter to Pounds per 3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
14.22 equals pounds per square inch.
Square Inch (psi)
Kilopascals to Pounds per Kilopascals multiplied by 0.145 equals
310 kPa = 310 x 0.145 = 45 psi
Square Inch (psi) pounds per square inch.
Cubic Centimeters to Fluid Cubic centimeters multiplied by 0.0338
236 cc = 236 x 0.0338 = 7.98 oz
Ounces equals fluid ounces.
Liters to Gallons Liters multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Centigrade multiplied by 1.8 plus 32
100°C = (100 x 1.8) + 32 = 212°F
Degrees Fahrenheit equals Degrees Fahrenheit.
Table 1.15-8: BHP or kWb to BMEP Formula
CONVERSION FORMULA
Brake Horse Power (BHP) to Brake Mean Effective
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Power (BMEP) in Pounds Per Square inch (psi)
Kilowatts (kWb) to Brake Mean Effective Power
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
(BMEP) in Bar
FORM 6284-4
1.15-31 © 8/2012
GENERAL INFORMATION
TORQUE VALUES
Table 1.15-9 lists critical fastener torque specifications
for the F18/H24 engine. Fasteners not listed here should
be tightened according to the general torque
specifications listed in Table 1.15-12 through Table
1.15-13.
Table 1.15-9: Critical Engine Torque Values – F18 / H24 Engines
Critical Engine Torque Values – F18 / H24 Engines

DESCRIPTION ft-lb in.-lb N·m
Cooling System
Jacket Water Pump Front Impeller Nut (Apply Loctite 242) 109 – 148
Jacket Water Pump Center Nut 144 – 196
Jacket Water Pump Rear Nut (Apply Loctite 242) 72 98
Crankcase
Camshaft Gear 60 – 81
Connecting Rod Capscrews 60 – 81
Connecting Rod Capscrews 310 ± 15* – 420 ± 20*
Crankshaft Counterweight Bolts 200 – 215 – 271 – 281
Flywheel Capscrews 220 – 298
Front Crankshaft Hub Capscrews 101 – 137
Head Stud to Crankcase 72 – 98
Head Stud Nut *354 – *480
Idler Gear 20 – 27
Exhaust Manifold
Exhaust Manifold to Cylinder Head Screws (Apply Anti-Seize) 53 – 72
Intake Manifold
51 (M10) 51 (M10)
Intake Manifold to Cylinder Head Screws (Apply Loctite 242) –
88 (M12) 88 (M12)
Ignition System
Knock Sensor 35 – 44 – 47 –54
Rocker Arm Adjustment Nuts 55 – 74
Rocker Arm Support Capscrews 28 38
Rocker Cover Nuts 29 – 39
Spark Plug 32 – 38 (dry) – 43 – 52 (dry)
Spark Plug Tube to Cylinder Head 150 – 160* – 203 – 216*
Spark Plug Sleeve Nut 17 23
FORM 6284-4
1.15-32 © 8/2012
GENERAL INFORMATION
Critical Engine Torque Values – F18 / H24 Engines

Lubrication System
Oil Pump Cover 35 – 46
Oil Pump to Crankcase 65 – 89
Oil Pan (Apply Loctite 242) 37 – 51
Oil Pump Idler Gear (Apply Loctite 242) 100 – 136
Piston Cooling Jets 30 – 41
* Oil Lubricated
FORM 6284-4
1.15-33 © 8/2012
GENERAL INFORMATION
Table 1.15-10: Critical Engine Torque Values – L36 / P48 Engines
Critical Engine Torque Values – L36 / P48 Engines

Cooling System
Auxiliary Water Pump Front Nut (Apply Loctite 271) 14.8 – 20
Auxiliary Water Pump Rear Gear Nut (Apply Loctite 271) 29.5 – 40
Jacket Water Pump Front Impeller Nut (Apply Loctite 242) 75 – 102
Jacket Water Pump Center Nut 144 – 196
Jacket Water Pump Rear Gear Nut (Apply Loctite 242) 130* 176*
Crankcase
Camshaft Gear 60 – 81
Crankshaft Damper Adapter to Front of Crankshaft 280 – 380
Camshaft Driven Gear Capscrews 92 – 125
Connecting Rod Capscrews 60 – 81
Connecting Rod Capscrews 310 ± 15* – 420 ± 20*
Crankshaft Counterweight Bolts 200 – 215 – 271 – 281
Flywheel Capscrews to Adapter 207 – 281
Flywheel Spacer to Rear of Crankshaft 368 – 500
Front Crankshaft Hub Capscrews 101 – 137
Head Stud to Crankcase 72 – 98
116* 157*
Head Stud Nut 231 – 314
347 470
Idler Gear 20 – 27
Main Bearing Stud to Crankcase 72 – 98
Exhaust
Exhaust Manifold to Cylinder Head Screws (Apply Anti-Seize) 53 – 72
Intake
Intake Manifold to Cylinder Head Screws 51 (M10) 51 (M10)
–
(Apply Loctite 242) 88 (M12) 88 (M12)
Turbocharger to Inlet Adapter 50 – 37
Ignition System
Knock Sensor 35 – 44 – 47 –54
Rocker Arm Adjustment Nuts 55 – 74
Rocker Arm Support Capscrews 28 38
Rocker Cover Nuts 29 – 39
Spark Plug 32 – 38 (dry) – 43 – 52 (dry)
Spark Plug Tube to Cylinder Head 150 – 160* – 203 – 216*
Spark Plug Sleeve Nut 17 23
Lubrication System
Oil Pump Cover 35 – 46
FORM 6284-4
1.15-34 © 8/2012
GENERAL INFORMATION
Critical Engine Torque Values – L36 / P48 Engines

Oil Pump to Crankcase (Apply Loctite 242) 60 – 81
Oil Pan 92 – 125
Oil Pan Door 19 – 26
Oil Pump Drive Gear Nut 190 – 200 – 260 – 270
Oil Pump Idler Gear (Apply Loctite 242) 100 – 136
Oil Pump Relief Valve to Oil Pump 37 – 50
Oil Pump Relief Valve Cover 37 – 50
Piston Cooling Jets 30 – 41
Pressure Relief Valve Equipped Oil Pan Doors – 100 – 105 11.2 – 11.7
* Oil Lubricated
FORM 6284-4
1.15-35 © 8/2012
GENERAL INFORMATION
GENERAL TORQUE VALUES

GENERAL TORQUE RECOMMENDATIONS
The values specified in the following tables are to be
used only in the absence of specified torquing
instructions and are not to be construed as authority to
change existing torque values. A tolerance of ±3 percent
is permissible on these values, which are for oiled
threads.
Table 1.15-11: Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 5.3 47
M5 2.7 24 6.2 55 8.7 77 10.4 92
M6 4.6 41 10.5 93 15 133 18 159
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16 95 70 215 158 305 224 365 269
M18 130 95 295 217 420 309 500 368
M20 184 135 420 309 590 435 710 523
M22 250 184 570 420 800 590 960 708
M24 315 232 725 534 1,020 752 1,220 899
M27 470 346 1,070 789 1,510 1,113 1,810 1,334
M30 635 468 1,450 1,069 2,050 1,511 2,450 1,806
M33 865 637 1,970 1,452 2,770 2,042 3,330 2,455
M36 1,111 819 2,530 1,865 3,560 2,625 4,280 3,156
M39 1,440 1,062 3,290 2,426 4,620 3,407 5,550 4,093
FORM 6284-4
1.15-36 © 8/2012
GENERAL INFORMATION
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO PROPERTY
8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1,050 774
M24 x 2 780 575 1,100 811 1,300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.
FORM 6284-4
1.15-37 © 8/2012
GENERAL INFORMATION
Table 1.15-12: Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20 171 126 390 287 550 405 660 486
M22 230 169 530 390 745 549 890 656
M24 295 217 675 497 960 708 1,140 840
M27 435 320 995 733 1,400 1,032 1,680 1,239
M30 590 435 1,350 995 1,900 1,401 2,280 1,681
M33 800 590 1,830 1,349 2,580 1,902 3,090 2,278
M36 1,030 759 2,360 1,740 3,310 2,441 3,980 2,935
M39 1,340 988 3,050 2,249 4,290 3,163 5,150 3,798
FORM 6284-4
1.15-38 © 8/2012
GENERAL INFORMATION
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO PROPERTY
8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1,000 737 1,200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.
FORM 6284-4
1.15-39 © 8/2012
GENERAL INFORMATION
Table 1.15-13: U.S. Standard Capscrew Torque Values
SAE
GRADE
NUMBER
GRADE 1 OR 2 GRADE 5 GRADE 8
SIZE/
THREADS TORQUE in.-lb (N·m) TORQUE in.-lb (N·m) TORQUE in.-lb (N·m)
PER INCH
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 – 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 73 (8) 142 (16) 133 (15) 124 (14)
1/4 – 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 – 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16 – 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 – 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8 – 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 – 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 – 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 – 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 – 20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16 – 12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16 – 18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8 – 11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8 – 18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4 – 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 – 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 – 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 (465) 605 (820) 545 (739) 484 (656)
7/8 – 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
910 819
1.0 – 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 728 (987)
(1,234) (1,110)
990 891 792
1.0 – 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782)
(1,342) (1,208) (1,074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Capscrews which are threaded into aluminum may require a torque reduction of 30% or more.
The conversion factor from ft-lb to in.-lb is ft-lb x 12 equals in.-lb.
FORM 6284-4
1.15-40 © 8/2012
GENERAL INFORMATION
DECLARATION OF CONFORMITY
FORM 6284-4
1.15-41 © 8/2012
GENERAL INFORMATION
DECLARATION OF INCORPORATION
FORM 6284-4
1.15-42 © 8/2012
ENGINE SYSTEMS
SECTION 2.00
SPEED GOVERNING SYSTEM DESCRIPTION
SPEED GOVERNING SYSTEM

DESCRIPTION
The engine speed control system consists of the
following engine-mounted components:
• Governor
• Governor drive (if equipped)
• Governor linkage and regulator shafts
• Magnetic pickup unit (required with EG3P and 4024)
F18 / H24 GOVERNOR

The governor is located on the front gear housing. The
governor controls the engine rpm by controlling the
amount of air/fuel supplied to the engine. The governor
speed control can be isochronous, which means that the Figure 2.00-1
governor will maintain a constant engine rpm regardless
of load within the capacity of the engine. The governor
speed control can also operate in a droop mode, which
means that the governor will allow the engine to slow
down slightly under load. This allows for more stable
governor operation.
The engine may also be equipped with one of the
following governors:
• 4024 EPG governor (Electrically Powered Governor)
(see Figure 2.00-1)
• PSG (see Figure 2.00-2)
• EG3P electrohydraulic governor actuator (see Figure
2.00-3), which can use any of the following control
boxes:
– 2301 Droop speed control
Figure 2.00-2
– 2301A Isochronous load-sharing control
FORM 6284-4
2.00-1 © 8/2012
Figure 2.00-3
GOVERNING LINKAGE
PSG and EG3P governor action is transmitted from the
governor terminal shaft, through a rod assembly
attached to a shaft assembly to the throttle butterfly (see
Figure 2.00-4).
Figure 2.00-5
QUICK-START OIL SUPPLY

An optional oil supply is available for quick-start
applications with EG3P and PSG governors. The oil
reservoir provides instant throttle response upon crank
initiation.
A filter element is used as an oil reservoir (see Figure
2.00-6).
Replace the filter element every 6 months.
Figure 2.00-4
The 4024 governor actuator rod attaches directly to the
throttle butterfly shaft (see Figure 2.00-5).
FORM 6284-4
2.00-2 © 8/2012
The governor is mounted next to the throttle valve
housing located on the rear gear housing. The governor
controls the engine rpm by controlling the amount of air/
fuel supplied to the engine. The governor speed control
can be isochronous, which means that the governor will
maintain a constant engine rpm regardless of load. The
governor speed control can also operate in a droop
mode, which means that the governor will allow the
engine to slow down slightly under load. This allows for
more stable governor operation.
The following governors are used on VGF engines:
• Woodward 4024 electric governor (see Figure
2.00-8).
Figure 2.00-6: F18 / H24 Quick-Start Oil Supply
GOVERNOR THROTTLE CONTROL

A governor throttle control is available as an option for
SG and PSG governors (see Figure 2.00-7).
Figure 2.00-8
• Woodward EG3P governor actuator uses either
control box (see Figure 2.00-9):
– 2301 Droop speed control
– 2301A Isochronous load-sharing control
Figure 2.00-7: Governor Throttle Control
L36 / P48 GOVERNOR

NOTE: Modifications are available that will improve
cold-start response for engines equipped with hydraulic
governors in generator applications. See the latest
edition of Service Bulletin 10-2819, Improving Governor
Cold Start Response.
Figure 2.00-9
FORM 6284-4
2.00-3 © 8/2012
• PSG governor (see Figure 2.00-10).
Figure 2.00-12
AIR ACTUATOR FOR PSG GOVERNORS

The engine may also be equipped with a PSG hydraulic
lever-controlled governor which can use the speed
Figure 2.00-10
control air actuator (see Figure 2.00-13 and Figure
GOVERNOR DRIVE (IF EQUIPPED) 2.00-14).
The governor is driven from the camshaft idler gear

through a gear on the input shaft of the governor (see
Figure 2.00-11). External oil lines supply the governor
drive with lubricating oil.
Figure 2.00-11
GOVERNOR LINKAGE
Governor action is transmitted from the governor
terminal shaft to the throttle butterfly, through a rod
assembly (see Figure 2.00-12).
Figure 2.00-13: F18 / H24 Governor Air Actuator
FORM 6284-4
2.00-4 © 8/2012
CONTROL PANEL
The control unit (see Figure 2.00-15 and Figure
2.00-16), used with electric units, is mounted off-engine,
usually in the control room, and is the device that
receives the signal sent from the magnetic pickup. The
control unit then compares the magnetic pickup signal
to the predetermined engine rpm signal through circuitry
and makes the proper adjustments through the actuator.
The engine rpm is set with the rated speed potentiometer
located on the control unit, or by the optional external
speed trim potentiometer. The rpm setting voltage is
compared at the control unit between the control
amplifier voltage and the rpm voltage. The control
amplifier sends an appropriate voltage to the actuator.
Figure 2.00-14: L36 / P48 Governor Air Actuator For example, if the speed was greater than the speed
setting, the control amplifier would decrease its output
A signal from a pneumatic supply pressurizes the
and the actuator would decrease fuel to the engine.
governor speed-setting mechanism. The speed is
Load-sharing between two or more engine generator
determined by the amount of air pressure that is supplied
sets is accomplished via the load-sensing circuitry. Each
to the actuator. Typical pneumatic pressure range is 3 to
generator’s load is electronically measured continuously
15 psi (20.7 to 103.4 kPa). Governors operating at these
to other units on the same bus via parallel lines.
pressures will control the engine speed between 1,000
Continuous correction to control loop gives load-
and 1,800 rpm.
sharing.
LOAD LOW IDLE ACTUATOR RATED START

DROOP GAIN SPEED COMPENSATION GAIN SPEED FUEL LIMT
0 10 0 10 0 10 0 10 0 10 0 10 0 10
0 10 0 10
RAMP TIME RESET
2301A LOAD SHARING & SPEED CONTROL OPEN
FOR CLOSE
MIN FOR
CB FUEL RATED
AUX
CLOSE TO
LOAD 20--46VOC OVERRIDE SPEED SPM
SHARING LOAD SUPPLY FAILED TRIM SYNC SPEED
LINES SIGNAL _ SPEED ACTUATOR OR INPUT SIGNAL
+ SIGNAL JUMPER INPUT
+ _ + + _ + _
PT CT CT CT
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
Figure 2.00-15: 2301A Load-Sharing and Speed Control
FORM 6284-4
2.00-5 © 8/2012
START ACTUATOR
FUEL LIMT COMPENSATION RESET GAIN
0 10 0 10 0 10 0 10
2301A SPEED CONTROL

0 10 0 10
RAMP LOW RATED
TIME IDLE SPEED
OPEN
FOR CLOSE SPM AUX
MIN FOR INPUT INPUT
FUEL RATED SPEED
10--40 VDC SPEED TRIM
12 WATT SIGNAL OR DROOP
CLOSE TO
INPUT OVERRIDE INPUT ACTUATOR JUMPER (OPTIONAL)
LOSS OF NOT
_ + SPEED + _ CW +
_ COM _
USED
SIGNAL CW
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Figure 2.00-16: 2301A Speed Control
FORM 6284-4
2.00-6 © 8/2012
SECTION 2.05
FUEL SYSTEM DESCRIPTION

The function of the fuel system is to maintain a constant
air/fuel ratio throughout the load range of the engine and
to deliver the air/fuel mixture in the proper quantities. The
engine fuel system consists of the following engine-
mounted components:
• Carburetors
• Throttle valves
• Fuel pressure regulator and balance line(s)
• Fuel shutoff valve
CARBURETOR
The carburetor uses an air valve to meter the fuel gas
proportionally to the air flow. A regulator controls the fuel
Figure 2.05-1: F18 / H24 GL IMPCO 400 Carburetor
gas supply pressure to the carburetor.
The IMPCO carburetors consist of a main body with a
venturi and a diaphragm-operated gas-metering valve
(see Figure 2.05-1, Figure 2.05-2, Figure 2.05-3 and
Figure 2.05-4). The amount of air passing into the engine
is measured by an airflow measuring valve which rises
proportionally to the air volume passing through the
carburetor. The gas-metering valve is attached to the air-
measuring valve which opens the gas valve
proportionally to the air volume. This controls the air/fuel
ratio throughout the engine speed and load range.
Figure 2.05-2: H24 G IMPCO 600 Carburetor
FORM 6284-4
2.05-1 © 8/2012
Deltec carburetors contain no moving parts. The main
adjustment screw (MAS) controls the fuel gas to the
carburetor (see Figure 2.05-5 and Figure 2.05-6). The
carburetor consists of a main body with a perforated
venturi insert that allows fuel gas to be drawn into the air
stream. The size and number of the holes controls the
air/fuel mixture.
1 2
1
2
Figure 2.05-3: F18 / H24 GSID IMPCO 600 Carburetor
1 - Power Adjustment 2 - Carburetor

Screw
Figure 2.05-5: F18 / H24 GLD Deltec Carburetor
1 - Deltec Carburetor 2 - Main Adjusting

Screw
Figure 2.05-4: F18 / H24 GLD IMPCO 600D Carburetor

Deltec carburetors have low inlet restriction for improved
performance. The carburetor’s flat tracking provides
desirable performance and low emissions and allows
lean operation with low octane fuels (see Figure
2.05-5).
! WARNING
The Deltec carburetion system CARBURETOR – GL

must have a positive gas shutoff
valve that opens upon cranking The IMPCO carburetor used on the GL engine uses an
and closes whenever engine air valve to meter the fuel gas proportionally to the airflow
rotation stops. (see Figure 2.05-7). A regulator controls the fuel gas
supply pressure to the carburetor. A carburetor inlet
pressure range of 6 ± 0.5 in. (154.2 ± 12 mm) water
column is typical for the L36/P48 GL operating on
900 BTU LHV natural gas.
FORM 6284-4
2.05-2 © 8/2012
BALANCE LINE
A balance line is required to connect the pressurized air
in the intercooler to the spring side of the fuel regulator
diaphragm (see Figure 2.05-9 and Figure 2.05-10). This
balance line will cause the regulator to change the
carburetor gas pressure as the intake air pressure
changes.
Figure 2.05-7
The carburetors consist of a main body with a venturi and
a diaphragm-operated gas-metering valve. The amount
of air passing into the engine is measured by two airflow
measuring valves which rise proportionally to the air
volume passing through the carburetor. The gas-
metering valves are attached to the air-measuring valves
which open the gas valves proportionally to the air
volume. This controls the air/fuel ratio throughout the
engine speed and load range. Figure 2.05-9: H24 G IMPCO 600 Carburetor Balance Line
FUEL PRESSURE REGULATOR – GL

The GL engines typically use a Y692 cast-iron regulator
which reduces the supply line pressure (25 – 50 psi) to
a carburetor inlet pressure above turbocharger boost
pressure (see Figure 2.05-8). From this regulator, the
fuel gas is directed to the carburetor.
1 2
4
3
Figure 2.05-10: L36 / P48 GL Fuel Regulator Balance Line
7 6
5
Figure 2.05-8
1 - Balance Tube 5 - Inlet

2 - Spring 6 - Orifice
3 - Valve Disc 7 - Pusher Post
4 - Outlet
FORM 6284-4
2.05-3 © 8/2012
CARBURETOR – GLD / GSID
Some GLD/GSID engines use Deltec carburetors (see
Figure 2.05-11). The Deltec carburetor has low inlet
restriction for improved performance. A gas-over-air
pressure range of 0 ± 0.5 in. (0 ± 12 mm) water column
is typical for the L36/P48 GLD/GSID operating on
900 BTU LHV natural gas.
Figure 2.05-12: GLD / GSID Deltec Fuel Adjustment
FUEL PRESSURE REGULATOR – ZERO PRESSURE

(IF EQUIPPED)
On Deltec fuel systems the fuel regulator is often called
a “zero pressure regulator” (ZPR). This term is used to
refer to the fuel pressure at the regulator outlet /
carburetor inlet (-1 – 2 in. (-25 – 51 mm) H2O), which is
Figure 2.05-11 very close to the value of the air pressure going into the
carburetor. The basic principle is that the Deltec will draw
! WARNING in the amount of fuel it needs (through the venturi), but
that fuel should not be under pressure nor should it be
The Deltec carburetion system under a vacuum (in reference to the air).
valve that opens upon cranking THROTTLE VALVES
and closes whenever engine The flow of air into the engine is controlled by the
rotation stops. governor-operated throttle valves located downstream
from the carburetor (see Figure 2.05-13 and Figure
2.05-14).
Deltec carburetors contain no moving parts. The MAS
controls the fuel gas to the carburetor (see Figure
2.05-12). The carburetor consists of a main body with a
perforated venturi insert that allows fuel gas to be drawn
into the air stream. The size and number of the holes
controls the air/fuel mixture.
Figure 2.05-13: F18 / H24 Throttle Valve
FORM 6284-4
2.05-4 © 8/2012
1
2
Figure 2.05-14: L36 / P48 GL Throttle Valves
MANUAL FUEL SHUTOFF VALVE (IF EQUIPPED) 3

6
NOTICE 5
4
All VGF engines include hand throttle controls for
emergency shutdown procedures. Make sure that the
hand throttle is maintained in the open position during Figure 2.05-15
start-up and normal running conditions.
1 - Trip Arm 5 - Latch Valve
2 - Coil 6 - Outlet
The fuel solenoid shutoff valve is located at the gas fuel 3 - Inlet 7 - Valve Seat
inlet to the regulator valve (see Figure 2.05-15). This 4 - Vent Plug
valve is electrically actuated by a safety switch powered
by the ignition. An electrical signal causes the gas valve
to close off the fuel supply for normal and emergency
shutdowns. The latching valve should be turned 1/4 turn
clockwise to latch the valve open for starting. The
manual lever can be rotated clockwise to manually close
the valve for shutdown.
FORM 6284-4
2.05-5 © 8/2012
1 2
6 5 4
Figure 2.05-16: L36 / P48 GLD / GSID Air / Fuel Flow as Viewed from the Top
1 - Left Bank Carburetor Affects Right Bank Cylinders 5 - Right Bank Carburetor Affects Left Bank Cylinders
2 - Left Bank Intake Manifold 6 - Flow from LB Carburetor
3 - Front 7 - Flow from RB Carburetor
4 - Right Bank Intake Manifold
At rated speed, the L36/P48 GLD/GSID carburetors feed OPERATION
the opposite cylinder bank. Any leaks in one bank of air
Rotate the manual lever counterclockwise to open the
filters, air ducting systems or carburetor will affect the
latch valve for starting. This causes the plunger to lift
opposite bank cylinders (see Figure 2.05-16).
away from the valve seat and latches the trip arm. When
the safety switch actuates, a circuit is completed through
the coil, causing a magnetic action that releases the trip
arm. Spring tension forces the plunger down on the valve
seat, sealing off fuel gas flow. Gas pressure on top of the
plunger helps to assure a positive seal. Once the valve
has operated, it must be manually reset before restarting
the engine.
FORM 6284-4
2.05-6 © 8/2012
CUSTOM ENGINE CONTROL AIR / FUEL – The yellow “Alarm” LED is lit any time the AFM
MODULE SYSTEM system’s diagnostic functions are activated or when
AFM execution has been stopped by the operator
SYSTEM DESCRIPTION (such as during the saving of a dataset)
• an alphanumeric liquid crystal display (LCD display)
This section gives a brief introduction to Waukesha’s
visible from the front of the AFM module allows the
Custom Engine Control (CEC) Air/Fuel Module (AFM)
operator to monitor important system parameters
system. For complete information on the system, see the
latest edition of Form 6263 or Form 6286 (Software • a sealed membrane keypad located on the front of the
Version 4 Series), AFM Custom Engine Control Air/Fuel AFM module
Module, Installation, Operation and Maintenance.
The CEC AFM system is designed to control the air/fuel
ratio of Waukesha’s gaseous fueled VGF engines 2
including stoichiometric and lean burn, naturally
aspirated and turbocharged. Basic information about the
engine model and application is programmed to the AFM 1
using a personal computer (PC). An engine’s air/fuel
ratio defines the amount of air in either weight or mass
in relation to a single amount of fuel supplied for
combustion. Air/fuel ratio influences engine power,
emissions and fuel economy. By controlling an engine’s
air/fuel ratio with the AFM system, you will benefit in fuel
savings, emissions control and/or peak engine
performance. The AFM system regulates and maintains
the engine’s air/fuel ratio even with changes in engine
load, speed, fuel pressure and fuel quality. 3
The AFM system is programmed at the engine site with

a PC and is customized for the engine based on site-
specific information to run in one of four control modes: Figure 2.05-17: L36 / P48 GL Throttle Valves
catalyst, best power, best economy or lean burn.
1 - LCD Display 3 - Keypad
Catalyst and best power/economy modes apply to
2 - LED Display
stoichiometric or rich burn engines. Lean burn mode only
applies to lean burn engines.
OPERATOR INTERFACE
The AFM module is equipped with several features to
inform site personnel of system status. These features
include:
• “Power” and “Alarm” lights (LED display) on the front
panel of the AFM module (see Figure 2.05-17)
– The green “Power” LED is lit any time power is
applied to the AFM module
FORM 6284-4
2.05-7 © 8/2012
THEORY OF OPERATION A thermocouple is used to assure that temperatures are
high enough for correct operation of the sensor. A
The AFM system controls engine air/fuel ratio and
programmed minimum temperature must be achieved
consists of three basic components: an oxygen sensor,
before “closed-loop” control is enabled. A programmed
stepper motor and AFM module. The AFM system is a
maximum temperature is also incorporated as a safety
closed-loop process that looks at system outputs and
to shut down operation on high-exhaust temperature
adjusts system inputs according to preprogrammed
conditions.
instructions.
The oxygen sensor provides continuous feedback of
The AFM system functions by monitoring oxygen levels
oxygen levels to the AFM module. The AFM module
in the exhaust gases with an oxygen sensor located in
makes the necessary actuator adjustments to correctly
the engine’s exhaust stream (see Figure 2.05-18). The
control the engine’s air/fuel ratio.
oxygen level, detected by the sensor, is then fed to the
AFM module through an electrical signal. If the oxygen
level detected by the sensor is different from the
programmed oxygen setpoint, the AFM module directs
the actuator to adjust the gas-over-air pressure of the
fuel regulator.
The actuator adjusts the fuel regulator setting, within
programmed limits, by increasing or decreasing the
spring pressure acting on the regulator diaphragm. The
design gives very accurate positioning capability. This
assembly essentially automates the “manual” adjusters
that are sold with many Waukesha engines. The
regulator adjustment riches or leans the air/fuel ratio.
1 3 4
Figure 2.05-18: L36 / P48 GL Throttle Valves
1 - Oxygen Sensor 3 - AFM Module

2 - Electrical Signal 4 - Regulator With Actuator
FORM 6284-4
2.05-8 © 8/2012
SECTION 2.10
IGNITION SYSTEM DESCRIPTION
CEC IGNITION MODULE SYSTEM

1
The Custom Engine Control (CEC) Ignition Module is
located on the engine’s left side (see Figure 2.10-1 and
Figure 2.10-2).
The CEC Ignition Module system consists of the
following engine-mounted components:
• Ignition Module
• Hall-effect pickup 2
• Timing magnets
3
• Ignition coils
• Ignition coil harnesses
• Spark plugs
Figure 2.10-2: L36 / P48 CEC Ignition Module System
• Wiring harnesses
1 - Hall-Effect Pickup 3 - Junction Box
• Engine driven generator (if equipped) 2 - Ignition Module
1 IGNITION SYSTEM COMPONENT

DESCRIPTION
CEC IGNITION MODULE
The Ignition Module is powered by 24 volts DC. The
module steps up the DC supply voltage to charge an
energy storage capacitor. The microcircuit logic and
SCR switching devices release the stored energy to the
ignition coils firing the appropriate spark plug (see
Figure 2.10-3).
2
Figure 2.10-1: F18 / H24 CEC Ignition Module System
1 - Junction Box 2 - Ignition Module
FORM 6284-4
2.10-1 © 8/2012
3 2
Figure 2.10-3: Standard Ignition Coil Figure 2.10-4: CSA Flange-Mounted Ignition Coil
1 - Ignition Coil 3 - Spark Plug 1 - Ignition Coil 2 - CSA Ignition Coil

Harness Harness
2 - Ignition Coil
SPARK PLUGS
CEC HALL-EFFECT PICKUP
The spark plugs are housed within the cylinder head and
The Hall-effect pickup senses each magnet as it passes fire the air/fuel mixture in the combustion chamber (see
and trips the logic circuit to fire. The pickup is located Figure 2.10-5).
above the barring device in the gear housing.
CEC TIMING MAGNETS

The timing magnets are mounted in the left bank
camshaft gear which rotates at half engine speed. The
L36 gear contains a magnet for each cylinder. The P48
uses one magnet for every two firing cylinders. Both
engines use an additional indexing magnet to reset the
microcircuit logic.
IGNITION COIL HARNESSES

The standard ignition coil harnesses route the ignition
secondary current from the ignition coils to the spark
plugs.
WIRING HARNESS
A wiring harness is used to connect the Ignition Module
primary wiring to the ignition coils. The wiring harness
uses solderless connectors on the coil terminals and a
multiple-pin connector at the Ignition Module
connection.
IGNITION COILS
The remote-mounted ignition coils produce a high-
energy, long-duration spark, which provides consistent
cylinder firing. These coils are located on mounting
brackets on top of the intake manifolds (see Figure
2.10-3 and Figure 2.10-4).
FORM 6284-4
2.10-2 © 8/2012
Figure 2.10-5: Spark Plug Installation
1 - Rocker Cover 3 - Cylinder Head

2 - Spark Plug Access
Tube
FORM 6284-4
2.10-3 © 8/2012
HAZARDOUS LOCATION IGNITION

SYSTEM (CSA APPROVED) COMPONENT
DESCRIPTION (OPTIONAL)
This ignition system is designed to meet the hazardous
location requirements for explosion-proof systems.
The shielded ignition system consists of the following
components:
• CEC Ignition Module (standard)
• CEC Hall-effect pickup (standard)
• Ignition switch (explosion-proof)
• Shielded spark plug
• Junction box (explosion-proof) Figure 2.10-7: CEC Ignition Module Shielded Ignition
• Integral ignition coil
SHIELDED IGNITION COIL
• Primary wiring
This coil is assembled to a special rocker cover. This coil
• Secondary wiring
contains a similar style of primary and secondary
• Timing light hookup windings as a standard coil (see Figure 2.10-8).
IGNITION SWITCH
The shielded Run/Stop switch is mounted on the left side
of the engine. The switch contacts are isolated from the
atmosphere. The push/pull Run/Stop switch is used for
both normal and emergency shutdowns (see Figure
2.10-6 and Figure 2.10-7). 1
Figure 2.10-8: CSA Flange-Mounted Ignition Coil
1 - Ignition Coil 2 - CSA Ignition Coil

Harness
SHIELDED SPARK PLUG

A standard spark plug is used with the flange-mounted
Figure 2.10-6: CSA Stop Switch ignition coil.
PRIMARY WIRING
The wiring that connects the Ignition Module to the
junction boxes is housed within conduits. Junction
boxes are used at each cylinder to provide the
connections to the ignition coils (see Figure 2.10-9).
FORM 6284-4
2.10-4 © 8/2012
CEC GENERATOR SYSTEM DESCRIPTION

The optional CEC generator system supplies voltage to
the CEC Ignition Module as well as being compatible
with future CEC module components.
The CEC generator supplies AC power to the voltage
regulator (see Figure 2.10-10).
Figure 2.10-9: Shielded Wiring Harness Conduit
SECONDARY WIRING
The wiring that connects the junction boxes to the coils
is housed within a steel braided wire. 2
IGNITION MODULE – POLARITY

NOTICE Figure 2.10-10
1 - CEC Generator 2 - Drive Unit

Observe correct polarity when connecting power to
the Ignition Module.
The system is designed to deliver negative voltage to the

spark plug center electrode. If improper wiring causes
positive voltage to be delivered to the plug, the voltage
required to jump the gap may be increased as much as
45%. If the ignition system cannot deliver the increased
voltage requirement, the plug will not fire. Fouling or
missing will occur. The center electrode normally runs at
a higher temperature than the shell electrodes. The
hotter center electrode is better able to discharge a spark
than the colder one. If the polarity is correct, the wear will
take place on the center electrode rather than the side
electrode.
FORM 6284-4
2.10-5 © 8/2012
The voltage regulator converts and regulates the power
to a nominal 24 VDC (30.0 volts VDC maximum open
NOTICE
circuit) (see Figure 2.10-11). Run the AutoCal program after doing any repair or
replacement of cylinder heads, gaskets, liners,
pistons or knock sensors. The DSM AutoCal program
automatically establishes detonation levels so that the
DSM system can operate properly.
See the DSM manual for the AutoCal programming

steps (Form 6268 for DSM Interface Program version
5.3C; Form 6278 for DSM Interface Program version 6.0
series).
Figure 2.10-11
The CEC Type I generator is equipped with a battery and
has some power above the Ignition Module
requirements to supply future CEC module needs. The
battery is mounted off the engine.
The CEC Type II generator is not equipped with a battery
and is used to power only the CEC Ignition Module.
CEC DETONATION SENSING MODULE –

L36 / P48
Detonation is the autoignition of end gas that has not
been consumed in normal flame-front reaction in a
combustion chamber. When this happens in a
combustion chamber of an engine, two pressure waves,
created by the two flame-fronts, slam against the
cylinder walls and cause an audible “ping” or “knock”
known as detonation. Avoiding detonation conditions is
critical since detonation is normally detrimental to
engine components.
To prevent detonation from occurring, Waukesha has
developed an electronic CEC Detonation Sensing
Module (DSM) system (see Figure 2.10-12). The DSM
protects Waukesha spark-ignited gas engines from
damage due to detonation. The DSM and its related
systems must function with a CEC Ignition Module with
a 14-pin DSM expansion port (see Figure 2.10-13). The
DSM system also includes a Waukesha-designed filter,
a detonation sensor mounted between every two engine
cylinders (see Figure 2.10-14), and a number of
interconnecting cables and harnesses that may vary
depending on the application.
FORM 6284-4
2.10-6 © 8/2012
1 2 3 4
Figure 2.10-12: DSM Control Module and Filter
1 - DSM Filter 4 - “Shutdown”

2 - “Power” 5 - Control Module
3 - “Alarm”
Figure 2.10-13: Ignition Module with Expansion Port
1 - DSM Expansion 2 - Ignition Module

Port
Figure 2.10-14: DSM Knock Sensor Installation
FORM 6284-4
2.10-7 © 8/2012
FORM 6284-4
2.10-8 © 8/2012
SECTION 2.15
AIR INTAKE SYSTEM DESCRIPTION

The air intake system consists of the following
components:
• Turbocharger
• Wastegate (if equipped)
• Intercooler
• Carburetor assembly
• Intake manifold
• Air filtration system (if equipped)
INTERCOOLER
The intercooler is used to reduce the temperature of the
air after it has been compressed by the turbocharger. Figure 2.15-2: L36 / P48 Intercooler
This intercooler has tube and fin construction and a
plenum which receives air from the turbocharger. By
reducing air temperature entering the engine, the charge
density is increased and a denser air/fuel charge enters
the cylinder. As a result more horsepower is produced
for a given cylinder displacement. Cool air/fuel
temperatures also help to prevent detonation (see
Figure 2.15-1 and Figure 2.15-2).
Figure 2.15-1: F18 / H24 Intercooler
FORM 6284-4
2.15-1 © 8/2012
CARBURETORS AND INTAKE MANIFOLDS
The F18/H24 carburetors are mounted to the rear of the
engine.
The F18 and H24 GL use an IMPCO 400 VF3 carburetor
mounted on a butterfly valve attached to the right side
intake manifold (see Figure 2.15-3 and Figure 2.15-4).
Figure 2.15-5: H24 G IMPCO 600 Carburetor
Figure 2.15-3: F18 / H24 G 400 Carburetor
Figure 2.15-6: F18 / H24 GSID IMPCO 600 Carburetor
1 - Carburetor 2 - Power Adjustment

Screw
! WARNING
The Deltec carburetion system

Figure 2.15-4: F18 / H24 GL IMPCO 400 Carburetor must have a positive gas shutoff
valve that opens upon cranking
The F18/H24 G/GSID/GLD engines that use IMPCO 600
and closes whenever engine
carburetors have them mounted on the air cleaner
rotation stops.
assembly located on the left side of the engine (see
Deltec carburetors contain no moving parts. The MAS

controls the fuel gas to the carburetor (see Figure
2.15-7 and Figure 2.15-8). The carburetor consists of a
main body with a perforated venturi insert that allows fuel
gas to be drawn into the air stream. The size and number
of the holes controls the air/fuel mixture.
FORM 6284-4
2.15-2 © 8/2012
Figure 2.15-9: L36 / P48 GL Carburetors
1 - Deltec Carburetor 2 - MAS
Figure 2.15-10: L36 / P48 GLD / GSID Deltec Carburetor –

Draw-Thru
The intake manifold connects the intake ports of the
cylinders and equally distributes the air/fuel mixture to
Figure 2.15-8: F18 / H24 GLD Deltec Dual Fuel Carburetor each.
The L36/P48 GL carburetors are mounted on top and to
the rear of the engine, after the turbocharger and
intercooler (see Figure 2.15-9). The GLD/GSID
carburetors are mounted before the turbocharger and
intercooler (see Figure 2.15-10). The carburetor
produces a combustible mixture by automatically mixing
the air and fuel in the proper proportions.
FORM 6284-4
2.15-3 © 8/2012
INTAKE MANIFOLD
F18/H24 intake manifold is a one-piece casting mounted
on the left side of the engine (see Figure 2.15-11). The
manifold is also the mounting base for the CEC Ignition
Module and instrument/control panel.
Figure 2.15-13: F18 / H24 Air Cleaner
Figure 2.15-11
The L36/P48 intake manifold is divided into two
branches that independently distribute the air/fuel
mixture to each bank of cylinders (see Figure 2.15-12).
The left bank manifold is also the mounting base for the
instrument and control panel.
Figure 2.15-14: L36 / P48 GLD / GSID Deltec Carburetor

Air Cleaner
Figure 2.15-12: P48 Right Bank Intake Manifold
AIR CLEANERS
The engine air intake filtration system filters the air that
is used for combustion. This Waukesha-supplied
system is designed to meet the volume and air quality
requirements of this engine (see Figure 2.15-13 and
Figure 2.15-14).
FORM 6284-4
2.15-4 © 8/2012
SECTION 2.20
TURBOCHARGER SYSTEM DESCRIPTION
Before performing any service, maintenance or repair TURBOCHARGER WASTEGATE (IF EQUIPPED)
procedures, review SAFETY on page 1.05-1 and
The F18/H24 turbocharger wastegate is mounted on the
RIGGING AND LIFTING ENGINES on page 1.10-1.
exhaust manifold in front of the turbocharger (see Figure
2.20-2). The wastegate limits the load and the
TURBOCHARGER SYSTEM DESCRIPTION turbocharger speed. It consists of a sealed housing
The GSI engine is turbocharged. The turbocharger containing a spring, diaphragm and a valve. At a
system consists of the following components: predetermined setpoint, intake manifold pressure
counteracts the tension of the spring. The valve opens
• Turbochargers to bypass a portion of the engine exhaust pressure
• Turbocharger wastegate (if equipped) around the turbocharger and into the exhaust outlet,
which limits the air intake boost pressure to an
TURBOCHARGERS acceptable range.
A turbocharger is mounted on each right and left bank
exhaust manifold. These turbochargers will deliver more
combustion air to the engine than is available from the
pressure of the normal atmosphere (natural aspiration).
The increased air supply allows the engine to burn fuel
more efficiently (see Figure 2.20-1).
Figure 2.20-2
Figure 2.20-1: VGF Turbocharger
FORM 6284-4
2.20-1 © 8/2012
The L36/P48 turbocharger wastegate is mounted in the
vee of the engine at the outlet of the exhaust manifolds
NOTICE
(see Figure 2.20-3). The wastegate limits the load and Do not operate the engine if leaks exist in the ducting,
the turbocharger speed. It consists of a wastegate or if the air cleaner is not filtering efficiently. Dust
housing, spring and a valve with a separate actuator with leaking into the air ducting can damage the
a diaphragm and spring (see Figure 2.20-4). At a turbochargers.
predetermined point, intercooler pressure counteracts
the tension of the actuator spring. The valve opens to
bypass a portion of the engine exhaust pressure around NOTE: With standby engines, set the timer so that the
the turbocharger, which limits the air intake boost automatic prelube system runs for a full 5 minutes every
pressure within an acceptable range. hour that the engine is not running.
1. Run the prelube system for a full 5 minutes before
each engine start to ensure that all moving parts are
properly lubricated. See LUBRICATION SYSTEM
MAINTENANCE on page 4.30-1 for the Prelube
System specifications.
NOTICE
DO NOT operate the engine under load until the jacket
water temperature is 100°F (37°C).
2. Run the engine at idle speed for 5 minutes before

shutdown.
NOTICE
Figure 2.20-3: L36 / P48 Wastegate
The postlube function should be automatically
initiated upon the main gas shutdown to avoid
turbocharger damage.
3. Postlube the engine for a full 5 minutes after every

shutdown, if equipped, to remove heat from the
turbochargers to reduce damage from oil “coking” on
the turbocharger bearings.
TURBOCHARGER LUBRICATION
NOTICE
Prior to any operation of a new or rebuilt turbocharger
and initial start-up of a new engine, check that the
turbocharger is receiving proper lubrication.
Figure 2.20-4: L36 / P48 Wastegate Actuator
NOTE: Remove the oil drain tube from the
TURBOCHARGER OPERATION turbocharger. Check for oil flow at the turbocharger oil
drain area by running the automatic prelube system (if
The engine exhaust gas enters the turbine housing and equipped). When the turbocharger is filled with oil,
expands while passing through the turbine wheel, secure the oil drain tube. When the turbocharger is
causing the turbine to rotate. This drives the centrifugal receiving proper lubrication, the engine may be started
compressor that is mounted on the same shaft. Filtered and run at reduced speeds until coolant temperature
air enters the spinning compressor wheel in the gauge on panel indicates 100°F (37°C).
compressor housing. The air is compressed and is
delivered to the engine cylinders through the intake
manifold.
FORM 6284-4
2.20-2 © 8/2012
TURBOCHARGER INSPECTION
NOTICE
Inspection and repair of turbocharger must be
performed by a factory-qualified service technician.
1. Inspect the mounting and connections of

turbocharger for tightness, lubricant leakage or air
leakage.
2. Inspect all air ducting and connections for leaks.
Inspect the ducts when the engine is shut down as
well as running. Check the exhaust manifold
connections to the turbine inlet and at the engine
exhaust manifold gasket.
3. Inspect and service the engine air cleaner as
required.
4. Check the engine under load conditions.
5. Check the turbochargers for unusual vibrations or
noise while operating at rated load. If excessive
vibration is evident, shut down the engine and
contact your local Waukesha Distributor.
OPERATION AND MAINTENANCE TIPS

1. Prelube new or stored turbochargers before starting
the engine.
2. Be sure that the oil in the engine is clean and oil filters
are well maintained.
NOTICE
water temperature is 100°F (37°C).
3. Idle the engine for 5 minutes to allow the

turbochargers to cool down before shutdown.
Operate engine at rated output and listen for sounds of
metallic contact from the turbocharger. If any such noise
is apparent, shut down immediately and contact your
local Waukesha Distributor.
FORM 6284-4
2.20-3 © 8/2012
FORM 6284-4
2.20-4 © 8/2012
SECTION 2.25
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM DESCRIPTION – The auxiliary coolant for G series engine oil does not use
F18 / H24 an auxiliary water pump. Instead, coolant is piped from
the jacket water pump through the oil cooler and returns
The VGF series of engines use a closed, pressure- to the jacket water system through the water-cooled
circulating cooling system which is designed to be used exhaust manifold.
with a variety of external cooling devices such as
radiators, cooling towers or heat exchangers. JACKET WATER PUMP (IF EQUIPPED)
The engine cooling system consists of the following The gear-driven jacket water pump is located on the right
engine-mounted components: front of the engine (see Figure 2.25-1). An external line
• Jacket water pump (if equipped) bleeds trapped air to the thermostat housing.
• Auxiliary water pump (if equipped)
• Auxiliary water thermostatic valve
• Thermostat housing
• Jacket water heater (if equipped)
• Surge tank (if equipped)
Coolant is pumped through a gear-driven jacket water
pump and through the engine crankcase inlet to provide
coolant supply for the cylinder liners, cylinder heads and
water-jacketed exhaust manifold.
The thermostat housing is located on the front of the
exhaust manifold and contains thermostatic valves. If
the coolant temperature in the engine is lower than the
thermostats’ setting, most of the coolant will flow through
the bypass to the jacket water pump inlet. If the coolant
temperature in the engine is higher than the temperature Figure 2.25-1
at which the thermostats start to open, coolant will flow
through the open thermostatic valves and flow to the
external cooling device.
The auxiliary cooling system for GSID, GL and GLD
engines maintain the proper air temperature out of the
intercooler and oil temperature in the oil cooler. The
jacket water pump drives the auxiliary pump to circulate
coolant from the intercooler to the oil cooler through
external piping. Coolant leaves the intercooler and is
directed to the engine-mounted oil cooler. From the oil
cooler, the coolant flows through the thermostatic
control valve in the oil cooler bonnet. The thermostat will
bypass some of this flow to the auxiliary pump or direct
it to the external cooling device.
FORM 6284-4
2.25-1 © 8/2012
AUXILIARY WATER PUMP (IF EQUIPPED)
The auxiliary water pump is located on the right front side
of the engine and is driven by the jacket water pump
(see Figure 2.25-2). The discharge is piped to the
intercooler, oil cooler and the auxiliary cooling system
thermostatic control valve.
Figure 2.25-3
AUXILIARY COOLING THERMOSTATIC VALVE

The auxiliary thermostatic valve is located at the water
inlet of the oil cooler on the left side of the engine (see
Figure 2.25-4). The standard thermostatic valve controls
the auxiliary water intercooler temperature to 130°F
Figure 2.25-2 54°C). When the operating temperature is reached, the
thermostat will bypass the flow of coolant being
THERMOSTAT HOUSING discharged from the oil cooler outlet to the inlet of the
auxiliary water pump.
The thermostat housing is located on the front of the
engine exhaust manifold and contains three
thermostatic valves (see Figure 2.25-3). The standard
thermostats keep the engine at a constant working
temperature of 174° – 195°F (79° – 91°C). If the coolant
temperature in the engine is lower than the opening
setting of the thermostats, then the coolant flows to the
jacket water pump inlet. If the coolant temperature in the
engine is higher than the temperature at which the
thermostats start to open, coolant will flow through the
open thermostatic valves to the external cooling device.
Figure 2.25-4
SURGE TANK (IF EQUIPPED)

An optional surge tank is available for use with closed-
loop cooling systems. The tank is equipped with a
pressure cap, sight glass and drain cock (see Figure
2.25-5).
FORM 6284-4
2.25-2 © 8/2012
Figure 2.25-6
Figure 2.25-5 AUXILIARY WATER PUMP (IF EQUIPPED)

The auxiliary water pump is located on the right rear side
COOLING SYSTEM DESCRIPTION –
of the engine. It is gear-driven by the left bank camshaft
L36 / P48 and the discharge is piped to the intercooler, oil cooler
Coolant is pumped through the gear-driven jacket water and the thermostatic control valve. An external line
pump and through the engine crankcase inlet to provide provides oil to the pump’s bearings (see Figure 2.25-7).
coolant supply for the cylinder liners, cylinder heads and
water-jacketed exhaust manifolds.
The thermostat housing is located on the top front of the
engine and contains thermostatic valves. If the coolant
temperature in the engine is lower than the thermostat’s
setting, most of the coolant will flow through the bypass
to the jacket water pump inlet. If the coolant temperature
in the engine is higher than the temperature at which the
thermostats start to open, coolant will flow through the
open thermostatic valves and flow to the external cooling
device.
The auxiliary cooling system maintains the proper air
temperature out of the intercooler and oil temperature in
the oil cooler. The gear-driven auxiliary pump circulates
coolant from the intercooler to the oil cooler through
external piping. Coolant leaves the intercooler and is
Figure 2.25-7
directed to the engine-mounted oil cooler. From the oil
cooler, the coolant flows through the thermostatic
control valve in the oil cooler bonnet. The thermostat will
bypass some of this flow to the auxiliary pump or direct
it to the external cooling device.
JACKET WATER PUMP (IF EQUIPPED)

The gear-driven jacket water pump is located on the left
front of the engine. An external line provides oil to the
pump’s rear bearing (see Figure 2.25-6).
FORM 6284-4
2.25-3 © 8/2012
JACKET WATER HEATER (IF EQUIPPED) The standard thermostats keep the engine at a constant
working temperature of 174° –195°F (79° – 91°C). If the
The optional jacket water heater is mounted at the right
coolant temperature in the engine is lower than the
side of the engine (see Figure 2.25-8). The heater is
opening setting of the thermostats, then the coolant
used for starting in ambient temperatures below 50°F
flows to the jacket pump inlet. However, a small quantity
(10°C). This thermally controlled 2,500-watt unit will
of coolant will also flow through the thermostat body and
maintain jacket water temperature at 120°F (48.9°C) for
on through the upper coolant pipe to the external cooling
standby applications. The inlet to the heater is
device. This “flow” has an air bleed, preventing the
connected from a port located on the jacket water pump
cooling system from becoming air-locked. If the coolant
inlet. The outlet from the top of the heater connects to
temperature in the engine is higher than the temperature
the rear of the water-cooled exhaust manifolds.
at which the thermostats start to open, coolant will flow
through the open thermostatic valves to the external
cooling device.
AUXILIARY WATER THERMOSTATIC VALVE

The auxiliary valve is located at the water outlet of the oil
cooler on the right side of the engine (see Figure
2.25-10). The standard thermostatic valve controls the
auxiliary water intercooler temperature to 130°F (54°C)
or 174°F (79°C) depending on the thermostat. When the
operating temperature is reached, the thermostat will
direct the flow of coolant being discharged from the oil
cooler outlet to the inlet of the auxiliary water pump.
Figure 2.25-8
THERMOSTAT HOUSING (IF EQUIPPED)

The thermostat housing is located on the top front side
of the engine and contains seven thermostatic valves
Figure 2.25-10
Figure 2.25-9
FORM 6284-4
2.25-4 © 8/2012
SECTION 2.30
LUBRICATION SYSTEM DESCRIPTION
Before performing any service, maintenance or repair The oil filter housing contains the piston cooling valve.
procedures, review SAFETY on page 1.05-1 and The valve blocks the flow of oil to the piston cooling jets
RIGGING AND LIFTING ENGINES on page 1.10-1. during start-up to ensure an adequate flow of oil to the
engine bearings. At approximately 30 psi (207 kPa) this
LUBRICATION SYSTEM DESCRIPTION valve will open and supply oil to the piston cooling jets
which spray oil to cool the underside of the piston crown.
The lubrication system consists of the following
components: L36 / P48
• Oil sump and suction line The lubricating oil is drawn from the crankcase sump to
• Oil pump the oil pump (see Figure 2.30-2). The high-pressure oil
from the pump flows past a pump-mounted relief valve.
• Oil filters and housing
The cold-start relief valve bleeds excessive oil pressure
• Oil cooler to the sump. The valve starts to open at 90 psi (629 kPa)
• Piston cooling valve and is full open at 120 psi (838 kPa).
• External and internal oil piping The oil is pumped to the oil pressure regulating valve, oil
• Optional oil level regulator thermostat and oil cooler. See Table 1.15-3 See Table
1.15-3 for oil gallery pressure specifications. Depending
• Optional oil preheat/prelube on oil temperature, the oil flow either bypasses the oil
cooler or is directed through it. To adjust for pressure
OIL FLOW DESCRIPTION drop through the oil cooler, oil thermostat and oil filters,
F18 / H24 a gallery-sensing line is used to adjust the main oil
pressure regulating valve to maintain the proper oil
Oil is drawn from the crankcase sump through the oil pressure.
pump (see Figure 2.30-1). The high-pressure oil from the
pump flows past a pump-mounted relief valve. The cold- The oil flows through two full-flow oil filters. The filter
start relief valve bleeds excessive oil pressure to the housing is equipped with a bypass valve which opens if
sump. The valve starts to open at 80 psi (552 kPa) and filter restriction exceeds 30 psi (210 kPa).
is full open at 142 psi (797 kPa). Filtered oil is then directed to the rear of the engine and
The oil is pumped to the oil pressure regulating valve and enters the main internal oil gallery above the main
oil cooler. The main oil pressure regulating valve is set bearings. This gallery feeds oil to the main bearings,
to maintain normal operating pressure of 67 – 83 psi camshaft journals, valve train and turbochargers.
(462 – 572 kPa), depending on engine speed and The front of this gallery contains the piston cooling valve.
temperature. Normal engine idle speed pressure is The valve blocks the flow of oil to the piston cooling jets
35 psi (241 kPa) minimum. during start-up to ensure an adequate flow of oil to the
The oil flows through three full-flow oil filter cartridges. engine bearings. At approximately 35 psi (244 kPa) this
Each cartridge is equipped with a bypass valve which valve will open and supply oil to the piston cooling jets,
opens if filter restriction exceeds 30 psi (207 kPa). which spray oil to cool the underside of the piston crown.
Filtered oil is then directed to the main internal oil gallery.

This gallery feeds oil to the main bearings, camshaft
journals, valve train and turbocharger.
FORM 6284-4
2.30-1 © 8/2012
15 14 9
13
10
16
17 11
12
Figure 2.30-1: F18 / H24 Engine Oil Schematic
FORM 6284-4
2.30-2 © 8/2012
1 - Rocker Arms 10 - Suction Screen

2 - Auxiliary Rocker Arm Assembly 11 - Pressure Tube
3 - Camshaft 12 - Oil Pump
4 - To Turbocharger 13 - Suction Tube
5 - Main Oil Gallery 14 - Piston Cooling Jet
6 - Pressure Regulator Valve 15 - Crankshaft
7 - Oil Filter Base 16 - Unfiltered Oil
8 - Piston Cooling Jet Control Valve 17 - Filtered Oil
9 - Oil Cooler
FORM 6284-4
2.30-3 © 8/2012
1 6
5
3
4
8
9
21
10
20
19 18
11
17
16
12
15
13
14
Figure 2.30-2: F18 / H24 Engine Oil Schematic
FORM 6284-4
2.30-4 © 8/2012
1 - Unfiltered Oil 12 - Bypass to Sump

2 - Filtered Oil 13 - Oil Filter Housing
3 - To Auxiliary Water Pump 14 - Bypass to Sump
4 - Main Oil Gallery 15 - Oil Pump
5 - To Sump 16 - Oil Pressure Regulator and Thermostat Housing
6 - To Governor Drive 17 - Front Gear Housing
7 - Gear Spray Lube 18 - To Jacket Water Pump
8 - Rocker Arms 19 - Piston Cooling Control Valve
9 - Cam Follower 20 - Piston Cooling Jet
10 - To CEC Drive 21 - To Crankshaft
11 - Oil Cooler
FORM 6284-4
2.30-5 © 8/2012
OIL PUMP AND SUCTION LINE
The bottom of the engine housing is enclosed by a
fabricated steel oil sump. A screened suction pipe draws
the oil from the lowest point in the sump. The oil drain
plug is located at the front of the oil sump.
OIL PUMP
The oil pump is a gear-type pump that is driven off the
front end of the crankshaft by an idler gear. The oil pump
is internally mounted in the front of the oil sump. There
is a pressure relief valve for cold oil starting.
OIL FILTERS AND HOUSING

The F18/H24 oil filter housing is mounted on the
crankcase, above the oil cooler. The filtering system Figure 2.30-4: L36 / P48 Oil Filter Housing
consists of three replaceable filter cartridges (see Figure
2.30-3). Oil filters are the “full-flow” type. This means that all the
lubricating oil is normally filtered. The filtering system
consists of two replaceable filter cartridges. The filter
housing contains a bypass valve that prevents the loss
of oil circulation due to a dirty oil filter.
OIL COOLER
The F18/H24 oil cooler is a plate-type arrangement. The
oil flows through the plates while the coolant passes
around the plates (see Figure 2.30-5). The jacket water
pump supplies the coolant on the G engines. GSID, GL
and GLD engines have a separate auxiliary water pump
cooling circuit.
Figure 2.30-3
The oil filters are “full-flow” type. This means that all
lubricating oil is normally filtered. The filter cartridge
contains a bypass valve that prevents the loss of oil
circulation due to a dirty oil filter.
The L36/P48 oil filter housing is contained in the base-
type oil pan of the engine (see Figure 2.30-4).
Figure 2.30-5
The L36/P48 oil cooler is a tube and bundle
arrangement. The oil flows around the tubes while the
auxiliary water passes through the tubes (see Figure
2.30-6).
FORM 6284-4
2.30-6 © 8/2012
PRESSURE REGULATING VALVE AND OIL
THERMOSTAT
The pressure regulating valve maintains the engine oil
pressure within the proper operating range. This
pressure range is preset at the factory. The F18/H24
valve is located in the oil filter base (see Figure 2.30-8).
Figure 2.30-6
The end bonnet contains the auxiliary water thermostat
Figure 2.30-8: Oil Regulating Valve
1
2
Figure 2.30-7: F18 / H24 Oil Pressure Regulating Valve
1 - Oil Cooler 2 - Thermostat
FORM 6284-4
2.30-7 © 8/2012
The L36/P48 pressure regulating valve maintains the
engine oil pressure within a range of 66 – 82 psi
(460 – 570 kPa). This is preset at the factory. This same
housing contains the oil thermostat and is located on the
right front side of the engine base (see Figure 2.30-9).
1
2
Figure 2.30-11
At approximately 35 psi (244 kPa) this valve will open
and supply oil to the piston cooling jets which spray oil
to cool the underside of the piston crown.
Figure 2.30-9 NOTICE

1 - Thermostat 2 - Regulating Valve
To ensure piston cooling during full load operation, the
low oil pressure shutdown is to be set at 25 psi
PISTON COOLING CONTROL VALVE (173 kPa).
The F18/H24 piston cooling control valve is located in
the oil filter housing (see Figure 2.30-10). The valve MAGNETIC PLUG
blocks the flow of oil to the piston cooling jets during
start-up to ensure an adequate flow of oil to the engine Remove and inspect the magnetic plug in the
bearings. turbocharger lubrication circuit at every oil change
(see Figure 2.30-12 and Figure 2.30-13).
Figure 2.30-10
Figure 2.30-12: F18 / H24 Turbocharger Oil Supply
The L36/P48 piston cooling valve is located under the Magnetic Plug
front cover (see Figure 2.30-11). The valve blocks the
flow of oil to the piston cooling jets during start-up to
ensure an adequate flow of oil to the engine bearings.
FORM 6284-4
2.30-8 © 8/2012
OIL PRESSURE
Under normal load operating conditions, the lubrication
system will maintain the oil pressure within the specified
range.
A cold engine, or the addition of cold oil to the crankcase
of a warm engine, will cause higher oil pressure until the
oil temperature stabilizes in the proper range.
NOTICE
The oil pressure gauge of an engine started under cold
conditions may fail to register pressure immediately. If
pressure fails to register after the engine has run for
Figure 2.30-13: F18 / H24 Turbocharger Oil Supply 10 seconds, the engine should be shut down and the
Magnetic Plug cause of the lack of pressure determined and
corrected.
OIL LEVEL REGULATOR – OPTIONAL
The regulator, if equipped, is mounted on the left lower
side of the engine (see Figure 2.30-14). The regulator
will maintain the engine crankcase oil to the correct level.
Makeup oil at atmospheric pressure from a raised tank
is supplied to the regulator inlet.
Figure 2.30-14
If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing makeup
oil to be added to the crankcase. A contact is available
for customer connection of a low oil warning or shutdown
system.
NOTE: The regulator should be adjusted so that when
the engine oil is at the proper level, the regulator sight
glass is full to the midpoint.
NOTICE
To prevent the regulator from malfunctioning, the inlet
screen to the regulator should be cleaned regularly.
FORM 6284-4
2.30-9 © 8/2012
FORM 6284-4
2.30-10 © 8/2012
SECTION 2.35
EXHAUST SYSTEM DESCRIPTION

1
! WARNING
Do not inhale engine exhaust

gases. Do not open exhaust
system while the engine is
running. Exhaust gases are
highly toxic.
2
NOTICE
Removal of exhaust heat shields will result in reduced
Figure 2.35-1: Thermocouple Connections
service life on engine components.
1 - Thermocouple 2 - Quick Disconnect
The exhaust system consists of the following

components:
• Exhaust manifold assemblies
• Exhaust thermocouples (if equipped)
EXHAUST MANIFOLD
The manifold sections are water-cooled. Water is
delivered to the manifold segments through water
elbows from the cylinder heads. Water exits through the
thermostat housing.
EXHAUST THERMOCOUPLES (IF EQUIPPED)

VGF engines can be equipped with individual cylinder
exhaust pyrometer thermocouples (see Figure 2.35-1
and Figure 2.35-2). The K-type thermocouples will Figure 2.35-2: Exhaust Manifold Thermocouple
indicate misfire in the cylinders, helping troubleshooting.
There are also preturbine thermocouple(s) and one
exhaust stack thermocouple (see Figure 2.35-3 and
Figure 2.35-4).
FORM 6284-4
2.35-1 © 8/2012
Figure 2.35-3: F18 / H24 Exhaust Outlet Thermocouple Figure 2.35-5: F18 / H24 Thermocouple Junction Box
Figure 2.35-4: L36 / P48 Exhaust Outlet Thermocouples Figure 2.35-6: L36 / P48 Thermocouple Junction Box
The thermocouple connections are housed in a junction
EXHAUST SYSTEM (CUSTOMER SUPPLIED)
box for site connections (see Figure 2.35-5 and Figure
2.35-6). The exhaust system carries the exhaust gases away
from the engine. The system must be designed to
conduct and discharge exhaust by-products without
creating excessive back pressure.
TURBOCHARGER OPERATION
The engine exhaust gas enters the turbine housing and
expands while passing through the turbine wheel,
causing the turbine to rotate. This drives the centrifugal
compressor that is mounted on the same shaft. Filtered
air enters the spinning compressor wheel in the
compressor housing. The air is compressed and is
delivered to the engine cylinders through the intake
manifold.
FORM 6284-4
2.35-2 © 8/2012
SECTION 2.40
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM

DESCRIPTION
1
The purpose of the crankcase breather system is to
remove crankcase oil vapors from the engine.
There are three systems available:
• Open-type (G, GL, GLD)
• Closed-type (GLD, GSID)
• Closed ejector-type (GL)
F18 / H24 BREATHER SYSTEMS

The standard crankcase ventilation system is an open
design for all engines. The crankcase vapors are vented
to the atmosphere through a baffle box to an oil
separator. A rain cap is used on top of the oil separator 2
Figure 2.40-1: F18 / H24 Open Breather System
1 - Open Breather 2 - Oil Separator
FORM 6284-4
2.40-1 © 8/2012
The closed design allows a slight negative pressure to
be maintained in the engine crankcase. The crankcase
is vented to the air cleaner (see Figure 2.40-2).
The adjusting valve for the breather regulates the
amount of vacuum in the breather system.
Figure 2.40-4: F18 / H24 Ventilation System Baffle Box
L36 / P48 BREATHER SYSTEMS

2
The standard crankcase breather system is an open
design for the GL and GLD. The crankcase vapors are
vented to the atmosphere through the oil separator (see
Figure 2.40-5).
Figure 2.40-2: F18 / H24 Closed Breather System
1 - Oil Separator 2 - Air Cleaner

The ejector breather for GL engines is a venturi that is
used to create a vacuum in the separator and connecting
tube (see Figure 2.40-3). This draws the oil vapor from
the crankcase. The adjusting valve regulates
compressor discharge pressure that is applied to the
breather ejector, which creates the vacuum that is used
to evacuate the crankcase oil vapors.
Figure 2.40-3: F18 / H24 GL Closed Breather Ejector

Figure 2.40-5: L36 / P48 Open Breather System
1 - Breather Ejector 2 - Adjusting Valve
The ejector breather system requires the use of a baffle
box which replaces one of the camshaft covers (see
Figure 2.40-4).
FORM 6284-4
2.40-2 © 8/2012
The following engine-mounted components are used
depending on application:
• Tubes and Piping
• Oil Separator
• Breather Ejector
• Adjusting Valve
CONNECTING TUBE
The connecting tube directs the flow of oil vapors from
the front of the engine to the oil separator.
OIL SEPARATOR ASSEMBLY

This separator is mounted on the right front side of the
engine and is used to trap, condense and discharge the
oil vapors from the crankcase. This prevents the loss of Figure 2.40-7: L36 / P48 GL Closed Ejector Breather
oil from the engine into the atmosphere. A vacuum regulator is installed in the oil separator piping
(see Figure 2.40-8). With an increase in load, the amount
ADJUSTING VALVE – GL
of compressor discharge air from the turbochargers
The adjusting valve for a GL engine regulates increases and the plate within the regulator floats up.
compressor discharge pressure that is applied to the More outside air is sucked in as the plate rises, which
breather ejector, which creates the vacuum that is used allows the breather system to maintain a more constant
to evacuate the crankcase oil vapors (see Figure crankcase vacuum.
2.40-6).
Figure 2.40-8: L36 / P48 GLD / GSID Breather Regulator

Figure 2.40-6: L36 / P48 Breather Adjusting Valve
The ejector breather is a venturi that is used to create a
vacuum in the separator and connecting tube (see
Figure 2.40-7). This draws the oil vapor from the
crankcase.
FORM 6284-4
2.40-3 © 8/2012
The closed breather designs for the GL, GLD and GSID OIL SEPARATOR DRAIN
engines allow a slight negative pressure to be
maintained in the engine crankcase. Due to the draw- All VGF breather system oil separators are equipped
thru carburetion, the crankcase is vented to the air with drains. The oil drain returns oil to the oil pan (see
cleaner (see Figure 2.40-9). An adjustable valve Figure 2.40-11 and Figure 2.40-12).
regulates crankcase vacuum.
Figure 2.40-9: GLD / GSID Closed Breather Piping

Figure 2.40-11
ADJUSTING VALVE – L36 / P48 GLD / GSID ONLY
The adjusting valve for the GLD/GSID engine directly
regulates the amount of vacuum in the breather system.
This valve is located near the right bank carburetor (see
Figure 2.40-10). The closed design for the GLD/GSID
allows a slight negative pressure to be maintained in the
engine crankcase. Due to the draw-thru carburetion, the
crankcase is vented to the air cleaner.
Figure 2.40-12: Closed Breather System
Figure 2.40-10
FORM 6284-4
2.40-4 © 8/2012
BREATHER SYSTEM SPECIFICATIONS CRANKCASE PRESSURE RELIEF VALVE –

L36 / P48 ONLY
CATALYTIC CONVERTER OR HEAT RECOVERY
SILENCER ARRANGEMENT – GL ONLY Crankcase pressure relief valves may be supplied as a
precaution in place of the standard oil pan door (see
NOTE: When using a catalytic converter or heat Figure 2.40-14). The valves open fully when the
recovery silencer, the ejector outlet tubing outside pressure in the crankcase exceeds 1.0 psi (7.0 kPa) and
diameter should not be less than 2 in. (51 mm) (see close tightly and quickly to prevent the inflow of air after
Figure 2.40-13). This tubing should be connected into the internal pressure has been relieved. The possibility
the side of the exhaust stack not less than 4 ft (1.2 m) of a secondary explosion is prevented, since no oxygen
downstream from the converter or silencer. is allowed to enter the crankcase to support new
combustion. The valves do not prevent crankcase
explosions, but only reduce the peak pressures during
4 FT. (1.2 M)
1 explosion, thereby minimizing damage.
21 IN. (21 MM)

2
Figure 2.40-13
1 - Exhaust Pipe 2 - Catalytic Converter

or Heat Recovery
Silencer
The following additional guidelines are provided for use
with these arrangements: Figure 2.40-14
• Do not connect into the bottom of a horizontal exhaust Since flames are present in any crankcase explosion,
pipe. the valve incorporates an internal flame trap to retard the
emission of flame while the valve is venting. The flame
• Avoid connecting into a vertical run of an exhaust pipe
trap is of an oil-wetted wire gauze design. The cooling
directly above the converter or silencer (oil will reduce
capacity of the gauze is doubled when oil-wetted, a
the life expectancy and/or efficiency of these devices).
condition effected by the oil mist that normally exists in
• Avoid low spots in the horizontal piping which can the crankcase or by oil spray from the connecting rod
cause condensed vapors to settle and cause bearings. The valve incorporates the flame trap as a
blockage. single unit and the O-ring construction eliminates oil
• Long-distance pipe runs may require a simple sump leakage.
in the piping from which condensed vapors can be
drained.
NOTE: If an ejector outlet sump is installed, drain any
condensed oil from the ejector outlet sump before each
start-up. The drain frequency will depend on the length
of tubing, operating temperature and conditions, engine
load and engine condition.
FORM 6284-4
2.40-5 © 8/2012
FORM 6284-4
2.40-6 © 8/2012
SECTION 2.45
STARTING SYSTEM DESCRIPTION
AIR / GAS STARTER OPERATION

Air/gas starting motors used on the VGF series engine
are a vane design (see Figure 2.45-1 and Figure
2.45-2). The air motor is energized by supplying
compressed air or gas at 150 psi (1,034 kPa) maximum
to the inlet fitting. The pressurized air/gas enters the inlet
plenum and flows against the rotor blades, causing the
rotor to turn. As the rotor turns, the air trapped between
the blades expands and then is discharged through
outlet slots in the sleeve into the exhaust plenum and out
through the exhaust port.
Figure 2.45-2: L36 / P48 Air / Gas Starter

The starting motor has an integral overrunning clutch
which drives the engine’s flywheel ring gear. An air/gas
valve is activated when the start button is pushed. This
valve allows the overrunning clutch to engage the ring
gear. The motor is energized after the clutch is engaged
with the flywheel ring gear.
2
Figure 2.45-1: F18 / H24 Air / Gas Starter
1 - Oil Reservoir 2 - Air/Gas Starting

Motor
FORM 6284-4
2.45-1 © 8/2012
STARTING SYSTEM DESCRIPTION
! WARNING ELECTRIC STARTER OPERATION

Electric starters are offered in 24-volt direct current
When natural gas is used to turn systems (see Figure 2.45-4). Current for the starting
the air/gas starter, the starter’s motor is supplied by storage batteries. The starting
exhaust and breather openings motor has an integral overrunning clutch to drive the
should be connected, and piped engine flywheel ring gear when starting. A magnetically
a safe distance from the engine. actuated solenoid switch mounted on the frame of the
The starter motor should be starting motor acts to shift the overrunning clutch to
checked periodically for gas engage the ring gear. The motor is energized through
leaks everywhere gaskets and the starting circuit.
seals are used.
Ignition connections and
electrical equipment on engines
exposed to a potentially
explosive atmosphere should
be equipped to eliminate spark
hazard. It is the responsibility of
the engine owner to specify or
provide such connections and
equipment.
The air/gas starter pushbutton will vent air/gas to the

atmosphere (see Figure 2.45-3). When natural gas is
used for engine starting through the air motor, the air
motor’s pushbutton vent exhaust must also be routed to
a safe distance from the engine.
Figure 2.45-4
Figure 2.45-3
FORM 6284-4
2.45-2 © 8/2012
SECTION 2.50
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION
ENGINE PROTECTION SHUTDOWN

SYSTEM DESCRIPTION OPERATION 1
The control switches that make up the engine protection
shutdown system must be supplied by the customer.
Waukesha provides the following:
• Sensors and Thermocouples
• Thermocouple Junction Box
• Manual Shutdown Switches
! WARNING
2
Switches for alarms and
automatic engine shutdown
must be supplied by the
!
customer. The sensors provided Figure 2.50-1: F18 / H24 Jacket Water Thermocouple
are for measuring and
1 - Thermocouple 2 - Gauge Probe
monitoring temperatures and Location Location
WILL NOT shut the engine down
if potentially harmful
temperatures are reached.
NOTE: The customer-supplied control switches must

be incorporated into the remote engine control panel
logic.
K-TYPE THERMOCOUPLES
Thermocouples are used to measure the temperature of
oil, jacket water (see Figure 2.50-1 and Figure 2.50-2),
auxiliary water (see Figure 2.50-3) and intake manifold
(left and right bank on Vee engines). These
thermocouples are wired through the thermocouple
junction box to a remote-mounted instrument panel Figure 2.50-2: L36 / P48 Jacket Water Thermocouple
(customer-supplied). Additional thermocouples (see
Figure 2.50-4 and Figure 2.50-5) are used to measure
exhaust manifold temperature, turbine inlet and exhaust
outlet temperature.
FORM 6284-4
2.50-1 © 8/2012
THERMOCOUPLE JUNCTION BOX
The function of the thermocouple junction box (see
1 Figure 2.50-6) is to serve as the main junction point for
the wiring of engine protection shutdowns.
Figure 2.50-3: Auxiliary Water Inlet Thermocouple
1 - Thermocouple 2 - Auxiliary Water

Connection Pump
Figure 2.50-6: L36 / P48 Thermocouple Junction Box
MANUAL SHUTDOWN LEVER
! WARNING
Always ensure that the fuel gas

valve(s) are closed after engine
shutdown.
All engines have manual shutdown levers located on the

Figure 2.50-4: Exhaust Manifold Thermocouple left bank intake manifold elbow (see Figure 2.50-7 and
Figure 2.50-8). This lever will return the engine to idle
speed. Under some conditions, the engine may shut
down completely when using these levers. After the
engine reaches idle speed, close the fuel gas valves to
completely shut down the engine. Always close the fuel
gas supply after engine shutdown.
Figure 2.50-5: F18 / H24 Exhaust Outlet Thermocouple
FORM 6284-4
2.50-2 © 8/2012
E-Stop button(s) are located on the left bank of the
engine (see Figure 2.50-9). Depressing an E-Stop
button will stop the engine by de-energizing the ignition
and electrical fuel supply solenoid valves. Always shut
down the fuel gas supply after engine shutdown. To
restart the engine after depressing either E-Stop button,
simply pull the depressed shutdown switch back out to
its original position.
Figure 2.50-7: F18 / H24 Manual Shutdown Lever
Figure 2.50-9
CUSTOMER-SUPPLIED SAFETY SHUTDOWN

SWITCHES
Safety shutdown switches must be supplied by the
customer. Safety shutdown switches must include, but
are not limited to, low oil pressure, high coolant
temperature, high oil temperature, high intake manifold
air temperature and an overspeed switch. Switches
should be wired to an alarm to warn of high temperatures
Figure 2.50-8: L36 / P48 Manual Shutdown Lever and low pressure, as well as provide for automatic
engine shutdown if potentially harmful temperatures,
! WARNING pressure or overspeed conditions exist.
Always ensure that the fuel gas

shutdown.
FORM 6284-4
2.50-3 © 8/2012
OPTIONAL INSTRUMENT PANEL
Waukesha offers an optional instrument panel.
The instrument panel includes switch gauges for jacket
water temperature, oil pressure, intake manifold
temperature, intake manifold pressure, tachometer and
hour meter (see Figure 2.50-10).
Figure 2.50-10
PRESSURE AND TEMPERATURE SWITCH

CALIBRATION
Calibrating and testing pressure and temperature
switches should be performed by qualified service
technicians every 90 days.
FORM 6284-4
2.50-4 © 8/2012
ENGINE START-UP AND SHUTDOWN
SECTION 3.00
Before performing any service, maintenance or repair 7. Air storage reservoirs for air-starting systems should
procedures, review SAFETY on page 1.05-1, RIGGING be purged at least once a day to eliminate water
AND LIFTING ENGINES on page 1.10-1 and the buildup in the tanks. This will reduce rust and scale
following safety messages. contamination to the air-starting system. Every air-
starting system should include one or more drain
PRESTART INSPECTION cocks in the air lines. Before starting the engine,
bleed off some of the compressed air. This will aid in
! WARNING keeping moisture from condensing inside the air-
starting system.
8. Using barring device, turn engine over several
Be sure that the clutch, circuit revolutions to verify nothing will interfere with
breaker or other main power operation (see Figure 3.00-1). The barring device is
transmission device is located on the front left rear gear housing.
disconnected.
1. Inspect drive belts (alternator or other driven

equipment). Examine condition of belt and verify
correct belt tension. If a cooling fan is used, be sure
it is free to turn, properly lubricated and the belt
tension is correct.
2. Trace entire cooling system to verify all control
valves are properly opened and all drain cocks are
closed.
3. Check coolant level. If a large quantity of coolant is
added, be sure to open the cooling system air vents
to allow any air trapped in the system to escape.
Figure 3.00-1
4. Check for evidence of oil, fuel and coolant leaks
along all gasket surfaces. 9. Check oil level daily. Add oil as necessary to
maintain level above low mark.
5. Make certain all guards and shields are secure on
engine and equipment. 10. Operate automatic prelube system (if equipped) until
a positive indication is seen on oil pressure gauge.
6. Remove all loose tools, rags, fittings or other
equipment that may be picked up by rotating parts.
FORM 6284-4
3.00-1 © 8/2012
11. Rotate fuel shutoff valve to start position (see Figure
3.00-2).
3
2 Figure 3.00-3
STARTUP PROCEDURES
Figure 3.00-2: Fuel Shutoff Valve
1 - Fuel Shutoff Valve 3 - Manual Disconnect ! WARNING

2 - Vent Plug Knob
Always read and comply with
NOTICE the start-up procedure in the
operator’s manual.
All VGF engines include hand throttle controls for
emergency shutdown procedures. Make sure that the
hand throttle is maintained in the open position during
start-up and normal running conditions.
Always read and follow the model-specific information
in the Waukesha Operation and Maintenance Manual.
Contact Waukesha’s Sales Engineering Department for
! WARNING
additional information or with questions regarding a
specific engine or installation.
must have a positive gas shutoff Engines equipped with Deltec carburetors use specific
valve that opens upon cranking start-up and shutdown procedures.
and closes whenever engine Deltec carburetors operate on a fixed venturi system and
rotation stops. do not have a positive fuel shutoff. This lack of fuel
shutoff within the fuel mixer means that fuel gas will flow
into the engine whenever the main gas control valve is
The Deltec carburetor (see Figure 3.00-3) does not stop open. During a start and stop sequence the engine and
the flow of fuel gases. A positive gas shutoff valve that exhaust system may be flooded with gas. This could
opens upon cranking and closes whenever engine cause an exhaust system explosion. To prevent this
rotation stops must be installed before the carburetor. situation, Deltec carburetion systems must have a
positive gas shutoff valve that opens upon cranking and
closes whenever engine rotation stops.
! WARNING

valve that opens upon cranking
rotation stops.
FORM 6284-4
3.00-2 © 8/2012
COLD WEATHER STARTING ! WARNING

PRESSURIZING ENGINES WITHOUT PREHEATER
Gas supply to the engine must
Pressurizing the lubrication system is especially be shut off when ignition power
important in cold weather. If there is no prelube pump, is interrupted or when any
crank the engine over several times, without fuel or safety switch is activated.
ignition, until oil pressure is indicated on the oil pressure
gauge. The engine should not be started if there is no
pressure indication on the oil pressure gauge.
5. If engine is equipped with a prelube system, postlube

RESTART PROCEDURE engine for 5 minutes after every shutdown.
1. Reset tripped control before attempting to start the
engine after an emergency shutdown. NOTICE
2. If an emergency shutdown or an alarm has sounded,
If the engine is being shut down for an extended period
always find and correct the problem before trying to
of time, cap the exhaust pipe to prevent moisture or
start the engine.
other contaminants from entering the engine.
3. Reset switches on either oil pressure gauge or water
temperature gauge.
4. Reset magnetic switch on gas control valve (if START-UP PROCEDURE – DELTEC CARBURETION
equipped). NOTE: If engine fuel supply compressors are used on
your engine, the compressors should be started prior to
SHUTDOWN PROCEDURE crank initiation.
1. Reduce engine load gradually. 1. Initiate cranking with the ignition system ON and the
fuel system gas valve closed. Allow 3 to 5 seconds
2. Remove load by disengaging main clutch or other
before opening the gas valve to allow for a purge
power transmission device (generator circuit
cycle in the engine. This purge cycle helps to reduce
breaker, etc.).
the probability of an exhaust explosion.
3. Place throttle control lever in medium-idle speed
2. If the engine fails to start after 15 or 20 seconds of
position and allow engine to idle for a few minutes to
cranking, simultaneously discontinue cranking,
equalize engine temperatures.
close the fuel system gas valve and turn off the
! WARNING ignition.
3. Upon next start attempt, follow procedure in Step 1.
Allow engine to cool for at least Waukesha recommends a maximum of three
10 minutes after shutdown. Do unsuccessful start attempts. If the engine does not
not restart an overheated start after three attempts, begin troubleshooting.
engine or an engine that has NOTE: Step 3 allows the exhaust system to purge on
been shut down by the engine the next start cycle and reduce the probability of an
protection system until the exhaust explosion.
cause has been determined and
corrected. NOTE: Be aware that engines equipped with Deltec
fuel systems may be factory-supplied with a speed
switch that activates the main fuel valve. It is the
4. Gas engines are normally stopped by shutting off customer’s responsibility to provide logic to open the
fuel supply. Gas engines that are equipped with an main valve on increasing speed (during start) and close
ignition switch can be stopped by placing ignition the main fuel valve on decreasing speed (during stop).
switch in the OFF position.
FORM 6284-4
3.00-3 © 8/2012
PLANNED SHUTDOWN – DELTEC CARBURETION 4. Warm engine by running with little or no load until oil
1. Shut the engine down by simultaneously closing the pressure reaches normal range and coolant
main fuel valve, deactivating the shutdown devices, temperature reaches 100°F (38°C).
stopping the breather motor (if equipped) and NOTE: Oil pressure can reach 100 psi (690 kPa) with
stopping the fuel gas compressors (if equipped). cold oil at start-up.
2. Leave the ignition on for 3 – 5 seconds after the fuel 5. Move carburetor hand throttle to wide-open position.
valve is closed to burn any unburned air/fuel mixture
in the intake manifold and engine. NOTE: Turbocharged engines are somewhat more
sensitive to the rate at which a load is applied. Apply the
EMERGENCY SHUTDOWN – DELTEC load at a rate which allows the turbocharger time to
CARBURETION respond to the increasing exhaust as energy.
1. Shut the engine down by disengaging the external 6. If possible, apply load to engine gradually to prevent
load (if possible), closing the main fuel valve and overloading engine.
turning off the ignition. Engines that are required to start at temperatures
2. Simultaneously stop the breather motor and the fuel below 50°F (10°C) must be equipped with both an
gas compressors (if equipped). oil and coolant heater. These devices allow the
engine to be started with the proper oil flow. If the
START-UP PROCEDURE – GENERATOR heaters are manually controlled, allow the engine to
APPLICATIONS become warm enough for normal starting.
1. Place governor throttle control lever 1/3 open. Verify 7. Open governor throttle to desired engine speed.
main ignition switch is in the ON position.
NOTICE
NOTE: Be sure there is gas supply to the engine.
2. To start engines with prelube/start control panels, Do not operate a turbocharged engine for long periods
depress and hold down the START button until the at light loads or idle. Normal-duty cycles and
engine starts. occasional idle of a few minutes are acceptable. Stop
the engine if idling without load for periods of 10
• If prelube system includes interlock, depress and
minutes or more.
hold down the START button (actuates prelube
prior to cranking).
• If the prelube interlock is bypassed, then both the NOTE: When engines idle for extended periods or
START and BYPASS buttons must be depressed come up to temperature with no load, the turbocharger
and held down. may be damaged with accumulated carbon. This carbon
3. Check for oil pressure indication when engine starts. buildup does not occur when a turbocharged engine is
operating at normal and heavy loads.
NOTICE NOTE: Run a turbocharged engine to idle for 3 to 5
minutes before shutting down. This allows the
If oil pressure is not indicated within 10 seconds, shut temperature of the lubricating oil and turbochargers to
down the engine. Never operate the engine without stabilize at moderate levels.
adequate oil pressure indication.
NOTE: If the engine is difficult to start, or will not run
properly, see Table 3.00-1 to troubleshoot the causes.
Do not assume that a faulty gauge or cold oil is
responsible for a “no oil pressure” indication. Check
that the shutdown control oil pressure reset has
released (when applicable). The engine can
continue to operate with low or no oil pressure since
the reset must be released by oil pressure before the
low oil pressure shutdown control becomes
effective. The oil pressure reset release is effected
when the control knob rotates to the RUN position,
the shutdown control reset latch knob or rod projects
slightly from the body and the switch-gauge lockout
is released.
FORM 6284-4
3.00-4 © 8/2012
Table 3.00-1: Start-up Troubleshooting
SYMPTOM PROBABLE CAUSE REMEDY

Follow the start-up for resetting the engine controls. Remote or
Doesn’t start Check controls.
automatic operation engines have special procedures.
Verify that fuel is available to the engine. Check that the gas valves
Check the fuel system.
are in the OPEN position.
Check air intake and exhaust Check air filter is clean. Verify air intake or exhaust outlet is not
systems. capped.
Slow start and/or low Check throttle and governor control linkage for equipment freedom
power Check connections and auxiliary. from sticking and interference. If cranking speed is low, check the
air supply (air starter).
Check for water on ignition parts and wires, signs or corrosion at
Check the ignition system. wire terminals, or broken wires. Look for spark plugs that are worn
out or poorly gapped.
Verify the following: The coolant level is correct, the system is not
air-locked, the radiator is not blocked, the shutter is open and the
Runs hot Check the cooling system. fan is operating. Also verify that the raw water valves are open to
the heat exchanger and that the air circulation is not poor as a result
of wind conditions or faulty installation.
NOTE: If these checks do not solve the problem, see

Table 5.00-1 Troubleshooting Table on page 5.00-2.
START-UP PROCEDURE – COMPRESSOR

APPLICATIONS
1. Set governor throttle control to 1/3 open position.
2. Pull out both manual shutdown switches.
NOTE: Be sure there is gas supply to the engine.
3. Press START button.
NOTICE
If the oil pressure gauge does not indicate sufficient oil
pressure within 10 seconds, shut the engine down
immediately. Never operate the engine without the
proper oil pressure indication.
4. Check for oil pressure as soon as engine starts.

5. Warm engine by running with little or no load until oil
pressure is normal and coolant temperature reaches
100°F (38°C).
6. Maintain oil level at FULL mark on dipstick. Check
oil level daily. Always check oil when engine is
running and at normal operating temperature.
7. Gradually apply a load to engine to avoid overload.
FORM 6284-4
3.00-5 © 8/2012
FORM 6284-4
3.00-6 © 8/2012
MAINTENANCE
SECTION 4.00
SPEED GOVERNING SYSTEM MAINTENANCE
GOVERNING SYSTEM MAINTENANCE

Governor adjustments should only be made by a factory-
qualified service person.
Inspect the linkage between the governor and the
carburetor to be sure it is properly aligned. Be sure
linkage is clean to ensure trouble-free operation.
NOTE: If a governor must be replaced, it will be
necessary to have a factory-qualified service person
available to adjust the governor before it is put into
service.
Lubricate the governor control rod ends by using a
grease gun on the grease fittings (see Figure 4.00-1 and
Figure 4.00-2). The engine governor drive is lubricated Figure 4.00-2: L36 / P48 Woodward 4024 Governor
by engine oil and does not require external lubrication.
Check the governor oil supply tubes and fittings for any QUICK-START GOVERNOR OIL SUPPLY – F18 / H24
leaks or cracks and make repairs. ONLY
An optional oil supply is available for quick-start
applications with EG3P and PSG governors. The oil
reservoir provides instant throttle response upon crank
initiation.
Figure 4.00-1: F18 / H24 PSG Governor
FORM 6284-4
4.00-1 © 8/2012
A filter element is used as an oil reservoir (see Figure
4.00-3).
NOTICE
1. Replace the filter element every 6 months. Always follow recommended procedures for magnetic
2. Clean the small orifice once a year (see Figure pickup sensor installation. If the top of the flywheel
4.00-3). tooth is able to make contact with the sensor “pole
face” (bottom), then rotation of the flywheel will
damage the pickup sensor.
1
NOTE: Do not adjust the speed sensor gap when the
engine is running or damage to the sensor will occur.
The gap required between the sensor and flywheel gear
is 0.016 ± 0.004 in. (0.4 mm ± 0.1 mm). Use the following
procedure to adjust the sensor gap.
2 1. Center flywheel gear tooth in sensor hole (see
Figure 4.00-5).
3 1 2
Figure 4.00-3: L36 / P48 Woodward 4024 Governor
1 - Orifice 3 - Oil Supply

2 - EG3P Governor
3
MAGNETIC SPEED SENSOR GAP ADJUSTMENT –
PSG, 4024 AND EG3P GOVERNOR ONLY Figure 4.00-5
The magnetic speed sensor reads engine speed from 1 - Flywheel Tooth 3 - Flywheel Housing
the flywheel teeth for use with the electric governor (see 2 - Sensor Hole
Figure 4.00-4). A minimum of 1.5 volts AC from the
sensor is required to run the 4024 or EG3P governor. 2. Turn sensor in until it contacts flywheel tooth, then
back pickup out 3/4 turn (see Figure 4.00-6). Tighten
jam nut (7/8 in. hex) against flywheel housing. Do not
allow sensor to turn while tightening jam nut.
Figure 4.00-4: Governor Speed Sensor
FORM 6284-4
4.00-2 © 8/2012
1 2 3
4
6 5
Figure 4.00-6
1 - Sensor Body 4 - Flywheel Tooth

2 - Jam Nut 5 - Gap
3 - Pole Face 6 - Flywheel Housing
FORM 6284-4
4.00-3 © 8/2012
FORM 6284-4
4.00-4 © 8/2012
SECTION 4.05
FUEL SYSTEM MAINTENANCE
Before performing any service, maintenance or repair NOTE: L36 and P48 engines with IMPCO carburetors
procedures, review SAFETY on page 1.05-1 and should have pre-turbine sample lines for each bank to
RIGGING AND LIFTING ENGINES on page 1.10-1. assure that the exhaust oxygen of each bank is adjusted
properly. For Deltec carburetor systems, use a slant tube
F18 / H24 AND L36 / P48 ENGINES or digital manometer to measure the gas/air pressure
differential accurately.
PHYSICAL REQUIREMENTS 5. Install a water manometer and shutoff valves to
Gas supply, pressure and regulator type will vary with measure the gas-over-air (gas/air) pressure
each application. See S6656-23 for applicable regulator differential between the carburetor fuel inlet pipe and
information. the carburetor air horn.
1. Regulators and fuel shutoff valves are to be mounted NOTE: The information below is provided as a quick-
as close to the carburetor as possible (See reference guide. Go to the page listed to see the fuel
S-07763-16 for fuel system information). adjustment procedure for specific engine setups.
2. Check/adjust the linkage from the governor to the • F18 G AND H24 G WITH IMPCO 200 D, 400 VF3 OR
throttle (butterfly) valve to assure that the butterfly is 600 VFI CARBURETORS on page 4.05-4
closed when the governor is in the minimum stroke • F18 GL / H24 GL AND L36 GL / P48 GL WITH IMPCO
position. When the governor goes to full stroke, the 200 D OR 600 VFI CARBURETORS NATURAL GAS
butterfly must not over-travel the wide-open, (BLOW-THRU CARBURETION) on page 4.05-7
straight-up-and-down position. An angle of 5°
• F18 GL / H24 GL WITH IMPCO 400 VF3
toward closing from wide-open is acceptable.
CARBURETORS – NATURAL GAS OR LOW-
3. Ensure that the fuel supply pressure to the regulator COMPRESSION RATIO (NATURAL GAS OR
inlet is within the acceptable range for the regulator PROPANE) (BLOW-THRU CARBURETION) on
being used. See Tech Data S6656-23. page 4.05-8
• F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH
NOTICE
IMPCO 600 VFI CARBURETORS (DRAW-THRU
Engines equipped with ejector breather system CARBURETION) on page 4.05-9
-O2 must be sampled pre-turbine. • F18 GLD / H24 GLD AND L36 GLD / P48 GLD WITH
DELTEC CARBURETORS (DRAW-THRU
4. Remove the pipe plug from the exhaust elbow and CARBURETION) on page 4.05-12
install the exhaust emission probe and sample line • L36 GSID / P48 GSID WITH DELTEC
with an ON/OFF valve. Connect this sample line to CARBURETORS – NATURAL GAS OR PROPANE
an exhaust emission analyzer capable of measuring (DRAW-THRU CARBURETION) on page 4.05-14
oxygen (O2) and carbon monoxide (CO) • F18 / H24 GSID WITH IMPCO 600 VFI
concentrations. CARBURETOR – NATURAL GAS (DRAW-THRU
CARBURETION) on page 4.05-15
• F18 G / H24 G DUAL-FUEL – NATURAL GAS OR
PROPANE on page 4.05-15
• F18 G / H24 G DUAL-FUEL – NATURAL GAS OR
DIGESTER GAS on page 4.05-17
FORM 6284-4
4.05-1 © 8/2012
• F18 / H24 GLD AND L36 / P48 GLD / GSID WITH 2. Loosen locknut and retaining screw and remove fuel
DELTEC CARBURETORS – DUAL-FUEL on page jet (see Figure 4.05-2).
4.05-18
• HIGH RATING (HR) 12.1 / 13.7 BAR (176 / 200
BMEP) GLD / 2 WITH DELTEC CARBURETORS
AND DUNGS REGULATOR on page 4.05-21 1 2
CARBURETOR ADJUSTMENT
A new carburetor (P/N 59028C), is being introduced for
VGF F18GL, F18GL LCR, H24GL and H24GL LCR
engines. The new carburetor is equipped with a spacer
(P/N 307159) which improves fuel adjustability over 3
previous carburetors used on these engines. 4
Previous carburetor (P/N 59028B) can be upgraded by Figure 4.05-2: Fuel Jet Retaining Screw
either adding a spacer (P/N 307159) or by adding two
M6 flat washers with a nominal thickness of 0.060 in. (1.5 1 - Nylock Nut 3 - Retaining Screw
mm) and an outer diameter of less than 0.500 in. (13 mm) 2 - Locknut 4 - Fuel Jet
for each washer. A new 1/4-28 Nylock nut will also need
to be installed. 3. Remove and discard 1/4-28 Nylock nut (see Figure
4.05-2).
! WARNING 4. Remove metering washer (see Figure 4.05-3).
Ensure that the fuel source is

completely shut off prior to
working on fuel system
components. Clear the engine
supply lines and piping of
accumulated gas before
performing any maintenance
work on the fuel system.
1. Remove fuel fitting from carburetor (see Figure

4.05-1).
Figure 4.05-3: Metering Washer

5. Install either spacer (P/N 307159) or two M6 flat
washers on power adjust screw (see Figure
4.05-4).
Figure 4.05-1: Fuel Fitting
FORM 6284-4
4.05-2 © 8/2012
Figure 4.05-4: M6 Flat Washers

6. Install metering washer (dished side facing in) (see
Figure 4.05-5).
Figure 4.05-7: Fuel Fitting
ADJUSTMENTS
1. Set fuel adjusting screw to 2-1/2 turns
counterclockwise from closed position (see Figure
4.05-8).
Figure 4.05-5: Metering Washer

7. Install new 1/4-28 Nylock nut and tighten to 40 in-lb
(4.5 N·m) (see Figure 4.05-6).
2
1
Figure 4.05-8: Fuel Adjusting Screw

2. Check for gas leaks.
4 3 ! WARNING
Figure 4.05-6: Fuel Jet Retaining Screw Do not inhale gaseous fuels.
Some components of fuel gas
1 - Nylock Nut 3 - Retaining Screw are odorless, tasteless and
2 - Locknut 4 - Fuel Jet highly toxic.
8. Install fuel jet and secure with retaining screw.
Tighten locknut (see Figure 4.05-6).
9. Install fuel fitting to carburetor (see Figure 4.05-7).
FORM 6284-4
4.05-3 © 8/2012
3. Adjust gas regulator to achieve gas/air (G/A) to 4.5 Table 4.05-1: Gas-Over-Air Settings
– 5.5 inch-H2O (11.43 – 13.97 cm-H2O).
FUEL LOW
4. Start engine and set speed to 650 – 750 RPM. Adjust HEAT GAS/AIR
G/A pressure to 4.5 – 5.5 inch-H2O (11.43 – 13.97 FUEL VALUE PRESSURE
TYPE BTU/FT3 IN. H2O
cm-H2O).
(MJ/M3 [25, (MM H2O)
V(0;101.325)])
NOTICE
Natural 850 – 900 5 ± 0.5
Always verify that all cylinders are firing before Gas (33.40 – 35.38) (127 ± 13)
adjusting the carburetor. Exhaust manifold
thermocouples (optional equipment) will assist in Digester 500 – 650 6 ± 0.5
diagnosing misfiring cylinders. Unstable or high Gas (19.65 – 25.55) (152 ± 13 )
exhaust O2 levels may also indicate misfires.
Landfill 400 – 500 10 ± 0.5
Gas (15.73 – 19.65) (254 ± 13)
NOTE: If the correct O2 level cannot be obtained at 2. F18 G/H24 G Engines (IMPCO 200 D)
rated speed and load, readjust the gas/air pressure as a. Adjust the carburetor idle air bleed screw full-in
necessary. (rich). This bleed screw will remain in this
5. With engine running at rated speed and load, use an position and not be used again.
approved and calibrated O2 meter and set exhaust b. Adjust the fuel mixture valve at the fuel inlet to
O2 as stated on engine’s data plate. the mid-position between L and R.
• Rotate the fuel adjusting screw clockwise (lean) to
increase exhaust % O2.
• Rotate the fuel adjusting screw counterclockwise
(rich) to decrease exhaust % O2.
6. Change part number on carburetor from 59028B to
59028C.
F18 G AND H24 G WITH IMPCO 200 D, 400

VF3 OR 600 VFI CARBURETORS
START-UP
! WARNING
Do not inhale gaseous fuels.

are odorless, tasteless and
highly toxic.
1. Adjust the gas regulator to obtain the proper gas-

over-air (gas/air) pressure (see Table 4.05-1).
FORM 6284-4
4.05-4 © 8/2012
3. F18 G/H24 G Engines (400 VF3 and IMPCO 600 NOTE: If the correct O2 level cannot be obtained at
VFI) rated speed and load, readjust the gas/air pressure as
Adjust the mixture screw approximately 4 to 5 turns necessary.
out counterclockwise (CCW) from the full-in • On 200 D carburetors, rotate the mixture valve toward
clockwise (CW) position. “L” (Lean) to increase the exhaust O2 level and toward
“R” (Rich) to decrease the O2 level.
PRELIMINARY SETTINGS AFTER ENGINE START-
UP • On 400 VF3 and 600 VFI carburetors, turn the mixture
screw in CW to increase O2 and out CCW to decrease
1. At idle speed (700 + 50 rpm) and no load, adjust the
exhaust O2.
gas regulator to obtain the gas/air pressure listed in
Table 4.05-1 Gas-Over-Air Settings on page 4.05-4. IMPCO 200 D carburetors only: If the fuel mixture
2. Follow break-in procedure if not previously broken adjustment is very coarse or if the correct O2 level cannot
in. be obtained at rated speed and load, check to see that
the proper fuel orifice has been installed in the carburetor
FINAL FUEL SYSTEM ADJUSTMENTS fuel inlet (see Table 4.05-2). If the proper orifice is
present, readjust gas/air pressure as necessary to
NOTICE obtain the desired O2 level.
Always verify that all cylinders are firing before Table 4.05-2: IMPCO 200 D Fuel Orifice Requirements
thermocouples (optional equipment) will assist in FUEL ORIFICE ID F18 GL H24 GL
diagnosing misfiring cylinders. Unstable or high (in.) 0.591 0.650
exhaust O2 levels may also indicate misfires. (mm) 15 16.5
FORM 6284-4
4.05-5 © 8/2012
At rated load and speed, adjust the carburetor mixture 2. For Best Economy:
as follows: a. Adjust the carburetor mixture to obtain 2.4%
1. For Best Power: exhaust O2 and 0.02% CO
a. Adjust the carburetor mixture to obtain or
approximately 0.18% exhaust O2 and 0.3 to
b. Adjust the carburetor mixture to obtain the
1.0% carbon monoxide (CO) maximum intake manifold vacuum setting (i.e.,
or highest exhaust temperature) and then lean out
b. Adjust the carburetor mixture to obtain the mixture to decrease vacuum by 1.5 inch-Hg).
maximum intake manifold vacuum setting or to
obtain the highest exhaust temperature.
2 6
5
11 10 9
Figure 4.05-9: Typical High-Pressure Fuel System (Inline Engine Shown)
1 - Fuel Inlet 7 - Air Pressure Tap Location

2 - Intake Manifold 8 - Fuel Mixture Screw
3 - Pipe Plug 9 - Carburetor
4 - Exhaust 10 - Balance Line
5 - Fuel Pressure Tap Location 11 - Fuel Regulator
6 - Intercooler
FORM 6284-4
4.05-6 © 8/2012
F18 GL / H24 GL AND L36 GL / P48 GL WITH 2. Follow break-in procedure (if not previously broken
IMPCO 200 D OR 600 VFI CARBURETORS in) up to rated speed and 2/3 of rated load
(approximately 7 – 9 in. (23.7 – 30.5 kPa) of mercury
NATURAL GAS (BLOW-THRU (Hg) gauge positive intake manifold pressure).
CARBURETION) Adjust the fuel mixture valve to obtain 7.8 ± 0.5%
exhaust oxygen (O2).
START-UP FINAL FUEL SYSTEM ADJUSTMENTS
1. Adjust the gas regulator to obtain the proper gas-
over-air (gas/air) pressure (see Table 4.05-3). For NOTICE
typical pressure tap locations see Figure 4.05-9.
Always verify that all cylinders are firing before
Table 4.05-3: Gas / Air and Exhaust Oxygen Settings adjusting the carburetor. Exhaust manifold
thermocouples (optional equipment) will assist in
GAS/AIR
PRESSURE
EXHAUST diagnosing misfiring cylinders. Unstable or high
IMPCO
MODEL OXYGEN exhaust O2 levels may also indicate misfires.
CARB. IN. H2O
(% O2)
(MM H2O)
7.6 ± 2.54 1. At rated speed and load, check the gas/air pressure
F18 GL/H24 GL 200 D 7.8 ± 0.1
(30 ± 10) and readjust to specified value (see Table 4.05-4), if
6 ± 0.5 necessary.
L36 GL/P48 GL 600 VFI 7.8 ± 0.1
(152 ± 12.7)
Table 4.05-4: IMPCO 200 D Fuel Orifice Requirements
2. F18 GL/H24 GL Engines (IMPCO 200 D)
FUEL ORIFICE ID F18 GL H24 GL
a. Adjust the carburetor idle air bleed full-in (rich).
This bleed screw will remain in this position and (in.) 0.591 0.650
not be used again. (mm) 15 16.5
b. Adjust the fuel mixture valve at the fuel inlet to 2. F18 GL/H24 GL Engines
the mid-position between L and R.
a. On 200 D carburetors, rotate the mixture valve
c. Turn the butterfly valve adjusting screw 1-1/2 toward “L” (Lean) to increase the exhaust O2
turns open.
level, toward “R” (Rich) to decrease the O2 level.
3. L36 GL/P48 GL Engines (IMPCO 600 VFI)
b. If the fuel mixture adjustment is very coarse or if
Adjust the mixture screw to approximately 4 to 5 the correct O2 level cannot be obtained at rated
turns out counterclockwise (CCW) from the full-in
speed and load, check to see that the proper fuel
clockwise (CW) position.
orifice has been installed in the carburetor fuel
inlet (see Table 4.05-4). If the proper orifice is
present, readjust gas/air pressure as necessary
UP
to obtain the desired O2 level.
! WARNING 3. L36 GL/P48 GL Engines
NOTE: On L36/P48 GLD and GSID engines, the left
Do not inhale gaseous fuels. bank carburetor will affect the right bank O2 level, and
the right bank carburetor will affect the left bank O2 level.
highly toxic. NOTE: After testing at standard exhaust oxygen, reset
the exhaust O2 to the setting indicated on the engine
nameplate.
1. At idle speed (700 ± 50 rpm) and no load, adjust the NOTE: On 600 VFI carburetors, rotate the fuel mixture
gas regulator to obtain the proper gas/air pressure valves CW (lean) to increase exhaust % O2 level and
(see Table 4.05-3 Gas / Air and Exhaust Oxygen CCW (rich) to decrease exhaust % O2 level.
Settings on page 4.05-7).
FORM 6284-4
4.05-7 © 8/2012
F18 GL / H24 GL WITH IMPCO 400 VF3 2. Follow the break-in procedure if not previously
CARBURETORS – NATURAL GAS OR broken in up to rated speed and 2/3 load
(approximately 7 - 9 in. (23.7 – 30.5 kPa) of mercury
LOW-COMPRESSION RATIO (NATURAL (Hg) gauge positive intake manifold pressure).
GAS OR PROPANE) (BLOW-THRU Adjust the fuel mixture screw to obtain 7.8 ± 0.5 %
CARBURETION) exhaust oxygen (O2).
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE FINAL FUEL SYSTEM ADJUSTMENTS

START-UP
1. Adjust the gas regulator to obtain the proper gas- NOTICE
over-air (gas/air) pressure (see Table 4.05-5 F18
GL / H24 GL Gas / Air Settings on page 4.05-8). Always verify that all cylinders are firing before
2. Adjust the fuel mixture screw to approximately 2 to thermocouples (optional equipment) will assist in
3 turns out counterclockwise (CCW) from the full-in diagnosing misfiring cylinders. Unstable or high
clockwise (CW) position. exhaust O2 levels may also indicate misfires.
Table 4.05-5: F18 GL / H24 GL Gas / Air Settings
COMPRESSION IMPCO GAS/AIR EXHAUST At rated speed and load, check the gas/air pressure and,
CARB. PRESSURE OXYGEN if necessary, readjust to obtain the proper pressure (see
IN. H2O (MM (% O2) Table 4.05-5).
H2O)
Rotate the fuel mixture screw CW (lean) to increase
exhaust % O2 level and CCW (rich) to decrease exhaust
% O2 level.
3 ± 1.0
Low (8.7:1) Pistons 400 VF3 7.8 ± 0.1 NOTE: After testing at standard exhaust O2, reset the
(76 ± 25.4)
exhaust O2 to the setting indicated on the engine
Standard (11:1) 5 ± 1.0
400 VF3 7.8 ± 0.1 nameplate.
Pistons (127 ± 25.4)

UP
1. At idle speed (700 ± 50 rpm) and no load, adjust the
gas regulator to obtain the proper gas/air pressure
(see Table 4.05-5).
FORM 6284-4
4.05-8 © 8/2012
2 3
4
5
1
6
12
11
10 9 8
Figure 4.05-10: Typical Low-Pressure Fuel System (Inline Engine Shown)
1 - Carburetor 7 - Fuel Inlet

2 - To Intercooler 8 - Fuel Regulator
3 - Exhaust 9 - Fuel Pressure Tap Location
4 - Pipe Plug 10 - Coarse Upstream Mixture Valve
5 - Air Pressure Tap Location 11 - Air Cleaner
6 - Balance Line 12 - Fuel Mixture Screw
F18 GLD / H24 GLD AND L36 GLD / P48 2. F18 GLD/H24 GLD Engines
GLD WITH IMPCO 600 VFI CARBURETORS Adjust the fuel mixture screw to approximately 4 to
(DRAW-THRU CARBURETION) 5 turns out counterclockwise (CCW) from the full-in
clockwise (CW) position (see Figure 4.05-10). The
FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE coarse upstream mixture valve, if equipped, can be
START-UP left in the full-open position at this time.
1. Adjust the gas regulator(s) to obtain a gas-over-air 3. L36 GLD/P48 GLD Engines
(gas/air) pressure listed in Table 4.05-6. Adjust the fuel mixture screw to approximately 4
turns out CCW from the full-in CW position. Set both
Table 4.05-6: Gas / Air Settings
upstream mixture valves, if equipped, to
FUEL LOW GAS/AIR approximately 30° from full closed.
EXHAUST
FUEL HEAT PRESSURE
OXYGEN
TYPE VALUE IN. H2O
(% O2)
(BTU/FT3) (MM H2O)
3 ± 0.5
Natural Gas 850 – 900 7.8 ± 0.1
(76 ± 12.7)
(See Figure (See Figure
Digester Gas 500 – 650
4.05-11) 4.05-12)
(See Figure (See Figure
Landfill Gas 400 – 500
4.05-11) 4.05-12)
FORM 6284-4
4.05-9 © 8/2012
NOTE: To change the exhaust O2 of the left bank,
adjust the mixture valve on the right side of the engine.
To change the exhaust O2 of the right bank, adjust the
mixture valve on the left side of the engine.
FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE
thermocouples (optional equipment) will assist in
diagnosing misfiring cylinders. Unstable or high
exhaust O2 levels may also indicate misfires.
1. F18 GLD/H24 GLD Engines

At rated speed and load, check the gas/air pressure
and readjust, if necessary, to the appropriate setting
Figure 4.05-11: Gas / Air Pressure vs. Fuel LHV listed in Table 4.05-7 Gas / Air Settings on page 4.05-
10. Adjust the carburetor mixture screw to obtain
PRELIMINARY SETTINGS AFTER ENGINE START- an appropriate exhaust O2 level as listed in Table
UP 4.05-7 Gas / Air Settings on page 4.05-10 to within
± 0.1% O2.
! WARNING
2. L36 GLD/P48 GLD Engines
Do not inhale gaseous fuels. At rated speed and load, check the gas/air pressure
Some components of fuel gas and readjust, if necessary, to the appropriate setting
are odorless, tasteless and listed in Table 4.05-7 Gas / Air Settings on page 4.05-
highly toxic. 10. Adjust the carburetor mixture screw to obtain
an appropriate exhaust O2 level as listed in Table
4.05-7 to within ± 0.1% O2.
Table 4.05-7: Gas / Air Settings

1. At idle speed (700 ± 50 rpm) and no load, adjust the
gas regulator(s) to obtain a gas/air pressure listed in FUEL LOW GAS/AIR
Table 4.05-6 Gas / Air Settings on page 4.05-9. EXHAUST
FUEL HEAT PRESSURE
OXYGEN
2. Follow break-in procedure if not previously broken in TYPE VALUE IN. H2O
(% O2)
up to rated speed and 2/3 load (approximately 7 – 9 (BTU/FT3) (MM H2O)
in. (23.7 – 30.5 kPa) of mercury (Hg) gauge intake 3 ± 0.5
manifold pressure). Natural Gas 850 – 900 7.8 ± 0.1
(76 ± 12.7)
Adjust the coarse upstream mixture valve, if (See Figure (See Figure
equipped, to obtain the required exhaust O2 level Digester Gas 500 – 650
4.05-11) 4.05-12)
listed in Table 4.05-6 Gas / Air Settings on page 4.05- (See Figure (See Figure
9 to within ± 0.5% O2. If not equipped with a coarse Landfill Gas 400 – 500
4.05-11) 4.05-12)
mixture valve, use the carburetor mixture screw to
adjust the exhaust O2.
3. L36 GLD/P48 GLD Engines
Adjust both upstream mixture valves, if equipped, to
obtain the required exhaust O2 level listed in Table
4.05-6 Gas / Air Settings on page 4.05-9 to within ±
0.5% O2.
FORM 6284-4
4.05-10 © 8/2012
NOTE: To change the exhaust O2 of the left bank, adjust
the mixture valve on the right side of the engine. To
change the exhaust O2 of the right bank, adjust the
mixture valve on the left side of the engine.
NOTE: After testing at standard exhaust O2, reset the
exhaust O2 to the setting indicated on the engine
nameplate.
Figure 4.05-12: Exhaust Oxygen vs. Fuel LHV
FORM 6284-4
4.05-11 © 8/2012
AIR
AIR CARBURETOR TURBOCHARGER
CLEANER
MAIN ADJUSTING
SCREW (MAS)
BALANCE
LINE SECOND CARBURETOR
APPLIES ONLY TO L36 AND
P48 ENGINES
GAS
PRESSURE
CUSTOMER SUPPLIED
BALANCE LINE
AIR
AIR
CLEANER CARBURETOR TURBOCHARGER
CUSTOMER
SUPPLIED
FLEXIBLE
CONNECTION
FUEL
REGULATOR
CUSTOMER SUPPLIED AIR

EXTERNAL CONTROL LINE PRESSURE
FOR 3 INCH REGULATOR
(GLD/GSID ONLY)
SOLENOID
SHUTOFF VALVE
GAS
Figure 4.05-13: Deltec Fuel Schematic
F18 GLD / H24 GLD AND L36 GLD / P48 ! WARNING

GLD WITH DELTEC CARBURETORS
(DRAW-THRU CARBURETION) The Deltec carburetion system
PHYSICAL REQUIREMENTS valve that opens upon cranking
• See PHYSICAL REQUIREMENTS on page 4.05-1 for and closes whenever engine
all VGF F18/H24 and L36/P48 models. rotation stops.
• Regulators are to be mounted less than 3 ft (0.91 m)
before the MAS with no elbows or other plumbing
restrictions. • A quick-acting, manual shutoff valve, placed upstream
• Fuel shutoff valves must be mounted prior to the of the engine regulator (high-pressure gas line), is
engine gas regulator. recommended. This valve will assist initial engine
start-up and will act as a visual gas shutoff when the
engine is not in operation.
FORM 6284-4
4.05-12 © 8/2012
START-UP
! WARNING
Do not inhale gaseous fuels.

highly toxic.
When the manual gas shutoff

valve is open, gas flows both
into the exhaust and back
through the intake and air
cleaners. Adjustments should
be made quickly to limit the flow
of gas.
1. Open manual gas shutoff valve. Figure 4.05-14: Gas / Air vs. Fuel LHV Deltec Carburetion
2. Adjust the gas regulator to obtain a gas-over-air 3. Adjust the MAS approximately 8 turns out from full
(gas/air) pressure listed in Table 4.05-8. closed.
Table 4.05-8: Gas / Air and Exhaust Oxygen Settings

4. Close manual gas shutoff valve.
5. Crank engine with ignition off for 10 seconds to purge
IDLE GAS/ the engine of gas fumes.
FUEL LOW AIR EXHAUST
FUEL HEAT PRESSURE OXYGEN PRELIMINARY SETTINGS AFTER ENGINE START-
TYPE VALUE IN. H2O (% O2)
(BTU/FT3) UP
(CM H2O)
1. Open manual gas shutoff valve and start the engine.
0.2 ± 0.1
Natural Gas 850 – 900 7.8 ± 0.1 2. Follow break-in procedure up to rated speed and 2/3
(5 ± 2.5)
load (approximately 7 – 9 in. (23.7 – 30.5 kPa) of
(See Figure (See Figure mercury (Hg) gauge positive intake manifold
Digester Gas 500 – 650
4.05-14) 4.05-15)
pressure), if not previously broken in. Adjust the
Landfill Gas 400 – 500
7.62 ± 2.54
7.5 ± 0.1 exhaust O2 to 7.0 ± 0.5% using only the MAS.
(195 ± 64)
3. Once engine coolant and oil temperatures have
3.81 ± 2.54 sufficiently warmed up 140° – 160°F (60° – 71°C),
Propane Gas 2200 – 2500 8.2 ± 0.1
(96 ± 64)
increase engine to rated speed.
FORM 6284-4
4.05-13 © 8/2012
L36 GSID / P48 GSID WITH DELTEC

CARBURETORS – NATURAL GAS OR
PROPANE (DRAW-THRU CARBURETION)
PHYSICAL REQUIREMENTS
• See PHYSICAL REQUIREMENTS on page 4.05-1 for
“Physical Requirements” on all VGF F18/H24 and L36/
P48 Models.
restrictions.
• Fuel shutoff valves must be mounted prior to the
engine gas regulator.
! WARNING

Figure 4.05-15: Exhaust Oxygen vs. Fuel LHV Deltec valve that opens upon cranking
Carburetion
rotation stops.
FINAL FUEL SYSTEM ADJUSTMENTS
NOTICE
• A quick-acting, manual shutoff valve, placed upstream
Always verify that all cylinders are firing before of the engine regulator (high-pressure gas line), is
adjusting the carburetor or mixture valves. Exhaust recommended. This valve will assist initial engine
manifold thermocouples (optional equipment) will start-up and will act as a visual gas shutoff when
assist in diagnosing misfiring cylinders. Unstable or engine is not in operation.
high exhaust O2 levels may also indicate misfires.
START-UP
1. At rated speed and no load, adjust the gas/air to the
pressure listed in Table 4.05-8 Gas / Air and Exhaust ! WARNING
Oxygen Settings on page 4.05-13, using only the
MAS. Do not inhale gaseous fuels.
NOTE: Adjust gas/air pressure within the tolerance Some components of fuel gas
band to optimize starting for all fuels. are odorless, tasteless and
highly toxic.
2. Reduce speed and load to idle, and check gas/air
pressure. If gas/air is out of specification (see Table
4.05-8 Gas / Air and Exhaust Oxygen Settings on When the manual gas shutoff
page 4.05-13), readjust the gas regulator as valve is open, gas flows both
necessary. into the exhaust and back
3. Increase the load to 100% and check exhaust through the intake and air
O2 (see Table 4.05-8 Gas / Air and Exhaust Oxygen cleaners. Adjustments should
be made quickly to limit the flow
Settings on page 4.05-13). If exhaust O2 is out of
of gas.
specification, readjust MAS as necessary.
4. Stop engine and check starting performance.
1. Open manual gas shutoff valve.
FORM 6284-4
4.05-14 © 8/2012
2. Adjust the gas regulator to obtain a gas-over-air 2. Adjust the fuel mixture screw 6 turns out CCW from
(gas/air) pressure of 0 – 0.1 in. (0 – 2.54 mm) of water the full-in CW position.
column (H2O).
3. Adjust the MAS approximately 8 turns out from full
UP
closed.
4. Close manual gas shutoff valve. ! WARNING
engine of gas fumes. Do not inhale gaseous fuels.
FINAL FUEL SYSTEM ADJUSTMENTS are odorless, tasteless and
highly toxic.
NOTICE
adjusting the carburetor or mixture valves. Exhaust At idle speed (700 ± 50 rpm) and no load, adjust the gas
manifold thermocouples (optional equipment) will regulator to obtain a gas/air pressure of 2.5 ± 0.5 in.
assist in diagnosing misfiring cylinders. Unstable or (6.35 ± 1.27 cm) of H2O.
Failure to do so may cause serious engine damage. FINAL FUEL SYSTEM ADJUSTMENTS
At rated load and speed, adjust the carburetor mixture
1. At rated speed and load, adjust the MAS valve to screw to obtain 0.18% exhaust O2 and 0.3 to 0.4% CO.
obtain an exhaust stack CO level of 0.3 – 0.4%. Turn
the MAS CW to reduce CO, or CCW to increase CO. F18 G / H24 G DUAL-FUEL – NATURAL GAS
NOTE: Exhaust tap location should be such that is OR PROPANE
simultaneously sampling exhaust from both the left and NOTE: See Typical VGF Dual-Fuel System on page
right banks. 4.05-17 for the VGF Dual-Fuel System Diagram.
2. Reduce the engine speed and load to idle. Verify that
the gas/air pressure is still within 0 – 0.1 in. FUEL SYSTEM ADJUSTMENT PRIOR TO ENGINE
(0 – 2.54 mm) of H2O. Readjust the gas regulator if START-UP
necessary. 1. Set the line regulator to provide the proper fuel gas
3. Increase the speed and load to 100%. Verify that the inlet pressures to the engine-mounted regulators in
exhaust stack CO level is still within 0.3 – 0.4%. accordance with the settings below (see Table
Readjust the MAS if necessary. 4.05-9).
4. Stop the engine and recheck starting performance.
NOTE: Adjust the gas/air pressure within the tolerance
band to optimize starting for all fuels.
F18 / H24 GSID WITH IMPCO 600 VFI

CARBURETOR – NATURAL GAS (DRAW-
THRU CARBURETION)
START-UP
1. Adjust the gas regulator to obtain a gas/air pressure
of 2.5 ± 0.5 in. (6.35 ± 1.27 cm) of water column
(H2O).
FORM 6284-4
4.05-15 © 8/2012
Table 4.05-9: Fuel Regulator Pressure Settings
REGULATOR FUEL INLET OUTLET

TYPE TYPE PRESSURE PRESSURE
5 – 10 psi 5 ± 0.5 in. H2O
Fisher S201 Natural Gas
(34.5 – 69.0 kPa) (127 ± 12.7 mm)
8 – 20 in. H2O 3 ± 0.5 in. H2O
Maxitrol RV91 Natural Gas
(2.0 – 5.0 kPa) 76 ± 12.7 mm
Fisher Y610-A 5 – 10 psi (-1 – -2 in.) H2O
Propane Gas
w/ Fisher S201 (34.5 – 69.0 kPa) -25.4 – -51 mm
Fisher Y610-A 5 – 10 psi -4 ± 0.5 in. H2O
Propane Gas
w/Maxitrol RV91 (34.5 – 69.0 kPa) (102 ± 12.7 mm)
2. If equipped with an IMPCO 200 D carburetor: 2. At governed speed and rated load, adjust the
a. Adjust the carburetor idle bleed valve full-in carburetor mixture valve as follows:
(rich). a. For best power do one of the following:
b. Adjust the carburetor mixture valve to mid- i. Adjust the carburetor mixture valve to
position. approximately 0.18% O2 and 0.3 – 1.0% CO
3. If equipped with an IMPCO 600 VFI carburetor: in the exhaust.
Adjust the carburetor mixture screw 4 to 5 turns out or
CCW from the full-in CW position. ii. Adjust the carburetor mixture valve to obtain
4. Close the propane solenoid valve and open the the maximum intake manifold vacuum
natural gas solenoid valve. setting.
b. For best economy do one of the following:
i. Adjust the carburetor mixture valve to
UP
approximately 2.4% O2 and 0.02% CO
! WARNING or
ii. Adjust the carburetor mixture valve to the
Do not inhale gaseous fuels. maximum intake manifold vacuum setting
Some components of fuel gas and then lean out by 1.5 in. (3.8 cm) of
are odorless, tasteless and mercury (Hg).
highly toxic.
3. Return to idle.
4. Close the natural gas solenoid valve and open the
propane solenoid valve.
1. Idle the engine at 700 ± 50 rpm and adjust the natural 5. Adjust the propane regulator outlet pressure to 1.5 ±
gas regulator for an outlet pressure of 5 ± 0.5 in. 0.5 in. (3.8 ± 1.2 cm) of H2O gas/air.
(127 ± 12.7 mm) of water column (H2O) gas-over-air
(gas/air). 6. At governed speed and rated load, adjust the
mixture adjusting valve for best economy or best
NOTE: The intake manifold vacuum reading can be power in accordance with Step 2.
taken at the instrument panel gauge, if equipped. If not
equipped, remove the plug at the top rear of the intake
manifold and install a gauge.
FORM 6284-4
4.05-16 © 8/2012
MIXTURE VALVE
P AIR
AIR
CARBURETOR INTAKE
MANIFOLD
MIXTURE
ADJUSTING VALVE
P Gas P GAS
NATURAL
GAS
REGULATOR
DIGESTER
GAS
REGULATOR BALANCE
LINE FLEXIBLE
CONNECTION
BALANCE
LINE
FLEXIBLE
CONNECTION
SOLENOID
SHUTOFF VALVE
SOLENOID
SHUTOFF VALVE
NATURAL
GAS SUPPLY
DIGESTER GAS
Figure 4.05-16: Typical VGF Dual-Fuel System
F18 G / H24 G DUAL-FUEL – NATURAL GAS

OR DIGESTER GAS
NOTE: See Figure 4.05-16.

START-UP
1. Set the line regulator to provide the proper fuel gas
inlet pressures to the engine-mounted regulators in
accordance with the settings below (see Table
4.05-10 Fuel Regulator Pressure Settings on page
4.05-18).
FORM 6284-4
4.05-17 © 8/2012
Table 4.05-10: Fuel Regulator Pressure Settings b. For best economy do one of the following:
REGULATOR FUEL INLET OUTLET i. Adjust the carburetor mixture valve to
TYPE TYPE PRESSURE PRESSURE approximately 2.4% O2 and 0.02% CO
5 – 10 psi -5 – -6 in. H2O or
Natural
Fisher Y610-A (34.5 – 69.0 (12.7 ± -15.3
Gas ii. Adjust the carburetor mixture valve to the
kPa) cm)
maximum intake manifold vacuum setting
8 – 20 in. H2O (6 ± 0.5 in.) H2O
Digester and then lean out by 1.5 in. (3.8 cm) of
Maxitrol RV91 (2.0 – 5.0 (15.3 ± 1.27
Gas mercury (Hg).
kPa) cm)
3. Return to idle.
0.75 – 10 psi -2 ± 0.5 in. H2O
Propane 4. Close the digester gas solenoid valve and open the
Fisher Y610-A (34.5 – 69.0 (-5.1 ± 1.27
Gas natural gas solenoid valve.
kPa) cm)
8 – 20 in. H2O 5 ± 0.5 in. H2O 5. Adjust the natural gas regulator as indicated in Table
Digester 4.05-10.
Maxitrol RV91 (2.0 – 5.0 (12.7 ± 1.27
Gas
kPa) cm) 6. Return to idle.
2. Adjust carburetor mixture valve to mid-position (4 or 7. Close the digester gas solenoid valve and open the
5 turns out). natural gas solenoid valve.
3. Shut the natural gas solenoid valve and open the 8. Adjust natural gas regulator according to Table
digester gas solenoid valve. 4.05-10.
9. At the governed speed and rated load, adjust the
PRELIMINARY SETTINGS AFTER ENGINE START- mixture adjusting valve for best economy or best
UP power in accordance with Step 2.
! WARNING
F18 / H24 GLD AND L36 / P48 GLD / GSID
Do not inhale gaseous fuels. WITH DELTEC CARBURETORS – DUAL-
Some components of fuel gas FUEL
highly toxic. PHYSICAL REQUIREMENTS
• See PHYSICAL REQUIREMENTS on page 4.05-1 for
all VGF F18/H24 and L36/P48 models.
1. Idle the engine at 700 ± 50 rpm and adjust the
digester gas regulator to the outlet pressure as
restrictions.
shown in Table 4.05-10.
• Fuel shutoff valves must be mounted prior to the
2. At governed speed and rated load, adjust the
engine gas regulator.
carburetor mixture valve as follows:
NOTE: The intake manifold vacuum reading can be ! WARNING
taken at the instrument panel gauge, if equipped. If not
equipped, remove the plug at the top rear of the intake The Deltec carburetion system
manifold and install a gauge. must have a positive gas shutoff
a. For best power do one of the following: valve that opens upon cranking
i. Adjust the carburetor mixture valve to and closes whenever engine
approximately 0.18% O2 and rotation stops.
0.3 – 1.0% CO
or
• A quick-acting, manual shutoff valve, placed upstream
ii. Adjust the carburetor mixture valve to the of the engine regulator (high-pressure gas line), is
maximum intake manifold vacuum setting. recommended. This valve will assist initial engine
start-up and will act as a visual gas shutoff when
engine is not in operation.
FORM 6284-4
4.05-18 © 8/2012
FUEL SYSTEM ADJUSTMENT PROCEDURE 6. At rated speed and load, adjust the MAS valve to
obtain an exhaust stack CO level of 0.3 – 0.4%. Turn
! WARNING the MAS CW to reduce CO, or CCW to increase CO.
NOTE: The exhaust tap location should be such that it
Do not inhale gaseous fuels. is simultaneously sampling exhaust from both the left
Some components of fuel gas and right banks.
highly toxic. NOTE: Adjust the gas/air pressure within the tolerance
band to optimize starting for all fuels.
When the manual gas shutoff 7. Reduce the engine speed and load to idle. Verify that
valve is open, gas flows both the gas/air pressure is still within 0 – 0.1 in.
into the exhaust and back (0 – 2.54 mm) of H2O. Readjust the gas regulator if
through the intake and air necessary.
cleaners. Adjustments should 8. Increase the speed and load to 100%. Verify that the
be made quickly to limit the flow exhaust stack CO level is still within 0.3 – 0.4%.
of gas. Readjust the MAS if necessary.
9. Stop the engine.
1. Shut off the downstream fuel valve, and open the 10. Shut off the upstream fuel valve, and open the
upstream fuel valve. downstream fuel valve.
NOTE: The higher BTU fuel is always downstream of 11. Repeat Steps 2 – 9 and adjust the downstream fuel
the lower BTU fuel (see Figure 4.05-17). settings.
2. Adjust the gas regulator to obtain a gas-over-air 12. Recheck starting performance.
(gas/air) pressure of 0 – 0.1 in. (0 – 2.54 mm) of water
column (H2O).
3. Adjust the MAS approximately 8 turns out from full
closed.
4. Close the manual gas shutoff valve.
engine of gas fumes.
NOTICE
adjusting the carburetor or mixture valves. Exhaust
manifold thermocouples (optional equipment) will
assist in diagnosing misfiring cylinders. Unstable or
Failure to do so may cause serious engine damage.
FORM 6284-4
4.05-19 © 8/2012
1 2 3 4 4 3 2 5
7 7
6 6
11 9
12 10 8
Figure 4.05-17: L36 / P48 VGF Dual-Fuel System With Deltec Carburetor
1 - High BTU Fuel Inlet 7 - Balance Line

2 - Solenoid Valve 8 - Air Cleaner
3 - Regulator 9 - Air Inlet
4 - MAS Valve 10 - Deltec Carburetor
5 - Low BTU Fuel Inlet 11 - Air / Fuel Outlet
6 - Mixture Adjusting Valve 12 - Turbocharger
FORM 6284-4
4.05-20 © 8/2012
HIGH RATING (HR) 12.1 / 13.7 BAR (176 / The “start circuit” consists of fuel at supply pressure
200 BMEP) GLD / 2 WITH DELTEC provided to a fuel solenoid. This solenoid is activated/
opened when the starter is engaged. The fuel at that time
CARBURETORS AND DUNGS flows from the solenoid to a needle valve which is set to
REGULATOR deliver 0.276 in. (7 mm) H2O pressure. This pressure is
applied on top of the diaphragm which lowers/closes the
PHYSICAL REQUIREMENTS
valve and leans out the mixture to about 0 in. (0 mm)
• See PHYSICAL REQUIREMENTS on page 4.05-1 for H2O G/A. When the starter disengages, the fuel flow
all VGF F18/H24 and L36/P48 models. stops and the regulator goes back to delivering about
• Regulators are to be mounted less than 3 ft (0.91 m) 0.276 in. (7 mm) H2O G/A for throttle advancement.
The “cold run circuit” was developed because the
restrictions.
standard G/A proved to be too lean when the intake
• Fuel shutoff valves must be mounted prior to the manifold temperature is less than 140°F (60°C). This is
engine gas regulator. a normal condition when the engine is first started. It
takes a little time for the intake manifold to come up to
! WARNING normal temperatures. To increase the G/A mixture an
additional circuit has been added. Fuel at supply
The Deltec carburetion system pressure is provided to a fuel solenoid. This solenoid is
must have a positive gas shutoff activated/opened when the thermistor/sending unit in
valve that opens upon cranking the intake manifold detects mixture that is less than
and closes whenever engine 140°F (60°C). The fuel at that time flows from the
rotation stops. solenoid to a needle valve which is set to deliver about
0.32 in. (8 mm) H2O G/A to the Deltec carburetor. When
the thermistor/sending unit detects mixture at 140°F
• A quick-acting, manual shutoff valve, placed upstream (60°C) or more the solenoid is closed and the G/A
of the engine regulator (high-pressure gas line), is defaults back to the main regulator setting.
recommended. This valve will assist initial engine NOTE: A gas-over-air (G/A) pressure of 0 in. (0 mm) of
start-up and will act as a visual gas shutoff when water column (H2O) is correct for initial start (crank
engine is not in operation. mode), but proves to be too lean when advancing the
throttle. A gas/air pressure of 0.276 in. (7 mm) H2O is
FUEL SYSTEM ADJUSTMENT PROCEDURE
required for throttle advancement; however, this is too
! WARNING rich for initial start. To solve this problem the following
procedure has been developed:
Do not inhale gaseous fuels. 1. Close manual gas shutoff valve.

Some components of fuel gas 2. Crank engine with ignition off for 10 seconds to purge
are odorless, tasteless and engine of gas fumes.
highly toxic.
NOTICE
adjusting the carburetor or mixture valves. Exhaust
manifold thermocouples (optional equipment) will
assist in diagnosing misfiring cylinders. Unstable or
Failure to do so may cause serious engine damage.
FORM 6284-4
4.05-21 © 8/2012
3. Remove four capscrews that secure cover to Dungs 7. Disconnect power lead from fuel solenoid to starter.
regulator (see Figure 4.05-18). Remove cover to (This prevents the starter from running when power
expose valve. is applied to the fuel solenoid.)
8. Apply power (bypass starter) to the fuel solenoid
valve. (This will allow fuel to flow through to the
1 needle valve.) Adjust the needle valve until a G/A
pressure of 0 in. (0 mm) H2O is reached.
Figure 4.05-18
1 - Cover 2 - Adjustment Screw

4. Turn adjustment screw so valve travels down and
“just touches” seat. Verify valve position through top
cover opening (see Figure 4.05-18). When valve is
closed, gas-over-air (G/A) pressure is 0 in. (0 mm)
of water column (H2O).
5. Install regulator cover and secure with four
capscrews.
NOTE: A “hot wire” that can provide momentary power
to the fuel solenoid must be installed. The power lead
from the starter must be disconnected at the fuel
solenoid after the engine is started. This will prevent the
voltage from back-feeding to the starter.
! WARNING
When the manual gas shutoff

valve is open, gas flows both
into the exhaust and back
through the intake and air
cleaners. Adjustments should
be made quickly to lessen the
flow of gas.
6. Start engine and adjust G/A to 0.276 in. (7 mm) H2O

and advance throttle to 1,500 rpm.
FORM 6284-4
4.05-22 © 8/2012
SECTION 4.10
IGNITION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair


Inspect and test ignition coils once each year.
Remove all oil, grease and dirt from the ignition coils. Pay
particular attention to the area around the primary
terminals. Thoroughly clean the ignition coil contacts.
Use a soft brass wire brush if corrosion or an
accumulation of dirt is present. Inspect the contacts for
damage (see Figure 4.10-1). The ground wires on each
bank must be clean and firmly attached to the
manifold(s).
Figure 4.10-2: F18 / H24 Hall-Effect Pickup Location
Figure 4.10-1
HALL-EFFECT PICKUP – CEC IGNITION MODULE Figure 4.10-3: L36 / P48 Hall-Effect Pickup Location
The Hall-effect pickup is located on the front gear cover.
The pickup senses each magnet as it passes and trips
the logic circuit of the Custom Engine Control (CEC)
Ignition Module to fire (see Figure 4.10-2 and Figure
4.10-3).
FORM 6284-4
4.10-1 © 8/2012
CEC TIMING MAGNET CLEANING AND HALL-EFFECT PICKUP INSTALLATION
INSPECTION
To set the air gap specification, complete the following
Magnetic Timing Disc steps.
1. Install the Hall-effect pickup into the gear housing.
The F18/H24 magnetic timing disc is located under a
cover in the front gear housing, attached to the camshaft 2. Thread the Hall-effect pickup clockwise until the
gear (see Figure 4.10-4). Trigger magnets for the Hall- pickup touches the timing disc.
effect pickup are permanently mounted on the disc. 3. Scribe a reference mark on the Hall-effect pickup
and at the same point mark the rear gear housing.
4. Using the reference mark on the pickup as the
starting point, rotate the Hall-effect pickup 3/4 of a
turn (± 1/16 of a turn) counterclockwise to set the
pickup to timing disc clearance.
5. After the clearance is set, snug the locking nut.
HALL-EFFECT PICKUP – L36 / P48

The Hall-Effect pickup installation procedure has been
changed for all VGF L36/P48 engines. The new
procedure reduces the chance of error when setting the
distance (air gap) between the Hall-effect pickup and the
timing magnets.
The distance between the Hall-effect pickup and magnet
can be set by turning the pickup 1 turn counterclockwise
Figure 4.10-4: F18 / H24 CEC Timing Disc (± 1/16 of a turn) after it touches the magnet face.
Timing Magnets 1. Use a straightedge to verify magnets are flush with

camshaft gear face (see Figure 4.10-6 and Figure
The L36/48 CEC ignition timing magnets in the camshaft 4.10-7). If any magnet protrudes above camshaft
gear are accessed after removing the cover plate from gear face, then air gap must be set from that magnet.
the rear gear housing or mag drive housing (CEC
generator-equipped) (see Figure 4.10-5). Once a year,
1
remove the cover plate and clean the timing magnets of
any ferrous materials. Clean and readjust the Hall-effect
pickup gap at the same time.
2
Figure 4.10-6: Magnets and Camshaft Gear
1 - Camshaft Gear 3 - Magnet

Face
2 - Flush
NOTE: If magnets are replaced, apply Loctite 242 to the
magnet and tighten to 32 – 36 in-lb (3.6 – 4.0 N·m).
Figure 4.10-5: L36 / P48 CEC Ignition Timing Magnets
FORM 6284-4
4.10-2 © 8/2012
If any magnet protrudes above the camshaft gear
face, then the air gap between the Hall-effect pickup 1
and magnet must be set using that magnet face. If
more than one magnet protrudes above the gear
face, then set the air gap using the highest magnet.
If all magnets are flush with camshaft gear face, then
the air gap between the Hall-effect pickup and
magnet can be set using the gear face.
2. If applicable, bar engine over to align highest magnet
with Hall-effect pickup bore (see Figure 4.10-7).
2
Figure 4.10-8: Hall-Effect Pickup
1 - Magneto Drive 2 - Hall-Effect Pickup

Cover
2
1
2
3
1
Figure 4.10-7: Magnets
1 - Hall-Effect Pickup 2 - Timing Magnets

Bore
3. Thread Hall-effect pickup into rear gear housing until
it makes contact with the highest magnet face or
Figure 4.10-9: Hall-Effect Pickup Alignment
camshaft gear face (see Figure 4.10-8 and Figure
4.10-9). 1 - Hall-Effect Pickup 3 - Timing Magnets
2 - Locking Nut
4. Make a reference mark on the Hall-effect pickup and
at the same point mark the gear housing.
5. Rotate Hall-effect pickup 1 turn (±1/16 of a turn)
counterclockwise. Use reference mark as a starting
point.
NOTE: Turning the Hall-effect pickup one turn will result
in a 0.052 – 0.059 in. (1.32 – 1.50 mm) clearance
between the pickup and the timing magnet the pickup is
set from (for a cold engine).
6. Tighten locking nut (7/8 in. hex) against gear
housing. Do not allow Hall-effect pickup to turn while
tightening locknut.
FORM 6284-4
4.10-3 © 8/2012
IGNITION MODULE SWITCH SETTINGS NOTE: Current selector switches use a rotary switch.
Use a screwdriver to align the slot in the correct position.
When replacing the CEC Ignition Module, the new
module requires setting a selector switch. The Ignition 2. Set appropriate timing application by adjusting
Module has a three-position selector switch for setting selector switch (see Table 4.10-1 Ignition Module
the engine model (see Figure 4.10-10 and Table Selector Switch Settings on page 4.10-4 and
4.10-1 Ignition Module Selector Switch Settings on page Figure 4.10-12).
4.10-4).The selector switch is a three-position switch
(A, B and C). The selector switch must be set during
Ignition Module timing adjustments. Use your finger or a
screwdriver to switch to the proper application.
NOTE: The Ignition Module is shipped from Waukesha
with the selector switch in the B (No Application) setting.
See Table 4.10-1 Ignition Module Selector Switch
Settings on page 4.10-4 for selector switch settings.
B
A B C C A
A C
B
Figure 4.10-10: Previous Ignition Module Selector Switch Figure 4.10-12: CEC Ignition Module Selector Switches
3. Replace cover over selector switch (current) or
access hole (previous).
Table 4.10-1: Ignition Module Selector Switch Settings
IGNITION MODULE SERIAL NUMBER

SELECTOR
SWITCH 811A—6- & 8- 1211A—12- 1611A—16-
SETTING CYLINDER CYLINDER CYLINDER
ENGINES ENGINES ENGINES
6-Cylinder 12-Cylinder 16-Cylinder
A
VGF/VHP VGF/VHP VGF/VHP
No No
B No Application
Application Application
8-Cylinder 12-Cylinder 16-Cylinder
C
VGF/ATGL ATGL ATGL
Figure 4.10-11: Current Ignition Module Selector Switch

1. Remove cover from selector switch or access hole
located on Ignition Module (see Figure 4.10-10 and
Figure 4.10-11).
FORM 6284-4
4.10-4 © 8/2012
SPARK PLUG MAINTENANCE SPARK PLUG REMOVAL – CSA SHIELDED

IGNITION
SPARK PLUG REMOVAL – STANDARD IGNITION 1. Disconnect primary shielded lead from CSA-
1. Remove rubber recess cover from spark plug carrier approved shielded ignition coil (see Figure
bore. 4.10-15).
NOTICE
Do not pull on the spark plug cables to remove the
spark plug connectors. Pulling on the cable may
loosen or detach the terminal connection within the
Teflon tube.
2. Hold Teflon tube and remove spark plug connector

from spark plug tube (see Figure 4.10-13).
Figure 4.10-15
NOTICE
Do not use the ignition coil as a handle to lift the rocker
cover. The coil can be damaged. Always remove the
coil and spark plug extension before removing the
rocker cover.
2. Remove three M8 capscrews and lock washers from

coil flange (see Figure 4.10-16). Use hand pressure
to lift coil from rocker cover.
Figure 4.10-13
3. Use Tool P/N 472065 to hold upper spark plug tube
when removing spark plug (see Figure 4.10-14).
Figure 4.10-14
FORM 6284-4
4.10-5 © 8/2012
1 - Tension Washer 7 - Boot
(P/N 290479) 8 - Extension (P/N
3
2 - Capcrew (P/N A211357X)
291102) 9 - O-Ring (P/N
3 - Shielded Ignition 305621)
Coil (P/N 69694G) 10 - O-Ring (P/N
4 - Flanged Rocker 209992G)
2
Arm Cover (P/N 11 - O-Ring (P/N
1 A300139F) 292843)
5 - Rocker Cover
Access Tube (P/N
305002F)
6 - Spark Plug Holder
4
3. Pull extension from spark plug. Spark plug extension
puller (P/N 475075) allows easy removal of spark
plug extensions from cylinder heads (see Figure
4.10-17).
11
10
7
6
Figure 4.10-17: Spark Plug Extension Puller Pliers – P/N

475075
SPARK PLUG INSTALLATION – CSA SHIELDED

Figure 4.10-16: CSA Shielded Ignition Assembly IGNITION
1. Install correct spark plug for application:
• P/N 69919 for G, GL, GLD engines
• P/N 60999S for GSID engines
FORM 6284-4
4.10-6 © 8/2012
2. Apply Parker Super O-Lube and install O-rings onto
new rocker cover access tube (see Figure 4.10-18).
2
1
3
4
3 2
Figure 4.10-18: Spark Plug Extension

Figure 4.10-19: Spark Plug Extension
1 - O-Ring (P/N 3 - O-Ring (P/N
1 - O-Ring 3 - Boot
209992G) 305621)
2 - Grease 4 - Connector
2 - Rocker Cover 4 - Spark Plug Holder
Access Tube (P/N
305002F)
NOTICE
3. Install access tube in spark plug holder. All three capscrews must be in place and torqued
4. Liberally coat inside surface of boot located on properly to ground and retain each coil. Improper
extension with a high-performance fluorinated torque or failure to use all three capscrews may result
grease such as Krytox GPL-206 (P/N 489341) or in premature coil failure.
equivalent (see Figure 4.10-19).
5. Install extension onto spark plug.
FORM 6284-4
4.10-7 © 8/2012
6. Install coil (P/N 69694G) and O-ring (P/N 292843)
(see Figure 4.10-20). Secure with M8 x 20 screws
NOTICE
and tension washers. Install coils so keyway of coil Use Krytox GPL-206 grease (P/N 489341) or
connector will easily mate with individual leads. equivalent between the boot ID and the spark plug
Tighten three capscrews (P/N 291102) to insulator. This grease will assist in releasing the boot
189 – 207 in.-lb (21.36 – 23.4 N·m). (P/N 740011) from the plug. Boot damage will occur if
7. Connect primary shielded lead onto coil. the boot is not greased. Damaged boots will allow
flashover and shorten spark plug life.
NOTE: Krytox GPL-206 (P/N 489341) is a higher-

temperature fluorinated grease manufactured by Miller-
Stephenson Chemical Co., Inc. For technical
information on Krytox GPL-206 call: 1-800-992-2424 (8
1 – 4 Eastern Time) or in Canada 1-800-323-4621 (8 – 4
Eastern Time).
The spark plug extension consists of a silicone O-ring, a
2 red high-temperature silicone rubber boot and a white
Teflon extension.
NOTICE
The current spark plug connectors include the
connector, an O-ring and a high-temperature boot.
Damage to the boot and the O-ring occurs due to the
extreme heat in the spark plug well. Waukesha
3 Service Operations recommends replacement of the
boot and O-ring every 6 months.
4
Inspect the boot for damage and replace if necessary.

The boot (P/N 740011) should be replaced every 6
months. The extension contact and spring should work
Figure 4.10-20: Spark Plug Extension freely and be cleaned of all corrosion.
1 - Screw (P/N 3 - O-Ring (P/N

Inspect the extension O-ring for cracking or other
291102) (3 per coil) 292843) damage. The O-ring (P/N 296178) should be replaced
2 - Lock Washer (P/N 4 - O-Ring (P/N every 6 months.
290479) (3 per coil) 305621) Grease the boot to spark plug interface and the O-ring
and extension at the coil socket with Krytox GPL-206
CSA SHIELDED IGNITION SYSTEM grease (P/N 489341). Although the boot will adhere to
the plug in most cases, Krytox GPL-206 (P/N 489341)
MAINTENANCE will aid in its removal without damage. Lower-
Spark plugs, boots, Teflon connectors and coils must be temperature silicone greases will not prevent sticking.
properly maintained to preserve electrical integrity. Spark plug socket (P/N 475037) will fit over the boot if it
The spark plug extension consists of a silicone O-ring adheres to the plug.
(P/N 296178), a red high-temperature silicone rubber
boot (P/N 740011) and a white Teflon extension.
Whenever service is required on the ignition system, the
boot and the O-ring should be inspected for damage and
replaced if damage is observed.
FORM 6284-4
4.10-8 © 8/2012
NOTICE
Use Krytox GPL-206 grease (P/N 489341) or
equivalent between the boot ID and the spark plug 1
insulator. This grease will assist in releasing the boot
from the plug. Boot damage will occur if the boot is not
greased. Damaged boots will allow flashover and will
shorten spark plug life.
Use of a new higher-temperature fluorinated grease

Krytox GPL-206 (P/N 489341) is recommended. This 3 2
grease is nonflammable, nontoxic, non-migrating, and
contains no chlorine, silicones or chlorofluorocarbons.
The performance of Krytox GPL-206 is known to extend
the service life of components (see Figure 4.10-21).
Figure 4.10-22: CSA Flange-Mounted Coil
1 - Contacts 3 - Contacts
2 - O-Ring
Carefully inspect the ignition coils for cracks or other
damage and replace if necessary.
Always replace the coil O-ring with a new O-ring
Figure 4.10-21: Apply Krytox GPL-206 Grease (P/N whenever the coil is removed.
489341)
Always check the ignition coils with reliable test
IGNITION COILS equipment. Replace the coil if its serviceability is in
doubt.
Ignition coils should be inspected and tested once each
year. If a defective coil is suspected, test by replacing To help seal out moisture and prevent corrosion, use
the ignition coil with one that is known to be good. Krytox GPL-206 (P/N 489341) on the high-tension
connectors between the coils and the spark plug
Remove all oil, grease and dirt from the ignition coils. Pay connectors.
particular attention to the area around the primary
terminals. Thoroughly clean the ignition coil contacts. Always inspect the wiring harness and connectors for
Use a soft brass wire brush if corrosion or an moisture, corrosion, cracks or dirt that can cause a short
accumulation of dirt is present. Inspect the contacts for to ground.
damage (see Figure 4.10-22).
NOTICE
All three capscrews must be in place and torqued
properly to ground and retain each coil. Improper
torque or failure to use all three capscrews may result
in premature coil failure.
Properly maintaining all the major components in the

system will preserve electrical integrity and prevent
down time as well as damage to components.
FORM 6284-4
4.10-9 © 8/2012
SHIELDED IGNITION TIMING SPARK PLUG SPECIFICATIONS
1. CSA shielded ignition systems are timed by opening Spark plug information and torques are for standard and
the junction box for the #1 cylinder primary lead (see hazardous location ignition systems. Waukesha
Figure 4.10-23). recommends dry spark plug installation.
1. Clean and regap the spark plugs every 720 hours,
sooner as required. Replace the spark plugs every
1,440 hours or as required (see Table 4.10-3).
Tighten the spark plugs to the proper torque without
lubrication. Whenever a spark plug is removed,
replace the spark plug gasket. See Table 4.10-2 for
the specifications and part numbers. When
regapping spark plugs, examine each spark plug for
cracked porcelain, leakage and burned electrodes.
Examine the spark plug firing end for abnormal spark
plug conditions (see Table 4.10-4 Spark Plug
Troubleshooting on page 4.10-12).
2. Clean the ignition coil contacts at every spark plug
change.
3. To help seal out moisture and prevent corrosion, use
a dielectric silicone grease on the high-tension
Figure 4.10-23
connectors between the coils and the spark plug
2. Install an inductive timing light around the wire connectors.
labeled “A” (see Figure 4.10-24).
Some acceptable dielectric greases are:
• DuPont Krytox GPL-206
• G.E. G-624
• GC Electronics 25
4. Inspect the wiring harness and connectors for
moisture, corrosion, cracks or dirt that can cause a
short to ground.
Table 4.10-2: Spark Plug Specifications
ITEM SPECIFICATION
Spark Plug Gasket 209681
0.010 – 0.013 in.

Spark Plug Gap
(0.254 mm)
Spark Plug Torque, P/N 29 – 39 ft-lb
69919, Dry (39 – 49 N·m)
Figure 4.10-24: #1 Cylinder Junction Box Spark Plug Torque, 40 – 45 ft-lb

All Other Plugs, Dry (54 – 61 N·m)
3. Check engine timing at the flywheel using a timing
light. See BASIC TIMING SPECIFICATION – CEC Spark Plug Carrier
on page 4.10-15. 105 – 115 ft-lb
Torque,
(140 – 155 N·m)
Lubricated With Engine Oil
NOTE: The gasket for Waukesha spark plug

P/N 69919 does not require replacement after plug
removal.
FORM 6284-4
4.10-10 © 8/2012
Table 4.10-3: Spark Plug Applications
UNSHIELDED SHIELDED
SIZE AND APPLICATIONS APPLICATIONS
ENGINE MODEL FUEL DUTY
REACH PART GAP IN. PART GAP IN.
NUMBER (MM) NUMBER (MM)
18 mm – 0.010 – 0.013 60999Y* 0.010 – 0.013
F18/H24 G Natural Gas All 60999W
13/16 in. (0.25 – 0.33) 69919** (0.25 – 0.33)
60999Y*
Standard 60999U*
18 mm – 0.010 – 0.013 0.010 – 0.013
Natural Gas LCR 160
13/16 in.
60999W
(0.25 – 0.33) 69919** (0.25 – 0.33)
BMEP 60999S**
60999W**
60999Y*
High-Temp 18 mm – 0.010 – 0.012 69919** 0.010 – 0.012
Natural Gas 69919
Applications 13/16 in. (0.25 – 0.30) 60999S** (0.25 – 0.30)
F18/H24 GL/GLD
60999W**
L36/P48 GL/GLD
69919
0.010 – 0.012 60999Y*
(0.25 – 0.30)
11:1 CR – 18 mm – (60999T) 69919** 0.010 – 0.012
Natural Gas 69919C –
176 BMEP 13/16 in. 69919C – 60999S** (0.25 – 0.30)
gap is factory
European
preset 60999W**
0.010 – 0.013
60999D (0.25 – 0.33)
GLD/2 18 mm –
Natural Gas 69919C – 69919C –
200BMEP 13/16 in.
European gap is factory
preset
F18/H24 GSID 18 mm – 60999S 0.010 – 0.013 60999U* 0.010 – 0.013

Natural Gas All
L36/P48 GSID 13/16 in. 60999Z (0.25 – 0.33) 60999S** (0.25 – 0.33)
* For use with shielded integral coil application.

** For use with rocker arm cover flange-mounted coils (CSA).
FORM 6284-4
4.10-11 © 8/2012
Table 4.10-4: Spark Plug Troubleshooting
FIRING TIP APPEARANCE CONDITION REMEDY
Light coating of whitish ash, Normal with medium- to high-ash engine

No change
uniformly deposited oils
High oil consumption.
Change the engine oil type.
Wrong oil; oil has high ash content. Poor
Excessive ash buildup Change the engine oil.
oil control around the valve guides and
Inspect and replace worn parts as necessary.
rings.
Poor oil control. Replace worn parts as necessary.
Black oil fouling deposits
Engine is too lightly loaded. Adjust the engine load.
Add a fuel filter.
Gap bridging Contaminated or “dirty” fuel gas
Use a more “open” electrode type of plug.
Spark plug firing tip temperature too low. Change the plug heat range.
Carbon fouling Engine is too lightly loaded. Adjust the engine load.
High oil consumption. Inspect and replace worn parts as necessary.
Spark plug firing tip temperature is too
Electrode is burning Change the plug heat range.
high.
Wear on side of the electrode Reversed polarity of the ignition coils Rewire the ignition coils correctly.
Inspect piston with a borescope; replace worn
Engine is operated with severe
Aluminum contamination on plug parts as necessary. Check the spark timing, fuel
detonation, causing piston damage.
gas octane. Reduce the engine load.
Blue or green deposit on plug and
Cobalt fouling from worn Stellite valve Replace the valve and valve seat.
valve
NOTE: Stellite is a registered trademark of Stoody Deloro Stellite, Inc.
IGNITION MODULE Although the CEC Ignition Module will function with a
power supply of 10 – 32 VDC, a power supply of
POWER SUPPLY 21.6 – 30 VDC (with less than a 2-volt peak-to-peak
ripple) is recommended for compatibility with other CEC
NOTE: See latest edition of Form 6272, Custom Engine products.
Control Ignition Module Installation, Operation and
Maintenance for additional information. ! WARNING
An AC to DC power supply is not recommended unless
care is taken to eliminate the possibility of a momentary Disconnect all electrical power
loss of AC power which will result in an engine shutdown. supplies before making any
A voltage filter (battery) is recommended to eliminate connections or servicing any
voltage fluctuations. part of the electrical system.
The CEC Ignition Module will function properly with a
power source as defined above. However, if the supply
is capable of providing a pulse current (higher current
Prior to engine start, complete the following steps:
level for a shorter period of time such that the average
current is the same), the ignition will utilize that pulse 1. With Ignition Module unpowered, verify power
capability. In this case, the voltage fluctuations on the supply is within specifications.
supply wiring, including the ground return to the power 2. Inspect and verify all wiring conforms to local codes
source, may cause erratic operation of other electrical and/or regulatory bodies.
devices. For this reason, it is recommended that the
3. Inspect and verify all wires are properly grounded.
ignition power source wiring, specifically the ground
See the engine-specific wiring diagrams received for
return, be sized for at least 30 amps even though the
complete system wiring information.
average current will be less than 2 amps (typical).
FORM 6284-4
4.10-12 © 8/2012
IGNITION MODULE LEDS The Ignition Module has two 16-position timing switches
located under white plastic caps at one end of the box,
The CEC Ignition Module is equipped with three
one marked “A” and another marked “B” (see Figure
diagnostic LEDs on the front of the housing: “Power,”
4.10-26). Grounding lead “D” in the 7-pin connector to
“Pickup” and “Application” (see Figure 4.10-25). These
the engine crankcase gives the timing selected by switch
LEDs give operators visual confirmation on (1) incoming
“A.” Open-circuiting lead “D” gives the timing selected
power, (2) Hall-effect pickup signal and (3) proper
by switch “B.” This feature gives the engine operator the
application settings.
ability to switch between two different timing settings to
During normal operation with the engine running the accommodate automatic changeover between two
“Power” LED is on, the “Pickup” LED is off and the fuels.
“Application” LED is off. When the engine is not running
and power is applied to Ignition Module the “Power” LED
is on, the “Pickup” LED is on and the “Application” LED 1 2
is off. If a different condition exists, see latest edition of
Form 6272, Ignition Module manual for information. The
manual describes what an inerrant LED indicates and
provides troubleshooting suggestions to remedy the
situation if required.
MODEL NUMBER
SERIAL NUMBER
APPLICATION
IMPORTAN T
INPUT VOLTAGE
MAXIMUM TEMPERATURE Figure 4.10-26: Ignition Module Timing Switches
SELECTOR SWITCH
1 - Timing Switch “A” 2 - Timing Switch “B”

APPLICATIO N PICKUP POWER
Each timing adjust switch has 16 switch positions
(0 – 15) with a 1° timing variation per position. Switch
position 15 gives the most advanced timing, while switch
position 0 is full retard.
Figure 4.10-25: Ignition Module Diagnostic LEDs NOTICE

CEC IGNITION MODULE TIMING ADJUSTMENT – Do not switch from position 15 to position 0, or from
DYNAMIC position 0 to 15, while the engine is running. The timing
change is so large that it may damage the engine and/
NOTE: This task applies to Ignition Modules that have
or cause it to shut down.
already been installed and static timed by a Waukesha
Certified Technician. For the initial installation and timing
of a CEC Ignition Module, call a Waukesha Certified NOTE: The outside temperature of the Ignition Module
Technician. See latest edition of Form 6253 (Previous casing should not exceed 150°F (65°C) during
Model) or Form 6272 (Current Model) Custom Engine operation.
Control Ignition Module Installation, Operation and
Maintenance Manual for further information concerning 1. Check the engine’s nameplate to determine the
the Ignition Module. exact timing (or most advanced) of the primary and
secondary (if equipped) fuels.
2. Run the engine on primary fuel with the “D” lead
(found in the 7-pin connector junction box)
grounded to the engine block and the CEC
Detonation Sensing Module deactivated.
FORM 6284-4
4.10-13 © 8/2012
3. Check engine timing at the flywheel using a timing
! WARNING
light (see Figure 4.10-27).
If a gas engine has been

cranked excessively without
starting, shut off the gas fuel
supply and ignition, and then
crank the engine to purge the
cylinders and exhaust system of
accumulated unburned gas. If
this is not done, a spark could
ignite the gas and cause an
exhaust explosion.
If the ignition switch is left in the
ON position when a CEC Ignition
Module is disconnected, the
Figure 4.10-27: Flywheel Timing Marks spark plugs may fire when the
ignition system harness is
4. Adjust the “A” switch as required to achieve correct reconnected.
timing. Single-fuel ignition adjustments are now
complete.
Before connecting the ignition harness (to the coils) to
NOTICE the CEC Ignition Module, discharge the storage
capacitor to ground. Attach one end of a wire lead to the
Increasing the timing switch position by one will crankcase and then touch the other end to the harness
advance the timing one degree. Decreasing the timing connector pins on the CEC Ignition Module, one at a
switch position by one will retard the timing one time. A snap is heard when a capacitor discharges.
degree.
! WARNING
5. Run the engine on secondary fuel with the “D” lead
(found in the 7-pin connector junction box) open and
As a safety measure, ground all
the CEC Detonation Sensing Module deactivated.
the pins. Some breakerless
6. Check engine timing at the flywheel using a timing ignition systems have more
light. than one storage capacitor.
7. Adjust the “B” switch as required to achieve correct
timing. Dual-fuel ignition adjustments are now
complete.
NOTE: If the ignition switch is in the OFF position, the
NOTICE capacitor is immediately grounded when the ignition
harness is reconnected to the CEC Ignition Module.
To prevent the timing from being altered, always
replace the white caps over the timing switches once
the desired setting has been selected.
FORM 6284-4
4.10-14 © 8/2012
Table 4.10-5: Ignition Module Switch Positions (All Models)
DEGREES BEFORE TOP DEAD CENTER

SWITCH
2 3 4 5 6 7 8 9 10 11 12 13 14
A A0 A1 A2
B B0 B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12
DEGREES BEFORE TOP DEAD CENTER
SWITCH
15 16 17 18 19 20 21 22 23 24 25 26 27
A A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13 A14 A15
B B13 B14 B15
BASIC TIMING SPECIFICATION – CEC NOTE: The CEC Ignition Module contains a grounding
stud that must be grounded to the engine.
NOTICE
CEC GENERATOR SERVICING
Detonation is NOT allowed at any time during engine
operation, regardless of the specified timing. If The frequency of inspection for the CEC generator is
detonation occurs at the specified timing, a timing determined largely by the type of operating conditions.
adjustment must be made to retard the ignition timing High-speed operation and high temperatures increase
until NO audible detonation exists. the wear of coupling sleeve and bearings.
Do not switch from position 15 to position 0, or from
position 0 to 15, while the engine is running.
FORM 6284-4
4.10-15 © 8/2012
At regular intervals, inspect the terminals for corrosion
and loose connections. Inspect the wiring for frayed
insulation. Inspect the mounting bolts for tightness (see
Figure 4.10-28).
Figure 4.10-28: CEC Generator

Inspect the drive coupling for wear or damage. Replace
the coupling every 4,000 hours or when wear in the drive
slots can be seen.
NOTICE
Do not weld on or around engine unless the CEC
generator and voltage regulator have been
unplugged. Failure to do so may damage the CEC
generator, voltage regulator, battery or Ignition
Module.
The ambient temperature around the CEC generator
and voltage regulator must not exceed 150°F (66°C).
FORM 6284-4
4.10-16 © 8/2012
SECTION 4.15
AIR INTAKE SYSTEM MAINTENANCE
Before performing any service, maintenance or repair All ducting as well as cleaner-to-turbocharger
procedures, review SAFETY on page 1.05-1 and connections must be airtight to avoid the intake of
RIGGING AND LIFTING ENGINES on page 1.10-1. unfiltered air.
The air restriction indicator will gradually show red as the
AIR INTAKE SYSTEM MAINTENANCE restriction in the air filter increases. The indicator will
Service the air filtration system in accordance with the show full red when the restriction reaches 15 in. (38 cm)
instructions in this section. H2O (see Figure 4.15-1).
The intake manifold inlet temperature may reach a

maximum of 10°F (5.5°C) above the design intercooler
water inlet temperature. The intake manifold air
temperature engine protection shutdown setpoint is
20°F (17°C) above the design intercooler water inlet
temperature.
AIR FILTER MAINTENANCE

The air filter elements should be replaced according to
the maintenance instructions. Common sources of
trouble in air intake systems are most often related to
inadequate installation or a poorly maintained system.
NOTICE
Do not clean the outside of the engine with petroleum-
based solvents while the engine is running. Solvents Figure 4.15-1: Air Filter Restriction Indicator
drawn through the air intake system will remove the oil
film from the upper cylinder walls, causing scoring of
the cylinder and piston.
FORM 6284-4
4.15-1 © 8/2012
FILTER REPLACEMENT – F18 / H24 G / GL 5. Inspect the air box and duct system. Repair any
1. Loosen the four outside locknuts. Lift the rain shield leaks as necessary.
off the air cleaner (see Figure 4.15-2). The foam NOTE: A buildup of dust and grit in the air duct system
precleaner element will be removed along with the indicates improper air cleaner fit or leaks in the air duct
rain shield. system.
2. Clean or replace the precleaner element with a new 6. Install a new paper main element according to the air
element. flow arrow on the filter.
NOTE: The precleaner can be washed with soap and 7. Reinstall the precleaner, air filter element frame and
water, then dried. rain shield.
3. Loosen the four inside locknuts enough to swing the NOTE: Engines shipped from Waukesha have a
bolts aside and remove the air filter frame and air cardboard protector outside the precleaner element
filter. which must be removed before start-up.
4. Remove the main air filter element.
FORM 6284-4
4.15-2 © 8/2012
Figure 4.15-2: Typical Air Filter Components – G and GL
1 - Rain Shield 4 - Air Filter Element

2 - Precleaner 5 - Air Duct
3 - Frame
FILTER REPLACEMENT – F18 / H24 GSID / GLD NOTE: A buildup of dust and grit in the air duct system
1. Loosen the two upper latch stud locknuts and swing indicates improper air cleaner fit or leaks in the air duct
the rain shield down and away from the air box (see system.
Figure 4.15-3). The foam precleaner element and air 4. Install a new paper main element according to the air
filter element will be removed along with the rain flow arrow on the filter.
shield. 5. Reinstall the precleaner, air filter element and rain
2. Clean or replace the precleaner element with a new shield.
element.
NOTICE
NOTE: The precleaner can be washed with soap and
water, then dried. Engines shipped from Waukesha have a cardboard
3. Inspect the air box and duct system. Repair any protector outside the precleaner element which must
leaks as necessary. be removed before start-up.
FORM 6284-4
4.15-3 © 8/2012
9
8
6
3
5 4
Figure 4.15-3: Typical Air Filter Components – F18 / H24 GSID and GLD
1 - Precleaner 6 - Air Filter Element

2 - Air Duct 7 - Rain Shield
3 - Fixing Washer 8 - Washer
4 - Hinge 9 - Stop Nut
5 - Offset Stud
FILTER REPLACEMENT – L36 / P48 GL NOTE: A buildup of dust and grit in the air duct system
1. Loosen the four outside locknuts. Lift the rain shield indicates improper air cleaner fit or leaks in the air duct
off the air cleaner (see Figure 4.15-4). The foam pre- system.
cleaner element will be removed along with the rain 6. Install a new paper main element according to the air
shield. flow arrow on the filter.
2. Clean or replace the precleaner element with a new 7. Reinstall the precleaner, air filter element frame and
element. rain shield.
NOTE: The precleaner can be washed with soap and
NOTICE
water, then dried.
3. Loosen the four inside locknuts enough to swing the Engines shipped from Waukesha have a cardboard
bolts aside and remove the air filter frame and air protector outside the precleaner element which must
filter. be removed before start-up.
4. Remove the main air filter element.
5. Inspect the air box and duct system. Repair any
leaks as necessary.
FORM 6284-4
4.15-4 © 8/2012
Figure 4.15-4: Air Filter Components – GL

3 - Frame
FILTER REPLACEMENT – L36 / P48 GSID / GLD
1. Remove the two outside capscrews from the air
cleaner hinge pins (see Figure 4.15-5). Swing the
rain shield away from the air box (see Figure
4.15-6). The foam precleaner element and air filter
element will be removed along with the rain shield.
1 2
Figure 4.15-5: GLD / GSID Air Cleaner
1 - Outside Locknuts 2 - Rain Shield
FORM 6284-4
4.15-5 © 8/2012
2. Clean or replace the precleaner element with a new 4. Install a new paper main element according to the air
element. flow arrow on the filter.
NOTE: The precleaner can be washed with soap and 5. Reinstall the precleaner, air filter element and rain
water, then dried. shield.
3. Inspect the air box and duct system. Repair any
NOTICE
leaks as necessary.
NOTE: A buildup of dust and grit in the air duct system Engines shipped from Waukesha have a cardboard
indicates improper air cleaner fit or leaks in the air duct protector outside the precleaner element which must
system. be removed before start-up.
Figure 4.15-6: Air Filter Components – L36 / P48 GLD / GSID

FORM 6284-4
4.15-6 © 8/2012
WASTEGATE VENT TUBE

NOTICE
The GLD and GSID engines must not be operated
without the actuator vent tube in place. If the actuator
diaphragm ruptures, air/gas mixture from the intake
system will be vented to atmosphere without the tube.
All gas vented from the system must be piped to a safe
area in conformance with all applicable codes.
The wastegate actuator vent tube exits to the engine air

intake (GLD and GSID models only) (see Figure 4.15-7,
Figure 4.15-8 and Figure 4.15-9). Make sure that the
vent tube is properly routed to the air duct.
Figure 4.15-9: L36 / P48 Deltec GLD / GSID Air Duct Vent
Tube
Figure 4.15-7: F18 / H24 GSID / GLD Air Duct
Figure 4.15-8: F18 / H24 Deltec GLD Air Duct
FORM 6284-4
4.15-7 © 8/2012
FORM 6284-4
4.15-8 © 8/2012
SECTION 4.20
TURBOCHARGER SYSTEM MAINTENANCE
Before performing any service, maintenance or repair 3. With the engine shut down, inspect all air ducting for
procedures, review SAFETY on page 1.05-1, RIGGING loose clamps or connections. Check the manifold
AND LIFTING ENGINES on page 1.10-1 and the connections to the turbine inlet and at the engine
following safety messages. exhaust manifold gaskets.
TURBOCHARGER INSPECTION TURBOCHARGER LUBRICATION

Before operating a new or rebuilt turbocharger (or
NOTICE
starting a new engine for the first time), check to ensure
Inspection and repair of turbochargers must be that the turbocharger is receiving proper lubrication.
performed by a factory-qualified service agent. Failure to follow these instructions could cause engine
damage and/or personal injury.
1. Remove the oil drain tube from the turbocharger(s).
1. Inspect the engine air cleaner; service if required.
2. Activate the prelube system (if equipped) and
2. Inspect the turbocharger mounting and connections visually check for oil flow at the turbocharger oil drain
for lube oil and air leaks (see Figure 4.20-1). area.
3. Reconnect the oil drain tube only after oil is observed
at the oil drain area.
4. Start the engine at reduced speeds until the coolant
temperature gauge indicates a temperature of 100°F
(38°C).
5. Run the engine at rated output and listen for unusual
sounds at the turbocharger, especially those of
metal contacting metal. If any noise of this type is
apparent, immediately shut down the engine and
contact your Waukesha authorized service agent.
TURBOCHARGER OPERATION
NOTICE
Do not operate the engine if the air cleaner is not
functioning efficiently or if leaks exist in the ducting.
Figure 4.20-1: VGF Turbocharger

NOTE: With standby engines used for emergency
NOTICE power generation, set the timer so that the automatic
prelube (if equipped) system runs for a full 5 minutes
Do not run the engine if the air cleaner is not operating every hour that the engine is not running.
efficiently or if leaks exist in the ducting.
FORM 6284-4
4.20-1 © 8/2012
1. Run the prelube system (if equipped) for a full 5
minutes before each engine start to ensure that all
moving parts, especially the turbocharger, are
properly lubricated (special attention must be given 1
to a new turbocharger or one that has been stored);
seeTURBOCHARGER LUBRICATION on page
4.20-1.
NOTICE
water temperature is 100°F (38°C). 2
2. Idle the engine for 3 to 4 minutes before shutdown.

Figure 4.20-3
NOTICE
1 - Oil Supply Tube 2 - Magnetic Plug
The postlube function should be automatically
initiated upon the main gas shutdown to avoid
turbocharger damage. OIL SUPPLY / RETURN TUBE CLAMP
A new oil tube retention clamp is available for the
3. Postlube the engine for a full 5 minutes after every turbocharger oil lines on all VGF turbocharged F18 and
shutdown to remove heat from the turbocharger H24 engines. The new clamp has an improved design
turbine wheel and shaft. that eliminates the possibility of tube leakage due to the
tube clamp coming loose.
MAGNETIC PLUG
NOTE: New oil tube clamp must be installed at the
Remove and inspect the magnetic plug in the earliest convenience. Parts will be shipped at no charge
turbocharger lubrication circuit at every oil change. upon receipt at Waukesha of the Parts Request.
The F18/H24 magnetic plug is located on the right side 1. Locate the existing oil tube clamp (see Figure
of the crankcase (see Figure 4.20-2). 4.20-4).
Figure 4.20-2
The L36/P48 magnetic plug is located on the left side of
the crankcase (see Figure 4.20-3).
FORM 6284-4
4.20-2 © 8/2012
Figure 4.20-6: New Oil Tube Clamp
LCR WASTEGATE ADJUSTMENT FOR

ELEVATION
It may be necessary to adjust the wastegate to
compensate for differences in elevation. The procedure
Figure 4.20-4: Clamp Location for adjusting the wastegate is outlined below.
2. Remove existing clamp (P/N 169013P) from the The F18GL (LCR) and H24GL (LCR) wastegates are
turbocharger oil supply line, and remove clamp P/N factory set for operation from 4,001 – 5,000 ft (1,220 -
177487C from the turbocharger oil drain tube (see 1,542 m) in elevation. For more stable engine operation
Figure 4.20-5). at or below 4,000 ft (1,219 m), wastegate adjustment
may be necessary.
Before attempting to adjust the wastegate, the engine
must be in good operating condition and the ignition
system properly timed with the fuel system adjusted
according to Waukesha’s recommendations.
Steps have been included for turning the wastegate
lever stop screw all the way out at the beginning of the
procedure and adjusting it at the end of the procedure.
NOTICE
Do not adjust the wastegate to compensate for engine
wear, incorrect timing or fuel system adjustment.
NOTICE
Verify that all cylinders are firing before adjusting the
wastegate.
Figure 4.20-5: Existing Oil Tube Clamp
3. Install the new clamp (P/N 307195) and associated ENGINE SHUTDOWN
hardware in the same location as the removed
Verify ignition switch is turned to OFF position.
clamps (see Figure 4.20-6).
FORM 6284-4
4.20-3 © 8/2012
WASTEGATE REMOVAL Table 4.20-1: Wastegate “A” Dimensions
1. Loosen tube fitting to remove wastegate sensing ELEVATION “A” DIMENSION
tube from top of actuator housing (see Figure
0 – 1,000 ft (304 m) 1.18 in. (30 mm)
4.20-7).
1,001 – 2,000 ft (305 – 609 m) 1.14 in. (29 mm)
2,001 – 3,000 ft (610 – 914 m) 1.10 in. (28 mm)
3,001 – 4,000 ft (915 – 1,219
1.06 in. (27 mm)
m)
4,001 – 8,000 ft (1,220 –
1.02 in. (26 mm)
3 2,438 m)
4 2. Turn stop screw all the way out so it is not contacting

the wastegate lever arm (see Figure 4.20-7).
2
3. Measure “A” dimension length (distance from
bottom of actuator bracket to top of actuator block)
1
5 1
4
3
9 6
8 7 2
“A”
Figure 4.20-7: Wastegate Actuator
1 -
Stop Screw 6 - Actuator Housing Figure 4.20-8: Actuator Adjustment
2 -
Actuator Bracket 7 - Actuator Linkage
Rod 1 - Actuator Bracket 3 - Locknut
3 -
Hex-Head Screws
8 - Actuator Block 2 - Actuator Block 4 - Actuator Linkage
4 -
Wastegate Sensing
Rod
Tube 9 - Wastegate Linkage
5 - Tube Fitting Rod
NOTICE
2. Remove three capscrews from actuator bracket
(see Figure 4.20-7). DO NOT turn the actuator linkage rod when attempting
to adjust the “A” dimension length. The “A” dimension
3. Slide entire actuator assembly (actuator bracket,
length must be adjusted by turning the actuator block.
actuator housing, actuator linkage rod and actuator
Turning the actuator linkage rod will result in damage
block) off of wastegate linkage rod (see Figure
to the wastegate diaphragm.
4.20-7).
WASTEGATE ADJUSTMENTS
1. Determine the engine location’s elevation. Enter NOTICE
Table 4.20-1 with the engines location’s elevation
To adjust “A” dimension, loosen locknut and turn
and determine the corresponding “A” dimension.
actuator block either clockwise or counterclockwise
depending on length required (see Figure 4.20-8).
FORM 6284-4
4.20-4 © 8/2012
4. Adjust “A” dimension to required length based on NOTE: During periods of high temperature (greater
elevation (see Table 4.20-1). than 100°F [37.7°C]) and high humidity (greater than
5. Tighten actuator lock nut after adjustment is 50% relative humidity) the reserve pressure will be
complete. reduced. During these high temperature and humidity
periods, avoid resetting the wastegate or set to 1 – 6
6. Install actuator assembly and secure with three inch-Hg (2.5 – 15.2 cm-Hg) reserve.
capscrews.
10. If reserve pressure is incorrect, remove actuator
7. Install wastegate sensing tube into fitting on top of assembly and readjust dimension “A” length (see
actuator housing. WASTEGATE REMOVAL on page 4.20-4 and
8. To verify the correct “A” dimension length, install a WASTEGATE ADJUSTMENTS on page 4.20-4.
ΔP pressure gauge between the compressor
NOTE: The relationship between reserve pressure and
discharge and intake manifold (see Figure 4.20-9).
dimension “A” length is as follows: 0.04 in. (1 mm)
The pressure gauge scale must read from 0 – 30
change in dimension “A” length is equal to approximately
inch-Hg (0 – 76 cm-Hg) or 0 – 15 in. psi (0 – 103 kPa).
1 inch-Hg (25.4 mm-Hg) change in reserve pressure.
NOTE: If a control panel manifold pressure gauge is a. If the reserve pressure is too high, increase the
installed, use the intake manifold fitting on the opposite “A” dimension.
end of the manifold to install the ΔP gauge. An alternative
method would be to read the compressor discharge b. If the reserve pressure is too low, decrease the
pressure using a standard pressure gauge then subtract “A” dimension.
the reading from the control panel manifold pressure 11. With engine running at rated speed and load, adjust
gauge reading to obtain reserve pressure. gap between stop screw and wastegate lever to
approximately 0.04 in. (1 mm) (see Figure 4.20-7).
Figure 4.20-9: Compressor Discharge and Intake

Manifold
1 - Compressor 2 - Intake Manifold

Discharge
9. Start engine and maintain 1,800 rpm at 160 psi
BMEP (1,103 kPa BMEP). These settings
approximate a F18GL@ 400 BHP or H24 GL@ 530
BHP. Reserve pressure (compressor discharge
pressure minus intake manifold pressure) should be
between 8 and 10 inch-Hg (20.3 – 25.4 cm-Hg). See
latest edition of Service Bulletin 14-2749 for BHP
estimation.
FORM 6284-4
4.20-5 © 8/2012
FORM 6284-4
4.20-6 © 8/2012
SECTION 4.25
COOLING SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1, RIGGING
AND LIFTING ENGINES on page 1.10-1 and the
following safety messages.
NOTE: For complete information on cooling system
guidelines and water treatment, see latest edition of
Service Bulletin 4-2429, Cooling System Guidelines and
Water Treatment Recommendations.
! WARNING
Always wear protective clothing

when venting, flushing or
blowing down the cooling
system.
Figure 4.25-1: Thermostat Housing
Operational coolant
temperatures can range from
180° – 250°F (82° – 121°C).
JACKET WATER CIRCUIT – INITIAL FILL,

F18 / H24
1. Open the petcock at the top of the water thermostat
housing and jacket water header to vent air when
filling the jacket water system with coolant (see
Figure 4.25-2: Jacket Water Header Air Bleed Petcock

2. Add treated coolant to the filler neck of the surge tank
or radiator until the coolant begins to escape from
the water header and top of the jacket water
thermostat housing.
3. Close the petcocks and continue filling the system
until the coolant reaches the correct level (see Table
4.25-1).
FORM 6284-4
4.25-1 © 8/2012
Table 4.25-1: Jacket Water Capacity – Engine Only NOTE: The engine cooling system is properly filled with
coolant only when all air has been removed.
ENGINE MODEL GALLONS (LITERS)
Table 4.25-2: F18 / H24 Auxiliary Cooling Water Capacity
F18 16 (60) – Engine Only
H24 20 (75)
4. Close the cooling system and run the engine at idle
F18 6 (23)
speed. System requires a pressure cap rated at 7 psi
(48 kPa). H24 6 (23)
5. Recheck the coolant level and add additional 4. Close cooling system and run engine at idle speed.
coolant as required.
5. Recheck coolant level and add additional coolant as
required.
NOTICE
NOTE: Occasionally open the intercooler and
Air in the cooling system speeds up the formation of thermostat housing air bleed petcocks in the cooling
rust, increases corrosion and produces hot spots systems to allow any accumulated air to escape.
within the engine.
! WARNING
6. Bleed trapped air from the cooling system (see
COOLING WATER SYSTEM AIR BLEED – F18 / Slowly loosen the air bleed
H24 on page 4.25-3). petcock to relieve any excess
NOTE: The engine cooling system is properly filled with pressure.
coolant only when all air has been removed.
7. Top off the surge tank or radiator.
AUXILIARY COOLING WATER CIRCUIT – when bleeding the cooling
system on a heated engine.
INITIAL FILL, F18 / H24
1. Open the petcock at the top of the intercooler to vent
air while filling (see Figure 4.25-3).
6. Continue filling the auxiliary cooling water circuit until

coolant level reaches top of surge tank or radiator.
NOTICE
Air in the cooling system speeds up the formation of
rust, increases corrosion and produces hot spots
within the engine.
7. Bleed trapped air (see COOLING WATER SYSTEM

AIR BLEED – F18 / H24 on page 4.25-3).
Figure 4.25-3: Intercooler Air Bleed

2. Add treated coolant to the system until the coolant
begins to escape from the petcock.
3. Close the petcock and continue filling the system
until the coolant reaches the correct level (see Table
4.25-2).
FORM 6284-4
4.25-2 © 8/2012
COOLING WATER SYSTEM AIR BLEED – NOTICE

F18 / H24
Air can be drawn into the engine through small leaks
! WARNING in the jacket water system. The problem is
compounded when the void created by the loss of
Slowly loosen the air bleed coolant is filled by more air. If aeration causes the
petcock to relieve any excess coolant to foam, the probability of engine damage due
pressure. to overheating is greatly increased.
4. Carefully inspect the jacket water system for coolant

leaks while the engine is running.
when bleeding the cooling
system on a heated engine. JACKET WATER AND AUXILIARY
COOLING WATER CIRCUITS – DRAIN AND
FLUSH, F18 / H24
Unless evidence of corrosion or sediment buildup
Air bleed the jacket water and auxiliary cooling water demonstrates the need for more frequent maintenance,
circuits at least once each day. Open and close the air clean and flush both the jacket water and auxiliary
bleed petcocks in the order that they are listed below, cooling water circuits at least once each year.
starting at the lowest petcock in the system and ending Antifreeze and water treatment products require a clean
at the highest. Bleed one petcock at a time. The number system in order to work effectively. If contaminants such
of air bleed petcocks and their locations are as follows as dirt, rust, scale, lime, grease, oil and/or cleaning
(see Table 4.25-3). agents are not completely flushed out, they can destroy
Table 4.25-3: F18 / H24 Air Bleed Petcocks the corrosion inhibitors and scale suppressants
intended to keep freshly filled cooling systems clean.
COOLING NUMBER NOTE: To facilitate draining and flushing of the engine
WATER OF LOCATION jacket water, replace one of the 3/4 in. NPT countersunk
CIRCUIT PETCOCKS headless pipe plugs (just below the level of the jacket
water header) with a customer-supplied ball valve. The
Cluster Thermostat ball valve must be threaded to accept both a hose
1
Jacket Water Housing connection and pipe plug. After the jacket water
1 Jacket Water Header maintenance is complete, install the pipe plug in the ball
valve to prevent inadvertent draining of the cooling
Auxiliary Water 1 Intercooler
system.
1. Initial Bleed: Open each air bleed petcock prior to 1. Start engine. Run engine for 10 minutes.
engine start-up. A hissing sound often accompanies
the escape of trapped air. Close the petcock when NOTE: Drain the coolant from the jacket water and
the hissing stops and water begins to flow out in a auxiliary water circuits immediately after shutting down
solid steady stream. the engine. Draining the coolant immediately prevents
any sediment from resettling.
2. Check Bleed: Start the engine and reopen each
petcock. Close the petcock when the hissing stops
and water begins to flow out in a solid steady stream.
3. Final Bleed: Once the temperature of the jacket
water circuit has stabilized (as indicated by the
panel-mounted temperature gauge), reopen each
petcock. Close the petcock when the water begins
to flow out in a solid steady stream.
FORM 6284-4
4.25-3 © 8/2012
NOTE: Always fill the engine from the bottom up to
! WARNING
minimize the formation of air pockets. As the engine fills,
air is pushed up and out.
Slowly loosen the air bleed
petcock to relieve any excess Table 4.25-6: Jacket Cooling Water Capacity – Engine
Only
pressure.
Always wear protective clothing F18 16 (60)

system on a heated engine. H24 17 (65)
9. Close each air bleed petcock when water begins to

flow out in a solid steady stream.
10. Close cluster thermostat housing petcock(s) and
continue filling jacket water system until level
2. Shut down engine. Open air bleed petcocks located
reaches top of surge tank or radiator.
at highest point in jacket water and auxiliary cooling
water circuits, whether it be on top of the surge tank, 11. Add clean, deionized water to surge tank or radiator
radiator or other heat transfer device. of auxiliary cooling water circuit.
3. Verify that customer-supplied ball valve is closed. 12. Continue filling auxiliary cooling water circuit until
Remove pipe plug and attach drainage line. level reaches top of surge tank or radiator.
4. Open ball valve and drain coolant from jacket water. 13. Perform “Initial Bleed” procedures. (See COOLING
WATER SYSTEM AIR BLEED – F18 / H24 on page
5. Open all air bleed petcocks (see Table 4.25-4).
4.25-3.)
Table 4.25-4: Air Bleed Petcocks
! WARNING
COOLING NUMBER Slowly loosen the air bleed

WATER OF LOCATION petcock to relieve any excess
CIRCUIT PETCOCKS
pressure.
Cluster Thermostat
1
Jacket Water Housing Always wear protective clothing
1 Jacket Water Header when bleeding the cooling
6. Open all water drain petcocks. Remove all drain

plugs (see Table 4.25-5).
Table 4.25-5: Water Drain Petcocks 14. Perform “Check Bleed” procedures.
15. Perform “Final Bleed” procedures.
COOLING NUMBER
WATER OF LOCATION 16. Let engine run for at least 10 minutes to stir up any
CIRCUIT PETCOCKS rust or sediment in the cooling water system.
Jacket Water Pump

17. Stop engine. Drain crankcase and all cooling system
1 accessories. Drain auxiliary cooling water circuit.
Jacket Water Housing
1 Crankcase (left side) NOTE: Follow the manufacturer’s recommendations
for the proper concentration of cleaning solution and
Auxiliary Water 1 Auxiliary Water Pump
length of cleaning time. Use a nonacidic, noncorrosive,
7. Close all water drain petcocks. Install all drain plugs. biodegradable compound that prevents the loss of metal
in engine and avoids damage to internal gaskets and
8. Fill water circuits with clean, deionized water
seals.
(through ball valve) (see Table 4.25-6).
FORM 6284-4
4.25-4 © 8/2012
18. Fill jacket water and auxiliary cooling water circuits JACKET WATER CIRCUIT – INITIAL FILL,
with a suitable cleaning solution. L36 / P48
19. Perform “Initial Bleed” procedures. (See COOLING
WATER SYSTEM AIR BLEED – F18 / H24 on page ! WARNING
4.25-3.)
Antifreeze solution is toxic and
! WARNING poisonous. Always wear
protective clothing when
Slowly loosen the air bleed working with antifreeze
petcock to relieve any excess solution. Follow the safety
pressure. instructions on the container
provided by the manufacturer.

1. Open petcock on jacket water thermostat housing
20. Perform “Check Bleed” procedures.

22. Top off surge tank or radiator for jacket water and
auxiliary water circuits. Let engine run for at least 10
minutes.
NOTE: Drain the coolant from the jacket water and 2
auxiliary water circuits immediately after shutting down
the engine. Draining the coolant immediately prevents
23. Shut down engine and drain cooling systems. Figure 4.25-4: Jacket Water Thermostat Housing
24. Inspect internal surfaces. If the results are not
1 - Petcock 2 - Thermostat
satisfactory, refill the engine with cleaning solution.
Housing
Repeat Steps 18 through 23 as necessary.
25. Fill jacket water and auxiliary cooling circuits with 2. If equipped, open petcock on top of jacket water
clean, deionized water. Drain immediately. heater tube (see Figure 4.25-5).
NOTE: Inspect the drain water for cleanliness. Fill and

flush the systems again, if necessary. The best results
are obtained when the drain water runs clear.
26. Fill jacket water and auxiliary cooling water circuits
with coolant.
27. Perform “Initial Bleed” procedures. (See COOLING
WATER SYSTEM AIR BLEED – F18 / H24 on page
4.25-3.)
28. Perform “Check Bleed” procedures.
30. Carefully inspect jacket water and auxiliary cooling
water circuits for leaks.
FORM 6284-4
4.25-5 © 8/2012
AUXILIARY WATER CIRCUIT – INITIAL

1 FILL, L36 / P48
NOTE: The following description is not applicable to
permanent vent systems.
! WARNING
Antifreeze solution is toxic and

poisonous. Always wear
protective clothing when
working with antifreeze
2 solution. Follow the safety
instructions on the container
provided by the manufacturer.
Figure 4.25-5: Jacket Water Heater Air Bleed
1 - Jacket Water 2 - Butterfly Valve 1. Open petcocks located on top of intercooler (see
Heater Air Bleed Housing Figure 4.25-6).
3. Add coolant to engine until it overflows from petcock
(see Table 4.25-7).
Table 4.25-7: L36 / P48 Engine Jacket Water Capacity –
Engine Only
L36 44 (166)
P48 58 (219)
4. Close petcock and continue filling system until

coolant level reaches top of surge tank or radiator.
5. Bleed trapped air from cooling system (see
COOLING WATER SYSTEM AIR BLEED – L36 /
P48 on page 4.25-7). Figure 4.25-6: Intercooler Air Bleed
6. Top off surge tank or radiator. Close petcock on top 2. Open petcock located on rear oil bonnet (see Figure
of jacket water heater tube, if equipped. 4.25-7).
Figure 4.25-7: Oil Cooler Rear Bonnet
FORM 6284-4
4.25-6 © 8/2012
3. Add coolant to auxiliary cooling water circuit from top Table 4.25-9: L36 / P48 Air Bleed Petcocks
of surge tank or radiator.
COOLING NUMBER
Table 4.25-8: L36 / P48 Auxiliary Cooling Water Capacity WATER OF LOCATION
– Engine Only CIRCUIT PETCOCKS
1 Jacket Water Pump Housing
ENGINE MODEL GALLONS (LITERS) Jacket
1 Cluster Thermostat Housing
Water
L36 15 (57) 1 Jacket Water Heater
P48 15 (57) Auxiliary 2 Intercooler

Water 1 Oil Cooler Rear Bonnet
4. Continue filling until coolant overflows from
intercooler petcocks. Close petcock(s) when water NOTE: Always start by bleeding the air from the lowest
begins to flow out in a solid steady stream. petcock in the system and end at the highest petcock in
the system. Bleed one petcock at a time.
5. Continue filling until coolant level reaches top of
surge tank or radiator.
6. Bleed trapped air (see COOLING WATER SYSTEM
AIR BLEED – L36 / P48 on page 4.25-7).
COOLING WATER SYSTEM AIR BLEED –

L36 / P48
The jacket water and auxiliary water circuits should be
bled of all air at least once each day. Carefully inspect
both the jacket water and auxiliary water circuits for
coolant leaks while the engine is running.
Air can be drawn into the engine through small leaks in
the jacket water system. The problem is compounded
when the void created by the loss of coolant is filled by
more air. If aeration causes the coolant to foam, the
probability of engine damage due to overheating is
greatly increased.
! WARNING

petcock to relieve any excess
pressure.

FORM 6284-4
4.25-7 © 8/2012
INITIAL AIR BLEED (ENGINE NOT RUNNING)
Jacket Water System

1. Open jacket water pump air bleed fitting (petcock)
(see Figure 4.25-8). Allow air to escape. Close
petcock when coolant begins to flow out in a solid
steady stream.
NOTE: The jacket water pump housing petcock may be
located differently than depicted (see Figure 4.25-8).
Auxiliary Water System

1. Open oil cooler rear bonnet petcock (see Figure
4.25-11). Close petcock when coolant begins to flow
out in a solid steady stream.

2. Open thermostat housing petcock. Close petcock
when coolant begins to flow out in a solid steady
stream (see Figure 4.25-9 and Figure 4.25-10).
Figure 4.25-11: Oil Cooler Rear Bonnet

2. Open intercooler petcock. Close petcock when
2 coolant begins to flow out in a solid steady stream.
Repeat for second intercooler petcock (see Figure
4.25-12).
Figure 4.25-9: Jacket Water Thermostat Housing
1 - Petcock 2 - Thermostat
Housing
FORM 6284-4
4.25-8 © 8/2012
Auxiliary Water System
1. Start engine and open oil cooler rear bonnet
petcock. Close petcock when coolant begins to flow
out in a solid steady stream.
2. Open intercooler petcock. Close petcock when
coolant begins to flow out in a solid steady stream.
Repeat for second intercooler petcock.
JACKET WATER AND AUXILIARY

FLUSH, L36 / P48
Unless evidence of corrosion or sediment buildup
demonstrates the need for more frequent maintenance,
Figure 4.25-12: Intercooler Air Bleed
clean and flush both the jacket water and auxiliary
CHECK AIR BLEED (ENGINE NOT RUNNING) cooling water circuits at least once each year.
Antifreeze and water treatment products require a clean
Jacket Water System system in order to work effectively. If contaminants such
1. Start engine and open jacket water pump housing as dirt, rust, scale, lime, grease, oil and/or cleaning
petcock. Allow air to escape. Close petcock when agents are not completely flushed out, they can destroy
coolant begins to flow out in a solid steady stream. the corrosion inhibitors and scale suppressants
2. Open thermostat housing petcock. Close petcock intended to keep freshly filled cooling systems clean.
when coolant begins to flow out in a solid steady NOTE: To facilitate draining and flushing of the engine
stream. jacket water, replace one of the 3/4 in. NPT countersunk
3. Open jacket water heater petcock. Close petcock headless pipe plugs (just below the level of the jacket
when coolant begins to flow out in a solid steady water header) with a customer-supplied ball valve. The
stream. ball valve must be threaded to accept both a hose
connection and pipe plug. After the jacket water
Auxiliary Water System maintenance is complete, install the pipe plug in the ball
1. Start engine and open oil cooler rear bonnet valve to prevent inadvertent draining of the cooling
petcock. Close petcock when coolant begins to flow system.
out in a solid steady stream. 1. Start engine. Run engine for 10 minutes.
2. Open intercooler petcock. Close petcock when NOTE: Drain the coolant from the jacket water and
coolant begins to flow out in a solid steady stream. auxiliary water circuits immediately after shutting down
Repeat for second intercooler petcock. the engine. Draining the coolant immediately prevents
FINAL AIR BLEED (ENGINE NOT RUNNING)
Jacket Water System

! WARNING
1. With engine running, open jacket water pump
housing petcock. Allow air to escape. Close petcock
pressure.
stream.
2. Open thermostat housing petcock. Close petcock
stream. Always wear protective clothing
3. Open jacket water heater petcock. Close petcock system on a heated engine.
stream.
FORM 6284-4
4.25-9 © 8/2012
2. Shut down engine. Open air bleed petcocks located 11. Add clean, deionized water to surge tank or radiator
at highest point in jacket water and auxiliary circuits, of auxiliary cooling water circuit.
whether it be on top of the surge tank, radiator or 12. Continue filling auxiliary cooling water circuit until
other heat-transfer device. level reaches top of surge tank or radiator.
3. Verify that customer-supplied ball valve is closed. 13. Perform “Initial Bleed” procedures. (See COOLING
Remove pipe plug and attach drainage line. WATER SYSTEM AIR BLEED – L36 / P48 on page
4. Open ball valve and drain coolant from jacket water. 4.25-7.)
5. Open all air bleed petcocks (see Table 4.25-10).
! WARNING
Table 4.25-10: Air Bleed Petcocks
COOLING NUMBER
pressure.
WATER OF LOCATION
CIRCUIT PETCOCKS

Cluster Thermostat
1 when bleeding the cooling
1 Jacket Water Heater
6. Open all water drain petcocks. Remove all drain

plugs (see Table 4.25-11). 14. Perform “Check Bleed” procedures.
Table 4.25-11: Water Drain Petcocks 15. Perform “Final Bleed” procedures.
16. Let engine run for at least 10 minutes to stir up any
rust or sediment in the cooling water system.
COOLING NUMBER
WATER OF LOCATION 17. Stop engine. Drain crankcase and all cooling system
CIRCUIT PETCOCKS accessories. Drain auxiliary cooling water circuit.
NOTE: Follow the manufacturer’s recommendations
Jacket Water Pump for the proper concentration of cleaning solution and
1 length of cleaning time. Use a nonacidic, noncorrosive,
biodegradable compound that prevents the loss of metal
1 Crankcase (left side)
in engine and avoids damage to internal gaskets and
7. Close all water drain petcocks. Install all drain plugs. seals.
8. Fill water circuits with clean, deionized water 18. Fill jacket cooling water and auxiliary cooling water
(through ball valve) (see Table 4.25-12). circuits with a suitable cleaning solution.
NOTE: Always fill the engine from the bottom up to 19. Perform “Initial Bleed” procedures. (See COOLING
minimize the formation of air pockets. As the engine fills, WATER SYSTEM AIR BLEED – L36 / P48 on page
air is pushed up and out. 4.25-7.)
Table 4.25-12: Jacket Cooling Water Capacity – Engine

Only

L36 16 (60)
P48 17 (65)
9. Close each air bleed petcock when water begins to

flow out in a solid steady stream.
10. Close cluster thermostat housing petcock(s) and
continue filling jacket cooling water system until level
reaches top of surge tank or radiator.
FORM 6284-4
4.25-10 © 8/2012
JACKET WATER HEATER MAINTENANCE – F18 /
! WARNING
H24
Slowly loosen the air bleed The F18/H24 jacket water heater element can be
petcock to relieve any excess serviced without draining the cooling system. The heater
pressure. water circuit has two shutoff valves to isolate the heater.
1. Turn off the electrical power to the heater.
NOTE: The shutoff lever is parallel to the valve. When
Always wear protective clothing the shutoff lever is inline with the piping, the valve is
when bleeding the cooling open. When the shutoff lever is perpendicular to the
system on a heated engine. piping, the valve is closed.
2. Close both valves by rotating the shutoff lever (see
Figure 4.25-13).
20. Perform “Check Bleed” procedures. (See CHECK

AIR BLEED (ENGINE NOT RUNNING) on page
4.25-9.)
21. Perform “Final Bleed” procedures. (See FINAL AIR 1
BLEED (ENGINE NOT RUNNING) on page 4.25-9.)
22. Top off surge tank or radiator for jacket cooling water
and auxiliary cooling water circuits. Let engine run
for at least 10 minutes.
NOTE: Drain the coolant from the jacket cooling water
and auxiliary cooling water circuits immediately after
shutting down the engine. Draining the coolant
immediately prevents any sediment from resettling.
23. Shut down engine and drain cooling systems. 2
24. Inspect internal surfaces. If the results are not
satisfactory, refill the engine with cleaning solution.
Repeat Steps 18 through 23 as necessary.
25. Fill jacket cooling water and auxiliary cooling water
Figure 4.25-13: F18 / H24 Jacket Water Heater
circuits with clean, deionized water. Drain
immediately. 1 - Heater Element 2 - Shutoff Lever
NOTE: Inspect the drain water for cleanliness. Fill and 3. Open the heater element cover. Tag and disconnect
flush the systems again, if necessary. The best results the controller wiring. Remove the heater element
are obtained when the drain water runs clear. from the heater housing.
26. Fill jacket water and auxiliary cooling water circuits 4. Install the new element in the heater housing. Apply
with coolant. pipe sealant to the threads between the element and
27. Perform “Initial Bleed” procedures. (See COOLING housing.
WATER SYSTEM AIR BLEED – L36 / P48 on page 5. Open both valves by rotating the shutoff lever.
4.25-7.)
6. Refill the engine with coolant and check for leaks.
28. Perform “Check Bleed” procedures. (See CHECK
7. Bleed trapped air from the jacket water system (see
AIR BLEED (ENGINE NOT RUNNING) on page
COOLING WATER SYSTEM AIR BLEED – F18 /
4.25-9.)
H24 on page 4.25-3).
29. Perform “Final Bleed” procedures. (FINAL AIR
8. Turn on the electrical power to the heater.
BLEED (ENGINE NOT RUNNING) on page 4.25-9.)
30. Carefully inspect jacket water and auxiliary cooling
water circuits for leaks.
FORM 6284-4
4.25-11 © 8/2012
JACKET WATER HEATER MAINTENANCE –
L36 / P48
The L36/P48 jacket water heater element can be
serviced without draining the cooling system. The heater
water circuit has two shutoff valves to isolate the heater.
1. Turn off the electrical power to the heater.
NOTE: The shutoff lever is parallel to the valve. When
the shutoff lever is rotated inline with the piping, the valve
is open. When the shutoff lever is rotated perpendicular
to the piping, the valve is closed.
2. Close both valves by rotating the shutoff levers (see
Figure 4.25-14).
Figure 4.25-14: L36 / P48 Jacket Water Heater Levers

3. Open the heater element cover. Tag and disconnect
the controller wiring. Remove the heater element
from the heater housing.
4. Apply pipe thread sealant to the threads of the new
heater element and install the heater in the housing.
Connect the controller wiring to the element.
5. Open both valves by rotating the shutoff lever.
6. Bleed trapped air from the jacket water heater
system. See JACKET WATER AND AUXILIARY
FLUSH, L36 / P48 on page 4.25-9 for complete
instructions.
NOTICE
Open both shutoff valves before turning on the
electrical power. Turning on the power without having
the shutoff valves open can cause the heater element
to burn out.
7. Turn on the electrical power to the heater.
FORM 6284-4
4.25-12 © 8/2012
SECTION 4.30
LUBRICATION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair OPERATION

Preheat the oil for start-up at temperatures below 50°F
(10°C).
OIL PREHEAT / PRELUBE Oil is drawn from the crankcase drain plug outlet by the
prelube pump and delivered to the oil heater. From the
These engines can be equipped with a preheat and/or heater, oil is directed to a pair of solenoid valves; one of
prelube system (see Figure 4.30-1). This system which controls the oil flow during preheat and the other
consists of the following component parts: which controls the oil flow during prelube. During the
• Prelube pump (electric motor driven) preheat mode, the preheat solenoid valve is open and
the prelube solenoid valve is closed. This allows oil flow
• Oil heater (thermostatically controlled immersion-
from the pump, through the heater and solenoid valve,
type)
back to the engine sump.
• Solenoid valves (two)
• Check valve PRELUBE (FOR AUTOMATIC START UNITS)
Oil is drawn from the crankcase drain by the prelube
pump and delivered to the oil heater (if equipped). From
1 2 the heater, oil is directed to a pair of solenoid valves; one
of which controls the oil flow during preheat and the other
which controls the oil flow during prelube. During the
prelube mode, the preheat solenoid valve is closed and
the prelube solenoid valve is open. This allows oil flow
from the pump, through the heater (if equipped) and
solenoid valve back to the engine oil gallery.
A check valve is used between the engine oil gallery and
the prelube solenoid valve to prevent flooding the
turbocharger during the preheat cycle.
3
OIL PRESSURE GAUGE
It is recommended that an oil pressure differential gauge
Figure 4.30-1: Oil Prelube / Preheat Unit be installed to monitor the oil pressure differential (“ΔP”)
between the oil inlet and outlet of the oil filter assembly
1 - Oil to Sump 3 - Oil from Sump (see Figure 4.30-2). The engine must be shut down to
(Preheat) service the cleanable oil filters.
2 - Oil to Engine Oil
Gallery (Prelube)
FORM 6284-4
4.30-1 © 8/2012
3. Replace drain plugs.
4. Apply small amount of oil onto the seal located at
bottom of filter. Install filter and tighten until seal
contacts base. Turn filter another 3/4 of a turn. Hand-
tighten filters only.
5. Fill crankcase with proper grade and viscosity of oil.
Oil fill cap is located on front gear cover (see Figure
4.30-4).
Figure 4.30-2: Oil Pressure Differential Gauge Installation

INTERVALS
See latest edition of Service Bulletin 12-1880,
Waukesha Oil Recommendations, for recommended oil
change intervals.
OIL CHANGE PROCEDURE – F18 / H24

Figure 4.30-4: Oil Fill Location
! WARNING 6. Prelube engine, if equipped, or crank engine over
several times (without fuel or ignition), until oil
Engine oil is hot and can burn if pressure is indicated on oil pressure gauge.
it contacts bare skin. Recheck oil level using dipstick and add more oil if
! required (see Figure 4.30-5).
1. Remove drain plug (located on oil pan) and drain oil

while still warm.
2. Remove oil filters (use filter wrench) (see Figure
4.30-3).
Figure 4.30-5
7. Start engine and check for leaks around oil filters and
drain plugs. Retighten if necessary.
Figure 4.30-3
FORM 6284-4
4.30-2 © 8/2012
OIL CHANGE PROCEDURE – L36 / P48

! WARNING
Allow the oil to cool prior to

removing components to
prevent burns from hot oil.
Always wear protective

equipment when handling
engine oil.
Figure 4.30-7
6. Install oil filter cover using new O-rings (see Figure
1. Remove drain plug (located on oil pan) and drain oil 4.30-8). Secure with M12 flange nuts and tighten to
while still warm. 50 ft-lb (68 N·m).
2. Open drain plug and drain oil from bottom of engine-
mounted oil cooler.
3. Drain oil from oil filter housing by removing two drain
plugs (see Figure 4.30-6).
Figure 4.30-8
2 7. Replace drain plugs in filter cover. Tighten drain

plugs to 25 ft-lb (34 N·m).
8. Fill crankcase with proper grade and viscosity of oil.
Figure 4.30-6
Oil filler cap is located directly above oil filter housing
1 - M12 Flange Nut 2 - Drain Plugs (see Figure 4.30-9).
4. Remove 10 M12 flange nuts and remove oil filter

cover.
5. Replace both oil filters located under oil filter cover
FORM 6284-4
4.30-3 © 8/2012
MICROSPIN CLEANABLE OIL-FILTERING

SYSTEM
The Microspin centrifuge is available in two sizes, the P/
N 489189 for all Vee model VGF engines, and a smaller
Microspin centrifuge (P/N 489300) for Inline VGF
engines.
Table 4.30-1: Microspin Cleanable Oil Filter Kits
DESCRIPTION P/N
Maintenance Kit (P/N 489300 Centrifuge) G-962-1620

Maintenance Kit (Cleanable Filter Assembly) G-962-1621
Table 4.30-2: Microspin (P/N 489189) Cleanable Oil Filter

Component Parts
Figure 4.30-9
DESCRIPTION P/N
9. Prelube engine, if equipped, or crank engine over
several times (without fuel or ignition), until oil Maintenance Kit (Centrifuge) G-962-1600*
pressure is indicated on oil pressure gauge. 489237
Cleanable Filter Element
Recheck oil level with dipstick and add more oil if (Replaces 305351B)
required (see Figure 4.30-10). Crankcase Door A200024G
* Microspin Maintenance Kit (contains Nut O-ring Rotor
O-ring [1], Base O-ring [1], Paper Inserts [4]).
The centrifuge oil filtering system consists of a
centrifuge, using a removable paper insert (see Figure
4.30-11). The centrifuge is installed as a bypass system,
working in conjunction with the full-flow filter. The
centrifuge is driven by the engine’s oil pressure. The
spinning action of the centrifuge’s internal turbine
assembly develops a force that exceeds 2000 Gs, which
compacts the contaminants against the turbine’s
housing. The centrifuge will remove oil-contaminating
particles as small as 0.5 microns. The full-flow filter
elements remove remaining particles as small as 25
microns absolute.
Figure 4.30-10
10. Start engine and check for oil leaks around filters and
drain plugs. Retighten if necessary.
FORM 6284-4
4.30-4 © 8/2012
1 - Bell Knob 8 - Rotor Can
1 2 - Bell Housing 9 - Paper Insert
3 - Rotor Assembly 10 - Baffle Screen
(see item 14) Assembly
2 4 - Bell Clamp 11 - O-Ring
5 - O-Ring 12 - Rotor Turbine
6 - Base Shaft/Body 13 - Assembly Diagram
3 7 - Can Nut (top 14 - Sub-Assembly
marked “TOP” or Diagram
“UP”)
4
13
22
6
14
10
11
12
Figure 4.30-11: Service and Cleaning of Microspin

Centrifuge (P/N 489189)
FORM 6284-4
4.30-5 © 8/2012
INITIAL MICROSPIN CENTRIFUGE INSPECTION Under normal operating conditions the centrifuge should
1. Inspect Microspin centrifuge for shipping damage. be cleaned and its paper insert removed at every
scheduled oil change or as experience dictates. The
2. Remove plastic plugs from 0.5 in. (12.7 mm) supply centrifuge can be cleaned while the engine remains
port and 2 in. (50.8 mm) drain port. running provided the oil supply valve is shut off. See
Disassembly of Microspin P/N 489300 Centrifuge on
! WARNING page 4.30-7 for proper procedures.
Use caution during initial Cleanable Filter Elements

inspection of the Microspin
! centrifuge prior to the unit being

installed. The rotor vanes are
sharp and could cause severe
NOTICE
Do not use high-pressure or high-temperature water
personal injury. on one part of the filter element for prolonged periods
of time. Prolonged exposure to high-pressure or heat
may damage the filter element.
3. Prior to installation of Microspin centrifuge, verify
rotor is not binding. Insert index finger into drain port
The optional cleanable oil elements (see Figure
and lift rotor to ensure endplay. Turn rotor and verify
4.30-12 and Figure 4.30-13), should be removed from
rotor spins freely. If restriction is felt, disassemble
the oil filtration canister and cleaned at every other
centrifuge and correct problem.
regularly scheduled oil change or when the oil pressure
4. Inspect cleanable filter elements for holes or differential between the canister inlet and outlet exceeds
damage to filter screens. 24 psi (165 kPa). Two methods of cleaning the filter
element are recommended:
STARTING MICROSPIN CENTRIFUGE
NOTE: Before moving or drying with compressed air,
To start unit, open oil supply valve. It will take a few allow filter to cool to room temperature.
minutes for the rotor to come up to speed.
NOTE: Do not bang or bounce filter ends to dislodge
SERVICING MICROSPIN CENTRIFUGE water or solvent.
Initial servicing should occur approximately 4 weeks • Immerse filter in a parts washer and flood inside and
after start-up, sooner if the oil is heavily contaminated. A outside of filter with cleaning solution. Drain filter and
maximum buildup of 0.75 in. (19.05 mm) is allowed on dry with compressed air.
the centrifuge paper insert. Documenting the amount of • Spray inside and outside of filter with a Steam Jenny
buildup will help in establishing a cleaning interval. or common water spray. Drain filter and dry with
compressed air.
Centrifuge
! WARNING
Always read and comply with

the manufacturer’s instructions
and warnings on the container
when using cleaning solvent.
Cleaning solvents may be toxic
or flammable. Keep away from
heat or flame. Always use
approved cleaning solvents in a
well-ventilated area. Do not use
gasoline, paint thinners or other
highly volatile fluids for
cleaning. Figure 4.30-12: Microspin Cleanable Oil Filters
FORM 6284-4
4.30-6 © 8/2012
5. Turn knurled can nut counterclockwise until it is
above bronze bushing located in rotor turbine
assembly. Can nut will protect bushing from damage
if rotor can is difficult to separate from the shaft.
NOTICE
Use caution during disassembly to avoid damage to
the top brass bushing.
6. Invert rotor assembly and place it on a clean work

table.
7. Holding rotor can with both hands, press down until
Figure 4.30-13: Cleanable Oil Filter Assembly (Inline) can separates from rotor turbine.
Disassembly of Microspin P/N 489300 Centrifuge 8. Turn knurled can nut counterclockwise until it is free.
9. Remove turbine and baffle screen from turbine can.
! WARNING 10. Remove and replace rotor O-ring.
The oil supply valve must be

shut off before servicing the
Microspin centrifuge. Allow 2
minutes before proceeding with
servicing the Microspin
centrifuge to allow the rotor to
stop spinning and the oil
pressure to drop to zero.
1. Shut off oil supply valve. Wait 2 minutes for oil

pressure to drop to zero and rotor to stop spinning.
! WARNING
Oil and parts may be extremely

hot. Always use caution when
servicing the unit.
2. Loosen 3/4 in. (19 mm) nut and remove top cover
(see Figure 4.30-14). Separate cover from base and
expose turbine assembly.
3. Remove and replace O-ring.
4. Lift rotor assembly up 1 to 2 in. (25.4 to 50.8 mm) and
allow oil to drain from rotor turbine into body base.
Once oil stops draining from rotor assembly, lift it
straight up until it clears base shaft.
FORM 6284-4
4.30-7 © 8/2012
1 Cover
- 7 - Paper Insert
2 -
Oil Ring 8 - Baffle Screen
1 3 -
Rotor Assembly Assembly
4 -
Base 9 - Rotor Turbine
5 -
Can Nut (top 10 - Assembly Diagram
marked “hand- 11 - Sub Assembly
2
tighten”) Diagram
6 - Rotor Can
3 Cleaning of Microspin Centrifuge (P/N 489300)

10
1. Remove paper insert from rotor can by inserting a
narrow flat tool between paper insert and rotor can.
Run tool around inside of can and remove paper
insert. Clean contaminant buildup in rotor can and
insert a new paper insert.
4
NOTICE
Remove O-rings prior to placing parts in the solvent
tank to prevent damage to equipment.
5
! WARNING
6 Always read and comply with
the manufacturer’s instructions
and warnings on the container
7 when using cleaning solvent.
11 heat or flame. Always use
8 approved cleaning solvents in a
2 gasoline, paint thinners or other
cleaning.
9
2. Clean baffle screen assembly, rotor turbine, rotor
can, covers and jets in a suitable solvent tank.
Figure 4.30-14: Service and Cleaning of Microspin

Centrifuge (P/N 489300)
FORM 6284-4
4.30-8 © 8/2012
Assembly of Microspin Centrifuge (P/N 489300) 6. Position unit on a clean work table and remove
1. Install baffle screen and new O-ring onto turbine. knurled can nut from rotor assembly.
NOTICE NOTICE
The knurled can nut must be tightened hand-tight only, Use caution during disassembly to avoid damage to
or damage to equipment could result. the brass bushings.
2. Position rotor can with a new paper insert onto 7. Invert rotor assembly and place it on a clean work
turbine rotor (see Figure 4.30-14). Secure with table.
knurled can nut – hand-tighten only. 8. Holding rotor can with both hands, press down until
3. Position turbine rotor assembly onto base (over base can separates from rotor.
shaft). Verify rotor spins freely.
Cleaning Microspin Centrifuge (P/N 489189)
4. Install top cover onto base using a new O-ring.
1. Remove paper insert from rotor can by inserting a
Secure with hex nut and tighten to 3/4 in. (19.05 mm).
narrow flat tool between paper insert and rotor can.
5. Open oil supply valve to start centrifuge. Check for Run tool around inside of can and remove paper
oil leaks. insert. Clean contaminant buildup in rotor can and
insert a new paper insert.
Disassembly of Microspin Centrifuge (P/N 489189)
NOTICE
! WARNING
Remove rubber O-rings prior to placing parts in the
The oil supply valve must be solvent tank to prevent damage to equipment.
shut off before servicing the
Microspin centrifuge. Allow 2
minutes before proceeding with ! WARNING
servicing the Microspin
centrifuge to allow the rotor to Always read and comply with
stop spinning and the oil the manufacturer’s instructions
pressure to drop to zero. and warnings on the container
when using cleaning solvent.
Oil and parts may be extremely
hot. Always use caution when
servicing the unit.
heat or flame. Always use
approved cleaning solvents in a
gasoline, paint thinners or other
cleaning.
1. Loosen and remove side bell clamp (see Figure
4.30-11).
2. Clean baffle screen assembly, rotor and jets.
2. Clean baffle screen assembly, rotor turbine, rotor
Replace O-ring if necessary.
can, covers and jets in a suitable solvent tank.
3. Turn bell knob counterclockwise until it is free.
Assembly of Microspin Centrifuge
4. Grasp top bell knob and remove bell housing from
base (this will expose rotor assembly). 1. Install baffle screen and new O-ring on turbine rotor.
5. Lift rotor assembly up 1 to 2 in. (25.4 to 50.8 mm) and
NOTICE
allow oil to drain from rotor turbine into body base.
Once oil stops draining from rotor assembly, lift it The knurled can nut must be tightened hand-tight only,
straight up until it clears base shaft. or damage to equipment could result.
FORM 6284-4
4.30-9 © 8/2012
2. Position rotor can with new paper insert on turbine 3. Position turbine rotor assembly onto base (over base
rotor (see Figure 4.30-11). Verify side of knurled can shaft). Verify rotor spins freely.
nut marked “TOP” or “UP” is on top (see Figure 4. Install bell housing onto base (use new O-ring).
4.30-15). Secure rotor can with knurled can nut – Secure with bell knob – hand-tighten only.
hand-tighten only.
5. Install and hand-tighten bell housing clamp finger-
tight.
6. Retighten bell knob – hand-tighten only.
1 2
7. Open oil supply valve to start centrifuge. Check for
oil leaks.
Figure 4.30-15: Can Nut – Side View
1 - Marked “Top” or 2 - Bevel

“Up”
FORM 6284-4
4.30-10 © 8/2012
2
1
Figure 4.30-16: Oil Cooler Assembly
1 - Inlet Bonnet 5 - Rear Bonnet

2 - Flat Gasket 6 - Packing Seals
3 - Tube Bundle Assembly 7 - Outer Oil Cooler Shell
4 - Drain Plug 8 - Drain Plug
SHELL AND TUBE OIL COOLER The oil cooler can be completely disassembled for
MAINTENANCE service (see Figure 4.30-16). The major parts consist of:
• Outer shell with welded oil connections.
Inspect the oil cooler regularly. Plugged tubes or scale
deposits inhibit the flow of coolant which reduces oil • Inlet bonnet with water connections.
cooling effectiveness. Clean the oil cooler if an increase • Rear bonnet to reverse the water flow.
in oil temperature cannot be traced to a malfunctioning
• Tube bundle assembly.
auxiliary water pump, a faulty thermostat or excessive
engine load.
Using clean, deionized water in the cooling systems will
reduce the need to periodically clean the oil cooler.
Clean the oil cooler whenever the cooling system is
cleaned. Drain the oil at each oil change.
FORM 6284-4
4.30-11 © 8/2012
The tube bundle assembly fits inside the outer shell of • Use a high-pressure water jet.
the oil cooler. The tubes are water passageways
secured to a fixed tubesheet at the inlet bonnet end. The ! WARNING
tubesheet is held in place between the inlet bonnet and
a protruding flange on the oil cooler shell at the inlet Use of mechanical removal
bonnet end. The opposite end of the tube bundle is held equipment may cause flying
in place by pressure between the rear bonnet and the debris. Wear protective eye and
packing seals, which encircle the rear tubesheet. face shields, gloves and
1. To ensure proper reassembly, mark flanges on inlet coveralls.
and rear bonnets, both ends of outer shell and tube
sheet.
2. Remove both inlet and rear bonnets to provide • Use scrapers, rotating brushes or other
access to tube bundle. mechanical means. Nylon brushes are preferred
3. Avoid damaging tube bundle assembly when over wire brushes if mechanically cleaning copper
removing it from outer shell. Protect tube ends from alloy tubes.
damage. After removal from outer shell, support tube
bundle on tubesheets. NOTICE
4. Protect all gasket and seal surfaces. If drills are used to open up tubes that are completely
5. Clean oil cooler by either mechanical or chemical plugged, use extreme caution to avoid drilling into the
means. Selected method largely depends upon type wall of the tube.
of deposit and materials available. Any of the
following methods may be considered: 6. Use only cold fluid for pressure testing. Hydraulic
• Backflushing. pressure may be used to locate split tubes or leaking
tubesheet joints. Test rings are required on
• Circulate hot oil wash or light distillate to remove removable tube bundles in order to locate leaks.
sludge or other soft deposits.
7. Use a suitable roller-type tube expander to tighten
• Circulate hot fresh water to remove soft salt loose tube joints. Do not roll tubes that are not
deposits. leaking, otherwise the tube wall will be unnecessarily
• Commercial cleaning compounds may be used to thinned.
remove sludge or scale not removed by above
methods. If such compounds are used, check NOTICE
material compatibility to avoid possible damage.
Do not blow steam through individual tubes; localized
! WARNING overheating can result in expansion strain.
High-pressure water jets can be NOTE: Fractured tubes or those that cannot be sealed
dangerous. Never point the jet in on the ends may be plugged, although some cooling
the direction of a person. Avoid performance will be lost.
spraying loose objects. They
may become propelled by the 8. When reassembling oil cooler, use new flat gaskets
force of the jet. Wear (P/N 209089 and 209088) and new packing seals
appropriate protective safety (P/N 209095) (see Figure 4.30-16). Be sure that the
equipment, such as face shield, gaskets and seals are properly positioned before
coveralls, gloves, head gear and any attempt is made to retighten bonnet bolts.
steel-toed shoes.
FORM 6284-4
4.30-12 © 8/2012
All external bolting may require retightening after Tighten bolts on inlet bonnet side to 60 ft-lb (81 N·m)
installation and when oil cooler first reaches its normal lubricated. The required torque on rear bonnet bolts is
operating temperature. Bolted joints should be tightened 18 ft-lb (24 N·m) lubricated; apply only sufficient torque
uniformly and in pattern shown in Figure 4.30-17 Oil to stop weeping. Over-tightening may damage packing
Cooler Bonnet Bolt-Tightening Sequence on page 4.30- seals.
13.
1 7
6 3
4 5
8 2
Figure 4.30-17: Oil Cooler Bonnet Bolt-Tightening

Sequence
FORM 6284-4
4.30-13 © 8/2012
TEMPERATURE
CONTROL VALVE
A
T-CONNECTION B
ENGINE
C
OIL COOLER
ENGINE OIL
HEADER
OIL
PUMP
OIL
FILTE R
ENGINE OIL
SUMP
PRELUBE/POSTLUBE
PUMP
CHECK
VALVE
T-CONNECTION
Figure 4.30-18: External Oil Schematic
The prelube function is necessary to purge the 2. Run prelube system for a full 5 minutes before each
lubrication system of air and to ensure that all moving engine start to ensure that all moving parts,
parts, especially the turbochargers, are properly especially turbochargers, are properly lubricated
lubricated before the engine is started. The postlube (special attention must be given to new
function ensures that sufficient heat is removed from the turbochargers or those that have been stored).
engine after shutdown; important in preventing damage 3. Postlube engine for a full 5 minutes after every
to the turbochargers. Figure 4.30-18 depicts the shutdown. Sufficient heat must be removed from the
recommended configuration of the Prelube/Postlube turbochargers so carbon coking damage does not
Systems. occur. Postlube function should be automatically
initiated upon main gas shutdown.
PRELUBE / POSTLUBE SYSTEM
ELECTRIC PRELUBE MOTOR
PRELUBE / POSTLUBE SPECIFICATIONS
Electric prelube motors are permanently lubricated and
1. Verify prelube/postlube system complies with the do not require periodic lubrication.
following specifications:
• Pressure: 5 psi (34.5 kPa)
• Flow: 5.6 gpm (21.2 L/min)
NOTE: With standby engines used for emergency
power generation, set the timer so that the automatic
prelube system runs for a full 5 minutes every hour that
the engine is not running.
FORM 6284-4
4.30-14 © 8/2012
SECTION 4.35
EXHAUST SYSTEM MAINTENANCE


BACKPRESSURE MEASUREMENT
Measure exhaust system backpressure once a year.
1. Backpressure is measured after the turbochargers
and before the silencer or catalytic converter. The
measuring point should be away from any bend or
elbow in the customer-supplied exhaust piping.
2. Remove pipe plug from exhaust elbow and install
tubing connector (see Figure 4.35-1 and Figure
4.35-2). Manometer line fitting must not protrude
Figure 4.35-2: Exhaust Outlet Pipe Plugs
beyond inside surface of exhaust pipe or an
inaccurate reading may result. 3. Attach one end of manometer onto tubing connector.
Opposite end of manometer should be open to
atmosphere.
4. Measure exhaust backpressure at rated speed and
load. Maximum allowable backpressure is 15 in.
(381 mm) of water volume at 1,800 rpm and full load.
Reduce 1.0 in. (25 mm) water column for each
100 rpm reduction. Do not apply reduction beyond a
minimum exhaust system backpressure of 4 in.
(102 mm) water column.
Excessive exhaust backpressure may be due to one
or more of the following conditions:
• Undersized piping
• Elbows, bends or sudden enlargements in piping
• Plugged catalytic converter
• Pipe obstructions
Figure 4.35-1: Exhaust Outlet Pipe Plug • Exit losses
5. Remove manometer and install pipe plug in exhaust
elbow after test is completed.
FORM 6284-4
4.35-1 © 8/2012
FORM 6284-4
4.35-2 © 8/2012
SECTION 4.40
CRANKCASE BREATHER SYSTEM MAINTENANCE
Before performing any service, maintenance or repair 2. Pry screen from cover and remove foam.
RIGGING AND LIFTING ENGINES on page 1.10-1. ! WARNING
CRANKCASE BREATHER SYSTEM Never use your hand to check

for leaks or determine airflow
NOTE: After cleaning, servicing or replacing any
rates when using compressed
component of the crankcase breather system, recheck
air. Compressed air can pierce
the crankcase pressure to verify that it is within
the skin.
specification and that all system components are
functioning properly. Wear protective equipment to
protect your skin. Wear safety
OIL SEPARATOR MAINTENANCE glasses to shield your eyes from
flying dirt and debris.
Clean oil separator at each oil change. Use the following
procedure.
1. Disconnect breather plumbing from separator as
required. Release two latches on separator and 3. Hand-wash foam in detergent solution and wring dry
remove cover (see Figure 4.40-1). by hand.
4. Install foam in retaining screen.
Figure 4.40-1: Breather Oil Separator
FORM 6284-4
4.40-1 © 8/2012
FILTER ELEMENT REPLACEMENT F18 GL AND H24
GL CLOSED BREATHER SYSTEM
NOTE: Replace the filter element every 3 months. 1
1. To replace filter element, pull up on latching
mechanisms while holding oil separator bottom half
Figure 4.40-3: Oil Separator Filter Element
1 - O-Ring 2 - Filter Element

3 NOTE: All F18 GL and European H24 GL engines use
replaceable filter element P/N 489604. Standard H24
2 GL engines use replaceable filter element P/N 489605.
3. Install new filter element into oil separator. Make
Figure 4.40-2: Oil Separator sure O-ring is installed and seated properly.
4. Install and “latch” bottom half of oil separator onto
1 - Top Half 3 - Bottom Half
top half.
2 - Latching
Mechanism
CRANKCASE PRESSURE
2. Remove oil separator bottom half and filter element
(see Figure 4.40-3). CRANKCASE PRESSURE CHECK
NOTE: Measure the crankcase pressure at least once
every 3 months (2,160 hours).
Table 4.40-1: Crankcase Pressure Specifications
CRANKCASE ADJUSTMENT LIMITS

PRESSURE
Open system zero to +3.0 in. (+76 mm) H2O
Closed system -3.0 in. (-76 mm) to zero H2O
NOTE: G, GL and IMPCO carburetor GLD engines use

a baffle box located on the side of the crankcase. Attach
manometer to port in baffle box.
1. Remove 1/4 in. NPT pipe plug and install manometer
tube adapter (see Figure 4.40-4, Figure 4.40-5,
FORM 6284-4
4.40-2 © 8/2012
Figure 4.40-4: F18 / H24 GL / GLD Baffle Box

Figure 4.40-6: F18 / H24 Current Oil Separator Tube
NOTE: GSID and GLD (Deltec carburetor) engines do
not contain a baffle box. Install the manometer onto the
upper or lower breather tube (depending on engine
model) located on the gear housing.
Figure 4.40-7: L36 / P48 Lower Oil Separator Tube

2. Connect one end of a water manometer to the
connector and vent the free end to the atmosphere.
Figure 4.40-5: F18 / H24 Previous Oil Separator Tube The manometer line must not protrude beyond the
inner surface of the gauge support or an inaccurate
reading may result (see Figure 4.40-8).
1
2
4
Figure 4.40-8
1 - Vent 3 - Manometer
2 - Shutoff Valves 4 - To Crankcase
FORM 6284-4
4.40-3 © 8/2012
3. Measure the crankcase pressure and perform all
pressure adjustments while the engine is operating
at rated speed and load (see Crankcase Pressure
Adjustment on page 4.40-4).
NOTE: Crankcase pressure can only be adjusted on
engines that contain either a breather ejector or a
previous model closed breather (contained butterfly
valve). Excessive pressure may be a result of improper
adjustment and may also be an indicator of excessive
blowby due to wear problems within a cylinder.
4. Remove the manometer line and tube connector.
Install the pipe plug.
BREATHER EJECTOR ADJUSTMENT

NOTE: Before starting a new or rebuilt engine, turn the
adjusting valve 3/4 open. After starting the engine, install Figure 4.40-9: F18 / H24 Ball Valve Assembly
a water manometer. Adjust valve if crankcase pressure
is outside limits (see Table 4.40-2).
Table 4.40-2: Crankcase Pressure Specifications
CRANKCASE ADJUSTMENT
PRESSURE LIMITS
Open system zero to +3.0 in (+76 mm) H2O
Crankcase Pressure Adjustment

GL engines have an optional breather ejector system
with an adjusting valve.
The breather ejector assembly employs turbocharger
compressor discharge air to create a vacuum to pull
vapors out of the crankcase. The vapors are pulled
Figure 4.40-10: L36 / P48 Ball Valve Assembly
through the oil separator and discharged into the
atmosphere through the exhaust stack. 1. Run engine at rated speed and load.
The amount of air forced through the breather ejector 2. Locate ball valve in breather ejector assembly (see
controls the amount of vacuum drawn. The more air, the Figure 4.40-9 and Figure 4.40-10).
greater the vacuum. The greater the vacuum, the higher 3. Slowly open valve until recommended negative
the negative pressure in the crankcase. crankcase pressure is obtained.
Crankcase pressure is manually adjusted by turning the 4. Remove engine load.
ball valve (see Figure 4.40-9 and Figure 4.40-10).
5. Measure crankcase pressure again. Readjust ball
valve if it is not within specification.
6. Retest at rated speed and load. If crankcase
pressure is within specification, remove handle to
prevent inadvertently changing valve setting.
CLOSED BREATHER BUTTERFLY VALVE

ADJUSTMENT
1. Install water manometer to measure crankcase
pressure.
2. Run engine at rated speed and load.
FORM 6284-4
4.40-4 © 8/2012
NOTE: When adjusting valve lever is parallel with Table 4.40-3: Crankcase Pressure Specification
breather tubing, valve is wide open. When the lever is
perpendicular with tube, valve is in full-closed position CRANKCASE
ADJUSTMENT LIMITS
(see Figure 4.40-11 and Figure 4.40-12). PRESSURE
4. Remove engine load.

5. Measure crankcase pressure again. Adjust valve as
necessary.
CRANKCASE BREATHER REGULATOR –

CLEANING AND INSPECTION
The crankcase vacuum regulator assembly is above the
oil separator and connected to the venturi extractor
through a tee and pipe nipple arrangement (see Figure
4.40-13).
Figure 4.40-11: F18 / H24 Breather System Adjusting

Valve
2 Figure 4.40-13: Vacuum Regulator Location

While there is no manual adjustment of the crankcase
vacuum regulator, it should be inspected annually for an
accumulation of dirt or grit. Harsh environments may
dictate more frequent attention.
Figure 4.40-12: L36 / P48 Breather System Adjusting
Valve ! WARNING
1 - Setscrew 2 - Adjusting Valve
Never use your hand to check
NOTE: All L36/P48 engines use a slotted head for leaks or determine airflow
setscrew to hold the adjusting valve’s butterfly valve in rates when using compressed
place (see Figure 4.40-12). air. Compressed air can pierce
3. With engine running under normal operating the skin.
conditions, open valve until recommended negative Wear protective equipment to
crankcase pressure is obtained. protect your skin. Wear safety
glasses to shield your eyes from
FORM 6284-4
4.40-5 © 8/2012
1. Thoroughly wash all parts in a nonvolatile cleaning 2. Inspect regulator housing for cracks.
solution or solvent to remove accumulations of dust, 3. Inspect regulator rod for scratches or burrs.
dirt, grease and grit (see Figure 4.40-14). Dry with
low-pressure compressed air. 4. Inspect O-ring for cuts, tears or loss of elasticity.
5. Inspect valve plate for nicks, cracks or damage.
NOTICE
If replacement of the vacuum regulator housing or
1 valve assembly is necessary, be sure to order the
correct part numbers. Since airflow requirements vary
between engine models and applications, the
housings and valves are sized or weighted differently
and are not interchangeable.
2 6. Replace any damaged or worn parts.

7. Verify valve plate and hub move freely on rod.
REGULATOR FOAM CLEANING AND INSPECTION

3
The closed breather design for the L36/P48 GLD and
GSID engines allows a slight negative pressure to be
4 maintained in the engine crankcase. Due to the draw-
thru carburetion, the crankcase is vented to the air
cleaner.
A breather regulator containing an open-cell foam air
5 cleaner (see Figure 4.40-15) is installed on the separator
inlet tube.
Figure 4.40-14: Vacuum Regulator Assembly
1 - Housing 5 - Valve Hub

2 - Rod 6 - O-Ring
3 - E-Clip 7 - Screen
4 - Valve Plate 8 - Locknut Figure 4.40-15: L36 / P48 GLD Breather Regulator
FORM 6284-4
4.40-6 © 8/2012
Clean the regulator foam at each oil change. Use the
! WARNING
following procedure.
1. Wash foam in a detergent solution and wring dry by
Never use your hand to check
hand (see Figure 4.40-16).
for leaks or determine airflow
rates when using compressed
air. Compressed air can pierce
the skin.
1
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
2
2. Thoroughly wash all parts (other than foam) in a
nonvolatile cleaning solution or solvent to remove
accumulations of dust, dirt, grease and grit. Dry with
low-pressure compressed air.
3. Inspect regulator housing for cracks.
3
4. Inspect regulator rod for scratches or burrs.
5. Inspect O-ring for cuts, tears or loss of elasticity.
6. Place foam in retaining screen.
4 7. Replace damaged or worn parts.
8. Verify valve plate and hub move freely on rod.
5 9. Press screen and foam into cover.
CRANKCASE PRESSURE RELIEF VALVE

6
MAINTENANCE – L36 / P48
! WARNING
7
Never operate the engine
without all relief valves on the
! engine. The ability of the system

to function is dependent upon
the proper number of valves.
8
9 NOTICE
Only exercise the valve after the engine has been shut
Figure 4.40-16: Breather Regulator Assembly down and allowed to cool.
1 - Housing 6 - O-Ring
2 - Rod 7 - Air Filter
3 - Valve Hub 8 - Screen
4 - Valve Plate 9 - Locknut
5 - E-Clip
FORM 6284-4
4.40-7 © 8/2012
The crankcase pressure relief valves are an important
part of the engine protection system and must be
properly maintained (see Figure 4.40-17).
Figure 4.40-17
An explosion may occur when a localized hot spot brings
the oil mist above the flash point temperature
(approximately 375° – 480°F [191° – 249°C]). If the
crankcase is not fitted with the proper type and number
of relief valves, or if these relief valves are not properly
maintained, the inspection doors may be blown off and
a secondary explosion of greater intensity might take
place, resulting in personal injury or damage to property.
NOTE: Placement of the pressure relief valves may
vary due to other engine-mounted accessories.
There are a number of seals and O-rings on the shaft
and valve assembly that may leak over time if not
maintained. Exercise and inspect the crankcase
pressure relief valves annually to ensure that they are in
proper working condition.
Pressure Relief Valve Exercise Procedure:
1. Shut down engine and allow it to cool.
2. Lift valve off its seat to verify that plate is free to move.
3. Lubricate shaft with grease to ensure valve will move
freely in the event it is needed.
FORM 6284-4
4.40-8 © 8/2012
SECTION 4.45
STARTING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair AIR / GAS STARTER MAINTENANCE
AND LIFTING ENGINES on page 1.10-1 and the AIR STARTER LUBRICATOR
The air/gas starter is equipped with an inline lubricator
(see Figure 4.45-2 and Figure 4.45-3). When operating
ELECTRIC STARTER MAINTENANCE correctly, the inline lubricator will provide a light oil vapor
Inspect the starting circuit to make sure that all at the starter exhaust (about 1 to 3 drops per second).
connections are clean and tight. Check for worn or
damaged insulation on the wires (see Figure 4.45-1).
Figure 4.45-1: Electric Starter Motor
! WARNING
Battery fluid is a sulfuric acid

solution. Wear appropriate,
! protective, personal equipment

and do not allow battery fluid to
contact skin, eyes or clothing.
Do not allow smoking or open
flame in battery charging areas.
Always disconnect the battery
ground connection before
performing any work on an
engine or equipment. This
prevents sparks or burns if an
electrical connection is shorted.
FORM 6284-4
4.45-1 © 8/2012
ALTERNATOR
Inline engines have an optional 24-volt alternator that is
1 driven off the front crankshaft pulley. This alternator can
be used to run accessories or to recharge starting
system batteries (see Figure 4.45-4).
Figure 4.45-2: L36 / P48 Air / Gas Starter
1 - Lubricator 2 - Air/Gas Starter
1
Figure 4.45-4
The alternator is driven with two drive belts to increase
belt life and ensure reliability.
2 NOTE: These belts are a matched set and must be
replaced as a pair to ensure proper operation.
BATTERY CONNECTION
1. When connecting a battery and alternator, make
certain the ground polarity of the battery and the
ground polarity of the alternator are the same.
2. When connecting a booster battery, always connect
the negative battery terminals together and the
Figure 4.45-3: F18 / H24 Air / Gas Starter positive battery terminals together.
1 - Oil Reservoir 2 - Lubricator 3. When connecting a charger to the battery, connect
the charger positive lead to the battery positive
NOTE: Above 32°F (0°C), keep the inline lubricator terminal first. The charger negative lead to the
reservoir filled to the proper level with SAE 10W oil. Use battery negative terminal is connected last.
No. 2 Diesel Oil when ambient temperatures fall below
32°F (0°C). DO NOT OVERFILL. 4. Never operate the alternator with an open circuit.
Make certain all connections in the circuit are secure.
NOTE: Air-storage reservoirs for air-starting systems
5. Do not short across or ground any of the alternator
should be blown down at least once each day. This is
terminals.
necessary to prevent the buildup of water in the tanks
and eliminate or at least reduce the formation of rust and 6. Do not attempt to polarize the alternator.
scale in the air-starting system. Also, the air piping of the
starting system should include at least one drain cock. ALTERNATOR SERVICING
Before starting the engine, bleed off some of the The frequency of inspection is determined largely by the
compressed air to help keep moisture from condensing type of operating conditions. High-speed operation, high
inside the air-starting system. temperatures, and dust and dirt all increase the wear of
brushes, slip rings and bearings.
FORM 6284-4
4.45-2 © 8/2012
At regular intervals, inspect the terminals for corrosion
and loose connections. Inspect the wiring for frayed
insulation. Inspect the mounting bolts for tightness, and
the belt for alignment, proper tension and wear. Belt
tension should be adjusted on a routine basis.
When adjusting belt tension, apply pressure against the
stator laminations and between the end frames and not
against either end frame.
ALTERNATOR NOISE
Noise from an alternator may be caused by worn or dirty
bearings, loose mounting bolts, a loose drive pulley, a
defective diode, or a defective stator. Inspect for any of
these causes and repair or replace as necessary.
ALTERNATOR V-BELT TENSION Figure 4.45-5: Alternator Belt Adjustment
1. Loosen locknut on upper end of adjusting rod (see

Figure 4.45-5).
1
2
Figure 4.45-6: Alternator Belt Adjustment – Front View
1 - Adjusting Rod 3 - Lower Nut

2 - Locknut 4 - Adjusting Bolt
2. Loosen adjusting bolt on alternator (see Figure NOTE: Greater tension should be applied to new belts
4.45-6). to compensate for tension loss which occurs during
3. Adjust belt tension by turning lower nut located on break-in.
adjusting rod (see Figure 4.45-6). 4. When desired belt tension is reached, tighten
adjusting rod locknut and adjusting bolt.
FORM 6284-4
4.45-3 © 8/2012
V-BELT MAINTENANCE
! WARNING
Always stop the unit before

cleaning, servicing or repairing
the unit or any driven
equipment.
NOTE: To avoid belt damage, always loosen the

alternator pulley before attempting to install a belt. Never
pry a belt over a pulley.
1. Always use new, matching belt sets.
2. When replacing belts, always replace the entire set
of belts, not just the ones that look worn. This will
ensure proper belt operation.
3. To check belt tension, depress the belt with your
fingers. A tensioned belt will feel alive and springy.
Belts that are too tight will not deflect and loose belts
will feel dead.
4. Keep belts at the proper tension. New belts will
stretch shortly after installation. Loose belts will slip,
causing power loss and heat buildup. Belts that are
too tight will deteriorate rapidly and wear out engine
shaft bearings.
FORM 6284-4
4.45-4 © 8/2012
SECTION 4.50
ENGINE PROTECTION SHUTDOWN SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1, RIGGING 1
AND LIFTING ENGINES on page 1.10-1 and the
ENGINE PROTECTION SHUTDOWN

SYSTEM MAINTENANCE
Maintenance of the engine protection system is
generally limited to visual inspection of components.
! WARNING 2
Switches for alarms and

automatic engine shutdown
!
Figure 4.50-1: L36 / P48 Thermocouple Connections
must be supplied by the
customer. The sensors 1 - Thermocouple 2 - Quick Disconnect
provided are for measuring and
monitoring temperatures and
WILL NOT shut the engine down
if potentially harmful
temperatures are reached.
K-TYPE THERMOCOUPLE INSPECTION
NOTICE
Thermocouples can be extremely hot. Allow engine to
cool prior to handling thermocouple.
1. Inspect thermocouples to verify they are securely

seated (see Figure 4.50-1, Figure 4.50-2 and Figure
4.50-3). Figure 4.50-2: Exhaust Manifold Thermocouple
FORM 6284-4
4.50-1 © 8/2012
Figure 4.50-3: L36 / P48 Thermocouple Figure 4.50-5: L36 / P48 Manual Shutdown Lever
2. Inspect connecting cables and wires for loose
connections, broken wires or insulation. PRESSURE AND TEMPERATURE SWITCH
CALIBRATION
MANUAL SHUTDOWN LEVER MAINTENANCE Calibrating and testing pressure and temperature
switches should be performed by qualified service
! WARNING technicians every 90 days.
Always ensure that the fuel gas RECOMMENDED SHUTDOWN SETPOINTS

shutdown. OIL HEADER PRESSURE
The switch gauge monitors engine oil pressure at the
main oil gallery. This switch gauge is adjusted so that the
contacts close when the engine oil pressure falls below
the specified point.
Inspect the manual shutdown lever for proper operation
(see Figure 4.50-4 and Figure 4.50-5). With the engine F18 / H24:
running under no load, move the lever to the CLOSED
position. The engine should return to idle speed. Normal Pressure: 67 – 83 psi (462 – 572 kPa)
Alarm: 40 psi (276 kPa)
Shutdown: 35 psi (241 kPa)
Figure 4.50-4: F18 / H24 Manual Shutdown Lever
FORM 6284-4
4.50-2 © 8/2012
L36 / P48: 176 BMEP Optional Temperature Cooling System
Normal Pressure: 66 – 82 psi (460 – 570 kPa) Normal Pressure: 210° – 265°F (99° – 130°C)
Alarm: 40 psi (290 kPa) Alarm: 5°F (3°C) above design temperature
Shutdown: 35 psi (241 kPa) Shutdown: 10°F (5.5°C) above design temperature
OIL HEADER TEMPERATURE 200 BMEP Cooling System (GLD Only)
This switch gauge is adjusted so that the contacts close Normal: 210°F (99°C) for continuous duty
when oil temperature exceeds a specified setpoint. Alarm: 10°F (5.5°C) above design temperature
Shutdown: 15°F (8.5°C) above design temperature
176 BMEP ENGINES, NORMAL TEMPERATURE
INTAKE MANIFOLD TEMPERATURE
Normal oil temperature reflects jacket water
temperatures of 180°F (82°C) and intercooler Monitors intake manifold charge temperature.
temperatures of 85° – 130°F (29° – 54°C). Depending on application, the switch gauge contacts
close when the intake manifold charge temperature
Normal: 170° – 195°F (77° – 91°C) exceeds the specified setpoint.
Alarm: 200°F (93°C)
Shutdown: 205°F (96°C) 176 BMEP Normal Intercooler Temperature
176 BMEP ENGINES, OPTIONAL TEMPERATURE With standard intercooler temperatures of 85° – 130°F
(29° – 54°C).
Optional oil temperature reflects jacket water
temperatures of 265°F (129°C) and/or intercooler Normal: Up to 10°F (5.5°C) above design I.C.
temperatures of 85° – 130°F (29° – 54°C). temperature
Alarm: 15°F (8.5°C) above design I.C. temperature
Normal: 170° – 195°F (77° – 91°C) Shutdown: 20°F (11°C) above design I.C. temperature
Alarm: 200°F (93°C)
Shutdown: 205°F (96°C) 176 BMEP Optional Intercooler Temperature
Optional intercooler temperatures of 131° – 176°F
200 BMEP ENGINES, NORMAL TEMPERATURE
(55° – 80°C).
(GLD ONLY)
Normal: Up to 10°F (5.5°C) above design I.C.
Normal oil temperature reflects jacket water
temperature
temperatures of 210°F (99°C) and intercooler
Alarm: 10°F (5.5°C) above design I.C. temperature
temperatures of 158° – 176°F (70° – 80°C).
Shutdown: 15°F (8.5°C) above design I.C. temperature
Normal: 190°F (88°C)
Alarm: 200°F (93°C) 200 BMEP Normal Intercooler Temperature (GLD
Shutdown: 205°F (96°C) Only)
With elevated intercooler temperatures of 158° – 176°F
JACKET WATER TEMPERATURE (70° – 80°C).
Jacket water temperature is monitored at the water Normal: Up to 10°F (5.5°C) above design I.C.
outlet header. This switch gauge is adjusted so that the temperature
contacts close when the jacket water temperature Alarm: 10°F (5.5°C) above design I.C. temperature
exceeds the specified setpoint. Shutdown: 15°F (8.5°C) above design I.C. temperature
176 BMEP Standard Cooling System
INTAKE MANIFOLD PRESSURE
Normal:
Contact Waukesha Sales Engineering.
• 180°F (82°C) for continuous duty
• 200°F (93°C) for intermittent duty ENGINE OVERSPEED SHUTDOWN
Alarm: 10°F (5.5°C) above design temperature SYSTEM OPERATION
Shutdown: 20°F (11°C) above design temperature The engine may be equipped with an optional overspeed
shutdown system. This system measures engine speed
from the ignition system. Waukesha adjusts the
shutdown speed to 15% over engine governed speed.
FORM 6284-4
4.50-3 © 8/2012
The control box for F18 and H24 engines is mounted on
the left rear mounting leg. The reset control is on the side
of the control box (see Figure 4.50-6). The reset button
must be depressed to restart the engine.
Figure 4.50-7: L36 / P48 Overspeed Shutdown
NOTICE
If the overspeed shutdown system trips, find and
Figure 4.50-6: F18 / H24 Overspeed Shutdown correct the cause before restarting the engine. Failure
to do so may damage the engine or driven equipment.
The control box for L36 and P48 engines is mounted on
the CEC Ignition Module mounting bracket. The reset
control is on the side of the control box (see Figure NOTE: If an optional switch gauge trips and shuts down
4.50-7). The reset button must be depressed to restart the engine, the overspeed switch will not require
the engine. resetting.
FORM 6284-4
4.50-4 © 8/2012
ROUTINE INSPECTION See MAINTENANCE SCHEDULE on page 4.60-1

for the recommended maintenance intervals.
Regularly inspect the engine during operation. Duplicate
the form shown in Table 4.50-1 Routine Inspection
Form on page 4.50-5 and use it to record the results
of regular inspections. By maintaining trend information
on the general condition of the engine, the necessary
corrective action can be taken when a problem first
becomes apparent. An early diagnosis will save money
and reduce downtime by preventing the development of
more serious problems.
Table 4.50-1: Routine Inspection Form
OPERATING INFORMATION INSPECTION RESULTS / CORRECTIVE ACTION

INSPECTION DATE
INSPECTOR’S ID / INITIALS HOUR METER READING
MONTH / DAY / YEAR
Oil Header Pressure
Jacket Water Outlet Temperature
Oil Header Temperature
Tachometer (rpm)
Fuel Meter Reading
Intercooler Water Temperature
Oil Cooler Water Temperature
Gas/Air Pressure
Intake Manifold Pressure
Unusual Noises/Vibration
Oil Leaks
Coolant Leaks
Exhaust O2%
Exhaust Backpressure
Backpressure Ignition Timing
FORM 6284-4
4.50-5 © 8/2012
FORM 6284-4
4.50-6 © 8/2012
SECTION 4.55
VALVE ADJUSTMENT

AND LIFTING ENGINES on page 1.10-1 and the 1
NOTICE
In any procedure where the rocker arms may have
been removed or disturbed, the cylinder head
replaced or if it is suspected that the valves may have
been adjusted incorrectly, do not rotate the crankshaft 2
until all rocker arm adjusting screws have been
completely backed off.
Shut the engine down and allow it to cool for at least 1
hour before adjusting the valves.
Figure 4.55-1: High-Tension Coil Lead
1 - Spark Plug Cover 2 - High-Tension Lead

ROCKER ARM COVER REMOVAL
Tube
STANDARD COIL 2. Remove four M10 hex nuts and flat washers and lift
1. Remove high-tension lead and spark plug cover rocker arm cover from cylinder head.
tube from cylinder head (see Figure 4.55-1).
FORM 6284-4
4.55-1 © 8/2012
VALVE ADJUSTMENT
FLANGE-MOUNTED COIL (CSA)
On engines equipped with flange-mounted shielded
ignition coils, the clearance between the rocker arm
cover and the access tube is extremely small. Tool P/N 1
472074 is used for cover removal. The tool consists of a
puller assembly and a disc. The disc is sized to fit on top
of the spark plug access tube (see Figure 4.55-2).
2 2
1
Figure 4.55-4
1 - CSA Flange- 2 - M8 x 20 mm
Mounted Coil Capscrews and
Lock Washers
3 3. Remove coil and spark plug extension from rocker
arm cover.
4. Remove four hex nuts and lock washers from rocker
arm cover (see Figure 4.55-5).
Figure 4.55-2: Rocker Cover Removal Tool
1 - M8 Capscrew 3 - Disc
2 - Puller
1. Disconnect high-tension lead from coil (see Figure
4.55-3).
Figure 4.55-5
Figure 4.55-3 5. Install disc on top of rocker arm cover and secure
with M8 capscrews (see Figure 4.55-6).
NOTICE
Do not use the ignition coil as a handle to lift the rocker
cover. The coil can be damaged. Always remove the
coil and spark plug extension before removing the
rocker cover.
2. Remove M8 x 20 mm capscrews from flange-

mounted ignition coil (see Figure 4.55-4).
FORM 6284-4
4.55-2 © 8/2012
VALVE ADJUSTMENT
1. Use barring device to rotate engine until #1 cylinder
is at Top Dead Center (TDC) during compression
stroke.
2
1 2. Loosen cylinder #1 rocker arm adjusting screws
2 4 1
1 3
Figure 4.55-6: Rocker Cover Removal Tool
1 - M8 Capscrew 3 - Disc
2 - Puller
6. Turn puller screw clockwise. Continue turning screw
until rocker arm cover is clear of recess tube.
7. Remove rocker arm cover.
VALVE ADJUSTMENT
NOTE: Top Dead Center (TDC) is marked on the
flywheel and can be observed through the timing hole on
the left side of the flywheel housing. The compression
stroke can be determined by checking the rocker arms
Figure 4.55-7: Rocker Arm Adjusting Screws
on that cylinder for looseness (all four valves closed). If
the rocker arms are tight and valve crossover is 1 - Adjusting Screw 3 - Fixed Side
incorrect, rotate the crankshaft one complete revolution 2 - Crossbar 4 - Rocker Arm
and repeat Step 1.
FORM 6284-4
4.55-3 © 8/2012
VALVE ADJUSTMENT
3. Push down on fixed side of crossbar. Hold down and Table 4.55-1: Valve Clearance
turn crossbar adjusting screw clockwise until contact
VALVES CLEARANCE
with valve stem is made (see Figure 4.55-8).
Intake Valves (Cold) 0.008 in. (0.20 mm)
Exhaust Valves (Cold) 0.026 in. (0.66 mm)
1
7. Turn valve clearance adjustment screw until it
2 contacts push rod socket. Feeler gauge should be
snug between crossbar and rocker arm (see Figure
4.55-8).
8. Tighten locknut. Do not allow valve clearance
7 adjustment screw to move.
9. Repeat procedure for remaining valves on cylinder
#1.
3 The valve adjustment order by cylinder is:
3 F18 - 1 5 3 6 2 4
2
H24 - 1 4 2 6 8 5 7 3
4 L36 - 1R 6L 5R 2L 3R 4L 6R 1L 2R 5L 4R 3L
P48 - 1R 1L 4R 4L 2R 2L 6R 6L 8R 8L 5R 5L 7R 7L
3R 3L
7 10. Repeat adjustment procedure for all other cylinders.
Make sure the correct adjustment order is followed.
5
ROCKER ARM COVER INSTALLATION
1. Install O-ring gasket in rocker arm cover. Apply
gasket adhesive to O-ring (to secure in place during
6 installation).
2. Install rocker arm cover and secure with M10 hex
Figure 4.55-8: Rocker Arm Adjustments nuts (Grade 10) and washers (see Figure 4.55-9).
Tighten to 29 ft-lb (39 N·m).
1 - Crossbar 5 - Rocker Arm
Adjustment 6 - Valve Clearance
2 - Exhaust Valve Adjustment
3 - Measure Gap With 7 - Intake Valve
Feeler Gauge
4 - Crossbar
4. Verify crossbar is making contact with both valves
(at same time).
5. Tighten crossbar adjustment locknut while keeping
adjusting screw from turning. Support crossbar to
maintain contact with both valves while tightening
locknut.
6. Insert feeler gauge between crossbar and rocker
arm (see Table 4.55-1). Make sure correct size
feeler gauge is used (see Figure 4.55-8).
Figure 4.55-9
FORM 6284-4
4.55-4 © 8/2012
VALVE ADJUSTMENT
NOTICE
1
Ignition coils that are improperly grounded can cause
misfiring. Make sure CSA coils are installed with three
M8 x 20 mm capscrews that are properly tightened.
NOTE: When installing flange-mounted CSA coils,

position them on the rocker arm cover so the key way on
the cannon plug will align with the ignition lead, without
excessive twisting of the lead. 2
3. CSA – Install flange-mounted coil (use new O-ring)
and secure with M8 x 20 mm capscrews and
washers. Tighten capscrews to 16 – 17 ft-lb (21.6 –
23.0 N·m) (oiled threads) (see Figure 4.55-10).
Figure 4.55-12
1 - Spark Plug Cover 2 - High-Tension Lead

Tube
Figure 4.55-10
1 - CSA Flange- 2 - M8 x 20 mm
Mounted Coil Capscrews and
Lock Washers
4. CSA – Connect high-tension lead to flange-mounted
coil (see Figure 4.55-11).
Figure 4.55-11
5. Non-CSA– Install high-tension lead and spark plug
cover tube onto spark plug (see Figure 4.55-12).
FORM 6284-4
4.55-5 © 8/2012
VALVE ADJUSTMENT
FORM 6284-4
4.55-6 © 8/2012
SECTION 4.60
MAINTENANCE CHART
! WARNING
Failure to observe the

maintenance schedule listed
! below could result in severe

personal injury or death.
Table 4.60-1: Routine Maintenance Chart
8,760 HOURS OR ANNUALLY

DAILY OR AS REQUIRED
2,100 HOURS
4,200 HOURS
ITEM SERVICE
Air Cleaner Filter Element Clean or Replace •

Air Cleaner Precleaner Element Clean •
Air Starter Lubricator Fill •
Control Rod Ends and Linkage Lubricate •
Cooling Systems Level Check •
Crankcase Oil Level Check •
Engine Oil (continuous duty) – High Capacity Oil Pan Analyze at 1000 hours •
Engine Oil (continuous duty) GSID, GSI – High Capacity Oil
Change at 1500 hours •
Pan*
Engine Oil (continuous duty) GL, GLD – High Capacity Oil
Change •
Pan*
Ignition Cables – Primary and Secondary Connections Inspect •
Belt Tension Inspect/Readjust •
Air/Fuel Ratio Devices Adjust •
Oil Cooler (Oil Side) Drain at Oil Change •
FORM 6284-4
4.60-1 © 8/2012

2,100 HOURS
4,200 HOURS
ITEM SERVICE
Oil Filter Elements and Seals Change at Oil Change •

Valve Clearance Adjust •
Governor Compensating Needle Valve Adjust •
Ignition Magneto Drive Coupling Replace •
Cooling Water Analysis Check •
Crankcase Pressure Check/Replace Breather Filter •
Engine Protection Devices Calibrate/Test •
Ignition Timing – Magneto Check •
Magnetic Plug – Turbo Supply Clean •
Spark Plugs Replace •
Cooling System – Jacket Water and Auxiliary Water Clean and Flush •
Cooling System Thermostats Remove and Test •
Cooling System Tube Bundle Clean •
Crankcase Oil Pickup Screens Clean •
Crankcase Pressure Relief Valves Exercise and Inspect •
Exhaust Backpressure Check •
Full-Flow Filter Relief Valve Inspect •
Governor – Synchronizer or Speed Control Adjust •
High Tension Wires Replace •
Ignition Primary Terminals – Harness Plug Inspect •
Intercooler Clean •
Main and Rod Bearings Inspect •
Oil Pan Clean •
Turbochargers Clean and Inspect •
Rocker Arm Cover Gasket Replace •
CEC Ignition Timing Magnets Check/Clean •
Ignition Timing – CEC Ignition Module Check •
Engine Mounting and Alignment Check •
Carburetor – Air/Gas Valve Clean and Inspect •
Carburetor – Diaphragm Replace •
Carburetor Gasket Replace •
Ignition Magneto/Harness Plug Test and Inspect •
Ignition Transformer Coils Test and Inspect •
FORM 6284-4
4.60-2 © 8/2012

2,100 HOURS
4,200 HOURS
ITEM SERVICE
Cylinder Compression Service •

Inspect harness, wire connections,
CEC AFM (See AFM manual for additional information) and ground wire •
Inspect harness, wire connections,
CEC KDM (See KDM manual for additional information) and ground wire •
Hose Connections Replace •
* See latest edition of Service Bulletin 12-1880 for additional oil change information on engines with older style oil pans (low
capacity).
FORM 6284-4
4.60-3 © 8/2012

INTERVALS
See latest edition of Service Bulletin 12-1880,
Waukesha Oil Recommendations, for recommended oil
change intervals.
FORM 6284-4
4.60-4 © 8/2012
ENGINE PERFORMANCE RECORD

Engine operating information recorded during regular inspections is necessary to apply proper Routine Maintenance
schedules. Accurate records will help to control costs by avoiding unnecessary servicing, ensuring needed servicing
and providing trend information on the general engine condition. It is recommended that a record of the following
information be kept.
Table 4.60-2: Engine Performance Form
Date Time
Serial No. Spec. No. Model
Hour Meter Reading rpm Ambient Temperature
Ignition Timing Load Hours on Spark Plugs
Oil Temperature Oil Pressure
Jacket Water Temperature Outlet Inlet
Gas/Air Pressure Supply Pressure
Intake Manifold Pressure Intake Manifold Temperature
Exhaust Manifold Oxygen %
Exhaust Backpressure Crankcase Pressure (Positive/Negative)
Auxiliary Water Temperature In Out
Unusual Noise(s) Vibration
Oil Leaks (Location)
Coolant Leaks (Location)
EXHAUST MANIFOLD TEMPERATURE
EXHAUST MANIFOLD TEMPERATURES: (PRE-TURBINE)
1 1 LB
2 2 RB
3 3
4 4
5 5
6 6
7 7
8 8
FORM 6284-4
4.60-5 © 8/2012
FORM 6284-4
4.60-6 © 8/2012
TROUBLESHOOTING
SECTION 5.00
TROUBLESHOOTING
TROUBLESHOOTING TABLE NOTE: Table 5.00-1 Troubleshooting Table on page

5.00-2 is only provided as a service to our customers.
The following table is provided to assist the user in It should not be viewed as a reflection of Waukesha’s
determining the possible causes of unsatisfactory actual experience with this product. Table 5.00-1 is not
engine operation, as well as point out the corrective “all inclusive.” See respective sections in this manual for
action that may be undertaken to remedy the problem. details.
Knowledge of how the engine operates along with the
current readings from the engine instrument panel can
be combined with this information to provide a
framework for resolving actual or potential problems.
FORM 6284-4
5.00-1 © 8/2012
TROUBLESHOOTING
Table 5.00-1: Troubleshooting Table

Engine crankshaft cannot be barred Load not disengaged from engine Disengage load.
over.
Engine will crank, but will not start. ON-OFF switch in OFF position or Place switch in the ON position or replace if defective.
Ambient minimum temperature defective (if used)
50°F (10°C).
Fuel throttle or manual shutoff Place fuel throttle or manual shutoff control in ON
control in OFF position position.
Safeties tripped Determine cause, correct and reset.
Insufficient cranking speed:
1. Low starting air/gas pressure 1. Build up air/gas pressure. 100 – 125 rpm
2. Oil temperature too low or required to start engine.
viscosity too high 2. Change oil or raise the oil temperature.
Fuel system inoperative:
Insufficient fuel supply or fuel Check gas pressure.
pressure
Faulty ignition system:
1. No power to CEC ignition 1. Reconnect.
module 2. Replace CEC ignition module as required.
2. Low or no output from CEC 3. Reconnect.
ignition module 4. Reset the timing.
3. Hall-effect pickup disconnected 5. Repair or replace.
or damaged 6. Check gap/replace as required.
4. Incorrect ignition timing
5. Broken or damaged wiring
6. Spark plug(s) not firing
NOTE: Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
Insufficient or no air intake: accumulations of oil.
1. Clogged intake air filters 1. Remove and clean.
2. Clogged/dirty intercooler (air 2. Remove and clean.
side)
FORM 6284-4
5.00-2 © 8/2012
TROUBLESHOOTING
Troubleshooting Table
Engine will crank, but will not start. Detonation Sensing Module
inoperative or in shutdown condition
(Vee engines):
1. DSM in shutdown mode 1. Check DSM diagnostic display codes, and
2. Wiring from sensors to DSM perform appropriate procedures as outlined in
damaged the latest edition of Form 6268 or Form 6278
Custom Engine Control Detonation Sensing
Module Installation, Operation and Maintenance
Manual. Contact your Waukesha Distributor for
assistance.
2. Repair or replace wiring as required. See the
latest edition of Form 6268 or Form 6286 Custom
Engine Control Detonation Sensing Module
Installation, Operation and Maintenance
Manual, and rerun AutoCal program. Contact
your Waukesha Distributor for assistance.
Air/Fuel Module inoperative or in
alarm condition:
1. Wiring from sensors, Air/Fuel 1. Repair or replace wiring as required. See the
Module or AFM actuator latest edition of Form 6263 or Form 6278 Custom
damaged Engine Control Air/Fuel Module. Contact your
2. AFM in alarm mode Waukesha Distributor for assistance.
2. Check AFM diagnostic display codes, and
perform appropriate procedures as outlined in
the latest edition of Form 6263 or Form 6278
Custom Engine Control Air/Fuel Module.
Contact your Waukesha Distributor for
assistance.
Governor inoperative:
1. Governor set incorrectly Contact your Waukesha Distributor for assistance.
2. Insufficient oil: • Clean or replace governor.
• Water/sludge in oil passages • Clean.
3. Binding control linkage:
• Linkage dirty
FORM 6284-4
5.00-3 © 8/2012
TROUBLESHOOTING
Engine stops suddenly. Safeties tripped Determine cause, correct and reset.
Insufficient fuel supply Check gas pressure.
Low oil pressure causes engine Inspect lubricating oil system and components;
protection control to shut engine correct cause.
down.
High coolant temperature causes Inspect cooling system and components; correct
engine protection control to shut cause.
engine down.
High intake manifold temperature Correct cause.
High oil temperature Correct cause.
Engine overspeed causes engine Determine and correct cause.
protection control to shut engine
down.
Excessive load causes engine to Determine and correct cause of overload.
stall.
Insufficient intake air:
1. Clogged intake air filter(s) 1. Remove and clean.
2. Clogged intercooler (air side) 2. Remove and clean.
Obstructed exhaust manifold Locate and remove obstruction.
Seizure of bearings main,
Replace bearings – clean up or replace crankshaft,
connecting rod, piston pin or
camshaft or piston pins, as required.
camshaft
1. Lack of lubrication 1. Check oil system; correct cause.
2. Dirt in oil 2. Check oil filters.
Detonation Sensing Module
inoperative or in shutdown
condition:
1. Wiring from sensors to DSM 1. Repair or replace wiring as required. See the
damaged latest edition of Form 6268 or Form 6278 Custom
2. DSM in shutdown mode Engine Control Detonation Sensing Module
Installation, Operation and Maintenance
Manual and rerun AutoCal program. Contact
your Waukesha Distributor for assistance.
2. Check DSM diagnostic display codes, and
Custom Engine Control Detonation Sensing
Module Installation, Operation and Maintenance
Manual. Contact your Waukesha Distributor for
assistance.
FORM 6284-4
5.00-4 © 8/2012
TROUBLESHOOTING
Engine stops suddenly. AFM inoperative or in alarm
condition:
2. AFM in alarm mode Engine Control Air/Fuel Module. Contact your
Waukesha Distributor for assistance.
assistance.
Engine loses power. Insufficient fuel:
Low gas pressure Check gas fuel system.
Air intake system malfunction:
1. Dirty intake air filters 1. Remove and clean.
2. Clogged intercooler 2. Remove and clean.
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
FORM 6284-4
5.00-5 © 8/2012
TROUBLESHOOTING
Engine loses power. Detonation Sensing Module,
sensing detonation condition in one
or more cylinders:
“Hot” or unprocessed gas has gone Determine if “hot” or unprocessed gas has gone
through engine that could cause through engine that could cause detonation. Check
detonation. DSM diagnostic display codes, and perform
appropriate procedures as outlined in the latest
edition of Form 6268 or Form 6278 Custom Engine
Control Detonation Sensing Module Installation,
Operation and Maintenance Manual.
AFM inoperative or in alarm
condition:
assistance.
Air leaks in intake system Find and correct as required.
Turbocharger malfunction or failure:
Lack of lubrication Contact your Waukesha Distributor for assistance.
Ignition system timing incorrect Re-time.
Low compression pressure:
Misadjusted intake and exhaust
Readjust.
valves (if recently overhauled)
Excessive exhaust system
Correct as required.
backpressure
FORM 6284-4
5.00-6 © 8/2012
TROUBLESHOOTING
Engine will not shut down using Defective ON-OFF switch Shut off fuel supply.
normal stopping procedures.
Overheated combustion chamber Allow engine to cool down before attempting to stop.
! WARNING deposits cause the engine to run on
autoignition.
Shut off the gas
! supply for positive

shutdown of gas
engines. Inspect
the intake manifold
for accumulations
of oil.
Engine will not reach rated speed. Engine overloaded Determine and correct cause.
Insufficient fuel supply Check fuel supply system.
condition:
assistance.
Restricted air intake Correct cause.
Ignition not properly timed Re-time.
Tachometer inaccurate Calibrate or replace tachometer.
Individual cylinders misfire. Prechamber gas admission valve Clean or replace valve.
stuck shut
Engine will not run at maximum Engine misfiring:
power.
Fuel system setting incorrect Contact your Waukesha Distributor for assistance.
condition:
assistance.
FORM 6284-4
5.00-7 © 8/2012
TROUBLESHOOTING
Engine detonates. Engine overloaded Determine and correct cause of overload.
Incorrect ignition timing Reset to specification.
Engine misfiring:
Spark plugs misfiring Clean and regap, or replace spark plugs.
Emission levels too high Advanced ignition timing Reset to specification.
Air/fuel ratio incorrect Reset to specification.
condition:
assistance.
Engine misfiring:
1. Faulty ignition system 1. Repair or replace components as required.
2. Prechamber fuel system 2. Reset per fuel system specification.
incorrectly set 3. Clean or replace valve.
3. Sticking gas admission valve
Low or fluctuating oil pressure Insufficient oil Add oil as required.
Oil pressure gauge inaccurate Compare to master gauge. Replace gauge if
NOTICE necessary.
Oil gauge line plugged or valve shut Renew gauge line; open valve.
Shut down engine immediately;
investigate cause. Oil filters plugged Change elements; clean filter.
Oil pressure regulating valve stuck Clean and polish valve.
in open position
Oil dilution Change oil and filter elements. Determine and correct
source of dilution.
Oil of low viscosity Change to higher viscosity oil as recommended.
Oil foaming Use oil grade recommended. Check for water leaks
into oil.
Clogged oil inlet screen(s) Remove and clean screen(s).
Dirty oil cooler Clean.
Low gas/air pressure Insufficient line pressure Increase line pressure.
FORM 6284-4
5.00-8 © 8/2012
TROUBLESHOOTING
High gas/air pressure Incorrectly adjusted gas regulator Readjust.
Incorrect spring in gas regulator Replace spring.
Excessive line pressure Reduce line pressure.
condition:
assistance.
High oil pressure Misadjusted oil pressure regulating See the latest edition of VGF Repair and Overhaul
valve Form 6243 (F18/H24) or Form 6264 (L36/P48) to
adjust oil pressure regulating valve.
Lubricating oil of high viscosity Change to lower viscosity oil as recommended.
Low jacket water temperature Gauge inaccurate Compare to master gauge; replace gauge if
necessary.
High jacket water temperature Gauge or sensor inaccurate
NOTICE
Allow engine to cool.
Compare to master gauge; replace gauge if

necessary.
Gauge line clogged or valve shut Replace line; open valve.
Low coolant level Fill cooling system.
Broken or loose water pump belts Replace or adjust belts.
Air-bound cooling system Purge air from cooling system.
Engine overloaded Determine and correct cause.
Leaking pump seals Repair pump.
Frozen coolant Completely thaw cooling system before restarting
engine.
Incorrect ignition timing Reset ignition timing.
High auxiliary water temperature Gauge or sensor inaccurate Compare to master gauge; replace gauge if
necessary.
Clogged gauge line or gauge line Replace line or open valve.
valve is shut.
Broken or loose auxiliary water Replace or adjust belts.
pump belts
Clogged heat exchanger or Clean heat exchanger/intercooler.
intercooler
FORM 6284-4
5.00-9 © 8/2012
TROUBLESHOOTING
High oil consumption Oil leaks in oil system Locate and repair leaks.
Improper viscosity Change to a viscosity recommended for operating
temperatures.
Worn piston rings or liners. Worn Contact your Waukesha Distributor for assistance.
valve stem seals.
Oil contamination Oil contaminated with water NOTE: Change oil.
Oil contaminated with dirt:
1. Oil filter bypass valves opening 1. Replace elements.
because elements are plugged 2. Replace elements.
2. Oil filter elements punctured 3. Replace air intake filters.
3. Air intake filters punctured
Excessive vibration. Engine misfiring See “Engine detonates.”
Foundation bolts loose Contact your Waukesha Distributor for assistance.
NOTICE Vibration damper loose Contact your Waukesha Distributor for assistance.
Stop engine at once; investigate Crankshaft:

cause. 1. Broken 1. Contact your Waukesha Distributor for
2. Main bearing nuts loose assistance.
3. Counterweight loose 2. Contact your Waukesha Distributor for
assistance.
3. Contact your Waukesha Distributor for
assistance.
Loose flywheel Contact your Waukesha Distributor for assistance.
High oil temperature Gauge or sensor inaccurate Compare to master gauge; replace gauge if
necessary.
Insufficient cooling:
1. High auxiliary water 1. See “High auxiliary water temperature” causes.
temperature 2. Clean or replace.
2. Dirty oil cooler 3. Replace or adjust belts.
3. Broken or loose auxiliary water
pump belts
Dirty jacket water heat exchanger or Clean or replace.
radiator
Low oil pressure See “Low or fluctuating oil pressure” causes.
FORM 6284-4
5.00-10 © 8/2012
TROUBLESHOOTING
Knocking or unusual noises Low-octane fuel Adjust timing for the fuel used.
Overly advanced ignition timing Re-time.
Detonation Sensing Module,
sensing detonation condition in one
or more cylinders:
“Hot” or unprocessed gas has gone Determine if “hot” or unprocessed gas has gone
through engine that could cause through engine that could cause detonation. Check
detonation. DSM diagnostic display codes, and perform
appropriate procedures as outlined in the latest
edition of Form 6268 or Form 6278 Custom Engine
Control Detonation Sensing Module Installation,
Operation and Maintenance Manual.
Excessive valve clearance Adjust to specification.
Loose bearings (failed) Contact your Waukesha Distributor for assistance.
Loose piston pins (failed) Contact your Waukesha Distributor for assistance.
Excessive crankshaft endplay Contact your Waukesha Distributor for assistance.
Misfitted or excessively worn timing Contact your Waukesha Distributor for assistance.
gears
Excessive fuel consumption Leaks in fuel system Contact your Waukesha Distributor for assistance.
Retarded ignition timing Set timing to specifications.
TURBOCHARGER: Excessive Low oil pressure. Improper bearing Contact your Waukesha Distributor for assistance.
noise or vibration lubrication. Load engine before
warm oil is supplied to the
turbocharger.
FORM 6284-4
5.00-11 © 8/2012
TROUBLESHOOTING
GOVERNOR: Engine hunts or Compensation adjustments Adjust needle valve to specification.
surges. incorrect
Dirty oil in governor Drain oil, clean governor and refill.
Foamy oil in governor Drain oil and refill.
Low oil level Add oil to correct level on gauge glass. Check for
leaks, especially at drive shaft.
Lost motion in engine linkage Repair linkage.
Binding in engine linkage Repair and realign linkage.
Governor worn or not correctly Repair and adjust governor.
adjusted
Engine misfiring See “Engine misfiring” under “Engine detonates.”
Compensating spring incorrectly Adjust.
adjusted
Low oil pressure. Normal operating Replace governor.
pressure is 110 – 120 psi.
Power piston sticking inside (PSG or Replace governor.
SG)
Misadjusted linkage Adjust.
Fluctuating or unstable fuel gas Adjust.
pressure
Rough drive Repair or replace.
GOVERNOR: Terminal shaft/ Compensating spring adjustment at Change compensating spring pre-compression
engine linkage jiggles. critical setting approximately 0.005 in. (0.13 mm) either way.
Speed droop (if used) at critical Increase droop to eliminate critical setting. Load
setting division will be affected if this is done. Readjust droop
on units affected.
Governor base not bolted down Loosen bolts, realign and secure.
evenly
Load does not divide properly in Speed droop adjustment incorrect:
interconnected engines. 1. Adjust droop to divide load properly.
2. Increase droop to resist picking up (or dropping
off) load.
3. Reduce droop to increase picking up (or
dropping off) load.
Speed droop shaft vibrating out of
Increase tension of speed droop friction spring.
position
1. Check alignment of gears.
Rough engine drive
2. Check gear backlash.
GOVERNOR: Load does not divide NOTE: If droop adjustment is not provided, the governor is isochronous only and cannot
properly in interconnected engines. be used for parallel operation. Speed droop is not essential in a DC electrical system. The
equivalent of speed droop in a DC system is obtained by changing the compounding of the
generators at the bus between generators. An under-compounded generator is equivalent
to a speed droop governor. Governors with speed droop adjustment are commonly used
for DC service since the droop adjustment may be used to correct errors or inequalities of
generator compounding.
Slippage in hydraulic or electric Adjust coupling.
couplings (if used)
FORM 6284-4
5.00-12 © 8/2012
TROUBLESHOOTING
GOVERNOR: Engine is slow to Needle valve adjustment incorrect Readjust compensating needle valve. Open further
respond to speed or load changes. only if possible to do so without causing instability
when running without load.
Governor is not sensitive in Repair and adjust governor.
measuring speed change.
Governor may be intentionally No field correction.
designed to protect engine from
overloading during a load change.
Pivot valve not centered. It must Adjust pivot valve.
open control ports equally in both
directions.
Low oil pressure in governor See “Low or fluctuating oil pressure.”
Engine overloaded Reduce load.
Restricted fuel supply Clean fuel supply line and filters.
Load limit knob set to restrict fuel Open up the load limit.
Lean air/fuel ratio Adjust carburetor mixture value.
GOVERNOR: Engine will not pick Butterfly valves will not open far 1. Adjust engine-to-governor fuel linkage.
up rated load. enough. 2. Adjust load-limiting device.
Restricted fuel supply Clean fuel supply line and filters.
Voltage regulator (if used) not Adjust or repair.
functioning
Engine misfiring (spark plugs Clean and regap, or replace spark plugs.
misfiring)
Slipping clutch (if used) between Foaming oil or low oil level in hydraulic clutch.
engine and driven load
Speed adjustment of the governor is 1. Check the maximum speed limit adjustment on
restricted. dial control governor.
2. Inspect speed adjusting linkage for interference
on lever control governor.
FORM 6284-4
5.00-13 © 8/2012
TROUBLESHOOTING
FORM 6284-4
5.00-14 © 8/2012
SECTION 5.05
STORAGE

! WARNING
procedures, review SAFETY on page 1.05-1.
See Table 1.15-4 Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.15-29 for required amounts of that has been stored without
preservative oil.
ENGINE STORAGE – GENERAL

! first cranking it over with the
spark plugs removed. Any oil,
coolant or preservative oil that
might spurt from these
Consider the following factors before deciding how
openings must be removed to
much preservation is required:
prevent a hydraulic lock.
• Whether the engine was used, the length of service Continue to crank the engine
since the last oil change with the starter until liquid is no
• The period of time the engine is likely to be idle or longer ejected from the
inoperative openings. Inspect the intake
passages and manifolds for
• The atmospheric conditions at the time and place of
thickened preservative oil.
storage. For example, the storage problems
Accumulations of thickened
encountered in a tidewater warehouse will differ
preservative oil may thin as the
greatly from those that may be experienced in a dry
engine warms up and be burned
and dusty location.
as fuel, resulting in a runaway
• The hostility of the environment and the accessibility engine.
of the equipment for periodic inspection. An engine on
a showroom floor that is turned over and oiled
occasionally requires less treatment than an engine
abandoned in a dusty warehouse. NOTICE
Waukesha engines should be purged of all
WAUKESHA PRESERVATIVE OIL preservative oil from the cylinder head area prior to
Waukesha Preservative Oil offers a practical and start-up. Failure to comply with this message may
economical solution to the problems previously result in engine damage.
mentioned. While similar in appearance to SAE 10
lubricating oil, it contains corrosion-inhibiting chemicals.
Waukesha Preservative Oil will not protect engine
These chemicals vaporize slowly and diffuse throughout
surfaces in close contact with used engine oil.
an enclosed area, forming an invisible protective layer
Waukesha Preservative Oil will only do an effective job
on the exposed surfaces. All engine outlets must be
if added to clean engine oil. If high sulfur (gas or diesel)
sealed to block the escape of the vaporized corrosion-
or dirty oil has left highly corrosive oil in the bearings and
inhibiting chemicals.
close-contact surfaces, the Waukesha Preservative Oil
At time of start-up, the preservative oil does not need to vapors will not be able to form a protective layer on these
be removed before adding the engine lube oil. If surfaces. Water-contaminated engine oil will also
preservative oil was added to clean engine lube oil, prevent the preservative oil vapor from forming a
change the engine lube oil as outlined in latest edition of protective layer. Engines with dirty oil should receive an
Service Bulletin 12-1880. There are no adjustments to oil change and be run long enough to circulate the clean
these recommendations when using preservative oil. oil before adding the Waukesha Preservative Oil.
FORM 6284-4
5.05-1 © 8/2012
STORAGE
Waukesha Preservative Oil is not intended as a
! WARNING
protective coating for external surfaces of the engine.
Other excellent products are available for protecting
polished or machined surfaces and should be used Engine preservative oils, such
when needed. as Waukesha Preservative Oil,
contain a petroleum distillate
1. Begin with a cold engine (below 38°C [100°F])
which is harmful or fatal if
containing clean engine oil and filter elements.
swallowed. If taken internally,
2. Add the required amounts of Waukesha do not induce vomiting. Consult
Preservative Oil to the oil pan, oil bath air filters, fuel a physician. If vomiting occurs,
tanks and multi-plunger injection pumps. keep head below hips to prevent
3. Crank engine for approximately 20 seconds, if aspiration of liquid into lungs.
possible, to help disperse Waukesha Preservative Avoid breathing of vapor. Vapor
Oil through fuel lines, injectors and injection pumps. is harmful and may cause
4. Remove rocker arm covers, spark plugs or injectors. irritation to eyes, nose and
Add the required amounts of Waukesha throat. Use only with adequate
Preservative Oil to each cylinder through the injector ventilation. If affected by
or spark plug openings and replace the plugs or exposure, move to fresh air
injectors. Apply Waukesha Preservative Oil to the immediately and get medical
rocker area with a brush, by pouring. help. If breathing is difficult, give
oxygen.
NOTE: On GL engines, allow ample time (1 minute
minimum) before installing spark plugs to allow Avoid contact with eyes, skin
Waukesha Preservative Oil to flow through the spark and clothing. Use rubber gloves
plug sleeve prechamber. to protect hands and chemical
goggles to protect eyes. A
NOTE: Wipe engine clean and dry. Apply wax-type National Institute for
masking tape or similar material to all openings in air Occupational Safety and Health
cleaners, exhaust outlets, breathers, magneto vents and (NIOSH) approved respirator is
open line fittings. Use cardboard, plywood or metal required where ventilation is
covers where practical to facilitate closing off openings inadequate to protect from
in the engine. inhaling vapors. If skin contact
5. Engines may be stored up to 1 year after being occurs, immediately wash with
treated with Waukesha Preservative Oil. If storage is soap and water. If eye contact
to exceed this period, inspect engine annually and occurs, flush eyes for at least 15
repeat preservation routine. If deferred start-up will minutes and get immediate
be requested, Form 866 (deferred start-up Engine medical help. Remove and wash
Inspection form) will also need to be filled out and clothing before reuse.
submitted to the Warranty Administrative Keep the preservative oil
Department. container closed and away from
heat. Always read and observe
NOTICE the safety labels on the
container. Do not remove or
Engines stored outdoors or in humid environments
deface container labels.
may require more frequent preservations and
inspections. Do not heat Waukesha
Preservative Oil beyond 93°C
(200°F). If heating below 93°C
(200°F), the container must be
opened or vented to reduce the
danger of explosion. Direct
heating is dangerous and must
be avoided.
FORM 6284-4
5.05-2 © 8/2012
STORAGE
Table 5.05-1: Engine Preservation Requirements
Condition 1 – Condition 2 – Condition 3 – Condition 4 –

New Non-Operational New Operational Used Operational Used Non-Operational
New engine started but not Used engine can be run,
New engine never started, no Used engine does not run
commissioned, oil in sump preserved with lube oil in sump
oil in sump (example: new (example: an engine that was
(example: an engine that has (example: an engine that is
engine sitting in yard waiting to pulled from the field prior to
been packaged and run that being preserved on-site prior
be packaged). being preserved).
will sit until commissioning). to being stored).
1. Add preservative oil to 1. Add preservative oil to 1. Run engine until warm. 1. Drain used oil.
sump. sump. 2. Drain used oil. 2. Refill with new lube oil.
2. Add preservative oil to 2. Run prelube and crank or 3. Refill with new lube oil. 3. Add preservative oil to
cylinders and rocker area bar engine to circulate. 4. Add preservative oil to sump.
(bar engine minimal 3. Add preservative oil to sump. 4. Run prelube and crank or
amount after adding to cylinders and rocker area 5. Run to circulate. bar engine to circulate.
each cylinder – maximum (bar engine after adding to 6. Add preservative oil to 5. Add preservative oil to
of two complete each cylinder). cylinders and rocker area cylinders and rocker area
revolutions). (bar engine after adding to (bar engine after adding to
each cylinder). each cylinder).
OTHER PRESERVATIVE OILS AND

MATERIALS
In addition to Waukesha Preservative Oil, the following
preservative oils have been found satisfactory for the
internal protection of engines (see Table 5.05-2). Other
equally good oils are also available. In general, the
properties that make an oil suitable for preservative
requirements are good aging stability; high resistance to
gumming, oxidation and polymerization; low pour point
and viscosity; and freedom from acids, asphalts, resins,
tars, water and other contaminants.
NOTICE
Waukesha Preservative Oil is not formulated as a
protective coating for external surfaces.
Table 5.05-2: Preservative Oils
SUPPLIER BRAND NAME

American Oil Company Amoco Anti-Rust Oil 4-V
Gulf Oil Corporation No Rust Engine Oil Grade 1
Mobil Oil Company Mobil Arma 522
Shell Oil Company Donax T-6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal Oil A (R O)
FORM 6284-4
5.05-3 © 8/2012
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 5.05-3).
Table 5.05-3: Protective Materials
INTERNAL SURFACES EXTERNAL SURFACES

U. S. Army Spec. 2-126 U.S. Army Spec. 2-121
(Available as SAE 10 or SAE 30) (Waxy Coating)
Waukesha Preservative Oil, U.S. Army Ordinance Spec. AXS 673
Mil Spec. MIL-L46002 Grade 2 (Harder Black Coating)
! WARNING
Do not heat preservative

compounds to temperatures
that exceed 93°C (200°F).
ENGINES RETURNED TO SERVICE AFTER

STORAGE
NOTICE
Never attempt to start an engine that has been stored
without first cranking it over with the spark plugs
removed. Any oil, water or preservative compound
that might spurt from these openings must be removed
to prevent a hydraulic lock. Continue to crank the
engine with the starter until liquid is no longer being
ejected from the openings.
The steps needed to bring an engine into active service

after storage in accordance with these instructions are
about the same as those normally carried out on a new
engine.
FORM 6284-4
5.05-4 © 8/2012
APPENDIX A – WARRANTY
FORM 6284-4
© 8/2012
FORM 6284-4
© 8/2012

Manual IOM Waukesha F18

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Manual IOM Waukesha F18

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GE Energy

Waukesha gas engines

Waukesha gas engines

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DIVERSION CONTROL STATEMENT:

Section 2.05 – FUEL SYSTEM INTERCOOLER ..................................... 2.15-1

PRESSURE REGULATING VALVE AND OIL CUSTOMER-SUPPLIED SAFETY SHUTDOWN

Section 2.35 – EXHAUST SYSTEM CHAPTER 3 – ENGINE START-UP AND

Section 2.50 – ENGINE PROTECTION Section 4.05 – FUEL SYSTEM

JACKET WATER CIRCUIT – INITIAL FILL, F18 / SPECIFICATIONS .................................4.30-14

H24 ........................................................... 4.25-1 ELECTRIC PRELUBE MOTOR ................4.30-14

Section 4.45 – STARTING SYSTEM Section 4.60 – MAINTENANCE

Section 4.50 – ENGINE PROTECTION Section 5.05 – STORAGE

! hazards. Replace any illegible or

PART NUMBER SIGNAL WORD DESCRIPTION

Figure 1.00-1: Safety Label Locations

P/N 211910N P/N 211900

P/N 211920E P/N 211910N

PART NUMBER SIGNAL WORD DESCRIPTION

P/N 211900B P/N 211910N

Vent flammable gas from

Eye and ear protection

SAFETY INTRODUCTION This safety alert symbol appears with

NOTE: Indicates a procedure, practice or condition that

A black graphical symbol inside a yellow Burst/Pressure Hazard

A black graphical symbol inside a red

A white graphical symbol inside a blue Crush Hazard (Side)

! Safety Alert Symbol

Crush Hazard (Top)

Electrical Shock Hazard

Burn Hazard (Chemical)

Burn Hazard (Hot Liquid)

Burn Hazard (Steam)

Symbol Description Symbol Description

Flying Object Hazard

Read Manufacturer’s Instructions

Wear Eye Protection

Wear Personal Protective Equipment

Sever Hazard (Rotating Blade)

Wear Protective Gloves

Use Emergency Stop (E-Stop); Stop

! illegible or missing labels immediately.

EQUIPMENT REPAIR AND SERVICE Batteries contain sulfuric acid and

Always wear protective equipment when IGNITION

Do not service the cooling system while EXHAUST

FUELS PROTECTIVE GUARDS

Do not inhale gaseous fuels. Some Use appropriate equipment and

Use protective equipment when working

Ensure that all tools and other objects are

Ensure that the welder is properly grounded before

This Page Intentionally Left Blank

ITEM DESCRIPTION F18 H24 L36 P48

1 - Left-Side View 2 - Right-Side View

Figure 1.10-3: Lifting Chain Clearance

1 - Manual Lever 2 - Linkage

Figure 1.10-2: Correct Method of Lifting F18 / H24 Engine

1 - Left-Side View 2 - Right-Side View

Figure 1.10-5: Correct Method of Lifting L36 / P48 Engine

The VGF P48 model is a 16-cylinder, 4-cycle engine,

Figure 1.15-1: Current F18 / H24 Nameplate

Figure 1.15-2: Current L36 / P48 Nameplate

INSTRUMENT PANEL GAUGES

Figure 1.15-5: Instrument Panel

1 - Oil Pressure Switchgage 6 -