7044 Ops Manual

Web Link To Waukesha
STANDARD EQUIPMENT
AIR CLEANER - Two, dry type with rain shield and service indicator.
BARRING DEVICE - Manual.
BEARINGS - Heavy duty, replaceable, precision type.
BREATHER - Closed system.
L7044GSI
CONNECTING RODS - Drop forged steel, rifle drilled.
CONTROL SYSTEM - Pneumatic. Includes pilot operated valves for air start and prelube. Engine mounted
control panel with two push button valves. Pilot operated air start valves omitted when starter is not
furnished by Waukesha. Includes engine On/Off push button. One mounted on either side of the engine.
CRANKCASE - Integral crankcase and cylinder frame. Main bearing caps drilled and tapped for temperature
sensors. Does not include sensors. VHP™ Series Four
CRANKSHAFT - Forged steel, seven main bearings, counterweighted and dynamically balanced.
CYLINDERS - Removable wet type cylinder liners, chrome plated on outer diameter. 1120 - 1680 BHP
CYLINDER HEADS - Twelve interchangeable. Four valves per cylinder, with water cooled
exhaust valve seats. Roller valve lifters and hydraulic push rods. Flange mounted
ignition coils.
ENGINE MONITOR DEVICES - Thermocouples, K-type, are wired to a bulk head
connector for jacket water temperature, lube oil temperature and intake manifold
temperature. 25 foot (7.6 m) customer interface and standard thermocouple
harnesses are provided for making connections to a customer supplied panel.
Magnetic pickup wired for customer supplied tachometer. Lube oil pressure and intake
manifold pressure sensing lines are terminated in a common bulk head.
ENGINE ROTATION - Counterclockwise when facing flywheel.
FLYWHEEL - Approx. WR2 = 155000 lb-in2; with ring gear (208 teeth), machined to
accept two drive adapters: 31.88″ (810 mm) pilot bore, 30.25″ (768 mm) bolt circle,
(12) 0.75″ 10 tapped holes; or 28.88″ (734 mm) pilot bore, 27.25″ (692 mm) bolt
circle, (12) 0.625″-11 tapped holes and (12) 0.75″-10 tapped holes.
FLYWHEEL HOUSING - No. 00 SAE.
FUEL SYSTEM - Two natural gas, 4″ (102 mm) updraft carburetors and two Fisher Model 99,
2″ (51 mm) gas regulators, mounted. 25 psi (172 kPa) fuel inlet pressure required.
GOVERNOR - Woodward UG-8 LD hydraulic lever type, with friction type speed control. Mounted on right
hand side.
IGNITION SYSTEM - Waukesha Custom Engine Control Ignition Module. Electronic digital ignition system.
24V DC power required.
INTERCOOLER - Air-to-water. Model L7044GSI Turbocharged and
LEVELING BOLTS Intercooled, Twelve Cylinder, Four-Cycle
LIFTING EYES - Requires 9.5 ton Working Load Limit (W.L.L.) anchor shackles. Gas Engine
LUBRICATION - Full pressure, gear type pump. Full flow lube oil filter with replaceable depth-type elements
and flexible connections, shipped loose. MICROSPIN® bypass filter, engine mounted. Lube oil strainer,
mounted. Air/gas motor driven prelube pump, requires final piping.
MANIFOLDS - Exhaust, (2) water cooled. SPECIFICATIONS
OIL COOLER - Shell and tube type, with thermostatic temperature controller and pressure regulating valve.
Factory mounted.
Cylinders Lube Oil Capacity
OIL PAN - Base type. 90 gallon (340 L) capacity, including filter and cooler.
V 12 90 gal.
PAINT - Oilfield orange primer.
Piston Displacement (340 L)
PISTONS - Aluminum with floating pin. Oil cooled. 8:1 compression ratio.
SHIPPING SKID - Steel for domestic truck or rail.
7040 cu. in. Starting System
(115 L) 125 - 150 psi air/gas
TURBOCHARGERS - (2) with water-cooled bearing housing and adjustable wastegates. Single vertical
exhaust outlet at rear. Flexible stainless steel exhaust connection with 8″ (203 mm) pipe flange. Bore & Stroke 24/32 V electric
VIBRATION DAMPER - Viscous type. 9.375″ x 8.5″ Dry Weight
WATER CIRCULATING SYSTEM (238 x 216 mm) 22,750 lb.
Auxiliary Circuit - Belt driven water circulating pump for intercooler and lube oil cooler. Compression Ratio (10,320 kg)
Engine Jacket - Belt driven water circulating pump. Cluster type thermostatic temperature regulating 8:1
valve, full flow bypass type with 165° - 170° F (74° - 77° C) start to open thermostats. Flange connec-
tions and mating flanges for (2) 4″ (102 mm) inlets and (1) 5″ (127 mm) outlet. Jacket Water
WAUKESHA CUSTOM ENGINE CONTROL, DETONATION SENSING MODULE (DSM) – Includes System Capacity
individual cylinder sensors, Detonation Sensing Module, filter and cables. Compatible with Waukesha 107 gal.
CEC Ignition Module only. Detonation Sensing Module and filter are mounted and wired. Packager is (405 L)
responsible for 24V DC power supply and ground to the DSM. The DSM meets Canadian Standards
Association Class I, Division 2, Group D hazardous location requirements.
CONTINUOUS POWER RATINGS: L7044GSI VHP SERIES FOUR
Brake Horsepower (kWb Output)
I.C. Water Inlet Temp.
Model °F (°C) (Tcra) C.R. 800 rpm 900 rpm 1000 rpm 1100 rpm 1200 rpm
L7044GSI 130° (54°) 8:1 1120 (836) 1260 (940) 1400 (1044) 1540 (1149) 1680 (1253)
Rating Standard: All models: Ratings are based on ISO 3046/1-1995 with mechanical efficiency of 90% and auxiliary water temperature Tcra (clause 10.1) as specified
above limited to ± 10° F (± 5° C). Ratings are also valid for SAE J1349, BS5514, DIN6271 and AP17B-11C standard atmospheric conditions.
ISO Standard Power/Continuous Power Rating: The highest load and speed which can be applied 24 hours a day, seven days a week, 365 days per year except
for normal maintenance. It is permissible to operate the engine at up to 10% overload, or maximum load indicated by the intermittent rating, whichever is lower, for
two hours in each 24 hour period.
All natural gas engine ratings are based on a fuel of 900 Btu/ft3 (35.3 MJ/nm3) SLHV value, with a 91 Waukesha Knock Index®.
For conditions or fuels other than standard, the Waukesha Engine Sales Engineering Department.
PERFORMANCE: L7044GSI VHP SERIES FOUR

English 130° F I.C. Water Temperature Metric 54° C I.C. Water Temperature
RPM 1200 1000 RPM 1200 1000

Power (Bhp) 1680 1400 Power (kWb) 1253 1044
BSFC (Btu/bhp-hr) 7780 7685 BSFC (kJ/kW-hr) 11009 10874
Pre-Catalyst
Pre-Catalyst
Settings
Settings
NOx (grams/bhp-hr) 12.6 12.1 NOx (g/nm3) 4.7 4.5

CO (grams/bhp-hr) 13.8 12.2 CO (g/nm ) 3
5.1 4.5
NMHC (grams/bhp--hr) 0.36 0.36 NMHC (g/nm3) 0.13 0.13
BSFC (Btu/bhp-hr) 7595 7535 BSFC (g/nm3) 10747 10662

Consumption
Consumption
Low Fuel
Low Fuel
NOx (grams/bhp-hr) 21.3 20.7

Settings
NOx (g/nm ) 7.9 7.7

Settings
CO (grams/bhp-hr) 1.6 1.6 CO (g/nm3) 0.6 0.6

NMHC (grams/bhp--hr) 0.30 0.30 NMHC (g/nm3) 0.11 0.11
NOTES:
1) Fuel consumption and exhaust emissions are based on ISO 3046/1-1995 standard reference conditions and commercial quality natural gas of 900 Btu/ft3
(35.38 MJ/m3 [25, V(0; 101.325)]) saturated lower heat value, Waukesha Knock Index® of 91 and 93% methane content by volume. ISO 3046/1-1995 standard
reference conditions are 77°F (25°C) ambient temperature, 29.54 inches Hg (100 kPa) barometric pressure, 30% relative humidity (1kPa/0.3 inches Hg water vapor
pressure).
2) S.I. exhaust emissions are corrected to 5% O2 (0°C and 101.325 kPa).
3) Data will vary due to variations in site conditions. For conditions and/or fuels other than standard, consult the Waukesha Engine Sales Engineering Department.
83.33² 142.75²
(2117mm) (3626mm)
93.73²
(2381mm)
WAUKESHA ENGINE WAUKESHA ENGINE Consult your local Waukesha Distributor for system
application assistance. The manufacturer reserves the
DRESSER, INC. DRESSER INDUSTRIAL PRODUCTS, B.V.
right to change or modify without notice, the design or
1000 West St. Paul Avenue Farmsumerweg 43, Postbus 330 equipment specifications as herein set forth without
Waukesha, WI 53188-4999 9900 AH Appingedam, The Netherlands incurring any obligation either with respect to
Phone: (262) 547-3311 Fax: (262) 549-2795 Phone: (31) 596-652222 Fax: (31) 596-628111 equipment previously sold or in the process of
waukeshaengine.dresser.com construction except where otherwise specifically
guaranteed by the manufacturer.
Bulletin 7045 0102
Waukesha, VHP, Series Four, Microspin, and Waukesha Knock Index are trademarks/registered trademarks of Waukesha Engine, Dresser, Inc. Copyright 2002 Dresser, Inc.
SPECIFICATIONS 1
INDEX – MODEL L7042, L7044GSI
Reference Revision
Number Date Subject Model
S5585 7/01 Basic Model Specifications L7042G
Bearings – Main
Bearings – Crankpin
Cooling System
Exhaust System
Fuel System
Induction System
Lubrication System
Starting System
Miscellaneous
S5585-1 7/01 Basic Model Specifications L7042GL

Bearings – Main
Cooling System
Exhaust System
Fuel System
Induction System
Lubrication System
Starting System
Miscellaneous
S5585-2 7/01 Basic Model Specifications L7042GSI

Bearings – Main
Cooling System
Exhaust System
Fuel System
Induction System
Lubrication System
Starting System
Miscellaneous
S5585-3 1/02 Basic Model Specifications L7044GSI

Bearings – Main
Cooling System
Exhaust System
Fuel System
Induction System
Lubrication System
Starting System
Miscellaneous
1/02 Page 1 of 1
SPECIFICATIONS
MODEL — L7042G
1
BASIC MODEL SPECIFICATIONS
Type.............................................................................................................................................................................. 4-cycle, overhead valve
Aspiration................................................................................................................................................................................................Natural
Number of cylinders ....................................................................................................................................................................................V-12
Bore x stroke.................................................................................................................................................... 9.375 x 8.50 in. (238 x 216 mm)
Displacement .............................................................................................................................................................. 7040 cu. in. (115.4 liters)
Compression ratio - natural gas standard ratio / HD-5 propane..................................................................................................................... 8:1
Compression ratio - natural gas high ratio................................................................................................................................................... 10:1
Speed range ....................................................................................................... 400 - 1200 rpm continuous / 400 - 1200 rpm intermittent duty
Mean piston speed @ 1200 rpm ................................................................................................................................ 1700 ft./min. (8.64 m/sec)
Low idle................................................................................................................................................................................................. 450 rpm
Flywheel housing - SAE No............................................................................................................................................................................ 00
BEARINGS - MAIN
Number............................................................................................................................................................................................................ 7
Diameter x width (front).................................................................................................................................... 6.25 x 4.125 in. (159 x 105 mm)
Diameter x width (intermediate) ........................................................................................................................... 6.25 x 3.00 in. (159 x 76 mm)
Diameter x width (center) ................................................................................................................................. 6.25 x 4.125 in. (159 x 105 mm)
Diameter x width (rear)..................................................................................................................................... 6.25 x 4.125 in. (159 x 105 mm)
Total main bearing projected area.............................................................................................................................. 152.3 sq. in. (982 sq. cm)
BEARING - CRANKPIN
Diameter x width .................................................................................................................................................. 6.25 x 2.50 in. (159 x 64 mm)
Total crankpin projected area................................................................................................................................... 187.5 sq. in. (1210 sq. cm)
COOLING SYSTEM
Jacket capacity, engine only ................................................................................................................................................ 100 gal. (379 liters)
Maximum jacket water pump, inlet head .........................................................................................................................50 ft. (15.24 m) of H2O
Normal jacket water temperature out of engine............................................................................................................................180° F (82° C)
Jacket water inlet, two connections, hose ID............................................................................................................................ 4.0 in. (102 mm)
Jacket water outlet, hose ID..................................................................................................................................................... 5.0 in. (127 mm)
EXHAUST SYSTEM
Maximum permissible backpressure ..............................................................................................................................18 in. (457 mm) of H2O
Exhaust outlet, pipe flange.............................................................................................................................................. 8.0 in. (203 mm) ANSI
FUEL SYSTEM
Natural gas pressure at regulator ................................................................................................................................ 5 - 10 psi (34.5 - 69 kPa)
Natural gas inlet, pipe size ...................................................................................................................................................... 2.0 in. (50.8 mm)
AIR INDUCTION SYSTEM (DUCTING, FILTER & SILENCER)
Maximum permissible restriction .................................................................................................................................15.0 in. (381 mm) of H2O
LUBRICATION SYSTEM
Approximate capacity including sump, filters, and cooler ....................................................................................................... 90 gal. (340 liters)
Normal lube oil pressure .............................................................................................................................................55 ± 5 psi (380 ± 35 kPa)
STARTING SYSTEM
Regulated starting air ..........................................................................................................................................................120 psi (827 kPa) (1)
Electric start ...........................................................................................................................................................................................24 VDC
MISCELLANEOUS
Recommended minimum spacing between engines ................................................................................................................. 36 in. (914 mm)
Recommended minimum overhead clearance ...................................................................................................................................... (Note 2)
Engine dry weight ...............................................................................................................................................................20,500 lb. (9299 kg)
Heaviest engine part, top overhaul, cylinder head assembly ........................................................................................................205 lb. (93 kg)
Heaviest engine part, cylinder block assembly.......................................................................................................................4965 lb. (2252 kg)
NOTES:
1. Pressure is based on 50° F (10° C) lubricating oil temperature.
2. Sufficient height to permit use of a chain hoist for removal of heavier components.
Page 1 of 1
EN: 125928 Ref.

SPECIFICATIONS – MODEL L7042G S
DATE: 7/01
5585
SPECIFICATIONS
MODEL — L7042GL
1
Type......................................................................................................................................................... 4-cycle, overhead valve, prechamber
Aspiration................................................................................................................................................................Turbocharged & Intercooled
Compression ratio - natural gas standard ratio......................................................................................................................................... 10.5:1
Low idle................................................................................................................................................................................................. 450 rpm
BEARINGS - MAIN
Number............................................................................................................................................................................................................ 7
BEARING - CRANKPIN
COOLING SYSTEM
Maximum jacket water pump inlet head ..........................................................................................................................50 ft. (15.24 m) of H2O
Jacket water inlet, two connections, hose ID............................................................................................................................... 4 in. (102 mm)
Jacket water outlet, hose ID........................................................................................................................................................ 5 in. (127 mm)
EXHAUST SYSTEM
Maximum permissible backpressure at 160 BMEP @ 1200 rpm............................................................................. 13.5 in. (343 mm) of H2O (1)
FUEL SYSTEM
Natural gas pressure at regulator ............................................................................................................................. 30 - 50 psi (207 - 345 kPa)
LUBRICATION SYSTEM
STARTING SYSTEM
Regulated starting air .......................................................................................................................................................... 120 psi (827 kPa) (2)
MISCELLANEOUS
NOTES:
1. Reduce maximum permissible backpressure by:
1.0 in (25.4 mm) H2O for each 100 rpm reduction in rated speed below 1200 rpm.
1.0 in (25.4 mm) H2O for each 10 BMEP reduction rated load below 160 BMEP.
Do not apply reductions below an exhaust backpressure of 4 in. (102 mm) H2O.
Page 1 of 1
EN: 125928 Ref.

SPECIFICATIONS – MODEL L7042GL S
DATE: 7/01
5585-1
SPECIFICATIONS
MODEL — L7042GSI
1
Compression ratio - natural gas standard ratio / HD-5 propane..................................................................................................................... 8:1
Low idle................................................................................................................................................................................................. 450 rpm
BEARINGS - MAIN
Number............................................................................................................................................................................................................ 7
BEARING - CRANKPIN
COOLING SYSTEM
Jacket water inlet, two connections, hose ID............................................................................................................................ 4.0 in. (102 mm)
Jacket water outlet, hose ID..................................................................................................................................................... 5.0 in. (127 mm)
EXHAUST SYSTEM
Maximum permissible backpressure at 180 BMEP @ 1200 rpm................................................................................21 in. (533 mm) of H2O (1)
FUEL SYSTEM
LUBRICATION SYSTEM
STARTING SYSTEM
Regulated starting air .........................................................................................................................................................120 psi (827 kPa) (2)
MISCELLANEOUS
NOTES:
1.5 in. (38 mm) H2O for each 100 rpm reduction in rated speed below 1200 rpm.
1.5 in. (38 mm) H2O for each 10 BMEP reduction in rated load below 180 BMEP.
Do not apply reduction below an exhaust backpressure of 4 in. (102 mm) H2O.
Page 1 of 1
EN: 125928 Ref.

SPECIFICATIONS – MODEL L7042GSI S
DATE: 7/01
5585-2
SPECIFICATIONS
MODEL — L7044GSI
1
Number of cylinders ...................................................................................................................................................................................V--12
Compression ratio – natural gas standard ratio / HD-5 propane ratio ............................................................................................................ 8:1
Low idle................................................................................................................................................................................................. 450 rpm
Flywheel housing – SAE No........................................................................................................................................................................... 00
BEARINGS - MAIN
Number............................................................................................................................................................................................................ 7
BEARING - CRANKPIN
COOLING SYSTEM
Jacket capacity, engine only ...........................................................................................................................................100 gallons (379 liters)
Normal jacket water temperature out of engine........................................................................................................................180° F (82° C) (1)
Jacket water inlet flange, two connections ....................................................................................................................4.0 in. (102 mm) square
Jacket water outlet flange .............................................................................................................................................5.0 in. (127 mm) square
Auxiliary water system capacity ........................................................................................................................................... 11 gallon (42 liters)
EXHAUST SYSTEM
Maximum permissible backpressure at 173 BMEP and 1200 rpm..............................................................................20 in. (457 mm) of H2O (2)
FUEL SYSTEM
LUBRICATION SYSTEM
STARTING SYSTEM
Regulated starting air ..........................................................................................................................................................120 psi (827 kPa) (3)
MISCELLANEOUS
Heaviest engine part, top overhaul, cylinder head assembly ......................................................................................................235 lb. (107 kg)
NOTES:
1. The maximum Series Four® engine jacket water temperature is 180° F (82° C).
1.5 in. (38 mm) H2O for each 100 rpm reduction in rated speed below 1200 rpm.
1.5 in. (38 mm) H2O for each 10 BMEP reduction in rated load below 173 BMEP.
Do not apply reductions below an exhaust backpressure of 4 in. (102 mm) H2O.
Page 1 of 1
EN: 125928 Ref.

SPECIFICATIONS – MODEL L7044GSI S
DATE: 1/02
5585-3
RATINGS & STANDARDS 2
Reference Intercooler
Curve Revision Water Temp
Number Date Engine Model Fuel °F °C Remarks
C270D 10/81 L7042G Natural Gas — — 8:1 Compression Ratio
C272E 10/81 L7042G Natural Gas — — 10:1 Compression Ratio
C274D 11/81 L7042G HD-5 Propane — — 8:1 Compression Ratio
C276H 3/92 L7042GSI Natural Gas 85 29 8:1 Compression Ratio

Stoichiometric
C278J 4/02 L7042GSI Natural Gas 130 54 8:1 Compression Ratio

Stoichiometric
C278-12 1/02 L7044GSI Natural Gas 130 54 180° F (82° C) JW Temperature
C278-13 1/02 L7044GSI Natural Gas 130 54 180° F (82° C) JW Temperature

with ESMä
C976-13 7/86 L7042GL Natural Gas 85 29 10.5:1 Compression Ratio

Standard Carburetion

Low Pressure Fuel System


180° F (82° C) JW Temperature
NOTE: For low BTU Fuel Applications, refer to S3955-11 (or latest version) in the General Data Binder, Fuels &
Lubrication Tab.
4/02 Page 1 of 1
RATINGS & STANDARDS
COMPRESSION RATIO 8:1 — CARBURETOR 4″ UPDRAFT
2
CURVE B: INTERMITTENT RATING OF ENGINE WITHOUT ACCESSORIES
CURVE C: CONTINUOUS RATING OF ENGINE WITHOUT ACCESSORIES
BASED ON 29.54 in. Hg. (100 kPa), 77° F (25° C)
NATURAL GAS
900 BTU/Ft3 (35.38 MJ/m3) SLHV
DEDUCTIONS FOR ALTITUDE AND TEMPERATURE

RATING
INTERMITTENT CONTINUOUS
3% Per 1000 Ft. (305 m) Above 500 Ft. (152 m) Altitude 3% Per 1000 Ft. (305 m) Above 1500 Ft. (457 m) Altitude
1% Per 10° F (5.5° C) Above 85° F (29° C) Ambient 1% Per 10° F (5.5° C) Above 100° F (38° C) Ambient
Page 1 of 1
DR: R.H.T. Ref.

PERFORMANCE CURVES
DATE: 10/81 C
MODEL L7042G
APP’D: OFM 270D
RATINGS & STANDARDS
2
BASED ON 29.54 in. Hg. (100 kPa), 77° F (25° C)
DRY NATURAL GAS

900 BTU/Ft3 (35.38 MJ/m3) SLHV

RATING
1% Per 10° F (5.5° C) Above 85° F (29° C) Ambient 1% Per 10° F (5.5° C) Above 100° F (38° C) Ambient
Page 1 of 1
DR: R.H.T. Ref.

PERFORMANCE CURVES
DATE: 10/81 C
MODEL L7042G
APP’D: OFM 272E
RATINGS & STANDARDS
2
BASED ON 29.54 in. Hg. (100 kPa), 77° F (25°C)
HD-5 PROPANE
2335 BTU/Ft3 (91.79 MJ/m3) SLHV

RATING
5½% Per 10° F (5.5° C) Above 85° F (29° C) Ambient 5½% Per 10° F (5.5° C) Above 100° F (38° C) Ambient
Page 1 of 1
PERFORMANCE CURVES DR: R.H.T. Ref.

MODEL L7042G DATE: 11/81 C
PROPANE FUEL APP’D: OFM 274D
RATINGS & STANDARDS
ENGINE RATINGS AND FUEL CONSUMPTION
2
CONTINUOUS RATING FOR MODEL L7042GSI
85° F (29° C) INTERCOOLER WATER
RPM 700 800 900 1000 1100 1200

CONTINUOUS BHP 902 1031 1160 1289 1418 1547
OVERLOAD BHP 996 1138 1280 1422 1564 1707
OVERLOAD 10% — Allowed 2 Hours Per 24 Hours

Barometer Ambient Temperature
STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
Altitude: 2% per 1000 ft. (305 m) Above 3000 ft. (914 m)
DEDUCTIONS
Ambient Temperature: 1 Percent per 10° F (5.5° C) above 100° F (38° C)
Dry Natural Gas – 900 Btu/ft3 (33.5 J/cm3) SLHV
FUEL
Refer to S-7884-7 for Full Fuel Specification
EQUIPMENT Engine Equipped with Lube Oil and Cooling Water Pumps but without Radiator Fan
Turbocharged & Intercooled with 85° F (29° C) Intercooler Water
ENGINE DATA
8:1 Compression Ratio
NOTES:
1. Engine carburetors adjusted to stoichiometric air/fuel ratio (Lambda = 1).
2. Standard engine turbocharger match for 600-1200 rpm.
Page 1 of 1
ENGINE RATING AND FUEL CONSUMPTION EN: 114363 Ref.

CONTINUOUS RATING MODEL L7042GSI C
85° F (29° C) I.C. WATER TEMPERATURE DATE: 3/92
276-H
RATINGS & STANDARDS
2
CONTINUOUS RATING FOR MODEL L7042GSI
130° F (54° C) INTERCOOLER WATER
RPM 700 800 900 1000 1100 1200

CONTINUOUS BHP 862 985 1108 1232 1355 1478
OVERLOAD BHP 946 1081 1216 1351 1486 1621
OVERLOAD 10% Allowed 2 Hours Per 24 Hours

STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
Altitude: 2 Percent per 1000 ft. (305 m) above 6000 ft. (914 m)
DEDUCTIONS
Dry Natural Gas – 900 Btu/ft3 (33.5 J/cm3) SLHV
FUEL
Refer to S-7884-7 for Full Fuel Specification
Turbocharged & Intercooled with 130° F (54° C) Intercooler Water
ENGINE DATA
8:1 Compression Ratio
NOTES:
1. Engine carburetors adjusted to stoichiometric air/fuel ratio (Lambda = 1).
2. Standard engine turbocharger match for 600 – 1200 rpm.
Page 1 of 1
ENGINE RATINGS AND FUEL CONSUMPTION EN: 114363 Ref.

CONTINUOUS RATING MODEL L7042GSI C
130°F (54° C) I.C. WATER TEMPERATURE DATE: 4/02
278-J
RATINGS & STANDARDS
2
ISO STANDARD (CONTINUOUS) RATINGS FOR MODEL L7044GSI
130° F (54° C) AUXILIARY WATER TEMPERATURE
180° F (82° C) JACKET WATER TEMPERATURE
P a rt L o a d F u e l C o n s u m p tio n
W a s te g a te s S e t F o r C o n tin u o u s P o w e r R a tin g
9200 13000
12600
8800
12200
8400
11800
1200 R PM
11400
8000
11000
7600 1000 R PM
700 R PM 900 R PM 10600
800 R PM
7200 10200
400 600 800 1000 1200 1400 1600 1800 2000
BHP
RPM 700 800 900 1000 1200

CONTINUOUS BHP 980 1120 1260 1400 1680
OVERLOAD BHP NONE 1232 1386 1540 1848
OVERLOAD Allowed 2 Hours Per 24 Hours

STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
DEDUCTIONS
Dry Natural Gas – 900 Btu/ft3 (35.38 MJ/m3) SLHV; 91 WKIä
FUEL
Refer to S-7884-7, latest version, for Full Fuel Specification
Turbocharged & Intercooled with 130° F (54.5° C) Intercooler Water
ENGINE DATA
8.0:1 Compression Ratio
NOTES:
1. ISO Standard (continuous) power ratings conform to ISO 3046/1, latest version, with a mechanical efficiency of 90%
and auxiliary water temperature, Tcra, of 130° F (54° C) limited to ± 10° F (± 5.5° C).
2. Reference Heat Rejection and Operating Data Standard Sheet S-6124-76, latest version.
3. Engine set to an exhaust carbon monoxide (CO) concentration of 0.38% to provide stoichiometric air/fuel ratio
operation at rated speed and ISO Standard Power at standard 20° BTDC ignition timing.
Page 1 of 1
ENGINE RATINGS AND FUEL CONSUMPTION Ref.

MODEL L7044GSI EN 126029
130° F (54° C) AUXILIARY WATER TEMPERATURE C
DATE: 1/02
180° F (82° C) JACKET WATER TEMPERATURE 278-12
RATINGS & STANDARDS
2
ISO STANDARD (CONTINUOUS) RATINGS FOR MODEL L7044GSI WITH ESM™
130° F (54° C) AUXILIARY WATER TEMPERATURE
180° F (82° C) JACKET WATER TEMPERATURE
P a rt L o a d F u e l C o n s u m p tio n
W a s te g a te s S e t F o r C o n tin u o u s P o w e r R a tin g
9000 12700
12300
8500
11900
1200 RPM 11500

8000
11100
1000 RPM 10700

7500
700 RPM 900 RPM

800 RPM 10300
7000 9900
400 600 800 1000 1200 1400 1600 1800 2000
BHP
RPM 700 800 900 1000 1200

CONTINUOUS BHP 980 1120 1260 1400 1680
OVERLOAD BHP NONE 1232 1386 1540 1848
OVERLOAD Allowed 2 Hours Per 24 Hours

STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
DEDUCTIONS
Dry Natural Gas – 900 Btu/ft3 (35.38 MJ/m3) SLHV; 91 WKIä
FUEL
Refer to S-7884-7, latest version, for Full Fuel Specification
Turbocharged & Intercooled with 130° F (54.5° C) Intercooler Water
ENGINE DATA
NOTES:
and auxiliary water temperature, Tcra, of 130° F (54° C) limited to ± 10° F (± 5.5° C).
2. Reference Heat Rejection and Operating Data Standard Sheet S-6124-77.
operation at rated speed and ISO Standard Power at ignition timing determined by the Engine System Manager™
(ESM™) map based on load, speed and WKI™.
Page 1 of 1
ENGINE RATINGS AND FUEL CONSUMPTION Ref.

MODEL L7044GSI WITH ESM™ EN: 126029
130° F (54° C) AUX. WATER TEMPERATURE C
DATE: 1/02
RATINGS & STANDARDS 2
RPM 700 800 900 1000 1100 1200

CONT. BHP (NOTE 2) 6044 9284 1160 1289 1418 1547
4
CONT. BHP (NOTE 3) 622 1031 1160 1289 — —
OVERLOAD 10 Percent — 2 Hours Per 24 Hours

STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
2 Percent Per 1000 Ft. (305 m) Above 1500 Ft. (457 m) Altitude
DEDUCTIONS
1 Percent Per 10° F (5.5° C) Above 100° F (38° C) Ambient
Dry Natural Gas – 900 BTU/Ft3 (35.38 MJ/m3) SLHV
FUEL
Refer To S-7884-7, latest version, For Fuel Specification
EQUIPMENT Engine Equipped With Lube Oil And Cooling Water Pumps But Without Radiator Fan
ENGINE DATA Turbocharged – Intercooled 85° F (29° C) I.C. Water — 10.5:1 Compression Ratio
NOTES:
1. Engine set for NOx emission level of 2.0 Grams/BHP-HR or less.
2. Standard engine high speed turbocharger match for 1001 – 1200 RPM.
3. Standard engine low speed turbocharger match for 700 – 1000 RPM.
4. No overload available.
Page 1 of 1
ENGINE RATING & FUEL CONSUMPTION EN: 108821 Ref.

CONTINUOUS RATING
MODEL L7042GL C
DATE: 6/86
85° F (29° C) I.C. WATER 976-13
RATINGS & STANDARDS
ENGINE RATING & FUEL CONSUMPTION
2
MODEL L7042GL — CONTINUOUS RATING
85° F (29° C) INTERCOOLER WATER TEMPERATURE
LOW PRESSURE FUEL SYSTEM
RPM 1000 1200

CONT. BHP (NOTE 2) 1289 1280

STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
DEDUCTIONS
FUEL
Refer To S-7884-7 For Fuel Specification
Turbocharged – Intercooled 85° F (29° C) I.C Water
ENGINE DATA
NOTES:
3. Low Pressure (Draw-Through-Carburetion) Fuel System.
Page 1 of 1
ENGINE RATING & FUEL CONSUMPTION Ref.

EN: 112022
MODEL L7042GL – CONTINUOUS RATING
85° F (29° C) I.C. WATER TEMPERATURE
C
DATE: 1/90 976-17
LOW PRESSURE FUEL SYSTEM
RATINGS & STANDARDS
2
LOW FUEL PRESSURE SYSTEM
RPM 1000 1200

CONT. BHP (NOTE 2) 1232 1280

Barometer Ambient Temp
STANDARD CONDITIONS
29.54 in. Hg. (100 kPa) 77° F (25° C)
DEDUCTIONS
FUEL
Refer To S-7884-7 For Fuel Specification
Turbocharged – Intercooled 130° F (54° C) I.C Water
ENGINE DATA
NOTES:
3. Low Pressure (Draw-thru Carburetion) Fuel System.
Page 1 of 1
ENGINE RATING & FUEL CONSUMPTION Ref.

EN: 112022
130° F (54° C) I.C. WATER TEMPERATURE
C
DATE: 1/90 976-18
LOW FUEL PRESSURE SYSTEM
RATINGS & STANDARDS
2
CONTINUOUS RATING FOR MODEL 7042GL
130o F (54.5o C) AUXILIARY WATER TEMPERATURE
180o F (82o C) JACKET WATER TEMPERATURE
RPM 700 800 900 1000 1100 1200

5)
CONTINUOUS BHP (NOTE 3) 566( 720
(5)
1108
(5)
1232 1355 1478
CONTINUOUS BHP (NOTE 4) 622
(5)
985 1108 1232 — —
OVERLOAD 10% Allowed 2 Hours Per 24 Hours

STANDARD CONDITIONS Barometer Ambient Temp.
29.54 in.Hg (100kPa) 77° F (25° C)
DEDUCTIONS 2 Percent Per 1000 ft. (305 m) Above 1500 ft. (457 m) Altitude
3 3
FUEL Dry Natural Gas - 900 Btu/ft (35.38 MJ/m ) SLHV
Refer To S7884-6 (or most recent version) For Fuel Specification
EQUIPMENT Engine Equipped With Lube Oil And Cooling Water Pumps
But Without Radiator Fan
ENGINE DATA Turbocharged - Intercooled 130° F (54° C) Intercooler Water
NOTES:
1. ISO Standard (continuous) power ratings conform to ISO 3046/1, latest version, with mechanical efficiency of 90% and Tcra of 130 ° F
(54 ° C) limited to ± 10 ° F (± 5.5 ° C).
2. Exhaust oxygen set to 9.8% at standard 10° BTDC spark timing to provide 1.5 g/bhp-hr or less NOx.
3. Standard engine high speed turbocharger match for 1001 to 1200 rpm.
4. Standard engine low speed turbocharger match for 700 to 1000 rpm.
5. No overload available.
Page 1 of 1
CONTINUOUS RATING MODEL 7042GL EN: 120301 Ref.
130° F (54° C) I.C. WATER TEMPERATURE C
DATE: 4/99
HEAT REJECTION 3
Intercooler
Reference Revision Water Temp.
Number Date Engine Model Fuel °F °C Remarks
S6124-5 1/76 L7042G Natural Gas — — 10:1 Compression Ratio
S6124-40 7/01 L7042GL Natural Gas 85 29 10.5:1 Compression Ratio

Standard Carburetion


S6124-56 5/00 L7042GSI Natural Gas 85 29 8:1 Compression Ratio

Stoichoimetric
(U.S. and Metric Measurements)

Stoichoimetric
(U.S. and Metric Measurements)

High Speed and
Low Speed Turbocharger

with ESM
S6175-45 6/78 L7042GSI Natural Gas 85/130 29/54 Heat Rejection to Jacket Water
From Water Cooled Turbocharger
1/02 Page 1 of 1
HEAT REJECTION 3
HEAT BALANCE DATA — MODEL L7042G NATURAL GAS 10:1 CR
ENGINE SPEED — RPM
BMEP
600 700 800 900 1000 1100 1200
110 587 684 782 880 978 1075 1173
100 533 622 711 800 889 978 1067
90 480 560 640 720 800 880 960
80 427 493 569 640 711 782 853
HORSEPOWER
70 374 436 498 560 622 685 747
60 320 373 427 480 533 587 640
50 267 311 356 400 445 489 534
40 213 249 284 320 356 391 427
110 70473 81766 93089 104977 116846 129099 141023
100 65463 75689 86135 96800 107924 119070 130087
90 60614 69662 79131 88921 98981 109037 119072
FUEL 80 55887 64008 72560 81301 90479 99789 108793
CONSUMPTION
(BTU/MIN) 70 51163 58232 65988 73766 82160 90475 98467
60 46235 52643 59530 66468 73705 81083 88148
50 41364 46995 52810 59056 65599 71902 78140
40 36295 41328 46236 51816 57429 62838 68160
110 22775 26539 30341 34144 37946 41710 45512
100 21055 24569 28084 31600 35115 38631 42145
90 19440 22680 25920 29160 32400 35640 38880
HEAT REJECTION
TO 80 17934 20916 23898 26880 29862 32844 35826
JACKET WATER 70 16456 19184 21912 24640 27368 30140 32868
(BTU/MIN)
60 14848 17307 19812 22272 24731 27236 29696
50 13216 15394 17622 19800 22027 24205 26433
40 11416 13346 15222 17152 19081 20957 22887
110 15477 18325 21109 24473 27812 31621 35014
100 14660 17054 19668 22527 25794 29107 32294
90 12898 15810 18151 20797 23721 26641 29524
HEAT REJECTION
TO 80 13003 14641 16711 18969 21702 24494 27015
EXHAUST 70 12183 13454 15376 17382 19918 22322 24500
(BTU/MIN)
60 11311 12578 14234 16032 18123 20275 22200
50 10454 11654 12919 14716 16755 18566 20254
40 9574 10749 11907 13628 15385 17044 18508
110 3433 4001 4574 5148 5721 6288 6862
100 3251 3794 4337 4880 5422 5965 6508
90 3024 3528 4032 4536 5040 5544 6048
HEAT REJECTION 80 2946 3436 3926 4416 4905 5395 5885
TO OIL
(BTU/MIN) 70 2767 3226 3685 4144 4602 5069 5527
60 2608 3039 3480 3912 4343 4784 5216
50 2456 2861 3275 3680 4094 4498 4912
40 2374 2776 3166 3568 3969 4359 4761
Page 1 of 2
HEAT BALANCE DATA DR: OFM Ref.

MODEL L7042G DATE: 1/76 S
NATURAL GAS 10:1 CR 6124-5
APP’D: GERARD
HEAT REJECTION
HEAT BALANCE DATA — MODEL L7042G NATURAL GAS 10:1 CR
3
BMEP
600 700 800 900 1000 1100 1200
110 848 934 982 1018 1038 1054 1062
100 850 923 972 1009 1033 1050 1060
90 850 912 962 998 1025 1047 1056
EXHAUST 80 842 898 949 986 1018 1042 1052
TEMPERATURE
(°F) 70 826 881 934 973 1010 1035 1047
60 805 863 916 959 1000 1027 1040
50 777 840 895 945 987 1017 1031
40 745 816 870 930 972 1003 1020
110 2697 3068 3492 3963 4472 5056 5583
100 2552 2869 3224 3660 4155 4660 5153
90 2419 2672 3004 3393 3832 4270 4717
EXHAUST 80 2272 2490 2780 3109 3514 3933 4322
FLOW
(CFM) 70 2147 2307 2572 2864 3235 3593 3927
60 2016 2175 2402 2656 2955 3273 3567
50 1893 2039 2213 2452 2745 3008 3270
40 1621 1889 2052 2285 2536 2770 2995
110 986 1078 1184 1315 1473 1631 1802
100 940 1013 1105 1230 1368 1513 1671
INDUCTION 90 881 953 1039 1157 1276 1394 1526
AIR 80 835 894 973 1072 1186 1289 1399
REQUIREMENT 70 796 842 907 1000 1092 1184 1276
(CFM) 60 750 802 855 934 1013 1092 1171
50 703 756 815 862 934 1007 1078
40 677 710 763 815 868 927 986
NOTES:
1. 12 Cylinder 9-3/8 in. Bore x 8-1/2 in. stroke, 7040 cu. in. displacement, water cooled exhaust manifold.
520
2. LB/MIN EXH. = CFM , 0.0745 x
EXH.TEMP.+ 460
Page 2 of 2
HEAT BALANCE DATA DR: OFM Ref.

MODEL L7042G DATE: 1/76 S
NATURAL GAS 10:1 CR 6124-5
APP’D: GERARD
HEAT REJECTION
HEAT REJECTION AND OPERATING DATA (1) (2)
3
MODEL L7042GL 10.5:1 COMPR. RATIO 85° F (29° C) I.C. WATER
BMEP L.S. TURBO H.S. TURBO
700 900 1000 1000 1200
160 — 1277 1418 1418 1702
145 — 1160 1289 1289 1547
HORSEPOWER 100 622 800 889 889 1067
75 467 600 667 667 800
50 311 400 444 444 533
160 — 8790 10050 9840 12290
FUEL CONSUMPTION 145 — 8060 9210 9020 11290
(1000 BTU/HR) 100 4340 5840 6670 6530 8250
(Reference C-976-13) 75 3460 4640 5310 5200 6620
50 2590 3460 3980 3900 5020
160 — 2170 2470 2340 2840
HEAT TO 145 — 2020 2310 2180 2660
JACKET WATER
(1000 BTU/HR) 100 1170 1560 1780 1680 2100
75 980 1320 1510 1400 1800
(See Note 3)
50 800 1080 1240 1140 1500
160 — 370 430 390 460
HEAT TO 145 — 360 410 370 450
LUBE OIL
(1000 BTU/HR) 100 230 300 350 320 410
75 200 270 320 290 390
(See Note 3)
50 180 230 290 270 350
160 — 580 730 620 840
HEAT TO
145 — 500 630 530 760
INTERCOOLER
(1000 BTU/HR) 100 140 270 350 280 470
75 80 160 230 160 300
(85° F I.C. ONLY)
50 30 80 120 80 150
160 — 2880 3290 3230 4030
INDUCTION AIR 145 — 2640 3020 2960 3700
REQUIREMENT 100 1450 1930 2200 2170 2720
(CFM) 75 1140 1520 1760 1730 2180
50 850 1140 1310 1300 1650
160 — 12810 14640 14340 17910
EXHAUST FLOW 145 — 11740 13420 13140 16450
(LB/HR) 100 6420 8570 9770 9620 12080
(See Notes 3 & 4) 75 5080 6750 7800 7670 9690
50 3780 5050 5820 5780 7320
160 — 700 720 740 800
EXHAUST TEMPERATURE 145 — 700 710 740 790
AFTER TURBO, °F 100 650 690 700 730 770
(± 50° F) 75 640 680 690 720 760
50 630 660 680 710 760
160 — 280 310 330 360
HEAT TO 145 — 280 300 330 350
RADIATION
(1000 BTU/HR) 100 260 280 300 320 340
75 250 280 290 320 340
(See Note 3)
50 240 270 290 310 340
Page 1 of 2
HEAT REJECTION & OPERATING DATA EN: 108821 Ref.

MODEL L7042GL 10.5:1 COMPRESSION RATIO S
85° F (29° C) I.C. WATER DATE: 7/01
6124-40
HEAT REJECTION 13
NOTES:
1. All data are based on ISO standard conditions of 29.54 inches Hg. barometric pressure, 77° F ambient and induction
air temperature, 30% relative humidity (0.3 inches Hg. water vapor pressure), 180° F engine jacket water outlet
temperature, and standard 10° BTDC ignition timing.
2. All data are average values at the standard conditions and will vary for individual engines and with operating and
ambient conditions and with changes to ignition timing or air/fuel ratio. An adequate reserve should be used for
cooling system or heat recovery calculations. See also Cooling System Guidelines, S-6699-7, latest version.
and auxiliary water temperature, Tcra, of 85° F limited to ± 10° F.
4. Fuel standard: dry natural gas, 900 BTU/scf saturated lower heating value (SLHV), with a minimum Waukesha
Knock Index of 91. Refer to S-7884-7, latest version, for the full fuel specification.
5. 10.2:1 compression ratio.
6. For heat rejection changes due to engine jacket water outlet temperature higher than standard (Note 1), refer to
S-7613-3, latest version.
7. Total Exhaust Energy includes both recoverable and non-recoverable heat. For a procedure to calculate recoverable
heat refer to S-8117-2, latest version.
8. Exhaust oxygen (O2) concentration set to 9.8% at each speed and ISO Standard Power at standard 10° BTDC
ignition timing. This O2 level is measured at the port located in the exhaust manifold upstream of the turbocharger.
9. Reference Engine Ratings and Fuel Consumption Curve Sheet C-976-13, latest version.
10. Exhaust flow at nominal 29.54 inches Hg. atmospheric pressure:
o o
(Exh. Flow, lb/hr) x (Exh. Temp. F + 460 )
Flow rate: ACFM =
2275
Page 2 of 2
HEAT REJECTION & OPERATING DATA EN: 108821 Ref.

MODEL L7042GL 10.5:1 COMPRESSION RATIO S
85° F (29° C) I.C. WATER DATE: 7/01
6124-40
HEAT REJECTION
HEAT REJECTION AND OPERATING DATA
3
MODEL 7042GL
85°F (29°C) INTERCOOLER WATER TEMPERATURE
WITH LOW FUEL PRESSURE SYSTEM (1) (2)
ENGINE SPEED – 1000 RPM ENGINE SPEED – 1200 RPM

BMEP BMEP BMEP BMEP
1000 1000 1200 1200
(PSI) (PSI) (PSI) (PSI)
160 1418 160 570 132 1408 132 793
145 1289 145 505 120 1280 HEAT TO 120 694
125 1111 HEAT TO 125 418 POWER 100 1067 100 545
POWER INTERCOOLER
INTERCOOLER (BHP)
(BHP) 100 889 100 314 75 800 (BTU/HR x 1000) 75 383
(BTU/HR x 1000)
75 667 75 213 50 533 50 249
50 444 50 117 132 7396 132 319
160 6918 160 305 BRAKE SPEC 120 7558 HEAT TO 120 321
145 7051 145 301 FUEL CONS. 100 7913 RADIATION 100 318
BRAKE SPEC 125 7283 HEAT TO 125 295 (BTU/BHP-HR) 75 8623 (BTU/HR x 1000) 75 307
FUEL CONS. 100 7705 RADIATION 100 290 50 10044 50 302
(BTU/BHP-HR) (BTU/HR x 1000)
75 8409 75 285 132 10415 132 715
EXHAUST
50 9815 50 278 FUEL 120 9675 TEMP 120 722
160 9810 160 699 CONSUMPTION 100 8440 AFTER 100 715
145 9085 EXHAUST 145 689 (BTU/HR x 1000) 75 6900 TURBINE 75 693
FUEL 125 8095 TEMP 125 679 50 5355 (+/- 50 °F) 50 681
CONSUMPTION 100 6850
AFTER 100 668 132 2555 132 3370
(BTU/HR x 1000) TURBINE HEAT TO
75 5605 75 657 120 2380 120 3145
(+/- 50 °F) JACKET INDUCTION AIR
50 4360 50 642 100 2085 100 2775
WATER FLOW (SCFM)
160 2475 160 3105 75 1720 75 2315
(BTU/HR x 1000)
HEAT TO 145 2295 145 2920 50 1354 50 1850
JACKET 125 2045 INDUCTION AIR 125 2660 132 456 132 14980
WATER 100 1735 FLOW (SCFM) 100 2315 HEAT TO 120 437 EXHAUST GAS 120 13975
(BTU/HR x 1000) 75 1421 75 1950 LUBE OIL 100 405 FLOW (LBS/HR) 100 12330
50 1110 50 1555 (BTU/HR x 1000) 75 365 (4) 75 10280
160 417 160 13805 50 325 50 8195
145 397 145 12970
HEAT TO 125 370 EXHAUST GAS 125 11800
LUBE OIL 100 336
FLOW (LBS/HR) 100 10275
(BTU/HR x 1000) (4)
75 302 75 8645
50 268 50 6890
NOTES:
1. All data are based on standard conditions of 29.54 inches Hg. (100 kPa) barometric pressure, 77° F
(25° C) ambient and induction air temperature, 30% relative humidity (0.3 inches Hg. / 1 kPa water
vapor pressure) and 180° F (82° C) engine jacket water outlet temperature, and standard ignition
timing.
2. Data are average values at the standard conditions and will vary for individual engines and with
operating and ambient conditions and with changes to ignition timing. An adequate reserve should be
used for cooling system or heat recovery calculations. See also Cooling System Guidelines S6699-6.
3. For heat rejection changes due to engine jacket water outlet temperature different from standard (Note
1), refer to S7613-2.
4. Exhaust flow, (English): ACFM = (Exh. Flow, lb/hr) x (Exh. Temp. °F + 460°)
2275
5. Reference C976-17.
6. Low pressure (draw-thru) fuel system.
Page 1 of 1
HEAT REJECTION AND OPERATING DATA Ref.

MODEL 7042GL EN: 112022
DATE: 10/93 S
85°F (29°C) I.C. WATER TEMPERATURE
6124-48
WITH LOW FUEL PRESSURE SYSTEM
HEAT REJECTION
3
MODEL 7042GL
WITH LOW FUEL PRESSURE SYSTEM (1) (2)
ENGINE SPEED – 1000 RPM ENGINE SPEED – 1200 RPM

BMEP BMEP BMEP BMEP
1000 1000 1200 1200
(PSI) (PSI) (PSI) (PSI)
152 1355 152 440 132 1408 132 682
138 1231 138 382 120 1280 HEAT TO 120 504
125 1111 HEAT TO 125 328 POWER 100 1067 100 384
POWER INTERCOOLER
INTERCOOLER (BHP)
(BHP) 100 889 100 231 75 800 (BTU/HR x 1000) 75 251
(BTU/HR x 1000)
75 667 75 140 50 533 50 138
50 444 50 55 132 7292 132 325
152 6944 152 307 BRAKE SPEC 120 7431 HEAT TO 120 326
138 7062 138 302 FUEL CONS. 100 7747 RADIATION 100 321
BRAKE SPEC 125 7202 HEAT TO 125 299 (BTU/BHP-HR) 75 8378 (BTU/HR x 1000) 75 311
FUEL CONS. 100 7561 RADIATION 100 295 50 9635 50 308
(BTU/BHP-HR) (BTU/HR x 1000)
75 8159 75 292 132 10265 132 725
EXHAUST
50 9355 50 288 FUEL 120 9515 TEMP 120 728
152 9410 152 703 CONSUMPTION 100 8265 AFTER 100 718
138 8695 EXHAUST 138 692 (BTU/HR x 1000) 75 6705 TURBINE 75 697
FUEL 125 8005 TEMP 125 685 50 5140 (+/- 50 °F) 50 693
CONSUMPTION 100 6720
AFTER 100 676 132 2720 132 3325
(BTU/HR x 1000) TURBINE HEAT TO
75 5440 75 671 120 2545 120 3085
(+/- 50 °F) JACKET INDUCTION AIR
50 4160 50 663 100 2260 100 2705
WATER FLOW (SCFM)
152 2515 152 2980 75 1905 75 2250
(BTU/HR x 1000)
HEAT TO 138 2350 138 2790 50 1550 50 1795
JACKET 125 2185 INDUCTION AIR 125 2605 132 396 132 14760
WATER 100 1880 FLOW (SCFM) 100 2250 HEAT TO 120 378 EXHAUST GAS 120 13700
(BTU/HR x 1000) 75 1580 75 1875 LUBE OIL 100 348 FLOW (LBS/HR) 100 12015
50 1277 50 1470 (BTU/HR x 1000) 75 310 (4) 75 9985
152 354 152 13240 50 273 50 7950
138 337 138 12400
HEAT TO 125 319 EXHAUST GAS 125 11570
LUBE OIL 100 287
FLOW (LBS/HR) 100 9985
(BTU/HR x 1000) (4)
75 255 75 8305
50 224 50 6520
NOTES:
vapor pressure) and 180° F (82° C) engine jacket water outlet temperature, and standard ignition
timing.
operating and ambient conditions and with changes to ignition timing. An adequate reserve should be
used for cooling system or heat recovery calculations. See also Cooling System Guidelines S6699-6.
3. For heat rejection changes due to engine jacket water outlet temperature different from standard (Note
1), refer to S7613-2.
4. Exhaust Flow rate (English): ACFM = (Exh. Flow, lb/hr) x (Exh. Temp. °F + 460°)
2275
5. Reference C976-18.
6. Low pressure (draw-thru) fuel system.
Page 1 of 1

MODEL 7042GL EN: 112022
DATE: 10/93 S
6124-49
WITH LOW FUEL PRESSURE SYSTEM
HEAT REJECTION 3
MODEL L7042GSI
STOICHIOMETRIC AIR/FUEL RATIO
BMEP ENGINE SPEED - RPM
(PSI) 600 700 800 900 1000 1100 1200
180 960 1120 1280 1440 1600 1760 1920
160 853 996 1138 1280 1422 1564 1707
145 773 902 1031 1160 1289 1418 1547
POWER
125 667 778 889 1000 1111 1222 1333
(BHP)
100 533 622 711 800 889 978 1067
75 400 467 533 600 667 733 800
50 267 311 356 400 444 489 533
180 7200 7250 7300 7365 7429 7543 7656
160 7311 7360 7408 7471 7534 7652 7770
BRAKE SPEC 145 7414 7462 7509 7570 7631 7754 7877
FUEL CONS. 125 7591 7636 7680 7738 7796 7927 8058
(BTU/BHP-HR) 100 7911 7951 7991 8044 8097 8242 8387
75 8445 8476 8508 8553 8597 8766 8935
50 9511 9528 9544 9571 9599 9815 10031
180 6910 8130 9345 10615 11885 13295 14700
160 6240 7335 8430 9570 10715 11990 13260
FUEL 145 5735 6740 7740 8790 9835 11010 12185
CONSUMPTION 125 5060 5945 6825 7745 8665 9705 10745
(BTU/HR x 1000) 100 4220 4950 5680 6440 7195 8070 8945
75 3380 3960 4540 5135 5730 6440 7150
50 2535 2965 3395 3830 4265 4810 5350
180 1905 2260 2610 3025 3435 3800 4160
160 1755 2080 2405 2775 3140 3470 3800
HEAT TO 145 1640 1945 2250 2585 2920 3225 3530
JACKET WATER 125 1489 1765 2045 2335 2625 2900 3170
(BTU/HR x 1000) 100 1300 1545 1785 2020 2255 2490 2720
75 1111 1319 1530 1710 1890 2080 2275
50 922 1096 1270 1394 1520 1670 1825
180 245 276 307 326 344 368 391
160 227 256 285 306 326 348 371
HEAT TO 145 214 242 269 290 312 333 355
LUBE OIL 125 196 222 248 270 293 314 334
(BTU/HR x 1000) 100 174 198 221 245 269 289 308
75 152 173 194 220 246 264 282
50 130 149 168 195 222 239 256
180 83 125 167 264 360 475 589
160 61 95 128 202 276 363 451
HEAT TO 145 47 75 103 162 220 291 361
INTERCOOLER 125 32 52 73 115 158 209 260
(BTU/HR x 1000) 100 18 31 43 70 96 130 163
75 10 16 22 38 54 77 99
50 8 8 9 20 31 50 68
Page 1 of 6
HEAT REJECTION AND OPERATING DATA EN: 114363 Ref.

MODEL L7042GSI DATE: 5/00 S
85° F (29° C) I.C. WATER TEMPERATURE 6124-56
HEAT REJECTION 3
MODEL L7042GSI
(PSI) 600 700 800 900 1000 1100 1200
180 539 581 622 629 635 674 713
160 480 522 565 591 618 658 699
HEAT TO 145 444 487 530 565 600 643 686
RADIATION 125 405 448 492 531 571 618 666
(BTU/HR x 1000) 100 370 411 453 492 530 582 634
75 346 382 419 453 488 541 594
50 331 357 384 416 448 497 545
180 1765 2120 2475 2815 3150 3625 4095
160 1489 1800 2110 2450 2790 3225 3660
TOTAL ENERGY 145 1314 1600 1885 2210 2535 2940 3350
IN EXHAUST 125 1114 1366 1620 1910 2200 2575 2945
(BTU/HR x 1000) 100 898 1108 1318 1555 1795 2120 2445
75 698 859 1020 1202 1384 1650 1915
50 493 593 693 819 944 1136 1327
180 1049 1080 1112 1117 1121 1149 1177
160 987 1023 1059 1082 1104 1137 1169
EXHAUST TEMP 145 946 986 1026 1056 1087 1124 1160
AFTER TURBINE 125 899 943 986 1023 1060 1102 1144
(±50° F) 100 850 896 943 982 1021 1068 1116
75 813 857 901 940 978 1029 1079
50 786 822 857 896 935 984 1033
180 1315 1545 1780 2020 2260 2530 2795
160 1180 1385 1590 1805 2025 2265 2505
INDUCTION 145 1075 1265 1455 1650 1845 2065 2285
AIR FLOW 125 945 1105 1270 1445 1615 1805 2000
(SCFM) 100 780 915 1050 1190 1325 1490 1650
75 615 725 830 940 1045 1175 1305
50 460 535 615 690 770 870 965
180 5990 7040 8095 9195 10300 11515 12735
160 5365 6305 7250 8230 9215 10310 11405
EXHAUST 145 4905 5765 6620 7515 8410 9415 10420
GAS FLOW 125 4295 5045 5795 6575 7355 8240 9120
(LBS/HR) 100 3550 4165 4780 5415 6055 6790 7525
75 2815 3300 3780 4280 4775 5365 5955
50 2095 2450 2800 3160 3520 3970 4415
Page 2 of 6

NOTES:
HEAT REJECTION 3
vapor pressure) and 180° F (82° C) engine jacket water outlet temperature.
operating and ambient conditions. An adequate reserve should be used for cooling system or heat
recovery calculations. See also Cooling System Guidelines S-6699-7.
3. For heat rejection changes due to engine jacket water outlet temperature different from standard
(Note 1), refer to S-7613-3.
4. Exhaust flow (English): ACFM = (Exh. flow, lb/hr) x (Exh. temp. °F + 460°)
2250
5. Stoichiometric, Lambda = 1.0, air/fuel ratio.
6. Reference C-276-H.
Page 3 of 6

HEAT REJECTION 3
—METRIC—
MODEL L7042GSI
29° C (85° F) INTERCOOLER WATER TEMPERATURE
(bar) 600 700 800 900 1000 1100 1200
12.41 716 835 954 1074 1193 1312 1432
11.03 636 742 848 954 1061 1167 1273
POWER 10.00 576 673 769 865 961 1057 1154
(kW) 8.62 497 580 663 746 829 911 994
6.90 398 464 530 597 663 729 795
5.17 298 348 398 447 497 547 597
3.45 199 232 265 298 331 365 398
12.41 10187 10268 10329 10430 10511 10686 10832
11.03 10344 10423 10482 10580 10659 10842 10994
BRAKE SPECIFIC 10.00 10490 10567 10624 10720 10796 10986 11144
FUEL CONSUMPTION 8.62 10740 10812 10866 10958 11031 11233 11401
(kJ/kWh) 6.90 11193 11257 11306 11389 11456 11680 11866
5.17 11948 11999 12038 12108 12164 12425 12642
3.45 13457 13483 13503 13546 13581 13914 14193
12.41 2026 2382 2739 3111 3484 3896 4308
11.03 1828 2149 2470 2805 3140 3513 3887
FUEL 10.00 1680 1975 2269 2576 2882 3226 3570
CONSUMPTION
8.62 1483 1742 2001 2270 2539 2844 3149
(kW)
6.90 1237 1451 1665 1887 2109 2366 2622
5.17 990 1160 1330 1505 1680 1887 2095
3.45 743 869 994 1122 1250 1409 1568
12.41 558 662 765 886 1007 1113 1219
11.03 514 609 705 813 921 1017 1114
HEAT TO 10.00 481 570 659 758 856 945 1035
JACKET WATER 8.62 436 518 599 684 770 849 929
(kW) 6.90 381 452 523 592 661 730 798
5.17 326 387 448 501 553 610 666
3.45 270 321 372 409 445 490 534
12.41 72 81 90 95 101 108 115
11.03 67 75 84 90 95 102 109
HEAT TO 10.00 63 71 79 85 91 98 104
LUBE OIL 8.62 57 65 73 79 86 92 98
(kW) 6.90 51 58 65 72 79 85 90
5.17 45 51 57 65 72 77 83
3.45 38 44 49 57 65 70 75
12.41 24 37 49 77 106 139 173
11.03 18 28 38 59 81 106 132
HEAT TO 10.00 14 22 30 47 65 85 106
INTERCOOLER
8.62 9 15 21 34 46 61 76
(kW)
6.90 5 9 13 20 28 38 48
5.17 3 5 6 11 16 22 29
3.45 2 2 3 6 9 15 20
Page 4 of 6

29° C (85° F) I.C. WATER TEMPERATURE 6124-56
– METRIC –
HEAT REJECTION 3
—METRIC—
MODEL L7042GSI
(bar) 600 700 800 900 1000 1100 1200
12.41 158 170 182 184 186 198 209
11.03 141 153 166 173 181 193 205
HEAT TO 10.00 130 143 155 166 176 188 201
RADIATION
8.62 119 131 144 156 167 181 195
(kW)
6.90 108 121 133 144 155 171 186
5.17 101 112 123 133 143 159 174
3.45 97 105 112 122 131 146 160
12.41 517 621 725 824 924 1062 1201
11.03 436 528 619 719 818 945 1072
TOTAL ENERGY 10.00 385 469 552 647 743 862 981
IN EXHAUST 8.62 326 400 474 560 645 754 864
(kW) 6.90 263 325 386 456 526 621 716
5.17 205 252 299 352 406 483 561
3.45 144 174 203 240 277 333 389
12.41 565 582 600 603 605 621 636
11.03 531 551 571 583 596 614 632
EXHAUST TEMP 10.00 508 530 552 569 586 606 627
AFTER TURBINE 8.62 482 506 530 551 571 594 618
(±30° C) 6.90 455 480 506 528 550 576 602
5.17 434 458 483 504 526 554 582
3.45 419 439 459 480 501 529 556
12.41 1981 2329 2678 3042 3406 3809 4213
11.03 1774 2086 2397 2722 3047 3409 3771
INDUCTION AIR 10.00 1621 1905 2189 2485 2781 3112 3444
FLOW
3 8.62 1420 1667 1915 2172 2430 2722 3014
(nm /h)
6.90 1172 1375 1578 1789 1999 2242 2485
5.17 929 1088 1248 1412 1576 1771 1966
3.45 691 807 924 1043 1161 1309 1457
12.41 2716 3194 3672 4171 4671 5224 5776
11.03 2434 2861 3288 3734 4180 4676 5173
EXHAUST GAS 10.00 2225 2614 3004 3410 3816 4271 4726
FLOW
8.62 1949 2289 2629 2983 3336 3737 4138
(kg/h)
6.90 1610 1889 2168 2457 2746 3080 3414
5.17 1277 1496 1715 1941 2167 2434 2702
3.45 950 1110 1271 1434 1597 1800 2003
Page 5 of 6

– METRIC –
NOTES:
HEAT REJECTION 3
1. All data are based on standard conditions of 100 kPa (29.54 inches Hg.) barometric pressure, 25° C
(77° F) ambient and induction air temperature, 30% relative humidity (1 kPa / 0.3 inches Hg. water
vapor pressure) and 82° C (180° F) engine jacket water outlet temperature.
4. Exhaust flow (Metric): m3/h = (Exh. flow, kg/h) x (Exh. temp. °C + 273°)
332.96
1. Reference C-276-H.
Page 6 of 6

– METRIC –
HEAT REJECTION 3
MODEL L7042GSI
(PSI) 600 700 800 900 1000 1100 1200
172 917 1070 1223 1376 1528 1681 1834
152 811 946 1081 1216 1351 1486 1621
138 739 862 985 1108 1232 1355 1478
POWER
125 667 778 889 1000 1111 1222 1333
(BHP)
100 533 622 711 800 889 978 1067
75 400 467 533 600 667 733 800
50 267 311 356 400 444 489 533
172 7123 7160 7197 7282 7366 7484 7602
152 7249 7285 7320 7401 7482 7603 7723
BRAKE SPEC 138 7355 7390 7424 7502 7581 7703 7824
FUEL CONS. 125 7484 7517 7550 7625 7700 7824 7948
(BTU/BHP-HR) 100 7815 7844 7873 7940 8006 8135 8265
75 8367 8389 8412 8464 8517 8655 8792
50 9471 9480 9489 9513 9538 9693 9848
172 6530 7665 8800 10030 11255 12600 13940
152 5875 6895 7915 9010 10110 11315 12520
FUEL 138 5435 6370 7310 8320 9335 10445 11560
CONSUMPTION 125 4990 5850 6710 7635 8555 9575 10595
(BTU/HR x 1000) 100 4170 4885 5600 6360 7115 7965 8815
75 3345 3915 4485 5080 5680 6355 7035
50 2525 2950 3375 3805 4240 4745 5250
172 1760 2155 2550 2965 3380 3755 4125
152 1625 1980 2330 2700 3075 3410 3745
HEAT TO 138 1530 1855 2185 2525 2865 3175 3490
JACKET WATER 125 1439 1735 2035 2345 2655 2945 3230
(BTU/HR x 1000) 100 1267 1510 1760 2015 2270 2515 2755
75 1095 1289 1483 1685 1885 2080 2275
50 923 1065 1207 1354 1500 1650 1800
172 231 264 296 317 338 360 382
152 215 246 277 298 319 341 363
HEAT TO 138 204 234 264 285 306 328 349
LUBE OIL 125 193 222 251 272 293 315 336
(BTU/HR x 1000) 100 173 200 227 248 269 290 312
75 153 178 203 224 245 266 287
50 133 156 179 200 222 242 263
172 53 88 122 167 212 307 403
152 32 58 83 117 151 221 291
HEAT TO 138 21 41 61 88 116 171 225
INTERCOOLER 125 11 26 42 63 85 127 169
(BTU/HR x 1000) 100 -2 6 15 28 41 64 86
75 -8 -5 -1 6 13 23 33
50 -7 -7 -6 -3 1 5 10
Page 1 of 6

HEAT REJECTION 3
MODEL L7042GSI
(PSI) 600 700 800 900 1000 1100 1200
172 548 568 588 600 611 646 681
152 480 509 539 562 584 622 660
HEAT TO 138 446 479 511 538 566 605 645
RADIATION 125 420 453 487 517 546 588 631
(BTU/HR x 1000) 100 385 417 448 479 509 555 601
75 359 386 413 441 469 517 566
50 330 353 376 400 425 473 521
172 1670 1940 2210 2545 2880 3290 3705
152 1393 1660 1925 2240 2550 2945 3335
TOTAL ENERGY 138 1242 1496 1750 2040 2335 2710 3085
IN EXHAUST 125 1112 1347 1585 1850 2120 2475 2825
(BTU/HR x 1000) 100 900 1093 1286 1505 1725 2030 2335
75 702 847 993 1162 1331 1580 1825
50 495 597 699 814 930 1111 1292
172 1054 1070 1086 1091 1096 1121 1145
152 980 1007 1035 1053 1072 1104 1135
EXHAUST TEMP 138 942 974 1006 1030 1055 1090 1125
AFTER TURBINE 125 911 946 980 1009 1037 1075 1113
(±50° F) 100 867 903 938 969 1000 1042 1085
75 829 862 895 926 956 1003 1049
50 783 814 845 875 905 955 1005
172 1240 1460 1675 1905 2140 2395 2650
152 1110 1300 1495 1700 1910 2135 2365
INDUCTION 138 1020 1195 1375 1565 1750 1960 2170
AIR FLOW 125 930 1095 1255 1425 1600 1790 1980
(SCFM) 100 770 905 1035 1175 1315 1475 1630
75 615 715 820 930 1040 1165 1290
50 460 535 610 690 770 860 950
172 5655 6635 7620 8685 9745 10910 12070
152 5050 5925 6800 7745 8690 9730 10765
EXHAUST 138 4650 5450 6255 7120 7985 8935 9890
GAS FLOW 125 4245 4980 5715 6500 7285 8150 9020
(LBS/HR) 100 3515 4120 4720 5360 6005 6720 7435
75 2795 3275 3750 4245 4745 5310 5880
50 2090 2440 2795 3150 3510 3930 4350
Page 2 of 6

NOTES:
HEAT REJECTION 3
vapor pressure) and 180° F (82° C) engine jacket water outlet temperature.
4. Exhaust flow (English): ACFM = (Exh. flow, lb/hr) x (Exh. temp. °F + 460°)
2250
6. Reference C-278-J.
Page 3 of 6

HEAT REJECTION 3
—METRIC—
MODEL L7042GSI
(bar) 600 700 800 900 1000 1100 1200
11.86 684 798 912 1026 1139 1254 1368
10.48 605 705 806 907 1008 1108 1209
POWER 9.55 551 643 735 826 919 1010 1102
(kW) 8.62 497 580 663 746 829 911 994
6.90 398 464 530 597 663 729 795
5.17 298 348 398 447 497 547 597
3.45 199 232 265 298 331 365 398
11.86 10078 10138 10183 10316 10421 10604 10756
10.48 10256 10314 10357 10485 10587 10772 10927
BRAKE SPECIFIC 9.55 10407 10462 10504 10627 10726 10914 11070
FUEL CONSUMPTION 8.62 10589 10642 10682 10800 10895 11086 11245
(kJ/kWh) 6.90 11058 11104 11139 11244 11328 11527 11693
5.17 11838 11874 11901 11984 12050 12263 12440
3.45 13400 13414 13425 13464 13495 13734 13934
11.86 1914 2246 2579 2939 3299 3692 4086
10.48 1722 2021 2319 2641 2963 3316 3670
FUEL 9.55 1592 1868 2143 2439 2735 3061 3388
CONSUMPTION
8.62 1462 1715 1967 2237 2507 2807 3106
(kW)
6.90 1222 1431 1641 1863 2086 2335 2584
5.17 981 1148 1315 1489 1664 1863 2061
3.45 740 864 989 1116 1242 1391 1539
11.86 516 632 748 869 991 1100 1209
10.48 476 580 683 792 901 999 1098
HEAT TO 9.55 449 544 640 740 840 931 1022
JACKET WATER 8.62 422 509 596 687 779 863 947
(kW) 6.90 371 443 515 590 666 736 807
5.17 321 378 434 494 553 610 667
3.45 271 312 354 397 440 484 528
11.86 68 77 87 93 99 105 112
10.48 63 72 81 87 93 100 106
HEAT TO 9.55 60 69 77 84 90 96 102
LUBE OIL 8.62 57 65 74 80 84 92 98
(kW) 6.90 51 59 67 73 79 85 91
5.17 45 52 60 66 72 78 84
3.45 39 46 53 59 65 71 77
11.86 16 26 36 49 62 90 118
10.48 10 17 24 34 44 65 85
HEAT TO 9.55 6 12 18 26 34 50 66
INTERCOOLER
8.62 3 8 12 19 25 37 49
(kW)
6.90 -1 2 4 8 12 19 25
5.17 -2 -1 0 2 4 7 10
3.45 -2 -2 -2 -1 0 2 3
Page 4 of 6

– METRIC –
HEAT REJECTION 3
—METRIC—
MODEL L7042GSI
(bar) 600 700 800 900 1000 1100 1200
11.86 161 166 172 176 179 189 200
10.48 141 149 158 165 171 182 193
HEAT TO 9.55 131 140 150 158 166 177 189
RADIATION
8.62 123 133 143 151 160 172 185
(kW)
6.90 113 122 131 140 149 163 176
5.17 105 113 121 129 137 152 166
3.45 97 103 110 117 125 139 153
11.86 489 569 648 746 844 965 1086
10.48 408 486 564 656 748 863 978
TOTAL ENERGY 9.55 364 438 513 599 684 794 904
IN EXHAUST 8.62 326 395 464 543 621 725 828
(kW) 6.90 264 320 377 441 506 595 684
5.17 206 248 291 341 390 462 535
3.45 145 175 205 239 272 325 379
11.86 568 577 585 588 591 605 618
10.48 527 542 557 567 578 595 613
EXHAUST TEMP 9.55 505 523 541 555 568 588 607
AFTER TURBINE 8.62 488 508 527 543 558 579 601
(±30° C) 6.90 464 484 503 520 538 561 585
5.17 443 461 479 496 513 539 565
3.45 417 434 452 468 485 513 541
11.86 1871 2196 2520 2872 3224 3609 3993
10.48 1670 1960 2249 2561 2874 3216 3559
INDUCTION AIR 9.55 1536 1802 2068 2353 2639 2954 3269
FLOW
3 8.62 1403 1646 1888 2147 2407 2694 2981
(nm /h)
6.90 1161 1360 1560 1771 1982 2219 2456
5.17 923 1080 1237 1402 1566 1753 1940
3.45 690 805 921 1039 1158 1296 1434
11.86 2565 3011 3456 3938 4421 4948 5475
10.48 2292 2689 3085 3514 3942 4412 4883
EXHAUST GAS 9.55 2108 2473 2837 3229 3621 4053 4485
FLOW
8.62 1927 2259 2591 2947 3304 3698 4092
(kg/h)
6.90 1595 1868 2142 2432 2723 3048 3373
5.17 1269 1485 1700 1926 2152 2409 2666
3.45 948 1108 1267 1429 1592 1782 1972
Page 5 of 6

– METRIC –
NOTES:
HEAT REJECTION 3
1. All data are based on standard conditions of 100 kPa (29.54 inches Hg.) barometric pressure, 25° C
(77° F) ambient and induction air temperature, 30% relative humidity (1 kPa / 0.3 inches Hg. water
vapor pressure) and 82° C (180° F) engine jacket water outlet temperature.
4. Exhaust flow (Metric): m3/h = (Exh. flow, kg/h) x (Exh. temp. °C + 273°)
332.96
1. Reference C-278-J.
Page 6 of 6

– METRIC –
HEAT REJECTION 3
MODEL 7042GL
180°F (82°C) JACKET WATER TEMPERATURE
LOW SPEED TURBOCHARGER HIGH SPEED TURBOCHARGER
BMEP
ENGINE SPEED - RPM ENGINE SPEED - RPM
(PSI)
700 900 1000 1000 1200
152 — — 1355 1355 1626
138 — 1108 1232 1232 1478
POWER 125 – 1000 1111 1111 1333
(BHP) 100 622 800 889 889 1067
75 467 600 667 667 800
50 311 400 444 444 533
152 — — 7061 6891 7168
138 — 6889 7151 6984 7274
BRAKE SPEC 125 — 6991 7259 7095 7401
FUEL CONS.
100 7051 7252 7535 7379 7726
(BTU/BHP-HR)
75 7492 7687 7995 7852 8267
50 8374 8558 8914 8798 9349
152 — — 9565 9335 11650
138 — 7635 8805 8600 10750
FUEL 125 — 6990 8065 7885 9870
CONSUMPTION
100 4385 5800 6700 6560 8240
(BTU/HR x 1000)
75 3495 4610 5330 5235 6615
50 2605 3425 3960 3910 4985
152 — — 2510 2400 3010
138 — 1995 2335 2235 2815
HEAT TO 125 — 1850 2165 2070 2630
JACKET WATER
100 1202 1585 1850 1775 2280
(BTU/HR x 1000)
75 1015 1323 1535 1475 1930
50 829 1059 1219 1177 1585
152 — — 372 358 449
138 — 277 353 340 430
HEAT TO 125 — 263 334 323 412
LUBE OIL
100 177 238 29 291 379
(BTU/HR x 1000)
75 155 213 264 258 346
50 133 188 229 226 313
152 — — 532 452 616
138 — 355 447 368 543
HEAT TO 125 — 291 370 295 472
INTERCOOLER
100 85 187 244 180 340
(BTU/HR x 1000)
75 25.5 98.5 139 915 207
50 2 26.5 56.5 29.5 73
152 — — 303 308 332
138 — 294 302 305 328
HEAT TO RADIATION 125 — 294 301 304 323
(BTU/HR x 1000) 100 282 292 300 304 314
75 281 292 303 309 311
50 280 292 317 318 320
Page 1 of 4

EN: 120301 Ref.
MODEL 7042GL
DATE: 11/96 S
180°F (82°C) JACKET WATER TEMPERATURE 6124-63
HEAT REJECTION 3
MODEL 7042GL
180°F (82°C) JACKET WATER TEMPERATURE
BMEP
ENGINE SPEED - RPM ENGINE SPEED - RPM
(PSI)
700 900 1000 1000 1200
152 — — 2595 2580 3370
138 — 2060 2390 2380 3085
TOTAL ENERGY 125 — 1890 2190 2180 2805
IN EXHUAST
100 1179 1575 1830 1830 2310
(BTU/HR x 1000)
75 942 1272 1494 1498 1865
50 722 985 1188 1198 1485
152 — — 673 683 719
138 — 661 669 679 709
EXHAUST TEMP 125 — 659 666 676 699
AFTER TURBINE
100 645 656 664 675 684
(+/- 50 °F)
75 638 655 671 683 679
50 620 653 690 704 691
152 — — 3120 3045 3800
138 — 2485 2865 2800 3500
INDUCTION 125 — 2275 2620 2565 3210
AIR FLOW
100 1430 1885 2180 2135 2685
(SCFM)
75 1140 1500 1740 1705 2155
50 845 1110 1285 1270 1620
152 — — 14165 13825 17200
138 — 11290 13020 12715 15890
EXHAUST 125 — 10330 11920 11645 14580
GAS FLOW
100 6485 8585 9910 9710 12195
(LBS/HR)
75 5170 6830 7890 7750 9795
50 3855 5050 5840 5765 7350
NOTES:
1. All data are based on standard conditions of 29.54 inches Hg. (100 kPa) barometric pressure, 77° F (25° C) ambient and
induction air temperature, 30% relative humidity (0.3/1 kPa inches Hg. water vapor pressure) and 180° F (82° C) engine
jacket water outlet temperature, and standard 10° BTDC ignition timing.
2. Data are average values at the standard conditions and will vary for individual engines and with operating and ambient
conditions and with changes to ignition timing or air/fuel ratio. An adequate reserve should be used for cooling system or
heat recovery calculations. See also Cooling System Guidelines S6699-7.
3. ISO Standard (continuous) power ratings conform to ISO 3046/1, latest version, with a mechanical efficiency of 90% and
Tcra of 130° F (54° C) limited to ± 10° F (± 5.5° C).
4. Fuel rating standard; dry natural gas, 900 Btu/std. cu. ft. saturated lower heating value (SLHV), minimum 90 WKI.
5. For heat rejection changes due to engine jacket water outlet temperature higher than standard (Note 1), refer to S7613-3.
6. Total Exhaust Energy includes both recoverable and non-recoverable heat. For a procedure to calculate recoverable heat
refer to S8117.
7. Exhaust oxygen concentration set to 9.8% at rated speed and load at standard timing to provide 1.5 g/bhp-hr NOx, or less.
This level is to be measured at the port located in the exhaust manifold, upstream of the turbocharger, for GL engines.
8. Reference curve C968-19.
9. Exhaust flow rate ar nominal 29.54″ Hg. (100 kPa) barometric pressure:
ACFM = Exh. flow, lb/hr x (Exh. temp. °F + 460°)
2275
Page 2 of 4

MODEL 7042GL EN: 120301 Ref.
DATE: 11/96 S
180°F (82°C) JACKET WATER TEMPERATURE 6124-63
HEAT REJECTION 3
—METRIC—
MODEL 7042GL
54°C (130°F) INTERCOOLER WATER TEMPERATURE
82°C (180°F) JACKET WATER TEMPERATURE
BMEP
ENGINE SPEED - RPM ENGINE SPEED – RPM
(bar)
700 900 1000 1000 1200
10.51 — — 1010 1010 1212
9.54 — 827 918 918 1102
POWER 8.62 — 746 829 829 994
(kW) 6.9 464 597 663 663 795
5.17 348 447 497 497 597
3.45 232 298 331 331 398
10.51 — — 9990 9750 10142
9.54 — 9747 10118 9882 10292
BRAKE SPECIFIC 8.62 — 9891 10270 10039 10472
FUEL CONSUMPTION
6.9 9976 10261 10661 10440 10931
(kJ/kWh)
5.17 10600 10877 11311 11110 11697
3.45 11848 12108 12612 12448 13228
10.51 — — 2803 2736 3415
9.54 — 2238 2581 2521 3151
FUEL 8.62 — 2049 2364 2310 2892
CONSUMPTION
6.9 1286 1700 1963 1922 2415
(kW)
5.17 1025 1352 1562 1534 1938
3.45 764 1003 1161 1146 1461
10.51 — — 735 703 882
9.54 — 585 684 655 825
HEAT TO 8.62 — 543 634 607 770
JACKET WATER
6.9 352 465 542 520 668
(kW)
5.17 298 388 449 432 566
3.45 243 310 357 345 464
10.51 — — 109 105 132
9.54 — 81 103 100 126
HEAT TO 8.62 — 77 98 95 121
LUBE OIL
6.9 52 70 88 85 111
(kW)
5.17 45 63 77 76 101
3.45 39 55 67 66 92
10.51 — — 156 132 180
9.54 — 104 131 108 159
HEAT TO 8.62 — 85 108 86 138
INTERCOOLER
6.9 25 55 71 53 100
(kW)
5.17 7 29 41 27 61
3.45 1 8 16 9 21
10.51 — — 89 90 97
9.54 — 86 89 89 96
HEAT TO 8.62 — 86 88 89 95
RADIATION
6.9 83 86 88 89 92
(kW)
5.17 82 86 89 90 91
3.45 82 85 93 93 94
Page 3 of 4

MODEL 7042GL EN: 120301 Ref.
DATE: 11/96 S
54°C (130°F) I.C. WATER TEMPERATURE
82°C (180°F) JACKET WATER TEMPERATURE 6124-63
HEAT REJECTION 3
—METRIC—
MODEL 7042GL
54°C (130°F) INTERCOOLER WATER TEMPERATURE
82°C (180°F) JACKET WATER TEMPERATURE
BMEP
ENGINE SPEED - RPM ENGINE SPEED – RPM
(bar)
700 900 1000 1000 1200
10.51 — — 761 756 988
9.54 — 603 700 697 904
TOTAL ENERGY 8.62 — 554 642 640 822
IN EXHAUST
6.9 346 462 536 536 677
(kW)
5.17 276 373 438 439 547
3.45 211 289 348 351 435
10.51 — — 356 362 381
EXHAUST 9.54 — 349 354 360 376
TEMPERATURE 8.62 — 348 352 358 371
AFTER TURBINE 6.9 341 347 351 357 362
± 30° C 5.17 337 346 355 362 359
3.45 327 345 365 373 366
10.51 — — 4793 4678 5839
9.54 — 3818 4403 4301 5375
INDUCTION AIR 8.62 — 3494 4031 3940 4932
FLOW
3 6.9 2195 2904 3352 3283 4125
(nm /h)
5.17 1749 2310 2670 2622 3313
3.45 1306 1707 1975 1949 2486
10.51 — — 6427 6273 7830
9.54 — 5120 5905 5768 7209
EXHAUST GAS 8.62 — 4686 5406 5284 6614
FLOW
6.9 2943 3894 4496 4403 5532
(kg/h)
5.17 2345 3098 3580 3516 4442
3.45 1751 2289 2649 2615 3334
NOTES:
1. All data are based on standard conditions of 100 kPa (29.54 inches Hg.) barometric pressure, 25° C (77° F) ambient and
induction air temperature, 30% relative humidity (1 kPa / 0.3 inches Hg. water vapor pressure) and 82° C (180° F) engine
jacket water outlet temperature, and standard 10° BTDC ignition timing.
2. Data are average values at the standard conditions and will vary for individual engines and with operating and ambient
conditions and with changes to ignition timing or air/fuel ratio. An adequate reserve should be used for cooling system or
heat recovery calculations. See also Cooling System Guidelines S6699-7.
3. ISO Standard (continuous) power ratings conform to ISO 3046/1, latest version, with a mechanical efficiency of 90% and
Tcra of 54° C (130° F) limited to ± 5.5° C (± 10° F).
4. Fuel rating standard; dry natural gas, 900 Btu/std. cu. ft. saturated lower heating value (SLHV), minimum 90 WKI.
5. For heat rejection changes due to engine jacket water outlet temperature higher than standard (Note 1), refer to S7613-3.
6. Total Exhaust Energy includes both recoverable and non-recoverable heat. For a procedure to calculate recoverable heat
refer to S8117.
7. Exhaust oxygen concentration set to 9.8% at rated speed and load at standard timing to provide 1.5 g/bhp-hr NOx, or less.
This level is to be measured at the port located in the exhaust manifold, upstream of the turbocharger, for GL engines.
8. Reference curve C968-19.
9. Exhaust flow rate ar nominal 100 kPa (29.54″ Hg.) barometric pressure:
Flow rate (Metric): m3/h = (Exh. flow, Kg/h) x (Exh. temp. °C + 273°)
336.66
Page 4 of 4

EN: 120301 Ref.
MODEL 7042GL
DATE: 11/96 S
54°C (130°F) I.C. WATER TEMPERATURE
82°C (180°F) JACKET WATER TEMPERATURE 6124-63
HEAT REJECTION
3
MODEL L7044GSI
BMEP ENGINE SPEED — RPM
(PSI) 700 800 900 1000 1100 1200
173 — 1232 1386 1540 1694 1848
158 980 1120 1260 1400 1540 1680
HORSEPOWER 140 871 996 1120 1244 1369 1493
(BHP) 120 747 853 960 1067 1173 1280
100 622 711 800 889 978 1067
80 498 569 640 711 782 853
173 — 7505 7587 7652 7706 7750
158 7517 7625 7709 7776 7831 7876
BRAKE SPEC 140 7666 7779 7867 7938 7995 8043
FUEL CONSUMPTION
(BTU/BHP-HR) 120 7871 7994 8090 8167 8230 8282
100 8134 8275 8384 8472 8544 8603
80 8498 8669 8802 8909 8996 9068
173 — 9245 10515 11785 13055 14320
158 7365 8540 9715 10885 12060 13230
FUEL CONSUMPTION 140 6680 7745 8810 9880 10945 12010
(BTU/HR X 1000) 120 5875 6820 7765 8710 9655 10600
100 5060 5885 6705 7530 8355 9175
80 4230 4930 5635 6335 7035 7740
173 — 2855 3210 3545 3860 4170
158 2300 2660 2990 3305 3605 3895
HEAT TO 140 2110 2440 2750 3040 3320 3590
JACKET WATER
(BTU/HR X 1000) 120 1885 2185 2470 2735 2990 3240
100 1665 1935 2190 2435 2665 2890
80 1444 1685 1910 2130 2340 2540
173 — 363 416 471 526 581
158 301 353 404 458 511 566
HEAT TO 140 288 338 388 439 492 547
LUBE OIL
(BTU/HR X 1000) 120 268 316 364 414 465 519
100 243 288 335 384 434 487
80 213 256 302 349 399 450
173 — 91.5 118 146 175 203
158 49.5 74.5 99.5 126 152 180
HEAT TO 140 33.5 56 79 103 128 154
INTERCOOLER
(BTU/HR X 1000) 120 15 35 56 78 99.5 124
100 -3.5 14 32.5 52 72 94
80 -22 -6.5 9.5 26.5 44.5 63.5
Continued
Page 1 of 6

EN: 126029
MODEL L7044GSI
S
130° F AUX. WATER TEMPERATURE DATE: 1/02
180° F JACKET WATER TEMPERATURE 6124-76
HEAT REJECTION
13
MODEL L7044GSI
(PSI) 700 800 900 1000 1100 1200
173 — 593 630 666 702 735
158 546 584 621 658 693 725
HEAT TO 140 532 570 608 644 679 711
RADIATION
(BTU/HR X 1000) 120 513 550 587 623 657 689
100 489 525 561 596 629 660
80 461 495 530 563 595 626
173 — 2370 2800 3245 3710 4185
158 1805 2175 2570 2975 3400 3835
TOTAL ENERGY 140 1620 1950 2300 2665 3045 3430
IN EXHAUST
(BTU/HR X 1000) 120 1397 1685 1985 2300 2625 2960
100 1171 1414 1670 1935 2210 2490
80 943 1143 1352 1570 1795 2025
173 — 1071 1104 1135 1163 1187
158 1026 1063 1096 1128 1156 1181
EXHAUST TEMP
140 1012 1049 1083 1115 1143 1169
AFTER TURBINE
(± 50° F) 120 990 1027 1062 1094 1123 1149
100 962 1000 1035 1068 1097 1124
80 927 966 1002 1035 1065 1092
173 — 1695 1930 2160 2395 2625
158 1350 1565 1780 1995 2210 2425
INDUCTION 140 1225 1420 1615 1810 2005 2200
AIR FLOW
(SCFM) 120 1080 1250 1425 1595 1770 1945
100 930 1080 1230 1380 1530 1685
80 775 905 1035 1160 1290 1420
173 — 7900 8985 10065 11150 12235
158 6295 7295 8300 9300 10305 11305
EXHAUST 140 5705 6615 7525 8440 9350 10260
GAS FLOW
(LBS/HR) 120 5020 5830 6635 7440 8250 9055
100 4325 5025 5730 6435 7135 7840
80 3615 4215 4810 5410 6010 6610
Continued
Page 2 of 6

EN: 126029
MODEL L7044GSI
S
HEAT REJECTION
3
MODEL L7044GSI
(PSI) 700 800 900 1000 1100 1200
173 — 12.4 12.7 12.9 13.1 13.3
158 12.6 12.8 13.1 13.4 13.6 13.9
NOX
140 12.8 13.2 13.5 13.9 14.2 14.5
EMISSION
(g/bhp-hr) 120 12.9 13.4 13.8 14.2 14.6 15.1
100 12.9 13.4 13.9 14.4 14.9 15.4
80 12.6 13.2 13.8 14.4 15.0 15.5
173 — 5.5 6.1 6.8 7.7 8.7
158 5.3 5.7 6.2 6.9 7.7 8.7
CO 140 5.7 6.0 6.4 7.1 7.8 8.7
EMISSION
(g/bhp-hr) 120 6.0 6.3 6.7 7.2 7.9 8.7
100 6.4 6.6 6.9 7.4 7.9 8.7
80 6.8 6.9 7.1 7.5 8.0 8.7
173 — 0.25 0.25 0.26 0.27 0.27
158 0.25 0.25 0.26 0.26 0.26 0.27
NMHC 140 0.26 0.26 0.26 0.26 0.26 0.26
EMISSION
(g/bhp-hr) 120 0.28 0.27 0.27 0.26 0.26 0.25
100 0.29 0.28 0.27 0.26 0.25 0.24
80 0.30 0.29 0.28 0.26 0.25 0.24
173 — 2.1 2.2 2.3 2.3 2.4
158 2.2 2.2 2.2 2.3 2.3 2.3
THC 140 2.3 2.3 2.3 2.3 2.3 2.2
EMISSION
(g/bhp-hr) 120 2.5 2.4 2.3 2.3 2.2 2.1
100 2.6 2.5 2.4 2.3 2.2 2.0
80 2.8 2.6 2.5 2.3 2.1 2.0
NOTES:
air temperature, 30% relative humidity 0.3 inches Hg. water vapor pressure, 180° F engine jacket water outlet
temperature, and standard ignition timing of 20° BTDC.
®
6. The maximum Series Four engine jacket water temperature is 180° F.
8. Exhaust carbon monoxide (CO) concentration set to 0.38% (with exhaust oxygen concentration of 0.30%) for
stoichiometric operation at rated speed and load at standard ignition timing of 20° BTDC. This CO level is measured
at the port located in the exhaust manifold upstream of the turbocharger.
(Exh. Flow, lb/hr) x (Exh. Temp °F + 460°)
Flow rate: ACFM =
2250
Page 3 of 6

EN: 126029
MODEL L7044GSI
S
HEAT REJECTION
— METRIC —
13
MODEL L7044GSI
(bar) 700 800 900 1000 1100 1200
11.95 — 919 1034 1148 1263 1378
10.86 731 835 940 1044 1148 1253
HORSEPOWER 9.66 650 743 835 928 1021 1113
(kW) 8.28 557 636 716 796 875 954
6.90 464 530 597 663 729 796
5.52 371 424 477 530 583 636
11.95 — 10619 10735 10827 10903 10965
10.86 10635 10789 10907 11002 11080 11144
BRAKE SPEC 9.66 10847 11007 11131 11231 11312 11380
FUEL CONSUMPTION
(kJ/kWh) 8.28 11137 11311 11446 11555 11644 11718
6.90 11509 11707 11862 11987 12088 12173
5.52 12024 12265 12454 12605 12728 12830
11.95 — 2710 3082 3454 3826 4197
10.86 2159 2503 2847 3190 3534 3878
FUEL 9.66 1957 2270 2582 2895 3208 3520
CONSUMPTION
(kW) 8.28 1722 1999 2276 2553 2830 3107
6.90 1483 1724 1966 2207 2448 2690
5.52 1240 1445 1651 1857 2062 2268
11.95 — 837 941 1039 1131 1222
10.86 675 779 877 969 1056 1141
HEAT TO 9.66 618 715 805 891 972 1052
JACKET WATER
(kW) 8.28 553 641 724 802 877 949
6.90 488 567 642 713 781 847
5.52 423 494 560 624 685 744
11.95 — 106 122 138 154 170
10.86 88 103 119 134 150 166
HEAT TO 9.66 84 99 114 129 144 160
LUBE OIL
(kW) 8.28 79 93 107 121 136 152
6.90 71 85 98 113 127 143
5.52 62 75 88 102 117 132
11.95 — 27 35 43 51 60
10.86 15 22 29 37 45 53
HEAT TO 9.66 10 16 23 30 37 45
INTERCOOLER
(kW) 8.28 4 10 16 23 29 36
6.90 -1 4 10 15 21 27
5.52 -6 -2 3 8 13 19
Continued
Page 4 of 6
— METRIC —
MODEL L7044GSI S
54° C AUX. WATER TEMPERATURE DATE: 1/02
6124-76
82° C JACKET WATER TEMPERATURE
HEAT REJECTION
— METRIC —
3
MODEL L7044GSI
(bar) 700 800 900 1000 1100 1200
11.95 — 174 185 195 206 215
10.86 160 171 182 193 203 213
HEAT TO 9.66 156 167 178 189 199 208
RADIATION
(kW) 8.28 150 161 172 183 193 202
6.90 143 154 165 175 184 194
5.52 135 145 155 165 174 184
11.95 — 695 821 951 1088 1227
10.86 529 638 753 872 996 1123
TOTAL ENERGY 9.66 474 572 674 781 892 1005
IN EXHAUST
(kW) 8.28 409 494 582 675 770 868
6.90 343 414 489 567 647 730
5.52 276 335 396 460 526 594
11.95 — 577 596 613 628 642
10.86 552 573 591 609 624 638
EXHAUST TEMP
9.66 544 565 584 602 617 632
AFTER TURBINE
(± 30° C) 8.28 532 553 572 590 606 621
6.90 517 538 557 576 592 607
5.52 497 519 539 557 574 589
11.95 — 2605 2964 3322 3680 4036
10.86 2077 2407 2738 3068 3399 3729
INDUCTION 9.66 1881 2183 2484 2784 3085 3385
AIR FLOW
(nm3/hr) 8.28 1657 1923 2189 2455 2722 2988
6.90 1426 1659 1891 2123 2355 2587
5.52 1193 1390 1588 1786 1983 2181
11.95 — 3583 4075 4566 5058 5549
10.86 2854 3309 3764 4218 4673 5127
EXHAUST 9.66 2588 3001 3414 3827 4241 4654
GAS FLOW
(kg/hr) 8.28 2277 2644 3010 3376 3742 4108
6.90 1961 2280 2599 2918 3237 3556
5.52 1639 1911 2183 2455 2727 2998
Continued
Page 5 of 6
— METRIC —
MODEL L7044GSI S
6124-76
HEAT REJECTION
— METRIC —
13
MODEL L7044GSI
(bar) 700 800 900 1000 1100 1200
11.95 — 4.6 4.7 4.8 4.8 4.9
10.86 4.7 4.8 4.9 5.0 5.1 5.2
NOX 9.66 4.7 4.9 5.0 5.1 5.3 5.4
EMISSION
(g/nm3 at 5% O2) 8.28 4.8 4.9 5.1 5.3 5.4 5.6
6.90 4.8 5.0 5.1 5.3 5.5 5.7
5.52 4.7 4.9 5.1 5.3 5.5 5.8
11.95 — 2.0 2.3 2.5 2.8 3.2
10.86 2.0 2.1 2.3 2.6 2.9 3.2
CO 9.66 2.1 2.2 2.4 2.6 2.9 3.2
EMISSION
3
(g/nm at 5% O2) 8.28 2.2 2.3 2.5 2.7 2.9 3.2
6.90 2.4 2.4 2.6 2.7 2.9 3.2
5.52 2.5 2.5 2.6 2.8 3.0 3.2
11.95 — 0.09 0.09 0.10 0.10 0.10
10.86 0.09 0.09 0.10 0.10 0.10 0.10
NMHC 9.66 0.10 0.10 0.10 0.10 0.10 0.10
EMISSION
(g/nm3 at 5% O2) 8.28 0.10 0.10 0.10 0.10 0.09 0.09
6.90 0.11 0.10 0.10 0.10 0.09 0.09
5.52 0.11 0.11 0.10 0.10 0.09 0.09
11.95 — 0.78 0.80 0.83 0.86 0.89
10.86 0.80 0.81 0.82 0.83 0.85 0.86
THC 9.66 0.85 0.84 0.84 0.84 0.83 0.83
EMISSION
(g/nm3 at 5% O2) 8.28 0.91 0.89 0.86 0.84 0.81 0.79
6.90 0.97 0.93 0.89 0.84 0.80 0.76
5.52 1.03 0.97 0.91 0.84 0.78 0.72
NOTES:
1. All data are based on ISO standard conditions of 100 kPa barometric pressure, 25° C ambient and induction air
temperature, 30% relative humidity 1 kPa water vapor pressure, 82° C engine jacket water outlet temperature, and
standard ignition timing of 20° BTDC.
and auxiliary water temperature, Tcra, of 54° C limited to ± 5.5° C.
4. Fuel standard: dry natural gas, 35.38 MJ/m3 [25, V (0; 101.325)] saturated lower heating value (SLHV), with a
minimum Waukesha Knock Index of 91. Refer to S-7884-7, latest version, for the full fuel specification.
®
6. The maximum Series Four engine jacket water temperature is 82° C.
8. Exhaust carbon monoxide (CO) concentration set to 0.38% (with exhaust oxygen concentration of 0.30%) for
stoichiometric operation at rated speed and load at standard ignition timing of 20° BTDC. This CO level is measured
at the port located in the exhaust manifold upstream of the turbocharger.
10. Exhaust flow at nominal 100 kPa atmospheric pressure:
3 (Exh. Flow, kg/hr) x (Exh. Temp °C + 273°)
Flow rate: m /hr =
332.96
Page 6 of 6
— METRIC —
MODEL L7044GSI S
6124-76
HEAT REJECTION
3
MODEL L7044GSI WITH ESM™
(PSI) 700 800 900 1000 1100 1200
173 — 1232 1386 1540 1694 1848
158 980 1120 1260 1400 1540 1680
HORSEPOWER 140 871 996 1120 1244 1369 1493
(BHP) 120 747 853 960 1067 1173 1280
100 622 711 800 889 978 1067
80 498 569 640 711 782 853
173 — 7378 7473 7566 7683 7761
158 7357 7486 7584 7672 7774 7847
BRAKE SPEC 140 7486 7622 7726 7814 7902 7971
FUEL CONSUMPTION
(BTU/BHP-HR) 120 7661 7811 7926 8017 8097 8165
100 7882 8054 8188 8292 8375 8448
80 8184 8394 8558 8691 8799 8887
173 — 9090 10360 11650 13015 14340
158 7210 8385 9555 10740 11970 13185
FUEL CONSUMPTION 140 6520 7590 8655 9725 10815 11905
(BTU/HR X 1000) 120 5720 6665 7610 8550 9500 10450
100 4905 5730 6550 7370 8190 9010
80 4075 4775 5475 6180 6885 7585
173 — 2795 3155 3500 3845 4170
158 2225 2595 2930 3255 3585 3890
HEAT TO 140 2025 2370 2685 2990 3290 3575
JACKET WATER
(BTU/HR X 1000) 120 1800 2110 2400 2680 2960 3220
100 1575 1855 2120 2375 2625 2860
80 1347 1600 1835 2065 2290 2505
173 — 371 422 475 525 580
158 307 361 412 464 515 569
HEAT TO 140 293 345 396 448 499 553
LUBE OIL
(BTU/HR X 1000) 120 272 322 373 424 475 529
100 247 294 343 393 445 499
80 216 261 308 357 409 462
173 — 90 115 143 173 203
158 49.5 73.5 96.5 122 150 178
HEAT TO 140 33.5 54.5 76.5 99.5 124 150
INTERCOOLER
(BTU/HR X 1000) 120 15 33.5 53 73.5 95 118
100 -4 12 29.5 47.5 66 86.5
80 -23 -9 6 21.5 37.5 55.5
Continued
Page 1 of 6

EN: 126029
S
HEAT REJECTION
13
(PSI) 700 800 900 1000 1100 1200
173 — 573 612 653 699 737
158 530 565 601 639 681 718
HEAT TO 140 517 552 586 621 659 694
RADIATION
(BTU/HR X 1000) 120 498 532 565 597 632 664
100 475 508 540 571 602 631
80 447 479 510 541 569 595
173 — 2285 2710 3170 3695 4205
158 1735 2095 2480 2890 3345 3800
TOTAL ENERGY 140 1550 1875 2215 2570 2960 3355
IN EXHAUST
(BTU/HR X 1000) 120 1334 1615 1905 2210 2530 2865
100 1113 1348 1595 1850 2110 2385
80 892 1084 1286 1495 1710 1930
173 — 1051 1087 1121 1161 1191
158 1009 1043 1077 1110 1145 1175
EXHAUST TEMP 140 994 1029 1062 1093 1125 1154
AFTER TURBINE
(± 50° F) 120 972 1008 1040 1070 1100 1127
100 944 980 1013 1042 1070 1096
80 910 946 980 1010 1037 1062
173 — 1665 1900 2135 2385 2630
158 1320 1535 1750 1970 2195 2415
INDUCTION 140 1195 1390 1585 1785 1985 2185
AIR FLOW
(SCFM) 120 1050 1220 1395 1570 1740 1915
100 900 1050 1200 1350 1500 1650
80 745 875 1005 1135 1260 1390
173 — 7765 8850 9955 11120 12250
158 6160 7160 8165 9175 10230 11260
EXHAUST 140 5570 6485 7395 8305 9240 10170
GAS FLOW
(LBS/HR) 120 4885 5695 6500 7305 8115 8930
100 4190 4895 5595 6295 6995 7700
80 3480 4080 4680 5280 5880 6480
Continued
Page 2 of 6

EN: 126029
S
HEAT REJECTION
3
(PSI) 700 800 900 1000 1100 1200
173 — 12.6 12.8 12.9 13.1 13.3
158 12.9 13.2 13.4 13.6 13.7 14.0
NOX 140 13.4 13.8 14.1 14.4 14.5 14.8
EMISSION
(g/bhp-hr) 120 13.8 14.2 14.7 15.1 15.5 15.8
100 14.0 14.5 15.0 15.5 16.0 16.5
80 14.1 14.6 15.2 15.8 16.4 17.0
173 — 5.6 6.1 6.8 7.7 8.7
158 5.4 5.8 6.3 6.9 7.7 8.7
CO 140 5.7 6.1 6.5 7.1 7.8 8.7
EMISSION
(g/bhp-hr) 120 6.1 6.4 6.8 7.3 8.0 8.7
100 6.5 6.7 7.0 7.4 8.0 8.8
80 6.9 7.0 7.2 7.6 8.1 8.8
173 — 0.24 0.25 0.26 0.27 0.27
158 0.24 0.25 0.25 0.26 0.26 0.27
NMHC 140 0.26 0.26 0.26 0.26 0.26 0.26
EMISSION
(g/bhp-hr) 120 0.27 0.27 0.26 0.26 0.26 0.25
100 0.28 0.28 0.27 0.26 0.25 0.25
80 0.30 0.28 0.27 0.26 0.25 0.24
173 — 2.0 2.1 2.2 2.3 2.4
158 2.1 2.1 2.2 2.2 2.3 2.3
THC 140 2.2 2.2 2.2 2.2 2.3 2.3
EMISSION
(g/bhp-hr) 120 2.4 2.3 2.3 2.3 2.2 2.2
100 2.5 2.4 2.4 2.3 2.2 2.1
80 2.7 2.6 2.4 2.3 2.1 2.0
NOTES:
air temperature, 30% relative humidity (0.3 inches Hg. water vapor pressure), 180° F engine jacket water outlet
temperature, and ignition timing determined by the Engine System Manager (ESM™) map based on load, speed,
and WKI™.
®
6. The maximum Series Four engine jacket water temperature is 180° F.
(ESM™) map based on load, speed and WKI™. This CO level is measured at the port located in the exhaust
manifold upstream of the turbocharger.
Flow rate: ACFM = (Exh. Flow, lb/hr) x (Exh. Temp °F + 460°)

2250
Page 3 of 6

EN: 126029
S
HEAT REJECTION
— METRIC —
13
MODEL L7044GSI
(bar) 700 800 900 1000 1100 1200
11.95 — 919 1034 1148 1263 1378
10.86 731 835 940 1044 1148 1253
HORSEPOWER 9.66 650 743 835 928 1021 1113
(kW) 8.28 557 636 716 796 875 954
6.90 464 530 597 663 729 796
5.52 371 424 477 530 583 636
11.95 — 10439 10574 10704 10870 10980
10.86 10410 10591 10730 10855 10999 11102
BRAKE SPEC 9.66 10592 10785 10932 11055 11180 11278
FUEL CONSUMPTION
(kJ/kWh) 8.28 10839 11052 11214 11343 11456 11553
6.90 11152 11396 11585 11732 11850 11953
5.52 11579 11876 12108 12297 12449 12573
11.95 — 2664 3036 3415 3814 4203
10.86 2113 2457 2800 3148 3509 3863
FUEL 9.66 1911 2224 2536 2850 3170 3488
CONSUMPTION
(kW) 8.28 1676 1953 2230 2506 2784 3063
6.90 1437 1679 1920 2160 2400 2641
5.52 1194 1399 1605 1811 2017 2222
11.95 — 820 924 1025 1127 1222
10.86 652 760 859 955 1050 1139
HEAT TO 9.66 594 694 787 876 965 1048
JACKET WATER
(kW) 8.28 527 619 704 786 867 943
6.90 461 544 621 696 769 838
5.52 395 468 538 606 671 734
11.95 — 109 124 139 154 170
10.86 90 106 121 136 151 167
HEAT TO 9.66 86 101 116 131 146 162
LUBE OIL
(kW) 8.28 80 94 109 124 139 155
6.90 72 86 101 115 130 146
5.52 63 76 90 105 120 135
11.95 — 26 34 42 51 60
10.86 15 22 28 36 44 52
HEAT TO 9.66 10 16 22 29 36 44
INTERCOOLER
(kW) 8.28 4 10 15 21 28 34
6.90 -1 4 9 14 19 25
5.52 -7 -3 2 6 11 16
Continued
Page 4 of 6
— METRIC —
MODEL L7044GSI WITH ESM™ S
6124-77
HEAT REJECTION
— METRIC —
3
MODEL L7044GSI
(bar) 700 800 900 1000 1100 1200
11.95 — 168 179 191 205 216
10.86 155 166 176 187 200 210
HEAT TO 9.66 151 162 172 182 193 203
RADIATION
(kW) 8.28 146 156 166 175 185 195
6.90 139 149 158 167 176 185
5.52 131 140 150 158 167 174
11.95 — 669 795 929 1082 1232
10.86 508 614 726 847 980 1114
TOTAL ENERGY 9.66 454 549 649 754 868 984
IN EXHAUST
(kW) 8.28 391 473 558 647 742 839
6.90 326 395 467 542 619 699
5.52 261 318 377 438 501 566
11.95 — 566 586 605 627 644
10.86 543 562 581 599 618 635
EXHAUST TEMP 9.66 534 554 572 589 607 623
AFTER TURBINE
(± 30° C) 8.28 522 542 560 577 593 608
6.90 507 527 545 561 577 591
5.52 488 508 527 543 558 572
11.95 — 2562 2919 3283 3668 4043
10.86 2032 2363 2693 3028 3374 3715
INDUCTION 9.66 1838 2138 2439 2741 3048 3355
AIR FLOW
(nm3/h) 8.28 1612 1878 2144 2410 2678 2945
6.90 1382 1614 1846 2077 2309 2539
5.52 1148 1346 1543 1742 1940 2137
11.95 — 3523 4014 4515 5043 5557
10.86 2794 3249 3703 4162 4639 5108
EXHAUST 9.66 2527 2941 3353 3768 4192 4613
GAS FLOW
(kg/h) 8.28 2217 2583 2948 3314 3681 4050
6.90 1901 2219 2538 2856 3173 3492
5.52 1578 1850 2122 2395 2667 2938
Continued
Page 5 of 6
— METRIC —
6124-77
HEAT REJECTION
— METRIC —
13
MODEL L7044GSI
(bar) 700 800 900 1000 1100 1200
11.95 — 4.7 4.7 4.8 4.8 4.9
10.86 4.8 4.9 5.0 5.0 5.1 5.2
NOX 9.66 5.0 5.1 5.2 5.3 5.4 5.5
EMISSION
(g/nm3 at 5% O2) 8.28 5.1 5.3 5.4 5.6 5.7 5.8
6.90 5.2 5.4 5.6 5.7 5.9 6.1
5.52 5.2 5.4 5.6 5.8 6.1 6.3
11.95 — 2.1 2.3 2.5 2.8 3.2
10.86 2.0 2.1 2.3 2.6 2.9 3.2
CO 9.66 2.1 2.2 2.4 2.6 2.9 3.2
EMISSION
3
(g/nm at 5% O2) 8.28 2.3 2.4 2.5 2.7 2.9 3.2
6.90 2.4 2.5 2.6 2.8 3.0 3.2
5.52 2.5 2.6 2.7 2.8 3.0 3.2
11.95 — 0.09 0.09 0.10 0.10 0.10
10.86 0.09 0.09 0.09 0.10 0.10 0.10
NMHC 9.66 0.09 0.10 0.10 0.10 0.10 0.10
EMISSION
(g/nm3 at 5% O2) 8.28 0.10 0.10 0.10 0.10 0.10 0.09
6.90 0.10 0.10 0.10 0.10 0.09 0.09
5.52 0.11 0.11 0.10 0.10 0.09 0.09
11.95 — 0.75 0.79 0.83 0.86 0.89
10.86 0.76 0.78 0.81 0.83 0.85 0.86
THC 9.66 0.81 0.82 0.83 0.83 0.83 0.83
EMISSION
(g/nm3 at 5% O2) 8.28 0.88 0.86 0.85 0.83 0.82 0.80
6.90 0.94 0.90 0.87 0.84 0.80 0.77
5.52 1.00 0.94 0.89 0.84 0.79 0.73
NOTES:
1. All data are based on ISO standard conditions of 100 kPa barometric pressure, 25° C ambient and induction air
temperature, 30% relative humidity (1 kPa water vapor pressure), 82° C engine jacket water outlet temperature, and
ignition timing determined by the Engine System Manager (ESM™) map, load, speed, and WKI™.
and auxiliary water temperature, Tcra, of 54.5° C limited to ± 5.5° C.
3
1. Fuel standard: dry natural gas, 35.38 MJ/m [25, V (0; 101.325)] saturated lower heating value (SLHV), with a
minimum Waukesha Knock Index of 91. Refer to S-7884-7, latest version, for the full fuel specification.
®
6. The maximum Series Four engine jacket water temperature is 82° C.
(ESM™) map based on load, speed and WKI™. This CO level is measured at the port located in the exhaust
manifold upstream of the turbocharger.
9. Reference Engine Ratings and Fuel Consumption Curve Sheet C-278-13.
10. Exhaust flow at nominal 100 kPa atmospheric pressure:
m /hr = (Exh. Flow, kg/hr) x (Exh. Temp °C + 273°)

3
Flow rate:
332.96
Page 6 of 6
— METRIC —
6124-77
HEAT REJECTION
HEAT REJECTION TO JACKET WATER
3
FROM WATER-COOLED T18 TURBOCHARGER
85 – 130° F INTERCOOLER WATER
MODEL F3521GSI & L7042GSI
Page 1 of 1
EN: 100412
HEAT REJECTION AND JACKET WATER FROM Ref.
WATER-COOLED TURBOCHARGER DR: K.J.G. S
MODELS F3521GSI & 7042GSI
DATE: 6/78 6175-45
COOLING SYSTEMS 4
Reference Revision
Number Date Engine Model Remarks
Engines built before June 1, 1998
S5136-25 9/00 L7042G, GSI, GL Jacket Water Pump Performance – 10" Engine Drive Pulley
S5136-34 4/01 L7044GSI Jacket Water Pump Performance – 10" Drive Pulley
S6370-6 8/81 L7042G Auxiliary Water Pump Performance – 10" Drive Pulley
S6543-7 8/80 L7042GSI Auxiliary Water Pump Performance – 13" Drive Pulley. Special for
Gas Compressor Service (For Accessory Codes 4352A & 1109A)
Gas Compressor Service (For Accessory Codes 4352B & 1109A)
S6543-10 9/80 L7042G Auxiliary Water Pump Performance – 10" Drive Pulley. For Torque
Converter Cooling
S6543-13 4/81 L7042GSI Auxiliary Water Pump Performance – 10" Drive Pulley
S6543-20 3/85 L7042G Auxiliary Water Pump Performance. Special For Gas Compressor
Service (For Accessory Code 4352A)
S6543-21 7/90 L7042GSI Auxiliary Water Pump Performance. Special For Gas Compressor
Service (For Accessory Code 4352B)
S6543-27 3/92 L7042GL Auxiliary Water Pump Performance with Intercooler Turbulators –
10" Drive Pulley
Engines built after June 1, 1998

S5136-34 4/01 L7044GSI Jacket Water Pump Performance – 10" Drive Pulley
10" Drive Pulley. Special for Gas Compressor Service. (For
Accessory Code 4352B).
10" Drive Pulley
index continued on next page
4/02 Page 1 of 2
COOLING SYSTEMS 4
Reference Revision
Number Date Engine Model Remarks
Engines built after June 1, 1998 (continued)
S6543-30 3/98 L7042G Auxiliary Water Pump Performance – 13" Drive Pulley. Special for
Gas Compressor Service (For Accessory Codes 4352A & 1109A)
Gas Compressor Service (For Accessory Codes 4352B & 1109A)
L7044GSI
S6543-35 3/98 L7042G Auxiliary Water Pump Performance –10" Drive Pulley. Special for
Gas Compressor Service. (For Accessory Code 4352A)
S6543-36 7/99 L7042GSI Auxiliary Water Pump Performance –10" Drive Pulley. Special for
L7044GSI Gas Compressor Service. (For Accessory Code 4352B).
10" Drive Pulley. Special for Gas Compressor Service.
10" Drive Pulley. Special for Gas Compressor Service. (For
Accessory Code 4352B).
4/02 Page 2 of 2
COOLING SYSTEMS
L7042G
4
AUXILIARY WATER PUMP PERFORMANCE
OIL COOLER CIRCUIT
WATER PUMP #208540-D; 10 INCH DRIVE PULLEY; 2.6:1 DRIVE RATIO
OIL COOLER #211859
50.0
1200 ENGINE RPM

TOTAL HEAD - RESTRICTION (psi)
MAX. SYSTEM
40.0 RESTRICTION
1100 RPM
MAX. FLOW
30.0 1000 RPM
900 RPM
20.0 800 RPM
700 RPM
10.0
600 RPM
ENGINE
RESTRICTION
0.0
0 20 40 60 80 100 120 140 160
FLOW (gpm)
ENGINE RPM 600 700 800 900 1000 1100 1200

DESIGN FLOW 50 59 68 76 84 92 100
GPM (l/min) (189) (223) (257) (288) (318) (348) (379)
MAX. SYSTEM RESTRICTION 8.8 12.1 15.8 19.3 23.1 27.6 33.0
psi (mBAR) (607) (834) (1089) (1331) (1593) (1903) (2275)
MAX. EXTERNAL RESTRICTION 5.0 7.7 10.6 13.2 15.8 18.9 22.9
psi (mBAR) (345) (531) (731) (910) (1089) (1303) (1579)
NOTES: 1. Pump flows are based on a positive suction pressure at the pump inlet.
2. PSI x 68.95 = mBar. PSI x 6.895 = kPa.
3. GPM x 3.785 = l/min.
4. Maximum auxiliary circuit flow = 127 GPM.
Page 1 of 1
EN: 122646 Ref.

DATE: 3/98
S
MODEL L7042G
6370-9
COOLING SYSTEMS
L7042G
4
OIL COOLER CIRCUIT
WATER PUMP #208540-D; 13 INCH DRIVE PULLEY; 3.0:1 DRIVE RATIO
OIL COOLER #211859
40
M A X. SYSTEM
1000 ENGINE RPM RESTRICTION
M A X. FLOW
30 900 R P M
800 R P M
20
700 R P M
600 R P M
10
500 R P M
400 R P M ENGINE
RESTRICTION
0
0 20 40 60 80 100 120 140 160
FLOW (gpm)
ENGINE RPM 400 500 600 700 800 900 1000

DESIGN FLOW 34 42 50 59 68 76 84
GPM (l/min) (129) (159) (189) (223) (257) (288) (318)
MAX. SYSTEM RESTRICTION 5.6 8.9 12.5 17.2 22.3 27.3 32.8
psi (mBAR) (386) (614) (862) (1186) (1538) (1882) (2262)
MAX. EXTERNAL RESTRICTION 3.0 5.6 8.6 12.6 16.9 21.0 25.5
psi (mBAR) (207) (386) (593) (869) (1165) (1448) (1758)
3. GPM x 3.785 = l/min.
Page 1 of 1
EN: 122646 Ref.

DATE: 3/98
S
MODEL L7042G
6370-11
COOLING SYSTEMS
L7042G
4
SPECIAL FOR GAS COMPRESSOR SERVICE
OIL COOLER – COMPRESSOR SERIES CIRCUIT
WATER PUMP #169561-A; 13 INCH DRIVE PULLEY; 3.25:1 DRIVE RATIO
OIL COOLER #211859
80.0
1000 ENGINE RPM

MAX. SYSTEM
60.0 RESTRICTION
900 RPM
800 RPM
40.0
700 RPM
600 RPM
20.0
ENGINE
RESTRICTION
0.0
0 20 40 60 80 100 120
FLOW (gpm)
ENGINE RPM 600 700 800 900 1000

DESIGN FLOW 45 54 62 70 77.5
GPM (l/min) (170) (204) (235) (265) (293)
MAX. SYSTEM RESTRICTION 19.5 28.0 36.6 46.2 56.6
psi (mBAR) (1345) (1931) (2524) (3185) (3903)
MAX. EXTERNAL RESTRICTION 16.3 23.8 31.1 39.0 47.3
psi (mBAR) (1124) (1641) (2144) (2689) (3261)
3. GPM x 3.785 = l/min.
5. For use with accessory Code 4352A when used with Code 1109A.
Page 1 of 1
AUXILIARY WATER PUMP PERFORMANCE Ref.

EN: 122646
SPECIAL FOR GAS COMPRESSOR SERVICE S
MODEL L7042G DATE: 3/98
6543-30
COOLING SYSTEMS
L7042G
4
SPECIAL FOR GAS COMPRESSOR SERVICE
OIL COOLER – COMPRESSOR SERIES CIRCUIT
WATER PUMP #169561-A; 10 INCH DRIVE PULLEY; 2.76:1 DRIVE RATIO
OIL COOLER #211859
80.0
MAX. SYSTEM
RESTRICTION
MAX. FLOW
1200 ENGINE RPM
60.0
1000 RPM
40.0
800 RPM
20.0 600 RPM
ENGINE
RESTRICTION
0.0
0 20 40 60 80 100 120 140
FLOW (gpm)
ENGINE RPM 600 800 1000 1200

DESIGN FLOW 39 53 66 79
GPM (l/min) (148) (201) (250) (299)
MAX. SYSTEM RESTRICTION 14.4 26.1 40.6 58.5
psi (mBAR) (993) (1800) (2799) (4034)
MAX. EXTERNAL RESTRICTION 11.2 22.2 36.1 52.3
psi (mBAR) (772) (1531) (2489) (3606)
3. GPM x 3.785 = l/min.
5. For use with accessory code 4352A.
Page 1 of 1
AUXILIARY WATER PUMP PERFORMANCE Ref.

EN: 122646
SPECIAL FOR GAS COMPRESSOR SERVICE S
MODEL L7042G DATE: 3/98
6543-35
SECTION 1.05
SAFETY
SAFETY INTRODUCTION
The following safety precautions are published for your
information. Waukesha Engine, Dresser, Inc., does This symbol identifies information about immedi-
not, by the publication of these precautions, imply or in ate hazards. Disregarding this information will
any way represent that they are the sum of all dangers result in SEVERE PERSONAL INJURY OR DEATH.
present near industrial engines or fuel rating test units.
If you are installing, operating, or servicing a Wauke- SAFETY TAGS AND DECALS
sha product, it is your responsibility to ensure full com-
pliance with all applicable safety codes and
requirements. All requirements of the Federal Occupa-
tional Safety and Health Act must be met when To avoid severe personal injury or death, all warn-
Waukesha products are operated in areas that are ing tags and decals must be visible and legible to
under the jurisdiction of the United States of America. the operator while the equipment is operating.
Waukesha products operated in other countries must
be installed, operated, and serviced in compliance EQUIPMENT REPAIR AND SERVICE
with any and all applicable safety requirements of that
country. Proper maintenance, service and repair are important
to the safe, reliable operation of the unit and related
For details on safety rules and regulations in the equipment. Do not use any procedure not recom-
United States, contact your local office of the Occupa- mended in the Waukesha Engine manuals for this
tional Safety and Health Administration (OSHA). equipment.
The words "danger", "warning", "caution", and "note"
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 equip- To prevent severe personal injury or death, always
ment. stop the unit before cleaning, servicing, or repair-
ing the unit or any driven equipment.
NOTE: This symbol identifies information which is
NECESSARY TO THE PROPER OPERATION, Place all controls in the OFF position and disconnect
MAINTENANCE OR REPAIR OF THE EQUIPMENT: or lock out starters to prevent accidental restarting. If
possible, lock all controls in the OFF position and take
[ aCAUTION I information about haz-

This symbol identifies the key. Put a sign on the control panel warning that
the unit is being serviced.
ards or unsafe practices. Disregarding this infor-
Close all manual control valves, disconnect and lock
mation could result in PRODUCT DAMAGE out all energy sources to the unit, including all fuel,
AND/OR PERSONAL INJURY. electric, hydraulic, and pneumatic connections.
Disconnect or lock out driven equipment to prevent the
possibility of the driven equipment rotating the dis-
abled engine.
This symbol identifies information about hazards
or unsafe practices. Disregarding this information
could result in SEVERE PERSONAL INJURY OR
DEATH.
FORM 6300
SAFETY
CHEMICALS
GENERAL
To avoid severe personal injury or death, ensure
that all tools and other objects are removed from
the unit and any driven equipment before restart-
ing the unit. Always read and comply with safety labels on all
containers. Do not remove or deface the container
labels. lmproper handling or misuse could result
in severe personal injury or death.
Allow the engine to cool to room temperature CLEANING SOLVENTS
before cleaning, servicing or repairing the unit.
Hot components or fluids can cause severe per-
sonal injury or death.
Comply with the solvent manufacturer's recom-
Some engine components and fluids are extremely hot mendations for proper use and handling of sol-
even after the engine has been shut down. Allow suffi- vents. improper handling or misuse could result in
cient time for all engine components and fluids to cool severe personal injury or death. Do not use
to room temperature before anem~ting any service line, paint thinners or other highly volatile fluids
procedure. for cleaning.
ACIDS LIQUID NITROGENIDRY ICE
a WARNING
Comply with the acid manufacturer's recommen-
I
Comply with the liquid nitrogenIDry Ice manufac-
dations for proper use and handling of acids. turer's recommendations for proper use and han-
lmproper handling or misuse could result i n dling of liquid nitrogen1Dry Ice. lmproper handling
severe personal injury or death. or use could result i n severe personal injury or
death.
BATTERIES
COMPONENTS
I a WARNING
Comply with the battery manufacturer's recom-
HEATED OR FROZEN
mendations for procedures concerning proper bat-

tery use and maintenance. lmproper maintenance
a WARNING
Always wear protective equipment when installing
1
or misuse could result in severe personal injury or
death. or removing heated or frozen components. Some
components are heated or cooled to extreme tem-
BODY PROTECTION peratures for proper installation or removal. Direct
contact with these parts could cause severe per-
a WARNING
Always wear OSHA approved body, sight, hearing
INTERFERENCE FIT
and respiratory system protection. Never wear
loose clothing, jewelry, or long hair around an
engine. The use of improper attire or failure to use
Always wear protective equipment when installing
protective equipment may result i n severe per-
or removing components with an interference fit.
Installation or removal of interference components
may cause flying debris. Failure to use protective
equipment may result in severe personal injury or
death.
1.05-2 FORM 6300

SAFETY
COOLING SYSTEM EXHAUST
Always wear protective clothing when venting, Do not inhale engine exhaust gases. Exhaust
flushing or blowing down the cooling system. gases are highly toxic and could cause severe per-
Operational coolant temperatures can range from sonal injury or death.
-
180' 250' F (82O- 121' C). Contact with hot cool-
ant or coolant vapor can cause severe personal h-~sureadmust systems are leak free and that all
injury or death. exhaust gases are properly vented.
Do not touch or service any heated exhaust com-

Do not service the cooling system while the ponents. Allow sufficient time for exhaust compo-
engine i s operating or when the coolant i s hot. nents t o c o o l t o r o o m temperature before
Operational coolant temperatures can range from attempting any service procedure. Contact with
-
180° 250' F (82' - 121°C). Contact with hot cool- hot exhaust system components can cause severe
ant or vapor can cause severe personal injury or personal injury or death.
death.
FIRE PROTECTION
ELECTRICAL
GENERAL
I A WARNING I
A WARNING Refer t o local and federal fire regulations for
guidelines for proper site fire protection. Fires can
cause severe personal injury or death.
Do not install, set up, maintain, or operate any
electrical components unless you are a technically
qualified individual who is familiar with the electri- FUELS
cal elements involved. Electrical shock can cause GENERAL
severe personal injury or death.
a WARNING I aWARNING
Ensure that there are no leaks i n the fuel supply.
Disconnect all electrical power supplies before Engine fuels are highly combustible and can ignite
making any connections or servicing any part of Or explode causing severe personal injury or
the electrical system. Electrical shock can cause death-
GASEOUS
IGNITION
I a WARNING
Do not inhale gaseous fuels. Some components of
I
Avoid contact with ignition units and wiring. Igni- fuel gas are odorless, tasteless, and highly toxic.
tion system components can store electrical Inhalation of gaseous fuels can cause severe per-
energy and i f contacted can cause electrical sonal or death.
shock. Electrical shock can cause severe personal
injury or death.
I a WARNING
Shut off the fuel supply if a gaseous engine has
I
been cranked excessively without starting. Crank
Properly discharge any electrical component that the engine to Purge the cylinders and exhaust SYs-
has the capability to store electrical energy before accumulated unburned fuel- Failure t o
connecting or servicing that component. Electrical Purge accumulated unburned fuel in the engine
shock can cause severe personal injury or death. and exhaust system can result i n an explosion
resulting in severe personal injury or death.
FORM 6300 1.05-3

SAFETY
LIQUID PROTECTIVE GUARDS
Do not ingest liquid fuels or breathe i n their

I a WARNING
Provide guarding to protect persons or structures
vapors. Liquid fuels may be highly toxic and can from rotating or heated parts. Contact with rotat-
result in severe personal injury or death. ing or heated parts can result in severe personal
injury or death.
I a WARNING
Use protective equipment when working with liq-
1 It is the responsibility of the engine owner to spec-
ify and provide guarding. Refer to OSHA standards
on "machine guarding" for details on safety rules
uid fuels and related components. Liquid fuel can
and regulations concerning guarding techniques.
be absorbed into the body resulting in severe per-
sonal injury or death. SPRINGS
INTOXICANTS AND NARCOTICS
Use appropriate equipment and protective gear

when servicing or using products that contain
Do not allow anyone under the influence of intoxi- springs. Springs, under tension or compression,
cants and/or narcotics to work on or around indus- can eject if improper equipment or procedures are
trial engines. Workers under the influence of used. Failure to take adequate precautions can
intoxicants andlor narcotics are a hazard to both result in serious personal injury or death.
themselves and other employees and can cause
severe personal injury or death to themselves or TOOLS
others.
ELECTRICAL
PRESSURIZED FLUIDSIGASIAIR

Never use pressurized fluids/gas/air to clean cloth- electrical tools unless YOU are a technically quali-
ing or body parts. Never use body parts to check fied individual who is familiar with them. Electrical
for leaks or flow rates. Pressurized fluidslgaslair tools use electricity and ifused improperly could
injected into the body can cause severe personal cause severe personal injury or death.
injury or death.
HYDRAULIC
Observe all applicable local and federal regulations
relating to pressurized fluids/gas/air.
I a WARNING
hydraulic tools unless you are a technically quali-
fied individual who is familiar with them. Hydraulic
tools use extremely high hydraulic pressure and if
used improperly could cause severe personal
injury or death.
IaCAUTION I Always follow recom-

mended procedures
when using hydraulic tensioning devices.
Improper use of hydraulic tensioning tools can
cause severe engine damage.
1.05-4 FORM 6300

SAFETY
PNEUMATIC WELDING
a WARNING
GENERAL
pneumatic tools unless you are a technically quali-

fied individual who is familiar with them. Pneu- Comply with the welder manufacturer's recom-
matic tools use pressurized air and i f used mendations for procedures concerning proper use
improperly could cause severe personal injury or of the welder. Improper welder use can result in
death. severe personal injury or death.
WEIGHT ON ENGINE
I I aCAUTION I
Ensure that the welder
I a WARNING
Always consider the weight of the item being lifted
is properly grounded
before attempting to weld on or near an engine.
Failure to properly ground the welder could result
and use only properly rated lifting equipment and i n severe engine damage.
approved lifting methods. Failure to take adequate
precautions can result i n serious personal injury
or death.
IaCAUTION 1 Disconnect the igni-
tion harness and elec-
tronically 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
Never walk or stand under an engine or compo- damage.
nent while it i s suspended. Failure to adhere t o
this could result i n severe personal injury or
death.
FORM 6300 1.05-5

SAFETY
1.05-6 FORM 6300

SECTION 1. I 0
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING LOCATION OF THE LIFTING EYES
Exercise extreme care when moving the engine or

I a WARNING
Always lift the engine using the approved lifting
I
i t s components. Never walk or stand directly eyes. The VHP Series Four 6 cylinder gas engines
under an engine or component while i t i s sus- are equipped with two lifting eyes on top of the
pended. Always consider the weight of the engine engine; 12 cylinder gas engines are equipped with
or the components involved when selecting hoist- two pairs of lifting eyes, one pair on each cylinder
i n g chains and l i f t i n g equipment. Be positive bank. Lifting eyes are only meant for lifting the
about the rated capacity of lifting equipment. Use engine. Do not use to lift driven or auxiliary equip-
only properly maintained lifting equipment with a ment that may be attached t o the engine. Disre-
lifting capacity which exceeds the known weight of garding this information could result in severe
the object t o be lifted. Disregarding this informa- personal injury or death.
t i o n could result in severe personal injury or
death. NOTE: A new right bank water outlet tube is available
for 12 cylinder VHP Series Four engines. The new
Table 1.10-1 shows the approximate dry weight of water outlet tube is designed to avoid interference with
VHP Series Four gas engines. lifting chains. The new tube (P/N A2 14179) replaces
previous tube (P/N A211551S). Engines manufactured
Table 1.lo-1 Engine Dry Weights after March 10, 2003, will have the new tube installed.
VHP Series Four 6 cylinder engines are equipped with
two lifting eyes on top of the engine; 12 cylinder
engines are equipped with two pairs of lifting eyes, one
pair on each cylinder bank. The lifting eyes are
designed for lifting only the engine and not attached
driven equipment. Do not use the lifting eyes to lift the
engine if driven equipment is attached.
CORRECT METHOD OF RIGGING AND LIFTING
ENGINE
VHP Series Four 12 cylinder engines built after Janu-
ary 15, 2001, are equipped with new lifting eyes.
These new lifting eyes require the use of 9-112ton
W.L.L. (Working Load Limit) standard anchor shackles
equipped with screw pins (see Figure 1 .lo-1). Service
Bulletin 16-2868lists the parts required to update a
previous engine to use lifting shackles. Replace the
lifting devices only as a set. Do not mix old and new
devices on the same engine.
FORM 6300 1.10-1

Lifting chains should be positioned so that they do not

rub or bind against parts of the engine. A properly
rigged engine will be able to be lifted in such a manner
that the chains will not damage the engine. See
Figure 1.10-2 through Figure 1.10-5 for examples of
engine lifting.
I a WARNING
To avoid severe personal injury or death, follow
approved rigging procedures to ensure that no
undue strain is placed on the lifting eyes and
hoisting chainstcable sling when the engine is
raised. Use the proper spreader beam to avoid
Figure 1.lo-1 Typical Lifting Shackle damage to the engine.
-
Figure 1.lo-2 Correct Method Of Lifting Engine 6 Cylinder - Side Views
1.10-2 FORM 6300

Figure 1.10-3 Correct Method Of Lifting Engine - Figure 1.10-4 Correct Method Of Lifting Engine -
6 Cylinder - Rear View 12 Cylinder - Rear View
Figure 1.10-5 Correct Method Of Lifting Engine - 12 Cylinder -Side Views
FORM 6300 1.lo-3

SECTION 1.I 5
GENERAL INFORMATION
GENERAL INFORMATION Ignition coils mounted directly on the valve rocker

covers, improving ignition characteristics.
VHP Series Four engines are 4-cycle; 6 cylinder
Standard or shielded ignition wiring.
engines are inline, and 12 cylinder engines are vee-
configured (see Figure 1.15-1 and Table 1.15-1). All
engines rotate in the standard counterclockwise direc-
. Water pipingrouted above the engine for easier
maintenance.
tion, as viewed from the rear (flywheel) end.
Water-cooled turbocharger center sections and
Table 1.15-1 Engine Models additional heat shielding.
MODEL NUMBERS High performance pistons.
6 CYLINDER 12 CYLINDER Robust crankshaft material.
L5774LT
F3514GSI
L5794GSI
L5794LT
F3524GSI
L7044GSI
"GSI" engines are rich combustion (stoichiometric)

engines equipped with turbochargers that "forcen high
velocity ambient air through the intercoolers, carbure-
tors, and intake manifolds, before entering the com-
bustion chamber.
"LT" engines are also equipped with turbochargers that
"force" high velocity ambient air through the intercool-
ers, carburetors, and intake manifolds, before entering
the combustion chamber. "LT" engines are designed to
burn a lean airlfuel mixture that results in reduced I 1
emissions and fuel consumption. Figure 1.15-1 VHP L5794GSI Engine
Refer to Figure 1.15-4 through Figure 1.15-9 for BASIC ENGINE DESCRIPTION
engine identification views.
The crankcase is gray cast iron. The main bearings
FEATURES AND BENEFITS are replaceable. The counterweighted crankshaft is
This publication provides procedures to maintain the made of forged steel and has seven main bearing jour-
unique aspects of VHP Series Four engines. VHP nals. Each engine is equipped with a viscous vibration
Series Four engines offer increased power while using damper.
components that have proven reliability. Some of the There are interchangeable cylinder heads, each with
unique aspects of VHP Series Four engines are: two intake and two exhaust valves. Both exhaust and
waukesham Engine System Manager (ESM~),a intake valve seats are replaceable. Roller type valve
total engine management system designed to opti- lifters and hydraulic push rods are standard. The cam-
mize engine performance and maximize uptime. shaft is heavy duty for long life. The connecting rods
are made from drop forged steel and are rifle-drilled.
Completely new robust cylinder head assembly The cylinders have replaceable wet cylinder liners.
offering improved reliability and durability.
FORM 6300 1.15-1

GENERAL INFORMATION
The pistons use a full floating piston pin. The flywheel CRANKCASE
is machined and has a ring gear attached.
The crankcase is a gray iron casting. For assembled
The exhaust driven turbocharger compresses intake rigidity, the main bearing caps are attached to the
air. This compressed air is cooled in the intercooler crankcase with both vertical studs and lateral tie bolts.
and then enters the carburetor and mixes with pressur- This feature makes the crankcase assembly more rigid
ized fuel. The turbocharged airlfuel mixture enhances and lengthens the life of the main bearings.
the engine's power and performance.
CRANKSHAFT
The pressurized lubricating system consists of an oil
The underslung crankshaft is made of a low alloy, high
sump, pump, piping network, full flow centrifugal
tensile strength forged steel. The crankshaft is counter
bypass filters, strainers, and cooler. The full flow oil fil-
weighted to achieve a near perfect balance of rotating
ter is externally mounted, separate from the engine.
forces.
The system has water pumps' The main
A viscous vibration damper is installed on the forward
water pump circulates the jacket water of the engine.
end of the crankshaft along with a gear that drives the
The auxiliary water pump circulates water for the oil
front end gear train and accessories. The flywheel,
cooler and the intercooler. The engine jacket, cylinder
with ring gear, is installed on the rear end of the crank-
heads, exhaust manifold, oil, and charged intake air
shaft and is machined to accept several options.
are all water-cooled.
INTAKE MANIFOLD(S)
COMPONENT DESCRIPTIONS
The airlfuel mixture passes through the intake mani-
CYLINDER HEAD AND VALVES fold(~),where it is distributed to the individual cylin-
The PIN 205002 series cylinder heads are standard ders.
on VHP Series Four engines. Each cylinder head has EXHAUST MANIFOLD(S), .
four valves, two intake and two exhaust (see
Figure 1.15-2).The new cylinder heads offer the fol- The exhaust port of each cylinder head is connected
lowing features: to one water-cooled segment of the exhaust manifold.
The water-cooled exhaust manifold(s) assembly is
* Improved cooling composed of individual segments (one for each cylin-
Superior valve life der head). Each exhaust manifold segment is joined to
the next by a manifold pilot.
Increased overhaul interval
CONNECTING RODS
Rigid valve bridge assembly
The connecting rods are machined to ensure maxi-
mum 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 liner bore.
The serrated split line ensures precise alignment and
transfer of loads. The caps and rods are match num-
bered to ensure that each cap is mated with the cor-
rect blade during reassembly.
The connecting rod cap fasteners, like all critical fas-
teners used on the engine, are torqued to specific val-
ues.
The high efficiency, water-cooled center housing,

radial flow turbocharger(s) are mounted on the rear of
Figure 1.15-2 PIN 205002 Series Cylinder the engine and generate the required boost levels for
~ e a Cutaway
d View the engine.
GENERAL INFORMATION
PISTONS Ignition System

The pistons are machined from one-piece castings. The ESM system controls spark plug timing with a dig-
Each piston is cam-ground. This means the dimension ital capacitive discharge ignition system. The ignition
of the piston skirt at room temperature is slightly larger system uses the capacitor discharge principle that pro-
at a point 90 degrees to the piston pin bore. This fea- vides a high variable energy, precision-timed spark for
ture allows the piston to expand from a shape that is maximum engine performance. The ESM ignition sys-
somewhat oval to one that is almost perfectly round tem provides accurate and reliable ignition timing
when operating at stabilized engine temperatures. resulting in optimum engine operation. The ignition
also has two ignition power levels to aid in starting and
CYLINDER LINERS
extend spark plug life.
Each wet type cylinder liner has a flange at its upper
AirIFuel Ratio Control
end to locate it in the crankcase upper deck. The liners
have three external ring grooves to hold the lower The ESM AirIFuel Ratio (AFR) control option is
crankcase bore seals. designed to control the airlfuel ratio of Waukesha's rich
burn (stoichiometric)engines. An engine's airlfuel ratio
CAMSHAFTS
defines the amount of air in either weight or mass in
The design of the camshaft lobe and cam minimizes relation to a single amount of fuel supplied to an
valve overlap and reduces the flow of gases between engine for combustion. By controlling an engine's
the intake and exhaust ports. This improves fuel effi- airlfuel ratio with ESM AFR control, exhaust emissions
ciency and lowers exhaust emissions. are minimized while maintaining peak engine perfor-
mance. The AFR control regulates the engine's airlfuel
WAUKESHA~ENGINE SYSTEM MANAGER (ES*
ratio even with changes in engine load, fuel pressure,
Waukesha Engine's Engine System Manager (ESM?, fuel quality, and environmental conditions.
is standard equipment. The ESM system integrates
spark timing control, speed governing, detonation
detection, start-stop control, airlfuel control, diagnostic The intercooler(s) (the box-type tube and fin assembly
tools, fault logging, and engine safeties. ESM system mounted at the rear of the engine) are standard. The
automation and monitoring provides: configuration of the upper and lower bonnets creates a
U-shaped path that enables the cooling water to pass
Better engine performance
through the core assembly four times before exiting
Extensive system diagnostics the unit at the top. Header plates separate the air
passing through the casing from the cooling water in
Rapid troubleshooting of engines
the upper and lower bonnets.
Local and remote monitoring capability used to
A supply tube connected to the intercooler cooling
trend engine performance
water inlet provides a continuous supply of cooling
Easy integration into an extensive data acquisition water to the wastegate(s) (one per turbocharger). The
system cooling water enters the lower housing of the waste-
gate(s) and passes through a cavity that encircles the
User interface to the ESM system can be as simple as
valve guide. Exiting the outlet port on the opposite side
switches, potentiometers, and light bulbs, or as sophis-
of the lower housing, the water passes to the inter-
ticated as a PLC with touch screen and remote data
cooler cooling water outlet through a water return tube.
acquisition controlled by a satellite link.
In addition, the ESM system has safety shutdowns
such as low oil pressure, engine overspeed, high The carburetor(s) consists of a main body, with a con-
intake manifold air temperature, high coolant outlet ventional throttle valve and diaphragm-operated gas
temperature, and uncontrolled detonation. metering valves. The flow of air through the carbure-
t o r ( ~ is
) controlled by the throttle valve in the carbure-
Knock Detection
tor throat, as in any other carburetor. The amount of air
The ESM system detects detonation by monitoring going to the engine is measured by air-flow measuring
vibrations at each cylinder with engine-mounted knock valves, which rise in direct proportion to the air volume
sensors. When a signal exceeds a detonation thresh- passing through. The gas metering valves are
old, the ESM system retards timing incrementally on mechanically fixed to the air measuring valves, and
an individual cylinder basis to keep the engine and rise with them, thus opening the gas passages an
each cylinder out of detonation or from "knocking." amount proportionate to the air entering the engine.
This establishes and holds a definite airlfuel ratio
throughout the operating range. The actual movement
FORM 6300
GENERAL INFORMATION
of the parts results from the negative air pressure at automatic engine shutdown if potentially harmful tem-
the air measuring valves, which is communicated to peratures, pressure, or overspeed conditions exist.
the back of each diaphragm through two small holes.
SERIAL NUMBERS AND ENGINE NAMEPLATE
ENGINE SAFETY SHUTDOWNS
For ease in identification, the engine model, serial, and
specification numbers are stamped on a nameplate
(see Figure 1.15-3).
Switches for alarms and automatic engine shut- The engine nameplate provides the following informa-
down'must be supplied by the customer. The sen- tion: model number, serial number, date inspected,
sors provided are for measuring and monitoring special application approval number (power approval),
temperatures and WILL NOT shut the engine down valve clearance, compression ratio, firing order, gov-
if potentially harmful temperatures are reached. erned speed, elevation limit at which an engine derate
Disregarding this information could result in takes place, primary and secondary fuel ratings which
severe personal injury or death. show the fuel, minimum WKI@ value, ignition timing,
rated output in horsepower and kilowatts, and overload
Engine instrument and safety shutdowns are not sup- rating in horsepower and kilowatts. This nameplate is
plied as standard equipment, due to the wide variety of located on the lower left side of the crankcase, adja-
customer needs. Instruments and safety shutdowns cent to the front of the engine.
are the customer's responsibility. Oil pressure, intake
manifold pressure, water temperature, exhaust tem- When requesting information, you will need to refer-
perature, main bearing, overspeed, and oil tempera- ence both the engine model and serial numbers. If the
ture are the minimum required for engine protection. nameplate is defaced or detached, the serial number
Switches should be wired to an alarm to warn of high may be obtained directly from the crankcase. To locate
temperatures and low pressure as well as provide for it, look directly above the nameplate location, on the
cylinder head deck of the crankcase.
Figure 1.15-3 Nameplate (PIN 211853M) - 12 Cylinder
1.15-4 FORM 6300

GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS

6 CYLINDER VIEWS
1. Lifting Eyes 12. Junction Box

2. Cylinder Head Assemblies (6) 13. Oil Dipstick
3. Intake Manifold 14. Gas Regulator
4. Control Panel 15. Carburetor
5. Governor Actuator 16. Oil Pan Access Doors
6. ESM Engine Control Unit 17. Ignition Power Module With Diagnostics (IPM-D)
7. Vibration Damper (Inside Guard) 18. Water Drains (Right Side)
8. Oil Pump 19. Breather Regulator
9. Auxiliary Water Pump 20. Oil Separator
10. Oil Drain (Right Side) 21. Exhaust Outlet
11. Engine Leveling Bolts (Right Side)
Figure 1.15-4 Right Side View - 6 Cylinder
FORM 6300 1.15-5

GENERAL INFORMATION
1. Oil Pressure Regulating Valve 12. Oil Pan

2. Thermostat Cluster Housing 13. Crankcase
3. Exhaust Manifold Assembly 14. Oil Strainer
4. Water Manifold 15. Oil TemperatureIPressure Control Valves
5. Oil Header 16. Lubricator
6. Flywheel and Housing 17. "Y" Strainer
7. Manual Barring Device 18. Prelube Pump and Motor
8. Oil Drain (Left Side) 19. Oil Cooler
9. Engine Leveling Bolts (Left Side) 20. Safety Guarding
10. Oil Pan Access Doors (Left Side) 21. Pressure Block
11. Engine Temp. Connections/Controls Junction Box
Figure 1.15-5 Left Side View - 6 Cylinder
1.15-6 FORM 6300

GENERAL INFORMATION
1. Turbocharger 6. Oil Drain

2. Intercooler 7. Oil Filler
3. Flywheel Housing 8. Air Cleaner
4. Timing Cover 9. Wastegate
5. Flywheel
Figure 1.15-6 Rear View - 6 Cylinder

GENERAL INFORMATION
VHP SERIES FOUR ENGINE SPECIFICATIONS
[ aCAUTION ISLHV). Refer to Gaseous W Specification Sheet S7884-7 and Lube Oil Rec-
Alarm and shutdown values are based on dry natural gas (900 Btulcu. ft.
ommendations Service Bulletin 12-18802 or latest revisions for typical changes in operation temperatures
for jacket water and oil when running on landfill or digester gas fuels. Disregarding this information could
result in product damage.
Table 1.15-2 VHP Series Four Specifications (Part 1 of 2)
ENGINE MODEL I F3514GSllF3524GSI I L5774LT 1 L5794GSVLT 1 L7044GSI

I
Turbocharged and - Turbocharged and Turbocharged and
Aspiration, GSI intercooled intercooled intercooled
Aspiration, LT - Turbocharged intercooled Turbocharged intercooled

and lean burn
-
and lean burn
Inline-6 V-12 V-12 V-12
Number of cylinders 4 valves per cylinder 4 valves per cylinder 4 valves per cylinder 4 valves per cylinder
9.375 x 8.50 in. 8.50 x 8.50 in. 8.50 x 8.50 in. 9.375 x 8.50 in.
Bore x stroke (238 x 216 mm) (216 x 216 mm) (216 x216 mm) (238 x 216 mm)
1~is~lac&ent 1 3520 cu. in. (58 litres) 1 5788 cu. in. (95 litres) 1 5788 cu. in. (95 litres) I 7040 cu. in. (115 litres)
I omp press ion ratio I 8: 1 I 10.2:l
Soeed ranoe
I
I
I I
700 - 1200 rpm (see enaine nameplate)

I
I
Low idle 1 700 rpm
Lubrication System
Sump capacity, including 72 gallons (273 litres) 90 gallons (341 litres) 90 gallons (341 litres) 90 gallons (341 litres)
filter and cooler
Oil pan (Low level mark) 35 gallons (132.5 litres) 35 gallons (132.5 liters) 35 gallons (132.5 liters) 35 gallons (132.5 litres)
Oil pan (High level mark) 45 gallons (170.3 litres) 45 gallons (170.3 liters)) 45 gallons (170.3 liters)) 45 gallons (170.3 litres)
Oil filter capacity 20 gallons (75.7 litres) 36 gallons (136.3 litres) 36 gallons (136.3 litres) 36 gallons (136.3 litres)
(7.25 in. x 38 in.) (7.25 in. x 52 in.) (7.25 in. x 52 in.) (7.25 in. x 52 in.)
Oil cooler capacity 4 gallons (15 litres) 5 gallons (19 litres) 5 gallons (19 litres) 5 gallons (19 litres)
15 micron at 15 micron at 15 micron at 15 micron at
Main filter 90% efficiency 90% efficiency 90% efficiency 90% efficiency
15 micron at 15 micron at 15 micron at 15 micron at
Micro-fiberglassfilter 90% efficiency 90% efficiency 90% efficiency 90% efficiency
Strainer screen 74 micron 74 micron 74 micron 74 micron
Normal oil pressure

55 f 5 psi +
55 5 psi 55 f 5 psi 55 f 5 psi
(380 f 35 kPa) (380 f 35 kPa) (380 f 35 kPa) (380 f 35 kPa)
Low oil pressure alarm 35 psi (241 kPa) 35 psi (241 kPa) 35 psi (241 kPa) 35 psi (241 kPa)
setpoint
Low oil pressure shut- 30 psi (207 kPa) 30 psi (207 kPa) 30 psi (207 kPa) 30 psi (207 kPa)
down setpoint
Prelube duration 5 minutes
Normal oil header temper-
ature
180° F (82" C) 180' F (82' C) 180" F (82" C)
I 180" F (82' C)
I
Oil header temperature
alarm setpoint
195°F(910C) 195" F (91" C) 195" F (91" C)
I 195' F (91" C)
I
I
Oil header temperature
shutdown setpoint
205" F (96" C)
I 205" F (96" C)
AirlGas Starter
I 205" F (96" C) 205" F (96" C)
I
I Air starter oil reservoir
lubricator
1 2 0 pint (0.9 litre) ( 2.0 pint (0.9 litre) 1 2.0 pint (0.9 litre) 1 2.0 pint (0.9 litre) I
Pneumatic prelube motor, 0,5 pint (0.2 litre) 0.5 pint (0.2 litre) 0.5 pint (0.2 litre) 0.5 pint (0.2 litre)
inline lubricator
I Cooling System (Jacket Water And Auxiliary System) I
IStandard air cooler inlet
temperature I
FORM 6300 1.15-11
GENERAL INFORMATION
Table 1.15-2 VHP Series Four Specifications (Continued), (Part 2 of 2)
GENERAL SPECIFICATIONS - VHP SERIES FOUR

ENGINE MODEL F3514GSVF3524GSI L5774LT L5794GSllLT L7044GSI
Jacket water 48.5 gallons (183.6 litres) 107 gallons (405 litres)
engine only 107 gallons (405 litres) 107 gallons (405 litres)
Surge tank capacity

(optional) 23 gallons (87 litres) 45.5 gallons (172 litres) 45.5 gallons (172 litres) 45.5 gallons (172 litres)
Intercooler water capacity 2.75 gallons (10.4 litres) 5.50 gallons (21 litres) 5.50 gallons (21 litres) 5.50 gallons (21 litres)
Oil cooler water capacity 5 gallons (19 litres) 6.5 gallons (24.6 litres) 6.5 gallons (24.6 litres) 6.5 gallons (24.6 litres)
Exhaust System
Maximum permissible backpressure @ rated load and See Table 4.35-1, "MaximumAllowable Exhaust Backpressure"
speed
Crankcase Breather System
Crankcase vacuum I -1 [negative] to 0 in. (-25.4 [negative] to 0 mm) H20
Jacket Water Outlet Temperature
Normal: 180" F (82" C) for continuous and intermittent rating
Standard cooling system Alarm: ESM monitored
Shutdown: ESM monitored
lntake Manifold Temperature
Normal: Up to 10" F (-12" C) above design intercooler water inlet temperature
GSI & LT engines Alarm: ESM monitored
Shutdown: ESM monitored
lntake Manifold Pressure
Contact Waukesha Engine Sales Engineering Department
(See Fuel System Adjustments - GSI Engines and Fuel System Adjustments - LT Engines)
Fuel System
Natural gas pressure at regulator %SIn models 24 - 50 psi (165 - 345 kPa)
Natural gas pressure at regulator "LT models 35 - 50 psi (241 - 345 kPa)
Natural gas pressure at regulator "Low Fuel Pressure"
6 in. (152 mm)
models
Air Induction System
Maximum permissible restriction @ rated load and speed 15 in. (381 mm) of HO
,
Required filtering efficiency (coarse dust test per SAE726C) 99.7%
Starting System
Electric starting 24 volts DC
Air starting pressure 150 psi (1034 kPa) (MAX) Pressure is based on 50" F (10" C) oil temperature
starter SAE 10W oil at 32" F (0" C) and above. Use No. 2 Diesel Oil when ambient temperatures fall below 32" F (0° C)
lubr~cant
lnline lubricator lubricant SAE 10W oil at 32" F (0" C) and above. Use No. 2 Diesel Oil when ambient temperatures fall below 32" F (Oo C)
Miscellaneous
Spark plug gap See Table 1.15-3 13/16 Inch Reach Spark Plugs For PIN 205002 Series Cylinder Heads
Engine timing Refer To Engine Nameplate
Main bearing tempera- 250" F (121" C)
ture shut down
Overspeed shutdown 10% over governed speed/ESM monitored
Valve Train
Valve clearance - hydrau-
lic lifters See Table 4.55-1 Valve Setting Order 6 And 12 Cylinder VHP Series Four Engines
NOTE: 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.
1.15-12 FORM 6300

GENERAL INFORMATION
1 aCAUTION 1
With 'IN
13/16 inch reach spark
plugs must be used
*05002 series cylinder heads. Failure
SERVICE TOOLS LIST
See Form M-398B Waukesha Special Tools Catalog
for a complete listing of tools available for your engine.
use the proper reach 'park plugs will cause dam- To order these tools, contact your local Waukesha
age to equipment. Engine Distributor. In some instinces, substitute items
may be used but only if specifically approved by
Table 1.15-3 13/16 Inch Reach Spark Plugs For Waukesha.
PIN 205002 Series Cylinder Heads
ENGINE
0.015 in.
609992
(0.381 mm)
0.011 in.
69919 (0.28mm)
ENGINE TIMING DATA
I CAUTION 1
Detonation i s NOT
allowed at any time dur-
ing engine operation, regardless of the specified
timing. If detonation occurs at the specified timing,
a timing adjustment must be made to retard the
ignition timing until NO audible detonation exists.
Engine damage may result if detonation occurs.
Refer to the engine nameplate for the proper engine

timing value.
NOTE: Changing the engine timing will also change
the exhaust emissions and fuel economy
The WKI@ software developed by Waukesha Engine

represents a major leap forward in field gas analysis.
This new method replaces the Octane Method previ-
ously used.
The WKI software greatly improves the accuracy of
calculating fuel knock resistance of field gas, natural
gas, and low Btu gases. In addition, the WKI software
is able to account for the "knock improver" characteris-
tics of inert gases which are often found in gaseous
fuels. When used in conjunction with the Waukesha
Custom Engine Control Detonation Sensing Module,
Waukesha is often able to maximize power ratings and
optimize performance on poor quality fuels while main-
taining an adequate knock safety margin.
FORM 6300 1.15-13
- --
GENERAL INFORMATION
TORQUE VALUES
Table 1 .I 5-4 lists the standard torque values required for VHP Series Four engines.
Table 1.15-4 Torque Values

w
DESCRIPTION ft-lb N*m

Ignition Coil Nuts 1 1 -13 15 - 17.6
Oil Pan Door
18-20 24 - 27
Oil Pan Door (Pressure Relief Valve Equipped)
Rocker Arm Cover (Valve Cover) Capscrew 50 in-lb (oiled) 5.65 (oiled)
Rocker Arm Support 112-13x 5-112Capscrew (4Per Cylinder Head) 66 - 70 (oiled) 89 - 95 (oiled)
Rocker Arm Support 318-16 x 6-314Center Capscrew 17 (oiled) 23 (oiled)
Spark Plugs
na CAUTION
13/16inch reach spark plugs must be used with PIN 205002
series cylinder heads. Failure to use the proper reach spark
plugs will cause damage to equipment.
32 - 38 43 - 52
Spark Plug Carrier Extension (Nut) 17 23

Spark Plug Sleeve (Nut) 17 23
ROCKER ARM ASSEMBLY TIGHTENING TEMPERATURE AND PRESSURE TEST

SEQUENCE POINTS
Refer to Figure I.l 5-11 through Figure 1 .l5-14for
location of temperature and pressure test points on all
VHP Series Four engines.
Figure 1 .I510 Rocker Arm Assembly Installation
1 aCAUTION I Tighten the four 112

inch outer oapscrews
on the rocker arm assemblies first. Once they are
tightened, then tighten the center 318 inch cap-
screw. Failure to follow the proper tightening
sequence can cause damage to equipment.
1. Apply engine oil to capscrew threads. Install and

tighten four 112 inch capscrews with lock washers on Temperatures
rocker arm assembly to 66 - 70 ft-lb (89 - 95 N.m). P2. Exhaust Manifold T2. Exhaust Manifold
P3. Exhaust Back Pressure T3. Exhaust Stack
2. Move exhaust rocker up and down to check for
interference. Figure 1.15-11 Rear View - 6 Cylinder
3. Apply engine oil to threads of 318 inch center cap-
screw. Install center capscrew and washer on rocker
arm assembly and tighten to 17 ft-lb (23 Nm).
1.15-14 FORM 6300

SECTION 2.00
ESM SPEED GOVERNING SYSTEM DESCRIPTION
ESM SPEED GOVERNING SYSTEM

DESCRIPTION ELECTRIC AC
The Waukesha Engine System Manager (ESM) is a

total engine management system designed to optimize
engine performance and maximize uptime. The ESM
system integrates spark timing control, speed govern-
ing, detonation detection, start-stop control, diagnostic
tools, fault logging, and engine safeties.
NOTE: The ESM ECU contains the governor
electronics and software that control the actuator. The
ESM speed governing system allows the customer to
make all control adjustments in one place and at one
panel (see Figure 2.00-1).Refer to the Waukesha
ESM Operation & Maintenance Manual, Form 6295,
Second Edition (or current edition) for programming. Figure 2.00-2 Electric Actuator And Throttle
Integral ESM speed governing provides the following

benefits:
Ability to respond to larger load transients
Better engine stability
Easier setup
Integrated operation diagnostics
When governing, two values are needed: 1) the
desired engine speed and 2) the current speed of the
engine.
The ESM speed governing system is responsible for
modifying the engine torque to produce the desired
engine speed. The desired speed can be set by
Figure 2.00-1 ESM Engine Control Unit (ECU) means of calibrations and/or external inputs. The dif-
The ESM EC" contains the governor electronics and ference between the current speed and the desired
software that control the actuator (see Figure 2.00-2). speed (or the speed error) is used to modify the torque
The ESM speed governing system allows the cus- maintain the desired 'peed.
torner to make all control adjustments in one place and To determine current engine speed, the ESM system
at one panel. uses a magnetic pickup that senses 36 reference
holes in the flywheel (see Figure 2.00-3). As the holes
pass the end of the magnetic sensor, a signal wave is
generated. The frequency of the signal is proportional
to engine speed. Based on the electrical signal from
the magnetic pickup, the governor compares current
FORM 6300 2.00-1

engine speed with desired engine speed and GOVERNOR INPUTS AND CALIBRATIONS
responds by adjusting the throttle position of the
engine. An electric actuator is used to convert the The actual inputs required for the ECU depend on the
electrical signal from the ECU into motion to change governing control desired.
the amount of air and fuel delivered to the engine Required external inputs are programmed to the ECU
through the throttle. from a customer's local control panel or PLC. These
inputs include remote speedlload setting, remote
speed setting enable, rated speedlidle speed, and an
auxiliary rpm input for load control. Using these cus-
tomer inputs, the ESM speed governing system is set
to run in either speed control mode or load control
mode.
Governing control is further customized for location
requirements through user-selectable parameters
describing the driven load. Custom control adjust-
ments to the ESM speed governing system are made
with ESP.
The rotating moment of inertia of the driven equipment
must be programmed in ESP. Further gain calibrations
may be made through ESP. The correct governor gain
-- depends on the rotating moment of inertia of the
Figure 2.00-3 Magnetic Pickup engine and driven equipment. By inputting the rotating
moment of inertia of the driven equipment, the gain is
SPEED GOVERNING MODES preset correctly aiding rapid startup of the engine. The
NOTE: Refer to the Waukesha ESM Operation & rotating moment of inertia of the engine and the driven
Maintenance Manual, Form 6295, Second Edition (or equipment are used in predicting throttle position.
current edition) for more information on ESM's speed The ESM speed governing system also allows the
governing feature and programming steps. customer to calibrate the system to use other govern-
Using inputs from the user's panel or PLC, the ESM ing control features including feedforward control (load
system is set to run in one of two modes: speed con- coming control) and synchronizer control (alternate
trol or load control. dynamics).
Speed Control FEEDFORWARD CONTROL (LOAD
Speed control mode allows the engine operator to COMING CONTROL)
choose a setpoint speed, and the governor will run at Feedforward control (load coming) is a proactive rather
that speed. The control can be either isochronous or than a reactive feature that allows the engine to accept
droop. larger load additions than would normally be allowed
lsochronous control means that the governor will without this feature. Feedforward works by immedi-
maintain a constant engine rpm regardless of load ately opening the throttle by a user-calibrated amount
(within the capacity of the engine). when a digital input goes high (8.6 - 36 volts). One
example of where this feature will help the perfor-
The governor can also operate in a droop mode, which mance of the engine is when starting a large electric
means that the governor will allow the engine to slow motor that is operating in island electric power genera-
down slightly under load. Droop is used to simulate the tion mode. Either at the moment the electric motor is
situation with mechanical governor where the engine started or a second or two before, the feedforward dig-
will run at a slightly higher rpm than the setpoint when ital input is raised high, and the ESM system opens
no load is placed on the engine. This feature can be the throttle to produce more power. Unlike standard
used to synchronize the output of multiple generator governing, the ESM system does not have to wait for
sets driving an isolated electrical grid. the engine speed to drop before opening the throttle.
Load Control
Load control mode is used when a generator set is
synchronized to a grid. In this case the grid controls
speed, and the ESM speed governing system controls
the engine load using signals from an external device.
SYNCHRONIZER CONTROL (ALTERNATE

DYNAMICS)
Synchronizer control (alternate dynamics) is a gover-
nor dynamic that can be used to rapidly synchronize
an engine to the electric power grid. The lower gain
values can be used to minimize actuator movement
when the engine is synchronized to the grid and fully
loaded to maximize actuator Bfe. Raising a high digital
input (8.6 - 36 volts) to the ECU puts the ESM speed
governing system in synchronizer control. The user
can program a small speed offset to aid in synchroni-
zation.
SECTION 2.05
FUEL SYSTEM DESCRIPTION

The function of the fuel system is to maintain a con-
stant airlfuel ratio throughout the load range of the
engine and to deliver the airlfuel mixture in the proper
quantities. The following components comprise the
engine fuel system:
Main Fuel Gas Pressure Regulator(s)
ESM AirlFuel Ratio (AFR) Control

NOTE: Refer to the Waukesha ESM Operation &
Maintenance Manual, Form 6295, Second Edition (or
current edition) for AFR information.
MAIN FUEL GAS PRESSURE REGULATORS
Figure 2.05-1 Main Fuel Gas Pressure Regulator -
NOTE: Mooney regulators are standard. 6 Cylinder GSI (Right Side Shown)
To ensure a steady fuel supply to the carburetor(s), all CARBURETOR(S)

engines have one main fuel gas pressure regulator for
each bank (see Figure 2.05-1). Engines that use standard carburetion have the carbu-
retor mounted just below the center of each intake
The main fuel gas pressure regulator(s) reduces the manifold (see Figure 2.05-2).
incoming fuel supply pressure to the carburetor(s).
The actual carburetor inlet fuel pressure will depend The carburetor(s) produces a combustible mixture by
on the heating value of the fuel. automatically mixing air and fuel in proper proportions.
From the main fuel gas pressure regulator(s) the fuel

flows into the carburetor(s), where it is mixed with air
and then flows into the combustion chamber.
Figure 2.05-2 Carburetor - 12 Cylinder
FORM 6300 2.05-1

LT ENGINES
On LT engines, higher compression ratio pistons
cause the fuel mixture to be burned in a highly efficient
manner, resulting in lower combustion emissions. LT
engines may be identified by the engine nameplate.
LOW FUEL PRESSURE SYSTEM ENGINES
Low fuel pressure "draw-thru" engines are capable of
using low pressure fuel by having the turbocharger
draw the airffuel mixture from the carburetor that is
mounted above the air cleaner housing. Characteris-
tics that are unique to these engines are listed below:
Main fuel gas pressure regulator(s) mounted off
engine (see Figure 2.05-3)
Carburetor(s) mounted in plenum(s) on top of the air
filter housing(s) (see Figure 2.05-4)
Unique piping for the system delivers the airlfuel
mixture to the intake manifold
Figure 2.05-3 Low Fuel Pressure System -

Pressure Regulator
Figure 2.05-4 Low Fuel Pressure System -

Carburetor And Plenum
2.05-2 FORM 6300

SECTION 2.10
IGNITION SYSTEM DESCRIPTION

The ignition system consists of the following compo-
nents:
ESM (Engine System Manger) lgnition System
lgnition Power Module with Diagnostics (IPM-D)
Spark Plugs, Spark Plug Carrier Extensions, Spark
Plug Sleeve (one per cylinder)
Spark Plug Connectors (one per cylinder)
lgnition Coils (one per cylinder)
ESM Knock Detection Control
Wiring
CSA Ignition (Optional) Figure 2.1 0-1 Ignition Harness
SPARK PLUGS, SPARK PLUG CARRIER SPARK PLUG CONNECTOR
EXTENSIONS, AND SPARK PLUG SLEEVES
Spark plug connectors, made of white Teflon, extend
I aCAUTION I 13/16 inch reach spark

plugs must be used on
VHP Series Four engines. Using improper size
from the spark plug to the top of the valve covers (see
Figure 2.10-2).
--------
spark plugs will cause damage to equipment.
One spark plug is provided for each of the cylinders.

On VHP Series Four engines, 13/16 inch reach spark
plugs are used. The spark plugs are threaded through RUBBER
a removable spark plug sleeve that does not need to
be removed for normal maintenance. A spark plug
extension connects the spark plug sleeve to the valve
cover.
IGNITION HARNESS TEFLON TUBE
The ignition harness is a combination of conduit pipe

and junction boxes with a braided sleeve connection Figure 2.10-2 Spark Plug Connector
harness (see Figure 2.10-1).
IGNITION COIL
One ignition coil is provided for each cylinder. Each
coil is attached to the valve covers, sealing the coil to
the valve cover recess and making a positive coil to
spark plug connector connection (see Figure 2.10-1
and Figure 2.10-3). The ignition coil leads use a
braided metal sleeve for improved durability.
FORM 6300 2.10-1

1. Ignition Coil 10. Square-Cut Seal Ring

2. 0-Ring, 0.210" x 1.725 11. Washer, 0.438"
3. Spark Plug Extension 12. Nut, 0.438"-14
4. 0-Ring, 0.103" x 1.612" 13. Valve Cover
5. Spark Plug Carrier Extension 14. Washer, 0.375"
6. Valve Cover Gasket 15. Capscrew, 0.375"-16 x 6.75"
7. Cylinder Head 16. Lock Washer, 0.312"
8. Spark Plug Sleeve 17. Nut, 0.312-24
9. Spark Plug 18. Stud, 0.312"
Figure 2.10-3 Ignition Assembly
ESM IGNITION SYSTEM

current edition) for additional information.
engine performance and maximize uptime (see
Figure 2.10-4). The ESM system integrates spark tim-
ing control, speed governing, detonation detection,
start-stop control, diagnostic tools, fault logging, and
engine safeties.
The Electronic Service Program (ESP) is the PC-
based service program (software) that is the primary
means of obtaining information on ESM system status.
ESP provides a graphical (visual) interface in a Figure 2.10-4 ESM Engine Control Unit (ECU)
~ i c r o s o fwindowsB
t~ 98 SElMelNT4 based environ-
ment. The PC used to run the ESP software connects
to the ECU via an RS-232 serial cable.
The ESM system controls spark plug timing with a dig- To prevent misleading vibration signals that may
ital capacitive discharge ignition system. The ignition exist at light loads from being incorrectly construed
system uses the capacitor discharge principle that pro- as knock, the ESM system does not monitor for det-
vides a high variable energy, precision-timed spark for onation at loads less than 50% of manufacturer's
maximum engine performance. The ESM ignition sys- rated load. This prevention also avoids unnecessary
tem provides accurate and reliable ignition timing shutdowns while the engine is warming up or run-
resulting in optimum engine operation. ning at low loads.
The ESM ignition system uses the ECU as its central If detonation is detected and the engine is shut
processor or "brain." Two magnetic pickups are used to down, the ECU records in the fault log that detona-
input information to the ECU. One pickup reads a tion occurred even if a PC was not connected.
magnet on the camshaft and the other senses refer- When a PC is connected to the ECU and the Elec-
ence holes in the flywheel. tronic Service Program (ESP) software is active, the
A separate module, the Ignition Power Module with ESP software displays when detonation is occur-
Diagnostic capability (IPM-D), is needed to fire the ring. If the engine is shut down due to detonation,
spark plug at the required voltage (see Figure 2.1 0-5). the shutdown and number of detonating cylinders
The IPM-D is CSA approved for Class I, Division 2, are recorded in the fault log. ESP provides a simple
Group D (T4 temperature rating), hazardous location user interface for viewing engine status and trouble-
requirements. shooting information during engine detonation.
CSA IGNITION SYSTEM

VHP Series Four engines are equipped with sealed
CSA ignition systems with sealed switches (see
Figure 2.1 0-6).
Figure 2.10-5 IPM-D
ESM KNOCK DETECTION

The ESM system detects detonation by monitoring
vibrations at each cylinder with engine-mounted knock
sensors. When a signal exceeds a detonation thresh-
Figure 2.10-6 CSA Switch
old, the ESM system retards timing incrementally on
an individual cylinder basis to keep the engine and
each cylinder out of detonation or from "knocking."
The following are the main features of the ESM sys-
tem's detonation detection:
The ESM system monitors for knock during every
combustion event.
A per-event measure of the knock level is compared
to a reference level to determine if knock is present.
Action taken by the ESM system when knock is
detected is proportional to the knock intensity identi-
fied.
FORM 6300 2.10-3

2.10-4 FORM 6300

SECTION 2.15
AIR INTAKE SYSTEM DESCRIPTION

The air intake system consists of the following compo-
nents:
lntake Manifold(s)
Air Filtration System - Air Cleaner(s)
Intercooler(s)
CARBURETOR(S) AND INTAKE MANIFOLD(S)
Both the carburetor(s) and air intake manifold(s) are
mounted to the outside of the cylinder bank(s). The
carburetor produces a combustible mixture by auto-
Figure 2.15-2 12 Cylinder Carburetor And lntake
matically mixing air and fuel in the proper proportions Manifold - Right Bank
(see Figure 2.15-1 and Figure 2.15-2).
The intake manifold(s) connects the intake ports of the
cylinders and equally distributes the aidfuel mixture to Six cylinder engines have one turbocharger (see
each. Figure 2.15-3); 12 cylinder engines have two turbo-
chargers, one for each bank (see Figure 2.1 5-4).
Figure 2.15-1 6 Cylinder Carburetor And lntake Manifold
Figure 2.15-3 6 Cylinder Turbocharger And Intercooler

INTERCOOLER(S) AIR CLEANER(S)

The box-type intercooler(s)are mounted on the rear of Six cylinder engines have one air cleaner (see
the engine (see Figure 2.15-3 and Figure 2.15-4). Figure 2.1 5-5), while 12 cylinder engines have two air
Heated compressed air from the turbocharger(s) cleaners (see Figure 2.15-4). Each air cleaner con-
enters the intercooler(s) and flows over a series of sists of the air filter frame, main air filter element, pre-
tubes through which the auxiliary water system cool- filter pad, air intake restriction indicator, and rain
ant is circulated. The temperature of the compressed shield.
air is reduced, which makes it denser.
Figure 2.15-5 Air Restriction IndicatorlFilter -

Figure 2.15-4 12 Cylinder Turbochargers And 6 Cylinder
Intercoolers
The air restriction indicator(s) will show "red if the air
intake restriction is 15 in. (381 mm) of water. This indi-
cates a clogged or dirty main air filter element andlor
clogged or dirty precleaner element.
SECTION 2.20
TURBOCHARGER SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM DESCRIPTION

VHP Series Four engines are turbocharged. The tur-
bocharger system consists of the following compo-
nents:
Connecting Hose@)and Piping

Wastegate
TURBOCHARGER(S)
The 6 cylinder engines have one turbocharger (see
Figure 2.20-1); 12 cylinder engines have two turbo-
chargers, one for each cylinder bank (see
Figure 2.20-2). The turbocharger is wastegate con-
trolled and uses a water-cooled center section. The
Figure 2.20-2 Turbochargers - 12 Cylinder
center section consists of exhaust and intake turbines
connected by a main shaft. The intake turbine is mated
to the intake manifold, and the exhaust turbine is
mated to the exhaust manifold. With the engine run- NOTE: The LT engines are equipped with a
ning, hot exhaust gases are forced into the exhaust differential pressure wastegate and typically do not
turbine causing it to rotate at high speed. This causes require adjustment for elevations up to 5000 ft
the intake turbine to rotate at the same speed because (1 524 m).
of the main shaft connection. The high speed rotation A water-cooled exhaust wastegate (see Figure 2.20-3,
of the intake turbine creates compressed air that is Figure 2.20-4, and Figure 2.20-5) is mounted at the
forced into the carburetor. outlet of each exhaust manifold. The wastegate is a
load limiting device. At a predetermined point, intake
manifold pressure counteracts the tension of a spring,
and a valve opens to bypass a portion of the engine
exhaust around the turbocharger turbine. In this way,
the air intake boost pressure is held within an accept-
able range.
Figure 2.20-1 Turbocharger - 6 Cylinder
FORM 6300 2.20-1

SECTION 2.25
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM DESCRIPTION EXHAUST MANIFOLD

The cooling system consists of the following compo- From each cylinder head, water passes up through the
nents: water outlet elbow connection (see Figure 2.25-1) to
one segment of the water-jacketed exhaust mani-
Jacket Water Circuit fold(~)and exits through the water outlet port to the
- Jacket Water HeaderIJacket Water water manifold (see Figure 2.25-2 and Figure 2.25-3).
Each exhaust manifold assembly is composed of indi-
- Exhaust Manifold vidual water-cooled segments.
- Jacket Water Pump
- Water Manifold
- Remote Heat Transfer Device (Customer-
Supplied)
- Jacket Water Temperature Control Valve
- Surge Tank (Optional)
Auxiliary Cooling Water Circuit
- Auxiliary Water Pump
- Intercooler(s)
- Oil Cooler
- Auxiliary Water Temperature Control Valve
- Auxiliary Water Heat Transfer Device Figure 2.25-1 Water Outlet Elbow
(Customer-Supplied)
JACKET WATER HEADERJJACKET WATER
The cooling water passageways in both the crankcase
and cylinder heads comprise the jacket water system.
The jacket water header is integrally cast within the
crankcase. Cooling water circulates around the cylin-
der liners inside the cylinder block. Water flows up
through the water passage openings in the deck of
each cylinder head, flows around the valve seats and
exhaust guides, and up to the water-cooled exhaust
manifold(s).
Figure 2.25-2 6 Cylinder Engine Cooling Components
FORM 6300 2.25-1

JACKET WATER PUMP The thermostats start to open as the engine warms up
to its normal operating temperature. A portion of the
A belt driven water pump is mounted on the front of the
coolant is diverted to the remote heat transfer device,
engine (see Figure 2.25-2 and Figure 2.25-3). Cooling
which absorbs the heat and directs the coolant back to
water exiting the pump is piped to the jacket water
the jacket water pump. The coolant supply from the
headers.
heat transfer device mixes with that portion of the cool-
WATER MANIFOLD ant which continues to flow down the bypass tube(s) to
provide a blend that is within the normal range.
The water manifold (see Figure2.25-2 and
Figure 2.25-3) receives the cooling water flowing out AUXILIARY WATER PUMP
of each segment of the exhaust manifold and routes it
All auxiliary water pumps are belt driven. The 6 cylin-
to the cluster thermostat housing.
der auxiliary water pump is located on the lower right
REMOTE HEAT TRANSFER DEVICE front of the engine (see Figure 2.25-4), while 12 cylin-
der engine auxiliary water pumps are located on the
The remote heat transfer device may be a radiator,
lower left front side (see Figure 2.25-3).
cooling fan, cooling tower, heat exchanger, or some
other device.
AUXILIARY WATER REMOTE HEAT lRANSFER
DEVICE
The auxiliary, or secondary, heat transfer device may
be a radiator, cooling fan, cooling tower, heat
exchanger, or some other device. The heat transfer
device provides cooling for the auxiliary system cool-
ant.
Figure 2.25-4 6 Cylinder Auxiliary Water Pump
The intercooler(s) cool the inlet air to the turbocharg-

ers to provide denser air to the turbochargers. The
intercooler(s) are located at the rear of the engine (see
Figure 2.25-5).
Figure 2.25-3 12 Cylinder Engine Cooling Components
CLUSTER THERMOSTAT HOUSING

The thermostats are enclosed in the cluster thermo-
stat housing at the outlet end (front) of the water mani-
fold (see Figure 2.25-2 and Figure 2.25-3). By
regulating the circulation of coolant, the thermostats
control the jacket water temperature. The thermostats
remain cloied while the engine is warming up, so cool-
ing water is circulated through the engine water jacket
only.
Figure 2.25-5 Intercoolers - 12 Cylinder Engine
2.25-2 FROM 6300

OIL COOLER
The coolant flows from the intercooler(s) to the oil
cooler. The oil cooler is a tube and baffle type assem-
bly (see Figure 2.25-6 and Figure 2.25-7). 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 2.25-6 Oil Cooler - 6 Cylinder Engine
Figure 2.25-7 Oil Cooler - 12 Cylinder Engine

2.25-4 FROM 6300

SECTION 2.30
LUBRICATION SYSTEM DESCRIPTION
LUBRICATION SYSTEM DESCRIPTION The flow of oil passes from the main bearing journals
into the T-drilled crankshaft and then up through drilled
The lubrication system consists of the following com- passages in the connecting rods. After lubricating the
ponents: connecting rod bearing, piston pin bushing, and piston
Oil Pan And Pickup Screen pin, the pressurized oil passes through an opening in
the top of the rod. The oil spray exiting the rod cools
Oil Pump the underside of the piston crown and drains back to
Oil Cooler the oil pan.
Temperature Control Valve Oil supply tubes tapped off of the internal oil passage
leading to the front main bearing, supply a continuous
Pressure Regulating Valve spray of oil to the gear train.
Full-Flow Oil Filter Internal passages in the crankcase casting also direct
Filter Relief Valve(s) the flow of pressurized oil to the camshaft bearing sad-
dles to provide lubrication of the main camshaft bear-
Oil Strainer ings (bushings). Oil flows through holes in the cam
External Piping (Customer-Supplied) bearing caps and down passageways in the valve lifter
housing. Oil lubricates the roller followers and cam
PRELUBE SYSTEM COMPONENTS lobes, after which it drops back to the oil pan.
Prelube PumpIMotor An external oil supply line off the main oil header car-
Prelube Operation ries oil to a separate external rocker arm oil header.
Supply tubes from the rocker arm oil header direct the
Pilot-Operated Prelube Valve flow of oil to the rocker arm assemblies and valves.
lnline Lubricator Excess oil drains down a cored passage in the cylinder
Oil Pressure Gauge head and runs down the outside of the pushrod tubes
to a drainage passage in the valve lifter guides. The
INTERNAL OIL CONTROL passage directs the flow of oil to a drainage hole in the
The main oil header is an integral part of the crank- valve lifter housing, where it flows back to the oil pan
case casting (see Figure 2.30-1). lnternal passages in via the camshaft recess.
the crankcase direct the flow of pressurized oil to the The flow of pressurized oil through the fixed valve lifter
main bearings via drillings in the main bearing sad- screws of the rocker arm assemblies also supplies oil
dles. to the lifters, where the excess oil joins the flow from
the cored passage in the cylinder head.
The flow of pressurized oil through the external system
is depicted in Figure 2.30-2.
,TURBOCHARGER
CRANKSHAFT FRONT MAIN

BEARING CAP
Figure 2.30-1 Internal Oil Flow System
2.30-2
FORM 6300
I I
Figure 2.30-2 External Oil System Schematic
OIL PAN AND PICKUP SCREEN

The bottom of the crankcase is enclosed by the oil
pan. The oil pump draws oil from the lowest point in
the oil pan and delivers it to the oil cooler. The oil
pickup screen (see Figure 2.30-3) prevents foreign
material in the oil pan from entering the oil circuit.
FORM 6300 2.30-3

%
G3 @,
OIL PAN AND PICKUP
Figure 2.30-4 Engine Oil Pump -

(With Guards Removed For Clarity) 12 Cylinder
OIL COOLER
The oil cooler (see Figure 2.30-5 and Figure 2.30-6) 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 dissi-
pation.
Figure 2.30-3 Oil Pan And

-
Pickup Screen Assembly 6 Cylinder
OIL PUMP
The gear-driven oil pump is externally mounted. On
VHP Series Four engines the oil pump is located on
the front of the engine, below the crankshaft (see
Figure 2.30-4).
Figure 2.30-5 Engine Mounted Oil Cooler - 12 Cylinder

The thermostat is enclosed in a housing mounted at
the oil cooler outlet (see Figure 2.30-6).
assemblv develops a force that exceeds 2000G1s,

which cm
i pacts the contaminants against the turbine's
housing. The centrifuge will remove oil contaminating
particles as small as 0.5 microns. The cleanable filter
elements remove remaining particles as small as
25 microns absolute. The Microspin system is more
environmentally friendly than systems that utilize dis-
posable elements. Cleaning the elements eliminates
the expense of replacement elements and the cost of
hazardous waste disposal. See Section 4.30 Lubrica-
tion System ~ e s c r i ~ t i o
forn information.
Figure 2.30-6 Oil Cooler - 6 Cylinder
NOTE: An optional oil cooler assembly is shipped

loose for 12 cylinder engines, and must be either skid
or remote mounted by the customer. The assembly
consists of the oil cooler, temperature control valve,
and pressure regulating valve. Figure 2.30-8 Optional Cleanable Oil Filter Elements
OIL STRAINER
The oil strainer contains one bypass pressure relief
valve. A pressure differential of 15 psi (103 kPa) opens
the valve and allows the oil flow to bypass the strainer
element enroute to the main oil header (see
Figure 2.30-7).
Figure 2.30-9 Microspin Centrifuge Assembly
PRELUBE OPERATION
I A CAUTION 1 Oil drains back into the

oil sump after engine
shutdown, leaving a minimal amount of oil at key
Figure 2.30-7 Oil Strainer wear points. since the crankshaft starts to turn
before the oil pump begins to circulate oil, failure
MICROSPIN CLEANABLE OIL FILTERING SYSTEM to prelube the engine will result in "dry" starts,
The Microspin system consists of two major compo- resulting in bearing damage and an accelerated
nents, cleanable oil filter elements (see Figure 2.30-8) wear rate.
and centrifuge (see Figure 2.30-9). The Microspin sys- The ESM system manages the start, stop, and emer-
tem filter elements are installed in the existing oil filtra- gency stop sequences of the engine including pre- and
tion canister. The centrifuge is installed as a bypass post-lube. Logic to start and stop the engine is built
system, working in conjunction with the filter elements. into the ECU, but the customer supplies the user inter-
The centrifuge is driven by the engine's oil pressure. face (control panel buttons, switches, touch screen) to
The spinning action of the centrifuge's internal turbine the ESM system.
PRELUBE PUMPIMOTOR INLINE LUBRICATOR

The function of the prelube pumplmotor is to purge the
lubrication system of air and to ensure that all moving
parts, especially the turbochargers, are properly lubri-
l a WARNING
If high pressure gas isused to drive the air/gas
I
cated before the engine is (see prelube pump motor, vent the motor exhaust t o a
Figure 2.30-1 0). safe area in conformance w i t h a l l applicable
codes. Improper venting may result i n severe per-
The inline lubricator injects oil into a stream of com-

pressed airlgas to automatically provide the proper
internal lubrication for the vanes of the airlgas oper-
ated prelube pump motor (see Figure 2.30-12). The
airlgas starting system also has a lubrication reser-
voir. See Section 4.45 Starting System Maintenance
for information.
Figure 2.30-10 Prelube MotorlPump Assembly
PRELUBE VALVE
The prelube valve opens to admit air from a branch of
the main airlgas supply line, which turns the prelube
pump air motor to activate the prelube pump (see
Figure 2.30-12 lnline Lubricator, Prelube Pump, And

-
Motor 12 Cylinder
OIL LEVEL REGULATOR - OPTIONAL

The regulator is mounted on the left lower side of the
engine (see Figure 2.30-13). The regulator maintains
the engine crankcase oil at the correct level. Makeup
oil from an elevated tank is supplied at the regulator
inlet.
NOTE: The regulator should be adjusted so that when
the engine oil is at the proper level, the regulator sight
glass is full to the midpoint.
Figure 2.30-11 Prelube Valve - 6 Cylinder
I A CAUTION 1 To prevent the regula-
tor from malfunction-
ing, the inlet screen t o the regulator should b e
cleaned regularly.
2.30-6 FORM 6300

Figure 2.30-13 Optional Oil Level Regulator
If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing make-
up oil to be added to the crankcase. A contact is avail-
able for a customer-supplied low oil warning or shut-
down system.
FORM 6300 2.30-7
- - -
---
1 LUBRICATION SYSTEM DESCRIPTION
SECTION 2.35
EXHAUST SYSTEM DESCRIPTION
I a WARNING
Do not inhale engine exhaust gases. Do not open
I
exhaust system while the engine i s running.
Exhaust gases are highly toxic and could cause
I a WARNING
Removal of exhaust heat shields will result i n
I
reduced service life on engine components. Disre-
garding this information could result i n product
damage and/or personal injury.
Figure 2.35-1 Turbocharger, Exhaust Manifold And
The exhaust system consists of the following compo- -
Wastegate 6 Cylinder
nents (see Figure 2.35-1):
EXHAUST MANIFOLD(S)
Exhaust Manifold(s)
Each water-cooled exhaust manifold assembly is com-
posed of individual segments (see Figure 2.35-1). The
Exhaust Wastegate(s) exhaust port of each cylinder head is connected to one
water-jacketed segment of the exhaust manifold.
Exhaust Piping and Flexible Connections Water outlet elbows (see Figure 2.35-2) connect the
(Customer-Supplied) water outlet hole in each cylinder head with the
exhaust manifold segments.
A wastegate-controlled turbocharger is provided for

each cylinder bank (see Figure 2.35-1). The compres-
sor side of the turbocharger is part of the air induction
system; the turbine side is part of the exhaust system.
When the turbine spins through the expansion of
exhaust gases exiting the engine, the movement of the
compressor wheel causes the air passing through the
air cleaner enroute to the carburetor to be com-
pressed.
--- - -
Figure 2.35-2 Exhaust Manifold And Water Outlet Elbow
FORM 6300 2.35-1

NOTE: The LT engines are equipped with a

differential pressure wastegate and do not require
adjustment for elevations up to 5000 ft (1524 m).
A water-cooled exhaust wastegate (see Figure 2.35-3,
Figure 2.35-4, and Figure 2.35-5) is mounted at the
outlet of each exhaust manifold. The wastegate is a
load limiting device. At a predetermined point, intake
manifold pressure counteracts the tension of a spring,
and a valve opens to bypass a portion of the engine
exhaust around the turbocharger turbine. In this way,
the air intake boost pressure is held within an accept-
able range.
Figure 2.35-5 Wastegate - 6 Cylinder
Exhaust gases driving (or bypassing) the turbocharger

turbine exit the engine through the exhaust tee (see
Figure 2.35-6). Exhaust gases passing through the
flexible exhaust connection (shipped loose) are
directed into the atmosphere through customer-sup-
plied exhaust piping.
b
Figure 2.35-3 Wastegates - 12 Cylinder Differential
Figure 2.35-6 Exhaust Tee - 12 Cylinder
Figure 2.35-4 Wastegates - 12 Cylinder
2.35-2 FORM 6300

SECTION 2.40
CRANKCASE BREATHER SYSTEM'DESCRIPTION
CRANKCASEBREATHER SYSTEM The crankcase separator screen allows vapors to be

DESCRIPTION vented from the crankcase. It also serves to stop a
portion of the oil carried by these vapors from reaching
The purpose of the crankcase breather system is to the oil separator. As the oil mist and vapors pass out of
maintain a slight negative pressure in the crankcase. the crankcase, the expanded metal elements in the
The negative Pressure rids the crankcase of harmful separator screen restrict the flow of much of the oil,
water vapors and combustion gases, and helps to pre- dropping the surplus back into the oil pan.
vent sludge buildup and oil contamination. The
breather system is also designed to separate the oil
from the vapors before the discharge is released into
the atmosphere.
All engines are provided with manual crankcase pres-
I sure adjustment. The adjustment is accomplished by

admitting more or less outside air into the breather
system. All manual adjustment devices are externally
controlled and easily accessible.
The components of the crankcase breather system
are as follows:
Crankcase Separator Screen
I
I Oil Separators
Vacuum ValveIChoke Valve
Figure 2.40-1 Crankcase Separator Screen -
Breather Regulator 6 Cylinder
Venturi Extractor
Crankcase Pressure Relief Valves
SEPARATORSCREENMAINTENANCE
On 6 cylinder engines, the separator screen is located
in the top surface of the crankcase at the rear of the
engine under the separator piping (see Figure 2.40-1).
On 12 cylinder engines, the separator screen is
located in the rear right side of the crankcase, under
the separator piping (see Figure 2.40-2).

12 Cylinder
FORM 6300 2.40-1
- - -
1 CRANKCASE BREATHER SYSTEM DESCRIPTION
OIL SEPARATOR(S)
Six cylinder engines have one oil separator located at
the rear of the engine (see Figure 2.40-3).
Figure 2.40-5 Oil Separator Assembly -
--
As the crankcase vapors and oil mist pass through the
Figure 2.40-3 Oil Separator Assembly - oil separator, much of the oil adheres to the steel mesh
6 Cylinder element contained in the inlet side of the separator
housing. This surplus oil condenses, drops into the
Twelve cylinder engines have two oil separators. One base of the separator, and returns to the oil pan
oil separator is connected by an elbow to the vent in through a drain tube in the base of the separator hous-
the gear housing cover on the front left side of the ing (see Figure 2.40-6). The crankcase vapors pass
engine (see Figure 2.40-5). The second oil separator into the venturi extractor where they are drawn into the
is mounted above the crankcase at the rear right side exhaust stack and discharged into the atmosphere.
of the engine (see Figure 2.40-4). This oil separator is
connected by a breather tube to the crankcase sepa- NOTE: Drain must be piped back to the crankcase to
rator screen in the top of the crankcase. prevent oil from collecting in the separator canister.
RETAINING CRANKCASE
VAPOR OUTLET
CELLULAR
m-\
12 Cylinder
DRAIN
STEEL MESH
SEPARATOR ELEMENT
HOUSING CRANKCASE VAPOR
AND OIL INLET
Figure 2.40-6 Oil Separator
FORM 6300
CRANKCASE BREATHER SYSTEM DESCRIPTION
CHOKE VALVEIVACUUM VALVE The venturi extractor (see Figure 2.40-9) creates a
vacuum at the exhaust pipe connection to draw the
The choke valveladjusting valve allows the crankcase crankcase vapors from the oil separator(s) into the
pressure to be adjusted externally. Refer to exhaust stack.
Section 4.40 Crankcase Breather System Mainte-
nance for procedures to adjust the crankcase pres-
sure.
On 6 cylinder engines, crankcase pressure is adjusted
with either an ejector breatherladjusting valve assem-
bly (see Figure 2.40-7) or a venturiladjusting screw
assembly (see Figure 2.40-8).
Figure 2.40-9 Venturi ExtractorlChoke Valve

Assembly - 12 Cylinder
BREATHER REGULATOR
The crankcase breather regulator assembly (see
Figure 2.40-1 0) automatically performs fine adjust-
ments to maintain a negative crankcase pressure as
Figure 2.40-7 Ejector BreatherlAdjustingValve the engine changes speed and load. Maintaining a
Assembly - 6 Cylinder negative crankcase pressure is important to prevent oil
Standard 12 cylinder GSI and L5774LT models are leaks and vacate harmful vapors, but too much pres-
equipped with a breather venturi on the exhaust outlet sure pulls in environmental dust and dirt. With less
(see Figure 2.40-8). load, less vacuum is required to vacate crankcase
vapors.
Figure 2.40-8 Breather Exhaust System Venturi

Figure 2.40-10 Breather Regulator
VENTURI EXTRACTOR
With an increase in load, the amount of compressor
Optional on GSI models and standard on the L5794LT discharge air from the turbochargers increases and
models is a venturi extractor with a choke valve the plate within the regulator floats up. More outside
located on the end of the venturi extractor. air is sucked in as the plate rises, which allows the
breather system to draw a greater vacuum.
FORM 6300 2.40-3

CRANKCASE BREATHER SYSTEM DESCRIPTION
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
cooling capacity of the gauze is doubled when oil wet-
ted, a condition effected by the oil mist that normally
The number of pressure relief valves used on the exists in the crankcase or by oil spray from the con-
engine depends on the volume of the crankcase. necting rod bearings. The valve incorporates the flame
When using this option, never operate the engine trap as a single unit, and the O-ring construction elimi-
without the proper number of valves o n the nates oil leakage.
engine. The ability of the system to function i s
dependent upon the proper number of relief
valves. Operation without the proper type and
number of relief valves, or if the relief valves are
not properly maintained, can result in severe per-
Some customers may require crankcase pressure

relief valves as a safety precaution, in lieu of the stan-
dard oil pan door (see Figure 2.40-11). The valves
open fully when the pressure in the crankcase
exceeds one pound per square inch and close tightly
and quickly to prevent the inflow of air after the internal
pressure has been relieved. The possibility of combus-
tion is prevented, since no oxygen is allowed to enter
the crankcase to support new combustion. The valves
do not prevent crankcase combustion, but only reduce
the peak pressures, thereby minimizing damage.
Figure 2.40-1 1 Crankcase Pressure Relief Valve
2.40-4 FORM 6300

SECTION 2.45
ESM STARTING SYSTEM DESCRIPTION
ESM STARTING SYSTEM DESCRIPTION

Prelube Pump And Motor
lnline Lubricator
Starter Motor(s) Air/Gas or Electric
From the bulkhead, all gas vented from the system

must be piped t o a safe area in conformance with
all applicable codes. Failure t o comply could result
in serious personal injury or death.
) aCAUTION 1 Oil drains back into the

oil sump after engine
shutdown, leaving a minimal amount of oil at key Figure 2.45-1 Prelube Pump And Motor
wear points. Since the crankshaft starts to turn
before the oil pump begins t o circulate oil, failure INLINE LUBRICATOR
to rel lube the engine will result in ''dry" starts,
-,-he inline
lubricator (see ~ i ~ ,2.45-2)
, , . ~ provides the
resulting in bearing damage and an accelerated
prelube motor with lubrication during the starting
wear rate. Disregarding this information could
sequence.
result in product damage andlor personal injury.
PRELUBE PUMP AND MOTOR
The prelube pump and motor (see Figure 2.45-1) cir-
culate the oil through the engine. The ESM system
manages the start, stop, and emergency stop
sequences of the engine including pre- and post-lube.
Logic to start and stop the engine is built into the ECU,
but the customer supplies the user interface (control
panel buttons, switches, touch screen) to the ESM
system.
-
Figure 2.45-2 Prelube Pump /Motor 12 Cylinder Engine
SECTION 2.50
ESM ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION
ESM ENGINE PROTECTION SHUTDOWN

SYSTEM DESCRIPTION OPTIONS
ESM SYSTEM ENGINE SAFETIES
Figure 2.50-1). The ESM system integrates spark tim-
ing control, speed governing, detonation detection,
start-stop control, diagnostic tools, fault logging, and
engine safeties.
The ESM system provides numerous engine safety
shutdowns to protect the engine. These engine safety
shutdowns include the following:
Low oil pressure Figure 2.50-1 ESM Engine Control Unit (ECU)
10% overspeed instantaneous When a safety shutdown occurs, several internal
Waukesha-calibrated to run no more than rated actions and external visible effects take place. Each
speed safety shutdown will cause the following actions to
occur:
User-calibrated driven equipment overspeed
Ignition spark stops instantaneously.
Engine overload (based on percentage of engine
torque) Gas shutoff valve is closed.
Uncontrollable knock The digital output from the ECU to the customer is
changed to indicate to the customer's driven equip-
High intake manifold air temperature
ment or PLC that the ESM system has shut down
High jacket water coolant temperature the engine and something is not operating as
expected.
Internal ECU faults
Red status LED on the front of the ECU flashes the
Failure of magnetic pickup shutdown fault code.
Shutdown signal is transmitted over the customer
interface (RS-485 MODBUS) and digital output.
An entry is added to the fault log and can be read
using the ESM ESP software.
current edition) for more information and system
programming.
FORM 6300 2.50-1

ESM STANDARD COMPONENTS The ESM system includes the following engine
mounted and wired sensors (see Figure 2.50-2,
The ESM system including the modules and cables Figure 2.50-3, and Figure 2.50-4):
meets Canadian Standards Association (CSA) Class I,
Division 2, Group D, hazardous location requirements. Oil pressure sensor (1)
The ESM system includes as standard equipment: Oil temperature sensor (1)
Engine Control Unit (ECU) Intake manifold pressure sensor(s)
Ignition Power Module with Diagnostics (IPM-D) Intake manifold temperature sensor (1)
PC-based Electronic Service Program (ESP) Jacket water temperature sensor (1)
Electric throttle actuator Magnetic pickups (2)
Knock sensors
JACKET WATER
TEMPERATURESENSOR
KNOCK SENSORS
OIL PRESSURE
SENSOR
INTAKE MANIFOLD
PRESSURE SENSOR
INTAKE MANIFOLD
TEMPERATURE SENSOR
MAGNETIC PICKUP -------)

I I
I I
-
Figure 2.50-4 ESM Sensors Rear Side
ENGINE PROTECTION SYSTEMS STANDARD-

COMPONENTS
The control switches that make up the engine protec- Switches for alarms and automatic engine shut-
tion shutdown system must be supplied by the cus- down must be supplied by the customer. The sen-
tomer. Waukesha provides the following: sors provided are for measuring and monitoring
Sensors and Thermocouples temperatures and WILL NOT shut the engine down
if potentially harmful temperatures are reached.
Thermocouple Connections Waukesha will not be responsible for any property
Manual Shutdown Switches damage, personal injury, or death, due t o the fail-
ure to follow these instructions.
NOTE: The customer-supplied control switches must
be incorporated into the remote engine control panel
logic.
TURBOCHARGER EXHAUST EXHAUST

INLET ELBOW LEFT BANK
THERMOCOUPLE
LEADS
RIGHT BANK
-
Figure 2.50-5 Exhaust Thermocouples Arrangement 12 Cylinder Engine
K-TYPE THERMOCOUPLES
Thermocouples are used to measure oil temperature
(see Figure 2.50-6), jacket water temperature (see
Figure 2.50-7), and intake manifold (left and right bank
on vee engines) exhaust temperature (see
Figure 2.50-8). These thermocouples are wired
through a bulkhead connector to a remote mounted
instrument panel (customer supplied or as a Wauke-
sha option).
Figure 2.50-7 Jacket Water Temperature Sensor
Figure 2.50-6 Oil Inlet Temperature Sensor
FORM 6300 2.50-5
--
THERMOCOUPLE CONNECTIONS
The function of the thermocouple connections is to
provide the customer with one easy location to con-
nect wiring between the engine thermocouples and
the customer's control panel (see Figure 2.50-10).
Figure 2.50-8 Exhaust Thermocouple - 12 Cylinder

Engine Rear Left
Additional K-type thermocouples that may be found on

the engine:
Thermocouples used to monitor the main bearing
Figure 2.50-10 Thermocouple Connections
temperatures are available as an option. All thermo-
couples end at a bulkhead bracket when shipped. It
is the customer's responsibility to connect the wiring
to the remote-mounted instrument panel. Main
bearing sensor logic must be supplied by the cus-
tomer.
Thermocouple used to monitor oil sump tempera-
ture.
Oxygen sensor thermocouple mounted in the
exhaust system (see Figure 2.50-9).
Thermocouples for the compressor system.
Figure 2.50-9 AFR Oxygen Sensor And Thermocouple -

6 Cylinder
2.50-6 FORM 6300

CHAPTER 3 - ENGINE STARTUP AND SHUTDOWN
CONTENTS
SECTION 3.00 - ENGINE STARTUP AND SHUTDOWN

CHAPTER 3 - ENGINE STARTUP AND SHUTDOWN
FORM 6300
SECTION 3.00
ENGINE STARTUP AND SHUTDOWN
PRESTART INSPECTION
To avoid severe personal injury or death, be sure

that the clutch, circuit breaker, or other main
power transmission device is disconnected.
1. Inspect entire cooling system to verify all control

valves are properly opened and all drain cocks are
completely closed.
Always wear protective clothing when checking or

venting the cooling system on a heated engine.
Slowly loosen the air bleed petcock to relieve any -
Figure 3.00-1 Engine Guards 12 Cylinder
excess pressure' Use the vent On the pressure cap 5. Check air cleaner restriction indicator(s). If indica-
to allow pressure escape' Escaping tor(~)shows red, clean precleaner andlor air cleaner
andlor hot water can result i n severe burns or
elements (see Figure 3.00-2).
death.
2. Check coolant level; add coolant if necessary. If

coolant is needed, open cooling system air vents to
allow trapped air to escape.
3. Check for oil andlor coolant leaks.
4. Verify all protective guards and shields on both
engine (see Figure 3.00-1) and driven equipment are
secure. Remove tools, rags, fittings, or any other
objects that may get caught by rotating parts.
Figure 3.00-2 Air Restriction IndicatorIFilter -

6 Cylinder
ESM ENGINE STARTUP PROCEDURES

NOTE: Complete the initial preprogramming of the
Make certain barring device is disengaged from ESM before applying power to the ESM system and
flywheel prior to starting engine. Remove all starting the engine. All safety shutdown setpoints are
wrenches from the barring device before engaging entered into the ESM using a personal computer.
starter. Failure to follow proper procedures could Refer to the Waukesha ESM Operation & Maintenance
cause severe personal injury or death. Manual, Form 6295, Second Edition (or current
edition) for more information.
6. Bar engine over two revolutions in a counterclock-
wise direction and verify nothing interferes with rota- NOTE: Engines that are required to start at
temperatures below 50" F (10" C)should be equipped
tion (see Figure 3.00-3).
with both an oil and coolant heater. Verify engine is
warm enough before attempting to start.
1. Reset all engine protection switches and devices.
Check Engine Control Unit (ECU) alarm and shutdown
status LEDs located on front of ECU. Yellow and red
LEDs flash codes when an alarm or shutdown occurs.
Using a PC, review electronic service program (ESP)
total fault history and verify all faults have been reset.
Status LEDs will remain flashing unless cleared using
ESP or the engine is restarted.
2. Verify ESM is in control of fuel shutoff valve.
3. Verify IGNITION (Emergency Stop) buttons are
pulled out (see Figure 3.00-6 and Figure 3.00-7).
NOTE: The ESM system is calibrated by Waukesha
Figure 3.00-3 Engine Barring Device - Engine to both alarm and shutdown on low oil
12 Cylinder Engine pressure. However, low oil pressure alarm and
shutdowns are inhibited for a period of time after
7. Check crankcase oil level daily before enctine is enaine
" start.
started. Blade of dipstick is marked "low" and "full"
(see Figure 3.00-4). Always maintain oil level at "full"
mark. Both marks on dipstick are "static lines." Dipstick I aCAUTION If the oil pressure
(gauge does not indi-
cate sufficient oil pressure within 15 seconds,
is not accurate when engine is running.
shut the engine down immediately. Never operate
the engine without the proper oil pressure indica-
tion. Disregarding this information could result in
product damage.
4. Connect PC to ECU and display engine panel (F2)
screen. Read oil pressure as soon as engine starts.
Normal oil pressure is 55 2 5 psi (380 * 35 kPa).
Low oil pressure alarm setpoint is 35 psi (241 kPa).
Low oil pressure shutdown setpoint is 30 psi
Figure 3.00-4 Dipstick (207 kPa).
8. Examine engine foundation for condition, tightness Turbocharged engines
of holddown bolts and general alignment of driven should not be idled for
equipment. extended periods. Accumulated carbon may dam-
age turbocharger. Shut down and restart when
needed.
5. Warm 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).
3.00-2 FORM 6300

6. Gradually apply load to avoid overloading engine. ENGINE SHUTDOWN PROCEDURES

ESM ENGINE CHECKS DURING ROUTINE SHUTDOWN
OPERATION
( dh CAUTION 1 diately if the oil pres-

Stop the engine imme-
Allow engine to cool for at least ten minutes after
sure is low or fluctuating. Never operate the shutdown. Do not restart an overheated engine or
engine without the proper oil pressure indication. an engine that has been shut down by the engine
Disregarding this information could result in prod- protection system until the cause has been deter-
uct damage. mined and corrected. Disregarding this informa-
tion could result i n severe personal injury or
death.
current edition) for more information. 1. Gradually reduce engine load.
1. Observe system readings for oil pressure, oil tem- 2+ Operate engine at idle speed for five minutes to
perature, and water temperature on ESM [F2] engine cool down engine temperatures.
panel screen.
2. Check air restriction indicator on each air cleaner
while the engine is running. Refer to Section 4.15 Air
Intake System Maintenance, and cleanlreplace pre-
I a WARNING
Always insure that the fuel gas valve(s) are closed
I
cleaner and/or air cleaner elements if air restriction after engine shutdown. Failure to close valve(s)
indicator(s) shows red (see Figure 3.00-5). could cause severe personal injury or death.
3. Post-lube engine for five minutes. ESM is pro-

grammed to automatically post-lube engine.
[ a C A U T I O N 1shut
If the engine i s being
down for an
extended period of time, cap the exhaust pipe to
prevent moisture or contaminants from entering
the engine. Failure to follow these instructions
could cause severe engine damage and/or per-
sonal injury.
EMERGENCY SHUTDOWN
Figure 3.00-5 Air Restriction Indicators -

I a WARNING
To avoid severe personal injury or death, allow the
J
12 Cylinder Engine engine to cool for at least ten minutes after the
engine is stopped. Do not restart an overheated
3. Verify engine status using ESM engine panel engine or an engine that has been shut down by
screen. These panels display system and component the engine protection system until the reason for
status, current pressure and temperature readings, the shutdown has been determined and corrected.
alarms, ignition status, governor status, airlfuel control
status (with AFR option), and programmable adjust- 1. When the red emergency stop button located on
ments. side of engine is pressed, the engine will perform an
emergency stop. In addition, if IPM-D power fails, the
4. Listen to engine. Certain problems, such as occa- engine will perform an emergency stop.
sional misfiring, turbocharger bearing failure, or water
pump problems, may first be noticeable from engine
sound.
5. Observe governor control rod. Engine misfire can
be seen as an occasional "twitch of the control rod.
6. Visually examine fuel, water, and lubrication lines
for signs of leaks, damage, or corrosion.
FORM 6300 3.00-3

MAINTENANCE OF STANDBY UNITS

A generator set, or other standby unit, should be exer-
cised once each week. A record should be maintained
of performance and servicing of both the engine and
driven equipment.
I aCAUTION 1 Turbocharged engines

should not be idled for
extended periods. Accumulated carbon may dam-
age turbocharger. Shut down and restart when
needed.
Always run the engine long enough to stabilize the oil

and water temperatures at the normal operating level
expected under load. Do not operate the engine under
Figure 3.00-6 Control Panel - 12 Cylinder Engine no-load conditions for other than very brief periods.
Left Side Loads of at least one-third the normal rated capacity
are recommended. Ordinarily, an exercise run of one
to two hours will be needed.
Some types of driven equipment cannot be operated
without fairly extensive procedures "to put them on the
line."
Weekly exercise may have to consist of periods long
enough to check the engine's ability to crank and start,
or check starting circuitry and safety equipment with
the starter disabled. Special attention must be taken to
prevent internal corrosion, sticking and gumming of
fuel controls, and deteriorated starting batteries.
Arrangements should be made to run the-engine and
driven equipment under load at least every 90 days.
ENGINE PERFORMANCE RECORD

Figure 3.00-7 CSA Control Panel - 6 Cylinder Engine Engine operating information, recorded during regular
Right Side inspections, is necessary to apply proper Routine
Maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, insuring
needed servicing, and providing "trend" information on
general engine condition. See Section 4.60 Mainte-
nance Schedule "Engine Performance Record" for
additional information.
3.00-4 FORM 6300
- - ----
CHAPTER 4 - MAINTENANCE AND STORAGE
CONTENTS
SECTION 4.00 - SPEED GOVERNING SYSTEM MAINTENANCE

SECTION 4.05 - FUEL SYSTEM MAINTENANCE
SECTION 4.1 0 - IGNITION SYSTEM MAINTENANCE
SECTION 4.15 - AIR INTAKE SYSTEM MAINTENANCE
SECTION 4.20 - TURBOCHARGER SYSTEM MAINTENANCE
SECTION 4.25 - COOLING SYSTEM MAINTENANCE
SECTION 4.30 - LUBRICATION SYSTEM MAINTENANCE
SECTION 4.35 - EXHAUST SYSTEM MAINTENANCE
SECTION 4.40 - CRANKCASE BREATHER SYSTEM

MAINTENANCE
SECTION 4.45 - STARTING SYSTEM MAINTENANCE

SECTION 4.50 - ENGINE PROTECTION SYSTEM
MAINTENANCE
SECTION 4.55 - VALVE ADJUSTMENT

SECTION 4.60 - MAINTENANCE SCHEDULE
SECTION 4.65 - ENGINE STORAGE
FORM 6300
- --- - -
CHAPTER 4 - MAINTENANCE AND STORAGE
SECTION 4.00
SPEED GOVERNING SYSTEM MAINTENANCE
ESM SPEED GOVERNING SYSTEM To perform maintenance to the throttle actuator link-
MAINTENANCE age/governor linkage, complete the following:
1. Shut down engine.
Maintenance Manual, Form 6295, Second Edition (or 2. Verify jam nuts on both ends of throttle actuator
current edition) for more information. linkage are secure (see Figure 4.00-2). Inspect rod
GOVERNOR MAINTENANCE ends. Replace if worn.
Throttle Actuator Inspection And Maintenance 3. Inspect throttle actuator rod for straightness and
damage.
4. Lubricate grease fittings on both ends of governor
rod at each oil change. Clean off any excess grease.
Always read and comply with safety labels on all Use ClTGO Lithoplex Grease NLG12 [service temper-
containers. DO not remove or deface the container ature range 200 - 2500 F (-70 - 121" c)]or equivalent
labels. Improper handling or misuse could result (see Figure 4.00-2).
5. Verify proper operation of throttle actuator by per-
Every year or as needed the throttle actuator link- forming a manual calibration of actuator using ESP.
linkage must be inspected and lubri-
d (see Figure 4.00-1 ).
Figure 4.00-1 Throttle Actuator Linkage

SPEED GOVERNING SYSTEM MAINTENANCE
ACTUATOR ROD
GREASE FITTING
Figure 4.00-2 Throttle Actuator Linkage Maintenance
4.00-2 FORM 6300 Third Edition

SECTION 4.05
FUEL SYSTEM MAINTENANCE
FUEL SYSTEM MAINTENANCE AIRIFUEL RATIO CONTROL

current edition) for programming.
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear DESCRIPTION OF AFR CONTROL
the engine supply lines and piping of accumulated The ESM AirIFuel Ratio (AFR) control option is
gas before performing any maintenance work on designed to control the airlfuel ratio of Waukesha's rich
the fuel system, or severe personal injury or death burn (stoichiometric) engines. An engine's airlfuel ratio
could result. defines the amount of air measured by mass in rela-
Perform the following steps prior to working on any fuel tion to the mass of fuel supplied to an engine for com-
system components: bustion. By controlling an engine's airlfuel ratio with
ESM AFR control, exhaust emissions are minimized
I 1. Run engine at idle with no load.
2. Close gas shutoff valves upstream from main fuel
while e a k engine performance. The AFR
control regulates the engine's airlfuel ratio even with
gas pressure regulators. changes in engine load, fuel pressure, fuel quality, and
environmental conditions.
3. Let engine run. The supply lines are clear when
engine stops. The ESM AFR control is completely integrated into the
ESM svstem, with all sensor inputs, control routines,
If provision has been made for downstream shutoff and ouiput
actions handled by the ECU.
and bleed valves, continue with Step 4 through Step 6:
REGULATOR FILTER CLEANING AND
4. Close gas shutoff valves upstream from main fuel
gas pressure regulators. INSPECTION (FISHER AND MOONEY)
5. Close downstream shutoff valves. NOTE: Mooney regulators are standard.
FILTER MAINTENANCE (FISHER REGULATOR)
I a WARNING
Gas vented from engine components must be
I Clean or replace the filter of the main fuel gas pres-
sure regulators annually. If clogging is suspected in the
piped to a safe area in compliance with all applica- upstream regulator passages, more frequent cleaning
ble codes. Disregarding this information could may be required.
result in severe personal injury or death. Filter Element Removal
6. Open bleed valve between regulators and down-
stream shutoff valves.
NOTE: Do not change the main fuel gas pressure Ensure that the fuel source is completely shut off
regulator spring adjustment. The regulator opens in prior to working on fuel system components. Clear
response to decreased outlet pressure, so all pressure the engine supply lines and piping of accumulated
between the upstream and downstream shutoff valves gas before performing any maintenance work on
is released through the bleed valve. the fuel system, or severe personal injury or death
could result.
1 . Disconnect pilot chamber supply tube from filter

body assembly (see Figure 4.05-1).
2. Remove 1-118 inch filter head hex nut from pilot
chamber orifice pipe nipple.
Figure 4.05-1 FisherTM

99 Regulator Fuel Gas Filter
3. Remove filter assembly. Disassemble as follows:

A. Remove 1-118 inch filter head hex nut from filter
body.
B. Remove machine screw securing filter element
to filter head.
C. Remove two flat washers and filter element.
1. Thoroughly wash all parts of filter assembly in a

non-volatile cleaning solution or solvent. Blow dry with
low pressure compressed air.
2. Inspect filter element. Replace as necessary.
Figure 4.05-2 Fisher 99 Regulator Filter
Filter Element Installation
1. Reassemble filter assembly as follows (see
Figure 4.05-2): The filter element is subject to plugging and must be
A. Place flat washer on support flange inside filter inspected and replaced as necessary. The frequency
head hex nut. of inspection and replacement of the filter element
depends on severity of service conditions and the
B. Center filter element on top of washer. length of time in service.
C. Center second flat washer on top of filter ele-
ment.
D. Slide machine Screw through center of filter ele- Before disassembly make sure the regulator and
ment. Thread screw into filter head. filter have been isolated from the process by clos-
E. Thread filter head hex nut onto filter body. ing block valves on the inlet and outlet sides of the
regulator. Safely release pressure and process
2. Thread other end of filter head hex nut onto pilot fluid from body and pilot system. Failure to prop-
chamber orifice pipe nipple. erly complete these steps may result in personal
3. Apply perma-LOP Heavy Duty Pipe Sealant to injury and property
threads of fittings and connect pilot chamber supply
tube (see Figure 4.05-1) to body of filter assembly.
4.052 FORM 6300

Filter Element Removal

1 . Depressurize main valve and filter. Remove filter
housing (see Figure 4.05-3).
Figure 4.05-5 Filter Fitting
Filter Element Installation

1. Lubricate O-ring with Parker Super 0-LubeTM(or
Figure 4.05-3 Filter Assembly equivalent non petroleum based lubricant) and install
in filter fitting.
2. Inspect filter element and replace if necessary
(see Figure 4.05-4). NOTE: If the filter guide is removed, apply a small
quantity of LoctiteB (or equivalent) to the threaded
area and screw hand tight into filter body
2. Lubricate threads of filter housing with LubriplateB
(or equivalent petroleum based lubricant).
3. Place filter element into housing (see
Figure 4.05-3). Screw housing into fitting and tighten
to5 ft-lbs (6.8 N.m). Do not overtighten (overtightening
an O-ring joint will not improve seal). Element will
guide itself into position regardless of orientation.
REGULATOR ADJUSTMENTS
The Mooney regulators were designed to track simi-
~ -
larly to the previous Fisher regulator. The gaslair set-

ting and carburetor adjustments will remain the same
as those used with the Fisher regulator. Mooney regu-
Figure 4.05-4 Filter Element lators require specific supply pressures depending on
3. Remove filter O-ring (see Figure 4.05-5). A paper engine model (see Table 4.05-1).
clip or other suitable tool can be used. Inspect for The gas over air (gaslair) adjustment is controlled by
defects and replace if necessary. adjusting the stem screw and lock nut located at the
bottom of the pilot assembly. Turning the stem screw
clockwise will increase spring tension increasing the
gaslair. Turning the screw counterclockwise will
reduce spring tension and reduce the gaslair setting.
Initial setting is a stem length of approximately 2.75 in.
(6.98 cm) measured from adjuster housing fitting (see
Figure 4.05-6).
FORM 6300 4.05-3

Table 4.05-1 Mooney Regulator Fuel Pressures

i
RECOMMENDED NATURAL GAS MAXIMUM NATURAL GAS SUPPLY
ENGINE MODEL SUPPLY PRESSURE TO ENGINE PRESSURE TO ENGINE MOUNTED
MOUNTED REGULATOR REGULATOR
F3514GSI; F3524UL5794GSI;
L7044GSI
24 - 50 psig (165 - 345 kPa) 75 psig (517 kPa)
L5794LT; L5774LT 43 - 60 psig (296 - 414 kPa) 75 psig (517 kPa)
ORIFICE
Inside Diameter
0.052" (1.3 mm)
Figure 4.05-6 Spring Adjuster Assembly

Figure 4.05-7 Fixed Restrictor Orifice
MAINTENANCE SCHEDULE
1. Once a year replace seals, O-rings, diaphragms,
and filter element (see Table 4.05-2 and
Table 4.05-3).
2. lnspect and clean fixed restrictor orifice located in
pilot inlet supply connection (see Figure 4.05-7
and Figure 4.05-8). Orifice inside diameter is
0.052 in. (1.3 mm) (#55 drill).
NOTE: Pilot parts are subject to normal wear and
must be inspected and replaced as necessaly. The
frequency of inspection and replacement of parts
depends on severity of service conditions andlor the
requirements of local, state, and federal regulations.
Be certain that the nameplates are updated to
accurately indicate any field changes in equipment,
materials, service conditions, or pressure settings.
3. lnspect all other components (replace as needed).
I
Figure 4.05-81nline Regulator (Left Bank)
REPLACEMENT SERVICE PARTS table 4.05-3~ervicePart Kits

AND KITS I- PIN I DESCRIPTION
I
Pilot Maintenance Kit (Pivot ~ s s e m bO-
l~
NOTE: A spare cartridge may be installed and the 489669 ring, Diaphragm, Closing Cap O-ring,
regulator returned to service if time is a factor. Make Adjusting Assembly O-ring)
sure the Stem O-ring is still in place in the pilot body Cartridge Assembly
Maintenance Kit (Bottom Cap O-ring, Plug
before installing the new cartridge. If the O-ring was 489667 and Stem Assembly, Orifice O-ring, Lower
removed, install a new O-ring over the stem of the Body Insert O-ring, Upper ~ o d y
Insert O-ring, Stem O-ring)
cartridge assembly prior to installing it in the pilot body
(see Figure 4.05-9 and Figure 4.05- 10). 1.5 in. Main Valve Maintenance Kit
489670
-
(Dia~hraam
. . and Bodv Seall
Table 4.05-2 Component Assemblies
I PN I DESCRIPTION I
I 489671
1.5 in. Main Valve Overhaul Kit (Low
Differential Main Spring, Diaphraqm,
Throttle Plate, B6dy Seal) -
I
I1 214172
489668
1
1
Pilot
Cartridae
II 489666
Type 30A Filter Maintenance Kit (Element
and O-ring)
1 214171 1 Main Valve IRB) I

214171A Main Valve (LB)
also used on inline engines
214175 Fixed Restrictor Orifice
CARTRIDGE REMOVAL
1. Depressurize pilot and main valve. Unscrew and
remove cartridge (see Figure 4.05-9).
Figure 4.05-1 1 Cartridge Assembly
CARTRIDGE INSTALLATION
Figure 4.05-9Cartridge Assembly 1. Assemble cartridge by placing O-ring on bottom
cap; then install return spring, orifice, spring, stem
2. Remove stem O-ring from pilot body using suitable guide, plug and stem, orifice and O-ring, and back-up
tool (a paper clip works well). Do not scratch O-ring washer (see Figure 4.05-15).
groove (see Figure 4.05-10).
2. Install bottom cap assembly into body insert.
NOTE: The loading and inlet ports are interchangeable Return spring will force orifice into position as cap
with one another. assembly is screwed into body insert (see
Figure 4.05-1 2). Tighten to 5 ft-lbs (6.8 N.m).
Figure 4.05-10 Stem O-ring

Figure 4.05-12 Cartridge Body and Cap Assembly
3. Remove bottom cap from cartridge body and
remove internal parts. Use a heavy paper clip or 3. Press stem against hard surface to verify it moves
0.045 in. (1.14 mm) diameter wire to push out orifice freely and returns to extended position. Stem should
assembly (pilot valve). Do not damage O-ring sealing extend 0.32 in. (8.1 mm) from body insert (see
surface of body cartridge (see Figure 4.05-1 1). Figure 4.05-13).
4.05-6 FORM 6300

-STEM O-RING
~ : : - I O - ~ - ~
Figure 4.05-13 Cartridge Stem Height
4. Apply Parker Super 0-LubeTMand slide O-ring

onto stem.
5. Verify O-ring is lubricated and in position on stem.
Install cartridge into pilot body. Tighten to 5 ft-lbs (6.8 N.m). ORIFICE
g-
Do not overtighten (see Figure 4.05-10 and Figure 4.05-14).
I
ORIFICE
PLUG AND
STEM ASSEMBLY
Y
STEM
GUIDE
/
RETURN
/ SPRING
Figure 4.05-14 Cartridge Assembly
*-. ORIFICE
SPRING
BOTTOM CAP
Figure 4.05-15 Cartridge Assembly
FORM 6300 4.05-7

FUEL SYSTEM ADJUSTMENT GENERAL An oxygen (02) analyzer is a mandatory piece of

INFORMATION equipment to ensure correct airlfuel ratio settings on
LT (lean burn) engines.
NOTE: For IMP calculations, See the BHPIIMP
Prediction Program found on WedLink under The oxygen analyzer should be capable of measuring
Documentsflech Data; or refer to the General Tech oxygen in 0.1% increments up to 25%.
Data binder, under Terms and Formulae, Section 3. The uses of an exhaust gas analyzer are numerous:
EXHAUST GAS ANALYSIS Proper adjustment of LT series engines
NOTE: For specific engine adjustments, see the Troubleshooting engine problems
appropriate fuel system adjustment instruction section.
Waukesha has assembled all of the components you
A carbon monoxide (CO) analyzer is required when need to properly test emissions. They are listed in the
setting a GSI (rich burn) engine, and when used with Waukesha Special Tools Catalog Form M-3989. Con-
an oxygen (03) analyzer provides an even more accu- tact your Distributor for pricing information.
rate bethod of setting a GSI (rich burn) engine. Figure 4.05-16 shows an emissions sampling system.
TEMPERATURE CONTROLLER AND

EXHAUST ANALYZER AVAILABLE IN
110 OR 120 VOLT
OPTIONAL TEMPERATURE CONTROLLER

IMPORTANT: ALL TUBING AND HEATED SAMPLE LINE FOR AMBIENT
TEMPERATURES BELOW 32" F (0" C)
FLOWMETER
WATER TRAP
7
Figure 4.05-16 Exhaust Gas Analyzer Tool Kit Plumbing Schematic
4.05-8 FORM 6300

OXYGEN ANALYZER Careful attention to the preceding recommendations

will give you a sample system ready to measure emis-
The primary service tool for the Waukesha LT fuel sys- sions. Because of the numerous types of analyzers in
tem is an oxygen analyzer. All LT engine fuel system
use today, the following operating procedures are gen-
adjustments are made by measuring the oxygen con- eralized. In all cases, read and closely follow the oper-
tent in the exhaust manifold. LT fuel system checking ator's manual supplied by the analyzer manufacturer.
and adjustment is not possible without an oxygen ana-
lyzer. Almost all of the oxygen analyzers in use are designed
around the fuel cell principle. With the presence of oxy-
A number of precautions must be observed to ensure gen, a chemical reaction occurs, producing a small elec-
accurate test results and to prevent equipment dam- trical voltage that is scaled to read in percent of oxygen.
age. The range of a normal oxygen analyzer is O0Io - 25%.
The analyzer must be protected from water entry, over The reason for this range is normal atmosphere con-
pressure, and high temperature. tains 20.9% oxygen.
Water is a natural by-product of combustion and is Atmosphere is used as the calibration gas for the oxy-
always present in the exhaust system. When the Sam- gen analyzer. After exposing the sensing cell to sur-
ple gas is routed out of the exhaust manifold, cooling rounding air, the meter's span adjustment is set to
occurs. This causes the water vapor to condense. If 20.9% and the analyzer is ready to use. The oxygen
this condensate were allowed to enter the analyzer, sensor continually produces voltage until all available
inaccurate readings and possible analyzer corrosion oxygen is consumed. If this cell was continuously
would occur. exposed to the surrounding atmosphere, cell life would
be approximately six months. Sealing the cell from
Over pressure could happen very easily while Sam-
surrounding atmosphere can greatly extend cell life
pling the GSI or LT engine. The rather high boost pres-
during periods of storage. This is easily accomplished
sures needed for normal engine operation dictate
by connecting the analyzer inlet port to its own outlet
correspondingly high exhaust back pressures before
port, effectively sealing the unit. This procedure should
the turbocharger. It is not uncommon to see pressures
be followed when the analyzer is not in use.
over 30 psi (207 kPa). Pressures in excess of 2 psi
(14 kPa) to the analyzer will cause severe analyzer RICH BURN (GSI)
damage and erroneous readings. To obtain good
Nominal Catalyst Setting h 0.995 15.95:11
results, the sample pressure should be maintained at
approximately 2 inches H20 pressure with a flow rate
of 2 SCFH. setting an engine is by the use of exhaust gas analy-
sis. For example, if an engine is to be set to the Nomi-
High sample temperatures can also be very detrimen-
nal Catalyst setting, the carburetor screw is simply
tal to good analyzer performance. Common causes of
adjusted to obtain the observed oxygen (02) and car-
high temperature are very short sample lines and
bon monoxide (CO) readings for the engine model
excessively high sample flow rates. Maintaining
being used. Figure 1 shows the relationship between
2 SCFH flow makes it easy to maintain an acceptable
percent of oxygen (02) and carbon monoxide (CO) in
temperature.
the exhaust and their associated airlfuel ratio.
The following summarizes the requirements of an
Table 4.05-4 indicates typical levels of emissions
acceptable emissions sampling system:
which are attainable by an engine in good operating
A filter to separate water (compatible with corrosive condition running on commercial quality natural gas
exhaust gases). value of 90 WKI@ value.
A flowmeter andlor regulator to control sample pres- These emission levels can be achieved using commer-
sure and flow to 2 inches H20 at 2 SCFH. cial quality natural gas fuel across the continuous duty
Sample lines properly designed to prevent exces- speed range and from 75% to 110% of the continuous
duty horsepower (IS0 Standard Power). It should be
sively hot or cold samples. The sample temperature
noted that these values are based on laboratory data.
entering the analyzer must be more than 36" F, but
Limited trade-offs can be made to change emission
less than 100" F (more than 2" C, but less than
levels or fuel economy. Emission levels for constant
38" C).
speed applications, certified performance and emis-
An analyzer capable of producing reliable and accu- sion values can be obtained on a case-by-case basis
rate test results. for specific ratings, fuels, and site conditions. Contact
Waukesha's Sales Engineering Department or your
local Waukesha Distributor.
FORM 6300
THIS CURVE PLOlTED FOR LABORATORY FUEL.

ACTUAL AIWFUEL RATIO VALUES WlLL DEPEND
UPON FUEL COMPOSITION, BUT RELATIONSHIPS
FOR CO AND 4 WlLL REMAIN CONSTANT.
4
+
Z
W
0
a
W
P
w 2
I
3
9
re
n
.38
'14 15 16 17 18 19 20 21
(-88) (.93) ((1.0)
(1.06) (1.12) (1.18) (124) (1.31)
RICH SPINM M LEAN
EMISSION LEVELS ARE GIVEN FOR
PRE-CATALYSTMEASUREMENTS.
Figure 1. Standard Natural Gas Oxygen And

Carbon Monoxide
4.05-1 0 FORM 6300

I Table 4.05-4 VHP Series Four Emission Levels
NOTE: *L5774LT and L5794LT emission levels are based on 1000 - 1200 rpm operation. For information at all other speeds, contact
Waukesha'sSales Engineering Department.
NOTE: Table 4.05-4 indicates emission levels that are valid for new engines for the duration of the standard warranty period and are attainable
by an engine in good operating condition running on commercial quality natural gas of 900 ~tuh'?(35.38 Mj/m3 [25, V(0; 101.325)l)SLHK WKI
value of 91 or higher, 93% methane content by volume, and at IS0 standard conditions. Emissions are based on standard engine timing at
91 WKI value with an absolute humidity of 42 grainsdb. Refer to engine specific WKI Power & Timing curves for standard timing. Unless
otherwise noted, these emission levels can be achieved across the continuous duty speed range and from 75% to 110% of the IS0 Standard
Power (continuous duty) rating. Contact your local Waukesha representative or Waukesha's Sales Engineering Department for emission values
which can be obtained on a case-by-case basis for specific ratings, fuels, and site conditions.
TYPICAL ADJUSTMENT AND HOOKUP Initial setting is a stem length of approximately 2.75 in.
LOCATIONS (6.98 cm) measured from adjuster housing fitting
(Figure 4.05-6).
The carburetor adjusting screw is located on the car-
buretor body andis used during fuel system adjust-
ment procedure (see Figure 4.05-17).
Figure 4.05-18 Regulator Adjustment Mooney -

Water manometer connections on the fuel regulator(s)
Figure 4.05-17 Carburetor Adjusting Screw are shown in Figure 4.05-19 and Figure 4.05-20.
The main fuel gas regulator external adjustment
changes the spring tension in the lower housing.
The gas over air (gaslair) adjustment is controlled by
adjusting the stem screw and lock nut located at the
bottom of the pilot assembly (see Figure 4.05-18).
Turning the stem screw clockwise will increase spring
tension increasing the gasfair. Turning the screw coun-
terclockwise will reduce spring tension and reduce the
gaslair setting.
FORM 6300 4.05-1 1

NOTE: The LT engines are equipped with a

differential pressure wastegate (Figure 4.05-22). No
adjustment should be required to achieve full load up
to elevations of 5000 feet (1520 meters).
Figure 4.05-19 Manometer Connections - Mooney
Figure 4.05-22 LT Series Wastegate Backpressure

Regulator - Left Bank
FUEL SYSTEM ADJUSTMENTS - GSI

ENGINES
NOTE: For IMP calculations, See the BHPIIMP
Prediction Program found on WedLink under
Documents/Tech Data; or refer to the General Tech
Data binder, under Terms and Formulae, Section 3.
GSI ENGINES WITH IMPCO MODEL 600
The following adjustment procedures apply to engines
t ~ of 875 - 1000 (34.4 -
using gas with a ~ t u l f value
Figure 4.05-20 Water Manometer Connections - Fisher 39.3 Mj/Nm3)LHV (Low Heat Value).
The exhaust oxygen probe (02) is installed in the NOTE: Before making any fuel mixture or regulator
exhaust manifold turbocharger exhaust inlet elbow adjustments on a vee block engine, both governor
(see Figure 4.05-21). controlled throttle plates and the hand throttle located
in the carburetors must be balanced. Each pair of
butterfly plates must fully close or open in unison. If
adjustments are required, loosen the capscrews
holding the universal joint discs in the cross shaft
assembly, reposition the discs, and tighten the
capscrews. When checking the carburetor butterfly in
the closed position, back off the idle adjusting screw to
allow the butterfly plate to fully close. when the
governor goes to full stroke, the carburetor butterfly
plate must not overtravel the wide open, straight up-
and-down position. Up to 5" lean toward closing is
acceptable. The results of the above static
adjustments can be observed when the engine is
running by comparing the manifold vacuum between
banks. Readjust idle adjusting screw.
Figure 4.05-21 Turbocharger Exhaust Inlet Elbow

Physical Requirements GSI-
(AFR Option Depicted) A 2-inch pipe size Mooney regulator. Two regulators
on 12 cylinder engines.
4.05-12 FORM 6300

The regulator must have a restrictor orifice located Carburetor Adjustment

in the pilot inlet supply connection. Orifice diameter (Each Bank For 12 Cylinder Engine - GSI)
is 0.052 in. (1.3 mm) (#55 drill).
1. Turn carburetor mixture adjustment screw full
The regulator is to be mounted as close to the car- clockwise, then back out six full turns counterclock-
buretor as possible. wise.
2. Apply rated load at rated speed, or maximum avail-
I a WARNING
1 able load if less than rated. A load that produces a
positive intake manifold pressure is preferred for
response to mixture adjustments.
fuel gas are odorless, tasteless, and highly toxic.
Inhalation of gaseous fuels can cause severe per- For Standard ESM: h 0.995,15.95:1 AFR
3. On either bank, turn mixture adjustment screw
Regulator Setting - GSI clockwise (toward lean) until intake manifold pressure
just begins to increase, then slightly counterclockwise
1. Set primary, or "line" regulator to provide 24 - 50 psi to return to minimum pressure. Note lowest pressure
(1.76 - 3.5 kg/cm2) at inlet to engine-mounted regula- reading. Repeat for opposite bank.
tor(~).
4. On one bank at a time, continue to turn mixture
2. Adjust engine-mounted regulator(s) so gas pres- adjustment screw clockwise far enough to increase
sure at carburetor inlet is 4-1/2f1/2in. intake manifold pressure by 0.25 in. (6.35 mm) of mer-
(114.3 f 12.7 mm) water column above carburetor air cury, or until emission levels meet requirements from
horn pressure at no load. On 12 cylinder engines, Table 4.05-4 "VHP Series Four Emission Levels" in
each cylinder bank should be within 0.5 in. (12.7 mm) this section.
of water column.
VEE ENGINE INTAKE MANIFOLD VACUUM
Carburetor Adjustment BALANCE - GSI
(6 Cylinder Engine GSI)- 1. Check intake manifold pressure on both banks at
1. Turn carburetor mixture adjustment screw full rated load and speed. If the difference is greater than
clockwise, then back out six full turns counterclock- 0.5 in. (12.7 mm) of mercury, checkladjust fuel set-
wise. tings.
2. Apply rated load at rated speed, or maximum avail-
able load if less than rated. A load that produces a
positive intake manifold pressure is preferred for
I aCAUTION I Never attempt to equal-
ize bank to bank intake
manifold pressure readings by adjusting the gov-
ernor butterfly plates out of mechanical synchro-
For Standard ESM: h 0.995,15.95:1 AFR nism.
3. Turn mixture adjustment screw clockwise (toward NOTE: Gas pressure to the carburetor(s) may be
lean) until intake manifold pressure just begins to somewhat less at full load than the initial no load
increase, then slightly counterclockwise to return to setting. If the drop is more than 3 in. (76.2 mm) water
minimum pressure. Note lowest pressure reading. column, then an insufficient supply pressure to the
4. Continue to turn mixture adjustment screw clock- regulator, undersize piping, incorrect regulator orifice
wise far enough to increase intake manifold pressure size, or inadequate regulator capacity could be the
by 0.5 in. (12.7 mm) of mercury, or until emission lev- cause.
els meet requirements from Table 4.05-4 "VHP Series 6 AND 12 CYLINDER GSI ENGINES USING
Four Emission Levels" in this section. NATURAL GAS FUEL 850 - 900 BTUIFT~(33.4 -
NOTE: Leaning the mixture in accordance with Step 4 35.4 MJINM~) WITH LOW FUEL PRESSURE
may reduce the ability of the engine to respond to load SYSTEM
changes. Response may be improved by readjusting Physical Requirements - GSI
the mixture toward rich (counterclockwise) to
approach the intake manifold pressure noted in Step 3 Main Fuel Supply
in "Carburetor Adjustment (6 Cylinder Engine - GSI)", The gas supply pressure and regulation system
and Step 3 in "Carburetor Adjustment (Each Bank For must be capable of supplying 6 inches of water
12 Cylinder Engine - GSI)". Increased fuel column (H20) gas pressure to the carburetor(s).
consumption will result; therefore, a compromise
setting toward the leaner mixture is recommended.
FORM 6300
** Fuel supply to comply with Waukesha's Gaseous

Fuel Specification, S7884-7 or the most current Table 4.05-5 Regulator Settings
version. GAS OVER AIR PRESSURE DIFFERENTIAL -
INCHES WATER COLUMN
** Gas regulator sizing information:
RATED OR
- Use the Waukesha Technical Data to obtain IDLE NORMAL
the engine fuel flow requirement (Heat Bal- MODEL (INITIAL OPERATING
ance Section). SETTING) LOAD (FINAL
SETTING)
- Select a regulator control spring capable of F3514GSI
providing the gas over air (gaslair) pressure. F3524GSI 5.5 in. 5 f 0.5 in.
See Table 4.05-5 for the appropriate engine L5794GSI (140 mm) +
127 13 mm)
L7044GSI
model. An adjustment range of approximately
+3 inches of H20 from nominal is desirable. Carburetor Adjustment (6 Cylinder Engine) GSI -
- The regulator drop should be less than 1 inch 1. Apply rated load at rated speed, or maximum avail-
- of H20 for the required flow range.

Customer furnished regulator(s) and gas shutoff
valve(s) to be mounted as close to carburetor(s)
able load if less than rated load. A load that produces
a positive intake manifold pressure is preferred for
response to mixture adjustment.
- as possible.
Customer to supply 0.40 inch ID minimum regu-
lator balance line(s) to carburetor(s).
2. Adjust the carburetor metering valve clockwise,
toward "lean" until the intake manifold pressure just
begins to increase. Note the lowest reading.
** Customer to supply gas pressure top location(s) 3. Continue to turn the metering valve clockwise, far
for instrumenting gaslair pressure differential. enough to increase the intake manifold pressure
0.5 in. (12.7 mm) of Hg.
-
Governor Linkage Adjustment
Checkladjust governor to throttle control linkage
to assure that throttle plate(s) is closed when the
4. Tighten locking nuts on carburetor metering
valve(s).
governor is in the minimum stroke position. Carburetor Adjustment (Each Bank Of 12 Cylinder
When the governor goes to full stroke, the throt- Engine) - Rich Burn
tle plate(s) must not overtravel the wide open, 1. Apply rated load at rated speed, or maximum avail-
straight up-and-down position. Up to 5" toward able load if less than rated load. A load that produces
closing is preferred. a positive intake manifold pressure is preferred for
[ a WARNING
Do not inhale gaseous fuels. Some components of I aCAUTlo I Since the vee engines
are "cross blown," car-
fuel gas are odorless, tasteless, and highly toxic. buretor adjustment on one bank affects perfor-
Inhalation of gaseous fuels can cause severe per- mance of the opposite bank cylinders. In other
sonal injury or death. words, adjustment of the left bank carburetor will
change the oxygen level and temperature of the
Fuel System Adjustment Prior To Engine
exhaust in the right bank (and vice versa). (For
Startup GSI- example: An oxygen level of 11% is measured in
1. Turn carburetor metering valve(s) to 30". the right bank exhaust. To lower this oxygen level
2. Install a water manometer to measure the gaslair back to the specified 9.8%, the left bank carburetor
pressure differential between the carburetor gas inlet metering valve will have to be adjusted.)
and the carburetor air inlet. A manometer should be
installed on both banks on vee engines. 2. On either bank, turn carburetor metering valve
clockwise, toward "lean," until intake manifold pressure
Preliminary Settings After Engine Startup - begins to increase, then slightly counterclockwise to
Rich Burn return to minimum pressure. Note reading. Repeat for
1. At idle speed and no load, adjust the main regula- opposite bank.
tor(~)to the gaslair pressure listed below. On 12 cylin- 3. On one bank at a time, turn metering valve farther
der engines, each cylinder bank should be within clockwise until intake manifold pressure increases
0.5 in. (12.7 mm) of water column. 0.25 in. (6.35 mm) of Hg.
FORM 6300
1 FUEL SYSTEM MAINTENANCE
4. Intake manifold pressure on each bank should now FUEL SYSTEM ADJUSTMENTS -
be 0.5 in. (12.7 mm) of Hg higher than readings noted LT ENGINES
for Step 2. If not, adjust each bank by half the differ-
ence until values are correct. L5774LT AND L5794LT ENGINES WITH IMPCO
NOTE: Because the left bank and right bank governor

MODEL 600VF CARBURETORS USING 850 -
1050 BTU/FT~(33.4 - 41.3 MJINM~) SLHV GAS
butterfly valves are connected together, any
adjustment on one bank that causes governor Physical Requirements- L5794LT
response will produce the same intake manifold 43 - 60 psi (296 - 414 kPa) line pressure to
pressure change on both banks. Mooney regulators.
1 - 1 Do not attempt to
equalize bank to bank
pressures by adjusting throttle plates out of syn-
A 2-inch pipe size Mooney regulator. Two regulators
on 12 cylinder engines.
The regulator must have a restrictor orifice located
chronization.
in the pilot inlet supply connection. Orifice diameter
5. Check the intake manifold pressures on both is 0.052 in. (1.3 mm) (# 55 drill).
banks. If the difference is greater than 0.5 in. The regulator is to be mounted as close to the car-
(12.7 mm) of Hg, recheck fuel settings.
buretor as possible.
6. Tighten locking nuts on carburetor metering H 318 inch ID minimum balance line to carburetor
valves.
air horns.
NOTE: I ) These instructions apply to sales andlor
The regulators are to be mounted as close to the
field gas with a Low Heat Value (LHV) of 850 -
carburetors as possible.
900 ~ t u / f ?(33.4 - 37.3 Mj). 2) Gas/airpressure at the
carburetor(s) may be less at full load than at the initial Fuel System Adjustment Prior To Engine Startup
idle setting. This drop should not be more than 1.5 in.
1. Check governor linkage to ensure it is properly
(38.1 mm) of H20. Any more pressure drop would
adjusted. The butterfly valves must be closed when
indicate insufficient supply pressure to the regulator,
the governor is in the minimum stroke position. Both
undersize piping, incorrect regulator orifice size,
throttle plates must be synchronized to open and close
inadequate regulator capacity, or a malfunctioning
at the same time.
regulator.
NOTE: Piping to the engine must be properly sized so
I aCAUTloN Always verify that all
]cylinders are firing
before adjusting the carburetor. Exhaust manifold
that 43 - 60 psi (296 - 4 14 kPa) fuel pressure will be
provided at the inlet to the Mooney regulators across
the entire load range. Maximum pressure allowed is
thermocouples (optional equipment) will assist in 75 psi (5 17 kPa).
diagnosing misfiring cylinders. Unstable or high
2. Set the primary or "line" regulator to provide 43 - 60 psi
exhaust O2 levels may also indicate misfires. Fail-
(296 - 414 kPa) at inlet of engine-mounted regulators.
ure to do so may cause serious engine damage.
3. Turn both carburetor mixture adjustment screws
full clockwise, then back out four to five full turns
(counterclockwise).
4. lnstall a sample line with an ONIOFF valve to mea-
sure exhaust manifold oxygen (02)concentration.
Install sample line onto fitting located between exhaust
manifold and turbocharger connection on both banks.
5. lnstall a water manometer to measure gaslair
pressure differential between carburetor gas inlets and
carburetor air horns on both banks.
6. lnstall a mercury manometer (or differential pres-
sure gauge) to measure throttle reserve between inter-
cooler air inlet plenum (turbocharger compressor
discharger) and intake manifold of both banks.
FORM 6300
Fuel System Adjustment Settings After Engine 5. Check intake manifold pressure on both banks. If
Startup this difference is greater than 1 inch of Hg, recheck
throttle plate synchronization.
1. At idle speed and no load, adjust engine-mounted
+
Mooney regulators to 6 0.5 in. (152 f 13 mm) of Wastegate Backpressure Adjustment
water column (H20). Banks must be within 0.5 inch of
The wastegate backpressure regulator is adjusted to
water column (H20).
control throttle reserve. This adjustment is intended for
2. Bring engine up to rated speed (1200 rpm) and engines located in elevations above 5000 ft (1520 m).
+
100 BMEP or approximately 8 0.5 in. (203 f 13 mm) The wastegate must be already set to specification
of Hg gauge intake manifold pressure or 38 in. (965 f before performing this adjustment. See Section 4.20
13 mm) of HgA intake manifold pressure (HgA = Turbocharger System Maintenance for instructions.
Barometer plus intake manifold pressure expressed as
1. Before engine startup close the wastegate back
inches of Hg). If unable to obtain 100 BMEP, adjust
pressure regulator by turning the adjusting screw
carburetor mixture screws to obtain O2 level of
clockwise to seat it completely in (Figure 4.05-23).
+
7.5% 0.1 % (L5794LT) or 7.7% f 0.1 % (L5774LT)
measured before the turbocharger on both banks. Turn
adjustment screw in (clockwise) to increase O2 level or USTING SCREW
out (counterclockwise) to decrease O2level.
NOTE: Throttle reserve is measured with a mercury
manometer (or differential pressure gauge) and is the
pressure difference between the intercooler air inlet
plenum (turbocharger compressor discharger) and
intake manifold of both banks.
3. With engine set at rated speed (1200 rprn) and
100 BMEP, adjust wastegate adjusting screws to
+
obtain throttle reserve of 15 f 1 in. (381 25 mm)
+
(L5794LT) or 14% 0.1% (L5774LT) of Hg on both
banks. Turn screw in (clockwise) to increase throttle
reserve or out (counterclockwise) to decrease throttle
reserve. Always turn the adjusting screws the same
number of turns for both banks. Figure 4.05-23 LT Series Wastegate Backpressure
4. With engine at rated speed (1200 rpm) and load,
(165 BMEP for L5794, 142 BMEP for L5774) verify NOTE: Throttle reserve is measured with a mercury
+ +
gaslair is within 5 1 in. (127 25 mm) of water col- manometer (or differential pressure gauge) and is the
umn (H20) tolerance. If gaslair is not within specified pressure difference between the intercooler air inlet
limits at rated speed and load, it will be necessary to plenum (turbocharger compressor discharger) and
bring engine back to idle conditions and readjust gas intake manifold of both banks.
regulators. When gaslair is within tolerance at rated 2. With the engine at rated load and speed, open the
speed and load, adjust carburetor mixture screws if wastegate backpressure regulator by turning the
+
required, to obtain nameplate O2 level of 0.1%, mea- screw out (counterclockwise) until the throttle reserve
sured before turbocharger on both banks. begins to drop. The throttle reserve should not fall
NOTE: The gas over air (gadair) adjustment is below 12 in. (305 mm) of Hg on either bank.
controlled by adjusting the stem screw and lock nut
located at the bottom of the pilot assembly (see
Figure 4.05- 18). Turning the stem screw clockwise will
increase spring tension increasing the gadair. Turning Do not operate the engine at loads of 200 BMEP or
the screw counterclockwise will reduce spring tension greater. Engine damage may occur.
and reduce the gadair setting. Initial setting is a stem
length of approximately 2.75 in. (6.98 cm) measured
from adjuster housing fitting.
[ dh CAUTION 1 equalize bank-to-bank

Do not attempt to
pressures by adjusting throttle plates out of syn-

chronization.
4.05-16 FORM 6300

3. Determine maximum power of the engine at wide-

open throttle, which should be about 115% - 120% of
full load (190 - 195 BMEP for L5794LT), or 36 - 40 in.
(914 - 1016 mm) Hg gauge (approximately 68 inches
I a WARNING
1
of HgA) maximum intake manifold pressure (about fuel gas are odorless, tasteless, and highly toxic.
30 inches Hg IMP for L5774LT). If the throttle is not Inhalation of gaseous fuels can cause severe per-
wide open at maximum power, readjust the wastegate sonal injury or death.
backpressure regulator adjusting screw valve until the
2. Turn carburetor mixture adjustment screws to 15"
throttle reserve at maximum power is 5 1 in. + (natural gas) or 20" (landfill gas).
(127 f 125 mm) Hg gauge on both banks. Check that
throttle reserve at rated speed is 12 in. (305 mm) Hg 3. From the fitting in the connection between the
or greater on both banks. exhaust manifold and turbocharger on both banks,
install a sample line with an ONIOFF valve to measure
L5794LT ENGINES USING LANDFILL GAS OF
the exhaust manifold oxygen (02) concentration.
- -
400 500 BTUIFT~(15.7 20 MJINM~) SLHV GAS
WITH LOW FUEL PRESSURE SYSTEM 4. Install a water manometer to measure the gaslair
pressure differential between the carburetor gas inlet
Physical Requirements
and the carburetor air inlet on both banks on vee
-
Main Fuel Supply
The gas supply pressure and regulation system
must be capable of supplying 6 in. (152 mm) of
engines.
5. Install a mercury manometer (or equivalent differ-
ential pressure gauge) to measure throttle reserve
water column (H20) gas pressure to the carbure- between the intercooler air inlet plenum (turbocharger
- tor(~).
Fuel supply to comply with Waukesha's Gaseous
Fuel Specification, S7884-7 or the most current
compressor discharger) and the intake manifold of
both banks.
6. Close the wastegate backpressure regulator by
- version.
Gas regulator sizing information:
- Use the Waukesha Technical Data to obtain
turning the adjusting screw clockwise to seat it com-
pletely (Figure 4.05-23).
Fuel System Adjustment Settings After Engine
Startup
the engine fuel flow requirement (Heat Rejec-
tion Section). 1. At idle speed and no load, adjust the engine
- Select a regulator control spring capable of
mounted FisherTM +
99 regulators to 6.5 0.5 in.
(165f 13 mm) of water column (H20). The banks
providing 6.5 f 5 in. (165 f 127 mm) gas over
must be within 0.5 in. (13 mm) of water column (H20).
air (gaslair) pressure at rated load. An adjust-
ment range of approximately f 3 in. (76 mm) 2. Bring the engine to rated speed and 100 BMEP or
of H20 from nominal is desirable. approximately 8 f 0.5 in. (203 f 13 mm) of Hg gauge
intake manifold pressure or 38 in. (965 f 13 mm) of
- The regulator drop should be less than 1 inch HgA intake manifold pressure (HgA = Barometer plus
- of H20 for the required flow range.

Customer furnished regulator(s) and gas shutoff
valve(s) to be mounted as close to carburetor(s)
intake manifold pressure expressed as inches of Hg).
If unable to obtain 100 BMEP, adjust carburetor mix-
ture screws to obtain O2 level of 7.5% f 0.1% (natural
as possible. +
gas) or 6.0% 0.1 % (landfill gas) measured before the
** Customer to supply 0.40 in. (10 mm) ID mini- turbocharger on both banks. Turn the adjustment
screw in (clockwise) to increase O2 level or out (coun-
mum regulator balance line(s) to carburetors.
terclockwise) to decrease O2 level.
Fuel System Adjustment Prior To Engine
3. With engine at rated speed and load, verify that
Startup
+
gaslair is within 6.5 0.5 in. (165 f 13 mm) of water
1. Checkladjust governor to throttle control linkage to column (H20) tolerance. If gaslair is not within speci-
assure that throttle plate(s) is closed when the gover- fied limits at rated speed and load, it will be necessary
nor is in the minimum stroke position. When the gover- to bring the engine back to idle conditions and readjust
nor goes to full stroke, the throttle plate(s) must not the gas regulators. When the gaslair is within toler-
overtravel the wide open, straight up-and-down posi- ance at rated speed and load, adjust carburetor mix-
tion. Up to 5" toward closing is preferred. ture screws if required, to obtain nameplate O2 level of
f 0.1% measured before the turbocharger on both
banks.
FORM 6300
4. Check intake manifold pressure on both banks. If 3. Determine maximum power of the engine at wide-
this difference is greater than 1 in. (25 mm) of Hg, open throttle, which should be about 115% - 120% of
recheck throttle plate synchronization. full load (190 - 195 BMEP), or 36 - 40 in. (914 -
1016 mm) Hg gauge (approximately 68 in. (1727 mm)
Wastegate Backpressure Adjustment
of HgA) maximum intake manifold pressure (about 30
The wastegate backpressure regulator is adjusted to inches Hg IMP for L5774LT). If the throttle is not wide-
control throttle reserve. This adjustment is intended for open at maximum power, readjust the wastegate back-
engines located in elevations above 5000feet pressure regulator adjusting screw valve until the
(1520 meters). The wastegate must be already set to throttle reserve at maximum power is 4 1 in. +
specification before performing this adjustment. See +
(102 25 mm) Hg gauge on both banks. Check that
Section 4.20 Turbocharger System Maintenance for throttle reserve at rated speed is 12 in. (305 mm) Hg
instructions. or greater on both banks [6in. (152 mm) throttle
reserve for 1000 rpm].
1. Before engine startup close the wastegate back-
pressure regulator by turning the adjusting screw
clockwise to seat it completely (Figure 4.05-24).
Figure 4.05-24 LT Series Wastegate Backpressure

Do not operate the engine at loads of 200 BMEP or

greater. Engine damage may occur.
2. With the engine at rated load (165 BMEP) and

speed, open the wastegate backpressure regulator by
turning the screw out (counterclockwise) until the
throttle reserve begins to drop. The throttle reserve
should not fall below 12 in. (305 mm) of Hg on either
bank.
4.05-18 FORM 6300

SECTION 4.10
IGNITION SYSTEM MAINTENANCE
IGNITION MAINTENANCE
Table 4.10-1 Spark Plug Troubleshooting
I FIRING TIP APPEARANCE I

I
CONDITION I
I
REMEDY I
Light casting of whitish ash, uniformly Normal with medium to high ash oils No change; reflects a healthy operating cylin-
deposited der
High oil consumption IChange engine oil type
Wrona oil: ash content too hiah IChanae enaine oil Wpe
1 I
- - -
--- -
I Poor oil CO%OI
rincs
around valve guides and Piston ,nspect and replace worn parts as necessary
Poor oil control around valve guides and piston Replace worn parts as necessary
Black oil fouling deposits rings
Engine too lightly loaded Adjust engine load
I
-
Gap bridging
--
I Contaminated or "dirty" fuel gas
-
Spark plug firing tip temperature too low

Add fuel filter
Use more "ooen" electrode Woe Dlua
Change plug heat range
Carbon fouling Engine too lightly loaded Adjust engine load
I High oil consumption Inspect and replace worn parts as necessary
I Wear on side electrodes Reverse ~olaritv Reverse ianition coil wirina
-
-
I I IInspect piston crowns with borescope; replace I

I I
worn paits as necessary
Aluminum contamination Engine operated with severe detonation resulting .
in piston damage Check ignition timing, fuel gas octane
I II 1I Reduce enaine
" load I
Bright blue or green deposits Oxide of cobalt fouling from burning of ~ t e l l i t e ~
metal on valves and seats I
NOTE: 1. If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
valves and seats I
2. "~tellite@ is a registered trademark of Stoody Deloro Stellite, Inc."
( ACAUTlON 1
Do not pressure wash
or steam clean any
electronic devices including the Engine Control
Unit (see Figure 4.10-1). Pressure washing or
steam cleaning can damage the electronics.
When pressure washing or steam cleaning an engine,

cover all electronic devices including the Engine Sys-
tem Manger (ESM) Engine Control Unit (ECU). Avoid
direct spraylsteam contact to electronic devices. The
ECU modules are "splash-proof," but may not with-
stand a direct high pressure spray.
Figure 4.10-1 Engine Control Unit
FORM 6300 4.10-1

IGNITION SYSTEM GENERAL MAINTENANCE AND

INSPECTION I aCAUTION D o n o t c r u s h upper
( p a r t of spark plug
extension during removal. Do not use a pliers to
NOTE: The ignition harness has changed from a
braided sleeve assembly to a combination of conduit remove the spark plug extension; i t will damage
pipe and junction boxes with a braided sleeve the extension.
connection harness (see Figure 4.10-2).The ignition
coil leads use a braided metal sleeve for improved 3. Using spark plug extension puller PIN 475075,
durability Refer to Service Bulletin 11-2882A or 11- remove spark plug extension (see Figure 4.10-3).
2890 for installation procedures. 4. Using spark plug removal tool PIN 475037,
remove spark plug from cylinder head.
Figure 4.10-2 Ignition Harness
1 a WARNING
Disconnect all electrical power supplies before
I
making any connections or servicing any part of
the electrical system. Electrical shock can cause
1. lnspect cables and wires for broken or cracked I I

insulation. Replace or repair as necessary. Figure 4.10-3 Spark Plug Extension Puller Pliers
2. lnspect ignition coils, ground wires, and brackets (P/N 475075)
for loose hardware. Tighten as necessary. Spark Plug Inspection
3. Inspect spark plug and for loose Inspect the condition of the spark plugs, paying partic-
connections. Tighten as necessary. ular attention to the firing tip. Spark plugs often yield
SPARK PLUG REMOVAL visual clues to abnormal conditions existing in the
engine's power cylinders. Your observations also can
Table 4.10-2 Spark Plug Tools be used as a guide in establishing the proper service
interval. See Table 4.1 0-1.
I
I
TOOL PIN
475037
TOOL DESCRIPTION
Spark Plug Socket (NEW)
(718" Socket 15-112" long wlrubber O-ring insert)
I SPARK PLUG INSTALLATION
I 1 I
475075 Spark Plug Extension Puller
A CAUTION 13/16 inch reach spark
plugs must be used
with the new cylinder head assemblies, or damage
1. Disconnect spark plug connector from coil.
t o equipment will result.
2. Remove three nuts, lock washers, coil, and O-ring
from valve cover. 1. Obtain a set of new 13/16 inch spark plugs. Always
use the correct size spark plug. See CAUTION above.
BOOT O-RING
CONNECTOR
Figure 4.10-4 Spark Plug Extension
I aCAUTION I The spark plug gasket 6. Apply a light coat of Krytox@ GPL-206
must be P ~ O P ~ ~ I YP
seated to seal the combustion chamber and trans-
(N
I 489341) grease (or equivalent) on OD of spark
plug ceramic h~sulatorthat will contact spark plug
fer heat from the plug. Disregarding this informa- (see Figure 4.10-5).
t i o n could result i n product damage and/or
personal injury.
2. lnstall steel gasket on the spark plug. Verify gasket

is flat against gasket seat.
3. lnstall terminal nut.
APPLY KRYTOX@GPL-206
4. Refer to Table 4.10-3 and set spark plug gap. GREASE (PIN 489341) OR
EQUIVALENT
Table 4.10-3 13/16 inch Reach* Spark Plugs For P/N
Series Cylinder Heads Figure 4.10-5 Apply ~ r ~ t o x @ ~ ~Grease
~ - 2 0 6
ENGINE P/N GAP 7. lnstall spark plug in spark plug carrier with spark
GSI 609992 0.015 in (0.381mm) plug tool (PIN 475037).
LT 69919 0.011 in (0.28mm)
NOTE: ' 13/16 inch reach spark plugs are used with PIN 205002
series cylinder heads.
IacAuTloN Exercise caution to
l a v o i d bumping the
electrodes into the spark plug carrier. Bumping the
electrodes against the spark plug carrier may
I CAUTION 1
The presence of oil or
grease on the ceramic
insulator of the spark plug can cause flashover.
change the spark plug gap.
8. Tighten spark plug to 32 - 38 ft-lb (43 - 52 N.m)

Flashover, a condition where the spark fails to
(dry).
jump the gap because of an easier path to ground,
results in misfire. Disregarding this information 9. Lightly coat inside surface of the connector boot on
could result in product damage and/or personal connector with KrytoxB GPL-206 (PIN 489341) (or
equivalent). lnstall spark plug extension assembly to
injury.
spark plug (see Figure 4.1 0-4).
I aCAUTION When using ~ c t r e l @

13338L for cleaning
always wear rubber gloves to prevent the cleaner
10. Apply a small amount of KrytoxB GPL-206
(PIN 489341) (or equivalent) to silicone O-ring on coil
end of spark plug extension (see Figure 4.1 0-4).
from touching the hands as burning may occur.
11. lnstall new O-ring (PIN 292843) on nose of coil
5. Verify spark plug is clean. If necessary, use a (see Figure 4.1 0-6).
dielectric solvent to remove any grease or oily finger-
prints. Waukesha Engine Service Operations recom-
mends the use of ~ c t r e l @3338L dielectric solvent
manufactured by Exxon Corp. and distributed by
Safety-Kleen Corp. (800-669-5750) to clean the con-
nectors.
NOTE: ~ r y t o pGPL-206 (P/N 489341) is a higher
temperature fluorinated grease.
2. If necessary, remove three nuts, lock washers, coil,

SPARK PLUG
CONNECTOR and O-ring from valve cover (see Figure 4.10-7).
3. Remove four capscrews, lock washers, and valve
cover from cylinder head. A valve cover removal tool is
available from Waukesha Engine.
4. If necessary, remove gasket from valve cover.
O-RING bw 0 WASHER 5. If necessary, remove three .studs from valve cover.
SPARK PLUG CAPSCREW

EXTENSION
VALVE
COVER WASHER
Figure 4.10-6 Spark Plug Extension And Coil Assembly
12. Position coil with the word "TOP on the flange ori-
ented toward exhaust manifold. Install coil on valve
cover with O-ring, three nuts, and lock washers.
Tighten nuts to 132 - 156 in-lb (15 - 17.6 N.m) oiled.
13. Connect the shielded primary cable to coil (see
Figure 4.1 0-6). Figure 4.10-7 Valve Cover
VALVE COVER REMOVAL
I aCAUTION 1 Do not use the ignition

coil as a handle to lift
the rocker cover. The cover may be damaged.
Always remove the coil and spark plug extension
before removing the rocker cover.
NOTE: Coils do not need to be removed from valve

covers if valve covers are being removed for inspection
purposes. If removed carefully, the valve cover and coil
should disconnect from the spark plug extension.
1. Disconnect shielded primary cable from coil.
VALVE COVER INSTALLATION 2. Remove center capscrew and flat washer from
center of each rocker arm assembly (see
NOTE: Install valve cover gasket in groove 2 - 3 in.
Figure 4.10-9).
(50 - 75 mm) at a time. Hold gasket in position with
one hand while squeezing gasket down and toward 3. Remove remaining four capscrews and lock wash-
the first with your other hand. This will ensure that ers from ends of rocker arm assemblies, and remove
there is no excess gasket left as you complete the assemblies from cylinder heads. Move rocker arm
installation around the valve cover. assemblies to a suitable workbench (see
Figure 4.10-9).
1. Install valve 'cover gasket in groove (see
Figure 4.1 0-8).
Figure 4.1 0-8 Install Valve Cover Gasket

Figure 4.10-9 Rocker Arm Assembly Installation
2. Seat gasket fully in position with a rubber mallet
(see Figure 4.1 0-8). 4. Tag and remove valve bridge assemblies from cyl-
3. If removed, apply ~ o c t i t 620,640,
e~ or 648 to side inder head.
of stud to be installed in valve cover, and install three NOTE: Previous CSA applications used a spacer
studs in valve cover. between the spark plug carrier extension and the
4. Secure valve cover to cylinder head with four cap- spark plug sleeve. The current carrier extension
screws and lock washers. Tighten oiled capscrews to eliminates the spacer.
200 in-lb (5.65 N.m). 5. Remove two nuts, flat washers, spark plug carrier
5. Secure coil and O-ring on valve covers with three extension, and spacer from spark plug sleeve.
lock washers and nuts. Tighten nuts to 11 - 13 ft-lb 6. Remove and discard O-ring from spark plug carrier
(15 - 17.6 Nm). extension.
6. Connect shielded primary cable to coil. NOTE: Current engines have a square-cut seal ring
SPARK PLUG SLEEVE AND SPARK PLUG installed on the bottom of the spark plug carrier
CARRIER EXTENSION REMOVAL extension. The square-cut seal ring eliminates the
need for GE Red RTV 106.
1. Refer to "Spark Plug Removal" and '"Valve Cover
Removal" in this section, and remove from cylinder 7. Remove and discard square-cut seal ring from
head. spark plug carrier extension.
NOTE: Do not mix parts between rocker arm 8. If applicable, clean GE Red RTV 106 from bottom
assemblies. Lift both sides of the rocker arm of spark plug carrier extension and top of spark plug
assemblies off together. sleeve.
9. Remove two remaining nuts from spark plug
I aCAUTION 1 Always remove t h e
center capscrew first
when removing rocker arm assemblies to prevent
sleeve (see Figure 4.1 0-10).
10. Using a (PIN 474039) Spark Plugllgniter Sleeve
damage to parts. Remover Tool, remove spark plug sleeve from cylinder
head.
11. Remove and discard four O-rings from spark plug
sleeve (see Figure 4.1 0-10).
APPLY
SEALANT
SPARK PLUG
SLEEVE
i
0
O-RINGS
0
0
0 Figure 4.1 0-12 Cylinder Head Cutaway View
Figure 4.10-10 Spark Plug Sleeve And 0-Rings
3. Apply permatex@Aviation ~ o r m - A - ~ a s k e tSeal-
@
12- Remove and discard 'Ieeve sealfrom bottom of ant to bottom of spark plug sleeve, then install sleeve
spark plug sleeve bore. seal (see Figure 4.10-13).
SPARK PLUG SLEEVE AND SPARK PLUG
CARRIER EXTENSION INSTALLATION
1. Lubricate four O-rings with Parker Super 0-LubeTM
and install them on spark plug sleeve (see
Figure 4.10-11).
SPARK PLUG
SLEEVE
Figure 4.1 0-13 Apply permatex@Aviation

~orm-A-~asket@ Sealant
O-RING
i"o - -
I aCAUTloN I Use caution when
installing the spark
plug sleeve to avoid damaging or displacing the
seal. The seal must be seated properly, or damage
Figure 4.10-1 1 Spark Plug Sleeve And 0-Rings to equipment could result.
2. Apply permatex@Aviation ~ o r m - A - ~ a s k e tSeal-

@ 4. Using a suitable diameter wooden dowel, or a rub-
ant to bottom of spark plug well located in cylinder ber-coated hammer handle, position spark plug sleeve
head (see Figure 4.10-12). in cylinder head (see Figure 4.10-14).
4.10-6 FORM 6300

9. lnstall valve bridge assemblies on cylinder head in

original position.
10. lnstall rocker arm assembly onto cylinder head
(see Figure 4.1 0-16).
Figure 4.10-14 Spark Plug Sleeve
5. Secure spark plug sleeve with two nuts. Tighten

nuts to 17 ft-lb (23 N.m).
NOTE: Current engines have a square-cut seal ring Figure 4.1 0-16 Rocker Arm Assembly Installation
installed on the bottom of the spark plug carrier
( aCAUTION Iinch outer capscrews

extension. The square-cut seal ring eliminates the Tighten the four 112
need for GE Red RTV 106.
6. lnstall square-cut seal ring on bottom of spark plug on the rocker arm assemblies first. Once they are
carrier extension. Square-cut seal ring can be used tightened, then tighten the center 318 inch cap-
with current and previous spark plug carrier extension. screw. Failure to follow the proper tightening
sequence can cause damage to equipment.
7. Lubricate O-ring with Parker Super 0 - ~ u b e @
and
install on spark plug carrier extension (see 11. Apply engine oil to threads of capscrews. lnstall
Figure 4.1 0-15). and tighten four 112 inch capscrews with lock washers
on rocker arm assembly to 66 - 70 ft-lb (89 - 95 N.m).
O-RING
SQUARE-CUT 12. Move exhaust rocker up and down to check for
interference.
13. Apply engine oil to threads of 318 inch center cap-
screw. Install center capscrew and washer on rocker
arm assembly and tighten to 17 ft-lb (23 N.m).
14. Refer to Section 4.55 Valve Adjustment and adjust
SPARK PLUG the valves.
CARRIER EXTENSION
SLEEVE
0
Figure 4.10-15 Spark Plug Sleeve And 0-Rings
NOTE: Previous CSA applications used a spacer

between the spark plug carrier extension and the
spark plug sleeve. The current carrier extension
eliminates the spacer.
8. Secure spark plug carrier extension onto spark
plug sleeve with two washers and nuts. Tighten nuts to
17 ft-lb (23 N.m).
FORM 6300 4.10-7

IPM-D MAGNETIC PICKUP INSTALLATION 3. Thread pickup into camshaft housing until it makes
contact with housing (see Figure 4.10-19).
The ESM ignition system uses the ECU as its central
processor or "brain." Two magnetic pickups are used to 4. Using a grease pencil, place a reference "mark"
input information to the ECU. One pickup reads an across pickup extending onto camshaft housing.
index magnet located on the camshaft gear and the
5. Using reference back out pickup 3,4 turn
other senses 36 reference holes in the flywheel.
(see Figure 4.1 0-19). Tighten jam nut while holding
Camshaft Gear Magnetic Pickup pickup. This is the equivalent of 040 in. (1.02 mm)
clearance between pickup and camshaft.
1. The camshaft magnetic pickup is located on the
top front of the engine (see Figure 4.10-17 and 6. Tighten jam nut while holding pickup.
Figure 4.10-18).
I I Figure 4.10-19 IPM Camshaft Pickup Adjustment -

Figure
- 4.10-17 IPM Camshaft Magnetic Pickup - 6 Cylinder
12 Cylinder
Flywheel Magnetic Pickup
NOTE: The flywheel pickup is located on the left rear
side of the flywheel housing.
1. Thread flywheel pickup into housing until it makes
contact with flywheel (see Figure 4.1 0-20 and
Figure 4.1 0-21).
2. Using a grease pencil, place a reference "mark"
across pickup extending onto flywheel housing.
3. Using reference "mark," back out pickup 314 turn.
Tighten jam nut while holding pickup.
Figure 4.10-1 8 IPM Camshaft Magnetic Pickup -

6 Cylinder
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.
4.10-8 FORM 6300

Figure 4.10-20 IPM Flywheel Magnetic Pickup -

6 Cylinder
Figure 4.1 0-21 IPM Flywheel Magnetic Pickup -

12 Cylinder
FORM 6300 4.10-9

4.10-10 FORM 6300

SECTION 4.15
AIR INTAKE SYSTEM MAINTENANCE
MAIN AIR FILTER

ELEMENT FRAME 0
c9
PRECLEANER
\
AIR RESTRICTION
INDICATOR
FILTER ELEMENT
FRAME
SHIELD
Figure 4.15-1 Air Cleaner Assembly - 6 And 12 Cylinder Engines

AIR FILTER MAINTENANCE cleaner pad every 4000 running hours, or more often if
necessary.
The air restriction indicator (see Figure 4.15-1) will
show "red if the air intake restriction is 15 in. 1. Locate four threaded mounting studs on air
(381 mm) of water. This indicates a clogged or dirty cleaner assembly and loosen front lock nut (5116 inch)
main air filter element andlor clogged or dirty pre- on each (see Figure 4.15-2). (Rear lock nut is 100s-
cleaner element. ened only for removal of main air filter frame and ele-
ment.)
Precleaner Pad Removal
2. Raise up and remove rain shield.
The precleaner is a foam rubber pad that increases
the life of the main air filter element. Inspect and clean 3. Peel precleaner pad off main air filter element.
the precleaner pad daily or as required. This can be
done while the engine is running. Replace the pre-
FORM 6300 4.15-1

Precleaner Pad Installation
I A CAUTION I On new engines the

cardboard insert
between the rain shield and precleaner pad must
be removed before the engine is started. Disre-
garding this information could result in product
damage.
1. Reinstall precleaner pad between rain shield and

main air filter element. If necessary, use a drop of
FRONT LOCK
adhesive on corners to keep it from falling.
NOTE: Do not clean and reuse the precleaner pad
more than three times. Replace with a new precleaner
pad. Use only Waukesha supplied precleaner pads.
2. Lower rain shield onto four mounting studs of air
cleaner assembly. Alternately retighten front lock nuts
(5116 inch).
3. Clean or replace main air filter element if air intake
restriction indicator "indicates red" after installation of
a new or cleaned precleaner pad.
Main Air Filter Element Removal
Figure 4.15-2 Air Cleaner Assembly Inspect and clean the main air filter element daily or as
required. Replace main air filter element if the air
Precleaner Pad - Cleaning And Inspection restriction indicator "indicates rednafter the air cleaner
1. Wash precleaner pad with soap and water. is cleaned and the precleaner pad has been replaced
or cleaned.
I aCAUTloN I Do not u s e com-

pressed air when
cleaning the precleaner pad. Compressed air can
1. Locate four threaded mounting studs onto air
cleaner assembly and loosen front lock nut (5116 inch)
on each (see Figure 4.1 5-2 and Figure 4.1 5-3).
easily damage the foam rubber pad.
2. Raise up and remove rain shield.
2. Air dry pad. Do not use compressed air.
3. Peel precleaner pad off main air filter element.
4. Loosen rear lock nut (5116 inch) on each mounting
stud until flat washer behind it can be brought forward
far enough to clear step in welded bracket of main air
filter frame (see Figure 4.1 5-2).
5. Swing four mounting studs to outside in a horizon-
tal motion. Remove main air filter frame and element.
4.15-2 FORM 6300

NOTE: Use only Waukesha supplied air filter

elements.
3. Do not clean and reuse main air filter element
more than three times. Replace with a new element.
I
4. lnspect air duct for cracks. All of combustion air
must pass through main air filter element, not through
cracks or defects in air cleaner assembly. If inspection
of duct work and intake manifold yields an accumula-
tion of dust and grit, it is an indication main air filter
element is not properly maintained or air is getting into
system from around or behind element.
5. Inspect all air duct hoses. Replace any cracked or
aged hose.
Main Air Filter Element Installation
NOTE: The orange flow arrow on the instruction label
I
points toward the air outlet side. Always store the
elements with the air outlet side down. Dirt and dust
that contaminate the outlet side will pass into the
Figure 4.15-3 Air Cleaner Assembly - 6 Cylinder
engine when the element is installed.
-
Main Air Filter Element Cleaning And Inspection 1. Install main air filter element with instruction label
1. Clean main air filter element using the following facing up. Fit deflection brace onto outlet side of filter
method. element over horizontal bar running across front of air
duct chamber.
A. Gently tap element on a flat surface with dirty
side facing down. 2. Place frame over main air filter element.
3. Swing four threaded mounting studs to inside in a
I
horizontal motion so that they fit within welded brack-
ets on air filter frame. Move flat washer behind rear
Compressed air can pierce the skin and cause lock nut back into step in welded bracket.
severe injury or death. Never use your hand to
check for leaks or to determine airflow rates. Wear 4. Install precleaner pad between rain shield and
safety glasses to shield your eyes from flying dirt main air filter element. If necessary, use a drop of
and debris. adhesive on corners to keep it from falling.
5. Lower rain shield on four mounting studs.
B. Using an OSHA approved safety nozzle, direct
compressed air through element in the opposite 6. Alternately tighten rear lock nuts (5116 inch).
direction of airflow, as indicated by orange arrow
7. Alternately tighten front lock nuts (5116 inch) on
on instruction label. Air pressure should be a
four mounting studs.
maximum of 30 psi (207 kPa).
8. Check frame of main air filter element to verify
CAUT'oN I not use 'Om-
pressed air when
cleaning the air filter element. Compressed air can
perimeter is sealed tightly. Damage to frame may
result in improper element sealing.
easily damage the pleated paper of the main air fil- NOTE: Affer the restriction problem is corrected, reset
ter element. the indicator by depressing the black button on the
plastic housing.
C. Air dry element. Do not use compressed air.
2. Carefully examine element after cleaning. If dam-
aged, replace.
FORM 6300 4.15-3
--
PRECLEANER MAINTENANCE
Optional heavy duty air precleaners (inertia separa-
The location of the air restriction indicator relative tors) may be installed as an engine option in areas
to the intake manifold causes it to be subjected to where extreme dust conditions are present.
high pressure if the engine backfires. A restriction 1. To remove dust accumulation in precleaner, press
filter must be installed in the indicator air passage open the rubber orifice at the bottom of precleaner
to dampen high pressure surges which would oth- (see Figure 4.1 5-4).
erwise damage the indicator. Through the projec-
tion of broken material, damage to the indicator 2. If heavy accumulations of dust begin to clog the
might pose a potential danger to persons standing passages of the precleaners, they may be removed
nearby. The restriction filter also protects against from the engine and cleaned with soap and water.
the entrance of dust and dirt in the event that the
restriction indicator is broken off or removed. Dis-
regarding this information could result i n severe
personal injury or death.
Verify that the restriction filter is in place between the

clean air tap and indicator.
Do not grasp the indicator housing; the plastic

may crack or break resulting in a hand injury.
Figure 4.15-4 Precleaner - 6 Cylinder
4.15-4 FORM 6300

SECTION 4.20
TURBOCHARGER SYSTEM MAINTENANCE
TURBOCHARGER SYSTEM
MAINTENANCE I aCAUTION 1 Do not run the engine
if the air cleaner is not
operating efficiently or if leaks exist in the ducting.
TURBOCHARGER INSPECTION Dust leaking into the air ducting can damage the
a WARNING
Turbocharger components are extremely hot.
I engine and the turbochargers and/or cause per-
sonal injury.
3. With engine shutdown, inspect all air ducting for

Always allow the turbocharger to cool prior to con- loose clamps or connections. Check manifold connec-
ducting an inspection- Failure to comply with tions to turbine inlet and to engine exhaust manifold
these instructions could result in severe burns. gaskets.
I aCAUTION ] Inspection and repair

of turbochargers must
be performed by a factory qualified service agent.
Failure to follow these instructions could cause
engine damage and/or personal injury.
1. lnspect engine air cleaner. Service if required.

2. lnspect turbocharger mounting and connections
for oil and air leaks (see Figure4.20-1 and
Figure 4.20-2).
Figure 4.20-2 Turbocharger - 6 Cylinder Engine
4. Visually repeat inspection while engine is running.

5. Monitor turbochargers for unusual vibrations or
noise. If excessive vibration is evident, shut down
engine and call your Waukesha authorized service
agent.
Figure 4.20-1 Turbochargers - 12 Cylinder Engine 6. Establish a schedule with your Waukesha autho-
rized service agent to inspect interior of compressor
for accumulations of dirt. Dirt can cause compressor
wheel to become unbalanced, which reduces effi-
ciency and causes bearing failure.
FORM 6300 4.20-1

TURBOCHARGER LUBRICATION CHECK WASTEGATE ADJUSTMENT FOR ELEVATION
I aCAUTION I Before operating a new

or rebuilt turbocharger
(or starting a new engine for the first time), check
This procedure describes the required wastegate
adjustment for maintaining 158 psi BMEP with 10%
overload when operating at elevations above 2000 ft
to ensure turbocharger is receiving proper lubrica- (610 m) on GSI engines and for maintaining 165 psi
tion. Failure to follow these instructions could (1138 kPa) BMEP with 10% overload when operating
at elevations above 2000 ft. (610 m) on LT engines.
cause engine damage and/or personal injury.
The engine must be in good operating condition and
1. Remove oil drain tube from turbocharger(s) (see ignition system properly timed with the fuel system
Figure 4.20-3). adjusted according to Waukesha's recommendations
before adjusting the wastegate(s).
The LT engine uses the same wastegate as the GSI
but has additional control on the vent port of the
wastegate to help maintain throttle reserve through the
load range.
NOTE: The LT engines are equipped with a differential
pressure wastegate and typically do not require
adjustment for elevations up to 5000 ft (1524 m).
I aCAUTION I Do not attempt to

adjust the wastegate@)
to compensate for engine wear and misadjust-
ment. Disregarding this information could result in
product damage.
I aCAUTION I Always verify that all

cylinders are firing
before adjusting the wastegate. Individual exhaust
thermocobples-have been-provided for this pur-
pose. Failure to do so may cause serious engine
damage.
Figure 4.20-3 Turbocharger Oil Drain Tube -
12 Cylinder - Right Rear Shown
2. Activate prelube system and visually check for oil

[ aCAUTION Igate
On vee engines, waste-
adjustment on
one bank affects performance of the opposite
flow at turbocharger oil drain area. bank cylinders. In other words, adjustment of the
3. Reconnect oil drain tube only after oil is observed wastegate located on the left bank will change the
at oil drain area. intake pressure of the right bank (and vice versa).
Disregardingthis information could result in prod-
4. Start engine and run at reduced speeds until cool- uct damage.
ant temperature gauge indicates a temperature of
100" F (38" C).
5. Run engine at rated output and listen for unusual
sounds at turbocharger, especially those of metal con-
tacting metal. If any noise of this type is apparent, con-
tact your Waukesha authorized service agent.
4.20-2 FORM 6300

Table 4.20-1 Wastegate Adjustment For Elevation - L5774LT And L5794LT
ENGINE MODEL I ELEVATION FT (M) I PIN I CALIBRATION PRESSURE IN. (MM) HG

L5774LT I UDto 3000 (914) 1 2956458 1 27.1 (688.34) at 1200 rpm 142 psi (979 kPa) BMEP 8 8.0% O7
1 L5794LT I Up to 3000 (914) 1 295645R 1 31.1 (805.18) at 1200 rpm 165 psi (1138 kPa) BMEP @ 7.8% O2 1
Table 4.20-2 Wastegate Adjustment For Elevation - F3514GS1, F3524GS1, And L7044GSI
ENGINE MODEL ELEVATION FT (M) PIN CALIBRATION PRESSURE IN. (MM) HG

Up to 3000 (914) 295645M 18.7 (474.98) at 1200 rpm 158 psi (1089 kPa) BMEP
F3514GSI Up to 5000 (1524) 295645M 21.0 (533.40) at 1200 rpm 158 psi (1089 kPa) BMEP
F3524GSI Up to 7000 (2134) 295645M 23.0 (584.20) at 1200 rpm 158 psi (1089 kPa) BMEP
Up to 8000 (2438) 295645M 24.0 (609.60) at 1200 rpm 158 psi (1089 kPa) BMEP
Up to 3000 (914) 2956451. 23.5 (596.90) at 1200 rpm 158 psi (1089 kPa) BMEP
Up to 5000 (1524) 295645L 26.0 (660.40) at 1200 rpm 158 psi (1089 kPa) BMEP
L7044GSI
Up to 7000 (2134) 295645R 28.0 (711.20) at 1200 rpm 158 psi (1089 kPa) BMEP
Up to 8000 (2438) 295645R 29.0 (736.60) at 1200 rpm 158 psi (1089 kPa) BMEP
WASTEGATE ADJUSTMENT If slight tapping or vibration does not return the

valve to the 2.46 in. (62.48 mm) height, the
Bench Adjustment
wastegate is not operational and should be
To adjust wastegate(s), use the following procedure for repaired or replaced.
each wastegate installed on the engine:
11. Tighten jam nut.
1. Remove wastegate from engine.
12. Replace protective plug.
2. Remove protective plug from wastegate adjusting
3. Reinstall wastegate on engine.
screw well.
On-Engine Adjustment - GSI Engines Only
3. Loosen jam nut.
NOTE: An on-engine adjustment of the wastegate(s)
4. Secure wastegate in vise with valve poppet on top.
can be performed on GSI engines only
5. Attach air hose and appropriate pressure gauge to
To verify correct wastegate(s) adjustment on a GSI
compressor discharge pressure sensing connection.
engine, use the follow in^- .procedure for each waste-
6. Slowly apply air to wastegate until pressure read- installed:
ing agrees with nominal control pressure range speci-
1. Install pressure gauges with a 0 - 30 in-Hg (0 -
fied for that part number.
762 mm-Hg) or 0 - 15 psi (0 - 103 kPa) range at gas
7. Turn adjustment screw until distance from face of regulator air pressure connections on each bank (see
poppet to wastegate mounting face (without gasket) is Figure 4.20-4 and Figure 4.20-5). This connection
2.46 in. (62.48 mm). links to the carburetor bonnet and is normally used for
sensing the air portion of gaslair when setting the I
8. Release pressure from wastegate completely and
main fuel regulators.
let valve return to seated position.
I
9. Slowly reapply air to wastegate until pressure

reading agrees with calibration pressure for part num-
ber (see Table 4.20-1 and Table 4.20-2). Confirm valve
travels to same 2.46 in. (62.48 mm) dimension.
10. If valve does not return to 2.46 in. (62.48 mm)
dimension, it is an indication that the valve is sticking
and not working freely.
If slight vibration or tapping of the valve assembly
returns valve to 2.46 in. (62.48 mm) dimension,
the wastegate can be used.
FORM 6300 4.20-3

PRELUBE PRESSURE CHECK VALVE

INSPECTION
To ensure quick lubrication of the turbocharger(s) at
startup, the external supply line is provided with a
check valve to keep the oil from draining back into the
oil Dan when the engine is shut down (see
Figu;e 4.20-6 and ~ i ~ u r e 4 . 2 0 - 7The
). check valve
also prevents excessive lubrication of the turbocharg-
ers during continuous or intermittent prelube.
I Figure 4.20-4 Mooney Pressure Regulator
Figure 4.20-6 Turbocharger Prelube Check Valve -

6 Cylinder
Figure 4.20-5 Fisher Pressure Regulator
NOTE: The turbocharger compressor discharge

pressures (boost) in Step 2 should be close to the
table values but do not need to be the exact values
listed. Adjust wastegate($ accordingly.
NOTE: Adjustments on one wastegate of the 12
cylinder engine may result in a change in turbocharger
compressor discharge pressure (boost) for both banks
of the engine. Adjust the wastegates an equal amount
on each bank for coarse adjustment. If compressor
discharge pressures between left bank and right bank
differ by more than 1.5 in. Hg (38 mm Hg), use small
Figure 4.20-7 Turbocharger Prelube Check Valve -
wastegate adjustments to balance compressor 12 Cylinder
discharge pressures.
2. With engine operation 1200 rpm at 158 psi
(1089 kPa) BMEP, the compressor discharge pres-
sure(~)should fall within values listed in Table 4.20-1
and Table 4.20-2. Adjust wastegate(s) accordingly.
4.20-4 FORM 6300

1 WARNING
If the prelube oil pressure reaches or exceeds
5 psi (35 kPa), oil flows through the supply line
check valve into the turbocharger housings. Start-
ing the engine may blow accumulated oil into the
intake manifold and carburetor, resulting i n oily
deposits that gum up internal surfaces. On the tur-
bine side, oil leakage around the turbine housing
poses a potential fire hazard. Disregarding this
information could result in severe personal injury
or death.
Check the prelube oil pressure at least once each

year. Also inspect the operation of the check valve(s).
4.20-6 FORM 6300

SECTION 4.25
COOLING SYSTEM MAINTENANCE
COOLING SYSTEM MAINTENANCE COOLING SYSTEM ADDITIVES

NOTE: Refer to Service Bulletin 4-2429E (or latest Standard closed heat exchanger or radiator cooled
revision) for more detailed coolant treatment cooling systems operating up to 250" F (121" C) must
information. be treated with industrial grade inhibited antifreeze or
with some other effective commercial cooling water
COOLANT FILTER SYSTEM treatment product. These products usually provide
Bypass water filtration can remove debris from the corrosion protection by forming a film on the surfaces
cooling systems on any engine. Bypass water filtration of the cooling system and also act as a scale suppres-
sized to remove 15 - 25 micron particles from 2% of sant by modifying or conditioning the dissolved scale-
the water flow is recommended. forming minerals. To work effectively, all antifreeze and
water treatment products require a clean system, free
Waukesha Engine offers a stainless steel coolant filter of dirt, oil, scale, and rust.
available in two sizes: small filter PIN 489501 and
large filter PIN 489625. The small coolant filter is rec- Ethylene Glycol
ommended for engines that have a good coolant pro- The most common cooling water additive is ethylene
gram already in place. The large coolant filter holds glycol. The required proportion normally depends on
more contaminants requiring less cleaning and is well- the lowest ambient temperature levels from which the
suited for new engine applications where installation system must be protected. A mix of 50% water and
debris may be present or for older engines that have 50% ethylene glycol will produce the best results for
mineral deposits in the cooling system. Table 4.25-1 freezing and boiling protection, but cooling water effi-
lists the filter system part numbers and available ciency is reduced by as much as 15%. Since the radia-
replacement parts. tor cooling system effectiveness drops by
Table 4.25-1 Waukesha Engine Coolant Filter System approximately 2% - 3% for each 10% of glycol con-
And Replacement Parts centration, the radiator sizing for the specified heat
- rejection value must be taken into account to accom-
SMALL LARGE modate this relationship.
DESCRIPT'oN
ASSEMBLY P N ASSEMBLY PIN
A minimum of 30°/0ethylene glycol is generally recom-
Coolant Filter Assembly 489501 489625
mended for adequate antifreeze and corrosion protec-
Replacement Element 489508 489626
tion. The amount should not exceed 67% to avoid
Standard Temperature impairing the heat transfer processes. A concentration
200" F (93" C) 489528 489528
Flow Indicator beyond this percentage does not tend to lower the
High Temperature freezing point any further and may result in engine
350" F (177" C) 489648 489648 damage.
Flow Indicator
Seal Kit 489527 489527 Since it effectively raises the boiling point of the water,
the use of ethylene glycol is also beneficial in hot tem-
peratures. Therefore, ethylene glycol treated water is
still recommended in those climates where antifreeze
is not normally required (see Table 4.25-2).
FORM 6300 4.25-1

---
Table 4.25-2 Water Versus Glycol Concentration NOTE: Customer-supplied fuel shutoff type safety
equipment must be provided to prevent engine
COMMENTS damage and possible personal injury
Minimum Glycol for Adequate Engine overheating, as evidenced by high jacket water
temperatures, may be caused by one or more of the
following conditions:
Restricted airflow through the radiator
With heat exchanger cooling systems, it should be
remembered that the circulation of ethylene glycol Defective thermostats
solution only protects the closed system coolant.
Worn jacket water pump
Therefore, the heat exchanger water supply, as well as
the auxiliary cooling water circuit, must also be pro- Excessive jacket water pump suction
tected.
Blown head gasket
Propylene Glycol
Faulty temperature gauge
Propylene glycol has similar cooling properties when
Low coolant level
compared to ethylene glycol. Ethylene glycol has the
advantage of lower viscosity than propylene glycol at Overloaded engine
temperatures less than 0" F (-17"C). Propylene glycol
Air bound system
has a low toxicity, and it may be less stringently regu-
lated than ethylene glycol. Propylene glycol also has Insufficient air circulation
been proven to alleviate cavitation erosion that may be
Exhaust recirculation
experienced when using ethylene glycol solutions.
Cooling System Recommendations
Other treatments the engine operator should consider
are (see Table 4.25-3): 1. Ensure the rise in coolant temperature does not
Table 4.25-3 Other Cooling System Treatments exceed 10" F (5.6" C).
2. Maintain drop in system pressure at 8 - 15 psi
TREAT-
MENT
COMMENTS (55 - 103 kPa). Low pressure promotes cavitation ero-
Deionized. Although a maximum hardness of 200 ppm is
sion and high pressure causes water pump seals to
Distilled, or acceptable for initial fill and make-up, use only soft- leak.
Softened ened water, where the insolubles may be as low as
Water 0.5 ppm. 3. Analyze raw water chemistry to verify water does
not contain contaminants and is not too hard. Use only
Efsr Iron and steel corrosion inhibitor.
soft water where insolubles are as low as 0.5 ppm.
Molybdate Slows the growth of bacteria. Hard water accelerates the formation of scale depos-
Tolyltriazole Copper corrosion inhibitor. its.
~$~~~~
Prevents hard scale buildup. 4. Analyze cooling water chemistry every month to
Borax Buffer Corrects the water pH to 8.5. verify it contains proper inhibitor and additive concen-
General corrosion inhibitor; over 0.1% concentra- trations.
tion is not recommended for industrial engines. A
Silicates concentration that is too high can cause the cooling 5. Measure antifreeze content according to lowest
water in the radiator to gel, resulting in solid depos- anticipated temperature; refill as needed with same
its. High silicate inhibitor concentration is used pri-
marily for high speed aluminum engines. brand.
6. Maintain cooling water pH between 8.5 and 10.5;
COOLING SYSTEM SPECIFICATIONS AND an acidic coolant with a pH of less than 7 will speed
RECOMMENDATIONS corrosion of cast iron, aluminum, and steel, and a pH
Cooling System Specifications of 11 or higher will accelerate corrosion of aluminum
and solder.
Ensure that the temperature of the cooling water leav-
ing the engine (as indicated by the temperature 7. Check cooling system level each day or consider
gauge)
- - . does not exceed 220" F (104" C).
installation of a coolant low level shutdown switch.
Even if a high coolant temperature switch is provided,
Refer to Table 1.15-2 for the jacket water outlet tem- it will not engine down if system runs low on cool-
perature alarm and safety shutdown setpoints. ing water.
4.25-2 FORM 6300

8. Check cooling system for rust, sludge, or other for-

eign matter. Clean and flush entire cooling system
once each year, unless evidence of corrosion or sedi-
ment buildup demonstrates need for more frequent
changes. Use only clean, soft water.
9. To eliminate recirculation of particles and contami-
nants in cooling water circuit, install a cleanable filter
(sized at approximately 10 microns) in coolant flow.
Inspect and clean filter on a regular basis.
10. Frequently inspect hoses and all cooling system
connections for cracks and leaks. Do this when engine
is operating at normal pressure.
11. On a radiator, check for damaged fan blades, a
poorly fitting shroud, sticking shutters, or dirt in radia-
tor core. Repair or clean as needed.
12. Check radiator cap gasket for proper seal.
13. If a heat exchanger is used, inspect it for scale or
corrosion and, when necessary, clean inside of tubes
with a round, soft-wire brush. Flush with cleaning sol-
vent. Figure 4.25-1 Customer-Supplied Ball Valve -
12 Cylinder
14. Periodically remove intercooler and clean tubes
with a soft-wire brush or circulate a suitable cleaning 2. Open air bleed petcock(s) located on top of ther-
solution. mostat housing.
15. Consider the installation of the following cooling 3. Attach customer-supplied supply line to ball valve
system safety accessories: and add treated cooling water to crankcase.
A high water temperature shutdown device NOTE: Always fill the engine from the bottom up to
minimize the formation of air pockets. As the engine
A low water level shutdown device
fills, air is pushed up and out.
A coolant level sight glass
To avoid scored pistons and other serious problems, a
high water temperature shutdown device will stop the
1 a WARNING
Antifreeze solution is toxic and poisonous,
engine if the coolant gets too hot. A low water level
Always wear protective clothing when working
device will shut down the engine if the coolant level with solution, Follow the safety instruc-
drops excessively, preventing cracked or warped cylin-
tions on the container provided by manufac-
der heads, exhaust manifolds, and water manifolds. A
turer. Failure to follow proper procedures could
sight glass is a quick and easy method of visually cause severe personal injury or death.
checking the coolant level.
JACKET COOLING WATER CIRCUIT - INITIAL FILL 4. Add coolant to engine until it flows from petcock(s)
located on top of thermostat housing. See
NOTE: The following description is not applicable to ~ ~1.15-2
b forl jacket
~ water capacities.
permanent vent systems.
5. Close thermostat housing petcock(s) and continue
NOTE: To facilitate draining and flushing of the engine fillingsystem untilcoolant level top of surge
jacket water, replace one of the 3/4 inch NPT tankor radiator.
countersunk headless pipe plugs with a custorner-
supplied ball valve (see Figure 4.25- 1). The ball valve 6- Close ball valve and remove hose c~nnection-
must be threaded to accept both a hose connection
and pipe plug.
1. Remove 314 inch NPT countersunk pipe plugs
from drain hole located just below jacket water header
FORM 6300 4.25-3

1 IA CAUTION I
Air i n the cooling sys-
a WARNING
Always install a pipe plug into the ball valve after
tem speeds up the for-
mation of rust, increases corrosion, and produces
hot spots within the engine.
the hose connection is removed. If the lever of the
ball valve i s inadvertently bumped open, the 8. Bleed trapped air (see "Cooling Water System -
absence of a plug will cause the coolant to drain. Air Bleed").
During operation, loss of any coolant may result in
catastrophic engine damage. Escaping steam 9. .Top off surge tank or radiator.
andlor hot water can cause severe burns or severe
COOLING WATER SYSTEM AIR BLEED -
Air bleed the jacket water and auxiliary cooling water
7. Apply perma-LOP Heavy Duty Pipe Sealant with circuits at least once each day. Open and close the air
~eflon@
to pipe plug threads. Install plug in ball valve. bleed petcocks in the sequence that they are listed in
Table 4.25-4, starting at the lowest petcock in the sys-
I aCAUTION I Air i n the cooling sys-
tem speeds up the for-
mation of rust, increases corrosion, and produces
tem and ending at the highest. Bleed one petcock at a
time. The number of air bleed petcocks and their loca-
tions are listed.
hot spots within the engine.
1. Initial Bleed
8. Bleed trapped air (see "Cooling Water System - - Open each air bleed petcock prior to engine
Air Bleed"). startup. A hissing sound often accompanies
9. Top off surge tank or radiator. the escape of trapped air. Close the petcock
when the hissing stops and water begins to
AUXILIARY COOLING WATER CIRCUIT - INITIAL flow out in a solid, steady stream.
FILL
NOTE: The following description is not applicable to
permanent vent systems. I a WARNING
Always wear protective clothing when bleeding the
I
1. Open air bleed petcocks in intercooler cooling cooling system on a heated engine. Slowly loosen
water inletloutlet bonnets. the air bleed petcock t o relieve any excess pres-
2. Open air bleed petcocks on intercooler water inlet sure. Escaping steam and/or hot water can result
and outlet tubes located behind venturi extractor. i n severe burns.
3. Open air bleed petcocks in inlet side of wastegate 2. Check Bleed
water return tubes.
- Start the engine and reopen each petcock.
4. From top of surge tank or radiator, add treated Close the petcock when the hissing stops and
cooling water to auxiliary cooling water circuit. water begins to flow out in a solid, steady
5. Continue filling circuit with coolant until it flows stream.
from petcock(s) located on intercooler inieffoutlet bon- 3. Final Bleed
net(~).Close petcock(s) when water begins to flow out
in a solid, steady stream. - Once the temperature of the jacket water cir-
cuit has stabilized (as indicated by the panel-
6. Continue filling auxiliary water circuit with coolant mounted temperature gauge), reopen each
until it flows from petcocks located on intercooler water petcock. Close the petcock when the water
supply and inlet side of wastegate water return tubes. begins to flow out in a solid, steady stream.
Close petcocks when water begins to flow out in a
solid, steady stream. See Table 1.15-2 for the capaci-
ties of the various auxiliary water system components. I ACAUTION 1 Air can be drawn into
the engine through
small leaks in the jacket water system. The prob-
NOTE: Customer-supplieditems and connections not
lem i s compounded when the void created by the
included. Waukesha supplied items include the
auxiliary water pump, intercooler, oil cooler, and the loss of coolant i s filled by more air. If aeration
engine-mounted intercooler water supply and return causes the coolant t o foam, the probability of
piping. engine damage due t o overheating i s greatly
increased.
7. Continue filling auxiliary cooling water circuit until
level of coolant reaches top of surge tank or radiator.
FORM 6300
4. Carefully inspect jacket water system for coolant Table 4.25-5 Water Drain Petcocks
leaks while engine is running.
NUMBER OF
Table 4.25-4 Air Bleed Petcocks WATER
PETCOCKS LOCATION
CIRCUIT
4 Intercooler (rear, left, and right)
Auxiliary 1 Auxiliary water pump (bottom)
1 Water return pipe (pipe end at

crankcase vee, engine front)
1. Start engine. Run engine ten minutes to stir up rust

or sediment.
Always wear protective clothing when draining the

cooling systems on a heated engine. Slowly
loosen the air bleed petcocks to relieve any excess
pressure. Escaping steam and/or hot water can
result in severe burns or death.
2. Shut down engine. Open air bleed petcocks at the

highest point in both jacket water and auxiliary cooling
Cluster thermostat housing
water circuits, whether it be on top of surge tank, radi-
(above bypass outlet ports at ator, or other heat transfer device.
front)
lntercooler water inletloutlet
NOTE: To facilitate draining and flushing of the engine
bonnets (upper rear) jacket water, replace one of the 3/4 inch NPT
Auxiliary
Wastegate water return tube countersunk headless pipe plugs (just below the level
(rear right and lefl bank) of the jacket water header) with a customer-supplied
ball valve. The ball valve must be threaded to accept
COOLING WATER CIRCUITS - DRAIN AND FLUSH both a hose connection and pipe
Unless evidence of corrosion or sediment buildup 3. Verify customer-supplied ball valve is in closed
demonstrates the need for more frequent mainte- position. Remove pipe plug and attach drain line.
nance, clean and flush both the jacket water and auxil-
iary cooling water circuits at least once each year. 4. Drain coolant from jacket water and auxiliary cool-
ing water circuits. Avoid delay; water should be
Table 4.25-5 Water Drain Petcocks drained before rust and sediment can settle.
5. Open all air bleed petcocks (see Table 4.25-4).
6. Open all water drain petcocks (see Table 4.25-5).
Remove all drain plugs. Place a container beneath
each petcock before opening.
7. Close all water drain petcocks. Apply perma-~ok@
Heavy Duty Pipe Sealant with ~eflon@ to drain plug
threads. Install drain plugs.
8. Select and inspect an internal surface that is suit-
able for gauging the effectiveness of the cleaning and
descaling solution. If necessary, insert a piece of weld-
ing rod into the water passage opening to feel for an
accumulation of lime and mineral scale deposits.
9. Attach the customer-supplied supply line to ball
valve and add clean, soft water to crankcase. Always
fill engine from bottom up to minimize formation of air
pockets. As engine fills, air is pushed up and out.
FORM 6300 4.25-5

Always install the safety guards after completing

any service operation. Never operate the engine
with the safety guards removed. Disregarding this
information could result in product damage,
severe personal injury, or death.
11. Install safety guards.

JACKET WATER PUMP DRIVE BELT TENSION
ADJUSTMENT
Check the tension and condition of the two jacket
Figure 4.25-6 Adjustinglldler Lever Assembly - water pump drive belts weekly. Replace the drive belts
every 8000 running hours or as necessary.
6 Cylinder
1. Remove safety guard.
5. Loosen pivot bolt located on idler pulley bracket
(see Figure 4.25-7). Loosen slotted lock bolt. Belt ten-
sion is released as idler pulley bracket rotates. I CAUTION 1
Be sure that the belts
are cool when the ten-
sion is checked or adjusted. The thermal expan-
sion of warm belts will result in a false tension
reading. Disregarding this information could result
in product damage and/or personal injury.
2. Using V-Belt Tension Tester (Tool PIN 474016),

check drive belt tension.
A. Measure distance between center lines of
crankshaft and jacket water pump pulleys. Align
bottom of large O-ring on "Inches of Span" scale
to measured distance.
B. Align bottom of small O-ring on "Deflection
Force" scale with zero mark.
C. Place tension tester squarely on front drive belt
at center of longest unsupported span (between
water pump pulley and crankshaft pulley). Apply
inward force on plunger perpendicular to belt
Figure 4.25-7 Idler Pulley Bracket Bolts - span until bottom of large O-ring is even with top
12 Cylinder
of rear drive belt (see Figure 4.25-8).
6. Slip drive belts off jacket water pump and idler pul- D. Remove tension tester and read force applied
leys. Remove belts from rear crankshaft pulley and from bottom of small O-ring on deflection force
discard. scale. Tension of belts must be between 11.9 -
7. Place new drive belt in rear groove of rear crank- 17.5 Ib. (53 - 77 N.m).
shaft pulley (rear groove is closest to gear cover). Slip E. Check rear belt tension in same manner.
belt into rear groove of water pump pulley.
NOTE: If the tension tester is not available, moderate
8. Place new drive belt into second-last groove of hand pressure should deflect the long part of the belt
rear crankshaft and jacket water pump pulleys. approximately 0.25 - 0.50 in. (6 - 13 mm) or, as a
9. Rotate idler pulley bracket clockwise to seat both general rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm)
water pump drive belts into pulley grooves. of belt span measured from pulley center to pulley
center. Belt span should be measured each time.
10. Refer to "Jacket Water Pump Drive Belt Tension
Adjustment" to adjust belts.
FORM 6300 4.25-9

FRONT DRIVE BELT
FORCE SCALE
Figure 4.25-8 Drive Belt Tension Tester
3. If belt tension adjustment is necessary, loosen

pivot bolt and slotted lock (see Figure 4.25-9). Belt
tension is released as idler pulley bracket rotates
I aCAUTION 1 Belts that are too loose
result in belt slippage.
Slippage causes burn spots, overheating, rapid
upward in a counterclockwise direction. wear, and breakage. The vibration created by
loose belts may also be sufficient to cause unnec-
essary wear of the pulley grooves. Disregarding
this information could result in product damage
and/or personal injury.
4. To adjust belt tension, insert a pry bar between

upper edge of idler pulley bracket and leverage pad
located on left side of water pump (see
Figure 4.25-1 0). To tighten drive belts, use leverage
pad as a pivot and push up on pry bar to move idler
pulley bracket downward.
Figure 4.25-9 Jacket Water Pump Drive Belt

Tensioning - 12 Cylinder Shown
I A CAUTION I Belts that are too tight

r e s u l t i n 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. Disre-
garding this information could result in product Figure 4.25-10 Jacket Water Pump Drive Belt
-
Tension 12 Cylinder
5. While holding pry bar in down position, use tension

tester to apply inward pressure to center of belt
(between water pump pulley and crankshaft pulley).
6. Used belt tension is 11.9 - 17.5 Ib. (53 - 77 N.m).
4.25-10 FORM 6300


hand pressure will deflect the belt between pulleys
approximately 0.25 - 0.50 in. (6 - 13 mm) or, as a
general rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm)
of belt span measured from pulley center to pulley
center.
7. Tighten slotted lock bolt on idler pulley bracket
when proper belt tension is obtained (see
Figure 4.25-9). Tighten pivot bolt.
8. lnspect belts for proper seating. V-belts should ride
on sides of pulley sheaves, not on bottom of groove.
9. Verify tension of front drive belt is 11.9 - 17.5 Ib.
(53 - 77 N.m). Verify tension of rear drive belt.
10. See "Auxiliary Water Pump Drive Belt Tension Figure 4.25-1 1 Adjustinglldler Lever Assembly -
AdjustmentVforadditional information. 6 Cylinder
+
I WARNING
I IDLER LEVER
HEX HEAD
CAPSCREW

with the safety guards removed. Disregarding this THREADED
information could result in product damage, ROD ADJUSTING

AUXILIARY WATER PUMP DRIVE BELT
REPLACEMENT
I ACAUTlON An accumulation of
[ d i r t i n the sheave
grooves impairs traction and accelerates belt
wear. Disregarding this information could result in
product damage and/or personal injury.
2. Verify that the pulley sheaves are clean and com-

pletely free of grease, oil, dirt, and grit.
3. lnspect the drive belts for fraying, cracks, or wear.
Belts must not be glazed, split, peeled, or greasy.
Replace as necessary.
4. If replacement is necessary, back the upper thin ELASTIC STOP
hex lock nut on the threaded rod away from the adjust- LOCK NUT
ing lever (see Figure 4.25-1 1 and Figure 4.25-12). The Figure 4.25-12 Adjustinglldler Lever Assembly -
pivot point of the idler lever follows the adjusting lever. 12 Cylinder
Movement of the idler pulley releases drive belt ten-
sion. 5. Remove drive belts from auxiliary water pump and
idler pulleys (see Figure 4.25-1 3). Remove belts from
rear crank shaft pulley and discard.
AUXILIARY WATER PUMP DRIVE BELT TENSION

ADJUSTMENT
I aCAUTION I Be sure that the belts

are cool when the ten-
sion of warm belts will result in a false tension
reading. Disregarding this information could result
in product damage andlor personal injury.
2. Using V-Belt Tension Tester (Tool PIN 474016),

check auxiliary drive belt tension.
A. Measure distance between center lines of pul-
leys with longest belt span. Align bottom of large
O-ring on "Inches of Span" scale to measured
Figure 4.25-13 Jacket And Auxiliary Water distance.
Pump Belts - 12 Cylinder
B. Align bottom of small O-ring on "Deflection
I AcAuTloN 1 Belts are matched and

tied i n sets of two.
Always replace the drive belts in pairs. Never
Force" scale with the zero mark.
C. Place tension tester squarely on front drive belt
at center of longest unsupported span. Apply
replace just one drive belt even if only one belt is inward force on plunger perpendicular to belt
worn. Since the older belts are stretched during span until bottom of large O-ring is even with top
hours of engine operation, the circumference of of rear drive belt (see Figure 4.25-14).
new belts is slightly smaller. A difference in belt
D. Remove tension tester and read force applied
size will cause the new belt to carry the full load,
from bottom of small O-ring on deflection force
resulting in rapid belt failure and possible damage
to driven equipment. Disregardingthis information
scale. Belt tension must be between 5 8 1b. -
(22 - 35.6 N.m).
could result in product damage and/or personal
injury. E. Check rear belt tension.
6. Inspect condition of new auxiliary water pump hand pressure should deflect the long part of the belt
drive belts. approximately 0.25 - 0.50 in. (6 - 13 mm) or, as a
7. Place new drive belts in rear groove of rear crank- general rule, 0.0 1562 in. (0.4 mm) per 1 in. (25.4 mm)
shaft pulley (directly in front of first jacket water pump of belt span measured from pulley center to pulley
drive belt) (see Figure 4.25-13). Slip belts into grooves center.
of both auxiliary water pump and idler lever pulleys.
[ A C A U T l o N Iresult i n excessive
Belts that are too tight
8. To tighten drive belts, thread upper thin hex lock
nut toward adjusting lever. Pivot point of idler lever fol- stretching and overheating. Too much tension may
lows adjusting lever in a clockwise direction. Upward also damage drive components, such as sheaves
movement of idler pulley increases drive belt tension. and shafts, and lead to premature failure of the
9. See "Auxiliary Water Pump Drive Belt Tension idler pulley and/or water pump bearings. Disre-
Adjustment7'toadjust belts. garding this information could result in product
I a WARNING
NOTE: Since the circumference of new belts is
somewhat smaller, reuse of the setting established for
any service operation. Never operate the engine the discarded drive belts will result in belts that are too
with the safety guards removed. Disregarding this tight.
4.25-12 FORM 6300

FRONT DRIVE BELT
REAR DRIVE BELT

MALL O-RING
LARGE O-RING
Figure 4.25-1 4 Drive Belt Tension Tester
3. To loosen drive belts, back upper thin hex lock nut stop) on each side of adjusting lever are properly tight-
on threaded rod away from adjusting lever. Pivot point ened.
of idler lever follows adjusting lever in a counterclock-
wise direction. Downward movement of idler pulley
releases drive belt tension.
4. When correct tension is obtained, thread 318 inch
I a WARNING
1
elastic stop lock on upper end of threaded rod toward service Never Operate the engine
adjusting lever. Be sure lock nuts (thin hex and elastic with the guards Disregarding this
stop) on each side of adjusting lever are properly tight- result in product
ened. severe personal injury, or death.
5. lnspect belts for proper seating. V-belts should ride 10- Install safety guards.
on sides of pulley sheaves, not on bottom of groove. JACKETIAUXILIARY WATER PUMP INSPECTION
6. Because of initial stretching, recheck belt tension
Jacket Water Pump Inspection
after 10 minutes run time. Check belt tension again
after first 30 minutes run time and then every 1. Remove safety guard.
250 hours thereafter.
2. lnspect "weep hole" in casting located below water
I aCAUTION 1 Belts that are too loose

result in belt slippage.
pump pulley (see Figure 4.25-15). The "weep holen
drains any coolant that leaks past the ceramic water
pump seal.
wear, and breakage. The vibration created by
loose belts may also be sufficient to cause unnec-
essary wear of the pulley grooves. Disregarding
I A CAUTION ] The presence of cool-
ant at the .weep hobw
indicates that the jacket water pump must be
this information could result i n product damage rebuilt. A defective water pump seal results i n
and/or personal injury. coolant loss and contamination of the inner ball
bearing grease. Disregarding this information
7. To tighten drive belts, back elastic stop lock nut on
upper end of threaded rod away from adjusting lever. could result in product damage and/or personal
Use a 318 inch deep well socket for best results. injury.
8. ~ h r e a dupper thin hex lock nut toward adjusting 3. Notify a Waukesha certified technician if any cool-
lever. Pivot point of idler lever follows adjusting lever in ant leakage at the uweep holevis observed.
a clockwise direction. Upward movement of idler pulley
increases drive belt tension.
9. When correct tension is obtained, thread elastic
stop lock nut onto upper end of threaded rod toward
adjusting lever. Be sure lock nuts (thin hex and elastic
Figure 4.25-15 Jacket Water Pump "Weep Hole" -

Water Pump Shown Removed
I a WARNING
1
with the safety guards removed. Disregarding this
4. Install safety guard.

Auxiliary Water Pump Inspection
Auxiliary water pumps should be visually checked for
leaks at shaft seal and housing seal locations (see
Figure 4.25-1 6).
Figure 4.25-16 Auxiliary Water Pump
4.25-1 4 FORM 6300

SECTION 4.30
LUBRICATION SYSTEM MAINTENANCE

Table 4.30-1 Lubrication System
CAPACITY
PART
6 CYLINDER 12 CYLINDER
Sump (including 72 gallons 90 gallons
filter and cooler)' (273 litres) (341 litres)
Oil pan 35 gallons 35 gallons
(Low level mark) (132.5 litres) (132.5 litres)
Oil pan 45 gallon 45 gallons
(High level mark) (170.3 litres) (170.3 litres)
20 gallons 36 gallons
Oil Filter (75.7 litres) (136.3 litres)
Oil Cooler 4 gallons 5 gallons
(7.25 in. x 38 in.) (15 L) (19 L)
Figure 4.30-1 Oil Filler Pipe
NOTE: "Total capacity of oil system. Fill oil pan, filter, cooler, etc., 2. Refer to "Oil Filter Maintenance" and fill oil filter
run engine, then add oil as required to bring oil level in oil pan back
with proper grade oil.
to high mark. Record total amount for future reference.
3. Install makeup line and add oil. Periodically
OIL FILL - INITIAL PROCEDURE remove dipstick and take note of reading.
The oil capacities listed in Table 4.30-1 represent 4. Continue to add oil to until level reaches "full" mark
approximate amounts. Use the initial fill to determine on dipstick (see Figure 4.30-2).
the actual amount of oil required. Table 4.30-4,
Table 4.30-5, and Table 4.30-6 list oil recommenda-
tions.
I aCAUTION I The oil piping must be

purged of all slag and
debris before the engine is first started. Before
c l LOW lFlhl 1, 0 0- 1
proceeding with the oil fill procedure, refer to the

O-RING
purging instructions in this section. Disregarding
this information could result in product damage
and/or personal injury. Figure 4.30-2 Dipstick
1. Remove oil filler pipe cap located at the lower rear 5. Stop adding oil and start prelube pump. Prelube
left side of engine (see Figure 4.30-1). pump must be run to fill oil lines, oil cooler, full-flow oil
filter, and oil strainer. It also ensures bearings, turbo-
chargers, and other moving parts of engine are prop-
erly lubricated.
[ aCAUTloN 1
Filter must be filled mark. Both marks on the dipstick are "static lines." The
with lubricating oil dipstick does not indicate oil level with engine running.
before first start and after each element change. When checking the oil level, carefully examine the con-
Disregarding this information could result in prod- dition of the oil on the dipstick. Replace the oil any time
uct damage. it appears diluted, thickened by sludge, or otherwise
deteriorated. The useful life of the oil depends on a
6. Depress bypass valve plunger located inside filter number of factors, which include the engine load, tem-
to allow air to escape. Before first startup, vent air perature, fuel quality, atmospheric dirt, moisture, and
through cover vent while prelube pump is still running. the level of maintenance. If oil performance problems
A continuous flow of oil from the vent line is required arise, consult your oil supplier.
and indicates all air has been removed from the oil
system. Always pay close attention to engine operating tem-
peratures. If engine jacket water and oil temperatures
7. Run prelube pump until pressure is indicated on oil are maintained according to engine specifications,
pressure gauge. Stop prelube pump and allow oil to particularly during periods of light load operation, the
drain back into crankcase. Check dipstick and add oil problems resulting from condensation of corrosive
to oil pan until level returns to "full" mark. vapors in the crankcase can be minimized.
8. Install oil filler cap, start engine, and allow oil to When using an engine oil for which there is no previ-
warm up to its normal operating temperature. Shut ous operating experience, a detailed oil analysis by
engine down and allow oil to drain back into pan. qualified professionals is strongly recommended. A
Check dipstick and add oil to oil pan until level returns well monitored maintenance program also should be
to ''full" mark. established for the first year of usage and the perfor-
9. Check crankcase oil level daily before engine is mance of the engine should be carefully observed
started. Blade of dipstick is marked "lown and "full." against all external operating conditions. This proce-
Always maintain oil level at "full" mark. Both marks on dure will help to determine if the selected oil is really
dipstick are "static lines." The dipstick does not indi- suitable for your particular operation.
cate oil level with engine running. NOTE: If any questions arise with regard to the
OIL COOLER AND OIL FILTER INSTALLATION foregoing information, call the Waukesha Product
REQUIREMENTS Support or Sales Engineering Departments. The
engine operator may also wish to refer to Service
1. All piping connections to and from the engine and Bulletin 12-18802, or latest revision, for more
between lubrication system accessories are to be sup- information on lubricating oils.
plied by the customer. If applicable, the oil cooler and
oil filter assemblies should be secured as close as OIL CHANGE
possible to the engine. All customer connections to the
engine must be flexible.
2. Verify oil lines between engine, oil filter, and oil
I a WARNING
Hot oil can cause severe burns. Allow oil to cool
I
cooler are clean and free from scale. prior to working on oil system components. Wear
3. Filter must be filled with lubricating oil before first protective equipment and use caution while work-
start and after element change. Depress bypass valve ing on oil system components. Failure to follow
plunger located inside filter to allow air to escape. proper procedures could cause severe personal
Before first startup, vent air through cover vent while injury or death.
prelube pump is running. A continuous flow of oil from
the vent line is required and indicates all air has been To change oil, drain oil pan and all oil system accesso-
removed. ries: oil cooler, full-flow oil filter, and oil strainer. Pro-
ceed as follows:
4. Refer to "Oil Pressure Adjustment" and adjust oil
pressure. NOTE: Drain oil when warm for best results.
CRANKCASE OIL LEVEL CHECKING 1 . Oil Pan

Remove 2 inch square head drain plug. For
Check the crankcase oil level daily before the engine is
started. For convenience, a dipstick is located on both convenience, four drain plugs are provided,
the right and left sides of the oil pan (see one at each corner of the oil pan. Retain an oil
Figure 4.30-2). The blade of the dipstick is marked sample for oil analysis. Install drain plugs after
"low" and "full." Always maintain the oil level at the "full" oil has drained.
FORM 6300
NOTE: Installation of a customer-supplied ball valve OIL PAN MAlNTENANCE

and pump facilitates draining of the oil pan.
2. Oil Cooler
Remove drain plug at bottom of oil cooler shell
I a WARNING
midway between inlet and rear bonnets. lnstall prior to working on oil system components. Wear
drain plug after oil has drained. protective equipment and use caution while work-
ing on oil system components. Failure to follow
3. Full-Flow Oil Filter
proper procedures could cause severe personar
Remove upper drain plug from oil filter housing injury or death.
and drain sludge and dirty oil from filter
element chamber. Remove lower plug to drain NOTE: Since it is necessary to drain the oil pan and
oil from clean oil chamber (see Figure 4.30-6). oil system accessories, schedule the cleaning during a
lnstall drain plugs after oil has drained. regular oil change interval.
4. Oil Strainer NOTE: Drain oil when warm.
Remove drain plug (318 inch) at bottom of 1. Drain oil pan, oil cooler, f~ll-flowoil filter, and oil
strainer element housing (see Figure 4.30-1 1). strainer-
Install drain plug when oil has drained. 2. Loosen oil pan door clamp capscrews (see
5. When oil has drained, ensure all drain plugs are Figure 4.30-3)- Rotate assembly about 45 degrees to
reinstalled. remove door from access hole.
6. Refer to "Oil Pan Maintenance" and clean oil pan. 3. A small pool of oil about 314 inch deep will nor-
mally accumulate on each end of the oil pan where the
1 aCAUTloN1 Filtermust be filled

with lubricating o i l
before first start and after each element change.
casting is recessed. Only a thin film will cover the other
internal surfaces. Using absorbent cloths, wipe oil pan
clean. Thoroughly clean channel that connects both
Disregarding this information could result in prod- recessed areas.
uct damage.
4. Clean oil pickup screen (see "Oil Pickup Screen
7. Refer to "Oil Filter Maintenance" and replace oil fil- Maintenance").
ter elements. Fill oil filter assembly with clean oil (see 5. Install oil pan doors. Position each door with rear
Table 4.30-1 ). clamp 45 degrees from vertical position. Insert clamp
8. Refer to "Oil Fill - Initial Procedure" and fill engine
into oil pan access hole. Holding door against face of
with clean oil (see Table 4.30-1 ). access hole, rotate door until clamp is in horizontal
position. Tighten door clamp capscrew to 18 - 20 ft-lb
9. Refer to "Oil System Air Bleedn and bleed trapped (24 - 27 N.m).
air from oil system.
6. Refer to "Oil Change" and refill engine with proper
quantity and grade of oil (see Table 4.30-1).
Figure 4.30-3 Oil Pan Door Assembly

OIL PICKUP SCREEN MAINTENANCE

COVER
-
Oil Pickup Screen Removal 6 Cylinder
I a WARNING
I
prior to working on oil system components. Wear
protective equipment and use caution while work-
ing o n oil system components. Failure t o follow
proper procedures could cause severe personal
injury or death.
1. Remove four capscrews and lock washers to

detach pickup screen assembly from oil elbow and
cover bracket (see Figure 4.30-4).
2. Remove pickup screen assembly from oil pan.
3. Remove baffle and oil tubes from pickup screen.
4. Scrape old gasket material from oil tube flanges
and baffle box. Old gasket material left on the mating
surfaces may cause air or unfiltered oil to leak into the
oil tubes.
5. Remove two capscrews, lock washers, gasket, and
oil elbow from crankcase.
6. Remove two capscrews, lock washers, and cover
bracket from crankcase.
Figure 4.30-4 Oil Pickup Screen Assembly -

6 Cylinder
4.30-4 FORM 6300
-- -
Oil Pickup Screen Cleaning And Inspection - -

Oil Pickup Screen Removal 12 Cylinder
6 Cylinder
1. Clean all parts in a non-volatile cleaning solution or
solvent. Flush screen from inside out for best results.
Compressed air can pierce the skin and cause
severe injury. Never use your hand to check for
injury or death.
leaks or to determine airflow rates. Wear safety
glasses to shield your eyes from flying dirt and 1. Remove four capscrews and lock washers to
debris. Disregarding this information could result detach pickup screen assembly from both oil elbows
in severe personal injury or death. (see Figure 4.30-5).
2. Thoroughly dry all parts with low pressure com-
pressed air.
3. lnspect pickup screen for tears or holes. Replace
screen if damaged.
4. lnspect baffle box for broken welds, split seams, or
cracks around oil tube holes. Replace baffle if dam-
aged.
Oil Pickup Screen Installation - 6 Cylinder
1. Loosely install cover bracket in crankcase with two
capscrews and lock washers.
2. Loosely install oil elbow in crankcase with a gas-
ket, two capscrews, and lock washers.
3. Apply a fast-setting gasket adhesive, such as 3M
scotch- rip@ Rubber And Gasket Adhesive, onto oil
tube flanges. Position new gaskets onto flanges.
4. Install oil tubes in screening element. Place baffle
over screen, aligning holes with those in flange gas-
kets.
5. Obtain a new gasket for elbow and apply gasket
adhesive to one side. Press adhesive side of gasket
onto baffle while aligning holes. OIL TUBE
6 . To ensure proper alignment, install four capscrews I
and lock washers to hold pickup screen assembly

together. After unit is positioned in oil pan, remove one
capscrew. Slide capscrew through elbow or cover
bracket and thread it back into pickup screen assem-
bly. Repeat for remaining three capscrews. Fully
tighten after all capscrews are in place.
7. Tighten four capscrews to secure oil elbow and
cover bracket to crankcase.
I I
Figure 4.30-5 Oil Pickup Screen Assembly -
12 Cylinder
FORM 6300 4.30-5

I 2. Remove pickup screen assembly from oil pan. 4. Verify both elbow flanges are clean. Old gasket
1 3. Remove baffle and oil tubes from pickup screen.

4. Scrape old gasket material from oil tube flanges
material or adhesive left on mating surfaces may
cause air or unfiltered oil to leak into elbows.
5. To ensure proper alignment, install four capscrews
and baffle box. Old gasket material left on mating sur-
and lock washers to hold pickup screen assembly
faces may cause air or unfiltered oil to leak into oil
together. After unit is positioned in oil pan, remove one
tubes.
capscrew. Slide capscrew through the elbow and
-
I Oil Pickup Screen Cleaning And Inspection
12 Cylinder
1. Clean all parts of assembly in a non-volatile clean-
thread it back into the pickup screen assembly. Follow
this procedure with the remaining three capscrews.
Wrench tighten only after all capscrews are in place.
ing solution or solvent. Flush screen from inside out for OIL COOLER MAINTENANCE
best results.
I a WARNING I 1 a WARNING
1
Compressed air can pierce the skin and cause prior to working on oil system components. Wear
severe injury. Never use your hand to check for protective equipment and use caution while work-
leaks or to determine air flow rates. Wear safety ing on oil system components. Failure to follow
glasses to shield your eyes from flying dirt and proper procedures could cause severe personal
debris. Disregarding this information could result injury or death.
Drain oil from oil cooler at each oil change.
2. Thoroughly dry all parts with low pressure com-
Clean and inspect oil cooler annually. lnspect oil cooler
pressed air.
sooner if an increase in oil temperature cannot be
3. lnspect pickup screen for tears or holes. Replace traced to a malfunctioning auxiliary water pump, loose
screen if damaged. belts, a faulty thermostat, or excessive engine load.
Plugged tubes or scale deposits inhibit the flow of
4. lnspect baffle box for broken welds, split seams, or
coolant, which reduces oil cooling effectiveness.
cracks around oil tube holes. Replace baffle if dam-
aged. NOTE: Schedule the oil cooler cleaning during a
regular oil change interval, since it is necessary to
Oil Pickup Screen Installation- 12 Cylinder
drain the oil pan and oil system accessories.
1. Apply a fast-setting gasket adhesive, such as 3M
~ c o t c h - ~Rubber
r i ~ ~ And Gasket Adhesive, on oil
tube flanges. Position new gaskets on flanges.
2. Install oil tubes in screening element. Place baffle
over screen, aligning holes with those in flange gas-
kets.
3. Obtain two new gaskets for elbows and apply gas-
ket adhesive to one side. Press adhesive side of gas-
ket onto baffle aligning holes with those in box.
4.30-6 FORM 6300

OIL SYSTEM AIR BLEED pressure differential, subtract the reading of the oil fil-
ter outlet pressure gauge from the reading of the inlet
pressure gauge. When the pressure differential rises
to 12 -1 5 psi (83 - 103 kPa), the filter elements are
Hot oil can cause severe burns. Allow oil to cool clogged and must be replaced.
ing on lube oil system components. Failure to fol-
low proper procedures could cause severe
I a WARNING
Hot oil can cause severe burns. Allow oil'to cool
I
personal injury or death. prior to working on oil system components. Wear
Air bleed the oil system at least once each day. Pro- ing on lube oil system components. Failure to fol-
ceed as follows: low proper procedures could cause severe
NOTE: The petcock on the full-flow oil filter cover is personal injury or death.
the only air bleed through which the oil system may be
NOTE: If oil filter inlet and outlet pressure gauges are
purged of air pockets.
not provided, they may be ordered from Waukesha
1. Initial Bleed Engine.
Start prelube pump and open filter cover 1. Drain both chambers of full-flow oil filter. Oil filter
petcock. housing has two drain plugs (see Figure 4.30-6).
Remove upper plug to drain sludge and dirty oil from
2. Close petcock when oil begins to flow out in a
filter element chamber. Remove lower plug to drain oil
steady stream.
from clean oil chamber.
3. Check Bleed
Start engine and reopen filter cover petcock.
4. Close petcock when oil begins to flow out in a
I a WARNING
The cover compresses powerful springs on the fil-
I
steady stream. ter element posts. Use special care to remove the
oil filter cover, to avoid severe personal injury or
5. Final Bleed death.
Once engine is running at normal operating
temperature, reopen filter cover petcock. NOTE: To remove the oil filter cover safely, locate the
longest bolts. The long bolts extend about 1- 1/4 in.
6. Close petcock when oil begins to flow out in a (30 mm) below the flange at the top of the oil filter
steady stream. housing. The short bolts are flush with the bottom of
OIL FILTER MAINTENANCE the flange (see Table 4.30-2).
NOTE: Based on environmental and engine operating Table 4.30-2 Oil Filter Capscrew Pattern
conditions, the lubrication oil may require changes that
are much more frequent than those recommended by
Waukesha Engine. Many variables are involved in
determining the proper time between oil changes,
some of which may not even be known until after a
problem develops. The oil type, the severity of the
12 Cylinder 120"
environment, and the internal condition of the engine
are only a few of many variables that have a direct 2. Remove short bolts, working in a clockwise direc-
effect on the frequency at which the oil must be tion. Leave long bolts in place.
changed.
Oil Filter Element Replacement
Full-flow oil filter elements should be replaced when- Alternately loosen the long bolts of the filter cover
ever engine oil is changed and may often require more an equal amount of turn. Failure to follow this pro-
frequent replacement. cedure could cause the filter cover to spring up,
When the filter is new, the drop in oil pressure through causing severe personal injury or death.
the filter is approximately 2 - 3 psi (14 - 21 kPa) under
normal operating temperatures. To determine the
FORM 6300
3. Loosen the long bolts, giving each an equal - -
amount of turn. Alternately loosen each of the long AIR BLEED

bolts to slowly ease the filter cover up (see
Figure 4.30-6 and Figure 4.30-7).
r'-'-'-'-'---.-.---------- 1
FILTER
I I I
L,-----,,--,----,-------------J
Figure 4.30-7 Full-Flow Oil Filter
5. Install new oil filter elements (see Table 4.30-3).

Slide one 32 inch element over each filter element
post (see Figure 4.30-8 and Figure 4.30-9).
Table 4.30-3 Engine Filter Elements

r - - - - -7-' - --------------
- 'FILTER ! 32 INCH 1,
L----.-.-------.-.---.-.--J
Figure 4.30-6 Oil Filter
I ENGINE
r--6kyTnie ;-,------
'
!
ELEMENT
POSTS
4
!
ELEMENTS
REQUIRED
-I-------- 4 1
I
12 Cylinder 7 7
4. Remove oil filter elements (see Figure 4.30-7).
L-------A--.------l---.----J
Inspect bypass relief valve for wear. Refer to "Oil Filter
Relief Valve Inspection" for more information. 6 CYLINDER ENGINE
= ELEMENT - RELIEF
I I
Figure 4.30-8 Filter ElementIRelief
Valve Configuration - 6 Cylinder
4.30-8 FORM 6300

OIL FILTER RELIEF VALVE INSPECTION

12 CYLINDER ENGINE
The full-flow oil filter housing contains a bypass relief
valve.
When the elements are new, the drop in oil pressure
through the filter is minimal, approximately 2 - 3 psi
(14 - 21 kPa) under normal operating temperatures. If
the pressure differential reaches 28 - 32 psi (193 -
221 kPa), the relief valve begins to open and oil
bypasses the filter elements enroute to the oil strainer.
The relief valve is fully open at approximately 40 psi
(276 kPa).
Inspect the relief valve(s) for wear at least once each
year or after every 8000 hours of operation, whichever
comes first.
= ELEMENT - RELIEF
- VALVE
Figure 4.30-9 Filter ElementIRelief prior to working on oil system components. Wear
Valve Configuration - 12 Cylinder protective equipment and use caution while work-
(
-
aCAUTION 1
- --
Those filter elements
that are stamped with
an arrow must be installed with the arrow pointing
injury or death.
down. Elements that have a band around the ten- 1. Remove relief valve assembly from bypass tube
ter may be installed with either end pointing down. (see Figure 4.30-7).
Disregarding this information could result in prod- 2. Remove reducing bushing from relief valve body, if
uct damage. provided.
6. Replace drain plugs in oil filter housing. 3. Remove retaining ring, washer, spring, and piston
from relief valve body (see Figure 4.30-1 0).
7. Fill filter assembly with clean engine oil; see
Table 4.30-1 for capacities.
8. Allow air to escape by depressing bypass relief
valve piston(s).
9. Reinstall oil filter cover. Filter cover O-ring should
be replaced every 1500 hours, any time it has taken a
permanent set or if it appears damaged, whichever
comes first. Tighten filter cover capscrews to 35 -
37 ft-lb (47 - 50 N.m) in a crisscross pattern.
10. Release remaining air, start prelube pump, and
open filter cover petcock. Close petcock when oil flows
out in a steady stream.
NOTE: Air bleed the oil circuit at least once each day
The petcock on the full-flow oil filter cover is the only
location where the oil system may be purged of air
pockets.
NOTE: Waukesha highly recommends adding the
Microspin filtration system to the standard full-flow oil
filter.
FORM 6300 4.30-9
~~
I STRAINER /
I
HEAD
RETAINER
I
I
I SEAL,
I
I
I0 ROD
'MAGNET'c
I
I
I
I
I I
I
I
I --ELEMENT
I
I HOUSING
I
I DRAIN PLUG
I
!L,-,------------,----------------------J
Figure 4.30-1 1 Oil Strainer Assembly
Figure 4.30-10 Oil Filter Relief
Valve Assembly 2. Detach element housing by removing four cap-
screws and washers from strainer head.
4. Remove O-ring from relief valve piston. Inspect
area above O-ring for excessive wear. Replace if 3. Remove rubber seal from inside groove at top of
gouged or deeply scratched. element housing.
-
5. Install new 0-rina on relief valve is ton. 4. Pull down on stainless steel wire mesh element to
detach it from head.
6. Install piston, spring, washer, and retaining ring in
to relief valve body. 5. Remove two band retainers and two magnetic rods
externally mounted on element.
- -
7. Install reducina bushina on relief valve bodv.
6. Clean element in solvent. Flushing element from
8. Install relief valve assembly on bypass tube. inside out produces best results.
OIL STRAINER MAINTENANCE
Clean oil strainer element at each oil change. I a WARNING
dh WARNING
I severe personal injury or death. Never use your
hand to check for leaks or to determine airflow
rates. Wear safety glasses to shield your eyes from
prior to working on oil system components. Wear flying dirt and debris. Disregarding this informa-
protective equipment and use caution while work- tion could result i n severe personal injury or
ing on oil system components. Failure to follow death.
r-------------------
injury or death. 7 High pressure com-
I ACAUTION pressed air may dam-
1. Drain strainer assembly of oil by removing 318 inch
plug located at bottom of element housing (see
~;~;;~,~;g-;~~ent. Disregarding this
Figure 4.30-1 1). information could result in product damage and/or
personal injury.
7. Allow element to drip dry or air blow dry. If using

low pressure compressed air, dry from the inside out.
8. lnspect element for tears or holes. Replace ele-
ment if damaged.
9. lnspect strainer element O-ring for cuts, tears, or
loss of elasticity. Replace if necessary. Place O-ring in
inside groove at top of wire mesh element. Lubricate
O-ring with clean engine oil.
10. Place two magnetic rods in element grooves and
secure with two band retainers.
11. Slide element up onto inside flange of strainer
head.
12. lnspect element housing seal for cuts, tears, or
loss of elasticity. Replace if necessary. Place seal Figure 4.30-12 Turbocharger Oil Supply
inside groove at top of element housing. Lubricate O- Magnetic Plug - 6 Cylinder
ring with clean engine oil.
13. install drain plug (318 inch) in bottom of element
housing.
14. Secure element housing to strainer head with four
capscrews and washers.
I aCAUTION 1 Special paper ele-

ments are required for
initial startup of new and rebuilt engines. Disre-
garding this information could result in product
damage.
INLINE LUBRICATOR
Refer to Section 4.45 Starting System Maintenance
"InLine Lubricatoffor information on this component.
MAGNETIC PLUG MAINTENANCE Figure 4.30-13 Turbocharger Oil Supply
Magnetic Plug - 6 Cylinder
I a WARNING
I 2. Cylinder head oil supply header has magnetic
plugs on each end (see Figure 4.30-1 4).
injury or death.
lnspect and clean the oil supply magnetic plug at each

oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil sup-
ply fitting (see Figure 4.30-12, Figure 4.30-13, and
Figure 4.30-14).
Figure 4.30-14 Cylinder Head Oil Supply Front

Magnetic Plug - 12 Cylinder
FORM 6300 4.30-1 1

OIL FILTRATION REQUIREMENTS Table 4.30-5 Recommended Engine Oils For

Cogeneration Applications (Using Pipeline Quality Gas)
The quality of oil filtration will directly affect engine
component life.
BRAND PERCENT OF
Waukesha's basic filtration requirement is 90% effi-
Q8 Mahler MA
cient at 15 microns for all full-flow sock and paper ele- (Europe Only) SAE 40
ments, and 98% efficient at 25 microns for cleanable Shell Mysella MA
full-flow metal mesh elements. Mesh or screen sizes SlPC (Outside USA Only) SAE 40
larger than 25 microns are not acceptable.
It is especially important that the lube oils used in
Lube oil filter elements should be changed when the cogeneration applications use base stocks with good
lube oil is changed or when the pressure drop across thermal stability. With a minimum of 4000+ hours of
the lube oil filter exceeds 24 psi. experience, the oils listed in Table 4.30-5 are known to
Waukesha's complete oil filter performance specifica- give satisfactory performance in high temperature
tion is shown in Waukesha specification sheets S8486 cooling systems' applications.
and S8486-1. Additions to the list of approved oils may be made if
EXTENDED OIL DRAIN INTERVALS substantiating data is provided for an oil meeting the
following criteria:
Extended oil drain intervals are not recommended
unless a Waukesha Microspin centrifuge as well as Used in similar applications 212O F (100" C) to
Waukesha supplied oil filtration components are 265" F (129" C) jacket water temperatures.
installed. The Microspin centrifuge, in conjunction with Minimum of 6 months operation. Documented with
Waukesha supplied oil filtration components, will engine inspection data.
remove by-products of combustion, allowing an
increase in scheduled oil drain and oil filter element No signs of oil degradation or lacquering problems
change intervals. See Table 4.30-10 for the maximum (based on normal oil change interval, the engine
number of hours between normal and extended oil should be clean).
drain and oil filter element change intervals. SOUR GAS, DIGESTER GAS, AND LANDFILL GAS
It is recommended that oil analysis be used to deter- RECOMMENDATIONS
mine when condemning limits are reached.
WAUKESHA COGENERATION INSTALLATIONS
Waukesha Engine does not ordinarily recommend
I a WARNING
Waukesha Engine assumes no liability or respon-
I
lube oils by brand name. However, based on actual sibility for damage t o the environment or severe
field experience, the oils listed in Table 4.30-5 are personal injury caused by using landfill gases or
specified for cogeneration installations with forced hot sour gases. It is the customer's sole responsibility
water cooling systems 212" - 265" F (100" - 129" C) to carefully analyze any gases they choose to use.
or ebullient cooling 250" F (121" C). Use of these gases is at the customer's own risk.
Table 4.30-5 Recommended Engine Oils For Alternate fuel sources are attracting increasing inter-
Cogeneration Applications (Using Pipeline Quality Gas) est today as a low cost fuel or because of environmen-
tal concerns. Waukesha, being the leader in
developing engine systems to accommodate these
alternate fuels, is aware of problems due to sulfur
compounds (H2S, etc.), siloxanes, and halide constitu-
ents in these fuels. Hydrogen sulfide (H2S),siloxanes,
and total organic halide as chloride (TOHICI) bring
with them totally different problems to the engine and
lubricating oils.
Waukesha has limited fuel trace gases to the following:
Sulfur bearing compounds (H2S, etc.) content in fuel
gas to 0.1 %, (1000 ppm) by volume. However, it is
not unusual to encounter biomass gas or field gas
with much higher percentages of sulfur bearing
compounds (H2S, etc.). Gas exceeding 0.1% sulfur
bearing compounds must be treated.
FORM 6300 4.30-1 7
--
Maximum organic halide content, expressed as There are increasing claims for filtration and absorp-
chloride, (TOHICI) in landfill gas is limited to tion by various companies manufacturing and promot-
150 micrograms per liter (pgll). ing these types of products. Waukesha makes no
Maximum liquid fuel hydrocarbons at the coldest endorsement of these products or services. Their per-
formance is solely the responsibility of the manufactur-
expected engine-mounted regulator fuel outlet tem-
ers.
perature are limited to 2% total by gaseous volume.
Maximum permissible free hydrogen content is 12% RECOMMENDATIONS FOR FUEL GAS
FILTRATION OF SOLIDS AND LIQUIDS
by volume.
Maximum total siloxanes for engine models with a Solid Particulate Removal
prechamber fuel system is 25 pgll. If greater than Coalescer shall have an absolute rating of 5 microns
25 pgll total siloxanes are present at the inlet to the (0.3 microns for landfill applications) for solid particu-
engine-mounted fuel regulator, clean commercial late removal.
quality natural gas must be supplied to the pre-
Liquid And Aerosol Removal From Fuel Gas
chamber fuel system. Waukesha currently does not
limit total siloxane content in the fuel gas to engines Coalescer shall remove entrained liquid and aerosol
which do not have a prechamber fuel system. contaminants of 0.3 pm (micron) or larger.
When dealing with halogens or halogen compounds in Fuel gas compressor lubricating oil carryover must
landfill gas, the subject becomes far too complicated be removed from the fuel stream. A coalescing filter
to address here as it relates to the selection of a lubri- with a 0.3 micron rating is adequate in most cases.
cating oil, used oil analysis, and drain interval. It fol- Even though this oil is hydrocarbon based and com-
lows that those customers operating on landfill gas bustible, it contains an additive package with cal-
review Waukesha Engine's Fuel Specification S7884-7 cium and other undesirable elements and
(or current revision) to fully understand the ramifica- compounds. Failure to remove this carryover oil can
tions of operating an engine on landfill gas. This docu- lead to fuel regulator problems, excessive spark
ment (as well as Service Bulletin 9-2701) prescribes plug and combustion chamber deposits, cylinder
specific fuel gas sampling techniques, fuel gas analy- varnish, ring sticking, and other problems.
sis, handling of abrasive fuel constituents, and limita- Liquid water is not allowed in the fuel because it fre-
tions on total organic halide as chloride, to achieve
quently results in fouling and corrosion. Particular
reasonable engine life. Lubricating oil requirements
attention must be paid to landfill and digester gases
change as the TOHICI increases.
since these gases are commonly received saturated
RECOMMENDED ENGINE OILS FOR LANDFILL with water. Due to extremely small clearances in the
GAS APPLICATIONS admission and check valves, absolutely no water
can be tolerated in a prechamber fuel system. To
Table 4.30-6 Recommended Engine Oils Landfill Gas ensure that no liquid water forms in the fuel system,
Applications Waukesha specifies that the dew point of the fuel
PERCENT OF
gas should be at least 20" F (11 C) below the mea-
BRAND sured temperature of the gas before all engine-
mounted regulators and engine remote regulator
pilot valves (if so equipped). On engines without
prechamber fuel systems, saturated, (100% relative
humidity) fuel gas at the carburetor inlet is accept-
Waukesha recommends lubricating oils specifically able. A 0.3 micron coalescing filter will remove any
formulated for landfill gas. However, care must be liquid water droplets being carried along with the
taken that oils formulated for a particular fuel type not fuel stream. The water content of the gas can then
be used beyond their recommendations. When used be reduced to an acceptable level by several meth-
outside of their recommendations, some landfill gas ods.
formulated lube oils can cause excessive buildup of A. Condensation of excess moisture by refrigerat-
abnormal ash deposits in the combustion chamber. ing the fuel gas to no higher than 40" F (4" C)
Landfill gas engine oils should only be used for followed by filtering to remove the liquids and
engines applied to landfill gas operation, not digester reheating of the gas to 85" - 95" F (29" -
gas operation. 35" C). This process will also remove significant
The best approach would be to filter or absorb corro- amounts of halogenated and heavy hydrocar-
sives in the fuel gas before they reach the engine. bons and volatile siloxanes.
FORM 6300
B. Selective stripping with a chemical process. The method of measuring TBN in used oil must
be ASTM-D2896.
C. By heating - If the gas is 30" F (17" C) or more
above the ambient temperature, it can be ** Dexsil Corporation has developed the Q2000
cooled by passing it through a heat exchanger field test kit as a test for chlorine contamination
or refrigeration system, then reheated, in a man- of engine oil exposed to chlorine containing
ner similar to Step A. If the gas is 20" F (11" C) fuels, as in landfill gas. This field test kit is highly
or more below the ambient temperature, it can accurate and allows the operator to obtain timely
be heated. In both cases, the fuel system after test results in the field. The oil must be sampled
the heating operation should be insulated. Heat- every 50 hours, in order to establish a "trend."
ing of the fuel gas is limited to the maximum Waukesha has experienced good results with
allowable temperature of 140" F (60" C). this kit. Order information may be obtained from
Glycol is not permitted in fuel gas because it can Dexsil Corporation, One Hamden Park Drive,
Hamden, CT 06517.
affect the engine in adverse ways. The lubricating
qualities of the oil may be reduced, resulting in bear- TOHICI does not affect
ing failure, piston ring sticking, excessive wear, and
other problems. A 0.3 micron rated coalescing filter
[ A CAUTION ] TBN ievels the same as
sulfur compounds. Therefore, the 70% depletion
will remove liquid glycol from the fuel stream. as an indicator of a change interval only applies to
Design Criteria the applications where fuel gas does not contain
halides. Disregarding this information could result
Coalescer Filter Housing is to be of the cylindrical
in product damage andlor personal injury.
type, vertically mounted. The housing shall contain
two sump chambers, such that the lower sump collects Recommendation #3
heavier liquid dropouts immediately downstream of the
gas inlet, while the upper sump collects liquids drain- ** Increase the jacket water temperature to 210" -
ing off the coalescer cartridge(s). 235" F (99" - 113" C) and oil temperatures to
185" - 200" F (85" - 93" C). Increased tempera-
The coalescer design shall use an inside-to-outside tures will reduce condensation, which will reduce
gas flow path through the coalescer cartridge. the concentration of acids within the crankcase.
Recommended Coalescing Filter High temperature thermostats are available for
Pall Process Filtration Company
Model CC3LG7A - most models.
if you have any question on lubricants to be used
with alternate fuel gases, contact the Field Ser-
The following recommendations will minimize corro- vice Department or Sales Engineering Depart-
sion problems normally encountered with fuel gas con- ment prior to selecting a lubricating oil.
taining H2S and TOHICI:
ENGINE OIL CONDEMNING LIMITS
-
Recommendation # I
Select a gas engine lubricating oil with a high
alkalinity reserve, 7 to 13 TBN (Total Base Num- I a WARNING I
ber). Alkalinity reserve in the lube oil is mea- Engine oil is extremely hot and is under pressure.
sured in TBN. The higher the TBN, the more Use caution when sampling engine oil for analysis.
reserve. Failure to follow proper procedures could cause
** Contact your oil supplier or consult the EMA
Engine Fluids Data Book for an appropriate Lubricating oil condemning limits are established by
choice. Also follow the appropriate ash content the engine manufacturer's experience andlor used oil
percent by weight for the specific engine model. testing.
-
Recommendation #2
Used oil analysis is mandatory for alternate fuel
applications. Lube oil change periods are deter-
mined by TBN, TAN (Total Acid Number), oxida-
tion, and nitration level in the used oil samples.
The user must change the oil when the TBN
level falls to 30% of the new oil value or TAN
increases by 2.5 - 3.0 above the new oil value.
FORM 6300
Laboratory testing will determine the used oil's suit- Elevated jacket water temperature 212" - 235" F
ability for continued use. Used oil testing should cover (100" - 113" C).
the data shown in Table 4.30-7.
** Elevated lube oil temperature to 185" - 200" F
Table 4.30-7 Used Oil Testing And Condemnation (85" - 93" C).
** Use of high TBN oil (7.0 - 13.0).
** Bypass lubrication oil filtration. Waukesha
Engine has introduced the Microspin cleanable
lube oil filtering system. The Microspin system
30% of New Oil Valu
uses the cleaning capabilities of a centrifuge,
coupled with cleanable filter elements. The
Microspin system uses Waukesha's current lube
oil filtration canister for the cleanable elements.
The centrifuge is installed as a bypass system,
working in conjunction with the cleanable filter
elements.
TOHICI above 150 micrograms chloridellitre require
pre-treatment of the fuel in order to make it suitable
for use in a reciprocating engine.
I aCAUTION I Actual oil change inter-

vals to be determined
by engine inspection and oil analysis in conjunc-
Dexsil Corporation has developed the Q2000 field test
kit, as a test for chlorine contamination of engine oil
exposed to chlorine containing fuels, as in landfill gas.
tion with the condemning limits. Disregarding this This field test kit is highly accurate and allows the
information could result in product damage. operator to obtain timely test results in the field. The oil
must be sampled every 50 hours, in order to establish
In the interest of developing a reasonable life expect- a "trend." Waukesha has experienced good results
ancy for Waukesha engines operating on fuel gas with this kit. Order information may be obtained from:
laden with some level of halogens, our experience dic-
tates the following: Dexsil Corporation
One Hamden Park Drive
To achieve the life expectancy of an engine operat- Hamden, CT 06517
ing on pipeline quality natural gas, remove all halo-
gen compounds and abrasives from the fuel gas. OIL VISCOSITY SELECTION
Reasonable life can be expected if Total Organic The operating temperature of the oil in the sump or
Halide as Chloride Concentration (TOHICI) of the header is the best guide for selecting the proper SAE
fuel does not exceed 150 micrograms per litre (ygll). grade of oil. When the oil temperature is unknown, add
Total Organic Halide as Chloride (TOHICI) equals 120" F (67" C) to the ambient temperature to obtain
the sum of all halogenated compounds expressed the estimated sump oil temperature.
as chloride in microgramsllitre as chloride (pCI1L) at Table 4.30-8 VGFNHP Sump And Header Temperatures
STP (Standard Temperature and Pressure). Rea- And SAE Number
sonable life can also be expected with increased
TEMPERATURES SAE
maintenance and operating adjustments to the
engine. SUMP HEADER NUMBER
160" - 230" F 160" - 195" F
Typical changes in maintenance and operation at (71"-110°C) (71"-91°C) 40
-
this level are:
Decreased oil change interval (150 hours to
Below 160" F
(71' C)
Below 160" F
(71"C) 30
- start).
Condemn oil when 900 ppm chlorine level in
used oil is reached. This will aid in establishing
NOTE: Do not operate engines with an oil header
temperature below 140" F (60" C). Engines that
exceed 195" F (91" C) header temperature or 215" F
an oil change interval. (102" C) sump temperature should have reduced oil
change intervals.
a Lubricating oil analysis every 50 hours maxi-
mum.
4.30-20 FORM 6300
-
MULTI-VISCOSITY OlLS FORMULAS FOR DETERMINING OIL

CONSUMPTION RATES
Use multi-viscosity oils only for engines in cold starting
applications. Multi-viscosityoil may deteriorate in con- The following formulas may be useful in determining
tinuous operation, allowing the oil to lose viscosity whether the oil consumption rate of the engine is nor-
through shearing. In this state, the oil may not supply mal.
sufficient lubricating films andlor pressure. Therefore,
use an oil analysis program to determine the oil
change intervals. --LBS - 7.3 x Number of Gallons of Oil Used
HP - HR HP x Hours of Operation
SY NTHETlC OlLS
Based on developments by Exxon Mobil Corporation - -LBS - 1.82 x Number of Quarts of Oil Used
and the release of their synthetic lubricating oils, HP - HR HP x Hours of Operation
Waukesha Engine now recognizes these products as
being suitable for all Waukesha stoichiometric and
-Grams
- - 875 x Number of Litres of Oil Used
lean burn gas engines. Table 4.30-5 lists the synthetic HP - HR HP x Hours of Operation
oils available.
When synthetic lubricating oils are selected, it is sug-
- Grams
= 875 x Number of Litres of Oil Used
gested that you contact Waukesha Engine for change kW - HR kW (corrected) x Hours of Operation
interval recommendations. Typically, synthetic oil
change intervals are 3 to 5 times longer than those of RECOMMENDED OIL CHANGE
mineral oils. Actual change intervals must be estab- INTERVALS
lished through oil analysis and visual inspection of
( A CAUTION Iof oil, as well as dusty

engine components. Typical areas to look for oil break- The use of some types
down are: exhaust valve stems, piston ring area, and
piston undercrown. Oil filter change intervals remain at environment, marginal installation, internal engine
1000 to 1500 hours of operation. condition, and/or operating the engine with mal-
functioning carburetion equipment may require
Synthetic oils are not recommended for digester or
more frequent oil changes. Waukesha Engine rec-
landfill gas applications.
ommends that the lubricating oil be monitored
LOW AMBIENT TEMPERATURE OPERATION with a professional oil analysis program. Extended
At low ambient temperatures, use an oil which will pro- oil change intervals may cause varnish deposits,
vide proper lubrication when the engine is hot and oil oxidation, or sludge conditions to appear in the
working. For engines of 1000 cu. in. (16.4 L) and engine, which an oil analysis cannot detect. Disre-
above, operating at ambients below 50" F (10" C) lube garding this information could result in engine
oil and jacket water heaters are required to warm oil damage. Contact your local Waukesha Distributor
and water for fast starting and loading of engines. for periodic engine maintenance.
Waukesha Engine will supply information on these
starting devices upon request.
OIL CONSUMPTION GUIDELINES
Typical engine oil consumption rates have been
updated for all Waukesha engines.
Table 4.30-9 Oil Consumption

LBW GRAMW GRAMS/
MODEL HP-HR HP-HR kW-HR
ALL 0.0002 - 0.002 0.091 - 0.910 0.121 - 1.22
NOTE: Oil consumption rates given above are a general guide

and not meant to be used for condemning limits or determining
overhaul requirements.
FORM 6300 4.30-21

Table 4.30-10 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance
I I I
EBULLIENTCOOLED- - / I --- I
I S 0 STANDARD OR ENGINES OR HOT WATER
ENGINE IN LIGHT LOAD SYSTEM WlTH ENGINE STANDBY
CONTINUOUS
MODEL EXCESS OF OPERATION WATER TEMPERATURE DUTY
I S 0 STD POWER 200" F 193" C)
I I 1
OR ABOVE ' I
FOR ENGINES OPERATING WlTH OIL HEADER TEMPERATURES 195" F 191" C) OR BELOW
VHP
Natural Gas, Normal 1500 hours 500 hours 1500 hours 250 hours or
(Extended 2100 hours*) 500 hours annually
HD-5 Propane
NOTE: Change oil filter elements when oil is changed.
* Extended oil drain intervals listed are acceptable ifa Microspin centrifuge in conjunction with a Waukesha supplied oil filtration
system is used, and an oil analysis program is followed.
Table 4.30-1 1 Recommended Oil Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous
Fuel Containing H2S
EBULLIENT COOLED
ENGINES OR HOT WATER
IS' STANDARD OR
ENGINE OPERATED IN LIGHT LOAD SYSTEM WITH ENGINE STANDBY
PRIME POWER
MODEL EXCESS OF OPERATION WATER TEMPERATURE DUTY
RATING
IS0 STD POWER 200" F (93" C)
OR ABOVE
FOR ENGINES OPERATING WITH ELEVATED OIL SUMP TEMPERATURE
VHP SERIES 360 hours 250 hours 360 hours 360 hours 250 hours or
annually
NOTE: Change oil filter elements when oil is changed.
Table 4.30-12 Duty Cycle Definitions
ISO STANDARD OR The highest load and speed which can be applied 24 hours a day, 7 days a week, 365 days per year,
except for normal maintenance. It is permissible to operate the engine at up to ten percent overload or
CONTINUOUS maximum load indicated by the intermittent rating, whichever is lower, for two hours in each 24 hour
RATING period.
G E ~ ~ R A TSTANDB~
O~ In a system used as a backup or secondary source of electrical power, this rating is the output the engine
will produce continuously (no overload), 24 hours per day, for the duration of the prime power source out-
POWER RATING age.
INTERMITTENT POWER This rating is the highest load and speed that can be applied in variable speed mechanical system appli-
RATING cation only. Operation at this rating is limited to a maximum of 3500 hours per year.
GENERATOR PEAK Peak shaving is operation of an engine for a limited time to meet short term peak power requirements.
SHAVING Speed, loading, and hours per year of operation will affect the recommended oil change interval.
LIGHT LOAD OPERATION Power levels less than 50% of the maximum continuous power rating.
SECTION 4.35
EXHAUST SYSTEM MAINTENANCE
EXHAUST SYSTEM MAINTENANCE EXHAUST SYSTEM TEMPERATURE MONITORING

EXHAUST SYSTEM BACKPRESSURE Exhaust temperatures can be an important diagnostic
MEASUREMENT tool, but there are differences found between rich and
lean burn engines:
Monitor the exhaust system backpressure regularly.
The maximum backpressure must not exceed specifi- Rich Burn - Very rich mixture will lower exhaust
cation. temperature and a very lean mixture will also lower
exhaust temperature.
Refer to Table 4.35-1 for exhaust system backpressure
values. Lean Burn - Very rich mixture will raise exhaust
temperature.
1. Measure 12 in. (305 mm) downstream from mating
flange of Waukesha supplied flexible exhaust connec- Both Systems - Very low temperatures are an indi-
tion. Measurement must be taken before silencer or cation of misfiring.
catalytic converter, if provided, and should be away NOTE: Verification of proper thermocouple readings
from any bend or elbow in exhaust piping. At this point is essential.
drill and tap a 114 inch NPT hole in the customer-sup-
plied exhaust piping. The maximum exhaust temperature variation across
the entire engine should be within 100" F (47" C) for
2. Install tubing connector in tapped hole. Use only all models.
non-corroding stainless steel fittings.
Normal exhaust temperatures are model dependent:
3. Connect one end of water manometer to connec- that is airlfuel ratio and load dependant, naturally aspi-
tor, and vent free end to atmosphere. Manometer line rated, turbocharged, lightly loaded, heavily loaded,
fitting must not protrude beyond inner surface of and ignition timing all affect the exhaust temperature.
exhaust pipe or an inaccurate reading may result. See the Waukesha Gas Engine Technical Data man-
4. Measure exhaust backpressure at rated speed and ual for specific details.
load. Corrective action must be taken if backpressure NOTE: Since aidfuel ratio, ambient air temperature,
exceeds specified limit. and many other factors may affect exhaust gas
5. Excessive exhaust backpressure may be due to temperatures, call the Waukesha Engine Field Service
one or more of the following conditions: Department if additional information is required.
Undersized piping Check engine exhaust temperatures for each cylinder
daily. Monitor the exhaust temperatures when the
Elbows, bends, or sudden enlargements in piping engine is running at rated speed and load.
Plugged catalytic converter EXHAUST SYSTEM INSPECTION
Pipe obstructions 1. Inspect exhaust manifolds and exhaust piping for
Exit losses leaks.
Table 4.35-1 Maximum Allowable Exhaust Backpressure 2. Record exhaust manifold temperatures for refer-
ence.
MODEL BACKPRESSURE
GSI 15" Water Column
LT 13.5"Water Column
FORM 6300 4.35-1

EXHAUST SYSTEM MAINTENANCE
4.35-2 FORM 6300

SECTION 4.40
CRANKCASE BREATHER SYSTEM MAINTENANCE
CRANKCASEBREATHERSYSTEM
MAINTENANCE
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
SEPARATOR SCREEN MAINTENANCE
On 6 cylinder engines, the separator screen is located
in the top surface of the crankcase at the rear of the
engine under the separator piping (see Figure 4.40-1).
On 12 cylinder engines, the separator screen is
located in the rear right side of the engine on the right
bank surface of the crankcase under the separator pip-
. .
ing (see Figure 4.40-2). Figure 4.40-2 Crankcase Separator Screen -
12 Cylinder
Crankcase Separator Screen Removal

1. Disconnect separator screen tubing from oil sepa-
rator (see Figure 4.40-1, Figure 4.40-2, Figure 4.40-3,
and Figure 4.40-4).
2. Remove capscrews, lock washers, and gaskets
and separator screen assembly from top of cylinder
block.

6 Cylinder
Figure 4.40-3 Left Rear 6 Cylinder
FORM 6300 4.40-1

5. Install oil separator tubing.
BREATHER TUBE
Figure 4.40-4 Crankcase - Right Rear 12 cylinder
Crankcase Separator Screen Cleaning And

SEPARATOR
Inspection
Always use approved cleaning solvents in a well

ventilated area. Avoid contact with skin. Disre- Figure 4.40-5 Crankcase Separator Screen Assembly -
garding this information could result in severe per- 12 Cylinder Shown
OIL SEPARATOR(S) MAINTENANCE
1. Wash screen in a non-volatile cleaning solution or
solvent, if necessary. The 6 cylinder engines have one oil separator located
at the rear of the engine (see Figure 4.40-6 and
2. Remove separator screen and breather tube Figure 4.40-7).
assembly.
The 12 cylinder engines have two oil separators. One
I a WARNING
I oil separator is connected by an elbow to the vent in
the gear housing cover on the front left side of the
engine (see Figure 4.40-8). The second oil separator
severe injury. Never use your hand t o check for is mounted above the crankcase at the rear right side
leaks o r t o determine airflow rates. Wear safety of the engine (see Figure 4.40-9). This oil separator is
glasses to shield your eyes from flying dirt and connected by a breather tube to the crankcase sepa-
debris. Disregarding this information could result rator screen in the top of the crankcase.
3. Dry screening element from inside out using low

pressure compressed air.
Crankcase Separator Screen Assembly
1. Position a new gasket over rectangular hole on top
of cylinder block (rear right corner) (see
Figure 4.40-5). Verify gasket surfaces are clean and
completely free of grease and oil.
2. lnstall separator screen in cylinder block.
3. Install new gasket on top of separator screen.
4. Fasten separator screen and breather transition
assembly to top of cylinder block with lock washers
and capscrews.
FORM 6300
SEPARATOR CRANKCASE
LID VAPOR OUTLET

12 Cylinder Engine - Front Left
ELEMENT
RANKCASE VAPOR
AND OIL INLET
Figure 4.40-6 Oil Separator
Oil Separator Cleaning And Inspection

Clean oil separator at each oil change.
NOTE: Current production separators have elongated
indentations along the circumference of the cover. This
indicates that the upper foam filter is removable.
1. Disconnect breather plumbing from separator as
required and remove oil separator from engine.
Release two latches on separator and remove cover
(see Figure 4.40-7, Figure 4.40-8, and Figure 4.40-9). Figure 4.40-9 Oil Separator Assembly -
12 Cylinder Engine - Right Rear
2. Remove O-ring from cover.

3. Pry screen out of cover and remove foam. Remove
upper screen from inside of cover.
4. Wash foam in detergent solution and wring dry by
hand. Do not use a mineral based solvent. I
5. Wipe inside of cover clean.
6. Place upper screen inside of cover.
7. Place foam inside of retaining screen.
8. Press retaining screen and foam into cover (see
Figure 4.40-10).

-
6 Cylinder Engine Front Left
FORM 6300 4.40-3

1. Remove pipe plug from oil level gauge support and

install a 118 inch NPT tube connector (see
Figure 4.40-1 2).
Figure 4.40-1 0 Cover Screen
9. Install O-ring in cover. Figure 4.40-12 Water Manometer Connection

10. Clean lower separator body in a solvent tank. 2. Connect one end of manometer to connector, and
Allow separator to dry (see Figure 4.40-1 1). vent free end to atmosphere (see Figure 4.40-1 3).
SHUTOFF
Figure 4.40-13 Water Manometer

.
Figure 4.40-11 Oil Separator 3. Measure crankcase pressure and perform all pres-
sure adjustments while engine is operating at rated
11. lnstall separator onto engine. Connect drain tube speed and load (see "Crankcase Pressure Adjust-
to separator (if equipped). ment").
12. lnstall cover onto separator. Install breather plumb- 4. When complete, remove manometer line and tube
ing as required. connector. Install pipe plug.
CRANKCASEPRESSURECHECK CRANKCASE PRESSURE ADJUSTMENT
CONTROLS
A negative crankcase pressure of -1 - 0 in. (-25.4 -
0 mm) H20 must be maintained. All engines are provided with manual crankcase pres-
sure adjustment. The adjustment is accomplished by
NOTE: Measure the crankcase pressure at least once
admining more or less outside air into the breather
every 3 months (2160 hours).
system. All manual adjustment devices are externally
Proceed as follows: controlled and easily accessible.
4.40-4 FORM 6300

Crankcase Pressure Adjustment - 6 Cylinder 3. On 12 cylinder engines, loosen hex nut and turn
adjusting screw until -1 - 0 in. (-25.4 - 0 mm) crank-
On 6 cylinder models, crankcase pressure is adjusted
case pressure reads on manometer. On 6 cylinder
with either a venturifadjusting screw assembly or an
engines turn valve until -1 - 0 in. (-25.4 - 0 mm)
ejector breatherladjusting valve assembly (see
crankcase pressure reads on manometer.
Figure 4.40-14).
4. Remove engine load.
5. Measure crankcase pressure again. Readjust if is
not within specification.
6. Retest at rated speed and load. If crankcase pres-
sure is within specification, tighten hex nut to hold set-
ting.
7. If adjustment of manual control devices fails to
properly regulate crankcase pressure:
A. Clean crankcase separator screen.
B. Clean crankcase oil separators.
C. Clean all breather tubes.
D. Clean and inspect crankcase breather regulator
Figure 4.40-14 VenturilAdjusting Screw Assembly - assembly.
6 Cylinder E. Clean and inspect venturi extractor assembly.
Crankcase Pressure Adjustment - 12 Cylinder F. inspect air cleaner prefilter pads and main filter
elements. Clean or replace as necessary.
On 12 cylinder models, crankcase pressure is
adjusted with a choke valve located on the end of the G. Measure exhaust backpressure. Excessive
venturi extractor (see Figure 4.40-15). backpressure reduces breather system effec-
tiveness.
NOTE: After cleaning, servicing, or replacing any
component of the crankcase breather system, recheck
the crankcase pressure to verij/ that it is within
specification and that all system components are
functioning properly
CRANKCASEBREATHERREGULATOR
MAINTENANCE
The crankcase breather regulator assembly is above
the water manifold and connected to the venturi
extractor through a tee and pipe nipple arrangement
Figure 4.40-15 Venturi ExtractorlChokeValve

Assembly - 12 Cylinder
CRANKCASE PRESSURE ADJUSTMENT

1. Run engine at rated speed and load.
NOTE: A negative crankcase pressure of -1 - 0 in.
(-25.4 - 0 mm) is desirable at all speeds and loads.
2. Refer to "Crankcase Pressure Check" and install a
water manometer to monitor crankcase pressure. If
pressure is within specification, remove water manom-
eter. No further action is necessary.
FORM 6300 4.40-5

CRANKCASE PRESSURE RELIEF VALVE

MAINTENANCE
To ensure that they are in proper working condition,
the crankcase pressure relief valves should be exer-
cised and inspected annually (see Figure 4.40-17). If
removed, replace crankcase pressure relief valves in
the same positions as received from the factory.
Figure 4.40-16 Breather Regulator - 6 Cylinder
While there is no manual adjustment of the crankcase

breather regulator, it should be inspected annually for
an accumulation of dirt or grit. Harsh environments
may dictate more frequent attention.
CRANKCASEBREATHERREGULATOR-
CLEANING AND INSPECTION
E-CLIP
[ ACAUTlON ]
If replacement of the
breather regulator
housing or valve assembly i s necessary, be sure
@--
/---",-
VALVEPLATE
t o order the correct part numbers. Since airflow
requirements vary between engine models and
applications, the housings and valves are sized or
weighted differently and are not interchangeable.
Disregarding this information could result in prod-
uct damage.
I a WARNING
I
severe injury. Never use your hand to check for
leaks or t o determine airflow rates. Wear safety
glasses to shield your eyes from flying dirt and
debris. Disregarding this information could result @\ LOCK NUT
Figure 4.40-17 Breather Regulator Assembly
1. Thoroughly wash all parts in a non-volatile clean-
1. Shut down engine and allow it to cool.
ing solution or solvent to remove accumulations of
dust, dirt, grease, and grit (see Figure 4.40-17). Dry 2. Lift valve off its seat to verify plate is free to move
with low pressure compressed air. (see Figure 4.40-18).
2. lnspect regulator housing for cracks.
3. lnspect regulator rod for scratches or burrs.
4. lnspect O-ring for cuts, tears, or loss of elasticity.
5. lnspect valve plate for nicks, cracks, or damage.
6. Replace any parts that are damaged or worn.
4.40-6 FORM 6300

a WARNING
The number of pressure relief valves used on the
engine depends on the volume of the crankcase.
When using this option, never operate the engine
without proper number of valves on the engine.
The ability of the system to function is dependent
upon the proper number of relief valves. Operation
without the proper type and number of relief
valves, or if the relief valves are not properly main-
tained, can result in severe personal injury or
death.
Figure 4.40-20 Ejector Breather Drain Valve
Figure 4.40-18 Crankcase Pressure Relief Valve
Some engines equipped with an ejector breather sys-

tem use drain tubing to remove condensed oil and
moisture (see Figure 4.40-19). The drain valve is
located on the side of the crankcase, next to the pres-
sure block (see Figure 4.40-20). Open the valve and
drain condensation at each oil change.
Figure 4.40-19 Ejector Breather Drain
FORM 6300 4.40-7
- -
Visit our internet site,
waukeshaengine.dresser.com to locate the
Waukesha Engine distributor nearest you.
ESM

Available to order in book

format and on CD.
Engine System Manager

Operation & Maintenance
Third Edition
This document contains proprietary and trade secret information

and is given to the receiver in confidence. The receiver by recep-
tion and retention of the document accepts the document in confi-
dence and agrees that, except as with the prior expressed written
permission of Waukesha Engine, Dresser, Inc., it will; (1) not use
PLEASE NOTE: If grey lines appear the document or any copy thereof or the confidential or trade
secret information therein; (2) not copy or reproduce the document
in whole or in part without the prior written approval of Waukesha
instead of words, please do the Engine, Dresser, Inc.; and (3) not disclose to others either the doc-
ument or the confidential or trade secret information contained
following. In Acrobat Reader go to therein.
--> File --> Preferences --> General. All sales and information herein supplied subject to Standard
Terms of Sale, including limitation of liability.
Make sure "Use Greek Text Below WAUKESHA, DRESSER, ESM, SERIES FOUR, and WKI are reg-
istered trademarks of Dresser, Inc. VHP and DRESSER logo are
____ Pixels" is deselected. trademarks of Dresser, Inc. All other trademarks, service marks,
logos, slogans, and trade names (collectively “marks”) are the
properties of their respective owners. Dresser, Inc., disclaims any
proprietary interest in these marks owned by others.
FORM 6295
Copyright 2001, 2003, 2005
Waukesha Engine
Dresser, Inc.
Waukesha, Wisconsin 53188
All rights reserved. Printed in U.S.A. 07/18
CONTENTS
How To Use This Manual Ignition System.................................................... 1.10-13

How To Use This Manual............................................... v Description Of Ignition System..................... 1.10-13
Ignition Theory ............................................. 1.10-13
CHAPTER 1 – SAFETY AND GENERAL Ignition Diagnostics ...................................... 1.10-14
Detonation Detection........................................... 1.10-15
Section 1.00 – Safety Description Of Detonation Detection............ 1.10-15
Safety Introduction ................................................. 1.00-1 Detonation Theory........................................ 1.10-15
Safety Tags And Decals ........................................ 1.00-1 Method Of Detonation Detection And
Equipment Repair And Service.............................. 1.00-1 Timing Control.............................................. 1.10-16
Acids ...................................................................... 1.00-2 ESM System Speed Governing ........................ 1.10-17
Batteries................................................................. 1.00-2 Description Of Speed Governing ................. 1.10-17
Body Protection...................................................... 1.00-2 Governing Theory ........................................ 1.10-17
Chemicals .............................................................. 1.00-2 Speed Governing Modes ............................. 1.10-17
General ........................................................... 1.00-2 Speed Control ....................................... 1.10-17
Cleaning Solvents........................................... 1.00-2 Load Control ......................................... 1.10-18
Liquid Nitrogen/Dry Ice ................................... 1.00-2 Governor Inputs And Calibrations ................ 1.10-18
Components........................................................... 1.00-2 Feedforward Control
Heated Or Frozen ........................................... 1.00-2 (Load Coming Control).......................... 1.10-19
Interference Fit................................................ 1.00-2 Synchronizer Control
Cooling System...................................................... 1.00-3 (Alternate Dynamics) ............................ 1.10-19
Electrical ................................................................ 1.00-3 Air/Fuel Ratio Control .......................................... 1.10-19
General ........................................................... 1.00-3 Description Of AFR Control.......................... 1.10-19
Ignition ............................................................ 1.00-3 Stoichiometric Oxygen Sensor.............. 1.10-20
Exhaust ..................................................................1.00-3 Stepper ................................................. 1.10-21
System Wiring ....................................... 1.10-22
Fire Protection........................................................ 1.00-3
Theory Of Operation .................................... 1.10-22
Fuels ...................................................................... 1.00-3
Control Routine ..................................... 1.10-22
General ........................................................... 1.00-3
Setup For Catalyst Control .................... 1.10-22
Gaseous ......................................................... 1.00-3
Dithering................................................ 1.10-23
Liquid .............................................................. 1.00-4
Definitions............................................................ 1.10-24
Intoxicants And Narcotics ......................................1.00-4
Pressurized Fluids/Gas/Air .................................... 1.00-4 CHAPTER 2 – PACKAGER’S GUIDE
Protective Guards .................................................. 1.00-4
Springs................................................................... 1.00-4 Section 2.00 – Power Requirements
Tools ...................................................................... 1.00-4 Power Requirements............................................. 2.00-1
Electrical ......................................................... 1.00-4
Hydraulic......................................................... 1.00-4 Section 2.05 – Power Distribution Box
Pneumatic.......................................................1.00-5 Connections
Weight.................................................................... 1.00-5
Welding ..................................................................1.00-5 Power Distribution Box .......................................... 2.05-1
General ........................................................... 1.00-5 24 VDC Power ............................................... 2.05-1
On Engine.......................................................1.00-5 Making Power Connection
Inside Power Distribution Box ................. 2.05-1
Section 1.05 – General Information Engine Shutdown Information ........................ 2.05-3
External Power Distribution
English/Metric Conversions ................................... 1.05-1
Box Local Control Options Connector............ 2.05-3
Torque Values........................................................ 1.05-2
+24VFOR U And GND FOR U ................ 2.05-3
Wiring Requirements ............................................. 1.05-5
ESTOP SW ............................................. 2.05-3
Section 1.10 – Description Of Operation G LEAD ................................................... 2.05-3
GOVSD+24V And GOV SD+ .................. 2.05-3
Introduction ............................................................ 1.10-1
OPS 3 ..................................................... 2.05-4
ESM System Components................................... 1.10-4 OPS 4 ..................................................... 2.05-4
Engine Control Unit (ECU)..................................... 1.10-7
Description Of ECU ........................................ 1.10-7 Section 2.10 – System Wiring Overview
ECU Status LEDs ........................................... 1.10-7
Wiring Diagram...................................................... 2.10-1
ESM Electronic Service Program (ESP).............. 1.10-7
Customer Interface Harness ................................. 2.10-1
Description Of ESP......................................... 1.10-7
Required Connections.................................... 2.10-4
User Interface Panels ..................................... 1.10-8
Optional Connections..................................... 2.10-6
Fault Log....................................................... 1.10-11
Local Control Option Harness ............................... 2.10-7
E-Help...........................................................1.10-11
Governor Connections ................................... 2.10-7
ESM System Diagnostics .................................. 1.10-11
6 Cylinder Wiring Diagram .................................... 2.10-9
Safety Shutdowns ................................................ 1.10-12
12 Cylinder Wiring Diagram ................................ 2.10-11
Start-Stop Control ................................................ 1.10-12
FORM 6295 Third Edition i

CONTENTS
Section 2.15 – Start-Stop Control CHAPTER 3 – ESP OPERATION

Start-Stop Control.................................................. 2.15-1
Section 3.00 – Introduction To ESP
Prelubing The Engine Without Starting .......... 2.15-2
Turning The Engine Over Without Starting Electronic Service Program (ESP).........................3.00-1
And Without Fuel............................................ 2.15-2 Description Of ESP.........................................3.00-1
Air-Start Valve ....................................................... 2.15-2 Minimum Recommended Computer
Air Prelube Valve................................................... 2.15-2 Equipment For ESM ESP Operation ............3.00-2
Conventions Used With ESM
Section 2.20 – Governing ESP Programming ..........................................3.00-2
Governor/Speed Control........................................ 2.20-1 Information On Saving ESM
Speed Control Mode ...................................... 2.20-1 System Calibrations........................................3.00-2
Fixed Speed ............................................ 2.20-1 User Interface Panels .....................................3.00-3
Variable Speed........................................ 2.20-1 Fault Log.........................................................3.00-5
Load Control Mode......................................... 2.20-4 E-Help.............................................................3.00-6
Rotating Moment Of Inertia / Adjusting Gain.. 2.20-4 Section 3.05 – ESP Panel Descriptions
Feedforward Control (Load Coming).............. 2.20-5
Actuator Automatic Calibration....................... 2.20-5 Introduction ............................................................3.05-1
[F2] Engine Panel Description ...............................3.05-2
Section 2.25 – Fuel Valve [F3] Start-Stop Panel Description ..........................3.05-4
Fuel Valve.............................................................. 2.25-1 [F4] Governor Panel Description............................3.05-8
WKI ..................................................................... 2.25-1 [F5] Ignition Panel Description .............................3.05-14
[F6] AFR Primary Fuel Panel Description ............3.05-20
Section 2.30 – Safeties Overview [F8] AFR Setup Panel Description .......................3.05-26
Individual Safety Shutdowns ................................. 2.30-1 [F10] Status Panel Description ............................3.05-30
Engine Overspeed.......................................... 2.30-1 [F11] Advanced Panel Description.......................3.05-36
Low Oil Pressure ............................................ 2.30-1 Fault Log Description ...........................................3.05-38
Coolant Over temperature.............................. 2.30-1
Intake Manifold Over temperature.................. 2.30-1
Section 3.10 – ESP Programming
Engine Emergency Stop Buttons ................... 2.30-1 Introduction To ESP Programming ........................3.10-1
Uncontrollable Engine Knock ......................... 2.30-2 Outline Of Section 3.10..........................................3.10-1
Engine Overload............................................. 2.30-2 Steps To Be Completed On Initial
Customer-Initiated Emergency Shutdown...... 2.30-2 Engine Startup .......................................................3.10-2
Overcrank....................................................... 2.30-2 Preprogramming Steps ..........................................3.10-2
Engine Stall .................................................... 2.30-2 Installing ESP To Hard Drive .................................3.10-3
Magnetic Pickup Problems............................. 2.30-2 Connecting PC To ECU .........................................3.10-3
ECU Internal Faults ........................................ 2.30-2 Starting ESP ..........................................................3.10-4
Security Violation............................................ 2.30-2 Basic Programming In ESP ...................................3.10-4
Alarms ................................................................... 2.30-2 Saving To Permanent Memory ..............................3.10-5
Programming WKI Value .....................................3.10-6
Section 2.35 – ESM® System Programming Load Inertia .....................................3.10-7
Communications Programming Air-Fuel Ratio ..................................3.10-9
MODBUS (RS-485) Communications ................. 2.35-1 Actuator Calibration .............................................3.10-11
Wiring ............................................................. 2.35-1 Programming Automatic Calibration .............3.10-11
Protocol .......................................................... 2.35-2 Performing Manual Calibration .....................3.10-12
How Do I Get MODBUS For My PLC?......... 2.35-2 Governor Programming .......................................3.10-13
Personal Computers....................................... 2.35-2 Variable Speed Applications.........................3.10-13
Functionality ................................................... 2.35-2 Fixed Speed Applications .............................3.10-14
Fault Code Behavior....................................... 2.35-2 Feedforward Control (Load Coming) ............3.10-15
Data Tables .................................................... 2.35-3 Synchronizer Control (Alternate Dynamics)..3.10-15
MODBUS Exception Responses ................. 2.35-3 IPM-D Programming ............................................3.10-15
Additional Information On MODBUS® Monitoring Ignition Energy Field ...................3.10-16
Addresses 30038 – 30041 ............................. 2.35-9 Monitoring Spark Reference Number ...........3.10-16
Local Control Panel ............................................... 2.35-9 High Voltage Adjustment ..............................3.10-16
Local Displays Such As A Tachometer .......... 2.35-9 Low Voltage Adjustment ...............................3.10-17
User Digital Inputs ........................................ 2.35-10 No Spark Adjustment....................................3.10-17
Programming NOx Level – Lean Burn
Engine Applications Only .....................................3.10-18
Changing Units – U.S. Or Metric..........................3.10-19
Reset Status LEDs On ECU ................................3.10-19
ii FORM 6295 Third Edition

CONTENTS
Copying Fault Log Information APPENDIX A – INDEX

To The Clipboard ................................................. 3.10-20 Appendix A – Index .................................................... A-1
Taking Screen Captures Of ESP Panels ............. 3.10-20
Logging System Parameters................................ 3.10-21 WARRANTY INFORMATION
Create Text File ............................................ 3.10-21 Express Limited Warranty For The Waukesha Engine
Creating .TSV File ........................................ 3.10-23 System Manager (ESM®) .......................................... W-1
Programming Baud Rate –
MODBUS Applications....................................... 3.10-24
Programming ECU Identification Number............ 3.10-24
(MODBUS Applications) ....................................3.10-24
Programming Remote ECU For
Off-Site Personnel................................................ 3.10-25
Introduction ................................................... 3.10-25
Equipment Provided In
Tool Kit (P/N 489943) ............................ 3.10-25
Equipment Not Provided In Kit ..............3.10-25
Modem Setup ............................................... 3.10-25
Using A Modem ................................................... 3.10-28
Setting Up Modem To ECU For
Proper Connection........................................ 3.10-28
Starting ESP For Modem Access ................. 3.10-30
Connecting Modem To ECU And PC................... 3.10-31
CHAPTER 4 – TROUBLESHOOTING AND

MAINTENANCE
Section 4.00 – Troubleshooting
Introduction ............................................................ 4.00-1
Where To Begin ..................................................... 4.00-1
Determining Fault Code By Reading
ECU Status LEDs ........................................... 4.00-1
Determining Fault Code By Using
ESP Fault Log................................................. 4.00-2
Using Fault Code For Troubleshooting .................. 4.00-3
E-Help .................................................................... 4.00-3
Using E-Help................................................... 4.00-3
E-Help Window Description ............................ 4.00-4
Using The Command Bar ........................ 4.00-4
Using The Navigation Pane ..................... 4.00-6
Using The Document Pane ..................... 4.00-7
ESM System Fault Codes.................................... 4.00-7
Non-Code ESM® System Troubleshooting .......... 4.00-10
Section 4.05 – ESM® System Maintenance

Maintenance Chart................................................. 4.05-1
ESP Total Fault History.......................................... 4.05-2
Throttle Actuator Linkage....................................... 4.05-2
Adjusting Linkage ........................................... 4.05-2
Inspection And Maintenance
Of Throttle Actuator Linkage...........................4.05-6
Alternator Belts ...................................................... 4.05-7
Inspection Of Alternator Belts ......................... 4.05-7
Alternator Belt Tension ................................... 4.05-7
Knock Sensors.......................................................4.05-9
Installing Knock Sensors ................................ 4.05-9
Verifying Knock Sensor Is Seated Flat ........... 4.05-9
Oxygen Sensor Replacement
(AFR Equipped) ................................................... 4.05-10
Stepper Maintenance
(AFR Equipped) ................................................... 4.05-11
ESM System Wiring........................................... 4.05-12
FORM 6295 Third Edition iii

CONTENTS
iv FORM 6295 Third Edition

SECTION 1.00
SAFETY
SAFETY INTRODUCTION This symbol identifies

CAUTION information about haz-
The following safety precautions are published for your
ards or unsafe practices. Disregarding this infor-
information. Waukesha Engine, Dresser, Inc., does
m a t io n c ou ld r e s ul t in P RO D U C T DA M AG E
not, by the publication of these precautions, imply or in
any way represent that they are the sum of all dangers AND/OR PERSONAL INJURY.
present near industrial engines or fuel rating test units.
NOTE: This symbol identifies information which is
If you are installing, operating, or servicing a Wauke-
NECESSARY TO THE PROPER OPERATION,
sha product, it is your responsibility to ensure full com-
MAINTENANCE, OR REPAIR OF THE EQUIPMENT.
pliance with all applicable safety codes and
requirements. All requirements of the Federal Occupa-
tional Safety and Health Act must be met when SAFETY TAGS AND DECALS
Waukesha products are operated in areas that are
under the jurisdiction of the United States of America.
Waukesha products operated in other countries must
WARNING
be installed, operated, and serviced in compliance To avoid severe personal injury or death, all warn-
with any and all applicable safety requirements of that ing tags and decals must be visible and legible to
country. the operator while the equipment is operating.
For details on safety rules and regulations in the EQUIPMENT REPAIR AND SERVICE
United States, contact your local office of the Occupa-
tional Safety and Health Administration (OSHA). Proper maintenance, service, and repair are important
to the safe, reliable operation of the unit and related
The words “danger,” “warning,” “caution,” and “note”
equipment. Do not use any procedure not recom-
are used throughout this manual to highlight important
mended in the Waukesha Engine manuals for this
information. Be certain that the meanings of these
equipment.
alerts are known to all who work on or near the
equipment.
WARNING
DANGER To prevent severe personal injury or death, always
stop the unit before cleaning, servicing, or repair-
This symbol identifies information about immedi- ing the unit or any driven equipment.
ate hazards. Disregarding this information will
result in SEVERE PERSONAL INJURY OR DEATH. 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 take
WARNING the key. Put a sign on the control panel warning that
the unit is being serviced.
This symbol identifies information about hazards
or unsafe practices. Disregarding this information Close all manual control valves, disconnect and lock
could result in SEVERE PERSONAL INJURY OR out all energy sources to the unit, including all fuel,
DEATH. electric, hydraulic, and pneumatic connections.
Disconnect or lock out driven equipment to prevent the
possibility of the driven equipment rotating the dis-
abled engine.
FORM 6295 Third Edition 1.00-1

SAFETY
CHEMICALS
WARNING GENERAL
To avoid severe personal injury or death, ensure
that all tools and other objects are removed from
the unit and any driven equipment before restart-
WARNING
ing the unit. Always read and comply with safety labels on all
containers. Do not remove or deface the container
labels. Improper handling or misuse could result
WARNING in severe personal injury or death.
Allow the engine to cool to room temperature CLEANING SOLVENTS
before cleaning, servicing, or repairing the unit.
Hot components or fluids can cause severe per-
sonal injury or death. WARNING
Comply with the solvent manufacturer’s recom-
Some engine components and fluids are extremely hot mendations for proper use and handling of sol-
even after the engine has been shut down. Allow suffi- vents. Improper handling or misuse could result in
cient time for all engine components and fluids to cool severe personal injury or death. Do not use gaso-
to room temperature before attempting any service line, paint thinners, or other highly volatile fluids
procedure. for cleaning.
ACIDS LIQUID NITROGEN/DRY ICE
WARNING WARNING
Comply with the acid manufacturer’s recommen- Comply with the liquid nitrogen/Dry Ice manufac-
dations for proper use and handling of acids. turer’s recommendations for proper use and han-
Improper handling or misuse could result in dling of liquid nitrogen/Dry Ice. Improper handling
severe personal injury or death. or use could result in severe personal injury or
death.
BATTERIES
COMPONENTS
WARNING HEATED OR FROZEN
Comply with the battery manufacturer’s recom-
mendations for procedures concerning proper bat-
tery use and maintenance. Improper maintenance
WARNING
or misuse could result in severe personal injury or Always wear protective equipment when installing
death. or removing heated or frozen components. Some
components are heated or cooled to extreme tem-
BODY PROTECTION peratures for proper installation or removal. Direct
contact with these parts could cause severe per-
WARNING
INTERFERENCE FIT
Always wear OSHA approved body, sight, hearing,
and respiratory system protection. Never wear
loose clothing, jewelry, or long hair around an WARNING
engine. The use of improper attire or failure to use Always wear protective equipment when installing
protective equipment may result in severe per- or removing components with an interference fit.
sonal injury or death. Installation or removal of interference components
may cause flying debris. Failure to use protective
equipment may result in severe personal injury or
death.

SAFETY
COOLING SYSTEM
WARNING
WARNING Properly discharge any electrical component that
has the capability to store electrical energy before
Always wear protective clothing when venting,
connecting or servicing that component. Electrical
flushing, or blowing down the cooling system.
shock can cause severe personal injury or death.
Operational coolant temperatures can range from
180° – 250° F (82° – 121° C). Contact with hot cool-
EXHAUST
ant or coolant vapor can cause severe personal
injury or death.
WARNING
Do not inhale engine exhaust gases. Exhaust
WARNING gases are highly toxic and could cause severe per-
Do not service the cooling system while the sonal injury or death.
engine is operating or when the coolant is hot.
Operational coolant temperatures can range from Ensure exhaust systems are leak free and that all
180° – 250° F (82° – 121° C). Contact with hot cool- exhaust gases are properly vented.
ant or vapor can cause severe personal injury or
death. WARNING
ELECTRICAL Do not touch or service any heated exhaust com-
ponents. Allow sufficient time for exhaust compo-
GENERAL n e n t s t o c o o l t o ro o m t e m p e r a t u r e b e f o r e
attempting any service procedure. Contact with
WARNING hot exhaust system components can cause severe
Explosion Hazard – Do not disconnect equipment
unless power has been switched off or the area is FIRE PROTECTION
known to be non-hazardous.
WARNING
WARNING Refer to local and federal fire regulations for
Do not install, set up, maintain, or operate any guidelines for proper site fire protection. Fires can
electrical components unless you are a technically cause severe personal injury or death.
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause FUELS
severe personal injury or death. GENERAL
WARNING WARNING
Disconnect all electrical power supplies before Ensure that there are no leaks in the fuel supply.
making any connections or servicing any part of Engine fuels are highly combustible and can ignite
the electrical system. Electrical shock can cause or explode causing severe personal injury or
severe personal injury or death. death.
IGNITION GASEOUS
WARNING WARNING
Avoid contact with ignition units and wiring. Igni- Do not inhale gaseous fuels. Some components of
tion system components can store electrical fuel gas are odorless, tasteless, and highly toxic.
energy and if contacted can cause electrical Inhalation of gaseous fuels can cause severe per-
shocks. Electrical shock can cause severe personal injury or death.

SAFETY
PROTECTIVE GUARDS
WARNING
Shut off the fuel supply if a gaseous engine has WARNING
been cranked excessively without starting. Crank
Provide guarding to protect persons or structures
the engine to purge the cylinders and exhaust sys-
from rotating or heated parts. Contact with rotat-
tem of accumulated unburned fuel. Failure to
ing or heated parts can result in severe personal
purge accumulated unburned fuel in the engine
injury or death.
and exhaust system can result in an explosion
resulting in severe personal injury or death. It is the responsibility of the engine owner to specify
and provide guarding. Refer to OSHA standards on
LIQUID
“machine guarding” for details on safety rules and reg-
ulations concerning guarding techniques.
WARNING SPRINGS
Do not ingest liquid fuels or breathe in their
vapors. Liquid fuels may be highly toxic and can
result in severe personal injury or death. WARNING
Use appropriate equipment and protective gear
when servicing or using products that contain
WARNING springs. Springs, under tension or compression,
Use protective equipment when working with liq- can eject if improper equipment or procedures are
uid fuels and related components. Liquid fuel can used. Failure to take adequate precautions can
be absorbed into the body resulting in severe per- result in serious personal injury or death.
TOOLS
INTOXICANTS AND NARCOTICS ELECTRICAL
WARNING WARNING
Do not allow anyone under the influence of intoxi- Do not install, set up, maintain, or operate any
cants and/or narcotics to work on or around indus- electrical tools unless you are a technically quali-
trial engines. Workers under the influence of fied individual who is familiar with them. Electrical
intoxicants and/or narcotics are a hazard to both tools use electricity and if used improperly could
themselves and other employees and can cause cause severe personal injury or death.
severe personal injury or death to themselves or
others. HYDRAULIC
PRESSURIZED FLUIDS/GAS/AIR
WARNING
WARNING hydraulic tools unless you are a technically quali-
Never use pressurized fluids/gas/air to clean cloth- fied individual who is familiar with them. Hydraulic
ing or body parts. Never use body parts to check tools use extremely high hydraulic pressure and if
for leaks or flow rates. Pressurized fluids/gas/air used improperly could cause severe personal
injected into the body can cause severe personal injury or death.
injury or death.
Always follow recom-
Observe all applicable local and federal regulations CAUTION mended procedur es
relating to pressurized fluid/gas/air. w h e n u s i n g hy d r a ul i c t e n s i o ni n g d ev i c e s .
Improper use of hydraulic tensioning tools can
cause severe engine damage.

SAFETY
PNEUMATIC
WARNING
pneumatic tools unless you are a technically quali-
fied individual who is familiar with them. Pneu-
matic tools use pressuriz ed air and if used
improperly could cause severe personal injury or
death.
WEIGHT
WARNING
Always consider the weight of the item being lifted
and use only properly rated lifting equipment and
approved lifting methods. Failure to take adequate
precautions can result in serious personal injury
or death.
WARNING
Never walk or stand under an engine or compo-
nent while it is suspended. Failure to adhere to
this could result in severe personal injury or
death.
WELDING
GENERAL
WARNING
Comply with the welder manufacturer’s recom-
mendations for procedures concerning proper use
of the welder. Improper welder use can result in
ON ENGINE
Ensure that the welder
CAUTION is properly grounded
before attempting to weld on or near an engine.
Ground welder as close to work area as possible.
Failure to properly ground the welder could result
in severe engine damage.
Disconnect all engine

CAUTION harnesses and elec-
an electric arc welder on or near an engine. Failure
to disconnect the harnesses and electronically
damage.

SAFETY

SECTION 1.05
GENERAL INFORMATION
ENGLISH/METRIC CONVERSIONS
Table 1.05-1 English To Metric Formula Conversion
CONVERSION FORMULA EXAMPLE

Inches to Millimeters Inches and any fraction in decimal equivalent 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 Litres 9388 cu. in. = 9388 x 0.01639 = 153.9 L
litres.
Ounces to Grams Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g
Pounds to Kilograms Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg
Inch Pounds to Newton-meters Inch pounds multiplied by 0.113 equals 360 in-lb = 360 x 0.113 = 40.7 N⋅m
Newton-meters.
Foot Pounds to Newton-meters Foot pounds multiplied by 1.3558 equals 145 ft-lb = 145 x 1.3558 = 197 N⋅m
Newton-meters.
Pounds per square inch multiplied by 0.0690
Pounds per Square Inch to Bars 9933 psi = 9933 x 0.0690 = 685 bar
equals bars.
Pounds per Square Inch to Pounds per square inch multiplied by 0.0703 45 psi = 45 x 0.0703 = 3.2 kg/cm2
Kilograms per Square Centimeter equals kilograms per square centimeter.
Pounds per Square Inch to Pounds per square inch multiplied by 6.8947 45 psi = 45 x 6.8947 = 310 kPa
Kilopascals equals kilopascals.
Pounds force x inches x squared seconds mul-
Rotating Moment of Inertia (Force) tiplied by 0.112985 equals kilograms x 123.9 lbf x in x sec2 = 123.9 x 0.112985 = 14 kg x m2
squared meters.
Rotating Moment of Inertia (Mass) Pounds mass x squared feet multiplied by 332.2 lbm x ft2 = 332.2 x 0.04215 = 14 kg x m2
0.04215 equals kilograms x squared meters.
Fluid Ounces to Cubic Centimeters Fluid ounces multiplied by 29.57 equals 8 oz. = 8 x 29.57 = 237 cc
cubic centimeters.
US Gallons to Litres US Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L
Degrees Fahrenheit to Degrees Degrees Fahrenheit minus 32 divided by 1.8 212° F – 32 ÷ 1.8 = 100° C
Centigrade equals degrees Centigrade.
Table 1.05-2 Metric To English Formula Conversion

Millimeters to Inches Millimeters multiplied by 0.03937 equals 67 mm = 67 x 0.03937 = 2.6 in.
inches.
Litres to Cubic Inches Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.
Grams to Ounces Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.
Kilograms to Pounds Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.
Newton-meters multiplied by 8.85 equals
Newton-meters to Inch Pounds 40.7 N⋅m = 40.7 x 8.85 = 360 in-lb
inch pounds.
Newton-meters to Foot Pounds Newton-meters multiplied by 0.7375 equals 197 N⋅m = 197 x 0.7375 = 145 ft-lb
foot pounds.
Bars multiplied by 14.5 equals pounds per
Bars to Pounds per Square Inch 685 bar = 685 x 14.5 = 9933 psi
square inch.

GENERAL INFORMATION
Table 1.05-2 Metric To English Formula Conversion (Continued),

Kilograms per Square Centimeter Kilograms per square centimeter multiplied by 2
to Pounds per Square Inch (psi) 14.22 equals pounds per square inch. 3.2 kg/cm = 3.2 x 14.22 = 46 psi
Kilopascals to Pounds per Square Kilopascals multiplied by 0.145 equals pounds 310 kPa = 310 x 0.145 = 45.0 psi
Inch (psi) per square inch.
Kilograms x squared meters multiplied by
Rotating Moment of Inertia (Force) 8.85075 equals pounds force x inches x 14 kg x m2 = 14 x 8.85075 = 123.9 lbf x in x sec2
squared seconds.
Kilograms x squared meters multiplied by
Rotating Moment of Inertia (Mass) 14 kg x m2 = 14 x 23.725 = 332.2 lbm x ft2
23.725 equals pounds mass x squared feet.
Cubic centimeters multiplied by 0.0338 equals
Cubic Centimeters to Fluid Ounces 236 cc = 236 x 0.0338 = 7.98 oz.
fluid ounces.
Litres to US Gallons Litres multiplied by 0.264 equals US gallons. 560 L = 560 x 0.264 = 148 gal.
Degrees Centigrade to Degrees Degrees Centigrade multiplied by 1.8 plus 32 100° C = 100 x 1.8 + 32 = 212° F
Fahrenheit equals degrees Fahrenheit.
TORQUE VALUES
Table 1.05-3 U.S. Standard Capscrew Torque Values
SAE
GRADE GRADE 1 OR 2 GRADE 5 GRADE 8
NUMBER
TORQUE TORQUE TORQUE
in-lb (N⋅m) in-lb (N⋅m) in-lb (N⋅m)
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4–20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 159 (18) 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) 395 (535) 356 (483) 316 (428) 605 (820) 545 (739) 484 (656)
7/8–14 175 (237) 158 (214) 140 (190) 435 (590) 392 (531) 348 (472) 675 (915) 608 (824) 540 (732)
1.0–8 235 (319) 212 (287) 188 (255) 590 (800) 531 (720) 472 (640) 910 (1234) 819 (1110) 728 (987)
1.0–14 250 (339) 225 (305) 200 (271) 660 (895) 594 (805) 528 (716) 990 (1342) 891 (1208) 792 (1074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Capscrews that 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.
Oiled torque values should be reduced by 10% from dry when nickel-based antiseize compound is used as a lubricant.
Oiled torque values should be reduced by 16% from dry when copper-based antiseize compound is used as a lubricant.

GENERAL INFORMATION
Table 1.05-4 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 10.4 92
M5 2.7 24 10.5 93 15 133 18 159
M6 4.6 41 10.5 93 15 133 10.4 92
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 1020 752 1220 899
M27 470 346 1070 789 1519 1113 1810 1334
M30 635 468 1450 1069 2050 1511 2450 1806
M33 865 637 1970 1452 2770 2042 3330 2455
M36 1111 819 2530 1865 3560 2625 4280 3156
M39 1440 1062 3290 2426 4620 3407 5550 4093
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 8.8 10.9 12.9
CLASS
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 1050 774
M24 x 2 780 575 1100 811 1300 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.

GENERAL INFORMATION
Table 1.05-5 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 1140 840
M27 435 320 995 733 1400 1032 1680 1239
M30 590 435 1350 995 1900 1401 2280 1681
M33 800 590 1830 1349 2580 1902 3090 2278
M36 1030 759 2360 1740 3310 2441 3980 2935
M39 1340 988 3050 2249 4290 3163 5150 3798
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY CLASS 8.8 10.9 12.9

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 1000 737 1200 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.

GENERAL INFORMATION
WIRING REQUIREMENTS 6. A small “drip loop” should be formed in all wires

before entering the electrical devices. This drip loop
All electrical equipment and wiring shall comply with will reduce the amount of moisture entering an electri-
applicable local codes. This Waukesha Engine stan- cal device via the wires if an electrical grade RTV
dard defines additional requirements for Waukesha does not seal completely.
engines.
7. The following procedures should be followed for
wires entering engine junction boxes:
WARNING
• Bottom entrance best and side entrance second
Do not install, set up, maintain, or operate any best.
qualified individual who is familiar with the electri- • Insert grommet in opening to protect wires.
cal elements involved. Electrical shock can cause • Wires to contain “drip loop” before entering box,
severe personal injury or death. except where using bottom entrance.
• When installing flexible conduit, use straight con-
WARNING nector for side entrance. If top entrance is required,
use elbow connector.
making any connections or servicing any part of 8. If wire harness has a covering, clamp harness so
the electrical system. Electrical shock can cause openings of covering are downward.
severe personal injury or death. 9. The routing of wires should be determined for reli-
ability and appearance and not by shortest distance.
1. Whenever two or more wires run together, they
should be fastened together at no more than 4 – 6 in. 10. Installation connection wire must be coiled and
(10 – 15 cm) intervals, closer where necessary, with secured to provide protection during shipment.
tie wraps or tape.
11. Each end of flexible metal conduit must have an
2. All wires should be mounted off hot areas of the insulating sleeve to protect wires from chafing.
engine with insulated clips, at intervals of no more
than 12 in. (30 cm), closer where necessary. Wires
must never be run closer than 6 in. (15 cm) to exhaust
WARNING
manifolds, turbochargers, or exhaust pipes. Always label “HIGH VOLTAGE” on engine-mounted
equipment over 24 volts nominal. Failure to adhere
3. In cases where wires do not run over the engine,
to this warning could result in personal injury or
they should be fastened to rigid, non-moving bodies
death.
with insulated clips when possible or tie wraps. Fas-
teners should be spaced at no more than 12 in. 12. All engine-mounted electrical equipment over
(30 cm) intervals. 24 volts nominal shall have “HIGH VOLTAGE” warning
4. When wires run through holes, rubber grommets decal. Decal is to be attached to all the equipment and
should be installed in holes to protect the wires. Wires junction boxes on visible surface (vertical surface
should never be run over rough surfaces or sharp whenever possible).
edges without protection (see Item 11). 13. Wiring that is routed in rigid or flexible conduit shall
Do not use non-electri- have all wire splices made only in junction boxes, out-
CAUTION cal grade RTV. Non- let boxes, or equipment boxes. Wire splices shall not
electrical RTVs can emit corrosive gases that can be located in the run of any conduit.
damage electrical connectors.
5. An electrical grade RTV should be applied around

the wires entering all electrical devices such as Mur-
phy Junction Boxes and gas valves, Syncro Start
speed switches, microswitch boxes used in conjunc-
tion with safety equipment, solenoids, etc. An electrical
grade RTV is to be applied immediately after wire
installation.

GENERAL INFORMATION

SECTION 1.10
DESCRIPTION OF OPERATION
INTRODUCTION
The Waukesha Engine System Manager (ESM) is a
Figure 1.10-1 and Figure 1.10-2). The ESM system
integrates spark timing control, speed governing, deto-
nation detection, start-stop control, air/fuel control
(AFR equipped), diagnostic tools, fault logging, and Figure 1.10-1 Engine System Manager (ESM) Installed
engine safeties. ESM system automation and monitor- On A VHP Series Four 12 Cylinder Engine
ing provides:
• Better engine performance
• Extensive system diagnostics
• Rapid troubleshooting of engines
• Local and remote monitoring capability used to
trend engine performance
• Easy integration into an extensive data acquisition
system
In addition, the ESM system has safety shutdowns
such as low oil pressure, engine overspeed, high
intake manifold air temperature, high coolant outlet
temperature, and uncontrolled detonation (not all
L5774LT engines include detonation detection).
User interface to the ESM system can be as simple as Figure 1.10-2 Close-Up Of ESM System Installed
switches, potentiometers, and light bulbs, or as sophis- On Engine
ticated as a PLC with a touch screen and remote data
acquisition controlled by a satellite link.
See Figure 1.10-3 for a block diagram of the complete
ESM system.

Figure 1.10-3 ESM System Block Diagram


ESM SYSTEM COMPONENTS The ESM system includes the following engine
mounted and wired sensors (see Figure 1.10-4,
The ESM system including the modules and cables Figure 1.10-5, and Figure 1.10-6):
meets Canadian Standards Association (CSA) Class I,
• Oil pressure sensor (1)
Division 2, Group D, hazardous location requirements.
• Oil temperature sensor (1)
The ESM system includes the following equipment:
• Intake manifold pressure sensor(s)
• Engine Control Unit (ECU)
• Intake manifold temperature sensor (1)
• Ignition Power Module with Diagnostics (IPM-D) • Jacket water temperature sensor (1)
• PC-based Electronic Service Program (ESP) • Magnetic pickups (2)
• Electric throttle actuation • Knock sensors (L5774LT engines are not equipped
with detonation detection so knock sensors are not
• Stepper(s) for the gas regulator (one per engine
included)
bank) (AFR equipped)
• Oxygen sensor(s) (AFR equipped)
• Exhaust temperature sensor(s) (AFR equipped)
The jacket water temperature sensor is

located in the upper water manifold.
The knock sensors are

installed below the intake
ports on the sides of the
engine crankcase.
The lube oil temperature

sensor is located on the
right side of the engine
behind the regulator.
The lube oil pressure sensor is located on the right

side of the engine behind the throttle actuator.
Figure 1.10-4 Location Of Mounted ESM Sensors – Right Side Of Engine

The intake manifold The intake manifold pressure

temperature sensor is located sensor(s) are located inside the
inside the engine control panel engine control panel(s). The
on the left engine bank only. 6 cylinder is left bank only;
12 cylinder is both banks.
A magnetic pickup is mounted in the

flywheel housing to signal to the ECU:
A magnetic pickup is mounted on the (1) the angular position of the crank-
engine’s camshaft gear cover to shaft and (2) engine speed (rpm).
determine which part of the
four-stroke cycle the engine is in.
Figure 1.10-5 Location Of Mounted ESM Sensors – Left Side Of Engine

The oxygen sensor(s) (left) and exhaust

temperature sensor(s) (right) are located
in the turbocharger exhaust outlet.
These sensors are included
with AFR equipped engines.
Figure 1.10-6 Location Of Mounted ESM Sensors – Rear Of Engine

ENGINE CONTROL UNIT (ECU)

DESCRIPTION OF ECU
The Engine Control Unit (ECU) is the central module
or “hub” of the ESM system (see Figure 1.10-7). The
ECU is the single entry point of system control for easy
interface and usability. The entire ESM system inter-
faces with the ECU. Based on system inputs, the ECU
logic and circuitry drive all the individual subsystems.
The ECU is a sealed module with five connection
points. The ECU configuration allows for simple elec-
trical connections and simple setup. The ECU is CSA
approved for Class I, Division 2, Group D (T4 tempera-
ture rating), hazardous location requirements.
All ESM system components, the customer-supplied
PC with Electronic Service Program software, and
customer-supplied data acquisition devices connect to
the ECU. Communication is available through:
Figure 1.10-7 ESM Engine Control Unit (ECU)
• Status LEDs (light emitting diodes) that flash alarm/
shutdown codes on the front of the ECU The ECU Status LEDs are not considered to be the
primary means of obtaining information on the status
• Analog and digital signals in/out to local panel or of the system, but rather a way of alerting the site tech-
customer PLC nician that there is a problem and what that problem is
• RS-485 (MODBUS secondary) communication to (even if a PC with the Electronic Service Program is
local panel or customer PLC (MODBUS master) unavailable). See “ESM Electronic Service Program
(ESP)” for more information.
• PC-based ESM Electronic Service Program via an
RS-232 connection ESM ELECTRONIC SERVICE PROGRAM
ECU STATUS LEDS (ESP)
The ECU has three Status LEDs on the cover: green DESCRIPTION OF ESP
(power), yellow (alarm), and red (shutdown). The The PC-based ESM Electronic Service Program
green LED is on whenever power is applied to the (ESP) is the primary means of obtaining information
ECU, the yellow LED flashes alarm codes, and the red on system status. ESP provides a user-friendly, graph-
LED flashes shutdown codes. The yellow and red ical interface in a Microsoft Windows 98 SE/Me/NT4
LEDs flash codes that allow you to obtain information based environment (see Figure 1.10-8). If the user
on the status of the system when an alarm or shut- needs help, system information, or troubleshooting
down occurs. All codes have three digits and each digit information while using the ESP software, an elec-
can be a number from 1 to 5. The codes display in the tronic help file is included. See “E-Help” on
order that they occur (with the oldest code displayed page 1.10-11 for more information. E-Help is
first and the most recent code displayed last). accessed by pressing the [F1] function key on the key-
At the start of the code sequence, both the red and board.
yellow LEDs will flash three times simultaneously. If ESP is a diagnostic tool and is the means by which the
there are any shutdown faults, the red LED will flash a information recorded to the ECU fault logs can be
three-digit code for each shutdown fault that occurred. read. Minimal site-specific programming is required.
If there are any alarm faults, the yellow LED will flash a
three-digit code for each alarm that occurred. Between This is the ESP icon that appears on
each three-digit code, both yellow and red LEDs will your desktop after loading the software
flash once at the same time to indicate that a new on your PC. To open the ESP software,
code is starting. double-click on the icon.
Once the fault is corrected, the Status LEDs on the NOTE: Refer to Section 3.00 Introduction To ESP for
ECU will remain flashing until one of two things hap- information on ESP PC requirements, conventions
pens: (1) the LEDs are cleared using the ESM Elec- used, and information on saving.
tronic Service Program or (2) the engine is restarted.

USER INTERFACE PANELS These panels display system and component status,
current pressure and temperature readings, alarms,
The ESM ESP software displays engine status and
ignition status, governor status, air/fuel control status
information on six panels (eight panels if AFR
(AFR equipped), and programmable adjustments.
equipped):
Each of the panels is viewed by clicking the corre-
[F2] Engine Panel [F6] AFR Primary Fuel Panel*
sponding tab or by pressing the corresponding func-
[F3] Start-Stop Panel [F8] AFR Setup Panel* tion key ([F#]) on the keyboard. The following
paragraphs describe each of these panels.
[F4] Governor Panel [F10] Status Panel
NOTE: Refer to Section 3.05 ESP Panel Descriptions
[F5] Ignition Panel [F11] Advanced Panel for a complete description of each panel.
*The [F6] and [F8] panels are viewable on AFR

equipped engines.
Figure 1.10-8 Electronic Service Program’s (ESP’s) Graphical User Interface

[F2] ENGINE: The Engine Panel displays engine [F4] GOVERNOR: The Governor Panel displays
speed and current system readings of pressure and engine speed, throttle position, and governor operat-
temperature (see Figure 1.10-9). If a sensor or wiring ing status (see Figure 1.10-11). This panel also allows
failure is detected, the status bar, under the affected the user to make governor adjustments by calibrating
sensor, will change from teal to yellow, and a message gain, droop, load inertia, and other ESM system gov-
will appear in the status bar telling the user to check erning control features such as synchronization speed
sensor and wiring for proper operation. Also, the and feedforward adjustments.
“Engine Alarm” field in the upper right corner will
change from gray (deactivated/no engine alarm) to yel-
low (alarm). In case of a shutdown, the deactivated
(gray) status bar under the “Eng Set Point RPM” field
turns red and a message signals the user of the emer-
gency shutdown.
Figure 1.10-11 Governor Panel
[F5] IGNITION: The Ignition Panel displays engine

speed, ignition timing for each cylinder, ignition status,
If a sensor or wiring failure is detected,
the status bar informs the user. and knock detection (see Figure 1.10-12). This panel
also allows the user to make IPM-D adjustments by
Figure 1.10-9 Engine Panel calibrating high voltage, low voltage, and no spark lim-
its. In addition, the WKI value is calibrated on the Igni-
[F3] START-STOP: The Start-Stop Panel displays tion Panel.
engine speed, throttle position, and other Start-Stop
information (see Figure 1.10-10). This panel also
allows the user to make Start-Stop adjustments by cal-
ibrating pre-/post lube time, purge time, and cool
down.
Figure 1.10-12 Ignition Panel
Figure 1.10-10 Start-Stop Panel

[F6] AFR PRI: (AFR equipped) The AFR Primary Fuel [F10] STATUS: The Status Panel displays the number
Panel is used to monitor AFR system performance of faults occurring in the system, engine speed, ECU
(see Figure 1.10-13). This panel displays actual step- hours, and other fault signals (see Figure 1.10-15).
per position, stepper position setpoints, stepper oper- This panel also makes it possible for the user to view a
ating mode, oxygen and exhaust sensor status, and log of all the current and historical faults. See “Fault
AFR operating mode (automatic or manual). This Log” in this section for more information.
panel also allows the user to change from automatic to
manual mode and adjust stepper position using the
arrow buttons.
Figure 1.10-15 Status Panel
[F11] ADVANCED: The Advanced Panel is used to

Figure 1.10-13 AFR Primary Fuel Panel program MODBUS settings and send updated cali-
bration information to the ECU (see Figure 1.10-16).
[F8] AFR SETUP: (AFR equipped) The AFR Setup
Panel is used to program and fine-tune the AFR sys-
tem (see Figure 1.10-14). This panel displays intake
manifold pressure, target Lambda, actual Lambda,
and actual stepper position. This panel also is used to
calibrate the oxygen target Lambda offset, the mini-
mum/maximum stepper positions, dither steps, gain,
and the start (or home) position. In addition, the user
can change from automatic to manual mode and
adjust stepper position using the arrow buttons.
Figure 1.10-16 Advanced Panel
Figure 1.10-14 AFR Setup Panel

FAULT LOG
The ESM system features extensive engine diagnos-
tics capability. The ECU records system faults as they
occur. A “fault” is any condition that can be detected by
the ESM system that is considered to be out-of-range,
unusual, or outside normal operating conditions. One
method of obtaining diagnostic information is by view-
ing the Fault Log using the ESM ESP software (see
Figure 1.10-17). ESP displays the data provided by
the ECU.
Figure 1.10-18 Sample E-Help Screen
ESM SYSTEM DIAGNOSTICS

The ESM system performs self-diagnostics using the
input and output values from the ECU, the sensors,
and engine performance. The ECU detects faulty sen-
sors and wires by:
• Checking for sensor readings that are out of pro-
grammed limits.
Figure 1.10-17 Fault Log
• Cross-checking sensor readings with other sensor
The Fault Log can be viewed by selecting the “View readings for correct and stable operation.
Faults” button on the [F10] Status Panel using the ESP • Completing checks that determine whether or not a
software. The Fault Log displays the name of the fault, sensor is operating out of the normal operating
the first time the fault occurred since the fault was range.
reset (in ECU hours:minutes:seconds), the last time
the fault occurred since reset, the number of times the • Making sure that readings that are expected to fluc-
fault occurred since reset, and the total number of tuate, like oil pressure, actually do change over
times the fault occurred in the lifetime of the ECU. All time. If the reading remains uncharacteristically
the fault information is resettable except for the total constant, then the sensor is considered “faulty” and
number of times the fault occurred during the lifetime a fault is indicated.
of the ECU. When a fault occurs, several actions may take place as
As an additional aid in troubleshooting, double-clicking a result. A fault can have both internal actions and
a fault listed in the Fault Log will open E-Help directly external visible effects. Each fault detected will cause
to the troubleshooting information for that fault. See one or more of the following actions to occur:
“E-Help” for more information. • Alarm is logged by the ECU and appears in the ESP
E-HELP software’s Fault Log. See “Fault Log” for more
information.
ESP contains an electronic help file named E-Help
(see Figure 1.10-18 for a sample screen). E-Help pro- • Yellow and/or red Status LEDs on the front of the
vides general system and troubleshooting information ECU light and begin to flash a fault code.
in an instant as long as the user is using the PC with • Sensors and actuators switch into a “default state”
the ESP software. The user can quickly and easily where the actuators/sensors operate at expected
move around in E-Help through electronic links (or normal values or at values that place the engine in a
hypertext links) from subject to subject. E-Help is auto- safe state. When the default state takes control, an
matically installed when the ESP software is installed. alarm is signaled and the fault is logged but the
To access the help file any time while using the ESP engine keeps running (unless as a result of the fault
software, press the [F1] function key on the keyboard a shutdown fault occurs).
or select Help Contents… from the Help menu in
ESP.

• Shutdown occurs and the red Status LED on the START-STOP CONTROL
front of the ECU lights and flashes a code.
The ESM system manages the start, stop, and emer-
• Alarm or shutdown signal is transmitted over the gency stop sequences of the engine including pre- and
customer interface (RS-485 MODBUS and digital postlube. Logic to start and stop the engine is built into
output). the ECU, but the customer supplies the user interface
(control panel buttons, switches, touch screen) to the
SAFETY SHUTDOWNS ESM system.
The ESM system provides numerous engine safety The ESM system’s start-stop process is controlled by
shutdowns to protect the engine. These engine safety three digital inputs: a start signal that is used to indi-
shutdowns include: cate to the ECU that the engine should be started and
two shutdown signals (normal and emergency) that
• Low oil pressure
are used to give “permission” to run the engine. For
• Engine overspeed the engine to start, the start signal must be “high”
(8.6 – 36 volts) for at least 1/2 second (not to exceed
•• 10% overspeed instantaneous
1 minute) and the shutdown signals must both be
•• Waukesha-calibrated to run no more than rated “high” (8.6 – 36 volts). Although the start signal must
speed go “low” (< 3.3 volts) after starting, the shutdown sig-
nals must remain “high” for the engine to run. If either
•• User-calibrated driven equipment overspeed
shutdown signal goes “low” (< 3.3 volts), even for a
• Engine overload (based on percentage of engine fraction of a second, the engine will stop.
torque) During the “start” sequence, the ESM system per-
• Uncontrollable knock (a safety shutdown on all ESM forms the following steps:
engines except L5774LT engines) 1) Prelubes engine (programmable from 0 –
10,800 seconds using ESP software)
• High intake manifold air temperature
2) Engages starter motor (programmable rpm
• High jacket water coolant temperature range using ESP software)
• Internal ECU faults 3) Turns fuel on (programmable above a certain
rpm and after a user-calibrated purge time
• Failure of magnetic pickup
using ESP software)
When a safety shutdown occurs, several internal 4) Turns ignition on (after a user-calibrated
actions and external visible effects take place. Each purge time using ESP software)
safety shutdown will cause the following actions to
During the normal “stop” sequence, the ESM system
occur:
performs the following steps:
• Ignition spark stops instantaneously. 1) Begins cool down period (programmable
• Gas shutoff valve is closed. using ESP software)
2) Shuts off fuel
• The digital output from the ECU to the customer is
3) Stops ignition when engine stops rotating
changed to indicate to the customer’s driven equip-
ment or PLC that the ESM system has shut down 4) Postlubes engine (programmable from 0 –
the engine and something is not operating as 10,800 seconds using ESP software)
expected. 5) Actuator auto calibration (if desired, program-
mable using ESP software)
• Red Status LED on the front of the ECU flashes the
shutdown fault code. During the “emergency stop” sequence, the ESM sys-
tem performs the following step:
• Shutdown signal is transmitted over the customer
1) Simultaneously shuts off fuel and ignition
interface (RS-485 MODBUS and digital output).
NOTE: If the engine is being used in a “standby”
• An entry is added to the fault log and can be read electric power generation application and the engine
using the ESM ESP software. See “Fault Log” on must not prelube on startup, the customer is
page 1.10-11 for more information. responsible for controlling the prelube motor to
automatically prelube the engine. Refer to Section 3 of
Chapter 5 “Lubrication System” in the Installation Of
Waukesha Engines & Enginator Systems Manual
(Form 1091) for lubrication requirements in standby
applications.

IGNITION SYSTEM IGNITION THEORY
DESCRIPTION OF IGNITION SYSTEM The ECU is the “brain” of the ignition system. The ECU
controls spark timing with information preprogrammed
The ESM system controls spark plug timing with a dig- at the factory. The spark timing is determined by cali-
ital capacitive discharge ignition system. The ignition bration and can vary with engine speed, intake mani-
system uses the capacitor discharge principle that pro- fold pressure, the WKI value, and several other
vides a high variable energy, precision-timed spark for variables that optimize engine performance.
maximum engine performance. The ESM ignition sys-
tem provides accurate and reliable ignition timing The ECU also controls spark timing with the
resulting in optimum engine operation. information from the engine-mounted knock sensors.
When a knock signal exceeds the detonation
The ESM ignition system uses the ECU as its central threshold, the ECU retards timing incrementally on
processor or “brain.” Two magnetic pickups are used to an individual cylinder basis to keep the engine
input information to the ECU. One pickup reads a mag- out of detonation. See “Detonation Detection” on
net on the camshaft and the other senses reference page 1.10-15 for more information.
holes in the flywheel. See Figure 1.10-20 for the ESM
ignition system diagram. NOTE: Not all L5774LT engines include detonation
detection.
A separate module, the Ignition Power Module with
Diagnostic capability (IPM-D), is needed to fire the Based on the preprogrammed information and
spark plug at the required voltage (see readings, the ECU sends an electronic signal to the
Figure 1.10-19). The IPM-D is CSA approved for IPM-D that energizes the ignition coils to “fire” the
Class I, Division 2, Group D (T4 temperature rating), spark plug. The IPM-D provides automatically
hazardous location requirements. controlled dual voltage levels. 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
IPM-D
energy on engine startup or as a result of spark plug
wear. See “Ignition Diagnostics” on page 1.10-14 for
more information.
The IPM-D is a high energy, capacitor discharge
solid-state ignition module. The power supply voltage
is used to charge the energy storage capacitor. This
voltage is then stepped up by the ignition coils. A sig-
nal from the ECU triggers the IPM-D to release the
energy stored in the capacitor. When the IPM-D
receives the signal, the energy in the ignition coil is
used to fire the spark plug.
Figure 1.10-19 Ignition Power Module With Diagnostics

(IPM-D)
CAMSHAFT MAGNETIC PICKUP

• POSITION OF CAMSHAFT ECU
IGNITION
IPM-D COILS
SPARK
PLUGS
FLYWHEEL MAGNETIC PICKUP

• ANGULAR POSITION OF FLYWHEEL
• ENGINE SPEED
Figure 1.10-20 ESM Ignition System Diagram

ESM engines have an index disc mounted on the cam- IGNITION DIAGNOSTICS
shaft gear and a magnetic pickup mounted on the gear
IPM-D provides diagnostic information for both the pri-
cover of the engine (see Figure 1.10-21). The index
mary and secondary sides of the ignition coil. The
disc is always fixed at the same angular location for
IPM-D detects shorted spark plugs and ignition leads,
every engine with the ESM system. The index disc has
as well as spark plugs that require a boosted energy
one magnet: the index magnet. The camshaft mag-
level to fire or do not fire at all. The diagnostic informa-
netic pickup determines which part of the four-stroke
tion is provided through a Controller Area Network
cycle the engine is in. Since the camshaft disc rotates
(CAN) link between the ECU and IPM-D, and then to
at half the engine speed, the crankshaft must rotate
the customer’s local control panel via MODBUS.
twice for the cycle to end.
Predictive diagnostics based on a spark reference
number for each cylinder is used to monitor each
spark plug’s life. The spark reference number is an
arbitrary number based on relative voltage demand.
The spark reference number is displayed for each cyl-
inder on the [F5] Ignition Panel in ESP. Spark refer-
ence numbers can be used to represent spark plug
electrode wear (gap) and can be monitored (for exam-
ple, with MODBUS) and trended to predict the time of
spark plug failure.
If sufficient spark plug wear is identified, IPM-D raises
the power level of the ignition coil. As a result, the
IPM-D’s automatically controlled dual voltage levels
maximize spark plug life. During normal engine opera-
tion, the IPM-D fires at a Level 1 (normal) ignition
energy. The IPM-D fires at a Level 2 (high) ignition
Figure 1.10-21 Magnetic Pickup Located On Gear energy on engine startup or as a result of spark plug
Cover
wear. If the ignition energy is raised to Level 2 (except
Another magnetic pickup is used to sense 36 refer- on startup), an alarm is triggered to alert the operator
ence holes in the flywheel (see Figure 1.10-22). This that the plugs are wearing.
magnetic pickup signals to the ECU: (1) the angular The ignition system has four levels of alarm: primary,
position of the crankshaft and (2) engine speed (rpm). low voltage, high voltage, and no spark. A primary
alarm indicates a failed ignition coil or faulty ignition
wiring. A low voltage alarm indicates a failed spark
plug or shorted ignition coil secondary wire. A high
voltage alarm indicates that a spark plug is getting
worn and will need to be replaced soon. A no spark
alarm indicates that a spark plug is worn and must be
replaced. Each of these alarms can be remedied using
the troubleshooting information in E-Help.
NOTE: Using the [F5] Ignition Panel in ESP, the user
can adjust the faults’ alarm and shutdown points to
compensate for site conditions.
Figure 1.10-22 Magnetic Pickup Located On Flywheel

Housing

DETONATION DETECTION The following are the main features of the ESM sys-
tem’s detonation detection:
DESCRIPTION OF DETONATION DETECTION
• The ESM system monitors for knock during every
NOTE: Not all L5774LT engines include detonation combustion event.
detection.
• A per-event measure of the knock level is compared
The ESM system includes detonation detection and to a reference level to determine if knock is present.
protects Waukesha Engine spark ignited gas engines
from damage due to detonation. • Action taken by the ESM system when knock is
detected is proportional to the knock intensity
Detonation is the autoignition of the unconsumed end identified.
gas after the spark plug has fired during a normal
flame-front reaction in an engine’s combustion cham- • To prevent misleading vibration signals that may
ber. When this happens, pressure waves, created by exist at light loads from being incorrectly construed
multiple flame-fronts, slam together creating a high as knock, the ESM system does not monitor for det-
pressure pulse that causes engine components to onation at loads less than 50% of manufacturer’s
vibrate. This vibration results in an audible “ping” or rated load. This prevention also avoids unnecessary
“knock” known as detonation. Avoiding detonation con- shutdowns while the engine is warming up or run-
ditions is critical since detonation is typically destruc- ning at low loads.
tive to engine components. • The ESM system requires no calibration of the deto-
Detonation is caused by site conditions and/or engine nation detection system by on-site personnel. The
misadjustment, not the engine. The conditions that ESM system’s detonation detection system is
promote detonation are extremely complex. See “Det- self-calibrating.
onation Theory” for a definition of detonation and • If detonation is detected and the engine is shut
examples of detonation promoters and reducers. down, the ECU records in the fault log that detona-
The ESM system detects detonation by monitoring tion occurred even if a PC was not connected.
vibrations at each cylinder with engine-mounted knock • When a PC is connected to the ECU and the ESP
sensors (see Figure 1.10-23). When a signal exceeds software is active, the ESP software displays when
a detonation threshold, the ESM system retards timing detonation is occurring. If the engine is shut down
incrementally on an individual cylinder basis to keep due to detonation, the shutdown and number of det-
the engine and each cylinder out of detonation or from onating cylinders are recorded in the fault log. ESP
“knocking.” provides a simple user interface for viewing engine
status and troubleshooting information during
engine detonation.
DETONATION THEORY
Detonation has been a known adversary of engine
operation for many years. Avoiding detonation condi-
tions is critical since detonation is typically destructive
to engine components. Severe detonation often dam-
ages pistons, cylinder heads, valves, and piston rings.
Damage from detonation will eventually lead to com-
plete failure of the affected part. Detonation can be
prevented; however, the conditions that promote deto-
nation are extremely complex and many variables can
promote detonation at any one time. This section
defines detonation and gives examples of detonation
promoters and reducers.
Figure 1.10-23 Knock Sensor During normal combustion, the forward boundary of
the burning fuel is called the “flame-front.” Research
has shown that combustion in a gaseous air/fuel
homogeneous mixture ignited by a spark is character-
ized by the more or less rapid development of a flame
that starts from the ignition point and spreads continu-
ally outward in the manner of a grass fire. When this
spread continues to the end of the chamber without

abrupt change in its speed or shape, combustion is METHOD OF DETONATION DETECTION AND
called “normal.” When analyzing detonation, however, TIMING CONTROL
combustion is never normal.
The ESM system senses detonation with a technique
The end gas is that part of the air/fuel charge that called “windowing.” This technique allows the ESM
has not yet been consumed in the normal flame-front system to look for detonation only during the combus-
reaction. Detonation is due to the autoignition of the tion time when detonation could be present.
end gas after spark ignition has occurred. When deto-
The “window” opens shortly after the spark plug fires
nation occurs, it is because compression of the end
to eliminate the effects of ignition noise. This noise is
gas by expansion of the burned part of the charge
caused from the firing of the spark plug and subse-
raises its temperature and pressure to the point where
quent “ring-out” of coils. This “sample” window is
the end gas autoignites. If the reaction of autoignition
closed near the end of the combustion event at a pre-
is sufficiently rapid and a sufficient amount of end gas
determined angle after top dead center (ATDC) in
is involved, the multiple flame-fronts will collide with
crankshaft degrees (see Figure 1.10-24).
sufficient force to be heard. This sound is referred to
as audible “ping” or “knock.” During detonation a unique vibration called “knock”
frequency is produced. Knock frequency is just one of
The tendency to detonate will depend on the humidity
many frequencies created in a cylinder during engine
of intake air and the temperature and pressure of the
operation. The knock sensors mounted at each cylin-
end gas in the combustion chamber. Any change in
der convert engine vibrations to electrical signals that
engine operating characteristics that affects end gas
are routed to the ECU. The ECU removes the electri-
temperature will determine whether combustion will
cal signals that are not associated with detonation
result with or without detonation. The greater the end
using a built-in filter. When the filtered signal exceeds
gas pressure and temperature and the time to which
a predetermined limit (detonation threshold), the ESM
the end gas is exposed to this severe stress, the
system retards the ignition timing for the cylinder asso-
greater will be the tendency for the fuel to detonate.
ciated with that sensor by communicating internally
Detonation is an extremely complex subject when with the ignition circuitry that controls the IPM-D. The
dealing with internal combustion engines. The number amount the timing is retarded is directly proportional to
of unpredictable variables in actual field running the knock intensity. So when the intensity (loudness) is
engines can be enormous. Table 1.10-1 lists the pro- high, the ignition timing is retarded more than when
moters and reducers of detonation. the knock intensity is low.
Table 1.10-1 Detonation Promoters And Reducers PRESSURE, PSIA
PROMOTERS REDUCERS
OPEN SAMPLE
Higher Cylinder Temperature Lower Cylinder Temperatures WINDOW DETONATION
Lower WKI Fuels Higher WKI Fuels
More Advanced Spark Timing Less Advanced Spark Timing
END OF SAMPLE
Higher Compression Ratios Lower Compression Ratios WINDOW
Higher Inlet Pressure Lower Inlet Pressure IGNITION
Higher Coolant Temperatures Lower Coolant Temperatures SPARK
Higher Intake Manifold Air Lower Intake Manifold Air
Temperatures Temperatures
Lower Engine Speeds Higher Engine Speeds
Lower Atmospheric Humidity Higher Atmospheric Humidity
Higher Engine Load Lower Engine Load
Stoichiometric Air/Fuel Ratio Lean Or Rich Air/Fuel Ratios
(Rich Burn Engine) (Without Engine Overload)
Rich Air/Fuel Ratio
Lean Air/Fuel Ratios
(Lean Burn Engine) TDC
Cylinder Misfire On
Neighboring Cylinders Figure 1.10-24 Windowing Chart

The ESM system controls timing between two prede- GOVERNING THEORY
termined limits: the maximum advanced timing and the
When governing, two values are needed: 1) the
most retarded timing. The maximum advanced timing
desired engine speed and 2) the current speed of the
is variable and depends on rpm, load, and the WKI
engine.
value. The most retarded timing is a predetermined
limit. The ESM speed governing system is responsible for
modifying the engine torque to produce the desired
The maximum advanced timing value is used in two
engine speed. The desired speed can be set by
different ways. First, under normal loads the maximum
means of calibrations and/or external inputs. The dif-
advanced timing is the timing limit. Second, when the
ference between the current speed and the desired
engine is under light load and cannot be knocking, it is
speed (or the speed error) is used to modify the torque
used as the timing for all cylinders.
to maintain the desired speed.
In the event the ESM system senses detonation that
To determine current engine speed, the ESM system
exceeds the detonation threshold, the ignition timing
uses a magnetic pickup that senses 36 reference
will be retarded at an amount proportional to the inten-
holes in the flywheel. As the holes pass the end of the
sity of detonation sensed. Ignition timing will then be
magnetic sensor, a signal wave is generated. The fre-
retarded until either the signal from the knock sensor
quency of the signal is proportional to engine speed.
falls below the detonation threshold or the most
Based on the electrical signal from the magnetic
retarded timing position is reached. As soon as condi-
pickup, the governor compares current engine speed
tions permit, the ESM system will advance spark tim-
with desired engine speed and responds by adjusting
ing to the maximum setpoint at a predetermined rate.
the throttle position of the engine. An electric actuator
However, if after a predetermined time conditions
is used to convert the electrical signal from the ECU
do not permit timing to be advanced from the most
into motion to change the amount of air and fuel deliv-
retarded timing position, a fault is logged indicating the
ered to the engine through the throttle (see
detonating cylinder(s), the red Status LED will blink the
Figure 1.10-25).
uncontrollable knock fault code on the ECU, and the
engine will shut down after a short predetermined
time.
If the customer directs the analog/digital outputs from
the ECU to the local panel or PLC, steps can be taken
to bring the engine out of detonation before engine
shutdown. Using the digital or analog outputs from the
ECU, a signal can be sent to a local panel or PLC indi-
cating that detonation is occurring. This signal can be
used to reduce the load on the engine to help bring the
engine out of detonation. Should detonation continue,
shutdown will occur.
ESM SYSTEM SPEED GOVERNING

DESCRIPTION OF SPEED GOVERNING
A governor controls engine speed (rpm) by controlling Figure 1.10-25 Electric Actuator And Throttle
the amount of air/fuel mixture supplied to the engine.
The ESM ECU contains the governor electronics and SPEED GOVERNING MODES
software that control the actuator. The ESM speed Using inputs from the user’s panel or PLC, the ESM
governing system allows the customer to make all con- system is set to run in one of two modes: speed con-
trol adjustments in one place and at one panel. trol or load control.
Integral ESM speed governing provides the following Speed Control
benefits:
Speed control mode allows the engine operator to
• Ability to respond to larger load transients choose a setpoint speed, and the governor will run at
• Better engine stability that speed. The control can be either isochronous or
droop.
• Easier setup
• Integrated operation diagnostics

Isochronous control means that the governor will speed setting enable, rated speed/idle speed, and an
maintain a constant engine rpm regardless of load auxiliary rpm input for load control. Using these cus-
(within the capacity of the engine). tomer inputs, the ESM speed governing system is set
to run in either speed control mode or load control
The governor can also operate in a droop mode, which
mode.
means that the governor will allow the engine to slow
down slightly under load. Droop is used to simulate the Governing control is further customized for location
situation with mechanical governors where the engine requirements through user-selectable parameters
will run at a slightly higher rpm than the setpoint when describing the driven load. Custom control adjust-
no load is placed on the engine. This feature can be ments to the ESM speed governing system are made
used to synchronize the output of multiple generator with ESP.
sets driving an isolated electrical grid.
The rotating moment of inertia of the driven equipment
Load Control must be programmed in ESP. Further gain calibrations
may be made through ESP. The correct governor gain
Load control mode is used when a generator set is
depends on the rotating moment of inertia of the
synchronized to a grid. In this case the grid controls
engine and driven equipment. By inputting the rotating
speed, and the ESM speed governing system controls
moment of inertia of the driven equipment, the gain is
the engine load using signals from an external device.
preset correctly aiding rapid startup of the engine. The
GOVERNOR INPUTS AND CALIBRATIONS rotating moment of inertia of the engine and the driven
equipment are used in predicting throttle position.
Figure 1.10-26 illustrates the types of inputs to the
ESM system for speed governing control. The actual The ESM speed governing system also allows the
inputs required to the ECU depend on the governing customer to calibrate the system to use other govern-
control desired. ing control features including feedforward control (or
load coming control) and synchronizer control (or
Required external inputs are programmed to the ECU
alternate dynamics).
from a customer’s local control panel or PLC. These
inputs include remote speed/load setting, remote
CUSTOMER INPUTS ESP CALIBRATED INPUTS

• REMOTE SPEED/LOAD SETTING • LOAD INERTIA
• REMOTE SPEED SETTING ENABLE • LOW/HIGH IDLE SPEEDS
• IDLE/RATED SPEED SIGNAL • DROOP
• LOAD COMING SIGNAL • GAIN ADJUSTMENTS
• SYNCHRONIZER MODE SETTING • SYNCHRONIZATION SPEED
• FEEDFORWARD ADJUSTMENTS
ESM SPEED
GOVERNING SYSTEM
(INSIDE ECU)
SENSOR INPUT ENGINE TORQUE MODIFICATION

• MAGNETIC PICKUP ON FLYWHEEL
NOTE: The actual inputs required to the ECU depend on the governing control desired.
Figure 1.10-26 ESM Speed Governing System Inputs

Feedforward Control (Load Coming Control) AIR/FUEL RATIO CONTROL

Feedforward control (or load coming) is a proactive DESCRIPTION OF AFR CONTROL
rather than a reactive feature that allows the engine to
accept larger load additions than would normally be The ESM Air/Fuel Ratio (AFR) control is designed to
allowed without this feature. Feedforward works by control the air/fuel ratio of Waukesha's rich burn (sto-
immediately opening the throttle by a user-calibrated ichiometric) engines. An engine’s air/fuel ratio defines
amount when a digital input goes high (8.6 – 36 volts). the amount of air measured by mass in relation to the
One example of where this feature will help the perfor- mass of fuel supplied to an engine for combustion. By
mance of the engine is when starting a large electric controlling an engine’s air/fuel ratio with ESM AFR
motor that is operating in island electric power genera- control, exhaust emissions are minimized while main-
tion mode. Either at the moment the electric motor is taining peak engine performance. The AFR control
started or a second or two before, the feedforward dig- regulates the engine’s air/fuel ratio even with changes
ital input is raised high, and the ESM system opens in engine load, fuel pressure, fuel quality, and environ-
the throttle to produce more power. Unlike standard mental conditions.
governing, the ESM system does not have to wait for The ESM AFR control is completely integrated into the
the engine speed to drop before opening the throttle. ESM system, with all sensor inputs, control routines,
Synchronizer Control (Alternate Dynamics) and output actions handled by the ECU.
Alternate dynamics or synchronizer mode is used to The ESM AFR control adds to the basic ESM configu-
rapidly synchronize an engine to the electric power ration (for each bank of the engine) an exhaust oxygen
grid by using cylinder timing to maintain constant sensor, a stepper for the gas regulator, and an exhaust
engine speed. During the time the alternate dynamics temperature sensor. In addition, other sensor inputs
input is high, the field is green and signals the user it is already available to the ESM system, such as intake
ON. During the time the alternate dynamics input is manifold pressure, are used. The oxygen sensor con-
low, the field is gray and signals the user it is OFF. The tinually reports the concentration of oxygen in the
lower gain values can be used to minimize actuator exhaust to the AFR routine in the ECU. The ECU con-
movement when the engine is synchronized to the grid trols the stepper to adjust the gas/air pressure and to
and fully loaded to maximize actuator life. affect air/fuel ratio in order to maintain the desired con-
centration of oxygen in the exhaust. The exhaust tem-
Raising a high digital input (8.6 – 36 volts) to the ECU perature sensor reports post turbine exhaust
puts the ESM speed governing system in synchronizer temperature to the ECU. See Figure 1.10-27 for a dia-
control. The user can program a small speed offset to gram of the AFR control inputs and outputs.
aid in synchronization.
INPUTS OUTPUTS
LEFT
EXHAUST OXYGEN
EXHAUST TEMPERATURE
STEPPER HOME POSITION
USER PROGRAMMABLE LIMITS LEFT
STEPPER POSITION
RIGHT (VEES ONLY)
EXHAUST OXYGEN
EXHAUST TEMPERATURE RIGHT (VEES ONLY)
STEPPER HOME POSITION STEPPER POSITION
USER PROGRAMMABLE LIMITS
INTAKE MANIFOLD PRESSURE
NOTE: A stepper is installed on each regulator.
Figure 1.10-27 AFR Control Inputs And Outputs

Stoichiometric Oxygen Sensor This voltage is an indication of the difference in the

proportions of oxygen at the two ends of the probe.
Sensor applications for catalyst control are based on
Characteristics of the sensor include: an output range
the output characteristics of the stoichiometric oxygen
of 0.1 – 0.9 volts when above 750° F (398° C), a very
sensor. Figure 1.10-28 illustrates the sectional view of
large change in output near stoichiometry, and a very
an oxygen sensor.
small change in output away from stoichiometry (see
Figure 1.10-29).
CONTACT SPRING
CONTACT TERMINAL
SLEEVE TYPICAL STOICHIOMETRIC OXYGEN
SENSOR CHARACTERISTIC
OXYGEN SENSOR OUTPUT VOLTAGE

EXHAUST AMBIENT
GAS AIR SPECIAL
CERAMIC
Figure 1.10-28 Sectional View Of The Stoichiometric

Oxygen Sensor
NOTE: The ESM system has a warm sensor check

feature that means the oxygen sensor must reach a
certain temperature to “light off” or become functional.
A minimum exhaust temperature of 750° F (398° C)
must be achieved before the AFR control becomes
active. STOICHIOMETRIC
A/F - 16.09
The sensor is constructed such that one part of the
ceramic body is located in the path of the exhaust, the
other part being in contact with the ambient air. The
surface of the sensor’s ceramic body (zirconium
SPINDT AIR/FUEL RATIO
dioxide) is coated with an electrode (catalyst material)
composed of a thin, gas-permeable platinum layer. In NOTE: This curve was plotted from laboratory data. Actual
addition, a porous ceramic outer layer is provided at sensor response will depend slightly on fuel
composition and engine conditions. Air/fuel ratio values
the end exposed to the exhaust gases to guard are also fuel dependent.
against contamination caused by combustion
residues. Figure 1.10-29 Typical Stoichiometric Oxygen Sensor
In the exhaust gas of internal combustion engines, Output Curve
there are still residual proportions of oxygen present,
The particular sensitivity of the stoichiometric sensor
even when combustion takes place with excess fuel.
in the range around stoichiometry permits the sensor
The residual oxygen content is largely dependent on
output signal to be fed as an actual value to the ECU.
the composition of the air/fuel mixture supplied to the
Any mixture deviation from the preset value is sensed
engine for combustion. The residual oxygen permits
by the stoichiometric sensor from the residual oxygen
use of oxygen content of the exhaust gas to measure
content of the exhaust gas and is transmitted to the
the air/fuel ratio.
ECU in the form of an electrical signal. The signal is
Operation of the sensor is based on the fact that the then used to create a Lambda value (not a voltage)
ceramic material is oxygen-ion conductive above tem- that is used to control the stepper position. This
peratures of approximately 567° F (300° C). If the oxy- approach allows for more accurate control, as well as
gen proportions at the two ends of the probe differ, a easier adjustment. Also it linearizes the output that
voltage is generated between the two interfaces due to allows an increased gain for tighter overall control (see
the special properties of the material used. Figure 1.10-30).

LAMBDA VS. AIR/FUEL RATIO

1.002
1.000
0.998
0.996
LAMBDA
0.995
CATALYST SETTING
0.994
0.992
0.990
0.988
15.922 15.942 15.962 15.982 16.002 16.022 16.042 16.062 16.082 16.102
AIR/FUEL RATIO
Figure 1.10-30 Lambda Graph
Service life of the stoichiometric oxygen sensor (P/N

A740106D or later) is typically 2000 hours. Since the
sensor has no wearing parts, theoretical life is indefi-
nite. However, oil additives, fuel contaminants, com-
pounds released from certain RTV gasket materials,
incorrectly applied thread anti-seize, and overtempera-
ture can result in shortened sensor life.
Always purchase ESM
CAUTION AFR oxygen sensors
(P/N A740106D or later) from Waukesha Engine.
Performance goals of the AFR system cannot be
m e t w i t h o u t Wa u k e s h a ’s ox y g e n s e n s o r
specifications. Disregarding this information will
result in reduced sensor life or sensor failure.
Stepper
A stepper motor is used to bias the output pressure of
the gas regulator (see Figure 1.10-31 and
Figure 1.10-32). It was designed for performance and
reliability. All electronics are neatly packaged with the
stepper motor in an integral enclosure. The proximity
switch is located inside the stepper housing to prevent
accidental breakage, and no external wiring is added
for the switch. A powerful, high torque stepper motor
prevents the loss of steps, even under the most Figure 1.10-31 AFR Stepper (Fisher Regulator)
demanding conditions.

Using the above equation, an engine operating at

exact stoichiometry would be at Lambda = 1. An
engine optimized for exhaust emissions out for
three-way catalyst control would more likely require a
Lambda of 0.995, slightly rich of stoichiometry.
Using the output of the oxygen sensor, along with
exhaust temperature, intake manifold pressure, and
other information, the system is a closed-loop process
that looks at engine sensor outputs and adjusts sys-
tem inputs within preprogrammed settings to achieve
the correct exhaust oxygen content resulting in the
desired Lambda. By controlling to Lambda, instead of
voltage, consistent performance is maintained regard-
less of engine operating conditions, environmental
conditions, or fuel composition.
If the actual Lambda is different than the Lambda
setpoint, the ESM AFR routine directs the stepper to
adjust the gas/air pressure of the fuel regulator. The
stepper adjusts the fuel regulator setting, within
programmed limits, by increasing or decreasing the
spring pressure acting on the regulator diaphragm.
Figure 1.10-32 AFR Stepper (Mooney Regulator) The design gives very accurate positioning capability.
The regulator adjustment richens or leans out the
The stepper is controlled using signals transmitted air/fuel ratio depending on the current Lambda
over the ESM CAN (Controller Area Network) commu- setpoint.
nication bus, minimizing control wiring while providing
for a robust communication scheme. Stepper diagnos- An exhaust temperature sensor is used to assure that
tic information is relayed back to the ECU over the temperatures are high enough for correct operation of
CAN bus. the oxygen sensor. A programmed minimum tempera-
ture must be achieved before “closed-loop” control is
System Wiring enabled.
The AFR control adds a minimum of wiring to the ESM Setup For Catalyst Control
system. The oxygen and exhaust temperature sensors
The target setting is chosen to optimize engine out
require connections back to the ECU, the stepper
emissions for a three-way catalyst input. Three-way
requires power and ground, and a connection into the
catalysts are used to oxidize carbon monoxide (CO)
two-wire CAN communication bus is required.
and hydrocarbons (HC), and to reduce oxides of nitro-
THEORY OF OPERATION gen (NOx) on rich burn applications. These processes
require high temperature and precise air/fuel ratio con-
Control Routine
trol. Best performance for emissions reduction is
The ESM AFR routine controls engine air/fuel ratio by achieved when operating slightly rich of the stoichio-
regulating the quantity of oxygen present in the metric air/fuel ratio.
exhaust stream. It actually maintains a constant As previously stated, the stoichiometric air/fuel ratio is
Lambda over various speed, load, fuel, and environ- the theoretical balance where exactly the required
mental conditions. amount of air (O2) is present to completely burn all of
Lambda is defined as the excess air/fuel ratio and is the fuel with no excess air. In an ideal case, the only
calculated as: products of this combustion would be water (H2O) and
carbon dioxide (CO2). However, because engine com-
Lambda = actual AFR / stoichiometric AFR bustion is not perfect, typical emission by-products
The stoichiometric air/fuel ratio is the ideal ratio of air include O2, HC, NOx, and CO. The catalyst then con-
to fuel for complete combustion to take place with no verts most of these to H2O, CO2, and nitrogen (N2).
unburned hydrocarbons or free oxygen products.
Under “rated” conditions, the stoichiometric air/fuel
ratio for an engine running “typical” natural gas is
16.1:1; however, as fuel composition changes, the sto-
ichiometric air/fuel ratio will also change.

RICH LIMIT
STEPPER POSITION
ACTUAL
AIR/FUEL RATIO
STEPPER POSITION
LEAN LIMIT
LOAD LOAD OR IMP

AIR/FUEL RATIO CAN VARY WITH LOAD STEPPER TRAVEL IS TRAPPED BETWEEN
TWO PROGRAMMABLE LIMITS WHILE IN
AUTOMATIC MODE
ELEVEN “POINTS” FOR EACH (AIR/FUEL RATIO,
RICH/LEAN LIMITS) CAN BE PROGRAMMED RICH LIMIT—MAX. FUEL PERMITTED
LEAN LIMIT—MIN. FUEL PERMITTED
Figure 1.10-33 Air/Fuel Ratio And Stepper Limits vs. Load
The stoichiometric oxygen sensor in the exhaust

stream provides feedback to the ECU module
(Figure 1.10-28). The signal provides a means of con-
trolling air/fuel ratio slightly rich of stoichiometry. This
is the range required to obtain best catalyst efficien-
cies for methane-based fuels.
The base value for the target setting is predetermined
from the factory, and the user may set an offset to
achieve the proper emissions output. The target
Lambda should be determined with the use of an
exhaust analyzer to locate the operating point of low-
est stack emissions.
Note that the target offset may be set individually for
different load levels as represented by intake manifold
pressure to allow even tighter control under changing
load conditions.
Dithering
Another option available to the user to fine-tune emis-
sions control is programming dither steps on the [F8]
AFR Setup Panel. Dither steps allow the AFR system
to oscillate around the stepper’s normal movements
plus or minus a user programmed number of steps.
This method widens the Lambda range that can be
used in order to maintain required emissions.
The graph shown in Figure 1.10-34 represents the CO Figure 1.10-34 CO And NOx Post Catalyst Emissions –
and NOx post catalyst emissions. Dithering (repre- Dithering Vs. No Dithering
sented by the solid lines) produces lower emissions at
each lambda setpoint when compared to non dithered While stepper movement is controlled by the ESM
applications (dotted lines). Dithering provides a wider AFR routine, user-programmable limits must be pro-
range of lambda setpoints while still maintaining grammed on the [F8] AFR Setup Panel in ESP (see
reduced emissions. Figure 1.10-35). This limits the stepper’s travel range
and triggers alarms if the system attempts to work out-
side of the range. The stepper position is indicated on
the ESP panels as “steps.”

Another user setting required is that of the start posi- Calibration: Since the ESM system is designed to
tion. This position is determined by an adjustment pro- work with various Waukesha engine families and con-
cedure for correct air/fuel ratio during engine start, and figurations, an ECU is factory-calibrated to work with a
then is used to automatically set the stepper whenever specific engine model. For example, an ECU used on
the engine is being started. The stepper position will a VHP 7044 engine could not be used on an VHP
remain within the programmable limits after startup 5794 engine without being recalibrated. The ECU con-
while the AFR control is in automatic mode (see tains thousands of calibrations such as the number of
Figure 1.10-33). If a limit is reached, an alarm will be cylinders, timing, sensor default values, high/low limi-
raised. When in manual mode, the user can adjust the tations, and necessary filters (used to eliminate engine
stepper position outside the programmable limits. Dith- noise). An ECU calibration cannot be edited by the
ering, start position left, and start position right are user.
programmed using the [F8] AFR Setup Panel in ESP CAN: Controller Area Network. A serial bus network
(see Figure 1.10-35). of microcontrollers that connects devices, sensors,
and actuators in a system for real-time control applica-
tions like the ESM system. Since messages in a CAN
are sent through the network with unique identifiers
(no addressing scheme is used), it allows for uninter-
rupted transmission if one signal error is detected. For
example, if a stepper signal error is detected, the sys-
tem will continue to control the other steppers and
sensors.
CD-ROM: Compact Disk-Read Only Memory. A com-
pact disc format used to hold text, graphics, and hi-fi
stereo sound. It is like an audio CD but uses a different
format for recording data. The ESM ESP software
(including E-Help) is available in CD-ROM format.
DB Connector: A family of plugs and sockets widely
used in communications and computer devices. DB
connectors come in 9, 15, 25, 37, and 50-pin sizes.
The DB connector defines the physical structure of the
Figure 1.10-35 AFR Setup Panel in ESP connector, not the purpose of each line.
Detonation: Detonation is the autoignition of the
DEFINITIONS unconsumed end gas after the spark plug has fired
NOTE: The terms defined in this manual are defined during a normal flame-front reaction in an engine’s
as they apply to Waukesha’s ESM system ONLY. combustion chamber. When this happens, pressure
Definitions are not general definitions applicable to all waves, created by multiple flame-fronts, slam together
situations. creating a high pressure pulse that causes engine
components to vibrate. This vibration results in an
Air/Fuel Ratio: Air/fuel ratio (AFR) is a term used to audible “ping” or “knock” known as detonation. A good
define the amount of air (in either weight or mass) in comparison is a grass fire. Normal combustion is simi-
relation to a single amount of fuel. lar to a grass fire. It begins at one end of a field, and
Alternate Dynamics: See definition for “Synchronizer the flame-front progresses in an orderly manner
Control.” through the field. When all of the grass is burned, the
combustion stops. During “grass-detonation,” the grass
Analog Signals: A voltage or current signal propor-
would begin burning normally, but before the flames
tional to a physical quantity.
could sweep through the length of the field, some por-
Baud Rate: The baud rate is the number of signaling tion of the unburned grass would burst into flames.
elements that occur each second. The baud indicates
Detonation Threshold: The detonation threshold is a
the number of bits per second (bps) that are transmit-
self-calibrating limit to determine if a cylinder is deto-
ted. In ESP, baud rate can be programmed to 1200,
nating. Once a cylinder exceeds the detonation thresh-
2400, 9600, or 19,200 bps.
old, the ESM system retards ignition timing for the
Bus: A collection of wires through which data is trans- cylinder in detonation.
mitted from one part of a computerized system to
another. A bus is a common pathway, or channel,
between multiple devices.

Digital Signals: Signals representing data in binary Fault Log: The ECU records faults as they occur into
form that a computer can understand. The signal is a 0 the fault log. The fault log is viewed using the ESM
or a 1 (off or on). ESP software.
Dithering: An option available to the user to fine-tune Feedforward Control: Feedforward control (also
AFR emissions control. Dither steps allow the AFR called “Load Coming”) is a governing feature that
system to oscillate around the stepper’s normal move- allows the engine to accept larger load additions than
ments plus or minus a user programmed number of would normally be possible. Feedforward works by
steps. This method widens the Lambda range that can immediately opening the throttle by a user calibrated
be used in order to maintain required emissions. In amount when a digital input goes high.
ESP, dither steps are programmed on the [F8] AFR Free Wheeling Diode: A free wheeling diode is
Setup Panel. Program “0” to disable dithering. added across the coils of a relay or solenoid to sup-
Droop: When a governor operates in droop mode, it press the high induced voltages that may occur when
means that the governor will allow the engine to slow equipment is turned off.
down slightly under load. Droop is used to simulate the Function Keys: A set of special keys on a computer
situation with mechanical governors where the engine keyboard that are numbered F1 – F12 which perform
will run at a slightly higher rpm than the setpoint when special functions depending on the application pro-
no load is placed on the engine. gram in use.
E-Help: ESP-Help. E-Help is the name of the elec- Graphical User Interface (GUI): An interface that is
tronic help file included with the ESM ESP software. considered user-friendly because pictures (or icons)
E-Help provides general system and troubleshooting accompany the words on the screen. The use of icons,
information. pull-down menus, and the mouse make software with
Electronic Service Program (ESP): ESP is the a graphical user interface easier to work with and
PC-based service program (software) that is the pri- learn.
mary means of obtaining information on ESM system Hard Drive: The primary computer storage medium
status. ESP provides a graphical (visual) interface in a normally internally sealed inside a PC. Typically, soft-
Microsoft Windows 98 SE/Me/NT4 based environ- ware programs and files are installed on a PC’s hard
ment. ESP is the means by which the information that drive for storage. Also referred to as the hard disk.
the ECU logs can be read. The PC used to run the
ESP software connects to the ECU via an RS-232 High Signal: A digital signal sent to the ECU that is
serial cable. between 8.6 – 36 volts.
Engine Control Unit (ECU): The Engine Control Unit Home Position: Home position is where the adjust-
(ECU) is the central module, or “hub” of the ESM sys- ing nut in the stepper is in its fully retracted position.
tem. The entire ESM system interfaces with the ECU. When the home button on the [F6] or [F8] panel is
All ESM system components, the PC with Electronic clicked, ESM AFR control moves the stepper to the
Service Program software, and customer-supplied home position and then back to the start position. The
data acquisition devices, connect to the ECU. stepper motor can be reset to the home position only
while the engine is shutdown.
Fault: A fault is any condition that can be detected by
the ESM system is considered to be out-of-range, Icon: A small picture on a PC screen that represents
unusual, or outside normal operating conditions. files and programs. Files and programs open when the
Included are the following: user double-clicks the icon.
• Scale High: A scale high fault indicates the value of Ignition Power Module with Diagnostic Capability
the sensor is higher than its normal operating range. (IPM-D): The IPM-D is an electronic, digital-circuit
ignition module that uses the high-energy, capacitor
• Scale Low: A scale low fault indicates the value of discharge principle. The ECU through its digital logic
the sensor is lower than its normal operating range. directs the IPM-D when to fire each spark plug.
• Short or Open Circuit: A short or open circuit indi- Isochronous: When the governor control is isochro-
cates that the value of the sensor is outside the valid nous, it means that the governor will control at a con-
operating range and is most likely due to a dam- stant engine speed regardless of load (steady state).
aged sensor or wiring. Knock: See definition for “Detonation.”
• Stuck Sensor: A stuck sensor fault indicates the Knock Frequency: The unique vibration or frequency
value of the sensor has not changed within a that an engine exhibits while in detonation.
pre-determined time limit and is most likely due to a
damaged sensor.

Knock Sensor: Converts engine vibration to an elec- MODBUS: MODBUS is a protocol or a set of rules
trical signal to be used by the ECU to isolate the governing the format of messages that are exchanged
“knock” frequency. between computers which is widely used to establish
Lambda: Lambda is defined as the excess air/fuel communication between devices. MODBUS defines
ratio and is calculated as: Lambda = actual AFR / the message structure that the ESM system and cus-
stoichiometric AFR. The ESM AFR routine controls tomer controllers will recognize and use, regardless of
engine air/fuel ratio by maintaining a constant Lambda the type of networks over which they communicate.
over various speed, load, fuel, and environmental The protocol describes the process a controller uses
conditions. to request access to another device, how it will
respond to requests from the other devices, and how
Lean Limit: The most “retracted” stepper position or errors will be detected and reported. MODBUS
lowest gas/air that is user programmed at which the establishes a common format for the layout and con-
engine can be safely operated in automatic mode. A tent of messages.
more retracted stepper position allows less fuel to
pass to the engine. Stepper operation is permitted only Modem: Modulator Demodulator. A device that con-
between the rich and lean limits (except during startup verts data from digital computer signals to analog sig-
or manual mode). The minimum stepper position is nals that can be sent over a telephone line. This is
programmed on the [F8] AFR Setup Panel. called modulation. The analog signals are then con-
verted back into digital data by the receiving modem.
LED: Light Emitting Diode. A semiconductor that This is called demodulation.
emits light (not a light bulb) and is used as power,
alarm, and shutdown indicators located on the front of NVRAM: Non-Volatile Random Access Memory. This
the ECU. is a type of RAM memory that retains its contents
when power is turned off. When new values are saved
Load Coming: See definition for “Feedforward Control.” in ESP, they are permanently saved to NVRAM within
Load Control: The ESM load control mode is used the ECU. When values are saved to NVRAM, the infor-
when an engine is synchronized to a grid and/or other mation is not lost when power to the ECU is removed.
units. In this case the grid controls speed. The user can save unlimited times to ECU NVRAM
(permanent memory).
Load Inertia: Programming the load inertia or rotating
mass moment of inertia of the driven equipment sets Open Circuit: An open circuit indicates that the signal
the governor gain correctly, aiding rapid setup of the being received by the ECU is outside the valid operat-
engine. If this field is programmed correctly, there ing range and is most likely due to a damaged sensor
should be no need to program any of the gain adjust- or wiring.
ment fields. The rotating mass moment of inertia must Panel: ESP displays engine status and information on
be known for each piece of driven equipment and then six panels (eight panels if AFR equipped): Engine,
added together. Start-Stop, Governor, Ignition, AFR Primary Fuel, AFR
Log File Processor: The “Start Logging All” and Setup, Status, and Advanced. These panels display
“Stop Logging All” buttons on the F11 panel are used system and component status, current pressure and
to log all active system parameters during a temperature readings, alarms, ignition status, gover-
user-determined period of time. The file that is saved nor status, air/fuel control status (AFR only), and pro-
is a binary file (extension .ACLOG) that must be grammable adjustments.
extracted into a usable file format. Using the Log File PC: Personal Computer. Refers to the IBM compatible
Processor program installed with ESP, the binary file is PC used for monitoring and troubleshooting the engine
converted into a Microsoft Excel-readable file ( .TSV) with the ESM ESP software. The PC used to run the
or a text file ( .TXT). Once the data is readable as a ESP software connects to the ECU via an RS-232
.TSV or .TXT file, the user can review, chart, and/or serial cable.
trend the data logged as desired.
PLC: Programmable Logic Controller. A microproces-
Low Signal: A digital signal sent to the ECU that is sor used in process control applications. PLC micro-
less than 3.3 volts. processors are designed for high-speed, real-time,
Magnetic Pickup: A two-wire electrical device that and rugged industrial environments.
produces a voltage and current flow as steel teeth or RAM: Random Access Memory. RAM, temporary
holes move by the face of the pickup. ECU memory, is used to evaluate programmed values
Master-Slave Communications: Communications in before storing them to the ECU’s permanent memory.
which one side, called the “master,” initiates and con- When a programmable value is edited in ESP, the
trols the session. The “secondary” is the other side edited (but unsaved) value is stored in RAM. The con-
that responds to the master’s commands. tents of RAM are lost whenever power to the ECU is

removed; however, the contents remain in ECU RAM Start Position: Start position is a programmable
even if the PC loses power or is disconnected from the stepper position used to set gas/air at a value that is
ECU. favorable for engine starting. This is the stepper posi-
Rich Limit: The most “advanced” stepper position or tion ESM AFR control will move the stepper to before
highest gas/air that is user programmed at which the engine startup or after the stepper is sent to the home
engine can be safely operated in automatic mode. position. Although the preprogrammed value should
Since a more extended stepper position results in be reasonable, some modification to the start position
more fuel being delivered to the engine, this is the may be required to facilitate engine starting. Start
maximum stepper position or “rich limit.” Stepper oper- position is programmed on the [F8] AFR Setup Panel.
ation is permitted only between the rich and lean limits Step: One “step” of the stepper motor equals 1/400 of
(except during startup or manual mode). The maxi- 1 revolution of the stepper motor. This small change in
mum stepper position is programmed on the [F8] AFR position results in 0.00025 inch of linear travel of the
Setup Panel. adjusting nut within the stepper. This increases or
RS-232: Recommended Standard-232. One of a set decreases the fuel regulator spring pressure and
of standards from the Electronics Industries Associa- correspondingly changes the gas/air pressure to the
tion for hardware devices and their interfaces. RS-232 carburetor.
is a well-known standard for transmitting serial data Stepper: A stepper is installed onto each regulator to
between computers and peripheral devices (modem, adjust the fuel flow to the engine (AFR only). Within
mouse, etc.). In the case of the ESM system, an the stepper resides a motor that adjusts the regulator
RS-232 cable transmits data from the ECU to the PC setting by increasing or decreasing the spring pres-
and vice versa. sure acting on the regulator diaphragm.
RS-485: Recommended Standard-485. One of a set Stepper Motor: This specially designed electric
of standards from the Electronics Industries Associa- motor that resides in the stepper produces a precise
tion for hardware devices and their interfaces. RS-485 “step-wise” rotation of the motor shaft instead of the
is used for multi-point communications lines and is a “traditional” continuous rotation of most electric
specialized interface. The typical use for RS-485 is a motors.
single PC connected to several addressable devices Stuck Sensor: A stuck sensor fault indicates the
that share the same cable. Think of RS-485 as a value of the sensor has not changed within a
“party-line” communications system. pre-determined time limit and is most likely due to a
Sample Window: A predetermined start and end damaged sensor.
time in which each cylinder will be looked at for deto- Synchronizer Control: Synchronizer control (also
nation. The window is used so that detonation is only known as “Alternate Dynamics”) is governor dynamics
looked for during the combustion event. used to rapidly synchronize an engine generator to the
Scale High: A scale high fault indicates the value of electric power grid.
the sensor is higher than its normal operating range. Training Tool: A software program, separate from
Scale Low: A scale low fault indicates the value of the ESP, that is loaded on a PC during ESP installation
sensor is lower than its normal operating range. and is for training use only. An ECU cannot be pro-
Short or Open Circuit: A short or open circuit indi- grammed using the Training Tool but allows the user to
cates that the value of the sensor is outside the valid open ESP without an ECU connected.
operating range and is most likely due to a damaged User Interface: The means by which a user interacts
sensor or wiring. with a computer. The interface includes input devices
Slave Communications: A computer or peripheral such as a keyboard or mouse, the computer screen
device controlled by another computer. For example, and what appears on it, and program/file icons.
since the ESM system has MODBUS slaves VGA: Video Graphics Array. A video display standard
communications capability, one “master” computer or for color monitors. VGA monitors display 16 colors at a
PLC could communicate with multiple ESM resolution of 640 x 480 pixels, the minimum standard
MODBUS slaves over the two-wire RS-485 network. display.
Speed Control: The ESM speed control mode allows Windowing: A technique that allows the ESM system
the engine operator to chose a setpoint speed, and the to look for detonation only during the combustion time
governor will control the engine at that speed. The when detonation could be present.
control can be either isochronous or droop.

WKI: Waukesha Knock Index. An analytical tool, AcronymsAC: Alternating Current

developed by Waukesha Engine, as a method for cal- ATDC: After Top Dead Center
culating the knock resistance of gaseous fuels. It is a
calculated numeric value used to determine the opti- bps: bits per second
mum engine settings based on a specific site’s fuel CAN: Controller Area Network
gas composition.
CD-ROM: Compact Disk - Read Only Memory
Workspace: The file containing ESP panels is called
CSA: Canadian Standards Association
the workspace. The workspace file is saved to the
hard drive upon installation of the software. When ESP CSV: Comma Separated Value
is opened, the correct workspace for the engine is E-Help: ESP-Help
automatically opened.
ECU: Engine Control Unit
ESM: Engine System Manager
ESP: Electronic Service Program
GUI: Graphical User Interface
HSD: High Side Driver
IMAT: Intake Manifold Air Temperature
IPM-D: Ignition Power Module with Diagnostic
capability
LED: Light Emitting Diode
MB: Megabyte
MHz: Megahertz
NVRAM: Non-Volatile Random Access Memory
OC: Open Circuit
PC: Personal Computer
PLC: Programmable Logic Controller
RAM: Random Access Memory
rpm: revolutions per minute
RS: Recommended Standard
SC: Short Circuit
SH: Scale High
SL: Scale Low
ST: Stuck Sensor
VGA: Video Graphics Array
WKI: Waukesha Knock Index

SECTION 2.00
POWER REQUIREMENTS
POWER REQUIREMENTS the engine will stop. This ESM system alarm feature is
similar to the “Low Fuel” light in cars. Although a car
will operate for 25 – 50 miles (40 – 80 km) after the
WARNING “Low Fuel” light turns on, the operator is warned that
Do not install, set up, maintain, or operate any additional fuel is needed soon or the car will run out of
electrical components unless you are a technically gas.
qualified individual who is familiar with the electri- NOTE: The 21 VDC ALM454 trip point was chosen
cal elements involved. Electrical shock can cause because a lead-acid battery is at approximately 10%
severe personal injury or death. state of charge at 21 VDC.
Batteries are the preferred method of supplying the
WARNING ESM system with clean, stable power. In addition, bat-
teries have the advantage of continued engine opera-
Disconnect all electrical power supplies before tion should there be a disruption in the source of
making any connections or servicing any part of electric power. The batteries should be wired directly
the electrical system. Electrical shock can cause to the Power Distribution Box using the largest cable
severe personal injury or death. that is practical (00 AWG is the largest size that the
Power Distribution Box can accommodate).
CAUTION harnesses and elec- The alternator is not to be connected directly to the
tronically controlled devices before welding with Power Distribution Box. The optional Waukesha alter-
an electric arc welder on or near an engine. Failure nator is connected to the alternator junction box. The
to disconnect the harnesses and electronically battery cables are connected to the positive and nega-
tive studs in the alternator junction box then to the bat-
teries. The batteries filter the ripple output of the
damage.
alternator.
The ESM system requires 18 – 32 VDC. The maxi- Power can also be supplied to the ESM system by
mum voltage ripple is 10% peak-to-peak at 100 Hz. connecting a DC power supply directly to the Power
NOTE: The label on the ECU lists a voltage Distribution Box. The disadvantage of the DC power
requirement of 12 – 36 VDC. That range is the power supply is that if the AC power is lost, the engine shuts
requirement for the ECU only. For proper operation of down immediately. In addition, there is no noise filter-
the ESM system, it requires 18 – 32 VDC. ing done by a battery so a more expensive power sup-
ply may be needed.
The ESM system will run on 18 – 32 VDC but if the
voltage drops below 21 VDC, the ESM system will trig- See Figure 2.00-1, Figure 2.00-2, and Figure 2.00-3
ger an alarm (ALM454). ALM454 is triggered when the for wiring diagrams.
battery voltage is soon to be or is out of specification. NOTE: The wiring diagrams in this manual are to be
ALM454 is a warning to the operator that some action used as a reference only.
must be taken to prevent possible future power loss
below 18 VDC and engine shutdown. When ALM454 Refer to Section 2.05 Power Distribution Box Connec-
is active, the engine continues to operate as long as tions “24 VDC Power” for information on connecting
the supply voltage continues to power components on power inside the Power Distribution Box.
the engine. For example, fuel valves typically require
18 VDC to open, so if the voltage falls below this level,

2.00-2
AIR START
WITH ALTERNATOR
SIZE PER TABLE 2.05-3 FOR 60 AMPS

POWER REQUIREMENTS
POWER
ALT BOX DISTRIBUTION
BOX
1/2 INCH
GROUND STUD
ALT
ENGINE
SIZE PER TABLE 2.05-3 USING
Figure 2.00-1 Power Supply With Air Start And Alternator

MAXIMUM CURRENT DRAW
FROM TABLE 2.05-1
POWER (+) WIRED AT WAUKESHA ENGINE
POWER (+) NOT WIRED AT WAUKESHA ENGINE

GROUND (-) WIRED AT WAUKESHA ENGINE
GROUND (-) NOT WIRED AT WAUKESHA ENGINE
FORM 6295 Third Edition

24 VDC POWER SUPPLY

SIZE PER TABLE 2.05-3 USING
MAXIMUM CURRENT DRAW
FROM TABLE 2.05-1
POWER
DISTRIBUTION
BOX
1/2 INCH
GROUND STUD
24 VDC
POWER SUPPLY
ENGINE
Figure 2.00-2 Power Supply By Customer

POWER REQUIREMENTS
2.00-3
2.00-4
ELECTRIC START
WITH ALTERNATOR
SIZE PER TABLE 2.00-1

POWER REQUIREMENTS
POWER
DISTRIBUTION
BOX STARTER
1/2 INCH
GROUND STUD
ENGINE
ALT
STARTER
Figure 2.00-3 Power Supply With Electric Start And Alternator

POWER (+) WIRED AT WAUKESHA ENGINE


POWER REQUIREMENTS
Table 2.00-1 Battery Cable Lengths For 24 Or 32 Volt DC Starting Motor Circuits
TYPICAL STARTING MOTOR CIRCUITS
STARTING STARTING
MOTOR MOTOR
CONTACTOR CONTACTOR
(C) (C)
2 2 (B)
STARTING STARTING
MOTOR MOTOR
(A) (B)
(A)
- -
+ +
BATTERY BATTERY
NOTE 1: 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).
2 NOTE 2: When contactor is an integral part of starting motor, a bus connection is used.
(A) + (B) will then be total cable length.
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

POWER REQUIREMENTS

SECTION 2.05
POWER DISTRIBUTION BOX CONNECTIONS
POWER DISTRIBUTION BOX Making Power Connection Inside Power

Distribution Box
WARNING Depending on the distance from either the batteries or

power supply, choose appropriate cable diameters for
Do not install, set up, maintain, or operate any ground and power using Table 2.05-3.
qualified individual who is familiar with the electri- NOTE: The cord grips supplied in the Power
cal elements involved. Electrical shock can cause Distribution Box can handle from 1 AWG (42 mm2) to
severe personal injury or death. 00 AWG (67.5 mm2) (see Table 2.05-2 for conversion
information).
This section describes the connections the packager
must make to the ESM system’s Power Distribution Table 2.05-2 Conversion Between AWG, mm2, And
Box. Circular mils
24 VDC POWER AWG mm2 CIRCULAR MILS

0000 107.2 211592
The packager needs to supply 24 VDC power to the
000 85.0 167800
Power Distribution Box. The 24 VDC power is distrib-
00 67.5 133072
uted from the Power Distribution Box to all other com-
ponents on the engine that require power, such as the 0 53.4 105531
IPM-D and ECU, so no other power connections are 1 42.4 83690
necessary. 2 33.6 66369
3 26.7 52633
See Table 2.05-1 for the ESM system’s current draw
4 21.2 41740
information.
6 13.3 26251
See Section 2.00 Power Requirements for information 8 8.35 16509
on the ESM system’s power specifications. 10 5.27 10383
12 3.31 6529.8
Table 2.05-1 ESM System Current Draw
14 2.08 4106.6
AVERAGE MAXIMUM 16 1.31 2582.7
ENGINE
CURRENT DRAW CURRENT DRAW
MODEL
(AMPS) (AMPS) To make the ground and power connections:
VHP L7044GSI 4.2 12
VHP L5794GSI
VHP L5794LT
4.2
4.2
12
12
WARNING
VHP L3524GSI 4.2 12 Disconnect all electrical power supplies and bat-
VHP L3514GSI 4.2 12 teries before making any connections or servicing
Engine off, ESM powered up for all engines—1 AMP
any part of the electrical system. Electrical shock
can cause severe personal injury or death.
These values do not include
USER POWER 24V for U (5 Amps max)
1. Locate the 1/2 inch ground stud on the right bank
side of the crankcase. The ground stud is adjacent to
the #4 cylinder’s oil pan access door. The ground stud
will have two ground cables attached to it from the
Power Distribution Box.

Table 2.05-3 Recommended Wire Sizes (AWG) Vs. Round Trip Length Between Battery And Power Distribution 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 2/0 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 –
2. Remove the outer nut from the stud. Do not loosen

or remove the factory-installed ground cables. 3/8" POWER STUD LOCATION
3. Attach ground cable to the ground stud using hard-
ware as required.
4. Replace outer nut to the ground stud.
5. Apply corrosion protection material such as Kry-
lon 1307 or K1308 Battery Protector (or equivalent)
to the ground connection.
6. Locate packaged sealing glands inside Power Dis-
tribution Box.
7. Choose an appropriately sized sealing gland for
the +24 VDC power cable.
8. Feed the power cable through the POWER cord Figure 2.05-1 Inside Power Distribution Box
grip.
9. Install an appropriately sized ring terminal on the
power cable.
10. Attach the power ring terminal to the positive
3/8 inch stud located at the top of the Power Distribu-
tion Box under the red plastic 24 VDC power cover

ENGINE SHUTDOWN INFORMATION ESTOP SW

Leave the ECU pow- The wires labeled ESTOP SW can be used to com-
CAUTION ered for at least one plete a circuit to turn on a light or horn if either of the
minute after completion of engine postlube. Fail- red emergency stop buttons on the sides of the engine
ure to leave ECU powered for at least one minute is pushed in. Pushing either of the red emergency stop
could cause product damage. buttons on the sides of the engine completes a circuit
between the ESTOP SW wires.
On engine shutdown, leave the ECU powered for at The contact ratings for ESTOP SW are:
least one minute after completion of engine postlube.
The ESM system does shutdown “post-processing” 24 – 28 VDC = 2.5 A
that needs to be completed before +24 VDC power is 28 – 600 VDC = 69 VA
removed.
G LEAD
EXTERNAL POWER DISTRIBUTION BOX LOCAL
The wire labeled G LEAD provides the G-lead from the
CONTROL OPTIONS CONNECTOR
IPM-D if a jumper is installed in the Power Distribution
A ship loose, Local Control Option Harness has been Box. Waukesha strongly discourages connecting any-
included with your engine [standard harness length = thing other than temporary test equipment to the IPM-
25 ft (8 m); optional harness length = 50 ft (15 m)]. D G-lead since accidental grounding of the G-lead will
prevent the ignition from firing, shutting down the
Table 2.05-4 lists and briefly describes the wires avail-
engine. If a local tachometer is desired, Waukesha
able for use on the Local Control Option Harness. For
recommends you use the 4 – 20 mA PROG OP 1 sig-
complete harness description see Table 2.10-4 in Sec-
nal in the Customer Interface Harness to drive a 4 –
tion 2.10.
20 mA panel meter calibrated to show rpm. Refer to
Table 2.05-4 Local Control Option Harness Section 2.35 ESM® System Communications “Local
Displays Such As A Tachometer” for additional infor-
WIRE mation.
DESCRIPTION
LABEL
+24VFOR U User +24 VDC Power (Output) (5 amps maximum)
GOVSD+24V And GOV SD+
GND FOR U User Ground (Output) Never connect the
ESTOP SW Emergency Stop, Normally Open (Output) CAUTION GOVSD+24V and the
ESTOP SW Emergency Stop, Normally Open (Output) GOV SD+ wires with a 10 kΩ resistor while the
G LEAD “G-Lead” from ignition if jumpered in box engine is operating. Doing this will shut down the
GOVSD+24V Actuator Shutdown Switch Power engine immediately and the throttle valve will
GOV SD+ Switch, Governor Actuator, G close and will remain closed for approximately
OPS 3 Oil Pressure Switch – Prelube Motor Relay 20 seconds. After the 20 second lapse, the actua-
OPS 4 Oil Pressure Switch – Main Bearing Temperature tor may operate and adjust unsuitably to user
Sensors
requirements. Disregarding this information could
+24VFOR U And GND FOR U cause product damage.
Do not power the This feature can be used by the customer to reduce
CAUTION engine using the current draw of the ESM system’s actuator while the
+24VFOR U wire in the Local Control Option Har- engine is shut down and in standby mode. Connecting
ness. The +24VFOR U wire is for customer use to GOVSD+24V and GOV SD+ with a 10 kW resistor will
provide 24 VDC power to other equipment. Incor- put the actuator in a low current draw standby mode.
NEVER connect GOVSD+24V and GOV SD+ with a
rectly powering the engine using the +24VFOR U
10 kΩ resistor while the engine is operating.
wire could result in product damage.
Power (24 VDC, 5 amps maximum) is available for

items such as a local control panel and panel meters.
The 24 VDC wires are labeled +24VFOR U and
GND FOR U. DO NOT POWER THE ENGINE
THROUGH THIS CONNECTOR!

OPS 3 OPS 4
Wire OPS 3 is an optional indicator that the oil pres- Connect OPS 4 to local
sure has reached 15 psi (105 kPa) and is used only for CAUTION c o n t ro l p a n e l s h u t -
continuous prelube for standby power applications down when option code 6010 is specified. Cus-
where the ESM system is not controlling the prelube tomer must make this connection to local panel.
pump. OPS 3 is at battery voltage until 15 psi No action is taken by the ESM system. Failure to
(105 kPa) oil pressure is reached and the oil pressure
connect OPS 4 could result in severe engine dam-
switch opens the circuit. Customer must connect
age.
OPS 3 to local control panel to use this function.
Wire OPS 4 is used only when option code 6010 is
specified. The purpose of option code 6010 is to pro-
vide a shutdown when the main bearing temperature
exceeds 253° F (123° C). When the main bearing tem-
perature exceeds 253° F (123° C), wire OPS 4 is con-
nected to ground.

SECTION 2.10
SYSTEM WIRING OVERVIEW
WIRING DIAGRAM CUSTOMER INTERFACE HARNESS

Customer electrical connections to the ECU are made
WARNING through a shipped loose harness called the Customer
Interface Harness [standard harness length = 25 ft
Explosion Hazard – Do not disconnect equipment
(8 m); optional harness length = 50 ft (15 m)]. The
unless power has been switched off or the area is
terminated end of the harness connects to a bulkhead
connector behind the Power Distribution Box on the
Power Distribution Box bracket. The unterminated end
of the harness connects to customer connections.
WARNING Table 2.10-1 provides information on each of the
Do not install, set up, or operate any electrical unterminated wires in the Customer Interface
components unless you are a technically qualified Harness.
individual who is familiar with the electrical ele-
Some connections of the Customer Interface Harness
ments involved. Electrical shock can cause severe
are required for ESM system operation. See “Required
Connections” on page 2.10-4 for more information.
Disconnect all engine See “Optional Connections” on page 2.10-6 for more
information on optional connections.
tronically controlled devices before welding with Setting up user adjustable parameters is through
an electric arc welder on or near an engine. Failure PC-based ESP and is done via a serial cable (RS-232)
to disconnect the harnesses and electronically supplied by Waukesha Engine. This serial cable has a
controlled devices could result in severe engine standard 9-pin RS-232 connection that plugs into the
damage. PC and an 8-pin plastic Deutsch connector that plugs
into the ECU.
Refer to the appropriate oversized fold-out sheet at the
end of this section:
• VHP Series Four 6 Cylinder Wiring Diagram with
AFR
• VHP Series Four 12 Cylinder Wiring Diagram with
AFR
NOTE: The wiring diagrams in this manual are to be
used as a reference only.

Table 2.10-1 Customer Interface Harness Loose Wire Identification (Part 1 of 3)

SOCKET
WIRE WIRE FROM WIRE
DESCRIPTION SIGNAL NAME SIGNAL TYPE SIZE
LABEL COLOR PIN SIZE
See Note 1
A digital output from the ECU that
ENG ALM indicates that the ECU is in either Engine Alarm Digital HSD O/P WHT 14 18 20
Alarm or Shutdown mode.
indicates the engine is knocking
KNK ALM and will shut down immediately Engine Knocking Digital HSD O/P WHT 47 18 20
unless some action is taken to bring
the engine out of knock.
Emergency
ENG ESD indicates that the ECU is in Shut- Digital HSD O/P WHT 42 18 20
Shutdown
down mode. Output is NOT latched.
A digital input to the ECU from the
local control that must be high for
Emergency Engine
ESD the engine to run. If ESD goes low, Digital I/P YEL 15 18 20
Shutdown
the engine performs an emergency
shutdown.
A digital input to the ECU from the
local control that must be high for High = OK To Run
RUN/STOP the engine to run. If RUN/STOP Low = Normal Digital I/P YEL 25 18 20
goes low, the engine performs a Shutdown
normal shutdown.
Used for remote speed voltage 0.875 – 4.0 V I/P+
GOV 40 input setting. Fit “jumper” between Remote Speed Fit “jumper” between TAN 40 18 20
GOV 40 and GOV 41 to use Setting Mode Select 40 and 41 for
4 – 20 mA remote speed input. 4 – 20 mA operation
Used for remote speed voltage 0.875 – 4.0 V I/P-
input setting. Fit “jumper” between Remote Speed Fit “jumper” between
GOV 41 GOV 40 and GOV 41 to use TAN 41 18 20
Setting Mode Select 40 and 41 for
4 – 20 mA remote speed input. 4 – 20 mA operation
4 – 20 mA I/P+
Input to the ECU that is used for Remote Speed
GOVREMSP+ remote speed setting using Setting 4 – 20 mA Open circuit for LT GRN 39 18 20
4 – 20 mA signal. Signal + 0.875 – 4.0 V
operation
Input to the ECU that is used for Remote Speed 4 – 20 mA I/P-

GOVREMSP- remote speed setting using Setting 4 – 20 mA Open circuit for LT BLU 27 18 20
0.875 – 4.0 V
4 – 20 mA signal. Signal - operation
Used for compatible load sharing
GOVAUXSIG input. Used for power generation Aux. Input Signal ±2.5 V I/P RED 28 18 20
applications only.
Used for compatible load sharing
GOVAUXGND input. Used for power generation Aux. Input Ground Ground BLK 29 18 20
applications only.
GOVAUXSHD Used
as shield for compatible load
Harness Shield Shield SLVR 46 18 20
sharing input.
Alternate governor dynamics. Used
for power generation applications Alternate Governor
GOVALTSYN Digital I/P YEL 10 18 20
only to obtain a smooth idle for fast Dynamics
paralleling to the grid.
Digital input to the ECU that
changes the operating rpm of the
engine. Used for power generation
GOVHL IDL applications only. When using Rated Speed/Idle
GOVREMSEL, the input status of Digital I/P YEL 37 18 20
Speed select
GOVHL IDL must be checked. See
information on setting this input to a
“safe mode” in Table 2.10-2.
Digital input to the ECU that
switches between either remote
speed setting input or high/low idle Remote Speed
GOVREMSEL input. Must be used to enable select
Digital I/P YEL 22 18 20
remote speed input. Not typically
used for power generation.

Table 2.10-1 Customer Interface Harness Loose Wire Identification (Continued), (Part 2 of 3)
WIRE WIRE FROM WIRE SOCKET

See Note 1
Digital input to the ECU that “kicks”
the governor to help the engine
LRG LOAD accept large load additions. Mainly Load Coming Digital I/P YEL 20 18 20
useful for stand-alone power gener-
ation applications.
Momentary digital input to the ECU
START that is used to begin the engine Start Engine Digital I/P YEL 24 18 20
start cycle.
Ground via internal
LOGIC GND Used as the negative connection Customer resettable fuse BLK 4 16 16
point for 4 – 20 mA signals. Reference Ground
(See Note 2)
A 4 – 20 mA analog input to the
ECU that represents the real time
WKI+ WKI rating of the fuel. Use not nec- Fuel Quality (WKI) 4 – 20 mA I/P+ LT GRN 30 18 20
Signal +
essary for most applications. See
Section 2.25 for scaling information.
A 4 – 20 mA analog input to the
ECU that represents the real time
WKI- WKI rating of the fuel. Use not nec- Fuel Quality (WKI) 4 – 20 mA I/P- LT BLU 31 18 20
essary for most applications. See Signal -
Section 2.25 for scaling information.
A 4 – 20 mA output from the ECU
that represents an engine operating
4 – 20 mA O/P+
PROG OP 1 parameter. See Table 2.35-8 on Average RPM DK GRN 9 18 20
page 2.35-10 for scaling and other (See Note 2)
information.
4 – 20 mA O/P+
PROG OP 2 parameter. See Table 2.35-8 on Oil Pressure DK GRN 21 18 20
(See Note 2)
page 2.35-10 for scaling and other
information.
PROG OP 3 parameter. See Table 2.35-8 on Coolant 4 – 20 mA O/P+
DK GRN 3 18 20
page 2.35-10 for scaling and other Temperature (See Note 2)
information.
Intake Manifold 4 – 20 mA O/P+
PROG OP 4 parameter. See Table 2.35-8 on DK GRN 11 18 20
page 2.35-10 for scaling and other Absolute Pressure (See Note 2)
information.
RS485 MODBUS, see Section 2.35
RS 485A- for additional information. RS485 A- Comms GRY 2 18 20
RS 485B+ RS485 MODBUS, see Section 2.35 RS485 B+ Comms GRY 23 18 20

for additional information.
that represents the actual
ACT LOAD% percentage of rated torque the 4 – 20 mA O/P+
engine is currently producing. See Engine Load + (See Note 2) DK GRN 32 18 20
Table 2.35-8 on page 2.35-10 for
scaling information.
PIN 7 Reserved For Future Use Future Use 4 – 20 mA I/P+ TAN 7 18 20
PIN 8 Reserved For Future Use Future Use 4 – 20 mA I/P- TAN 8 18 20
PIN 12 Reserved For Future Use Future Use Digital HSD O/P TAN 12 18 20
PIN 26 Reserved For Future Use Future Use Digital I/P TAN 26 18 20
PIN 33 Reserved For Future Use Future Use 4 – 20 mA O/P+ DK GRN 33 18 20
A digital input to the ECU that can
USER DIP 1 be used to indicate a customer User Defined Digi- Digital I/P YEL 16 18 20
alarm. See Section 2.35 for tal Input 1

Table 2.10-1 Customer Interface Harness Loose Wire Identification (Continued), (Part 3 of 3)
WIRE WIRE FROM WIRE SOCKET

See Note 1
be used to indicate a customer User Defined Digi-
USER DIP 2 Digital I/P YEL 17 18 20
USER DIP 3 alarm. See Section 2.35 for tal Input 3
Digital I/P YEL 18 18 20
USER DIP 4 Digital I/P YEL 19 18 20
– – No Connection – – 1 16 16
NOTE 1: The connector for all the Customer Interface Harness wires is ECU-CC.
NOTE 2: Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self regulating solid
state logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.
REQUIRED CONNECTIONS The input is also disabled when the ECU is not pow-
ered. Therefore, if the current source is powered
Table 2.10-2 lists required connections of the untermi-
before the ECU, it will initially output a high voltage to
nated wires of the Customer Interface Harness that
try to make the current flow. The 4 – 20 milliamp inputs
are necessary for the ESM system to enable
are all enabled briefly when the ECU is powered. If the
the ignition and fuel. All digital inputs and outputs
input source continues to supply a high voltage
are referenced to battery negative. Digital High Side
(greater than 4.4 volts) for longer than
Driver (HSD) outputs can drive a maximum of 1 amp.
500 microseconds, the ECU input will be disabled
All 4 – 20 milliamp inputs to the ECU are across
again. The fault can be cleared by removing power to
an internal 200 Ω resistance. The input source
both the ECU and the current source, then powering
common must be connected to Customer Reference
the ECU before the current source.
Ground for proper operation (see Figure 2.10-1). This
also applies when a 0.875 – 4.0 volt input is used. All It is recommended that the ECU remain powered at
4 – 20 milliamp outputs from the ECU are internally all times if possible. If not, always restore power to
powered with a maximum drive voltage of 8 volts. the ECU before powering the current source.
NOTE: A high signal is a digital signal sent to the ECU
that is between 8.6 – 36 volts. A low signal is a digital
signal sent to the ECU that is less than 3.3 volts.
All the 4 – 20 milliamp inputs have the ability to disable
under fault conditions. If the input current exceeds
22 milliamps (or the output voltage exceeds 4.4 volts),
the input is disabled to protect the ECU. When a cur-
rent source becomes open circuit, it typically outputs a
high voltage to try and keep the current flowing. This
can lead to the situation where the ECU protection cir-
cuit remains disabled because it is sensing a high volt-
age (greater than 4.4 volts). In practice, this should
only occur when a genuine fault develops, in which
case the solution is to cycle the ECU power after
repairing the fault.

Table 2.10-2 Required Connection Descriptions – Customer Interface Harness
DESCRIPTION TYPE OF SIGNAL PHYSICAL CONNECTION

Momentary (>1/2 second and <60 seconds) digital signal input to ECU to
Start Engine Input begin the starting process, must momentarily be connected to +24 VDC
nominal (8.6 – 36 volts) for the ECU to start the engine. START
Normal Shutdown A digital signal input to the ECU that must be connected to +24 VDC nom-
Input inal (8.6 – 36 volts) for the engine to run. If RUN/STOP goes open circuit,
(Run / Stop) the engine performs a normal shutdown.
A digital signal input to the ECU that must be connected to +24 VDC nom-
inal (8.6 – 36 volts) for the engine to run. If ESD goes open circuit, the
engine performs an emergency shutdown. NOTE: Do not use this input for
Emergency Shutdown Input routine stopping of the engine. After a emergency shutdown and RPM is
zero, ESD input should be raised to high to reset the ESM. If ESD input
remains low, ESM reset will be delayed and engine may not start for up to
1 minute.
Digital signal input to ECU, must be connected to +24 VDC nominal
(8.6 – 36 volts) for rated speed, open circuit for idle speed and remote
speed setting enable (GOVREMSEL) must be open circuit. When using
Rated Speed / Idle Speed the Remote Speed/Load Setting, GOVHL IDL should be set to a safe
Input
(Fixed Speed Application) mode. “Safe mode” means that if the wire that enables remote rpm opera-
tion (GOVREMSEL) fails, the speed setpoint will default to the GOVHL IDL
idle value. Consider all process/driven equipment requirements when pro-
gramming idle requirements.
Either 4 – 20 milliamp or 0.875 – 4.0 volt input to ECU. Inputs below
2 milliamp (0.45 volts) and above 22 milliamps (4.3 volts) are invalid. Input
Remote Speed / Load Setting type can be changed by fitting a jumper across pins 40 and 41 to enable
Input the 4 – 20 milliamp option. GOVREMSP- and GOVREMSP+ are used for
(Variable Speed Application) the 4 – 20 milliamp input. For voltage, input pin 40 is the + voltage input
and pin 41 is the – voltage input. Refer to Figure 2.10-1 for an example
showing the user 4-20 mA analog inputs connected to a PLC.
Digital signal input to ECU must be connected to +24 VDC nominal
Remote Speed Setting Enable (8.6 – 36 volts) to enable remote speed/load setting. GOVREMSEL
Input
(Variable Speed Application) NOTE: When programming Rated Speed/Idle Speed, GOVHL IDL must be
set to safe mode.
NOTE: BOLD letters in table match wire label names.
ESM ELECTRONIC TYPICAL PLC

CONTROL UNIT (ECU)
ISOLATED
CURRENT MAIN
OUTPUT CARD
4 – 20 mA SIGNAL +
GOVREMSP+ 39
POSITIVE
CUSTOMER
INTERFACE HARNESS 4 – 20 mA SIGNAL -
GOVREMSP- 27
NEGATIVE
COMMON
LOGIC GND 4
LOGIC GND COMMON IS NOT CONNECTED TO THE

TYPICAL CUSTOMER-PROVIDED PLC GROUND
REFERENCE ENGINE GROUND

CONNECT TO ENGINE CRANKCASE
Figure 2.10-1 Example Connecting User 4 – 20 mA Analog Inputs To A PLC

OPTIONAL CONNECTIONS NOTE: The electrical interference from solenoids and

other electrical switches will not be cyclic and can be
Table 2.10-3 lists optional connection descriptions of
as high as several hundred volts. This could cause
the unterminated wires of the Customer Interface Har-
faults within the ESM system that may or may not be
ness.
indicated with diagnostics. Waukesha Engine
recommends that a “freewheeling” diode be added
across the coils of relays and solenoids to suppress
high induced voltages that may occur when equipment
is turned off.
Table 2.10-3 Optional Connection Descriptions – Customer Interface Harness
DESCRIPTION PHYSICAL CONNECTION

Four 4 – 20 milliamp analog outputs from the ECU that can be used to read engine
Four Analog Outputs parameters such as oil pressure, coolant outlet temperature, engine speed, and intake
manifold pressure (see Table 2.35-8). PROG OP 1 through PROG OP 4
The ECU is a MODBUS RTU slave operating from 1200 to 19,200 baud on “two-wire”
RS-485 hardware. Current operating values such as oil pressure and fault information are
MODBUS available. Baud rate and slave ID number are programmed with ESP. See Section 2.35
ESM® System Communications “MODBUS (RS-485) Communications” for variable
addresses. RS 485A- and RS 485B+
Engine OK / Emergency Shutdown Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
voltage – 1 volt) when ECU performs an emergency shutdown. ENG ESD
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
Engine Alarm voltage – 1 volt) when ECU detects engine problem. Output remains +24 VDC nominal
while an alarm is active. As soon as alarm condition is resolved, digital signal returns to
open circuit. ENG ALM
A 4 – 20 milliamp input to the ECU that allows the customer to change the input fuel qual-
WKI Value ity (WKI) in real time. (4 mA = 20 WKI; 20 mA = 135 WKI) WKI+ and WKI-
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
Uncontrolled Knock voltage – 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
Current Operating Torque A 4 – 20 milliamp output from the ECU that represents the current engine torque output
on a 0 – 125% of rated engine torque scale. ACT LOAD%
A 4 – 20 milliamp output from the ECU that represents the desired operating torque of the
Desired Operating Torque engine. Always indicates 100% of rated engine torque unless there is an engine fault such
as uncontrollable knock. AVL LOAD%
A ±2.5 volt input to the ECU used for compatibility to Woodward generator control prod-
Aux Speed Input ucts (or other comparable control products). GOVAUXSIG and GOVAUXGND
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) allows synchro-
Synchronizer Mode/Alternate Governor Dynamics nizer mode/alternate governor dynamics. User can program a small speed offset to aid in
synchronization. GOVALTSYN
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied, signals
the ECU that a large load will be applied to the engine. This input can be used to aid in
Load Coming
engine load acceptance. User can program delay time from receipt of digital signal to
action by the ECU and amount of throttle movement action. LRG LOAD
Four digital signal inputs to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied
allows user to wire alarm and/or shutdown digital outputs of the local control into ESM.
Four Digital Inputs The purpose of these four digital inputs to the ECU is to aid in troubleshooting problems
with the driven equipment. USER DIP 1 through USER DIP 4
NOTE: BOLD letters in table match wire label names.

LOCAL CONTROL OPTION HARNESS GOVERNOR CONNECTIONS
A shipped loose, Local Control Option Harness has The governor actuator is always drawing power so if
been included with your engine [standard harness you have battery-powered ignition, power is being
length = 25 ft (8 m); optional harness length = 50 ft drawn from the battery even with the engine shut
(15 m)]. The terminated end of the harness connects down. To remedy this you can pull the battery or you
to the Power Distribution Box. Customer optional con- could put the battery in reduced power mode, but
nections are made with the unterminated wires in the power will still be drawn from the battery. The
harness. Table 2.10-4 provides information on each of GOVSD+24V and GOV SD+ wires of the Local Control
the wires in the unterminated end of the Local Control Option Harness can be used as a way to reduce
Option Harness. power demand from the battery. See wiring schematic.
Never activate GOVSD+24V while the engine is
running. Do so will disengage the actuator and it
will no longer control air/fuel causing the engine to
overspeed and shut down.
Table 2.10-4 Local Control Option Harness Loose Wire Identification
WIRE SOCKET
WIRE LABEL SIGNAL NAME SIGNAL TYPE FROM PIN WIRE SIZE CONNECTOR
COLOR SIZE
+24VFOR U User Power +24 VDC nominal RED B 12 12 PDB-CF
GND FOR U User Ground Ground BLK E 12 12 PDB-CF
Emergency Stop Depends on
ESTOP SW Switch, Normally hardware wired to TAN L 16 16 PDB-CF
Open switch
Emergency Stop Depends on
ESTOP SW Switch, Normally hardware wired to TAN M 16 16 PDB-CF
Open switch
“G” Lead, Nor- Up to 180 V, igni-

G LEAD tion capacitor dis- GRY P 16 16 PDB-CF
mally Open
charge
Shutdown Switch
GOVSD+24V Power +24 VDC nominal RED D 14 12 PDB-CF
Switch, Governor
GOV SD+ Actuator, G Shutdown input PUR G 16 12 PDB-CF
Oil Pressure
OPS 3 Switch – Prelube +24 VDC nominal TAN U 16 16 PDB-CF
Motor Relay
Oil Pressure
Switch – Main
OPS 4 Bearing Temper-
Ground TAN V 16 16 PDB-CF
ature Sensors


SECTION 2.15
START-STOP CONTROL
START-STOP CONTROL If an electric star ter

CAUTION motor is used and a
The ESM system manages the start, normal stop, and
start attempt fails, wait at least two minutes (or a
emergency stop sequences of the engine including
time period per the manufacturer’s instructions)
pre- and postlube. Logic to start and stop the engine is
built into the ECU but the user/customer supplies the before attempting an engine restart. The starter
interface (control panel buttons, switches, touch motor must cool down before engine restart to
screen) to the ESM system. prevent damage to the starter motor.
The ESM system’s start-stop process is controlled by The starter motor is de-energized at an rpm calibrated
three mandatory digital inputs: a start signal that is by Waukesha Engine factoring in a user offset rpm (+).
used to indicate to the ECU that the engine should be If the run/stop digital input to the ECU goes low and
started and two shutdown signals (normal and emer- after a user-calibrated cool down period, the engine is
gency) that are used to give “permission” to run the stopped by first de-energizing the main fuel and then
engine. The three signals are: Start, Run/Stop, and de-energizing the ignition as the engine speed drops
Emergency Stop. to zero. If the engine fails to stop in a preprogrammed
period of time (typically less than one minute) after the
For the engine to start, the start signal must be config- fuel valve has been de-energized, the ignition is de-
ured as a momentary event such that it goes “high” energized, forcing a shutdown. If the emergency stop
(8.6 – 36 volts) for at least 1/2 second (not to exceed digital input to the ECU goes low, then the fuel and
1 minute). In addition, to start the engine the shutdown ignition are de-energized simultaneously. When the
signals must both be “high” (8.6 – 36 volts). Although engine stops after a normal shutdown, it is postlubed
the start signal must go “low” (< 3.3 volts) after start- for a user-calibrated period of time.
ing, the shutdown signals must remain high for the
engine to run. If either shutdown signal goes low, even If the ESM system detects a serious engine fault and
for a fraction of a second, the engine will stop. shuts the engine down, it will energize a digital output
from the ECU so that the user control knows the ESM
After receiving a start signal with the emergency stop system shut the engine down. After a emergency shut-
and run/stop signals high, the ECU first prelubes the down and RPM is zero, ESD input should be raised to
engine for a user-calibrated period of time. high to reset the ESM. If ESD input remains low, ESM
Once the prelube is complete, the starter is activated. reset will be delayed and engine may not start for up to
The ignition is energized after the engine has rotated 1 minute.
through a minimum of two complete engine revolutions If the ESM system detects a fault with the engine or
and a user-calibrated purge timer has expired. When the ESM system’s components that is not serious
the engine speed reaches an rpm determined by enough to shut the engine down, a different digital out-
Waukesha Engine factoring in a user offset rpm (±), put will be energized so that the user control knows of
the main fuel valve is energized. The engine then the alarm.
increases speed until it reaches its governed rpm.
If the engine is being used for standby electric power
Once the starter is activated, a timing circuit begins generation and needs to be producing power within a
that causes a shutdown on overcrank if the engine short period of time after a start signal is received,
does not reach a minimum speed within an amount of then it is the packager’s responsibility to control the
time calibrated by Waukesha Engine. prelube motor and to prelube the engine. In this situa-
tion the user pre- and postlube times must be set to
zero.

START-STOP CONTROL
Refer to Section 3 of Chapter 5 “Lubrication System” AIR-START VALVE

in the Installation Of Waukesha Engines & Enginator
Systems manual (Form 1091-5) for lubrication require- Once the ESM system receives an engine start signal
ments in standby applications. from the user’s panel, the ESM system controls the
entire start process including the sequence of events
See Figure 2.15-1 for Start Flow Diagram.
shown in Figure 2.15-1. Part of the start process
See Figure 2.15-2 for Stop Flow Diagram. includes engaging the starter. When the solenoid on
See Figure 2.15-3 for Emergency Stop Flow Diagram. the air-start valve receives the electronic voltage sig-
PRELUBING THE ENGINE WITHOUT STARTING nal from the ECU to engage the starter, the air-start
valve allows air to flow to the starter.
The following describes two ways to prelube the
engine without starting the engine. Refer to If the air starter option is ordered from Waukesha, only
Section 3.10 ESP Programming for programming venting is required by the packager. If the packager is
instructions. supplying the air starter, the packager needs to inter-
face with the engine-mounted air-start valve. No elec-
• Using ESP, program the “Pre Lube Time” field on trical connections are required.
the [F3] Start-Stop Panel to the maximum time of
10,800 seconds (180 minutes). Then begin the start The air-start valve requires two vent connections: a
sequence. After the engine prelubes for a sufficient 1/4 inch NPT vent for the air-start valve and a 1/8
time and before the end of 180 minutes, perform a inch NPT vent for the air-start valve solenoid. The
normal shutdown sequence to cancel the start packager is responsible for venting this system to
attempt. Be sure to reprogram the prelube time to meet applicable local codes. If the packager is supply-
the previous value and save value to permanent ing the air starter, the air-start valve supply connection
memory. is 1/4 inch NPT. Failure to interface through the air-
start valve provided will result in ESM system fault
• If using an air prelube system, hand activate the codes.
valve for the required time.
TURNING THE ENGINE OVER WITHOUT
STARTING AND WITHOUT FUEL
The following describes two ways to turn the engine
over without starting the engine and without fuel. Refer
to Section 3.10 ESP Programming for programming AIR-START
instructions. VALVE
AIR PRELUBE
• Using ESP, program the “Purge Time” field on the VALVE
[F3] Start-Stop Panel to the maximum time of
1800 seconds (30 minutes). Then begin the start
sequence. After 16 seconds of engine rotation the
ESD231 Overcrank shutdown fault will trip and the
engine will stop cranking. Repeat again if neces-
sary. Be sure to reprogram the purge time to the
previous value and save to permanent memory.
• If using an air-start system, hand activate the valve
for the required time.
Figure 2.15-1 Air Valves
AIR PRELUBE VALVE

The air prelube valve requires user connections for the
two vents: a 1/2 inch NPT vent for the air prelube valve
and a 1/8 inch NPT vent for the air prelube valve sole-
noid. The packager is responsible for venting this sys-
tem to meet applicable local codes.

START-STOP CONTROL
Figure 2.15-1 Start Flow Diagram

START-STOP CONTROL
Figure 2.15-2 Stop Flow Diagram

START-STOP CONTROL
ESD FAULT
ECU PERFORMS
IMMEDIATE SHUTDOWN
IGNITION FUEL V GOES FROM

TURNED OFF 24 VDC TO 0 VDC
ENG ESD GOES FROM

OPEN CIRCUIT TO 24 VDC
ENG ALM GOES FROM

OPEN CIRCUIT TO 24 VDC
FAULT RECORDED IN ECU
SEQUENCE COMPLETE
POST LUBE WILL NOT RUN. ACTUATOR

AUTO CALIBRATION WILL NOT RUN (IF
PROGRAMMED).
WIRE LABEL SHOWN IN BOLD
Figure 2.15-3 Emergency Stop Flow Diagram

START-STOP CONTROL

SECTION 2.20
GOVERNING
GOVERNOR/SPEED CONTROL See Figure 2.20-1 for a logic diagram showing fixed
speed.
This section discusses the ESM system’s governing
and speed control. The digital signal input to the ECU must be connected
to +24 VDC nominal (8.6 – 36 volts) for rated speed,
The ESM speed governing system provides speed open circuit for idle speed, and remote speed setting
and load control using information based on digital and enable (GOVREMSEL) must be open circuit. When
analog inputs from the customer. The ESM system’s using the Remote Speed/Load Setting, GOVHL IDL
governor has two different operating modes: speed should be set to a safe mode. “Safe mode” means that
control and load control. In speed control mode, the if the wire that enables remote rpm operation
governor will control the engine speed by increasing or (GOVREMSEL) fails, the speed setpoint will default to
decreasing the engine power output. In load control the GOVHL IDL idle value. Consider all process/driven
mode, the speed is controlled by an exterior force such equipment requirements when programming idle
as the electrical grid and the load is varied by a gener- requirements.
ator control product.
Variable Speed
SPEED CONTROL MODE
Connecting the GOVREMSEL digital input to the ECU
The engine speed setpoint can be controlled to a fixed at +24 VDC nominal enables variable speed mode.
value or can be varied in response to a process vari- The speed setpoint can then be varied with either a
able such as desired flow rate of gas if the engine is 4 – 20 mA or a 0.875 – 4.0 volt input (see
powering a gas compressor. Figure 2.20-2).
Fixed Speed The ESM system checks for an out-of-range input that
is less than 2 mA, greater than 22 mA, or less than
WARNING 0.45 volts, or greater than 4.3 volts. If an out-of-range
speed setpoint is detected, the engine will then run at
Never set the high idle speed above the safe the speed indicated by the status of the high idle/low
working limit of the driven equipment. If the idle digital input. The engine speed setpoint range is
GOVREMSP signal goes out of range or the already preadjusted to go from minimum to maximum
GOVREMSEL signal is lost, then the engine will engine speed using the 4 – 20 mA input (see
run at the speed determined by the status of Table 2.20-1). See Figure 2.20-3 for a logic diagram
GOVHL IDL and calibrated low or high idle speeds. showing variable speed.
Disregarding this information could cause severe
personal injury and/or product damage. Table 2.20-1 Engine Speed Range
There are two fixed speeds available: low idle and high ENGINE SPEED RANGE
idle. Low idle speed is the default and high idle is MODEL (4 – 20 mA RANGE)
obtained by connecting a digital input to the ECU of VHP F3514GSI/F3524GSI 700 – 1204 rpm
+24 VDC nominal. Low idle speed is preset for each VHP L7042GSI/L7044GSI 700 – 1204 rpm
engine family, but by using ESP the low idle speed can VHP L5774LT 800 – 1204 rpm
be offset lower or higher than the preset value. High VHP L5794GSI 700 – 1204 rpm
idle speed is also adjustable directly using ESP but is VHP L5794LT 800 – 1204 rpm
constrained to be higher than low idle speed and no
higher than the maximum rated speed of the engine.

GOVERNING
TYPICAL APPLICATIONS = ELECTRIC POWER GENERATION ISLAND OR GRID
RPM DROOP
WOODWARD LOAD GOVAUXSIG
SHARING MODULE GOVAUXGND
P/N 9907-173
INITIAL + MODIFIED +
RPM RPM
+ +
+
TARGET RPM
RAMP LIMIT THE

LOW/HIGH GOVHL IDL FUNCTION RPM VALUE
IDLE DIGITAL
INPUT
CALIBRATED
LOW IDLE RPM
LIMIT (RAMP)
RPM CHANGE
CALIBRATED AD
LO
HIGH IDLE RPM
CALIBRATED
G
LR
RAMP TIME
FINAL RPM VALUE TO BE

USED IN GOVERNOR
ALTERNATE DYNAMICS CALCULATION
DIGITAL INPUT
SYNC RPM
Figure 2.20-1 Logic Diagram Showing Fixed Speed
4 – 20 mA SIGNAL + 39 GOV REMSP +
4 – 20 mA SIGNAL - 27 GOV REMSP -

CUSTOMER INTERFACE HARNESS
40 GOV 40
JUMPERED
41 GOV 41
X 39 GOV REMSP +
NO CONNECTION
X 27 GOV REMSP -
0.875 – 4.0 V SIGNAL + 40 GOV 40
0.875 – 4.0 V SIGNAL - 41 GOV 41
Figure 2.20-2 Connection Options For Variable Speed Setting Input

GOVERNING
RPM DROOP
REMOTE SPEED SELECTION GOVREMSEL
DIGITAL INPUT
GOV REMSP+ INITIAL MODIFIED +

GOV REMSP- RPM RPM
REMOTE SPEED OR + +
ANALOG INPUT GOV 40
GOV 41
SEE NOTE
LIMIT THE
RPM VALUE
TYPICAL APPLICATIONS = GAS COMPRESSION

AND MECHANICAL DRIVES
LIMIT (RAMP)
RPM CHANGE
CALIBRATED
RAMP TIME
FINAL RPM VALUE TO BE

USED IN GOVERNOR
CALCULATION
NOTE: If Remote Speed Selection Digital Input goes open circuit,
then engine will run at Calibrated Low or High Idle rpm de-
pending on status of Low/High Idle Digital Input.
Figure 2.20-3 Logic Diagram Showing Variable Speed

GOVERNING
LOAD CONTROL MODE

Load control mode is only applicable when the engine
speed is already controlled by an external force such
GOVAUXGND
GOVAUXSHD
GOVAUXSIG
as an electric grid. To run in load control mode the
engine must be first synchronized to the electric grid.
The ESM system has a unique feature for easier syn-
chronization to the grid by better controlling idle speed
by using the spark timing in addition to the throttle.
Synchronizer or alternate dynamics mode can be
enabled by bringing a digital input on the ECU to 29 28 46
+24 VDC nominal. In addition to providing an excellent

stable idle, synchronizer mode can also be used to off-
set the idle speed higher. USE SHIELDED
TWISTED PAIR
The SYNC RPM is adjusted so that the actual engine CABLE
speed setpoint is approximately 0.2% higher than syn-
chronous speed. For example, if the grid frequency is
60 Hz (1200 rpm), the high idle is adjusted so that the
engine speed setpoint is 1.002 times 1200 rpm, which
is 1202 rpm. This ensures that the electric phasing of OUTPUT
the grid and the engine are different so that the phases 19 20
will slide past each other. When an external synchro-
nizer determines that the voltage and phase of the
generator match the grid, the breaker is closed. The WOODWARD LOAD SHARING MODULE
load of the engine can now be controlled by an exter-
nal load control such as the Woodward Load Sharing Figure 2.20-4 External Load Control – Woodward
Module (Woodward P/N 9907-173) through the Load Sharing Module
GOVAUXSIG and GOVAUXGND -2.5 to +2.5 volt input
of the ESM system (see Figure 2.20-4). ROTATING MOMENT OF INERTIA / ADJUSTING
GAIN
The speed bias output of most load sharing devices
can be configured to match the -2.5 to +2.5 volt input The ESM system has the unique feature that the cor-
range of the ESM GOVAUXSIG and GOVAUXGND rect gains for an engine model are preloaded to the
inputs. Refer to the load sharing device manual for ECU. Having the gains preloaded can greatly reduce
information on how to configure the range and offset of startup time when compared to using aftermarket gov-
the speed bias output of your load sharing device. ernors.
Next start the engine and adjust the Proportional and To make this work, the ECU only needs one piece of
Integral gains of the load sharing device to obtain sta- information from the customer: the rotating moment of
ble operation of the engine power output. Refer to the inertia or load inertia of the driven equipment. Once
load sharing device manual for more information on this information is available, the ECU calculates the
how to set the gains of the device. actual load changes on the engine based on speed
changes. Rotating moment of inertia is not the
weight or mass of the driven equipment. Rotating
moment of inertia is needed for all driven equipment.
Ensure that the cor-
CAUTION rect rotating moment
of inertia (load inertia) is programmed in ESP for
the engine’s driven equipment. Failure to program
the moment of inertia for the driven equipment on
the engine in ESP will lead to poor steady state
and transient speed stability.

GOVERNING
Setting the rotating moment of inertia (or load inertia)

with ESP is the first task when setting up an engine
and must be done with the engine not rotating. The
rotating moment of inertia value is programmed on the
[F4] Governor Panel in ESP.
Refer to Section 3.10 ESP Programming “Program-
ming Load Inertia” for programming steps.
FEEDFORWARD CONTROL (LOAD COMING)
The ESM system has a feature, Feedforward Control,
that can be used to greatly improve engine response
to large loads. One example of how this feature can be
used would be in stand-alone electric power genera-
tion applications where the engine is supplying vari-
able loads such as lights, miscellaneous small loads,
and one large electric motor.
For example, the starter for a large electric motor
could be routed to a PLC so that a request to start the
electric motor would go through the PLC. When the
PLC received the request to start the electric motor, it
first would set the large load coming digital input on
the ECU high for 0.5 seconds and then 1 second later
actually start the electric motor. This would give the
ESM system a 1 second head start to open the throttle
even before the load was applied and the engine
speed drops.
The behavior of the large load coming digital input can
be customized through “trial and error” with ESP. The
percent of rated load of the electric motor is set in the
“Forward Torque” field on the [F4] Governor Panel.
The Forward Delay is the lag time of the ESM system
from receipt of the Load Coming signal until action
is taken. As the LRG LOAD digital input goes high
(8.6 – 36 volts), the engine speed should go above
setpoint rpm for approximately 1 second before the
load is applied. Typically the “Forward Torque” field is
set to 125% and “Forward Delay” is programmed to
optimize the system’s behavior.
ACTUATOR AUTOMATIC CALIBRATION
To work correctly, the ESM system must know the fully
closed and fully open end points of throttle actuator
movement. Using ESP, the ESM system can be set up
to automatically go through calibration each time the
engine stops (except on Emergency Shutdown). Allow
30 seconds after the engine stops for the actuator cali-
bration to finish. If the engine has been shut down by
an Emergency Shutdown, then no actuator automatic
calibration will occur. If a start signal is received while
the actuator is calibrating, the calibration procedure
will be aborted and the engine will initiate its start
sequence.
Refer to Section 3.10 ESP Programming “Actuator
Calibration” for more information.

GOVERNING

SECTION 2.25
FUEL VALVE
FUEL VALVE Engine, connects to the fuel valve, terminates in flexi-

ble conduit with a 1/2 inch NPT fitting.
This section describes how the ESM system controls
the main fuel valve and how to set up the ESM system Refer to S-6656-23 (or current revision) “Natural Gas
for the customer’s fuel quality. Pressure Limits To Engine-Mounted Regulator” in the
Waukesha Technical Data Manual (General Volume)
W i r e t h e c u s t o m e r- for minimum fuel pressure required for your applica-
CAUTION supplied fuel gas shut- tion.
off valve so it is controlled by the ESM system. If
the fuel valve is controlled independently of the WKI
ESM system, fault codes will occur when the fuel The Waukesha Knock Index (WKI) is an analytical tool,
valve is not actuated in sequence by the ESM sys- developed by Waukesha Engine, as a method for cal-
tem. culating the knock resistance of gaseous fuels. It is a
calculated numeric value used to determine the opti-
The customer must supply a fuel gas shutoff valve that mum engine settings based on a specific site’s fuel
is to be installed and wired using the ESM system’s gas composition.
Start Harness to the Power Distribution Box (see over-
sized fold-out at the end of Section 2.10 for wiring dia- The WKI value can be determined with a user-friendly
gram). The ESM system has software to correctly Windows-based computer program that calculates
sequence the main and prechamber fuel valves on the WKI value from a customer’s gas analysis break-
and off during starting and stopping. If the fuel valve is down. The computer program has been distributed to
controlled independently of the ESM system, expect Waukesha Technical Data Book holders and is also
fault codes to occur when the fuel valve is not actuated available by contacting a Distributor or Waukesha
in sequence by the ESM system. Engine Sales Engineering Department.
The fuel valve should be a 24 VDC energized-to-open Once the WKI value is known, it can be entered into
valve. Relay #3 in the Power Distribution Box supplies the ECU using the ESP software. This is important
the fuel valve with battery voltage at a maximum of since spark timing and engine derate curves as a func-
either 3 amps with the CSA approved Power Distribu- tion of the WKI value are stored in the ECU. See
tion Box, or 10 or 15 amps with the non-CSA approved Section 3.10 ESP Programming “Programming WKI
Power Distribution Box. Value” for more information.
NOTE: All inductive loads such as a fuel valve For applications with changing fuel conditions, such as
must have a suppression diode installed across a wastewater treatment plant with natural gas backup,
the valve coil as close to the valve as is practical. the ESM system can be signaled about the fuel’s
changing WKI value in real-time using the two WKI
A fuel control harness is prewired to the Power Distri- analog input wires in the Customer Interface Harness.
bution Box through connector Start/Lean Burn on the The calibration of the Customer Interface Wires, WKI+
side of the box. The other end of the harness is coiled and WKI-, is shown in Table 2.25-1. An input less than
and tie-wrapped to the engine. The fuel valve harness 2 mA or greater than 22 mA indicates a wiring fault,
is 10 ft. (3 m) long so the fuel valve can be located and the default WKI value is used instead.
10 ft. (3 m) from the center of the right side of the Table 2.25-1 Calibration Of Remote WKI Input
engine. Two wires are provided on the Start Harness
from the Power Distribution Box. It is the packager’s ANALOG USER INPUT 4 mA 20 mA
responsibility to connect the Start Harness wires to the WKI Fuel Quality Signal 20 WKI 135 WKI
fuel valve. The harness provided by Waukesha

FUEL VALVE

SECTION 2.30
SAFETIES OVERVIEW
INDIVIDUAL SAFETY SHUTDOWNS LOW OIL PRESSURE
Individual safety shutdowns are discussed in this sec- The ESM system is calibrated by Waukesha Engine to
tion. Should any of the safety shutdowns below be both alarm and shut down on low oil pressure. The
activated, a digital output from the ECU will go from alarm and shutdown points are listed in S-8382-2 (or
open circuit to +24 VDC nominal. The cause of engine latest revision) or Service Bulletin 1-2620D (or latest
shutdown can be seen with the flashing LED code, revision) for each engine family. The ESM system uses
with ESP, and through MODBUS. Refer to several techniques to avoid falsely tripping on low oil
Section 4.00 Troubleshooting “ESM System Fault pressure when either starting or stopping the engine.
Codes” for a list of ESM system alarm and shutdown The low oil pressure alarm and shutdown points are a
codes. function of engine speed. In addition, low oil pressure
alarm and shutdowns are inhibited for a period of time
ENGINE OVERSPEED calibrated by Waukesha Engine after engine start.
The ESM system is calibrated by Waukesha Engine COOLANT OVER TEMPERATURE
(not user programmable) to perform an immediate
emergency shutdown upon detection of engine speed The ESM system is calibrated by Waukesha Engine to
greater than 110% of rated rpm. In addition, the ESM both alarm and shut down upon high coolant tempera-
system will shut down an engine that is consistently ture detection. The alarm and shutdown points are
run above rated rpm. For example, running a listed in S-8382-2 (or latest revision) or Service Bulle-
1200 rpm VHP engine at 1230 rpm, will cause a shut- tin 1-2620D (or latest revision) for each engine family.
down after a period of time calibrated by Waukesha High coolant temperature alarm and shutdowns are
Engine. inhibited for a period of time calibrated by Waukesha
Engine after engine start or stop.
In addition to the engine overspeed calibrated by
Waukesha Engine, the user has the option to program INTAKE MANIFOLD OVER TEMPERATURE
an engine overspeed shutdown to protect driven The ESM system is calibrated by Waukesha Engine to
equipment for situations where the driven equipment is both alarm and shut down upon high intake manifold
rated at a lower speed than the engine. Driven equip- temperature detection. The alarm and shutdown
ment overspeed is programmable from 0 to 2200 rpm points are listed in S-8382-2 (or latest revision) or Ser-
on the [F3] Start-Stop Panel in ESP. If the pro- vice Bulletin 1-2620D (or latest revision) for each
grammed value of user overspeed for the driven equip- engine family. High intake manifold temperature alarm
ment exceeds engine overspeed, the engine and shutdowns are inhibited for a period of time cali-
overspeed value takes precedence. For example, a brated by Waukesha Engine after engine start or stop.
VHP has a factory-programmed engine overspeed trip
point of 1320 rpm. If the driven equipment overspeed ENGINE EMERGENCY STOP BUTTONS
is set to 1500 rpm, and the engine speed exceeds When either of the red emergency stop buttons
1320 rpm, the engine will be shut down. If the driven mounted on the side of the engine is pressed, the
equipment overspeed is set to 1100 rpm and the engine will perform an emergency stop. In addition, if
engine speed exceeds 1100 rpm, but is less than the IPM-D power fails, the engine will perform an
1320 rpm, the engine will be shut down. emergency stop.

SAFETIES OVERVIEW
UNCONTROLLABLE ENGINE KNOCK SECURITY VIOLATION

Uncontrollable engine knock will shut the engine down The ECU is protected from unauthorized reprogram-
after a period of time calibrated by Waukesha Engine. ming. In addition, the calibrations programmed to the
A digital output from the ECU indicates that uncontrol- ECU are engine specific. If the user attempts to cali-
lable knock is occurring so that the customer can ini- brate the ESM system with the wrong engine informa-
tiate some knock reduction strategy such as reducing tion, a security fault will occur.
engine load.
ALARMS
NOTE: Uncontrollable knock is a safety shutdown on
all ESM engines except certain L5774LT engines. Not The ESM system may also trigger a number of alarms,
all L5774LT engines are equipped with detonation none of which will actively shut the engine down. If an
detection. alarm is tripped, a digital output on the ECU will go
from open circuit to +24 VDC nominal. The cause of
ENGINE OVERLOAD alarm can be seen with the flashing LED code, with
If the engine is run at more than 10% over rated power ESP, and through MODBUS. Refer to Section 4.00
(or percent specified by Waukesha Engine), it will be Troubleshooting “ESM System Fault Codes” for list of
shut down after a period of time. The amount of time ESM system alarm and shutdown codes.
the engine is allowed to run at overload is determined The ESM system is calibrated to both alarm and shut
by Waukesha Engine. down on low oil pressure and high coolant tempera-
CUSTOMER-INITIATED EMERGENCY SHUTDOWN ture.
If the customer emergency shutdown circuit opens • An alarm is triggered when the ESM system detects
either because of some driven equipment problem or a sensor or wiring fault due to an out-of-range or
failure of the wire, the engine will perform an emer- unexpected value. When a fault occurs, the ESM
gency shutdown. system will run with a default value in place of the
actual sensor reading, but will trigger an alarm to
OVERCRANK notify the operator of the condition. Upon detection
If the engine is cranked longer than the time calibrated of a sensor/wiring fault, a value of 32° F (0° C) is
by Waukesha Engine, the starting attempt is termi- used for the coolant temperature, and a default
nated, the ignition and fuel are stopped, and the value (not zero but less than the low oil pressure
starter motor is de-energized. shutdown point) is used for the oil pressure.
ENGINE STALL • A shutdown is triggered when the ESM system

detects that a signal is below/above the ESM sys-
If the engine stops rotating without the ECU receiving tem’s preset detection limits meaning that the sen-
a shutdown signal from the customer’s equipment, sor was reading abnormal operating conditions.
then the ESM system will perform an emergency shut-
down. One reason for an engine stall would be failure If the customer wishes to shut down the engine on a
of an upstream fuel valve starving the engine of fuel sensor/wiring alarm of the oil pressure sensor
and causing a shutdown. The ESM system then shuts (ALM211) or coolant temperature sensor (ALM333),
off the engine fuel shutoff valve and stops ignition so use a 4 – 20 mA analog output or the values in MOD-
that should the upstream problem be fixed, the engine BUS. It is the customer’s responsibility to supply a
does not accidentally start again. third party device (such as a PLC) to read either the oil
pressure and/or coolant temperature 4 – 20 mA signal
MAGNETIC PICKUP PROBLEMS or MODBUS outputs and generate a shutdown sig-
Failure of either camshaft or crankshaft magnetic pick- nal.
ups or wiring will trigger an emergency engine shut-
down.
ECU INTERNAL FAULTS
Certain ECU internal faults will trigger an engine emer-
gency shutdown.

SECTION 2.35
ESM® SYSTEM COMMUNICATIONS
MODBUS (RS-485) COMMUNICATIONS Example: The following is an example of the use of

two 16-bit registers that are joined to form a 32-bit
This section describes the MODBUS slave RTU value:
(Remote Terminal Unit) messages that the ECU is
Current engine hours use MODBUS registers
capable of transmitting. MODBUS is an industrial
40041 and 40042. If the value of register
communications network that uses the Master-Slave 40041 = 3 and register 40042 = 5474, then the
topology. MODBUS was originally developed in 1978 total engine hours in seconds is:
by Modicon to allow PLC-to-sensor communications
using RS-232 hardware. The standard has advanced 3 x 65536 + 5474 = 202082 seconds
(or 56.13389 hours)
to allow RS-485 hardware and multidrop networking.
In order for communication to work between the mas-
The RS-485 network hardware used in the ECU per-
ter and secondary units, the communication parame-
mits one master on the network with up to 32 devices.
ters must be adjusted to match (see Table 2.35-1).
The ECU is capable of acting as a MODBUS RTU
The ESM system is configured at the factory as:
slave at up to 19,200 baud over the RS-485 communi-
9600 baud, 8 data bits, none parity, and 1 stop bit.
cations link of the ECU. The baud rate can be changed
by using ESP to 1200, 2400, 9600, or 19,200 baud.
Table 2.35-1 Communication Parameters
The lower baud rates are to accommodate slower
communications links such as radio or microwave BAUD RATE DATA BITS PARITY STOP BITS
modems. 1200 8 None 1
In ESP the user can assign an identification number 2400 8 None 1
(1 of 247 unique addresses) to a particular ECU allow- 9600 8 None 1
ing other devices such as PLCs to share the network 19,200 8 None 1
even if they use the same data fields.
WIRING
The baud rate and the ECU identification number are
user programmable. No other programming is required The MODBUS wiring consists of a two-wire, half-
in ESP for MODBUS. Refer to Section 3.10 ESP Pro- duplex RS-485 interface. RS-485 is ideal for network-
gramming “Programming Baud Rate – MODBUS‚ ing multiple devices to one MODBUS master (such
Applications” and “Programming ECU Identification as a PC or PLC). Since half duplex mode does not
Number” for more information. allow simultaneous transmission and reception, it is
required that the master control direction of the data
Table 2.35-2 lists the function codes implemented in flow. The master controls all communication on the
the ESM system. network while the ECU operates as a slave and simply
NOTE: The ECU will respond with exception responds to commands issued by the master. This
responses wherever applicable and possible. See Master-Slave topology makes it inexpensive to monitor
“MODBUS® Exception Responses” on page 2.35-3 for multiple devices from either one PC or PLC.
more 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). Similarly, the two positive and negative signals together. So Tx-
when two 16-bit registers are joined to form a 32-bit and Rx- become “A” and Tx+ and Rx+ become “B.”
double register the most significant word comes first.

Two MODBUS wires are available at the end of the FUNCTIONALITY

Customer Interface Harness (loose wires). The two
The ECU is a MODBUS slave and will provide data to
wires are grey and labeled RS 485A- and RS 485B+.
a MODBUS master device. The data that will be
Refer to Table 2.10-1 for harness connection, and refer
made available will include most filtered analog input
to Figure 2.10-3 for VHP Series Four 12 Cylinder
values and some derived values. No control is done
Wiring Diagram.
through MODBUS.
RS-485 networking needs termination resistors if long
FAULT CODE BEHAVIOR
wire runs are used. Termination resistors of 120 Ω are
placed across the RS-485 A- and B+ wires at the The MODBUS fault codes behave exactly like the
devices at both ends of the network. For short dis- flashing LED codes. As soon as a fault is validated, it
tances of 32 ft (10 m) or less and with slower baud is latched and remains that way until either the engine
rates, termination resistors are not needed. is shut down and then restarted, or the fault codes are
cleared using ESP.
NOTE: Typically, short distances of 32 ft (10 m)
would not require termination resistors; however, if you NOTE: MODBUS fault codes trigger when the LED
experience communication errors, first check the codes cycle through the flashing code sequence. So
programmed baud rate on the [F11] Advanced Panel. when a new fault occurs, neither the MODBUS nor
The baud rate to be programmed is determined by the the LEDs are updated until the current LED code
MODBUS master. If communication errors persist, flashing sequence is finished. Due to this behavior,
termination resistors may be necessary, even at short you may notice up to a 30-second delay from when a
distances. fault occurs and when the fault is registered through
MODBUS. The length of delay will depend on the
PROTOCOL
number of faults and the size of the digits in the fault
The MODBUS protocol can be used in two different code (for example, ALM211 will require less time to
modes: RTU (Remote Terminal Unit) and ASCII flash than ALM552).
(American Standard Code of Information Interchange).
The following scenario illustrates the fault code
The ESM system works only in the RTU mode. In RTU
behavior. The engine has been running without any
mode every element is represented by 8 bits (except
alarm codes until a particularly hot day when the ECU
data that can consist of a variable number of succes-
detects a coolant over-temperature alarm. MODBUS
sive bytes).
address 40008 goes from 0 to 333 and MODBUS
HOW DO I GET MODBUS FOR MY PLC? address 40007 goes from 0 to 1, alarm codes.
MODBUS addresses 40023 and 40024 contain the
MODBUS is typically a secondary protocol for many
time the coolant over-temperature alarm was tripped
PLC manufacturers. Most PLC manufacturers use
in seconds. Finally, MODBUS address 00006
their own proprietary protocol and MODBUS is either
changes from 0 to 1 indicating the alarm is currently
not supported or an option. However, third party sup-
active. Later during the day, the ambient temperature
pliers have filled the gap and made MODBUS avail-
cools and MODBUS address 00006 changes back to
able for a wide range of PLCs.
0 indicating the alarm is no longer active. All the other
PERSONAL COMPUTERS MODBUS addresses remain the same. The next day
the battery voltage drops below 21 volts and ALM454
RS-485 cards for PCs are available from many
becomes active. MODBUS address 40008 remains
sources; however, not all RS-485 cards are the same.
at 333 and MODBUS address 40009 changes from 0
Two-wire RS-485 cannot transmit and receive at the
to 454. MODBUS address 40007 changes from 1 to
same time. Microsoft Windows does not turn off the
2. MODBUS addresses 40023 and 40024 contain
transmitter without special software or additional hard-
the time in seconds that ALM333 became active.
ware on the RS-485 card. Before specifying PC soft-
MODBUS addresses 40025 and 40026 contain the
ware, make sure it has the ability to turn off the
time in seconds that ALM454 became active.
RS-485 transmitter or use a RS-485 card with special
hardware to turn off the transmitter when not in use.
National Instruments makes one example of a
RS-485 card with special hardware. To make the
National Instruments RS-485 card work with Look-
out software, the serial port should be set for hard-
wired with a receive gap of 30 bytes.

DATA TABLES MODBUS® EXCEPTION RESPONSES

The MODBUS function codes supported are codes The ECU will respond with exception responses wher-
01 to 04. Table 2.35-2 lists the address IDs that are ever applicable and possible.
associated with each function code. The subsequent
When a master device sends a signal to a slave
sections set out the message IDs in detail.
device, it expects a normal response. Four possible
responses can occur from a master’s signal:
Table 2.35-2 MODBUS Function Codes
• If the slave device receives the signal error-free, and
FUNCTION MODBUS ADDRESS can handle the signal normally, a normal response
CODE NAME ID
is returned.
01 Read Coil Status 0XXXX
02 Read Input Status 1XXXX • If the slave device does not receive an error-free
03 Read Holding Registers 4XXXX
signal, no response is returned. The master pro-
gram will eventually process a time-out condition for
04 Read Input Registers 3XXXX
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 2.35-3 for exception responses.
Table 2.35-3 MODBUS Exception Responses
CODE NAME MEANING

The function code received in the
01 ILLEGAL signal is not an allowable action for
FUNCTION
the slave device.
The data address received in the
ILLEGAL DATA
02 signal is not an allowable address
ADDRESS for the slave device.
Table 2.35-4 Function Code 01 (0XXXX Messages)
MODBUS ADDRESS NAME DESCRIPTION ENGINEERING UNITS

1 = ON
00001 Main Fuel Valve Status of the main fuel valve
0 = OFF
Status of the pre-chamber fuel valve (if 1 = ON
00002 Pre-Chamber Fuel Valve
applicable) 0 = OFF
Whether the engine is running or not run- 1 = RUNNING
00003 Engine Running
ning 0 = OFF
Whether the starter motor is engaged or 1 = ENGAGED
00004 Starter Motor
not 0 = OFF
Whether the pre/post lube pump is run- 1 = RUNNING
00005 Pre/Post Lube
ning 0 = OFF
1 = ON
00006 Engine Alarm Whether a validated alarm is active
0 = OFF
1 = OK
00007 Engine Shutdown Whether the shutdown is active
0 = SHUTDOWN
Whether the engine is in uncontrollable 1 = ON
00008 Engine Knocking knock 0 = OFF
Whether the engine is experiencing a 1 = NO SPARK
00009 No Spark no-spark situation 0 = OK
Whether the ignition power level is high or 1 = HIGH
00010 Ignition Power Level
low 0 = LOW

Table 2.35-5 Function Code 02 (1XXXX Messages)
MODBUS ADDRESS NAME DESCRIPTION ENGINEERING UNITS

1 = Start Engine Signal High
10001 Start Engine Signal Whether the start engine signal is active
0 = Start Engine Signal Low
Whether the normal shutdown signal is 1 = Normal Shutdown
10002 Normal Shutdown
active 0 = OK To Run
Whether the emergency shutdown signal 1 = Emergency Shutdown
10003 Emergency Shutdown is active 0 = OK To Run
Whether the remote rpm analog input is 1 = Remote rpm Select Active
10004 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
10005 Run High Idle
active 0 = Run Engine At Low Idle
Whether the load-coming digital input is 1 = Load Coming Digital Input Active
10006 Load Coming active 0 = Load Coming Digital Input Inactive
Alternate Dynamics/ Whether the alternate governor dynamics 1 = Alternate Gov Dynamics Is Active
10007 Synchronizer Mode is active 0 = Alternate Gov Dynamics Is Inactive
Whether either the lockout button has
Lockout Button/Ignition 1 = Lockout Active
10008 been depressed or the IPM-D has failed,
Module 0 = Lockout Inactive
or is not powered
1 = User DIP 1 High
10009 User Digital Input 1 Whether user digital input 1 is high
0 = User DIP 1 Inactive
10010 User Digital Input 2 Whether user digital input 2 is high 1 = User DIP 2 High
Whether the engine-driven alternator is 1 = Alternator OK
10013 Alternator
operating correctly 0 = Alternator Not OK
10014 AFR Manual/Automatic Whether the air/fuel ratio control is in 1 = Automatic Mode
Status (Left Bank) manual or automatic mode 0 = Manual Mode
10015 AFR Manual/Automatic Whether the air/fuel ratio control is in 1 = Automatic Mode
Status (Right Bank) manual or automatic mode 0 = Manual Mode
10016 Reserved For Future Use
Table 2.35-6 Function Code 03 (4XXXX Messages) (Part 1 of 2)
MODBUS ADDRESS NAME ENGINEERING UNITS

40001 Number of ESD fault codes 16-bit unsigned integer that goes from 0 to 5
16-bit unsigned integer that goes from 111 to
40002 First ESD fault code to occur* 555, excluding any values that contain zeros
(see Table 4.00-3 for ESD Fault Codes)
40003 Second ESD fault code to occur* 555, excluding any values that contain zeros
40004 Third ESD fault code to occur* 555, excluding any values that contain zeros
40005 Fourth ESD fault code to occur* 555, excluding any values that contain zeros
40006 Fifth ESD fault code to occur* 555, excluding any values that contain zeros
40007 Number of ALM fault codes 16-bit unsigned integer that goes from 0 to 5
40008 First ALM fault code to occur* 555, excluding any values that contain zeros
(see Table 4.00-2 for ALM Fault Codes)
40009 Second ALM fault code to occur* 555, excluding any values that contain zeros

Table 2.35-6 Function Code 03 (4XXXX Messages) (Continued), (Part 2 of 2)
MODBUS ADDRESS NAME ENGINEERING UNITS

40010 Third ALM fault code to occur* 555, excluding any values that contain zeros
40011 Fourth ALM fault code to occur* 555, excluding any values that contain zeros
40012 Fifth ALM fault code to occur* 555, excluding any values that contain zeros
40013 Engine operating hours (in seconds) of most recent ESD
40014 fault code 32-bit unsigned integer – full range
40015 Engine operating hours (in seconds) of second most

32-bit unsigned integer – full range
40016 recent ESD fault code
40017 Engine operating hours (in seconds) of third most recent 32-bit unsigned integer – full range
40018 ESD fault code
40019 Engine operating hours (in seconds) of fourth most recent
40020 ESD fault code 32-bit unsigned integer – full range
40021 Engine operating hours (in seconds) of fifth most recent

40022 ESD fault code
40023 Engine operating hours (in seconds) of most recent ALM 32-bit unsigned integer – full range
40024 fault code
40025 Engine operating hours (in seconds) of second most 32-bit unsigned integer – full range
40026 recent ALM fault code
40027 Engine operating hours (in seconds) of third most recent
40028 ALM fault code 32-bit unsigned integer – full range
40029 Engine operating hours (in seconds) of fourth most recent

40030 ALM fault code
40031 Engine operating hours (in seconds) of fifth most recent 32-bit unsigned integer – full range
40032 ALM fault code
40033 Desired engine load 16-bit unsigned integer that goes from 0 to 2304
(0 – 112%)
16-bit unsigned integer that goes from 0 to 2560
40034 Actual engine load (0 – 125%)
40035 Position of stepper motor 1
20,000
40036 Position of stepper motor 2
20,000
40041
Current engine operating hours (in seconds) 32-bit unsigned integer – full range
40042
40043 Rich stepper maximum motor limit of active fuel (left bank) 16-bit unsigned integer that goes from 0 to
20,000
40044 Lean stepper minimum motor limit of active fuel (left bank) 16-bit unsigned integer that goes from 0 to
20,000
Rich stepper maximum motor limit of active fuel (right 16-bit unsigned integer that goes from 0 to
40045
bank) 20,000
Lean stepper minimum motor limit of active fuel (right 16-bit unsigned integer that goes from 0 to
40046
bank) 20,000

NOTE: * For a description of the MODBUS fault code behavior, see “Fault Code Behavior” on page 2.35-2.

Table 2.35-7 Function Code 04 (3XXXX Messages) (Part 1 of 3)
MODBUS ADDRESS NAME SCALING ENGINEERING UNITS

16-bit unsigned integer that goes from
30001 Average rpm Average engine rpm * 4
0 to 8800 (0 – 2200 rpm)
30002 Oil pressure Oil pressure * 2 in units of kPa gauge
0 to 2204 (0 – 1102 kPa)
Intake manifold absolute Intake manifold pressure * 4 in units of 16-bit unsigned integer that goes from
30003 pressure kPa absolute 0 to 2304 (0 – 576 kPa)
Throttle position in units of percent open * 16-bit unsigned integer that goes from
30005 Throttle position 20.48 0 to 2048 (0 – 100%)
30008 Coolant outlet temperature (Coolant outlet temperature in C + 40) * 8 0 to 1520 (-40 – 150° C)
(Spark timing + 15) * 16 of 1st cylinder in 16-bit unsigned integer that goes from
30009 Spark timing 1
the firing order 0 to 960 (-15 – 45° BTDC)
(Spark timing +15) * 16 of 2nd cylinder in 16-bit unsigned integer that goes from
(Spark timing + 15) * 16 of 3rd cylinder in 16-bit unsigned integer that goes from
(Spark timing + 15) * 16 of 4th cylinder in 16-bit unsigned integer that goes from
30012 Spark timing 4 the firing order 0 to 960 (-15 – 45° BTDC)
30025 Desired spark timing (Spark timing + 15) * 16
0 to 960 (-15 – 45° BTDC)
30026 Battery voltage Battery voltage * 16
0 to 640 (0 – 40 VDC)
Intake manifold air (Intake manifold air temperature in C + 16-bit unsigned integer that goes from
30027
temperature (left bank) 40) * 8 0 to 1520 (-40 – 150° C)
30028 Oil temperature (Oil temperature in C + 40) * 8 0 to 2048 (-40 – 216° C)
30029 First exhaust temperature (1st exhaust temperature in C + 40) * 2 0 to 1840 (-40 – 880° C)
Second exhaust 16-bit unsigned integer that goes from
30030 (2nd exhaust temperature in C + 40) * 2
temperature 0 to 1840 (-40 – 880° C)


Set point rpm * 4
30033 Set point rpm Example: If register 30033 = 4000, 16-bit unsigned integer that goes from
0 to 8800 (0 – 2200 rpm)
then 4000/4 = 1000 rpm
Intake manifold pressure * 4 in units of 16-bit unsigned integer that goes from
30034 IMAP left bank/rear kPa absolute 0 to 2304 (0 – 576 kPa)
Intake manifold pressure * 4 in units of 16-bit unsigned integer that goes from
30035 IMAP right bank/front
kPa absolute 0 to 2304 (0 – 576 kPa)
30037 Ambient temperature (Ambient temp. in Centigrade + 40) * 8 0 to 1120 (-40 – 100° C)
A 32-bit number representing the status
of all of the 1XXXX messages
30038 NOTE: For more information on
Digital input values addresses 30038–30039, see “Additional 32-bit unsigned integer – full range
30039
Information On MODBUS® Addresses
30038 – 30041” on page 2.35-9.
A 32-bit number representing the status
of all of the 0XXXX messages
30040 NOTE: For more information on
30041 Digital output values addresses 30040–30041, see “Additional 32-bit unsigned integer – full range
Information On MODBUS® Addresses
30038 – 30041” on page 2.35-9.
30044 Rich burn Lambda actual 1 Lamda * 4096 16-bit unsigned integer that goes from
(left bank) 0.9000 to 1.1000
30045 Rich burn Lambda actual 1 Lamda * 4096 16-bit unsigned integer that goes from
(right bank) 0.9000 to 1.1000
30048 WKI value (WKI -16) *16
0 to 2048 (16 – 144 WKI)
30058 The ECU temperature (Temperature in Centigrade + 40) * 8
0 to 1120 (-40 – 100° C)
The voltage from the first 16-bit unsigned integer that goes from
30059 rich burn oxygen sensor Volts * 1024 0 to 1536 (0 – 1.5 VDC)
The voltage from the
30060 second rich burn oxygen Volts * 1024 16-bit unsigned integer that goes from
0 to 1536 (0 – 1.5 VDC)
sensor
The rpm modification value
30061 from a Woodward (rpm + 250) * 4
0 to 2000 (-250 – 250 rpm)
Generator control
Spark reference number 16-bit unsigned integer that goes from
30064 cyl. #1 in firing order
Value * 1 0 to 255
30065 cyl. #2 in firing order
Value * 1 0 to 255
30066 Spark reference number Value * 1 16-bit unsigned integer that goes from
cyl. #3 in firing order 0 to 255


30067 Value * 1
30070 cyl. #7 in firing order Value * 1 0 to 255
30071 Value * 1
30074 Value * 1
30075 Value * 1
30077 cyl. #14 in firing order Value * 1 0 to 255
30078 Value * 1
30079 Value * 1
30080 Rich burn setpoint lamba Lambda * 4096 16-bit unsigned integer that goes from
0.9000 to 1.1000
NOTE: Engine firing order is stamped on the engine nameplate. The VHP Series Four 6 cylinder engine firing order is: 1, 5, 3, 6, 2, 4. The
VHP Series Four 12 cylinder engine firing order is: 1R, 6L, 5R, 2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L.

ADDITIONAL INFORMATION ON MODBUS® Example 2:

ADDRESSES 30038 – 30041
In this example, one 16-bit number is used to repre-
To save programming time, one MODBUS address sent the status of the first 16 0XXXX messages. First
can be read that provides information on up to the value of register 30041 must be converted from
16 additional addresses. MODBUS address 30039 decimal to binary code. If the value of register 30041 =
(30038 is not currently used) provides values for 5, then that value, 5, must be converted to a binary
1XXXX MODBUS messages. MODBUS address number. In binary code, 5 = 101.
30041 (30040 is not currently used) provides values
for 0XXXX MODBUS messages. These additional MOST SIGNIFICANT DIGIT
addresses can be read by converting the 30039 and
30041 values to binary numbers. 0000000000101
For addresses 10001 – 10016, convert register 30039
LEAST SIGNIFICANT DIGIT
to a binary number (see Example 1). For addresses
00001 – 00016, convert register 30041 to a binary Each 0 or 1 represents a 0XXXX MODBUS address
number (see Example 2). Then use the binary number starting with the least significant digit.
to determine the status of the 1XXXX or 0XXXX mes-
sages using Table 2.35-5. MODBUS ADDRESSES
Example 1:
00 03
00 04
00 2
00 06
00 9
00 0 7
00 05
1
00 8
0 0 14
00 13
00 12
00 0
00 1
0 0 15
0 0 16
00
00
00
00
01
01
0
0
0
0
0
0
0
0
0
0
In this example, one 16-bit number is used to repre-
00
sent the status of the first 16 1XXXX messages. First 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
the value of register 30039 must be converted from
decimal to binary code. If the value of register 30039 =
4105, then that value, 4105, must be converted to a
“ON” corresponds to a 1, and “OFF” corresponds to a
binary number. In binary code, 4105 =
0 (zero). So addresses 00001 and 00003 are “ON.”
1000000001001.
This means that referring to Table 2.35-4 on
MOST SIGNIFICANT DIGIT page 2.35-3 in this section, the Main Fuel Valve is on
and the engine is running. All other 0XXXX
MODBUS messages are off or inactive.
1000000001001
LOCAL CONTROL PANEL
This section describes how the ESM system interacts
Each 0 or 1 represents a 1XXXX MODBUS address with a local customer-supplied control panel. With the
starting with the least significant digit. ESM system, the packager may choose any compati-
ble control panel providing the packager flexibility.
MODBUS ADDRESSES
LOCAL DISPLAYS SUCH AS A TACHOMETER
10 0 3
10 04
10 2
10 06
The ESM system has a number of 4 – 20 mA analog

10 05
1
10 9
10 8
10 07
10 14
10 13
10 12
10 1 0
10 1
10 15
1 0 16
00
00
00
00
01
0
0
0
0
0
0
0
0
0
0
0
10
outputs that can be either read into a PLC or read with

0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1
a local display such as those made by Newport Elec-
tronics, Simpson, or Omega (see Table 2.35-8). The
displays can be used for locally mounted tachometer,
“ON” corresponds to a 1, and “OFF” corresponds to a oil pressure, coolant temperature, or intake manifold
0 (zero). So addresses 10001, 10004, and 10013 are pressure displays. Displays are available in 24 VDC,
“ON.” This means that referring to Table 2.35-5 on AC, or loop powered, the latter requiring no external
page 2.35-4 in this section, the Start Engine Signal is power source. Ignition powered tachometers using the
active, the Remote rpm Select is active, and the Alter- G-lead of the IPM-D are strongly discouraged because
nator is OK. All other 1XXXX MODBUS messages an accidental short of the G-lead to ground will stop
are off or inactive. the ignition from firing, preventing the engine from run-
ning.

Table 2.35-8 Calibration Of Analog Outputs The following examples explain how the USER DIP
inputs can be used in the field.
ANALOG WIRE
4 mA 20 mA Example 1
OUTPUT NAME
Average rpm PROG OP1 0 rpm 2016 rpm An example using one of these USER DIP inputs
0 kPa 690 kPa would be to wire an oil level alarm into the ESM sys-
Oil pressure PROG OP2
(0 psig) (100 psig)
tem. This level sensor is of the Normally Open type,
Coolant 0° C 160° C
temperature
PROG OP3
(32° F) (320° F) where the contacts are open when the oil is at proper
Intake manifold 0 kPa Abs. 504 kPa Abs. level, and the contacts close to complete a signal path
PROG OP4
absolute pressure (0 in-hg Abs.) (149 in-hg Abs.) when the oil level falls too low (see Figure 2.35-1).
Percentage of
rated torque the When the oil level is low, the contacts complete a
engine is
ACT LOAD% 0% 125% +24 VDC signal into the USER DIP and ALM541 for
producing
(not applicable for USER DIP 1 is activated. Also, the yellow Status LED
7042 engines) on the ECU flashes the alarm code.
USER DIGITAL INPUTS NOTE: The negative side of the 24 VDC supply must
be connected to the customer reference ground wire
There are four digital inputs labeled USER DIP 1, labeled LOGIC GND.
USER DIP 2, USER DIP 3, and USER DIP 4 in the
Customer Interface Harness. When a +24 VDC signal Example 2
is applied to one of these inputs, ALM541 is activated If a solid state level sensor is used, of the type that
by the ESM system. The alarm is recorded in the ESP completes a path to ground (called an open collector),
Fault Log and the yellow Status LED on the front of the when the oil falls below a certain level, the logic must
ECU flashes the alarm code. be inverted. Remember that the USER DIP needs
The purpose of these four digital inputs is to provide +24 VDC to activate an alarm condition. A Normally
system diagnostic capability for customer-supplied Open relay contact is used to generate the correct sig-
equipment. Since non-volatile memory is not always nal. This example is shown in Figure 2.35-2.
available with the local control package, the When the oil level is high, the sensor does not acti-
USER DIP makes it possible to wire external signals vate, so it holds the base of the relay coil at supply
into the ESM system so that a service technician can voltage. The relay contacts remain open, and the
more quickly find the source of customer equipment USER DIP is low. When the oil level becomes low, the
problems. Note that only an alarm signal is acti- sensor completes the circuit to ground by sinking cur-
vated—no other control action is taken by the ESM rent, and the relay coil energizes. This causes the con-
when one of the USER DIPs goes high! tacts to close and +24 VDC is applied to the
USER DIP and ALM541 is activated. Also, the yellow
Status LED on the ECU flashes the alarm code.
24 VDC
(+) (–)
OIL LEVEL
SWITCH
ECU
USER DIP 1
Figure 2.35-1 Example: User Digital Input Used With Oil Level Switch (Normally Open Type)

24 VDC
(+) (–)
RELAY
ECU
USER DIP 1
OIL
LEVEL
SWITCH
Figure 2.35-2 Example: User Digital Input Used With Solid State Level Sensor (Open Collector)
Example 3 When the oil level becomes low, the relay is energized
as in the previous example, and the ESD input is
The oil level sensor can also be used to trigger an
opened, resulting in an engine shutdown and shut-
engine shutdown. Since the ESD digital input must
down code, ESD222. Also, the red Status LED on the
remain at +24 VDC for the engine to run, and opening
ECU flashes the shutdown code.
the circuit will cause a shutdown, inverted logic can be
used with a Normally Closed relay contact to properly NOTE: The engine cannot be restarted until the fault
manipulate the signal. This example is shown in condition, in this example the low oil level, is
Figure 2.35-3. corrected.
24 VDC
(+) (–)
RELAY
USER DIP 1
ECU
ESD
OIL
LEVEL
SWITCH
Figure 2.35-3 Example: User Digital Input Used To Trigger An Engine Shutdown


SECTION 3.00
INTRODUCTION TO ESP
ELECTRONIC SERVICE PROGRAM (ESP) The PC-based ESM Electronic Service Program
(ESP) is the primary means of obtaining information
DESCRIPTION OF ESP on system status. ESP provides a user-friendly, graph-
ical interface in a Microsoft Windows 98
WARNING SE/Me/NT4 based environment (see Figure 3.00-1). If
the user needs help, system information, or trouble-
Explosion Hazard – Do not disconnect equipment shooting information while using the ESP software, an
unless power has been switched off or the area is electronic help file is included.
ESP is a diagnostic tool and is the means by which the
information recorded to the ECU fault logs can be
read. Minimal site-specific programming is required.
Figure 3.00-1 ESP’s Graphical User Interface

INTRODUCTION TO ESP
MINIMUM RECOMMENDED COMPUTER

EQUIPMENT FOR ESM ESP OPERATION Table 3.00-1 Color Key For ESP User Interface Panels
The PC used to run the ESP software connects to the COLOR MEANING
ECU via a serial cable (RS-232) supplied by Wauke- Grey Off (No Alarm)
sha Engine. This serial cable has a standard 9-pin Readings and Settings
Teal (General operating information such as temper-
RS-232 connection that plugs into the PC and an 8-pin ature and pressure readings)
plastic Deutsch connector that plugs into the ECU. White Dials and Gauges
A CD-ROM contains the ESP software and E-Help Green On or Normal System Operation
that is to be installed on the PC’s hard drive. Pink Low, Warmup, or Idle Signal
Yellow Alarm or Sensor/Wiring Check
The minimum PC requirements are:
Red Warning or Shutdown
• 700 MHz processor User Programmable
(Very little programming is required for ESM sys-
• 128 MB RAM Dark Blue tem operation – see Section 3.10 for program-
ming information)
• 200 MB free hard disk space
• Microsoft Windows 98 SE/Me/NT4 (SP6) INFORMATION ON SAVING ESM SYSTEM
See NOTE below. CALIBRATIONS
• Microsoft Internet Explorer 5.0 The ESM system is designed to be used with various
Waukesha engine families and configurations. Conse-
• 800 x 600 Color VGA Display quently, it must be tailored to work with site-specific
• RS-232 Serial Port information. This is achieved by calibrating (program-
ming) an ECU with information that is appropriate for
• CD-ROM Drive the engine and the site-specific application.
• Mouse or other pointing device recommended but The ECU is programmed for the engine, using the
not required ESP software on a PC at the engine site. Although
CONVENTIONS USED WITH ESM ESP ESP is saved on a PC, all programmed information is
PROGRAMMING saved to, and resides in, the ECU. You do not need to
have a PC connected with ESP running to operate
The following is a list of conventions used in the ESP an engine with the ESM system. ESP is only the
software and documentation: software used to monitor engine operation, trouble-
• All commands enclosed in brackets, [ ], are found on shoot faults, log data, and load new calibrations to the
the PC keyboard. ECU.
• Menu names and menu options are in bold type. The ECU contains both volatile (non-permanent) ran-
dom access memory (RAM) and non-volatile (perma-
• Panel names and dialog box names begin with nent) random access memory (NVRAM).
Uppercase Letters.
Once an engine is programmed in ESP, the values are
• Field and button names begin with Uppercase Let- saved in RAM in the ECU and become the active val-
ters and are enclosed in quotes (“ ”). ues. RAM is used to evaluate programmed values
• ESP panels can be accessed by pressing the corre- before storing them to the ECU’s permanent memory.
sponding function key ([F2], [F3], etc.), or by clicking The contents of RAM are lost whenever power to the
on the tab of the panel with the mouse. ECU is removed. The contents remain in ECU RAM
even if the PC loses power or is disconnected from the
• E-Help can be accessed by pressing [F1]. ECU.
• The [Return] key is the same as the [Enter] key (on
some keyboards [Return] is used instead of [Enter]).
• The fields on the ESP user interface screens are
color-coded to provide an easy-to-understand
graphical interface. See Table 3.00-1 for color key.

INTRODUCTION TO ESP
To permanently save programmed values, the user [F2] ENGINE: The Engine Panel displays engine
must complete the steps in ESP necessary to save to speed and current system readings of pressure and
the ECU. The new values are then saved permanently temperature (see Figure 3.00-2). If a sensor or wiring
to NVRAM. When values are saved to NVRAM, the failure is detected, the status bar, under the affected
information is not lost when power to the ECU is sensor, will change from teal to yellow, and a message
removed. Once the values are saved to permanent will appear in the status bar telling the user to check
memory, the previous save to permanent memory can- sensor and wiring for proper operation. Also, the
not be retrieved. The user can save unlimited times to “Engine Alarm” field in the upper right corner will
ECU NVRAM (permanent memory). change from gray (deactivated/no engine alarm) to
yellow (alarm). In case of a shutdown, the deactivated
USER INTERFACE PANELS
(gray) status bar under the “Engine Setpoint” field
NOTE: Complete ESP user interface panel turns red and a message signals the user of the emer-
descriptions are provided in Section 3.05 ESP Panel gency shutdown.
Descriptions. The descriptions provided in this section
provide only a general overview of each panel.
The ESM ESP software displays engine status and
information:
[F2] Engine Panel [F6] AFR Primary Fuel Panel*
[F3] Start-Stop Panel [F8] AFR Setup Panel*
[F4] Governor Panel [F10] Status Panel
[F5] Ignition Panel [F11] Advanced Panel
*The [F6] and [F8] panels are viewable with AFR

equipped engines.
These panels display system and component status,
current pressure and temperature readings, alarms, Figure 3.00-2 Engine Panel
ignition status, governor status, air/fuel control status, [F3] START-STOP: The Start-Stop Panel displays
and programmable adjustments. engine speed, throttle position, and other Start-Stop
Each of the panels is viewed by clicking the corre- information (see Figure 3.00-3). This panel also allows
sponding tab or by pressing the corresponding func- the user to make Start-Stop adjustments by calibrating
tion key ([F#]) on the keyboard. The following pre-/postlube time, purge time, and cool down.
paragraphs briefly describe each of these panels.
NOTE: The [F1] function key displays ESP’s
electronic help file called “E-Help.” E-Help provides
general system and troubleshooting information. See
“E-Help” on page 3.00-6 for more information. [F1] is
not located on the PC screen as a panel; it is only a
function key on the keyboard.
Figure 3.00-3 Start-Stop Panel

INTRODUCTION TO ESP
[F4] GOVERNOR: The Governor Panel displays [F6] AFR PRI: (AFR equipped) The AFR Primary Fuel
engine speed, throttle position, and governor operat- Panel is used to monitor AFR system performance
ing status (see Figure 3.00-4). This panel also allows (see Figure 3.00-6). This panel displays actual stepper
the user to make governor adjustments by calibrating position, stepper position setpoints, stepper operating
gain, droop, load inertia, and other ESM system gov- mode, oxygen and exhaust sensor status, and AFR
erning control features such as synchronization speed operating mode (automatic or manual). This panel also
and feedforward adjustments. allows the user to change from automatic to manual
mode and adjust stepper position using the arrow but-
tons.
Figure 3.00-4 Governor Panel
[F5] IGNITION: The Ignition Panel displays engine Figure 3.00-6 AFR Primary Fuel Panel
speed, ignition timing for each cylinder, ignition status,
and knock detection (see Figure 3.00-5). This panel [F8] AFR SETUP: (AFR equipped) The AFR Setup
also allows the user to make IPM-D adjustments by Panel is used to program and fine-tune the AFR sys-
calibrating high voltage, low voltage, and no spark lim- tem (see Figure 3.00-7). This panel displays intake
its. In addition, the WKI value is calibrated on the Igni- manifold pressure, target Lambda, actual Lambda,
tion Panel. and actual stepper position. This panel also is used to
calibrate the oxygen target Lambda offset, the mini-
mum/maximum stepper positions, dither steps, gain,
and the start (or home) position. In addition, the user
can change from automatic to manual mode and
adjust stepper position using the arrow buttons.
Figure 3.00-5 Ignition Panel
Figure 3.00-7 AFR Setup Panel

INTRODUCTION TO ESP
[F10] STATUS: The Status Panel displays the number FAULT LOG
of faults occurring in the system, engine speed, engine
The ESM system features extensive engine diagnos-
hours, and other fault signals (see Figure 3.00-8). This
tics capability. The ECU records system faults as they
panel also makes it possible to view a log of all the cur-
occur. A “fault” is any condition that can be detected by
rent and historical faults. See “Fault Log” in this section
the ESM system that is considered to be out-of-range,
for more information.
unusual, or outside normal operating conditions. One
method of obtaining diagnostic information is by view-
ing the Fault Log using the ESM ESP software (see
Figure 3.00-10). ESP displays the data provided by
the ECU.
Figure 3.00-8 Status Panel
[F11] ADVANCED: The Advanced Panel is used to

program MODBUS settings and send updated cali-
bration information to the ECU (see Figure 3.00-9).
Figure 3.00-10 ESP Fault Log
The Fault Log can be viewed by selecting the “View

Faults” button on the [F10] Status Panel using the ESP
software. The Fault Log displays the name of the fault,
the first time the fault occurred since the fault was
reset (in ECU hours:minutes:seconds), the last time
the fault occurred since reset, the number of times the
fault occurred since reset, and the total number of
times the fault occurred in the lifetime of the ECU. All
the fault information is resettable, except for the total
number of times the fault occurred during the lifetime
of the ECU.
Figure 3.00-9 Advanced Panel

INTRODUCTION TO ESP
E-HELP
ESP contains an electronic help file named E-Help
(see Figure 3.00-11 for a sample screen). E-Help pro-
vides general system and troubleshooting information
in an instant, as long as you are using the PC with the
ESP software. You can quickly and easily move
around in E-Help through electronic links (or hypertext
links) from subject to subject. E-Help is automatically
installed when the ESP software is installed.
To access the help file at any time while using the ESP
software, press the [F1] function key on the keyboard
or select Help Contents… from the Help menu in
ESP. As an additional aid in troubleshooting, dou-
ble-clicking a fault listed in the Fault Log will open
E-Help directly to the troubleshooting information for
Figure 3.00-11 E-Help Screen
that fault.

SECTION 3.05
ESP PANEL DESCRIPTIONS
INTRODUCTION [F4] Governor Panel Description ................. Page 3.05-8
This section, Section 3.05 ESP Panel Descriptions, pro- [F5] Ignition Panel Description................... Page 3.05-14
vides a description of each ESP panel and the fields and [F6] AFR Primary Fuel Panel Description.. Page 3.05-20
buttons found on each panel. Figure 3.05-1 identifies
and describes the common features found on the ESP [F8] AFR Setup Panel Description............. Page 3.05-26
panels. [F10] Status Panel Description .................. Page 3.05-30
[F2] Engine Panel Description ..................... Page 3.05-2 [F11] Advanced Panel Description............. Page 3.05-36
[F3] Start-Stop Panel Description ................ Page 3.05-4 Fault Log Description................................. Page 3.05-38
The ESP Title Bar lists the ESP version The Communication Icon indicates whether or not there is
number, ECU serial number, engine serial communication between the ECU and ESP. The icon
number, and calibration part number. shown here is indicating communication. When there is no
communication, the icon has a red circle with a bar over it.
ESP displays engine information on panels. Each

panel is viewed by clicking the tab or by pressing
the function key [F#] on the keyboard.
The “Engine Alarm” field provides a
general overview of alarm status.
When no alarms are active, the
field is gray. If an alarm occurs, the
field turns yellow and signals that
“YES” at least one alarm is active.
Each of the panels displays engine status

and operation information. ESP panels can
be set to display in either U.S. units or in
Metric measurement units. Change units on
the [F10] Status Panel.
Some ESP panels provide for programming system

parameters like pre/post lube, the WKI value, and load
inertia. Fields that are programmable are dark blue.
On ESP panels that have programmable fields,

additional buttons are included to enable editing,
To access the electronic help file, allow saving, and undo changes.
E-Help, while using ESP, press [F1].
Figure 3.05-1 Description Of Common Features Found On ESP Panels

[F2] ENGINE PANEL DESCRIPTION

The Engine Panel displays engine speed and current system readings of pressure and temperature. If a sensor or
wiring failure is detected, the status bar, under the affected sensor, will change from teal to yellow, and a message
will appear in the status bar telling the user to check sensor and wiring for proper operation. Also, the
“Engine Alarm” field in the upper right corner will change from gray (deactivated/no engine alarm) to yellow (alarm).
In case of a shutdown, the deactivated (gray) status bar under the “Engine Setpoint RPM” field turns red and a
message signals the user of the emergency shutdown.
1 9
2 10
3 5 6 7 11
Figure 3.05-2 Engine Panel In ESP – Fields 1 Through 11

[F2] ENGINE PANEL DESCRIPTION – REFER TO FIGURE 3.05-2

1 “Intake Mnfld LB” This field displays the 7 “Estimated Power” This field displays an
engine’s left bank intake manifold pressure. approximation (±5%) of actual engine power in
Units are in-Hg absolute (kPa absolute). If an intake BHP (kW). The approximation is based on ECU inputs
manifold pressure sensor or wiring fault occurs, the and assumes correct engine operation. Not applicable
status bar beneath this field signals an alarm (turns for 7042 engines.
yellow) and provides the user a message to fix the
sensor or wiring. NOTE: When a sensor or wiring fault 8 “ESD/No ESD” This field signals the user that
is detected, the field displays a default value, not the an emergency shutdown is in process. When
actual value. the engine is operating or off, the field remains deacti-
vated (gray). If the engine shuts down due to an emer-
2 “Intake Mnfld RB” This field displays the gency, the field signals the emergency shutdown
engine’s right bank intake manifold pressure. (turns red) and provides the user a message indicating
Units are in-Hg absolute (kPa absolute). If an intake an emergency shutdown is in process. When the shut-
manifold pressure sensor or wiring fault occurs, the down is complete, the field deactivates (turns gray)
status bar beneath this field signals an alarm (turns and the shutdown is recorded in the fault log history.
yellow) and provides a message to fix the sensor or However, the field remains active (in shutdown mode)
wiring. NOTE: When a sensor or wiring fault is if the lockout or E-Stop (emergency stop) button(s) on
detected, the field displays a default value, not the the engine is depressed.
actual value.
9 “Intake Mnfld Temp” This field displays the
3 “Oil Pressure” This field displays the engine’s engine’s left bank intake manifold temperature.
gauge oil pressure in the main oil header. Units Units are °F (°C). If an intake manifold temperature
are psi (kPa gauge). If an oil pressure sensor or wiring sensor or wiring fault occurs, the status bar beneath
fault occurs, the status bar beneath this field signals this field signals an alarm (turns yellow) and provides
an alarm (turns yellow) and provides a message to fix the user a message to fix the sensor or wiring.
the sensor or wiring. NOTE: When a sensor or wiring NOTE: When a sensor or wiring fault is detected, the
fault is detected, the field displays a default value, not field displays a default value, not the actual value.
the actual value.
10 “Coolant Temp” This field displays the
4 “Engine Speed” This field displays current engine’s coolant temperature at the outlet of the
engine speed (rpm). engine. Units are °F (°C). If a coolant temperature sen-
sor or wiring fault occurs, the status bar beneath this
5 “Engine Setpoint” This field displays the field signals an alarm (turns yellow) and provides the
engine speed (rpm) setpoint. The engine speed user a message to fix the sensor or wiring.
setpoint is determined by a user input, not internal NOTE: When a sensor or wiring fault is detected, the
calibrations. field displays a default value, not the actual value.
6 “Percent Rated Load” This field displays an 11 “Oil Temp” This field displays the engine’s oil
approximation of percent rated torque (load). temperature in the main oil header. Units are °F
The approximation is based on ECU inputs and engine (°C). If an oil temperature sensor or wiring fault occurs,
operating factors. Not applicable for 7042 engines. the status bar beneath this field signals an alarm
(turns yellow) and provides the user a message to fix
the sensor or wiring. NOTE: When a sensor or wiring
fault is detected, the field displays a default value, not
the actual value.

[F3] START-STOP PANEL DESCRIPTION

The Start-Stop Panel displays engine speed, throttle position, and other Start-Stop information. This panel also
allows the user to make Start-Stop adjustments by calibrating pre-/postlube time, purge time, and cool-down.
1 2 3 4 5
6 7 8
9 10 11
12
13
Figure 3.05-3 Start-Stop Panel in ESP – Fields 1 Through 13

[F3] START-STOP PANEL DESCRIPTION – REFER TO FIGURE 3.05-3

1 “Engine Speed” This field displays current 9 “Avg IMAP” This field displays the average
engine speed (rpm). intake manifold pressure. Units are in-Hg abso-
lute (kPa absolute). On a vee engine, the left and right
2 “Throttle Position” This field displays throttle intake manifold pressure readings are averaged
position in terms of the percentage the throttle together and displayed in this field. If one of the intake
valve is open. manifold pressure sensors fails, the field displays only
the reading from the working sensor. If both sensors
3 “Starting Signal” This field signals when the fail, the field is unable to display the actual value and a
digital start signal, a digital input to the ECU, is default value is displayed instead.
high (8.6 – 36 volts) or low (< 3.3 volts). During the
time the digital start signal is high, the field is green 10 “Oil Pressure” This field displays the engine’s
and signals the user it is ON. During the time the digi- gauge oil pressure in the main oil header. Units
tal start signal is low, the field is gray and signals the are psi (kPa gauge). If an oil pressure sensor or wiring
user it is OFF. fault occurs, the status bar beneath this field signals
an alarm (turns yellow) and provides the user a mes-
4 “Pre/Post Lube” This field signals when the oil sage to fix the sensor or wiring. When a sensor or wir-
pump is engaged and is either in pre- or ing fault is detected, the field displays a default value,
postlube. During the time the prelube oil pump is not the actual value.
engaged, the field is green and signals the user it is
ON. During the time the prelube oil pump is disen- 11 “User RUN/STOP” This field signals that a nor-
gaged, the field is gray and signals the user it is OFF. mal shutdown is in process based on a cus-
tomer input. During a normal shutdown, the field is red
5 “Ignition” This field signals when the IPM-D is and signals the user that the engine will STOP. When
enabled and is ready to receive a signal from STOP is displayed, the engine cannot be restarted.
the ECU to fire each spark plug. During the time the When the engine is not in a shutdown mode, the field
IPM-D is enabled, the field is green and signals the is gray and signals the user that the engine is ready to
user it is ON. During the time the ignition is disabled, RUN.
the field is gray and signals the user it is OFF.
12 “Pre Lube Time” This field allows the user to
6 “Starter” This field signals when the starter program engine prelube timing. Units are in sec-
motor is engaged. The starter motor is engaged onds. Prelube timing can be programmed from
based on “Starter Off RPM” and “Purge Time” settings. 0 – 10,800 seconds (0 – 180 minutes).
During the time the starter motor is engaged, the field
is green and signals the user it is ON. During the time 13 “Driven Equipment ESD” This field allows the
the starter motor is disengaged, the field is gray and user to program an overspeed shutdown to pro-
signals the user it is OFF. tect driven equipment. Driven equipment overspeed
can be programmed from 0 to 2200 rpm. If pro-
7 “Main Fuel” This field signals when the main grammed driven equipment overspeed exceeds
fuel valve is engaged by the ECU. During the engine overspeed, the engine overspeed value takes
time the main fuel valve is engaged, the field is green precedence. For example, a VHP has a factory-pro-
and signals the user it is ON. During the time the main grammed engine overspeed trip point of 1320 rpm. If
fuel valve is disengaged, the field is gray and signals the driven equipment overspeed is set to 1500 rpm,
the user it is OFF. and the engine speed exceeds 1320 rpm, the engine
will be shut down. If the driven equipment overspeed is
8 “User ESD” This field signals that an emer- set to 1100 rpm and the engine speed exceeds
gency shutdown is in process based on a cus- 1100 rpm, but is less than 1320 rpm, the engine will
tomer input. During an emergency shutdown, the field be shut down.
is red and signals the user that an E-STOP (emer-
gency stop) is active. When E-STOP is displayed, the
engine cannot be restarted. When the engine is not in Field descriptions continued on next page...
an emergency shutdown mode, the field is gray and
signals the user that the engine is ready to RUN.

[F3] START-STOP PANEL DESCRIPTION CONTINUED
14 16 18 19 20
15 17 21 22 23
24
Figure 3.05-4 Start-Stop Panel in ESP – Fields 14 Through 24

[F3] START-STOP PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-4

14 15 “Fuel On RPM Adj” and “Fuel On RPM” grammed from 0 – 1800 seconds (30 minutes), a
These fields allow the user to view and pro- purge time greater than 15 seconds will prevent the
gram the rpm at which the fuel valve is turned on. The engine from starting since an overcrank shutdown fault
teal “Fuel On RPM” field displays the actual pro- (ESD231) occurs at 15 seconds.
grammed rpm setting. The dark blue “Fuel On RPM
Adj” field allows the user to adjust the actual setting by 21 “Start Editing” This button must be clicked
entering a value from -50 to +100 rpm. When an prior to editing programmable (dark blue) fields
adjustment is entered, the actual “Fuel On RPM” is in ESP. Clicking this button puts ESP in “editing
updated to reflect the adjustment. mode.” The user will not be able to enter new values if
ESP is not in editing mode. While in editing mode, the
16 17 “Starter Off RPM Adj” and “Starter Off button will read, “Stop Editing-Currently Editing.” When
RPM” These fields allow the user to view the editing mode is off, the button will read “Start
and program the rpm at which the starter motor is Editing.” See Section 3.10 ESP Programming “Basic
turned off. The teal “Starter Off RPM” field displays the Programming In ESP” for more information.
actual programmed rpm setting. The dark blue “Starter
Off RPM Adj” field allows the user to adjust the actual 22 “Save to ECU” This button is used to save
setting by entering a value from 0 to +100 rpm. When programmed values to NVRAM (permanent
an adjustment is entered, the actual “Starter Off RPM” memory) in the ECU. Changes saved to permanent
is updated to reflect the adjustment. memory will not be lost if power to the ECU is
removed. See Section 3.10 ESP Programming
18 “Post Lube Time” This field allows the user to “Saving To Permanent Memory” for more information.
program engine postlube timing. Units are in NOTE: Programmed values not saved to permanent
seconds. Postlube timing can be programmed from memory are stored in RAM (temporary memory).
0 – 10,800 seconds (0 – 180 minutes). When values are in RAM, ESP can be closed and the
PC disconnected from the ECU while keeping all
19 “Cool Down” This field allows the user to changes; however, changes will be lost if power to the
program engine cooldown. Units are in ECU is removed or when the engine is shut down.
seconds. Cooldown is the amount of time that the
engine will continue to run after a normal shutdown is 23 “Undo Last Change” This button allows the
activated. Cooldown can be programmed from user to reset the last change made while in edit-
0 – 10,800 seconds (0 – 180 minutes). ing mode back to the programmed value that was last
saved to permanent memory (NVRAM) in the ECU.
20 “Purge Time” This field allows the user to pro-
gram a purge time. Units are in seconds. Purge 24 “Undo All Changes” This button allows the
time is the amount of time after first engine rotation user to reset all the programmable fields back to
that must expire before the fuel valve and ignition are the programmed parameters that were last saved to
turned on. NOTE: Although purge time can be pro- permanent memory (NVRAM) in the ECU.

[F4] GOVERNOR PANEL DESCRIPTION

The Governor Panel displays engine speed, throttle position, and governor operating status. This panel also allows
the user to make governor adjustments by calibrating gain, droop, load inertia, and other ESM system governing
control features such as synchronization speed and feedforward adjustments.
1 5 6 7
4
2 8 9
3 10 11
12
Figure 3.05-5 Governor Panel In ESP – Fields 1 Through 12

[F4] GOVERNOR PANEL DESCRIPTION – REFER TO FIGURE 3.05-5

1 “Engine Speed” This field displays current 8 “Avg Intake Mnfld” This field displays the aver-
engine speed (rpm). age intake manifold pressure. Units are in-Hg
absolute (kPa absolute). On a vee engine, the left and
2 “Engine Setpoint RPM” This field displays the right intake manifold pressure readings are averaged
engine speed (rpm) setpoint. The engine speed together and displayed in this field. If one of the intake
setpoint is determined by a user input, not internal manifold pressure sensors fails, the field displays only
calibrations. the reading from the working sensor. If both sensors
fail, the field is unable to display the actual value and a
3 “Remote RPM Setpoint” This field displays the default value is displayed instead.
remote rpm setpoint if the remote rpm input
4 – 20 mA (0.875 – 4.0 V) is active. The setpoint is 9 “Remote RPM” This field signals when the
only displayed in mA. remote rpm is ON or OFF. Remote rpm is deter-
mined by a customer digital input. When the input is
4 “Throttle Position” This field displays throttle high (8.6 – 36 volts), remote rpm is active. During the
position in terms of the percentage the throttle time the remote rpm input is high, the field is green
valve is open. and signals the user it is ON. During the time the
remote rpm input is low (< 3.3 volts), the field is gray
5 “Alt Dynamics” This field signals when the and signals the user it is OFF. When remote rpm is
Alternate Governor Dynamics digital input is OFF, engine speed is based on “Idle” (Field 11) and
high (8.6 – 36 volts) or low (< 3.3 volts). Alternate “High Idle RPM” (Field 13) or “Low Idle RPM”
dynamics or synchronizer mode is used to rapidly syn- (Field 17).
chronize an engine to the electric power grid by using
cylinder timing to maintain constant engine speed. 10 “Throttle Feedback” This field displays the
During the time the alternate dynamics input is high, throttle actuator’s position in mA. 4 mA = 0%;
the field is green and signals the user it is ON. During 20 mA = 100%
the time the alternate dynamics input is low, the field is
gray and signals the user it is OFF. The lower gain val- 11 “Idle” This field indicates whether low idle rpm
ues can be used to minimize actuator movement when or high idle rpm is active. Low or high idle rpm is
the engine is synchronized to the grid and fully loaded determined by a customer digital input. When the input
to maximize actuator life. is low (< 3.3 volts), LOW is displayed in the pink field.
When the input is high (8.6 – 36 volts), HIGH is dis-
6 “Load Coming” This field signals when the
played in the pink field. See “High Idle RPM” (Field 13)
load coming digital input is high (8.6 – 36 volts)
and “Low Idle RPM” (Field 17) for values of high and
or low (< 3.3 volts). Load coming or feedforward con-
low idle.
trol is used to allow the engine to accept large load
additions. During the time the load coming input is
12 “Load Inertia” This field must be programmed
high, the field is green and signals the user that YES
by the user for proper engine operation. By
the load coming feature is being used. During the time
programming the load inertia or rotating mass moment
the load coming input is low, the field is gray and sig-
of inertia of the driven equipment, the governor gain is
nals the user that NO the load coming feature is not
preset correctly, aiding rapid startup of the engine. If
being used.
this field is programmed correctly, there should be no
need to program gain adjustments [“Proportional Gain
7 “Throttle Error” This field signals when the
Adj” (Field 15), “Integral Gain Adj” (Field 18), and
throttle actuator sends a digital input to the ECU
“Differential Gain Adj” (Field 20)]. The rotating mass
indicating the actuator is in an alarm state. During the
moment of inertia must be known for each piece of
time when the throttle actuator is in an alarm state, the
driven equipment and then added together. See
field is yellow and signals the user that YES a throttle
Section 3.10 ESP Programming “Programming Load
actuator fault exists (ALM441). During the time when
Inertia” for more information. NOTE: Rotating moment
the throttle actuator is not in an alarm state, the field is
of inertia is not the weight or mass of the driven
gray and signals the user that NO throttle actuator
equipment. It is an inherent property of the driven
fault exists.
equipment and does not change with engine speed or
load. Contact the coupling or driven equipment
manufacturer for the moment of inertia value.
Field descriptions continued on next page...

[F4] GOVERNOR PANEL DESCRIPTION CONTINUED
15 18 20
13 16 19
14 17

[F4] GOVERNOR PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-6

13 “High Idle RPM” This field allows the user to teal “Low Idle RPM” field displays the actual pro-
program the high idle rpm. The high idle setting grammed low idle rpm setting. The dark blue “Low Idle
is used when the rated speed/idle speed digital input Adj” field allows the user to adjust the actual setting by
is high (8.6 – 36 volts) and “Remote RPM” (Field 9) is entering a value from -50 to +100 rpm. When an
OFF. The high idle rpm can be programmed from adjustment is entered, the actual “Low Idle RPM” is
800 – 2200 rpm (not to exceed a preprogrammed updated to reflect the adjustment. NOTE: The low idle
maximum speed). Internal calibrations prevent the rpm cannot be set above the high idle rpm.
engine from running faster than rated speed +10%.
18 “Integral Gain Adj” This field allows the user to
14 “Auto Actuator Calibration” This field allows adjust integral gain by a multiplier of
the user to program the ESM system to auto- 0.502 – 1.102 and 0.000. Integral gain is a correction
matically calibrate the throttle actuators during every function to speed error that is based on the amount of
normal shutdown. The benefits to calibrating the actu- time the error is present. When an error exists
ator automatically are (1) performing the calibration between actual engine speed and engine speed set-
when the actuators are hot (normal operating condi- point, an integral gain calibrated by Waukesha Engine
tion), and (2) if any actuator problems are detected, is multiplied to the integral of the speed error. This is
they are found on engine shutdown and not startup. done to increase or decrease throttle response to cor-
See Section 3.10 ESP Programming “Actuator Cali- rect or reduce speed error. Although the user can pro-
bration” for more information. gram the integral gain multiplier with this field to
“fine-tune” throttle response, it is typically not adjusted.
15 “Proportion Gain Adj” This field allows the “Proportional Gain Adj” (Field 15) and “Differential
user to adjust proportional gain by a multiplier of Gain Adj” (Field 20) are also used to correct speed
0.500 – 1.050. Proportional gain is a correction func- error. See speed error correction equation under the
tion to speed error that is proportional to the amount of description for Field 15.
error. When an error exists between actual engine
speed and engine speed setpoint, a proportional gain 19 “Sync RPM” This field allows the user to pro-
calibrated by Waukesha Engine is multiplied to the gram a synchronous rpm to allow easier syn-
speed error. This is done to increase or decrease chronization to the electric grid. The additional rpm
throttle response to correct speed error. Although the programmed in this field is added to the engine set-
user can program the proportional gain multiplier with point rpm if the “Alt Dynamics” field is ON. The syn-
this field to “fine-tune” throttle response, it is typically chronous rpm can be programmed from 0 – 64 rpm.
not adjusted. “Integral Gain Adj” (Field 18) and “Differ-
ential Gain Adj” (Field 20) are also used to correct 20 “Differential Gain Adj” This field allows the
speed error: user to adjust differential gain by a multiplier of
0.502 – 1.102 and 0.000. Differential gain is a correc-
Correction = tion function to speed error that is based on direction
and rate of change. When an error exists between
( speed error × proportional gain × proportional gain adjust ) + actual engine speed and engine speed setpoint, a dif-
ferential gain calibrated by Waukesha Engine is multi-
plied to the derivative of the speed error. This is done
x  to increase or decrease throttle response to correct or
 
∫
reduce speed error. Although the user can program
 speed error dt × integral gain × integral gain adjust +
  the differential gain multiplier with this field to
o  “fine-tune” throttle response, it is typically not adjusted.
“Proportional Gain Adj” (Field 15) and “Integral Gain
Adj” (Field 18) are also used to correct speed error.
 d----------------------------------
speed error
- × differential gain × differential gain adjust See speed error correction equation under the
 dt 
description for Field 15.

16 17 “Low Idle Adj” and “Low Idle RPM” These
fields allow the user to view and program the
low idle rpm setting. The low idle setting is used when
the rated speed/idle speed digital input is low
(< 3.3 volts) and “Remote RPM” (Field 9) is OFF. The

[F4] GOVERNOR PANEL DESCRIPTION CONTINUED
22
21 23 24
25 26 27 29
28

[F4] GOVERNOR PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-7

21 “Proportional Sync” This field allows the user 26 “Save to ECU” This button is used to save pro-
to adjust proportional synchronous gain by a grammed values to NVRAM (permanent mem-
multiplier of 0.500 – 1.050. Proportional synchronous ory) in the ECU. Changes saved to permanent
gain is a correction function to speed error that is pro- memory will not be lost if power to the ECU is
portional to the amount of error when operating in removed. See Section 3.10 ESP Programming “Sav-
Alternate Dynamics mode only. Proportional synchro- ing To Permanent Memory” for more information.
nous gain is a lower multiplier than proportional gain NOTE: Programmed values not saved to permanent
because of the need to synchronize to the electric grid. memory are stored in RAM (temporary memory).
When an error exists between actual engine speed When values are in RAM, ESP can be closed and the
and engine speed setpoint, a Waukesha-calibrated PC disconnected from the ECU while keeping all
proportional synchronous gain is multiplied to the changes; however, changes will be lost if power to the
speed error. This is done to increase or decrease ECU is removed or when the engine is shut down.
throttle response to correct speed error. Although the
user can program the proportional synchronous gain 27 “Undo Last Change” This button allows the
multiplier with this field to “fine-tune” throttle response, user to reset the last change made while in edit-
it is typically not adjusted. “Integral Gain Adj” (Field 18) ing mode back to the programmed parameter that was
and “Differential Gain Adj” (Field 20) are also used to last saved to permanent memory (NVRAM) in the
correct speed error. See speed error correction equa- ECU.
tion on page 3.05-11 under the description for
Field 15. 28 “Undo All Changes” This button allows the
user to reset all the programmable fields back to
22 “Forward Torque” This field allows the user to the programmed parameters that were last saved to
program the forward torque amount of load permanent memory (NVRAM) in the ECU.
coming. When the load coming signal goes high, and
after the forward delay timer has expired, the throttle 29 “Manual Actuator Calibration” This button
opens by the programmed torque percent. The for- allows the user to manually calibrate the throttle
ward torque can be programmed from 0 – 125%. actuator. To work correctly, the ESM system must
know the fully closed and fully open end points of
23 “Forward Delay” This field allows the user to throttle actuator movement. To establish the fully
program the forward delay timer of load coming. closed and fully open end points, the throttle actuator
When the load coming signal goes high, the forward must be calibrated. A manual calibration can be per-
delay must expire before the throttle opens to the pro- formed when the engine is not rotating and after
grammed torque percent. Units are in seconds. The postlube and the ESM system’s post-processing is
forward delay can be programmed from complete. If an emergency shutdown is active, a man-
0 – 60 seconds. ual calibration cannot be completed. See Section 3.10
ESP Programming “Actuator Calibration” for more
24 “Droop” This field allows the user to adjust the information.
percent of droop. Droop allows steady-state
speed to drop as load is applied. Droop is expressed
as a percentage of normal average speed. Droop can
be programmed from 0 – 5%.
25 “Start Editing” This button must be clicked

prior to editing programmable (dark blue) fields
in ESP. Clicking this button puts ESP in “editing
mode.” The user will not be able to enter new values if
ESP is not in editing mode. While in editing mode, the
button will read, “Stop Editing-Currently Editing.” When
the editing mode is off, the button will read “Start Edit-
ing.” See Section 3.10 ESP Programming “Basic Pro-
gramming In ESP” for more information.

[F5] IGNITION PANEL DESCRIPTION

The Ignition Panel displays engine speed, ignition timing for each cylinder, ignition status, and knock detection.
This panel also allows the user to make IPM-D adjustments by calibrating high spark, low spark, and no spark lim-
its. In addition, the WKI value is calibrated on the Ignition Panel.
1 2 3 4 5 6 7
8 9 10
11 12
Figure 3.05-8 Ignition Panel In ESP – Fields 1 Through 12

[F5] IGNITION PANEL DESCRIPTION – REFER TO FIGURE 3.05-8

1 “Left Bank Ignition Timing” This field displays 7 “Max Retard” This field alerts the user when
individual cylinder timing in degrees before top any cylinder’s timing has reached the maximum
dead center (° BTDC). retard in timing allowed. If any cylinder’s timing is at
maximum retard, the field is yellow and signals the
2 3 “Left Bank Spark Ref #” and “Right Bank user that YES a cylinder is at maximum retard. The
Spark Ref #” These fields display the spark user can determine which cylinder(s) are at maximum
reference number for each cylinder. The spark retard by looking for the lowest individual cylinder tim-
reference numbers can be used to represent spark ing displayed on the left of the screen. When none of
plug electrode wear (gap) and can be monitored (for the cylinders are at maximum retard, the field is gray
example, with MODBUS) and trended to predict the and signals the user that NO cylinders are at maxi-
time of spark plug failure. The spark reference number mum retard.
is an arbitrary number based on relative voltage
demand and is a feature of the IPM-D’s predictive 8 “Engine Speed” This field displays current
diagnostics capability. A gradual increase in the spark engine speed (rpm).
reference number is expected over time as the spark
plug wears. The closer to end of spark plug life, the 9 “Ignition” This field signals when the IPM-D is
faster the number will increase. If sufficient spark plug enabled and is ready to receive a signal from
wear is monitored, IPM-D raises the power level of the the ECU to fire each spark plug. During the time the
ignition coil to Level 2 (see description for “Ignition IPM-D is enabled, the field is green and signals the
Energy” field below). Once Level 2 energy is applied, user it is ON. During the time the ignition is disabled,
the spark reference number will decrease initially but the field is gray and signals the user it is OFF.
the Fault Log will indicate the cylinder number of the
spark plug that is wearing out. NOTE: When using 10 “Knocking” This field alerts the user that knock
MODBUS the cylinder number is in firing order. For is present when the cylinder timing is at maxi-
example, if cylinder #5 triggers an alarm for having a mum retard. When knock is sensed with at least one
worn-out spark plug, the user should check the spark cylinder, the field is yellow and signals the user that
plug of the 5th cylinder in the firing order. YES knock is present. The user can determine which
cylinder(s) is knocking by looking at the individual cyl-
4 “Right Bank Ignition Timing” This field dis- inder timings displayed on the left of the screen.
plays individual cylinder timing in degrees
before top dead center (° BTDC). 11 “User WKI in Use” This field indicates whether
the WKI (Waukesha Knock Index) value used
5 “Avg Intake Mnfld” This field displays the aver- by the ESM system is based on the user-defined value
age intake manifold pressure. Units are in-Hg programmed in “User WKI” (Field 19) or is remotely
absolute (kPa absolute). On a vee engine, the left and inputted to the ECU using a 4 – 20 mA optional user
right intake manifold pressure readings are averaged input. When the WKI value is programmed in ESP, the
together and displayed in this field. If one of the intake field indicates “User WKI in Use.” When the WKI value
manifold pressure sensors fails, the field displays only is being inputted in real time through the optional ana-
the reading from the working sensor. If both sensors log user input, the field indicates “Remote WKI in
fail, the field is unable to display the actual value and a Use.”
default value is displayed instead.
12 “User ESD” This field signals that an emer-
6 “Ignition Energy” This field indicates at what gency shutdown is in process based on a cus-
level of energy the IPM-D is firing the spark tomer input. During an emergency shutdown, the field
plugs: Level 1 (low/normal) or Level 2 (high). During is red and signals the user that an E-STOP (emer-
normal engine operation, the IPM-D fires at a Level 1 gency stop) is active. When E-STOP is displayed, the
ignition energy. The IPM-D fires at a Level 2 ignition engine cannot be restarted. When the engine is not in
energy on engine startup or as a result of spark plug an emergency shutdown mode, the field is gray and
wear. If the ignition energy is raised to Level 2 (except signals the user that the engine is ready to RUN.
on startup), an alarm is triggered to alert the operator.
The pink field will signal the user whether the ignition Field descriptions continued on next page...
level is LEVEL 1 or LEVEL 2.

[F5] IGNITION PANEL DESCRIPTION CONTINUED
13 15 17
14 16 18

[F5] IGNITION PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-9

13 14 “High Voltage Adj.” and “High Voltage programmed low voltage limit setting. The dark blue
Limit” These fields allow the user to view “Low Voltage Adj.” field allows the user to adjust the
and adjust the high voltage alarm limit setting. The actual setting by entering a value from -30 to +30.
high voltage limit is based on the spark reference When an adjustment is entered, the actual “Low Voltage
number. When a cylinder’s spark reference number Limit” is updated to reflect the adjustment. See
exceeds the high voltage limit, the ignition energy is Section 3.10 ESP Programming “IPM-D Programming”
raised to a Level 2 (high) ignition energy and an alarm for more information. NOTE: The “Low Voltage Limit”
is triggered. Based on a thorough trend analysis of the field has a defined range (min./max.) that can be pro-
spark reference numbers, the user may want to adjust grammed. If the user programs a positive or negative
the high voltage limit to fit the specific needs of the adjustment that exceeds this defined range, the “Low
engine. Improper use of this adjustment may limit the Voltage Limit” field will display the actual low voltage
effectiveness of IPM-D diagnostics. Programming the setting, even though the adjustment entered may calcu-
“High Voltage Adj.” to a positive number will delay late to be different. For example, if the default low volt-
triggering the high voltage limit alarm until the spark age limit is 100 but cannot exceed 120 for the engine (a
plugs are more worn. Likewise, reducing the “High factory setting), the “Low Voltage Limit” field will display
Voltage Adj.” will advance triggering the high voltage the actual low voltage setting. So if the user programs
limit alarm, allowing more time between when an an adjustment of +30 (which exceeds 120), “30” will
alarm is triggered and spark plug failure. The teal appear in the “Low Voltage Adj.” field and “120” will
“High Voltage Limit” field displays the actual appear in the “Low Voltage Limit” field. The same holds
programmed high voltage limit setting. The dark blue true for negative adjustments.
“High Voltage Adj.” field allows the user to adjust the
actual setting by entering a value from -30 to +30. 17 18 “No Spark Adj.” and “No Spark Limit” The
When an adjustment is entered, the actual “No Spark Adj.” and “No Spark Limit” fields
“High Voltage Limit” is updated to reflect the allow the user to view and adjust the no spark alarm
adjustment. See Section 3.10 ESP Programming limit setting. The no spark limit is based on the spark
“IPM-D Programming” for more information. reference number. When a cylinder’s spark reference
NOTE: The “High Voltage Limit” field has a defined number exceeds the no spark limit, an alarm is trig-
range (min./max.) that can be programmed. If the user gered, indicating that a spark plug is worn and must be
programs a positive or negative adjustment that replaced. Based on a thorough trend analysis of the
exceeds this defined range, the “High Voltage Limit” spark reference numbers, the user may want to adjust
field will display the actual high voltage setting, even the no spark limit to fit the specific needs of the
though the adjustment entered may calculate to be engine. Improper use of this adjustment may limit the
different. For example, if the default high voltage limit effectiveness of IPM-D diagnostics. Typically this limit
is 170 but cannot exceed 190 for the engine (a factory is not adjusted. The teal “No Spark Limit” field displays
setting), the “High Voltage Limit” field will display the the actual programmed no spark limit setting. The dark
actual high voltage setting. So if the user programs an blue “No Spark Adj.” field allows the user to adjust the
adjustment of +30 (which exceeds 190), “30” will actual setting by entering a value from -25 to +25.
appear in the “High Voltage Adj.” field and “190” will When an adjustment is entered, the actual “No Spark
appear in the “High Voltage Limit” field. The same Limit” is updated to reflect the adjustment. See
holds true for negative adjustments. Section 3.10 ESP Programming “IPM-D Program-
ming” for more information. NOTE: The “No Spark
15 16 “Low Voltage Adj.” and “Low Voltage Limit” field has a defined range (min./max.) that can
Limit” These fields allow the user to view and
adjust the low voltage alarm limit setting. The low volt-
be programmed. If the user programs a positive or
age limit is based on the spark reference number. When
negative adjustment that exceeds this defined range,
a cylinder’s spark reference number goes below the low
the “No Spark Limit” field will display the actual no
voltage limit, an alarm is triggered, identifying a low volt-
spark setting even though the adjustment entered may
age demand condition that may have resulted from a
calculate to be different. For example, if the default no
shorted coil or secondary lead; deposit buildup; or a
spark limit is 200 but cannot exceed 215 for the engine
failed spark plug (failure related to “balling” or shorting.)
(a factory setting), the “No Spark Limit” field will dis-
Based on a thorough trend analysis of the spark refer-
play the actual no spark setting. So if the user pro-
ence numbers, the user may want to adjust the low volt-
grams an adjustment of +25 (which exceeds 215), “25”
age limit to fit the specific needs of the engine. Improper
will appear in the “No Spark Adj.” field and “215” will
use of this adjustment may limit the effectiveness of
appear in the “No Spark Limit” field. The same holds
IPM-D diagnostics. Typically this limit is not adjusted.
true for negative adjustments.
The teal “Low Voltage Limit” field displays the actual Field descriptions continued on next page...

[F5] IGNITION PANEL DESCRIPTION CONTINUED
19 20
21 22 23
24

[F5] IGNITION PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-10

19 “User WKI” This field MUST be programmed 21 “Start Editing” This button must be clicked
by the user for proper engine operation. The prior to editing programmable (dark blue) fields
user must enter the WKI (Waukesha Knock Index) in ESP. Clicking this button puts ESP in “editing
value of the fuel. The WKI value is determined using a mode.” The user will not be able to enter new values if
Windows-based software program designed by ESP is not in editing mode. While in editing mode, the
Waukesha Engine that uses an index for calculating button will read, “Stop Editing-Currently Editing.” When
knock resistance of gaseous fuels. The WKI value the editing mode is off, the button will read “Start Edit-
must be based on the composition of a fuel sample ing.” See Section 3.10 ESP Programming “Basic Pro-
taken from the engine site and analyzed using the gramming In ESP” for more information.
Windows-based software program or as dictated on
a Special Application Approval (SAA). Contact your 22 “Save to ECU” This button is used to save pro-
local Distributor for more information. grammed values to NVRAM (permanent mem-
ory) in the ECU. Changes saved to permanent
20 “NOx” (For use on lean-burn engines only.) memory will not be lost if power to the ECU is
This field allows the user to set the desired NOx removed. See Section 3.10 ESP Programming “Sav-
emissions level (engine out at the exhaust stack) at ing To Permanent Memory” for more information.
which the engine will run. The field displays the NOTE: Programmed values not saved to permanent
programmed NOx level, not the actual level. Based on memory are stored in RAM (temporary memory).
the programmed NOx level, the ESM system will When values are in RAM, ESP can be closed and the
adjust ignition timing in an attempt to meet the PC disconnected from the ECU while keeping all
programmed NOx level. However, the actual NOx changes; however, changes will be lost if power to the
output of the engine will not always match the ECU is removed or when the engine is shut down.
programmed NOx level for several reasons. First, the
ESM system calculates NOx based on a combination 23 “Undo Last Change” This button allows the
of sensor readings logged by the ECU and user to reset the last change made while in edit-
Waukesha-calibrated values. Two examples of ing mode back to the programmed parameter that was
Waukesha-calibrated values are humidity and exhaust last saved to permanent memory (NVRAM) in the
oxygen since the ESM system does not measure ECU.
these variables. Also, the ESM system includes a
preprogrammed correction factor to allow for statistical 24 “Undo All Changes” This button allows the
variations with the engine. As a result, the engine in user to reset all the programmable fields back to
most cases will emit less NOx than the actual the programmed parameters that were last saved to
programmed NOx level. Units are in g/BHP-hr or permanent memory (NVRAM) in the ECU.
mg/m3 (n) @ 0° C, 101.25 kPa, 5% O2. The range that
NOx can be programmed varies with the engine
(L5794LT range is 1.5 – 5.0 g/BHP-hr). NOTE: To
correct for differences in the actual engine-out NOx
emissions and that of the programmed NOx level, the
user input should be adjusted in the appropriate
direction until the actual engine-out emissions meet
the user’s desired level (e.g., the NOx field may
require a value of 2.5 g/BHP-hr to achieve
2.0 g/BHP-hr NOx emissions at the exhaust stack).

[F6] AFR PRIMARY FUEL PANEL DESCRIPTION

The AFR Primary Fuel Panel is used to monitor AFR system performance. This panel will only be displayed on a
engine equipped with Waukesha factory installed air-fuel ratio control. The panel displays actual stepper position,
stepper position setpoints, stepper operating mode, oxygen and exhaust sensor status, and AFR operating mode
(automatic or manual). The user has the capability to change from automatic to manual mode and to adjust stepper
position using the arrow buttons.
1 2 3
13
4 5
6 14
9
7 8
10 12
11
Figure 3.05-11 AFR Primary Fuel Panel In ESP – Fields 1 Through 14

[F6] AFR PRIMARY FUEL PANEL DESCRIPTION – REFER TO FIGURE 3.05-11

1 “Start” This field signals when the engine is in displayed is the maximum stepper motor position at
its starting mode and the left bank stepper motor the engine’s current intake manifold pressure level.
is held at a user-defined start position programmed on
the [F8] AFR Setup Panel. When the engine is not in 9 “Check Box for Left Bank Manual Mode” This
start mode, the field is gray. field allows the user to change the AFR system
mode of operation on the engine’s left bank from auto-
2 “Automatic” This field signals that the ESM matic to manual mode. Normally the AFR system
AFR system is automatically controlling stepper operates in automatic mode; however, the user can
movement. When the AFR system is not in automatic click the check box changing the system to manual
control, the field is gray. mode. Manual mode allows the user to adjust stepper
position using the arrow buttons on the panel. When
3 “Manual” This field signals that the user has changed into manual mode, the AFR system does not
selected to be in manual mode. Manual mode perform any automatic stepper adjustments; it will only
allows the user to adjust stepper position using the move stepper position with user adjustment. Check
arrow buttons (<< < > >>). When in manual mode, the mark is ON; no check mark is OFF.
AFR system does not perform any automatic stepper
adjustments; it will only move stepper position with 10 “Primary Left Stepper Position” This field dis-
user adjustment. When the AFR system is not in plays the current position of the left bank step-
manual mode, the field is gray. per motor.
4 “Intake Mnfld” This field displays the engine’s 11 “Arrow Buttons” and “Home” The AFR sys-
left bank intake manifold pressure. Units are tem must be in manual mode for the user to use
in-Hg absolute (kPa absolute). If an intake manifold the left bank arrow buttons. The double arrow buttons
pressure sensor or wiring fault occurs, the status bar (<< >>) move the stepper motor up or down in 400-
beneath this field signals an alarm (turns yellow) and step increments. The single arrow buttons (< >) move
provides a message to fix the sensor or wiring. NOTE: the stepper motor up or down in 25-step increments.
When a sensor or wiring fault is detected, the field dis- The home button moves the stepper motor to the
plays a default value, not the actual value. home position and then back to the start position only
when the engine is not running. If the user clicks on
5 “Exhaust Temp” This field displays the the home button while the engine is running, an error
post-turbine, left bank, exhaust temperature. message appears.
Units are °F (°C). If an exhaust sensor or wiring fault
occurs, the status bar beneath this field signals an 12 “Oxygen Sensor” This field displays the volt-
alarm (turns yellow) and provides a message to fix the age of the left bank oxygen sensor. If an oxygen
sensor or wiring. NOTE: When a sensor or wiring fault sensor or wiring fault occurs, the status bar beneath
is detected, the field displays a default value, not the this field signals an alarm (turns yellow) and provides
actual value. a message to fix the sensor or wiring. NOTE: When a
sensor or wiring fault is detected, the field displays a
6 “Actual Lambda” This field displays actual default value, not the actual value.
Lambda. Lambda is equal to the amount of air
13 “Engine Speed” This field displays current
present relative to that of a stoichiometric mixture. For
engine speed (rpm).
example, a Lambda of 1.0000 is equal to an air/fuel
ratio of approximately 16:1. Slightly rich of stoichiome-
14 “Target Lambda” This field displays the target
try, or a Lambda of 0.995, is the typical setpoint of cat-
Lambda setpoint the AFR system is adjusting
alyst engines.
the stepper position to maintain. The target Lambda is
7 “Min Position” This field displays the minimum based on a Waukesha-calibrated value and a user off-
left bank stepper position that is programmed on set programmed on the [F8] AFR Setup Panel.
the [F8] AFR Setup Panel. The value displayed is the
minimum stepper motor position at the engine’s cur- Field descriptions continued on next page...
rent intake manifold pressure level.
8 “Max Position” This field displays the maxi-

mum left bank stepper position that is pro-
grammed on the [F8] AFR Setup Panel. The value

[F6] AFR PRIMARY FUEL PANEL DESCRIPTION CONTINUED
15 16 17
18 19
20
21
22 23
25
24
26

[F6] AFR PRIMARY FUEL PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-12
15 “Start” This field signals when the engine is in it will only move stepper position with user adjustment.
its starting mode and the right bank stepper Check mark is ON; no check mark is OFF.
motor is held at a user-defined start position pro-
22 “Min Position” This field displays the minimum
grammed on the [F8] AFR Setup Panel. When the
right bank stepper position that is programmed
engine is not in start mode, the field is gray.
on the [F8] AFR Setup Panel. The value displayed is
the minimum stepper motor position at the engine’s
16 “Automatic” This field signals that the ESM
current intake manifold pressure level.
AFR system is automatically controlling stepper
movement. When the AFR system is not in automatic
23 “Max Position” This field displays the maxi-
control, the field is gray.
mum right bank stepper position that is pro-
grammed on the [F8] AFR Setup Panel. The value
17 “Manual” This field signals that the user has
displayed is the maximum stepper motor position at
selected to be in manual mode. Manual mode
the engine’s current intake manifold pressure level.
allows the user to adjust stepper position using the
arrow buttons (<< < > >>). When in manual mode, the
24 “Oxygen Sensor” This field displays the volt-
AFR system does not perform any automatic stepper
age of the right bank oxygen sensor. If an oxy-
adjustments; it will only move stepper position with
gen sensor or wiring fault occurs, the status bar
user adjustment. When the AFR system is not in
beneath this field signals an alarm (turns yellow) and
manual mode, the field is gray.
provides the user a message to fix the sensor or wir-
ing. NOTE: When a sensor or wiring fault is detected,
18 “Exhaust Temp” This field displays the
the field displays a default value, not the actual value.
post-turbine, right bank, exhaust temperature.
Units are °F (°C). If an exhaust sensor or wiring fault 25 “Primary Right Stepper Position” This field
occurs, the status bar beneath this field signals an displays the current position of the right bank
alarm (turns yellow) and provides the user a message stepper motor.
to fix the sensor or wiring. NOTE: When a sensor or
wiring fault is detected, the field displays a default 26 “Arrow Buttons” and “Home” The AFR sys-
value, not the actual value. tem must be in manual mode for the user to use
the right bank arrow buttons. The double arrow but-
19 “Intake Mnfld” This field displays the engine’s
tons (<< >>) move the stepper motor up or down in
right bank intake manifold pressure. Units are
400-step increments. The single arrow buttons (< >)
in-Hg absolute (kPa absolute). If an intake manifold
move the stepper motor up or down in 25-step incre-
pressure sensor or wiring fault occurs, the status bar
ments. The home button moves the stepper motor to
beneath this field signals an alarm (turns yellow) and
the home position and then back to the start position
provides the user a message to fix the sensor or wir-
only when the engine is not running. If the user clicks
ing. NOTE: When a sensor or wiring fault is detected,
on the home button while the engine is running, an
the field displays a default value, not the actual value.
error message appears.
20 “Actual Lambda” This field displays actual

alyst engines.
21 “Check Box For Right Bank Manual Mode”

This field allows the user to change the AFR
system mode of operation on the engine’s right bank
from automatic to manual mode. Normally the AFR
system operates in automatic mode; however, the
user can click the check box changing the system to
manual mode. Manual mode allows the user to adjust
stepper position using the arrow buttons on the panel.
When changed into manual mode, the AFR system
does not perform any automatic stepper adjustments;

[F6] AFR PRIMARY FUEL PANEL DESCRIPTION CONTINUED
27 28 29
30

[F6] AFR PRIMARY FUEL PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-13
27 “Stop Editing – Currently Editing” This but-
ton must be clicked prior to editing programma-
ble (dark blue) fields in ESP. Clicking this button puts
ESP in “editing mode.” The user will not be able to
enter new values if ESP is not in editing mode. While
in editing mode, the button will read, “Stop Editing-Cur-
rently Editing.” When the editing mode is off, the but-
ton will read “Start Editing.” See Section 3.10 ESP
Programming “Basic Programming In ESP” for more
information.
28 “Save to ECU” This button is used to save pro-

grammed values to NVRAM (permanent mem-
memory will not be lost if power to the ECU is
removed. See Section 3.10 ESP Programming “Sav-
ing To Permanent Memory” for more information.
NOTE: Programmed values not saved to permanent
memory are stored in RAM (temporary memory).
When values are in RAM, ESP can be closed and the
changes; however, changes will be lost if power to the
ECU is removed or when the engine is shut down.
29 “Undo Last Change” This button allows the

user to reset the last change made while in
editing mode back to the programmed parameter that
was last saved to permanent memory (NVRAM) in the
ECU.
30 “Undo All Changes” This button allows the

the programmed parameters that were last saved to
permanent memory (NVRAM) in the ECU.

[F8] AFR SETUP PANEL DESCRIPTION

The AFR Setup Panel is used to program and fine-tune the AFR system. This panel will only be displayed on a
engine equipped with Waukesha factory installed air-fuel ratio control. This panel displays intake manifold pres-
sure, oxygen sensor voltage, oxygen target voltage, and actual stepper position. This panel also is used to calibrate
the oxygen target voltage offset, the minimum/maximum stepper positions, and the start (or home) position. The
user has the capability to change from automatic to manual mode and to adjust stepper position using the arrow
buttons.
2
1 3
4 5 11
6 7 12
8 10 13
Figure 3.05-14 AFR Setup Panel In ESP – Fields 1 Through 13

[F8] AFR SETUP PANEL DESCRIPTION – REFER TO FIGURE 3.05-14

1 “Engine Speed” This field displays current 8 “Primary Left Stepper Position” This field dis-
engine speed (rpm). plays the current position of the left bank step-
per motor.
2 “Dither Steps” This field allows the user to pro-
gram dither steps that allow the AFR system to 9 “Arrow Buttons” and “Home” The AFR sys-
oscillate around the stepper’s normal movements plus tem must be in manual mode for the user to use
or minus a user programmed number of steps (0 = the left bank arrow buttons. The double arrow buttons
OFF; 8 = ±8 steps; 12 = ±12 steps; 16 = ±16 steps; (<< >>) move the stepper motor up or down in
20 = ±20 steps). 400-step increments. The single arrow buttons (< >)
move the stepper motor up or down in 25-step incre-
3 “Target Lambda” This field displays the target
ments. The home button moves the stepper motor to
Lambda setpoint the AFR system is adjusting
the home position and then back to the start position
stepper position to maintain. The target Lambda is
only when the engine is not running. If the user clicks
based on a Waukesha-calibrated value and a user off-
on the home button while the engine is running, an
set programmed in Field 12.
error message appears.
4 “Intake Mnfld LB” This field displays the
engine’s intake manifold pressure. Units are 10 “Start Position Left” This field displays the cur-
in-Hg absolute (kPa absolute). If an intake manifold rent position of the left bank stepper motor.
pressure sensor or wiring fault occurs, the status bar
beneath this field signals an alarm (turns yellow) and 11 “Gain Adjust” This field allows the user to pro-
provides a message to fix the sensor or wiring. NOTE: gram the speed that the stepper motor reaches
When a sensor or wiring fault is detected, the field dis- its setpoint. The range of adjustment is listed at the
plays a default value, not the actual value. bottom of the programming table. The user can pro-
gram the gain with this field to fine-tune both steady-
5 “Check Box for Left Bank Manual Mode” This state and transient AFR performance.
field allows the user to change the AFR system
12 “Oxygen Target Lambda Offset” This field
mode of operation of the engine’s left bank from auto-
allows the user to program an offset to the
matic to manual mode. Normally the AFR system
Waukesha-calibrated target Lambda. By clicking on
operates in automatic mode; however, the user can
the “Edit…” button, a programming table is opened.
click the check box, changing the system to manual
The user programs an offset based on intake manifold
mode. Manual mode allows the user to adjust stepper
pressure by subtracting or adding a slight Lambda
position using the arrow buttons (<< < > >>). When
amount. The range of adjustment is listed at the bot-
changed into manual mode, the AFR system will not
tom of the programming table. The user can program
make automatic stepper adjustments; it will only move
an offset with this field to fine-tune AFR performance.
stepper position with user adjustment. Check mark is
ON; no check mark is OFF.
13 “Stepper Position Edit Min/Max” This field
allows the user to program minimum and maxi-
6 “Actual Lambda” This field displays actual
mum stepper positions at various levels of intake man-
ifold pressure. By clicking on the “Max…” or “Min…”
buttons, a programming table is opened. The AFR sys-
tem adjusts the stepper motor between two program-
mable limits to maintain the oxygen sensor voltage.
The minimum and maximum positions, which define
alyst engines.
the stepper motor adjustment range, are determined
7 “Left Bank Stepper Motor Setup” This field by establishing an air/fuel ratio curve. By defining the
allows the user to program the correct left bank stepper motor adjustment range, the user can main-
stepper motor for their engine. The length of the step- tain stable engine operation and set limits for trouble-
per motor shaft must be programmed so the AFR sys- shooting or indication of sensor wear.
tem knows the stepper motor range. The number of
steps is dependent on engine configuration and fuel Field descriptions continued on next page...
regulator model. The short shaft stepper has
5,800 steps (GSI engines); the long shaft stepper has
20,000 steps (GSID engines). This field will be set at
the factory but can be reprogrammed by the user.

[F8] AFR SETUP PANEL DESCRIPTION CONTINUED
14 15
16 17
18 19
20
21 22 23
24
Figure 3.05-15 AFR Setup Panel In ESP – Fields 14 Through 24

[F8] AFR SETUP PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-15

14 “Check Box for Right Bank Manual Mode” 20 “Arrow Buttons” and “Home” The AFR sys-
This field allows the user to change the AFR tem must be in manual mode for the user to use
system mode of operation of the engine’s right bank the right bank arrow buttons. The double arrow but-
from automatic to manual mode. Normally the AFR tons (<< >>) move the stepper motor up or down in
system operates in automatic mode; however, the 400-step increments. The single arrow buttons (< >)
user can click the check box, changing the system to move the stepper motor up or down in 25-step incre-
manual mode. Manual mode allows the user to adjust ments. The home button moves the stepper motor to
stepper position using the arrow buttons (<< < > >>). the home position and then back to the start position
When changed into manual mode, the AFR system only when the engine is not running. If the user clicks
will not make automatic stepper adjustments; it will on the home button while the engine is running, an
only move stepper position with user adjustment. error message appears.
Check mark is ON; no check mark is OFF.
21 “Start Editing – Currently Editing” This button
15 “Intake Mnfld RB” This field displays the must be clicked prior to editing programmable
engine’s intake manifold pressure. Units are (dark blue) fields in ESP. Clicking this button puts ESP
in-Hg absolute (kPa absolute). If an intake manifold in “editing mode.” The user will not be able to enter
pressure sensor or wiring fault occurs, the status bar new values if ESP is not in editing mode. While in edit-
beneath this field signals an alarm (turns yellow) and ing mode, the button will read, “Stop Editing-Currently
provides a message to fix the sensor or wiring. NOTE: Editing.” When the editing mode is off, the button will
When a sensor or wiring fault is detected, the field dis- read “Start Editing.” See Section 3.10 ESP Program-
plays a default value, not the actual value. ming “Basic Programming In ESP” for more informa-
tion.
16 “Right Bank Stepper Motor Setup” This field
allows the user to program the correct right 22 “Save to ECU” This button is used to save pro-
bank stepper motor for their engine. The length of the grammed values to NVRAM (permanent mem-
stepper motor shaft must be programmed so the AFR ory) in the ECU. Changes saved to permanent
system knows the stepper motor range. The number of memory will not be lost if power to the ECU is
steps is dependent on engine configuration and fuel removed. See Section 3.10 ESP Programming “Sav-
regulator model. The short shaft stepper has ing To Permanent Memory” for more information.
5,800 steps (GSI engines); the long shaft stepper has NOTE: Programmed values not saved to permanent
20,000 steps (GSID engines). This field will be set at memory are stored in RAM (temporary memory).
the factory but can be reprogrammed by the user. When values are in RAM, ESP can be closed and the
17 “Actual Lambda” This field displays actual changes; however, changes will be lost if power to the
lambda. Lambda is equal to the amount of air ECU is removed or when the engine is shut down.
example, a Lambda of 1.0000 is equal to an air/fuel 23 “Undo Last Change” This button allows the
ratio of approximately 16:1. Slightly rich of user to reset the last change made while in edit-
stoichiometry, or a lambda of 0.995, is the typical ing mode back to the programmed parameter that was
setpoint of catalyst engines. last saved to permanent memory (NVRAM) in the
ECU.
18 “Start Position Right” This field displays the
current position of the right bank stepper motor. 24 “Undo All Changes” This button allows the
19 “Primary Right Stepper Position” This field the programmed parameters that were last saved to
displays the current position of the right bank permanent memory (NVRAM) in the ECU.
stepper motor.

[F10] STATUS PANEL DESCRIPTION

The Status Panel displays the number of faults occurring in the system, engine speed, engine hours, and other
fault signals. This panel also makes it possible to view a log of all the current and historical faults.
1 2 3 4 5
6 7 8 9 10
Figure 3.05-16 Status Panel In ESP – Fields 1 Through 10

[F10] STATUS PANEL DESCRIPTION – REFER TO FIGURE 3.05-16

1 “View Faults” This button allows the user to 6 “User ESD” This field signals that an emer-
view the Fault Log. See “Fault Log Description” gency shutdown is in process based on a cus-
on page 3.05-38 for more information. tomer input. During an emergency shutdown, the field
is red and signals the user that an E-STOP (emer-
2 “Reset Status LEDs” This button allows the gency stop) is active. When E-STOP is displayed, the
user to reset the status LEDs on the ECU. engine cannot be restarted. When the engine is not in
When an ESM system fault is corrected, the fault dis- an emergency shutdown mode, the field is gray and
appears from the ESM ESP active fault log and the signals the user that the engine is ready to RUN.
ESP screens will no longer indicate an alarm; how-
ever, the yellow and/or red Status LED(s) on the ECU 7 “User RUN/STOP” This field signals that a nor-
will remain flashing the fault code(s) even after the mal shutdown is in process based on customer
fault(s) is cleared. The code will continue to flash on input. During a normal shutdown, the field is red and
the ECU until one of two things happens: (1) the signals the user that the engine will STOP. When
LED(s) are reset using ESP or (2) the engine is STOP is displayed, the engine cannot be restarted.
restarted. See Section 3.10 ESP Programming “Reset When the engine is not in a shutdown mode, the field
Status LEDs On ECU” for more information. is gray and signals the user that the engine is ready to
RUN.
3 “Manual Actuator Calibration” This button
allows the user to manually calibrate the throttle 8 “System” This field alerts the user when the
actuator. To work correctly, the ESM system must ESM system activates a shutdown. During an
know the fully closed and fully open end points of ESM system shutdown, the field is red and signals the
throttle actuator movement. To establish the fully user that an E-SHUTDOWN is active. When this field
closed and fully open end points, the throttle actuator indicates E-SHUTDOWN, a 24 VDC signal to the cus-
must be calibrated. A manual calibration can be tomer (through the Customer Interface Harness) is
performed when the engine is not rotating and after provided. When the engine is not in an emergency
postlube and the ESM system’s post-processing is shutdown mode, the field is gray and signals the user
complete. If an emergency shutdown is active, no that the engine is OK.
programming can be completed. See Section 3.10
ESP Programming “Actuator Calibration” for more 9 “Engine Alarm” This field signals that an ESM
information. system engine alarm is active. During an active
alarm, the field is yellow and signals the user that an
4 “Change Units” This button allows the user to ALARM is active. When this field indicates an alarm, a
change all the ESP panel fields to display in 24 VDC signal to the customer (through the Customer
either U.S. units or in Metric measurement units. See Interface Harness) is provided. During the time when
Section 3.10 ESP Programming “Changing Units – no alarms are present, the field is gray and signals the
U.S. Or Metric” for more information. user that the system is OK.
5 “Security Header” This button allows the user 10 “Engine Start” This field indicates system
to view the serial number(s) and calibration readiness to start. If there is no ESM system
number of the ECU and engine. This information is related reason not to start the engine, the field is gray
provided to verify that the ECU is calibrated correctly and signals the user that the engine is OK to start. If
for the engine on which it is installed. there is anything preventing the engine from starting,
the field is red and signals the user NO START is pos-
sible.

[F10] STATUS PANEL DESCRIPTION CONTINUED
11
12 13 14 15 16
17 18 19 20 21

[F10] STATUS PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-17

11 “Active Faults” This field indicates the total 16 “Engine Knocking” This field alerts the user
number of active faults as determined by the when knock is present in a cylinder. When
ESM system. View the fault log for detailed listing of knock is sensed with at least one cylinder, the field is
active faults. See “Fault Log Description” on yellow and signals the user that YES knock is present.
page 3.05-38 for more information. The user can determine which cylinder(s) is knocking
by looking at the individual cylinder timings displayed
12 “Ignition” This field signals when the IPM-D is on the [F5] Ignition Panel. If no knock is present, the
enabled and is ready to receive a signal from field is gray and signals the user that NO knock is
the ECU to fire each spark plug. During the time the present.
IPM-D is enabled, the field is green and signals the
user that the IPM-D is ON. During the time the ignition 17 “ECU Temp” This field displays the internal
is disabled, the field is gray and signals the user that temperature of the ECU. Units are ° F (° C). If
the IPM-D is OFF. the ECU temperature is too high, the status bar
beneath the field is yellow and signals the user that the
13 “Ignition Energy” This field indicates at what ECU temperature is HIGH. ALM455 becomes active if
level of energy the IPM-D is firing the spark the ECU temperature increases beyond the maximum
plugs: Level 1 (low/normal) or Level 2 (high). During recommended operating temperature.
normal engine operation, the IPM-D fires at a Level 1
ignition energy. The IPM-D fires at a Level 2 ignition 18 “Battery Voltage” This field displays the cur-
energy on engine startup or as a result of spark plug rent battery voltage. If the battery voltage goes
wear. If the ignition energy is raised to Level 2 (except below 21 VDC, the status bar beneath the field is yel-
on startup), an alarm is triggered to alert the operator. low and signals the user that the voltage is TOO LOW.
The pink field will signal the user whether the ignition Some action must be taken to prevent possible further
level is LEVEL 1 or LEVEL 2. power loss below 18 VDC or the engine will shut
down. ALM454 becomes active if the battery voltage
14 “Ignition” This field alerts the user when the remains below 21 VDC for longer than 30 seconds.
IPM-D is sending a signal to the ECU that indi- ESP does not display the actual voltage if it falls out-
cates that one or both of the E-Stop (emergency stop) side the acceptable range (acceptable range:
buttons on the side of the engine is depressed, or it 21 – 32 volts). For example, if actual voltage is
indicates the IPM-D is not receiving 24 volts, or it indi- 19.4 volts, ESP displays 21 volts on the Status Panel.
cates the IPM-D is not working correctly. When one of
these conditions exists, the field is yellow and signals 19 “ECU Hours” This field displays the number of
the user that an ignition ALARM exists. If the IPM-D hours the engine has been running with the cur-
signal to the ECU is good, the field is gray and signals rent ECU installed.
the user that it is OK.
20 “Cal Loaded” This field should always be
15 “Max Retard” This field alerts the user when green and signal OK. If the field is red and sig-
any cylinder’s timing has reached the maximum nals NO calibration loaded, contact your local Wauke-
retard in timing allowed. If any cylinder is at maximum sha Distributor for technical support.
retard, the field is yellow and signals the user that YES
at least one cylinder has reached the maximum retard 21 “Faults Loaded” This field should always be
in timing allowed. The user can determine which cylin- green and signal the user it is OK. If the field is
der(s) is at maximum retard by looking for the lowest red and signals the user that NO faults are loaded,
individual cylinder timing displayed on the [F5] Ignition contact your local Waukesha Distributor for technical
Panel. When none of the cylinders are at maximum support.
retard, the field is gray and signals the user that NO
cylinders are at maximum retard. Field descriptions continued on next page...

[F10] STATUS PANEL DESCRIPTION CONTINUED
22
23 24 25 26 27 28

[F10] STATUS PANEL DESCRIPTION CONTINUED – REFER TO FIGURE 3.05-18

22 “Stats Loaded” This field should always be 26 “Idle” This field indicates whether low idle rpm
green and signal the user it is OK. If the field is or high idle rpm is active. Low or high idle rpm is
red and signals the user that NO statistics are loaded, determined by a customer digital input. When the input
contact your local Waukesha Distributor for technical is low (< 3.3 volts), LOW IDLE is displayed in the pink
support. field. When the input is high (8.6 – 36 volts),
HIGH IDLE is displayed.
23 “Engine Speed” This field displays current
engine speed (rpm). 27 “Alternate Dynamics” This field signals when
the Alternate Governor Dynamics digital input is
24 “Eng Setpoint” This field displays the engine high (8.6 – 36 volts) or low (< 3.3 volts). Alternate
speed (rpm) setpoint. The engine speed set- dynamics or synchronizer mode is used to rapidly syn-
point is determined by a customer input, not internal chronize an engine to the electric power grid by using
calibrations. cylinder timing to maintain constant engine speed.
During the time the alternate dynamics input is high,
25 “Remote RPM” This field signals when the the field is green and signals the user it is ON. During
remote rpm is ON or OFF. Remote rpm is deter- the time the alternate dynamics input is low, the field is
mined by a customer digital input. When the input is gray and signals the user it is OFF.
high (8.6 – 36 volts), remote rpm is active. During the
time the remote rpm input is high, the field is green 28 “Main Fuel” This field signals when the main
and signals the user it is ON. During the time the fuel valve is engaged by the ECU. During the
remote rpm input is low (< 3.3 volts), the field is gray time the main fuel valve is engaged, the field is green
and signals the user it is OFF. and signals the user it is ON. During the time the main
fuel valve is disengaged, the field is gray and signals
the user it is OFF.

[F11] ADVANCED PANEL DESCRIPTION

The Advanced Panel is used to program MODBUS settings and send updated calibration information to the ECU.
1 2 3 4 5
6 7 8
Figure 3.05-19 Advanced Panel In ESP – Fields 1 Through 8

[F11] ADVANCED PANEL DESCRIPTION – REFER TO FIGURE 3.05-19

1 “Baud Rate” This field allows the user to pro- 5 “Send Calibration to ECU” This button is used
gram MODBUS baud rate to 1200, 2400, to send a calibration file to the ECU.
9600, or 19,200 bps (bits per second). See
Section 3.10 ESP Programming “Programming Baud 6 “Check Box if Waukesha Alternator is
Rate – MODBUS‚ Applications” for more information. Installed” This check box must be checked if a
Waukesha Engine alternator with the Alternator Moni-
2 “Slave ID” This field allows the user to program tor Harness is installed on the engine to properly diag-
a unique identification number for each ECU (up nose and signal an alarm if an alternator problem
to 32) on a multi-ECU networked site. The identifica- occurs. If the check box is not checked and a Wauke-
tion number that can be programmed can range from sha alternator is installed, no alarm will be triggered
1 – 247. By programming an identification number, the when an alternator problem occurs. If the box is
user can communicate to a specific ECU through checked and the engine does not have a Waukesha
MODBUS using a single MODBUS master when alternator, an alarm will be generated all the time.
multiple ECUs are networked together. See
Section 3.10 ESP Programming “Programming ECU 7 8 “Start Logging All” and “Stop Logging
Identification Number” for more information. All” These buttons are used to log all active
system parameters during a user-determined period of
3 “Start Editing” This button must be clicked time. The file that is saved is a binary file (extension
prior to editing programmable (dark blue) fields .ACLOG) that must be extracted into a usable file for-
in ESP. Clicking this button puts ESP in “editing mat. Using the Log File Processor program installed
mode.” The user will not be able to enter new values if with ESP, the binary file is converted into a Microsoft
ESP is not in editing mode. While in editing mode, the Excel-readable file (.TSV) or a text file (.TXT). Once
button will read, “Stop Editing-Currently Editing.” When the data is readable as a .TSV or .TXT file, the user
the editing mode is off, the button will read “Start Edit- can review, chart, and/or trend the data logged as
ing.” See Section 3.10 ESP Programming “Basic Pro- desired. See Section 3.10 ESP Programming “Log-
gramming In ESP” for more information. ging System Parameters” for more information.
4 “Save to ECU” This button is used to save pro-

grammed values to NVRAM (permanent mem-
memory will not be lost if power to the ECU is
removed. See Section 3.10 ESP Programming “Sav-
ing To Permanent Memory” for more information.
NOTE: Programmed values not saved to permanent
memory are stored in RAM (temporary memory).
When values are in RAM, ESP can be closed and the
changes; however, changes will be lost if power to the
ECU is removed or when the engine is shut down.

FAULT LOG DESCRIPTION fault occurred in the lifetime of the ECU. All the fault
information is resettable except for the total number of
One method of obtaining diagnostic information is by times the fault occurred during the lifetime of the ECU.
viewing the Fault Log in ESP. ESP displays the data
provided by the ECU. The Fault Log can be displayed The faults listed in the Fault Log can be sorted by click-
either to list only the active faults or to list the history of ing on a column name. For example, clicking on “Fault”
all the faults that occurred in the lifetime of the ECU. will sort alarms/shutdowns in numerical order based
on the fault code. Clicking on “First Occurrence” will
The Fault Log displays the name of the fault, the first sort alarms/shutdowns in order of occurrence.
time the fault occurred since the fault was reset (in
ECU hours:minutes:seconds), the last time the fault As an additional aid in troubleshooting, double-clicking
occurred since reset, the number of times the fault a fault listed in the Fault Log will open E-Help directly
occurred since reset, and the total number of times the to the troubleshooting information for that fault.
1 2 3 4 5
This is the only “active” fault listed in the Fault Log. The alarm condition is
indicated on the [F10] Status Panel and with flashing LEDs on the ECU. To
troubleshoot this alarm, the user would double-click the fault description.
6 7 8 9 10 11 12
Figure 3.05-20 Fault Log in ESP – Fields 1 Through 12

FAULT LOG DESCRIPTION – REFER TO FIGURE 3.05-20

1 “Fault” This field displays the fault code and 8 “Reset Selected Fault” This button allows the
description for the alarm or shutdown condition user to reset Fields 2, 3, and 4 back to zero of
that exists. Alarm codes in ESP are identified with the the selected (or highlighted) fault listed in the log.
letters “ALM” preceding the alarm code. Emergency
shutdown codes are identified with the letters “ESD” 9 “Fault Help” This button allows the user to
preceding the shutdown code. Double-clicking a fault open E-Help.
listed in the Fault Log will open E-Help directly to the
troubleshooting information for that fault. 10 “Refresh” This button allows the user to update
or refresh the Fault Log. When the Fault Log is
2 “First Occurrence” This field displays the first open, the information is not automatically refreshed.
time the fault listed occurred since the fault was For example, if the Fault Log is displayed on screen,
reset (in ECU hours:minutes:seconds). This field is and a fault is corrected, the Fault Log will not refresh
resettable. itself to reflect the change in active faults. The user
must refresh the Fault Log to view the updated
3 “Last Occurrence” This field displays the last information.
time the fault listed occurred since the fault was
reset (in ECU hours:minutes:seconds). This field is 11 “Copy To Clipboard” This button allows the
resettable. user to copy to the PC’s clipboard the Fault Log
information. The information can then be pasted as
4 “Total Since Reset” This field displays the text in Microsoft Word or another word processing
number of times the fault occurred since the program. See Section 3.10 ESP Programming “Copy-
fault was reset. This field is resettable. ing Fault Log Information To The Clipboard” for more
information.
5 “Lifetime Total” This field displays the total
number of times the fault occurred in the lifetime 12 “Close” This button closes the Fault Log.
of the ECU. This field is not resettable.
6 7 “List Active Faults” and “Total Fault

History” These buttons allow the user to
view either the active fault listing or the total fault
history. The Active Fault Log only lists active faults
indicated by flashing Status LEDs and alarm fields on
the ESP panels. The Total Fault History lists all the
faults that occurred in the lifetime of the ECU.


SECTION 3.10
ESP PROGRAMMING
INTRODUCTION TO ESP PROGRAMMING Connecting PC To ECU ..........................page 3.10-3

Provides the steps necessary to connect the PC to the
This section, Section 3.10 ESP Programming, pro- ECU using an RS-232 serial cable supplied by Wauke-
vides the steps necessary to program the ESM system sha Engine.
using ESP. Very little programming is required. In fact,
to operate an engine with the ESM system installed, Starting ESP ............................................page 3.10-3
only two values must be programmed in ESP: the WKI Provides the steps necessary to start the ESP pro-
value and Load Inertia. Other programmable fields, gram on the PC.
however, may be programmed to set user preferences Basic Programming In ESP ...................page 3.10-4
and to fine-tune engine operation. Provides general instructions on how to edit any pro-
Six ESP panels have user programmable (dark blue) grammable (dark blue) field in ESP.
fields: [F3] Start-Stop Panel, [F4] Governor Panel, Saving To Permanent Memory...............page 3.10-5
[F5] Ignition Panel, [F6] AFR Primary Fuel Panel, Provides the steps necessary for saving edited values
[F8] AFR Setup Panel, and [F11] Advanced Panel. to permanent memory (NVRAM) in the ECU.
The other panels provide system readings (tempera-
ture/pressure) and operating status. Programming WKI Value......................page 3.10-6
Provides the steps necessary to program the WKI
If this is the initial startup of the ESM system on your value. The WKI value must be programmed correctly
engine, complete ALL the procedures provided in this for proper engine operation.
section. If the engine has been operating with the ESM
system, it may be necessary only to complete applica- Programming Load Inertia .....................page 3.10-7
ble subsections of the provided programming instruc- Provides the steps necessary to program the rotating
tions. moment of inertia (load inertia). Load inertia must be
programmed correctly for proper engine operation.
OUTLINE OF SECTION 3.10
Programming Air-Fuel Ratio..................page 3.10-9
An outline with a description of the subsections Provides the steps necessary to program the basic
included in Section 3.10 is provided below. air-fuel ratio setup. The air-fuel ratio must be pro-
grammed correctly for proper engine operation.
Steps To Be Completed On Initial Engine Startup
..................................................................page 3.10-2 Actuator Calibration ............................. page 3.10-11
Provides an overview of the steps needed to be com- Provides the steps necessary to calibrate the throttle
pleted on initial engine startup. actuator either automatically or manually.
Preprogramming Steps ..........................page 3.10-2 Governor Programming .......................page 3.10-13
Provides the initial checks that must be made Provides information on the ESM speed governing
BEFORE applying power to the ESM system and system for fixed speed applications, variable speed
starting the engine. applications, Feedforward Control, and Synchronizer
Control.
Installing ESP To Hard Drive..................page 3.10-3
Provides the steps necessary to install the ESP soft- IPM-D Programming .............................page 3.10-15
ware and associated workspace files to the user’s hard Provides information on fine-tuning ESM IPM-D pre-
drive. dictive diagnostics.

ESP PROGRAMMING
Programming NOx Level – Lean Burn Engine 2. Install ESP and related workspace files to the hard
Applications Only ................................. page 3.10-18 drive.
Provides the steps necessary to program the NOx
3. Apply power to the ESM system.
level. (For use with lean burn engines only.)
4. Connect your PC to the ECU and start ESP.
Changing Units – U.S. Or Metric ......... page 3.10-19
Provides the steps necessary to change all the ESP 5. Go through each ESP panel. Determine what
panel fields to display in either U.S. or Metric mea- fields need to be programmed based on user prefer-
surement units. ence and engine performance (such as pre-postlube,
high/low idle).
Reset Status LEDs On ECU ................. page 3.10-19
Provides the steps necessary to reset the status LEDs 6. Be sure to program the following fields (these
on the ECU. fields must be programmed):
Copying Fault Log Information To The Clipboard • “Load Inertia” field on the [F4] Governor Panel
............................................................... page 3.10-20
• “User WKI” field on the [F5] Ignition Panel
Provides the steps necessary to copy to the PC’s clip-
board information from the Fault Log that can be • Rich and lean limits on the [F8] AFR Setup Panel
pasted in Microsoft Word or another word processing (AFR equipped engines).
program.
NOTE: If you are using ESP version E1.3b, the WKI
Taking Screen Captures Of ESP Panels field is on the [F3] Start-Stop Panel.
............................................................... page 3.10-20
7. Save values to permanent memory.
Provides the steps necessary to take a screen capture
of an ESP panel that can be saved and printed in 8. Perform a manual calibration of the throttle actua-
Microsoft Word or another word processing program. tor.
Logging System Parameters............... page 3.10-21 9. Start engine.
Provides the steps necessary to log system parame-
10. Observe engine performance. Make changes as
ters that can be read in Microsoft Word or Excel.
necessary.
Programming Baud Rate ..................... page 3.10-24
11. Save all changes to permanent memory.
Provides the steps necessary to program the baud
rate when using MODBUS. PREPROGRAMMING STEPS
Programming ECU Identification Number Before applying power to the ESM system and with the
............................................................... page 3.10-24 engine shut down:
Provides the steps necessary to program an identifica-
tion number to an ECU when using MODBUS. 1. Review Section 3.00 Introduction To ESP for PC
requirements, ESP program description, and saving
Programming Remote ECU For Off-Site Personnel information.
............................................................... page 3.10-25
Provides the steps necessary to program an identifica- 2. Review Section 3.05 ESP Panel Descriptions for a
tion number to a remote ECU for off-site personnel. detailed explanation of each of the panels in ESP.
Using A Modem .................................... page 3.10-28

Provides the steps necessary to (1) connect the PC to WARNING
the ECU via a modem and (2) start ESP using the Do not install, set up, maintain, or operate any
modem access option. electrical components unless you are a technically
qualified individual who is familiar with the electri-
STEPS TO BE COMPLETED ON INITIAL
cal elements involved. Electrical shock can cause
ENGINE STARTUP severe personal injury or death.
Below is a general overview of the steps needed to be
completed on initial engine startup. By completing the 3. Visually inspect the ESM system installation to be
procedures in this section, you will have completed the sure that all wiring conforms to the requirements of
steps listed below. this manual, local codes, and regulatory bodies. Refer
to Section 2.00, Section 2.05, and Section 2.10 for wir-
1. Complete the initial checks in “Preprogramming ing and power specifications.
Steps” before applying power to the ESM system and
starting the engine. 4. Apply power to the ESM system.

ESP PROGRAMMING
5. Using a digital voltmeter, measure the voltage Table 3.10-1 ESP Desktop Icons
between the power terminals in the Power Distribution
DESCRIPTION ICON
Box. Verify that the power supply voltage is within the
specification provided in Section 2.00 Power Require- ESP Modem Access Icon: Double-clicking this icon
opens a version of ESP that allows use of ESP with
ments. a modem and requires modem cables for use (See
“Using A Modem” on page 3.10-28).
INSTALLING ESP TO HARD DRIVE
Log File Processor Icon: Double-clicking this icon
The ESM ESP CD contains an installation program to opens a program that converts ESP log files into a
file format read by Microsoft Excel (See “Logging
automatically load ESP on the hard drive of your PC. System Parameters” on page 3.10-21).
Complete the steps that follow to load the ESP soft-
ware using the installation program. CONNECTING PC TO ECU
1. Make sure your PC meets the system require- An RS-232 serial cable (P/N 740269) supplied by
ments listed in Section 3.00 Introduction To ESP “Mini- Waukesha Engine is used to connect the PC to the
mum Recommended Computer Equipment For ESM ECU. This cable has a 9-pin RS-232 connection that
ESP Operation”. plugs into the PC and an 8-pin Deutsch connector
2. Start Microsoft Windows 98 SE/Me/NT4 on your that plugs into the ECU.
PC. NOTE: The PC can be connected to the ECU via a
3. Close any other applications that may be open on modem connection. See “Using A Modem” on
your PC’s desktop. page 3.10-28 for more information on modem
connections and ESP startup information.
4. Insert the ESP CD into the CD drive of your PC.
NOTE: If the ESP software and associated
• If Autorun is enabled on your PC system, installation workspace files are not saved to your PC’s hard drive,
starts automatically approximately 30 seconds after complete the steps under the section See “Installing
the CD is inserted. Continue with Step 7. ESP To Hard Drive” on page 3.10-3.
• If the Autorun is disabled on your PC system, con- 1. Locate the RS-232 serial cable supplied by
tinue with Step 5. Waukesha Engine.
5. From the Start menu, select Run.... 2. Connect the 9-pin end of the RS-232 serial cable
6. Type d:\ESP_Setup14SP4 and click “OK” (if “D” is to the PC’s communication port. Typically, this is port 1
not the letter of your CD drive, type in the appropriate (also referred to as COM 1, serial a, or serial 1) (see
letter). Figure 3.10-1).
7. Follow the instructions that appear on the screen 3. Connect the 8-pin Deutsch connector of the
until installation is complete. serial cable to the “Service Interface” connection on
the side of the ECU (see Figure 3.10-1).
NOTE: By default, the ESP software is installed in
C:\Program Files\ESM. 4. Make sure all connections are secure.
8. When installation is complete, four ESP-related
icons will appear on your desktop (see Table 3.10-1).
Table 3.10-1 ESP Desktop Icons
DESCRIPTION ICON
ESM ESP Icon: Double-clicking this icon opens the

standard ESP program.
ESM Training Tool Icon: Double-clicking this icon

opens a version of ESP that is used for training only.
This program runs even without an ECU connected.

ESP PROGRAMMING
4. If after checking serial cable and retrying connec-

“SERVICE INTERFACE” tion an error still occurs, click “Select Com Port.”
CONNECTION
8-PIN DEUTSCH
CONNECTOR 5. From the Com Port dialog box, select the commu-
nication port that you are using for communication to
the ECU. Click “OK.”
SERIAL CABLE
(P/N 740269)
9-PIN
CONNECTOR
Figure 3.10-1 Serial Cable Connection Between PC

And ECU
6. Once ESP is open, you can always verify you have
STARTING ESP a good connection between the ECU and PC by look-
Once the PC is connected to the ECU, ESP can be ing at the “connection” icon on the top right corner of
started on the PC. the ESP screen (see Table 3.10-2).
1. Apply power to the ECU. Table 3.10-2 Yes/No Connection Icons

2. Start ESP by one of the following methods: DESCRIPTION ICON
• Double-click the ESM ESP icon on your desktop.
Connection: This icon indicates that there is a good
connection between the ECU and ESP on your PC.
No Connection: This icon indicates that there is not

• From the Windows taskbar (lower-left corner of a connection between the ECU and ESP on your
PC. See Note below.
your desktop), click Start → Programs → Wauke-
sha Engenius Controls → Engine System Man-
ager (ESP) → ESP. NOTE: If the icon displayed indicates no connection,
either there is no power to the ECU, the serial cable is
3. If on ESP startup an error occurs, check serial not connected properly to the ECU or PC, or the cable
cable connections to the PC and ECU. Click “Retry.” is defective.
BASIC PROGRAMMING IN ESP

This section explains how to edit the programmable
(dark blue) fields in ESP. To edit the programmable
fields, ESP must be in editing mode.
Two fields in ESP require programming: the WKI value
and Load Inertia. To program the “WKI” field, See
“Programming WKI Value” on page 3.10-6. To pro-
gram the “Load Inertia” field, See “Programming Load
Inertia” on page 3.10-7.

ESP PROGRAMMING
The other fields can be programmed to set user prefer- 4. Once the new value is entered, press [Enter].
ences and to fine-tune engine operation like Once [Enter] is pressed the new value becomes
pre-postlube and low/high idle. Go through each ESP “active,” meaning the ECU is using the new value to
panel. Determine what fields need to be programmed operate the ESM system. The new value, however, is
based on user preference and engine performance. temporarily saved to RAM in the ECU.
Section 3.05 provides a description of all the fields on
NOTE: The contents of RAM (temporary memory) are
each of the panels.
lost whenever power to the ECU is removed or on
NOTE: For more information on governor engine shutdown.
programming, see “Governor Programming” on
5. Since an entered value is active as soon as [Enter]
page 3.10-13.
is pressed, it is possible that you will notice a brief
1. Click on the “Start Editing” button. While in editing engine disruption as the engine adjusts to the new
mode, the button will read, “Stop Editing – Currently value. If a new value could cause brief engine disrup-
Editing.” tion, a dialog box will appear notifying you of the
potential for a brief engine disruption. Click “OK” to
continue.
2. Double-click the field or highlight the value to be

edited.
3. Enter the new value. If the value entered exceeds
the programmable limits, the field will default to the
6. Edit other fields as necessary.
highest/lowest allowable value for that field. Note the
following: 7. When all values are entered, click the “Stop Edit-
ing” button. While the editing mode is OFF, the button
• Most fields are programmed by entering the desired
will read “Start Editing.”
value within the highest/lowest allowable value for
that field.
8. Observe engine performance. Make modifications

as necessary.
• Some fields are programmed by entering an adjust- 9. Save changes to permanent memory if desired.
ment value (±) to the default value. The teal (bottom) See “Saving To Permanent Memory” for instructions.
field displays the actual programmed value. The
dark blue (top) field allows the operator to adjust the SAVING TO PERMANENT MEMORY
actual value by entering a ± offset. When an adjust-
This section provides the programming steps neces-
ment is entered, the default field updates to reflect
sary to save edited values to permanent memory
the adjustment. If you want to return to the original
(NVRAM).
default value, program the adjustment field to 0
(zero). 1. Click the “Save To ECU” button on the
[F3] Start-Stop Panel, [F4] Governor Panel,
[F5] Ignition Panel, or [F11] Advanced Panel.
2. When asked are you sure you want to save to the

ECU, click “Yes.”

ESP PROGRAMMING
3. If you exit ESP without saving to the ECU, a dialog • “Discard All Changes Since Last Save” Click this
box appears with four options: “Save Changes to button to reset the ECU to the programmed parame-
ECU,” “Keep Changes in Temporary Memory,” “Discard ters that were last saved to permanent memory in
All Changes Since Last Save,” and “Cancel.” the ECU. Since all the “active” values used by the
ECU will be reset to those last saved, it is possible
that you will notice a brief engine disruption as the
engine adjusts to the new value. Click “Continue.”
• “Cancel” Click this button to cancel exiting from

• “Save Changes to ECU” Click this button to save ESP. Any values in temporary memory will remain in
all changes to permanent memory in the ECU temporary memory.
before exiting. When the dialog box asks you to con-
firm the save to permanent memory, click “Yes.” PROGRAMMING WKI VALUE
Ensure that the cor-
CAUTION rect WKI value is pro-
grammed in ESP. Failure to program the WKI value
correctly could lead to poor engine performance
and the potential for engine detonation. Detona-
tion could result in severe engine damage and/or
• “Keep Changes in Temporary Memory” Click this personal injury.
button to keep all changes in temporary memory in
the ECU. You will be able to close ESP and discon- The “User WKI” (Waukesha Knock Index) field on the
nect the PC from the ECU while keeping all [F5] Ignition Panel in ESP must be programmed by
changes; however, changes will be lost if power to the user for proper engine operation. (If you are using
the ECU is removed or the engine is shut down. ESP version E1.3b, the WKI field is on the
Read the information on the dialog box that [F3] Start-Stop Panel.) The user must enter the WKI
appears. Click “Continue.” value of the fuel. The WKI value is determined using a
Windows-based software program designed by
Waukesha Engine that uses an index for calculating
knock resistance of gaseous fuels. The WKI value
must be based on the composition of a fuel sample
taken from the engine site and analyzed using the
a Special Application Approval (SAA). Contact your
local Distributor for additional information.
Complete the following steps to program the WKI
value.
1. View the [F5] Ignition Panel in ESP.
NOTE: If you are using ESP version E1.3b, the WKI
field is on the [F3] Start-Stop Panel.

ESP PROGRAMMING

PROGRAMMING LOAD INERTIA

2. Click on the “Start Editing” button. While in editing Ensure that the cor-
mode, the button will read, “Stop Editing – Currently CAUTION rect rotating moment
Editing.” of inertia (load inertia) is programmed in ESP for
the engine’s driven equipment. Failure to program
the moment of inertia for the driven equipment on
the engine in ESP will lead to poor steady state
and transient speed stability.
3. Double-click the “User WKI” field or highlight the The “Load Inertia” field on the [F4] Governor Panel in
currently programmed WKI value. ESP must be programmed by the operator for proper
engine operation. By programming the load inertia or
rotating moment of inertia of the driven equipment, the
governor gain is preset correctly, aiding rapid startup
of the engine.
The rotating moment of inertia must be known for each
piece of driven equipment and then added together.
4. Enter the WKI value of the fuel. The WKI value Rotating moment of inertia is needed for all driven
must be based on the composition of a fuel sample equipment. Rotating moment of inertia is not the
taken from the engine site and analyzed using the weight or mass of the driven equipment.
NOTE: The rotating moment of inertia of driven
a Special Application Approval (SAA). Contact your
equipment is an inherent property of the driven
local Distributor for additional information.
equipment and does not change with engine speed or
5. Press [Enter]. Once [Enter] is pressed, the new load. Contact the coupling or driven equipment
value becomes “active,” meaning the ECU is using the manufacturer for the moment of inertia value.
new value to operate the ESM system. The changed
To determine the rotating moment of inertia for ALL
value is temporarily saved to the ECU.
driven equipment, you must determine the rotating
NOTE: The contents of RAM (temporary memory) are moment of inertia for each piece of driven equipment
lost whenever power to the ECU is removed. (being consistent with U.S./English and Metric units).
Once you have the value for each piece of driven
6. Click the “Stop Editing” button. While the editing
equipment, you sum all the values. The summed value
mode is OFF, the button will read “Start Editing.”
is what is programmed on the [F4] Governor Panel in
ESP.
Complete the steps on the following page to program
the rotating moment of inertia.
NOTE: Setting the rotating moment of inertia (or load
7. Save value to permanent memory. Click the “Save inertia) with ESP is part of setting up an engine with
To ECU” button. the ESM system and must be done with the engine
not rotating.

ESP PROGRAMMING
Table 3.10-3 Generator Set Moment Of Inertia
GENERATOR ROTATING MOMENT OF INERTIA

MODEL RPM
MANUFACTURER lbf-in.-sec2 kg*m2
Kato 6P6-2350 1000 508 57
Kato 6P6-2500 1200 538 61
Kato 6P6-2850 1000 606 68
Kato 6P6-1900 1200 421 48
Leroy Somer MTG63 1800 220 24.8
Leroy Somer MTG64 1500 238 26.9
Leroy Somer LSA56BM5 1500 1838 207.6
Magnetek MTG846 1200 747 84
Table 3.10-4 Compressor Moment Of Inertia
COMPRESSOR ROTATING MOMENT OF INERTIA

MODEL RPM
Ariel JGK/4 1200 49 6
Ariel JGD/2 1200 61 7
Ariel JGD/4 1200 108 12
Dresser Rand 6HOS4 1000 61 7
Dresser Rand 5D-VIP4 1200 42 5
Dresser Rand 5C-VIP2 1200 14 2
Table 3.10-5 Coupling Moment Of Inertia
COUPLING ROTATING MOMENT OF INERTIA

MODEL
Rexnord Thomas 600CMR* 69 7.8
Stromag PVP 66651 G 110 12.4
Woods 80FSH 156 18
Woods 75FSH 113 13
Woods 70FSH 68 8
NOTE: * For 28.875 inch diameter coupling
1. Shut down engine but do not remove power from NOTE: If your driven equipment is not listed in these
the ECU. tables, contact the coupling or driven equipment
manufacturer for the moment of inertia value.
2. Determine the rotating moment of inertia for each
piece of driven equipment. Refer to the tables identi- 3. Add together all the moment of inertia values of
fied below for typical generator, compressor, and cou- the driven equipment to determine the moment of iner-
pling moment of inertia values: tia value to be programmed in ESP. See example num-
ber 1 on the following page.
• Table 3.10-3 lists typical rotating moments of inertia
for generator sets. 4. For driven equipment including either a speed
increaser or a speed reducer you must square the
• Table 3.10-4 lists typical rotating moments of inertia
ratio of the speed increase and multiply that by the
for compressors.
rotating moment of inertia of the driven equipment that
• Table 3.10-5 lists typical rotating moments of inertia is not running at engine speed. See example number 2
for couplings. on the following page.

ESP PROGRAMMING
Example Number 1: 6. Click on the “Start Editing” button. While in editing

The following example shows how the moment of iner- mode, the button will read, “Stop Editing – Currently
tia for driven equipment is determined for an engine Editing.”
using the tables provided.
Engine Application: L7044GSI compressor application
Compressor: Ariel JGK/4
Coupling: Rexnord 750CMR coupling
7. Double-click the “Load Inertia” field or highlight the
According to Table 3.10-4 and Table 3.10-5: currently programmed load inertia value.
Compressor Moment of Inertia = 49 lbf-in.-sec2 8. Enter the sum of the moment of inertia values of all
Coupling Moment of Inertia = 104 lbf-in.-sec2 driven equipment.
This means that the total rotating moment of inertia for

the driven equipment is:
49 lbf-in.-sec 2 + 104 lbf-in.-sec2 = 153 lbf-in.-sec2

The total load inertia, 153 lbf-in.-sec2 is then pro- 9. Press [Enter]. Once [Enter] is pressed, the new
grammed on the [F4] Governor Panel in ESP. value becomes “active,” meaning the ECU is using the
Example Number 2:
NOTE: If a speed increaser or reducer is used, the
ratio of the speed increase must be squared, then NOTE: The contents of RAM (temporary memory) are
multiplied by the rotating moment of inertia of the lost whenever power to the ECU is removed.
driven equipment that is not running at engine speed. 10. Click the “Stop Editing” button. While the editing
Engine Application: F3421GSI water pump application mode is OFF, the button will read “Start Editing.”
Water Pump: Byron Jackson 16GM water pump (7-Stage

pump including line shafting and HSG output shafting
inertia totaling 7.79 lbf-in-sec2).
Coupling: U-Joint coupling and Amarillo gear Model
SSH750A (speed increaser ratio of 1.5 with LSFG 11. Save value to permanent memory. Click the
input shafting inertia totaling 12.29 lbf-in-sec2). “Save To ECU” button.
This means that the driven load inertia (referred back 12. When asked are you sure you want to save to the
to the engine speed) is: ECU, click “Yes.”
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 programmed on [F4] Governor Panel in ESP.
5. View the [F4] Governor Panel in ESP.
PROGRAMMING AIR-FUEL RATIO

The ESM comes preprogrammed to maintain the
proper Air-Fuel Ratio for catalyst control. If required,
the ESM system can be programmed using the
[F8] AFR Setup Panel to calibrate the left and right
bank stepper limits after carburetor adjustments.
1. Set main fuel pressure to 30 – 60 psi (low fuel
pressure system must be capable of supplying 6
inches of water column (H20) gas pressure to the car-
buretors).

ESP PROGRAMMING
2. Turn each carburetor screw all the way in, then

turn out 4-5 turns. On Vee engines, the same number
of turns on both banks.
Manual
Mode Setup
3. Using ESP, go to [F8] AFR Setup Panel and verify
either short shaft or long shaft stepper motor has been
selected.
Stepper 6. Start Engine.

Motor Setup
7. At idle, (no load) set gas/air to 4 1/2 ± 1/2 in. (5 1/2
± 1/2 in. draw-thru) by manually changing stepper
position. This is done by clicking on the double (large
• Short shaft stepper (5800 steps) is selected for GSI move) or single (small move) arrows under the actual
blow-thru fuel system. stepper position on the [F8] AFR Setup Panel.
• Long shaft stepper (20,000 steps) is selected for
GSI draw-thru low pressure fuel system.
4. On [F8] AFR Setup Panel, verify AFR start position

is set to 1500 steps. On draw-thru engines the start
position should be set to 5000 steps.
Changing
Stepper Positions
A. If actual position is below 600 steps to achieve a

gas/air reading of 4 1/2 ± 1/2 in., (draw-thru—if
actual position is below 3000 steps to achieve 5
Start
Position 1/2 ± 1/2 in.) a shim may need to be installed
between stepper and regulator (Fisher regula-
5. Set steppers to manual mode by clicking the check tors only).
box for each bank on the [F8] AFR Setup Panel. B. If the actual position is above 3000 steps to
achieve a gas/air reading of 4 1/2 ± 1/2 in.
(draw-thru—if the actual position is above 17000
steps to achieve 5 1/2 ± 1/2 in.), check the regu-
lator spring to verify the correct one has been
installed.
ESP PROGRAMMING
8. On Vee engines, the gas/air reading between the Complete the following:
left and right banks should be within ± 1/2 in. of one
another.
9. Uncheck manual mode box to run in automatic
mode.
10. Verify there are no current alarms presents. If

alarms are active they may interfere with stepper con-
trol.
11. At rated speed/load in automatic, stepper should
be running between 1000 – 3500 steps (3000 – 17000
steps if draw-thru). Adjust carburetors to achieve this
and recheck gas/air. Gas/air reading should be
between 4 – 8 inches. 2. Click on the “Start Editing” button. While in editing
mode, the button will read, “Stop Editing – Currently
• To lower stepper position turn the carburetor screw Editing.”
counterclockwise (rich).
• To raise stepper position turn the carburetor screw
clockwise (lean).
12. If everything is setup properly, both banks should
be within approximately 500 steps of each other (2000 3. Click on the drop-down menu arrow in the “Auto
steps for draw-thru). If not, recheck gas/air and read- Actuator Calibration” field.
just carburetors.
ACTUATOR CALIBRATION
To work correctly, the ESM system must know the fully
closed and fully open end points of throttle actuator
movement. To establish the fully closed and fully open
end points, the throttle actuator must be calibrated.
4. From the drop-down menu, select “On” or “Off.”
The throttle actuator can be automatically calibrated
on each engine shutdown (except on Emergency 5. When selection is made, click the “Stop Editing”
Shutdown) through ESP programming, or the actuator button. While the editing mode is OFF, the button will
can be calibrated manually. Automatic calibration is read “Start Editing.”
strongly recommended. For automatic calibration, see
“Programming Automatic Calibration”. For manual cali-
bration, See “Performing Manual Calibration” on
page 3.10-12.
NOTE: On initial engine startup, perform a manual 6. To save setting to permanent memory, click the
calibration of the actuator. “Save To ECU” button.
PROGRAMMING AUTOMATIC CALIBRATION
Using ESP, the ESM system can be programmed on
the [F4] Governor Panel to automatically calibrate the 7. When asked are you sure you want to save to the
throttle actuator each time the engine stops (except on ECU, click “Yes.”
Emergency Shutdown). During the automatic calibra-
tion, the ECU “learns” the fully closed and fully open
end points of throttle actuator. The benefits to calibrat-
ing the actuator automatically are (1) performing the
calibration when the actuators are hot, and (2) if any
actuator problems are detected, they are found on
engine shutdown and not startup.
ESP PROGRAMMING
PERFORMING MANUAL CALIBRATION 5. Click “Actuator AutoCal” from the dialog box.
To manually verify that the ECU knows the fully closed
and fully open end points of throttle actuator move-
ment, run an actuator calibration using ESP. A manual
calibration can be performed when the engine is not
rotating and after postlube and the ESM system’s
post-processing is complete. If an emergency shut-
down is active, a manual calibration cannot be com-
pleted.
NOTE: On initial engine startup, perform a manual
calibration of the actuator.
Complete the following:
NOTE: The “LBS AutoCal” feature is not used with
1. Shut down engine but do not remove power from
this release of the ESM system.
the ECU.
6. If the engine is stopped and has completed
2. View each of the six ESP panels. If any E-Stop
postlube and post-processing, a dialog box appears,
fields or shutdown fields are active (shown in red), you
verifying the ESM system is ready to perform the cali-
will not be able to perform a manual calibration until
bration. Click “OK.”
they are corrected. Refer to Section 4.00 Trouble-
shooting for information on how to troubleshoot the
ESM system using the electronic help file, E-Help.
NOTE: If the engine has not stopped or is not ready to

perform a manual calibration, a dialog box appears,
providing the reason for not doing the manual
calibration. Click “OK.” Wait a few minutes before
attempting manual calibration.
4. Click on the “Manual Actuator Calibration” button

on the [F4] Governor Panel.
7. During the calibration process, several messages

appear, indicating that the actuators are being cali-
brated.
8. Observe the actuator lever and the throttle shaft as
the “Throttle Position” field displays actuator move-
ment.

ESP PROGRAMMING
• If the needle in the “Throttle Position” field does

move, but the throttle actuator on the engine
does not, it could be an internal error in the ECU or
a corrupt ESP. Contact your local Waukesha Distrib-
utor for technical support.
NOTE: If the ESM system detects a fault with the
throttle actuator, the “Throttle Error” field on the
[F4] Governor Panel turns yellow and signals the user
that YES a throttle error occurred. Refer to
Section 4.00 Troubleshooting for information on how to
troubleshoot the ESM system using the electronic help
file, E-Help.
What is observed on the engine and what is displayed 9. Confirmation appears when the calibration is com-
in the field should match. You should observe the fol- plete. Click the “OK” button to continue.
lowing needle movement in the “Throttle Position” NOTE: When confirmation appears, it simply means
field: that the ESM system is done calibrating the actuator,
1) Needle rapidly moves between 50 – 70% but does not indicate whether or not the calibration
was successful. You must observe actual actuator
2) Needle then takes large steps to 100% movement.
3) Needle rapidly moves back to 30 – 50%
4) Needle then takes large steps to 0%
5) Needle rapidly moves between 50 – 70%
6) Needle then takes small steps to 100%
7) Needle rapidly moves back to 30 – 50%
8) Needle then takes small steps to 0%
9) Needle rests at approximately 2% GOVERNOR PROGRAMMING
Note the following: This section provides information on the ESM speed
governing system for fixed speed applications, variable
• If the actuator movement does not follow the needle
speed applications, Feedforward Control, and Syn-
movement listed, troubleshoot the ESM system by
chronizer Control.
following the remedies provided for ALM441 in
E-Help (even if this is not an active fault). Refer to VARIABLE SPEED APPLICATIONS
Section 4.00 Troubleshooting for information on how
When operating an engine for variable speed applica-
to troubleshoot the ESM system using the electronic
tions, user connections determine the rpm setpoint.
help file, E-Help.
When the Remote Speed Select input signal is high
• If your observations show no movement with either (8.6 – 36 volts), the “Remote RPM” field on the
the actuator or ESP, troubleshoot the ESM system [F4] Governor Panel is green and signals the user that
by following the remedies provided for ALM441 in it is ON. The speed setpoint is varied with either a 4 –
E-Help (even if this is not an active fault). Refer to 20 mA or a 0.875 – 4.0 volt input (ESP displays this
Section 4.00 Troubleshooting for information on how value in mA only).
to troubleshoot the ESM system using the electronic
If an out-of-range speed setpoint is detected or if the
help file, E-Help.
wire that enables remote rpm operation fails, the
• If the needle in the “Throttle Position” field does not speed setpoint will default to the low/high idle values.
move, but the throttle actuator on the engine does, The “Idle” field on the [F4] Governor Panel indicates
ALM441 should be active. The “Throttle Error” field whether the LOW or HIGH signal is active. The idle
on the [F4] Governor Panel should be yellow, signal- speeds must be set to a safe rpm.
ing the user that YES a throttle error occurred. Refer
to Section 4.00 Troubleshooting for information on
how to troubleshoot the ESM system using the elec-
tronic help file, E-Help.

ESP PROGRAMMING
The following fields on the [F4] Governor Panel should Low idle speed is the default and high idle is obtained
be reviewed to make sure they are correctly pro- by connecting a digital input on the ECU to +24 VDC
grammed for variable speed application: nominal. When the voltage signal goes high (8.6 –
36 volts), high idle speed is active. Low idle speed is
• “Load Inertia”: This field must be programmed by
preset for each engine family, but by using ESP the
the operator for proper engine operation. See “Pro-
low idle speed can be offset lower or higher than the
gramming Load Inertia” on page 3.10-7 for program-
preset value. High idle speed is also adjustable using
ming information.
ESP, but is constrained to be higher than low idle
• “High Idle”: This field allows the user to program speed and no higher than the maximum rated speed
the high idle rpm. Although customer connections of the engine.
determine the rpm setpoint in variable speed appli-
The following fields on the [F4] Governor Panel should
cations, the high idle setting must be programmed
be reviewed to make sure they are correctly pro-
to a “safe” value in case an out-of-range speed set-
grammed for fixed speed application.
point is detected or if the wire that enables remote
rpm operation fails. The high idle rpm can be pro- • “Load Inertia”: This field must be programmed by
grammed from 800 – 2200 rpm (not to exceed a the operator for proper engine operation. See “Pro-
preprogrammed maximum speed). Internal calibra- gramming Load Inertia” on page 3.10-7 for program-
tions prevent the engine from running faster than ming information.
rated speed +10%. See “Basic Programming In
• “High Idle”: This field allows the user to program
ESP” on page 3.10-4 if this field requires program-
the high idle rpm. The high idle setting is used when
ming.
the rated speed/idle speed digital input is high (8.6 –
• “Low Idle” and “Low Idle Adjust”: These fields 36 volts) and the “Remote RPM” field is OFF. The
allow the user to view and program the low idle rpm high idle rpm can be programmed from 800 –
setting. Although customer connections determine 2200 rpm (not to exceed a preprogrammed maxi-
the rpm setpoint in variable speed applications, the mum speed). Internal calibrations prevent the
low idle setting must be programmed to a “safe” engine from running faster than rated speed +10%,
value in case an out-of-range speed setpoint is See “Basic Programming In ESP” on page 3.10-4 if
detected or if the wire that enables remote rpm high idle requires programming.
operation fails. The teal “Low Idle RPM” field dis-
• “Low Idle” and “Low Idle Adjust”: These fields
plays the actual programmed low idle rpm setting.
allow the user to view and program the low idle rpm
The dark blue “Low Idle Adj” field allows the user to
setting. The low idle setting is used when the rated
adjust the actual setting by entering a value from
speed/idle speed digital input is low (less than
-50 to +100 rpm. When an adjustment is entered,
3.3 volts) and the “Remote RPM” field is OFF. The
the actual “Low Idle RPM” is updated to reflect the
teal “Low Idle RPM” field displays the actual pro-
adjustment. (NOTE: The low idle rpm cannot be set
grammed low idle rpm setting. The dark blue “Low
higher than the high idle rpm.) See “Basic Program-
Idle Adj” field allows the user to adjust the actual
ming In ESP” on page 3.10-4 if low idle requires
setting by entering a value from -50 to +100 rpm.
programming.
When an adjustment is entered, the actual “Low Idle
• “Droop”: This field allows the user to adjust the RPM” is updated to reflect the adjustment. (NOTE:
percent of droop. Droop allows steady state speed The low idle rpm cannot be set higher than the high
to drop as load is applied. Droop is expressed as a idle rpm.) See “Basic Programming In ESP” on
percentage of normal average speed. Droop can be page 3.10-4 if low idle requires programming.
programmed from 0 to 5%. See “Basic Program-
• “Droop”: This field allows the user to adjust the
ming In ESP” on page 3.10-4 if this field requires
percent of droop. Droop allows steady state speed
programming.
to drop as load is applied. Droop is expressed as a
• “Auto Actuator Calibration”: It is recommended percentage of normal average speed. Droop can be
that ESP be programmed to perform an automatic programmed from 0 to 5%. See “Basic Program-
throttle actuator calibration on normal shutdown. ming In ESP” on page 3.10-4 if this field requires
See “Actuator Calibration” on page 3.10-11 for pro- programming.
gramming information.
• “Auto Actuator Calibration”: It is recommended
FIXED SPEED APPLICATIONS that ESP be programmed to perform an automatic
throttle actuator calibration on normal shutdown.
There are two fixed speeds available: low idle and high
See “Actuator Calibration” on page 3.10-11 for pro-
idle.
gramming information.

ESP PROGRAMMING
FEEDFORWARD CONTROL (LOAD COMING) SYNCHRONIZER CONTROL (ALTERNATE

DYNAMICS)
Feedforward control is used to greatly improve engine
response to large loads. One example of how this fea- Synchronizer control or alternate dynamics are gover-
ture can be used would be in stand-alone electric nor dynamics that can be used to rapidly synchronize
power generation applications where the engine is an engine to the electric power grid. These lower gain
supplying variable loads such as lights, miscellaneous values can also be used to minimize actuator move-
small loads, and one large electric motor. ment when the engine is synchronized to the grid and
fully loaded to maximize actuator life.
For example, the contactor for a large load could be
routed to a PLC so that a request to add the load Raising a high digital input (8.6 – 36 volts) to the ECU,
would go through the PLC. When the PLC received puts the ESM system’s governor in synchronizer con-
the request to add the load, it first would set the large trol. The user can program a small speed offset
load coming digital input on the ECU high for (“Sync RPM” field) to aid in synchronization.
0.5 seconds and then 1-second later actually close the
The “Sync RPM” field must be adjusted so that the
contactor to add the load. This would give the ESM
actual engine speed setpoint is approximately 0.2%
system a 1 second head start to open the throttle,
higher than synchronous speed. The additional rpm
even before the load was applied and the engine
programmed in this field is added to the setpoint rpm
speed dropped. (Times used are examples only)
when the “Alternate Dynamics” field is green and sig-
The behavior of the large load coming digital input can nals it is ON. For example, if the grid frequency is
be customized through “trial and error” with ESP. The 60 Hz (1200 rpm), the “High Idle” field is programmed
percent of rated load of the electric motor is set in the so that the engine speed setpoint is 1.02 times
“Forward Torque” field on the [F4] Governor Panel. 1200 rpm which is 1202 rpm. This ensures that the
The Forward Delay is the lag time of the ESM system electric phasing of the grid and the engine are different
from receipt of the Load Coming signal until action is so that the phases will slide past each other. When an
taken. As the LRG LOAD digital input goes high (8.6 – external synchronizer determines that the voltage and
36 volts), the engine speed should go above setpoint phase of the generator match the grid, the breaker is
rpm for approximately 1 second before the load is closed. The load of the engine can now be controlled
applied. Typically the “Forward Torque” field is set to by an external load control.
125% and “Forward Delay” is programmed to optimize
NOTE: When an error exists between the “Engine
the system’s behavior.
Speed” field and the “Eng Set Point RPM” field, a
The following fields on the [F4] Governor Panel should proportional synchronous gain calibrated by
be reviewed to make sure they are correctly pro- Waukesha Engine is multiplied to the speed error. The
grammed for Feedforward Control. gain is multiplied to increase or decrease throttle
response to correct the speed error. The “Proportion
• “Forward Torque”: This field allows the user to
Gain Adj” field allows fine-tuning for best throttle
program the forward torque amount of load coming.
response but is typically not programmed.
When the load coming signal goes high, and after
the forward delay timer has expired, the throttle The following field on the [F4] Governor Panel should
opens by the programmed torque percent. The for- be reviewed to make sure it is correctly programmed
ward torque can be programmed from 0 – 125%. for Synchronizer Control.
See “Basic Programming In ESP” on page 3.10-4 if
• “Sync RPM”: This field allows the user to program
this field requires programming.
a synchronous rpm to allow easier synchronization
• “Forward Delay”: This field allows the user to pro- to the electric grid. The additional rpm programmed
gram the forward delay timer of load coming. When in this field is added to the engine setpoint rpm if the
the load coming signal goes high, the forward delay “Alt Dynamics” field is ON. The synchronous rpm
must expire before the throttle opens to the pro- can be programmed from 0 – 64 rpm. See “Basic
grammed torque percent. Units are in seconds. The Programming In ESP” on page 3.10-4 if this field
forward delay can be programmed from 0 – requires programming.
60 seconds. See “Basic Programming In ESP” on
page 3.10-4 if this field requires programming. IPM-D PROGRAMMING
This section provides information on fine-tuning ESM
IPM-D predictive diagnostics. Although the IPM-D’s
default values are appropriate for all applications, the
user can fine-tune the default values to compensate
for site conditions and minor variations between indi-
vidual ignition coils.
ESP PROGRAMMING
IPM-D provides diagnostic information for both the pri- Once Level 2 energy is applied, the spark reference
mary and secondary sides of the ignition coil. The number will decrease initially but the Fault Log will
IPM-D detects shorted spark plugs and ignition leads, indicate the cylinder number of the spark plug that is
as well as spark plugs that require a boosted energy wearing out.
level to fire or do not fire at all. The diagnostic informa-
NOTE: When using MODBUS the cylinder number
tion is provided through a Controller Area Network
is in firing order. For example, if cylinder #5 triggers an
(CAN) link between the ECU and IPM-D, and then to
alarm for having a worn out spark plug, the user
the customer’s local control panel via MODBUS.
should check the spark plug of the fifth cylinder in the
Four thresholds calibrated by Waukesha Engine have firing order. Engine firing order is stamped on the
been programmed into the ECU to trigger four different engine nameplate. The VHP Series Four 6 cylinder
levels of alarm: engine firing order is: 1, 5, 3, 6, 2, 4. The VHP Series
Four 12 cylinder engine firing order is: 1R, 6L, 5R,
• Primary: Indicates a failed ignition coil or faulty igni-
2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L.
tion wiring
MONITORING SPARK REFERENCE NUMBER
NOTE: Another possible cause of a Primary alarm
would be the activation of the red lockout or E-stop The spark reference number is an arbitrary number
(emergency stop) button on the side of the engine based on relative voltage demand at the spark plug
while the engine is running. and is calculated each time the cylinder fires.
• Low Voltage: Indicates a failed spark plug or The usefulness of the spark reference number lies in
shorted ignition coil secondary wire how much a number changes over time as a spark
plug erodes. Based on a thorough trend analysis of
• High Voltage: Indicates that a spark plug is getting
the spark reference numbers, the user may want to
worn and will need to be replaced
adjust the high, low, or no spark voltage limits. It will
• No Spark: Indicates that a spark plug is worn and take some testing and adjustment to obtain thresholds
must be replaced that optimize the use of these features. For maximum
benefit, the spark reference number for each cylinder
When the spark reference number reaches one of the
should be recorded at normal operating load with new
four programmed thresholds, an alarm is triggered.
spark plugs installed and then monitored over a period
Three of these four thresholds (low voltage, high volt-
of time for changes.
age, and no spark) were designed to be adjustable so
the user can customize IPM-D predictive diagnostics The “Left Bank Spark Reference #” and “Right Bank
to fit the specific needs of each engine. Using the Spark Reference #” fields on the [F5] Ignition Panel
[F5] Ignition Panel in ESP, the user can adjust the display the spark reference number for each cylinder.
faults’ alarm and shutdown points to compensate for As the voltage increases, the spark reference number
site conditions and minor variations in spark reference also increases. A gradual increase in the spark refer-
numbers between individual coils. ence number is expected over time as the spark plug
wears. The closer to end of spark plug life, the faster
NOTE: The IPM-D default values are appropriate for
the spark reference number will increase.
all engine applications.
HIGH VOLTAGE ADJUSTMENT
NOTE: Improper use of these adjustments may limit
the effectiveness of IPM-D diagnostics. NOTE: Improper use of the High Voltage Adjustment
may limit the effectiveness of IPM-D diagnostics.
MONITORING IGNITION ENERGY FIELD
The “High Voltage Adj.” and “High Voltage Limit” fields
The “Ignition Energy” field on the [F5] Ignition Panel
allow the user to view and adjust the high voltage
indicates at what level of energy the IPM-D is firing the
alarm limit setting. The high voltage limit is based on
spark plugs: Level 1 (low) or Level 2 (high). The pink
the spark reference number. When a cylinder's spark
“Ignition Energy” field will signal the user whether the
reference number exceeds the high voltage limit, the
ignition level is LEVEL 1 or LEVEL 2.
ignition energy is raised to a Level 2 (high) ignition
During normal engine operation, the IPM-D fires at a energy and an alarm is triggered. Based on a thorough
Level 1 (normal) ignition energy. The IPM-D fires at a trend analysis of the spark reference numbers, the
Level 2 (high) ignition energy on engine startup or as a user may want to adjust the high voltage limit to fit the
result of spark plug wear. When sufficient spark plug specific needs of the engine. Improper use of this
wear is monitored, IPM-D raises the power level of the adjustment may limit the effectiveness of IPM-D diag-
ignition coil. If the ignition energy is raised to Level 2 nostics.
(except on startup), an alarm is triggered to alert the
operator.

ESP PROGRAMMING
Programming the “High Voltage Adj.” to a positive When a cylinder’s spark reference number goes below
number will delay triggering the high voltage limit the low spark limit, an alarm is triggered, identifying a
alarm until the spark plugs are more worn. Likewise, low voltage demand condition that may have resulted
reducing the “High Voltage Adj.” will advance triggering from a shorted coil or secondary lead, deposit buildup,
the high voltage limit alarm, allowing more time or a failed spark plug (failure related to “balling” or
between when an alarm is triggered and spark plug shorting). Based on a thorough trend analysis of the
failure. spark reference numbers, the user may want to adjust
the low voltage limit to fit the specific needs of the
• The teal “High Voltage Limit” field displays the
engine. Improper use of this adjustment may limit the
actual programmed high voltage limit setting. The
effectiveness of IPM-D diagnostics. Typically this
dark blue “High Voltage Adj.” field allows the user to
limit is not adjusted.
adjust the actual setting by entering a value from
-30 to +30. When an adjustment is entered, the • The teal “Low Voltage Limit” field displays the actual
actual “High Voltage Limit” is updated to reflect the programmed low voltage limit setting. The dark blue
adjustment. See “Basic Programming In ESP” on “Low Voltage Adj.” field allows the user to adjust the
page 3.10-4 if this field requires programming. actual setting by entering a value from -30 to +30.
When an adjustment is entered, the actual “Low
Voltage Limit” is updated to reflect the adjustment.
See “Basic Programming In ESP” on page 3.10-4 if
this field requires programming.
NOTE: The “High Voltage Limit” field has a defined

range (min./max.) that can be programmed. If the user
programs a positive or negative adjustment that
exceeds this defined range, the “High Voltage Limit”
field will display the actual high voltage setting even NOTE: The “Low Voltage Limit” field has a defined
though the adjustment entered may calculate to be range (min./max.) that can be programmed. If the user
different. For example, if the default high voltage limit programs a positive or negative adjustment that
is 170 but cannot exceed 190 for the engine (a factory exceeds this defined range, the “Low Voltage Limit”
setting), the “High Voltage Limit” field will display the field will display the actual low voltage setting even
actual high voltage setting. So if the user programs an though the adjustment entered may calculate to be
adjustment of +30 (which exceeds 190), “30” will different. For example, if the default low voltage limit is
appear in the “High Voltage Adj.” field and “190” will 100 but cannot exceed 120 for the engine (a factory
appear in the “High Voltage Limit” field. The same setting), the “Low Voltage Limit” field will display the
holds true for negative adjustments. actual low voltage setting. So if the user programs an
adjustment of +30 (which exceeds 120), “30” will
LOW VOLTAGE ADJUSTMENT appear in the “Low Voltage Adj.” field and “120” will
NOTE: Improper use of the Low Voltage Adjustment appear in the “Low Voltage Limit” field. The same
may limit the effectiveness of IPM-D diagnostics. holds true for negative adjustments.
The “Low Voltage Adj.” and “Low Voltage Limit” fields NO SPARK ADJUSTMENT
allow the user to view and adjust the low voltage alarm NOTE: Improper use of the No Spark Adjustment may
limit setting. The low spark limit is based on the spark limit the effectiveness of IPM-D diagnostics.
reference number.
The “No Spark Adj.” and “No Spark Limit” fields allow
the user to view and adjust the no spark alarm limit
setting. The no spark limit is based on the spark refer-
ence number.

ESP PROGRAMMING
When a cylinder’s spark reference number exceeds However, the actual NOx output of the engine will not
the no spark limit, an alarm is triggered, indicating that always match the programmed NOx level for several
a spark plug is worn and must be replaced. Based on reasons. First, the ESM system calculates NOx based
a thorough trend analysis of the spark reference num- on a combination of sensor readings logged by the
bers, the user may want to adjust the no spark limit to ECU and Waukesha-calibrated values. Two examples
fit the specific needs of the engine. Improper use of of Waukesha-calibrated values are humidity and
this adjustment may limit the effectiveness of IPM-D exhaust oxygen since the ESM system does not mea-
diagnostics. Typically this limit is not adjusted. sure these variables. Also, the ESM system includes a
preprogrammed correction factor to allow for statistical
The teal “No Spark Limit” field displays the actual pro-
variations with the engine. As a result, the engine in
grammed no spark limit setting. The dark blue “No
most cases will emit less NOx than the actual pro-
Spark Adj.” field allows the user to adjust the actual
grammed NOx level.
setting by entering a value from -25 to +25. When an
adjustment is entered, the actual “No Spark Limit” is Complete the following steps to program the NOx
updated to reflect the adjustment. See “Basic Pro- level.
gramming In ESP” on page 3.10-4 if this field requires
1. View the [F5] Ignition Panel in ESP.
programming.
NOTE: The “No Spark Limit” field has a defined range

2. Click on the “Start Editing” button. While in editing
(min./max.) that can be programmed. If the user
mode, the button will read, “Stop Editing – Currently
programs a positive or negative adjustment that
Editing.”
exceeds this defined range, the “No Spark Limit” field
will display the actual no spark setting even though the
adjustment entered may calculate to be different. For
example, if the default no spark limit is 200 but cannot
exceed 215 for the engine (a factory setting), the “No
Spark Limit” field will display the actual no spark
3. Double-click the “NOx” field or highlight the cur-
setting. So if the user programs an adjustment of +25
rently programmed NOx level.
(which exceeds 215), “25” will appear in the “No Spark
Adj.” field and “215” will appear in the “No Spark Limit”
field. The same holds true for negative adjustments.
PROGRAMMING NOx LEVEL – LEAN

BURN ENGINE APPLICATIONS ONLY
Using ESP the user can program the desired NOx
emissions level (engine out at the exhaust stack) at
4. Enter the desired NOx emissions level (engine out
which the engine will run. The NOx field on the
at the exhaust stack) at which the engine will run. The
[F5] Ignition Panel in ESP displays the programmed
NOx field displays the programmed NOx level, not the
NOx level, not the actual level.
actual level. The range that NOx can be programmed
varies with the engine (the L5794LT engine range is
Based on the programmed NOx level, the ESM system
1.5 – 5.0 g/BHP-hr).
will adjust ignition timing in an attempt to meet the pro-
grammed NOx level.

ESP PROGRAMMING
5. The actual NOx output of the engine will not

always match the programmed NOx level. To correct
for differences in the actual engine out NOx emissions
and that of the programmed NOx level, the NOx field
should be adjusted in the appropriate direction until
the actual engine out emissions meet the user’s
desired level. For example, the NOx field may require
a value of 2.5 g/BHP-hr to achieve 2.0 g/BHP-hr NOx
emissions at the exhaust stack.
6. Press [Enter]. Once [Enter] is pressed, the new
value becomes “active,” meaning the ECU is using the
NOTE: The contents of RAM (temporary memory) are
lost whenever power to the ECU is removed. 2. Click on the “Change Units” button.
7. Click the “Stop Editing” button. While the editing
mode is OFF, the button will read “Start Editing.”
3. Select the unit type to be displayed in ESP: “Met-

ric” or “US.”
8. Save value to permanent memory. Click the “Save

To ECU” button.

4. Click “OK.” All the field values on each panel will

be shown in the selected units.
RESET STATUS LEDS ON ECU

CHANGING UNITS – U.S. OR METRIC When an ESM system’s fault is corrected, the fault dis-
Units in ESP can be viewed in either U.S. or Metric appears from the ESM ESP active fault log and the
measurement units. To change units displayed on ESP ESP screens will no longer indicate an alarm.
panels, complete the following: However, the yellow and/or red Status LED(s) on the
1. In ESP, click on the [F10] Status Panel. ECU will remain flashing the fault code(s) even after
the fault(s) is cleared. The code will continue to flash
on the ECU until one of two things happens: (1) the
LED(s) are reset using ESP or (2) the engine is
restarted.
To clear the Status LED(s) using ESP, complete the
following:
1. In ESP, click on the [F10] Status Panel.

ESP PROGRAMMING
4. Open a Microsoft Word file.

5. Paste the text information into the file by selecting
Edit then Paste from the Microsoft Word or Excel
2. Click the “Reset Status LEDs” button. The Status menu.
LEDs on the front of the ECU will clear.
COPYING FAULT LOG INFORMATION TO

THE CLIPBOARD
In ESP, the operator has an option to copy to the PC’s
clipboard information on the Fault Log. The informa-
tion can then be pasted as editable text in Microsoft
Word or another word processing program.
Complete the following steps to copy to the clipboard NOTE: You will need to format pasted text in
the fault log information. Microsoft Word or Excel to align columns and to
1. In ESP, click on the [F10] Status Panel. display information as desired.
6. The Microsoft Word or Excel file can then be
saved and/or printed.
TAKING SCREEN CAPTURES OF ESP

PANELS
A screen capture of the ESP panels can be made by
using the screen capture feature of Microsoft Win-
dows. A screen capture is the act of copying what is
currently displayed on the screen. If the system is in
graphics mode, the screen capture will result in a
graphics file containing a bitmap of the image. Once
the screen capture is taken, the screen capture can be
pasted into a Microsoft Word or Excel file (or another
word processing program file), saved, and printed.
2. View the Fault Log by clicking the “View Faults” NOTE: It is recommended that you take a screen
button on the [F10] Status Panel. capture of all the ESP screens after ESM system
programming is complete and save them for future
reference.
To take a screen capture, complete the following:
3. Click the “Copy to Clipboard” button to copy the
1. View the desired ESP panel.
information listed in the Fault Log.
2. Press [Alt] and then [Print Screen] on the keyboard
to save the screen capture image to the PC’s clip-
board.
3. Open a Microsoft Word file.

ESP PROGRAMMING
4. Paste the image into the file by selecting Edit then 5. When you want to stop logging data, click the
Paste from the Microsoft Word menu. “Stop Logging All” button.
5. The Microsoft Word or Excel file can then be
saved and/or printed.
LOGGING SYSTEM PARAMETERS

All active system parameters during a user-deter- 6. The “Stop Logging All” button becomes inactive
mined period of time can be logged using ESP. The file and the “Start Logging All” button becomes active.
that is saved is a binary file (file extension .AClog) that
must be converted or extracted into a usable file for-
mat. Using the Log File Processor program installed
with ESP, the binary file is extracted into a Microsoft
Excel-readable file (.TSV) or a text file (.TXT). Once
the data is readable as a .TSV or .TXT file, the user
can review, chart, and/or trend the data logged as 7. Start the ESP Log File Processor program by one
desired. Complete the following: of the following methods.
1. In ESP, click on the [F11] Advanced Panel. • Double-click the Log File Processor icon on your
desktop. If ESP is open, you will have to exit ESP to
access the icon, or you will have to drag the ESP
window by its title bar to one side of the screen to
access the icon.
• From the Windows taskbar (lower-left corner of

ager (ESP) → LogFileProcessor.
8. Determine whether you would like to extract the file
into a .TXT file that can be opened in Microsoft Word
or another word processing program; or if you would
like to extract the file into a .TSV file that can be
2. Click the “Start Logging All” button.
opened and charted in Microsoft Excel or another
spreadsheet program.
• If you want to create a .TXT file, continue with “Cre-
ate Text File.”
3. The “Start Logging All” button becomes inactive • If you want to create a .TSV file, continue with “Cre-
and the “Stop Logging All” button becomes active. At ate .TSV File.”
this point data is being logged onto the PC’s hard CREATE TEXT FILE
drive.
The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TXT file that
can be opened in Microsoft Word or another word
processing program.
1. Click the “Create Text File” button.
4. Allow the engine to run while the data is logged. It
is recommended that 1 – 2 hours be the maximum
amount of time that is allowed to log data. Microsoft
Excel has a maximum number of columns/rows and if
too much engine data is logged, capacity will be
exceeded.

ESP PROGRAMMING
2. The Log File Processor needs you to locate the log 5. Close the “Log File Format Extractor” dialog box by
file needing extraction. All log files are saved to C:\Pro- clicking “X” in upper right corner. The Log File Proces-
gram File\Esm\Logs. Within the directory “Logs” there sor program is now closed.
is a subdirectory (or subdirectories) named with the
6. Open Microsoft Word or another word processing
engine serial number. The log file is saved in the sub-
program.
directory of the appropriate engine.
7. Locate the text file that was just created. The text
file will be in the same subdirectory as the .AClog file.
Click desired .TXT file to be opened. Click “Open.”
NOTE: To view .TXT files, change the “Files of type”
to read “All Files.”
ENGINE SERIAL NUMBER

SUBDIRECTORY
3. Select the desired .AClog file to be extracted. Click

“Open.”
8. Review logged data.
.ACLOG FILE TO BE
CONVERTED
4. The Log File Processor program will extract the

files. The “Log File Format Extractor” dialog box will
indicate to you when the extraction is complete.

ESP PROGRAMMING
CREATING .TSV FILE

The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TSV file that
can be opened in Microsoft Excel and charted.
1. Click the “Create Excel Column” button.
5. Close the “Log File Format Extractor” dialog box by

clicking “X” in upper right corner. The Log File Proces-
sor program is now closed.
6. Open Microsoft Excel or another spreadsheet
software program.
2. The Log File Processor needs you to locate the log 7. Locate the .TSV file that was just created. The
file needing extraction. All log files are saved to C:\Pro- .TSV file will be in the same subdirectory as the .AClog
gram Files\Esm\Logs. Within the directory “Logs” there file. Click desired .TSV to be opened. Click “Open.”
is a subdirectory (or subdirectories) named with the NOTE: To view .TSV files, change the “Files of type”
engine serial number. The log file is saved in the sub- to read “All Files.”
directory of the appropriate engine.
ENGINE SERIAL NUMBER

SUBDIRECTORY
8. Open the file to view log.
3. Select the desired .AClog file to be extracted. Click

“Open.”
.ACLOG FILE TO BE
CONVERTED
9. Using Microsoft Excel, you can then plot or chart

the logged parameters.
4. The Log File Processor program will extract the
files. The “Log File Format Extractor” dialog box will
indicate to you when the extraction is complete.

ESP PROGRAMMING
4. From the drop-down menu, select “1200,” “2400,”

“9600,” or “19,200.” The baud rate to be programmed
is determined by the MODBUS master.
5. When the selection is made, click the “Stop Edit-
ing” button. While the editing mode is OFF, the button
will read “Start Editing.”
PROGRAMMING BAUD RATE
(MODBUS APPLICATIONS)
In MODBUS applications it is necessary to program
the baud rate setting in ESP. The MODBUS baud
rate can be programmed to 1200, 2400, 9600, or
6. To save setting to permanent memory, click the
19,200 bps (bits per second). The baud rate to be pro-
“Save To ECU” button.
grammed is determined by the MODBUS master.
1. In ESP, click on the [F11] Advanced Panel.
PROGRAMMING ECU IDENTIFICATION

NUMBER
(MODBUS APPLICATIONS)
In MODBUS applications you may program a unique
identification number for each ECU (up to 32) on a
2. Click on the “Start Editing” button. While in editing multi-ECU networked site. The identification number
mode, the button will read, “Stop Editing – Currently that can be programmed can range from 1 – 247. By
Editing.” programming an identification number, you can com-
municate to a specific ECU through MODBUS using
a single MODBUS master when multiple ECUs are
networked together.
3. Click on the drop-down menu arrow in the “Baud 1. In ESP, click on the [F11] Advanced Panel.
Rate” field.

ESP PROGRAMMING

PROGRAMMING REMOTE ECU FOR

OFF-SITE PERSONNEL
INTRODUCTION
This procedure explains how to connect a modem to
2. Click on the “Start Editing” button. While in editing an ECU for remote programming at your site.
mode, the button will read, “Stop Editing – Currently Waukesha Engine’s Remote Programming Modem
Editing.” Tool Kit (P/N 489943) is required. The Waukesha
ESM ECU (Engine Control Unit) is remotely
programmed using two modems: one modem at the
factory and one at your site. This procedure works for
either a blank (non-programmed) ECU or a previously
programmed ECU. Once your connections are
complete, Waukesha Parts Department will download
3. Double-click the field or highlight the value in the
the program to the ECU.
“Slave ID” field.
Equipment Provided In Tool Kit (P/N 489943):
• (1) U.S. Robotics Modem Model 5686 with power
cord and telephone cord (P/N 740299A) (see
Figure 3.10-5)
• (1) Modem Cable (P/N 740269A)
4. Enter the identification number to be assigned to • (1) ECU Power Cable (P/N 740299)
the ECU. The identification number that can be pro-
Equipment Not Provided In Kit
grammed can range from 1 – 247.
• (1) ESM ECU that requires programming or
re-programming
• Two phone lines: one analog line to connect modem
for downloading and one to call Waukesha Engine
when setup at your site is complete
5. Verify that the identification number entered is the MODEM SETUP
number the MODBUS master is looking for. 1. Remove modem from package.
6. Click the “Stop Editing” button. While the editing 2. Set dip switches on back of the modem as shown
mode is OFF, the button will read “Start Editing.” in Figure 3.10-2. The dip switches must be set so
switches 3 and 8 are ON (down) and the rest of the
switches are OFF (up).
NOTE: Step 2 puts the modem in Auto Answer Mode.
7. To save identification number to permanent mem-

ory, click the “Save To ECU” button.

ESP PROGRAMMING
9. Plug the modem’s power cord into an outlet.

10. Plug telephone cord into back of modem as shown
in Figure 3.10-3. Be sure telephone line is
connected to correct port (the port on far left).
NOTE: Plug the other end of the telephone cord into
21
the phone jack on the wall.

NOTE: The phone jack must be an analog port.
Digital lines will not function correctly.
11. Turn on modem.
12. Verify that the AA (“Auto Answer”), CS (“Clear to
Send”), and TR (“Terminal Ready”) LEDs on the
Figure 3.10-2 Setting Dip Switches On Modem modem are lit (see Figure 3.10-5).
NOTE: Refer to Figure 3.10-3, Figure 3.10-4, and NOTE: If the correct LEDs on the modem are not lit,
Figure 3.10-6 for Steps 3 – 11. check all connections and LEDs. Connections must be
correct. If LEDs still do not light, contact Waukesha
3. Plug the circular connection of the ECU Power Parts Department for assistance.
Cable (P/N 740299) into the connection named
“Power/Outputs” on the side of the ECU. 13. The connection is complete and you are ready for
downloading. Contact your Customer Service
4. Plug the other end of the ECU Power Cable into an Representative at Waukesha Engine to complete
outlet. The ECU Power Cable can plug into a 100 – remote programming. Waukesha Engine will
240 V, 50/60 Hz power source; however, a plug download the ECU Program from the factory to
adapter may be required. your site via a modem.
5. Verify power LED on front of ECU is lit. If the LED NOTE: After the Waukesha Engine representative
on the ECU is not lit, make sure the ECU Power establishes connection with your modem but before
Cable is connected correctly to the actual downloading begins, the CD (“Carrier Detect”)
“Power/Outputs” connection on the side of the and ARQ/FAX (“Fax Operations”) LEDs will be lit.
ECU and make sure outlet has power.
14. During download, the RD (“Received Data”) and
6. Plug the 8-pin connector of the Modem Cable into SD (“Send Data”) LEDs on the modem will
the connection named “Service Interface” on the be flashing. The download will take approximately
side of the ECU. 5 – 10 minutes. When finished, the Waukesha
7. Plug the 25-pin connector of the Modem Cable into representative will verify that download is complete
the back of the modem. and successful.
8. Plug the modem’s power cord into the back of the

modem. The modem’s power cord can plug into a
60 Hz power source only. A converter and/or plug
adapter will be required for 50 Hz power sources.
TELEPHONE LINE MODEM MODEM’S

CORD CABLE POWER
CORD
Figure 3.10-4 Remote Programming Setup
Figure 3.10-3 Connections To Back Of Modem

ESP PROGRAMMING
ON/OFF
SWITCH
INDICATOR LEDS:
AA (AUTO ANSWER MODE)
CD (CARRIER DETECT)
RD (RECEIVED DATA)
SD (SEND DATA)
TR (DATA TERMINAL READY)
CS (CLEAR TO SEND)
ARQ/FAX (FAX OPERATIONS DATA MODE)
Figure 3.10-5 Front Of Modem
ESM ECU
MODEM CABLE
P/N 740269A
MODEM
TELEPHONE
LINE CORD
OUTLET
PHONE
JACK ECU POWER CABLE
P/N 740299
MODEM’S POWER
CORD
Figure 3.10-6 ECU Remote Programming Schematic

ESP PROGRAMMING
USING A MODEM 1. Using a PC to external modem cable, temporarily

connect a PC to the external modem that will be con-
Temporary remote monitoring of an engine with the nected to the ECU.
ESM system is possible through the use of a modem.
A modem is a device that enables a computer to trans- 2. Start HyperTerminal. From the Windows taskbar,
mit data over telephone lines. Using ESP and a click Start → Programs → Accessories → Hyper-
modem, you can “dial-up” the ECU to monitor ESM Terminal.
system status and make programming changes NOTE: HyperTerminal is a terminal program included
remotely. with Microsoft Windows 98 SE/Me/NT4. If
NOTE: High-speed cable and satellite modems will HyperTerminal is not installed, install the program
not work with the ESM system’s modem function. using the Add/Remove Programs icon in the Control
Panel. You may need your original Microsoft
IMPORTANT! This manual assumes that you are Windows CD-ROM for installation.
already familiar with modem devices, modem initializa-
tion strings, other modem concepts, and HyperTermi- 3. Give the HyperTerminal session a name.
nal. If you need more information on these topics refer
to the user’s manual provided with the modem or with
the modem manufacturer.
To remotely monitor an engine through a modem, the
following supplies are required:
• “Modem To ECU” Connection
•• RS-232 serial cable (P/N 740269A) available
from Waukesha Engine
•• External Modem (See “Setting Up Modem To
ECU For Proper Connection”)
• “PC To Modem” Connection
•• External/internal modem
•• RS-232 cable (if external modem is used, con-
nects modem to PC)
NOTE: For best modem communications, use a
“matched” pair (same brand) of modems. 4. Select an icon.
SETTING UP MODEM TO ECU FOR PROPER 5. Click “OK.”
CONNECTION 6. Click the selection arrow on the “Connect using”
The modem connected to the ECU requires special drop-down menu and select the COM port your
setup programming so it will work with the ECU. The modem is connected to (not the modem name).
modem (1) must be set in “auto answer” mode, a 7. When you select the COM port, the other fields on
modem feature that accepts a telephone call and the dialog box are deactivated (grayed). Click “OK.”
establishes the connection, and (2) must be set at
38,400 baud. Auto answer mode and baud rate are
programmed using HyperTerminal. HyperTerminal is a
terminal software program that enables the modem to
connect properly to the ECU. HyperTerminal is
included as part of Microsoft Windows 98
SE/Me/NT4.
Complete the following steps:
NOTE: Some modems may have dip switches (tiny
toggle switches) that must be set to put the modem in
auto answer mode. Refer to the user’s manual
provided with the modem or contact the modem
manufacturer. Set the dip switches as required and
continue with Step 1.

ESP PROGRAMMING
NOTE: If no “AT” or “OK” appears, there is a basic

communication problem between the PC and the
modem. Most likely the COM port selected is
incorrect. Check selected COM port and try again.
8. In the next dialog box, set the baud rate between
the PC and the modem to 38,400 baud. Click “OK.” 10. Turn auto answer mode on by typing “ATS0=1”
(that is ATSzero=1, not the letter O) and press [Enter].
NOTE: To avoid resetting the baud rate, the modem
being set up must be a “dedicated” modem and used 11. Save the change to NVRAM by typing “AT&W0”
only with the ECU. If the modem is used with another (that is AT&Wzero, not the letter O) and press [Enter].
device, the baud rate setting may be overwritten. 12. Turn the modem off and then on again.
13. Type “AT I4” (that is AT, capital letter i, 4).
14. The modem will respond with multiple lines that
look similar to:
Current Settings............
B0 E1 L4 M1 N5 Q0 V1 X5
&B1 &C1 &D2 &G0 &H3 &J0 &K4 &L0 &M0 &N0 &P0 &R1 &S0 &X &Y1
*B0 *C0 *D0 *E0 *F0 *G0 *I0 *L0 *M0 *P9 *Q2 *S0
S00=001 S01=000 S02=043 S03=01 S04=010
S05=008 S06=003 S07=060 S08=002 S09=006
S10=007 S11=070 S12=000 S13=000 S14=002
S15=002 S16=000 S17=018 S18=000 S19=000
S20=002 S21=178 S22=000 S23=105 S24=138
S25=000 S26=000 S27=156 S28=068 S29=000
S30=000 S31=017 S32=019 S33=255 S34=030
S35=032 S36=000 S37=000 S38=000 S39=032
S40=000 S41=000 S42=000 S43=008 S44=000
S45=100 S46=028 S47=064 S48=000 S49=134

9. The HyperTerminal window opens and you are
able to control your modem with commands. Type “AT” S50=000 S51=000 S52=000 S53=000 S54=000
and press [Enter]. The modem should reply with “OK.”
S55=000 S56=000 S57=000 S58=000 S59=000
OK

ESP PROGRAMMING
15. Although the lines in Step 14 may not be exactly

what is shown on your PC, make sure that the param-
eter, S00=001, is listed. Parameter S00=001 is the
programming code to the modem that enables the
auto answer mode.
16. Exit HyperTerminal.
17. Click “Yes” to disconnect.
18. Click “Yes” to save the HyperTerminal session.
6. The ESP modem wizard will attempt to “dial up”

the modem. Note the following:
• If connection is successful, ESP will run, displaying
the six engine panels. Setup is complete. Monitor
19. Continue with “Connecting Modem To ECU And engine operation or program ESP as necessary.
PC.”
• If connection is unsuccessful, click “Retry.” If con-
STARTING ESP FOR MODEM ACCESS nection is still unsuccessful, continue with Step 7.
1. Apply power to the ECU.
2. Turn on power to PC.
3. Start ESP for modem use by one of the following
methods:
• Double-click the ESM ESP modem icon on your
desktop.
7. Check the telephone number typed in the “Modem

Connection Wizard” dialog box.
• From the Windows taskbar (lower-left corner of 8. Retry connection. Click “Connect.”
9. ESP modem wizard will re-attempt to “dial up” the
modem. Note the following:
ager (ESP) → ESP (Modem Access).
4. On program startup, ESP will check for a modem.
the six engine panels. Installation is complete. Mon-
Once ESP finds the modem on the PC, a dialog box
itor engine operation or program ESP as necessary.
appears asking to attempt a connection. Click “Yes.”
• If connection is unsuccessful, click “Cancel.” Con-
5. Enter the phone number to the engine modem you
tinue with Step 10.
wish to connect in the “Modem Connection Wizard”
dialog box. Enter phone number without spaces or
dashes.

ESP PROGRAMMING
10. If your modem dials but does not connect with the CONNECTING MODEM TO ECU AND PC
answering modem, or if you have problems getting or
staying connected, you might need to adjust the An RS-232 serial cable (P/N 740269A), available from
modem initialization string. Click the “Advanced Set- Waukesha Engine, is used to connect a modem to the
tings” check box on the “Modem Connection Wizard” ECU. This cable has a 25-pin RS-232 connection that
dialog box. plugs into the modem and an 8-pin Deutsch connec-
tor that plugs into the ECU.
1. Obtain an RS-232 serial cable (P/N 740269A) from
Waukesha Engine for modem use.
2. Connect the 25-pin end of the RS-232 serial cable
to the external modem (see Figure 3.10-7). Connect to
the “dedicated” modem you set up for use with the
ECU following the steps in the section “Setting Up
Modem To ECU For Proper Connection”.
3. Connect the 8-pin Deutsch connector of the
serial cable to the “Service Interface” connection on
the side of the ECU.
4. Connect PC to modem (see Figure 3.10-7 for sam-
ple setup).
5. Make sure all connections are secure.
11. Enter the modem’s initialization string (command).

Most connection problems are resolved with the
proper modem initialization string. The initialization
string gives the modem a set of instructions for how to
operate during a call. Almost every modem brand and
model has its own variation of “ATCommand Set” and
“S-register” settings. Detailed discussion of modem
initialization strings is beyond the scope of this man-
ual. You can get an initialization string from the user’s
manual provided with the modem, from the modem
manufacturer, or from a variety of Internet web sites.
12. Click “Connect.”
13. The ESP modem wizard will attempt to “dial up”
the modem. Note the following:
the six engine panels. Installation is complete. Mon-
itor engine operation or program ESP as necessary.
• If connection is unsuccessful, click “Retry.”
14. If connection continues to be unsuccessful, refer to
the user’s manual provided with the modem or contact
the modem manufacturer.

ESP PROGRAMMING
“SERVICE INTERFACE”
CONNECTION
SERIAL CABLE
(P/N 740269A)
EXTERNAL
MODEM
SERIAL
CABLE
INTERNAL/EXTERNAL (SHOWN) MODEM
NOTE: Serial cable (P/N 740269A) is available from Waukesha Engine.

Modems, PC-to-modem cable, and PC supplied by customer.
Figure 3.10-7 Modem Connections From ECU To PC

SECTION 4.00
TROUBLESHOOTING
INTRODUCTION ALM222. The three digit code “231” for an emergency

shutdown is identified by ESP as ESD231.
The ESM system provides extensive engine diagnos-
tics that allow rapid troubleshooting and repair of To determine the fault code, continue with the section
engines. If an engine alarm or shutdown condition is “Determining Fault Code By Reading ECU Status
detected by the ESM system, the operator is informed LEDs” or “Determining Fault Code By Using ESP Fault
of the fault by a series of flashing LEDs on the ECU or Log”.
by monitoring the ESM system with ESP. DETERMINING FAULT CODE BY READING ECU
• The operator is notified of an alarm or shutdown by STATUS LEDS
three Status LEDs on the ECU. The ECU has three Status LEDs on the cover: green
• When a PC is connected to the ECU and ESP is (power), yellow (alarm), and red (shutdown) (see
running, the operator is notified of an alarm or shut- Figure 4.00-1). The green LED is on whenever power
down on the ESP panels in addition to the Status is applied to the ECU. The yellow and red LEDs flash
LEDs. codes when an alarm or shutdown occurs. A fault
code is determined by counting the sequence of
The primary means of obtaining information on system flashes for each color.
status and diagnostic information is by using ESP, the
PC-based service program. ESP displays six panels
(eight panels with AFR option) of engine operation and
status information. For example, the [F10] Status
Panel provides the option to view an active fault listing,
as well as a historical record of faults. ECU Status
LEDs are not considered to be the primary means of
obtaining information on the status of the system, but
rather a way of alerting the site technician that there is
a problem and what that problem is (even if a PC with
ESP is unavailable).
WHERE TO BEGIN
STATUS LEDs
To begin troubleshooting an engine due to an ESM
system alarm or shutdown, you must first determine
the alarm or shutdown code(s). A code can be deter-
mined from reading the Status LEDs on the ECU or by
viewing the Fault Log accessed from the [F10] Status
Panel in ESP. Figure 4.00-1 ECU Status LEDs
All fault codes have three digits and each digit can be At the start of the code sequence, both the red and
a number from 1 to 5. There is a set of codes for yellow LEDs will flash three times simultaneously. If
alarms and a separate set of codes for emergency there are any emergency shutdown faults, the red LED
shutdowns. Alarm codes in ESP are identified with the will flash a three-digit code for each shutdown fault
letters “ALM” preceding the alarm code. Emergency that occurred. Then if there are any alarm faults, the
shutdown codes are identified with the letters “ESD” yellow LED will flash a three-digit code for each alarm
preceding the shutdown code. For example, the three that occurred.
digit code “222” for an alarm is identified by ESP as

TROUBLESHOOTING
Between each three-digit code, both yellow and red

LEDs will flash once at the same time to indicate that a ALM343 OXYGEN LB SC
new code is starting. The fault codes display in the
order that they occur (with the oldest displayed code SHORT CIRCUIT
first and the most recent code displayed last). LEFT BANK
OXYGEN SENSOR
NOTE: Once the fault is corrected, the Status LEDs FAULT CODE
on the ECU will remain flashing until one of two things
happens: (1) the LEDs are cleared using ESP or
(2) the engine is restarted. Table 4.00-1 Acronyms In Fault Log Descriptions
DETERMINING FAULT CODE BY USING ESP ACRONYM DEFINITION

FAULT LOG BK Back
FLT Fault
When using ESP, you are notified of an alarm or shut-
FT Front
down fault on the ESP panels. Several windows on the
panels in ESP inform the operator of a fault. For a IGN Ignition
description of the fault, the fault log must be read. IMAP Intake Manifold Air Pressure
LB Left Bank
To view the Fault Log, click the “View Faults” button on
OC Open Circuit
the [F10] Status Panel using ESP (see Figure 4.00-2).
RB Right Bank
SC Short Circuit
SH Scale High (sensor value higher than normal

operating range)
SL Scale Low (sensor value lower than normal

operating range)
ST Stuck Sensor (sensor not responding)
Also within the Fault Log dialog box, you can view a
list of active faults or the total history of faults that
occurred in the ECU’s lifetime. For more information
on the Fault Log, refer to Section 3.05 ESP Panel
Descriptions “Fault Log Description”.
NOTE: All the fault information is resettable except for
the total number of times the fault occurred during the
lifetime of the ECU.
Figure 4.00-2 View Faults Button On
[F10] Status Panel
The Fault Log displays the description of the fault, the

first time the fault occurred since the fault was reset (in
ECU hours:minutes:seconds), the last time the fault
occurred since reset, the number of times the fault
occurred since reset, and the total number of times the
fault occurred in the lifetime of the ECU (see
Figure 4.00-3).
The description of the fault briefly identifies the state of
the fault that occurred. To define the fault as much as
possible, the description may include acronyms (see
Table 4.00-1), a number identifying the cylinder and/or
component affected, and the words “Left” or “Right” to
identify the engine bank affected. Below is an example
of a fault and its description:

TROUBLESHOOTING
This is the only “active” fault listed in the Fault Log. The alarm con-
dition is indicated on the [F10] Status Panel and with flashing LEDs
on the ECU. To troubleshoot this alarm, double-click the fault
description. E-Help then opens directly to the information for that
fault (see Figure 4.00-5).
If the Fault Log remains open, you must occasionally update

or refresh the Fault Log by clicking the “Refresh” button.
Once open, the Fault Log does not refresh itself.
The [F10] Status Panel is indicating an alarm condition

because the “Battery Voltage” is too low. Since this is an alarm
condition, the alarm is listed in the Active Fault Log listing.
Figure 4.00-3 Fault Log In ESP
USING FAULT CODE FOR NOTE: Although E-Help is viewable through ESP,
TROUBLESHOOTING E-Help is its own program and opens in a new window,
separate from ESP. To return to ESP and continue
Once you have determined the fault code, you can monitoring, you need to minimize or close the E-Help
begin ESM system troubleshooting. ESP features an program/window.
electronic help file named E-Help. Detailed trouble-
shooting information is available in E-Help. However, if USING E-HELP
you do not have access to a PC, Table 4.00-2 and To access E-Help while using ESP, press the
Table 4.00-3 provide information on the ESM system’s [F1] function key on the keyboard or select
alarm and shutdown codes. “Help Contents…” from the Help menu. When you
access E-Help by pressing [F1] or by selecting
E-HELP “Help Contents…,” you will open the help file at the
ESP contains an electronic help file named E-Help. E-Help welcome screen (see Figure 4.00-4). Click the
E-Help provides general system and troubleshooting E-Help logo to enter the help file.
information in an instant as long as you are using the
PC with the ESP software. You can quickly and easily
move around in E-Help through electronic links (or
hypertext links) from subject to subject. E-Help is auto-
matically installed when the ESP software is installed.

TROUBLESHOOTING
E-HELP WINDOW DESCRIPTION

The E-Help window is divided into two panes. The left
pane is the navigation pane; the right pane is the doc-
ument pane (see Figure 4.00-6). Above the panes is
the command bar.
Using The Command Bar
The command bar has four buttons: “Hide/Show”
button, “Back” button, “Forward” button, and “Print”
button.
• “Hide/Show” button: You can hide the navigation

Figure 4.00-4 E-Help Welcome Screen pane if desired. When the navigation pane is closed,
the document pane can be maximized to the size of
E-Help can also be accessed and opened to a specific the full screen.
alarm or shutdown code through the fault log on the
•• To hide the navigation pane, click the “Hide” but-
[F10] Status Panel.
ton.
To open E-Help to a specific fault code, view the Fault
•• To view the navigation pane, click the “Show”
Log by clicking the “View Faults” button on the
button.
[F10] Status Panel using ESP. Then double-click on
the fault description. E-Help will open to the specific • “Back” and “Forward” buttons: E-Help includes
fault’s troubleshooting procedure. “Back” and “Forward” buttons for navigating, just like
Internet browsing software.
NOTE: If the Fault Log remains open, you must
occasionally update or refresh the log by clicking the •• To return to the previously viewed topic, click the
“Refresh” button. Once open, the Fault Log does not “Back” button.
refresh itself.
•• To go to the window that was displayed prior to
going back, click the “Forward” button.
• “Print” button: To print the information displayed in
the document pane, click the “Print” button. You can
chose to print the selected topic (as seen in the doc-
ument pane), or you can print the selected heading
and all subtopics.
Figure 4.00-5 E-Help Troubleshooting Information

For ALM454

TROUBLESHOOTING
This is the command bar. The command bar buttons are used as a means to navigate through
E-Help and work like Internet browsing software buttons.
This is the document pane. You can quickly and easily

move around in the document pane through electronic
links (or hypertext links) from subject to subject.
This is the navigation pane.
The user can access the
table of contents, index,
search tool, or glossary by
clicking on the desired tab
at the top. Double-clicking
any topic listed in this pane
will open the information in
the document pane.
Figure 4.00-6 E-Help Command Bar, Navigation Pane, And Document Pane

TROUBLESHOOTING
Using The Navigation Pane • “Search” Tab: Click the “Search” tab to do a basic
search on the word or phrase you want to find. Type
The navigation pane navigates the user through
in a word or phrase and press [Enter]. In the
E-Help. At the top of the navigation pane are four tabs.
“Search” tab will be listed all the places in E-Help
Clicking these tabs allows you to see a table of con-
where that word or phrase is used exactly as it was
tents for E-Help, an index tool, a search tool, and a
typed. Double-click on a search finding to view that
glossary of ESM system-related terms.
entry in the document pane.
• “Contents” Tab: Click the “Contents” tab to scroll
through the table of contents for E-Help. Double-
clicking the closed book icons in the Contents listing
will reveal all relevant topics. Double-clicking on an
open book icon will close the contents listing.
• “Glossary” Tab: Click the “Glossary” tab to view a

glossary of terms used in the ESM system’s docu-
mentation. Click on a term to view its definition.
• “Index” Tab: Click the “Index” tab to search for top-

ics by using an index of help subjects. The “Index”
tab is similar to an index at the back of a book. Type
in a key word to find a word listed in the index. Dou-
ble-click an index entry to view that entry in the doc-
ument pane.

TROUBLESHOOTING
Using The Document Pane

You can quickly and easily move around in E-Help
through electronic links (or hypertext links) from sub-
ject to subject.
When you move the cursor over an electronic link, the
cursor changes from an arrow into a hand. Electronic
links are underlined. When clicked, a link will jump you
from one topic or window to another topic or window.
Some links cause a pop-up window to appear, display-
ing additional information or a figure (see
Figure 4.00-7). Use the “Back” and “Forward” buttons
in the command bar to navigate.
When you click a “Related Topics” button, a pop-up
menu opens displaying a list of topics you can view.
The topics listed are relevant to the information you
are currently reading in the document pane.
Figure 4.00-7 Sample Of Figure Pop-Up
ESM SYSTEM FAULT CODES

Table 4.00-2 and Table 4.00-3 provide information on the ESM system’s alarm and emergency shutdown codes.
Table 4.00-2 ESM System’s Alarm Fault Codes (Part 1 of 2)
ALARM FAULT
DESCRIPTION
FAULT CODE CONDITION
ALM211 OIL PRESS Oil pressure sensor/wiring fault
ALM212 IMAP LB/BK Left bank intake manifold pressure sensor/wiring fault
ALM213 OIL TEMP Oil temperature sensor/wiring fault
ALM214 IMAP RB/FT Right bank intake manifold pressure sensor/wiring fault
ALM221 IMAT Intake manifold air temperature sensor/wiring fault
ALM222 MAIN FUEL VALVE Leaking fuel valve/engine failed to stop in a timely fashion
ALM223 LOW OIL PRESS Low oil pressure
ALM224 KNOCK A cylinder is or was at its maximum retarded timing due to knock
Knock sensor ## (where ## is the cylinder number) in the firing order is
ALM225 KNOCK SENS either open circuit or short circuit
ALM231 IGN 1ST CYL* First cylinder in the firing order has a fault with its ignition system
ALM232 IGN 2ND CYL* Second cylinder in the firing order has a fault with its ignition system
ALM233 IGN 3RD CYL* Third cylinder in the firing order has a fault with its ignition system
ALM234 IGN 4TH CYL* Fourth cylinder in the firing order has a fault with its ignition system
ALM235 IGN 5TH CYL* Fifth cylinder in the firing order has a fault with its ignition system
ALM241 IGN 6TH CYL* Sixth cylinder in the firing order has a fault with its ignition system
ALM242 IGN 7TH CYL* Seventh cylinder in the firing order has a fault with its ignition system
ALM243 IGN 8TH CYL* Eighth cylinder in the firing order has a fault with its ignition system
ALM244 IGN 9TH CYL* Ninth cylinder in the firing order has a fault with its ignition system
ALM245 IGN 10TH CYL* Tenth cylinder in the firing order has a fault with its ignition system
ALM251 IGN 11TH CYL* Eleventh cylinder in the firing order has a fault with its ignition system
ALM252 IGN 12TH CYL* Twelfth cylinder in the firing order has a fault with its ignition system
ALM253 IGN 13TH CYL* Thirteenth cylinder in the firing order has a fault with its ignition system
ALM254 IGN 14TH CYL* Fourteenth cylinder in the firing order has a fault with its ignition system
ALM255 IGN 15TH CYL* Fifteenth cylinder in the firing order has a fault with its ignition system

TROUBLESHOOTING
Table 4.00-2 ESM System’s Alarm Fault Codes (Continued), (Part 2 of 2)
ALARM FAULT
DESCRIPTION
ALM311 IGN 16TH CYL* Sixteenth cylinder in the firing order has a fault with its ignition system
ALM312 OVERLOAD Engine is overloaded
ALM313 IGN FLT Ignition system signal being received by ECU is out of normal range
ALM314 REMOTE RPM Wiring fault
ALM315 HIGH INTAKE TEMP Intake manifold air temperature too high
ALM322 CALIBRATE ACT Various causes: linkage and actuators
ALM323 STUCK THROT LINK Throttle linkage binding
ALM332 IGN COM FAULT A communications problem exists between the IPM-D and the ECU
ALM333 HIGH COOLANT TEMP Engine coolant temperature too high
ALM335 HIGH OIL TEMP Engine oil temperature too high
ALM341 STEPPER Left bank stepper home/not connected
ALM342 STEPPER Right bank stepper home/not connected
ALM343 OXYGEN LB Left bank oxygen sensor/wiring fault
ALM344 EXH TEMP LB Left bank exhaust temperature sensor/wiring fault
ALM345 OXYGEN RB Right bank oxygen sensor/wiring fault
ALM351 EXH TEMP RB Right bank exhaust temperature sensor/wiring fault
Ignition energy level is at Level 2 (or highest level) – at least one spark
ALM353 HIGH IGN PWR plug on the engine is getting worn and should be replaced
ALM413 LEAN LIMIT Left stepper has reached lean limit
ALM415 RICH LIMIT Left stepper has reached rich limit
ALM422 COOLANT TEMP Sensor/wiring fault
ALM423 LEAN LIMIT Right stepper has reached lean limit
ALM425 RICH LIMIT Right stepper has reached rich limit
ALM432 STEPPER COM FLT Stepper communication fault
ALM441 THROTTLE ACTUATOR Actuator/wiring fault
ALM451 REMOTE RPM Remote rpm analog input is over the acceptable range; wiring fault
ALM454 BATT VOLT Battery voltage out of specification
ECU’s temperature has increased beyond the maximum recommended
ALM455 HIGH ECU TEMP
operating temperature
ALM523 ALTERNATOR Alternator/wiring fault
ALM541 USER DIP User digital input changed state
ALM542 START ON WITH RPM>0 Start engine signal should be off when the engine is running; otherwise
engine will immediately restart upon shutdown
ALM552 ENG BEING DRIVEN Engine is being rotated by the driven equipment; sparks and fuel have
been cut by the ECU
ALM555 INTERNAL FAULT Internal error in ECU; call the factory
NOTE: * The ignition system alarms are in order of engine firing order. Engine firing order is stamped on the engine nameplate. The VHP
Series Four 6 cylinder engine firing order is: cyl. 1, 5, 3, 6, 2, 4. The VHP Series Four 12 cylinder engine firing order is: 1R, 6L,
5R, 2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L.

TROUBLESHOOTING
Table 4.00-3 ESM System’s Shutdown Fault Codes
SHUTDOWN SHUTDOWN
DESCRIPTION
ECU detects fewer crankshaft pulses between camshaft pulses
ESD212 CRANK MAG PICKUP
than it was expecting
ESD214 CAM MAG PICKUP Too many crankshaft pulses are identified between magnetic pick-
ups (or no magnetic pickup pulses are detected)
ESD221 OVERSPEED ENGINE Engine overspeed; engine was running faster than allowed
Shutdown has been triggered by an external action; by customer
ESD222 CUST ESD
equipment
Pressure signal from the sensor is below a threshold set-point and
ESD223 LOW OIL PRESS means that the oil pressure may have been below normal operating
conditions
Specific cylinder was at its maximum retarded timing due to knock
ESD224 KNOCK and exceeded an absolute threshold
Time the engine has been cranking has exceeded a maximum
ESD231 OVERCRANK crank time
Engine stopped rotating independent of ECU which did not receive
ESD232 ENGINE STALL
a signal to stop
ESD251 OVERSPEED DRIVE EQUIP Customer set overspeed limit exceeded; check throttle actuator
and linkage
ESD312 OVERLOAD Engine was overloaded
Lockout or E-Stop (emergency stop) button on the engine is “ON”
ESD313 LOCKOUT/IGNITION or there is a power problem with the IPM-D module (either it is not
powered up or the internal fuse is blown)
ESD315 HIGH IMAT Intake manifold air temperature too high
ESD333 HIGH COOLANT TEMP Engine coolant temperature too high
A knock sensor output value exceeded an absolute threshold pro-
ESD335 KNOCK ABS THRESHOLD
grammed to ECU
ESD551 UPDATE ERROR/FAULT Update error/fault
ESD553 SECURITY VIOLATION Engine type that is permanently coded in the ECU does not match
with the downloaded calibration
Serious internal error in ECU; call the factory; do not attempt to
ESD555 INTERNAL FAULT restart engine

TROUBLESHOOTING
NON-CODE ESM® SYSTEM

TROUBLESHOOTING
Table 4.00-4 provides non-code troubleshooting for the ESM system. Non-code troubleshooting includes any sys-
tem faults that do not have ALM or ESD alarm codes that are logged in the Fault Log in ESP.
NOTE: ESP is used as a tool in troubleshooting non-code faults.
Table 4.00-4 Non-Code ESM System Troubleshooting (Part 1 of 2)
IF... THEN
a. View the [F10] Status Panel in ESP. Look at the six fields under the “System/Shutdown Status”
heading on the [F10] Status Panel. Each field should be gray and indicate that the ESM system
is OK or that there are NO shutdowns active. If there are any active shutdowns, correct the prob-
lem indicated in the Fault Log.
b. If the [F10] Status Panel in ESP indicates no shutdowns, view the [F3] Start-Stop Panel and ver-
Engine does not rotate when ify that the “Starting Signal” field turns green when you press the start button. If the “Starting
start button is pressed Signal” field does not turn green, check the wiring.
c. Verify that +24 VDC power is applied to the wires: ESD and RUN/STOP. Correct power supply if
necessary.
d. After a emergency shutdown and RPM is zero, ESD input should be raised to high to reset the
ESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1
minute.
a. Use a timing light to verify whether or not sparks are being generated.
b. If sparks are generated, check to see if the fuel valve is opening. To check if the fuel valve is
opening, feel the solenoid section of the fuel valve as the start engine button is pressed. If you
do not feel movement, check and correct the fuel valve to junction box relay wiring and check
Engine rotates but does not start the junction box relay to ECU for 24 VDC when the start engine button is pressed.
c. View the [F3] Start-Stop Panel to verify purge time is programmed between 0 – 15 seconds.
Although purge time can be programmed from 0 – 1800 seconds (30 minutes), a purge time
greater than 16 seconds will prevent the engine from starting, since an overcrank shutdown fault
(ESD231) occurs at 16 seconds. If purge time is too high, reprogram between 0 – 15 seconds.
a. View the [F2] Engine Panel in ESP and verify that the “Eng Setpoint RPM” field and the
“Eng Speed RPM” field are the same. Note the following:
• If the “Eng Setpoint RPM” and “Eng Speed RPM” fields are the same, there is an electrical
problem. Continue with “b. Electrical Problem” below.
• If the “Eng Setpoint RPM” and “Eng Speed RPM” fields are not the same, there is an engine
problem. Continue with “c. Engine Problem” below.
b. Electrical Problem
Fixed Speed Mode
1) Verify the status of the high/low idle digital input. The GOVHL IDL must be at a nominal
24 VDC to be running at the high idle speed. Correct input as required.
2) Verify that the high idle speed on the [F4] Governor Panel is set correctly. Correct speed
setting as required.
Variable Speed Mode
1) Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC. See the
Engine is not running at desired speed [F4] Governor Panel to verify the status of the Remote Speed digital input. Correct input as
required.
2) Verify the value of the Remote RPM Setpoint in mA on the [F4] Governor Panel. If you are
using the Remote RPM speed input as either a voltage or milliamp input, the equivalent milli-
amp value is shown in ESP. Should the equivalent milliamp value fall below 2 mA or above
22 mA, the ESM system will assume there is a wiring problem and will run at either the high
or low idle speed, depending on the status of the high/low idle digital input (GOVHL IDL).
Check wiring.
3) If you are unable to reach the lowest speed the engine is allowed to run at, change the
“Low Idle Adj” calibration on the [F4] Governor Panel to -50 rpm.
c. Engine Problem
1) If the engine speed is slower than the setpoint, there is an ignition, turbocharger, or fuel
problem; or the engine is overloaded. Correct as required.
2) If the engine speed is higher than the setpoint, the throttle linkage is probably misadjusted
and is not allowing the throttle to close all the way. Correct as required.

TROUBLESHOOTING
Table 4.00-4 Non-Code ESM System Troubleshooting (Continued), (Part 2 of 2)
IF... THEN
a. View the [F2] Engine Panel in ESP and verify that the readings for intake manifold air pressure
are outside the acceptable limits. The values of the left and right bank intake manifold air pres-
sure readings should be within 0.5 in-Hg (1.69 kPa) absolute on GSI engines and 1.0 in-Hg
(3.39 kPa) absolute on LT engines of each other.
b. If the values do vary beyond acceptable limits, an engine problem exists, such as the throttle
plates may not be synchronized, the turbochargers or wastegates may not be working correctly,
Intake manifold air pressure or air/fuel ratio may not be balanced from bank-to-bank. For information on these engine sys-
readings vary by more than 0.5 in-Hg
(1.69 kPa) on GSI engines or 1.0 in-Hg tems, refer to the following:
(3.39 kPa) on LT engines • For information on throttle actuator linkage, refer to “Throttle Actuator Linkage” on
(VHP vee engines only) page 4.05-2 in this manual.
• For information on fuel system adjustment and maintenance, refer to Section 4.05 of
Form 6287, Waukesha VHP Series Four Operation & Maintenance Manual.
• For information on turbocharger and wastegate maintenance, refer to Section 4.20 of
Form 6287, Waukesha VHP Series Four Operation & Maintenance Manual.
NOTE: For detailed repair and overhaul information on VHP Series Four 12 cylinder engines,
refer to Form 6296, Waukesha VHP Series Four 12 Cylinder GSI/LT Repair & Overhaul
Manual.

TROUBLESHOOTING

SECTION 4.05
ESM® SYSTEM MAINTENANCE
MAINTENANCE CHART vice required, the service interval, and the page
number where specific maintenance information is
This section describes the recommended mainte- found for that item in this manual.
nance procedures for ESM system components. Mini-
mal maintenance is required for the ESM system. IMPORTANT! Continue to perform standard engine
Table 4.05-1 provides a list of the recommended main- maintenance as provided in the applicable engine’s
tenance items and includes a description of the ser- operation and maintenance manual.
Table 4.05-1 Maintenance Chart For ESM System Components
INFORMATION
ITEM SERVICE INTERVAL
PROVIDED ON PAGE
ESP Total Fault History Review Every month page 4.05-2
Throttle Actuator Linkage Inspect, Lubricate, Test Every year or as needed page 4.05-2
Alternator Belts (if equipped) Inspect Every year page 4.05-7
Knock Sensors Inspect Every year page 4.05-9
Oxygen Sensors (with AFR option) Replace 2000 hours page 4.05-10
Stepper (with AFR option) Inspect, Clean, Lubricate, Test Every year page 4.05-11
Inspect Wiring/Harnesses, Secure

ESM System Wiring Connections, Check Ground Every year page 4.05-12
Connections, Verify Incoming Power
Is Within Specification

ESP TOTAL FAULT HISTORY THROTTLE ACTUATOR LINKAGE

Every month review the Total Fault History accessed ADJUSTING LINKAGE
in ESP. Look for patterns of faults that may have
The following steps describe the procedure for prop-
occurred over the lifetime of the ECU. By reviewing
erly setting the governor linkage rod and levers on the
the Total Fault History, you can see if fault patterns
actuator and the throttle shaft.
exist that require additional troubleshooting and/or
inspection. 1. Install the governor lever (see Figure 4.05-1) on
the governor terminal shaft to the angle shown in the
For more information on the Fault Log, refer to
appropriate figure (see Figure 4.05-2 and
Section 3.05 ESM® System Maintenance “Fault Log
Figure 4.05-3). The terminal shaft must be in the
Description”.
NO FUEL position. Secure with hex head screw and
1. In ESP, click on the [F10] Status Panel. nut.
NUT STOP
GOVERNOR ROD
ASSEMBLY WASHER
HEX HEAD
SCREW
GOVERNOR
LEVER
WASHER
NUT STOP
SPLINED
2. To view the Fault Log, click the “View Faults” but- BUSHING
ton on the [F10] Status Panel.
3. The Fault Log displays the fault code, a description

of the fault, the first time the fault occurred since the HEX HEAD
SCREW
fault was reset (in ECU hours:minutes:seconds), the
last time the fault occurred since reset, the number of
times the fault occurred since reset, and the total num-
ber of times the fault occurred in the lifetime of the
ECU. Within the Fault Log dialog box, you can view a
list of active faults or the total history of faults that
occurred in the ECU’s lifetime.
4. To view the Total Fault History, click the “Total Fault
History” button on the Fault Log dialog box.
NOTE: If the Fault Log remains open, you must
occasionally update or refresh the log by clicking the
“Refresh” button. Once open, the Fault Log does not Figure 4.05-1 Governor Linkage
refresh itself.

2. Install the throttle lever on the regulating cross-

MAX. FUEL
POSITION
shaft to the angle shown for your engine type in
NO FUEL Figure 4.05-4 or Figure 4.05-5. The butterfly valve
113° POSITION must be in the CLOSED position. Secure with hex
head screw, washers, and nut.
3. Attach left-hand side of governor rod assembly to
the lever on the butterfly valve. Tighten nuts on gover-
45° nor rod assembly.
4. With the governor terminal shaft in the NO FUEL
position and with the butterfly valve held CLOSED,
0°
adjust the governor rod for length so that the rod end
and the hole in the governor lever align.
GOVERNOR
LEVER 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 4.05-2 or Figure 4.05-3 and
TOP VIEW OF ACTUATOR Figure 4.05-4 or Figure 4.05-5.
Figure 4.05-2 Governor Terminal Shaft Angles – 7. Check to ensure that no binding occurs.
6 Cylinder GSI VHP Engines 8. Check all fasteners on the rod and levers for tight-
ness. Thread engagement on all rod ends must be a
MAX. FUEL NO FUEL
minimum of seven threads.
POSITION 113° POSITION
9. Verify proper operation of the throttle actuator by
performing a manual calibration of the actuator using
ESP. Refer to Section 3.10 ESP Programming “Per-
forming Manual Calibration” for programming steps.
GOVERNOR 45°
LEVER
0°
TOP VIEW OF ACTUATOR
Figure 4.05-3 Governor Terminal Shaft Angles –

6 Cylinder Draw-Thru and 12 Cylinder VHP Engines

F3514GSI & F3524GSI F3514GSI & F3524GSI

(STANDARD NATURAL GAS APPLICATIONS) (DRAW-THRU APPLICATIONS)
SEE NOTES SEE NOTES
BUTTERFLY BUTTERFLY VALVE
VALVE OPEN MAX. CLOSED
POSITION POSITION BUTTERFLY
BUTTERFLY VALVE MAX. OPEN
124° VALVE CLOSED POSITION
POSITION
56° 107°
39°
0° 0°
THROTTLE
LEVER
THROTTLE
LEVER
NOTE 1: For figures shown above, the throttle lever is mounted on the far side of butterfly valve housing.
NOTE 2: For figures shown above, the butterfly valve is viewed from the right bank side.
Figure 4.05-4 Butterfly Valve Cross Shaft Angles – 6 Cylinder Engines

L5794LT L7042GSI, L7044GSI & L5794GSI

(STANDARD NATURAL GAS APPLICATIONS) (STANDARD NATURAL GAS APPLICATIONS)
SEE NOTES SEE NOTES
THROTTLE
LEVER
BUTTERFLY
VALVE CLOSED 110°
POSITION
BUTTERFLY
VALVE MAX. OPEN 0°
POSITION
56°
35°
0°
THROTTLE
LEVER
124°
BUTTERFLY BUTTERFLY VALVE
VALVE CLOSED MAX. OPEN
POSITION POSITION
L5774LT
(STANDARD NATURAL GAS APPLICATIONS)
L7042GSI, L7044GSI, L5794GSI, & L5794LT

(DRAW-THRU APPLICATIONS)
SEE NOTES
BUTTERFLY
BUTTERFLY VALVE MAX. OPEN
VALVE CLOSED POSITION NOTE: For all figures shown, the throttle lever is mounted
POSITION
on the far side of butterfly valve housing.
NOTE: For all figures shown, the butterfly valve is viewed

124° from the right bank side.
56°
0°
THROTTLE
LEVER
Figure 4.05-5 Butterfly Valve Cross Shaft Angles – 12 Cylinder Engines

INSPECTION AND MAINTENANCE OF THROTTLE 1. Shut down engine.

ACTUATOR LINKAGE
2. Inspect rod ends. If worn, replace.
Every year, or as needed, the throttle actuator linkage
3. Using a grease gun, lubricate the grease fittings on
must be inspected and lubricated. To perform
the throttle actuator linkage with CITGO Lithoplex
maintenance to the throttle actuator linkage, complete
Grease NLGI2 (service temperature range 20 –
the following.
250° F [-7 – 121° C]) or equivalent (see
Figure 4.05-6).
WARNING 4. Verify proper operation of the throttle actuator by
To prevent severe personal injury or death, always performing a manual calibration of the actuator using
stop the unit before cleaning, servicing, or repair- ESP. Refer to Section 3.10 ESP Programming “Per-
ing the unit or any driven equipment. forming Manual Calibration” for programming steps.
GREASE FITTING
GREASE FITTING
Figure 4.05-6 Grease Fittings On Throttle Actuator Linkage

ALTERNATOR BELTS Be sure that the belts

CAUTION are cool when the ten-
INSPECTION OF ALTERNATOR BELTS
Every year the alternator belts (see Figure 4.05-7) sion of warm belts will result in a false tension
must be inspected; however, the frequency of inspec- reading. Disregarding this information could result
tion is determined largely by the type of operating con- in product damage and/or personal injury.
ditions. High speed operation, high temperatures, and
dust and dirt all increase wear. 3. Check belt tension. To check belt tension, depress
the belt with your fingers. A tensioned belt will feel
NOTE: The alternator uses two drive belts to increase
alive and springy. Belts that are too tight will not
belt life and ensure reliability. These belts are a
deflect; loose belts will feel dead.
matched set and must be replaced as a pair to ensure
proper operation. 4. Replace belts if necessary.
5. When replacing belts, always replace the entire set
SHOWN WITHOUT GUARDING IN PLACE of belts, not just the one that looks worn. Always use
new, matching belt sets to ensure proper belt
operation.
6. To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt over
a pulley.
7. Keep belts at the proper tension. See “Alternator
Belt Tension”.
8. Reinstall the guarding over the alternator.
ALTERNATOR BELT TENSION
New belts will stretch shortly after installation. Loose
belts will slip, causing power loss and heat buildup.
Belts that are too tight will deteriorate rapidly and wear
Figure 4.05-7 Alternator Belts out alternator shaft bearings. Complete the following
steps to adjust belt tension.
WARNING WARNING
To prevent severe personal injury or death, always To prevent severe personal injury or death, always
stop the unit before cleaning, servicing, or repair- stop the unit before cleaning, servicing, or repair-
ing the unit or any driven equipment. ing the unit or any driven equipment.
WARNING WARNING
Always install the safety guards after completing Always install the safety guards after completing
any service operation. Never operate the engine any service operation. Never operate the engine
with the safety guards removed. Disregarding this with the safety guards removed. Disregarding this
information could result in product damage and/or information could result in product damage and/or
severe personal injury. severe personal injury.
1. Remove the guarding from the alternator. 1. Remove the guarding from the alternator.
2. Inspect the alternator belt for fraying, cracks, or 2. Loosen the pivot bolt on the alternator (see
wear. Figure 4.05-8).

ADJUSTING
BOLT
PIVOT BOLT
ADJUSTING STUD
ADJUSTING
STUD
POSITION 1
Figure 4.05-8 Alternator Belt Adjustment
3. Loosen the adjusting bolt on the alternator (see

Figure 4.05-8). Make sure the alternator body rotates
freely around the pivot bolt.
NEW BELTS = 77 ft-lb (104 N⋅m) ±10%
Belts that are too tight USED BELTS = 39 ft-lb (53 N⋅m) ±10%
CAUTION r e s u l t i n ex c e s s i v e
stretching and overheating. Too much tension may Figure 4.05-9 Torque Requirements Using Torque
also damage alternator components, such as Wrench In Position 1 (Recommended)
sheaves and shafts, and lead to premature failure.
Disregarding this information could result in prod-
uct damage and/or personal injury.
Belts that are too loose

CAUTION result in belt slippage.
wear and breakage. The vibration created by loose
POSITION 2
belts may also be sufficient to cause unnecessary
wear of the pulley grooves. Disregarding this infor-
mation could result in product damage and/or per-
sonal injury.
4. Torque adjusting stud with torque wrench in

ADJUSTING
Position 1 (recommended – see Figure 4.05-9) or in STUD
Position 2 (alternate – see Figure 4.05-10). Make sure
NEW BELTS = 64 ft-lb (87 N⋅m) ±10%
torque wrench is held at angle shown in the applicable USED BELTS = 32 ft-lb (43 N⋅m) ±10%
figure. Torque values are different for new and used
belts. NOTE: You must use a 12" torque
wrench when using this position.
5. While holding the appropriate torque value, tighten
the adjusting bolt and pivot bolt. Figure 4.05-10 Torque Requirements Using Torque
Wrench In Position 2 (Alternate)
6. Reinstall the guarding over the alternator.

KNOCK SENSORS 2. Verify that the mounting surface is flat and smooth
(RMS63) using a Profilometer. Although it is recom-
Every year each knock sensor must be inspected for mended to use a Profilometer, if one is not available,
an accumulation of dirt/grit, connector wear, and corro- lightly run your finger over mounting surface. The sur-
sion. If a knock sensor has an accumulation of dirt, face should be free of any ripples and imperfections
carefully clean visible end of knock sensor and sur- and should be polished smooth.
rounding area. If a knock sensor connector looks worn
or if corrosion is evident, remove the knock sensor to 3. IMPORTANT! When completing Step 4 and
clean or replace as necessary. To reinstall a knock Step 5, verify that the knock sensor is seated flat
sensor, complete the steps in “Installing Knock Sen- against the mounting surface. See next section, “Veri-
sors”. The knock sensors must be properly torqued fying Knock Sensor Is Seated Flat”, for necessary
and seated flat against the mounting surface as the steps.
instructions explain. Do not drop or mishan-
INSTALLING KNOCK SENSORS CAUTION d l e k n o c k s e n s o r.
Knock sensor damage may occur if knock sensor
On VHP Series Four engines the knock sensors are
is mishandled.
installed just below the intake ports on the sides of the
engine crankcase (see Figure 4.05-11). Complete the
4. Install knock sensor into the threaded mounting
steps in this section to install the knock sensors on the
hole.
engine.
D o not over-tighten
CAUTION knock sensor. Over-
INTAKE
MANIFOLD tightening will cause damage to the knock sensor.
5. Tighten knock sensor to 35 – 40 ft-lb (47 – 54 N⋅m)

dry.
6. Repeat this mounting procedure for each knock
sensor.
VERIFYING KNOCK SENSOR IS SEATED FLAT
Use the method provided below to verify that the
KNOCK SENSOR knock sensor is seated flat against the mounting hole
surface.
1. Apply a very thin coat of a blueing paste, such as
Permatex Prussian Blue (or equivalent), to seating
Figure 4.05-11 Location Of Knock Sensors On VHP surface of knock sensor (see Figure 4.05-12).
Series Four Engines
NOTE: A knock sensor with its connector will extend

KNOCK SENSOR
about 2 in. (51 mm) away from the surface of the
crankcase. There should be at least 3 in. (76 mm) of
clearance perpendicular to the knock sensor surface.
1. Thoroughly clean knock sensor mounting hole and
area around mounting hole.
Drilled and tapped hole
CAUTION (knock sensor sur-
face) must be flat, smooth (RMS 63), and be per- SEATING SURFACE
pendicular to the drilled hole. Make sure knock
sensor mounting surface is free of paint. If the
knock sensor is not mounted flush with the Figure 4.05-12 Knock Sensor Seating Surface
mounting surface or if the surface is not within 2. Install and remove knock sensor.
RMS63, the knock sensor WILL provide incorrect
signals to the ESM system. 3. Examine imprint left by blueing agent on the crank-
case and sensor seating surface.

• If the imprint on the crankcase and sensor seating 3. Thoroughly clean hole and area around sensor
surface is uniform, the sensor has full-face contact mounting hole. Be careful not to drop debris through
with mounting surface. mounting hole.
• If the imprint on the crankcase and sensor seating Do not drop or mishan-
surface is NOT uniform, the sensor does not have CAUTION dle oxygen sensor. The
full-face contact with mounting surface. The mount- ceramic component inside the sensor is vulnera-
ing hole will have to be plugged and re-tapped to ble to thermal and mechanical shock. Improper
make the hole perpendicular to the mounting sur- handling could damage the oxygen sensor, mak-
face.
ing the sensor unusable.
4. Reinstall knock sensor by completing Step 4 and
Step 5 of knock sensor installation. Do not apply (or con-
CAUTION tact) anti-seize to the
OXYGEN SENSOR REPLACEMENT oxygen sensor’s sensing element (louvered end)
(AFR EQUIPPED) OR to the area above sensor threads. APPLY ANTI-
SEIZE ONLY TO THE THREADED AREA OF SEN-
Oxygen sensors (P/N A740106D) are maintenance SOR. Contact with anti-seize compound on the
items and replacement will be required. Service life of sensing element or area above sensor threads will
the stoichiometric oxygen sensor is typically result in incorrect sensor operation.
2000 hours. Since the sensor has no wearing parts,
theoretical life is indefinite. However, oil additives, fuel NOTE: New sensors are packaged with an anti-seize
contaminants, compounds released from certain RTV compound already applied to the sensor threads.
gasket materials, incorrectly applied thread anti-seize, There is no need to apply additional anti-seize unless
and over-temperature can result in shortened sensor reinstalling a used sensor. If required, very sparingly
life. Replace the oxygen sensors at 2000 hours. use a nickel-based anti-seize compound that will
withstand temperatures of 1500° F (816° C). Apply
If the AFR stepper is reaching the stepper limits and compound ONLY to sensor threads.
you find yourself adjusting the lambda value to com-
pensate for this condition, it may indicate that the oxy- NOTE: A special Waukesha socket (P/N 475039) is
gen sensor is failing. Replacement of the oxygen available to tighten the stoichiometric oxygen sensor.
sensor is recommended. Contact your Waukesha Distributor for ordering
information.
Always purchase ESM
CAUTION AFR oxygen sensors 4. Thread the oxygen sensor into the mounting hole.
from Waukesha Engine. Performance goals of the Tighten oxygen sensor to 28 – 34 ft-lb (38 – 46 N⋅m).
AFR system cannot be met without Waukesha’s 5. Reconnect harness to oxygen sensor.
oxygen sensor specifications.
Replacement oxygen sensors (P/N 740106D) must be
purchased from Waukesha Engine. Oxygen sensors
purchased from other retailers may affect sensor life
and will negatively affect ESM AFR control. Perfor-
mance goals of the AFR system cannot be met without
Waukesha’s oxygen sensor specifications.
To install a new oxygen sensor, complete the following:
WARNING
Allow sufficient time for oxygen sensor to cool to
room temperature before attempting any service
procedure. Contact with hot sensor could cause
severe personal injury.
1. Disconnect sensor harness from oxygen sensor.

2. Remove oxygen sensor from mounting hole.

STEPPER MAINTENANCE 9. Fisher 99 Regulator—apply anti-seize compound

(AFR EQUIPPED) to threads of stepper.
Every year the stepper(s) must be inspected, cleaned, 10. Fisher 99 Regulator—place control spring in posi-
and lubricated. To perform yearly maintenance to the tion and install stepper onto fuel regulator.
stepper(s), refer to Figure 4.05-13 and Figure 4.05-14 11. Mooney Regulator—apply Lubriplate No. 105 or
and complete the following: petroleum grease to spring washer. Washer prevents
1. Remove power from ESM system. control spring from “binding” on diaphragm assembly
when compressed (see Figure 4.05-14).
2. Disconnect harness from stepper.
12. Mooney Regulator—install control spring and
3. Remove stepper from fuel regulator. secure stepper into pilot body with capscrews.
4. Remove control (main) spring. 13. Reconnect harness to stepper.
5. Inspect and clean interior of stepper.
6. Lubricate spring adjusting nut and stepper shaft
with CITGO Lithoplex Grease NLGI 2 (service temper-
ature range 20° – 250° F [-7° – 121° C]) or equivalent.
7. Verify proper operation of stepper:
FUEL
A. Reconnect harness to stepper. REGULATOR
B. Insert control spring into stepper.

C. Apply power to ESM system.
D. Using ESP, view [F8] AFR Setup Panel.
CONTROL
E. Click box “On” in the “Check Box for Left/Right SPRING
Bank Manual Mode” field located on the
[F8] panel to put ESM AFR control in manual
mode. STEPPER
SHAFT
F. Click left or right “Home” button on [F8] panel.
G. Verify shaft inside stepper first moves counter-
clockwise and control spring moves partially into
stepper assembly until “home” position is GASKET
AND SHIM SPRING
reached. Then the stepper shaft must rotate ADJUSTER NUT
clockwise and control spring must move out of
the stepper assembly until it comes to rest in
stepper’s programmed start position.
H. Once stepper motor function has been verified,
remove power from ESM system.
I. Disconnect harness from stepper.
NOTE: The Fisher 99 regulator uses a gasket and
shim to make sure the stepper to regulator interface is
well seated. The gasket and shim make electrical
connection convenient and minimize mechanical
stress on the connector.
8. Fisher 99 Regulator—verify gasket and shim on
stepper are installed (see Figure 4.05-13). STEPPER
Figure 4.05-13 AFR Stepper (Fisher 99 Regulator)

ESM SYSTEM WIRING

STEPPER
WARNING
Do not install, set up, or operate any electrical
components unless you are a technically qualified
individual who is familiar with the electrical ele-
ments involved. Electrical shock can cause severe
WARNING
making any connections or servicing any part of
the electrical system. Electrical shock can cause

STEPPER an electric arc welder on or near an engine. Failure
SHAFT
SPRING to disconnect the harnesses and electronically
ADJUSTER NUT controlled devices could result in severe engine
damage.
Inspect all ESM system wiring harnesses and make

sure all connections are secure. For information on
ESM system wiring, harness connections, and power
CONTROL supply requirements, refer to Section 2.00 Power
SPRING
Requirements, Section 2.05 Power Distribution Box
Connections, and Section 2.10 System Wiring Over-
DIAPHRAGM SPRING view in this manual.
PLATE WASHER
PILOT BODY
Figure 4.05-14 AFR Stepper (Mooney Regulator)

APPENDIX A – INDEX
Detonation Threshold, 1.10-24

A Digital Signals, 1.10-25
Acronyms, 1.10-28 Droop, 1.10-25
Actuator ECU, 1.10-25
Throttle Actuator, 1.10-17 E-Help, 1.10-25
Advanced Panel, 3.05-36 ESP, 1.10-25
Alarms Fault, 1.10-25
Description, 2.30-2 Fault Log, 1.10-25
Feedforward Control, 1.10-25
List Of Fault Codes, 4.00-7
Free Wheeling Diode, 1.10-25
Alternate Dynamics
Function Keys, 1.10-25
Synchronizer Control, 1.10-19
Graphical User Interface, 1.10-25
Alternator Belts Hard Drive, 1.10-25
Maintenance, 4.05-7 High Signal, 1.10-25
Tension, 4.05-7 Icon, 1.10-25
Analog IPM-D, 1.10-25
Outputs, 2.35-10 Isochronous, 1.10-25
Signals, 1.10-24 Knock Frequency, 1.10-25
Knock Sensor, 1.10-26
B LED, 1.10-26
Load Coming, 1.10-26
Baud Rate Load Control, 1.10-26
Definition, 1.10-24
Load Inertia, 1.10-26
Programming, 3.10-24
Log File Processor, 1.10-26
Low Signal, 1.10-26
C Magnetic Pickup, 1.10-26
Calibration, 1.10-24 Master-Slave Communications, 1.10-26
MODBUS, 1.10-26
CD-ROM, 1.10-24
Modem, 1.10-26
Clipboard, 3.10-20 NVRAM, 1.10-26
Computer Open Circuit, 1.10-26
PC, 3.00-2 Panel, 1.10-26
Connection Icons, 3.10-4 PC, 1.10-26
Conventions, 3.00-2 PLC, 1.10-26
Coolant, 2.30-1 RAM, 1.10-26
RS-232, 1.10-27
Customer Interface Harness
RS-485, 1.10-27
Description, 2.10-1
Sample Window, 1.10-27
Loose Wire Identification Table, 2.10-2
Scale High, 1.10-25, 1.10-27
Optional Connections, 2.10-4
Scale Low, 1.10-25, 1.10-27
Required Connections, 2.10-4
Short or Open Circuit, 1.10-25, 1.10-27
Slave, 1.10-27
D Speed Control, 1.10-27
DB Connector, 1.10-24 Start Position, 1.10-27
Definitions Stepper, 1.10-27
Stepper Motor, 1.10-27
Alternate Dynamics, 1.10-24
Analog Signals, 1.10-24 Stuck Sensor, 1.10-25, 1.10-27
Synchronizer Control, 1.10-27
Baud Rate, 1.10-24
Training Tool, 1.10-27
Calibration, 1.10-24
CD-ROM, 1.10-24 User Interface, 1.10-27
VGA, 1.10-27
DB Connector, 1.10-24
WKI, 1.10-28
Detonation, 1.10-24
FORM 6295 Third Edition A-1

Detonation Detection ESM

Definition, 1.10-24 Acronyms, 1.10-28
Description, 1.10-15 Alarms, 2.30-2
Knock Sensor, 1.10-15 Block Diagram, 1.10-2
Promoters And Reducers, 1.10-16 Components, 1.10-4
Theory, 1.10-15 Definitions, 1.10-24
Threshold, 1.10-24 Description, 1.10-1
Timing Control, 1.10-16 Detonation Detection, 1.10-15
Uncontrollable Knock Safety, 2.30-2 Diagnostics Overview, 1.10-11
Diagnostics, 1.10-11 E-Help, 1.10-11
Digital Electronic Service Program, 1.10-7
Inputs, 2.35-10 Engine Control Unit, 1.10-7
Signals, 1.10-25 Fault Codes, 4.00-7
Fuel Valve, 2.25-1
Droop
Governing, 1.10-17, 2.20-1
Definition, 1.10-25
Ignition Power Module With Diagnostics, 1.10-13
Governor Programming, 3.10-13
Ignition System, 1.10-13
Local Control Panel, 2.35-9
E Maintenance, 4.05-1
ECU MODBUS, 2.35-1
Connecting To Modem, 3.10-31 Power Distribution Box, 2.05-1
Connecting To PC, 3.10-3 Power Requirements, 2.00-1
Definition, 1.10-25 Programming, 3.10-1
Description, 1.10-7 Safety Shutdowns, 1.10-12, 2.30-1
Determining Fault Code, 4.00-1 Start-Stop Control, 1.10-12, 2.15-1
Internal Faults, 2.30-2 Troubleshooting, 4.00-1
Photo, 1.10-7 User Interface Panels, 1.10-8
Resetting LEDs, 3.10-19 ESP
Status LEDs, 1.10-7 Basic Programming, 3.10-4
E-Help Computer Requirements, 3.00-2
Command Bar, 4.00-4 Conventions, 3.00-2
Definition, 1.10-25 Definition, 1.10-25
Description, 1.10-11, 4.00-3 Description, 1.10-7, 3.00-1
Document Pane, 4.00-7 Determining Fault Code, 4.00-2
Navigation Pane, 4.00-6 Icon, 1.10-7
Troubleshooting, 4.00-3 Installation, 3.10-3
Electronic Help Logging System Parameters, 3.10-21
Maintenance, 4.05-2
E-Help, 1.10-11
Modem Access, 3.10-30
Electronic Service Program
Panel Descriptions
ESP, 1.10-7
[F10] Status Panel, 3.05-30
Emergency Stop [F11] Advanced Panel, 3.05-36
Buttons, 2.30-1 [F2] Engine Panel, 3.05-2
Description, 2.15-1 [F3] Start-Stop Panel, 3.05-4
ESTOP SW Wire, 2.05-3 [F4] Governor Panel, 3.05-8
Sequence Diagram, 2.15-5 [F5] Ignition Panel, 3.05-14
Engine Control Unit [F6] AFR Primary Fuel, 3.05-20
[F8] AFR Setup, 3.05-26
ECU, 1.10-7
Fault Log, 3.05-38
Engine Panel, 3.05-2 Introduction, 3.05-1
Engine Stall, 2.30-2 Saving Information, 3.00-2
Engine System Manager Saving To Permanent Memory, 3.10-5
ESM, 1.10-1 Starting Program, 3.10-3
A-2 FORM 6295 Third Edition

Taking Screen Captures, 3.10-20 Synchronizer Control, 1.10-19

Training Tool, 1.10-27 Theory, 1.10-17
Troubleshooting, 4.00-1 Variable Speed, 2.20-1
User Interface Panels, 1.10-8, 3.00-3 Governor Panel, 3.05-8
Graphical User Interface
F Definition, 1.10-25
Picture, 1.10-8
Fault
Alarm Codes, 4.00-7
Definition, 1.10-25 H
History, 4.05-2 Harnesses
Shutdown Codes, 4.00-9 Customer Interface Harness, 2.10-1
Fault Log Optional Connections, 2.10-4
Copying Information To Clipboard, 3.10-20 Required Connections, 2.10-4
Definition, 1.10-25 Local Control Option Harness, 2.05-3
Description, 1.10-11 Start Harness, 2.25-1
Field Descriptions, 3.05-38 Wiring Diagram, 2.10-1
Feedforward Control High Signal, 1.10-25
Definition, 1.10-25 How To Use This Manual, v
Description, 1.10-19
Governing, 2.20-5
I
Fixed Speed Icon
Description, 2.20-1 Connection Icons, 3.10-4
Logic Diagram, 2.20-2 Definition, 1.10-25
Programming, 3.10-14 ESP Desktop, 3.10-3
Free Wheeling Diode, 1.10-25 Ignition Panel, 3.05-14
Fuel Valve Ignition Power Module With Diagnostics
Description, 2.25-1 IPM-D, 1.10-13
Wiring, 2.25-1 Ignition System
WKI, 2.25-1 Description, 1.10-13
Function Keys, 1.10-25 Theory, 1.10-13
Intake Manifold, 2.30-1
G IPM-D
Definition, 1.10-25
Gain Adjustments, 2.20-4 Description, 1.10-13
Gas Shutoff Valve Photo, 1.10-13
Fuel Valve, 2.25-1 Programming, 3.10-15
Governing Isochronous, 1.10-25
Actuator And Throttle, 1.10-17
Adjusting Gain, 2.20-4
Calibrations, 1.10-18
K
Description, 1.10-17, 1.10-19, 2.20-1 Knock
Droop, 1.10-25 Detonation Detection, 1.10-25
Feedforward Control, 1.10-19, 2.20-5 Knock Frequency, 1.10-25
Fixed Speed, 2.20-1 Knock Sensor
Inputs, 1.10-18 Definition, 1.10-26
Load Control, 2.20-4 Detonation Detection, 1.10-15
Programming In ESP, 3.10-13 Installation, 4.05-9
Rotating Moment Of Inertia, 2.20-4 Maintenance, 4.05-9
Speed Control Mode, 2.20-1 Photo, 1.10-15
Speed Modes, 1.10-17
Oxygen Sensor Replacement, 4.05-10

L Stepper (AFR Equipped), 4.05-11
LEDs Throttle Actuator Linkage, 4.05-2
Acronym, 1.10-28 Wiring, 4.05-12
Definition, 1.10-26 Master-Slave Communications, 1.10-26
Description, 1.10-7 MODBUS
Determining Fault Code, 4.00-1
Addresses 30038 - 30041, 2.35-9
Resetting, 3.10-19
Baud Rate, 1.10-24
Load Coming Communication Parameters, 2.35-1
Feedforward Control, 1.10-19 Data Tables, 2.35-3
Load Control Definition, 1.10-26
Definition, 1.10-26 Description, 2.35-1
Description, 1.10-18 Exception Responses, 2.35-3
Governing, 2.20-4 Fault Code Behavior, 2.35-2
Load Inertia Function Code 01 Table, 2.35-3
Description, 2.20-4 Function Code 02 Table, 2.35-4
Programming, 3.10-7 Function Code 03 Table, 2.35-4
Tables, 3.10-8 Function Code 04 Table, 2.35-6
Local Control Option Harness Local Control Panel, 2.35-9
+24VFOR U, 2.05-3 Master-Slave Communications, 1.10-26
Description, 2.05-3 Programming
ESTOP SW, 2.05-3 Baud Rate, 3.10-24
ECU Identification Number, 3.10-24
G LEAD, 2.05-3
GND FOR U, 2.05-3 Protocol, 2.35-2
Slave, 1.10-27
GOV SD+, 2.05-3
Wiring, 2.35-1
GOVSD+24V, 2.05-3
Loose Wire Identification Table, 2.10-7 Modem
OPS 3, 2.05-4 Connecting To ECU And PC, 3.10-31
OPS 4, 2.05-4 Definition, 1.10-26
Local Control Panel Programming, 3.10-28
Description, 2.35-9 Most Retarded Timing, 1.10-25, 1.10-26, 1.10-27
Local Displays, 2.35-9
MODBUS, 2.35-1 N
User Analog Outputs, 2.35-10
Non-Code Troubleshooting, 4.00-10
User Digital Inputs, 2.35-10
NOx Level Programming, 3.10-18
Logging System Parameters, 3.10-21
NVRAM
Low Signal, 1.10-26
Definition, 1.10-26
ECU, 3.00-2
M Saving In ESP, 3.10-5
Magnetic Pickups
Definition, 1.10-26 O
On Cam Gear Cover, 1.10-14
Oil Pressure, 2.30-1
On Flywheel, 1.10-14
Photos, 1.10-14 Overcrank, 2.30-2
Safeties, 2.30-2 Overload, 2.30-2
Maintenance Overspeed, 2.30-1
Alternator Belts, 4.05-7 Oxygen Sensor Replacement
Chart, 4.05-1 (AFR Equipped), 4.05-10
ESP Total Fault History, 4.05-2
Knock Sensors, 4.05-9

Initial Engine Startup, 3.10-2

P Installing ESP, 3.10-3
Panels Introduction, 3.10-1
User Interface Panels, 1.10-9 IPM-D, 3.10-15
PC High Voltage Adjustment, 3.10-16
Connecting To ECU, 3.10-3 Low Voltage Adjustment, 3.10-17
Connecting To Modem, 3.10-31 No Spark Adjustment, 3.10-17
Definition, 1.10-26 Load Inertia, 3.10-7
Requirements, 3.00-2 Logging System Parameters, 3.10-21
NOx Level, 3.10-18
Permanent Memory
Panel Color Key, 3.00-2
Description, 3.00-2
Preprogramming Steps, 3.10-2
Saving To, 3.10-5
Resetting LEDs On ECU, 3.10-19
Personal Computer Saving Information, 3.00-2
PC, 1.10-26
Saving To Permanent Memory, 3.10-5
PLC Screen Captures, 3.10-20
Definition, 1.10-26 Starting ESP, 3.10-3
Local Control Panel, 2.35-9 User Interface Panel Descriptions
Power Distribution Box [F10] Status Panel, 3.05-30
Connecting 24 VDC Power, 2.05-1 [F11] Advanced Panel, 3.05-36
Description, 2.05-1 [F2] Engine Panel, 3.05-2
Local Control Option Harness [F3] Start-Stop Panel, 3.05-4
Description, 2.05-3 [F4] Governor Panel, 3.05-8
Loose Wire Identification Table, 2.10-7 [F5] Ignition Panel, 3.05-14
Photo, 2.05-2 [F6] AFR Primary Fuel Panel, 3.05-20
[F8] AFR Setup Panel, 3.05-26
Shutdown Information, 2.05-3
Fault Log, 3.05-38
Wiring Diagram, 2.10-1
Introduction, 3.05-1
Power Supply Using A Modem, 3.10-28
24 VDC Supply By Customer, 2.00-3 WKI Value, 3.10-6
Air Start And Alternator, 2.00-2
Electric Start And Alternator, 2.00-4
Power Distribution Box, 2.05-1
R
Shutdown Information, 2.05-3 RAM
Specifications, 2.00-1 Definition, 1.10-26
Wiring Diagram, 2.10-1 ECU, 3.00-2
Programmable Logic Controller Random Access Memory
PLC, 1.10-26 RAM, 1.10-26
Programming Rotating Moment Of Inertia
Actuator Calibration, 3.10-11 Load Inertia, 2.20-4
Air-Fuel Ratio, 3.10-9 RS-232, 1.10-27
Basic Programming, 3.10-4 RS-485, 1.10-27
Baud Rate – MODBUS, 3.10-24
Changing Units – U.S. Or Metric, 3.10-19
Computer Requirements, 3.00-2 S
Connecting PC To ECU, 3.10-3 Safeties - ESM System
Conventions, 3.00-2 Alarms, 2.30-2
Copying Fault Log To Clipboard, 3.10-20 Coolant Over Temperature, 2.30-1
Governor Customer Initiated Emergency Shutdown, 2.30-2
Feedforward, 3.10-15 ECU Internal Faults, 2.30-2
Fixed Speed, 3.10-14 Emergency Stop Buttons, 2.30-1
Synchronizer, 3.10-15
Engine Overload, 2.30-2
Variable Speed, 3.10-13
Engine Overspeed, 2.30-1

Engine Stall, 2.30-2 Shutdown

Intake Manifold Over Temperature, 2.30-1 Emergency Stop Sequence Diagram, 2.15-5
Low Oil Pressure, 2.30-1 Fault Codes, 4.00-9
Magnetic Pickups, 2.30-2 Information, 2.05-3
Overcrank, 2.30-2 Safeties, 1.10-12
Security Violation, 2.30-2 Coolant Overtemperature, 2.30-1
Uncontrollable Engine Knock, 2.30-2 Customer-Initiated Emergency Shutdown, 2.30-2
Safety ECU Internal Faults, 2.30-2
Emergency Stop Buttons, 2.30-1
Acids, 1.00-2
Engine Overload, 2.30-2
Batteries, 1.00-2
Engine Overspeed, 2.30-1
Body Protection, 1.00-2
Engine Stall, 2.30-2
Chemicals, 1.00-2 Intake Manifold Overtemperature, 2.30-1
Cleaning Solvents, 1.00-2 Low Oil Pressure, 2.30-1
General, 1.00-2 Magnetic Pickups, 2.30-2
Liquid Nitrogen/Dry Ice, 1.00-2 Overcrank, 2.30-2
Components, 1.00-2 Security Violation, 2.30-2
Heated Or Frozen, 1.00-2 Uncontrollable Knock, 2.30-2
Interference Fit, 1.00-2 Start-Stop Control, 2.15-1
Cooling System, 1.00-3 Stop Sequence Diagram, 2.15-4
Electrical, 1.00-3
Slave, 1.10-27
General, 1.00-3
Ignition, 1.00-3 Speed Control
Equipment Repair And Service, 1.00-1 Definition, 1.10-27
Exhaust, 1.00-3 Description, 1.10-17
Fire Protection, 1.00-3 Governing, 2.20-1
Fuels, 1.00-3 Speed Governing
Gaseous, 1.00-3 Governing, 1.10-17, 1.10-19
General, 1.00-3 Stall, 2.30-2
Liquid, 1.00-4
Start-Stop Control
Intoxicants And Narcotics, 1.00-4
Description, 1.10-12, 2.15-1
Pressurized Fluids/Gas/Air, 1.00-4
Emergency Stop Sequence Diagram, 2.15-5
Protective Guards, 1.00-4
Start Sequence Diagram, 2.15-3
Safety Tags And Decals, 1.00-1
Stop Sequence Diagram, 2.15-4
Springs, 1.00-4
Tools, 1.00-4
Start-Stop Panel, 3.05-4
Electrical, 1.00-4 Startup
Hydraulic, 1.00-4 Initial Programming, 3.10-2
Pneumatic, 1.00-5 Start Sequence Diagram, 2.15-3
Weight, 1.00-5 Start-Stop Control, 2.15-1
Welding, 1.00-5 Status LEDs
General, 1.00-5 LEDs, 1.10-7
On Engine, 1.00-5
Status Panel, 3.05-30
Safety Shutdowns
Stepper Maintenance
Shutdown, 1.10-12
(AFR Equipped), 4.05-11
Sample Window, 1.10-25, 1.10-27
Synchronizer Control
Screen Captures, 3.10-20 Definition, 1.10-27
Security Violations, 2.30-2 Description, 1.10-19
Sensors Programming, 3.10-15
Engine Mounted, 1.10-4 System Requirements, 3.00-2
Location – Left Side Of Engine, 1.10-5
Location – Right Side Of Engine, 1.10-4

T W
Theory Warranty, W-1
Detonation, 1.10-15 Waukesha Knock Index
Governing, 1.10-17 WKI, 1.10-28
Ignition, 1.10-13 Wiring
Throttle Actuator Diagram, 2.10-1
Calibration, 3.10-11 Fuel Valve, 2.25-1
Description, 1.10-17, 2.20-5 Maintenance, 4.05-12
Linkage Adjustment, 4.05-2 MODBUS, 2.35-1
Maintenance, 4.05-2 Optional Connections, 2.10-4
Photo, 1.10-17 Power Distribution Box, 2.05-1
Programming, 3.10-11 Power Specifications, 2.00-1
Torque Values, 1.05-2 Power Supply
Training Tool, 1.10-27 Air Start And Alternator, 2.00-2
Electric Start And Alternator, 2.00-4
Troubleshooting
Supply By Customer, 2.00-3
Determining Fault Code, 4.00-1
Required Connections, 2.10-4
E-Help, 4.00-3
Requirements, 1.05-5
Fault Codes, 4.00-7
Shutdown Information, 2.05-3
Introduction, 4.00-1
Maintenance Chart, 4.05-1
WKI
Definition, 1.10-28
Non-Code Troubleshooting, 4.00-10
Description, 2.25-1
Programming, 3.10-6
U
Units – U.S./Metric, 3.10-19
User Analog Outputs, 2.35-10
User Digital Inputs, 2.35-10
User Interface Panels
[F10] Status, 1.10-10, 3.00-5, 3.05-30
[F11] Advanced, 1.10-10, 3.00-5, 3.05-36
[F2] Engine, 1.10-9, 3.00-3, 3.05-2
[F3] Start-Stop, 1.10-9, 3.00-3, 3.05-4
[F4] Governor, 1.10-9, 3.00-4, 3.05-8
[F5] Ignition, 1.10-9, 3.00-4, 3.05-14
[F6] AFR PRI, 1.10-10, 3.00-4, 3.05-20
[F8] AFR Setup, 1.10-10, 3.00-4, 3.05-26
Definition, 1.10-27
Description, 1.10-8
Fault Log, 1.10-11
V
Variable Speed
Description, 2.20-1
Logic Diagram, 2.20-3
VGA, 1.10-27


WAUKESHA ENGINE, DRESSER, INC.
EXPRESS LIMITED WARRANTY FOR THE WAUKESHA ENGINE SYSTEM MANAGER (ESM®)
INTRODUCTION
The ESM is sold on new Engines or as Genuine Service Parts, and includes the Engine Control Unit (ECU) and a Governor Actuator.
I. TERMS OF EXPRESS LIMITED WARRANTY
Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any ECU or Governor Actuator installed on an engine, or
Enginator®), or product (hereinafter referred to as “Products”) manufactured by Waukesha, or purchased as a Genuine Service Part, which proves to have had
a defect in material or workmanship.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon the initial Products start-up date or the purchase date, in the case of service parts sales, and shall expire upon the
earlier of the following:
1. New Products
a) 24 months after the initial new Product start-up date; or
b) 30 months after the original shipment date of the covered Products by Waukesha Engine.
2. Genuine Service Parts
a) 24 months from the date the ECU and Governor Actuator is put into service; or
b) 30 months from the purchase date.
B. Notwithstanding the foregoing, Waukesha further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Wauke-
sha Product damaged as the direct result of a warrantable defect in an ECU or Governor Actuator.
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by a Waukesha authorized contractor or distributor; and
B. The repair or replacement, at Waukesha's election, of an ECU or Governor Actuator installed on Products shipped from Waukesha, reasonable and neces-
sary travel and expenses incurred by Waukesha's authorized contractor or distributor; and
C. Replacement of lubricating oil, coolant, filter elements, Waukesha supplied engine components, or other normal maintenance items that are contaminated
and/or damaged as a direct result of a warranted failure.
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products within the guidelines established by Waukesha; and
B. Making the Products available to Waukesha or Waukesha's authorized contractors or distributors for any warranty repair, during normal business hours;
and
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule; and
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair; and
E. All administrative costs and expenses resulting from a warranted failure; and
F. Any costs of transportation, towing, repair facilities, or associated costs; and
G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty; and
H. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair; and
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA'S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products; or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Improper diagnosis of a Product problem for which a ECU and /or Governor Actuator is replaced; or
K. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Wauke-
sha Engine Distributor; or
L. Any failure of a Service Part resulting from misapplication or improper repair procedures; or
M. Any failure or damage resulting from the improper or extended storage of a Service Part; or
N. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; or
O. Any ECU which had the cover removed.
VI. APPLICABILITY AND EXPIRATION
The warranty set out above is extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no
further effect upon the dates of expiration of the applicable warranty periods.
VII. WARRANTY ADMINISTRATION
This warranty is administered exclusively by an Authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the Distributor to
determine whether the warranty is applicable.
Contact the nearest Authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest Authorized Distributor is
available by contacting Waukesha Engine at (262) 547-3311.
THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER
SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-
TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories
must be commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for
negotiation, either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the Products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance
with its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction
thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M-4150 for the most current warranty terms. Effective April 10, 2001.
W-1

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PERFORMANCE: L7044GSI VHP SERIES FOUR

RPM 1200 1000 RPM 1200 1000

NOx (grams/bhp-hr) 12.6 12.1 NOx (g/nm3) 4.7 4.5

BSFC (Btu/bhp-hr) 7595 7535 BSFC (g/nm3) 10747 10662

NOx (grams/bhp-hr) 21.3 20.7

NOx (g/nm ) 7.9 7.7

CO (grams/bhp-hr) 1.6 1.6 CO (g/nm3) 0.6 0.6

S5585-1 7/01 Basic Model Specifications L7042GL

S5585-2 7/01 Basic Model Specifications L7042GSI

S5585-3 1/02 Basic Model Specifications L7044GSI

EN: 125928 Ref.

EN: 125928 Ref.

EN: 125928 Ref.

EN: 125928 Ref.

C272E 10/81 L7042G Natural Gas — — 10:1 Compression Ratio

C274D 11/81 L7042G HD-5 Propane — — 8:1 Compression Ratio

C276H 3/92 L7042GSI Natural Gas 85 29 8:1 Compression Ratio

C278J 4/02 L7042GSI Natural Gas 130 54 8:1 Compression Ratio

C278-12 1/02 L7044GSI Natural Gas 130 54 180° F (82° C) JW Temperature

C278-13 1/02 L7044GSI Natural Gas 130 54 180° F (82° C) JW Temperature

C976-13 7/86 L7042GL Natural Gas 85 29 10.5:1 Compression Ratio

C976-17 1/90 L7042GL Natural Gas 85 29 10.5:1 Compression Ratio

C976-18 1/90 L7042GL Natural Gas 130 54 10.5:1 Compression Ratio

C976-19 4/99 L7042GL Natural Gas 130 54 10.5:1 Compression Ratio

BASED ON 29.54 in. Hg. (100 kPa), 77° F (25° C)

DEDUCTIONS FOR ALTITUDE AND TEMPERATURE

DR: R.H.T. Ref.

BASED ON 29.54 in. Hg. (100 kPa), 77° F (25° C)

DRY NATURAL GAS

DEDUCTIONS FOR ALTITUDE AND TEMPERATURE

DR: R.H.T. Ref.

BASED ON 29.54 in. Hg. (100 kPa), 77° F (25°C)

DEDUCTIONS FOR ALTITUDE AND TEMPERATURE

PERFORMANCE CURVES DR: R.H.T. Ref.

RPM 700 800 900 1000 1100 1200

OVERLOAD 10% — Allowed 2 Hours Per 24 Hours

ENGINE RATING AND FUEL CONSUMPTION EN: 114363 Ref.

RPM 700 800 900 1000 1100 1200

OVERLOAD 10% Allowed 2 Hours Per 24 Hours

ENGINE RATINGS AND FUEL CONSUMPTION EN: 114363 Ref.

RPM 700 800 900 1000 1200

OVERLOAD Allowed 2 Hours Per 24 Hours

ENGINE RATINGS AND FUEL CONSUMPTION Ref.

1200 RPM 11500

1000 RPM 10700

700 RPM 900 RPM

RPM 700 800 900 1000 1200

OVERLOAD Allowed 2 Hours Per 24 Hours

ENGINE RATINGS AND FUEL CONSUMPTION Ref.

RPM 700 800 900 1000 1100 1200

OVERLOAD 10 Percent — 2 Hours Per 24 Hours

ENGINE RATING & FUEL CONSUMPTION EN: 108821 Ref.

RPM 1000 1200

OVERLOAD 10 Percent — 2 Hours Per 24 Hours

ENGINE RATING & FUEL CONSUMPTION Ref.

RPM 1000 1200

OVERLOAD 10 Percent — 2 Hours Per 24 Hours

ENGINE RATING & FUEL CONSUMPTION Ref.

RPM 700 800 900 1000 1100 1200

OVERLOAD 10% Allowed 2 Hours Per 24 Hours

S6124-40 7/01 L7042GL Natural Gas 85 29 10.5:1 Compression Ratio

S6124-48 10/93 L7042GL Natural Gas 85 29 10.5:1 Compression Ratio

S6124-49 10/93 L7042GL Natural Gas 130 54 10.5:1 Compression Ratio