VHP 12 Cyl ESM2 New

GE Power
Waukesha gas engines
VHP Series Four

12-Cylinder
with ESM2
operation &
maintenance
Form 10002-2 This document contains proprietary and trade secret information. The receiver of this document
accepts it in confidence and agrees that, without the prior expressed written permission of GE’s
Waukesha gas engines, it will (1) not use the document, its content or any copy thereof for any
purpose that may harm GE in any way; (2) not copy or reproduce the document in whole, or in
part; and (3) not disclose to others either the document or the confidential or trade secret
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All non-GE trademarks, service marks, logos, slogans, and trade names (collectively “marks”)
are the properties of their respective owners.
This manual complies with the European Union CE Mark/Machinery Directive in force at the
time of drafting.
Original Instructions (English)
The English version of this manual controls over any error in or conflicting interpretation of any
translation.
Waukesha gas engines

Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 2017, General Electric Co.
All rights reserved.
California California
Proposition 65 Warning Proposition 65 Warning
The engine exhaust from this product Certain components in this product and its
contains chemicals known to the state of related accessories contain chemicals
California to cause cancer, birth defects known to the state of California to cause
or other reproductive harm. cancer, birth defects or other reproductive
harm. Wash hands after handling.
DISCLAIMERS:
All information, illustrations and specifications in this manual are based on the latest information available at the time
of publishing. The illustrations used in this manual are intended as representative reference views only. Products are
under a continuous improvement policy. Thus, information, illustrations and/or specifications to explain and/or
exemplify a product, service or maintenance improvement may be changed at any time without notice.
NOTICE
Review all applicable Service Bulletins and other documentation, and check with your Authorized Distributor for
updates that may supersede the contents of this manual.
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You must not dispose any electrical and electronic equipment marked with this symbol (battery-operated electrical
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Form 10002-2
Contents
HOW TO USE THIS MANUAL LOCATION OF THE LIFTING EYES ........... 1.10-1
CORRECT METHOD OF RIGGING AND LIFTING
ENGINE ............................................... 1.10-1
CHAPTER 1 – SAFETY AND GENERAL
INFORMATION Section 1.15 – GENERAL INFORMATION
GENERAL INFORMATION............................. 1.15-1
Section 1.00 – SAFETY LABELS AND AFR2 ................................................... 1.15-1
LOCATIONS emPact* EMISSION CONTROL SYSTEM
SAFETY LABEL LOCATIONS ......................... 1.00-1 (emPact) .............................................. 1.15-1
SAFETY LABELS ......................................... 1.00-1 ENGINE FEATURES AND BENEFITS ........ 1.15-1
Section 1.05 – SAFETY SERIAL NUMBERS AND ENGINE
NAMEPLATE ........................................ 1.15-2
SAFETY INTRODUCTION ............................. 1.05-1
BASIC ENGINE DESCRIPTION ...................... 1.15-2
SAFETY LABELS ......................................... 1.05-5
BASIC ENGINE COMPONENT
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5
DESCRIPTIONS .......................................... 1.15-3
ACIDS ....................................................... 1.05-5
CYLINDER HEAD AND VALVES ............... 1.15-3
BATTERIES ................................................ 1.05-5
CRANKCASE ........................................ 1.15-3
BODY PROTECTION .................................... 1.05-5
CRANKSHAFT ...................................... 1.15-3
CHEMICALS ............................................... 1.05-5
CONNECTING RODS ............................. 1.15-3
GENERAL ............................................ 1.05-5
PISTONS ............................................. 1.15-4
CLEANING SOLVENTS........................... 1.05-6
CYLINDER SLEEVES ............................. 1.15-4
LIQUID NITROGEN ................................ 1.05-6
CAMSHAFTS ........................................ 1.15-4
COMPONENTS ........................................... 1.05-6
WKI ........................................................... 1.15-4
HEATED OR FROZEN ............................ 1.05-6
TRADEMARKS............................................ 1.15-5
INTERFERENCE FIT .............................. 1.05-6
ACRONYMS AND DEFINITIONS..................... 1.15-5
COOLING SYSTEM...................................... 1.05-6
INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
ELECTRICAL .............................................. 1.05-6
AND CLEANERS ......................................... 1.15-6
GENERAL ............................................ 1.05-6
ENGINE IDENTIFICATION VIEWS................... 1.15-9
IGNITION ............................................. 1.05-6
MAXIMUM SOUND PRESSURE LEVEL ..........1.15-13
EMERGENCY SHUTDOWN ........................... 1.05-6
ENGINE SPECIFICATIONS...........................1.15-13
EXHAUST .................................................. 1.05-6
SERVICE TOOLS LIST.................................1.15-16
FIRE PROTECTION...................................... 1.05-7
ENGLISH / METRIC CONVERSIONS ..............1.15-17
FUELS ....................................................... 1.05-7
TORQUE VALUES ......................................1.15-19
GENERAL ............................................ 1.05-7
GENERAL TORQUE VALUES .......................1.15-20
GASEOUS............................................ 1.05-7
GENERAL TORQUE
LIQUIDS............................................... 1.05-7
RECOMMENDATIONS ..........................1.15-20
INTOXICANTS AND NARCOTICS ................... 1.05-7
DECLARATION OF CONFORMITY.................1.15-25
PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7
DECLARATION OF INCORPORATION............1.15-27
PROTECTIVE GUARDS ................................ 1.05-7
SPRINGS ................................................... 1.05-7
TOOLS ...................................................... 1.05-7 CHAPTER 2 – ESM2
ELECTRICAL ........................................ 1.05-7
Section 2.00 – ESM2 DESCRIPTION OF
HYDRAULIC ......................................... 1.05-7
OPERATION
PNEUMATIC ......................................... 1.05-8
INTRODUCTION.......................................... 2.00-1
WEIGHT..................................................... 1.05-8
ESM2 SYSTEM EQUIPMENT ......................... 2.00-3
WELDING................................................... 1.05-8
ENGINE CONTROL UNIT ........................ 2.00-7
Section 1.10 – RIGGING AND LIFTING IGNITION POWER MODULE WITH
ENGINES DIAGNOSTICS ...................................... 2.00-7
ENGINE RIGGING AND LIFTING .................... 1.10-1 HUMAN MACHINE INTERFACE ............... 2.00-7
Form 10002-2
i © Copyright 2017, General Electric Co.
Contents
POWER DISTRIBUTION BOX................... 2.00-8 FAILURE OF MAGNETIC PICKUP ............. 2.20-3
SMART THERMOCOUPLE UNIT .............. 2.00-8 OVERCRANK........................................ 2.20-3
ELECTRIC THROTTLE ACTUATOR .......... 2.00-8 ENGINE STALL ..................................... 2.20-3
FUEL CONTROL VALVES ....................... 2.00-8 ECU INTERNAL FAULTS......................... 2.20-3
SECURITY VIOLATION ........................... 2.20-3
Section 2.05 – ESM2 SPEED CONTROL
HIGH EXHAUST TEMPERATURE ............. 2.20-3
SPEED GOVERNING INPUTS AND
CRANKCASE PRESSURE ....................... 2.20-4
CALIBRATIONS........................................... 2.05-2
HIGH MAIN BEARING
SPEED GOVERNING MODES ........................ 2.05-3
TEMPERATURES .................................. 2.20-4
SPEED CONTROL MODE ....................... 2.05-3
LOAD CONTROL MODE ......................... 2.05-6 Section 2.25 – START-STOP CONTROL
FEEDFORWARD (LOAD COMING INPUT)........ 2.05-6 START-STOP CONTROL .............................. 2.25-1
SYNCHRONIZER (ALTERNATE DYNAMICS DIGITAL START SEQUENCE ..................................... 2.25-1
INPUT)....................................................... 2.05-7 NORMAL SHUTDOWN SEQUENCE................ 2.25-2
EMERGENCY SHUTDOWN SEQUENCE.......... 2.25-2
Section 2.10 – IGNITION SYSTEM
CRITICAL EMERGENCY SHUTDOWN
IPM-D ........................................................ 2.10-1
SEQUENCE ................................................ 2.25-3
IGNITION THEORY ...................................... 2.10-2
PRELUBING THE ENGINE WITHOUT
KNOCK DETECTION .................................... 2.10-2
STARTING ................................................. 2.25-3
KNOCK DETECTION THEORY................. 2.10-3
CRANKING THE ENGINE OVER WITHOUT STARTING
KNOCK DIAGNOSTICS........................... 2.10-3
AND WITHOUT FUEL ................................... 2.25-3
MISFIRE DETECTION............................. 2.10-4
AIR-START VALVE....................................... 2.25-3
IGNITION DIAGNOSTICS .............................. 2.10-5
AIR PRELUBE VALVE................................... 2.25-3
IGNITION ENERGY FIELD ....................... 2.10-5
MONITORING SPARK REFERENCE Section 2.30 – HMI OVERVIEW
NUMBER.............................................. 2.10-5 DESCRIPTION ............................................ 2.30-1
INSTALLATION ........................................... 2.30-2
Section 2.15 – ESM2 MAIN FUEL
HMI CONNECTION OVERVIEW ..................... 2.30-4
SHUTOFF VALVE
USER LOGIN AND SETTINGS........................ 2.30-4
CONTROL
NAVIGATION .............................................2.30-10
Section 2.20 – ALARMS AND HEADER BAR ......................................2.30-10
SHUTDOWNS NAVIGATION BAR ................................2.30-12
DESCRIPTION USER INFORMATION BAR.....................2.30-13
OVERVIEW................................................. 2.20-1 MAIN VISUALIZATION SCREEN
ALARMS .............................................. 2.20-1 ICONS ................................................2.30-14
SHUTDOWNS ....................................... 2.20-1 HMI TROUBLESHOOTING ...........................2.30-15
EMERGENCY SHUTDOWNS ......................... 2.20-1 ALARM SCREEN AND FAULT
CUSTOMER-INITIATED EMERGENCY HISTORY ............................................2.30-16
SHUTDOWN ......................................... 2.20-1 MESSAGE BOARD .....................................2.30-20
LOW OIL PRESSURE ............................. 2.20-2 CREATING MESSAGES.........................2.30-21
ENGINE OVERSPEED ............................ 2.20-2 READING MESSAGES...........................2.30-24
CUSTOMER-SELECTABLE EMERGENCY EXPORTING DATA TO HMI ..........................2.30-26
SHUTDOWNS ....................................... 2.20-2 SYSTEM FUNCTIONS ...........................2.30-26
ENGINE OVERLOAD .............................. 2.20-3 DIA.NE XT4 HMI SYSTEM
UNCONTROLLABLE ENGINE KNOCK....... 2.20-3 REQUIREMENTS..................................2.30-26
HIGH COOLANT TEMPERATURE............. 2.20-3 INSTALLATION ....................................2.30-26
HIGH INTAKE MANIFOLD START................................................2.30-26
TEMPERATURE .................................... 2.20-3 ESTABLISHING THE CONNECTION ........2.30-26
HIGH OIL TEMPERATURE ...................... 2.20-3 LOGIN ................................................2.30-27
Form 10002-2
ii © Copyright 2017, General Electric Co.
Contents
USER MANAGEMENT ...........................2.30-29 ESM2 SERIES ENGINES – POWER SUPPLY WITH

EXPORTING .CSV DATA........................2.30-33 AIR START AND ALTERNATOR ............... 2.45-5
ESM2 SERIES ENGINES – POWER SUPPLY BY
Section 2.35 – HMI SCREEN
CUSTOMER ......................................... 2.45-6
DESCRIPTIONS
ESM2 SERIES ENGINES – POWER SUPPLY WITH
ENGINE SCREENS ...................................... 2.35-1
ELECTRIC START AND
OVERVIEW VISUALIZATION SCREEN ...... 2.35-2
ALTERNATOR ...................................... 2.45-7
EXHAUST & MAIN BEARING VISUALIZATION
ESM2 POWER SUPPLY OSCILLOSCOPE
SCREEN .............................................. 2.35-4
TESTING.................................................... 2.45-9
GOVERNOR VISUALIZATION
POWER DISTRIBUTION BOX........................2.45-10
SCREEN .............................................. 2.35-5
ADDING CUSTOMER-SUPPLIED WIRING TO
START-STOP VISUALIZATION
PDB ...................................................2.45-10
SCREEN .............................................. 2.35-7
24 VDC POWER ...................................2.45-10
IGNITION VISUALIZATION SCREEN ............... 2.35-9
AFR VISUALIZATION SCREEN .....................2.35-10 Section 2.50 – CUSTOMER SYSTEM
ADV VISUALIZATION SCREEN .....................2.35-12 WIRING OVERVIEW
SERVICE.............................................2.35-13 CUSTOMER INTERFACE HARNESS............... 2.50-1
SETPOINTS.........................................2.35-14 REQUIRED CONNECTIONS .......................... 2.50-7
PDB ...................................................2.35-15 OPTIONAL CONNECTIONS........................... 2.50-9
CYL VISUALIZATION SCREEN......................2.35-15 LOCAL CONTROL PANEL............................2.50-10
CYLINDER SPECIFIC VALUES................2.35-15 LOCAL DISPLAYS ................................2.50-10
MAIN BEARING TEMPS .........................2.35-16 USER DIGITAL INPUTS .........................2.50-11
GRAPH FUNCTION.....................................2.35-17 WKI ..........................................................2.50-14
Section 2.40 – USER-ADJUSTABLE Section 2.55 – MODBUS

PARAMETERS COMMUNICATIONS
INTRODUCTION ......................................... 2.40-1 MODBUS (RS-485) COMMUNICATIONS.......... 2.55-1
EDITING USER-ADJUSTABLE WIRING ............................................... 2.55-1
PARAMETERS ............................................ 2.40-2 PROTOCOL.......................................... 2.55-2
ENG PARAMETER SCREENS........................ 2.40-2 FUNCTIONALITY ................................... 2.55-2
GOVERNOR PARAMETERS .................... 2.40-2 DATA TABLES ...................................... 2.55-2
START-STOP PARAMETERS .................. 2.40-6 MODBUS EXCEPTION RESPONSES .......2.55-14
IGNITION PARAMETERS SCREEN ................. 2.40-6 COMMON MODBUS TROUBLESHOOTING.....2.55-14
IPM-D ADJUSTING ................................ 2.40-6
Section 2.60 – ESM2 SYSTEM
MONITORING IGNITION ENERGY
MAINTENANCE
FIELD .................................................. 2.40-7
MAINTENANCE CHART................................ 2.60-1
MONITORING SPARK REFERENCE
FAULT HISTORY ......................................... 2.60-2
NUMBER.............................................. 2.40-7
THROTTLE ACTUATOR LINKAGE .................. 2.60-2
AFR PARAMETERS SCREEN ........................ 2.40-9
ADJUSTING LINKAGE ............................ 2.60-2
FUEL SYSTEM SETUP ..........................2.40-10
INSPECTION AND MAINTENANCE OF THROTTLE
ADV PARAMETER SCREENS .......................2.40-12
ACTUATOR LINKAGE ............................ 2.60-3
ADVANCED PARAMETERS....................2.40-12
KNOCK SENSORS ...................................... 2.60-6
PDB ...................................................2.40-15
INSTALLING KNOCK SENSORS .............. 2.60-6
Section 2.45 – ESM2 SYSTEM POWER ESM2 SYSTEM WIRING................................ 2.60-7
AND WIRING POWER DISTRIBUTION BOX
WIRING REQUIREMENTS............................. 2.45-1 MAINTENANCE........................................... 2.60-7
POWER SUPPLY REQUIREMENTS ................ 2.45-2 INSTALLING PDB COVER ....................... 2.60-7
GROUND CONNECTIONS ............................ 2.45-3 IPM-D MAGNETIC PICKUP INSTALLATION ...... 2.60-8
BATTERY REQUIREMENTS .......................... 2.45-4 CAMSHAFT MAGNETIC PICKUP.............. 2.60-8
Form 10002-2
iii © Copyright 2017, General Electric Co.
Contents
CRANKSHAFT MAGNETIC PICKUP .......... 2.60-9 SPARK PLUGS, SPARK PLUG CARRIER
ENGINE PROTECTION SYSTEM EXTENSIONS AND SPARK PLUG
MAINTENANCE........................................... 2.60-9 SLEEVES ............................................. 4.00-1
K-TYPE THERMOCOUPLE IGNITION COILS.................................... 4.00-1
INSPECTION ........................................ 2.60-9 SPARK PLUG EXTENSIONS.................... 4.00-2
ENGINE EMERGENCY STOP (E-STOP)
Section 2.65 – TROUBLESHOOTING
BUTTONS ............................................ 4.00-2
USING ESM2
ADDITIONAL ASSISTANCE ........................... 2.65-1 Section 4.05 – IGNITION SYSTEM
ESM2 SYSTEM FAULT CODES ...................... 2.65-2 MAINTENANCE
IDENTIFYING FAULTS BY THEIR IGNITION SYSTEM ...................................... 4.05-1
CATEGORIES ....................................... 2.65-2 IGNITION SYSTEM GENERAL MAINTENANCE
ESM2 SYSTEM DIAGNOSTICS .....................2.65-16 AND INSPECTION ................................. 4.05-1
IPM-D MAGNETIC PICKUP
Section 2.70 – INITIAL ENGINE SETUP
INSTALLATION ..................................... 4.05-2
PRESTART INSPECTION .............................. 2.70-1
SPARK PLUG.............................................. 4.05-3
WKI PARAMETER SETTING .......................... 2.70-3
SPARK PLUG REMOVAL ........................ 4.05-3
LOAD INERTIA PARAMETER SETTING ........... 2.70-4
SPARK PLUG INSPECTION..................... 4.05-4
FUEL SYSTEM SETUP ................................. 2.70-7
CLEANING SPARK PLUG CARRIER SEALING
SURFACE ............................................ 4.05-5
CHAPTER 3 – FUEL SYSTEM SPARK PLUG SLEEVE AND CARRIER
EXTENSION REMOVAL .......................... 4.05-6
Section 3.00 – FUEL SYSTEM
SPARK PLUG SLEEVE AND CARRIER
DESCRIPTION
EXTENSION INSTALLATION ................... 4.05-6
FUEL SYSTEM COMPONENT
VALVE COVER INSTALLATION................ 4.05-8
DESCRIPTION ............................................ 3.00-1
SPARK PLUG INSTALLATION.................4.05-10
MAIN FUEL PRESSURE
REGULATORS ...................................... 3.00-1
EMISSION CONTROL SENSORS ............. 3.00-1 CHAPTER 5 – AIR INTAKE SYSTEM
THEORY OF OPERATION ....................... 3.00-3 Section 5.00 – AIR INTAKE SYSTEM
SETUP FOR CATALYST CONTROL .......... 3.00-3 DESCRIPTION
Section 3.05 – FUEL SYSTEM AIR INTAKE SYSTEM COMPONENT
MAINTENANCE DESCRIPTION ............................................ 5.00-1
FUEL SYSTEM MAINTENANCE ..................... 3.05-1 INTERCOOLERS ................................... 5.00-1
GAS REGULATORS ..................................... 3.05-1 AIR CLEANERS..................................... 5.00-2
MAINTENANCE SCHEDULE – Section 5.05 – AIR INTAKE SYSTEM

REGULATOR ........................................ 3.05-1 MAINTENANCE
REGULATOR ADJUSTMENT ......................... 3.05-3
AIR FILTER MAINTENANCE .......................... 5.05-1
CARBURETOR ADJUSTMENT....................... 3.05-3
AIR CLEANER FILTER
FUEL CONTROL VALVE ............................... 3.05-3
REPLACEMENT .................................... 5.05-2
RAIN SHIELD TO AIR DUCT GAP SETTING
CHAPTER 4 – IGNITION SYSTEM PROCEDURE........................................ 5.05-2
AIR FILTER RESTRICTION
Section 4.00 – IGNITION SYSTEM
INDICATOR .......................................... 5.05-3
DESCRIPTION
IGNITION SYSTEM COMPONENT
DESCRIPTION ............................................ 4.00-1 CHAPTER 6 – TURBOCHARGER SYSTEM
Section 6.00 – TURBOCHARGER SYSTEM
DESCRIPTION
Form 10002-2
iv © Copyright 2017, General Electric Co.
Contents
TURBOCHARGER SYSTEM COMPONENT IDLER PULLEY BEARING LUBRICATION ......... 7.05-7

DESCRIPTION ............................................ 6.00-1 AUXILIARY WATER PUMP BEARING
TURBOCHARGERS ............................... 6.00-1 LUBRICATION ............................................ 7.05-7
WASTEGATES ...................................... 6.00-1 GREASE RECOMMENDATIONS .................... 7.05-8
JACKET WATER PUMP DRIVE BELT
Section 6.05 – TURBOCHARGER SYSTEM
REPLACEMENT .......................................... 7.05-8
MAINTENANCE
JACKET WATER PUMP DRIVE BELT TENSION
TURBOCHARGER SYSTEM
PROCEDURE.............................................. 7.05-9
MAINTENANCE........................................... 6.05-1
AUXILIARY WATER PUMP DRIVE BELT
TURBOCHARGER INSPECTION .............. 6.05-1
REPLACEMENT .........................................7.05-13
TURBOCHARGER LUBRICATION
AUXILIARY WATER PUMP DRIVE BELT TENSION
CHECK ................................................ 6.05-2
PROCEDURE.............................................7.05-14
PRELUBE PRESSURE CHECK VALVE
JACKET / AUXILIARY WATER PUMP
INSPECTION .............................................. 6.05-2
INSPECTION .............................................7.05-17
JACKET WATER PUMP INSPECTION ......7.05-17
CHAPTER 7 – COOLING SYSTEM AUXILIARY WATER PUMP
INSPECTION .......................................7.05-18
Section 7.00 – COOLING SYSTEM
DESCRIPTION
COOLING SYSTEM COMPONENT CHAPTER 8 – LUBRICATION SYSTEM
DESCRIPTION ............................................ 7.00-1 Section 8.00 – LUBRICATION SYSTEM
JACKET WATER HEADER / JACKET DESCRIPTION
WATER................................................ 7.00-1
LUBRICATION SYSTEM COMPONENT
EXHAUST MANIFOLDS .......................... 7.00-1
DESCRIPTION ............................................ 8.00-1
JACKET WATER PUMP .......................... 7.00-2
PRELUBE SYSTEM COMPONENTS.......... 8.00-1
WATER MANIFOLD................................ 7.00-2
INTERNAL OIL CONTROL ....................... 8.00-1
CLUSTER THERMOSTAT HOUSING......... 7.00-2
OIL PAN AND PICKUP ............................ 8.00-4
REMOTE HEAT TRANSFER DEVICE (CUSTOMER
OIL PUMP ............................................ 8.00-4
SUPPLIED) ........................................... 7.00-2
OIL COOLER ........................................ 8.00-4
AUXILIARY WATER REMOTE HEAT TRANSFER
TEMPERATURE CONTROL VALVE .......... 8.00-5
DEVICE (CUSTOMER SUPPLIED) ............ 7.00-2
OIL FILTERS AND HOUSING ................... 8.00-5
AUXILIARY WATER PUMP ...................... 7.00-3
PRESSURE REGULATING VALVE ............ 8.00-6
INTERCOOLERS ................................... 7.00-3
CENTRIFUGAL OIL FILTER CLEANABLE OIL
OIL COOLER ........................................ 7.00-3
FILTERING SYSTEM .............................. 8.00-6
AUXILIARY WATER TEMPERATURE CONTROL
PRELUBE OPERATION ................................ 8.00-6
VALVE ................................................. 7.00-3
PRELUBE PUMP / MOTOR ...................... 8.00-7
Section 7.05 – COOLING SYSTEM PRELUBE VALVE .................................. 8.00-8
MAINTENANCE INLINE LUBRICATOR ............................. 8.00-8
COOLING SYSTEM MAINTENANCE ............... 7.05-1 OIL LEVEL REGULATOR (OPTIONAL)............. 8.00-9
COOLING SYSTEM ADDITIVES ............... 7.05-1 OIL COOLER AND OIL FILTER
COOLING SYSTEM SPECIFICATIONS AND INSTALLATION ........................................... 8.00-9
RECOMMENDATIONS ........................... 7.05-2 PRELUBE SYSTEM COMPONENT
JACKET COOLING CIRCUIT – INITIAL FILL ...... 7.05-3 DESCRIPTION ............................................ 8.00-9
AUXILIARY COOLING CIRCUIT – INITIAL PRELUBE PUMP AND MOTOR ................ 8.00-9
FILL........................................................... 7.05-4 INLINE LUBRICATOR ............................8.00-10
COOLING CIRCUITS – AIR BLEED.................. 7.05-4 PILOT-OPERATED PRELUBE VALVE .......8.00-10
COOLING SYSTEM CIRCUITS – DRAIN AND Section 8.05 – LUBRICATION SYSTEM

FLUSH....................................................... 7.05-5 MAINTENANCE
Form 10002-2
v © Copyright 2017, General Electric Co.
Contents
OIL FILL – INITIAL PROCEDURE .................... 8.05-1 Section 10.05 – CRANKCASE BREATHER
CRANKCASE OIL LEVEL CHECKING .............. 8.05-2 SYSTEM MAINTENANCE
OIL CHANGE ........................................ 8.05-2 BREATHER PRE-SEPARATOR SCREEN ........10.05-1
OIL PAN MAINTENANCE .............................. 8.05-3 BREATHER PRE-SEPARATOR SCREEN
OIL COOLER .............................................. 8.05-4 REMOVAL ...........................................10.05-1
OIL FILTER ................................................. 8.05-4 BREATHER PRE-SEPARATOR SCREEN
OIL FILTER REPLACEMENT.................... 8.05-4 CLEANING AND INSPECTION ................10.05-2
INLINE LUBRICATOR ................................... 8.05-5 BREATHER PRE-SEPARATOR SCREEN
MAGNETIC PLUG ........................................ 8.05-6 INSTALLATION ....................................10.05-2
TURBOCHARGER MAGNETIC PLUG ........ 8.05-6 CRANKCASE PRESSURE REGULATOR
CYLINDER HEAD MAGNETIC PLUGS ....... 8.05-6 VALVE ......................................................10.05-2
OIL PRESSURE ADJUSTMENT ...................... 8.05-6 BREATHER SEPARATOR ASSEMBLY ...........10.05-3
PRELUBE Y-STRAINER ................................ 8.05-7 RETURN LINE CHECK VALVE ................10.05-4
CENTRIFUGAL OIL FILTER ........................... 8.05-8 CRANKCASE PRESSURE RELIEF VALVES
CENTRIFUGE MAINTENANCE................. 8.05-8 (OPTIONAL) ..............................................10.05-4
CRANKCASE PRESSURE CHECK (PREFERRED
CHAPTER 9 – EXHAUST SYSTEM METHOD) .................................................10.05-5
Section 9.00 – EXHAUST SYSTEM

DESCRIPTION CHAPTER 11 – STARTING AND
EXHAUST SYSTEM COMPONENT
CHARGING SYSTEMS
DESCRIPTION ............................................ 9.00-1 Section 11.00 – AIR / GAS STARTER
EXHAUST MANIFOLDS .......................... 9.00-1 DESCRIPTION
EXHAUST THERMOCOUPLES................. 9.00-2 COMPONENT DESCRIPTION .......................11.00-1
Section 9.05 – EXHAUST SYSTEM START SYSTEM...................................11.00-1
MAINTENANCE START PUSHBUTTON VALVE ................11.00-1

STARTER MOTOR – ELECTRIC
EXHAUST SYSTEM MAINTENANCE ............... 9.05-1
START................................................11.00-1
EXHAUST SYSTEM BACKPRESSURE
STARTER MOTOR – AIR / GAS ...............11.00-1
MEASUREMENT ................................... 9.05-1
PILOT-OPERATED STARTER PRE-ENGAGE
EXHAUST SYSTEM TEMPERATURE
VALVE / STARTER MOTOR – CUSTOMER
MONITORING ....................................... 9.05-1
SUPPLIED ...........................................11.00-2
EXHAUST SYSTEM INSPECTION............. 9.05-1
AIR STARTER ............................................11.00-4
PRINCIPLE OF OPERATION ...................11.00-4
CHAPTER 10 – CRANKCASE BREATHER
SYSTEM Section 11.05 – STARTING SYSTEM
MAINTENANCE
Section 10.00 – CRANKCASE BREATHER STARTING SYSTEM MAINTENANCE .............11.05-1
SYSTEM DESCRIPTION ELECTRIC STARTER SYSTEM
CRANKCASE BREATHER SYSTEM COMPONENT MAINTENANCE....................................11.05-1
DESCRIPTION ...........................................10.00-1 INLINE LUBRICATOR ............................11.05-1
BREATHER PRE-SEPARATOR ...............10.00-1 AIR / GAS STARTER ...................................11.05-3
CRANKCASE PRESSURE REGULATOR STARTER INSPECTION.........................11.05-4
VALVE ................................................10.00-2 BATTERY MAINTENANCE ...........................11.05-4
BREATHER SEPARATOR EXTERNAL INSPECTION .......................11.05-4
ASSEMBLY .........................................10.00-2 BATTERY INDICATED STATE OF
BREATHER CHECK VALVE....................10.00-2 CHARGE.............................................11.05-4
CRANKCASE PRESSURE RELIEF VALVES
(OPTIONAL) ........................................10.00-3 Section 11.10 – ALTERNATOR
Form 10002-2
vi © Copyright 2017, General Electric Co.
Contents
ALTERNATOR BELTS .................................11.10-1 SPARK PLUG TROUBLESHOOTING ..............14.00-9

ALTERNATOR V-BELT STARTER TROUBLESHOOTING ................. 14.00-10
MAINTENANCE....................................11.10-1
Section 14.05 – NON-CODE ESM2
INSPECTION OF ALTERNATOR
TROUBLESHOOTING
BELTS ................................................11.10-1
RESETTING POWER DISTRIBUTION JUNCTION
BATTERY CONNECTION .......................11.10-2
BOX .........................................................14.05-5
ALTERNATOR SERVICING ....................11.10-2
MANUAL METHOD ...............................14.05-5
ALTERNATOR NOISE ...........................11.10-2
HMI METHOD ......................................14.05-5
ALTERNATOR DRIVE BELT TENSION
PROCEDURE.......................................11.10-2 Section 14.10 – STORAGE
ENGINE STORAGE – GENERAL....................14.10-1
CHAPTER 12 – OPERATION WAUKESHA PRESERVATIVE OIL..................14.10-1
OTHER PRESERVATIVE OILS AND
Section 12.00 – ENGINE START-UP AND
MATERIALS...............................................14.10-3
SHUTDOWN
ENGINES RETURNED TO SERVICE AFTER
PRESTART INSPECTION .............................12.00-1
STORAGE .................................................14.10-4
FUEL SYSTEM SETUP ................................12.00-3
ESM2 ENGINE START-UP
PROCEDURES...........................................12.00-7 CHAPTER 15 – CATALYTIC CONVERTER
ESM2 ENGINE CHECKS DURING Section 15.00 – CATALYTIC CONVERTER
OPERATION ..............................................12.00-8 DESCRIPTION
ENGINE SHUTDOWN PROCEDURES ............12.00-9 MONITORING PERFORMANCE ....................15.00-1
ROUTINE SHUTDOWN..........................12.00-9 CATALYTIC CONVTERTER ..........................15.00-1
EMERGENCY SHUTDOWN ....................12.00-9 DEFINITIONS.......................................15.00-1
MAINTENANCE OF STANDBY UNITS .......... 12.00-10 OVERVIEW..........................................15.00-3
ENGINE PERFORMANCE RECORD............. 12.00-10
OPERATING AT LIGHT LOADS ................... 12.00-10 Section 15.05 – CATALYTIC CONVERTER
INSTALLATION
REQUIRED ................................................15.05-1
CHAPTER 13 – MAINTENANCE
RECOMMENDED .......................................15.05-2
Section 13.00 – MAINTENANCE GENERAL NOTES ......................................15.05-2
SCHEDULE INSTALLATION ..........................................15.05-3
ENGINE PERFORMANCE RECORD...............13.00-5 CATALYST ASSEMBLY .........................15.05-3
SUGGESTED VERTICAL MOUNTING
Section 13.05 – VALVE ADJUSTMENT
ARRANGEMENT ..................................15.05-4
PREPARING ENGINE FOR VALVE
SUGGESTED HORIZONTAL MOUNTING
ADJUSTMENT ...........................................13.05-1
ARRANGEMENT ..................................15.05-5
TRADITIONAL METHOD ..............................13.05-1
EXPRESS METHOD ....................................13.05-2 Section 15.10 – CATALYST
ADJUSTING VALVES ..................................13.05-3 REPLACEMENT
SETTING VALVE BRIDGES ....................13.05-3 PROCEDURES
SETTING LIFTER PRELOAD ...................13.05-4 CATALYST ELEMENT REPLACEMENT ..........15.10-1
REMOVAL ...........................................15.10-1
INSTALLATION ....................................15.10-4
CHAPTER 14 – TROUBLESHOOTING AND
ELEMENT COVER GASKET
STORAGE
REPLACEMENT ...................................15.10-6
Section 14.00 – NON-ESM2
TROUBLESHOOTING Section 15.15 – CATALYST MAINTENANCE
TROUBLESHOOTING TABLE .......................14.00-1
Form 10002-2
vii © Copyright 2017, General Electric Co.
Contents
CATALYST MAINTENANCE
PROCEDURE.............................................15.15-1
PHYSICAL INSPECTION ........................15.15-1
CATALYST CONDITION.........................15.15-1
CORROSION .......................................15.15-3
LUBRICATING OIL
RECOMMENDATIONS ..........................15.15-3
MAINTENANCE SCHEDULE.........................15.15-3
CATALYST HARNESS MAINTENANCE ..........15.15-3
CATALYST CLEANING PROCEDURE ............15.15-4
INTRODUCTION...................................15.15-4
BACKGROUND AND
PREPARATION ....................................15.15-4
PROCEDURE.......................................15.15-5
DISPOSAL OF SPENT WASH
SOLUTION ..........................................15.15-6
APPENDIX A – WARRANTY
APPENDIX B – SCHEMATICS
Form 10002-2
viii © Copyright 2017, General Electric Co.
HOW TO USE THIS MANUAL
Your purchase of a GE Waukesha VHP Series Four 12- Chapter 13 – Maintenance – Provides engine
cylinder Extender engine with ESM2 and emPact maintenance schedule and valve adjustment
Emission Control System was a wise investment. Thank procedures.
you for your order. In the industrial engine field, the name
Chapter 14 – Troubleshooting and Storage – Provides
GE Waukesha stands for quality and durability. With
basic engine troubleshooting and storage procedures.
proper care and maintenance, this engine will provide
many years of reliable service. Chapter 15 – Catalytic Converter – Provides converter
description, installation, element and maintenance
BEFORE PLACING THE ENGINE IN SERVICE, READ
procedures.
AND UNDERSTAND CHAPTER 1, SAFETY AND
GENERAL INFORMATION, AND CHAPTER 12, ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
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 OR 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 GE 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 – ESM2 – Provides an overview of the Engine
System Manager 2 (ESM2), including the Human
Machine Interface (HMI).
Chapter 3 through Chapter 11 – Engine Systems –
Provides basic engine systems description and
operator’s maintenance information for each engine
system.
Chapter 12 – Operation – Provides prestart inspection
and routine start-up and shutdown procedures, and
describes operation of the engine.
Form 10002-2
ix © Copyright 2017, General Electric Co.
This Page Intentionally Left Blank
Form 10002-2
x © Copyright 2017, General Electric Co.
SAFETY AND GENERAL INFORMATION
SECTION 1.00
SAFETY LABELS AND LOCATIONS
SAFETY LABEL LOCATIONS NOTE: Not all labels are installed on all engines.
Application will depend on model of engine and optional
Safety labels are placed so that they are visible and equipment ordered. Example: air/gas starter instead of
readable to the operator when the engine is running. This an electrical starter.
section provides detailed diagrams and locations of the
safety labels on VHP Series Four engines. Pages 1.00- Clean surfaces of engine of all dirt, oil, etc. before
7 through 1.00-11 show examples of the safety applying labels.
labels.
SAFETY LABELS
! WARNING
The safety labels have specific placement and must be
replaced if they are defaced or removed for any reason.
All safety labels must be legible Table 1.00-1 describes each label. Figure 1.00-1
to alert personnel of safety
!
through Figure 1.00-4 show exact location of each label.
hazards. Replace any illegible or
missing labels immediately.
Safety labels removed during
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 10002-2
1.00-1 © Copyright 2017, General Electric Co.
Table 1.00-1: Safety Labels
PART SIGNAL
DESCRIPTION
NUMBER WORD
Operate engine with safety guards in place. Contact with rotating components could result in severe
211910A WARNING
personal injury or death.
Operate engine with safety guards in place. Contact with rotating components could result in severe
211910K WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may cause regulator
211910N WARNING
to burst and could result in severe personal injury or death.
Vent flammable gas from this connection in accordance with local codes. Improper venting could
211910S WARNING
result in severe personal injury or death.
Vent flammable gas from this connection in accordance with local codes. Improper venting could
211910W WARNING
Do not exceed 150 psi air/gas inlet pressure. Overpressure may cause motor to burst and could
211911 WARNING
Do not engage barring device while engine is cranking or running. Engagement could result in severe
211911C WARNING
Explosion hazard – Do not disconnect equipment unless power has been switched off or the area is
WARNING
known to be non-hazardous. Do not operate engine with cover removed.
211912A
This engine is equipped with electronically controlled equipment. When welding anywhere on the
CAUTION
engine all electronically controlled devices must be disconnected.
Do not contact hot components. Contact with hot components could result in severe burns or
211920D CAUTION
personal injury.
Do not contact hot components. Contact with hot components could result in severe burns or
211920E CAUTION
personal injury.
Eye and ear protection required when operating or adjusting engine. Failure to wear proper
211920F CAUTION
equipment could result in personal injury.
211930A SAFETY Follow engine rigging and lifting instructions in Operation and Maintenance manual.
211930L – Emergency stop
Form 10002-2
211930A
211930A
211910A
Figure 1.00-1: Safety Label Locations – Front View (L7044GSI Engine)
Form 10002-2
211930A
211930A
Figure 1.00-2: Safety Label Locations – Rear View (L7044GSI Engine)
Form 10002-2
211912A 211920D 211910N

211930L 211920F 211920E
211910K
211910W
211910N
211911C
Figure 1.00-3: Safety Label Locations – Left View (L7044GSI Engine)
Form 10002-2
211910N 211912A
211920D
211920F
211920E 211930L
211910K
211910S
211911
211911C
211910N 211912A
Figure 1.00-4: Safety Label Locations – Right View (L7044GSI Engine)
Form 10002-2
211920E
211920E
Figure 1.00-5: Catalyst Caution Label Locations
Operate engine with

safety guards in place.
Contact with rotating
components could result
in severe personal injury
or death.
211910A
211910A
Form 10002-2
Vent flammable gas from

this connection in
accordance with local
codes. Improper venting
could result in severe
211910K
211910W
150
211910N 211911
211910S
Form 10002-2
211911C
211912A
Form 10002-2
211920D 211920F
211920E
211930A
Form 10002-2
211930L
Form 10002-2
Form 10002-2
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. GE Waukesha does not, by the publication attention, become alert, your safety is
involved! Please read and abide by
of 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.
If you are installing, operating, or servicing a GE ! DANGER
Waukesha product, it is your responsibility to ensure full
compliance with all applicable safety codes and Indicates a hazardous situation which, if not
requirements. All requirements of the Federal avoided, will result in death or serious injury.
Occupational Safety and Health Act must be met when
GE Waukesha products are operated in areas that are
under the jurisdiction of the United States of America. ! WARNING
GE Waukesha products operated in other countries
must be installed, operated and serviced in compliance Indicates a hazardous situation which, if not
with any and all applicable safety requirements of that avoided, could result in death or serious injury.
country. Site Lockout/Tagout requirements must be
followed when servicing the equipment.
For details on safety rules and regulations in the United ! CAUTION
States, contact your local office of the Occupational
Safety and Health Administration (OSHA). Indicates a hazardous situation which, if not
avoided, could result in minor or moderate injury.
The words DANGER, WARNING, CAUTION and
NOTICE are used throughout this manual to highlight
important information. Be certain that the meanings of
these alerts are known to all who work on or near the NOTICE
equipment.
Indicates a situation which can cause damage to the
Follow the safety information throughout this manual in engine, personal property and/or the environment, or
addition to the safety policies and procedures of your cause the equipment to operate improperly.
employer.
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 10002-2
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 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 10002-2
SAFETY
Symbol Description Symbol Description
Flying Object Hazard Sharp Element
Prohibitions
Hazardous Chemicals
Do not operate with guards removed
High-Pressure Hazard
Do not leave tools in the area
Impact Hazard
Drugs and Alcohol Prohibited
Pinch-Point Hazard
Lifting/Transporting only by qualified
personnel
Pressure Hazard
Welding only by qualified personnel
Mandatory Actions
Puncture Hazard
Read Manufacturer’s Instructions
Sever Hazard
Wear Environment Suit
Sever Hazard (Rotating Blade)
Wear Eye Protection
Form 10002-2
SAFETY
Symbol Description
Wear Personal Protective Equipment

(PPE)
Wear Protective Gloves to avoid cuts and

burns
Miscellaneous
ERGENC
M
E
Emergency Stop
STOP
Grounding Point
PE Physical Earth
Use Emergency Stop (E-Stop); Stop

Engine
Form 10002-2
SAFETY
! WARNING Make sure site personnel who are

performing installation, commissioning
The safety messages that follow have WARNING
level hazards. ! and maintenance have been trained in
proper site procedures for working with
and around GE-supplied equipment per
safe site work practices.
SAFETY LABELS
ACIDS
All safety labels must be legible to alert
personnel of safety hazards. Replace any Always read and comply with the acid
! illegible or missing labels immediately.

Safety labels removed during any repair
work must be replaced in their original
manufacturer’s recommendations for
proper use and handling of acids.
position before the engine is placed back

into service.
BATTERIES
EQUIPMENT REPAIR AND SERVICE
Always read and comply with the battery
Always stop the engine before cleaning, manufacturer’s recommendations for
servicing or repairing the engine or any procedures concerning proper battery
driven equipment. Be sure to follow the use and maintenance.
procedures listed below and apply site
Lockout/Tagout requirements.
• Place all controls in the OFF position Batteries contain sulfuric acid and
and disconnect or lock out starters to generate explosive mixtures of hydrogen
prevent accidental restarting. and oxygen gases. Keep any device that
• If possible, lock all controls in the OFF may cause sparks or flames away from
position and remove the key. the battery to prevent explosion.
• Put a sign on the control panel warning
that the engine is being serviced. Always wear protective glasses or
• Close all manual control valves. goggles and protective clothing when
• Disconnect and lock out all energy working with batteries. You must follow
sources to the engine, including all fuel, the battery manufacturer’s instructions on
electric, hydraulic and pneumatic safety, maintenance and installation
connections. procedures.
• Disconnect or lock out driven
equipment to prevent the possibility of
the driven equipment rotating the
BODY PROTECTION
disabled engine.
Always wear OSHA-approved body,
Allow the engine to cool to room sight, hearing and respiratory system
temperature before cleaning, servicing or protection. Never wear loose clothing,
repairing the engine. Some engine jewelry or long hair around an engine.
components and fluids are extremely hot
even after the engine has been shut
down. Allow sufficient time for all engine
components and fluids to cool to room CHEMICALS
temperature before attempting any
service procedure. GENERAL
Exercise extreme care when moving the
engine or its components. Never walk or Always read and comply with the safety
stand directly under an engine or labels on all containers. Do not remove or
component while it is suspended. Always deface the container labels.
consider 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 that
exceeds the known weight of the object to
be lifted.
Form 10002-2
SAFETY
CLEANING SOLVENTS ELECTRICAL
Always read and comply with the solvent GENERAL
manufacturer’s recommendations for
proper use and handling of solvents. Do Equipment must be grounded by qualified
not use gasoline, paint thinners or other personnel in accordance with IEC
highly volatile fluids for cleaning. (International Electric Code) and local
electrical codes.
LIQUID NITROGEN
Do not install, set up, maintain or operate
Always read and comply with the liquid
any electrical components unless you are
nitrogen manufacturer’s
a technically qualified individual who is
recommendations for proper use and
familiar with the electrical elements
handling of liquid nitrogen.
involved.
Disconnect all electrical power supplies

before making any connections or
COMPONENTS servicing any part of the electrical system.
HEATED OR FROZEN
Always wear protective equipment when Always label “high voltage” on engine-
installing or removing heated or frozen mounted equipment over 24 volts
components. Some components are nominal.
heated or cooled to extreme
temperatures for proper installation or
removal.
INTERFERENCE FIT IGNITION
Always wear protective equipment when Avoid contact with ignition units and
installing or removing components with wiring. Ignition system components can
an interference fit. Installation or removal store electrical energy, and if contacted,
of interference components may cause can cause electrical shock.
flying debris.
Properly discharge any electrical

COOLING SYSTEM component that has the capability to store
electrical energy before connecting or
Always wear protective equipment when servicing that component.
venting, flushing or blowing down the
cooling system. Operational coolant
temperatures can range from 180° –
250°F (82° – 121°C). EMERGENCY SHUTDOWN
Do not service the cooling system while An Emergency Shutdown must never be
the engine is operating or when the used for a normal engine shutdown.
coolant or vapor is hot. Operational Doing so may result in unburned fuel in
coolant temperatures can range from the exhaust manifold. Failure to comply
180° – 250°F (82° – 121°C). increases the risk of an exhaust
explosion.
EXHAUST
Do not inhale engine exhaust gases.
Ensure that exhaust systems are leak-
free and that all exhaust gases are
properly vented to the outside of the
building.
Form 10002-2
SAFETY
Do not touch or service any heated PRESSURIZED FLUIDS / GAS / AIR

exhaust components. Allow sufficient
time for exhaust components to cool to Never use pressurized fluids/gas/air to
room temperature before attempting any clean clothing or body parts. Never use
service procedure. body parts to check for leaks or flow rates.
Observe all applicable local and federal
regulations relating to pressurized fluids/
FIRE PROTECTION gas/air.
See local and federal fire regulations for PROTECTIVE GUARDS

guidelines for proper site fire protection.
Provide guarding to protect persons or
structures from rotating or heated parts. It
is the responsibility of the engine owner to
specify and provide guarding. See OSHA
standards on “machine guarding” for
FUELS details on safety rules and regulations
concerning guarding techniques.
GENERAL
Ensure that there are no leaks in the fuel SPRINGS

supply. Engine fuels are highly
combustible and can ignite or explode. Use appropriate equipment and
protective gear when servicing or using
products that contain springs. Springs,
under tension or compression, can eject
if improper equipment or procedures are
GASEOUS used.
Do not inhale gaseous fuels. Some

components of fuel gas are odorless,
TOOLS
tasteless and highly toxic.
ELECTRICAL

Shut off the fuel supply if a gaseous any electrical tools unless you are a
engine has been cranked excessively technically qualified individual who is
without starting. Crank the engine to familiar with them.
purge the cylinders and exhaust system
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
HYDRAULIC
engine and exhaust system can result in
an explosion.
any hydraulic tools unless you are a
LIQUIDS technically qualified individual who is
familiar with them. Hydraulic tools use
Use protective equipment when working extremely high hydraulic pressure.
with liquids and related components.
Liquids can be absorbed into the body. Always follow recommended procedures
when using hydraulic tensioning devices.
INTOXICANTS AND NARCOTICS

Do not allow anyone under the influence
of intoxicants and/or narcotics to work on
or around industrial engines. Workers
under the influence of intoxicants and/or
narcotics are a hazard to both themselves
and other employees.
Form 10002-2
SAFETY
PNEUMATIC
! CAUTION
any pneumatic tools unless you are a The safety message that follows has a CAUTION
technically qualified individual who is level hazard.
familiar with them. Pneumatic tools use
pressurized air.
Ensure that all tools and other objects are
removed from the unit and any driven
WEIGHT equipment before restarting the unit.
Always consider the weight of the item

being lifted and use only properly rated
lifting equipment and approved lifting
methods.
Never walk or stand under an engine or

component while it is suspended.
WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.
Form 10002-2
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.
Inspect equipment for chipped paint or exposed metal,
and maintain painted surfaces for proper corrosion
resistance, especially in offshore applications.
Form 10002-2
SAFETY
Form 10002-2
SECTION 1.10
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING Table 1.10-1: Engine Dry Weights
ENGINE WEIGHT
! WARNING
L5794GSI 24,760 lb 11,230 kg
Exercise extreme care when L7042GSI S4/

moving the engine or its L7044GSI 24,250 lb 11,000 kg
components. Never walk or
stand directly under an engine LOCATION OF THE LIFTING EYES
or component while it is
suspended. Always consider ! WARNING
the weight of the engine or the
components involved when Always lift the engine using the
selecting hoisting chains and approved lifting eyes. The 12-
lifting equipment. Be positive cylinder gas engines are
about the rated capacity of equipped with two pairs of lifting
lifting equipment. Use only eyes, one pair on each cylinder
properly maintained lifting bank. Lifting eyes are only
equipment with a lifting capacity meant for lifting the engine. Do
which exceeds the known not use to lift driven or auxiliary
weight of the object to be lifted. equipment that may be attached
to the engine.
ALWAYS include the weight of
the engine, the components and
the lifting device to ensure the CORRECT METHOD OF RIGGING AND LIFTING
lifting equipment’s capacity is ENGINE
not exceeded when calculating
the weight to be lifted. VHP Series Four engines require the use of 9-1/2 ton
W.L.L. (Working Load Limit) standard anchor shackles
equipped with screw pins (see Figure 1.10-1).
Table 1.10-1 shows the approximate dry weight of the
Lifting chains should be positioned so that they do not
VHP 12-cylinder gas engines.
rub or bind against parts of the engine. A properly rigged
engine will be able to be lifted in such a manner that the
! WARNING
chains will not damage the engine. See Figure 1.10-2
and Figure 1.10-3 for examples of engine lifting with the
Always inspect lifting device spreader beam.
and hardware for cracks and or
other damage before attempting
to lift the engine.
Form 10002-2
RIGGING AND LIFTING ENGINES
Figure 1.10-1: Typical Lifting Shackle
! WARNING
Follow approved rigging

procedures to ensure that no
undue strain is placed on the
lifting eyes and hoisting chains/
cable sling when the engine is
raised. Use the proper spreader
beam to avoid damage to the
Figure 1.10-2: Correct Method of Lifting Engine – Rear
engine.
View
Figure 1.10-3: Correct Method of Lifting Engine – Side Views
Form 10002-2
SECTION 1.15
GENERAL INFORMATION
GENERAL INFORMATION AFR2
VHP Series Four engines are 4-cycle; 12-cylinder vee- GE Waukesha’s next generation air/fuel ratio controller
configured engines (see Figure 1.15-1). All engines for rich-burn engines. Control is based on pre-catalyst
rotate in the standard counterclockwise direction, as oxygen setpoints. System includes fuel control valves
viewed from the rear (flywheel) end. (instead of steppers), an enhanced oxygen sensor
optimized for gaseous fuels, and Human Machine
Interface (HMI) display panel. The display panel
provides on-screen AFR2 setup instructions, real-time
engine operating parameters without a laptop, and
buttons to adjust the system richer or leaner.
EMPACT* EMISSION CONTROL SYSTEM

(EMPACT)
GE Waukesha’s complete emission solution for rich-
burn engines capable of achieving 0.5 g/bhp-hr NOx /
1.0 g/bhp-hr CO or 0.15 g/bhp-hr NOx / 0.30 g/bhp-hr
CO. Includes engine, 3-way catalyst, and enhanced air/
fuel ratio controller. Control is based on post-catalyst
oxygen, allowing system to automatically adjust air/fuel
ratio based on feedback from emissions coming out of
catalyst, simplifying compliance across range of
Figure 1.15-1 speeds, loads, and other operating conditions. System
includes fuel control valves (instead of steppers),
Table 1.15-1: Engine Models enhanced pre- and post-catalyst oxygen sensors
optimized for gaseous fuels, pre- and post-catalyst
MODEL NUMBERS
temperature and pressure sensors, and Human/
L5794GSI Machine Interface (HMI) display panel. The display
L7042GSI S4/L7044GSI panel provides on-screen emPact setup instructions,
real-time engine operating parameters without a laptop,
“GSI” engines are rich combustion (stoichiometric) and buttons to adjust the system richer or leaner.
engines equipped with turbochargers that “force” high-
velocity ambient air through the intercoolers, * Trademark of General Electric Company
carburetors and intake manifolds before entering the
ENGINE FEATURES AND BENEFITS
combustion chamber.
The design features of the VHP Series Four engine
See Figure 1.15-4 through Figure 1.15-7 for engine
family include the following:
identification views.
• GE Waukesha Engine System Manager 2 (ESM2), a
The key features of this generation of VHP Series Four total engine management system designed to
GSI engines are the updates to the fuel control system. optimize engine performance and maximize uptime.
• Robust cylinder head assembly offering improved
reliability and durability.
Form 10002-2
GENERAL INFORMATION
• Ignition coils mounted directly on the valve rocker • Efficient air cleaner designed for fast element
covers, improving ignition characteristics. replacement.
• Water piping routed above the engine for easier • Power distribution junction box designed for simplified
maintenance. troubleshooting.
• Water-cooled turbocharger center sections and • Maintenance-free mounted TDI starter.
additional heat shielding. • Single connection point fuel inlet.
• High-performance pistons. • Deep sump oil pan for longer oil drain intervals.
• Robust crankshaft material.
SERIAL NUMBERS AND ENGINE NAMEPLATE
Extender Series engines also have the following
features: For ease in identification, the engine model, serial and
specification numbers are stamped on a nameplate (see
• Self-regulating closed breather system with less
Figure 1.15-2).
particulate matter (PM) emissions.
Figure 1.15-2: Nameplate
The engine nameplate provides the following When requesting information, you will need to reference
information: model number, serial number, date both the engine model and serial numbers. If the
inspected, special application approval number (power nameplate is defaced or detached, the serial number
approval), valve clearance, compression ratio, firing may be obtained directly from the crankcase. To locate
order, governed speed, elevation limit at which an it, look directly above the nameplate location, on the
engine derate takes place, and primary and secondary cylinder head deck of the crankcase.
fuel ratings which show the fuel, minimum WKI value,
ignition timing, rated output in horsepower and kilowatts, BASIC ENGINE DESCRIPTION
and overload rating in horsepower and kilowatts. This
nameplate is located on the lower left side of the The crankcase is gray cast iron. The main bearings are
crankcase, adjacent to the front of the engine. replaceable. The counterweighted crankshaft is made
of forged steel and has seven main bearing journals.
Each engine is equipped with a viscous vibration
damper.
Form 10002-2
GENERAL INFORMATION
There are interchangeable cylinder heads, each with
two intake and two exhaust valves. Both exhaust and
intake valve seats are replaceable. Roller-type cam
followers and hydraulic pushrods are standard. The
camshaft is heavy-duty for long life. The connecting rods
are made from drop-forged steel and are rifle-drilled.
The cylinders have replaceable wet cylinder sleeves.
The pistons use a full-floating piston pin. The flywheel is
machined and has a ring gear attached.
The exhaust-driven turbocharger compresses intake air.
This compressed air is cooled in the intercooler and then
enters the carburetor and mixes with pressurized fuel.
The turbocharged air/fuel mixture enhances the
engine’s power and performance.
The pressurized lubricating system consists of an oil
sump, pump, piping network, full-flow filters, centrifugal
bypass filter and cooler. The full-flow oil filters are
mounted on the front gear cover.
The cooling system has two water pumps. The main
water pump circulates the jacket water of the engine. Figure 1.15-3: Cylinder Head Cutaway View
The auxiliary water pump circulates water for the oil
cooler and the intercooler. The engine jacket, cylinder CRANKCASE
heads, exhaust manifold and intercooler are all water-
cooled. The crankcase is a gray iron casting. For assembled
rigidity, the main bearing caps are attached to the
crankcase with both vertical studs and lateral tie bolts.
BASIC ENGINE COMPONENT
This feature makes the crankcase assembly more rigid
DESCRIPTIONS and lengthens the life of the main bearings.
CYLINDER HEAD AND VALVES CRANKSHAFT
Each cylinder head has four valves, two intake and two The underslung crankshaft is made of a low alloy, high
exhaust (see Figure 1.15-3). The new cylinder heads tensile strength forged steel. The crankshaft is
offer the following features: counterweighted to achieve a near perfect balance of
• Improved cooling rotating forces.
• Superior valve life A viscous vibration damper is installed on the forward
• Increased overhaul interval end of the crankshaft along with a gear that drives the
front end gear train and accessories. The flywheel, with
• Rigid valve bridge assembly
ring gear, is installed on the rear end of the crankshaft
and is machined to accept several options.
CONNECTING RODS
The connecting rods are machined to ensure maximum
strength, precise balance and consistent weight
between cylinders. They are made of a low alloy, high
tensile strength forged steel, and are rifle-drilled to
supply pressurized lube oil from the crankshaft to the
piston pin bushings. The split line of the rod and cap
allows for removal of the connecting rod assembly up
through the cylinder sleeve bore.
Form 10002-2
GENERAL INFORMATION
The serrated split line ensures precise alignment and WKI
transfer of loads. The caps and rods are match-
numbered to ensure that each cap is mated with the The WKI* is an analytical tool developed by GE as a
correct blade during reassembly. method for calculating the knock resistance of gaseous
fuels. It is a calculated numeric value used to determine
The connecting rod cap fasteners, like all critical optimum engine settings based on a specific site’s fuel
fasteners used on the engine, are torqued to specific gas composition.
values.
The WKI value can be determined using the WKI
PISTONS computer program for Microsoft Windows operating
system that is distributed to GE Power’s Waukesha gas
The pistons are machined from one-piece castings. The engines Technical Data Book holders, and which is also
dimension of the piston skirt at room temperature is available by contacting a Distributor or GE Power’s
slightly larger at a point 90° to the piston pin bore. This Waukesha gas engines Sales Engineering Department,
feature allows the piston to expand from a shape that is or by downloading it from the Distributed Power (DP)
somewhat oval to one that is almost perfectly round portal (www.powergen.gepower.com).
when operating at stabilized engine temperatures.
The WKI program is also built into the latest version of
CYLINDER SLEEVES EngCalc, which is a Microsoft Excel-based computer
program that allows users to obtain site-specific engine
Each wet-type cylinder sleeve has a flange at its upper data based on their input site conditions and fuel
end to locate it in the crankcase upper deck. The sleeves analysis. The WKI program will calculate the WKI value
have three external ring grooves to hold the lower from a customer’s fuel analysis breakdown. EngCalc
crankcase bore seals. expands the WKI program to allow the input of fuel
contaminants, such as H2S and siloxanes, to determine
CAMSHAFTS
if they are within the fuel contaminant limits.
The design of the camshaft lobe and camshaft
minimizes valve overlap and reduces the flow of gases NOTE: The latest version of EngCalc is available for
between the intake and exhaust ports. This improves download at the DP portal
fuel efficiency and lowers exhaust emissions. (www.powergen.gepower.com).
* Trademark of General Electric Company
Form 10002-2
GENERAL INFORMATION
TRADEMARKS ACRONYMS AND DEFINITIONS

The following is a list of trademarked products and See latest edition of Form 6379, Glossary of Terms for a
equipment that may be used throughout this manual. For complete list of acronyms and definitions used in this
sealant, adhesive, lubricant and cleaner trademark manual. The acronyms and definitions stated in the
information, see Table 1.15-3 Sealants, Adhesives and Glossary of Terms apply to GE Waukesha gas engines.
Lubricants on page 1.15-6. Where possible, brand Definitions are not general definitions applicable to all
names are listed in the procedure. situations.
Table 1.15-2: Trademarks New to this manual:
• STU – Smart Thermocouple Unit
Custom Air/Fuel Control (CAFC)
• DTC – Diagnostic Trouble Code
Custom Catalyst Control (CCC)
• NSD – Normal Shutdown
Custom Lean Burn Control (CLBC)
• ESD – Emergency Shutdown
Deutsch
• cESD – Critical Emergency Shutdown
Lookout
• PM – Particulate Matter
Magnaflux Products: Penetrant (SKL-HF/S) Developer
(SKD-NF-ZP-9B) Cleaner/Remover (SKC-NF/ZC-7B) (USA
847-657-5300) (UK +44 0 1793 524566)
Microsoft Windows
MODBUS
National Instruments
Permatex Non Drying Prussian Blue (Bluing Agent) (mfg. by
Loctite Corporation) (877-376-2839)
Plastigage – used for measuring small clearances
(248-354-7700)
Stellite is a registered trademark of Stoody Deloro Stellite,
Inc.
Waukesha Knock Index / WKI
Woodward
Form 10002-2
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). GE 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 1.15-3: Sealants, Adhesives and Lubricants
NAME USED IN TEXT BRAND NAME / DESCRIPTION

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 10002-2
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 Loctite 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 10002-2
GENERAL INFORMATION

Slide Rite 220 CITGO/lubricating oil (800-248-4684)
Superior Industries/High-temperature lubricant and sealant
Superior Seal & Assist #5000
(423-899-0467 or www.superior-industries.com)
WD-40 WD-40 is a registered trademark of the WD-40 Company (888-324-7596)
Form 10002-2
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS
3
1 2 4 6 7
5
8
9
10
11
22
12
21
13
20
19 14
18 17 16 15
Figure 1.15-4: Right-Side View (L7044GSI Engine)
1 - Crankcase Pressure Regulator Valve 12 - Oil Pressure Regulator

2 - Wastegate 13 - Lube Oil Pump
3 - Exhaust Manifold Assembly 14 - Power Distribution Junction Box (PDB)
4 - Water Piping 15 - Engine Leveling Bolts
5 - Fuel Control Valve (FCV) 16 - Lube Oil Dipstick
6 - Thermostat Cluster Housing 17 - Gas Regulator
7 - E-Stop Button 18 - Carburetor
8 - Oil Cooler 19 - Engine Control Unit (ECU)
9 - Water Inlet 20 - Single Fuel Inlet
10 - Governor Actuator 21 - Water Jacket Drains
11 - Oil Filters 22 - Air Cleaner
Form 10002-2
GENERAL INFORMATION
2 3 4
1 5
13
12 11 10 9 8 7
Figure 1.15-5: Left-Side View (L7044GSI Engine)
1 - Centrifuge 8 - Engine Leveling Bolts

2 - E-Stop Button 9 - Lube Oil Pan Leveling Bolts
3 - Fuel Control Valve (FCV) 10 - Carburetor
4 - Water Manifold 11 - Gas Regulator
5 - Breather Separator Assembly 12 - Inline Lubricator
6 - Oil Fill Pipe 13 - Prelube Motor/Pump Assembly
7 - Barring Device
Form 10002-2
GENERAL INFORMATION
1 3
Figure 1.15-6: Rear View (L7044GSI Engine)
1 - Lifting Eye 4 - Oil Drain

2 - Crankcase Pressure Regulator Valve 5 - Breather Separator Assembly
3 - Lifting Eye
Form 10002-2
GENERAL INFORMATION
3 4 5
2
1
6
Figure 1.15-7: Front View (L7044GSI Engine)
1 - Lifting Eye 5 - Oil Cooler

2 - Wastegate 6 - Lifting Eye
3 - Flexible Exhaust Connection 7 - Oil Drain
4 - Wastegate 8 - Sight Glass
Form 10002-2
GENERAL INFORMATION
MAXIMUM SOUND PRESSURE LEVEL
! WARNING
Always wear Personal

Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.
Table 1.15-4: Maximum Sound Pressure Level
MODEL dB(A)
L5794GSI 112 dB(A)
L7042GSI S4/L7044GSI 113 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 latest edition of
Gaseous Fuel Specification Sheet S7884 and Service
Bulletin 12-1880 for typical changes in operation
temperatures for jacket water and oil when running on
landfill or digester gas fuels.
Table 1.15-5: VHP 12-Cylinder Series Four Engine Specifications
GENERAL SPECIFICATIONS
ENGINE MODEL L5794GSI L7042GSI S4/L7044GSI
Type 4-cycle
Aspiration, GSI Turbocharged and intercooled Turbocharged and intercooled
Number of cylinders V-12, 4 valves per cylinder
Bore x stroke 8.50 x 8.50 in. (216 x 216 mm) 9.375 x 8.50 in. (238 x 216 mm)
Displacement 5788 cu. in. (95 L) 7040 cu. in. (115 L)
Compression ratio 8.25:1 8:1
700 – 1200 rpm 700 – 1200 rpm
Speed range
(see engine nameplate) (see engine nameplate)
Low idle 700 rpm
1,000 rpm – 100 dB(A) 1,000 rpm – 103 dB(A)
Maximum Sound Pressure Level*
1,200 rpm – 103 dB(A) 1,200 rpm – 105 dB(A)
Form 10002-2
GENERAL INFORMATION
Lubrication System
Sump capacity, including filter and
190 gal (719 L) 190 gal (719 L)
cooler**
Extender
152 gal (575 L) 152 gal (575 L)
Oil pan (Low level mark)
173 gal (655 L) 173 gal (655 L)
Oil pan (Full level mark)
Shallow-Pan Option
35 gal (132.5 L) 80 gal (303 L)
Oil pan (Low level mark)
45 gal (170.3 L) 110 gal (416 L)
Oil pan (Full level mark)
Oil filter capacity 7 gal (26.5 L) 7 gal (26.5 L)
(7.25 in. x 52 in.) (7.25 in. x 52 in.)
Oil cooler capacity
5 gal (19 L) 5 gal (19 L)
Paper filter 25 micron at 98.6% efficiency (absolute) 25 micron at 98.6% efficiency (absolute)
Micro-fiberglass filter 20 micron at 90% efficiency (minimum) 20 micron at 90% efficiency (minimum)
Normal oil pressure 55 ± 5 psi (380 ± 35 kPa) 55 ± 5 psi (380 ± 35 kPa)
Low oil pressure alarm setpoint 35 psi (241 kPa) 35 psi (241 kPa)
Low oil pressure shutdown setpoint 30 psi (207 kPa) 30 psi (207 kPa)
Recommend: 3 minutes before starting.
Prelube duration
Required Minimum: 30 seconds or until pressure is obtained.
Prelube pressure in header 1 – 4 psi (7 – 31 kPa)
Postlube duration (after hot shutdown) 5 minutes
Normal oil header temperature 180°F (82°C) 180°F (82°C)
Oil header temperature alarm setpoint 195°F (91°C) 195°F (91°C)
Oil header temperature shutdown
205°F (96°C) 205°F (96°C)
setpoint
Air/Gas Starter
Pneumatic prelube motor, inline lubricator 0.5 pint (0.2 liter) 0.5 pint (0.2 liter)
Cooling System (Jacket and Auxiliary Cooling Circuits)
Standard air cooler inlet temperature 130°F (54°C)
Jacket coolant capacity, engine only 107 gal (405 L) 107 gal (405 L)
Surge tank capacity (optional) 45.5 gal (172 L) 45.5 gal (172 L)
Intercooler coolant capacity 5.50 gal (21 L) 5.50 gal (21 L)
Oil cooler coolant capacity 6.5 gal (24.6 L) 6.5 gal (24.6 L)
Jacket water pump belt tension (new or See JACKET WATER PUMP DRIVE BELT TENSION PROCEDURE on page 7.05-
used) 9.
Auxiliary water pump belt tension (new or See AUXILIARY WATER PUMP DRIVE BELT TENSION PROCEDURE on page
used) 7.05-14.
Exhaust System
Maximum permissible backpressure @ 18 in. (457 mm) at full load and speed (158 BMEP/1,200 rpm – see Technical Data
rated load and speed Sheet S-7567–03 for adjustments based on speed and load.
Crankcase Breather System
Crankcase vacuum -3 [negative] to 0 inch-H2O. (-76 [negative] to 0 mm-H2O)
Form 10002-2
GENERAL INFORMATION
Jacket Water Outlet Temperature

180°F (82°C) for continuous and
Normal:
intermittent rating
Standard cooling system
Alarm: 190°F (88°C) (ESM2-monitored)
Shutdown: 200°F (93°C) (ESM2-monitored)
Intake Manifold Temperature
Up to 10°F (-12°C) above design
Normal:
intercooler water inlet temperature
GSI engines
Alarm: 145°F (63°C) (ESM2-monitored)
Shutdown: 150°F (66°C) (ESM2-monitored)
Intake Manifold Pressure
Contact GE Waukesha Sales Engineering Department
Fuel System
Natural gas pressure at regulator 24 – 50 psi (165 – 345 kPa)
Air Induction System
Maximum permissible restriction @ rated
15 inch-H2O (381 mm-H2O) 15 inch-H2O (381 mm-H2O)
load and speed
Required filtering efficiency (coarse dust
99.7% 99.7%
test per SAE726C)
Starting System
Electric starting 24 volts DC
150 psi (1034 kPa) (MAX)
Air starting pressure
Pressure is based on 50°F (10°C) oil temperature
SAE 10W oil at 32°F (0°C) and above.
Prelube inline lubricator lubricant
Use No. 2 Diesel Oil when ambient temperatures fall below 32°F (0°C)
Miscellaneous
See Table 1.15-7 13/16 in. Reach Spark Plugs for P/N 205002 Series Cylinder
Spark plug gap
Heads on page 1.15-16.
Engine timing See Engine Nameplate
Main bearing temperature shutdown 250°F (121°C)
Overspeed shutdown 10% over governed speed/ESM2-monitored
Flywheel ring gear 208 teeth
Valve Train
Valve clearance – hydraulic valve lifters See VALVE ADJUSTMENT on page 13.05-1.
* 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.
** 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.
Form 10002-2
GENERAL INFORMATION
Table 1.15-6: GE Waukesha Preservative Oil Application
UPPER CYLINDER CRANKCASE TOTAL QUANTITY

NUMBER OF PRESERVATIVE PRESERVATIVE STANDARD OIL QUANTITY OF OF ENGINE
CYLINDERS OIL PER OIL ALL PAN CAPACITY PRESERVATIVE PRESERVATIVE
CYLINDER CYLINDERS (DEEP SUMP) OIL OIL REQUIRED
3.77 gal
12 3-1/2 oz (103.5 cc) 42 oz (1,242 cc) 190 gal (719 L) 4.1 gal (15.50 L)
(14.27 L)
NOTICE SERVICE TOOLS LIST

See latest edition of Form 398, GE Waukesha Special
13/16 in. reach spark plugs must be used with P/N Tools Catalog, for a complete listing of tools available for
205002 series cylinder heads. Failure to use the your engine. To order these tools, contact your local GE
proper reach spark plugs will cause damage to Waukesha Distributor. In some instances, substitute
equipment. items may be used but only if specifically approved by
GE Waukesha.
NOTICE
Use of another spark plug may cause light load misfire.
Table 1.15-7: 13/16 in. Reach Spark Plugs for P/N 205002
Series Cylinder Heads
ENGINE P/N GAP

0.015 in.
GSI 60999Z
(0.381 mm)
Form 10002-2
GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS

Table 1.15-8: 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 1.15-9: 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 10002-2
GENERAL INFORMATION
Table 1.15-10: 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 1.15-11: 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 10002-2
GENERAL INFORMATION
TORQUE VALUES
Table 1.15-12 lists the standard torque values required
for VHP Series Four engines.
Table 1.15-12: Critical Engine Torque Values
DESCRIPTION ft-lb in.-lb N·m

Ignition System
Ignition Coil to Valve Cover Nuts – 132 – 156 15 – 17.6
Valve Cover to Cylinder Head Capscrews – 200 (oiled) 23 (oiled)
Rocker Arm Support 1/2-13 x 5-1/2 Capscrew (4 per
66 – 70 (oiled) – 89 – 95 (oiled)
Cylinder Head)
Rocker Arm Support 3/8-16 x 6-3/4 Center Capscrew 17 (oiled) – 23 (oiled)
Spark Plug 32 – 38 (dry) – 43 – 52 (dry)
Spark Plug Sleeve Nut – 300 34
Spark Plugs
NOTICE
13/16 in. reach spark plugs must be used with P/N 32 – 38 – 43 – 52
205002 series cylinder heads. Failure to use the
proper reach spark plugs will cause damage to
equipment.
Lubrication System
Oil Pain Door Capscrew 18 – 20 – 24 – 27
ESM2
Knock Sensors – 177 (dry) 20 (dry)
Air Intake System
Air Cleaner Outer Flange Nuts 50 – 67.8
Form 10002-2
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 1.15-13: 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 10002-2
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 10002-2
GENERAL INFORMATION
Table 1.15-14: 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 10002-2
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 10002-2
GENERAL INFORMATION
Table 1.15-15: 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.
• Oiled torque values should be reduced by 10% from dry when nickel-based antiseize compound is used as a lubricant.
• 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 10002-2
GENERAL INFORMATION
DECLARATION OF CONFORMITY
Distributed Power, Inc.
Form 10002-2
GENERAL INFORMATION
Form 10002-2
GENERAL INFORMATION
DECLARATION OF INCORPORATION
Distributed Power, Inc.
Form 10002-2
GENERAL INFORMATION
Form 10002-2
ESM2
SECTION 2.00
ESM2 DESCRIPTION OF OPERATION
INTRODUCTION • Local and remote monitoring capability used to trend

engine performance
GE’s Waukesha Engine System Manager 2 (ESM2) is
the next generation of a total engine management • Easy integration into a data acquisition system
system designed to optimize engine performance and This information is displayed on the HMI.
maximize uptime. The ESM2 system provides
integrated spark timing control, speed governing, In addition, the ESM2 provides engine shutdowns to
detonation detection, misfire detection, start-stop protect the engine. See ALARMS AND SHUTDOWNS
control, air/fuel control, diagnostic information, DESCRIPTION on page 2.20-1.
continuous data logging and engine protection. The See Figure 2.00-1 for a block diagram of the complete
ESM2 system provides: ESM2 system.
• Extensive system diagnostics
• Simplified troubleshooting of engines
Form 10002-2
Human
Machine
Interface (HMI)
Customer
Control
Power Panel (PLC)
Distribution (Customer-
Box Supplied)
Ignition
Module
Pressure
Sensors
Temperature
Sensors
Throttle
Magnetic Actuator
Pickups
Knock
Sensors
Thermocouples
STU ENGINE
CONTROL
UNIT Fuel Control
Catalyst Valves
(ECU)
Sensors
Figure 2.00-1: ESM2 System Block Diagram
Form 10002-2
ESM2 SYSTEM EQUIPMENT

The ESM2 system, including the modules and cables,
meets Canadian Standards Association (CSA) Class I,
Division 2, Groups A, B, C and D, hazardous location
requirements. On 12-cylinder VHP engines, the ESM2
system includes the following, with the sensor quantity
listed in parentheses:
• Engine Control Unit (ECU)
• Ignition Power Module with Diagnostics (IPM-D)
• Human Machine Interface (HMI)
• Power Distribution Box (PDB)
• Smart Temperature Unit (STU)
• Electric throttle actuator Figure 2.00-2: Camshaft Magnetic Pickup
• Fuel Control Valves (FCV) (2)
The ESM2 system includes the following sensors:
• Camshaft Magnetic Pickup (1)
• Crankshaft Magnetic Pickup (1)
• Intake Manifold Pressure Sensors (2)
• Intake Manifold Temperature Sensor (1)
• Jacket Water Temperature Sensor (1)
• Knock Sensors (12)
• Oil Pressure Sensor (1)
• Oil Temperature Sensor (1)
• Oil Pre-Filter Pressure Sensor (1)
• Exhaust Temperature Post Turbocharger Sensors (2)
• Crankcase Pressure Sensor (1) Figure 2.00-3: Crankshaft Magnetic Pickup
• Boost Pressure Sensors (2)
• Cylinder Exhaust Temperature Sensors (12)
• Main Bearing Temperature Sensors (7)
• TriCan Sensor (1)
• Pre-Catalyst Oxygen Sensors (2)
• Pre-Catalyst Temperature Sensor (1)*
• Post-Catalyst Temperature Sensor (1)*
• Pre-Catalyst Pressure Sensor (1)*
• Post-Catalyst Pressure Sensor (1)*
• Post-Catalyst Oxygen Sensor (1)*
* With emPact emission control system
Form 10002-2
1
2
Figure 2.00-4 Figure 2.00-7: Oil Pressure Sensor
1 - Intake Manifold 2 - Intake Manifold

Temperature Pressure Sensor
Sensor
Figure 2.00-8: Oil Temperature Sensor
Figure 2.00-5: Jacket Water Temperature Sensor
Figure 2.00-9: Oil Pressure Pre-Filter Sensor
Figure 2.00-6: Knock Sensor
Form 10002-2
Figure 2.00-10: Post Turbocharger Exhaust Temperature

RTD Sensors
Figure 2.00-13: Boost Pressure Sensor
Figure 2.00-11: Pre-Catalyst Oxygen Sensors
Figure 2.00-14: Cylinder Exhaust Temperature Sensor
Figure 2.00-12: Crankcase Pressure Sensor
Figure 2.00-15: Main Bearing Temperature Sensor
Form 10002-2
Figure 2.00-16: TriCan Sensor (Behind Right Air Cleaner

Assembly)
Figure 2.00-17: emPact Emission System Sensors
1 - Exhaust Sample Probe 4 - Pre-Catalyst Temperature RTD Sensor

2 - Post-Catalyst Oxygen Sensor 5 - Post-Catalyst Pressure Sensor
3 - Post-Catalyst Temperature RTD Sensor 6 - Pre-Catalyst Pressure Sensor
Form 10002-2
ENGINE CONTROL UNIT
The Engine Control Unit (ECU) is the central module or
“hub” of the ESM2 system (see Figure 2.00-18). The
ECU is the single entry point of system control for easy
interface and usability. Based on system inputs, the ECU
logic and circuitry drive all the individual subsystems.
The ECU has one green status LED. The green LED is
on whenever power is applied to the ECU and the ECU
is responsive.
Figure 2.00-19: IPM-D
HUMAN MACHINE INTERFACE

The Human Machine Interface (HMI) is a fully interactive
touch screen display that is a user portal into ESM2 (see
Figure 2.00-20). The HMI provides engine data,
adjustable parameters, status and faults information,
documentation and E-Help troubleshooting program.
See HMI OVERVIEW on page 2.30-1. The HMI
communicates with the ECU via CAN.
Figure 2.00-18: Engine Control Unit (ECU)
IGNITION POWER MODULE WITH DIAGNOSTICS

The ignition system uses the capacitor discharge
principle that provides a high energy, precision-timed
spark for maximum engine performance. The spark
timing is determined by calibration and can vary with
engine speed, intake manifold pressure, WKI value, etc.
The Ignition Power Module with Diagnostics (IPM-D) is
needed to fire the spark plug at the required voltage (see
Figure 2.00-19). Based on the precalibrated information
Figure 2.00-20: Human Machine Interface (HMI)
and readings, the ECU sends an electronic signal to the
IPM-D that energizes the ignition coils to fire the spark
plug. The ECU’s signal triggers the IPM-D to release the
energy stored in the capacitor. See IPM-D on page 2.10-
1.
Form 10002-2
POWER DISTRIBUTION BOX
The Power Distribution Box (PDB) (see Figure
2.00-21) is used to protect and distribute 24 VDC power
to all the components on the engine that require power,
such as the ECU, IPM-D and throttle actuator; no other
power connections are necessary. It also triggers
controlled devices such as the prelube motor and fuel
valve. The PDB contains circuitry to limit input voltage to
a safe level before distribution. It disables individual
output circuits from high-current events such as a short
circuit. The PDB current and trip status information is
displayed on the HMI to report current and trip status for
each output, as well as system voltages and over-
voltage trip status. Circuit trips can be reset on the HMI
(recommended) using the Advanced Setting
Parameters screen or by pressing the reset button on Figure 2.00-22: Smart Thermocouple Unit (STU)
the PDB. See ESM2 SYSTEM POWER AND WIRING
on page 2.45-1 for more information. ELECTRIC THROTTLE ACTUATOR
The ECU controls engine speed with the throttle
actuator, which regulates the flow of air and fuel into the
engine (see Figure 2.00-23).
Figure 2.00-21: Power Distribution Box (PDB)
SMART THERMOCOUPLE UNIT

The Smart Thermocouple Unit (STU) provides the Figure 2.00-23: Electric Actuator and Throttle
exhaust port temperatures and the main bearing
temperatures to the ECU (see Figure 2.00-22). The FUEL CONTROL VALVES
temperature information is displayed on the HMI.
A Fuel Control Valve (FCV) is located on each engine
bank. The FCV is an electronically controlled valve used
to adjust fuel flow into each carburetor. The ECU
controls the air/fuel ratio with the FCV, which regulates
the amount of fuel allowed into the mixture.
See INITIAL ENGINE SETUP on page 2.70-1.
Form 10002-2
Figure 2.00-24: Fuel Control Valve
Form 10002-2
Form 10002-2
SECTION 2.05
ESM2 SPEED CONTROL
In order to control the engine speed, the ECU needs to

know the following:
• Current engine speed
• Desired engine speed or torque
Engine speed is determined by the ECU through the use
of a crankshaft magnetic pickup. The ECU maintains the
desired engine speed by regulating air and fuel flow into
the engine. This is done through control of the throttle
actuator position (see Figure 2.05-1).
NOTE: Wiring diagrams are in Appendix B and are
intended for reference only.
Figure 2.05-1: Electric Actuator and Throttle
Form 10002-2
ESM2 SPEED CONTROL
SPEED GOVERNING INPUTS AND CALIBRATIONS
ESM2 PARAMETERS
LOAD SHARING MODULE SIGNAL
ENGINE PRESSURES
AND TEMPERATURES
Figure 2.05-2: ESM2 Speed Governing System Inputs, Engine Pressures and Temperatures
Form 10002-2
ESM2 SPEED CONTROL
Figure 2.05-2 illustrates the types of inputs to the ESM2 Fixed Speed
for speed governing control.
NOTICE
NOTE: The actual inputs required to the ECU depend
on the governing control desired. Never set the high idle speed above the safe working
Customer inputs are communicated to the ECU via the limit of the driven equipment. If the GOVREMSP signal
customer’s local control panel. These inputs include a goes out of range, the engine will revert to low idle
remote speed, remote speed enable, idle/rated speed speed. If the GOVREMSEL signal is lost, then the
signal, an auxiliary rpm input for load control, and engine will run at the speed determined by the status
synchronizer mode enable. Using these customer of GOVHL IDL and calibrated low or high idle speeds.
inputs, the ESM2 speed governing system can be
configured to run in either speed control mode or load
control mode. When fixed speed control is selected, the ECU will
maintain a constant engine speed regardless of load
Engine speed governor control is further customized for (within the capacity of the engine).
site and application requirements through user-
selectable parameters, such as the moment of inertia of There are two fixed speeds available: low idle and high
driven equipment, idle speeds, and Proportional, idle. Low idle speed is the default, and high idle is
Integral and Derivative Gains (PID) adjustments. These obtained by connecting a digital input to the ECU of +24
adjustments can be modified on the HMI Governor VDC nominal. Low idle speed is preset for each engine
screen. It is important to enter the moment of inertia of family. The low idle speed can be offset lower or higher
the driven equipment for proper governor operation than the preset value. High idle speed is also adjustable,
before operating the engine. See LOAD INERTIA but is constrained to be higher than low idle speed and
PARAMETER SETTING on page 2.70-4 for more no higher than the maximum rated speed of the engine.
information. The digital signal input to the ECU must be connected to
+24 VDC (8.6 – 32 volts) for rated speed. The idle speed
SPEED GOVERNING MODES and remote speed setting enable (GOVREMSEL) circuit
must be open. When using the remote speed/load
Using inputs from the user’s panel or PLC, the ESM2 is setting, GOVHL IDL should be set to a safe mode. “Safe
set to run in one of two control modes: mode” means that if the wire that enables remote rpm
• Speed Control Mode operation (GOVREMSEL) fails, the speed setpoint will
– Fixed Speed default to the GOVHL IDL idle value. Consider all
process/driven equipment requirements when adjusting
– Variable Speed idle requirements.
• Load Control Mode
SPEED CONTROL MODE

Speed control mode allows the engine operator to
choose a setpoint speed, and the ECU will run the
engine at that speed. The control can be either fixed
speed or variable speed.
Form 10002-2
ESM2 SPEED CONTROL
CUSTOMER OPTION
LOAD COMING
Figure 2.05-3: Logic Diagram Showing Fixed Speed
Variable Speed Table 2.05-1: Engine Speed Range
Variable speed is used to synchronize the output of SPEED RANGE

multiple generator sets driving an isolated electrical grid. (4 – 20 mA or 0.5 – 4.5 VDC RANGE)
The ECU will allow the engine to slow down slightly 700 – 1,206 rpm
under load. Variable speed is used to simulate the
situation with mechanical governors where the engine The ECU checks for an out-of-range input that is greater
will run at a slightly higher rpm than the setpoint when no than 22 mA or greater than 4.7 volts. If an out-of-range
load is placed on the engine. speed setpoint is detected, the engine will then run at
low idle. The engine speed setpoint range is already
When operating an engine for variable-speed preadjusted to go from minimum to maximum engine
applications, user connections determine the rpm speed using the 4 – 20 mA or 0.5 – 4.5 VDC input.
setpoint. When the remote speed select input signal is
high (24 volts nominal), the “Remote RPM” field on the
Governor Visualization screen is blue and displays
“YES.”
Connecting the GOVREMSEL digital input to the ECU
at +24 VDC enables variable speed mode. The speed
setpoint can then be varied with either a 4 – 20 mA or a
0.5 – 4.5 volt input (see Table 2.05-1).
Form 10002-2
ESM2 SPEED CONTROL
DIGITAL (24V) 1608 REMOTE SPEED ENABLE
LOGIC GND
Figure 2.05-4: Connection Options for Variable Speed Setting Input
NOTE: See USER-ADJUSTABLE PARAMETERS on

page 2.40-1 for instructions on selecting input type.
LOGIC GND
Figure 2.05-5: Logic Diagram Showing Variable Speed

NOTE: If Remote Speed Selection Digital Input goes open circuit, then engine will run at Calibrated Low or High Idle
rpm depending on status of Low/High Idle Digital Input.
Form 10002-2
ESM2 SPEED CONTROL
LOAD CONTROL MODE
Load control mode is used when a generator set is
synchronized to a grid. In this case, the grid controls
speed, and the ESM2 speed governing system controls
the engine load using signals from an external device.
LSMI+
The SYNC rpm is adjusted so that the actual engine
LSMI-
speed setpoint is approximately 0.2% higher than
synchronous speed. For example, if the grid frequency
is 50 Hz (1,000 rpm), the high idle is adjusted so that the 35 36
engine speed setpoint is 1.002 times 1,000 rpm, which
is 1,002 rpm. This ensures that the electric phasing of
the grid and the engine are different so that the phases
will “slide” past each other. When an external
synchronizer determines that the voltage and phase of
the generator match the grid, the breaker is closed.
The load of the engine can now be controlled by an
external load control such as the Load Sharing Module
through the GOVAUXSIG and GOVAUXGND 0 – 5 V or
4 – 20 mA input of the ESM2 (see Figure 2.05-6 and
4 – 20 mA
Figure 2.05-7).
Figure 2.05-7: External Load Control – Load Sharing

Module – 4 – 20 mA
The speed bias output of most load sharing modules can
be configured to match the 0 – 5 V or 4 – 20 mA of the
LSM BIAS (load sharing module) inputs. See the load
sharing module manual for information on how to
3 configure the range and offset of the speed bias output
of your load sharing module. Next, start the engine and
adjust the proportional and integral gains of the load
sharing module to obtain stable operation of the engine
power output. See the load sharing module manual for
more information on how to set the gains of the device.
FEEDFORWARD (LOAD COMING INPUT)

Feedforward (or load coming input) is a proactive rather
than a reactive feature that allows the engine to accept
larger load additions than normal. Feedforward works by
0–5V
immediately opening the throttle based on a user-
adjusted torque request when a digital input goes high
(8.6 – 32 volts). For example, when starting a large
electric motor that is operating in island electric power
Figure 2.05-6: External Load Control – Load Sharing generation mode, the moment the electric motor is
Module – 0 – 5 V started, or a second or two before, the feedforward
digital input is raised high, and the ECU opens the
throttle to produce more power. Unlike standard
governing, the ECU does not have to wait for the engine
speed to drop before opening the throttle.
Form 10002-2
ESM2 SPEED CONTROL
SYNCHRONIZER (ALTERNATE DYNAMICS

DIGITAL INPUT)
Synchronizer (alternate dynamics digital input) is a
feature used at low loads, which modifies the throttle
gains to provide better speed stability. Raising a high
digital input (8.6 – 32 volts) puts the ECU speed
governing system in alternate dynamics.
The Alternate Dynamics Digital Input is a blue indicator
on the HMI. When the alternate dynamics digital input is
high, the field displays “ENABLED”. When the alternate
dynamics digital input is low, the field displays
“DISABLED”.
Form 10002-2
ESM2 SPEED CONTROL
Form 10002-2
SECTION 2.10
IGNITION SYSTEM
The ESM2 system controls ignition timing with a digital Two magnetic pickups are used to input information to
capacitive discharge ignition system. The ignition the ECU. One pickup reads a magnet on the camshaft,
system uses the capacitor discharge principle that and the other senses reference holes in the flywheel.
provides a variable energy, precision-timed spark for See Figure 2.10-1 for the ESM2 ignition system diagram.
maximum engine performance.
Figure 2.10-1: ESM2 Ignition System Diagram
IPM-D
The IPM-D is needed to fire the spark plug at the required
voltage (see Figure 2.10-2). The IPM-D is CSA approved
for Class I, Division 2, Group D, hazardous location
requirements.
Figure 2.10-2: IPM-D
Form 10002-2
IGNITION SYSTEM
IGNITION THEORY
The ECU is designed to control spark timing. Timing can
vary with engine speed, intake manifold pressure, knock
detection and several other variables that optimize
engine performance.
Ignition timing is determined by the ECU based on
engine operating conditions. The ECU sends an
electronic signal to the IPM-D that energizes the ignition
coils to fire the spark plug. The IPM-D provides
automatically controlled dual voltage levels depending
on the operating conditions. See IGNITION
DIAGNOSTICS on page 2.10-5 for more information.
The IPM-D is a high-energy, capacitive discharge, solid- Figure 2.10-4: Crankshaft Magnetic Pickup – Flywheel
state ignition module. The power supply voltage is used Housing
to charge the energy storage capacitor. This voltage is
then stepped up by the ignition coils. A signal from the Since the camshaft disc rotates at half the engine speed,
ECU triggers the IPM-D to release the energy stored in the crankshaft must rotate twice for the engine cycle to
the capacitor. When the IPM-D receives the signal, the end.
energy in the ignition coil is used to fire the spark plug.
KNOCK DETECTION
ESM2-equipped engines have an index disc mounted
on the camshaft gear and a magnetic pickup mounted The ESM2 system includes knock detection and
on the gear cover of the engine (see Figure 2.10-3). The protects GE Waukesha spark-ignited gas engines from
camshaft magnetic pickup determines which part of the damage due to knock. Knock, also known as detonation,
four-stroke cycle the engine is in. is the uncontrolled ignition of end gas after spark ignition
has occurred. Many variables such as site conditions,
fuel quality or combustion chamber deposits can
influence engine knock.
The ESM2 system detects detonation by monitoring
vibrations at each cylinder with engine-mounted knock
sensors (see Figure 2.10-5 and Figure 2.10-6). When
knock is detected, the ESM2 system retards timing
incrementally on an individual cylinder basis to keep the
engine and each cylinder out of detonation.
Figure 2.10-3: Camshaft Pickup – Gear Cover

The output of the crankshaft magnetic pickup is used by
the ECU to determine engine speed (see Figure
2.10-4).
Form 10002-2
IGNITION SYSTEM
Table 2.10-1: Knock Promoters and Reducers
PROMOTERS REDUCERS
Higher cylinder temperature Lower cylinder temperatures
Lower WKI fuels Higher WKI fuels
More advanced spark timing Less advanced spark timing
Higher compression ratios Lower compression ratios
Higher coolant temperatures Lower coolant temperatures
Higher IMAT Lower IMAT
The following are the main features of the ESM2 knock
Lower atmospheric humidity Higher atmospheric humidity
detection:
Higher engine load Lower engine load
• ESM2 system monitors for knock during every
combustion event. Stoichiometric AFR Lean or rich AFR
(Rich burn engine) (without engine overload)
• A per-event measure of the knock level is compared
to a reference level to determine if knock is present. Rich AFR (lean burn engine) Lean AFRs
• Action taken by the ESM2 when knock is detected is Cylinder misfire on

–
proportional to the knock intensity identified. neighboring cylinders
• ESM2 requires no calibration of the knock detection KNOCK DIAGNOSTICS

system by on-site personnel. The ESM2 knock
detection system is self-calibrating. The ESM2 senses knock with a technique called
“windowing.” This technique allows the ESM2 to look for
• If uncontrolled knock is detected and the engine is shut
knock only during the combustion time when knock
down:
could be present.
– ECU records that knock occurred and which
cylinder(s) were affected The “window” opens shortly after the spark plug fires to
eliminate the effects of ignition noise. This noise is
– Engine operating data are stored in the HMI caused from the firing of the spark plug and subsequent
– The HMI displays knock information “ring-out” of coils. This “sample” window is closed near
the end of the combustion event at a predetermined
KNOCK DETECTION THEORY angle ATDC in crankshaft degrees (see Figure 2.10-7).
Knock is due to the ignition of the end gas after spark
ignition has occurred. The end gas is the remaining air-
fuel charge that has not yet been consumed in the
normal flame-front. When the end gas mixture beyond
the boundary of the flame-front is subjected to a
sufficiently high combination of heat and pressure,
knock will occur. If the knock has enough force, the
pressure in the chamber will spike, causing the structure
of the engine to resonate, and an audible “ping” or
“knock” will be heard.
The likelihood of detonation (knock) occurring depends
on many factors. See Table 2.10-1.
Avoiding knock conditions is critical since knock is
typically destructive to engine components. Severe
knock often damages pistons, cylinder heads, valves
and piston rings. Damage from knock will eventually lead
to complete failure of the affected part. Knock can be
prevented; however, the conditions that promote knock
are extremely complex and many variables can promote
knock at any one time.
Form 10002-2
IGNITION SYSTEM
In the event the ESM2 senses knock that exceeds the
1 knock threshold, ignition timing will be retarded at an
amount proportional to intensity of knock sensed.
5 2 Ignition timing will then be retarded until either the signal
from the knock sensor falls below the knock threshold or
3 the most retarded timing position is reached. As soon as
conditions permit, the ESM2 will advance spark timing
4
to the maximum setpoint at a predetermined rate.
If after a predetermined time, conditions do not permit
timing to be advanced from the most retarded timing
position, the ECU will perform one or more of the
following actions:
• KNOCK (DTC2037 – 2048): Specific cylinder was at
its maximum retarded timing due to knock and
exceeded an absolute threshold.
• ABSOLUTE KNOCK (DTC2233 – 2244): A knock
TDC sensor output value of a specific cylinder exceeded an
absolute threshold programmed to ECU.
Figure 2.10-7: Windowing Chart
MISFIRE DETECTION
1 - Pressure, PSIA 4 - Ignition Spark
2 - Detonation 5 - Open Sample The misfire detection feature utilizes knock sensors and
3 - End of Sample Window signal processing, much like knock detection. This
Window functionality is independent of the ignition-related faults
During knock, a unique vibration called “knock and allows for misfire detection when the ignition system
frequency” is produced. Knock frequency is just one of is operating properly. Advantages of this include added
many frequencies created in a cylinder during engine catalyst protection and early indication of degraded or
operation. The knock sensors mounted at each cylinder end-of-life spark plug performance.
convert engine vibrations to electrical signals that are Knock sensor based misfire detection in ESM2 is
routed to the ECU. capable of detecting misfire on each individual
The ECU removes the electrical signals that are not combustion event. Each time a misfire is detected on a
associated with knock using a built-in filter. When the given cylinder, it is added to that cylinder’s misfire count.
filtered signal exceeds a predetermined limit (knock After a short amount of time, that misfire event is
threshold), ESM2 retards the ignition timing for the removed from the total. If the number of detected
cylinder associated with that sensor by communicating misfires exceeds a threshold on a specific cylinder, a
internally with the ignition circuitry that controls the misfire alarm is activated for that cylinder. The number
IPM-D. The amount of timing retarded is directly of recently detected misfires for each cylinder can be
proportional to knock intensity. So, when intensity viewed on the HMI CYL > Cylinder Specific Values
(loudness) is high, ignition timing is retarded more than screen (see Figure 2.10-8). Note that this functionality is
when knock intensity is low. active above approximately 50% load.
The ESM2 controls timing between two limits: Maximum

Advanced Timing and Most Retarded Timing.
Maximum advanced timing is variable and depends on
rpm, load and WKI value. The most retarded timing is a
predetermined limit.
The maximum advanced timing value is used in two
different ways. First, under normal loads, maximum
advanced timing is the timing limit. Second, when the
engine is under light load and cannot be knocking, it is
used as the timing for all cylinders.
Form 10002-2
IGNITION SYSTEM
NOTE: The IPM-D default values are appropriate for all
engine applications.
NOTE: Improper use of these adjustments may limit the
effectiveness of IPM-D diagnostics.
IGNITION ENERGY FIELD

The Ignition Energy Level field on the Ignition
Visualization screen indicates at what level of energy the
IPM-D is firing the spark plugs: Level 1 (low) or Level 2
(high).
During normal engine operation, the IPM-D fires at a
Level 1 (normal) ignition energy. The IPM-D fires at a
Level 2 (high) ignition energy on engine start-up or as a
result of spark plug wear. When sufficient spark plug
Figure 2.10-8: Cylinder Specific Values Screen wear is detected, IPM-D raises the power level of the
ignition coil. If the ignition energy is raised to Level 2
IGNITION DIAGNOSTICS (except on start-up), an alarm is triggered to alert the
operator.
The IPM-D provides diagnostic information for both
primary and secondary sides of the ignition coil. The Once Level 2 energy is applied, the spark reference
IPM-D detects shorted spark plugs and ignition leads, number will decrease initially, but the Fault Log will
as well as spark plugs that require a boosted energy level indicate the cylinder number of the spark plug that is
to fire or that do not fire at all. The diagnostic information wearing out.
is provided through a Controller Area Network (CAN) link
MONITORING SPARK REFERENCE NUMBER
between the ECU and IPM-D, and then to HMI and the
customer’s local control panel via MODBUS. Predictive diagnostics based on a spark reference
number for each cylinder is used to monitor each spark
There are four different levels of alarm:
plug’s life. The spark reference number is an arbitrary
• Primary: Indicates a failed ignition coil or faulty number based on relative voltage demand at the spark
ignition wiring. plug and is calculated each time the cylinder fires. The
• Low Voltage: Indicates a low voltage demand spark reference number is displayed for each cylinder
condition that may have resulted from a shorted coil or on the HMI Ignition Visualization screen.
secondary lead, deposit buildup or a failed spark plug Spark reference numbers can be used to represent
(failure related to “balling” or shorting). spark plug electrode wear (gap) and can be monitored
• High Voltage: Indicates that a spark plug is becoming and trended to predict the time of spark plug failure. The
worn and will need to be replaced. When this limit is usefulness of the spark reference number lies in how
exceeded, the “Ignition Energy” is raised to a level 2. much a number changes over time as a spark plug
See IGNITION ENERGY FIELD on page 2.10-5. erodes. Based on a thorough trend analysis of the spark
• No Spark: Indicates that a spark plug is worn and must reference numbers, the user may wish to adjust the high,
be replaced. low or no spark voltage limits. It will take some testing
and adjustment to obtain thresholds that optimize the
When the spark reference number reaches one of the use of these features. For maximum benefit, the spark
four calibrated thresholds, an alarm is triggered. Three reference number for each cylinder should be recorded
of these four thresholds (low voltage, high voltage and at normal operating load with new spark plugs installed
no spark) were designed to be adjustable so the user and then monitored over a period of time for changes.
can customize IPM-D predictive diagnostics to fit the HMI logging and data review capabilities with the ESM2
specific needs of each engine. Using the HMI, the user system can also be used to monitor and track spark plug
can adjust the fault’s alarm point to compensate for site (and overall engine) condition.
conditions and minor variations in spark reference
numbers between individual coils.
See IPM-D ADJUSTING on page 2.40-6 for
adjustment information.
Form 10002-2
IGNITION SYSTEM
The Spark Reference Number fields on the HMI Ignition
Visualization screen display the spark reference number
for each cylinder. As the secondary voltage increases,
the spark reference number also increases. A gradual
increase in the spark reference number is expected over
time as the spark plug wears. The closer to end of spark
plug life, the faster the spark reference number will
increase.
Form 10002-2
SECTION 2.15
ESM2 MAIN FUEL SHUTOFF VALVE CONTROL
This section describes how the ESM2 system controls See latest edition of S-6656-23 “Natural Gas Pressure
the main fuel shutoff valve. Limits to Engine-Mounted Regulator” in the GE
Waukesha Technical Data Manual (General Volume) for
NOTICE minimum fuel pressure required for your application.
Wire the customer-supplied fuel gas shutoff valve so

it is controlled by the ESM2 system. If the fuel shutoff
valve is controlled independently of the ESM2 system,
fault codes will occur when the fuel shutoff valve is not
actuated in sequence by the ESM2 system.
The electrical interference from solenoids and other
electrical switches will not be cyclic and can be as high
as several hundred volts. This could cause faults
within the ESM2 system that may or may not be
indicated with diagnostics. GE Waukesha requires a
“freewheeling” diode (1N4002 or equivalent rated for
100V and 1A) be added across the coils of relays and
solenoids to suppress high induced voltages that may
occur when equipment is turned off. Failure to comply
will void product warranty.
The customer must supply a fuel shutoff valve that is to

be installed and wired to the power distribution box (see
Appendix B schematics). The ESM2 system has
software to correctly sequence the main fuel shutoff
valve on and off during starting and stopping. If the fuel
shutoff valve is controlled independently of the ESM2
system, expect fault codes to occur when the fuel shutoff
valve is not actuated in sequence by the ESM2 system.
The fuel shutoff valve should be a 24 VDC energized-to-
open valve. A circuit in the power distribution box
supplies the fuel valve with up to 5 amps at battery
voltage.
NOTE: All inductive loads such as a fuel shutoff valve
must have a suppression diode installed across the
valve coil as close to the valve as is practical.
Terminals are provided in the connection area of the
PDB for connecting the fuel valve wiring, The wiring may
be brought into the box in conduit through one of the
available knock-out holes.
Form 10002-2
ESM2 MAIN FUEL SHUTOFF VALVE CONTROL
Form 10002-2
SECTION 2.20
ALARMS AND SHUTDOWNS DESCRIPTION
OVERVIEW When a shutdown occurs, several internal actions and

external visible effects take place. Each shutdown will
The ESM2 system provides numerous engine alarms cause the following actions to occur:
and shutdowns to protect the engine from damage and
notifies the operator of abnormal operating conditions. • Fuel valve closes.
While all shutdowns protect the engine from damage, • Ignition disables.
certain shutdowns are safety shutdowns because if not • The digital output from the ECU to the customer is
corrected they could result in serious injury or death to changed to indicate to the customer’s driven
personnel in the vicinity of the engine. A list of these equipment or PLC that the ESM2 system has shut
safety shutdowns follows: down the engine and something is not operating as
• Engine Overspeed expected.
• Driven Equipment Overspeed • An entry is added to the fault log and can be viewed
• Customer Initiated Shutdown (E-Stop or control panel) on the HMI.
ALARMS EMERGENCY SHUTDOWNS

Alarms notify the operator of abnormal operating CUSTOMER-INITIATED EMERGENCY SHUTDOWN
conditions on the HMI but do not shut the engine down.
If an alarm is tripped, a digital output on the ECU will go If the customer emergency shutdown circuit opens
from open circuit to +24 VDC nominal. The cause of either because of some driven equipment problem or
alarm can be seen on the engine status and message failure of the wire, the engine will perform an emergency
display on the HMI. See ESM2 SYSTEM FAULT shutdown.
CODES on page 2.65-2 for list of ESM2 system alarm
and shutdown codes. ! WARNING
SHUTDOWNS Never use the Customer

Shutdowns stop the engine from running and may be Emergency Shutdown for a
either customer-initiated or ECU-initiated. There are normal engine shutdown. Doing
three types of shutdowns on the ESM2 system: so may result in unburned fuel
in the exhaust manifold. Failure
• Normal Shut Down (NSD) – Operator-initiated to comply increases the risk of
shutdown to temporarily end engine operation under an exhaust explosion, which
normal circumstances could result in death or serious
• Emergency Shut Down (ESD) – Emergency Shutdown personal injury. It will also abort
– Operator- or ECU-initiated shutdown to prevent the range check and stop the
damage to the engine postlube process that is so
• critical Emergency Shut Down (cESD) – Operator- or beneficial to engine
ECU-initiated immediate shutdown to prevent major components.
damage to the engine or safety risks to personnel
NOTE: The details of each of shutdown are described
in START-STOP CONTROL on page 2.25-1.
Form 10002-2
To initiate an immediate engine shutdown, the LOW OIL PRESSURE
Emergency Shutdown input must go “low.” Once the
The ESM2 system is calibrated by GE Waukesha to both
Emergency Shutdown input goes low, even if only
alarm and shut down on low oil pressure but has a user-
momentarily, the engine will stop and record a DTC2001
adjustable offset. The alarm and shutdown points are
CUST ESD fault.
listed in latest editions of S-8382-2 or Service Bulletin
Emergency Stop (E-Stop) Buttons 1-2620 for each engine family. The ESM2 system uses
several techniques to avoid falsely tripping on low oil
When an E-Stop button is pressed, the engine performs pressure when either starting or stopping the engine.
an emergency stop. The low oil pressure alarm and shutdown points are a
function of engine speed. In addition, low oil pressure
! WARNING alarm and shutdowns are inhibited for a period of time
calibrated by GE Waukesha after engine start.
Use an emergency shutdown to
stop the engine to avoid ENGINE OVERSPEED
imminent personal injury or
The ESM2 system is calibrated by GE Waukesha to
property damage. Never use an
perform an immediate emergency shutdown upon
emergency shutdown to stop
detection of engine speed greater than 110% of rated
the engine under normal
rpm. In addition, the ESM2 system will shut down an
circumstances, as this may
engine that is consistently run above rated rpm. For
result in unburned fuel in the
example, running a 1,200 rpm VHP engine at 1,250 rpm
exhaust system. Failure to
will cause a shutdown after a period of time calibrated
comply increases the risk of an
by GE Waukesha.
exhaust explosion, which could
result in death or serious In addition to the engine overspeed calibrated by GE
personal injury. Waukesha, the user has the option to calibrate an engine
overspeed shutdown to protect driven equipment for
Always apply your company’s
situations where the driven equipment is rated at a lower
lock-out/tag-out procedure to
! prevent accidental starting of

the engine once the engine is
shut down. The only exception
speed than the engine. Driven equipment overspeed is
calibratable from 0 to 2,200 rpm on the HMI Engine >
Governor Parameters screen. If the calibrated value of
user overspeed for the driven equipment exceeds
is if the engine is in a standby
engine overspeed, the engine overspeed value takes
mode. Failure to comply
precedence. For example, a VHP has a factory-
increases the risk of death or
calibrated engine overspeed trip point of 1,320 rpm. If
serious personal injury.
the driven equipment overspeed is set to 1,500 rpm, and
the engine speed exceeds 1,320 rpm, the engine will be
NOTE: Normal shutdown is performed through the shut down.
engine control panel (control panel is either GE If the driven equipment overspeed is set to 1,100 rpm
Waukesha–supplied, packager-supplied or customer- and the engine speed exceeds 1,100 rpm, but is less
supplied). than 1,320 rpm, the engine will be shut down.
NOTE: VHP Series Four engines are equipped with
CUSTOMER-SELECTABLE EMERGENCY
sealed CSA ignition systems with sealed emergency
SHUTDOWNS
stop button (E-Stop).
The user can choose to have the engine shut down if any
of the sensors listed on the Advanced > User Shutdowns
screen show a fault. These sensors are calibrated by GE
Waukesha to first trip an alarm. If the alarm is active for
a calibrated period of time and the sensor is enabled, an
ESD will occur. See ADV PARAMETER SCREENS on
page 2.40-12.
Form 10002-2
ENGINE OVERLOAD HIGH OIL TEMPERATURE
The following values are for mechanical systems The ESM2 is calibrated by GE Waukesha to both alarm
application only. The values are meant as a guide only and shut down on high oil temperature. The amount of
and cannot be applied without limit. time the engine is allowed to run at the high temperature
is determined by GE Waukesha. The high oil
Fuel quality, altitude, temperature adjustments and
temperature alarm and shutdown setpoints can be offset
other factors will affect these values.
in the Advanced > Advanced Settings Parameters
Reference EngCalc for your application-specific load screen. Setpoints can only be offset in a safe direction
capabilities or contact GE Waukesha sales engineering and cannot exceed factory limits.
department for additional information.
FAILURE OF MAGNETIC PICKUP
When the engine is operating at up to 107% load, the
fault status symbol on the HMI will be green, indicating Failure of the camshaft or crankshaft magnetic pickups
no alarm or shutdown is active. or wiring will trigger an emergency engine shutdown.
When engine load reaches 108%, the fault status OVERCRANK
symbol on the HMI turns yellow and a warning triangle
appears. DTC2121 becomes active. If the engine is cranked longer than the time calibrated
by GE Waukesha, the starting attempt is terminated, the
If the engine is run at value greater than 110%, the fault ignition and fuel are stopped, and the starter motor is de-
status symbol on the HMI turns red and a warning energized.
triangle appears. DTC2122 becomes active and the
engine will shut down. ENGINE STALL
NOTE: The fault status symbol is located on the header If the engine stops rotating without the ECU receiving a
bar of the HMI screen. shutdown signal from the customer’s equipment, then
the ESM2 system will perform an emergency shutdown.
UNCONTROLLABLE ENGINE KNOCK One reason for an engine stall would be failure of an
Uncontrollable engine knock will shut the engine down upstream fuel valve starving the engine of fuel and
after a period of time calibrated by GE Waukesha. A causing a shutdown. The ESM2 system then shuts off
digital output from the ECU indicates that uncontrollable the engine fuel shutoff valve and stops ignition so that
knock is occurring so that the customer can initiate a should the upstream problem be fixed, the engine does
knock reduction strategy such as reducing engine load. not accidentally start again.
HIGH COOLANT TEMPERATURE ECU INTERNAL FAULTS
The ESM2 system is calibrated by GE Waukesha to both Certain ECU internal faults will trigger an engine
alarm and shut down upon high coolant temperature emergency shutdown.
detection, but it has a user-adjustable offset. The alarm
and shutdown points are listed in latest editions of SECURITY VIOLATION
S-8382-2 or Service Bulletin 1-2620 for each engine The ECU is protected from unauthorized recalibrating.
family. High coolant temperature alarm and shutdowns In addition, the calibrations programmed to the ECU are
are inhibited for a period of time calibrated by GE engine-specific. If the user attempts to adjust the ESM2
Waukesha after engine start or stop. system with the wrong engine information, a security
fault will occur.
HIGH INTAKE MANIFOLD TEMPERATURE
The ESM2 system is calibrated by GE Waukesha to both HIGH EXHAUST TEMPERATURE
alarm and shut down upon high intake manifold The ESM2 is calibrated by GE Waukesha to shut down
temperature detection, but it has a user-adjustable on high cylinder exhaust temperature on the left and right
offset. The alarm and shutdown points are listed in latest side. The user can adjust the cylinder exhaust
editions of S-8382-2 or Service Bulletin 1-2620 for each temperature offset from 0° to 360°F (0° to 182°C).
engine family. High intake manifold temperature alarm Cylinder exhaust temperature offsets are always
and shutdowns are inhibited for a period of time negative. Cylinder exhaust temperature alarms/
calibrated by GE Waukesha after engine start or stop. shutdown values can never be greater than what was set
at the factory.
Form 10002-2
CRANKCASE PRESSURE
The ESM2 is calibrated by GE Waukesha to shut down
on high crankcase pressures.
HIGH MAIN BEARING TEMPERATURES

The ESM2 is calibrated by GE Waukesha to shut down
on high main bearing temperatures.
Form 10002-2
SECTION 2.25
START-STOP CONTROL
START-STOP CONTROL After receiving a start signal with the emergency stop
and run/stop signals high, the ECU first prelubes the
The ESM2 system manages the start, normal stop and engine for a user-adjusted period of time. At the end of
emergency stop sequences of the engine, including pre- the time, the user-adjustable oil pressure threshold must
and postlube. Logic to start and stop the engine is built be exceeded. If it has not been exceeded, the start
into the ECU. The logic is triggered by the customer- sequence will stop and DTC2210 will be displayed on
supplied inputs. The HMI provides user-adjustable the HMI.
parameters for start-stop control.
Once the prelube is complete, the starter is activated.
The start-stop process is controlled by three mandatory The ignition is energized after the engine has rotated
digital inputs: Start, Run/Stop and Emergency Stop. The through a minimum of two complete engine revolutions
start signal is used to indicate to the ECU that the engine and a user-adjusted purge timer has expired.
should be started and two shutdown signals (normal and
emergency) are used to give “permission” to run the NOTICE
engine.
If an electric starter motor is used and a start attempt
START SEQUENCE fails, wait at least 2 minutes (or a time period per the
manufacturer’s instructions) before attempting an
See Figure 2.25-2 for Start Sequence Diagram. engine restart. The starter motor must cool down
After the start sequence is initiated, the ESM2 system before engine restart to prevent damage to the starter
performs the following steps: motor.
1. Prelubes engine
2. Engages starter motor Once the starter is activated, a timing circuit begins that
3. Turns ignition on causes a shutdown on overcrank if the engine does not
reach a minimum speed within an amount of time
4. Turns fuel on calibrated by GE Waukesha.
5. Disengages starter. Engine running.
When the engine speed reaches an rpm determined by
For the engine to start, the start signal must be GE Waukesha, the main fuel valve is energized. The
configured as a momentary event such that it goes “high” engine then increases speed until it reaches its
(nominal 24 volts) for at least 1/2 second. In addition, to governed rpm.
start the engine the shutdown signals must both be
The starter motor is disabled at an rpm calibrated by GE
“high.” Although the start signal must go “low” after
Waukesha factoring in a user offset rpm (+/−).
initiating a start, the shutdown signals must remain high
for the engine to run. If the ESD goes low, even for a If the engine is being used for standby electric power
fraction of a second, the engine will stop. generation and needs to be producing power within a
short period of time after a start signal is received, then
NOTE: The NSD can go low and back high if in
it is the packager’s responsibility to control the prelube
cooldown.
motor and to prelube the engine. In this situation, the
user pre-lube and oil pressure threshold times must be
set to zero.
Form 10002-2
START-STOP CONTROL
See “Lubrication System” in the latest edition of Form
! WARNING
1091, Installation of GE Waukesha Engines & Enginator
Systems Manual, for lubrication requirements in standby
applications. The Customer Emergency
Shutdown must never be used
for a normal engine shutdown.
NORMAL SHUTDOWN SEQUENCE
Doing so may result in unburned
Normal shutdown is used for routine stopping of the fuel in the exhaust manifold.
engine. Failure to comply increases the
risk of an exhaust explosion,
See Figure 2.25-3 for Normal Shutdown Sequence
which could result in death or
Diagram.
serious personal injury. It will
After the normal shutdown sequence is initiated, the also abort the actuator range
ESM2 system performs the following steps: check and stop the postlube
1. Engine running process that is beneficial to
engine components.
2. Begins cooldown period
3. Shuts off fuel once cooldown is completed
4. Stops ignition when engine stops rotating EMERGENCY SHUTDOWN SEQUENCE
5. Post-lubes engine See Figure 2.25-5 for emergency shutdown sequence
6. Performs actuator range check diagram.
The engine should be stopped by causing the normal If the ESM2 system detects a serious engine fault and
stop (or run/stop) input to go “low” (< 7.0 volts). This will shuts the engine down, an emergency shutdown will be
turn off the fuel supply before ignition is halted, triggered, the corresponding DTC will be recorded and
eliminating unburned fuel. It will also run the postlube visible on the HMI, and a digital output from the ECU will
supplying oil to vital engine components. The be energized so the operator will know the ECU shut the
emergency shutdown input should remain “high” engine down.
(nominal 24 volts) at all times unless an emergency To initiate an emergency shutdown, the fuel is
situation occurs that requires the immediate shutdown immediately disabled. The ignition remains on for a few
of the engine. seconds and is then disabled, resulting in a fast
If the run/stop digital input to the ECU goes low and after shutdown. The DTC is recorded and available on the
a user-adjusted cooldown period, the engine is stopped HMI. Post-shutdown sequence then occurs, including
by first disabling the main fuel and then de-energizing the actuator range check and post-lube.
the ignition as the engine speed drops to zero. When the The emergency shutdown sequence is (see ESM2
engine stops after a normal shutdown, it is post-lubed SYSTEM FAULT CODES on page 2.65-2 for a
for a user-adjusted period of time. If the engine fails to complete list of alarms, ESDs and cESDs):
stop in a precalibrated period of time (typically less than
1. Engine running
1 minute) after the fuel valve has been disabled, the
ignition is disabled, forcing a shutdown. 2. ESD conditions identified by controller
During an actuator range check, the actuator goes 3. Fuel disabled immediately
through the full range of motion. If there is a disparity, 4. After a factory-calibrated time (about 5 seconds),
DTC2135, Actuator Disparity, will be shown on the HMI. ignition is disabled
If the engine does not stop within 1 minute of the fuel 5. Engine rpm reaches zero
valve being disabled, DTC2208, Main Fuel Valve, will be 6. Post-shutdown sequence triggered
shown on the HMI.
Form 10002-2
START-STOP CONTROL
CRITICAL EMERGENCY SHUTDOWN CRANKING THE ENGINE OVER WITHOUT

SEQUENCE STARTING AND WITHOUT FUEL
See Figure 2.25-4 for critical shutdown sequence The following describes how to turn the engine over
diagram. without starting the engine and without fuel.
Certain faults require that the engine come to a stop as Using the Start-Stop parameters screen, adjust the
quickly as possible to reduce the risk of major engine “Purge Time” field to the maximum time of 180 seconds
damage or personal injury or death. These faults are (3 minutes). Then begin the start sequence. After a GE
cESD faults. The shutdown sequence for cESD faults Waukesha–calibrated crank time, DTC2206 Overcrank
disables the fuel and ignition simultaneously to ensure shutdown fault will trip and the engine will stop cranking.
the engine comes to a complete stop as quickly as Repeat if necessary. Be sure to re-adjust the purge time
possible. In some cases, the post-shutdown sequence to the previous value and save to permanent memory.
is disabled, as well.
During a critical emergency shutdown sequence, the AIR-START VALVE
ESM2 system performs the following steps: Once the ESM2 system receives an engine start signal
1. Engine running from the user’s panel, the ESM2 system controls the
2. cESD conditions identified by the controller entire start process, including the sequence of events
shown in Figure 2.25-2. Part of the start process includes
3. Fuel and ignition are disabled immediately engaging the starter. When the solenoid on the air-start
4. Engine rpm reaches zero valve receives the electronic voltage signal from the
5. Post-shutdown sequence triggered power distribution junction box to engage the starter, the
air-start valve allows air to flow to the starter.
NOTE: This shutdown sequence only applies to critical
emergency shutdowns: If the air starter option is ordered from GE Waukesha,
only venting is required by the packager. If the packager
• DTC2000 Engine Lockout is supplying the air starter, the packager needs to
• DTC2001 Customer ESD interface with the engine-mounted air-start valve.
• DTC2014 Low Oil Pressure Shutdown The air-start valve requires two vent connections: a 1/4
• DTC2205 Engine Absolute Overspeed in. NPT vent for the air-start valve and a 1/8 in. NPT vent
for the air-start valve solenoid. The packager is
• DTC3027 Engine Driven Equipment Overspeed
responsible for venting this system to meet applicable
• DTC2054 Heavy Knock Shutdown local codes. If the packager is supplying the air starter,
• DTC2176 – 2186 Main Bearing Temperature the air-start valve supply connection is 1/4 in. NPT.
Failure to interface through the air-start valve provided
NOTE: Post-shutdown sequence will be disabled for will result in ESM2 system fault codes.
the following faults:
NOTE: Electric start is available as an option.
• DTC2000 Engine Lockout
• DTC2001 Customer ESD AIR PRELUBE VALVE
• DTC2014 Low Oil Pressure Shutdown
The air prelube valve requires user connections for the
two vents: a 1/2 in. NPT vent for the air prelube valve and
PRELUBING THE ENGINE WITHOUT a 1/8 in. NPT vent for the air prelube valve solenoid. The
STARTING packager is responsible for venting this system to meet
The following describes how to prelube the engine applicable local codes.
without starting the engine.
Using the Start-Stop parameters screen, adjust the
“Lube Pre Time” field to the maximum time of 3,600
seconds (60 minutes). Then begin the start sequence.
After the engine prelubes for a sufficient time and before
the end of 60 minutes, perform a normal shutdown
sequence to cancel the start attempt. Be sure to re-
adjust the prelube time to the previous value and save
value to permanent memory.
Form 10002-2
START-STOP CONTROL
NOTE: Electric pre-lube is available as an option.
1 2
Figure 2.25-1: Air Valves
1 - Air Prelube Valve 2 - Air-Start Valve
Form 10002-2
START-STOP CONTROL
* CRANK TIME DEPENDS

START > 8.6V ON CALIBRATION
FOR LONGER
THAN 1/2 SECOND
IS CRANK TIME
< 30 SECONDS? * NO
IS ESD INPUT
HIGH? NO YES
YES
IS CRANK TIME IS CRANK TIME

IS RUN / STOP
> PURGE TIME AS > 30 SECONDS?*
PROGRAMMED ON NO NO
INPUT HIGH? NO HMI?
YES YES
YES
IS AN ESD IGNITION ENAB LED

ACTIVE? YES
NO
IS RPM > 40 + HMI IS CRANK TIME

> 30 SECONDS?*
IS FUEL ON RPM ADJ?
E-STOP NO NO
BUTTON(S) ON SIDE OF
ENGINE PRESSED? YES YES
YES
NO
MAIN FUEL VALVE ON
PRELUBE ON
IS RPM >
300 RPM +
IS CRANK TIME
> 30 SECONDS?*
STARTE R OFF RPM
IS PROGRAMMED ON NO
HMI? NO
PRELUBE
COMPLETE? NO YES
YES
YES
STARTER DISENGAGED
DOES
GALLEY OIL
ENGINE RUNNING
PRESSURE EXCEED NO OVERCRANK
THRESHOLD? DTC2206
ACTIVE
YES SEQUENCE COMPLETE

START
INHIBIT
DTC2210 See ESD
STARTER
Sequence Diagram
ENGAGED
WIRE LABEL SHOWN IN BOLD
Figure 2.25-2: Start Sequence Diagram
Form 10002-2
START-STOP CONTROL
RUN/STOP GOES
LOW
HAS
COOLDOWN
TIMER EXPIRED AS
PROGRAMMED ON
HMI? NO
YES
THROTTLE
ACTUATOR POSTLUBE
RANGE CHECK MOTOR ON
MAIN FUEL VALVE OFF
NO
HAS DOES POSTLUBE

TIMER
IS ENGINE NO EXPIRED? TIME EXCEED
THRESHOLD? NO
SPEED < 10 RPM TYPICALLY
OR 0 RPM? LESS THAN
1 MINUTE
YES YES
YES
POSTLUBE MOTOR
ENG ESD DIGITAL TURNED OFF
OUTPUT GOES
TO 24 VDC
ECU RECORDS
DTC2208
(MAIN FUEL VALV E)
SEQUENCE COMPLETE
IGNITION
DISABLED
Figure 2.25-3: Normal Shutdown Sequence Diagram
Form 10002-2
START-STOP CONTROL
cESD FAULT OCCURS

DTC2000: ENGINE LOCKOUT
DTC2001: CUSTOMER ESD
DTC2014: LOW OIL PRESSURE
DTC2205: ENGINE ABSOLUTE
OVERSPEED
DTC3027: ENGINE DRIVEN
EQUIPMENT OVERSPEED
DTC2054: HEAVY KNOCK SHUTDOWN
THROTTLE
ACTUATOR POSTLUBE
IGNITION MAIN FUEL VALVE

DISABLED OFF
DOES POSTLUBE
TIME EXCEED
THRESHOLD? NO
YES
ENG ESD DIGITAL OUTPUT

GOES TO 24 V
POSTLUBE MOTOR
TURNED OFF
ENG ALM DIGITAL OUTPUT

GOES TO 24 VDC
SEQUENCE COMPLETE
FAULT RECORDED AND

DISPLAYED ON HMI
POST-SHUTDOWN SEQUENCE WILL BE DISABLED
FOR THE FOLLOWING FAULTS:
DTC2000 ENGINE LOCKOUT
DTC2001 CUSTOMER ESD
DTC2014 LOW OIL PRESSURE
Figure 2.25-4: cESD Sequence Diagram
Form 10002-2
START-STOP CONTROL
ESD FAULT
MAIN FUEL VALVE

OFF
THROTTLE
ACTUATOR POSTLUBE
ENG ESD DIGITAL OUTPUT

GOES TO 24V
DOES POSTLUBE
TIME EXCEED
THRESHOLD? NO
YES
ENG ALM DIGITAL OUTPUT
GOES TO 24V
POSTLUBE MOTOR
TURNED OFF
CALIBRATED
DELAY TIME
(ABOUT 5 SECONDS)
SEQUENCE COMPLETE
IGNITION
DISABLED
FAULT RECORDED AND

DISPLAYED ON HMI
Figure 2.25-5: ESD Sequence Diagram
Form 10002-2
SECTION 2.30
HMI OVERVIEW
DESCRIPTION
The HMI is an industrial PC with touch screen display
functionality (see Figure 2.30-1). 12 in. screen size is
standard, and option codes are available for 15 in. and
19 in. The HMI features a real-time multitasking
operating system to ensure time-critical and safety-
relevant tasks as part of engine regulation, engine
monitoring and engine control.
Figure 2.30-1: HMI
Form 10002-2
HMI OVERVIEW
INSTALLATION In order to guarantee sufficient air circulation, the

specified amount of space above, below, to the side and
NOTE: The ambient temperature rating for the HMI is behind the device must be provided. The minimum
-4° – 140°F (-20° – 60°C). specified spacing is indicated in Figure 2.30-2.
NOTICE
When installing the HMI, be sure to leave sufficient
spacing for air circulation as well as additional space
for operation and maintenance of the device.
Rear view Side view
S2
S3
S4
S3
S1 S1
S2
Figure 2.30-2: Spacing for Air Circulation
S1 S2 S3 S4
0.80 in. (20 mm) minimum 1.96 in. (50 mm) minimum 3.94 in. (100 mm) minimum 1.96 in. (50 mm) minimum
NOTICE
The spacing specifications for air circulation are based
on the worst-case scenario for operation at the
maximum specified ambient temperatures. The
maximum specified ambient temperature must not be
exceeded.
Form 10002-2
HMI OVERVIEW
Z
Y
Figure 2.30-3: Installation Diagram
X Y Z (Minimum – Maximum) Number of Clips

12 in. (304 mm) 8.97 in. (228 mm) 0.04 – 0.24 in. (1 – 6 mm) 10 pieces
15 in. (359 mm) 11 in. (277 mm) 0.04 – 0.24 in. (1 – 6 mm) 10 pieces
19 in. (429 mm) 13.7 in. (347 mm) 0.04 – 0.24 in. (1 – 6 mm) 12 pieces
A hex-head screwdriver is needed to tighten and loosen

the screws on the retaining clips. The maximum
tightening torque for the retaining clips is 9 in.-lb (1 N·m).
Form 10002-2
HMI OVERVIEW
HMI CONNECTION OVERVIEW
(2) (1)
(5) (4) (3)
(7) (6)
(10) (9) (8)
(12) (11)
(13) (13)
Figure 2.30-4: HMI Connection Overview
1 - 24 VDC Power 8 - CFAST

2 - Functional Ground Connection 9 - Reset Button
3 - USB2 10 - ETH1
4 - USB1 11 - On/Off (NOTE: Set to ON for active resistance)
5 - Power Button 12 - L1, L2, L3
6 - Power, CFast, Link, Run 13 - X1, X2 IF Option
7 - ETH2
USER LOGIN AND SETTINGS

Guest access (not logged in) does not have the ability to
change parameters. Only VISUALIZATION, GRAPH
and SYSTEM tabs are available.
Figure 2.30-5: Login Screen
Form 10002-2
HMI OVERVIEW
To change the user profile, select the desired profile and
a keypad will appear (see Figure 2.30-6).
Figure 2.30-6: Keypad
Enter the appropriate 6 digit password and the access NOTE: A unique password is generated at the factory
level will be active. and is provided with the HMI.
Form 10002-2
HMI OVERVIEW
Figure 2.30-7 shows a customer login. The
VISUALIZATION, PARAMETERS, GRAPH and
SYSTEM tabs are now available. The user has the ability
to change any of the parameters, as well. To add a user,
you must be connected with a computer. A CAT 5 cable
must be used between the computer and the ETH2 port
of the HMI.
Figure 2.30-7: Customer Login
Form 10002-2
HMI OVERVIEW
The User-Specific Settings button opens a dialog box for
setting the user-specific settings (see Figure 2.30-8).
Each of the parameter units can be set individually to
accommodate each user or location preferences. The
desired format for displaying the time and date can be
selected. The decimal point or comma can be selected.
Units (e.g.: °C or °F for temperatures) can be specifically
selected by the user.
Figure 2.30-8: User-Specific Settings
Form 10002-2
HMI OVERVIEW
Selecting the SYSTEM tab brings up a new set of icons
on the bottom of the screen (see Figure 2.30-9).
Figure 2.30-9: SYSTEM Tab
Form 10002-2
HMI OVERVIEW
SYSTEM > Time brings up the time screen (see Figure
2.30-10), which allows you to connect to a time server
or to change date/time.
Figure 2.30-10: System > Time Screen
Form 10002-2
HMI OVERVIEW
NAVIGATION
Figure 2.30-11: Navigation
HEADER BAR
The header bar contains the Engine Identification,
Engine Status and Message Display, Fault Status
Symbol, and RPM and Load Display.
1 2 3 4
Figure 2.30-12: Header Bar
1 - Engine Identification 3 - Fault Status Symbol

2 - Engine Status and Message Display 4 - RPM and Load Display
Form 10002-2
HMI OVERVIEW
Engine Identification • OFFLINE – ECU to HMI Communication – The
OFFLINE state indicates that there is no
This field shows the engine that the HMI is monitoring.
communications between the ECU and the HMI. The
Engine Status and Message Display OFFLINE state does not affect engine operation.
This box shows the engine status in plain text and also * Faults that inhibit post-shutdown functions are:
the last outstanding message. Clicking on this display • DTC2000 Engine Lockout
shows the last 15 messages, as well. The maximum • DTC2001 Customer ESD
number of messages in the header can be changed
under SYSTEM > Client. • DTC2014 Low Oil Pressure Shutdown
Engine status and messages displayed in the header Fault Status Symbol
box are:
This symbol shows whether an information alert, alarm
• OFF – Engine Not Running, Ready To Start – The or engine shutdown (ESD and cESD) is active. Selecting
OFF operating state indicates the engine is not the symbol once a fault is active will open the Alarm
rotating and that ignition and fuel are not enabled screen for viewing.
• INIT – Engine Pre-lubing – The INIT operating state
indicates engine pre-start functions are being carried No alarm or engine shutdown is active. If an
out. This may include pre-start diagnostics and pre- information alert becomes active, the message
lube functions will display in the engine status and message
display box.
• CRANK – Engine Cranking – The CRANK operating
state indicates conditions have been met to rotate the In the event of an alarm, the color of the symbol
engine. The starter motor is enabled and fuel/ignition changes to yellow and a warning triangle
appears. If an alarm becomes active, the
may be enabled based on parameter setpoints and
message will display in the engine status and
engine speed. message display box.
• RUN – Engine Running – The RUN operating state In the event of an engine shutdown (ESD or
indicates the engine has met engine run conditions cESD), the color of the symbol changes to red
The RUN state includes normal engine running and a warning triangle appears. If an ESD or
conditions as well as engine cooldown. cESD becomes active, the message will display
• NSD – Normal Shutdown in Progress – The NSD in the engine status and message display box.
operating state indicates the run input from the
RPM and Load Display
customer has gone low and no emergency faults are
active. The main fuel valve will be deactivated and the
ignition will remain enabled until the engine has
stopped rotating.
• ESD – Emergency Shutdown – The ESD operating
state indicates there is an active emergency shutdown
fault. The main fuel valve is deactivated immediately; The current engine RPM is displayed. The percent rated
the ignition remains enabled for about 5 seconds to load is shown by the bar. The bar grows from left to right.
burn any remaining fuel. When the bar reaches the right-hand end, the engine
has reached its maximum load. The percent rated load
• cESD – Critical Emergency Shutdown – The cESD
is an estimate of percent rated torque (load). The
operating state indicates there is a critical emergency
estimate is based on ECU inputs and engine operating
fault. Ignition and the main fuel valve will be
factors.
deactivated immediately. A cESD may also include
actuators going to a safe state and inhibiting post NOTE: The bar indicates 100% load, with each small
shutdown functions.* box in the bar representing 10%. When load is over
108%, the bar becomes yellow.
Form 10002-2
HMI OVERVIEW
NAVIGATION BAR
The navigation bar contains the Pop-Out/New Window
Button, Print Button and Clipboard button on the left-
hand side; four Navigation Tabs in the center; and the
Logout Button, Back Button and Forward Button on the
right-hand side.
Figure 2.30-13: Navigation Bar
Pop-Out/New Window Button VISUALIZATION – Visualization (Guest and Customer

access). The visualization screens allow viewing of user-
The current screen pops out to a new adjustable parameters.
window.
PARAMETERS – Parameters (Customer access). The
parameters screens allow editing of user-adjustable
parameters.
Print Button
GRAPH – Graph (Guest and Customer access). The
The current screen is printed. graph screens show graphic representation of engine
data values.
SYSTEM – System (Guest and Customer access). The
system screens allow editing of system preferences and
Clipboard Button settings such as time.
The current screen is copied to Clipboard Logout and Backward/Forward Buttons

and can be attached to a message portal.
Current Screen
This field displays the name of the current screen The number of screens for navigating forward and
displayed. backward is limited to 10 and can be adjusted under
SYSTEM > Client. The default value is 5.
Navigation Tabs
Form 10002-2
HMI OVERVIEW
USER INFORMATION BAR
1 2 3 4
Figure 2.30-14: User Information Bar
1 - Plant Name – Engine identification and type 3 - Online Users – Displays the number of users
2 - Date and Time currently connected. Selecting the display shows
further details (users, role computer name).
4 - User Identity – Displays the user identity and role,
and whether the simple or expert view is active.
Form 10002-2
HMI OVERVIEW
MAIN VISUALIZATION SCREEN ICONS • Main Bearing Temps – shows the temperature of each
main bearing.
There are five Main Visualization Screen icons:
• Engine (ENG) Submenus
• Ignition (IGN) Selecting a main menu icon provides access to its
• Air/Fuel Ratio (AFR) submenus.
• Advance (ADV)
• Cylinder (CYL)
Figure 2.30-15: Main Visualization Screen Icons
ENG (Engine)
• Engine Screen – contains the most common
information needed while operating the engine.
• Exhaust & Main Bearing Screen – contains the
information needed to monitor the exhaust system
temperatures and the main bearing temperatures.
• Governor Screen – contains the fields that monitor the
Figure 2.30-16: Engine Visualization Submenu
speed governing system.
• Start Stop Screen – contains the fields that affect Alarm, Notes and User
starting and stopping the engine.
Alarm management symbol – Displays
IGN (Ignition) the Alarm screen
Selecting the Ignition icon allows monitoring of the

ignition system.
AFR (Air/Fuel Ratio)

Message portal symbol – Allows
Selecting the Air/Fuel Ratio icon allows viewing of the operators to leave and read messages left
air/fuel ratio settings. by other operators on matters related to
the operation or maintenance of the
ADV (Advanced) engine. See MESSAGE BOARD on page
• Service Screen – allows viewing of parameter and 2.30-20.
settings that are not unique to any screen but a
collection of values for troubleshooting or advanced User symbol – Displays user login and
settings
evaluation of the operating parameters of the engine.
• Setpoints Screen – allows viewing of alarm and
shutdown limits.
• PDB Screen – allows viewing of the status of driver and
distribution circuits of the PDB.
CYL (Cylinder)
• Cylinder Specific Values – provides cylinder-specific
information on ignition timing, spark references,
exhaust temperatures and misfiring cylinder.
Form 10002-2
HMI OVERVIEW
HMI TROUBLESHOOTING
The ESM2 system provides extensive engine
diagnostics that allow rapid troubleshooting and repair
of engines. If an information alert, alarm or engine
shutdown (ESD or cESD) is detected, the operator is
informed of a fault by the fault status symbol. Selecting
the fault status symbol in the header bar or the alarm
management symbol once a fault is active will open the
Alarm screen for viewing (see Figure 2.30-17).
Figure 2.30-17: Viewing Alarm Screen
1 - Fault Status Symbol 2 - Alarm Management Symbol

The fault status symbol shows alarm or engine shutdown
(ESD and cESD).
No alarm or engine shutdown is active. If an

information alert becomes active, the message
will display in the engine status and message
display box.
In the event of an alarm, the color of the symbol

changes to yellow and a warning triangle
appears. If an alarm becomes active, the
message will display in the engine status and
message display box.
In the event of an engine shutdown (ESD or
cESD), the color of the symbol changes to red
and a warning triangle appears. If an ESD or
cESD becomes active, the message will display
in the engine status and message display box.
Form 10002-2
HMI OVERVIEW
ALARM SCREEN AND FAULT HISTORY
7 8 9
4
3
10
11
Figure 2.30-18: Alarm Screen – Filtering Set to Display Faults Only
1 - Fault Type 7 - Time Selection Bar

2 - Time Stamp 8 - Fault History Button
3 - Search Field 9 - Help Button
4 - Sorting Button 10 - Export Button
5 - Fault Number 11 - Filtering Buttons (Filtering Set to Display Faults Only)
6 - Fault Message Text
Form 10002-2
HMI OVERVIEW
7 8 9
4
3
10
11
Figure 2.30-19: Alarm Screen – No Filtering
1 - Fault Type 7 - Time Selection Bar

2 - Time Stamp 8 - Fault History Button
3 - Search Field 9 - Help Button
4 - Sorting Button 10 - Export Button
5 - Fault Number 11 - Filtering Buttons (No Filtering Set)
6 - Fault Message Text
Form 10002-2
HMI OVERVIEW
1 – Fault Type 7 – Time Selection Bar
There are various types or classifications of messages. The desired time span for the displayed faults can be
These are marked by an appropriate icon and have the specified. The range can be set by selecting a “from”
following meanings. date and a “to” date, or it can be set by selecting a time
period in day, hours, minutes and seconds.
ESD Icon
Faults indicate failures and trigger automatic
engine shutdowns. The cause must be
corrected. The engine can then be restarted.
Alarm Icon
Alarms indicate unusual operating
conditions but do not trigger automatic
shutdowns directly. Correct the cause of the
alarm as soon as possible.
Information Alert Icon
Information Alert shows unusual operating
conditions that are not critical. The engine
can continue to operate in such cases.
Correct the cause at the next opportunity.
User Change Icon
The recorded user actions in the list can be Figure 2.30-20: Selecting “From” Date
displayed with this button in addition to the
messages. All value changes, control
commands and user logins are recorded and
can be displayed in this list. The associated
information such as user, old value, new
value, etc., is shown for each user action.
2 – Time Stamp
The time stamp displays of the point in time (date and
time) when the fault occurred. The time is shown to
millisecond precision. The faults are sorted by this time
stamp. The most recent fault appears at the top of the
list, though sorting can be changed by pressing the
sorting button.
3 – Search Field
Figure 2.30-21: Selecting Time Period
Entering text in the search field will filter the list and only
those faults that include the entered text are displayed. 8 – Fault History Button
4 – Sorting Button Select this button to view a history of all notifications.
The sort order can be selected by clicking in the header 9 – Help Button
of the desired column [Type], [Date/Time] or [No.]. An
arrow symbol indicates the sorting currently set. Sorting Select this button to view the help files on specific
can be carried out in ascending and descending order notifications.
by the time the message occurred, the message type or
10 – Export Button
the message number.
Select this button to export the fault message list to a
5 – Fault Number Microsoft Excel file (*.xlsx).
Each fault has a unique DTC number.
6 – Fault Message Text

Each fault has a description listed under Fault Message
Text.
Form 10002-2
HMI OVERVIEW
11 – Filtering Buttons
Alarm screen notifications can be filtered using the
filtering buttons. To remove a fault type from the
displayed faults, press its button. The button will turn
gray, indicating that items falling under that fault type are
no longer displayed. To add fault types to the displayed
faults, press the desired buttons. They will turn blue,
indicating that items falling under that fault type are now
displayed.
Figure 2.30-18 shows the filtering set to display faults
only. Figure 2.30-19 shows no filtering, with all types of
faults displayed.
Form 10002-2
HMI OVERVIEW
MESSAGE BOARD
The NOTES button at the bottom right-hand corner of
the menu bar (see Figure 2.30-22) opens the message
board (see Figure 2.30-23). The message board allows Figure 2.30-22: NOTES Button
the user to save messages with text and/or images such
Because the HMI has no keyboard input, a user on the
as screenshots.
HMI panel has viewing privileges only unless a keyboard
is attached (see Inputting Text on page 2.30-22).
Figure 2.30-23: Message Board – No Saved Messages
Form 10002-2
HMI OVERVIEW
CREATING MESSAGES
To create a message, add an attachment and/or text.
Adding Attachments
Press the clipboard button to browse for and attach an
image file to the message. Supported file types are
*.png, *.jpg and *.bmp. The file must not exceed a Figure 2.30-24: Clipboard Button
maximum size of 500 kB.
NOTE: More than one attachment can be added to a
To attach a screenshot to the message, press the message.
clipboard button (see Figure 2.30-24) at the top of the
screen to be captured. Then, navigate to the message
board and press the “Attach screen” button. The
screenshot will then be attached.
Form 10002-2
HMI OVERVIEW
Inputting Text
The HMI does not have a keyboard for text input. To add
text input to messages, such as adding text to a
screenshot or logging maintenance details, connect a
laptop to the HMI panel or establish a remote session.
See Figure 2.30-25.
Figure 2.30-25: Inputting Text
Form 10002-2
HMI OVERVIEW
Sending a Message
To save a message, press the Send button. The
message will appear in the center pane.
NOTE: Each message will be viewable by users with
the same user access level or higher. If a user is not
logged in while viewing the message board, the user will
see messages from users that had been logged in when
the message was saved only if the message author
changes the user role (see Figure 2.30-26).
Figure 2.30-26: Select User Role
Form 10002-2
HMI OVERVIEW
READING MESSAGES
Once there is at least one entry on the message board,
the message(s) will appear in the center pane (see
Figure 2.30-27). The last 100 messages are stored.
Figure 2.30-27: Message Board
1 - Saved Message 2 - Bubble Indicator
Form 10002-2
HMI OVERVIEW
Select an entry to see the selected message details at
the top of the screen, including the attachment(s) (see
Figure 2.30-28), for viewing.
Figure 2.30-28: Overview.png
Press the Read button to mark the message read, or NOTE: Each message will be viewable by users with
press the Unread button to mark the message unread the same user access level or higher. If a user is not
after you read it. The bubble indicator at the bottom of logged in while viewing the message board, the user will
the screen will display the number of unread messages see messages from users that had been logged in when
(see Figure 2.30-27). You can also press the Delete the message was saved only if the message author
button to delete the message and the Delete all button changes the user role (see Figure 2.30-26).
to delete all messages.
Form 10002-2
HMI OVERVIEW
EXPORTING DATA FROM HMI INSTALLATION
DIA.NE XT4 HMI software is available for download To install the DIA.NE XT4 HMI software on your
(see INSTALLATION on page 2.30-2) to any Windows- computer, or any updates, download and install:
based PC for remote operation and observation of http://information.jenbacher.com/dianewin/
engine/plant operating data. After installation, a dianext4hmi/DianeXT4ClientSetup.exe
connection can be established with an ESM2 HMI over Start the file with a double click and follow the installation
Ethernet with the DIA.NE XT4 Client software. The instructions.
myPlant® option allows remote monitoring over an
available internet connection. Remotely connecting with The path “C:\DianeXT4\Client” is selected as the
DIA.NE XT4 Client software on a PC will offer features installation directory by default. However, this can be
like remote error diagnosis, asset monitoring from a changed during the installation if required.
control room, and/or asset monitoring from home/travel.
START
SYSTEM FUNCTIONS After the installation, the icon can be double clicked on
• User management your desktop:
• System settings
• Network settings
• System diagnostic functions (logs, trends)
• Execution of software updates
• Version information display
• Export of historic data
Figure 2.30-29: Icon
DIA.NE XT4 HMI SYSTEM REQUIREMENTS
The program can also be started by double-clicking the
Display: Minimum resolution support of 1024x768 file C:\DianeXT4\Client\GE.Diane.Client.exe in
Input: Keyboard with mouse or touch screen Windows Explorer.
Operating System: Windows XP SP3, Windows 7, ESTABLISHING THE CONNECTION

Windows 8, Windows 10
Connect a laptop to the ETH2 Ethernet Port on the back
Graphics Card: Support for DirectX 9.0 or higher, at least of the HMI, and ensure the laptop is set to DHCP mode
64 MB graphics memory shown below:
Memory: 1 GB RAM minimum
Free Hard Disk Capacity: 100 MB
Form 10002-2
HMI OVERVIEW
Figure 2.30-30: Properties
After starting the DIA.NE XT4 HMI Client software, the Alternatively, the connection can be established by
dialogue box for establishing the connection with the entering the IP address and pressing the [CONNECT]
ESM2 HMI appears in the available modules section: button. This is necessary if the HMI is not found on the
network automatically for technical reasons associated
with the network.
192.168.123.11 is the default IP address for the HMI.
LOGIN
After the DIA.NE XT4 HMI program has started and the
connection to the ESM2 HMI has been established, the
following window appears for the user login. Appropriate
authentication is still required for remote access.
Figure 2.30-31: Available Modules
Form 10002-2
HMI OVERVIEW
Figure 2.30-32: User Login Window
All the local users of the HMI and all the license (global) A license can be requested or updated directly with
users are displayed on the PC. Select your user and then [Request License]. This requires an Internet Connection
enter your 6-digit user code (password). The and an active myPlant® account.
visualization start screen is then shown.
The display can be updated with [Refresh].
Form 10002-2
HMI OVERVIEW
USER MANAGEMENT
Figure 2.30-33
The ESM2 HMI comes with a unique password For the

Customer Account / Customer User Role, printed on a
label and applied to the back of the HMI panel. If you
would like to create additional users for tracking changes
and/or limiting access to specific personnel, then Figure 2.30-34: Global User Symbol
proceed to Creating Local Users on page 2.30-30.
Users without this symbol are local users of the asset.
List of Available Users These are managed in the local user administration and
are only available on this asset. Local users are not
All available users are listed. The current user logged in subject to any time restrictions. Other users can be
is highlighted in blue and displayed at the top of the list. selected in the [Others] selection box.
The user name and user role are displayed, as is the Press the desired user button to initiate the log-in
remaining duration of the license validity for time-limited process. The log-in dialogue then appears.
global users (license users).
The following symbol indicates a global user, in other
words one authenticated by means of a license.
Licenses are only valid for a specified time and must be
updated regularly.
Form 10002-2
HMI OVERVIEW
Enter a 6-digit access code (password) and press
[Login].
NOTE: After 5 unsuccessful attempts (incorrect
password entered), the user is locked out for 10 minutes.
Only then can the input be attempted again.
Creating Local Users

Establish a connection to the ESM2 HMI using a laptop.
Login as the Customer account and factory supplied
Customer Account password. Navigate in the system
tab to the Users screen and you will see the following
screen:
Figure 2.30-35: Login Dialog
Form 10002-2
HMI OVERVIEW
Figure 2.30-36: Local User Settings Screen
Click Add. Enter a Username. Example: “User1”

Enter a User Code: 6 digit numerical password.
Select User Role (Only Customer available at this time).
Select Default Language.
And click Save.
The local user is now permanently added to the HMI and
is accessible via the panel and remote connections.
Figure 2.30-37: Save User Screen
Form 10002-2
HMI OVERVIEW
Figure 2.30-38
Figure 2.30-39
User License Request (Only on PC Client)

This brings up the dialogue box for requesting a license
or updating the user's own license.
Form 10002-2
HMI OVERVIEW
Exclusive Mode (Only at the Local Panel)
This blocks changes to the parameters and set values
and also the execution of control commands by other PC
clients. So long as exclusive mode is activated, no other
values can be changed by other users on remote DIA.NE
XT4 clients.
This exclusive mode is indicated by the following symbol
at the bottom right of the screen.
Figure 2.30-41: Exclusive Mode Symbol

Figure 2.30-40: Request a License Screen NOTE: This mode can only be activated and
To request a license, enter the user name and password deactivated on the panel.
from myPlant®. Then select a random 6-digit code as the
DIA.NE XT4 password. EXPORTING .CSV DATA
To export historical data to .CSV (Comma Separated
Registration as a myPlant® user, allocation of a
Variable), requires a user to be connected with a laptop,
corresponding DIA.NE XT4 user role for this user and an
logged in with Customer (or higher) login privileges and
Internet connection at the time of requesting the license
to be connected to the HMI with the DIA.NE XT4 HMI
together constitute the precondition for obtaining a
Client software.
license.
In the system tab, navigate to System -> Export-Import
User Specific Settings
This button opens the dialogue box for setting the user-
specific settings. The desired format for displaying the
time and date can be selected. The decimal point or
comma can be selected. Units (e.g.: °C or °F for
temperatures) can be specifically selected by the user.
These are then always displayed expressed in the
selected units.
Transferring the User License to the Panel (Only on

PC Client)
This transfers the license of the user currently logged in
(global users only) to the DIA.NE XT4 panel in the control
cabinet. The global user can then log in and use the
associated extended functionality at the panel. The
license at the panel is deleted automatically after 24
hours.
Remove User License from the Panel (Only at the

Local Panel)
This prematurely removes the user license transferred
to the panel. This avoids any misuse of transferred
licenses. The license is removed automatically for
security reasons after 24 hours.
Figure 2.30-42
Form 10002-2
HMI OVERVIEW
Figure 2.30-43: Export-Import
This function supports exporting historical runtime data

to both XT4 Raw Format (.dvx) (used for sending data
back to GE Waukesha for service) and a common
readable CSV file. This file can easily be opened with
MS Excel or any other tool which can read comma
separated ASCII files.
For CSV files, selecting an appropriate time interval is
dependent on maximum number of rows during export.
If the quantity of data available in the time selected is
larger than the maximum row export count, an error will
prompt in regards to the number of rows to be exported: Figure 2.30-44
You will be given an opportunity to select which data you
would like to export:
Form 10002-2
HMI OVERVIEW
Figure 2.30-45: Export Historical Data Screen
Once exported, the file will prompt to be downloaded: The exported file(s) will remain available for download
in the Exported Files section:
Figure 2.30-46: File Download Screen
Form 10002-2
HMI OVERVIEW
Figure 2.30-47: Exported Files Screen
Selecting a file will make a download option available:
Figure 2.30-48
Form 10002-2
SECTION 2.35
HMI SCREEN DESCRIPTIONS
This section provides a description of each HMI screen

and the fields found on each screen.
ENGINE SCREENS
There are four visualization screens available when
selecting the ENG icon (see Figure 2.35-1):
• Overview
• Exhaust & Main Bearing
• Governor
• Start Stop
Figure 2.35-1: ENG Visualization Submenu
Form 10002-2
OVERVIEW VISUALIZATION SCREEN
The Overview Visualization screen contains the most
common information needed while operating the engine.
This is display only and there are no parameters
displayed that can be adjusted.
Figure 2.35-2: Overview Visualization Screen
The following fields display actual engine function • Oil Delta Pressure
values: • Crankcase Pressure
• Intake Manifold LB Pressure • Throttle Position Feedback
• Intake Manifold RB Pressure • FCV Position LB
• Boost LB Pressure • FCV Position RB
• Boost RB Pressure • AFR Mode In Use
• Reserve LB Pressure • Intake Manifold Temperature
• Reserve RB Pressure • Coolant Temperature
• Pre Filter Oil Pressure • Oil Temperature
• Engine Oil Pressure • Ambient Temperature
Form 10002-2
• Ambient Pressure • Percent Engine De-rate
• Relative Humidity • ECU Run Time
• Engine RPM Setpoint • ECU On Time
• Power • WKI In Use
• Percent Engine Load
Form 10002-2
EXHAUST & MAIN BEARING VISUALIZATION NOTE: Adjustments are made in the parameters tab.
SCREEN
The Exhaust & Main Bearing Visualization screen
contains the information needed to monitor the exhaust
system temperatures and the main bearing
temperatures.
Figure 2.35-3: Exhaust & Main Bearing Visualization Screen
The following fields display actual engine function • Post Catalyst Exhaust Temperature
values: • Catalyst Delta Exhaust Temperature
• Cylinder Exhaust Temperatures • Cylinder Exhaust Temp ALM Limit
• Main Bearing Temperatures • Cylinder Exhaust Temp SD Limit
• Post Turbine Exhaust Temperature • Exhaust Deviation Threshold
• Pre Catalyst Exhaust Temperature • Main Bearing Temp SD Limit
Form 10002-2
GOVERNOR VISUALIZATION SCREEN NOTE: Adjustments are made in the parameters tab.
The Governor Overview Visualization screen contains
the information needed to monitor the speed governing
system.
Figure 2.35-4: Governor Visualization Screen
Alternate Dynamics – This field signals when the • Engine RPM Setpoint
alternator governor dynamics is synchronized to the • Remote RPM Setpoint
electric power grid. The color Blue indicates the status
of the function. • Percent Engine Load
• Boost Average Pressure
Load Coming – This field signals when the engine can
accept large load additions. The color Blue indicates the • IMAP Average Pressure
status of the function. • Throttle Reserve Average Pressure
Remote RPM – This field signals when the remote rpm • Proportional Adjust Gain
is on or off. The color Blue indicates the status of the • Integral Adjust Gain
function.
• Derivative Adjust Gain
Idle – This field signals when low idle or high idle is
• Proportional Sync Adjust Gain
active. The color Blue indicates the status of the function.
• Idle High RPM
The following fields display actual engine function
values: • Idle Adjust
• Throttle Position Feedback • Low Idle RPM
• Throttle Position Command • User Overspeed Limit
Form 10002-2
• Load Inertia • Load Sharing mA
• Feed Forward Delay • Load Sharing Voltage
• Feed Forward Torque Value • LSM Select
• Sync RPM • Remote Speed
• Droop
Form 10002-2
START-STOP VISUALIZATION SCREEN NOTE: Adjustments are made in the parameters tab.
The Start Stop Visualization screen contains the
information needed to monitor starting and stopping of
the engine.
Figure 2.35-5: Start Stop Visualization Screen
Engine Alarm – This field signals when an engine alarm User ESD – This field signals when an emergency
is active. When this field indicates an alarm, a 24 VDC shutdown is in process based on a customer input. The
signal to the customer (through the Customer Interface color, blue or red, indicates the status of the function.
Harness) is provided. The color, blue or yellow, indicates
Engine Lockout – This field signals when any engine-
the status of the function.
mounted engine lockout switch is depressed. The color,
Engine ESD – This field signals when an emergency blue or red, indicates the status of the function.
shutdown (ESD or cESD) is in process. The color, blue
Starter Flag – This field signals when the starter motor
or red, indicates the status of the function.
is engaged. The starter motor is engaged based on
Engine Running – This field signals when the engine is “Starter Off RPM” and “Purge Time” settings. The color,
in the run state: above start RPM, engine rotating and blue or green, indicates the status of the function.
not in shutdown. The color, blue or green, indicates the
Ignition Enable – This field indicates when the IPM-D
status of the function.
is enabled and is ready to receive a signal from the ECU
User Run/Stop – This field signals when a normal to fire each spark plug. The color, blue or green,
shutdown is in process based on a customer input. The indicates the status of the function.
color, blue or green, indicates the status of the function.
Form 10002-2
Main Fuel – This field signals when the main fuel valve • Pre-Lube Time
is engaged by the ECU. The color, blue or green, • Purge Time
indicates the status of the function.
• Cool Down Time
Start Signal – This field signals when the digital start
• Post-Lube Time
signal, a digital input to the ECU, is high (24V nominal)
or low (<3.3 volts). The color, blue or green, indicates • Pre-Lube Countdown (actual time in seconds left)
the status of the function. • Cool Down Counter (actual time in seconds left)
Lube Pump – This field signals when the pre-lube pump • Post Lube Counter (actual time in seconds left)
output is on either from the ECU or from the customer • Engine Oil
pre-lube input. The color, blue or green, indicates the
status of the function. • Throttle Position Feedback
• Starter Off RPM
NOTE: The ECU determines if the pre-lube signal
should be on regardless of the customer input (that is, if • Start RPM Offset
the engine is rotating the pre-lube pump output is • Fuel On RPM
disabled).
• Fuel RPM Offset
Customer Lube – This field signals when a customer-
initiated engine lube is in process. The color, blue or
green, indicates the status of the function.
values:
• Pre-Lube Pressure Target
Form 10002-2
IGNITION VISUALIZATION SCREEN NOTE: Adjustments are made in the parameters tab.
The Ignition Visualization screen contains the

information needed to monitor the ignition system.
Figure 2.35-6: Ignition Visualization Screen
Ignition Energy Level – This field indicates the level of The following fields display actual engine function
energy at which the IPM-D is firing the spark plugs: Level values:
1 (low) or Level 2 (high). The color blue indicates the • Ignition Timing
status of the function.
• Spark References
Ignition Enable – This field indicates when the IPM-D
• High Voltage Ignition Limit
is enabled and is ready to receive a signal from the ECU
to fire each spark plug. The color, blue or green, • Low Voltage Ignition Limit
indicates the status of the function. • Misfire Ignition Limit
Ignition Feedback – The color, blue or green, indicates • IMAP Average
the status of the function. • High Volt Adjust Calibration
Engine Knocking – This field alerts the user that knock • Low Volt Adjust Calibration
is present when the cylinder timing is at maximum retard.
• Misfire Adjust Calibration
The color, blue or yellow, indicates the status of the
function. • WKI In Use
Remote WKI In Use – This field indicates if the remote • Set WKI
WKI is in use. The color blue indicates the status of the
function.
Form 10002-2
AFR VISUALIZATION SCREEN NOTE: Adjustments are made in the parameters tab.
Selecting Air/Fuel Ratio icon allows you to view the air/

fuel ratio settings. The AFR setup procedure will set the
fuel pressure regulator and carburetor screws as well as
synchronize and center the right and left bank fuel
control valves. See AFR PARAMETERS SCREEN on
page 2.40-9.
Figure 2.35-7: AFR Visualization Screen
AFR Mode Selected and AFR Mode in Use – The • Pre-Catalyst O2 Target
control mode will display Manual, Pre Catalyst or Post • Pre-Catalyst O2 LB
Catalyst.
• Pre-Catalyst O2 RB
• Post-Catalyst O2 Setpoint
values:
• Post Catalyst O2
• FCV Position LB
• IMAP Average
• FCV Position RB
• Pre Catalyst Exhaust Pressure
• FCV Manual Position LB
• Post Catalyst Exhaust Pressure
• FCV Manual Position RB
• Catalyst Delta Pressure
• FCV Lower Fence
• Post Turbine LB Temperature
• FCV Upper Fence
• Pre Turbine RB Temperature
• FCV Start Position
Form 10002-2
• Pre Catalyst Temperature • RPM
• Post Catalyst Temperature • IMAP
• Catalyst Delta Temperature • EXT
The AFR valid indicators (green and blue) are displayed
for:
• O2
Figure 2.35-8: Fuel System Setup Screen
Once enabling conditions are met, the AFR enable flags

turn green, indicating the system is controlling.
Form 10002-2
ADV VISUALIZATION SCREEN

There are three visualization screens available when
selecting the ADV icon (see Figure 2.35-9):
• Service
• Setpoints
• PDB
Figure 2.35-9: ADV Visualization Submenu
Form 10002-2
SERVICE
Selecting Service allows you to view parameter and
settings that are not unique to any screen but a collection
of values for troubleshooting or advanced evaluation of
the operating parameters of the engine.
Figure 2.35-10: Advanced Service Visualization Screen
Form 10002-2
SETPOINTS
Selecting Setpoints allows you to view alarm and
shutdown limits.
Figure 2.35-11: Advanced Setpoints Visualization Screen
Form 10002-2
PDB
Drive Circuits and Distribution Circuits are switched on
and off by the ECU to run the engine.
Figure 2.35-12: Advanced PDB Visualization Screen
CYL VISUALIZATION SCREEN CYLINDER SPECIFIC VALUES
There are two visualization screens available when The Cylinder Specific Values screen provides cylinder-
selecting the CYL icon (see Figure 2.35-13): specific information on ignition timing, spark references,
exhaust temperatures and misfiring cylinder.
• Cylinder Specific Values
• Main Bearing Temps
Figure 2.35-13: CYL Visualization Submenu
Form 10002-2
Figure 2.35-14: Cylinder Specific Values Screen
MAIN BEARING TEMPS

The Main Bearing Temps screen shows the temperature
of each main bearing.
Figure 2.35-15: Main Bearing Temps Screen
Form 10002-2
GRAPH FUNCTION
The graph function is available for many screens and
shows graphic representation of engine data values.
1 2 3 4 5 6 7 8 9 10
Figure 2.35-16: Engine Overview Graph Screen
1 - Show Alarms 6 - Show/Hide Band

2 - Zoom (Coarse) – Magnifying Glass 7 - Show/Hide Markers
3 - Zoom (Fine)/Move Mode – Hand 8 - Show/Hide Cursors
4 - Automatic Y-Axis Fit 9 - Show Incidents
5 - Automatic X-Axis Fit 10 - Reset Line Chart
Form 10002-2
Form 10002-2
SECTION 2.40
USER-ADJUSTABLE PARAMETERS
INTRODUCTION If this is the initial start-up of the ESM2 system on the

engine, complete ALL the procedures provided in
This section provides the steps necessary to make INITIAL ENGINE SETUP on page 2.70-1. If the
adjustments to the engine using the HMI. Very little engine has been operating with the ESM2 system, it may
adjusting is required. To operate an engine with the be necessary to complete only applicable subsections
ESM2 system installed, WKI value and Load Inertia must of the provided adjustment instructions.
be entered. Other user-adjustable fields, however, may
be adjusted to set user preferences and to fine-tune
engine operation.
Figure 2.40-1: Overview Screen
Form 10002-2
EDITING USER-ADJUSTABLE
PARAMETERS
NOTE: User-adjustable fields are identified by a white
text box. User role determines if parameters are
accessible or not. If customer is logged in, parameters
can be adjusted within the setting limits. If Guest is
logged in, no parameter adjustments are allowed.
Two fields require user entry: the WKI value and Load
Inertia. See WKI PARAMETER SETTING on page 2.70- Figure 2.40-3: Typical Confirmation Popup
3 and LOAD INERTIA PARAMETER SETTING on 4. Select “Yes” to change the value. The new value is
page 2.70-4. now stored in the ECU software.
The other fields allow the fine-tuning of engine operation,
such as pre and post lube and low/high idle setpoints. ENG PARAMETER SCREENS
Review each parameter screen and determine what
See Figure 2.40-4.
fields need to be adjusted based on user preference and
engine performance. See INITIAL ENGINE SETUP on
GOVERNOR PARAMETERS
page 2.70-1.
1. Select the field to be edited. The appropriate keypad Variable-Speed Applications
will appear (see Figure 2.40-2). When operating an engine for variable-speed
applications, user connections determine the rpm
setpoint. When the Remote Speed Selection input signal
is high (8.6 – 32 volts), the “Remote RPM” field on the
Governor Visualization screen is blue and shows “Yes”,
signaling the user that it is on. The speed setpoint is
varied with either a 4 – 20 mA or a 0.5 – 4.5 volt input (the
display value in mA only).
If an out-of-range speed setpoint is detected or if the wire
that enables remote rpm operation fails, the speed
setpoint will default to the low-/high-idle values. The
“Idle” field on the Governor Visualization screen
indicates whether the LOW or HIGH signal is active. The
idle speeds must be set to a safe rpm.
Fixed-Speed Applications
There are two fixed speeds available: low-idle and high-
idle.
Low-idle speed is the default and high-idle is obtained
by connecting a digital input on the ECU to +24 VDC
nominal. When the voltage signal goes high (8.6 – 32
Figure 2.40-2: Typical Keypad
volts), high-idle speed is active. Low-idle speed is preset
for each engine family, but the low-idle speed can be
NOTE: The keypad will indicate the lower and upper offset lower or higher than the preset value. High-idle
limits that are associated with the field. The value speed is also adjustable but is constrained to be higher
entered must be within this range. than low-idle speed and no higher than the maximum
2. Enter the new value on the keypad. rated speed of the engine.
3. Select the return tab on the keypad. The
confirmation popup will appear (see Figure 2.40-3).
Form 10002-2
Feedforward Control (Load-Coming) Raising a high digital input (8.6 – 32 volts) to the ECU
puts the ESM2 system’s governor in synchronizer
Feedforward control is used to greatly improve engine
control. The user can adjust a small speed offset (“Sync
response to large loads. One example of how this
RPM” field) to aid in synchronization.
feature can be used would be in stand-alone electric
power-generation applications where the engine is The “Sync RPM” field must be adjusted so that the actual
supplying variable loads such as lights, miscellaneous engine speed setpoint is approximately 0.2% higher
small loads and one large electric motor. than synchronous speed. The additional rpm adjusted
in this field is added to the setpoint rpm when “Enable”
For example, the contactor for a large load could be
of the “Alternate Dynamics” field is active. For example,
routed to a PLC so that a request to add the load would
if the grid frequency is 60 Hz (1,200 rpm), the “High Idle”
go through the PLC. When the PLC received the request
field is adjusted so that the engine speed setpoint is
to add the load, it first would set the large load-coming
1.002 times 1,200 rpm, which is 1,202 rpm.
digital input on the ECU high for 0.5 seconds and then 1
second later actually close the contactor to add the load. This ensures that the electric phasing of the grid and the
This would give the ESM2 system a 1 second head start engine are different so that the phases will slide past
to open the throttle, even before the load was applied each other. When an external synchronizer determines
and the engine speed dropped. (Times used are that the voltage and phase of the generator match the
examples only.) grid, the breaker is closed. The load of the engine can
now be controlled by an external load control.
The behavior of the large load-coming digital input can
be customized through trial and error. The percent of NOTE: When an error exists between the “Engine
rated load of the electric motor is set in the “Feed Speed” field (on the Header Bar) and the “Engine RPM
Forward Torque Value” field on the Governor screen. Setpoint” field, a proportional synchronous gain
The “Feed Forward Delay” is the lag time of the ESM2 calibrated by GE Waukesha is multiplied to the speed
system from receipt of the Load Coming signal until error. The gain is multiplied to increase or decrease
action is taken. As the LRG LOAD digital input goes high throttle response to correct the speed error. The
(8.6 – 32 volts), the engine speed should go above “Proportional Gain Adjust” field allows fine-tuning for
setpoint rpm for approximately 1 second before the load best throttle response for site conditions.
is applied. Typically the “Feed Forward Torque Value”
field is set to 125% and “Feed Forward Delay” is adjusted
to optimize the system’s behavior.
Synchronizer Control (Alternate Dynamics)

Synchronizer control or alternate dynamics are governor
dynamics that can be used to rapidly synchronize an
engine to the electric power grid. These lower gain
values can also be used to minimize actuator movement
when the engine is synchronized to the grid and fully
loaded to maximize actuator life.
Form 10002-2
Figure 2.40-4: Governor Parameters Screen
The following are user-adjustable fields: Feed Forward Delay – This field allows the user to
adjust the forward delay timer of load coming. When the
Droop – This field allows the user to adjust the percent
load-coming signal goes high, the forward delay must
of droop. Droop allows steady-state speed to drop as
expire before the throttle opens to the adjusted torque
load is applied. Droop is expressed as a percentage of
percent. Units are in seconds. The forward delay can be
normal average speed. Droop can be adjusted from 0 to
adjusted from 0 to 60 seconds.
5%.
Feed Forward Torque Value – This field allows the
Sync RPM – This field allows the user to adjust a
user to adjust the forward torque amount of load-coming.
synchronous rpm to allow easier synchronization to the
When the load-coming signal goes high, and after the
electric grid. The additional rpm adjusted in this field is
forward delay timer has expired, the throttle opens by the
added to the engine setpoint rpm if the “Alternate
adjusted torque percent. The forward torque can be
Dynamics” field is on. The synchronous rpm can be
adjusted from 0 to 125%.
adusted from 0 to 64 rpm.
Proportional Gain Adjust – This field allows the user
Idle Adjust – This field allows the user to adjust the low-
to adjust proportional gain by a multiplier of 0.8 to 1.20.
idle rpm setting. The low-idle setting is used when the
Proportional gain is a correction function to speed error
High/Low Idle digital input is low (<3.3 volts) and
that is proportional to the amount of error. When an error
“Remote Speed Selection” is off. The user can adjust the
exists between actual engine speed and engine speed
idle speed -50 to 100 RPM from the factory idle rpm
setpoint, a proportional gain calibrated by GE Waukesha
setpoint.
is multiplied to the speed error. This is done to increase
Idle High RPM – This field allows the user to adjust the or decrease throttle response to correct speed error.
high-idle rpm. The high-idle setting is used when the Although the user can adjust the proportional gain
rated speed/idle speed digital input is high 24V nominal multiplier with this field to fine-tune throttle response, it
and “Remote Speed Selection” is off (remote speed is typically not adjusted. “Integral Gain Adjust” and
digital input low). The high-idle rpm can be adjusted from “Derivative Gain Adjust” are also used to correct speed
700 to 1,206 rpm (not to exceed a precalibrated error.
maximum speed). Internal adjustments prevent the
engine from running faster than rated speed +10%.
NOTE: The low-idle rpm cannot be set above the high-
idle rpm.
Form 10002-2
Integral Gain Adjust – This field allows the user to Proportional Sync Adjust – This field allows the user
adjust integral gain by a multiplier of 0.8 to 1.2. Integral to adjust proportional synchronous gain by a multiplier
gain is a correction function to speed error that is based of 0.5 to 1.00. Proportional synchronous gain is a
on the amount of time the error is present. When an error correction function to speed error that is proportional to
exists between actual engine speed and engine speed the amount of error when operating in Alternate
setpoint, an integral gain calibrated by GE Waukesha is Dynamics mode only. Proportional synchronous gain
multiplied to the integral of the speed error. This is done may be a lower multiplier than proportional gain because
to increase or decrease throttle response to correct or of the need to synchronize to the electric grid. When an
reduce speed error. Although the user can adjust the error exists between actual engine speed and engine
integral gain multiplier with this field to “fine-tune” throttle speed setpoint, a GE Waukesha–calibrated proportional
response, it is typically not adjusted. “Proportional Gain synchronous gain is multiplied to the speed error. This
Adjust” and “Derivative Gain Adjust” are also used to is done to increase or decrease throttle response to
correct speed error. See speed error correction equation correct speed error. Although the user can adjust the
under “Proportional Gain Adjust”. proportional synchronous gain multiplier with this field to
fine-tune throttle response, it is typically not adjusted.
Derivative Gain Adjust – This field allows the user to
“Integral Gain Adjust” and “Derivative Gain Adjust” are
adjust differential gain by a multiplier of 0 to 1.20.
also used to correct speed error. See speed error
Differential gain is a correction function to speed error
correction equation under “Proportional Gain Adjust”.
that is based on direction and rate of change. When an
error exists between actual engine speed and engine Load Inertia – This field must be adjusted by the user
speed setpoint, a differential gain calibrated by GE for proper engine operation. Adjusting the load inertia or
Waukesha is multiplied to the derivative of the speed rotating mass moment of inertia of the driven equipment
error. This is done to increase or decrease throttle results in the governor gain being preset correctly, which
response to correct or reduce speed error. Although the aids in rapid start-up of the engine. If this field is
user can adjust the differential gain multiplier with this calibrated correctly, there should be no need to adjust
field to fine-tune throttle response, it is typically not gain (see “Proportional Gain Adjust”, “Integral Gain
adjusted. “Proportional Gain Adjust” and “Integral Gain Adjust” and “Derivative Gain Adjust”). The rotating mass
Adj” are also used to correct speed error. See speed moment of inertia must be known for each piece of driven
error correction equation under “Proportional Gain equipment and then added together. See LOAD
Adjust”. INERTIA PARAMETER SETTING on page 2.70-4 for
more information.
Correction =
Remote Speed – This field allows the user to adjust the
remote speed selection to:
( speed error × proportional gain × proportional gain adjust ) +
• TRUE = 1
• FALSE = 0
( )
x
∫ speed error dt × integral gain × integral gain adjust +

Load Sharing Input Selection – The field allows the
user to adjust the load sharing module value of:
o • 0 = None
• 1 = 0 – 5 Volts
• 2 = 4 – 20 mA
( d speeddt error × differential gain × differential gain adjust)
User Overspeed Limit – This field allows the user to
adjust an overspeed shutdown to protect driven
equipment. Driven equipment overspeed can be
adjusted from 0 to 2,200 rpm. If adjusted driven
equipment overspeed exceeds engine overspeed, the
engine overspeed value takes precedence
Form 10002-2
START-STOP PARAMETERS
Figure 2.40-5: Start Stop Parameters Screen
The following are user-adjustable fields. Pre-Lube Target Offset – This field allows the user to
set parameters for the pre-lube target offset. Units for
Fuel on RPM Adjust – This field allows the user to
pressure can be set in the user settings. Pre-lube target
adjust an offset to the fuel on RPM value. The Fuel On
offset is the offset to the pre-lube pressure target. Pre-
RPM displays the actual RPM value the fuel valve will be
lube target offset can be adjusted from -15 to 15 psig.
enabled. A value of 0 to 100 RPM can be adjusted. The
fuel on RPM field will be updated to reflect the
adjustment. IGNITION PARAMETERS SCREEN
Starter Off RPM Adjust – This field allows the user to See Figure 2.40-6.
adjust the rpm at which the starter motor is turned off.
Starter off RPM Adjust parameters can be set from 0 – IPM-D ADJUSTING
100 rpm. The Ignition Parameters screen provides information on
Pre-Lube Time – This field allows the user to adjust fine-tuning ESM2 IPM-D predictive diagnostics.
engine pre-lube timing. Pre-lube time can be adjusted Although the IPM-D’s default values are appropriate for
from 0 to 3,600 seconds (0 to 60 minutes). all applications, the user can fine-tune the default values
to compensate for site conditions and minor variations
Post-Lube Time – This field allows the user to adjust between individual ignition coils.
engine post-lube timing. Units are in seconds. Post-lube
timing can be adjusted from 0 to 3,600 seconds (0 to 60 IPM-D provides diagnostic information for both the
minutes). primary and secondary sides of the ignition coil. The
IPM-D detects shorted spark plugs and ignition leads as
Purge Time – This field allows the user to adjust a purge well as spark plugs that require a boosted energy level
time. Units are in seconds. Purge time is the amount of to fire or do not fire at all.
time after first engine rotation that must expire before the
fuel valve and ignition are turned on. Purge time Four thresholds calibrated by GE Waukesha have been
parameters can be set from 0 to 180 seconds. calibrated into the ECU to trigger four different levels of
alarm:
NOTE: Setting a purge time greater than 30 seconds
• Primary: Indicates a failed ignition coil or faulty
will prevent the engine from starting.
ignition wiring
Cool Down Time – This field allows the user to adjust
NOTE: Another possible cause of a primary alarm
engine cool down. Units are in seconds. Cool down is
would be the activation of the red lockout or E-Stop
the amount of time that the engine will continue to run
button on the side of the engine while the engine is
after a normal shutdown is activated. Cool down can be
running.
adjusted from 0 to 3,600 seconds (0 to 60 minutes).
• Low Voltage: Indicates a failed spark plug or shorted
Oil Pressure Differential Limit – This field allows the ignition coil secondary wire
user to set parameters for the oil pressure differential
limit. Units for pressure can be set in the user settings. • High Voltage: Indicates that a spark plug is getting
Oil pressure differential limit is the limit of the delta oil worn and will need to be replaced
pressure. Oil pressure differential limit can be adjusted • No Spark: Indicates that a spark plug is worn and must
from 0 to 30 psig. be replaced
Form 10002-2
When the spark reference number reaches one of the NOTE: When using MODBUS the cylinder number is in
four calibrated thresholds, an alarm is triggered. Three firing order. For example, if No. 5 cylinder triggers an
of these four thresholds (low voltage, high voltage and alarm for having a worn-out spark plug, the user should
no spark) were designed to be adjustable so the user check the spark plug of the fifth cylinder in the firing
can customize IPM-D predictive diagnostics to fit the order. Engine firing order is stamped on the engine
specific needs of each engine. Using the Ignition nameplate.
Parameters screen, the user can adjust the faults’ alarm
points to compensate for site conditions and minor MONITORING SPARK REFERENCE NUMBER
variations in spark reference numbers between The spark reference number is an arbitrary number
individual coils. based on relative voltage demand at the spark plug and
NOTE: The IPM-D default values are appropriate for all is calculated each time the cylinder fires.
engine applications. The usefulness of the spark reference number lies in
NOTE: Improper use of these adjustments may limit the how much a number changes over time as a spark plug
effectiveness of IPM-D diagnostics. erodes. Based on a thorough trend analysis of the spark
reference numbers, the user may want to adjust the high,
MONITORING IGNITION ENERGY FIELD low or no spark voltage limits. It will take some testing
and adjustment to obtain thresholds that optimize the
The “Ignition Energy Level” field on the Ignition
use of these features. For maximum benefit, the spark
Visualization screen indicates the level of energy the
reference number for each cylinder should be recorded
IPM-D is firing the spark plugs at: Level 1 (low) or Level
at normal operating load with new spark plugs installed
2 (high). The “Ignition Energy Level” field will signal the
and then monitored over a period of time for changes.
user whether the ignition level is LEVEL 1 or LEVEL 2.
The “Spark Reference” fields on the Ignition
During normal engine operation, the IPM-D fires at a
Visualization screen display the spark reference number
Level 1 (normal) ignition energy. The IPM-D fires at a
for each cylinder. As the voltage increases, the spark
Level 2 (high) ignition energy on engine start-up or as a
reference number also increases. A gradual increase in
result of spark plug wear. When sufficient spark plug
the spark reference number is expected over time as the
wear is monitored, IPM-D raises the power level of the
spark plug wears. The closer to end of spark plug life,
ignition coil. If the ignition energy is raised to Level 2
the faster the spark reference number will increase.
(except on start-up), an alarm is triggered to alert the
operator.
Once Level 2 energy is applied, the spark reference
number will decrease initially but the Fault Log will
indicate the cylinder number of the spark plug that is
wearing out.
Figure 2.40-6: Ignition Parameters Screen
The following are user-adjustable fields:

WKI – This field MUST be entered by the user for proper
engine operation. The user must enter the Waukesha
Knock Index (WKI) value of the fuel. The “WKI”
(Waukesha Knock Index) field on the Ignition screen
must be entered by the user for proper engine operation.
See WKI PARAMETER SETTING on page 2.70-3 for
more information.
Form 10002-2
IPM-D Hi Volt Adjust – This field allows the user to The “IPM-D Low Voltage Adjust” field allows the user to
adjust the high-voltage alarm limit setting. The high- adjust the actual setting by entering a value from -30 to
voltage limit is based on the spark reference number. +30. When an adjustment is entered, the actual “IPM-D
When a cylinder’s spark reference number exceeds the Low Voltage Limit” is updated to reflect the adjustment.
high-voltage limit, the ignition energy is raised to a Level
NOTE: The “Low Voltage Limit” field has a defined
2 (high) ignition energy and an alarm is triggered. Based
range (minimum/maximum) that can be adjusted. If the
on a thorough trend analysis of the spark reference
user adjusts a positive or negative adjustment that
numbers, the user may want to adjust the high-voltage
exceeds this defined range, the “Low Voltage Limit” field
limit to fit the specific needs of the engine. Improper use
will display the actual low-voltage setting even though
of this adjustment may limit the effectiveness of IPM-D
the adjustment entered may calculate to be different. For
diagnostics. Adjusting the “IPM-D Hi Volt Adjust” to a
example, if the default low-voltage limit is 100 but cannot
positive number will delay triggering the high-voltage
exceed 120 for the engine (a factory setting), the “Low
limit alarm until the spark plugs are more worn. Likewise,
Voltage Limit” field will display the actual low-voltage
reducing the “IPM-D Hi Volt Adjust” will advance
setting. So if the user adjusts an adjustment of +30
triggering the high-voltage limit alarm, allowing more
(which exceeds 120), “30” will appear in the “IPM-D Low
time between when an alarm is triggered and spark plug
Volt Adjust” field and “120” will appear in the “Low
failure.
Voltage Limit” field. The same holds true for negative
The “IPM-D Hi Volt Adjust” field allows the user to adjust adjustments.
the actual setting by entering a value from -30 to +30.
IPM-D Misfire Adjust – This field allows the user to
When an adjustment is entered, the actual High Voltage
adjust the misfire alarm limit setting. The misfire limit is
Limit is updated to reflect the adjustment.
based on the spark reference number. When a cylinder’s
NOTE: The “High Voltage Limit” field has a defined spark reference number exceeds the misfire limit, an
range (minimum/maximum) that can be adjusted. If the alarm is triggered, indicating that a spark plug is worn
user adjusts a positive or negative adjustment that and must be replaced. Based on a thorough trend
exceeds this defined range, the “High Voltage Limit” field analysis of the spark reference numbers, the user may
will display the actual high-voltage setting even though want to adjust the no-spark limit to fit the specific needs
the adjustment entered may calculate to be different. For of the engine. Improper use of this adjustment may limit
example, if the default high-voltage limit is 170 but the effectiveness of IPM-D diagnostics. Typically this
cannot exceed 190 for the engine (a factory setting), the limit is not adjusted.
“High Voltage Limit” field will display the actual high
voltage setting. So if the user adjusts an adjustment of
+30 (which exceeds 190), “30” will appear in the “High
Voltage Adjust” field and “190” will appear in the “High
Voltage Limit” field. The same holds true for negative
adjustments.
IPM-D Low Volt Adjust – This field allows the user to
adjust the low-voltage alarm limit setting. The low-
voltage limit is based on the spark reference number.
When a cylinder’s spark reference number goes below
the low-voltage limit, an alarm is triggered, identifying a
low-voltage demand condition that may have resulted
from a shorted coil or secondary lead, deposit buildup or
a failed spark plug (failure related to “balling” or shorting).
Based on a thorough trend analysis of the spark
reference numbers, the user may want to adjust the low-
voltage limit to fit the specific needs of the engine.
Improper use of this adjustment may limit the
effectiveness of IPM-D diagnostics. Typically this limit is
not adjusted.
Form 10002-2
AFR PARAMETERS SCREEN

The AFR parameters screen allows the user to input air/
fuel system values (see Figure 2.40-7).
Figure 2.40-7: AFR Parameters Screen
AFR Mode: FCV Manual Mode Position / Flag – When the FCV
1. MAN (Manual) – Selection for system to operate in Manual Mode Flag is checked, the technician can
manual mode manually set the FCV valves to any position independent
of the O2 sensor(s) reading. This is valuable when
2. PRE (Pre-Catalyst) – Selection for system to operate troubleshooting. The engine should never be left in the
in pre-catalyst mode manual mode under normal operating situations.
3. POST (Post-Catalyst) – Selection for system to
FCV Start Position – FCV Start Position is the position
operate in post-catalyst mode
of the fuel valve prior to start and during engine starting
Post Cat O2 Setpoint – Used to fine-tune the A/F for (engine cranking). This value can be adjusted from 0 to
best catalyst out emissions. The factory default setting 100%.
is 0.720 volts. If NOx reading is high, increase the
FCV Upper and Lower Fence – The low and high
voltage setpoint (A/F goes rich). If CO reading is high,
fences are factory-set at 10% and 100% respectively.
decrease the voltage setpoint (A/F goes lean).
These values can be raised or lowered to accommodate
Pre-Cat Mode Setpoint – Used to fine-tune the A/F for rich or lean limits based on site and operational
best engine out emissions. The factory default setting is conditions.
1.430 volts. If NOx reading is high, decrease the voltage
setpoint (A/F goes rich). If CO reading is high, increase
the voltage setpoint (A/F goes lean).
Form 10002-2
FUEL SYSTEM SETUP
The Fuel System Setup screen describes how to set up
the fuel system (see Figure 2.40-8). See INITIAL
ENGINE SETUP on page 2.70-1 for more
information.
Figure 2.40-8: Fuel System Setup Screen
Form 10002-2
Factory Default
0.720V post-cat
1.43V pre-cat
CO NOx
NOx CO
Rich Lean
• Higher voltage (>0.72) Catalyst Window
• Lower voltage (<0.72)
post-cat post-cat
• Lower voltage (<1.43) 0.720V post-cat • Higher voltage (>1.43)
pre-cat 1.43V pre-cat pre-cat
Figure 2.40-9: Fuel System Adjustments
Form 10002-2
ADV PARAMETER SCREENS • Advanced Governor
ADVANCED PARAMETERS User Shutdowns Screen
Advanced Parameters consists of three screens: The User Shutdowns screen (see Figure 2.40-10) allows
the user to select if they want the engine to shut down if
• Advanced Settings any of the sensors show a fault.
• User Shutdowns
Figure 2.40-10: Advanced Parameters – User Shutdowns
Form 10002-2
Advanced Settings Screen
The Advanced Settings screen (see Figure 2.40-11)
allows the user to input user-adjustable parameters such
as analog outputs and system offsets.
Figure 2.40-11: Advanced Parameters – Advanced Settings
Programmable Output 1 – The operator can select up Coolant Temperature ALM/SD Offset – This field
to three engine operating conditions to view by entering allows the user to adjust the jacket water temperature
in on the keypad according to Table 2.50-8 Available offset. An offset of -5°F changes the alarm threshold to
Analog Outputs on page 2.50-11. 185°F (from 190°F) and the shutdown threshold to
195°F (from 200°F). Jacket water temperature offsets
Programmable Output 2 – The operator can select up
are always negative. Jacket water temperature alarm/
to three engine operating conditions to view by entering
shutdown values can never be greater than what was set
in on the keypad according to Table 2.50-8 Available
at the factory.
Analog Outputs on page 2.50-11.
Oil Pressure ALM/SD Offset – This field allows the
Programmable Output 3 – The operator can select up
user to adjust the oil pressure offset. An offset of 5 psi
to three engine operating conditions to view by entering
changes the alarm threshold to 40 psi (from 35 psi) and
in on the keypad according to Table 2.50-8 Available
the shutdown threshold to 35 psi (from 30 psi). Oil
Analog Outputs on page 2.50-11.
pressure offsets are always positive. Oil pressure alarm/
IMAT ALM/SD Offset – This field allows the user to shutdown values can never be less than what was set at
adjust the intake manifold temperature offset. An offset the factory.
of -10°F changes the alarm threshold to 155°F (from
Cylinder Exhaust Temperature ALM/SD Offset –
165°F), and the shutdown threshold to 160°F (from
This field allows the user to adjust the cylinder exhaust
170°F). Intake manifold temperature offsets are always
temperature offset from 0° to 392°F (0° to 200°C).
negative. Intake manifold temperature alarm/shutdown
Cylinder exhaust temperature offsets are always
values can never be greater than what was set at the
negative. Cylinder exhaust temperature alarm/
factory.
shutdown values can never be greater than what was set
Oil Temperature ALM/SD Offset – This field allows the at the factory.
user to adjust the oil temperature offset. An offset of -5°F
EXT Deviation Threshold – This field allows the user
changes the alarm threshold to 190°F (from 195°F) and
to adjust the temperature threshold exhaust temperature
the shutdown threshold to 200°F (from 205°F). Oil
deviation offset. Temperature threshold exhaust
temperature offsets are always negative. Oil
temperature deviation offsets are always negative.
temperature alarm values can never be greater than
Temperature threshold exhaust temperature deviation
what was set at the factory.
values can never be greater than what was set at the
factory.
Form 10002-2
MODBUS Baud Rate – This field allows the user to
enter the MODBUS baud rate.
MODBUS Slave ID – This field allows the user to enter
the MODBUS slave ID.
Form 10002-2
Advanced Governor Screen
The Advanced Governor screen (see Figure 2.40-12)
allows the user to input lead compensator gain, center
frequency and pole/zero ratio.
Figure 2.40-12: Advanced Parameters – Advanced Governor
PDB NOTE: The PDB can be reset from the HMI

(recommended) while the engine is running because
The PDB can be reset by selecting the checkbox on the
circuits that are powered are not interrupted.
ADV > Advanced Settings Parameters screen (see
Figure 2.40-13).
Figure 2.40-13: PDB Reset on HMI
Form 10002-2
Form 10002-2
SECTION 2.45
ESM2 SYSTEM POWER AND WIRING
WIRING REQUIREMENTS • In cases where wires do not run over the engine, they
should be fastened to rigid, non-moving bodies with
All electrical equipment and wiring shall comply with insulated clips when possible, or tie wraps. Fasteners
applicable local codes. The GE Waukesha standard should be spaced at no more than 12 in. (30 cm)
defines additional requirements for GE Waukesha gas intervals.
engines, as listed below.
• When wires run through holes, rubber grommets
! WARNING should be installed in holes to protect the wires. Wires
should never be run over rough surfaces or sharp
edges without protection (see the following bullet
Do not install, set up, maintain point).
or operate any electrical
components unless you are a NOTICE
technically qualified individual
who is familiar with the electrical Use electrical-grade RTV. Non-electrical RTVs can
elements involved. Failure to emit corrosive gases that can damage electrical
comply will result in increased connectors.
risk of electrocution, which may
cause death or serious personal • Each end of flexible metal conduit must have an
injury. insulating sleeve to protect wires from chafing.
Disconnect all electrical power • An electrical-grade RTV should be applied around the
supplies before making any wires entering all electrical devices such as Murphy
connections or servicing any Junction Boxes and gas valves, Syncro Start speed
part of the electrical system. switches, microswitch boxes used in conjunction with
Failure to comply will result in safety equipment, solenoids, etc. An electrical-grade
increased risk of electrocution, RTV is to be applied immediately after wire installation.
which may cause death or
serious personal injury. • A small “drip loop” should be formed in all wires before
entering the electrical devices. This drip loop will
reduce the amount of moisture entering an electrical
NOTE: Wiring diagrams are in Appendix B and are device via the wires if an electrical-grade RTV does
intended for reference only. not seal completely.
• Whenever two or more wires run together, they should • The following procedures should be followed for wires
be fastened together at no more than 4 – 6 in. (10 – 15 entering engine junction boxes:
cm) intervals, closer where necessary, with tie wraps – Bottom entrance is best, and side entrance is
or tape. second best.
• All wires should be mounted off hot areas of the engine – Insert grommet in opening to protect wires.
with insulated clips, at intervals of no more than 12 in. – Wires should contain “drip loop” before entering
(30 cm), closer where necessary. Wires must never box, except where bottom entrance is used.
be run closer than 6 in. (15 cm) to exhaust manifolds,
turbochargers or exhaust pipes. – When installing flexible conduit, use straight
connector for side entrance. If top entrance is
required, use elbow connector.
Form 10002-2
• If wire harness has a covering, clamp harness so
! WARNING
openings of covering are downward.
• The routing of wires should be determined for reliability
Do not install, set up, maintain
and appearance and not by shortest distance.
• Installation connection wire must be coiled and components unless you are a
secured to provide protection during shipment. technically qualified individual
who is familiar with the electrical
! WARNING elements involved. Failure to
comply may result in increased
Always label “HIGH VOLTAGE” risk of electrocution, which may
on engine-mounted equipment cause death or serious personal
over 24 volts nominal. Failure to injury.
comply may result in increased Disconnect all electrical power
risk of electrocution, which may supplies before making any
cause death or serious personal connections or servicing any
injury. part of the electrical system.
Failure to comply may result in
increased risk of electrocution,
• All engine-mounted electrical equipment over 24 volts
nominal shall have “HIGH VOLTAGE” warning decal.
Decal is to be attached to all the equipment and
junction boxes on visible surface (vertical surface
whenever possible).
• Wiring that is routed in rigid or flexible conduit shall
NOTICE
have all wire splices made only in junction boxes, Disconnect all engine harnesses and electronically
outlet boxes or equipment boxes. Wire splices shall controlled devices before welding on or near an
not be located in the run of any conduit. engine. Failure to comply will void product warranty.
POWER SUPPLY REQUIREMENTS

The ESM2 system requires 18 – 32 VDC, with a nominal
NOTE: It is recommended that each engine has its own
voltage of 24 VDC. The peak-to-peak voltage ripple must
power supply.
be less than 2 volts.
All power connections must be in accordance with
If a noise of more than 2 volts peak-to-peak is present,
applicable electrical codes. The power supply should be
the following list is possible causes:
rated correctly for the applications. Verify power peak-
to-peak ripple requirements by completing ESM2 • Undersized wiring or the wiring is too close to an AC
POWER SUPPLY OSCILLOSCOPE TESTING on page power source.
2.45-9. NOTE: Wires from alternator box to batteries, from
batteries to power distribution box, and from batteries to
ground stud should be sized for a 60 amp load to keep
electrical noise to a minimum.
• Remote sensing wires are not properly connected to
the main junction box terminals.
• Power solenoid not protected by diode (1N4002 or
equivalent rated for 100V and 1A).
NOTE: A diode is used across the leads of the solenoid
to suppress/prevent sudden voltage spikes on the power
lines when the coil is de-energized.
• The power supply is being used to power more than
one engine.
Form 10002-2
The ESM2 system will run on 18 – 32 VDC, but if the All grounds must be referenced to the same point. This
voltage drops below 21 VDC, the ESM2 system will reference point is the engine’s crankcase.
trigger an alarm (DTC2186). DTC2186 is triggered when
The large 24 VDC ground cables in the ESM2 junction
the battery voltage is soon to be or is out of specification.
box, the 24 VDC negative cable from the power supply
DTC2186 is a warning to the operator that some action
and the 24 VDC negative cable from the PLC (if used)
must be taken to prevent possible future power loss
must be connected to the 1/2 in. ground stud on the
below 18 VDC and engine shutdown. When DTC2186
engine’s crankcase (see Figure 2.45-1).
is active, the engine continues to operate as long as the
supply voltage continues to power components on the
engine.
For example, fuel valves typically require 18 VDC to
open, so if the voltage falls below this level, the engine
will stop.
NOTE: The 21 VDC DTC2186 trip point was chosen
because a lead-acid battery is at approximately 10%
state of charge at 21 VDC.
Batteries are the preferred method of supplying the
ESM2 system with clean, stable power. In addition,
batteries have the advantage of continued engine
operation should there be a disruption in the source of
electric power. The batteries should be wired directly to
the power distribution box using the largest cable that is
practical (00 AWG is the largest size that the power
Figure 2.45-1: Crankcase Ground Stud
distribution box can accommodate).
An earth ground wire (2/0 AWG minimum) must be
The alternator is not to be connected directly to the
connected from the engine’s crankcase as shown in
power distribution box. The optional GE Waukesha
Figure 2.45-2 to an earth ground. A minimum of an 8 ft
alternator is connected to the alternator junction box.
(2.4 m) grounding rod is recommended.
The battery cables are connected to the positive and
negative studs in the alternator junction box and then to
the batteries. The batteries filter the ripple output of the
alternator.
Power can also be supplied to the ESM2 system by
connecting a DC power supply directly to the power
distribution box. The disadvantage of the DC power
supply is that if the AC power is lost, the engine shuts
down immediately. In addition, there is no noise filtering
done by a battery, so a more expensive power supply
may be needed.
See Figure 2.45-3 through Figure 2.45-5, and see Table
2.45-1 for wiring diagrams.
NOTE: The wiring diagrams in this manual are to be
used as a reference only. Figure 2.45-2: Crankcase Earth Ground
See 24 VDC POWER on page 2.45-10 for information

on connecting power inside the Power Distribution Box.
GROUND CONNECTIONS
To prevent electrical interference with the ESM2 system
from other components (especially high current devices
such as solenoid valves, ignition systems and motors),
complete the following grounding procedure:
Form 10002-2
BATTERY REQUIREMENTS Always keep the engine batteries in good operating

condition and at full charge. Failure to do so may affect
! WARNING the performance of the ESM2 and other electronic
controls.
Comply with the battery Sulfation of batteries starts when specific gravity falls
manufacturer’s below 1.225 or voltage measures less than 12.4 V.
recommendations for Sulfation hardens the battery plates, reducing and
procedures concerning proper eventually destroying the ability of the battery to
battery use and maintenance. generate power or to dampen ripples (noise) caused by
Failure to comply will result in battery charging or loads with switching power supplies.
increased risk of electrocution, Failure of the battery to adequately dampen ripples may
which may cause death or lead to malfunction of battery-powered devices. See
serious personal injury. BATTERY MAINTENANCE on page 11.05-4.
Batteries contain sulfuric acid
and generate explosive
NOTICE
mixtures of hydrogen and
Always turn the battery charger off first, before
oxygen gases. Keep any device
disconnecting the batteries. Then disconnect the
that may cause sparks or flames
battery negative (-) cable before beginning any repair
away from the battery to prevent
work. Failure to turn battery charger off before
explosion. Failure to comply will
disconnecting the batteries may cause electronic
result in increased risk of
component damage and void warranty.
explosion, which may cause
death or serious personal
injury.
Always wear protective glasses
or goggles and protective
clothing when working with
batteries. You must follow the
battery manufacturer’s
instructions on safety,
maintenance and installation
procedures. Failure to comply
may result in death or serious
personal injury.
Form 10002-2
ESM2 SERIES ENGINES – POWER SUPPLY WITH AIR START AND ALTERNATOR
ALT POWER
BOX DISTRIBUTION
BOX
+ - + -
1/2 INCH
GROUND STUD
ALT
ENGINE CRANKCASE
B
EARTH GROUND
2/0 AWG MIN.
POWER (+) WIRED AT FACTORY
POWER (+) NOT WIRED AT FACTORY

GROUND (-) WIRED AT FACTORY
GROUND (-) NOT WIRED AT FACTORY
EARTH GROUND (-) NOT WIRED AT FACTORY
Figure 2.45-3: Power Supply with Air Start and Alternator (Extender Series Engines)
A = Size per Table 2.45-4 Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power
Distribution Junction Box on page 2.45-12 for 60 amps.
B = Size per Table 2.45-4 Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power
Distribution Junction Box on page 2.45-12 using maximum ESM2 current draw.
NOTE: Any charging equipment must be connected directly to the batteries.
NOTICE
Always turn the battery charger off first, before disconnecting the batteries. Then disconnect the battery negative
(-) cable before beginning any repair work.
Form 10002-2
ESM2 SERIES ENGINES – POWER SUPPLY BY CUSTOMER
+
24 VDC
POWER SUPPLY
POWER -
DISTRIBUTION
BOX
1/2 INCH
GROUND STUD + - + -
ENGINE CRANKCASE OPTIONAL BATTERIES FOR FILTERING
EARTH GROUND
2/0 AWG MIN.

Figure 2.45-4: Power Supply by Customer (Extender Series Engines)

NOTICE
Form 10002-2
ESM2 SERIES ENGINES – POWER SUPPLY WITH ELECTRIC START AND ALTERNATOR
POWER + - + -
DISTRIBUTION
BOX STARTE R
B
1/2 INCH
GROUND STUD
ALT EARTH GROUND

ENGINE 2/0 AWG MIN.
CRANKCASE
STARTE R
+ - + -
POWER (+) WIRED AT FACTORY

Figure 2.45-5: Power Supply with Electric Start and Alternator (Extender Series Engines)
B = Size per Table 2.45-4 Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power
Distribution Junction Box on page 2.45-12 for 60 amps.
NOTICE
Form 10002-2
Table 2.45-1: Battery Cable Lengths for 24- or 32-Volt DC Starting Motor Circuits
2 2
(C) ( C)
2 2 (B)
3 3
(A) (B)
(A)
- -
+ +
4 4
1 - Typical Starting Motor Circuits 3 - Starting Motor

2 - Starting Motor Contactor 4 - Battery
SELECT SIZE OF CABLE FROM LISTING BELOW USING FIGURE POINTS A, B AND C ABOVE:
TOTAL CABLE LENGTH (A + B + C) USE SIZE OF CABLE
Less than 16 ft (4.9 m) #0
16 – 20 ft (4.9 – 6.1 m) #00
20 – 25 ft (6.1 – 7.6 m) #000
25 – 32 ft (7.6 – 9.8 m) #0000 or (2) #0
32 – 39 ft (9.8 – 11.9 m) (2) #00
39 – 50 ft (11.9 – 15.2 m) (2) #000
50 – 64 ft (15.2 – 19.5 m) (2) #0000
NOTE: Information based on 0.002 ohm total cable resistance for 24- or 32-volt systems. Consult factory if ambient temperature
is below 50°F (10°C) or above 120°F (49°C).
NOTE: When contactor is an integral part of starting motor, a bus connection is used. (A) + (B) will then be total cable length.
Form 10002-2
ESM2 POWER SUPPLY OSCILLOSCOPE 4. With the oscilloscope input reading channel 1,
TESTING connect the probe to the (+) power lead attached to
the 3/8 in. stud located in the power distribution box
An oscilloscope is needed to measure the peak-to-peak labeled “BATT +”. Connect the ground to the 3/8 in.
ripple on the DC power supply to the ESM2 system. The stud in the power distribution box labeled
ESM2 system will not accept a peak-to-peak ripple “BATT −” (see Figure 2.45-6).
greater than 2.0 V (top to bottom of waveform).
5. View the oscilloscope. The trace should have moved
NOTE: An oscilloscope and test probe are required to up to a location corresponding with the actual DC
perform these tests. A 10:1 probe may be necessary for supply voltage (18.0 – 32.0 VDC).
detecting random power spikes. A multimeter cannot be 6. Switch the power setting to “AC COUPLING” or “AC
used to determine ripple, as the line interference may not COUPLED.” Lower the Y-axis from 5 to 1 volt/div.
be a sine waveform. In addition, a multimeter cannot be Using the Y-axis position adjustment, place the
used to detect random, short duration power spikes. waveform so that the lowest position is on a
The 24 VDC+ (positive battery) is connected to the 3/8 horizontal grid line. The highest position of the
in. stud located under the red cover in the Power waveform must not be no more than two divisions (2
Distribution Junction Box labeled “BATT +” (see Figure volts) from the lowest position.
2.45-6). The 24 VDC– is connected to the 3/8 in. stud in NOTE: Five milliseconds was selected for the X-axis as
the power distribution box labeled “BATT −”. it best corresponds to the ESM2 Ignition Power Module-
Diagnostic (IPM-D) firing frequency. Any power supply
1 interference from the ignition should be detected at this
setting. However, at lower engine speeds, 10
milliseconds may be more appropriate.
2
7. Slowly pan through the time range of the
oscilloscope by turning the sec/div dial from 0.1 s to
3 10 microseconds (µs). The peak-to-peak voltage
MUST be less than 2.0 volts.
8. If available, connect a 10X probe to the power
supply. Follow the manufacturer’s instructions on
how to set up 10X probe. Pan through the time range
with the Y-axis set at 1 volt/div. View the oscilloscope
for a considerable period of time to see if there are
any random, short duration power spikes.
NOTE: The electrical interference from solenoids and
Figure 2.45-6: Power Distribution Box other electrical switches will not be cyclic and can be
significant. This could cause faults within the ESM2
1 - Positive (+) Battery 3 - Terminal Block system that may or may not be indicated with diagnostic
Connection codes. Therefore, it is important to watch the trace at the
2 - Negative (−) above settings for a period of time. This is especially
Battery Connection important if solenoid valves or other sources of electro-
1. Ground probe or set oscilloscope switch to magnetic interference are present on site.
“GROUND”. Using the X- and Y-axis position dials, NOTE: Make sure that emergency power, if used, is
center the reference trace so that it is reading across large enough to handle the ESM2 maximum current
the bottom of the screen. draw amp rating. This power supply should also conform
2. Set the oscilloscope to read from channel 1. Verify to the specification above.
that the oscilloscope is set to read a DC input often
called “DC COUPLING” or “DC COUPLED.”
3. Set the X-axis (sec/div) at 5 ms/div (5 m/div). Set the
Y-axis at 5 volts/div.
Form 10002-2
POWER DISTRIBUTION BOX 24 VDC POWER

The packager needs to supply 24 VDC power to the
! WARNING power distribution box. The 24 VDC power is distributed
from the power distribution box to all other components
Do not install, set up, maintain on the engine that require power, such as the IPM-D and
or operate any electrical ECU, so no other power connections are necessary.
components unless you are a
See Table 2.45-2 for the ESM2 system’s current draw
information.
who is familiar with the electrical
elements involved. Failure to See POWER SUPPLY REQUIREMENTS on page 2.45-
comply will result in increased 2 for information on the ESM2 system’s power
risk of electrocution, which may specifications.
cause death or serious personal
injury. Table 2.45-2: ESM2 System Current Draw
AVERAGE MAXIMUM
ENGINE MODEL CURRENT DRAW CURRENT DRAW
This section describes the connections the packager (AMPS) (AMPS)
must make to the ESM2 system’s power distribution box.
L5794GSI
L7042GSI S4 5.3 19.7
ADDING CUSTOMER-SUPPLIED WIRING TO PDB
L7044GSI
When adding customer-supplied wiring to the PDB, all Engine off, ESM2 powered up for all engines – 1 AMP
connectors, fittings and grommets used must have an
equivalent NEMA 4 rating. Using connectors, fittings or These values do not include USER POWER 24V for U
(5 Amps max)
grommets other than NEMA 4 rated style could allow
water to enter the PDB, causing problems up to and
including failure of the PDB. See Figure 2.45-7.
Figure 2.45-7: Proper CSA 4 Style Connector

As shipped from the factory, the PDB has several
openings meant for unused electrical options and/or
customer connections. These openings are factory-
sealed with either a push-in, self-centering, rubber plug
(1-1/2 in.) or a steel with rubber gasket plug that must be
manually centered and tightened with an internal wing
nut (3/4 in.). These plugs must remain firmly in place at
all times unless the opening is used for wiring.
Form 10002-2
Making Power Connection Inside Power
Distribution Box
Depending on the distance from either the batteries or
power supply, choose appropriate cable diameters for
ground and power using Table 2.45-4.
Table 2.45-3: Conversion Between AWG, mm2 and
Circular mils
AWG mm2 CIRCULAR MILS

0000 107.2 211592
000 85.0 167800
00 67.5 133072
0 53.4 105531
1 42.4 83690
2 33.6 66369
3 26.7 52633
4 21.2 41740
6 13.3 26251
8 8.35 16509
10 5.27 10383
12 3.31 6529.8
14 2.08 4106.6
16 1.31 2582.7
Form 10002-2
Table 2.45-4: Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution Junction
Box
ROUND TRIP
LENGTH OF MAXIMUM CURRENT (AMPS)
CONDUCTOR
ft m 5 10 15 20 25 30 40 50 60 70 80 90 100
10 3.0 18 18 16 14 12 12 10 10 10 8 8 8 6
15 4.6 18 16 14 12 12 10 10 8 8 6 6 6 6
20 6.1 18 14 12 10 10 10 8 6 6 6 6 4 4
25 7.6 16 12 12 10 10 8 6 6 6 4 4 4 4
30 9.1 16 12 10 10 8 8 6 6 4 4 4 2 2
40 12.2 14 10 10 8 6 6 6 4 4 2 2 2 2
50 15.2 12 10 8 6 6 6 4 4 2 2 2 1 1
60 18.3 12 10 8 6 6 4 4 2 2 1 1 0 0
70 21.3 12 8 6 6 4 4 2 2 1 1 0 0 2/0
80 24.4 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0
90 27.4 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0
100 30.5 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0
110 33.5 10 6 6 4 2 2 1 0 0 20 3/0 3/0 4/0
120 36.6 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0
130 39.6 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0
140 42.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
150 45.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
160 48.8 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –
Form 10002-2
To make the ground and power connections:
1
! WARNING
2
Disconnect all electrical power
supplies and batteries before 3
making any connections or
servicing any part of the
electrical system. Failure to
comply will result in increased
injury.
1. Locate the 1/2 in. ground stud on the right bank side
of the crankcase. The ground stud is adjacent to the Figure 2.45-8: Power Distribution Box
No. 4 cylinder’s oil pan access door. The ground stud
1 - Positive (+) Battery 3 - Terminal Block
will have two ground cables attached to it from the
Connection
power distribution box.
2 - Negative (−)
2. Remove the outer nut from the stud. Do not loosen Battery Connection
or remove the factory-installed ground cables.
5. Attach prelube motor solenoid contracts to correctly
3. Attach ground cable to the ground stud using
labeled terminals (if customer-supplied).
hardware as required.
6. Attach fuel valve solenoid contact to correctly
4. Replace outer nut to the ground stud.
labeled terminals.
5. Apply corrosion protection material such as Krylon
1307 or K1308 Battery Protector (or equivalent) to Customer Interface Harness Connection
the ground connection. +24VFOR U and GND FOR U
Power Distribution Box Connection
NOTICE
1. Choose an appropriately sized sealing gland for the
+24 VDC power cable. Never attempt to power the engine using the
2. Feed the positive and negative terminals of the +24VFOR U wire. The +24VFOR U wire is for
power cable through the power cord grip. customer use to provide 24 VDC power to other
equipment.
3. Install an appropriately sized ring terminal on the
power cable.
4. Attach the power ring terminal to the positive 3/8 in. Power (24 VDC, 5 amps maximum) is available for items
stud located in the power distribution box (see such as panel meters. The 24 VDC wires are labeled
Figure 2.45-8). +24VFOR U and GND FOR U. DO NOT POWER THE
ENGINE THROUGH THIS CONNECTOR!
ESTOP SW
The wires labeled ESTOP SW can be used to complete
a circuit to turn on a light or horn if either of the red
emergency stop buttons on the sides of the engine is
pushed in. Pushing either of the red emergency stop
buttons on the sides of the engine completes a circuit
between the ESTOP SW wires.
The contact ratings for ESTOP SW are:
24 – 28 VDC = 2.5 A
28 – 600 VDC = 69 VA
Form 10002-2
Form 10002-2
SECTION 2.50
CUSTOMER SYSTEM WIRING OVERVIEW
NOTE: The wiring diagrams in this manual are to be

! WARNING
used as a reference only.
Do not disconnect equipment

CUSTOMER INTERFACE HARNESS
unless power has been
switched off or the area is NOTE: The Customer Interface Harness must be
known to be non-hazardous. properly grounded to maintain CE compliance.
Failure to comply will result in
Customer electrical connections to the ECU are made
increased risk of electrocution,
through the Customer Interface Harness (shipped
loose). The Customer Interface Harness is available in
several harness lengths (see Table 2.50-1).
Table 2.50-1: Customer Interface Harness Lengths
components unless you are a P/N LENGTH
who is familiar with the electrical 741239 25 ft (8 m)
elements involved. Failure to 741239A 50 ft (15 m)
comply will result in increased 741239B 100 ft (30 m)
cause death or serious personal 741239C 200 ft (60 m)
injury. The terminated end of the harness connects to a
bulkhead connector under the oil filters. The
unterminated end of the harness connects to customer
NOTICE connections. Table 2.50-2 Customer Interface Harness
Loose Wire Identification on page 2.50-2 provides
Disconnect all engine harnesses and electronically information on each of the unterminated wires in the
controlled devices before welding on or near an Customer Interface Harness.
engine. Failure to comply will void product warranty.
Some connections of the Customer Interface Harness
The electrical interference from solenoids and other are required for ESM2 system operation. See
electrical switches will not be cyclic and can be as high REQUIRED CONNECTIONS on page 2.50-7 for
as several hundred volts. This could cause faults more information. See OPTIONAL CONNECTIONS on
within the ESM2 system that may or may not be page 2.50-9 for more information on optional
indicated with diagnostics. GE Waukesha requires a connections.
“freewheeling” diode (1N4002 or equivalent rated for
100V and 1A) be added across the coils of relays and
solenoids to suppress high induced voltages that may
occur when equipment is turned off. Failure to comply
will void product warranty.
Form 10002-2
All digital inputs and outputs are referenced to battery
negative.
Table 2.50-2: Customer Interface Harness Loose Wire Identification
Customer Interface Harness Loose Wire Identification

SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
WIRE LABEL DESCRIPTION
NAME TYPE COLOR PIN SIZE SIZE #
A digital input to the
ECU from the local
control that must be
Emergency
high for the engine to
ESD Engine Digital I/P Yellow 15 18 20 1606
run. If ESD goes low,
Shutdown
the engine performs
an emergency
shutdown.
ECU from the local
control that must be High = OK to
high for the engine to Run
RUN/STOP Digital I/P Yellow 25 18 20 1611
run. If RUN/STOP Low = Normal
goes low, the engine Shutdown
performs a normal
shutdown.
Momentary (>1/2
second and <60
seconds) digital
signal input to ECU to
begin the starting
START process, must Start Engine Digital I/P Yellow 24 18 20 1609
momentarily be
connected to +24
VDC nominal (8.6 –
32 volts) for the ECU
to start the engine.
CAN Communication
CAN HI CAN CAN Yellow 1 20 20 1300
High
CAN Communication
CAN LO CAN CAN Green 5 20 20 1301
Low
CAN Communication
CAN GND SHIELD CAN Drain 6 20 20 1302
Shield
Digital input to the
ECU that changes the
operating rpm of the
engine from low idle
to high idle. Used for
fixed speed
applications only. The Rated Speed/
GOVHL IDL desired speed is set Idle Speed Digital I/P Yellow 37 18 20 1616
on the HMI. select
• +24 VDC nominal

(8.6 – 32 volts) for
rated speed
• Open circuit for idle
speed
Form 10002-2

Used for remote
speed setting using a Remote
0.5 – 4.5 V
GOV 40 voltage input for Speed Setting Tan 40 18 20 1618
DC I/P
control (0.5 – 4.5V Mode Select
signal).
Used for remote
speed setting using a
current input for Remote
control (4 – 20 mA Speed Setting 4 – 20 mA
GOVREMSP+ Light Green 39 18 20 1614
signal). See Figure 4 – 20 mA I/P+
2.50-1 for an example Signal +
showing the user 4 –
20 mA analog inputs.
Used for remote
speed setting using a
current input for Remote
control (4 – 20 mA Speed Setting 4 – 20 mA
GOVREMSP- Light Blue 27 18 20 1613
signal). See Figure 4 – 20 mA I/P-
2.50-1 for an example Signal -
showing the user 4 –
20 mA analog inputs.
ECU that switches
between either
remote speed setting
input or high/low idle Remote
GOVREMSEL Digital I/P Yellow 22 18 20 1608
input. Must be used to Speed select
enable remote speed
input. Not typically
used for power
generation.
Used as the negative
connection point for Customer
LOGIC GND signal inputs (voltage Reference Ground Black 4 16 16 1111
and current) (4 – 20 Ground
mA and 0 – 5 volt).
A digital output from
the ECU that
Digital HSD
ENG ALM indicates that the Engine Alarm White 14 18 20 1604
O/P
ECU is in either alarm
or shutdown mode.
the ECU that
indicates the engine
is knocking and will Engine Digital HSD
KNK ALM White 47 18 20 1617
shut down unless Knocking O/P
some action is taken
to bring the engine out
of knock.
Form 10002-2

the ECU that
indicates that the Emergency Digital HSD
ENG ESD White 42 18 20 1607
ECU is in shutdown Shutdown O/P
mode. Output is NOT
latched.
A 4 – 20 mA analog
input to the ECU that
represents the real-
time WKI rating of the
fuel. Use not
Fuel Quality 4 – 20 mA
WKI+ necessary for most Light Green 30 18 20 1623
(WKI) Signal + I/P+
applications. Table
2.50-9 Changing
Fuel/WKI Inputs on
page 2.50-14 for
scaling information.
A 4 – 20 mA analog
input to the ECU that
represents the real-
time WKI rating of the
fuel. Use not
Fuel Quality 4 – 20 mA
WKI- necessary for most Light Blue 31 18 20 1622
(WKI) Signal - I/P-
applications. Table
2.50-9 Changing
Fuel/WKI Inputs on
page 2.50-14 for
scaling information.
A 4 – 20 mA output
from the ECU that
represents an engine
operating parameter.
See Table
Analog Output 4 – 20 mA
PROG OP 1+ 2.50-8 Available Dark Green 21 18 20 1600
1+ O/P+
Analog Outputs on
page 2.50-11 for
listing of parameters,
scaling and other
information.
NEG for 4 – 20 mA Analog Output 4 – 20 mA
PROG OP 1- Black 26 18 20 1647
PROG OP 1- 1– O/P-
from the ECU that
See Table
2+ O/P+
Analog Outputs on
page 2.50-11 for
scaling and other
information.
PROG OP 2- Black 18 18 20 1648
Form 10002-2

from the ECU that
See Table
3+ O/P+
Analog Outputs on
page 2.50-11 for
scaling and other
information.
PROG OP 3- Black 13 18 20 1649
RS485 MODBUS,
see MODBUS
COMMUNICATIONS
RS 485A- RS485 A- Comms Green 2 18 20 1305
on page 2.55-1 for
additional
information.
RS485 MODBUS,
see MODBUS
COMMUNICATIONS
RS 485B+ RS485 B+ Comms Yellow 23 18 20 1306
on page 2.55-1 for
additional
information.
ECU that can be used
to indicate a customer User Defined
USER DIP 1 Digital I/P Yellow 16 18 20 1627
alarm. See Figure Digital Input 1
2.50-3 for additional
information.
ECU that can be used
to indicate a customer User Defined
USER DIP 2 Digital I/P Yellow 17 18 20 1628
alarm. See Figure Digital Input 2
2.50-3 for additional
information.
FUTURE Spare Spare Red 7 20 20 1636
FUTURE Spare Spare Black 8 20 20 1637
the ECU that Engine
ENG RUN Digital O/P White 12 18 20 1646
indicates that the Running
engine is running.
Power (24V DC, 5
amps maximum)
available for items +24 VDC
+24VFOR U User Power Red 32 18 16 1020
such as a local control nominal
panel and panel
meters
GND FOR U User Ground User Ground Ground Black 33 18 16 1120
Form 10002-2

Emergency
Emergency Stop
Stop Switch, Customer-
ESTOP SW Switch, Normally Tan 44 18 16 1802
Normally supplied
Open
Open
Emergency
Emergency Stop
Stop Switch, Customer-
ESTOP SW Switch, Normally Tan 45 20 16 1804
Normally supplied
Open
Open
Customer Pre-Lube Customer Pre- +24 VDC
PREL CTRL Brown 34 20 16 1679
Control Request Lube Control digital I/P
FUTURE Spare Spare Black 46 18 20 1640
Used for compatible Aux. Input 0.5 – 4.5V
GOVAUXSIG+ Red 28 20 20 1615
load-sharing input. Signal I/P+
0.5 – 4.5V I/P
referenced to
Used for compatible Aux. Input
GOVAUXGND logic ground Black 29 20 20 1110
load-sharing input. Signal
pin 4 / wire
1111
Used as a shield for
Aux. Input
GOVAUXSHD compatible load- Shield Drain 43 22 20 1137
Shield
sharing input.
Alternate governor
dynamics. Used for
power generation Alternate
GOVALTSYN applications only to Governor Digital I/P Yellow 10 18 20 1620
obtain a smooth idle Dynamics
for fast paralleling to
the grid.
ECU that “kicks” the
governor to help the
engine accept large
LRG LOAD Load Coming Digital I/P Yellow 20 18 20 1631
load additions. Mainly
useful for stand-alone
power generation
applications.
Used for compatible 4 – 20 mA 4 – 20 mA
LSMI+ Red 35 20 20 1651
load-sharing input. Signal + I/P+
Used for compatible 4 – 20 mA 4 – 20 mA
LSMI- Black 36 20 20 1652
load-sharing input. Signal – I/P-
Form 10002-2
REQUIRED CONNECTIONS • All 4 – 20 mA outputs from the ECU are internally

powered with a maximum drive voltage of 24 volts.
• Digital High Side Driver (HSD) outputs can drive a
maximum of 700 mA (0.7 amps).
• All 4 – 20 mA inputs to the ECU are across an internal
220 Ω resistance.
2
1
9 10
5
3 39
6
7
4 27
8
Figure 2.50-1: Example Connecting User 4 – 20 mA Analog Inputs to a PLC
1 - Customer Interface Harness 6 - Positive

2 - Typical PLC 7 - 4 – 20 mA Signal -
3 - GOVREMSP+ 8 - Negative
4 - GOVREMSP- 9 - Isolated Current Output Card
5 - 4 – 20 mA Signal + 10 - Main
Table 2.50-3: Customer Interface Harness – Required Connections – All Installations
WIRE NUMBER
SIGNAL
FUNCTION WIRE DESCRIPTION
TYPE
DESCRIPTION
Momentary Momentary (>1/2 second and <60 seconds) digital signal input to ECU to
1609
Start Engine digital input begin the starting process, must momentarily be connected to +24 VDC
START
(24V) nominal (8.6 – 32 volts) for the ECU to start the engine.
Digital input 1611 • +24 VDC nominal for the engine to run.
Run / Stop
(24V) RUN/STOP • If goes open circuit, the engine performs a normal shutdown.
Emergency Digital input 1606 • +24 VDC nominal for the engine to run.
shutdown (24V) ESD • If ESD goes open circuit, the engine performs an emergency shutdown.
CAN
1300
communication CAN CAN communication between the ECU and HMI
CAN
high
CAN
1301
CAN
low
CAN
1302
CAN
shield
Form 10002-2
Table 2.50-4: Additional Connections for Rated/Idle Speed Control
WIRE NUMBER
SIGNAL
TYPE
DESCRIPTION
Rated Speed/Idle
• +24V DC nominal (8.6 – 32 volts) for rated speed
Speed (Fixed Digital input 1616
• Open circuit for idle speed and remote speed wire 1608 (GOVREMSEL)
Speed (24V) GOVHL IDL
must be open circuit.
Application)
Table 2.50-5: Additional Connections for Remote Variable Speed Control
WIRE NUMBER
SIGNAL
TYPE
DESCRIPTION
Customer 1111 Used as the negative connection point for signal inputs (voltage and current)
Ground
reference ground LOGIC GND (4 – 20 mA and 0 – 5 volt).
Remote speed
setting enable Digital input 1608
24 VDC nominal to enable remote speed/load setting
(variable speed (24V) GOVREMSEL
application)
Remote speed
1618
Setting (using 0.5 – 4.5 volt 0.5 – 4.5 VDC signal +
GOV 40
voltage input)
1614 1614 + signal
Remote speed
GOVREMSP+ 1613 – signal
setting (using 4 – 20 mA
1613 NOTE: Inputs below 2 mA and above 22 mA are invalid. See Figure
current input)
GOVREMSP- 2.50-1 for an example showing the user 4 – 20 mA analog inputs.
LOGIC GND
Figure 2.50-2: Connection Options for Variable Speed Setting Input
NOTE: See USER-ADJUSTABLE PARAMETERS on NOTE: A high signal is a digital signal sent to the ECU
page 2.40-1 for instructions on selecting input type. that is between 8.6 and 32 volts. A low signal is a digital
signal sent to the ECU that is less than 3.3 volts.
Form 10002-2
OPTIONAL CONNECTIONS
Table 2.50-6 lists optional connection descriptions of the
unterminated wires of the Customer Interface Harness.
Table 2.50-6: Optional Connection Descriptions – Customer Interface Harness
DESCRIPTION PHYSICAL CONNECTION

4 – 20 mA analog outputs from the ECU that can be used to read engine parameters such
Analog Outputs as oil pressure, coolant outlet temperature, engine speed and intake manifold pressure (see
Table 2.50-7). PROG OP 1 through PROG OP 3
The ECU is a MODBUS RTU slave on “two wire” RS-485 hardware. Current operating values
such as oil pressure and fault information are available. Baud rate and slave ID are
MODBUS
programmed via the HMI. See MODBUS COMMUNICATIONS on page 2.55-1.
RS485A- and RS485B+
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage
Engine OK / Emergency Shutdown
– 1 volt) when ECU performs an emergency shutdown. ENG ESD
– 1 volt) when ECU detects engine problem. Output remains +24 VDC nominal while an
Engine Alarm
alarm is active. As soon as alarm condition is resolved, digital signal returns to open circuit.
ENG ALM
A 4 – 20 mA input to the ECU that allows the customer to change the input fuel quality (WKI)
WKI Value
in real time. (4 mA = 20 WKI; 20 mA = 135 WKI) WKI+ and WKI-
Uncontrolled Knock – 1 volt) when ECU cannot control engine knock. Allows customer knock control strategy
such as load reduction instead of the ECU shutting down the engine. KNK ALM
A ±2.5 volt input to the ECU used for compatibility to generator control products (or other
Aux Speed Input
comparable control products). GOVAUXSIG+ and GOVAUXGND
Digital signal input to the ECU when +24 VDC nominal (8.6 – 32 volts) allows synchronizer
Synchronizer Mode/Alternate
mode/alternate governor dynamics. User can adjust a small speed offset to aid in
Governor Dynamics
synchronization. GOVALTSYN
Digital signal input to the ECU when +24 VDC nominal (8.6 – 32 volts) is applied, signals the
ECU that a large load will be applied to the engine. This input can be used to aid in engine
Load Coming
load acceptance. User can adjust delay time from receipt of digital signal to action by the
ECU and amount of throttle movement action. LRG LOAD
Two digital signal inputs to the ECU when +24 VDC nominal (8.6 – 32 volts) is applied allows
user to wire alarm and/or shut down digital outputs of the local control into ESM2. The
Two Digital Inputs
purpose of these two digital inputs to the ECU is to aid in troubleshooting problems with the
driven equipment. USER DIP 1 and USER DIP 2
Engine Running A digital output from the ECU that indicates that the engine is running. ENG RUN
Power (24V DC, 5 amps maximum) available for items such as a local control panel and
User Power
panel meters +24VFOR U
User Ground User ground GND 4 U
Emergency Stop Switch, Normally
Emergency Stop Switch, Normally Open ESTOP SW
Open
Customer Pre-lube Control
Customer Pre-Lube Control Request PREL CTRL
Request
Compatible load-sharing input Used for compatible load-sharing input LSMI+ and LSMI-
NOTE: BOLD letters in table match wire label names.
Form 10002-2
LOCAL CONTROL PANEL LOCAL DISPLAYS
See MODBUS COMMUNICATIONS on page 2.55- The ESM2 system has three 4 – 20 mA analog outputs
1 for ESM2 outputs. that can be either read into a PLC or read with a local
display. Each analog output can be configured to one of
This section describes how the ESM2 system interacts 11 different values. See Table 2.50-8 for the display
with a local customer-supplied control panel. With the output and scale values.
ESM2 system, the packager may choose any
compatible control panel providing the packager
flexibility.
Table 2.50-7: Adjustment of Analog Outputs
WIRE SIGNAL SIGNAL WIRE FROM WIRE SOCKET

DESCRIPTION Wire #
LABEL NAME Type COLOR PIN SIZE SIZE*
Customer-
A 4 – 20 mA output from the
selected
ECU that represents an
see Table
engine operating parameter.
2.50-8
See Table 2.50-8 Available 4 – 20 mA Dark
PROG OP 1+ Available 21 18 20 1601
Analog Outputs on page O/P+ Green
Analog
2.50-11 for listing of
Outputs on
parameters, scaling and
page 2.50-
other information.
11
NEG for 4 – 20 mA PROG OP 4 – 20 mA
PROG OP 1- NEG Black 26 18 20 1648
1- O/P-
Customer-
selected
see Table
2.50-8
Analog
Outputs on
page 2.50-
other information.
11
2- O/P-
Customer-
selected
see Table
2.50-8
Analog
Outputs on
page 2.50-
other information.
11
3- O/P-
Form 10002-2
Table 2.50-8: Available Analog Outputs
USER SELECTION OUTPUT SCALE LOW (4 mA) SCALE HIGH (20 mA)
1 Engine Load in percent 0% 125%
2 Engine Power in kW 0 4000
3 Engine RPM 0 2200
4 Throttle Position in Percent 0 100
5 Intake Manifold Press in kPa 0 517
6 Engine Oil Pressure in kPa 0 1034
7 Intake Manifold Temp C -40 150
8 Exhaust Temp LB C -80 1100
9 Exhaust Temp RB C -80 1100
10 Engine Coolant Temp C -40 150
11 Engine Oil Temp C -40 150
12 Future Spare NA NA
USER DIGITAL INPUTS The following examples explain how the USER DIP
inputs can be used in the field.
There are two digital inputs, labeled USER DIP 1 and
USER DIP 2, in the Customer Interface Harness. When Example 1
a +24 VDC signal is applied to one of these inputs,
DTC1089 (User DIP 1) or DTC1090 (User DIP 2) is An example using one of these USER DIP inputs would
activated by the ESM2 system. The alarm is recorded in be to wire an oil level alarm into the ESM2 system. This
the Fault Log. level sensor is of the Normally Open type, where the
contacts are open when the oil is at proper level, and the
The purpose of these two digital inputs is to provide contacts close to complete a signal path when the oil
system diagnostic capability for customer-supplied level falls too low (see Figure 2.50-3).
equipment. Since non-volatile memory is not always
available with the local control package, the USER DIP When the oil level is low, the contacts complete a +24
makes it possible to wire external signals into the ESM2 VDC signal into the USER DIP and DTC1089 for USER
system so that a service technician can more quickly find DIP 1 is activated.
the source of customer equipment problems. Note that NOTE: The negative side of the 24 VDC supply must
only an alarm signal is activated – no other control action be connected to the customer reference ground wire
is taken by the ESM2 when one of the USER DIPs goes labeled LOGIC GND.
high.
Form 10002-2
Example 2 Example 3
If a solid-state level sensor is used, of the type that The oil level sensor can also be used to trigger an engine
completes a path to ground (called an open collector), shutdown. Since the ESD digital input must remain at
when the oil falls below a certain level, the logic must be +24 VDC for the engine to run, and opening the circuit
inverted. Remember that the USER DIP needs +24 VDC will cause a shutdown, inverted logic can be used with a
to activate an alarm condition. A Normally Open relay Normally Closed relay contact to properly manipulate
contact is used to generate the correct signal. This the signal. This example is shown in Figure 2.50-5.
example is shown in Figure 2.50-4.
When the oil level becomes low, the relay is energized
When the oil level is high, the sensor does not activate, as in the previous example, and the ESD input is opened,
so it holds the base of the relay coil at supply voltage. resulting in an engine shutdown and shutdown code
The relay contacts remain open, and the USER DIP is DTC2001.
low. When the oil level becomes low, the sensor
NOTE: The engine cannot be restarted until the fault
completes the circuit to ground by sinking current, and
condition, in this example the low oil level, is corrected.
the relay coil energizes. This causes the contacts to
close and +24 VDC is applied to the USER DIP and
DTC1089 is activated.
1
(+) (– )
4
3
Figure 2.50-3: Example: User Digital Input Used with Oil Level Switch (Normally Open Type)
1 - 24 VDC 3 - User DIP 1

2 - Oil Level Switch 4 - ECU
Form 10002-2
(+ ) (– )
2
4
3
Figure 2.50-4: Example: User Digital Input Used with Solid-State Level Sensor (Open Collector)
1 - 24 VDC 4 - ECU
2 - Relay 5 - Oil Level Switch
3 - User DIP 1
1
(+) (– )
3
5
Figure 2.50-5: Example: User Digital Input Used to Trigger an Engine Shutdown
1 - 24 VDC 4 - ESD
2 - Relay 5 - ECU
3 - User DIP 1 6 - Oil Level Switch
Form 10002-2
WKI See Appendix B.
For applications with changing fuel conditions, such as

a wastewater treatment plant with natural gas backup,
the ECU can be signaled about the fuel’s changing WKI
value in real time using the two WKI analog input wires
in the Customer Interface Harness. The adjustment of
the customer interface wires, WKI+ and WKI-, is shown
in Table 2.50-9. An input greater than 22 mA indicates a
wiring fault, and the default WKI value is used instead.
Table 2.50-9: Changing Fuel/WKI Inputs
ANALOG USER Current Voltage

INPUT 4 mA 20 mA Wire Labels 0.5 V 4.5 V Wire Labels
135 WKI+ 1623
WKI fuel quality signal 20 WKI – – –
WKI WKI- 1622
1,206 GOVREMSP- 1613 1,206 GOV 40 1618+
Engine speed range 700 rpm 700 rpm
rpm GOVREMSP+ 1614 rpm LOGIC GND 1111–
LSM+ 1651 GOVAUXSIG 1615+
Load sharing input -25 rpm 25 rpm -25 rpm 25 rpm
LSM- 1652 GOVAUXGND 1110 –
Form 10002-2
SECTION 2.55
MODBUS COMMUNICATIONS
MODBUS (RS-485) COMMUNICATIONS Table 2.55-1: Communication Parameters
This section describes the MODBUS slave Remote BAUD DATA STOP
PARITY SLAVE ID
Terminal Unit (RTU) messages that the ECU is capable RATE BITS BITS
of transmitting. 1,200
The RS-485 network hardware used in the ECU permits 2,400
one master on the network with up to 32 devices. The 4,800 8 2 (Even) 1 1 – 247
ECU is capable of acting as a MODBUS RTU slave at
1,200, 2,400, 4,800, 9,600 and 19,200 baud over the 9,600
RS-485 communications link of the ECU. 19,200
In the ECU, the user can assign an identification number
WIRING
(1 of 247 unique addresses) to a particular ECU allowing
other devices such as PLCs to share the network even The MODBUS wiring consists of a two-wire, half-duplex
if they use the same data fields. RS-485 interface. RS-485 is ideal for networking
multiple devices to one MODBUS master (such as a PC
The baud rate and the ECU number are user-adjustable.
or PLC). Since half-duplex mode does not allow
No other settings are required in the ECU for MODBUS.
simultaneous transmission and reception, it is required
Table 2.55-2 lists the function codes implemented in the that the master control direction of the data flow. The
ESM2 system. master controls all communication on the network while
the ECU operates as a slave and simply responds to
NOTE: The ECU will respond with exception responses
commands issued by the master. This master-slave
wherever applicable and possible. See MODBUS
topology makes it inexpensive to monitor multiple
EXCEPTION RESPONSES on page 2.55-14 for more
devices from either one PC or PLC.
information.
NOTE: It is possible to use a master with a full-duplex
All 16-bit quantities specified in this document are in
RS-485 interface; however, it is necessary to connect
Motorola format (most significant byte first).
the two positive and negative signals together. So Tx-
In order for communication to work between the master and Rx- become “A” and Tx+ and Rx+ become “B.”
and slave units, the communication parameters must be
Two MODBUS wires are available at the end of the
adjusted to match (see Table 2.55-1).
Customer Interface Harness (loose wires). The two
NOTE: MODBUS Baud Rate and Slave ID are set on wires are gray and labeled RS 485A- and RS 485B+.
the Advanced Parameters > Advanced Settings Screen See Table 2.50-2 for harness connection, and see the
on the HMI. See Figure 2.40-12. wiring schematic in Appendix B for VHP Series Four
ESM2 12-Cylinder Wiring Diagram.
RS-485 networking needs termination resistors if long
wire runs are used. Termination resistors of 120Ω are
placed across the RS-485 A- and B+ wires at the devices
at both ends of the network. For short distances of 32 ft
(10 m) or less and with slower baud rates, termination
resistors may not be needed.
Form 10002-2
NOTE: Typically, short distances of 32 ft (10 m) would Function codes are located in Table 2.55-3 through
not require termination resistors; however, if you Table 2.55-4.
experience communication errors, first check the
Table 2.55-2: MODBUS Function Codes
calibrated baud rate. The baud rate to be calibrated is
determined by the MODBUS master. If communication FUNCTION MODBUS NAME ADDRESS ID
errors persist, termination resistors may be necessary, CODE
even at short distances.
01 NOT USED
PROTOCOL 02 DIP/DOP ID 1XXXX
The MODBUS protocol can be used in two different 03 NOT USED

modes: RTU and American Standard Code of 04 AOP/AIP ID 3XXXX
Information Interchange (ASCII). The ESM2 system
works only in the RTU mode. In RTU mode, every NOTE: When performing the device addressing
element is represented by 8 bits (except data that can procedure, it is of great importance that there are not two
consist of a variable number of successive bytes). devices with the same address. In such a case, the
whole serial bus can behave in an abnormal way, with it
FUNCTIONALITY being impossible for the master to communicate with all
present slaves on the bus.
The ECU is a MODBUS slave and will provide data to a
MODBUS master device. The data that will be made
available will include most filtered analog input values
and some derived values. No control is done through
MODBUS.
DATA TABLES
The MODBUS function codes supported are codes 02
and 04. Table 2.55-2 lists the address IDs that are
associated with each function code. The subsequent
sections set out the message IDs in detail.
Form 10002-2
Table 2.55-3: Function Code 02 (1XXXX Messages) (DIP/DOP)
MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
1 = on
10001 Main Fuel Valve Status of the main fuel valve
0 = off
Pre-chamber Fuel 1 = on
10002 Status of the pre-chamber fuel valve
Valve 0 = off
1 = running
10003 Engine Running Whether the engine is running or not running
0 = off
1 = engaged
10004 Starter Motor Whether the starter motor is engaged or not
0 = off
1 = running
10005 Pre/Post Lube Whether the pre/post lube pump is running
0 = off
1 = on
10006 Engine Alarm Whether a validated alarm is active
0 = off
1 = ESD
10007 Engine Shutdown Customer ESD input
0 = ok
Whether the engine is in uncontrollable 1 = on
10008 Engine Knocking
knock 0 = off
1 = misfire
10009 Misfire Whether the engine is misfiring
0 = OK
1 = on
10010 Ignition Enabled Whether ignition is enabled
0 = off
Malfunction Indicator
1 = on
10011 Light for EPA Cert Whether the MiL is active
0 = off
engines
1 = on, driver circuit has been tripped
10012 PDB Driver circuit 1 Whether the PDB driver circuit is tripped
0 = off
10013 PDB Driver circuit 2 Whether the PDB driver circuit is active
0 = off
0 = off
0 = off
0 = off
0 = off
PDB Distribution Whether the PDB distribution circuit is 1 = on, driver circuit has been tripped
10018
Circuit 1 tripped 0 = off
10019
10020
10021
10022
Form 10002-2
MODBUS
ADDRESS
10023
10024
10025
Whether the ignition module is outputting 1 = high power
10026 Ignition High Power
high or low power 0 = low power
10027 Reserved for Future Use
1 = start engine signal high
10037 Start engine signal Whether the start engine signal is active
0 = start signal low
Whether the normal shutdown signal is 1 = normal shutdown
10038 Normal shutdown
active 0 = OK to run
Whether the emergency shutdown signal is 1 = emergency shutdown
10039 Emergency shutdown
active 0 = OK to run
Whether the remote RPM analog input is 1 = remote RPM select active
10040 Remote RPM select
active or inactive 0 = remote RPM select inactive
Whether the run high idle digital input is 1 = run engine at high idle
10041 Run high idle
active 0 = run engine at low idle
Whether the load coming digital input is 1 = load coming digital input active
10042 Load coming
active 0 = load coming digital input inactive
Alternate dynamics / Whether the alternate governor dynamics is 1 = alternate gov dynamics is active
10043
synchronizer mode active 0 = alternate gov dynamics is inactive
Whether the lockout button has been 1 = lockout active
10044 Lockout button
depressed 0 = lockout inactive
1 = user DIP 1 active
10045 User digital input 1 Whether user digital input 1 is active
0 = user DIP 1 inactive
1 = user DIP 2 active
10046 User digital input 2 Whether user digital input 2 is active
0 = user DIP 2 inactive
1 = active
10047 Customer pre-lube flag Whether the pre-lube is active
0 = inactive
1 = service tool connect
10048 Service Tool flag Whether the service tool is connected
0 = not connected
Fuel Control Valves 1 = yes
10049 Whether the fuel control is in manual mode
Manual Flag 0 = no
Form 10002-2
MODBUS
ADDRESS
1 = on
10050 PDB Overvoltage Trip Whether the PDB overvoltage trip is active
0 = off
Form 10002-2
Table 2.55-4: Function Code 04 (3XXXX Messages) (AOP/AIP)
MODBUS
NAME SCALING USER SCALING ENGINEERING UNITS
ADDRESS
Available 16 bit unsigned integer which
30002 (Value * 10) in percent (Value / 10) in percent
Engine Load goes from 0 – 100%
Current engine
30003
operating hours (Value * 1) in seconds (Value / 1) in seconds 32 bit unsigned integer – full range
30004
(in seconds)
Countdown
30005 until engine (Value * 1) in seconds (Value / 1) in seconds 16 bit unsigned integer – full range
starts
16 bit unsigned integer which
30016 Average RPM (Value * 1) in rpm (Value / 1) in rpm
goes from 0 – 2,200 rpm
30017 Oil Pressure (Value * 1) in kPa gauge (Value / 1) in kPa gauge
goes from 0 – 1,034 kPa gauge
Intake Manifold
30018 Absolute (Value * 1) in kPa (Value / 1) in kPa
goes from 0 – 344 kPa
Pressure
Boost Absolute 16 bit unsigned integer which
30019 (Value * 1) in kPa (Value / 1) in kPa
Pressure goes from 0 – 344 kPa
IMAP left bank 16 bit unsigned integer which
(rear) goes from 0 – 344 kPa
IMAP right bank 16 bit unsigned integer which
(front) goes from 0 – 344 kPa
Crankcase 16 bit unsigned integer which
30022 (Value + 10) * 100 kPa (Value / 100 ) - 10 kPa
Pressure goes from -3.5 – 3.5 kPa
Reserve
30023 Pressure (1 / (Value * 10) in kPa (Value / 10) in kPa
left)
Reserve
30024 Pressure (2 / (Value * 10) in kPa (Value / 10) in kPa
right)
Barometric
30025 pressure (Value * 1) in kPa (Value / 1) in kPa
(TRICAN)
Form 10002-2
MODBUS
ADDRESS
Pre Catalyst 16 bit unsigned integer which
Pressure goes from 0 – 6.8 kPa
Post Catalyst 17 bit unsigned integer which
Delta CAT 18 bit unsigned integer which
Boost pressure 16 bit unsigned integer which
Left goes from 0 – 344 kPa
Boost pressure 16 bit unsigned integer which
Right goes from 0 – 344 kPa
goes from 0 to 6
0 = OFF
Engine 1 = INIT
30031 Operating (Value * 1) (Value / 1) 2 = CRANK
mode 3 = RUN
4 = NSD
5 = ESD
6 = cESD
Coolant outlet 16 bit unsigned integer which
30032 (Value + 40) * 10 in °C (Value / 10) - 40 in °C
temperature goes from -40 – 150°C
Intake Manifold
30033 Air (Value + 40) * 10 in °C (Value / 10) - 40 in °C
goes from -40 – 150°C
Temperature
Oil 16 bit unsigned integer which
30034 (Value + 40) * 10 in °C (Value / 10) - 40 in °C
Temperature goes from -40 – 150°C
1st Exhaust
Temperature
(preturbine for 16 bit unsigned integer which
30035 (Value + 40) * 1 in °C (Value / 1) - 40
lean burn, post- goes from -40 – 880°C
turbine for rich
burn)
2nd Exhaust
Temperature
(preturbine for 16 bit unsigned integer which
30036 (Value + 40) * 1 in °C (Value / 1) - 40
lean burn, post- goes from -40 – 880°C
turbine for rich
burn)
1st Catalyst 16 bit unsigned integer which
30037 (Value + 40) * 1 in °C (Value / 1) - 40
2nd Catalyst 16 bit unsigned integer which
30038 (Value + 40) * 1 in °C (Value / 1 ) - 40
Ambient
30039 temperature (Value + 40) * 10 in °C (Value / 10) - 40 in °C
(TRICAN)
Catalyst
30040 Temperature (Value + 40) * 10 in °C (Value / 10) - 40 in °C
Delta
Form 10002-2
MODBUS
ADDRESS
Exhaust
16 bit unsigned integer goes from
30042 temperature, (Value + 40) * 1 in °C (Value / 1) - 40
-40 – 880°C
cylinder 1
Exhaust
-40 – 880°C
cylinder 2
Exhaust
-40 – 880°C
cylinder 3
Exhaust
-40 – 880°C
cylinder 4
Exhaust
-40 – 880°C
cylinder 5
Exhaust
-40 – 880°C
cylinder 6
Exhaust
-40 – 880°C
cylinder 7
Exhaust
-40 – 880°C
cylinder 8
Exhaust
-40 – 880°C
cylinder 9
Exhaust
30051 temperature, (Value + 40) * 1 in °C (Value - 40)
-40 – 880°C
cylinder 10
Exhaust
30052 temperature, (Value + 40) * 1 in °C (Value - 40)
-40 – 880°C
cylinder 11
Exhaust
-40 – 880°C
cylinder 12
Exhaust
-40 – 880°C
cylinder 13
Exhaust
-40 – 880°C
cylinder 14
Exhaust
-40 – 880°C
cylinder 15
Exhaust
-40 – 880°C
cylinder 16
Form 10002-2
MODBUS
ADDRESS
Main bearing 16 bit unsigned integer goes from
30058 (Value + 40) * 1 in °C (Value / 1) - 40
temperature 1 -40 – 200°C
30059 (Value + 40) * 1 in °C (Value / 1) - 40
30060 (Value + 40) * 1 in °C (Value / 1) - 40
30061 (Value + 40) * 1 in °C (Value / 1) - 40
30062 (Value + 40) * 1 in °C (Value / 1) - 40
30063 (Value + 40) * 1 in °C (Value / 1) - 40
30064 (Value + 40) * 1 in °C (Value / 1) - 40
30065 (Value + 40) * 1 in °C (Value / 1) - 40
30066 (Value + 40) * 1 in °C (Value / 1) - 40
Displayed
(Value + 15) * 10 in degrees (Value / 10) - 15 in degrees 16 bit unsigned integer which
30067 spark timing
btdc btdc goes from -15 – 45 °BTDC
cylinder 1
Displayed
30068 spark timing
cylinder 2
Displayed
30069 spark timing
cylinder 3
Displayed
30070 spark timing
cylinder 4
Displayed
30071 spark timing
cylinder 5
Displayed
30072 spark timing
cylinder 6
Displayed
30073 spark timing
cylinder 7
Displayed
30074 spark timing
cylinder 8
Displayed
30075 spark timing
cylinder 9
Displayed
30076 spark timing
cylinder 10
Form 10002-2
MODBUS
ADDRESS
Displayed
30077 spark timing
cylinder 11
Displayed
30078 spark timing
cylinder 12
Displayed
30079 spark timing
cylinder 13
Displayed
30080 spark timing
cylinder 14
Displayed
30081 spark timing
cylinder 15
Displayed
30082 spark timing
cylinder 16
Desired base (Value + 15) * 10 in degrees (Value / 10) - 15 in degrees 16 bit unsigned integer which
30083
spark timing btdc btdc goes from -15 – 45 °BTDC
30084 RPM Set Point (Value * 1) in RPM (Value / 1) in RPM
goes from 0 – 2,200 RPM
Ambient
relative
30085 humidity as (Value * 1) in percent (Value / 1) in percent
goes from 0 – 100%
reported from
TRICAN sensor
30086 WKI input (Value + 16) * 1 in WKI (Value / 1) - 16
goes from 16 – 144 WKI
Exhaust Nox
30088 (Value * 1) in ppm (Value / 1) in ppm 16 bit unsigned integer – full range
Level
O2 Voltage
30093 Target (All AFR (Value * 10,000) in Volts (Value / 10,000) in Volts
goes from 0 to 2 Volts
Control Modes)
16 bit unsigned integer – full range
1= open loop
AFR Mode Left 2 = pre-cat
30094 (Value * 1) (Value / 1)
Bank 3 = post-cat
4 = manual
5 = start
Form 10002-2
MODBUS
ADDRESS
16 bit unsigned integer – full range
1= open loop
AFR Mode 2 = pre-cat
30095 (Value * 1) (Value / 1)
Right Bank 3 = post-cat
4 = manual
5 = start
Post CAT O2 16 bit unsigned integer which
30096 (Value * 1000) in Volts (Value / 1000) in Volts
Voltage goes from 0 – 1 Volt
LSU Voltage 16 bit unsigned integer which
Left Bank goes from 0 – 3.6 Volts
LSU Voltage 16 bit unsigned integer which
Right Bank goes from 0 – 3.6 Volts
Post Catalyst
16 bit integer which goes from 0 –
30099 O2 Voltage (Value * 1000) in Volts (Value / 1000) in Volts
1 Volt
Setpoint
Fuel Control
Valve Left 16 bit unsigned integer which
Position In goes from 0 – 100%
percent
Fuel Control
Valve Right 16 bit unsigned integer which
Position In goes from 0 – 100%
percent
Fuel Valve Max 16 bit unsigned integer which
30102 (Value * 1) in percent (Value / 1)
position goes from 0 – 100%
Fuel Valve Min 16 bit unsigned integer which
Position goes from 0 – 100%
Fuel Valve Start 16 bit unsigned integer which
30105 Purge Time (Value * 1) in seconds (Value / 1) 16 bit unsigned integer – full range
TQ Input from
30106 driven (Value * 1) in Nm (Value / 1)
goes from 0 to 9,500 Nm
equipment
Spark
30109 Reference (Value * 1) (Value / 1)
goes from 0 – 255
Cylinder 1
Spark
goes from 0 – 255
Cylinder 2
Spark
goes from 0 – 255
Cylinder 3
Spark
goes from 0 – 255
Cylinder 4
Form 10002-2
MODBUS
ADDRESS
Spark
goes from 0 – 255
Cylinder 5
Spark
goes from 0 – 255
Cylinder 6
Spark
goes from 0 – 255
Cylinder 7
Spark
goes from 0 – 255
Cylinder 8
Spark
goes from 0 – 255
Cylinder 9
Spark
goes from 0 – 255
Cylinder 10
Spark
goes from 0 – 255
Cylinder 11
Spark
goes from 0 – 255
Cylinder 12
Spark
goes from 0 – 255
Cylinder 13
Spark
goes from 0 – 255
Cylinder 14
Spark
goes from 0 – 255
Cylinder 15
Spark
goes from 0 – 255
Cylinder 16
The RPM
modification
30125 value from a (Value + 50) * 1 in RPM (Value / 1) - 50
goes from -50 – 50 rpm
Generator
control
30126 Engine torque (Value * 10) in percent (Value / 10) in percent
goes from 0 – 125 %
Number of
30128 misfiring (Value * 1) (Value / 1)
goes from 0 – 20
cylinders
Engine Power 16 bit unsigned integer which
30129 (Value * 1) in kW (Value / 1) in kW
Output goes from 0 – 11,852 kW
Form 10002-2
MODBUS
ADDRESS
Throttle 16 bit unsigned integer which
Gauge pre-filter 16 bit unsigned integer which
oil pressure goes from 0 – 1,034 kPa gauge
Oil filter
30139 differential (Value * 1) in kPa (Value / 1) in kPa
goes from 0 – 1,034 kPa gauge
pressure
Average
30141 exhaust (Value + 40) * 1 in °C (Value / 1) - 40
temperature
30142 System Voltage (Value * 10) in Volts (Value / 10) in Volts
goes from 0 – 40 VDC
Form 10002-2
MODBUS EXCEPTION RESPONSES
The ECU will respond with exception responses
wherever applicable and possible.
When a master device sends a signal to a slave device,
it expects a normal response. Four possible responses
can occur from a master’s signal:
• If the slave device receives the signal error-free and
can handle the signal normally, a normal response is
returned.
• If the slave device does not receive an error-free
signal, no response is returned. The master program
will eventually process a time-out condition for the
signal.
• If the slave device receives the signal but detects an
error, no response is returned. The master program
will eventually process a time-out condition for the
signal.
• If the slave device receives the signal error-free but
cannot handle it, the slave will return an exception
response informing the master of the nature of the
error. See Table 2.55-5 for exception responses.
Table 2.55-5: MODBUS Exception Responses
CODE NAME MEANING

The function code received in the
ILLEGAL
01 signal is not an allowable action for
FUNCTION
the slave device.
ILLEGAL The data address received in the
02 DATA signal is not an allowable address
ADDRESS for the slave device.
COMMON MODBUS TROUBLESHOOTING

If ECU and control panel are not communicating:
1. Verify slave ID is same in panel and ECU
Default setting for ECU: slave ID = 1.
2. Verify baud rate for panel and ECU are same:
Default setting in ECU: Baud Rate = 19,200
3. Verify wires are properly connected:
• RS-485 communication wires are sometimes not
identified the same.
• Reverse connections for MODBUS (make positive
the negative connection and negative the positive
connection)
4. Install a 120Ω terminating resistor (usually only
required when communications run is longer than
100 ft [30 m]).
Form 10002-2
SECTION 2.60
ESM2 SYSTEM MAINTENANCE
MAINTENANCE CHART NOTICE

This section describes the recommended maintenance
procedures for ESM2 system components. Minimal Continue to perform standard engine maintenance as
maintenance is required for the ESM2 system. Table provided in the applicable engine’s operation and
2.60-1 provides a list of the recommended maintenance maintenance manual.
items and includes a description of the service required,
the service interval and the page number where specific
maintenance information is found for that item in this
manual.
Table 2.60-1: Maintenance Chart for ESM2 System Components
INFORMATION
ITEM SERVICE INTERVAL
PROVIDED ON PAGE
Fault History Review Every month 2.60-2
Inspect, Lubricate, Test, Check
Throttle Actuator Linkage Every year or as needed 2.60-2
Adjustment
Alternator Belts (if equipped) Inspect Every year 11.10-1
Knock Sensors Inspect Every year 2.60-6
Inspect Wiring/Harnesses, Secure
Connections, Check Ground
ESM2 System Wiring Every year 2.60-7
Connections, Verify Incoming Power Is
Within Specification
Inspect Water Level, Corrosion,
Batteries Semiannual 11.05-4
Specific Gravity, Test
Inspect for corrosion and loose
Power Distribution Junction Box Every year 2.60-7
connections
Form 10002-2
FAULT HISTORY
1
Every month, review the Fault History. Look for patterns 9
of faults that may have occurred over the lifetime of the 2
3
ECU. By reviewing the Fault History, you can see if fault
patterns exist that require additional troubleshooting
and/or inspection.
The alarm screen displays the following: 4
• Alarm type
• Date and time of the fault 5
• DTC fault number 8
• Description of the fault
In addition, the alarm screen will display engine
information and any changes made at the HMI. See
ALARM SCREEN AND FAULT HISTORY on page 2.30- 6
16 for more information.
THROTTLE ACTUATOR LINKAGE

ADJUSTING LINKAGE
The following steps describe the procedure for properly
setting the governor linkage rod and levers on the 7
actuator and the throttle shaft.
1. Install the governor lever (see Figure 2.60-1) on the
governor terminal shaft to the angle shown in the
appropriate figure (see Figure 2.60-2). The terminal
shaft must be in the NO FUEL position. Secure with
capscrew and nut.
Figure 2.60-1: Governor Linkage
1 - Nut Stop 6 - Splined Bushing

2 - Washer 7 - Capscrew
3 - Capscrew 8 - Washer
4 - Governor Lever 9 - Governor Rod
5 - Nut Stop Assembly
Form 10002-2
1 2
113°
45°
4
0°
Figure 2.60-2: Governor Terminal Shaft Angles
1 - MAXIMUM FUEL 3 - Top View of

Figure 2.60-3: Butterfly Valve Cross Shaft Angles
Position Actuator
2 - NO FUEL Position 4 - Governor Lever NOTE: For the depictions in Figure 2.60-3, the throttle
lever is mounted on the far side of butterfly valve
2. Install the throttle lever on the regulating cross-shaft
housing.
to the angle shown for your engine type in Figure
2.60-3. The butterfly valve must be in the CLOSED NOTE: For the depictions in Figure 2.60-3, the butterfly
position. Secure with capscrew, washers and nut. valve is viewed from the right bank side.
3. Attach left-hand side of governor rod assembly to the
lever on the butterfly valve. Tighten nuts on governor INSPECTION AND MAINTENANCE OF THROTTLE
rod assembly. ACTUATOR LINKAGE
4. With the governor terminal shaft in the NO FUEL Every year, or as needed, the throttle actuator linkage
position and with the butterfly valve held CLOSED, must be inspected and lubricated. To perform
adjust the governor rod for length so that the rod end maintenance to the throttle actuator linkage, complete
and the hole in the governor lever align. the following.
5. Attach right-hand side of governor rod assembly to
the lever on the governor terminal shaft. Tighten nuts
on governor rod assembly.
6. Check for throttle and governor travel to angles
specified in Figure 2.60-2 or Figure 2.60-3.
7. Check to ensure that no binding occurs.
8. Check all fasteners on the rod and levers for
tightness. Thread engagement on all rod ends must
be a minimum of seven threads.
Form 10002-2
1. Shut down engine.
! WARNING
2. Inspect rod ends. If worn, replace.
Always stop the unit before 3. Using a grease gun, lubricate the grease fittings on
cleaning, servicing or repairing the throttle actuator linkage with CITGO Lithoplex
the unit or any driven Grease NLGI2 (service temperature range 20° –
equipment. Be sure to follow the 250°F [-7° – 121°C]) or equivalent (see Figure
procedures listed below and 2.60-4).
apply site Lockout/Tagout
requirements. Failure to comply
may result in death or serious
personal injury.
• Place all controls in the OFF
position and disconnect or
lock out starters to prevent
accidental restarting.
• If possible, lock all controls in
the OFF position and remove
the key.
• Put a sign on the control
panel warning that the engine
is being serviced.
• Close all manual control
valves.
• Disconnect and lock out all
energy sources to the engine,
including all fuel, electric,
hydraulic and pneumatic
connections.
• Disconnect or lock out driven
equipment to prevent the
possibility of the driven
equipment rotating the
disabled engine.
Form 10002-2
Figure 2.60-4: Grease Fittings on Throttle Actuator Linkage
Form 10002-2
KNOCK SENSORS NOTICE

Every year each knock sensor must be inspected for an
accumulation of dirt/grit, connector wear and corrosion. The knock sensor surface must be flat, smooth (RMS
If a knock sensor has an accumulation of dirt, carefully 63) and perpendicular to the drilled hole. Make sure
clean visible end of knock sensor and surrounding area. knock sensor mounting surface is free of paint. If the
If a knock sensor connector looks worn or if corrosion is knock sensor is not mounted flush with the mounting
evident, remove the knock sensor to clean or replace as surface or if the surface is not within RMS 63, the knock
necessary. sensor WILL provide incorrect signals to the ESM2
system.
To reinstall a knock sensor, complete the steps in
INSTALLING KNOCK SENSORS on page 2.60-6. 2. Verify that the mounting surface is flat and smooth
The knock sensors must be properly tightened and (RMS 63) using a Profilometer. Although it is
seated flat against the mounting surface as the recommended to use a Profilometer, if one is not
instructions explain. available, lightly run your finger over mounting
surface. The surface should be free of any ripples
and imperfections and should be polished smooth.
NOTICE
When completing Step 3 and Step 4, verify that the
knock sensor is seated flat against the mounting
surface. See Verifying Knock Sensor Is Seated Flat
Figure 2.60-5: Knock Sensor on page 2.60-6 for necessary steps.
INSTALLING KNOCK SENSORS

NOTE: Knock sensor should have at least 3 in. (76 mm) NOTICE
of clearance parallel to the knock sensor surface.
Never drop or mishandle knock sensor. If knock
1. Thoroughly clean knock sensor mounting hole and sensor is dropped or mishandled, it must be replaced.
area around mounting hole. The knock sensors are
installed just below the intake ports on the sides of
3. Install knock sensor into the threaded mounting hole
the engine crankcase (see Figure 2.60-6).
(see Figure 2.60-6).
1 2 NOTICE
Never overtighten knock sensor. Overtightening will
cause damage to the knock sensor.
4. Tighten knock sensor to 177 in.-lb (20 N·m). See

ESM2 in Table 1.15-12 Critical Engine Torque
Values on page 1.15-19.
5. Repeat this mounting procedure for each knock
sensor.
Verifying Knock Sensor Is Seated Flat

Use the following method to verify that the knock sensor
is seated flat against the mounting hole surface.
Figure 2.60-6: Knock Sensor 1. Apply a very thin coat of a blueing paste, such as
Permatex Prussian Blue (or equivalent), to seating
1 - Knock Sensor 2 - Intake Manifold
surface of knock sensor (see Figure 2.60-7).
Form 10002-2
NOTICE
Disconnect all engine harnesses and electronically
controlled devices before welding on or near an
engine.
Figure 2.60-7: Knock Sensor Seating Surface Inspect the harness routing to make sure:
2. Install and remove knock sensor. • There is no fraying or chafing on engine components.
3. Examine imprint left by blueing agent on the • Cable mounting hardware is secure and in place.
crankcase and sensor seating surface. • Wireways are securely fastened to the manifolds.
• If the imprint on the crankcase and sensor seating • Internal wireways do not have missing mounting,
surface is uniform, the sensor has full-face contact fraying or worn insulation.
with mounting surface.
• Internal wireway grounds are tight, clean and
• If the imprint on the crankcase and sensor seating corrosion-free.
surface is NOT uniform, the sensor does not have
• Wireway covers are intact with all mounting hardware.
full-face contact with mounting surface. The
mounting hole will have to be plugged and re- • There is no excessive dirt, grease, oils or coolant on
tapped to make the hole perpendicular to the the wiring or connections.
mounting surface. • Wiring is not subjected to high-heat areas.
4. Reinstall knock sensor by completing Step 3 and • There is no excessive strain on wiring from external
Step 4 of knock sensor installation. components.
• Engine grounds are tight, clean and corrosion-free.
ESM2 SYSTEM WIRING
For information on ESM2 system wiring, harness
! WARNING connections and power supply requirements, see
POWER SUPPLY REQUIREMENTS on page 2.45-2,
POWER DISTRIBUTION BOX on page 2.45-10 and
CUSTOMER SYSTEM WIRING OVERVIEW on page
2.50-1.
components unless you are a
who is familiar with the electrical POWER DISTRIBUTION BOX
elements involved. Failure to MAINTENANCE
comply may result in increased
There is minimal maintenance that is associated with the
power distribution box. Once a year, inspect and check
the following.
injury.
• Inspect connectors and connections to the PDB and
Disconnect all electrical power verify they are secure.
supplies before making any
connections or servicing any • Remove cover to the PDB and verify all terminals are
part of the electrical system. tight, secure and corrosion-free.
Failure to comply may result in • Verify the capscrews securing the PDB to the bracket
increased risk of electrocution, and engine are tight.
serious personal injury. INSTALLING PDB COVER
Be sure to properly reinstall the PDB cover any time that
it has been removed (see Figure 2.60-8) for wiring. DO
NOT leave the cover off when work is not actively being
done. This includes indoors or overnight. When
reinstalling the cover, all four latches must properly
engage the cover and the latch screws must be tight.
Form 10002-2
Figure 2.60-8: PDB Cover Latch and Screw Figure 2.60-9: IPM Camshaft Magnetic Pickup
When the cover is properly installed, plugs are properly NOTE: When setting clearance between pickup and
in place and CSA connectors, fittings and grommets are camshaft, verify magnet is not directly below pickup.
used for wiring, the PDB is watertight under reasonable Clearance is set between pickup and camshaft, and not
conditions. between pickup and magnet.
2. Verify camshaft magnet is not directly below pickup.
NOTICE 3. Thread pickup into camshaft housing until it makes
contact with housing.
Use caution when pressure-washing the engine. Do
not spray the high-pressure water stream directly at 4. Using a grease pencil, place a reference mark
the cover gasket, at any plug or wiring connector on across pickup extending onto camshaft housing.
the PDB or at any engine-mounted electronics, as 5. Using reference mark, back out pickup 3/4 turn.
water entry may occur and component damage may Tighten jam nut while holding pickup. This is the
result. equivalent of 0.040 in. (1.02 mm) clearance between
pickup and camshaft.
6. Tighten jam nut while holding pickup.
IPM-D MAGNETIC PICKUP INSTALLATION
The ESM2 ignition system uses the ECU as its central
processor or “brain.” Two magnetic pickups are used to
input information to the ECU. One pickup reads an index
magnet located on the camshaft gear and the other 1
senses 36 reference holes in the flywheel.
CAMSHAFT MAGNETIC PICKUP

1. The camshaft magnetic pickup is located on the top
front of the engine (see Figure 2.60-9).
A
2
Figure 2.60-10: IPM Camshaft Pickup Adjustment
1 - Magnetic Pickup 2 - Camshaft
A = 0.040 in. (1.02 mm)
Form 10002-2
CRANKSHAFT MAGNETIC PICKUP
NOTE: The crankshaft pickup is located on the left rear
side of the flywheel housing.
1. Thread crankshaft pickup into housing until it makes
contact with flywheel (see Figure 2.60-11).
Figure 2.60-11: IPM Crankshaft Magnetic Pickup

2. Using a grease pencil, place a reference mark
across pickup extending onto flywheel housing.
3. Using reference mark, back out pickup 3/4 turn.
Tighten jam nut while holding pickup.
ENGINE PROTECTION SYSTEM

MAINTENANCE
Maintenance of the engine protection system is
generally limited to visual inspection of components.
K-TYPE THERMOCOUPLE INSPECTION
! WARNING
Thermocouples can be
extremely hot. Allow the engine
to cool prior to handling
thermocouple. Failure to
comply may result in burn
injuries, which may cause death
or serious personal injury.
1. Inspect thermocouples to verify they are securely

seated.
2. Inspect connecting cables and wires for loose
connections, broken wires or insulation.
Form 10002-2
Form 10002-2
SECTION 2.65
TROUBLESHOOTING USING ESM2
ADDITIONAL ASSISTANCE Have the following information available:
GE Waukesha’s worldwide distribution network 1. Engine serial number

provides customers with parts, service and warranty 2. ECU serial number
support. Each distributor has a vast inventory of genuine 3. ECU calibration part number (this is displayed under
GE Waukesha parts and factory-trained service the SYSTEM tab > CPU Info) on the HMI
representatives. GE Waukesha distributors are on call
24 hours a day, with the parts and service personnel 4. ECU faults list
ready to provide quick and responsive solutions to 5. Detailed description of the problem
customers’ needs. Please contact your local GE 6. List of what troubleshooting has been performed so
Waukesha Distributor for assistance. far and the results of the troubleshooting
Form 10002-2
ESM2 SYSTEM FAULT CODES • 2xxx Functional faults

Functional faults may be fault limits such as customer
IDENTIFYING FAULTS BY THEIR CATEGORIES emergency shutdown, over temperature, overload,
Faults are categorized by the following unique codes for knock, lockout switch, etc. These faults will be
ease of troubleshooting. detected by the control and are not a failure of the
controller or hardware.
• 0xxx Internal fault (Internal ECU faults)
• 3xxx Customer faults
Internal faults may be memory errors or hardware
failures that would be validated by the ECU itself. These faults may be configured by the customer to
These could be power failures or power cycling to the shut down the engine in the event of a circuit fault. In
ECU, sensor power wiring shorted to ground or some applications it may be desirable to run with a
internal ECU failures. circuit fault (1xxx) while in other applications the
customer may want to shut the engine down. For
• 1xxx Circuit faults example, if a coolant temperature circuit DTC1003
Circuit faults may be wiring, sensor, actuators or becomes active at an unmanned site it may be
communication faults as detected by the ECU. These desirable to shut down the engine. In a critical
will typically be wiring, connector or other hardware application or on a manned site it may be desirable to
failures and not the fault of the ECU itself. continue to run the engine while in alarm. The 3xxx
fault will always be associated with its corresponding
1xxx fault.
Table 2.65-1: Internal Fault (Internal ECU Faults)
FAULT NAME DTC HMI FAULT DESCRIPTION

DISPLAY
A fault indicating the ECU has gone through a reset. Likely due to
ECU Reset 0001 Alarm
an ECU power cycle
A fault indicating there is an internal ECU communication error.
Internal ECU Comms Fault 0002 ESD This is likely a hardware failure that will require the ECU to be
replaced.
A fault indicating there is an internal ECU hardware fault. This is
Internal ECU Hardware Fault 0003 Alarm likely a hardware failure that will require the ECU to be reset or
replaced.
A fault indicating there is an internal ECU software fault. This is
Internal ECU Software Fault 0004 Alarm
likely a failure that will require the ECU to be reset or replaced.
A fault indicating there is a ignition timing configuration conflict.
Ignition Configuration Fault 0005 ESD This is likely a hardware failure that will require inspection of the
engine position components.
A fault indicating there is an FPGA configuration fault. This is likely
FPGA Fault 0006 ESD
a hardware failure that will require the ECU to reset or replaced.
A fault indicating there is an internal heater circuit fault. This is likely
Narrow-band Sensor Heater
0007 Alarm a hardware failure that will require the narrow band oxygen
Fault
sensor(s) / wiring to be inspected or replaced.
A fault indicating there is an internal DSP fault. This is likely a
DSP Fault 0008 Alarm
hardware failure that will require the ECU to be reset or replaced.
A fault indicating there is an internal analog output fault. This is
Analog Output Fault 0009 Alarm likely a hardware failure that will require ECU to be reset or
replaced.
A fault indicating there is an internal sensor supply fault. This is
Sensor Supply Fault 0010 Alarm likely a hardware failure that will require sensor wiring inspection
and may require ECU replacement.
A fault indicating there is an internal CAN fault. This is likely a
Internal CAN Fault 0011 Alarm
hardware failure that will require the ECU to be reset or replaced.
Form 10002-2
Table 2.65-2: Circuit Faults
HMI FAULT
FAULT NAME DTC DESCRIPTION
DISPLAY
Oil Temperature Circuit 1001 Alarm Fault indicating there is an electrical problem with the wiring or
sensor that will require repair
Intake Manifold Temperature 1002 Alarm Fault indicating there is an electrical problem with the wiring or
Circuit sensor that will require repair
Coolant Temperature Circuit 1003 Alarm Fault indicating there is an electrical problem with the wiring or
Exhaust Temperature Circuit LB 1004 Alarm Fault indicating there is an electrical problem with the wiring or
Exhaust Temperature Circuit 1005 Alarm Fault indicating there is an electrical problem with the wiring or
RB sensor that will require repair
Oil Pressure Post Filter Circuit 1006 Alarm Fault indicating there is an electrical problem with the wiring or
Oil Pressure Pre Filter Circuit 1007 Alarm Fault indicating there is an electrical problem with the wiring or
Intake Manifold Pressure Circuit 1008 Alarm Fault indicating there is an electrical problem with the wiring or
LB/FT sensor that will require repair
Intake Manifold Pressure Circuit 1010 Alarm Fault indicating there is an electrical problem with the wiring or
RB/BK sensor that will require repair
Boost Pressure Circuit LB 1012 Alarm Fault indicating there is an electrical problem with the wiring or
Boost Pressure Circuit RB 1013 Alarm Fault indicating there is an electrical problem with the wiring or
Crankcase Pressure Circuit 1017 Alarm Fault indicating there is an electrical problem with the wiring or
Catalyst Pre Pressure Circuit 1018 Alarm Fault indicating there is an electrical problem with the wiring or
Catalyst Post Pressure Circuit 1019 Alarm Fault indicating there is an electrical problem with the wiring or
Oxygen Sensor Circuit RB 1020 Alarm Fault indicating there is an electrical problem with the wiring or
Oxygen Sensor Circuit LB 1021 Alarm Fault indicating there is an electrical problem with the wiring or
Oxygen Sensor Circuit Post Cat 1022 Alarm Fault indicating there is an electrical problem with the wiring or
RPM Request Input Circuit mA 1023 Alarm Fault indicating there is an electrical problem with the wiring or
Torque Request Input Circuit 1024 Alarm Fault indicating there is an electrical problem with the wiring or
WKI Input Circuit 1025 Alarm Fault indicating there is an electrical problem with the wiring or
Knock Sensor 1 Circuit 1026 Alarm Fault indicating there is an electrical problem with the wiring or
Form 10002-2
HMI FAULT
DISPLAY
Ign Comms Fault 1042 Alarm Fault indicating there is a problem with wiring or the IPM-D
communication
Fuel Control Valve Comms 1045 Alarm Fault indicating there is a problem with wiring or the fuel valve
Fault LB communication
Fuel Control Valve Actuator 1046 Alarm Fault indicating there is a problem internal to the FCV that is
Fault LB communicated to the ECU by the FCV itself. The FCV is likely
defective.
Fuel Control Valve Comms 1047 Alarm Fault indicating there is a problem with wiring or the fuel valve
Fault RB communication
Fuel Control Valve Actuator 1048 Alarm Fault indicating there is a problem internal to the FCV that is
Fault RB communicated to the ECU by the FCV itself. The FCV is likely
defective.
STU Module Comms Fault 1049 Alarm Fault indicating there is a problem with wiring or the STU module
communication
HMI CAN Bus Error 1051 None Fault indicating there is a problem with wiring or the HMI
communication. This fault can only be seen after communication
is reestablished.
Exhaust Temp Circuit Cyl 1 1056 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
sensor
sensor
sensor
sensor
Form 10002-2
HMI FAULT
DISPLAY
sensor
sensor
sensor
sensor
sensor
sensor
sensor
Main Bearing Temp Circuit 1 1072 Alarm Fault indicating there is an electrical problem with the wiring or
sensor
sensor
sensor
sensor
sensor
sensor
sensor
Catalyst Pre Temperature 1081 Alarm Fault indicating there is an electrical problem with the wiring or
Circuit sensor
Catalyst Post Temperature 1082 Alarm Fault indicating there is an electrical problem with the wiring or
Circuit sensor
Fault indication there is an electrical problem with the internal ECM
ECM Temperature Circuit 1083 Alarm
temperature circuit
Crank Mag Pickup Circuit 1084 Alarm Fault indicating there is no output from the sensor at a calibrated
reference window
Cam Mag Pickup Circuit 1085 Alarm Fault indicating there is no output from the sensor at a calibrated
reference window
Alternator Circuit 1086 Alarm There is no feedback pulse from the alternator
User DIP 1 1089 Alarm The user digital inputs has gone from low to high
User DIP 2 1090 Alarm The user digital inputs has gone from low to high
LSM Circuit Fault mA 1092 Alarm Fault indicating there is an electrical problem with the customer-
supplied load sharing module
RPM Request Input Circuit Volt 1093 Alarm Fault indicating there is an electrical problem with the wiring or the
request input
Form 10002-2
HMI FAULT
DISPLAY
LSM Circuit Fault V 1094 Alarm Fault indicating there is an electrical problem with the customer-
supplied load sharing module
TriCan Fault 1095 Alarm Fault indicating there is a problem internal to the device that is
communicated to the controller by the device itself
TriCan Comms Fault 1096 Alarm Fault indicating there is a problem with wiring or the device
communication
Throttle Feedback Circuit A fault indicating there is an electrical problem with the 4 – 20 mA
1097 ESD
Shutdown throttle feedback to the ECU
Fault indicating there is an electrical problem with the wiring or
Crank Mag Pickup Sync Fault 1098 ESD
sensor
Fault indicating there is an electrical problem with the wiring or
Cam Mag Pickup Sync Fault 1099 ESD
sensor
Table 2.65-3: Functional Faults
HMI FAULT
DISPLAY
Engine Lockout 2000 cESD Red lockout button(s) on engine depressed or there is a circuit fault
Customer Emergency 2001 cESD DIP customer initiated emergency shutdown
Shutdown
High Ambient Temperature 2002 Alarm Ambient air temperature exceeds a calibrated alarm limit
Alarm
High Oil Temperature Alarm 2003 Alarm Oil temperature exceeds a calibrated alarm limit
High Oil Temperature 2004 ESD Oil temperature exceeds a calibrated shutdown limit
Shutdown
High Intake Manifold 2005 Alarm Intake manifold temperature exceeds a calibrated alarm limit
Temperature Alarm
High Intake Manifold 2006 ESD Intake manifold temperature exceeds a calibrated shutdown limit
Temperature Shutdown
High Coolant Temperature 2007 Alarm Coolant temperature exceeds a calibrated alarm limit
Alarm
High Coolant Temperature 2008 ESD Coolant temperature exceeds a calibrated shutdown limit
Shutdown
High Exhaust Temp Alarm LB 2009 Alarm Exhaust LB temperature exceeds a calibrated alarm limit
High Exhaust Temp Shutdown 2010 ESD Exhaust LB temperature exceeds a calibrated shutdown limit
LB
High Exhaust Temp Alarm RB 2011 Alarm Exhaust RB temperature exceeds a calibrated alarm limit
High Exhaust Temp Shutdown 2012 ESD Exhaust RB temperature exceeds a calibrated shutdown limit
RB
Low Oil Pressure Alarm 2013 Alarm Oil pressure is below a calibrated alarm limit
Low Oil Pressure Shutdown 2014 cESD Oil pressure is below a calibrated shutdown limit
High Oil Filter Pressure 2015 Alarm Oil filter pressure differential exceeds a calibratable limit
Differential
Pre Filter / Post Filter Disparity 2016 Alarm Post filter pressure is higher than pre filter pressure
High Intake Manifold Pressure 2017 Alarm Intake manifold pressure LB/FT exceeds a calibratable limit
LB/FT
Form 10002-2
HMI FAULT
DISPLAY
High Intake Manifold Pressure 2020 Alarm Intake manifold pressure RB/BK exceeds a calibratable limit
RB/BK
High Boost Pressure LB 2021 Alarm Boost pressure LB exceeds a calibratable limit
High Boost Pressure RB 2022 Alarm Boost pressure RB exceeds a calibratable limit
Low Barometric Pressure 2027 Alarm Barometric pressure is below a calibratable limit
High Barometric Pressure 2028 Alarm Barometric pressure is above a calibratable limit
High Crankcase Pressure 2029 Alarm Crankcase pressure exceeds a calibrated alarm limit
Alarm
High Crankcase Pressure 2030 ESD Crankcase pressure exceeds a calibrated shutdown limit
Shutdown
High Catalyst Pre Pressure 2031 Alarm Catalyst pre pressure exceeds a calibrated alarm limit
Alarm
High Catalyst Pre Pressure 2032 ESD Catalyst pre pressure exceeds a calibrated shutdown limit
Shutdown
High Catalyst Post Pressure 2033 Alarm Catalyst post pressure exceeds a calibrated alarm limit
Alarm
High Catalyst Post Pressure 2034 ESD Catalyst post pressure exceeds a calibrated shutdown limit
Shutdown
Catalyst Pressure Delta Alarm 2035 Alarm Catalyst delta pressure exceeds a calibrated alarm limit
Catalyst Pressure Delta 2036 ESD Catalyst delta pressure exceeds a calibrated shutdown limit
Shutdown
Knock Cyl 1* 2037 ESD Specific cylinder was at its maximum retarded timing due to knock
and exceeded an absolute threshold
Form 10002-2
HMI FAULT
DISPLAY
Knock Alarm 2053 Information A cylinder or cylinders is at maximum retard and the ratio value
exceeds a calibratable limit under a calibratable time. This is
intended to cause the Knock DOP to go high.
Heavy Knock Shutdown 2054 cESD A cylinder or cylinders is at maximum retard and the ratio value
exceeds a calibratable limit for a calibrated time
IGN 1ST CYL HIGH VOLT* 2057 Information A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 1ST CYL LOW VOLT* 2058 Information A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 1ST CYL NO SPARK* 2059 Alarm A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 1ST CYL PRIMARY* 2060 Alarm A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 2ND CYL HIGH VOLT* 2061 Information A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 2ND CYL LOW VOLT* 2062 Information A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 2ND CYL NO SPARK* 2063 Alarm A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 2ND CYL PRIMARY* 2064 Alarm A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 3RD CYL HIGH VOLT* 2065 Information A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 3RD CYL LOW VOLT* 2066 Information A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 3RD CYL NO SPARK* 2067 Alarm A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 3RD CYL PRIMARY* 2068 Alarm A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 4TH CYL HIGH VOLT* 2069 Information A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 4TH CYL LOW VOLT* 2070 Information A specific cylinder has spark reference values that is lower than a
calibrated limit
IGN 4TH CYL NO SPARK* 2071 Alarm A specific cylinder has spark reference values that exceeded a
calibrated limit
IGN 4TH CYL PRIMARY* 2072 Alarm A specific cylinder has spark reference values that is lower than a
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
Form 10002-2
HMI FAULT
DISPLAY
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
IGN 10TH CYL PRIMARY* 2096 Alarm A specific cylinder has spark reference values that is lower a
calibrated limit
calibrated limit
calibrated limit
calibrated limit
Form 10002-2
HMI FAULT
DISPLAY
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
Overload Alarm 2121 Alarm Engine is overloaded
Overload Shutdown 2122 ESD Engine was overloaded above a calibratable limit
Intake Manifold Pressure The LT or RT IMAP has exceeded a disparity limit from the other.
2123 Alarm
Disparity Likely an imbalance of manifold pressure.
A synchronization error between the fire and reset signals sent
Ignition Sync Alarm 2124 Alarm
from the ECU to the IPM-D.
A synchronization error between the fire and reset signals sent
Ignition Sync Shutdown 2125 ESD
from the ECU to the IPM-D
Fuel Control Valve Lean Limit 2129 Alarm Fuel control valve position is at the low fence limit
LB
Fuel Control Valve Rich Limit LB 2130 Alarm Fuel control valve position is at the high fence limit
Fuel Control Valve Lean Limit 2131 Alarm Fuel control valve position is at the low fence limit
RB
Fuel Control Valve Rich Limit 2132 Alarm Fuel control valve position is at the high fence limit
RB
Fuel Control Valve Disparity 2133 Alarm Fuel control valve command and feedback delta value exceeds a
Fault LB calibratable limit
Fuel Control Valve Disparity 2134 Alarm Fuel control valve command and feedback delta value exceeds a
Fault RB calibratable limit
Throttle Actuator Disparity Fault 2135 Alarm Throttle actuator command and feedback delta value exceeds a
calibratable limit There is likely a mechanical failure.
Throttle Actuator WOT Fault 2136 Alarm Throttle actuator command and feedback delta value exceeds a
calibratable limit There is likely a mechanical failure.
High Exhaust Temp Cyl 1 2138 ESD A specific cylinder exhaust temperature exceeds a calibratable
Shutdown* limit
Low Exhaust Temp Cyl 1* 2139 Alarm A specific cylinder exhaust temperature is lower than a
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Form 10002-2
HMI FAULT
DISPLAY
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
Shutdown* limit
calibratable limit
High Catalyst Pre Temperature 2170 Alarm Catalyst pre temperature value exceeds a calibratable limit
Alarm
High Catalyst Pre Temperature 2171 ESD Catalyst pre temperature value exceeds a calibratable limit
Shutdown
High Catalyst Post Temperature 2172 Alarm Catalyst post temperature value exceeds a calibratable limit
Alarm
High Catalyst Post Temperature 2173 ESD Catalyst post temperature value exceeds a calibratable limit
Shutdown
Form 10002-2
HMI FAULT
DISPLAY
High Catalyst Delta 2174 None Catalyst delta temperature value exceeds a calibratable limit
Temperature Alarm
High Main Bearing Temp 1 2176 ESD Main Bearing temperature exceeds a calibratable limit
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
Shutdown
High System Voltage 2185 Alarm The system voltage read at the ECU is higher than a calibrated
value
Low System Voltage 2186 Alarm The system voltage read at the ECU is lower than a calibrated
value
PDB Comms Fault 2187 Alarm Fault indicating there is a problem with wiring or the PDB
communication to the ECU
PDB Tripped Circuit 1** 2188 Alarm PDB circuit tripped from over current or over voltage
PDB Tripped Driver Output 1** 2196 Alarm PDB driver output tripped from over current or over voltage
Engine Being Driven 2203 ESD The engine is rotating with fuel and ignition disabled longer than a
calibrated time after a shutdown.
Engine Rotating 2204 ESD Rotation fault in the OFF and INIT states. Rotation should not occur
in these operating states.
Form 10002-2
HMI FAULT
DISPLAY
Engine Absolute Overspeed 2205 cESD The engine RPM exceeded a calibrated value
Overcrank 2206 ESD The engine cranking time exceeds a calibratable value. Typically
10% over rated speed.
Engine Stall 2207 ESD The engine stopped rotating while in the run mode not due to
actions by the control system
Main Fuel Valve 2208 ESD Leaking or stuck main fuel valve. Engine failed to stop in a
calibrated time during an NSD.
Start On with RPM > 0 2209 Alarm The start command DIP is high longer than a calibrated time
Oil Pressure Start Inhibit 2210 ESD The engine oil pressure is lower than a calibrated value at the end
of prelube and the transition to start
Security Violation 2211 ESD Engine type that is factory coded in the ECU does not match with
the downloaded calibration
Absolute Overspeed Check 2213 ESD The absolute overspeed value and the absolute overspeed check
value are not equal
OPM Internal Error 2214 ESD There is an internal error in the ECU related to the operations
manager
Misfire Cyl 1* 2217 Alarm Misfires of the cylinder have been detected and have exceeded a
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
calibrated limit
Absolute Knock Cyl 1* 2233 ESD A knock sensor output value exceeded a calibrated absolute
threshold value and has shut down the engine
Form 10002-2
HMI FAULT
DISPLAY
All knock sensors are in a fault condition and knock control is
Knock Control Disabled 2249 Alarm
disabled. Typically all of the knock sensors are disconnected
All exhaust temperature sensors are in a fault condition and fault
Exhaust Temp Disabled 2250 Alarm
control is disabled
High Exhaust Temp Cyl 1 A specific cylinder exhaust temperature exceeds a calibratable
2251 Alarm
Alarm* Alarm limit
2252 Alarm
Alarm* Alarm limit
2253 Alarm
Alarm* Alarm limit
2254 Alarm
Alarm* Alarm limit
2255 Alarm
Alarm* Alarm limit
2256 Alarm
Alarm* Alarm limit
2257 Alarm
Alarm* Alarm limit
2258 Alarm
Alarm* Alarm limit
2259 Alarm
Alarm* Alarm limit
2260 Alarm
Alarm* Alarm limit
2261 Alarm
Alarm* Alarm limit
Form 10002-2
HMI FAULT
DISPLAY
2262 Alarm
Alarm* Alarm limit
A specific cylinder exhaust temperature has deviated from the
Exhaust Temp Deviation Cyl 1* 2267 Alarm
average
average
average
average
average
average
average
average
average
Exhaust Temp Deviation Cyl A specific cylinder exhaust temperature has deviated from the
2276 Alarm
10* average
2277 Alarm
11* average
2278 Alarm
12* average
* Refers to firing order position
** See sheet 1 in Appendix B for more information on each circuit/driver input.
Table 2.65-4: Customer Faults
HMI FAULT
DISPLAY
User Oil Temperature Circuit 3001 ESD Oil Temp Circuit DTC1001 valid and user has DTC3001 set to
shutdown
User Intake Manifold 3002 ESD Intake Manifold Temp Circuit DTC1002 valid and user has
Temperature Circuit DTC3002 set to shutdown
User Coolant Temperature 3003 ESD Coolant Temp Circuit DTC1003 valid and user has DTC3003 set
Circuit to shutdown
User Exhaust Temp Circuits 3004 ESD Any Exhaust Temp Circuit fault is valid and user has DTC3004 set
(All) to shutdown
User Main Bearing 3005 ESD Any main bearing temp Circuit fault is valid and user has DTC3005
Temperature circuits (All) set to shutdown
User Oil Pressure Circuit 3006 ESD Oil Pressure Circuit DTC1006 valid and user has DTC3006 set to
shutdown
User Oil Pre Filter Circuit 3007 ESD Oil Pre Filter Circuit DTC1007 valid and user has DTC3007 set to
shutdown
Form 10002-2
HMI FAULT
DISPLAY
User Intake Manifold Pressure 3008 ESD Intake Manifold Pressure Circuit LB/FT DTC1008 or Intake
Circuit Manifold Pressure Circuit RB/BK DTC1010 are valid, and user has
DTC3008 set to shutdown
User Boost Pressure Circuit 3012 ESD Boost Pressure Circuit LB DTC1012 or Boost Pressure Circuit RB
DTC1013 are valid, and user has DTC3012 set to shutdown
User Crankcase Pressure 3017 ESD Crankcase Pressure Circuit DTC1017 valid and user has
Circuit DTC3017 set to shutdown
User Catalyst Pressure Circuit 3018 ESD Catalyst Pressure Circuit DTC1018 or DTC1019 valid and user
has DTC3018 set to shutdown
Oxygen Sensor Circuit Fault 3020 ESD Any oxygen sensor fault is valid and the user has DTC3020 set to
shutdown
User Knock Sensor Circuit (All) 3023 ESD A knock sensor or multiple knock sensor DTC1026 – 1041 is valid
and the user has DTC3023 set to shutdown
Engine Driven Equipment 3027 cESD Engine speed exceeded the customer overspeed setpoint
Overspeed
TriCan Fault 3029 ESD A TriCan sensor fault is valid an the user has DTC3029 set to
shutdown
• The fault is logged by the ECU and appears in the HMI

NOTICE software’s Alarm screen. See TROUBLESHOOTING
The following critical ESDs will prevent post-shutdown USING ESM2 on page 2.65-1 for more information.
functionality from occurring: • When a sensor fault is detected, the ECU uses a
• 2000 Engine Lockout default value allowing the engine to continue to run
(unless as a result of the fault a shutdown fault occurs).
• 2001 Customer ESD
• 2014 Low Oil Pressure Shutdown • Alarm or shutdown signal is transmitted over the
customer interface (RS-485 MODBUS and digital
output).
ESM2 SYSTEM DIAGNOSTICS • An alarm is triggered when the ignition energy is raised
to Level 2.
The ESM2 system performs self-diagnostics using the
input and output values from the ECU, the sensors and
engine performance. The ECU detects faulty sensors
and wires by:
• Checking for sensor readings that are out of calibrated
limits
• Cross-checking sensor readings with other sensor
readings for correct operation
• Completing checks that determine whether or not a
sensor is operating out of the normal operating range
When a fault occurs, several actions may take place as
a result. A fault can have both internal actions and
external visible effects. Each fault detected will cause
one or more of the following actions to occur:
• The fault status symbol on the HMI will change from
green to yellow if an alarm becomes active or will
change to red if an ESD or cESD becomes active. The
engine status and message display on the HMI will
also show the fault number and description.
Form 10002-2
SECTION 2.70
INITIAL ENGINE SETUP
PRESTART INSPECTION Always follow all safety messages stated in this manual
and site safety manual when performing these checks.
! WARNING
Do not allow anyone under the

influence of intoxicants and/or
narcotics to work on or around
industrial engines. Workers
under the influence of
intoxicants and/or narcotics are
a hazard both to themselves and
other employees. Failure to
comply may result in death or
Be sure that the clutch, circuit
breaker or other main power
transmission device is
disconnected. Failure to comply
may result in increased risk of
electrocution, which may cause
death or serious personal
injury.
Table 2.70-1: Intial Prestart Checks
CHECK COMMENTS REFERENCE

Documentation
GE Waukesha’s technical publications Obtain the applicable documentation. Service Bulletins, wiring diagrams
Engine Mounting
Examine engine foundation for condition,
Engine foundation tightness of hold-down bolts and general
alignment of driven equipment.
Site Fuel
Fuel supply to comply with latest edition of Fuel supply to comply with latest edition of
Fuel supply GE Waukesha’s S7884, Gaseous Fuel GE Waukesha’s S7884, Gaseous Fuel
Specifications Specifications
Fuel flow to comply with GE Waukesha’s Fuel flow to comply with GE Waukesha’s
Fuel flow
Technical Data – Heat Balance Section Technical Data – Heat Balance Section
Are gas shutoff valve(s) mounted as close
Gas shutoff valve(s)
to the carburetors as possible?
Form 10002-2

Engine Components
Verify all components are in operating
Mechanical and electrical
condition.
Air filter restriction indicators
Verify throttle plates are balanced, both See THROTTLE ACTUATOR LINKAGE
Throttle plates
fully close or open in unison. on page 2.60-2.
Bar the engine over two revolutions in a
Engine rotation counterclockwise direction and verify
nothing interferes with rotation.
Verify all protective guards and shields on
both the engine and driven equipment are
Protective guards secure. Remove tools, rags or other
objects that may get caught by rotating
parts.
Cooling System
Verify that a static line has been installed
See Form 1091, GE Waukesha engines &
Static Line and properly sized from the bottom of the
Enginator systems Installation Manual.
expansion tank to the water pump inlet.
Verify that the expansion tank is installed
Expansion tanks at least 67.5 in. (172 cm) above the pump
inlet.
Verify each expansion tank has an
Pressure cap
expansion cap installed.
Verify that the auxiliary coolant circuit and
Coolant circuits the jacket coolant circuit are not
connected in any way.
Control valves Verify control valves are properly open.
See JACKET COOLING CIRCUIT –
INITIAL FILL on page 7.05-3 and
Coolant level Check coolant level.
AUXILIARY COOLING CIRCUIT –
INITIAL FILL on page 7.05-4.
Verify permanent coolant vent lines are
Coolant vent lines
installed.
Coolant leaks Check for coolant leaks.
Lubrication System
Verify that lube oil level is at the FULL
Lube oil level
mark on the dipstick.
Verify that the prelube and postlube are
Prelube/postlube controlled by either the ESM2 or customer
control panel
Power Supply
Check that power supply is between 18
and 32 volts DC with less than 2V ripple See POWER SUPPLY
Power supply voltage
peak to peak at 100 Hz. REQUIREMENTS on page 2.45-2.
NOTE: 24 volts DC is normal voltage.
Check that customer-installed wiring is See WIRING REQUIREMENTS on page
Wire size
properly sized. 2.45-1.
Form 10002-2

Customer Interface Harness Required Connections – see Table 2.50-3 Customer Interface Harness – Required
Connections – All Installations on page 2.50-7
Start engine
Normal shutdown
Emergency shutdown
Rated speed/idle speed
For optional customer interface connections, see CUSTOMER SYSTEM WIRING OVERVIEW on page 2.50-1.
ECU Required Adjustments
See WKI PARAMETER SETTING on
WKI
page 2.70-3.
See LOAD INERTIA PARAMETER
Load inertia
SETTING on page 2.70-4.
See FUEL SYSTEM SETUP on page
Fuel system
2.70-7.
For optional HMI adjustment, see USER-ADJUSTABLE PARAMETERS on page 2.40-1.
WKI PARAMETER SETTING Complete the following steps to enter the WKI value.
1. View the Ignition Parameters screen (see Figure
NOTICE 2.70-1).
Ensure an accurate WKI value is entered. Failure to

enter the WKI value correctly could lead to poor engine
performance and the potential for engine detonation.
The “WKI” (Waukesha Knock Index) must be entered by

the user for proper engine operation. The WKI value can
be determined using the EngCalc application program.
The program will calculate the WKI value from a
customer’s gas analysis breakdown. The WKI value
must be based on the composition of a fuel sample taken
from the engine site and analyzed using the EngCalc
program or as dictated on a Special Application
Approval (SAA). Contact your local Distributor for
additional information.
Figure 2.70-1: Ignition Parameters Screen
2. Select the “WKI” field. The WKI keypad will appear NOTE: The WKI lower and upper limits will appear on
(see Figure 2.70-2). the keypad. Your entry must be within the limits.
Otherwise, the keypad will default to the last acceptable
entry within the limits.
Form 10002-2
LOAD INERTIA PARAMETER SETTING

NOTICE
Make sure the correct rotating moment of inertia (load
inertia) is entered for the engine’s driven equipment.
Failure to enter the moment of inertia for the driven
equipment on the engine will lead to poor steady-state
and transient speed stability.
NOTE: The engine must not be running when the load

inertia value is being changed.
The “Load Inertia” field must be entered by the operator
for proper engine operation.
Adjusting the load inertia or the rotating moment of
inertia of the driven equipment results in the governor
gain being preset correctly, which aids in rapid start-up
of the engine.
The rotating moments of inertia must be known for each
Figure 2.70-2: WKI Keypad piece of driven equipment and then added together.
3. Enter the WKI value of the fuel. The WKI value must Rotating moment of inertia is needed for all driven
be based on the composition of a fuel sample taken equipment. Rotating moment of inertia is not the weight
from the engine site and analyzed using the or mass of the driven equipment.
application program or as dictated on a Special NOTE: The rotating moment of inertia of driven
Application Approval (SAA). Contact your local equipment is an inherent property of the driven
Distributor for additional information. equipment and does not change with engine speed or
4. Select the return tab on the keypad. The “Change: load. Contact the coupling or driven equipment
WKI” confirmation popup will appear (see Figure manufacturer for the moment of inertia value.
2.70-3).
To determine the rotating moment of inertia for ALL
driven equipment, determine the rotating moment of
inertia for each piece of driven equipment (being
consistent with U.S./English and metric units). Once you
have the value for each piece of driven equipment, sum
all the values. The summed value is what is adjusted on
the Engine > Governor Parameters screen.
Complete the following steps to adjust the rotating
moment of inertia.
NOTE: Setting the rotating moment of inertia (or load
Figure 2.70-3: WKI Confirmation Popup inertia) is part of setting up an engine with the ESM2
system and must be done with the engine not rotating.
5. Select “Yes” to change the WKI value.
Table 2.70-2: VHP Generator Set Moment of Inertia
GENERATOR ROTATING MOMENT OF INERTIA

MODEL RPM
MANUFACTURER lbf-in.-sec2 kg*m2
Kato 6P6-2350 1,000 508 57
Kato 6P6-2500 1,200 538 61
Kato 6P6-2850 1,000 606 68
Kato 6P6-1900 1,200 421 48
Form 10002-2

MODEL RPM
Magnetek MTG846/B/C 1,000/1,200 770 87
Table 2.70-3: VHP Generator Set (with Bearings) Moment of Inertia

MODEL BEARINGS RPM
Leroy Somer North
LS661-01 1 1,000/1,200 511 57.7
America
Leroy Somer North
LS661-03 1 1,000/1,200 624 70.5
America
Leroy Somer North
LS661-04 1 1,000/1,200 680 76.8
America
Leroy Somer North
MTG636 1 1,000/1,200 283 32
America
Leroy Somer North

LS661-04 2 1,000/1,200 656 74.1
America
Leroy Somer North
LS661-05 2 1,000/1,200 712 80.4
America
Leroy Somer North
LS661-06 2 1,000/1,200 795 89.8
America
Leroy Somer North
LS661-07 2 1,000/1,200 874 98.8
America
Table 2.70-4: Compressor Moment of Inertia
COMPRESSOR ROTATING MOMENT OF INERTIA

MODEL RPM
Ariel JGK/4 1,200 49 6
Ariel JGD/2 1,200 61 7
Ariel JGD/4 1,200 108 12
Dresser Rand 6HOS4 1,000 61 7

Dresser Rand 5D-VIP4 1,200 42 5
Dresser Rand 5C-VIP2 1,200 14 2
Table 2.70-5: Coupling Moment of Inertia
COUPLING ROTATING MOMENT OF INERTIA

MODEL
Rexnord Thomas 600CMR* 69 7.8

Stromag PVP 66651 G 110 12.4
Form 10002-2
COUPLING ROTATING MOMENT OF INERTIA

MODEL
Woods 80FSH 156 18
Woods 75FSH 113 13
Woods 70FSH 68 8
Renold Hi Tec RB5.5 103 11.6324
* For 28.875 in. diameter coupling
1. Shut down engine but do not remove power from the 4. For driven equipment including either a speed
ECU. increaser or a speed reducer, you must square the
2. Determine the rotating moment of inertia for each ratio of the speed increase (or speed decrease) and
piece of driven equipment. See the tables identified multiply that by the rotating moment of inertia of the
for typical generator, compressor and coupling driven equipment that is not running at the engine
moment of inertia values: speed. See Example Number 2.
• Table 2.70-2 lists typical rotating moments of Example Number 1:

inertia for generator sets. The following example shows how the moment of
• Table 2.70-3 lists typical rotating moments of inertia for driven equipment is determined for an
inertia for generator sets with bearings. engine using the tables provided.
• Table 2.70-4 lists typical rotating moments of Engine Application: L7044GSI compressor application
inertia for compressors. Compressor: Ariel JGK/4
• Table 2.70-5 lists typical rotating moments of Coupling: Rexnord 750CMR
inertia for couplings.
According to Table 2.70-4 and Table 2.70-5:
NOTE: If your driven equipment is not listed in these Compressor Moment of Inertia = 49 lbf-in.-sec2
tables, contact the coupling and/or driven equipment
manufacturer for moment of inertia value data. Coupling Moment of Inertia = 104 lbf-in.-sec2
Also note the following: This means that the total rotating moment of inertia
for the driven equipment is:
• The table inertia data for coupling and driven
equipment are approximate values. 49 lbf-in.-sec2 + 104 lbf-in.-sec2 = 153 lbf-in.-sec2
• Coupling inertias can vary within a specific The total load inertia, 153 lbf-in.-sec2 is then
coupling model. adjusted on the Governor Parameters screen.
• Driven equipment inertias can vary within a Example Number 2:
specific driven equipment model. NOTE: If a speed increaser or reducer is used, the ratio
• There are times an inertia ring is added to the of the speed increase must be squared and then
coupling to reduce torsional response. multiplied by the rotating moment of inertia of the driven
equipment that is not running at engine speed.
If there is a question about the total non-engine
inertia for the HMI value, check with GE Waukesha, Engine Application: F3521GSI water pump application
the vendor of the torsional vibration analysis, the Water Pump: Byron Jackson 16GM water pump (7-Stage
coupling manufacturer and/or the driven equipment pump including line shafting and HSG output shafting
manufacturer for the correct total non-engine inertia inertia totaling 7.79 lbf-in.-sec2).
value for the HMI.
Coupling: U-Joint coupling and Amarillo gear Model
3. Add together all the moment of inertia values of the SSH750A (speed increaser ratio of 1.5 with LSFG input
driven equipment to determine the moment of inertia shafting inertia totaling 12.29 lbf-in.-sec2).
value to be adjusted in HMI. See Example Number
1 below. This means that the driven load inertia (referred back
to the engine speed) is:
12.29 lbf-in.-sec2 + (7.79 x 1.52) = 29.82 lbf-in.-sec2
The driven load inertia, 29.82 lbf-in.-sec2 (3.37 kg-
m2), is then adjusted on Governor Parameters
screen.
Form 10002-2
5. View the Governor Parameters screen.
Figure 2.70-4: Governor Parameter Screen
NOTE: The units for load inertia are set on the HMI via
the user settings.
6. Select the “Load Inertia” field. The Load Inertia
keypad will appear (see Figure 2.70-5).
Figure 2.70-6: Load Inertia Acknowledgement Popup

9. Select “Yes” to change the load inertia.
FUEL SYSTEM SETUP

The AFR setup procedure will set the fuel pressure
regulator and carburetor screws as well as synchronize
and center the right and left bank fuel control valves at a
low speed/load setting and a high speed/load setting.
This will account for the fuel being used and ensure the
FCVs are in the optimum position throughout the
operating range. Adjust the fuel system using the AFR
Visualization screen. See Figure 2.40-8 Fuel System
Setup Screen on page 2.40-10.
1. With the engine off, turn both carburetor screws in
until they are fully closed. Back out the carburetor
Figure 2.70-5: Load Inertia Keypad screws 5 full turns (see Figure 2.70-7).
7. Enter the sum of the moment of load inertia values
of all driven equipment.
8. Select the return tab on the keypad. The Load Inertia
acknowledgement popup will appear (see Figure
2.70-6).
Form 10002-2
3. See Figure 2.70-9 to establish the desired FCV valve
position for the highest attainable speed and load for
the site. Find the % load on the X axis and locate the
box associated with the engine speed to determine
the target FCV valve position.
Figure 2.70-7: Carburetor Screws

2. Set the regulator pilot screws to 1.25 in. (32 mm) out
from the cap (see Figure 2.70-8).
1.25 in
(32 mm)
Figure 2.70-8: Regulator Pilot Screw Adjustment
Form 10002-2
Figure 2.70-9: FCV Position vs Engine Load (For Reference Only)
4. Start the engine and run unloaded at approximately • Out: to open the FCV
800 rpm. Adjust the current FCV position on each Monitor your adjustments on the Visualization>AFR
bank to 25 – 30%. This is done by adjusting the screen on the HMI.
regulator pilot screw:
• In: to close the FCV
Form 10002-2
Figure 2.70-10: Setting the FCV – Low Speed and Load
5. Run the engine at the highest speed and load that

can be achieved (within the 1,200 rpm – 100% load
limits). Adjust the current FCV position on each bank
to match the value established using FCV position
vs load and speed chart. For example, an engine
running at 90% load and 1,100 rpm would have a
target FCV position of 45 – 50%. This is done by
adjusting the carburetor screws out to close the FCV
or in to open the FCV. Monitor your adjustments on
the Visualization>AFR screen.
Form 10002-2
Figure 2.70-11: Setting the FCV – High Speed and Load
6. Select the AFR Control State Fuel control modes: Pre-Cat Mode O2 Setpoint – Used to fine-tune the
• MAN (Manual) – Indicates the system is operating air/fuel ratio for best engine out emissions. The
in manual mode factory default setting is 1.430 volts. If NOx reading
is high, decrease the voltage setpoint (air/fuel ratio
• PRE (Pre-Catalyst) – Indicates the system is goes rich). If CO reading is high, increase the voltage
operating in pre-catalyst mode setpoint (air/fuel ratio goes lean).
• POST (Post-Catalyst) – Indicates the system is
NOTE: It takes approximately 10 – 15 minutes for the
operating in post-catalyst mode
post-catalyst O2 setpoint changes to convert to their
Use an emission analyzer to verify emissions. Fine- new settings.
tune the setpoint.
Post Cat O2 Setpoint – Used to fine-tune the air/fuel
ratio for best catalyst out emissions. The factory
default setting is 0.720 volts. If NOx reading is high,
increase the voltage setpoint (air/fuel ratio goes
rich). If CO reading is high, decrease the voltage
setpoint (air/fuel ratio goes lean).
Form 10002-2
7. Pre-cat and post-cat O2 levels can be adjusted from

the HMI. Adjust the O2 rich or lean to obtain the
desired CO or NOx levels. Catalyst design or aging
may have an effect on the emission output when
using pre-cat mode.
Factory Default
0.720V post-cat
1.43V pre-cat
CO NOx
NOx CO
Rich Lean
post-cat post-cat
Form 10002-2
FUEL SYSTEM
SECTION 3.00
FUEL SYSTEM DESCRIPTION
FUEL SYSTEM COMPONENT The main fuel gas pressure regulators reduce the
DESCRIPTION incoming fuel supply pressure to approximately 10 in.
(254 mm) of water above the carburetor air pressure, as
The function of the fuel system is to maintain a constant measured at the carburetor inlet.
air/fuel ratio throughout the load range of the engine and
to deliver the air/fuel mixture in the proper quantities. The NOTE: The actual carburetor inlet fuel pressure will
following components comprise the engine fuel system: depend on the heating value of the fuel.
• Engine Control Unit (ECU) From the main fuel gas pressure regulators, the fuel
flows to the fuel control valves.
• Emission Control Sensors
• Main Fuel Pressure Regulators (left and right side) Engine Control Unit
• Fuel Control Valves (left and right side) The Engine Control Unit (ECU) controls the Fuel Control
• Carburetors (left and right side) Valves (FCV). The ECU uses multiple system inputs to
control the FCVs position through the engine’s varying
MAIN FUEL PRESSURE REGULATORS load and speed ranges.
To ensure a steady fuel supply to the carburetors, one The ECU is supplied signals inputs from the:
main fuel gas pressure regulator is located on each bank • Inlet air temperature/pressure/humidity sensor
• Flywheel sensor
• Pre-catalyst temperature RTD sensor*
• Post-catalyst temperature RTD sensor*
• Pre-catalyst pressure sensor*
• Post-catalyst pressure sensor*
• Pre-catalyst oxygen sensor (left and right bank)
• Post-catalyst oxygen sensor*
* With emPact emission control system
EMISSION CONTROL SENSORS
Pre-Catalyst Oxygen Sensor

Each bank has one wideband pre-catalyst oxygen
sensor. The wideband sensor allows for stable operation
at nearly any setpoint. This optimizes performance for
Figure 3.00-1: Fuel Pressure Regulator
gaseous fuel and minimizes change in oxygen during
fuel swings for steadier emissions with varying fuel.
Form 10002-2
Catalyst Health Monitoring Sensors – emPact
Emission System Only
Two RTD sensors (one pre- and one post-catalyst)
monitor catalyst temperatures. These values along with
the calculated differential are displayed on the HMI. All
three values have user-adjustable alarm and shutdown
setpoints.
Two pressure sensors (one pre- and one post-catalyst)
monitor catalyst pressure. These values along with the
calculated differential are displayed on the HMI. All three
values have user-adjustable alarm and shutdown
setpoints.
Figure 3.00-2: Pre-Catalyst Oxygen Sensors
Post-Catalyst Oxygen Sensor – emPact Emission

System Only
A narrowband post-catalyst oxygen sensor is located in
the catalyst. The narrowband sensor provides quicker
response to variation. It also minimizes ammonia
interference, providing a more accurate reading.
Figure 3.00-3: emPact Emission System Sensors
1 - Exhaust Sample Probe 4 - Pre-Catalyst Temperature RTD Sensor

2 - Post-Catalyst Oxygen Sensor 5 - Post-Catalyst Pressure Sensor
3 - Post-Catalyst Temperature RTD Sensor 6 - Pre-Catalyst Pressure Sensor
Form 10002-2
TriCan Sensor AFR2/emPact Control
A TriCan sensor, mounted in the right bank air cleaner The engine’s Air/Fuel Ratio (AFR) is controlled by the
housing, provides temperature, humidity and barometric ECU. An engine’s air/fuel ratio is the amount of air
pressure display on the HMI. measured by mass in relation to the mass of fuel
supplied to an engine for combustion. By controlling an
engine’s air/fuel ratio with ECU AFR control, exhaust
emissions are minimized while maintaining peak engine
performance. The AFR control regulates the engine’s
air/fuel ratio even with changes in engine load, fuel
pressure, fuel quality and environmental conditions.
THEORY OF OPERATION
Control Routine Without Factory Supplied Catalyst

The ECU AFR routine controls engine air/fuel ratio by
regulating the quantity of oxygen present in the exhaust
stream.
If the actual oxygen sensor voltage is different from the
oxygen sensor voltage setpoint, the ECU AFR routine
directs the FCV to adjust the gas flow to the carburetor.
Figure 3.00-4: TriCan Sensor The FCV adjusts in position, within calibrated limits,
increasing or decreasing the fuel flow to the carburetor.
Fuel Control Valves
SETUP FOR CATALYST CONTROL
A Fuel Control Valve (FCV) is located on each engine
bank. The FCV is an electronically controlled valve used The target setting is chosen to optimize engine out
to adjust fuel flow into each carburetor. The FCV is emissions for a three-way catalyst input. Three-way
controlled by input from the ECU. The minimum percent catalysts are used to oxidize carbon monoxide (CO) and
and maximum percent for the open position of the FCVs hydrocarbons (HC), and to reduce oxides of nitrogen
are adjusted through the HMI. (NOx) on rich burn applications. These processes
require high temperature and precise air/fuel ratio
control. Best performance for emissions reduction is
achieved when operating slightly rich of the
stoichiometric air/fuel ratio.
As previously stated, the stoichiometric air/fuel ratio is
the theoretical balance where exactly the required
amount of air (O2) is present to completely burn all of the
fuel with no excess air. In an ideal case, the only products
of this combustion would be water (H2O) and carbon
dioxide (CO2). However, because engine combustion is
not perfect, typical emission by-products include O2, HC,
NOx and CO. The catalyst then converts most of these
to H2O, CO2 and nitrogen (N2).
The wideband oxygen sensor in the exhaust stream
provides feedback to the ECU. The signal provides a
Figure 3.00-5: Fuel Control Valve means of controlling air/fuel ratio slightly rich of
stoichiometry.
Carburetors
Control Routine with emPact Emission Control Unit
One carburetor is mounted on each bank just below the
center of each intake manifold. The carburetor produces The emPact Emission Control Unit (ECU) controls the
a combustible mixture by automatically mixing fuel from engine air/fuel ratio by regulating the quantity of oxygen
the FCV and air from the turbocharger. in the exhaust stream.
Form 10002-2
In the FULL AUTO mode, if the actual post-catalyst
sensor voltage is different from the sensor’s voltage
setpoint (determined by the user), the value of the pre-
catalyst sensor setpoint will be adjusted by the ECU. The
ECU will communicate with the FCVs to adjust until the
new desired pre-catalyst setpoint is achieved.
Form 10002-2
SECTION 3.05
FUEL SYSTEM MAINTENANCE
Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1, RIGGING
AND LIFTING ENGINES on page 1.10-1 and the
following safety message.

! WARNING
Ensure that the fuel source is

completely shut off prior to
working on the fuel system
components. Clear the engine
supply lines and piping of
accumulated gas before
performing any maintenance Figure 3.05-1: Fuel Pressure Regulator
work on the fuel system.
MAINTENANCE SCHEDULE – REGULATOR
Perform the following steps prior to working on any fuel Clean or replace the filter of the main fuel gas pressure
system components: regulators annually. If clogging is suspected in the
upstream regulator passages, more frequent cleaning
1. Run engine at idle with no load. may be required.
2. Close gas shutoff valves upstream from main fuel
gas pressure regulators. FILTER ELEMENT REMOVAL
3. Let engine run. The supply lines are clear when ! WARNING
engine stops.
Another valve between regulator and carburetor, in Ensure that the fuel source is
addition to FCV, is not recommended. completely shut off prior to
working on fuel system
GAS REGULATORS components. Clear the engine
supply lines and piping of
To ensure a steady fuel supply to the carburetor(s), all accumulated gas before
engines have one main fuel gas pressure regulator for performing any maintenance
each bank (see Figure 3.05-1). work on the fuel system.
The main fuel gas pressure regulator(s) reduce the
incoming fuel supply pressure to the carburetor(s).
1. Disconnect pilot chamber supply tube from filter
NOTE: The actual carburetor inlet fuel pressure will body assembly (see Figure 3.05-2).
depend on the heating value of the fuel.
From the main fuel gas pressure regulator(s) the fuel
flows into the carburetor(s) where it is mixed with air to
provide the correct mixture to the combustion chambers.
Form 10002-2
3. Apply Perma-Lok Heavy Duty Pipe Sealant to
1 threads of fittings and connect pilot chamber supply
tube (see Figure 3.05-2) to body of filter assembly.
3 2
Figure 3.05-2: Regulator Fuel Gas Filter 1

3
1 - Filter Body 3 - Pilot Chamber
Assembly Supply Tube
2 - Filter-Head Hex Nut
2. Remove 1-1/8 in. filter-head hex nut from pilot
chamber orifice pipe nipple.
3. Remove filter assembly. Disassemble as follows:
a. Remove 1-1/8 in. filter-head hex nut from filter
body.
b. Remove machine screw securing filter element
4
to filter head.
c. Remove two flat washers and filter element.
CLEANING / INSPECTION / REPLACEMENT

1. Thoroughly wash all parts of filter assembly in a non-
volatile cleaning solution or solvent. Blow dry with
low pressure compressed air.
5
2. Inspect filter element. Replace as necessary.
FILTER ELEMENT INSTALLATION

1. Reassemble filter assembly as follows (see Figure
3.05-3):
Figure 3.05-3: Regulator Filter
a. Place flat washer on support flange inside filter-
head hex nut. 1 - Filter Element 4 - Machine Screw
b. Center filter element on top of washer. 2 - Filter-Head Hex Nut 5 - Filter Body
3 - Flat Washer
c. Center second flat washer on top of filter
element.
d. Slide machine screw through center of filter
element. Thread screw into filter head.
e. Thread filter-head hex nut onto filter body.
2. Thread other end of filter-head hex nut onto pilot
chamber orifice pipe nipple.
Form 10002-2
REGULATOR ADJUSTMENT
The regulator pilot adjustment screw is located on the
bottom of the regulator and is used during fuel system
adjustment procedure (see Figure 3.05-4). See FUEL
SYSTEM SETUP on page 2.70-7.
Figure 3.05-5: Carburetor Adjustment Screw
FUEL CONTROL VALVE

The FCV does not require maintenance.
Figure 3.05-4: Fuel Pressure Regulator
Table 3.05-1: Regulator Settings
GAS OVER AIR PRESSURE DIFFERENTIAL – INCHES

WATER COLUMN
RATED OR
NORMAL
IDLE (INITIAL
MODEL OPERATING
SETTING)
LOAD (FINAL
SETTING)
L5794GSI
5 ± 0.5 in.
L7042GSI S4 5.5 in. (140 mm)
(127 ± 13 mm)
L7044GSI
The gas over air pressure listed in Table 3.05-1 are

provided for troubleshooting purposes only. Follow fuel
Figure 3.05-6: Fuel Control Valve
system adjustments to determine gas over air settings
for site and fuel conditions.
CARBURETOR ADJUSTMENT
The carburetor adjusting screw is located on the
carburetor body and is used during fuel system
adjustment procedure (see Figure 3.05-5). See FUEL
SYSTEM SETUP on page 2.70-7.
Form 10002-2
Form 10002-2
IGNITION SYSTEM
SECTION 4.00
IGNITION SYSTEM DESCRIPTION
IGNITION SYSTEM COMPONENT IGNITION COILS

DESCRIPTION One ignition coil with an integrated cable is provided for
The ignition system consists of the following each cylinder. Each coil is attached to the valve covers,
components: sealing the coil to the valve cover recess and making a
positive coil to spark plug extension connection (see
• Engine Control Unit (ECU) Figure 4.00-1).
• Ignition Power Module with Diagnostics (IPM-D)
• Spark Plugs, Spark Plug Carrier Extensions, Spark
NOTICE
Plug Sleeve (one per cylinder)
All three nuts must be in place to properly retain each
• Ignition Coil and Harness Assembly, or Ignition Coil coil. Using only one or two of the three capscrews
with Integrated Cable (one per cylinder) provided may result in premature coil failure.
• Spark Plug Extensions (one per cylinder)
• CSA Ignition (optional)
SPARK PLUGS, SPARK PLUG CARRIER

EXTENSIONS AND SPARK PLUG SLEEVES
NOTICE
13/16 in. reach spark plugs must be used on VHP
Series Four engines. Using improper size spark plugs
will cause damage to equipment.
One spark plug is provided for each of the cylinders. On

VHP Series Four engines, 13/16 in. reach spark plugs
are used. The spark plugs are threaded through a
removable spark plug sleeve that should not be removed
for normal maintenance. A spark plug carrier extension
connects the spark plug sleeve to the valve cover. A Figure 4.00-1: Ignition Coil
spark plug extension connects spark plug to ignition coil.
Form 10002-2
IGNITION SYSTEM DESCRIPTION
SPARK PLUG EXTENSIONS
Spark plug extensions, made of white Teflon, extend
from the spark plug to the underside of the ignition coils
3
1 2
Figure 4.00-2: Spark Plug Extension
1 - Grommet 3 - O-Ring
2 - Teflon Tube
ENGINE EMERGENCY STOP (E-STOP) BUTTONS
! WARNING
Use an emergency shutdown to

stop the engine to avoid
imminent personal injury or
property damage. Never use an
emergency shutdown to stop
the engine under normal
circumstances, as this may
result in unburned fuel in the
exhaust system which could
ignite.
Always apply your company’s
!
lock-out/tag-out procedure to Figure 4.00-3: E-Stop Button
prevent accidental starting of
the engine once the engine is NOTE: The emergency shutdown button should be
shutdown. The only exception is pulled out (OFF position) at all times, unless an
if the engine is in a “Stand-by” emergency situation occurs that requires the immediate
mode. shutdown of the engine.
When an E-Stop button is pressed, the engine performs
an emergency stop (see EMERGENCY SHUTDOWN
NOTE: Routine gas engine shutdown is performed
on page 12.00-9).
through the engine control panel (control panel is either
GE Waukesha, packager or customer supplied).
VHP Series Four engines are equipped with sealed CSA
ignition systems with sealed emergency stop button
(E-Stop) (see Figure 4.00-3). In addition, if the IPM-D
power fails, the engine will perform an emergency stop.
Form 10002-2
SECTION 4.05
IGNITION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair IGNITION SYSTEM GENERAL MAINTENANCE AND
procedures, review SAFETY on page 1.05-1, RIGGING INSPECTION
The ignition harness is a combination of conduit boxes
with a heavy-duty, plastic-jacketed conduit (see Figure
4.05-2).
IGNITION SYSTEM
NOTICE
Do not pressure-wash or steam-clean any electronic
devices including the engine control unit (see Figure
4.05-1). Pressure-washing or steam-cleaning can
damage the electronics.
Figure 4.05-2: Plastic-Jacketed Conduit
! WARNING
Disconnect all electrical power

supplies before making any
connections or servicing any
part of the electrical system.
Figure 4.05-1: ECU
When pressure-washing or steam-cleaning an engine,
cover all electronic devices including the Engine Control 1. Inspect cables and wires for broken or cracked
Unit (ECU) and Air/Fuel and IPM-D Power Module with insulation. Replace or repair as necessary.
Diagnostic (if equipped). Avoid direct spray/steam 2. Inspect ignition coils, ground wires and brackets for
contact to electronic devices. The modules are loose hardware. Tighten as necessary.
“splashproof,” but may not withstand a direct high-
pressure spray. 3. Inspect spark plug and cable connectors for loose
connections. Tighten as necessary.
Form 10002-2
IPM-D MAGNETIC PICKUP INSTALLATION
The ESM2 ignition system uses the ECU as its central
processor or “brain.” Two magnetic pickups are used to
input information to the ECU. One pickup reads an index 1
magnet located on the camshaft gear and the other
senses 36 reference holes in the flywheel.
Camshaft Magnetic Pickup

1. The camshaft magnetic pickup is located on the top
front of the engine (see Figure 4.05-3).
A
2
Figure 4.05-4: IPM Camshaft Pickup Adjustment
1 - Magnetic Pickup 2 - Camshaft
A = 0.040 in. (1.02 mm)
Crankshaft Magnetic Pickup

NOTE: The crankshaft pickup is located on the left rear
side of the flywheel housing.
1. Thread crankshaft pickup into housing until it makes
contact with flywheel (see Figure 4.05-5).
Figure 4.05-3: IPM Camshaft Magnetic Pickup
NOTE: When setting clearance between pickup and
camshaft, verify magnet is not directly below pickup.
Clearance is set between pickup and camshaft, and not
between pickup and magnet.
2. Verify camshaft magnet is not directly below pickup.
3. Thread pickup into camshaft housing until it makes
contact with housing.
across pickup extending onto camshaft housing.
Tighten jam nut while holding pickup. This is the
equivalent of 0.040 in. (1.02 mm) clearance between
pickup and camshaft.
6. Tighten jam nut while holding pickup. Figure 4.05-5: IPM Crankshaft Magnetic Pickup
across pickup extending onto flywheel housing.
Tighten jam nut while holding pickup.
Form 10002-2
SPARK PLUG
SPARK PLUG REMOVAL
1. Disconnect ignition coil harness connector from the
wireway.
Figure 4.05-7: Extension Pliers
Figure 4.05-6: Ignition Coil Removal

2. Remove 3 hex nuts and lock washers from ignition
coil (see Figure 4.05-6).
3. Remove coil and gasket.
NOTICE
Do not crush upper part of spark plug extension during
removal. Use of a pliers to remove the spark plug
extension may crush the insulation. Figure 4.05-8: Spark Plug Extension
5. Using spark plug socket tool, remove spark plug
4. Gently remove spark plug extension using extension from cylinder head (see Figure 4.05-9). See latest
pliers (see Figure 4.05-7 and Figure 4.05-8). See edition of Form 398, GE Waukesha Special Tools
latest edition of Form 398, GE Waukesha Special Catalog, for a complete listing of tools available for
Tools Catalog, for a complete listing of tools your engine.
available for your engine.
Form 10002-2
For spark plug troubleshooting information, see Table
14.00-2 Spark Plug Troubleshooting* on page 14.00-
9.
NOTICE
The presence of oil or grease on the ceramic insulator
of the spark plug can cause flashover. Flashover, a
condition where the spark fails to jump the gap
because of an easier path to ground, results in misfire.
! CAUTION
When using Actrel 3338L for

Figure 4.05-9: Spark Plug Socket Tool cleaning, always wear rubber
gloves to prevent the cleaner
6. If cylinder inspection is required, insert borescope
from touching the hands, as
through spark plug sleeve into cylinder.
burning may occur.
SPARK PLUG INSPECTION
Inspect the condition of the spark plugs, paying Verify spark plug and extension are clean. If necessary,
particular attention to the firing tip. Spark plugs often use Actrel 3338L dielectric solvent to remove any grease
yield visual clues to abnormal conditions existing in the or oily fingerprints.
engine’s power cylinders. Your observations also can be
used as a guide in establishing the proper service
interval.
Form 10002-2
CLEANING SPARK PLUG CARRIER SEALING SURFACE
Use spark plug sleeve seat resurfacing tool to clean the sealing surface prior to installing the spark plug carrier.
3
5
4
Figure 4.05-10: Spark Plug Sleeve Seat Resurfacing Tool
1 - Shaft 4 - Inner Bushing

2 - Support Disk 1.562 in. (39.7 mm) 5 - Socket-Head Screw
3 - Pilot (white) 6 - Abrasive Pad
Form 10002-2
The tool can be driven by any drill equipped with a 3/8
in. (10 mm) or larger chuck. 2
NOTICE
Do not exceed 2,400 rpm when using the tool and only
1 1
run the drill in the FORWARD position.
SPARK PLUG SLEEVE AND CARRIER EXTENSION

REMOVAL
NOTICE
3
The spark plug sleeve and spark plug carrier extension
should not be removed during normal maintenance.
If necessary to remove sleeve and extension, remove Figure 4.05-11: Rocker Arm Assembly Installation
cylinder head for access and water-test.
1 - 1/2 in. End 3 - 1/2 in. End
If the spark plug sleeve and spark plug carrier nuts are Capscrews Capscrews
loosened for any reason, the spark plug sleeve must 2 - 3/8 in. Center
be resealed. Capscrew
4. Remove remaining four capscrews and lock
NOTE: The spark plug sleeve is water-cooled. Drain washers from ends of rocker arm assemblies, and
engine coolant before removing the spark plug sleeve. remove assemblies from cylinder heads. Move
1. Drain coolant from engine. rocker arm assemblies to a suitable workbench (see
Figure 4.05-11).
2. See SPARK PLUG REMOVAL on page 4.05-3 and
remove from cylinder head. 5. Tag and remove valve bridge assemblies from
cylinder head.
NOTE: Do not mix parts between rocker arm
6. Remove the spark plug sleeve extension. Discard
assemblies. Lift both sides of the rocker arm assemblies
the O-ring.
off together.
7. Remove the two nuts and flat washers retaining the
NOTICE spark plug sleeve flange. Remove the flange.
8. Using Spark Plug/Igniter Sleeve Remover tool,
Always remove the center capscrew first when remove the spark plug sleeve from the cylinder head.
removing rocker arm assemblies to prevent damage
to parts. 9. Remove and discard the three O-rings.
10. Remove and discard the sleeve seal from bottom of
3. Remove center capscrew and flat washer from the spark plug sleeve bore.
center of each rocker arm assembly (see Figure
4.05-11). SPARK PLUG SLEEVE AND CARRIER EXTENSION
INSTALLATION
1. Lubricate 3 O-rings with O-ring lubricant and install
them on spark plug sleeve.
2. Clean and degrease lower bore of cylinder head,
being sure to provide a clean surface free of
remaining existing sealant, rust or other materials.
a. Clean and degrease the spark plug carrier
surface where the seal is located.
b. Apply Loctite 7471 Primer T to the spark plug
carrier seal area and allow to dry.
Form 10002-2
c. Apply Loctite 2422 to the spark plug carrier seal
area in an approximately 1/16 in. (1.6 mm) thick
NOTICE
layer. Use caution when installing the spark plug sleeve to
d. Install the spark plug carrier seal. Be sure to avoid damaging or displacing the seal. The seal must
center the seal once it is in the undercut section be seated properly.
of the spark plug carrier. Centering of the seal is
important (see Figure 4.05-12). 3. Assemble the spark plug flange to the spark plug
sleeve using the two pins to align the components.
Position the sleeve into the cylinder head aligning
the flange holes with the two studs in the cylinder
head. Use a suitable diameter wooden dowel or a
rubber-coated hammer to press the sleeve into the
cylinder head (see Figure 4.05-14).
1
2
4
3
Figure 4.05-12: Seal Washer Pressed into Initial Layer of

Sealer
e. Apply another layer of Loctite 2422 to the upper
surface of the seal. Spread across the whole
sealing area of the carrier to a minimum depth of
1/32 in. (0.8 mm), assuring the entire seal
washer is covered (see Figure 4.05-13).
Figure 4.05-14: Spark Plug Sleeve Installation
1 - Spark Plug Sleeve 3 - Spark Plug Sleeve

2 - O-Ring Flange
4 - Alignment Pin
4. Secure the spark plug sleeve in the cylinder head
Figure 4.05-13: Top Layer of Sealer Applied over the Seal with the two nuts with flat washers. Tighten the nuts
Washer
to specifications. See Ignition System in Table
f. Do not allow the Loctite product to come into 1.15-12 Critical Engine Torque Values on page 1.15-
contact with the spark plug threads. 19 for specification.
Form 10002-2
5. Lubricate a new O-ring with O-ring lubricant and
install it on the spark plug sleeve extension. 2
6. Press the spark plug sleeve extension onto the spark

plug sleeve (see Figure 4.05-15).
1 1
Figure 4.05-16: Rocker Arm Assembly Installation
1 - 1/2 in. End 2 - 3/8 in. Center

Capscrews Capscrews
NOTICE
Tighten the four 1/2 in. outer capscrews on the rocker
arm assemblies first. Once they are tightened, then
tighten the center 3/8 in. capscrew. Failure to follow
the proper tightening sequence can cause damage to
equipment.
7. Apply engine oil to capscrew threads. Install and

tighten four 1/2 in. capscrews with lock washers on
rocker arm assembly to 66 – 70 ft-lb (89 – 95 N·m).
8. Move exhaust rocker up and down to check for
interference.
9. Apply engine oil to threads of 3/8 in. center
capscrew. Install center capscrew and washer on
rocker arm assembly and tighten to 17 ft-lb (23 N·m).
VALVE COVER INSTALLATION

NOTE: Install valve cover gasket in groove 2 – 3 in. (50
– 75 mm) at a time. Hold gasket in position with one hand
while squeezing gasket down and toward the first with
your other hand. This will ensure that there is no excess
gasket left as you complete the installation around the
valve cover. The valve cover is tapered. Place the
Figure 4.05-15: Spark Plug Extension Installation narrow end into the cover (see Figure 4.05-17).
1 - O-Ring 2 - Spark Plug Sleeve
Extension
Form 10002-2
2. Seat gasket fully in position with a rubber mallet (see
1 Figure 4.05-18).
3. If ignition coil studs are removed, apply Loctite 620,
640 or 648 to side of coil studs to be installed in valve
cover, and install 3 studs in valve cover.
NOTICE
Do not use the ignition coil as a handle to lift the valve
cover. The coil may be damaged.
4. Secure valve cover to cylinder head with 4

capscrews and lock washers and tighten to
specifications. See Cylinder Head in Table
1.15-12 Critical Engine Torque Values on page 1.15-
19 for specific torque values.
5. Secure ignition coil and new O-ring on valve covers
with 3 lock washers and nuts and tighten to
specifications. See Ignition System in Table
Figure 4.05-17: Valve Cover Gasket Orientation 6. Connect ignition coil harness to ignition coil.
1 - Valve Cover
Groove
NOTICE
Before installation, completely clean valve cover
gasket surfaces free of grease and oil.
1. Install valve cover gasket in groove (see Figure

4.05-18).
Figure 4.05-18: Valve Cover Gasket Installation
Form 10002-2
SPARK PLUG INSTALLATION
NOTE: If necessary, perform a borescope inspection before installing the spark plug.
3
1 2
1 - Grommet 3 - O-Ring
2 - Teflon Tube
NOTICE NOTICE
The spark plug gasket must be properly seated to seal Exercise caution to avoid bumping the electrodes into
the combustion chamber and transfer heat from the the spark plug carrier. Bumping the electrodes against
plug. the spark plug carrier may change the spark plug gap.
5. Install spark plug into inner sleeve using spark plug

1. Verify steel gasket is installed flat against spark plug socket tool (see Figure 4.05-21). See latest edition
seat (see Figure 4.05-20). of Form 398, GE Waukesha Special Tools Catalog,
2. If required, install terminal nut (see Figure 4.05-20). for a complete listing of tools available for your
engine.
1 2 3
Figure 4.05-20: Spark Plug
1 - Terminal Nut 3 - Spark Plug Seat

2 - Krytox GPL-206
Grease
3. Set spark plug gap. See ENGINE
SPECIFICATIONS on page 1.15-13 for spark plug
specifications. Figure 4.05-21: Spark Plug Socket Tool
4. Apply a light coat of Krytox GPL-206 high- 6. Torque spark plug to specifications. See Ignition
temperature grease onto ceramic insulator (will System in Table 1.15-12 Critical Engine Torque
contact extension boot) (see Figure 4.05-19 and Values on page 1.15-19 for specific torque values.
Figure 4.05-20).
7. Lightly coat inside surface of extension boot and
O-ring on coil end of spark plug extension with Krytox
GPL-206 (see Figure 4.05-20).
Form 10002-2
8. Install extension onto spark plug through valve cover
using extension pliers (see Figure 4.05-7 and Figure 2
4.05-22). 1
3
8
5 4

9. Install new O-ring on nose of coil.
Figure 4.05-23: Spark Plug Assembly (Typical)
1 - Coil 5 - Stud
2 - Nut 6 - Spark Plug
3 - Lock Washer 7 - Spark Plug
4 - Valve Cover Extension
8 - O-Ring
NOTICE
To maintain CSA certification, all engines with CSA
flange-mounted ignition systems require that all
fasteners be reinstalled and properly torqued after
being removed for any service repair.
10. Position coil with the word “TOP” on flange oriented

toward exhaust manifold. Secure coil with 3 lock
washers and hex nuts and tighten to specifications
(see Figure 4.05-24). See Ignition System in
Table 1.15-12 Critical Engine Torque Values on
page 1.15-19 for specific torque values.
Form 10002-2
Figure 4.05-24: Ignition Coil Installation

NOTE: The coil must be secured by all 3 hex nuts to
prevent damage and/or misfire due to loss of ground.
11. Connect ignition coil harness to the wireway (see
Figure 4.05-23).
Form 10002-2
AIR INTAKE SYSTEM
SECTION 5.00
AIR INTAKE SYSTEM DESCRIPTION
AIR INTAKE SYSTEM COMPONENT

DESCRIPTION 1
The air intake system consists of the following
components:
• Carburetors – see FUEL SYSTEM DESCRIPTION on
page 3.00-1
• Intercoolers
• Air Filtration System – Air Cleaners
• Turbochargers – see TURBOCHARGER SYSTEM 2
DESCRIPTION on page 6.00-1
INTERCOOLERS
Twelve-cylinder engines have two intercoolers, one for
each turbocharger. Figure 5.00-1: Turbochargers and Intercooler
The box-type intercoolers are mounted on the rear of the 1 - Turbochargers 2 - Intercooler
engine (see Figure 5.00-1). Heated compressed air from
the turbochargers enters the intercoolers and flows over
a series of finned tubes through which the auxiliary water
system coolant is circulated. The temperature of the
compressed air is reduced, which makes it denser.
Form 10002-2
AIR INTAKE SYSTEM DESCRIPTION
AIR CLEANERS
! WARNING
The air cleaner removes dirt and dust from the air
admitted to the engine. A restrictor element must be
Twelve-cylinder engines have two air cleaners that are installed in the restriction
side-mounted at the rear (see Figure 5.00-2). Each air indicator to dampen high
cleaner consists of the air filter frame, main air filter pressure surges from engine
element, air intake restriction indicator and rain shield. backfires. Without the element
the indicator may explode if the
engine backfires, spreading
1 2 plastic shrapnel.
Verify restriction filter is in place between air cleaner tap

and indicator.
1. Turn 7/16 in. hex nut on brass fitting to remove
restriction indicator and filter.
2. Verify filter element is staked in place inside fitting
(see Figure 5.00-4). Replace filter fitting if any
damage is apparent.
4 3
1 2
Figure 5.00-2: Air Cleaner Assembly
1 - Air Filter Element 3 - Latches

2 - Rain Shield 4 - Air Duct
The air restriction indicators will show “red” if the air
intake restriction is 15 in. (381 mm) of water (see Figure
5.00-3). This indicates a clogged or dirty main air filter
element.
Figure 5.00-4: Restriction Filter
1 - Stake 2 - Filter Element

3. Inspect plastic restriction indicator for cracks.
Replace indicator if damaged or defective. Finger-
tighten indicator to filter fitting. No tools are
necessary.
4. Turn 7/16 in. hex nut on brass fitting to install
restriction indicator and filter in air cleaner housing.
Figure 5.00-3: Air Restriction Indicator

NOTE: Always check the signal of the air restriction
indicator before and after shut down.
Form 10002-2
SECTION 5.05
AIR INTAKE SYSTEM MAINTENANCE

AIR FILTER MAINTENANCE

NOTICE
On new engines, the cardboard insert between the
rain shield and precleaner pad must be removed
before the engine is started.
The air cleaner has a bolted hinge design plenum

assembly to retain the air cleaner filter/rain shield (see
Figure 5.05-1 and Figure 5.05-2).
Figure 5.05-1: Bolted Hinge Plenum Assembly – Left

Hand
Form 10002-2
4. Close the rain shield and rotate 3 hinge bolts to
engage hinge scallop.
5. Tighten 3 outer flange nuts to specifications (see
Table 1.15-12 Critical Engine Torque Values on
page 1.15-19).
RAIN SHIELD TO AIR DUCT GAP SETTING

PROCEDURE
The rain shield to air duct gap setting must be adjusted
if the filter gasket crush is lost or becomes excessive.
NOTE: This procedure applies to both blow-thru and
draw-thru bolted hinge air cleaners.
1. Thread jam nut “A” approximately 2-1/2 in. (64 mm)
onto the hinge bolt.
2. Thread flange locknut “B” onto the hinge bolt until it
contacts jam nut “A”.
3. Slide washer “C” onto the hinge bolt until it contacts
flange locknut “B”.
4. Repeat Steps 1 – 3 for remaining hinge bolts.
5. Position air cleaner filter (Item 1 in Figure 5.05-3) and
rain shield (Item 2 in Figure 5.05-3) centered
between 6 threaded hinge bolts. The air cleaner filter
and rain shield should mate freely to air duct (Item 3
in Figure 5.05-3) without touching washer “C”.
6. Slide washer “D” and thread flange locknut “E” onto
all 6 hinge bolts. Hand-tighten flange locknuts “E” in
a side-to-side crossing pattern.
Figure 5.05-2: Bolted Hinge Plenum Assembly – Right
Hand 7. Tighten flange locknuts “E” three turns total (one
complete turn at a time) using a side-to-side pattern,
AIR CLEANER FILTER REPLACEMENT with a wrench.
NOTE: Air cleaner filter replacement only requires 8. Tighten all washers “C” and flange locknuts “B” to
loosening 3 outer flange nuts on one of the hinges. rain shield scallop (using a wrench).
1. Loosen 3 outer flange nuts on hinge. 9. Tighten all jam nuts “A” to flange locknuts “B” (using
two wrenches to lock the flange locknuts “B” and jam
2. Rotate 3 hinge bolts to clear scalloped portion of
nuts “A” together).
hinge.
3. Swing open the rain shield and replace the filter
element.
Form 10002-2
E
A
D B
A C
B
C
D
E
Figure 5.05-3: Setting Air Duct Gap
1 - Air Cleaner Filter 3 - Air Duct Assembly

2 - Rain Shield
AIR FILTER RESTRICTION INDICATOR
NOTE: After the restriction problem is corrected, reset
the indicator by depressing the black button on the
plastic housing.
Form 10002-2
! WARNING
The location of the air restriction

indicator relative to the intake
manifold causes it to be
subjected to high pressure if the
engine backfires. A restriction
filter must be installed in the
indicator air passage to dampen
high-pressure surges which
would otherwise damage the
indicator. Through the
projection of broken material,
damage to the indicator might
pose a potential danger to
persons standing nearby. The
restriction filter also protects
against the entrance of dust and
dirt in the event that the
restriction indicator is broken
off or removed.
Verify that the restriction filter is in place between the

clean air tap and indicator.
NOTICE
Do not grasp the indicator housing; the plastic may
crack or break.
Form 10002-2
TURBOCHARGER SYSTEM
SECTION 6.00
TURBOCHARGER SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM COMPONENT

DESCRIPTION
VHP Series Four engines are turbocharged. The
turbocharger system consists of the following
components:
• Turbochargers
• Connecting Hoses and Piping
• Wastegate
TURBOCHARGERS
The 12-cylinder engines have two turbochargers, one
for each cylinder bank (see Figure 6.00-1). The
turbocharger is wastegate-controlled and uses a water-
cooled center section. The center section consists of a Figure 6.00-1: Turbochargers
main shaft that connects the intake compressor and
exhaust turbine wheels. The intake compressor is mated WASTEGATES
to the intake manifold, and the exhaust turbine is mated
to the exhaust manifold. With the engine running, hot A water-cooled exhaust wastegate (see Figure 6.00-2)
exhaust gases are forced into the exhaust turbine wheel, is mounted at the outlet of each exhaust manifold. The
causing it to rotate at high speed. This causes the intake wastegate is a load limiting device. At a predetermined
compressor wheel to rotate at the same speed because point, intake manifold pressure counteracts the tension
of the main shaft connection. The high-speed rotation of of a spring, and a valve opens to bypass a portion of the
the intake compressor wheel creates compressed air engine exhaust around the turbocharger turbine. In this
that is forced into the carburetor. way, the air intake boost pressure is held within an
acceptable range.
Form 10002-2
TURBOCHARGER SYSTEM DESCRIPTION
Figure 6.00-2: Wastegates – GSI Engines

Exhaust gases driving (or bypassing) the turbocharger
turbine exit the engine through the exhaust tee (see
Figure 6.00-3). Exhaust gases passing through the
flexible exhaust connection (shipped loose) are directed
into the atmosphere through customer-supplied exhaust
piping.
Figure 6.00-3: Exhaust Tee
Form 10002-2
SECTION 6.05
TURBOCHARGER SYSTEM MAINTENANCE

following safety messages.
TURBOCHARGER SYSTEM
MAINTENANCE
TURBOCHARGER INSPECTION
! WARNING
Turbocharger components are

extremely hot. Always allow the
turbocharger to cool prior to
conducting an inspection. Figure 6.05-1: Turbochargers
4. Visually repeat inspection while engine is running.
5. From a safe distance, monitor turbochargers for
unusual vibrations or noise. If excessive vibration is
evident, shut down engine and call your GE
NOTICE Waukesha authorized service agent.
Inspection and repair of turbochargers must be 6. Establish a schedule with your GE Waukesha
performed by a factory-qualified service agent. authorized service agent to inspect interior of
turbocharger compressor for accumulations of dirt.
Dirt can cause compressor wheel to become
1. Inspect engine air cleaner. Service if required. unbalanced, which reduces efficiency and causes
2. Inspect turbocharger mounting and connections for bearing failure.
oil and air leaks (see Figure 6.05-1).
NOTICE
Do not run the engine if the air cleaner is not operating
efficiently or if leaks exist in the ducting. Dust leaking
into the air ducting can damage the engine and the
turbochargers.
3. With engine shut down, inspect all air ducting for

loose clamps or connections. Check manifold
connections to turbine inlet and to engine exhaust
manifold gaskets.
Form 10002-2
TURBOCHARGER SYSTEM MAINTENANCE
TURBOCHARGER LUBRICATION CHECK PRELUBE PRESSURE CHECK VALVE
INSPECTION
NOTICE
To ensure quick lubrication of the turbocharger(s) at
Before operating a new or rebuilt turbocharger (or start-up, the external supply line is provided with a check
starting a new engine for the first time), check to valve to keep the oil from draining back into the oil pan
ensure turbocharger is receiving proper lubrication. when the engine is shut down (see Figure 6.05-3). The
check valve also prevents excessive lubrication of the
turbochargers during continuous or intermittent prelube.
1. Remove oil drain tube from turbocharger(s) (see
Figure 6.05-2).
Figure 6.05-3: Turbocharger Prelube Check Valve
! WARNING
If the prelube oil pressure

reaches or exceeds 5 psi (35
Figure 6.05-2: Turbocharger Oil Drain Tube – Right Rear kPa), oil flows through the
Shown supply line check valve into the
turbocharger housings.
1 - Turbocharger 2 - Oil Drain Tube Start-up of the engine may blow
2. Activate prelube system and visually check for oil accumulated oil into the intake
flow at turbocharger oil drain area. manifold and carburetor,
resulting in oily deposits that
3. Reconnect oil drain tube only after oil is observed at
gum up internal surfaces. On the
oil drain area.
turbine side, oil leakage around
4. Start engine and run at reduced speeds until coolant the turbine housing poses a
temperature gauge indicates a temperature of 100°F potential fire hazard.
(38°C).
5. Run engine at rated output and listen for unusual
sounds at turbocharger, especially those of metal Check the prelube oil pressure at least once each year.
contacting metal. If any noise of this type is apparent, Also inspect the operation of the check valve(s).
contact your GE Waukesha authorized service
agent.
Form 10002-2
COOLING SYSTEM
SECTION 7.00
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM COMPONENT JACKET WATER HEADER / JACKET WATER

DESCRIPTION The coolant passageways in both the crankcase and
The cooling system consists of the following cylinder heads comprise the jacket cooling circuit. The
components: jacket water header is integrally cast within the
crankcase. Coolant circulates around the cylinder
• Jacket Cooling Circuit sleeves inside the cylinder block. Coolant flows up
– Jacket Water Header/Jacket Water through the passage openings in the deck of each
– Exhaust Manifold cylinder head, flows around the exhaust valve seats and
spark plug carrier, and up to the water-cooled exhaust
– Jacket Water Pump manifolds.
– Water Manifold
EXHAUST MANIFOLDS
– Remote Heat Transfer Device (customer-supplied)
– Jacket Water Temperature Control Valve From each cylinder head, coolant passes up through the
water outlet elbow connection (see Figure 7.00-1) to one
– Surge Tank (optional) segment of the water-jacketed exhaust manifolds and
• Auxiliary Cooling Circuit exits through the outlet port to the water manifold (see
– Auxiliary Water Pump Figure 7.00-2). Each exhaust manifold assembly is
composed of individual water-cooled segments.
– Intercoolers
– Oil Cooler
– Auxiliary Water Temperature Control Valve
– Auxiliary Water Heat Transfer Device
(customer-supplied)
Form 10002-2
JACKET WATER PUMP
1
A belt-driven water pump is mounted on the front of the
engine (see Figure 7.00-2). Coolant exiting the pump is
piped to the jacket water headers.
WATER MANIFOLD
The water manifold (see Figure 7.00-2) receives the
coolant flowing out of each segment of the exhaust
manifold and routes it to the cluster thermostat housing.
CLUSTER THERMOSTAT HOUSING

2 The thermostats are enclosed in the cluster thermostat
housing at the outlet end (front) of the water manifold
(see Figure 7.00-2). By regulating the circulation of
coolant, the thermostats control the jacket water
Figure 7.00-1: Exhaust Manifold
temperature. The thermostats remain closed while the
1 - Exhaust Manifold 2 - Water Outlet Elbow engine is warming up, so coolant is circulated through
the engine water jacket only by the jacket water pump.
1 The thermostats start to open as the engine warms up
to its normal operating temperature. A portion of the
coolant is diverted to the remote heat transfer device,
which absorbs the heat and directs the coolant back to
the jacket water pump. The coolant supply from the heat
transfer device mixes with that portion of the coolant
which continues to flow down the bypass tube(s) to
2 provide a blend that is within the normal range.
REMOTE HEAT TRANSFER DEVICE (CUSTOMER

SUPPLIED)
4
3 The remote heat transfer device may be a radiator with
cooling fan, cooling tower, heat exchanger or some
other device.
Figure 7.00-2: Engine Cooling Components
AUXILIARY WATER REMOTE HEAT TRANSFER
1 - Thermostat 3 - Auxiliary Water DEVICE (CUSTOMER SUPPLIED)
Housing Pump
2 - Water Manifold 4 - Jacket Water Pump The auxiliary, or secondary, heat transfer device may be
a radiator, with cooling fan, cooling tower, heat
exchanger or some other device. The heat transfer
device provides cooling for the auxiliary circuit coolant.
Form 10002-2
AUXILIARY WATER PUMP OIL COOLER
All auxiliary water pumps are belt-driven. The auxiliary The coolant flows from the intercoolers to the oil cooler.
water pump is located on the lower left front side (see The oil cooler is a tube and baffle type assembly (see
Figure 7.00-2 and Figure 7.00-3). Figure 7.00-5). While the coolant flows through a bundle
of tubes in the oil cooler, the lube oil circulates around
them. Heat from the oil passes through the tubes to the
coolant, which carries it to a heat transfer device for
dissipation. From the heat transfer device, the coolant
passes back to the auxiliary water pump to repeat the
circuit.
Figure 7.00-3: Auxiliary Water Pump
INTERCOOLERS
The intercoolers cool the inlet air to the turbochargers to
provide denser air to the turbochargers. The intercoolers
are located at the rear of the engine (see Figure
Figure 7.00-5: Oil Cooler
7.00-4).
AUXILIARY WATER TEMPERATURE CONTROL
VALVE
One thermostatic valve controls the temperature of the
auxiliary cooling water. To maintain the correct
temperature, the valve controls the flow of coolant from
the heat transfer device.
The thermostatic valve is enclosed in a housing on the
suction side of the auxiliary water pump.
The thermostat housing has one outlet port stamped A
and two inlet ports stamped B (oil cooler) and C (heat
transfer device) (see Figure 7.00-6). The casting of the
thermostat housing prevents the flow of cooling water
through inlet port C when the thermostat is fully closed.
The flow from the oil cooler enters bypass port B and
exits outlet port A enroute to the auxiliary water pump.
Figure 7.00-4: Intercooler
Form 10002-2
The thermostatic valve begins to open as the engine
warms up to its normal operating temperature. The
casting of the thermostat housing is such that inlet port
B becomes restricted as outlet port C starts to open.
Therefore, a smaller portion of the coolant is received
from the oil cooler, while a greater portion of the cooling
water comes from the heat transfer device (see Figure
7.00-6). Cool water passing out the heat transfer device
enters port C of the thermostat housing and combines
with hot water passing through bypass port B. The
cooling water exiting outlet port A is a blend that falls
within the normal range.
Figure 7.00-6: Auxiliary Cooling Water Temperature

Control Valve
1 - Outlet Port A (to 5 - Lip Seal

auxiliary water 6 - Thermostat
pump) Housing
2 - Thermostatic Valve 7 - Cooling Water Inlet
3 - O-Ring Port C (from heat
4 - Bypass Inlet Port B transfer device)
(from oil cooler)
Form 10002-2
SECTION 7.05
COOLING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair Since it effectively raises the boiling point of the water,
procedures, review SAFETY on page 1.05-1 and the use of ethylene glycol is also beneficial in hot
RIGGING AND LIFTING ENGINES on page 1.10-1. temperatures. Therefore, ethylene glycol treated water
is still recommended in those climates where antifreeze
COOLING SYSTEM MAINTENANCE is not normally required (see Table 7.05-1).
Table 7.05-1: Water Versus Glycol Concentration
COOLING SYSTEM ADDITIVES
PERCENT WATER / COMMENTS
Standard closed heat exchanger or radiator-cooled
GLYCOL
cooling systems operating up to 250°F (121°C) must be
treated with industrial-grade inhibited antifreeze or with Minimum Glycol for Adequate
70/30
some other effective commercial coolant treatment Antifreeze/Corrosion Protection
product. These products usually provide corrosion Best for Corrosion, Freezing and
50/50
protection by forming a film on the surfaces of the cooling Boiling Protection
system and also act as a scale suppressant by modifying
With heat exchanger cooling systems, it should be
or conditioning the dissolved scale-forming minerals. To
remembered that the circulation of ethylene glycol
work effectively, all antifreeze and water treatment
solution only protects the closed system coolant.
products require a clean system, free of dirt, oil, scale
Therefore, the heat exchanger coolant supply, as well
and rust.
as the auxiliary coolant circuit, must also be protected.
Ethylene Glycol
Propylene Glycol
The most common coolant additive is ethylene glycol.
Propylene glycol has similar cooling properties when
The required proportion normally depends on the lowest
compared to ethylene glycol. Ethylene glycol has the
ambient temperature levels from which the system must
advantage of lower viscosity than propylene glycol at
be protected. A mix of 50% water and 50% ethylene
temperatures less than 0°F (-17°C). Propylene glycol
glycol will produce the best results for freezing and
has a low toxicity, and it may be less stringently regulated
boiling protection, but coolant efficiency is reduced by
than ethylene glycol. Propylene glycol also has been
as much as 15%. Since the radiator cooling system
proven to alleviate cavitation erosion that may be
effectiveness drops by approximately 2 – 3% for each
experienced when using ethylene glycol solutions.
10% of glycol concentration, the radiator sizing for the
specified heat rejection value must be taken into account Other treatments the engine operator should consider
to accommodate this relationship. are (see Table 7.05-2):
A minimum of 30% ethylene glycol is generally
recommended for adequate antifreeze and corrosion
protection. The amount should not exceed 67% to avoid
impairing the heat transfer processes. A concentration
beyond this percentage does not tend to lower the
freezing point any further and may result in engine
damage.
Form 10002-2
Table 7.05-2: Other Cooling System Treatments • Overloaded engine
TREATMENT COMMENTS • Airbound system
Although a maximum hardness of • Insufficient air circulation
200 ppm is acceptable for initial fill • Exhaust recirculation
Deionized, Distilled or
and make-up, use only softened
Softened Water
water, where the insolubles may be Cooling System Recommendations
as low as 0.5 ppm.
1. Ensure the rise in coolant temperature does not
Sodium Nitrate Iron and steel corrosion inhibitor. exceed 10°F (5.6°C).
Molybdate Slows the growth of bacteria. 2. Maintain drop in system pressure at 8 – 15 psi (55 –
Tolyltriazole Copper corrosion inhibitor. 103 kPa). Low pressure promotes cavitation
erosion, and high pressure causes water pump seals
Synthetic Polymer Prevents hard scale buildup.
to leak.
Borax Buffer Corrects the water pH to 8.5.
3. Analyze raw water chemistry to verify water does not
General corrosion inhibitor; over contain contaminants and is not too hard. Use only
0.1% concentration is not soft water where insolubles are as low as 0.5 ppm.
recommended for industrial Hard water accelerates the formation of scale
engines. A concentration that is too
deposits.
Silicates high can cause the coolant in the
radiator to gel, resulting in solid 4. Analyze coolant chemistry every month to verify it
deposits. High silicate inhibitor contains proper inhibitor and additive
concentration is used primarily for concentrations.
high-speed aluminum engines.
5. Measure antifreeze content according to lowest
anticipated temperature; refill as needed with same
COOLING SYSTEM SPECIFICATIONS AND
brand.
RECOMMENDATIONS
6. Maintain coolant pH between 8.5 and 10.5; an acidic
Cooling System Specifications coolant with a pH of less than 7 will speed corrosion
Ensure that the temperature of the coolant leaving the of cast iron, aluminum and steel, and a pH of 11 or
engine (as indicated by the temperature gauge) does not higher will accelerate corrosion of aluminum and
exceed 220°F (104°C). solder.
7. Check cooling system level each day or consider
See Table 1.15-5 VHP 12-Cylinder Series Four Engine
installation of a coolant low-level shutdown switch.
Specifications on page 1.15-13 for the jacket water
Even if a high coolant temperature switch is
outlet temperature alarm and safety shutdown setpoints.
provided, it will not shut engine down if system runs
low on coolant.
NOTICE
8. Check cooling system for rust, sludge or other
Customer-supplied fuel shutoff type safety equipment foreign matter. Clean and flush entire cooling system
must be provided. once each year, unless evidence of corrosion or
sediment buildup demonstrates need for more
frequent changes. Use only clean, soft water.
Engine overheating, as evidenced by high jacket coolant
9. To eliminate recirculation of particles and
temperatures, may be caused by one or more of the
contaminants in cooling system, install a cleanable
following conditions:
filter (sized at approximately 10 microns) in coolant
• Restricted airflow through the radiator flow. Inspect and clean filter on a regular basis.
• Defective thermostats 10. Frequently inspect hoses and all cooling system
• Worn jacket water pump connections for cracks and leaks. Do this when
engine is operating at normal pressure.
• Excessive jacket water pump suction
11. On a radiator, check for damaged fan blades, a
• Blown head gasket
poorly fitting shroud, sticking shutters or dirt in
• Faulty temperature gauge radiator core. Repair or clean as needed.
• Low coolant level 12. Check radiator cap gasket for proper seal.
Form 10002-2
13. If a heat exchanger is used, inspect it for scale or NOTE: Always fill the engine from the bottom up to
corrosion and, when necessary, clean inside of minimize the formation of air pockets. As the engine fills,
tubes with a round, soft-wire brush. Flush with air is pushed up and out.
cleaning solvent.
14. Periodically remove intercooler and clean tubes with
a soft-wire brush or circulate a suitable cleaning
solution.
15. Consider the installation of the following cooling 1
system safety accessories:
• A high coolant temperature shutdown device
• A low coolant level shutdown device
• A coolant level sight glass
To avoid scored pistons and other serious problems, a
high coolant temperature shutdown device will stop the 4
engine if the coolant gets too hot. A low coolant level
device will shut down the engine if the coolant level drops
excessively, preventing cracked or warped cylinder
heads, exhaust manifolds and water manifolds. A sight
glass is a quick and easy method of visually checking
the coolant level.
2
JACKET COOLING CIRCUIT – INITIAL FILL 3
NOTE: The factory installed petcocks located at the

highest position of the jacket water circuit must be Figure 7.05-1: Drain Hole Location
removed. Install permanent vent lines to the surge tank.
1 - Water Header 3 - Ball Valve
Table 7.05-3: Jacket Air Bleed Petcock Locations
2 - Jacket Water Drain/ 4 - Plug
NUMBER Fill Port
COOLING
OF LOCATION
CIRCUIT
PETCOCKS ! WARNING
Jacket water pump housing
1 (front center); outlet port to left Antifreeze solution is toxic and
bank jacket water header poisonous. Always wear
Jacket
Cluster thermostat housing protective clothing when
2 (above bypass outlet ports at working with antifreeze
front) solution. Follow the safety
instructions on the container
NOTE: To facilitate draining and flushing of the engine provided by the manufacturer.
jacket water, replace one of the 3/4 in. NPT countersunk
headless pipe plugs with a customer-supplied ball valve
(see Figure 7.05-1). The ball valve must be threaded to 3. Add coolant to engine until coolant level reaches top
accept both a hose connection and pipe plug. See Table of surge tank or radiator. See Table 1.15-5 VHP 12-
7.05-3 Jacket Air Bleed Petcock Locations on page Cylinder Series Four Engine Specifications on page
7.05-3. 1.15-13 for jacket cooling circuit capacities.
1. Remove 3/4 in. NPT countersunk pipe plug from 4. Close ball valve and remove hose connection.
drain hole located just below jacket water header
2. Attach customer-supplied supply line to ball valve
and add treated cooling water to crankcase.
Form 10002-2
2. Open auxiliary water pump drain petcock.
! WARNING
3. Continue filling circuit with coolant until it flows from
auxiliary water pump drain petcock. Close petcocks
Always install a pipe plug into
when coolant begins to flow out in a solid, steady
!
the ball valve after the hose
stream. See Table 1.15-5 VHP 12-Cylinder Series
connection is removed. If the
Four Engine Specifications on page 1.15-13 for the
lever of the ball valve is
capacities of the various auxiliary cooling system
inadvertently bumped open, the
components.
absence of a plug will cause the
coolant to drain. During NOTE: Customer-supplied items and connections not
operation, loss of any coolant included. GE Waukesha-supplied items include the
may result in catastrophic auxiliary water pump, intercooler, oil cooler, and the
engine damage. Escaping engine-mounted intercooler water supply and return
steam and/or hot coolant can piping.
cause severe burns. 4. Continue filling auxiliary cooling circuit until level of
coolant reaches top of surge tank or radiator.
5. Apply Perma-Lok Heavy Duty Pipe Sealant with 5. Carefully inspect auxiliary cooling circuit for coolant
Teflon to pipe plug threads. Install plug in ball valve. leaks while the engine is running.
6. Carefully inspect jacket cooling circuit for coolant NOTICE
leaks while the engine is running.
Air in the cooling system speeds up the formation of
NOTICE rust, increases corrosion and produces hot spots
within the engine.
Air in the cooling system speeds up the formation of
rust, increases corrosion and produces hot spots Air can be drawn into the engine through small leaks
within the engine. in the jacket cooling circuit. The problem is
compounded when the void created by the loss of
Air can be drawn into the engine through small leaks
coolant is filled by more air. If aeration causes the
in the jacket cooling circuit. The problem is
coolant to foam, the probability of engine damage due
compounded when the void created by the loss of
to overheating is greatly increased.
coolant is filled by more air. If aeration causes the
COOLING CIRCUITS – AIR BLEED
Air bleeding the system is not required for those areas
AUXILIARY COOLING CIRCUIT – INITIAL on engines that have permanent vent lines installed on
FILL the jacket and auxiliary water circuits that run to a surge
tank. Air bleeding of the cooling system happens
NOTE: The factory installed petcocks located at the automatically and continuously on these engines when
highest position of the auxiliary water circuit must be operating.
removed. Install permanent vent lines to the surge tank.
See Table 7.05-4 Auxiliary Air Bleed Petcock For engines not equipped with permanent vent lines, use
Locations on page 7.05-4. the following procedure.
1. Start and run the engine for 10 minutes.
Table 7.05-4: Auxiliary Air Bleed Petcock Locations
2. Shut off the engine and allow it to cool.
NUMBER
COOLING
OF LOCATION
3. Open the petcocks/vents and allow any trapped air
CIRCUIT to escape.
PETCOCKS
Intercooler coolant inlet/outlet 4. Close the petcocks/vents when a steady stream of
2 coolant begins to run out. No further bleeding of the
bonnets (upper rear)
Auxiliary system should be required under normal operation
Wastegate coolant return tube
2 unless a cooling system component is removed,
(rear right and left bank)
disturbing the integrity of the cooling circuit.
1. From top of surge tank or radiator, add coolant to
auxiliary cooling circuit.
Form 10002-2
1. Start engine. Run engine 10 minutes to stir up rust
NOTICE or sediment.
Air can be drawn into the engine through small leaks NOTE: To facilitate draining and flushing of the engine
in the jacket water circuit. The problem is compounded jacket coolant, replace one of the 3/4 in. NPT
when the void created by the loss of coolant is filled by countersunk headless pipe plugs (just below the level of
more air. If aeration causes the coolant to foam, the the jacket water header) with a customer-supplied ball
probability of engine damage due to overheating is valve. The ball valve must be threaded to accept both a
greatly increased. hose connection and pipe plug.
! WARNING
With the engine off, any time maintenance is performed,
check the engine for evidence of coolant leakage.
Slowly loosen the air bleed
Table 7.05-5: Air Bleed Petcocks petcock to relieve any excess
pressure.
NUMBER
COOLING
OF LOCATION
CIRCUIT
PETCOCKS
Always wear protective clothing
Jacket water pump housing
1 (front center); outlet port to left
when bleeding the cooling
bank jacket water heater system on a heated engine.
Jacket
Water Cluster thermostat housing
2 (above bypass outlet ports at
front)
Intercooler coolant inlet/outlet
2 2. Verify customer-supplied ball valve is in closed
bonnets (upper rear)
Auxiliary position. Remove pipe plug and attach drain line.
Wastegate coolant return tube
2 3. Drain coolant from jacket and auxiliary cooling
(rear right and left bank)
circuits. Avoid delay; coolant should be drained
before rust and sediment can settle.
COOLING SYSTEM CIRCUITS – DRAIN
4. Open all coolant drain petcocks (see Table 7.05-6).
AND FLUSH Remove all drain plugs. Place a container beneath
Unless evidence of corrosion or sediment buildup each petcock before opening.
demonstrates the need for more frequent maintenance, 5. Close all coolant drain petcocks. Apply Perma-Lok
clean and flush both the jacket and auxiliary cooling Heavy Duty Pipe Sealant with Teflon to drain plug
circuits at least once each year. threads. Install drain plugs.
Table 7.05-6: Coolant Drain Petcocks 6. Select and inspect an internal surface that is suitable
for gauging the effectiveness of the cleaning and
NUMBER descaling solution. If necessary, insert a piece of
COOLING
OF LOCATION welding rod into the coolant passage opening to feel
CIRCUIT
PETCOCKS
for an accumulation of lime and mineral scale
4 (plugs)
Jacket water headers (front deposits.
and rear)
7. Attach the customer-supplied supply line to ball
Jacket 2 Water manifold (front and rear) valve and add clean, soft water to crankcase. Always
Water elbows (front, left and fill engine from bottom up to minimize formation of
2 air pockets. As engine fills, air is pushed up and out.
right)
4 Intercooler (rear, left and right) 8. Continue filling jacket cooling circuit until level
reaches top of surge tank or radiator.
1 Auxiliary water pump (bottom)
9. Attach customer-supplied supply line and add clean,
Auxiliary Water return pipe (pipe end at
1
crankcase vee, engine front)
soft water to surge tank or radiator of auxiliary
cooling circuit.
Oil cooler inlet and outlet pipes
2 10. Top off surge tank or radiator of jacket cooling circuit.
(engine front)
Form 10002-2
11. Continue filling auxiliary cooling circuit until level 16. Top off surge tank or radiator of jacket and auxiliary
reaches top of surge tank or radiator. cooling circuits.
12. Top off surge tank or radiator of auxiliary cooling 17. Start engine. Let it run for at least 10 minutes or until
circuit. cleaning solution is depleted.
18. To ensure contaminants remain in suspension, drain
! WARNING cooling circuits as quickly as possible.
19. Inspect internal surfaces. If results are not
Slowly loosen the air bleed
satisfactory, refill engine with cleaning solution.
petcock to relieve any excess
Repeat Steps 22 through 26 as necessary.
pressure.
20. Flush system of cleaning solution and any residual
contaminants by filling jacket and auxiliary cooling
circuits with clean, soft water. Drain immediately.
when bleeding the cooling NOTICE
system on a heated engine.
All antifreeze and water treatment products require a
clean system in order to work effectively. If
contaminants such as dirt, rust, scale, lime, grease, oil
and/or cleaning agents are not completely flushed out,
13. Start engine and let engine run about 10 minutes to they can destroy the corrosion inhibitors and scale
stir up any rust or sediment in cooling system. suppressants intended to keep freshly filled cooling
NOTE: Contaminants left in the cooling circuits will circuits clean.
reduce or deplete the effectiveness of the cleaning
solution. 21. Inspect drain water for cleanliness. Fill and flush
systems again, if necessary. Best results are
! WARNING obtained when drain water runs clear.
22. Fill jacket and auxiliary cooling circuits with coolant.
Slowly loosen the air bleed Be sure coolant has proper inhibitor and additive
petcock to relieve any excess concentrations. Bleed system of trapped air.
pressure.
NOTICE
Air can be drawn into the system through small leaks
in the cooling circuits. The problem is compounded
when bleeding the cooling
when the void created by any loss of coolant is filled
system on a heated engine.
by more air. Air in the cooling system speeds up the
formation of rust, increases corrosion and produces
hot spots within the engine. If aeration causes the
14. Stop engine. Drain crankcase and all cooling system
accessories. Drain auxiliary cooling circuit. Avoid
delay so water is completely drained while rust and
sediment are still in suspension.
15. Attach supply line and fill jacket and auxiliary cooling
circuits with a suitable cleaning solution. Use a non-
acidic, non-corrosive, biodegradable compound
that prevents the loss of metal in the engine and
avoids damage to internal gaskets and seals.
NOTE: Follow the manufacturer’s recommendations
for the proper concentration of cleaning solution and
length of cleaning time.
Form 10002-2
! WARNING AUXILIARY WATER PUMP BEARING

LUBRICATION
Always install a pipe plug in the All engines require greasing the ball bearing(s) in the
!
ball valve when the hose auxiliary water pump every 720 running hours. The
connection is removed from the pump is mounted to a bracket at the front left or right
jacket water header. If the lever corner of the oil pan. Depending on the model of the
of the ball valve is inadvertently auxiliary water pump used, the pump may have one or
bumped open, the absence of a two grease fittings. Safety guards on some engines may
plug will cause the coolant to cover access to grease fittings. In this case, an access
drain. During operation, loss of hole is provided to allow the fitting to be greased.
any coolant may result in 1. Locate grease fitting(s) on auxiliary water pump (see
catastrophic engine damage. Figure 7.05-3).
Escaping steam and/or hot
coolant can cause severe burns.
23. Carefully inspect jacket and auxiliary cooling circuits

for leaks.
IDLER PULLEY BEARING LUBRICATION
Figure 7.05-3: Grease Fitting Locations
NOTICE
2
Do not overgrease the water pump bearings.
Overgreasing causes high bearing temperatures that
shorten bearing service life.
Figure 7.05-2: Water Pump Idler Pulley Bearing 2. Using a hand-held grease gun, apply two or three
strokes of Lithoplex Grease No. 2 into grease fittings
1 - Coolant Drain 2 - Grease Fitting (see Figure 7.05-3).
Petcock
All engines require greasing the ball bearing in the jacket
water pump idler pulley bracket every 720 running hours.
1. On right-side safety guard assembly, locate idler
pulley grease fitting (see Figure 7.05-2).
NOTICE
Do not overgrease the idler pulley bearing.
Overgreasing causes high bearing temperatures that
shorten bearing service life.
2. Using a hand-held grease gun, apply one stroke of

Lithoplex Grease No. 2 into grease fitting.
Form 10002-2
GREASE RECOMMENDATIONS NOTICE

A Lithium complex-type grease is now recommended
over the Lithium soap-based grease because of its Belts are matched and tied in sets. Always replace the
ability to resist water. Lithium complex-type grease also drive belts in sets. Never replace just one drive belt
provides superior rust protection qualities (especially even if only one belt is worn. Since the older belts are
steel surfaces), as well as its thermal and mechanical stretched during hours of engine operation, the
stability at high operating temperatures. The Lithium circumference of new belts is slightly smaller. A
complex grease has a continuous operating difference in belt size will cause the new belt to carry
temperature of approximately 350°F (177°C), whereas the full load, resulting in rapid belt failure and possible
the Lithium soap-based grease has an upper operating damage to driven equipment.
temperature limit of approximately 225°F (107°C).
4. Loosen pivot bolt located on idler pulley bracket (see
Figure 7.05-4). Loosen slotted lock bolt. Belt tension
is released as idler pulley bracket rotates.
REPLACEMENT
Check the tension and condition of the jacket water
pump drive belts periodically as specified. Replace the 1
drive belts as specified or more often if necessary. See
MAINTENANCE SCHEDULE on page 13.00-1 for
belt inspection and replacement interval information.
! WARNING 2
Always install the safety guards

after completing any service
operation. Never operate the
engine with the safety guards
removed.
4 3
1. Remove front safety guard.
NOTICE Figure 7.05-4: Idler Pulley Bracket Bolts
Verify that the pulley sheaves are clean and 1 - Jacket Water Pump 3 - Slotted Lock Bolt
completely free of grease, oil and dirt. An 2 - Pivot Bolt 4 - Idler Pulley Bracket
accumulation of dirt in the sheave grooves impairs 5. Slip drive belts off jacket water pump and idler
traction and accelerates belt wear. pulleys. Remove belts from rear crankshaft pulley
and discard.
2. Verify pulley sheaves are clean and completely free
6. Place new drive belt in rear groove of rear crankshaft
of grease, oil, dirt and grit.
pulley (rear groove is closest to gear cover). Slip belt
3. Inspect drive belts for fraying, cracks or wear. Belts into rear groove of water pump pulley.
must not be glazed, split, peeled or greasy. Replace
7. Place new drive belt into second-last groove of rear
as necessary.
crankshaft and jacket water pump pulleys.
8. Rotate idler pulley bracket clockwise to seat both
water pump drive belts into pulley grooves.
9. See JACKET WATER PUMP DRIVE BELT
TENSION PROCEDURE on page 7.05-9 to
adjust belts.
Form 10002-2
! WARNING ! WARNING
Always install the safety guards Always install the safety guards
after completing any service after completing any service
operation. Never operate the operation. Never operate the
engine with the safety guards engine with the safety guards
removed. removed.
10. Install safety guards.

TENSION PROCEDURE
Check the tension and condition of the jacket water
pump drive belts periodically as specified. Replace the
drive belts as specified or more often if necessary. See
Form 10002-2
Figure 7.05-5: Jacket Water Pump Drive Belt
Form 10002-2
2
4
3
Figure 7.05-6: Checking Belt Tension
1 - Front Drive Belt 3 - Large O-Ring

2 - Second Drive Belt 4 - Small O-Ring
1. Remove safety guard.
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using V-belt tension tool, check the drive belt

tension.
a. Measure belt tension at the midway point of the
Figure 7.05-7: Position Small O-Ring
longest span (see Figure 7.05-5).
d. Measure the belt tension. Place the belt tension
b. Set the bottom of the large span O-ring (see
tool squarely on the front drive belt at the midway
Figure 7.05-5) to the span listed in Table 7.05-7.
point indicated in figure. Apply pressure until the
bottom of the large span O-ring is even with the
NOTICE
top of the second belt.
Tension of the drive belts is the same for a new and e. Read the force (see Figure 7.05-8). The force is
used belt. indicated by the position of the bottom of the
small O-ring on the deflection force scale. The
Table 7.05-7: Jacket Water Pump Drive Belt Tension
force should be within the range list in Table
7.05-7.
Belt
Span Force
Deflection*
20 in. 9 – 13 lbf 5/16 in.
(50.8 cm) (40 – 58 N) (7.9 mm)
* Belt deflection measurement is for reference only.
c. Slide the small O-ring against the belt tension

tool’s housing (see Figure 7.05-7).
Form 10002-2
NOTICE
Belts that are too tight result in excessive stretching
and overheating. Too much tension may also damage
drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
water pump bearings.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may
Figure 7.05-8: Determine Drive Belt Force also be sufficient to cause unnecessary wear of the
f. Check the tension on the remaining drive belts pulley grooves.
in the same manner.
3. If belt tension adjustment is necessary, loosen pivot 4. To adjust belt tension, insert a pry bar between upper
capscrew and slotted lock capscrew (see Figure edge of idler pulley bracket and leverage pad located
7.05-9). Belt tension is released as idler pulley on left side of water pump (see Figure 7.05-10). To
bracket rotates upward in a counterclockwise tighten drive belts, use leverage pad as a pivot and
direction. push up on pry bar to move idler pulley bracket
downward.
1
2
1
5
2
3
3
4
Figure 7.05-10: Jacket Water Pump Drive Belt Tension
1 - Idler Pulley Bracket 3 - Pry Bar

2 - Leverage Pad
Figure 7.05-9: Jacket Water Pump Drive Belt Tensioning
5. While holding the pry bar in down position, check the
1 - Water Pump Pulley 4 - Idler Pulley Bracket tension of the drive belts using the tool.
2 - Pivot Bolt 5 - Idler Pulley 6. Tighten slotted lock capscrew on idler pulley bracket
3 - Slotted Lock Bolt when proper belt tension is obtained. Tighten pivot
capscrew.
7. Inspect belts for proper seating. V-belts should ride
on sides of pulley sheaves, not on bottom of groove.
8. Verify the tension on the remaining drive belts.
Form 10002-2
4. If replacement is necessary, back the upper thin hex
! WARNING
locknut on the threaded rod away from the adjusting
lever (see Figure 7.05-11). The pivot point of the idler
Always install the safety guards lever follows the adjusting lever. Movement of the
after completing any service idler pulley releases drive belt tension.
removed. 2 3
9. Install safety guards.

1
AUXILIARY WATER PUMP DRIVE BELT 11
REPLACEMENT
Check the tension and condition of the auxiliary water
pump drive belts periodically as specified. Replace the 6
drive belts as specified or more often if necessary. See 4
! WARNING 10
Always install the safety guards 9 5

removed. 8
1. Remove safety guard. 7

6
NOTICE
Figure 7.05-11: Adjusting / Idler Lever Assembly
An accumulation of dirt in the sheave grooves impairs
traction and accelerates belt wear. 1 - Threaded Rod 7 - Plain Washer
2 - Idler Lever 8 - Thin Hex Locknut
2. Verify that the pulley sheaves are clean and 3 - Capscrew 9 - Pivot Rod
completely free of grease, oil, dirt and grit. 4 - Lock Washer 10 - Spacer
3. Inspect the drive belts for fraying, cracks or wear. 5 - Stud Anchor 11 - Adjusting Lever
Belts must not be glazed, split, peeled or greasy. 6 - Elastic Stop
Replace as necessary. Locknut
5. Remove drive belts from auxiliary water pump and
idler pulleys (see Figure 7.05-12). Remove belts
from rear crank shaft pulley and discard.
Form 10002-2
8. To tighten drive belts, thread upper thin hex locknut
toward adjusting lever. Pivot point of idler lever
follows adjusting lever in a clockwise direction.
Upward movement of idler pulley increases drive
belt tension.
9. See AUXILIARY WATER PUMP DRIVE BELT
TENSION PROCEDURE on page 7.05-14 to
adjust belts.
! WARNING

removed.
Figure 7.05-12: Auxiliary Pump Drive Belt
NOTICE 10. Install safety guards.
Belts are matched and tied in sets of two. Always AUXILIARY WATER PUMP DRIVE BELT
replace the drive belts in pairs. Never replace just one
drive belt even if only one belt is worn. Since the older
TENSION PROCEDURE
belts are stretched during hours of engine operation,
! WARNING
the circumference of new belts is slightly smaller. A
difference in belt size will cause the new belt to carry
the full load, resulting in rapid belt failure and possible Always install the safety guards
damage to driven equipment. after completing any service
6. Inspect condition of new auxiliary water pump drive engine with the safety guards
belts. removed.
7. Place new drive belts in rear groove of rear

crankshaft pulley (directly in front of first jacket water
pump drive belt) (see Figure 7.05-12). Slip belts into
grooves of both auxiliary water pump and idler lever
pulleys.
Form 10002-2
Figure 7.05-13: Auxiliary Water Pump Drive Belt
Form 10002-2
2
4
3
Figure 7.05-14: Checking Belt Tension

1. Remove safety guard.
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using a V-belt tension tool, check the drive belt

tension.
d. Measure the belt tension. Place the belt tension
tool squarely on the front drive belt at the midway
Figure 7.05-14) to the span listed in Table
7.05-8.
bottom of the large span O-ring is even with the
NOTICE
e. Read the force (see Figure 7.05-16). The force
Tension of the drive belts is the same for a new and is indicated by the position of the bottom of the
used belt. small O-ring on the deflection force scale. The
force should be within the range list in
Table 7.05-8: Auxiliary Water Pump Drive Belt
Tension
Belt
Span Force
Deflection*
25 in. 4.5 – 6.5 lbf 3/8 in.
(63.5 cm) (20 – 29 N) (9.5 mm)

Form 10002-2
9. When correct tension is obtained, thread elastic stop
locknut onto upper end of threaded rod toward
adjusting lever. Be sure locknuts (thin hex and
elastic stop) on each side of adjusting lever are
properly tightened.
! WARNING

Figure 7.05-16: Determine Drive Belt Force
f. Check the tension on the remaining drive belts removed.
in the same manner.
3. To loosen drive belts, back upper thin hex locknut on
threaded rod away from adjusting lever. Pivot point 10. Install safety guards.
of idler lever follows adjusting lever in a
counterclockwise direction. Downward movement
of idler pulley releases drive belt tension.
JACKET / AUXILIARY WATER PUMP
INSPECTION
4. When correct tension is obtained, thread 3/8 in.
elastic stop lock on upper end of threaded rod toward JACKET WATER PUMP INSPECTION
adjusting lever. Be sure locknuts (thin hex and
elastic stop) on each side of adjusting lever are 1. Remove safety guard.
properly tightened. 2. Inspect “weep hole” in casting located below water
5. Inspect belts for proper seating. V-belts should ride pump pulley (see Figure 7.05-17). The “weep hole”
on sides of pulley sheaves, not on bottom of groove. drains any coolant that leaks past the ceramic water
pump seal.
6. Because of initial stretching, recheck belt tension
after 10 minutes run time. Check belt tension again NOTICE
after first 30 minutes run time and then every 250
hours thereafter. The presence of coolant at the “weep hole” indicates
that the jacket water pump must be rebuilt. A defective
NOTICE water pump seal results in coolant loss and
contamination of the inner ball bearing grease.
drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
water pump bearings.
also be sufficient to cause unnecessary wear of the
pulley grooves.
7. To tighten drive belts, back elastic stop locknut on

upper end of threaded rod away from adjusting lever.
Use a 3/8 in. deep well socket for best results.
8. Thread upper thin hex locknut toward adjusting
lever. Pivot point of idler lever follows adjusting lever
in a clockwise direction. Upward movement of idler
pulley increases drive belt tension.
Form 10002-2
AUXILIARY WATER PUMP INSPECTION
The auxiliary water pump should be visually checked for
leaks at shaft seal and housing seal locations (see
Figure 7.05-18).
Figure 7.05-17: Jacket Water Pump “Weep Hole” – Water

Pump Shown Removed Figure 7.05-18: Auxiliary Water Pump Inspection
3. Notify a GE Waukesha certified technician if any
1 - Shaft Seal Area 2 - Housing Mating
coolant leakage at the “weep hole” is observed.
Surfaces
! WARNING

removed.
4. Install safety guard.
Form 10002-2
LUBRICATION SYSTEM
SECTION 8.00
LUBRICATION SYSTEM DESCRIPTION
LUBRICATION SYSTEM COMPONENT Oil supply tubes are tapped off the internal oil passage
DESCRIPTION leading to the front main bearing, and supply a
continuous spray of oil to the gear train. The lube oil hole
The lubrication system consists of the following in the lower front main bearing allows pressurized oil to
components: flow down a drilled passageway in the main bearing cap
• Oil Pan and Pickup Screen to lubricate the oil pump idler gear spindle.
• Oil Pump Internal passages in the crankcase casting also direct
• Oil Cooler the flow of pressurized oil to the camshaft bearing
saddles to provide lubrication of the main camshaft
• Temperature Control Valve bearings (bushings). Oil flows through holes in the
• Pressure Regulating Valve camshaft bearing caps and down passageways in the
• Full-Flow Oil Filters cam follower housing. Oil lubricates the cam followers
and camshaft lobes, after which it drops back to the oil
• Filter Relief Valve pan.
PRELUBE SYSTEM COMPONENTS An external oil supply line off the main oil header carries
oil to a separate external rocker arm oil header. Supply
• Prelube Pump/Motor
tubes from the rocker arm oil header direct the flow of oil
• Pilot-Operated Prelube Valve to the rocker arm assemblies and valves.
• Inline Lubricator Excess oil drains down a cored passage in the cylinder
head and runs down the outside of the pushrod tubes to
INTERNAL OIL CONTROL
a drainage passage in the cam follower guides. The
The main oil header is an integral part of the crankcase passage directs the flow of oil to a drain hole in the cam
casting (see Figure 8.00-1). Internal passages in the follower housing, where it flows back to the oil pan via
crankcase direct the flow of pressurized oil to the main the camshaft recess.
bearings via drillings in the main bearing saddles.
The flow of pressurized oil through the fixed valve
The flow of oil passes from the main bearing journals into adjusting screws of the rocker arm assemblies also
the T-drilled crankshaft and then up through drilled supplies oil to the cam followers, where the excess oil
passages in the connecting rods. After lubricating the joins the flow from the cored passage in the cylinder
connecting rod bearing, piston pin bushing and piston head.
pin, the pressurized oil passes through an opening in the
The flow of pressurized oil through the external system
top of the rod. The oil spray exiting the rod cools the
is depicted in Figure 8.00-2.
underside of the piston crown and drains back to the oil
pan. The turbochargers receive oil from the main oil header
via an externally mounted oil supply line. A drain line
connected to the valve lifter housing returns the oil to the
pan after lubrication of the turbocharger bearings.
Form 10002-2
To ensure quick lubrication of the rocker arm assemblies
and turbochargers at start-up, each external supply line
is provided with a check valve to keep the oil from
draining back into the oil pan when the engine is shut
down. The check valves also prevent excessive
lubrication of the rocker arm assemblies, valves and
turbochargers during continuous or intermittent prelube.
1 4
2 5
6
8 5
8
9
10
11
15
12
14
13
Figure 8.00-1: Internal Oil Flow System
1 - Cylinder Head 9 - Check Valve

2 - Rocker Arm Oil Header 10 - Spray Nozzle(s)
3 - Cored Passage 11 - Gear Train
4 - Pushrod Tube 12 - Front Main Bearing Cap
5 - To Sump 13 - Main Bearing
6 - Camshaft 14 - Crankshaft
7 - Turbocharger 15 - Internal Oil Header
8 - Magnetic Plug
Form 10002-2
1 4
3
8
5
10
6
A
C B
Figure 8.00-2: External Oil System Schematic
1 - Engine 6 - Temperature Control Valve

2 - Engine Oil Pump 7 - Oil Cooler
3 - Oil Pump Relief Valve 8 - Prelube Pump
4 - Oil Pump Discharge Housing 9 - Oil Filter
5 - Check Valve 10 - Oil Pressure Control Valve (adjust in field at
operating temperature)
Form 10002-2
OIL PAN AND PICKUP OIL PUMP
The bottom of the crankcase is enclosed by the oil pan. The gear-driven oil pump is externally mounted. On VHP
The oil pump draws oil from the lowest point in the oil pan Series Four engines, the oil pump is located on the front
and delivers it to the oil cooler. The box-shaped oil of the engine, below the crankshaft (see Figure 8.00-4).
pickup screen prevents foreign material in the oil pan The oil pump has a pressure relief valve preset at the
from entering the oil circuit. factory to 75 psi (517 kPa). This relief valve protects the
oil pump from high initial oil pressures at start-up prior to
the engine oil reaching normal operating temperatures.
Figure 8.00-3: Oil Pickup
Figure 8.00-4: Engine Oil Pump (Guards Removed for

Clarity)
OIL COOLER
The oil cooler (see Figure 8.00-5) is a tube and baffle
type assembly. The auxiliary water pump circulates
coolant through the oil cooler tube bundle. The oil
circulates around the tube bundle. Heat from the oil
passes through the tubes to the coolant, which then
carries it to a heat transfer device for dissipation.
Figure 8.00-5: Oil Cooler
Form 10002-2
The auxiliary water thermostat is enclosed in a housing When the oil cooler inlet port thermostat (lead) starts to
mounted at the auxiliary water pump outlet as part of the open, the flow of oil from the oil cooler is enabled. This
system to maintain proper oil temperature (see Figure supply mixes with the flow from the bypass port to
8.00-6). provide a blend of hot and cool oil. When the oil
temperature rises 5°F (2.8°C) above the “Start to Open”
rating of the lead thermostat, the bypass inlet port
thermostat begins to open. Opening of the thermostat
restricts the bypass inlet port passage, thereby allowing
a greater portion of the oil supply to come from the oil
cooler. The result of this type of operation is rapid
warmup when the thermostatic valves are fully closed
and efficient cooling once the valves open.
OIL FILTERS AND HOUSING

The oil filter housing is mounted on the gear housing,
below the oil cooler. The filtering system consists of five
filter cartridges (see Figure 8.00-8).
Figure 8.00-6: Auxiliary Water Thermostat
TEMPERATURE CONTROL VALVE 1

The oil temperature control is maintained by the
thermostat housing, which contains two thermostatic
valves (see Figure 8.00-7).
2
1 Figure 8.00-8: Oil Filters and Housing
1 - Filter Cartridges 2 - Sight Glass

2
The oil filters are “full-flow” type. The filter cartridge
contains a bypass valve that prevents the loss of oil
circulation due to a dirty filter.
The sight glass allows for inspection to ensure that the
filters and base have been drained during filter changes
3
4
Figure 8.00-7: Oil Temperature Control Valves
1 - Seals 3 - Lead Thermostat

2 - Cover Plates 4 - Secondary
Thermostat
Form 10002-2
PRESSURE REGULATING VALVE CENTRIFUGAL OIL FILTER CLEANABLE OIL
FILTERING SYSTEM
The pressure regulating valve maintains the engine oil
pressure within the proper operating range regardless of The centrifugal oil filter system consists of a centrifuge
engine speed or oil temperature. This pressure range is installed as a bypass system, working in conjunction with
preset at the factory. The pressure regulating valve is the filter elements. The centrifuge is driven by the
mounted in the gear housing at the oil cooler outlet (see engine’s oil pressure. The spinning action of the
Figure 8.00-9). When the oil pressure exceeds the centrifuge’s internal turbine assembly develops a force
setting of the valve spring, an orifice opens to return that exceeds 2,000 G’s, which compacts the
excess oil to the oil pan. Oil not returned to the pan contaminants against the turbine’s housing. The
passes to the full-flow oil filter. centrifuge will remove oil-contaminating particles as
small as 0.5 microns. See LUBRICATION SYSTEM
MAINTENANCE on page 8.05-1 for information.
Figure 8.00-9: Pressure Regulating Valve

NOTE: Adjust the pressure regulating valve to maintain
an oil header pressure of 50 – 60 psi (346 – 414 kPa) with
the oil pressure stabilized at normal operating
temperature and the engine fully loaded.
Figure 8.00-11: Centrifugal Oil Filter
3 PRELUBE OPERATION
2 NOTICE
1
Oil drains back into the oil sump after engine
shutdown, leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to turn before the
oil pump begins to circulate oil, “dry” starts result in
bearing damage and an accelerated wear rate.
4
The ESM2 system manages the start, stop and
emergency stop sequences of the engine including pre-
Figure 8.00-10: Pressure Regulating Valve and post-lube.
1 - Adjusting Screw 3 - Sleeve
2 - Spring 4 - Stop Nut
Form 10002-2
PRELUBE PUMP / MOTOR
! WARNING
If the prelube oil pressure

reaches or exceeds 5 psi (35
kPa) during continuous or
intermittent prelube, oil flows
through the supply line check
valve into the turbocharger
housings. Start-up of the engine
may blow accumulated oil into 2
the intake manifold and 1
carburetor, resulting in oily
deposits that gum up internal
surfaces. On the turbine side, oil Figure 8.00-12: Prelube Motor / Pump Assembly
leakage around the turbine
housing poses a potential fire 1 - Prelube Pump 2 - Prelube Motor
hazard.
NOTICE
Excessive oiling of the rocker arm assemblies can
! CAUTION cause oil to leak past the valve stem seals resulting in
the formation of carbon deposits in the combustion
If high-pressure gas is used to chamber. A buildup of oily deposits on the valve
drive the air/gas prelube pump guides and stems can lead to stuck valves.
motor, be sure to vent the motor
exhaust outside if the engine is
indoors. 1. An air/gas driven prelube pump motor is standard in
continuous duty applications where high pressure
air or gas is available. To prelube the engine, hold
down the prelube pushbutton on the instrument
NOTICE panel for a full 30 seconds before each engine start.
Oil drains back into the oil sump after engine Additional prelubing is required if a positive
shutdown, leaving a minimal amount of oil at key wear indication is not seen on the panel-mounted oil
points. Since the crankshaft starts to turn before the pressure gauge.
oil pump begins to circulate oil, “dry” starts result in 2. In standby applications, the prelube pump is driven
bearing damage, and accelerated wear rate. by an electric motor, usually for the purpose of
remote starting. Run the prelube system
continuously when the engine is not running.
The function of the prelube system is to purge the Continuous prelubing may also be required in cold
lubrication system of air and to ensure that all moving weather applications where oil heating elements are
parts are properly lubricated before the engine is started used.
3. In intermittent and peak shaving applications, the
prelube pump is driven by an electric motor run
intermittently. A timing device is used to
automatically start and stop the prelube motor. Set
the timer to activate the prelube system for a full 5
minutes every hour that the engine is not running.
Form 10002-2
PRELUBE VALVE
The prelube valve opens to admit air/gas from a branch 1
of the main air/gas supply line, which turns the prelube
pump air motor to activate the prelube pump (see Figure
8.00-13).
2 Figure 8.00-14: Inline Lubricator
1 - Air/Gas Vent 2 - Inline Lubricator

(customer
connection)
NOTICE
Figure 8.00-13: Prelube Valve
The lubricator is intended for systems using dry, clean
1 - Prelube Valve 2 - Mounting Bracket
natural gas. Any appreciable amount of hydrogen
sulfide (H2S), particularly when combined with
INLINE LUBRICATOR moisture, will cause corrosion and adversely affect the
lubricator and its operation.
! WARNING
The maximum operating temperature of the lubricator
is 175°F (79°C).
If high-pressure gas is used to
drive the air/gas prelube pump From the point of use, some oil mist may escape into
motor, be sure to vent the motor the surrounding atmosphere. Users are referred to
exhaust to a safe area in OSHA safety and health standards for limiting oil mist
conformance with all applicable contamination and use of protecting equipment.
codes.
The inline lubricator injects oil into a stream of

compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 8.00-14). The air/gas
starting system also has a lubrication reservoir. See
STARTING SYSTEM MAINTENANCE on page 11.05-
1 for information.
Form 10002-2
OIL LEVEL REGULATOR (OPTIONAL) OIL COOLER AND OIL FILTER

The regulator is mounted on the left lower side of the INSTALLATION
engine (see Figure 8.00-15). The regulator maintains the All piping connections to and from engine and between
engine crankcase oil at the correct level. Makeup oil from lubrication system accessories are supplied by the
an elevated tank is supplied at the regulator inlet. customer. Place oil filter and oil cooler assemblies as
close to engine as possible. If they must be over 8 ft (2.4
m) away, use a pipe one size larger than the 2 in. (51
mm) requirement. Do not use street elbows or fittings
with a reduced inside diameter. Oil filter and oil cooler
assemblies must be isolated from engine by flexible
connections. Use only positive (flanged, threaded, or
welded) connections. Both flexible connections and
fittings must be capable of withstanding 125 psi (862
kPa) at 250°F (121°C).
Verify lines between engine, oil filter, and oil cooler
assemblies are clean and free from scale.
PRELUBE SYSTEM COMPONENT

DESCRIPTION
• Prelube Pump/Motor
Figure 8.00-15: Oil Level Regulator
• In-line Lubricator
NOTE: The regulator should be adjusted so that when • Prelube Pushbutton Valve
the engine oil is at the proper level, the regulator sight
glass is full to the midpoint. • Pilot-Operated Prelube Valve
• Oil Pressure Gauge (customer-supplied)
NOTICE
PRELUBE PUMP AND MOTOR
To prevent the regulator from malfunctioning, the inlet
The function of the prelube pump/motor is to purge the
screen to the regulator should be cleaned regularly.
lubrication system of air and to ensure that all moving
parts are properly lubricated before the engine is started.
If the oil level should drop for any reason, the float will The prelube pump and motor (see Figure 8.00-16)
also drop, opening the float valve and allowing makeup circulate the oil through the engine. The ESM2 system
oil to be added to the crankcase. A contact is available manages the start, stop and emergency stop sequences
for a customer-supplied low oil warning or shutdown of the engine including pre- and post-lube. Logic to start
system. and stop the engine is built into the ECU, but the
customer supplies the user interface (control panel
buttons, switches, touch screen) to the ESM2 system.
Form 10002-2
1 compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 8.00-18).
1 2
3
7
2
3
4
Figure 8.00-16: Prelube Pump and Motor
1 - Inline Lubricator 3 - Prelube Pump 6

2 - Prelube Motor 5
INLINE LUBRICATOR Figure 8.00-18: Prelube Motor / Pump Assembly

The inline lubricator (see Figure 8.00-17) provides the 1 - Mounting Bracket 5 - Prelube Motor
prelube motor with lubrication during the starting 2 - Air/Gas Inlet 6 - To Oil Pump
sequence. 3 - Inline Lubricator 7 - Prelube Pump
4 - Air/Gas Vent
(customer
connection)
PILOT-OPERATED PRELUBE VALVE

The pilot-operated prelube valve opens to admit air from
a branch of the main air/gas supply line, which turns the
prelube pump air motor to activate the prelube pump
Figure 8.00-17: Inline Lubricator
Form 10002-2
2
1
3
11
4
12
7
6
13 5
14 3
10
9 8
Figure 8.00-19: Pilot-Operated Prelube Valve Connections
1 -
Branch of Main Air/Gas Supply 8 - Prelube Motor Bracket
2 -
Pilot Air/Gas Supply (from prelube pushbutton valve) 9 - Tube Clip (to gear housing)
3 -
Union Elbow Tube Fitting 10 - Tube Brace (to left bank lifting eye mounting pad)
4 -
Tube Clips to Left Bank Exhaust Manifold Sections 11 - Bulkhead
(cylinders No. 6, No. 3, and No. 1) 12 - Vee-Mounted Prelube Tube
5 - Inline Lubricator 13 - Air Valve Bracket
6 - Prelube Motor (front left) 14 - Pilot-Operated Prelube Valve (rear right)
7 - Air/Gas Exhaust (customer connection)
Form 10002-2
Form 10002-2
SECTION 8.05
LUBRICATION SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1 and
1
RIGGING AND LIFTING ENGINES on page 1.10-1.
OIL FILL – INITIAL PROCEDURE

The oil capacities listed in Table 1.15-5 VHP 12-Cylinder
Series Four Engine Specifications on page 1.15-13
represent approximate amounts. Use the initial fill to
determine the actual amount of oil required.
NOTICE 2
The oil piping must be purged of all slag and debris

before the engine is started. Before proceeding with
the oil fill procedure, see the purging instructions in this
Figure 8.05-1: Oil Filler Pipe
section.
1 - Oil Filler Pipe 2 - Oil Filler Pipe
Bracket
1. Remove oil filler pipe cap located at the lower rear
left side of engine (see Figure 8.05-1).
2. Install makeup line and add oil. Periodically remove
dipstick and take note of reading.
3. Continue to add oil until level reaches FULL mark on
dipstick (see Figure 8.05-2).
4. Stop adding oil and start prelube pump. Prelube Figure 8.05-2: Dipstick O-Ring
pump must be run to fill oil lines, oil cooler and full-
flow oil filters. It also ensures bearings, 6. Install oil filler cap, start engine and allow oil to warm
turbochargers and other moving parts of engine are up to its normal operating temperature. Shut engine
properly lubricated. down and allow oil to drain back into pan. Check
dipstick and add oil to oil pan until level returns to
5. Run prelube pump until pressure is indicated on oil FULL mark.
pressure gauge. Stop prelube pump and allow oil to
drain back into crankcase. Check dipstick and add 7. Check crankcase oil level daily before engine is
oil to oil pan until level returns to FULL mark. started. Blade of dipstick is marked LOW and FULL.
Always maintain oil level at FULL mark. Both marks
on dipstick are “static lines.” The dipstick does not
indicate oil level with engine running.
8. See PRELUBE Y-STRAINER on page 8.05-7
and adjust oil pressure.
Form 10002-2
CRANKCASE OIL LEVEL CHECKING To change oil, drain oil pan, oil cooler, full-flow oil filter
and oil strainer proceed as follows:
Check the crankcase oil level daily. For convenience, a
dipstick is located on both the right and left sides of the NOTE: Drain oil when warm for best results.
oil pan (see Figure 8.05-2). The blade of the dipstick is 1. Oil Pan
marked LOW and FULL. Always maintain the oil level at
• Remove 2 in. square-head drain plug. For
the FULL mark. Both marks on the dipstick are “static
convenience, two drain plugs are provided, one at
lines.” The dipstick does not indicate oil level with engine
each end of the oil pan. Retain an oil sample for oil
running.
analysis. Install drain plugs after oil has drained.
When checking the oil level, carefully examine the
NOTE: Installation of a customer-supplied ball valve
condition of the oil on the dipstick. Replace the oil any
and pump facilitates draining of the oil pan.
time it appears diluted, thickened by sludge or otherwise
deteriorated. The useful life of the oil depends on a 2. Oil Cooler
number of factors, which include the engine load, a. Remove drain plug at bottom of oil cooler shell
temperature, fuel quality, atmospheric dirt, moisture and midway between inlet and rear bonnets. Install
the level of maintenance. If oil performance problems drain plug after oil has drained.
arise, consult your oil supplier.
b. Open the drain petcocks in oil cooler tubing.
Always pay close attention to engine operating Close the petcocks after oil had drained.
temperatures. If engine jacket water and oil 3. Oil Filter
temperatures are maintained according to engine
specifications, particularly during periods of light-load • Open drain valve under filter housing to drain oil
operation, the problems resulting from condensation of (see Figure 8.05-3). Remove filter elements from
corrosive vapors in the crankcase can be minimized. housing.
When using an engine oil for which there is no previous

operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well-
monitored maintenance program also should be
established for the first year of usage, and the
performance of the engine should be carefully observed
against all external operating conditions. This procedure
will help to determine if the selected oil is really suitable
for your particular operation.
NOTE: If any questions arise with regard to the
foregoing information, call the GE Waukesha Product
Support or Sales Engineering Department. 2
OIL CHANGE 1
! WARNING Figure 8.05-3: Drain Valve
Allow oil to cool prior to working 1 - Drain Valve 2 - Sight Glass

on lube oil system components. NOTE: Extender Series engine full-flow filters are self-
Hot oil can cause severe burns. draining.
4. When oil has drained, ensure all drain plugs are
reinstalled.
Wear protective equipment and
5. See OIL PAN MAINTENANCE on page 8.05-3
use caution while working on
and clean oil pan.
lube oil system components.
6. See OIL FILL – INITIAL PROCEDURE on page 8.05-
1 and fill engine with clean oil (see Table 1.15-5 VHP
12-Cylinder Series Four Engine Specifications on
page 1.15-13).
Form 10002-2
7. See OIL FILTER REPLACEMENT on page 8.05-
4 and bleed trapped air from oil system.
OIL PAN MAINTENANCE
1
2
5
6
3
7
4
Figure 8.05-4: Oil Pan Door Assembly
1 - Nut 5 - O-Ring
2 - Clamp 6 - Washer
3 - O-Ring 7 - Capscrew
4 - Door
3. A small pool of oil about 3/4 in. (19 mm) deep will
! WARNING
normally accumulate on each end of the oil pan
where the casting is recessed. Only a thin film will
Allow oil to cool prior to working cover the other internal surfaces. Using absorbent
on lube oil system components. cloths, wipe oil pan clean. Thoroughly clean channel
Hot oil can cause severe burns. that connects both recessed areas.
4. Install oil pan doors. Position each door with rear
clamp 45° from vertical position. Insert clamp into oil
Wear protective equipment and pan access hole. Holding door against face of
use caution while working on access hole, rotate door until clamp is in horizontal
lube oil system components. position and tighten door clamp capscrew to
specifications. See Lubrication System in Table
5. See OIL CHANGE on page 8.05-2 and refill engine
NOTE: Since it is necessary to drain the oil pan and oil with proper quantity and grade of oil (see Table
system accessories, schedule the cleaning during a 1.15-5 VHP 12-Cylinder Series Four Engine
regular oil change interval. Specifications on page 1.15-13).
NOTE: Drain oil when warm.
1. Drain oil pan, oil cooler, full-flow oil filter and oil
strainer.
2. Loosen oil pan door clamp capscrews (see Figure
8.05-4). Rotate assembly about 45° to remove door
from access hole.
Form 10002-2
OIL COOLER 3. If drills are used to open up tubes that are completely
plugged, use extreme caution to avoid drilling into
! WARNING the wall of the tube.
4. Use only cold fluid for pressure-testing. Hydraulic
Allow oil to cool prior to working pressure may be used to locate split tubes or leaking
on lube oil system components. tubesheet joints. Test rings are required on
Hot oil can cause severe burns. removable tube bundles in order to locate leaks.
5. Use a suitable roller-type tube expander to tighten
loose tube joints. Do not roll tubes that are not
Wear protective equipment and leaking, otherwise the tube wall will be unnecessarily
use caution while working on thinned.
lube oil system components. 6. Do not blow steam through individual tubes;
localized overheating can result in expansion strain.
7. Fractured tubes or those that cannot be sealed on
the ends may be plugged, although some cooling
performance will be lost.
NOTE: Inspect the oil cooler regularly. Plugged tubes
NOTE: Schedule the oil cooler cleaning during a
or scale deposits inhibit the flow of coolant which
regular oil change interval, since it is necessary to drain
reduces oil cooling effectiveness. Clean the oil cooler if
the oil pan and oil system accessories.
an increase in oil temperature cannot be traced to a
malfunctioning auxiliary water pump, loose belts, a faulty
thermostat or excessive engine load. OIL FILTER
The tube bundle assembly fits inside the outer shell of ! WARNING
the oil cooler. The tubes are water passageways
secured to a fixed tubesheet at the inlet bonnet end. The
Allow oil to cool prior to working
tubesheet is held in place between the inlet bonnet and
on lube oil system components.
a protruding flange on the oil cooler shell at the inlet
Hot oil can cause severe burns.
bonnet end. The opposite end of the tube bundle is held
in place by pressure between the rear bonnet and the
packing seals, which encircle the rear tubesheet.
1. Protect all gasket and seal surfaces. Wear protective equipment and
2. Clean the oil cooler by either mechanical or chemical lube oil system components.
means. The selected method largely depends upon
the type of deposit and the materials available. Any
of the following methods may be considered:
a. Backflushing.
b. Circulate hot wash oil or light distillate to remove Oil filters should be replaced whenever the oil is changed
sludge or other soft deposits. and may often require more frequent replacement.
c. Circulate hot, fresh water to remove soft salt When the filter is new, the drop in oil pressure through
deposits. the filter is about 2 – 3 psi (14 – 21 kPa) under normal
d. Commercial cleaning compounds may be used operating temperatures. Regularly check the differential
to remove sludge or scale not removed by the pressure gauge located on the filter housing base. When
above methods. If such compounds are used, the pressure differential rises to 12 – 15 psi (83 – 103
then check material compatibility to avoid kPa), the filter elements are clogged and must be
possible damage. replaced.
e. Use of a high-pressure water jet.
OIL FILTER REPLACEMENT
f. Scrapers, rotating brushes or other mechanical
1. The engine must be shut down to service the oil
means. Nylon brushes are preferred over wire
filters.
brushes if mechanically cleaning copper alloy
tubes.
Form 10002-2
2. Open the filter drain valve to allow oil to drain back 3. Remove oil filters (use filter wrench) (see Figure
into oil pan. Use sight glass in filter base to verify that 8.05-6).
the filter base has drained (see Figure 8.05-5).
2
1
Figure 8.05-5: Drain Valve
1 - Drain Valve 2 - Sight Glass
Figure 8.05-6: Oil Fillers

4. Apply a small amount of oil to filter seal. Install filter
and tighten until seal contacts base. Hand-tighten
one full turn.
NOTE: The drain valve handle must be in the vertical
(closed) position at all times except to drain oil.
5. Close the drain valve before starting the engine.
6. Operate the prelube system to fill oil filters.
INLINE LUBRICATOR
See INLINE LUBRICATOR on page 11.05-1 for
information on this component.
Form 10002-2
MAGNETIC PLUG
! WARNING

on lube oil system components.
Hot oil can cause severe burns.

lube oil system components.
Figure 8.05-8: Magnetic Plug
TURBOCHARGER MAGNETIC PLUG 2. Cylinder head oil supply header has magnetic plugs
on each end (see Figure 8.05-8).
Inspect and clean the turbocharger magnetic plug at
3. Clean magnetic plug in solvent, if necessary. Wipe
each oil change. Proceed as follows:
any ferrous metal debris from plugs.
1. Remove magnetic plug from turbocharger oil supply
4. Apply Perma Lok Heavy Duty Pipe Sealant with
fitting at crankcase (see Figure 8.05-7).
Teflon to magnetic plug threads. Install and tighten
plug.
OIL PRESSURE ADJUSTMENT

1. Run engine until oil reaches normal stabilized
operating temperature on customer-supplied panel
or HMI screen.
2. Locate pressure regulating valve at gear housing
(see Figure 8.05-9). Loosen and back off jam nut (1/2
in. [13 mm]) on adjusting screw.
Figure 8.05-7: Turbocharger Magnetic Plug

2. Clean magnetic plug in solvent, if necessary. Wipe
plug clean to ensure that all ferrous metal debris is
removed. Install magnetic plug.
CYLINDER HEAD MAGNETIC PLUGS

Inspect and clean the oil supply magnetic plug at each
oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil supply
fitting (see Figure 8.05-8). Figure 8.05-9: Oil Pressure Regulating Valve
Form 10002-2
3. Adjust pressure regulating valve to maintain an oil
header pressure of 55 psi (380 kPa) with an oil 3 4
1 2
temperature of 180°F (82°C) and engine fully
loaded.
• To increase oil pressure, turn adjusting screw in.
• To decrease oil pressure, turn adjusting screw out.
• Tighten jam nut (1/2 in. [13 mm]) to lock setting of
adjusting screw.
PRELUBE Y-STRAINER
5
! WARNING
Figure 8.05-11: Y-Strainer Components
on lube oil system components. 1 - Plug 4 - To Prelube Pump
Hot oil can cause severe burns. 2 - Screen 5 - From Oil Pan
3 - Strainer Body
3. Pull out cylindrical steel mesh screen.
use caution while working on 4. Flush screening element in a non-volatile cleaning
lube oil system components. solution or solvent.
NOTICE
High-pressure compressed air may damage the
screening element.
Clean the Y-strainer screen at each oil change (see
Figure 8.05-10). Proceed as follows:
! WARNING
Never use your hand to check

for leaks or determine airflow
rates when using compressed
air. Compressed air can pierce
the skin.
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
5. Drip-dry screen or use low-pressure compressed

air.
Figure 8.05-10: Y-Strainer
6. Inspect screen for tears or holes. Replace if
1. Drain oil pan and all oil system accessories: oil damaged.
cooler, full-flow oil filter and oil strainer. 7. Slide screen back into Y-strainer.
2. Remove plug from Y-strainer (see Figure 8.05-11). 8. Apply Perma Lok Heavy Duty Pipe Sealant with
Teflon or equivalent onto male threads of plug and
female threads of Y-strainer body.
9. Install plug into Y-strainer and tighten.
Form 10002-2
CENTRIFUGAL OIL FILTER

NOTE: The following procedures are for centrifugal oil
filter P/N 214656.
Initial centrifuge servicing should be about 4 weeks after
start-up, sooner if the oil is heavily contaminated. Make
sure that the thickness of the dirt deposit inside the rotor
does not exceed approximately 1.38 in. (35 mm). Noting
the buildup will help in establishing a cleaning interval.
Under normal operating conditions, the centrifuge
should be cleaned and its paper insert removed at every
scheduled oil change, or as experience dictates. The
engine must be shut off before any maintenance is
performed on the centrifugal oil filter. See
CENTRIFUGE MAINTENANCE on page 8.05-8 for
proper procedures.
! WARNING
Figure 8.05-12: Centrifugal Oil Filter
Always stop the unit before CENTRIFUGE MAINTENANCE

cleaning, servicing or repairing
1. Stop the flow of oil to the centrifuge by either
the unit or any driven
stopping the engine or closing the centrifuge
equipment.
isolating valve (if fitted). Ensure the centrifuge has
come to a complete stop before proceeding.
Use caution during initial
2. Remove the band clamp, unscrew the cover nut and
inspection of the centrifugal
remove the centrifuge cover assembly.
filter prior to the unit being
installed. The rotor vanes are 3. Allow the oil to drain out of the rotor assembly. This
sharp. Wear protective gloves. process may be assisted by raising the rotor on the
spindle. Withdraw the rotor assembly vertically
Hot oil can cause severe burns. upward from the spindle. Remove the rotor and
Allow oil to cool prior to working replaced it on the spindle with care in order to ensure
on oil system components. that the rotor bearings are not damaged.
use caution while working on oil 4. Secure the rotor assembly on the rotor disassembly
system components. tool. Unscrew the rotor cover nut and separate the
rotor cover from the rotor body.
5. Remove the standtube.
6. Use a spatula to remove sludge deposits from the
inside of the rotor cover. Clean the rotor components
using a suitable cleaning fluid. Ensure that all rotor
components (including the two nozzles located in
the rotor body) are thoroughly cleaned and free from
debris before reassembly.
7. Examine the rotor assembly O-ring for damage and
replace it if necessary.
8. Fit a new paper insert into the rotor cover.
9. Reassemble the rotor assembly, ensuring that the
rotor cover slot and rotor body pin are aligned. Do
not interchange rotor covers.
10. Replace the rotor on the spindle and check to ensure
that the rotor spins freely.
Form 10002-2
11. Examine the centrifuge body O-ring for damage and
replace it if necessary.
12. Replace the centrifuge cover and fasten the
centrifuge cover nut hand-tight.
13. Replace the band clamp and tighten hand-tight. The
band clamp must be securely fitted during operation
of the centrifuge.
14. With the centrifuge running, check all joints for leaks.
2 1
3
4
13
8
12
9 10 11
Figure 8.05-13: Centrifugal Oil Filter Components
1 - Cover Nut 8 - Centrifuge Body O-

2 - Pin Ring
3 - Cover O-Ring 9 - Shuttle
4 - Cover Nut Tube 10 - Spring
5 - Rotor Cover Nut 11 - Base Gasket
6 - Paper Insert 12 - COV Washer
7 - Rotor O-Ring 13 - Plug
Form 10002-2
Form 10002-2
EXHAUST SYSTEM
SECTION 9.00
EXHAUST SYSTEM DESCRIPTION
EXHAUST MANIFOLDS
! WARNING
Each water-cooled exhaust manifold assembly is
Do not inhale engine exhaust composed of six individual segments (see Figure
gases. Do not open exhaust 9.00-1). One exhaust manifold segment is joined to the
system while the engine is next by a manifold pilot. The exhaust port of each
running. Exhaust gases are cylinder head is connected to one water-jacketed
highly toxic. segment of the exhaust manifold. Exhaust gas flows
through the exhaust manifold to the turbocharger
turbine.
EXHAUST SYSTEM COMPONENT
DESCRIPTION
NOTICE
Removal of exhaust heat shields will result in reduced
service life on engine components.
The exhaust system consists of the following

components:
• Turbochargers – see TURBOCHARGER SYSTEM
DESCRIPTION on page 6.00-1 2
1
• Exhaust Manifolds
• Exhaust Thermocouples
• Exhaust Wastegates – see TURBOCHARGER Figure 9.00-1: Exhaust Manifold and Water Outlet Elbows
SYSTEM DESCRIPTION on page 6.00-1
1 - Exhaust Manifold 2 - Water Outlet Elbow
• Exhaust Piping and Flexible Connections
(customer-supplied)
Form 10002-2
EXHAUST SYSTEM DESCRIPTION
EXHAUST THERMOCOUPLES One thermocouple is mounted in the exhaust port of
each exhaust manifold segment to measure the
Thermocouples are used to monitor engine exhaust
temperature of the exhaust exiting the respective
temperatures. High exhaust temperatures greatly
cylinder head (see Figure 9.00-2). One thermocouple is
increase the potential for detonation and have a direct
also mounted before each turbocharger and reflects the
impact on the life of many engine components.
exhaust temperature of the cylinder bank (an average of
the exhaust temperatures of each individual cylinder).
2
3
1
13 4
12 9 7 5 3 1
10 5
14
11 10 8 6 4 2
6
8
14 13 12 11 10 98 7 6 54 3 2 1
Figure 9.00-2: Exhaust Thermocouples Arrangement – 12-Cylinder Engines
1 - Turbo Exhaust Inlet Elbow 6 - Thermocouple Conduit

2 - Left Bank 7 - Right Bank
3 - Exhaust Manifold Section 8 - Thermocouple Leads
4 - Exhaust Thermocouple 9 - Retaining Clip
5 - Front 10 - Rear
The leads from the exhaust thermocouples enter a
thermocouple conduit. Exiting the conduit through a
flexible cable, the wires lead into side of the I/O box and
read at the HMI.
Form 10002-2
SECTION 9.05
EXHAUST SYSTEM MAINTENANCE
Before performing any service, maintenance or repair EXHAUST SYSTEM TEMPERATURE MONITORING
procedures, review SAFETY on page 1.05-1 and
Exhaust temperatures can be an important diagnostic
tool, but there are differences found between rich and
lean burn engines:
• Rich Burn – Very rich mixture will lower exhaust
EXHAUST SYSTEM BACKPRESSURE temperature, and a very lean mixture will also lower
MEASUREMENT exhaust temperature.
• Lean Burn – Very rich mixture will raise exhaust
Monitor the exhaust system backpressure regularly. The
temperature.
maximum backpressure must not exceed specification.
• Both Systems – Very low temperatures are an
See Exhaust System in Table 1.15-5 VHP 12-Cylinder indication of misfiring.
Series Four Engine Specifications on page 1.15-13 for
exhaust system backpressure values. NOTE: Verification of proper thermocouple readings is
essential.
1. Measure 12 in. (305 mm) downstream from mating
flange of GE Waukesha-supplied flexible exhaust The maximum exhaust temperature variation across the
connection. Measurement must be taken before entire engine should be within 100°F (47°C) for all
silencer or catalyst, if provided, and should be away models.
from any bend or elbow in exhaust piping. At this
Normal exhaust temperatures are model-dependent:
point, drill and tap a 1/4 in. NPT hole in the customer-
that is, air/fuel ratio and load-dependant, naturally
supplied exhaust piping.
aspirated, turbocharged, lightly loaded, heavily loaded
2. Install tubing connector in tapped hole. Use only and ignition timing all affect the exhaust temperature.
non-corroding stainless-steel fittings. See the GE Waukesha Gas Engine Technical Data
3. Connect one end of water manometer to connector, manual for specific details.
and vent free end to atmosphere. Manometer line NOTE: Since air/fuel ratio, ambient air temperature and
fitting must not protrude beyond inner surface of many other factors may affect exhaust gas
exhaust pipe, or an inaccurate reading may result. temperatures, call the GE Waukesha Field Service
4. Measure exhaust backpressure at rated speed and Department if additional information is required.
load. Corrective action must be taken if
Check engine exhaust temperatures for each cylinder
backpressure exceeds specified limit.
daily. Monitor the exhaust temperatures when the
5. Excessive exhaust backpressure may be due to one engine is running at rated speed and load.
or more of the following conditions:
• Undersized piping EXHAUST SYSTEM INSPECTION
• Elbows, bends or sudden enlargements in piping 1. Inspect exhaust manifolds and exhaust piping for
leaks.
• Plugged catalyst
2. Record exhaust manifold temperatures for
• Pipe obstructions reference.
• Exit losses
Form 10002-2
Form 10002-2
CRANKCASE BREATHER SYSTEM
SECTION 10.00
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM BREATHER PRE-SEPARATOR

COMPONENT DESCRIPTION The breather pre-separator is located on the crankcase
The purpose of the crankcase breather system is to at the inlet breather tube connection (see Figure
maintain a slight negative pressure in the crankcase. 10.00-1).
The negative pressure rids the crankcase of harmful
water vapors and combustion gases, and helps to 1
prevent sludge buildup and oil contamination.
Maintaining a negative crankcase pressure is important
to prevent oil leaks and vacate harmful vapors, but too
much vacuum pulls in environmental dust and dirt.
Vacuum lines from both turbocharger compressors
create the draw past engine seals that pulls the gases
from the crankcase. The gases go through a pre-
separator and main (coalescing) separator to remove oil
vapor from the gases prior to being drawn into the
engine. The separated oil is returned to the crankcase
though a return tube which contains a one-way check
valve that prevents backflow of oil and/or vapor back into
the separator. The crankcase pressure is regulated by
the pressure regulator valve so the specified negative
pressure in the crankcase is maintained.
The components of the crankcase breather system are
as follows:
• Breather pre-separator 2
• Crankcase pressure regulator valve
• Breather separator assembly Figure 10.00-1: Breather Pre-Separator Screen Removal
• Breather check valve 1 - Breather Inlet Tube 2 - Breather
• Breather insulation blanket to Crankcase Pre-Separator
Pressure Regulator
• Breather system tubing Valve
The crankcase pressure relief valves are not part of the The pre-separator allows vapors to be vented from the
crankcase breather system. They control crankcase crankcase. It also serves to stop a portion of the oil
pressure rise in the event of a crankcase explosion. carried by these vapors from reaching the oil separator.
As the oil mist and vapors pass out of the crankcase, the
expanded metal elements in the pre-separator restrict
the flow of much of the oil, dropping the surplus back into
the oil pan.
Form 10002-2
CRANKCASE PRESSURE REGULATOR VALVE
The crankcase pressure regulator valve is connected to
the oil separator inlet piping. The crankcase pressure
regulator valve automatically adjusts to compensate for
variations in crankcase pressure due to changes in
engine speed and load to maintain crankcase pressure
to specified levels. See ENGINE SPECIFICATIONS on
page 1.15-13. The valve assembly within the crankcase
pressure control valve is adjusted to move up and down
in response to turbocharger source vacuum. This
movement opens or closes the through passage in the
valve regulating the volume of air drawn from the
crankcase (see Figure 10.00-2).
1 Figure 10.00-3: Breather Separator Blanket
NOTICE
Breather system components and routing have been
specifically designed for this engine and should not be
2
modified. The breather separator oil drain must exit
below oil pan oil level. The oil pan oil level must be kept
at the FULL mark at all times.
Figure 10.00-2: Breather Pre-Separator and Valve
1 - Crankcase 2 - Breather Separator

BREATHER CHECK VALVE
Pressure Regulator Assembly
Valve The check valve is located at the base of the drain tube.
It allows oil to return to the engine from the separator but
BREATHER SEPARATOR ASSEMBLY prevents backflow of oil or vapor.
The breather separator assembly is a canister with a

replaceable coalescing element that condenses oil
vapor into liquid form so it can be transferred back to the
crankcase. The crankcase vapors are drawn from the
breather by the turbocharger compressor into the air
induction system and are burned in engine combustion.
The breather separator is wrapped with an insulation
blanket. This blanket prevents any moisture from the
crankcase vapor from freezing. It also improves blow-by
gas entrained oil separation efficiency. This blanket
must remain installed (see Figure 10.00-3).
Figure 10.00-4: Breather Check Valve
Form 10002-2
CRANKCASE PRESSURE RELIEF VALVES The valve incorporates an internal flame trap to retard
(OPTIONAL) the emission of flame while the valve is venting. The
flame trap is of an oil-wetted wire gauze design. The
! WARNING cooling capacity of the gauze is doubled when oil-
wetted, a condition caused by the oil mist that normally
The number of crankcase exists in the crankcase or by oil spray from the
pressure relief valves used on connecting rod bearings. The valve incorporates the
the engine depends on the flame trap as a single unit, and the O-ring construction
volume of the crankcase. Never eliminates oil leakage.
operate the engine without all The crankcase pressure relief valves are an important
valves on the engine. The ability part of the engine safety system and must be properly
of the system to function is maintained. Combustion may occur in the crankcase
dependent upon the proper when a localized hot spot brings the oil mist above the
number of relief valves. Do not flash point temperature (approximately 375° – 480°F
operate without the proper type [191° – 249°C]). If the crankcase is not fitted with the
and number of relief valves, or proper type and number of relief valves or if these relief
without the relief valves being valves are not properly maintained, the oil pan doors
properly maintained. may be blown off and a secondary explosion of greater
intensity might take place, resulting in death or damage
to property.
Crankcase pressure relief valves are used as a safety
precaution (see Figure 10.00-5). The valves open fully NOTE: Placement of the pressure relief valves may
when the pressure in the crankcase exceeds the preset vary due to other engine-mounted accessories.
specification and close tightly and quickly to prevent the
inflow of air after the internal pressure has been relieved.
See ENGINE SPECIFICATIONS on page 1.15-13 for
crankcase relief valve specifications.
Figure 10.00-5: Crankcase Pressure Relief Valve

The possibility of combustion is prevented since no
oxygen is allowed to enter the crankcase to support new
combustion. The valve does not prevent crankcase
combustion but reduces peak pressures, thereby
minimizing damage.
Form 10002-2
Form 10002-2
SECTION 10.05
CRANKCASE BREATHER SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1 and 1
NOTE: After cleaning, servicing or replacing any
component of the crankcase breather system, recheck
the crankcase pressure to verify that it is within
specification and that all system components are
functioning properly.
BREATHER PRE-SEPARATOR SCREEN

BREATHER PRE-SEPARATOR SCREEN REMOVAL
1. Remove the breather inlet tube from the crankcase
pressure regulator valve and remove the two
capscrews attaching the tube to the crankcase to
access the breather pre-separator screen (see
Figure 10.05-1).
Figure 10.05-1: Breather Pre-Separator
1 - Breather Inlet Tube 2 - Breather

to Crankcase Pre-Separator
Pressure Regulator
Valve
2. Remove capscrews, lock washers and gaskets, and
remove the breather pre-separator screen assembly
from top of cylinder block.
3. Pre-separator screen inspection and cleaning
should be accomplished at 40,000 hours or major
engine overhaul, whichever is sooner.
Form 10002-2
BREATHER PRE-SEPARATOR SCREEN CLEANING 5. Fasten breather pre-separator screen, breather inlet
AND INSPECTION tube and breather transition assembly to top of
cylinder block with lock washers and capscrews.
! WARNING
CRANKCASE PRESSURE REGULATOR
Always read and comply with VALVE
the manufacturer’s instructions
and warnings on the container While there is no manual adjustment of the crankcase
when using cleaning solvent. pressure regulator valve, it should be inspected any time
Cleaning solvents may be toxic the crankcase pressure is not within the specified level.
or flammable. Keep away from See MAINTENANCE SCHEDULE on page 13.00-1
heat or flame. Always use for service interval. Inspect for proper operation of the
approved cleaning solvents in a diaphragm and valve assembly. Clean any
well-ventilated area. Do not use accumulation of dirt, grit or sludge that could prevent free
gasoline, paint thinners or other movement of the valve assembly. Verify the vent holes
highly volatile fluids for at the top of the valve body are open. Blockage of these
cleaning. holes will prevent the valve from operating properly.
NOTE: A Diaphragm Service Kit is available. The kit
includes the diaphragm and valve assembly as well as
1. Wash screen in a nonvolatile cleaning solution or the valve body O-ring.
solvent, if necessary.
1. Pull up on the clips while holding the valve body.
2. Remove breather pre-separator screen and
breather tube assembly.
! WARNING

for leaks or determine airflow
air. Compressed air can pierce
the skin.
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
Figure 10.05-2: Crankcase Pressure Regulator Valve
3. Dry screening element from inside out using low- 2. Remove the valve body.
pressure compressed air.
BREATHER PRE-SEPARATOR SCREEN

INSTALLATION
1. Position a new gasket over the breather pre-
separator hole on crankcase. Verify gasket surfaces
are clean and completely free of grease and oil.
2. Install breather pre-separator screen in cylinder
block.
3. Install new gasket on top of breather pre-separator
screen.
4. Install breather separator tubing.
Form 10002-2
Figure 10.05-3: Valve Body Figure 10.05-5: Diaphragm and Valve Assembly
3. Inspect the diaphragm for tears and deterioration. 6. Inspect the O-ring in the valve body. Replace if
Replace the assembly if it is damaged. necessary.
Figure 10.05-4: Diaphragm Figure 10.05-6: O-Ring

4. Inspect the two small holes located at the edge of the 7. Install the diaphragm and valve assembly into the
valve. The holes must be open and free from and dirt valve body. Align the web located between the two
or grit. slots in the tube of the assembly with the center of
5. Remove the diaphragm and valve assembly. The the opening of the inlet and outlet flanges. Position
tube of the assembly must move freely within the the diaphragm on top of the valve body.
valve body. Clean the tube and the valve body if 8. Align the valve body with the valve cover. Latch the
necessary. clips.
BREATHER SEPARATOR ASSEMBLY

See MAINTENANCE SCHEDULE on page 13.00-1
for service interval.
NOTE: An Element Service Kit is available. The kit
includes the separator element, canister sealing gasket
and two butterfly seals. A Canister Service Kit is
available. The kit includes a canister with clips.
1. To replace the separator element, remove the drain
tube from bottom of the canister.
2. Remove the canister insulation jacket.
Form 10002-2
3. Pull up on the clips while holding the canister (see
Figure 10.05-7). Remove the canister.
1 Figure 10.05-9: Sealing Gasket

10. Align the canister with the breather separator head.
Figure 10.05-7: Pre-Separator Canister Clips Latch the clips.
11. Install the drain tube to the bottom of the canister.
1 - Drain Tube 2 - Clips
12. Install the insulation jacket.
4. Remove and discard the separator element, two
butterfly seals and canister sealing gasket from RETURN LINE CHECK VALVE
breather separator head.
Open the valve and clean any sludge or deposits (this is
5. Clean the inside of the canister and inspect for done when replacing the separator element).
damage.
6. To install new separator element, position one CRANKCASE PRESSURE RELIEF VALVES
butterfly seal around boss at bottom of the canister. (OPTIONAL)
! WARNING
The number of crankcase

pressure relief valves used on
the engine depends on the
volume of the crankcase. Never
operate the engine without all
valves on the engine. The ability
of the system to function is
dependent upon the proper
number of relief valves. Do not
operate without the proper type
and number of relief valves, or
without the relief valves being
Figure 10.05-8: Butterfly Seal properly maintained.
7. Position the separator element in the canister.
8. Place the second butterfly seal on the breather
See MAINTENANCE SCHEDULE on page 13.00-1
separator head.
for service interval. If removed, replace crankcase
9. Place the canister sealing gasket in groove of the pressure relief valves in the same positions as installed
breather separator head. (see Figure 10.05-10).
Form 10002-2
2. Connect one end of manometer to connector, and
vent the free end to the atmosphere (see Figure
10.05-12).
1
3
Figure 10.05-10: Crankcase Pressure Relief Valve

1. Shut down the engine and allow it to cool. 4
2. Lift the valve off its seat to verify the plate is free to
move.
Figure 10.05-12: Manometer
CRANKCASE PRESSURE CHECK
1 - Vent 3 - To Crankcase
(PREFERRED METHOD)
2 - Shutoff Valves 4 - Manometer
A negative crankcase pressure must be maintained.
3. Measure crankcase pressure and perform all
See ENGINE SPECIFICATIONS on page 1.15-13.
pressure adjustments while engine is operating at
NOTE: Measure the crankcase pressure as specified rated speed and load (see CRANKCASE
or more often if necessary. See MAINTENANCE PRESSURE RELIEF VALVES (OPTIONAL) on
SCHEDULE on page 13.00-1 for maintenance page 10.05-4).
interval information. 4. When complete, remove manometer line and tube
1. Remove pipe plug from oil level gauge support and connector. Install pipe plug.
install a 1/8 in. NPT tube connector (see Figure
10.05-11).
Figure 10.05-11: Typical Water Manometer Connection
1 - Oil Level Gauge 2 - Install Water

(Dipstick) Manometer Tube
Form 10002-2
Form 10002-2
STARTING AND CHARGING SYSTEMS
SECTION 11.00
AIR / GAS STARTER DESCRIPTION
COMPONENT DESCRIPTION STARTER MOTOR – ELECTRIC START

This system functions in much the same way as the
START SYSTEM air/gas starting system, with the difference being the use
• Start Pushbutton Valve of electric starting motors (see Figure 11.00-1). An
• Pilot-Operated Starter Pre-Engage Valve/Starter additional solenoid is added to the system to replace the
Motor (customer-supplied) signal normally provided by air/gas pressure.
• Starter Motor
! WARNING
From the bulkhead, all gas

vented from the system must be
piped to a safe area in
conformance with all applicable
codes.
NOTICE
Oil drains back into the oil sump after engine
shutdown, leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to turn before the Figure 11.00-1: Electric Starter Motor
oil pump begins to circulate oil, failure to prelube the
engine will result in “dry” starts, resulting in bearing STARTER MOTOR – AIR / GAS
damage and an accelerated wear rate.
The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear and
START PUSHBUTTON VALVE activates the starter motor (see Figure 11.00-2 and
The START pushbutton valve activates the starter motor Figure 11.00-3) to crank the engine.
system. On air/gas starter systems, the START
pushbutton valve activates a series of valves that allow
air/gas pressure to activate the air/gas starter motor. On
electric start systems, an additional solenoid is added to
the system to replace the signal normally provided by
air/gas pressure.
Form 10002-2
PILOT-OPERATED STARTER PRE-ENGAGE
VALVE / STARTER MOTOR – CUSTOMER
SUPPLIED
The pilot-operated starter pre-engage valve opens to
admit air from a branch of the main air/gas supply line.
The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear. Movement
of the pinion to the engage position opens a passageway
for air pressure to pass through to the pilot-operated
starter valve(s). The pilot-operated starter valve(s) open
to admit air from another branch of the main air/gas
supply line, which activates the starter motor to crank the
engine (see Table 11.00-1).
Table 11.00-1: Air Valve Inlet Pressures and Pilot
Pressures to Shift
INLET PILOT TO SHIFT

35 psi (241 kPa) 23 psi (159 kPa)
50 psi (345 kPa) 25 psi (172 kPa)
95 psi (655 kPa) 34 psi (234 kPa)
Figure 11.00-2: Air / Gas Starter Connections
105 psi (724 kPa) 36 psi (248 kPa)
145 psi (1000 kPa) 43 psi (296 kPa)
155 psi (1069 kPa) 45 psi (310 kPa)
NOTE: Pilot pressure must be sufficient in order for the

pilot-operated prelube valve to function.
Figure 11.00-3: Air / Gas Starter
Form 10002-2
Figure 11.00-4: Schematic – Pneumatic Control System for Air / Gas Start and Prelube
Form 10002-2
AIR STARTER PRINCIPLE OF OPERATION
The engine uses one turbine-type air starter (see Figure With an electrical control signal, starter supply air
11.00-5). The turbine starter consists of the following present at the solenoid valve flows through a control air
components: line to the rear tapped port (IN) and actuates a piston.
The piston compresses the piston spring and moves the
• Starter Motor
drive pinion gear forward to engage/mesh the flywheel
• Air Inlet Connection ring gear. The gear engagement occurs prior to
• Integrated Starter Relay Valve and Controls, which admission of supply air to the turbine motor (pre-
include: engagement) prior to admission of supply air to the
turbine motor (pre-engagement).
– Integral Valve Inlet Filter Screen
– Control Air Solenoid If the pinion gear fails to engage the ring gear, the starter
pinion gear will re-index 1/2° when retracting so
– Control Air Lines engagement will be near 100% on the next start attempt.
• Starter Exhaust Muffler (optional)
Once the drive pinion is fully engaged to the flywheel ring
The turbine starter is powered by a two-stage turbine gear, the forward port is uncovered allowing the air
motor, which is designed for air operation. Starter signal to exit the starter through the forward tapped port
lubrication is self-contained grease packed gears and (OUT) to APP port on the main starter relay valve. The
bearings. External lubrication is not required. main starter relay valve opens and allows supply air to
flow through the turbine motor, starting the cranking
The output speed of the turbine is reduced by internal
cycle. Cranking will continue as long as the starter relay
planetary gearing. The planetary gearing drives a
valve is open.
grease-lubricated, secondary spur-gear set. The
secondary drive gear turns the output shaft (and pinion If the engine starts running and the starter remains
gear) of starter. engaged to the engine, an internal over-running clutch
in the starter will prevent overspeed to the starter turbine
rotor, preventing damage. The over-running clutch will
wear over time. Proper operation will have the starter
1 2 disengaging as soon as the engine is running.
Once the electrical signal to the solenoid is interrupted,
the solenoid closes and the air signal bleeds off from
behind the piston allowing the pinion gear to disengage.
A regulated main air supply pressure of up to 150 psi
(1034 kPa) is required for operation of the turbine starter.
The starter is rated for a dynamic pressure maximum of
150 psi (1034 kPa) measured at the starter inlet (at
Pressure Check Port) while the starter is running. For
maximum starting air efficiency, minimizing flow/
3 pressure losses through the air system piping/regulator
is recommended. Use 2 in. (51 mm) air supply piping and
full flow 2 in. (51 mm) manual (shutoff) valves. Air
Figure 11.00-5: Turbine Starter (Typical) pressure regulators should have a Cv factor of 40 or
greater.
1 - Starter Relay Valve 3 - Air Inlet
2 - Starter Motor For repair and service information on the turbine starter,
contact: TDI Tech Development, 6800 Poe Avenue, PO
Box 13557, Dayton, OH 45413-0557.
Form 10002-2
SECTION 11.05
STARTING SYSTEM MAINTENANCE

following safety messages.

! WARNING
From the bulkhead, all gas

vented from the system must be
piped to a safe area in
compliance with all applicable
codes.
Figure 11.05-1: Electric Starter Motor

ELECTRIC STARTER SYSTEM MAINTENANCE
INLINE LUBRICATOR
! WARNING
! WARNING
Always disconnect electrical
power during inspection of
If high-pressure gas is used to
electrical components.
drive the air/gas prelube pump
motor, be sure to vent the motor
exhaust to a safe area in
conformance with all applicable
codes.
Inspect the starter motor and wiring for loose
connections or frayed insulation (see Figure 11.05-1).
compressed air/gas to provide internal lubrication for the
air/gas-operated prelube pump motor (see Figure
11.05-2).
Form 10002-2
Oil Fill
Check the level of the inline lubricator daily. The oil level
must always be visible in the sight glass. Refill as follows:
1 1. With inlet pressure shut off, slowly loosen oil fill plug
located in lubricator housing cover (see Figure
11.05-3). Loosening plug will expose a bleed orifice
capable of reducing oil reservoir pressure.
3
1
2
2
8 3

4
1 - Inline Lubricator 3 - Prelube Pump

2 - Prelube Motor
NOTICE
The lubricator is intended for systems using dry, clean 7
natural gas. Any appreciable amount of hydrogen 5
sulfide (H2S), particularly when combined with
moisture, will cause corrosion and adversely affect the
lubricator and its operation.
From the point of use, some oil mist may escape into 6
the surrounding atmosphere. Users are referred to
OSHA safety and health standards for limiting oil mist
contamination and use of protecting equipment.
The maximum operating temperature of the lubricator
is 175°F (79°C). 1 - Oiler Adjusting 5 - Reservoir Level
Screw Sight Glass
2 - Sight Feed Dome 6 - Drain Plug
3 - Vent Plug 7 - 8 oz (0.2 L)
4 - Air/Gas Outlet Reservoir
8 - Air/Gas Inlet
NOTICE
Ensure that oil level of the inline lubricator is always
visible in the sight glass. DO NOT OVERFILL the
reservoir.
2. Twist to remove reservoir body and fill to proper

level. DO NOT OVERFILL. Oil level must always be
visible in sight glass. Use proper grade of oil. Add
SAE 10W oil at 32°F (0°C) and above. Use No. 2
Diesel Oil when ambient temperatures fall below
32°F (0°C).
Form 10002-2
3. Inspect O-ring on neck of oil reservoir for tears, cuts
! WARNING
or general deterioration. Replace as necessary.
4. Install bleed plug in lubricator housing cover.
Adjustments for leaks or determine airflow
Periodically check the lubricator drip rate. If the prelube air. Compressed air can pierce
pump motor exhaust is oil-free or contains an excessive the skin.
amount of oil, manual adjustment is necessary.
1. Locate oiler adjusting screw located at top of sight protect your skin. Wear safety
feed dome. glasses to shield your eyes from
2. Pull lock ring on adjusting screw upward to release flying dirt and debris.
drip rate setting.
3. Adjust drip rate only when there is a constant rate of
air/gas flow through the lubricator. Oil drops are
5. Clean reservoir using soap and water. Dry parts and
atomized by air/gas flowing through the lubricator
blow out internal body passages using clean, dry
throat. Monitor drip rate through sight feed dome. All
compressed air.
oil drops visible in the dome are delivered to the
prelube pump motor. 6. Inspect all parts carefully. Replace any damaged
parts.
4. Adjust lubricator to provide a light oil vapor at prelube
motor exhaust (about four to five drops per minute). 7. Install reservoir onto lubricator housing cover and
Turn adjusting screw clockwise to decrease drip fully tighten reservoir until it stops (approximately
rate; turn screw counterclockwise to increase it. five turns). Unscrew reservoir no more than one full
turn to position sight glass for best visibility.
5. Push lock ring on adjusting screw downward to lock
drip rate setting. 8. Inspect O-ring on neck of oil fill plug for cuts or
general deterioration. Replace as necessary. Install
6. Monitor prelube pump motor for a few days following
plug in lubricator housing cover.
adjustment. Readjust drip rate if necessary.
9. Install drain plug at bottom of lubricator reservoir.
Cleaning
10. Fill lubricator reservoir with proper grade and
Clean inline lubricator monthly. amount of oil. See Oil Fill on page 11.05-2 to fill inline
1. With inlet pressure shut off, slowly loosen oil fill plug lubricator.
in lubricator housing cover. Loosening plug will 11. Periodically check drip rate. Readjust if necessary
expose a bleed orifice capable of reducing oil (see Adjustments on page 11.05-3).
reservoir pressure. Remove oil fill plug.
2. Remove drain plug at bottom of reservoir. Drain the AIR / GAS STARTER
oil.
! WARNING
3. Unscrew reservoir from lubricator housing cover.
4. Inspect O-ring on upper lip of reservoir for cuts or
Always disconnect electrical
general deterioration. Replace as necessary.
power during inspection of
electrical components or the
starter solenoid.
A regulated maximum air supply pressure of up to

150 psi (1,034 kPa) is required for the air-driven starter
motor. The air inlet pipe diameter should be 2 in. (50.8
mm).
Form 10002-2
STARTER INSPECTION EXTERNAL INSPECTION
1. Inspect starter motor and wiring for loose Periodically inspect batteries and determine their
connections or frayed insulation (see Figure condition. The cost of replacing other components, if
11.05-1). they have been damaged by electrolyte corrosion, could
2. Blow down air storage reservoirs at least once a day. be alarmingly high and accidental injuries could ensue.
Any batteries that have cracks or holes in the container,
NOTE: Blowdown is necessary to prevent the buildup cover or vents, through which electrolyte will leak, should
of water in the tanks and to eliminate or at least reduce be replaced. Batteries contaminated with electrolyte
the formation of rust and scale in the air starting system. (caused by over-topping with water), which have
3. Before starting engine, bleed off some compressed corroded terminal posts or low electrolyte levels, have
air to help keep moisture from condensing inside air been neglected.
starting system. 1. Examine the battery externally.
2. Verify electrolyte levels are correct.
BATTERY MAINTENANCE
3. See Table 14.05-2 Battery Troubleshooting on page
! WARNING 14.05-4.
BATTERY INDICATED STATE OF CHARGE

Comply with the battery
manufacturer’s NOTE: The battery must be fully charged for several
recommendations for hours before testing. If batteries have been receiving a
procedures concerning proper charge current within the previous few hours, the open-
battery use and maintenance. circuit voltage may read misleadingly high. The surface
charge must be removed before testing. To remove
Batteries contain sulfuric acid
surface charge, the battery must experience a load of 20
and generate explosive
amps for 3-plus minutes.
mixtures of hydrogen and
oxygen gases. Keep any device 1. Use a temperature-compensated hydrometer to
that may cause sparks or flames measure the electrolyte specific gravity readings in
away from the battery to prevent each cell. Record the readings.
explosion. 2. Measure the open-circuit voltage across the
Always wear protective glasses terminals. Record the reading.
or goggles and protective 3. Using the recorded values, determine the state of
clothing when working with charge (see Table 11.05-1).
batteries. You must follow the 4. See Table 14.05-2 troubleshooting chart.
battery manufacturer’s
instructions on safety, The state of charge listed is an approximation. The
maintenance and installation relationship between state of charge and voltage varies
procedures. by CCA rating and size. Voltage below 11.90 V may
mean that the battery has a shorted cell or that the plates
are sulfated and cannot accept a charge. See Table
NOTE: Perform an external inspection of the battery 11.05-1.
before checking the indicated state of charge to verify
Table 11.05-1: Determining State of Charge
that the battery is in good physical condition.
STATE OF SPECIFIC
VOLTAGE
CHARGE GRAVITY
12.70 & above 100 % 0.280
12.50 75 % 0.240
12.30 50 % 0.200
12.10 25 % 0.170
11.90 & below Discharged 0.140
Form 10002-2
Table 11.05-2: Cranking Amps – Commercial Batteries
4D 8D
CCA @ 0°F
1000A 1300A
(-18°C)
CA @ 32°F (0°C) 1200A 1560A
RC minutes @ 25 A 320 min. 435 min.
CCA = Cold Cranking Amps
CA = Cranking Amps
RC = Reserve Capacity
Form 10002-2
Form 10002-2
SECTION 11.10
ALTERNATOR
VHP Series Four engines have an optional 24-volt • Keep belts at the proper tension. New belts will stretch
alternator. This alternator can be used to run shortly after installation. Loose belts will slip, causing
accessories or recharge starting system batteries. power loss and heat buildup. Belts that are too tight
will deteriorate rapidly and wear out engine shaft
The alternator option is driven from a pulley installed on
bearings.
the crankshaft (see Figure 11.10-1).
• To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt over
a pulley.
INSPECTION OF ALTERNATOR BELTS

Every year the alternator belts must be inspected;
however, the frequency of inspection is determined
largely by the type of operating conditions. High-speed
operation, high temperatures, and dust and dirt all
increase wear.
NOTE: The alternator uses two drive belts to increase
belt life and ensure reliability. These belts are a matched
set and must be replaced as a pair to ensure proper
operation.
! WARNING
Figure 11.10-1: Alternator
The alternator uses two drive belts to increase belt life Always stop the engine before
and ensure reliability. cleaning, servicing or repairing
NOTE: These belts are a matched set and must be the engine or any driven
replaced as a pair to ensure proper operation. equipment.
ALTERNATOR BELTS Always install the safety guards

ALTERNATOR V-BELT MAINTENANCE operation. Never operate the
• Always use new, matching belt sets.
removed.
• When replacing belts, always replace the entire set of
belts, not just the ones that look worn. This will ensure
proper belt operation.
1. Remove the guarding from the alternator.
• To check belt tension, depress the belt with your
fingers. A tensioned belt will feel alive and springy. 2. Inspect the alternator belt for fraying, cracks or wear.
Belts that are too tight will not deflect, and loose belts
will feel dead.
Form 10002-2
ALTERNATOR
ALTERNATOR SERVICING
NOTICE
The frequency of inspection is determined largely by the
Be sure that the belts are cool when the tension is type of operating conditions. High-speed operation, high
checked or adjusted. The thermal expansion of warm temperatures, dust and dirt all increase the wear of
belts will result in a false tension reading. brushes, slip rings and bearings.
At regular intervals, inspect the terminals for corrosion
3. Check belt tension. See ALTERNATOR DRIVE
and loose connections. Inspect the wiring for frayed
BELT TENSION PROCEDURE on page 11.10-
insulation. Inspect the mounting bolts for tightness, and
2.
the belt for alignment, proper tension and wear. Belt
4. Replace belts if necessary. tension should be adjusted on a routine basis.
5. When replacing belts, always replace the entire set
of belts, not just the one that looks worn. Always use ALTERNATOR NOISE
new, matching belt sets to ensure proper belt Noise from an alternator may be caused by worn or dirty
operation. bearings, loose mounting bolts, a loose drive pulley, a
6. To avoid belt damage, always loosen the pulley defective diode or a defective stator. Inspect for any of
adjustment when installing belts. Never pry a belt these causes, and repair or replace as necessary.
over a pulley.
ALTERNATOR DRIVE BELT TENSION PROCEDURE
7. Keep belts at the proper tension.
8. Reinstall the guarding over the alternator. New belts will stretch shortly after installation. Loose
belts will slip, causing power loss and heat buildup. Belts
BATTERY CONNECTION that are too tight will deteriorate rapidly and wear out
alternator shaft bearings. Complete the following steps
• When connecting a battery and alternator, verify the to adjust belt tension.
ground polarity of the battery and the ground polarity
of the alternator are the same. ! WARNING
• When connecting a booster battery, always connect
the negative battery terminals together and the Always stop the engine before
positive battery terminals together. cleaning, servicing or repairing
• When connecting a charger to the battery, connect the the engine or any driven
charger positive lead to the battery positive terminal equipment.
first. The charger negative lead to the battery negative
terminal is connected last. Always install the safety guards
• Never operate the alternator with an open circuit. after completing any service
Verify all connections in the circuit are secure. operation. Never operate the
• Do not short across or ground any of the terminals on engine with the safety guards
the alternator. removed.
• Do not attempt to polarize the alternator.
Form 10002-2
ALTERNATOR
Figure 11.10-2: Alternator Drive Belt Measurement Location
Form 10002-2
ALTERNATOR
2
4
3
Figure 11.10-3: Checking Alternator Drive Belt Tension

1. Remove the guarding from the alternator.
2. Using V-belt tension tool, check the drive belt
tension.
Figure 11.10-3) to the span listed in Table
11.10-1.
NOTICE
Tension of the drive belts is the same for a new and d. Measure the belt tension. Place the belt tension
used belt. tool squarely on the front drive belt at the midway
Table 11.10-1: Alternator Drive Belt Tension bottom of the large span O-ring is even with the
Belt
Span Force e. Read the force (see Figure 11.10-5). The force
Deflection*
is indicated by the position of the bottom of the
20 in. 3.5 – 5.1 lbf 5/16 in. small O-ring on the deflection force scale. The
(50.8 cm) (15.6 – 22.7 N) (7.9 mm) force should be within the range list in Table
11.10-1.

Form 10002-2
ALTERNATOR
5. Using a socket and breaker bar, rotate the
adjustment plate using the adjusting stud. Tighten
the adjusting bolt and pivot bolt. Recheck belt
tension using V-belt tension tool. Repeat procedure
until correct alternator belt tension is achieved.
6. Install the belt guards.
Figure 11.10-5: Determine Drive Belt Force

f. Check the tension on the remaining drive belts
in the same manner.
3. If belt tension adjustment is necessary, loosen the
pivot bolt on the alternator (see Figure 11.10-6).
2 3
Figure 11.10-6: Alternator Belt Adjustment
1 - Adjusting Bolt 3 - Adjusting Stud

2 - Pivot Bolt
4. Loosen the adjusting bolt on the alternator (see
Figure 11.10-6). Make sure the alternator body
rotates freely around the pivot bolt.
NOTICE
alternator components, such as sheaves and shafts,
and lead to premature failure.
also be sufficient to cause unnecessary wear of the
pulley grooves.
Form 10002-2
ALTERNATOR
Form 10002-2
OPERATION
SECTION 12.00
ENGINE START-UP AND SHUTDOWN
Before performing any service, maintenance or repair Always follow all safety messages stated in this manual
procedures, review SAFETY on page 1.05-1, RIGGING and site safety manual when performing these checks.
PRESTART INSPECTION
! WARNING
Do not allow anyone under the

influence of intoxicants and/or
narcotics to work on or around
industrial engines. Workers
under the influence of
intoxicants and/or narcotics are
a hazard both to themselves and
other employees.
Be sure that the clutch, circuit
breaker or other main power
transmission device is
disconnected.
Table 12.00-1: Intial Prestart Checks

Documentation
GE Waukesha’s technical publications Obtain the applicable documentation. Service Bulletins, wiring diagrams
Engine Mounting
Examine engine foundation for condition,
Engine foundation tightness of hold-down bolts and general
alignment of driven equipment.
Site Fuel
Fuel supply to comply with latest edition of Fuel supply to comply with latest edition of
Fuel supply GE Waukesha’s S7884, Gaseous Fuel GE Waukesha’s S7884, Gaseous Fuel
Specifications Specifications
Form 10002-2

Fuel flow to comply with GE Waukesha’s Fuel flow to comply with GE Waukesha’s
Fuel flow
Technical Data – Heat Balance Section Technical Data – Heat Balance Section
Are gas shutoff valve(s) mounted as close
Gas shutoff valve(s)
to the carburetors as possible?
Engine Components
Verify all components are in operating
Mechanical and electrical
condition.
Air filter restriction indicators
Verify throttle plates are balanced, both See THROTTLE ACTUATOR LINKAGE
Throttle plates
fully close or open in unison. on page 2.60-2.
Bar the engine over two revolutions in a
Engine rotation counterclockwise direction and verify
nothing interferes with rotation.
Verify all protective guards and shields on
both the engine and driven equipment are
Protective guards secure. Remove tools, rags or other
objects that may get caught by rotating
parts.
Cooling System
Verify that a static line has been installed
Static Line and properly sized from the bottom of the
expansion tank to the water pump inlet.
Verify that the expansion tank is installed
Expansion tanks at least 67.5 in. (172 cm) above the pump
inlet.
Verify each expansion tank has an
Pressure cap
expansion cap installed.
Verify that the auxiliary coolant circuit and
Coolant circuits the jacket coolant circuit are not
connected in any way.
Control valves Verify control valves are properly open.
See JACKET COOLING CIRCUIT –
INITIAL FILL on page 7.05-3 and
Coolant level Check coolant level.
AUXILIARY COOLING CIRCUIT –
INITIAL FILL on page 7.05-4.
Verify permanent coolant vent lines are
Coolant vent lines
installed.
Coolant leaks Check for coolant leaks.
Lubrication System
Verify that lube oil level is at the FULL
Lube oil level
mark on the dipstick.
Verify that the prelube and postlube are
Prelube/postlube controlled by either the ESM2 or customer
control panel
Power Supply
Check that power supply is between 18
and 32 volts DC with less than 2V ripple See POWER SUPPLY
Power supply voltage
peak to peak at 100 Hz. REQUIREMENTS on page 2.45-2.
NOTE: 24 volts DC is normal voltage.
Form 10002-2

Check that customer-installed wiring is See WIRING REQUIREMENTS on page
Wire size
properly sized. 2.45-1.
Customer Interface Harness Required Connections – see Table 2.50-3 Customer Interface Harness – Required
Connections – All Installations on page 2.50-7
Start engine
Normal shutdown
Emergency shutdown
Rated speed/idle speed
For optional customer interface connections, see CUSTOMER SYSTEM WIRING OVERVIEW on page 2.50-1.
ECU Required Adjustment
See WKI PARAMETER SETTING on
WKI
page 2.70-3.
See LOAD INERTIA PARAMETER
Load inertia
SETTING on page 2.70-4.
See FUEL SYSTEM SETUP on page
Fuel system
2.70-7.
For optional HMI adjustment, see USER-ADJUSTABLE PARAMETERS on page 2.40-1.
FUEL SYSTEM SETUP

NOTE: If the engine is being started for the first time,
see INITIAL ENGINE SETUP on page 2.70-1.
The AFR setup procedure will set the fuel pressure
regulator and carburetor screws as well as synchronize
and center the right and left bank fuel control valves at a
low speed/load setting and a high speed/load setting.
This will account for the fuel being used and ensure the
FCVs are in the optimum position throughout the
operating range. Adjust the fuel system using the AFR
Visualization screen. See Figure 2.40-8 Fuel System
Setup Screen on page 2.40-10.
1. With the engine off, turn both carburetor screws in
until they are fully closed. Back out the carburetor
screws 5 full turns (see Figure 12.00-1).
Figure 12.00-1: Carburetor Screws
2. Set the regulator pilot screws to 1.25 in. (32 mm) out
from the cap (see Figure 12.00-2).
Form 10002-2
3. See Figure 12.00-3 to establish the desired FCV
valve position for the highest attainable speed and
load for the site. Find the % load on the X axis and
locate the box associated with the engine speed to
determine the target FCV valve position.
1.25 in
(32 mm)
Figure 12.00-2: Regulator Pilot Screw Adjustment
Figure 12.00-3: FCV Position vs Engine Load (For Reference Only)
Form 10002-2
4. Start the engine and run unloaded at approximately • Out: to open the FCV
800 rpm. Adjust the current FCV position on each Monitor your adjustments on the Visualization>AFR
bank to 25 – 30%. This is done by adjusting the screen on the HMI.
regulator pilot screw:
• In: to close the FCV
Figure 12.00-4: Setting the FCV – Low Speed and Load
5. Run the engine at the highest speed and load that

can be achieved (within the 1,200 rpm – 100% load
limits). Adjust the current FCV position on each bank
to match the value established using FCV position
vs load and speed chart. For example, an engine
running at 90% load and 1,100 rpm would have a
target FCV position of 45 – 50%. This is done by
adjusting the carburetor screws out to close the FCV
or in to open the FCV. Monitor your adjustments on
the Visualization>AFR screen.
Form 10002-2
Figure 12.00-5: Setting the FCV – High Speed and Load
6. Select the AFR Control State Fuel control modes: Pre-Cat Mode O2 Setpoint – Used to fine-tune the
• MAN (Manual) – Indicates the system is operating air/fuel ratio for best engine out emissions. The
in manual mode factory default setting is 1.430 volts. If NOx reading
is high, decrease the voltage setpoint (air/fuel ratio
• PRE (Pre-Catalyst) – Indicates the system is goes rich). If CO reading is high, increase the voltage
operating in pre-catalyst mode setpoint (air/fuel ratio goes lean).
• POST (Post-Catalyst) – Indicates the system is
NOTE: It takes approximately 10 – 15 minutes for the
operating in post-catalyst mode
post-catalyst O2 setpoint changes to convert to their
Use an emission analyzer to verify emissions. Fine- new settings.
tune the setpoint.
Post Cat O2 Setpoint – Used to fine-tune the air/fuel
ratio for best catalyst out emissions. The factory
default setting is 0.720 volts. If NOx reading is high,
increase the voltage setpoint (air/fuel ratio goes
rich). If CO reading is high, decrease the voltage
setpoint (air/fuel ratio goes lean).
Form 10002-2
7. Pre-cat and post-cat O2 levels can be adjusted from

the HMI. Adjust the O2 rich or lean to obtain the
desired CO or NOx levels. Catalyst design or aging
may have an effect on the emission output when
using pre-cat mode.
Factory Default
0.720V post-cat
1.43V pre-cat
CO NOx
NOx CO
Rich Lean
post-cat post-cat
ESM2 ENGINE START-UP PROCEDURES NOTE: Engines that are required to start at
temperatures below 50°F (10°C) should be equipped
NOTE: Complete the initial precalibrating of the ESM2 with both an oil heater and a coolant heater. Verify the
before applying power to the ESM2 system and starting engine is warm enough before attempting to start.
the engine. Verify that all safety shutdown setpoints are
entered into the ECU. 1. Reset all engine protection switches and devices.
Review the fault history and verify all faults have
been reset.
Form 10002-2
2. On the Start Stop screen, verify “On” of the “Main
Fuel” tab is blue (see Figure 12.00-8).
NOTICE
Never idle turbocharged engines for extended
periods. Accumulated carbon may damage the
turbocharger. Instead of idling the engine, shut it down
and restart when needed.
5. Warm the engine by running with little or no load until

oil pressure is 55 ± 5 psi (380 ± 35 kPa) and coolant
temperature reaches 100°F (38°C).
6. Gradually apply load to avoid overloading the
engine.
ESM2 ENGINE CHECKS DURING

OPERATION
Figure 12.00-8: Start Stop Screen
NOTICE
3. Verify E-Stop buttons are pulled out (see Figure
12.00-9). Stop the engine immediately if the oil pressure is low
or fluctuating. Never operate the engine without the
proper oil pressure indication.
1. Observe system readings for oil pressure, oil

temperature and water temperature on the Overview
screen.
2. Check air restriction indicator on each air cleaner
while the engine is running. See AIR INTAKE
SYSTEM MAINTENANCE on page 5.05-1, and
clean/replace air cleaner elements if air restriction
indicator(s) shows red (see Figure 12.00-10).
Figure 12.00-9: Emergency Stop – Left Side
NOTICE
If the oil pressure display does not indicate sufficient
oil pressure within 15 seconds, shut down the engine
immediately. Never operate the engine without the
proper oil pressure indication.
NOTE: The ESM2 system is calibrated by GE

Waukesha to both alarm and shut down on low oil
pressure. However, low oil pressure alarm and
Figure 12.00-10: Air Restriction Indicator
shutdowns are inhibited for a period of time after engine
start. 3. Verify engine status using the HMI screens. These
screens display system and component status,
4. On the Start Stop screen, read oil pressure as soon
current pressure and temperature readings, alarms,
as the engine starts. See Lubrication System in
ignition status, governor status, air/fuel control
Table 1.15-5 VHP 12-Cylinder Series Four Engine
status (with AFR option) and user-adjustable
Specifications on page 1.15-13.
parameters.
Form 10002-2
4. Listen to the engine. Certain problems, such as EMERGENCY SHUTDOWN
occasional misfiring, turbocharger bearing failure or
water pump problems, may first be noticeable from ! WARNING
engine sound.
5. Observe the governor control rod. Engine misfire Allow engine to cool for at least
10 minutes after shutdown. Do
!
can be seen as an occasional “twitch” of the control
rod. not restart an overheated
engine or an engine that has
6. Visually examine fuel, water and lubrication lines for
been shut down by the engine
signs of leaks, damage or corrosion.
protection system until the
cause has been determined and
ENGINE SHUTDOWN PROCEDURES corrected.
ROUTINE SHUTDOWN
When the red emergency stop button located on side of
! WARNING engine is pressed, the engine will perform an emergency
stop. In addition, if IPM-D power fails, the engine will
Allow engine to cool for at least perform an emergency stop.
10 minutes after shutdown. Do
! not restart an overheated

engine or an engine that has
been shut down by the engine
protection system until the
cause has been determined and
corrected.
1. Gradually reduce engine load.

2. Operate engine at idle speed for 5 minutes to cool
down engine temperatures.
! WARNING
Always ensure that the fuel gas

valve(s) are closed after engine Figure 12.00-11: Emergency Stop – Left Side
shutdown.
3. Shut down engine using customer-supplied control

panel.
4. Postlube engine for 5 minutes. ESM2 is calibrated to
automatically postlube engine.
NOTICE
If the engine is being shut down for an extended period
of time, cap the exhaust pipe to prevent moisture or
contaminants from entering the engine.
Form 10002-2
MAINTENANCE OF STANDBY UNITS OPERATING AT LIGHT LOADS

A generator set, or other standby unit, should be The following information gives recommendations for
exercised once each week. A record should be special operation and maintenance procedures when
maintained of performance and servicing of both the operating GE Waukesha natural gas engines at light
engine and driven equipment. loads or no loads for extended periods of time.
! WARNING Light load operation is typically defined as power levels

less than 50% of the maximum continuous power rating.
Never idle turbocharged Gas engines usually have unstable combustion at light
loads because combustion chamber pressures are
!
engines for extended periods.
Accumulated carbon may lower, which increases blow-by past the piston rings.
damage turbocharger. Instead This can lead to contamination of the engine oil including
of idling the engine, shut it down an increase in oil nitration rates and carboning of the
and restart when needed. piston ring grooves. Oil analysis is recommended to
determine proper oil change intervals. See latest edition
of Service Bulletin 12-1880 for GE Waukesha oil
Always run the engine long enough to stabilize the oil recommendations. Change intervals are usually not
and water temperatures at the normal operating level affected by periodic light loading.
expected under load. Do not operate the engine under If the engine is operated at less than 30% load for long
no-load conditions for other than very brief periods. periods (>300 hours), it is recommended that the engine
Loads of at least one-third the normal rated capacity are be exercised at full load for 2 hours every 400 hours.
recommended. Ordinarily, an exercise run of 1 – 2 hours
will be needed. Single-electrode iridium platinum spark plugs are
recommended by GE Waukesha and are available from
Some types of driven equipment cannot be operated GE Waukesha Distributors. See latest edition of Service
without fairly extensive procedures “to put them on the Bulletin 11-1895 for spark plug recommendations for all
line.” GE Waukesha production engines. These spark plugs
Weekly exercise may have to consist of periods long have superior corrosion resistance and will significantly
enough to check the engine’s ability to crank and start, improve the engine stability at part and full load
or check starting circuitry and safety equipment with the operation compared to the multi-electrode spark plugs.
starter disabled. Special attention must be taken to Engine oil and coolant temperatures should be
prevent internal corrosion, sticking and gumming of fuel maintained within the standard operating ranges.
controls, and deteriorated starting batteries. Always check thermostats for proper operation. General
Arrangements should be made to run the engine and guidelines are as follows:
driven equipment under load at least every 90 days.
• Maintain engine jacket water outlet coolant in standard
range of 180° – 190°F (82° – 89°C).
ENGINE PERFORMANCE RECORD
• Oil header temperature should be above 160°F (71°C)
Engine operating information, recorded during regular to ensure proper lubrication of the engine and
inspections, is necessary to apply proper Routine minimize oil nitration rates.
Maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, ensuring See “General Data” Technical Data Book. Under Control
needed servicing and providing “trend” information on Systems, see Number S8382, “Alarm and Shutdown
general engine condition. See ENGINE Setpoints,” and in the Fuels and Lubrication Section, see
PERFORMANCE RECORD on page 13.00-5 for Number S1015-27, “GE Waukesha Oil
additional information. Recommendations.”
The crankcase breather system should be checked for
proper operation, which will ensure that blow-by gases
are properly vented from the crankcase. The breather
system should be adjusted to operate at a slight vacuum.
Form 10002-2
MAINTENANCE
SECTION 13.00
MAINTENANCE SCHEDULE
The following maintenance schedule assumes normal Regularly inspect the engine during operation (see
operating conditions. It may be necessary to shorten Table 13.00-1). Duplicate the Engine Performance
maintenance intervals if abnormal operating conditions Record at the end of this section, and use it to record the
such as extreme cold or very dirty conditions are results of regular inspections. By maintaining trend
encountered. When given a choice, always pick the information on general engine condition, the necessary
shortest time listed. corrective action can be taken when a problem first
becomes apparent. An early diagnosis will save money
! WARNING and reduce downtime by preventing the development of
more serious problems.
Always observe the following
maintenance schedule.
Form 10002-2
Table 13.00-1: Routine Maintenance Chart
EVERY 8,000 HOURS/12 MONTHS

EVERY 3,000 HOURS/4 MONTHS*

EVERY 500 HOURS/3 WEEKS*
EVERY 720 HOURS/1 MONTH

DAILY (OR AS REQUIRED)
ITEM SERVICE
Check/clean or replace
Air Cleaner Filter Element (as needed per •
indicator)
Pre-Lube Motor Lubricator (if equipped) Check/fill •
Cooling Systems Fluid Level (Jacket and
Check/fill •
Auxiliary)/check for leaks
Crankcase Oil Level/check for leaks Check/fill •
HMI Active Fault Screen (if active alarms) If active alarms •
Engine Oil* (per lube oil
Analysis •
recommendations)
HMI Alarm History Screen Review •
Auxiliary Water Pump Lubricate •
Idler Pulley Bearings (both jacket and
Lubricate •
auxiliary pumps)
Engine Oil and Filter (if oil analysis was not
Change Oil and Filter •
performed)*
Spark Plugs Replace •
Inspect, replace O-ring
Ignition Coils •
as needed
Inspect, replace rubber
Spark Plug Extensions boot and O-ring as •
needed
Belts – jacket water and auxiliary water
Check/adjust •
pumps, and alternator (if equipped)
Check per crankcase
Crankcase Pressure breather system •
maintenance
Engine Oil and Filter* (3,000 hours for ISO

Standard or Continuous Duty with Change oil and filter •
Extender Package, Microspin, High
Capacity Oil Pan without analysis)
Oil Cooler* (Oil Side) (Maintain with Drain •

appropriate oil change interval)
Oil Separator* (Microspin) (Maintain with Clean per lubrication •

appropriate oil change interval) system maintenance
Form 10002-2



ITEM SERVICE
Magnetic Plugs (turbocharger and rocker Clean per lubrication

•
arm) system maintenance
Oxygen Sensors (with AFR2 or emPact
Replace** •
options only)
Clean/replace per fuel
Gas Regulator Filter •
system maintenance
Cooling Water Analysis Check •
Engine Protection Devices Test and Adjust** •
Adjust per valve
Valve Clearance adjustment procedure •
and specification
Cylinder Compression (align with spark
Check •
plug change)
Inspect for dirt/grit,
Knock Sensors connector wear and •
corrosion
Clean/inspect per
Turbocharger turbocharger •
maintenance
Cooling System (Jacket and Auxiliary), if
Clean and flush •
no analysis program
Crankcase Oil Pickup Screen (low-
Clean •
capacity oil pan only)
Check per 1091
Engine Mounting and Alignment •
specifications
Check per exhaust
Exhaust Backpressure •
system maintenance
Inspect, lubricate, test
Throttle Actuator Linkage •
(as needed)
Visually inspect wire
harnesses, secure
ESM2 (and emPact, if equipped) System connections, check
•
Wiring ground connections,
verify incoming power
is within specification
IPM-D Timing Disc/Pick-up Clean/inspect •
Inspect/replace as
Auxiliary Water/Coolant Hoses •
necessary
Oil Pan Clean •
Form 10002-2



ITEM SERVICE
Intercooler (Air-Side) Clean/inspect •

Inspect/replace as
Carburetor Air/Gas Valve •
necessary
Carburetor Diaphragm Replace •
Carburetor Gasket Replace •
All Belts (engine) Inspect/replace •
Crankcase Pressure Relief Valves, if
Inspect •
equipped
Replace per crankcase
Crankcase Breather Element •
breather maintenance
Breather Check Valve Clean/inspect •
Rebuild (replace
diaphragm and O-
Crankcase Pressure Regulator Valve rings) per crankcase ***
breather system
maintenance
Wastegate Rebuild •
Inspect, clean (as
Catalyst (emPact options), if equipped •
needed)
* Because of ongoing evaluation and continual updates to GE Waukesha’s oil recommendations, see the latest edition of Service
Bulletin 12-1880, GE Waukesha Lube Oil Recommendations.
** Local regulations may require more frequent maintenance
*** Every 12,000 hours or as needed.
Form 10002-2
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 13.00-2: 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 TEMPERATURES:
EXHAUST MANIFOLD TEMPERATURE
(PRE-TURBINE)
1. 1. LB
2. 2. RB
3. 3.
4. 4.
5. 5.
6. 6.
Form 10002-2
Form 10002-2
SECTION 13.05
VALVE ADJUSTMENT
Before performing any service, maintenance or repair 2. To determine when this piston is at top dead center
procedures, review SAFETY on page 1.05-1, RIGGING (compression stroke), watch the rocker arms and
AND LIFTING ENGINES on page 1.10-1 and the valves on its mating cylinder (see Figure 13.05-1).
following safety message. As the exhaust valves on the mating cylinder are
closing, the intake valves begin to open. At this point,
NOTICE the mating cylinder is in valve overlap (all four valves
partially open). This means that all four valves on the
In any procedure where the rocker arms may have cylinder to be adjusted are fully closed.
been removed or disturbed, the cylinder head
replaced, or if it is suspected that the valves may have
TRADITIONAL METHOD
been adjusted incorrectly, do not rotate the crankshaft
until all rocker arm adjusting screws and valve bridge When using the traditional method, both intake and
adjusting screws have been backed off. Failure to exhaust valves are adjusted on each cylinder when it is
back off the adjusting screws in these situations may at TDC. Begin with 1R and adjust valves on subsequent
cause collision between valves and pistons. cylinders in the firing order, watching the mating cylinder
go into valve overlap to determine TDC on each cylinder
to be adjusted. Do this until all the cylinders have been
To compensate for component wear, adjust the valve adjusted.
clearance every 8,000 hours.
After all valves are adjusted and before starting the
There are two methods for adjusting valves on VHP engine, use the engine barring device to manually rotate
engines: the traditional method and the express method. the engine in a counterclockwise direction, to be certain
The adjustment process for the valves is the same for that no oversights have occurred that might cause valve
each method. The difference is the sequence and and piston interference.
crankshaft position when adjusting the valves. The first
step in both methods is to position 1R cylinder at top
dead center of the compression stroke.
PREPARING ENGINE FOR VALVE

ADJUSTMENT
NOTICE
Shut the engine down and allow it to cool for at least
1 hour before adjusting the valves.
1. Rotate the crankshaft by barring the engine over in

a counterclockwise direction (when facing the
flywheel) until the piston of 1R is at top dead center
(compression stroke).
Form 10002-2
VALVE ADJUSTMENT
Table 13.05-1: Valve Setting Order
2 SET VALVES ON WHEN VALVES OVERLAP
CYLINDER ON MATING CYLINDER
COLUMN A COLUMN B
1L 1R
1R 6R
6L 1L
2L 2R
5R 2R
2L 5L
3L 3R 3R 4R
1 3
4L 3L
4L 4R 6R 1R
1L 6L
2R 5R
5L 5R
5L 2L
4R 3R
6L 6R
3L 4L
Column A shows the cylinder firing order. Value in column A
added to value in column B always equals 7.
5
NOTE: On 12-cylinder engines, right bank and left bank
are determined by standing at the flywheel end of the
4
engine, facing the flywheel. The cylinders farthest from
the flywheel on the right and left side are the No. 1R and
No. 1L cylinders, respectively.
EXPRESS METHOD
NOTICE
Accurately barring the engine to Engine Position 1 is
6 important. The location of the crankshaft relative to the
first cylinder in firing order (No. 1 Right Bank cylinder
on Vee engines) top dead center – compression stroke
must be within ±5°.
= 7
By using the express method, all of the valves can be set
in one of two engine positions:
Figure 13.05-1: Engine Firing Order and Direction of Engine Position 1: Position piston 1R at top dead
Rotation
center – compression stroke.
1 - Left Side 5 - Firing Order: 1R, Engine Position 2: Engine crankshaft rotated 360° from
2 - Front (Gear Side) 6L, 5R, 2L, 3R, 4L, Engine Position 1 (6R at TDC compression stroke).
3 - Right Side 6R, 1L, 2R, 5L, 4R,
4 - Direction of 3L Adjust the valves per Table 13.05-2.
Flywheel Rotation 6 - Rear (Flywheel
Counterclockwise Side) NOTICE
7 - Mating cylinder of
the first cylinder in Failure to follow the sequence outlined in Table
the firing order 13.05-2 may result in severe mechanical damage.
Form 10002-2
VALVE ADJUSTMENT
Table 13.05-2: 12-Cylinder Engines
12-CYLINDER ENGINE
FIRING ORDER: 1R, 6L, 5R, 2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L
ENGINE POSITION 1 CYL. ENGINE POSITION 2
NO. 1 TDC COMPRESSION CRANKSHAFT ROTATED
STROKE 360° NO. 1 OVERLAP
CYLINDER VALVES SET VALVES SET VALVES
EXHAUST X (DO NOT SET)
1R
INTAKE X (DO NOT SET)
EXHAUST (DO NOT SET) X
2R
3R
INTAKE (DO NOT SET) X
4R
5R
6R
1L
2L
3L
4L
5L
6L
ADJUSTING VALVES SETTING VALVE BRIDGES
There are two steps to adjusting valves on a VHP Series- 1. Loosen the rocker adjusting screw so there is no
Four engine. The first is setting the valve bridges. The pressure on the bridge.
second is setting the lifter preload. This must be done for 2. The valve bridge locknut must be loosened and the
both the intake and the exhaust valves on each cylinder. adjusting screw backed out to allow the fixed side to
make full contact with the valve stem.
NOTE: When tightening or listening the locknuts on the
bridges, the bridge must be supported with an adjustable 3. Firmly press down on center of the valve bridge
wrench to prevent side load of the valve stem on the fixed assembly until the nonadjustable foot of the bridge
side of the bridge (see Figure 13.05-3). assembly is in full contact with valve stem (see
Figure 13.05-2).
Form 10002-2
VALVE ADJUSTMENT
4. While maintaining pressure on the valve bridge
assembly, rotate the adjusting screw until it also is in
full contact with the valve stem.
5. Tighten the locknut to lock the adjusting screw in
position (see Figure 13.05-2).
Figure 13.05-3: Setting Lifter Preload
Figure 13.05-2: Setting Valve Bridge
1 - Rocker Arm 2 - Valve Bridge

Assemblies
SETTING LIFTER PRELOAD

1. Push down on the rocker ball side of the rocker arm
to make sure that the rocker ball on the rocker arm
just contacts, but does not depress, the hydraulic
valve lifter plunger.
2. While holding the rocker ball down against the
hydraulic valve lifter plunger, rotate the adjusting
screw down until the adjusting screw just contacts
the center flat of the valve bridge assembly. Then,
rotate the adjusting screw down 1/2 turn.
3. Hold the adjusting screw in position with a
screwdriver, and tighten the locknut to lock the
adjusting screw in position.
Form 10002-2
TROUBLESHOOTING AND STORAGE
SECTION 14.00
NON-ESM2 TROUBLESHOOTING
TROUBLESHOOTING TABLE NOTE: Table 14.00-1 is only provided as a service to

our customers. It should not be viewed as a reflection of
The following table is provided to assist the user in GE Waukesha’s actual experience with this product.
determining the possible causes of unsatisfactory Table 14.00-1 is not “all inclusive.” See respective
engine operation, as well as point out the corrective sections in this manual for details.
action that may be undertaken to remedy the problem.
Knowledge of how the engine operates along with the
current readings from the HMI can be combined with this
information to provide a framework for resolving actual
or potential problems.
Form 10002-2
Table 14.00-1: Troubleshooting Table
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Inspect for leaks in power cylinder
Determine cause and correct.
(hydraulic lock).
Engine crankshaft cannot be barred
Check for internal mechanical
over. Determine cause and correct.
damage.
Seized barring device. Repair or replace as necessary.
Safeties tripped. Determine cause, correct and reset.
Insufficient fuel supply. Check gas pressure.
Excessive load causes engine to
Determine and correct cause of overload.
stall.
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
Engine stops suddenly.
ESM2 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. ESM2 diagnostic codes, and perform appropriate
procedures.
Leaks into power cylinder. Determine cause and correct.

Internal mechanical damage. Determine cause and correct.
Seized barring device. Repair or replace as necessary.
Form 10002-2
Emergency Stop pushbutton in OFF
Place switch in the ON position or replace if defective.
position or defective (if used).
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 required
2. Oil temperature too low or 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 ignition module. 1. Reconnect.
2. Low or no output from ignition 2. Replace ignition module as required.
Engine will crank, but will not start. module. 3. Reconnect.
Ambient minimum temperature 3. Magnetic pickup disconnected 4. Repair or replace.
50°F (10°C). or damaged. 5. Check gap/replace as required.
4. Broken or damaged wiring.
5. Spark plug(s) not firing.
Insufficient or no air intake:
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
1. Clogged intake air filters. 1. Remove and clean.

2. Clogged/dirty intercooler (air 2. Remove and clean.
side).
Air in fuel line. Bleed air out to a safe area.
Low battery output. Change or replace batteries.
Form 10002-2
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.
3. Obstructed exhaust manifold. 3. Locate and remove obstruction.
4. Seizure of main bearings, 4. Replace bearings – clean up or replace
connecting rod, piston pin or crankshaft, camshaft or piston pins, as required.
camshaft. 5. Check oil system; correct cause.
5. Lack of lubrication. 6. Check oil filters.
6. Dirt in oil. 7. Find and correct as required.
7. Air leaks in intake system.
Engine loses power or will not reach Turbocharger malfunction or failure:
rated speed.
1. Low compression pressure. 1. Inspect valves and power cylinders, adjust
2. Misadjusted intake and exhaust valves.
valves (if recently overhauled). 2. Readjust.
3. Ignition misfire. 3. Clean and gap, or replace spark plugs.
4. Exhaust leakage. 4. Locate leak and repair.
5. Wastegate malfunction. 5. Repair or replace as necessary.
6. Leaking wastegate control 6. Repair or replace as necessary.
lines. 7. Repair or replace as necessary.
7. Worn or damaged power 8. Correct as required.
cylinder. 9. Determine and correct cause.
8. Excessive exhaust system
backpressure.
9. Engine overloaded.
Engine will not shut down using
normal stopping procedures.
! WARNING
Shut off the gas
Defective Emergency Stop
supply for positive Shut off fuel supply.
pushbutton.
shutdown of gas
engines. Inspect
the intake manifold
for accumulations
of oil.
Spark plug fouled or not firing,

Replace spark plug. Replace ignition coil.
ignition coil failed.
Individual cylinders misfire.
Extension failed. Replace.
Primary wiring. Repair or replace as necessary.
Engine overloaded. Determine and correct cause of overload.
Improve fuel quality. Determine fuel WKI and re-
Low WKI fuel.
Engine detonates. adjust, if required.
Engine misfiring:
Spark plugs misfiring. Clean and regap, or replace spark plugs.
Form 10002-2
Engine misfiring:
Faulty ignition system. Repair or replace components as required.
Emission levels too high. Improve fuel quality.
Incorrect WKI fuel.
Determine fuel WKI and re-adjust if required.
Improper kW sensing –
Insufficient oil. Add oil as required.
Compare to master gauge. Replace gauge if
Oil pressure gauge inaccurate.
necessary.
Oil gauge line plugged or valve shut. Renew gauge line; open valve.
Oil filters plugged. Change elements; clean filter.
Oil pressure regulating valve stuck
Clean and polish valve.
Low or fluctuating oil pressure. in open position.
Change oil and filter elements. Determine and correct
Oil dilution.
NOTICE source of dilution.
Oil of low viscosity. Change to higher viscosity oil as recommended.
Shut down engine immediately;
Use oil grade recommended. Check for water leaks
investigate cause. Oil foaming.
into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that
Operate within maximum safe tilt angles (see
exceed the maximum safe tilt
Specifications).
specification.
Dirty oil cooler. Clean.
Malfunctioning pressure
Replace.
transducer.
High oil pressure. Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.
Compare to master gauge; replace gauge if
Low jacket water temperature. Gauge or sensor inaccurate.
necessary.
Form 10002-2
! WARNING
Allow engine to cool.
Gauge or sensor inaccurate.

necessary.
Low coolant level. Fill cooling system.
High jacket water temperature.
Airbound cooling system. Purge air from cooling system.
Engine overloaded. Determine and correct cause.
Completely thaw cooling system before restarting
Frozen coolant.
engine.
High air temperature into radiator. Determine cause and correct.
Water pump fault. Check and correct pump operation.
Radiator fault. Clean core, inspect fan operation.
Isolation valve closed. Open isolation valves (if applicable).
Static or vent lines closed. Open valves.
Stuck thermostatic valves. Replace thermostat elements.
necessary.
Broken or loose auxiliary water
Replace or adjust belts.
pump belts.
Clogged heat exchanger or
Clean heat exchanger/intercooler.
intercooler.
High auxiliary water temperature. High air temperature into radiator. Determine cause and correct.
Water pump fault. Check and correct pump operation.
Radiator fault. Clean core, inspect fan operation.
Isolation valve closed. Open isolation valves (if applicable).
Static or vent lines closed. Open valves.
Stuck thermostatic valves. Replace thermostat elements.
Oil leaks in oil system. Locate and repair leaks.
Change to a viscosity recommended for operating
Improper viscosity.
temperatures.
High oil consumption. Worn piston rings or liners. Worn Contact your GE Waukesha Distributor for
valve stem seals. assistance.
High crankcase vacuum. Adjust breather system.
Bad turbocharger seal. Repair or replace as necessary.
Form 10002-2
Oil contaminated with water:
1. Ignitor sleeve leaking. 1. Locate leak and correct.
2. Liner O-rings leaking. 2. Locate leak and correct.
3. Leaking head gasket. 3. Locate leak and correct.
Oil contamination. 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.
Engine misfiring. See “Engine detonates.”
Foundation bolts:
Loose. Contact your GE Waukesha Distributor for
assistance.
Vibration damper:
Excessive vibration. Loose. Contact your GE Waukesha Distributor for
assistance.
NOTICE Crankshaft:
1. Broken. 1. Contact your GE Waukesha Distributor for
Stop engine at once; investigate 2. Main bearing nuts loose. assistance.
cause. 3. Crankshaft counterweight 2. Contact your GE Waukesha Distributor for
loose. assistance.
3. Contact your GE Waukesha Distributor for
assistance.
Contact your GE Waukesha Distributor for
Loose flywheel.
assistance.
Misalignment. Correct.
Base deflection. Correct.
necessary.
Insufficient cooling:
1. High auxiliary water 1. See “High auxiliary water temperature” causes.
High oil temperature. temperature. 2. Clean or replace.
2. Dirty oil cooler. 3. Correct.
3. Water pump fault.
Dirty heat exchanger or radiator. Clean or replace.
Low oil pressure. See “Low or fluctuating oil pressure” causes.
Stuck oil thermostat. Replace thermostat elements.
Form 10002-2
Improve fuel quality. Determine fuel WKI and re-
Low WKI fuel.
adjust if required.
Excessive valve clearance. Adjust to specification.
Loose bearings (failed).
assistance.
Loose piston pins (failed).
Knocking or unusual noises. assistance.
Excessive crankshaft endplay.
assistance.
Misfitted or excessively worn timing Contact your GE Waukesha Distributor for
gears. assistance.
Exhaust leaks. Locate and correct.
Air leaks. Locate and correct.
Leaks in fuel system. Locate source and correct.
Excessive fuel consumption. Inaccurate kW meter. Calibrate.
Cylinders misfiring. Correct cause of misfire.
Inaccurate fuel meter. Calibrate meter.
Low oil pressure. Improper bearing
Turbocharger: Excessive noise or lubrication. Load engine before Contact your GE Waukesha Distributor for
vibration. warm oil is supplied to the assistance.
turbocharger.
Form 10002-2
SPARK PLUG TROUBLESHOOTING

Table 14.00-2: Spark Plug Troubleshooting*
FIRING TIP APPEARANCE CONDITION REMEDY

Light casting of whitish ash,
Normal with medium to high ash oils No change; reflects a healthy operating cylinder.
uniformly deposited
High oil consumption Change engine oil type.
Wrong oil; ash content too high Change engine oil type.
Excessive ash buildup
Poor oil control around valve guides
Inspect and replace worn parts as necessary.
and piston rings
Poor oil control around valve guides
Replace worn parts as necessary.
Black oil fouling deposits and piston rings
Engine too lightly loaded Adjust engine load.
Add fuel filter.
Gap bridging Contaminated or “dirty” fuel gas
Use more “open” electrode type plug.
Spark plug firing tip temperature too
Change plug heat range.
low
Carbon fouling
Engine too lightly loaded Adjust engine load.
High oil consumption Inspect and replace worn parts as necessary.
Wear on side electrodes Reverse polarity Reverse ignition coil wiring.
Aluminum contamination Engine operated with severe Inspect piston crowns with borescope; replace worn
detonation resulting in piston parts as necessary.
damage
Check ignition timing, fuel gas octane.
Reduce engine load.
Oxide of cobalt fouling from burning
Bright blue or green deposits Replace valves and seats.
of metal facing on valves and seats
* If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
Form 10002-2
STARTER TROUBLESHOOTING NOTE: Table 14.00-3 is only provided as a service to

our customers. It should not be viewed as a reflection of
The following table will assist the user in determining the GE Waukesha’s actual experience with this product.
possible causes of unsatisfactory starter operation, as
well as point out the corrective action that may be
undertaken to remedy the problem.
Table 14.00-3: Starter Troubleshooting

Relay valve improperly installed Check typical installation diagram and correct.
Check for damaged sealing ring, replace relay valve
Relay valve not sealing properly
Air always flow through exhaust or damaged parts.
Solenoid is not sealing, pressure Check solenoid potential at the lead to ground; it
remains in APP port of relay valve should be 0. If not, fix ignition switch problem.
Starter engages but does not run Bad relay valve Replace relay valve.
Starter does not run, small air flow
from turbine exhaust or drive Nozzle blockage Remove blockage or obstruction from nozzles.
housing
Starter does not run. Normal air flow Excessive number of bends in the
Shorten length or straighten supply air line.
from exhaust supply line
Increase air pressure to 40 – 150 psig (276 – 1,030
Air pressure is too low
kPa).
Control lines to starter ports
Check installation diagram and correct
reversed
Pinion does not engage
Check wiring and solenoid operation. Correct wiring,
Solenoid valve not operating or
remove blockage or replace solenoid valve as
plugged
needed.
Damaged pinion teeth Replace pinion or starter drive as necessary.
Increase air pressure to 40 – 150 psig (276 – 1,030
Air pressure is too low
kPa).
Starter runs but engine cranks
slowly or not at all Excessive backpressure Check exhaust closure plate.
Nozzle blocked or damaged Remove blockage or damaged parts.
Solenoid valve is not sealing Check solenoid potential at the lead to ground; it
Stater continues to operate after correctly should be 0. If not, fix ignition switch problem.
start button is released Check for damaged sealing ring; replace relay valve
Relay valve not sealing properly
or damaged parts.
Tighten loose fittings. Repair or replace damaged
Air connections are not tight
lines.
Damaged air lines: crushed, frayed
Replace damaged lines.
Air tank pressure drops after and kinked
extended shutdown Check for damaged sealing ring; replace relay valve
Relay valve is not sealing properly
or damaged parts.
Check solenoid potential at the lead to ground; it
Solenoid valve is stuck open
should be 0. If not, fix ignition switch problem.
Form 10002-2
SECTION 14.05
NON-CODE ESM2 TROUBLESHOOTING
Table 14.05-1 provides non-code troubleshooting for

the ESM2 system. Non-code troubleshooting includes
any system faults that do not have ALM or ESD alarm
codes that are logged in the Fault Log on the HMI.
Table 14.05-1: Non-Code ESM2 System Troubleshooting
IF... THEN REMEDY

CAN connection from the ECU to the HMI is faulty. Use DTC1051 as a troubleshooting guide to check
Use DTC1051 as a troubleshooting guide. the HMI and wiring.
Check for loose, damaged or miswired
Check CAN connections at the HMI
connections.
Use wiring diagram to determine location of the
Terminating resistor in CAN line is missing or faulty terminating resistor. Nominal resistance is 120
ohms.
HMI shows “OFFLINE,
Termination resistor switch on the HMI is switched Review switch location in the manual and switch
NO communication”
off. It should be on. on.
ECU has no power. Check for the green light on
Check power and ground to the ECU.
the ECU.
Reset the PDB using the button inside. If the circuit
PDB distribution circuit is tripped
has a persistent failure, check for shorted wiring.
An unprogrammed ECU will result in no
ECU is not programmed
communication to the HMI.
Air filters are plugged or turbochargers failed Repair and replace faulty components.
Throttle plates are out of sync, or linkage is Review syncing and adjustment procedures, and
damaged or loose readjust.
Throttle linkage is misadjusted Review adjustment procedures and readjust.
AFR is incorrect, severely rich or lean. Review and
Review and perform AFR setup procedures.
perform AFR setup procedures.
Regulators have low fuel pressure Check fuel pressure against specification.
Engine RPM cannot AFR is in manual mode Review and perform AFR setup procedures.
achieve the RPM
setpoint Fuel control valve start setpoint is severely rich or
Review and perform AFR setup procedures.
lean
WKI is incorrect for the fuel used Set WKI to the proper value from gas sample data.
There are control panel setpoint errors. View the Control panel output for mA or voltage is incorrect.
engine RPM setpoint on the HMI Governor screen. Low/high engine RPM setpoints are incorrect.
Load Sharing Module voltage or mA setpoints are
Load Sharing Module bias is applied incorrectly. incorrect. View the engine RPM setpoint, LSM
View LSM input on the HMI Governor screen. voltage setpoint or mA setpoint on the Governor
screen.
Form 10002-2
IF... THEN REMEDY

Excessive load is causing the engine to stall Reduce or eliminate excessive load.
Normal shutdown from user panel unexpectedly View the normal shutdown status on the Start/Stop
goes low screen.
View the normal shutdown status on the Start/Stop
Control panel has intermittent failures to the NSD
screen for intermittent Run/Stop from the control
Engine stops with no outputs
panel.
fault code
Check fuel pressure in and out of the fuel valve
Fuel valve has mechanical or electrical failure when activated. Check fuel valve current draw on
HMI PDB screen. Check valve electrically.
Engine RPM setpoint changes larger than the
Reduce the RPM ramp rate to acceptable levels.
engine and/or package is capable of
View the start input signal status on the HMI Start/
There is damaged wiring or miswired start input Stop screen. Verify start input field is green when
connection from control panel signal is active. If not, inspect wiring at control
panel.
Engine does not crank
with no fault code View the normal shutdown status on the HMI Start/
Stop screen. Verify normal shutdown field is green
Normal shutdown input is set from control panel (Run) when input is active (+24VDC). If not,
inspect wiring at control panel and verify +24VDC
is applied to Run/Stop wire.
View the purge time calibration on the Parameters
> Start/Stop screen. Excessive purge time
calibration may result in over-crank (DTC2206).
Purge time is excessive
Reduce purge time calibration to less than 10
seconds. If purge time calibration is less than 10
seconds, use DTC2206 as troubleshooting guide.
View the normal shutdown status on the Start/Stop
Normal shutdown input wiring is damaged, normal
screen for intermittent Run/Stop from the control
shutdown input is set from control panel
panel.
Engine does not start
Verify power source for starter motor(s). Cranking
with no fault code
speed below 40 rpm will not result in spark events.
Cranking speeds below 60 rpm will result in difficult
starting conditions. Check voltage/pressure to
starter motor(s). View engine speed while
Crank speed is insufficient cranking on HMI. If speed is greater than 40 rpm,
use DTC2206 as troubleshooting guide.
View Ignition status on HMI > IGN screen while
cranking. If ignition command and feedback are
green (enabled) while cranking, use DTC2206 as
troubleshooting guide.
Check to see the PDB has 24V. If there is no power
PDB has no power
here, check external voltage source.
The wiring between the PDB and the ECU has a Ensure the wire harness is properly inserted to the
problem PDB and the ECU. Check for damaged wires.
No power to the ECU,
green LED is off, HMI is Reset the PDB with the reset push button to clear
off the fault. If fault persists, unplug connector A from
There is a PDB circuit fault to ECU, possibly the ECU and try to reset the PDB again. If the ECU
overcurrent of the circuit now has power, there is most likely a short in
connector F. If the problem still persists, there is
most likely a short in connector A.
Blue screen CFast card has failed or reached end of life
“Unmountable Boot
CFast requires replacement.
Volume” Cycle power
Other blue screens
Form 10002-2
IF... THEN REMEDY

Verify CFast card is properly inserted into CFast
Replace CFast card.
HMI screen blank while card tray
powered (screen
Verify proper power connections
backlight on) Replace faulty components.
Cycle power to the HMI
HMI screen blank Verify power connections to HMI Make sure the unit is powered.
unpowered (screen
backlight off) Press power button on back of HMI Replace faulty components.
Form 10002-2
Table 14.05-2: Battery Troubleshooting
IF THEN
Has cracks or holes in the container or cover
Replace battery.
Has corroded terminals posts
Battery Appearance Has black deposits on underside of vent plugs Battery has been overcharged*. Verify battery
Has black “tide-marks” on inside walls about 1 charger is operating correctly and settings are
in. below the cover correct.
Is low Fill electrolyte to correct level.
Electrolyte Level Battery is receiving too much charging current.

Is adjusted frequently Verify battery charger is operating correctly and
settings are correct.
Is 75% or greater Verify battery is good with a high-rate load test**.
Is between 25% and 75% Recharge battery***.
State of Charge Is less than 25%
Measured open-circuit voltage is lower than Replace battery.
value given in Table 11.05-1
Odd cells with specific gravity readings 0.050
Replace battery (internally short-circuited).
lower than other cells
Specific Gravity of Cells
Verify battery charger is operating correctly and
Is uniformly low
settings are correct, and recharge battery****.
* Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely low electrolyte
levels, black deposits on the underside of the vent plugs, or black “tide-marks” on the inside walls of the container from about
1 in. below the cover. If these signs are present, the battery charger setting must be checked and reset according to the
manufacturer’s instructions before a battery is returned to service. Batteries in which electrolyte levels have to be adjusted
frequently are clearly receiving too much charging current.
** High-Rate Load Test – If the state of charge is 75% or higher, the battery should be given a high-rate load test. Typically, the
high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicate the terminal voltage as
the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified value (typically 9.6 V) if the
battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps (CCA) (see Table 11.05-1). The
minimum acceptable voltage reading will vary as battery temperature decreases. Read and follow the manufacturer’s
instructions for the tester.
*** Recharging – Batteries which are at less than 75% state of charge need recharging before proceeding with any further tests.
Observe that the battery does accept a charging current, even though it may be small in amperes, when the charger is switched
on. The battery must be fully charged for several hours before testing. If batteries have been receiving a charge current within
the previous few hours, the open-circuit voltage may read misleadingly high. The surface charge must be removed before
testing. To remove surface charge, the battery must experience a load of 20 amps for 3-plus minutes.
**** Batteries with low but uniform specific gravities in each cell that clearly require an extended recharge may have become deeply
discharged. This may be nothing more than a battery charger problem, but the system should be checked out before the
battery is returned to service.
Form 10002-2
RESETTING POWER DISTRIBUTION ! WARNING

JUNCTION BOX
MANUAL METHOD
Reset the PDB using the HMI (seeHMI METHOD on components unless you are a
page 14.05-5) and not the internal reset switch. Use technically qualified individual
the reset switch only when the HMI and PDB are not who is familiar with the electrical
communication. elements involved.
The outputs from the power distribution box are
protected against short circuits and current overloads. To manually reset the power distribution box output
power, perform the following procedure:
1. Stop the engine.
2. Press and hold reset switch (about 3 seconds).
3. Release switch.
After completing the Power Distribution Junction Box
reset procedure, if problem is not corrected, contact your
local GE Waukesha Distributor for technical support.
HMI METHOD
The PDB can be reset by selecting the checkbox on the
Advanced > Advanced Settings Parameters screen
NOTE: It is ok to use the HMI to reset the PDB while the
engine is running because circuits that are still powered
Figure 14.05-1: Reset Switch are not interrupted.
Form 10002-2
Figure 14.05-2: PDB Reset on HMI
Form 10002-2
SECTION 14.10
STORAGE

! WARNING
procedures, review SAFETY on page 1.05-1.
See Table 1.15-6 GE Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.15-16 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
GE 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 10002-2
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 10002-2
STORAGE
Table 14.10-1: 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 14.10-2). 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 14.10-2: 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 10002-2
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 14.10-3).
Table 14.10-3: 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 10002-2
CATALYTIC CONVERTER
SECTION 15.00
CATALYTIC CONVERTER DESCRIPTION
MONITORING PERFORMANCE Converter housing – The outer stainless steel housing of

the catalyst.
This catalytic converter is sized to meet the EPA
regulations under all stated operating conditions. It has Catalyst elements – The removable catalyst elements
been certified with the engine to achieve this. It is located inside the converter housing.
therefore unnecessary for the end user to monitor The removable element resembles a large honeycomb
emissions. It is only necessary to service and operate disc which consists of a finely wound ferric steel metal
the engine per the manufacturer's recommendations to foil corrugated substrate material that is coated with
maintain emissions compliance with the EPA precious metals. The entire element is banded into a
regulations. large disc for easy replacement and inspection.
The converter housing is a large chamber made of
CATALYTIC CONVTERTER
stainless steel. The catalyst elements are positioned in
The catalytic converter is a TWC (three way catalyst) the center of the housing and held in place by clamp
consisting of a housing and 2 removable elements. An rings. The elements are accessible through a bolted
optional TWC with integrated silencer is offered if sound hatch. At each end of the housing are pipe flanges for
dampening is required. The converter is shipped loose attaching the converter to the exhaust system.
and the following instructions in CATALYTIC
CONVERTER INSTALLATION on page 15.05-1 are
provided for proper installation.
DEFINITIONS
Catalytic converter – The compete assembly including
the converter housing and the catalyst elements.
Form 10002-2
7 8 9
10
5
4
11
12
13
Figure 15.00-1: Non-Silenced Housing Option Shown
1 - Inlet Flange 8 - Flat Hatch Cover

2 - Inlet Cone + Center body Assembly 9 - Flat Hatch Cover Bolts
3 - Catalyst Lockbolts (3) 10 - Outlet Cone Assembly
4 - Catalyst (2) 11 - Outlet Cone Assembly Bolts (optional construction)
5 - Catalyst Retainer Ring 12 - Outlet Cone Flange Gasket (optional construction)
6 - Catalyst Spacer 13 - Name Plate
7 - Flat Hatch Gasket
NOTE: Flat and spring washers are removed for clarity.
Form 10002-2
OVERVIEW
The GE Waukesha Catalytic Converter is designed for
the VHP (rich burn engine) emission control system to
keep the engine fully compliant with the latest air quality
regulations.
The catalyst is classified as a (NSCR) Non Selective
Catalytic Reduction or 3-way catalyst. This type of
catalyst is suitable for rich burn engines and is similar to
automotive catalysts as it reduces NOx, CO and HC
simultaneously.
The catalyst elements help control pollutants by
changing the chemical composition of these emissions.
This chemical change (reaction) reduces the amount of
the following pollutants emitted into the atmosphere:
• Oxides of Nitrogen (NOx) – formed by the oxidation of
nitrogen in the combustion chamber
• Carbon Monoxide (CO) – formed by incomplete
combustion of hydrocarbon fuel
• Hydrocarbons (HC) – formed by un reacted and
partially combusted fuel
– Total hydrocarbon (THC)
– Non-methane hydrocarbons (NMHCs)
– Volatile organic compounds (VOC)
Key factors of the formation and amount of exhaust
pollutants depend on:
• Fuel composition
• Natural gas quality
• Engine combustion dynamics, engine age and
condition.
• Lube oil consumption
• Inlet air conditions (air temperature and humidity)
Special design features of the GE Waukesha catalytic
converter:
• Elements matched to GE Waukesha control for peak
performance
• Embedded nuts for easy element installation and
removal of catalyst elements
• Full width hatch gasket for long-life sealing and easy
seal inspection
Form 10002-2
Form 10002-2
SECTION 15.05
CATALYTIC CONVERTER INSTALLATION
REQUIRED • An exhaust flexible connection has “spring constants”

(lateral, axial, radial and torsional) that should be
• It is required to mount the converter no more than 15
considered when engineering the exhaust system.
linear feet (4.6 m) of 14 in. (35.6 cm) diameter piping
Transmission of forces to the engine exhaust
away from the transition mounted to the engine
connection must be zero.
exhaust flex flange and upstream of an exhaust
silencer if so equipped. NOTE: Any specific load or bending moment limits
• Sufficient clearance must be allowed from shown on an engine installation drawing must not be
surrounding components to avoid the risk of fire or exceeded.
explosion, due to the high operating temperatures of • The exhaust flexible connection should be designed
the converter. to allow for flexing caused by engine operation:
• Do not lift the converter from the center body area; only acceleration, deceleration, starting and stopping. A
lift it from the end pipe flanges. GE Waukesha exhaust flexible connection (when
supplied) will accommodate engine vibrations with a
• Expansion joints need to be used whenever the solidly mounted unit, but cannot tolerate the additional
converter housing is installed between two fixed points forces/displacement imposed by mounting on spring
to allow for thermal expansion. isolators.
• Do not use anchor supports on both sides of the • Utilize a combination of fixed supports, rollers and
catalyst due to thermal growth. flexible connections to provide a well-designed
• No external forces can be applied to the converter and exhaust system. See Figure 15.05-1 and Figure
piping connected to the converter must be properly 15.05-2 for additional concepts.
supported to prevent cantilevering loads. • The minimum requirements for the design of the
• Install supplied expansion joints between the engine exhaust system should be to contain explosions that
exhaust flange and the converter inlet flange. This will could be encountered during the operation of the
isolate the converter and other downstream engine. GE Waukesha requires the use of carbon steel
components from engine vibration and thermal schedule 20 pipe as a minimum and stainless steel
expansion. schedule 10 pipe is preferred because of its greater
strength properties at elevated temperatures. GE
NOTE: Insulated piping will expand more compared to
Waukesha does not allow using double walled piping
non-insulated piping.
or slip joints on engine exhausts.
• Only use supplied fasteners. Do not substitute with
• Size piping and silencer so that exhaust system
unknown grade fasteners. Contact GE Waukesha
backpressure, as measured at the engine outlet
Parts for replacement parts. High temp anti-seize
flange, is less than that indicated in the GE Waukesha
should be used on the fasteners.
Technical Data Engine Specifications.
• The converter must be structurally supported from
beneath the converter center body when mounted NOTE: 14 in. (35.6 cm) diameter piping is required for
horizontally. This structural support needs to allow for the exhaust system.
expansion of the housing due to thermal loads. Do not • The exhaust system must remain air tight at all times
support the converter by the flanges when mounted for proper operation of the converter. Explosion relief
horizontally. valves, flexible connections, flanges, water traps/
• Design the exhaust system so it will not impose drains and piping may leak over time and may require
torsional forces on the exhaust flexible connection. repair or replacement to maintain an air tight exhaust
system.
Form 10002-2
• A burst disk located in the exhaust piping near the RECOMMENDED
engine can protect exhaust components from a
• Provide water traps/drains to prevent exhaust
damaging exhaust explosion. Burst disks must be
condensation and/or rain from reaching the engine.
vented to a safe location to prevent fires or personal
This is especially true on long pipe runs. Use rain caps
injury. These devices will become damaged or leak
where applicable. Slope piping away from engine.
after an exhaust explosion occurs which will require
Exhaust gas contains 10 – 20% water in the form of
replacement or repair. These devices must be air tight.
steam. During start-up of a cold system large amounts
• Using a single exhaust system fed by several engines of water will condense and collect in low spots of the
is not allowed by GE Waukesha because an engine exhaust piping which can result in corrosion. Many
which is shut down becomes a path for exhaust gas to silencer and heat recovery equipment manufacturers
leak. This exhaust gas will condense water in the shut- provide traps and drains in their equipment.
down engine causing hydraulic lock, valve sticking,
• Utilize smooth transition to final pipe size when a
ring sticking, rust and other engine damage. The
transition in size is required. GE Waukesha
exhaust leak path could also cause poisonous
recommends a diverging angle of no more than 15
exhaust gas to collect in an engine room.
degrees.
NOTE: Exposure to excessive temperatures • To prevent explosions and personal injury the engine
significantly reduces the catalyst life. At no time shall the and the exhaust system are purged by cranking the
catalyst outlet temperature be permitted to exceed engine for several seconds before the ignition is turned
1,350°F (732°C). Normal continuous operating on and the fuel valves are opened. The purge volume
temperature shall not exceed 1,300°F (704°C) for more of the engine is approximately equal to its
than 15 minutes during any 24 hour period. Exposure to displacement for every two revolutions. In case the
temperatures exceeding these values will automatically volume of the exhaust system is such that it will not be
void the warranty. It is for this reason that the use of a purged several times by the cranking of the engine the
high temperature alarm set for 1,250°F (677°C) and customer has to use an alternative means to purge the
shut-down system set for 1,300°F (704°C) at the catalyst exhaust system. The purge cycle can be adjusted in
outlet is required. ESM2 using the HMI.
• Never run hot exhaust pipes near flammable materials
or fuel supply lines. GENERAL NOTES
• Provide clearance to permit use of a chain hoist for • Consider expected life. Cyclic flexing can lead to
removal of heavy components, such as the catalyst premature failure by causing fatigue breakage.
elements.
• Radiated heat can raise the air temperature around the
• Sufficient clearance must be allowed for the convert engine. This could affect the air inlet for the engine or
hatch to open and for element replacement. It is generator.
recommended the hatch is facing upward as each
element is approximately 54 lb (24 kg). • Exhaust temps are higher when utilizing the “hotter”
fuels such as HD-5 Propane with higher BTU content.
• The end of the exhaust line must be designed to keep The converter may need to be installed at the 15 ft (4.6
out rain water, dust and dirt. Vertical discharge outlets m) maximum from the exhaust outlet to avoid these
should have a rain cap to prevent moisture, dust and higher temps. On the converse, insulation may be
dirt from entering while an engine is shut-down. needed if the converter inlet temperature drops below
Exhaust discharge and flow path must be away from 850° – 900°F (454°C – 482°C).
radiators and engine air intakes. Miter cut exhausts will
reduce exit noise. • Exhaust system backpressure limits are established
for each engine model. Backpressure limits are
• Exhaust gas is poisonous and must be discharged to available in the GE Waukesha Technical Data Engine
a harmless location. Do not discharge gases near the Specifications for the particular model of interest.
engine air intake system, ventilation ducts, windows Exceeding these backpressure limits can cause
or buildings. The discharge location must have horsepower output to decrease, fuel consumption to
sufficient natural ventilation to carry away the exhaust increase, and breather backpressure to increase,
gas preventing an unhealthy concentration. Observe causing high crankcase pressure. High crankcase
safety and other applicable codes. The discharge pressure will cause numerous oil leaks and may cause
must also be at a safe distance from flammable waste operational problems. Exhaust system backpressure
dump sites and fuel storage areas. Observe local fire can be calculated using the procedure described in
codes and other applicable codes. Form 1091, GE Waukesha Engines & Enginator
Systems Installation.
Form 10002-2
INSTALLATION 3. Align the inlet and outlet flanges with their

connecting flanges and insert supplied gaskets as
CATALYST ASSEMBLY required.
Most of this assembly should be done prior to lifting into 4. Install all supplied mounting fasteners loosely,
place. This will save time and avoid working several feet allowing for movement until final tightening.
above the ground. 5. Check alignment of flanges to make sure flanges are
squarely aligned and no binding is evident.
NOTE: The manufacturer has recommended that the
catalyst be supported from the bottom. A suitable 6. Torque all flange fasteners.
support needs to be added under the bottom of the 7. Make sure that the exhaust system after the
catalyst. converter is independently supported.
1. Install the thermocouples, pre and post into the
catalyst and plug into the harnesses. NOTICE
2. Support the converter housing flange ends and Do not weld to the converter housing.
body, using a suitable lifting device, and lift the
converter housing into position.
NOTICE
Make sure the catalyst flow direction is correct. The
directional arrow on the converter housing must match
the flow direction of exhaust gas.
Form 10002-2
SUGGESTED VERTICAL MOUNTING ARRANGEMENT
1
2 1
3
Figure 15.05-1: Suggested Vertical Mounting Arrangement
1 - Guides 3 - Support
2 - Expansion Joint 4 - Explosion Relief Valve
Form 10002-2
SUGGESTED HORIZONTAL MOUNTING ARRANGEMENT
1 2 2
4
3
4
3
Figure 15.05-2: Suggested Horizontal Mounting Arrangement
1 - Explosion Relief Valve 3 - Support

2 - Guides 4 - Expansion Joint
Form 10002-2
Form 10002-2
SECTION 15.10
CATALYST REPLACEMENT PROCEDURES
CATALYST ELEMENT REPLACEMENT

NOTICE
The GE Waukesha catalytic converter or catalyst
elements do not pose any specific health or safety
hazards related to catalyst composition or formulation,
however always wear proper safety clothing and
ensure that all work is performed in a safe manner in
accordance with all OSHA or other applicable safety
regulations currently in effect at your plant facility. This
extends, but is not limited to, the use of ladders, small
tools and mobile/lifting equipment.
The converter and catalyst elements my have sharp
metal edges. Always wear gloves and appropriate
safety gear when working with these components.
REMOVAL
The GE Waukesha converter was designed to allow
easy removal of catalyst elements without having to
remove the converter housing from connected duct Figure 15.10-1: Catalyst Access Cover
work.
4. Loosen the nut on all three jacking bolts until the lock
When it is necessary for the catalyst to be inspected, washer is fully uncompressed (see Figure 15.10-2).
cleaned or replaced, the following procedure should be
followed for the efficient removal of the catalyst:
1. With the engine off, allow the converter to cool to the
touch.
2. Perform lock-out tag-out procedures to ensure
engine and auxiliary equipment are safely locked out
and cannot be engaged.
3. Prior to removing the catalyst access cover; ensure
there are no compressive forces on the converter
housing. Bleed off any residual pressure in the piping
and converter.
Figure 15.10-2: Loosen Jacking Bolt Nut
Form 10002-2
5. Loosen all three jacking bolts (see Figure 15.10-3).
NOTICE
Do not drag, scrape or damage the element during
removal.
The following procedures are provided for

horizontally mounted converters. Horizontally
mounted elements are easier to remove than
vertically mounted elements with the use of a lifting
eye and suitable lifting device.
! WARNING
Catalyst elements weigh

approximately 54 lb (24.5 kg).
Always use suitable rigging and
lifting equipment.
Vertically mounted converters
must have the elements
removed manually with the
assistance of a lifting device.
Figure 15.10-3: Loosen Jacking Bolts The element can be slid out half-
6. Remove the bolts, washers, lock washers and nuts way and then supported and
retaining the element cover (see Figure 15.10-4). lifted out of the converter using
a suitable lifting device.
8. Remove the element nearest the middle flange bolts

by hand (see Figure 15.10-5). Remove the element
using a lifting device or two persons lifting the
element using the handles provided on the catalyst.
Figure 15.10-4: Remove Element Cover

7. Remove the element cover and gasket. Clean the
cover and the catalyst housing to remove any gasket
material.
Form 10002-2
10. Remove the remaining element (see Figure
15.10-7).
Figure 15.10-5: Removing First Element
NOTICE
Do not damage or distort the spacer seal ring during
removal or installation.
Figure 15.10-7: Remove Remaining Element
9. Remove the spacer ring (see Figure 15.10-6).
11. If necessary, remove the clamp ring. Before
removing, note orientation of the calmp ring. The
larger flat side must face away from the large middle
flange (see Figure 15.10-8).
Figure 15.10-6: Remove Spacer
Form 10002-2
! WARNING
1
2
Vertically mounted converters
must have the elements
installed manually with the
assistance of a lifting device.
The element can be supported
and lifted into position using a
suitable lifting device, until the
element is half way into the
housing. The element must be
manually slid into the housing
from the half-way position and
the rigging removed.
1. If removed, install the clamp ring with larger flat side

of ring facing away from the large middle flange (see
Figure 15.10-8: Remove Clamp Ring Figure 15.10-9).
1 - Clamp Ring 2 - Large Middle

Flange 1
INSTALLATION
NOTE: Install element closest to clamp ring first before
installing the remaining element.
NOTICE 2
Do not drag, scrape or damage the element during

installation.
! WARNING
Catalyst elements weigh

approximately 54 lb (24.5 kg).
Always use suitable rigging and
lifting equipment.
The following procedures are provided for horizontally

mounted converters. Horizontally mounted elements
are easier to install than vertically mounted elements
with the use of a lifting eye and suitable lifting device.
Figure 15.10-9: Install Clamp Ring
1 - Clamp Ring 2 - Large Middle

Flange
Form 10002-2
2. Install the first element into the housing next to the
clamp ring. Position the handles on the element
toward the housing, with the handles orientated as
shown (see Figure 15.10-10).
Figure 15.10-11: Install Spacer

4. Install the remaining element (see Figure 15.10-12).
Figure 15.10-10: Install First Element

3. Install the spacer ring (see Figure 15.10-11).
Figure 15.10-12: Install Remaining Element

5. Inspect the cover gasket material to ensure it is intact
and provides a uniform seal around the cover
opening. Replace the gasket as necessary with the
recommended gasket material from GE Waukesha.
6. Align and install element cover and latch cover bolts.
Tighten cover bolts to 13 – 17 lb-ft (18 – 23 N·m).
Form 10002-2
NOTICE
The clamp ring must secure the elements and seal
rings in place. The elements cannot move or vibrate
during engine operation. Use care when tightening the
clamp ring to ensure the clamp ring does not bind and
the elements are squarely secured in place.
7. Tighten the 3 jacking bolts evenly in a criss-cross

pattern. Tighten the hex bolts to 18 – 22 lb-ft (24 – 30
N·m) and secure locknuts until split lock washers are
fully compressed.
8. Upon engine start-up, check for leakage at the
element cover. Make adjustments to the element
cover position and/or clamp nut tightness as
necessary to seal any leakage.
ELEMENT COVER GASKET REPLACEMENT
NOTICE
Always wear gloves and appropriate safety gear when
working with the element cover and fiberglass gasket.
Removal
1. Peel off the fiberglass gasket material and, if
necessary, use a flat razor knife or scraper to remove
any material sticking to the surface. Wear
appropriate safety clothing to avoid injury and
always direct scraping motion away from your body.
2. Use naphtha to remove any adhesive.
3. Clean and dry the surface to allow the pressure-
sensitive adhesive to stick when applying new
gasket material.
Installation
NOTE: Each gasket kit contains one gasket that is
custom fit to the specific model converter, order correct
model replacement when ordering replacement parts.
Remove tape backing from one end of new gasket and
attach the gasket tape at one end of the cover.
Form 10002-2
SECTION 15.15
CATALYST MAINTENANCE PROCEDURE

By definition, a catalyst promotes a chemical reaction
without itself being consumed in the reaction. It is,
therefore, an intrinsically maintenance-free item.
Although, there are some non-standard operating
conditions which can result in premature loss of catalyst
activity. Therefore, a periodic (annual) inspection and
maintenance program will assure the catalyst retains its
full activity.
To inspect the catalyst unit, remove the element see
CATALYST REPLACEMENT PROCEDURES on page
15.10-1.) and visually examine the catalyst for any
physical damage or obstructed passages, especially on
the inlet face. Excessive cell blockage must be cleared
by cleaning the catalyst.
Figure 15.15-1: New Catalyst Element
PHYSICAL INSPECTION Following are conditions which will deactivate the
The catalyst should be inspected periodically for catalyst:
physical damage or fouling. For installations where the
gas stream is free of particulate, oil consumption is low, Fouling
and the engine is natural gas fired (such as engines with Fouling occurs when solids actually plug the cells of the
the EPA Mobile Certification), an annual inspection will monolith and block the gas flow through the catalyst
be sufficient. The catalyst should also be inspected any (see Figure 15.15-2). This can be caused by deposition
time the system suffers a physical upset (as indicated by of organic components (e.g. ash, carbon) as a by-
the MIL). product of combustion. (A regular program of routine
To inspect the catalyst unit, remove the element see maintenance can be set up to periodically clean/vacuum
CATALYST REPLACEMENT PROCEDURES on page the catalyst, restoring unrestricted flow through the unit.)
15.10-1.) and visually examine the catalyst condition per
the following:
CATALYST CONDITION
Normal Condition
Catalyst Appearance/Performance: Note the black,
brown to grayish tan color and the minimal amount of
carbon or ash which clearly indicates the catalyst is
operating within the correct heat range, and has been
operating at near correct air/fuel ratio (see Figure
15.15-1). No action is required for a catalyst in the normal
condition.
Form 10002-2
Catalyst Appearance/Performance: Catalyst
masking is the build up of combustion deposits
accumulating over an extended period of time resulting
in plugging of the catalyst. Cause: Deposits stem
primarily from burning of oil additives during engine
operation. Action Required: Lower engine lube oil
consumption rate; chemical wash for the catalyst.
Thermal Deactivation
At temperatures greater than 1,250°F (677°C), the
evenly dispersed particles of Platinum Group Metals
(PGM) [in the catalyst washcoat] migrate and tend to
coalesce into a single larger particle reducing PGM
surface area. This process is called sintering.
Excessive sintering leads to a loss in catalyst
performance due to loss of active PGM surface area
Figure 15.15-2: Physical Masking or Fouling (see Figure 15.15-3 and Figure 15.15-4). The rate at
Carbon-Fouled which sintering occurs is temperature dependent. At
normal engine operating temperatures, the sintering rate
Catalyst Appearance/Performance: Soft, black sooty is very low; the catalyst will not deactivate due to thermal
deposits are easily detected and characteristic of sintering even after years of service.
carbon-fouling. Cause: Possible causes of carbon-
fouling are clogging of air cleaner, carburetor problem,
or a too-rich air/fuel ratio mixture. A weak ignition voltage
or extreme low cylinder compression can also contribute
to carbon-fouling. Action Required: Correct engine air/
fuel ratio; chemical wash/sonic clean catalyst.
Ash-Fouled
Catalyst Appearance/Performance: A gray/white
powdery covering of the surface of the catalyst and filling
the catalyst cells is ash-fouling. Cause: A too-lean air/
fuel ratio tends to stimulate ash-fouling. Action
Required: Correct engine air/fuel ratio; chemical wash
for the catalyst.
Oil-Fouled
Catalyst Appearance/Performance: The catalyst will
appear to be dark bronze to black in color. Cause: Oil- Figure 15.15-3: Thermal Deterioration
fouling is caused by too much oil entering the
combustion chamber or a damaged turbocharger. This
is often caused by rings or cylinder walls that are badly
worn. Oil may also be pulled into the chamber because
of excessive clearance in the valve stem guides. Action
Required: Correct engine; chemical wash for the
catalyst.
Masking
Masking occurs when a film of solid material is
deposited over the surface of the catalyst. This
effectively prevents contact between the active catalyst
and the exhaust gas stream. (As with fouling, a periodic
maintenance schedule of cleaning the masking layer
from the catalyst will generally restore near full activity.)
Form 10002-2
• Phosphorous and zinc additives associated with
metallic lubricant packages (i.e. ZDP, etc.) are limited
in concentration to no more than 0.09% wt. for
phosphorous and 0.06 – 0.085% wt. for zinc.
• Sulfated ash content of less than 0.40 – 0.065% wt.
In certain applications, the use of moderate to high ash
lubricating oils may result in the need to clean the
catalyst more frequently. Catalyst cleaning can be
accomplished with procedures available from GE
Waukesha and is considered to be a maintenance item
see CATALYST CLEANING PROCEDURE on page
15.15-4.).
Based on these requirements, oils recommended for
use with Waukesha catalysts are listed in the technical
data sheets. Each operator is responsible for using oil
Figure 15.15-4: Thermal Deterioration Close Up
rated for his engine while meeting the poison and ash
Damage due to overtemperature is irreversible. Any limits for the GE Waukesha catalyst.
large upset concentration that will cause the catalyst to Contact GE Waukesha or your local GE Waukesha
exceed its maximum rated temperature (1,350°F representative for additional information concerning
[732°C]) must be avoided. lubricating oil recommendations that will minimize
Catalyst Appearance/Performance: The catalyst has cleaning requirements and maximize catalyst life.
a clean, white powdery appearance. Pinholes can be
observed in the substrate by holding the substrate up to MAINTENANCE SCHEDULE
the light. Cause: This condition is caused by over-
advanced ignition timing, poor engine cooling or The maintenance schedule for a typical catalyst
efficiency, lean air/fuel ratio mixture, leaking intake installation will consist of:
manifold, low fuel pressure, or improper crankcase • Physical inspection every 12 months of operation.
ventilation. Action Required: Correct engine • Vacuuming as needed to reduce ash build up and
malfunctions; replace catalyst. associated increased back pressure.
CORROSION • Approved washing procedure (low pH) will be used to
correct a fouled or masked catalyst condition.
GE Waukesha catalyst converter housing is constructed
of a high temperature, corrosion resistant stainless steel.
This material will provide years of trouble free service
CATALYST HARNESS MAINTENANCE
under most operating conditions. At rated operating
! WARNING
temperatures, the material is extremely resistant to
oxidation and attack by condensable corrosive gases
(e.g. HCI and H2SO4. Do not install, set up, maintain
LUBRICATING OIL RECOMMENDATIONS components unless you are a
Two major factors which influence catalyst durability are who is familiar with the electrical
the type and rate of consumption of engine lubricating elements involved.
oil. Normal engines consume lubricating oil at a rate of
about 0.001 lb/Bhp-hr with engine overhaul indicated Disconnect all electrical power
when the consumption rate approaches 0.002 lb/Bhp- supplies before making any
hr. connections or servicing any
part of the electrical system.
The converter warranty is based upon the following
lubricating oil requirements:
• Consumption rate of less than 0.0015 lb/Bhp-hr.
Form 10002-2
INTRODUCTION
NOTICE
The oxalic/acetic mixture is an effective acidic (pH range
Disconnect all engine harnesses and electronically 2.1 to 2.2) wash solution for removing many fouling and
controlled devices before welding on or near an masking agents that can accumulate on the surface of a
engine. catalyst element. It is particularly effective against
organic residues and chars. Certain inorganic deposits
are soluble in acidic solutions as well.
Inspect catalyst harness and make sure all connections
are secure. GE Waukesha catalyst elements come in standard
sizes: measure approximately 30 in. (76.2 cm) diameter
by 3-1/2 in. (8.9 cm) thick; weighing approximately 54 lb
CATALYST CLEANING PROCEDURE
(24.5 kg).
NOTICE Materials
Handling the GE Waukesha Metal Monolith Catalyst • Technical grade oxalic acid
does not pose any particular health or safety hazard • Technical grade acetic acid
related to catalyst composition or formulation.
• De-Ionized (DI) water
However, this procedure does not include detailed
safety precautions relative to the operations • Tank(s) for holding chemical wash solutions and
described. catalyst elements
• Spacers for separating catalyst elements (4 per
catalyst element)
When following this procedure, ensure that all work is
performed in a safe manner in accordance with all OSHA • Chemical resistant electric drum pump
or other applicable safety regulations. Request material
BACKGROUND AND PREPARATION
safety data sheets (MSDS) from chemical suppliers.
Consult your company health safety officer for details of Oxalic / Acetic Acid Solution
safe working practices. The oxalic/acetic acid solution must be fresh chloride-
Areas of concern include, but are not necessarily limited free technical grade quality. Under no circumstances
to: can the acidic wash solution be reused.
• Safe removal of catalyst from converter housing and If only concentrated oxalic acid and acetic acid solutions
exhaust pipe. (e.g. 50% or 100% by weight) or anhydrous powder/
• Safe handling of chemicals (oxalic acid and acetic pellets are available, the oxalic/acetic acid mixture will
acid): have to be diluted down to 5% wt. (each acid
component) with de-ionized water for a 5% oxalic/5%
– Ventilation acetic acid mixture. Depending on the extent of dilution,
– Personal protection (gloves, face shield, coveralls, some heat will be generated and result in a temperature
etc.) rise of the solution, some time may be needed to allow
– Safety glasses and shoes for cool down of the solution after mixing. The solution
can only be used if between the temperatures of 60° and
• Safe disposal of spent cleaning solutions in 90°F (16° and 32°C).
accordance with applicable water pollution
regulations AMOUNT REQUIRED: Each cubic foot (1 ft3) of catalyst
requires 15 gal (57 L) of 5% wt. oxalic/5% wt. acetic acid
! WARNING solution for washing.
Preparation of the oxalic/acetic acid solution must be
Read the entire instructions finished before placing the blocks into the solution.
before beginning catalyst Under no circumstances should the catalyst blocks be
washing. If you have any placed into the tank before the 5% wt. oxalic/5% wt.
questions, call GE Waukesha. acetic acid is prepared. See step 1 of PROCEDURE on
page 15.15-5 for more information.
Form 10002-2
De-Ionized (DI) Water Submerge the catalyst elements horizontally in the
5% wt. oxalic/5% acetic acid wash solution, with
NOTE: Local Culligan and Millipore representatives
approximately 3/4 in (19 mm). spacers between
can provide DI water or systems.
elements including the bottom of the tank.
Use only de-ionized water – no substitutes allowed. The elements should be lowered slowly into the
Deionizer canisters are available that convert tap water solution so that all the cells are contacted and wetted
into de-ionized water and can be purchased or rented by the solution. Lowering the blocks horizontally into
from water purification companies. the solution will force out air trapped in the catalyst
AMOUNT REQUIRED: The water de-ionizing canister cells and facilitate wetting the catalyst.
system should be sized large enough to produce at least Cover the tank and allow elements to soak for 4
130 gal (492 L) of de-ionized water per cubic foot [1 ft3 hours. Exceeding this time will cause damage to the
(0.03 m3)]of catalyst. This amount should cover the DI catalyst elements.
water washing steps, dilution of concentrated oxalic acid The color of the acidic solution after adding the
and concentrated acetic acid and cleaning the washing catalyst can range from light to dark brown.
tank.
! WARNING
Tank(s) for Holding Chemical Solutions and
Catalyst Elements
The catalyst elements must be
One or more tanks can be used to hold the chemical added to the 5% wt. oxalic/5%
wash solution and catalyst elements. The tank(s) must
be clean and impervious to attack by the oxalic/acetic
acidic solution.
! wt. acetic acid solution and not
the other way around. NEVER
place the catalyst elements in
The tank(s) must be large enough and correctly sized to the tank first and then add or mix
completely submerge the catalyst elements in the wash the solution: This will result in a
solution, which also includes accounting for the volume poorly cleaned catalyst since
of the catalyst elements. Also, consideration should be some portions of the catalyst
given to allow for enough hand room for lifting the will be exposed to mostly de-
catalyst elements in and out of the tank. ionized water, while others will
be exposed to a high
Spacers for Separating Catalyst Elements (When concentration of acids. Also, air
More Than One Element Is Being Washed) will remain trapped in the
catalyst cells and will prevent
Spacers are needed to separate the catalyst elements
the solution from contacting the
when the elements are placed in the tank for washing.
catalyst.
Use four spacers per element, each should be placed
near the corners of the catalyst elements. The spacers
must be resistant to the acidic solution. The spacers can
be made from 2 in. diameter stainless steel pipe cut to a 2. After the 4 hour soak in oxalic/acetic acid, use an
length of 3/4 in. electric drum pump to transfer spent the wash
solution from the tank to another tank or 55 gal
PROCEDURE drums. DO NOT send spent solution directly down
drain. See DISPOSAL OF SPENT WASH
1. Fill the tank with premixed 5% wt. oxalic/5% wt. SOLUTION on page 15.15-6.
acetic acid solution or dilute concentrated oxalic and
acetic acid material by adding it to de-ionized water Run de-ionized water over catalyst elements to
(alternatively, add anhydrous powder to de-ionized dilute any oxalic/acetic acid solution remaining on
water). Use 15 gal (57 L) of 5% wt. oxalic/5% wt. elements.
acetic acid solution for each cubic foot of catalyst. Remove catalyst elements from the tank and shake
Preparation of the 5% wt. oxalic/5% wt. acetic acid several times to drain off any excess solution. Not all
solution must be done before the catalyst elements the solution will come off. The wet catalyst elements
are added to the solution. will be quite heavy because the catalyst material acts
like a sponge. Clean any sediment from the tank with
de-ionized water and drain.
Form 10002-2
3. Fill tank with de-ionized water at 15 gal (57 L) per 9. Reinstall the catalyst in its housing and then in the
cubic foot of catalyst. Submerge the catalyst exhaust. See CATALYST REPLACEMENT
elements horizontally in the de-ionized water, with PROCEDURES on page 15.10-1.
approximately 3/4 in. (19 mm) spacers between 10. Resume normal operation of the reciprocating
elements including the bottom of the tank. engine.
Allow elements to soak in de-ionized water for 30
minutes. DISPOSAL OF SPENT WASH SOLUTION
4. At the end of the 30 minute soak, use an electric All spent wash solutions should be considered as
drum pump to transfer spent de-ionized water from hazardous until proven otherwise. Check town, city or
the tank to another tank or 55 gal drums. DO NOT state environmental agencies for safe disposal of spent
send spent solution directly down drain. See wash solutions. If appropriate, the used acid cleaning
DISPOSAL OF SPENT WASH SOLUTION on page solution can be neutralized to a pH 6 to 7 with an
15.15-6. appropriate basic material before disposal.
Remove catalyst elements from the tank and shake
several times to drain off any excess solution.
Clean any sediment from tank with de-ionized water
and drain.
5. Repeat steps 3 – 4 until the pH of the de-ionized
water rinse is between 6 – 9.
6. It is essential that the pH level of last de-ionized
water rinse is between a range of 6 – 9. If this is not
achieved after the two washings with de-ionized
water, additional rinse cycles will be necessary
(steps 3 – 4). The pH levels must be met before
proceeding to the next step.
7. The catalyst can be partially dried with an air gun
using only CLEAN, OIL FREE COMPRESSED AIR
or NITROGEN. The air gun should be swept slowly
across the face of the catalyst so as to direct the air
flow through each cell. The pressure should be
adjusted to provide cleaning of fluid from the cells.
The maximum pressure to be used is 30 psi (2.07
bar).
NOTICE
Excessive pressure can damage the catalyst coating.
Do not touch the catalyst face with the tip of the air gun
while it is moving as this may distort the metal foil.
8. If the catalyst is not to be installed in the housing

immediately after wash (within two days), it is
preferred that the catalyst be oven dried at 250° –
300°F (121° – 149°C) for 4 hours to remove residual
moisture before storage. If the catalyst is to be
immediately reinstalled into the housing, oven drying
for 1 hour is preferred. We understand that it is not
always possible to oven dry the catalyst. However,
if feasible, these drying procedures will help to
extend catalyst life.
Form 10002-2
APPENDIX A – WARRANTY
The Waukesha gas engines Express Limited Warranty is available by:

Requesting a copy from:
GE Power & Water

1101 West Saint Paul Avenue
Waukesha, WI 53188-4999
P: 262.547.3311
F: 262.549.2759
OR
Visiting https://powergen.gepower.com , navigating to the Waukesha Web Portal and signing in to bring up the screen below:
Select
Document > Service/Warranty
Scroll down to the Waukesha

gas engines Express Limited
Warranty or the appropriate
warranty for your applica-
tion. Select the file icon to
begin the download.
Form 10002-2
Form 10002-2
APPENDIX B – SCHEMATICS
Form 10002-2
Form 10002-2

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Waukesha gas engines

VHP Series Four

Waukesha gas engines

ALL RIGHTS RESERVED:

DIVERSION CONTROL STATEMENT:

USER MANAGEMENT ...........................2.30-29 ESM2 SERIES ENGINES – POWER SUPPLY WITH

Section 2.40 – USER-ADJUSTABLE Section 2.55 – MODBUS

FUEL SYSTEM MAINTENANCE ..................... 3.05-1 INTERCOOLERS ................................... 5.00-1

GAS REGULATORS ..................................... 3.05-1 AIR CLEANERS..................................... 5.00-2

MAINTENANCE SCHEDULE – Section 5.05 – AIR INTAKE SYSTEM

TURBOCHARGER SYSTEM COMPONENT IDLER PULLEY BEARING LUBRICATION ......... 7.05-7

COOLING SYSTEM SPECIFICATIONS AND INSTALLATION ........................................... 8.00-9

RECOMMENDATIONS ........................... 7.05-2 PRELUBE SYSTEM COMPONENT

FILL........................................................... 7.05-4 INLINE LUBRICATOR ............................8.00-10

COOLING CIRCUITS – AIR BLEED.................. 7.05-4 PILOT-OPERATED PRELUBE VALVE .......8.00-10

COOLING SYSTEM CIRCUITS – DRAIN AND Section 8.05 – LUBRICATION SYSTEM

Section 9.00 – EXHAUST SYSTEM

Section 9.05 – EXHAUST SYSTEM START SYSTEM...................................11.00-1

MAINTENANCE START PUSHBUTTON VALVE ................11.00-1

ALTERNATOR BELTS .................................11.10-1 SPARK PLUG TROUBLESHOOTING ..............14.00-9

Figure 1.00-1: Safety Label Locations – Front View (L7044GSI Engine)

Figure 1.00-2: Safety Label Locations – Rear View (L7044GSI Engine)

211912A 211920D 211910N

Figure 1.00-3: Safety Label Locations – Left View (L7044GSI Engine)

Figure 1.00-4: Safety Label Locations – Right View (L7044GSI Engine)

Figure 1.00-5: Catalyst Caution Label Locations

Operate engine with

Vent flammable gas from

This Page Intentionally Left Blank

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 Sharp Element

Read Manufacturer’s Instructions

Wear Environment Suit

Sever Hazard (Rotating Blade)

Wear Eye Protection

Wear Personal Protective Equipment

Wear Protective Gloves to avoid cuts and

Use Emergency Stop (E-Stop); Stop

! WARNING Make sure site personnel who are

! illegible or missing labels immediately.

position before the engine is placed back

Disconnect all electrical power supplies

INTERFERENCE FIT IGNITION

Properly discharge any electrical

Do not touch or service any heated PRESSURIZED FLUIDS / GAS / AIR

See local and federal fire regulations for PROTECTIVE GUARDS

Ensure that there are no leaks in the fuel SPRINGS

Do not inhale gaseous fuels. Some

Do not install, set up, maintain or operate

INTOXICANTS AND NARCOTICS

Always consider the weight of the item

Never walk or stand under an engine or