Waukeshau - Installation and Application Manual PDF

®
Installation of
Waukesha Engines &
®
Enginator Systems
Chapters 1-9
Eighth 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
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
Engine, Dresser, Inc.; and (3) not disclose to others either the doc-
ument or the confidential or trade secret information contained
therein.
All sales and information herein supplied subject to Standard
Terms of Sale, including limitation of liability.
WAUKESHA, DRESSER, SERIES FOUR, ATGL, VGF, VGS,
APG, VHP, and WKI are registered trademarks of Dresser, Inc.
WAUKESHA ENGENIUS, ESM, VHP, and DRESSER logo are
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 1091
Copyright 2007
Waukesha Engine
Dresser, Inc.
Waukesha, Wisconsin 53188
All rights reserved. Printed in U.S.A. 5/07
TABLE OF CONTENTS
CHAPTER 1
PREPARATION FOR MOUNTING
Introduction.............................................................................................................1-1
Section 1 Determining Inertia Block Or Pad Size Recommended
Minimum Standards ..................................................................................... 1-2
Width of the inertia block or pad (W) ..................................................... 1-2
Length of the inertia block or pad (L)..................................................... 1-2
Height of the inertia block or pad (H)..................................................... 1-2
Section 2 Determining Required Soil Bearing Load .................................................... 1-4
Section 3 Concrete Mixture ......................................................................................... 1-6
Section 4 Inertia Block Reinforcement......................................................................... 1-6
Section 5 Vibration Isolation ........................................................................................ 1-7
Isolating Liners ...................................................................................... 1-7
Spring And Rubber Mounts ................................................................... 1-8
Section 6 Inertia Block Bolt Or Pad Mounting Bolt Installation .................................... 1-9
Section 7 Curing The Inertia Block Or Pad ................................................................ 1-11
Section 8 Sole Plates................................................................................................. 1-11
Section 9 Grouting ..................................................................................................... 1-12
Section 10 Grouting Procedure ................................................................................... 1-13
Section 11 APG2000/12V220GL and APG3000/18V220GL ....................................... 1-15
Section 12 Angular Operating Limits ........................................................................... 1-16
Section 13 Determining The Angle Of Engine Operation ............................................ 1-17
Section 14 Preparation for mounting checklist ............................................................ 1-19
Checking the inertia block size and weight ......................................... 1-19
Checking the soil conditions................................................................ 1-19
Checking the concrete mix .................................................................. 1-20
Checking the inertia block reinforcement ............................................ 1-20
Checking the isolation system............................................................. 1-20
Checking the hold down method ......................................................... 1-20
Checking the cure ............................................................................... 1-20
Checking the sole plates ..................................................................... 1-21
Checking the grout .............................................................................. 1-21
Checking the grout .............................................................................. 1-21
Checking the level ............................................................................... 1-21
Checking the level ............................................................................... 1-21
Form 1091 (Eighth Edition) i
TABLE OF CONTENTS
CHAPTER 2
ENGINE MOUNTING AND ALIGNMENT
Safety ...................................................................................................................... 2-1

Introduction ............................................................................................................ 2-2
Section 1 VHP Stainless Steel Spacers And Shims .................................................... 2-3
Driven Equipment Stainless Steel Shims.............................................. 2-6
Section 2 Procedures .................................................................................................. 2-7
Shimming .............................................................................................. 2-7
Dial Indicator Mounting ......................................................................... 2-7
Section 3 Leveling And Base Deflection...................................................................... 2-8
Solid Mounted Packages ...................................................................... 2-8
Spring Isolated Packages ................................................................... 2-15
Section 4 Alignment................................................................................................... 2-21
Single Bearing Generator And Similar Single Bearing Equipment
Alignment ............................................................................................ 2-21
Multi-Bearing Machines....................................................................... 2-29
APG2000/12V220GL and APG300018V220GL.................................. 2-38
............................................................................................................ 2-38
Section 5 Alignment Checklist ................................................................................... 2-43
Single Bearing Machine ...................................................................... 2-43
Multiple Bearing Machine.................................................................... 2-45
CHAPTER 3
VIBRATION, COUPLINGS AND DRIVES
Introduction Vibration ...................................................................................................... 3-1

Couplings And Drives............................................................................ 3-1
Section 1 Vibration: Linear vs. Torsional ..................................................................... 3-1
Torsional ............................................................................................... 3-1
Linear .................................................................................................... 3-2
Section 2 Flexible Piping Connections ........................................................................ 3-2
Section 3 Drive Types ................................................................................................. 3-4
Flexible Couplings................................................................................. 3-4
Floating Drive Shafts............................................................................. 3-4
Gear Drives ........................................................................................... 3-4
Hydraulic Drives And Torque Converters.............................................. 3-5
Clutches ................................................................................................ 3-6
Section 4 Side Load Drives ......................................................................................... 3-7
Section 5 Determination Of Correct Pulley Size .......................................................... 3-8
ii Form 1091 (Eighth Edition)

TABLE OF CONTENTS
Section 6 Belts And Pulleys Troubleshooting Guide ................................................... 3-9

Section 7 V-belt Tips.................................................................................................. 3-10
Section 8 Front End Drives ........................................................................................ 3-10
Direct Drive Applications ..................................................................... 3-10
Section 9 Side Load Applications .............................................................................. 3-11
Section 10 Checklist .................................................................................................... 3-12
CHAPTER 4
COOLING SYSTEMS
Introduction.............................................................................................................4-1
Section 1 Solid Water Cooling System Types ............................................................. 4-1
Solid Water Cooling Systems................................................................ 4-1
Cooling System Component Functions ................................................. 4-5
Heat Recovery Systems...................................................................... 4-20
Coolant Pressure and Treatment ........................................................ 4-23
Section 2 Ebullient Cooling Systems ......................................................................... 4-23
Overview ............................................................................................. 4-23
Water Treatment ................................................................................. 4-26
Ebullient System Treatment ................................................................ 4-27
Blowdown of Ebullient Systems .......................................................... 4-27
Blowdown Procedures......................................................................... 4-28
Chemical Feeding ............................................................................... 4-29
In-Plant Testing ................................................................................... 4-29
Section 3 Heat Balance Adjustments ........................................................................ 4-31
Elevated Jacket Water Temperature Heat Balance (Rejection) Correction
Factors for VHP Engines..................................................................... 4-31
High Ambient Air Temperature Corrections ........................................ 4-33
Altitude Corrections ............................................................................. 4-34
Section 4 Installation Concerns ................................................................................. 4-36
Radiator Cooled Units ......................................................................... 4-36
Engine Preheating............................................................................... 4-36
Engine Thermal Shock at Shutdown Due to Thermosiphoning........... 4-37
Caution for Intercooler Water at 85° F or Below.................................. 4-40
Piping Installation ................................................................................ 4-41
Section 5 Cooling System Checklist .......................................................................... 4-42
Solid Water Systems ........................................................................... 4-43
IF 220GL: ............................................................................................ 4-43
Form 1091 (Eighth Edition) iii

TABLE OF CONTENTS
CHAPTER 5
LUBRICATION SYSTEM
Introduction ............................................................................................................ 5-1

Section 1 Lubrication System Components................................................................. 5-2
Piping .................................................................................................... 5-2
Flexible Connections............................................................................. 5-3
Fittings................................................................................................... 5-3
Filters and Strainers .............................................................................. 5-3
Oil Cooler .............................................................................................. 5-8
Section 2 Lube Oil Filter/Cooler Installation ................................................................ 5-8
Section 3 Engine Pre/Post Lubrication System ........................................................... 5-9
Post Lubrication Requirements for Waukesha Engines...................... 5-10
Section 4 Engine Oil Heaters .................................................................................... 5-11
Section 5 Lube Oil Recommendations ...................................................................... 5-11
Section 6 Lube Oil Capacities ................................................................................... 5-13
Section 7 Angular Operating Limits ........................................................................... 5-14
Determining Angle of Operation.......................................................... 5-14
Angle of Operation Table of Angles .................................................... 5-15
Section 8 Breather Systems ...................................................................................... 5-17
Section 9 Lubrication System Checklist .................................................................... 5-22
Lubrication Systems Components ...................................................... 5-22
Lube Oil Filter/Cooler Installation ........................................................ 5-22
Engine Pre/Post Lubrication System................................................... 5-22
Engine Oil Heaters .............................................................................. 5-22
Lube Oil Recommendations................................................................ 5-23
Angular Operating Limits..................................................................... 5-23
Breather Systems................................................................................ 5-23
CHAPTER 6
AIR INDUCTION SYSTEM
Introduction ............................................................................................................ 6-1

Section 1 Air Induction System Factors....................................................................... 6-1
Air Temperature .................................................................................... 6-1
Air Quantity ........................................................................................... 6-2
Air Quality.............................................................................................. 6-2
Section 2 Air Filtration Principles ................................................................................. 6-3
Inertial Separation ................................................................................. 6-3
iv Form 1091 (Eighth Edition)

TABLE OF CONTENTS
Impingement.......................................................................................... 6-3
Section 3 Air Cleaners ................................................................................................. 6-4
Precleaners ........................................................................................... 6-4
Dry Type Air Cleaners ........................................................................... 6-5
Multi-Stage Air Cleaners ....................................................................... 6-5
Oil Bath Air Cleaners............................................................................. 6-5
Air Cleaner Effectiveness ...................................................................... 6-6
Section 4 Combustion Air Ducting ............................................................................... 6-6
Section 5 Engine Requirements .................................................................................. 6-7
Turbocharger Considerations................................................................ 6-7
Intake Air Restriction ............................................................................. 6-8
Section 6 Determining Air Induction System Restriction.............................................. 6-8
Air Induction System Restriction Calculation......................................... 6-9
Sample Problem ........................................................................................ 6-11
Section 7 APG and ATGL .......................................................................................... 6-13
Section 8 Installation Summary ................................................................................. 6-14
Air Supply ............................................................................................ 6-14
Cold Weather Operation...................................................................... 6-14
Air Cleaners......................................................................................... 6-14
System Pressure Loss Reserve .......................................................... 6-14
Air Ducting........................................................................................... 6-15
System Pressure Testing .................................................................... 6-15
Appendix A Air Induction System Installation Check List ..............................................6-A1
Appendix B System Restriction References .................................................................6-B1
Appendix C Pressure Conversion Table ...................................................................... 6-C1
CHAPTER 7
EXHAUST SYSTEMS
Introduction.............................................................................................................7-1
Section 1 Exhaust Piping ............................................................................................. 7-1
Exhaust Temperature............................................................................ 7-1
Exhaust Velocity.................................................................................... 7-2
Section 2 Thermal Growth And Exhaust Flexible Connections ................................... 7-2
Section 3 Sound Attenuation ....................................................................................... 7-5
Section 4 Emissions Treatment ................................................................................... 7-5
Section 5 Exhaust Purging .......................................................................................... 7-5
APG2000/12V220GL and APG3000/18V220GL................................... 7-5
Section 6 Exhaust Backpressure ................................................................................. 7-6
Form 1091 (Eighth Edition) v

TABLE OF CONTENTS
Exhaust Restriction Calculation ............................................................ 7-6

Pipe Areas for ANSI Schedule 40 Pipe................................................. 7-7
Sample Problem ........................................................................................ 7-13
Exhaust Discharge .............................................................................. 7-15
Exhaust Gas........................................................................................ 7-15
Moisture Traps and Drains.................................................................. 7-15
Common Exhaust Systems................................................................. 7-15
Ducting ................................................................................................ 7-15
Relief Valves ....................................................................................... 7-16
Section 8 Exhaust System Checklist ......................................................................... 7-17
Check List for Exhaust Systems ......................................................... 7-17
CHAPTER 8
FUEL SYSTEMS
Introduction ............................................................................................................ 8-1

Section 1 Explosion Safety .......................................................................................... 8-1
Preventing Gas Leakage....................................................................... 8-1
Section 2 Combustion Types....................................................................................... 8-1
Stoichiometric Combustion (Rich Burn) ................................................ 8-1
Lean Combustion .................................................................................. 8-1
Section 3 Engine Fuel Systems................................................................................... 8-2
Mechanical Systems ............................................................................. 8-2
Electronic Air/Fuel Ratio Controls......................................................... 8-4
Section 4 Basic Carburetor Types ............................................................................... 8-5
Section 5 Multiple Fuel Sources .................................................................................. 8-6
Dual Fuel – 2 Pipe System.................................................................... 8-6
Section 6 Fuel System Components ........................................................................... 8-8
Fuel Valves ........................................................................................... 8-8
Regulators............................................................................................. 8-8
Filters .................................................................................................. 8-10
Manual Valves..................................................................................... 8-10
Fuel Piping .......................................................................................... 8-10
Flexible Connection............................................................................. 8-10
Fuel Piping Check Valves And Flame Arrestors ................................. 8-11
Volume Tanks ..................................................................................... 8-11
APG2000/3000 Gas Train................................................................... 8-11
Section 7 Fuel Treatment .......................................................................................... 8-12
Liquid Removal ................................................................................... 8-12
Halogenated Hydrocarbon Removal ................................................... 8-15
vi Form 1091 (Eighth Edition)

TABLE OF CONTENTS
H2S Removal....................................................................................... 8-16

Siloxanes Removal.............................................................................. 8-16
Landfill Gas Filtration System Recommendations ..................................... 8-16
Section 8 Piping Restriction Calculation .................................................................... 8-19
Fuel Piping Restriction Calculation...................................................... 8-19
Fuel Piping Cleanliness....................................................................... 8-25
Fuel Temperature Considerations....................................................... 8-25
Gas Meter Installation ......................................................................... 8-26
Section 10 Fuel System checklist ................................................................................ 8-27
Check List for Fuel Systems................................................................ 8-27
CHAPTER 9
MOUNTING AND ALIGNMENT OF ATGL® ENGINES
Safety Introduction .................................................................................................. 9-1

Safety Tags And Decals .............................................................................. 9-1
Equipment Repair And Service.................................................................... 9-2
Acids ............................................................................................................ 9-2
Batteries....................................................................................................... 9-2
Body Protection ........................................................................................... 9-3
Chemicals .................................................................................................... 9-3
General.................................................................................................. 9-3
Cleaning Solvents ................................................................................. 9-3
Liquid Nitrogen/Dry Ice ......................................................................... 9-3
Components ................................................................................................ 9-3
Heated Or Frozen.................................................................................. 9-3
Interference Fit ...................................................................................... 9-3
Cooling System............................................................................................ 9-4
Electrical ...................................................................................................... 9-4
General.................................................................................................. 9-4
Ignition................................................................................................... 9-4
Exhaust ........................................................................................................ 9-5
Fire Protection ............................................................................................. 9-5
Fuels ............................................................................................................ 9-5
General.................................................................................................. 9-5
Gaseous ................................................................................................ 9-5
Liquid..................................................................................................... 9-6
Intoxicants And Narcotics ............................................................................ 9-6
Pressurized Fluids/Gas/Air ......................................................................... 9-6
Protective Guards ........................................................................................ 9-6
Springs......................................................................................................... 9-6
Form 1091 (Eighth Edition) vii

TABLE OF CONTENTS
Tools ............................................................................................................ 9-7

Electrical................................................................................................ 9-7
Hydraulic ............................................................................................... 9-7
Pneumatic ............................................................................................. 9-7
Weight ......................................................................................................... 9-7
Welding........................................................................................................ 9-7
General ................................................................................................. 9-7
On Engine ............................................................................................. 9-8
Section 1 Mounting Surface ........................................................................................ 9-8
Section 2 Flywheel Mounting & Crankshaft Web Deflection ..................................... 9-10
Flywheel Mounting .............................................................................. 9-10
Crankshaft Web Deflection ................................................................. 9-11
Section 3 Alignment................................................................................................... 9-13
Multi-Bearing Machines....................................................................... 9-13
End Play.............................................................................................. 9-14
Angular Alignment............................................................................... 9-14
Parallel Alignment ............................................................................... 9-18
Thermal Growth .................................................................................. 9-21
Hot Check ........................................................................................... 9-22
Periodic Inspections ............................................................................ 9-23
Alignment Worksheet .......................................................................... 9-23
Section 4 Summary Of Mounting And Alignment ...................................................... 9-26
Fabrication Shop ................................................................................. 9-26
On Site ................................................................................................ 9-26
Appendix A Shimming Information................................................................................9-A1
Grout Information.......................................................................................9-A2
Mounting Bolt And Torquing Information ...................................................9-A2
Side Jacking Bolt Information ....................................................................9-A4
Skid Design Information ............................................................................9-A5
Maximum Unbalanced Forces And Moments For AT27GL Engines .........9-A7
Warranties
For Products Used In Continuous Duty Applications
For Products Used In Excess Of Continuous Duty Ratings
Covering Genuine Waukesha Service Parts And Factory Remanufactured
Service Parts Used In A Certified Overhaul
For Genuine Waukesha Service Parts And Factory Remanufactured Service
Parts
For Custom Engine Controls
For The Waukesha® Engenius™ Engine System Manager (ESM®)
viii Form 1091 (Eighth Edition)

CHAPTER 1
PREPARATION FOR MOUNTING
INTRODUCTION Most stationary engines larger than 600 in3 (9.8 liter) displacement should be
mounted on an inertia block or a concrete pad with spring isolators. These types
of mounting are important as they help to isolate the engine and its vibration from
the surrounding structure and from other machines. The inertia block or pad pro-
vides a level surface on which to mount the engine as well as a high level of isola-
tion, which reduces the noise and vibration level transmitted to surrounding
buildings and machines. Isolation is best achieved with well-dimensioned inertia
blocks on springs. The concrete upper face shall be painted with hydrocarbon
resistant paint to avoid concrete resistance properties alteration and/or finishing
coping mortar stratification.
It is strongly recommended that the driven equipment be mounted on a common-
skid with the engine (see Figure 1-1). By mounting both units on the same skid, a
common plane for the engine and driven equipment is created. The equipment is
less likely to lose alignment, because the driven equipment cannot shift relative to
the prime mover (engine).
Waukesha strongly recommends the packager analyze skid design to determine
that the structural integrity of the skid does not incur harmful natural frequencies
for constant speed applications and throughout the speed range for variable
speed applications.
To meet these demands, the inertia block or pad (spring isolated) must be of both
adequate size and mass to support the engine/driven equipment and to absorb
vibration. The engine/driven equipment common skid must rest on a surface of
sufficient density to support both the common skid and the equipment mounted on
it. The inertia block or mounting pad must have an accurately finished, level
mounting surface. To secure the engine/driven equipment to the inertia block or
mounting pad, properly sized retaining bolts must be installed in the correct spots
to align with the holes in the engine base or common skid.
ENGINE
DRIVEN SUPPORT
COMMON SKID
INERTIA BLOCK
Figure 1-1 Engine and Driven Equipment on Common Skid
Form 1091 (Eighth Edition) 1-1

CHAPTER 1 PREPARATION FOR MOUNTING
SECTION 1 DETERMINING INERTIA BLOCK OR PAD SIZE RECOMMENDED MINIMUM

STANDARDS
Width of the inertia block or pad (W)
The inertia block or pad width is to be at least one foot (30.5 cm) wider than the
base of the engine or the common skid to be installed.
Length of the inertia block or pad (L)
The inertia block or pad length is to be at least one foot (30.5 cm) longer than the
combined length of the base of the engine and driven equipment to be installed.
Height of the inertia block or pad (H)
With the length and width of the inertia block controlled by the package dimen-
sions, the height will be controlled by the desired weight of the block. Waukesha
recommends using a foundation specialist to determine what inertia block weight
and isolation will be required to minimize vibration transmitted to the surrounding
environment. Waukesha provides engine unbalance forces and moments in the
Drive Data section of the General Tech Data Binder. This information, along with
the driven machine unbalance information would be required to properly calculate
vibration transmission.
In the absence of calculations for the proper inertia block weight, Waukesha rec-
ommends the weight of the inertia block equal 1.3 to 1.5 times the weight of all
equipment mounted on the inertia block or pad.
This includes accessory equipment and the weight of all liquids (coolant, oil, and
fuel) supported by the inertia block.
Weights of Liquids
Water................................................................................. 8.03 lb/gal (1.00 kg/liter)
Water/Glycol...................................................................... 8.55 lb/gal (1.02 kg/liter)
Lube Oil............................................................................. 7.60 lb/gal (0.91 kg/liter)
Diesel Fuel ........................................................................ 7.10 lb/gal (0.85 kg/liter)
L
W
Figure 1-2 Schematic of Inertia Pad
1-2 Form 1091 (Eighth Edition)

PREPARATION FOR MOUNTING CHAPTER 1
The depth of the inertia block or pad may be found by the following:
U.S. Customary Formula Metric Equivalent Formula
H = (----------------------------------
1.3 to 1.5 )M
- H = (----------------------------------
1.3 to 1.5 )M
-
( L ) ( W )135 ( L ) ( W ) 2162
Where:
H = Depth of inertia block or pad H = Depth of inertia block or pad in

(width plus one foot) in feet. meters.
1.3 to 1.5 = Constant depending on 1.3 to 1.5 = Constant depending on

type of engine. For more vibration type of engine. For more vibration
prone engines such as diesels and prone engines such as diesels and
V-8's, use the higher value. This will V-8's use the higher value. This will
provide more mass for vibration damp- provide more mass for vibration damp-
ening. ening.
M = Weight of engine in pounds. M = Weight of engine in kilograms.
L = Length of inertia block or pad L = Length of inertia block or pad

(engine or common skid length plus (engine or common skid length plus
one foot) in feet. 30 cm) in meters.
W = Width of inertia block or pad W = Width of inertia block or pad

(engine or common skid width plus (engine or common skid width plus
one foot) in feet. 30 cm) in meters.
135 = Density of concrete 2162 = Density of concrete

(lbs. per cubic foot) (kilograms per cubic meter).
Example: F3521GSI
M = 15,000 lbs. M = 6808 kg
L = 9.3 ft. L = 2.84 m
W = 4.5 ft. W = 1.37 m
( 1.4 × 15, 000 ) ( 1.4 × 6808 )

H = -----------------------------------------
- H = ---------------------------------------------------
-
( 9.3 ) ( 4.5 ) ( 135 ) ( 2.84 ) ( 1.37 ) ( 2162 )
H = 21000
---------------- H = 9531
-------------
5650 8412
H = 3.75 ft. deep H = 1.13 m deep
The final decision on inertia block or pad size should be made only after calculat-
ing the weight of the inertia block or pad plus the weight of the equipment, and
comparing this figure to the soil bearing load of the installation site.

SECTION 2 DETERMINING REQUIRED SOIL BEARING LOAD

The next step is to determine if the weight of an inertia block or pad of this size
plus the weight of the engine (and driven equipment, if mounted on a common
skid) exceeds the safe soil bearing load.
The necessary soil bearing load (S.B.L.) can be determined with the following for-
mula:
S.B.L. = (--------------------------------
2.5 ) ( M + F )
-
(W)(L)
Where:
2.5 = Safety constant
M = Weight of engine
W = Width of inertia block or pad
L = Length of inertia block or pad
F = Weight of engine (or engine and driven equipment if mounted on a common
skid - see Note 1)
The weight of the inertia block or pad (F) must first be determined.
The weight is determined by the following formula:
Weight of inertia block or pad = W x L x H x density of the concrete
Example: F3521GSI
F = 4.5 x 9.3 x 3.75 x 135 lb/ft3 F=1.37 m x 2.84 m x 1.13 m x 2162kg/mr3
F = 21187 lb. F = 9505 kg.
Now that “F” is known, the required soil bearing load can be determined using the
given formula.
S.B.L. = (--------------------------------
2.5 ) ( M + F )
-
(W)(L)
S.B.L. = (---------------------------------------------------------------
2.5 ) ( 15, 000 + 21, 187 )
- S.B.L. = (--------------------------------------------------
2.5 ) ( 6808 + 9505 )
-
4.5 × 9.3 1.37 m × 2.84 m
90467.5 lb.
S.B.L. = ------------------------------
- S.B.L. = (-----------------------------------
40782.5 kg. )
-
41.85 sq. ft. ( 3.89 m 2 )
Required S.B.L.=2161.7lbs/sq.ft. Required S.B.L. = 10483.9 kg/m2
NOTE: 1. The above example only takes into account the weight and size of the
engine. An actual installation would have to include the weight of the engine and
the driven equipment, and the weight of a common mounting skid large enough to
support both the engine and driven equipment.
2. An equivalent calculation applies for driven equipment mounted on a separate
skid.

Now that the required soil bearing load has been determined, refer to Table 1-1 to
determine if the supporting material at the engine site can support the weight.
If the required soil bearing load exceeds suggested standards, footings may have
to be incorporated to give the inertia block or pad a larger support area (see
Figure 1-3).
Table 1-1
NATURE OF SAFE BEARING CAPACITY

SUPPORTING
MATERIAL (LBS. PER SQUARE FT.) KG/M2
Hard rock – Granite, etc. 50,000 – 200,000 240,000 – 980,000
Medium rock – Shale, etc. 20,000 – 30,000 100,000 – 150,000
Hard pan 16,000 – 20,000 80,000 – 100,000
Soft rock 10,000 – 20,000 50,000 – 100,000
Compacted sand & gravel 10,000 – 12,000 50,000 – 60,000
Hard clay 8,000 – 10,000 40,000 – 50,000
Gravel & coarse sand 8,000 – 10,000 40,000 – 50,000
Loose, medium and coarse

6,000 – 8,000 30,000 – 40,000
sand, compacted fine sand
Medium clay 4,000 – 8,000 20,000 – 40,000
Loose fine sand 2,000 – 4,000 10,000 – 20,000
Soft clay 2,000 15,000
NOTE: This table gives approximate values for average conditions. Building code
requirements may vary and should be consulted for a particular locality.
NORMAL SOIL POOR BEARING SOIL
Figure 1-3 Footing for Poor Bearing Soil

SECTION 3 CONCRETE MIXTURE

Use one part cement, two parts sand and three parts aggregrate by volume, with
a maximum slump of 4 inch (100 mm) providing a 28-day compressive strength of
3000 psi (211 kg/cm2).
SECTION 4 INERTIA BLOCK REINFORCEMENT

The concrete reinforcing network should be a 10 in. x 10 in. (254 mm x 254 mm)
steel wire fabric or equivalent which is 0.155 in. (3.9 mm) diameter minimum. It
should be placed 2 inches (51 mm) from the top and bottom surfaces with each
level spaced 6 in. (152 mm) apart.
An alternate method of reinforcing is to place a level of 3/4 in. (19 mm) diameter
reinforcing rod, or equivalent, on 6 in. (152 mm) centers in both directions. A level
should be placed 2 inches (51 mm) from the top and bottom surfaces. Rod place-
ment should take into consideration interference with inertia block or pad mount-
ing bolts and sleeves.
SCHEMATIC FOR DIRECT MOUNTING PAD CONSTRUCTION
COMMON SKID
HEX
NUT FLAT WASHER
SHIM
LINER
FLOOR SLAB
CONVOLUTED TUBE SLEEVE
INERTIA BLOCK
MOUNTING BOLT
REINFORCING
Figure 1-4 Common Skid Mounted Directly to Inertia Block or Pad

SECTION 5 VIBRATION ISOLATION

The inertia block or pad (spring isolated engine) is an important factor in isolating
engine vibration from the surrounding structure. Many times however this is not
enough. There are several additional techniques that can be used to isolate the
vibration.
Isolating Liners
A liner can be fabricated and used to line the pit into which the concrete inertia
block is poured (see Figure 1-5.) A number of suitable liners are available com-
mercially. Consult the liner manufacturer for specific information. The principle for
all liners is the same – line the bottom and sides of the pit, and pour the concrete
inertia block inside of the isolator lining. The engine and/or common mounting skid
will still vibrate, but the vibration is dampened and largely confined within the liner.
Be sure to construct the liner so that no liquid concrete can flow into gaps
between the liner slabs. If concrete seeps between the inertia block and the pit,
the vibration absorption value of the liner will be greatly reduced.
Other materials such as sand or gravel may be used as isolating mediums. One
foot of well tamped, settled gravel under the inertia block will be satisfactory.
Do not bridge the gap between the inertia block and the surrounding floor with
concrete or a similar solid material. If for reasons of neatness or appearance it is
necessary to close this gap, use an expansion joint or a similar resilient material.
Isolation of inertia block from the building, convoluted tube sleeve and anchor bolt
placement, and a mounting pad area greater than engine base area may be noted
in this illustration.
ANCHOR BOLT
ENGINE MOUNTING
SURFACE
INERTIA
BLOCK
LINER
CONCRETE
FLOOR
LINER
Figure 1-5 Cross Section of Concrete Inertia Block

Spring And Rubber Mounts

Spring and rubber mounts of various sizes and resiliencies are available for instal-
lation purposes. These mounts can be positioned between the common skid and
the inertia block or pad or between the inertia block and bottom of the pit (see
Figure 1-6). As with the isolating liners, we recommend contacting the manufac-
turer of the mounts for specific instructions.
For units installed in basements or on ground floors (no other floors beneath),
neoprene waffle type pads (50% vibration reduction) or the sandwich type pad of
rubber and cork (75% vibration reduction) can be used. Where engine-generator
sets are to be installed above the ground floor, the more critical type of isolators
should be used. For units up to 270 kilowatts (200 kWb), the type of isolator made
of rubber bonded to metal can be used and will provide about 90% isolation.
Larger units should use spring type vibration isolators that provide about 95% iso-
lation. All percentages are approximate and exact information for your particular
application should be discussed with your Waukesha Distributor to be certain that
the right type of isolator is selected.
COMMON SKID
LEVELING SCREW
ADAPTER WASHER
SPRING TYPE ISOLATOR
CONVOLUTED TUBE
SLEEVE IN INERTIA BLOCK
LINER
FLOOR SLAB
GROUTING
MOUNTING BOLT
INERTIA BLOCK
REINFORCING
Figure 1-6 Schematic Spring Isolator Mounting Pad Construction

SECTION 6 INERTIA BLOCK BOLT OR PAD MOUNTING BOLT INSTALLATION

The inertia block or pad mounting bolts should be of an SAE grade 5 bolt material.
The bolt diameter will be determined by the hole diameter in the engine mounting
base or common skid frame. The bolts should be long enough to provide a mini-
mum embedded length of 30 times the bolt diameter, plus 3 – 4 in. (76 – 102 mm)
for a hook. (The bolt should have a “J” or “L” shaped hook on the non-threaded
end to increase its holding power.) Approximately seven more inches (178 mm)
are needed to protrude above the top surface of the inertia block or pad. These
seven inches (178 mm) will provide the length needed for:
• The grout, (if used), 2 inches (51 mm)
• Sole plate, (if used), 3/4 inch (19 mm)
• Chock, 1/2 inch (13 mm)
• Shims and engine base, 1-3/4 inches (44.5 mm)
• Washer, nut and small variations in levelness, 7/8 inch (22 mm)
SCHEMATIC FOR PAD VIBRATION ISOLATOR

MOUNTING BASE CONSTRUCTION
COMMON SKID
HEX
FLAT WASHER NUT
RUBBER WASHER
PAD TYPE ISOLATOR
3"
SHIM
LINER
GROUT POUR
GROUT FILL
FLOOR SLAB
INERTIA BLOCK
THREADED MOUNTING BOLT

REINFORCING
Figure 1-7 Common Skid Mounted on Pad Type Vibration Isolators

For a common skid mounted engine, only 7 inches (140 mm) of bolt need protrude
above the inertia block or pad surface (see Figure 1-8).
Bolt placement in the inertia block or pad can be determined by making a tem-
plate from 1 x 6 inch (25 x 1 52 mm) boards. Consult a Waukesha installation print
for template information. (A certified installation print can be made for your engine
if ordered when the engine is ordered.) Suspend the template over the inertia
block or pad and hang bolts and sleeves through the template holes (see
Figure 1-9). Seven inches (178 mm) of bolt must extend from the top surface of
the inertia block or pad.
4" THREADED
EXTEND TO SUIT MOUNTING
30 X D
+ SLEEVE
15°
3-1/2"
APPROX.
Figure 1-8 Mounting Bolt
OUTBOARD BEARING
ENGINE MOUNTING MOUNTING BOLT HOLES SHAFT
BOLT HOLES CENTERLINE
Figure 1-9 Template

A sleeve of convoluted plastic tubing 2 – 3 inches (51 – 76 mm) in diameter,

should be placed around the bolts before they are embedded in the concrete (see
Figure 1-10). This will allow the bolts to bend and conform to the dimensions of
the sole plate (if used) if the template was not exact. The sleeve may be 10 –
12 in. (254 – 305 mm) long. The top end of the sleeve should be slightly above
the top level of the inertia block or pad so that the concrete will not spill into the
sleeve and interfere with bolt adjustments.
MOUNTING
CONVOLUTED BOLT
TEMPLATE
MOUNTING SLEEVE
(10 – 12")
FOUNDATION CONCRETE
BOLT LINER FORMS
Figure 1-10 Mounting Sleeves Embedded in Concrete
SECTION 7 CURING THE INERTIA BLOCK OR PAD

Once the inertia block or pad is poured, it should be kept moist and protected until
fully cured according to the supplier’s requirements. A longer curing period may
be required in adverse weather.
Inertia blocks or pads poured in the winter must be insulated against the cold or
have calcium chloride incorporated into the mix.
Before the concrete curing advances too far, rough up the concrete surface to pro-
vide a good bonding surface for the grout (if used).
SECTION 8 SOLE PLATES

Sole plates can be used to mount the engine to the inertia block (see Figure 1-11).
The plates distribute the weight of the engine evenly over the top of the inertia
block or pad. They also make up for any variations of the concrete from level.
When selecting material stock for the sole plates, select cold rolled steel 3/4 –
1 inch (19 – 25 mm) thick, and 4 inches (102 mm) wide minimum. The plates
should run the full length of the engine.
If the engine is common skid mounted, it may be less expensive to use several
shorter sole plates (if required). The plate should be as wide as the common skid
flange. Sole plate lengths are available on Waukesha installation drawings.
The sole plates should be clean and free from rust and scale. Mounting holes in
the plates should be drilled and tapped according to the instructions provided.
Jack screws are to be used in these holes which keep the sole plates in position
while pouring the grout. Before the inertia block or pad is fully cured, the surface

should be roughened up to provide for a good bond between the concrete and the
grout. Position the sole plate over the inertia block or pad bolts, and level the
plates, keeping them a minimum of 2 inches (51 mm) above the inertia block or
pad surface. Plates must be level lengthwise, and crosswise, relative to each
other. After leveling, tighten the nuts on the inertia block or pad bolts finger tight.
This will help keep the sole plates level while installing the grout.
NUT
WASHER
ENGINE BASE FLANGE
SHIMS & CHOCK
SOLE PLATE
GROUT
2"
10 – 12"
CONVOLUTED
TUBE SLEEVE
INERTIA BLOCK
MOUNTING BOLT
6" 2"
Figure 1-11 Cross Section of Mounting Using Sole Plates
SECTION 9 GROUTING
Grouting can be done only after the installation of the inertia block or pad has fully
cured and the sole plates (if used) have been positioned and leveled (see
Figure 1-12). On sole plate installations, grouting is important as it anchors the
sole plates in place. Since the sole plates support the engine, it is important that
the grout be installed properly to hold the plates level.
Engines and common skids can be mounted directly to the grout without the use
of sole plates. When this is done, the engine must be mounted and leveled before
the grout is poured. Shim and level the engine as described in Chapter Two:
Mounting and Alignment. Pour the grout under the engine base or common skid.
After all grout has cured, back out the jacking screws and fill with grout.

L EVE
L L
VE
LE
V EL
2" LE
GROUT
2"
MOUNTING
BOLTS
LEVELING
SCREWS
ADDITIONAL VIBRATION INERTIA BLOCK

INSULATION
Figure 1-12 Grouting the Inertia Block
SECTION 10 GROUTING PROCEDURE

Make a form around the inertia block or pad. If possible, pour the grout from one
point on the inertia block or pad only, and allow the grout to flow under the com-
mon skid or engine base rails. This pouring procedure will help lessen the
chances of air pockets being trapped between the engine and the inertia block or
pad. Air pockets will lessen the contact area between the grouting and the engine
base or common skid, reducing support for the engine. Also, a metallic based
grout will expand into these spaces and force the engine out of alignment. If the
pour point on the engine or common skid is slightly higher than the rest of the iner-
tia block or pad, the grout will flow more easily under the engine or common skid.
The best way to install a concrete, metallic based grout is to form wedge shaped
grout pads (see Figure 1-13). These pads should run the length of the engine or
common skid. Slope the grout outward in a wedge shape towards the inertia block
or pad to provide better support. Sole plates can be embedded in this run of grout,
or the engine base can be installed directly on it.
The advantage of this grouting technique is that it will keep grout out from under
the engine. The grout will not be able to expand up into the hollow area under the
engine base and force the engine out of alignment.

SOLE PLATE
GROUT
INERTIA BLOCK OR PAD
Figure 1-13 Rear View of Mounted Engine
Grouting should be worked into place using rods or chain lengths. Work the mate-
rial gently to avoid air entrapment.
When using sole plates, pour in enough grout to embed the plates 1/2 inch
(13 mm) into the grout. When sole plates are not used, never allow the grout to
come up over the engine base or common skid, to allow for future adjustments.
Follow the grout manufacturer's instructions for applying the grout, and recom-
mendations for curing times. Concrete grouts must be sealed after curing. All
metallic based grouts should be sealed to prevent rust from destroying the grout.
If the grout is allowed to settle at a slight outward slope, oil and water will be able
to run off the inertia block or pad.
After the grout has cured, remove the leveling screws and remove any accumula-
tion from the common skid or engine base. Save enough grout to pour into the
inertia block bolt sleeves after the engine has been aligned.
Many epoxy grouts are also available which provide superior performance for
these applications.

SECTION 11 APG2000/12V220GL AND APG3000/18V220GL

The APG2000 and APG3000 Enginators are delivered with a stiff skid designed
for mounting solidly with grout, on spring isolators, or AVMs (Anti Vibrating
Mounts). The requirements for the foundations tolerances are given in Figure 1-14
and Table 1-1. Shims can be used when the surface is not within the tolerances.
The APG2000 and APG3000 Enginators are also suitable for grouting in place. In
many cases grouting is preferable to using isolators because the operating forces
are transmitted to the inertia block rather than the engine and base frame. For
Enginator base grouting instructions refer to S-07283-76 or most current version.
Note that the exact location of the mounts depends on the exact scope of delivery.
Consult the applicable outline drawings or Waukesha Engine's Application Engi-
neering Department for more information.
GENERATOR SET
FRAME
HEIGHT OF
INS AVM FINAL
AS FINAL CH TALLED AVM POSITION Ht = 4mm MAX
ECK TOLERANC
E HEIGHT
OR +/-2mm
AVM BEARING ZONE
SHIMMING TO
SET THE AVM LEVEL
Bt = 4mm MAX
OR +/-2mm
BEARING AR BEARING AR
EA SURFAC EA LEVEL TO
E FAULT TO LERANCE Lt
LERANCE Bt
Lt = 8mm MAX
OR +/-4mm
FOUNDATIO
N GENERA
L PLANE LE
VEL TOLERA
NCE Ft Ft = 12mm MAX
OR +/-6m
Figure 1-14 Mounting AVMs (Anti Vibrating Mounts)
Table 1-1
Any point of the foundation top surface is situated

Foundation general plane and
Ft between two horizontal planes determined by the
level tolerance
tolerance zone.
Any point of the AVM bearing area is situated between

Bearing area surface fault
Bt two horizontal planes determined by the tolerance
tolerance
zone.
Mean level difference shall be lower than the tolerance

Bearing are level tolerance Lt
zone between the lower and higher AVM bearing area.
When shimming is completed, the level difference and

level fault shall be lowerthan the tolerance zone
AVMfinal position tolerance Ht between the lower and higher AVM bearing face. This
check is completed through the measurement of the
height of loaded AVMs.

SECTION 12 ANGULAR OPERATING LIMITS

Generally it is advised that an engine should be placed level which means that the
earth's gravity is working perpendicular to the mounting surface of the engine. For
applications where this is not possible care has to be taken that the engine, the
driven equipment and the periphery are designed to withstand the actual angle of
operation. This includes any bending of flex connections and the forces involved.
Isolator springs generally are not designed for high angles of operation. A very
important item is the engine's lubrication system as the oil level seen by the oil
pump pick-up screen will be influenced. Table 1-3 gives the limit values for Wauke-
sha Engine's bare engines and the APG2000 and APG3000 Enginators. Please
contact Waukesha Engine Application Department for any further information on
the admissible angle of operation for engines, Enginators and accessories.
Angular operating limits must be maintained to assure a constant supply of oil to
the oil pump pickup screen (see Figure 1-15). The oil in the pan will always flow to
the lowest possible point. If the engine is not level, the oil will flow to a point where
the pickup screen will not be able to pick it up. This means a loss of lubrication at
the bearings and other vital engine parts.
See Chapter 5 for specific details on the Lubrication System.
For this reason, maximum permissible angles at which the engine can operate
without loss of oil to the oil pickup screen have been established.
Engines can be modified to operate at greater angles by adding deep sump oil
pans and special oil pumps. More information on these modifications is available
from your Waukesha Distributor.
L H
X
Figure 1-15 Determine Angle of Operation

SECTION 13 DETERMINING THE ANGLE OF ENGINE OPERATION

To determine the angle that an engine is operating at, the length of the engine
mounting base and the height of elevation will be needed. The engine mounting
base length can be found in an installation drawing available from Waukesha
Engine. The height of elevation will have to be measured.
The angle of operation is calculated using the following procedure:
H = height of elevation
L = length of engine mounting base
1. Divide H (ht. of elevation) by L (length of engine mounting base).
NOTE: “H” and “L” must always be the same measuring unit (e.g. inches and
inches; millimeters and millimeters, etc.) when doing this calculation.
2. Follow down column A (See Table 1-2) and locate the number calculated
in Step 1. If the exact figure is not listed, locate the next highest number.
3. The corresponding figure in column B will be the angle of operation. Refer
to the Angular Operation Limits Table (See Table 1-3) to determine the
acceptability of the installation.
NOTE: The above procedure uses the mathematical principles of trigonometry.
The figure in column B is the sine of the angle listed in column A.
Table 1-2 Sines of Angles
A (SINE) B (ANGLE)
0.0175 1
0.0349 2
0.0523 3
0.0698 4
0.0872 5
0.1045 6
0.1219 7
0.1392 8
0.1564 9
0.1736 10
0.1908 11
0.2079 12
0.2249 13
0.2419 14
0.2588 15
0.2756 16
0.2924 17
0.3090 18
0.3256 19
0.3420 20
0.3584 21
0.3746 22

A (SINE) B (ANGLE)
0.3907 23
0.4067 24
0.4226 25
0.4384 26
0.4540 27
0.4695 28
0.4848 29
0.5000 30
Table 1-3 Angular Operation Limits Table

INDUSTRIAL ENGINES EQUIPPED WITH STANDARD OIL PAN AND OIL PUMP
FRONT REAR
LEFT RIGHT
MODEL1 DOWN DOWN
DOWN3 DOWN3
DEGREES2 DEGREES2
F11 12 12 12 12
F18, H24 10 8 15 15
F18, H24 High Capacity4 1 1 7 7
L36, P48 7 8 10 10
L36, P48 High Capacity4 1 1 6 6
APG1000/16V150LTD 1 1 6 6
F2895, F3521, F3524,

L5790, L5794, L7042, 2 2 7 7
L7044
P9390 1 2 7 7
8L-ATGL 4 4 15 15
12V-ATGL 7 7 15 15
16V-ATGL 5 5 15 15
APG2000/12V220GL5 1/1 0/0 0/0 1/7
APG3000/18V220GL5 1/1 0/0 0/0 1/7
NOTES 1: Values apply to all model variations, i.e. G, GSI/D, GL/D, LT/D, unless otherwise noted.
2: Tabulated angle operation values are based on unidirectional tilt. For bidirectional tilt or
allowable intermittent tilt consult Waukesha's Sales Engineering Department.
3: Left and right are as viewed when facing the flywheel.
4: Engines shipped after April 15, 2003 are equipped with standard high capacity oil pan.
Pressure relief oil pan doors are not available on the F18 and H24.
5: These values represent bare engines and Enginators with the oil leveller mounted in
standard location. Contact Waukesha Engine Application Engineering for more
information or when higher angles are required. For the 12V220GL and the 18V220GL
left bank is often referred to as "A" bank and right bank is also referred to as "B" bank."
6: Note that operation under an angle will change the load distribution and forces on the
mounting. Especially when using spring isolators this has to be accounted for.

SECTION 14 PREPARATION FOR MOUNTING CHECKLIST

Checking the inertia block size and weight
Inertia block size
1. Length _______________________________________________________
2. Width ________________________________________________________
3. Height _______________________________________________________
4. Volume (L x W x H) _____________________________________________
5. Weight (Volume x density of concrete) ______________________________
Unit size
6. Length _______________________________________________________
7. Width ________________________________________________________
8. Weights ______________________________________________________
9.Engine (wet) _____________________________________________
10.Coupling _______________________________________________
11.Driven equipment ________________________________________
12.Other __________________________________________________
13.Total _______________________________________________
14. Does inertia block size exceed unit size by at least 1 foot in length and width?
_____________________________________________________________
15. Is inertia block weight 1.3 to 1.5 times unit weight? ____________________
Checking the soil conditions
16. What is the type of soil under the inertia block? _______________________
17. What is the soil bearing capacity? __________________________________
18. What is the inertia block bearing area? (L x W) ________________________
19. What is the total weight of the inertia block plus the unit? ________________
20. What is the soil bearing load? (total weight divided by bearing area) _______
21. Is the soil bearing load less than the soil bearing capacity _______________
22. If soil bearing load is greater than the soil bearing capacity how is this being
resolved? _____________________________________________________

Checking the concrete mix

23. Does the mix have a 28 day compressive strength of at least 3,000 PSI
(206 bar)? ____________________________________________________
Checking the inertia block reinforcement
24. What size reinforcement bars or wire mesh is being used? ______________
25. How many layers of rebars/mesh are being used? _____________________
26. What is the spacing between the surface and the first layer of rebar/mesh? _
27. What is the spacing between each layer of rebar/mesh? ________________
Checking the isolation system
28. Has the inertia block been isolated from its surroundings? _______________
29. What type of vibration isolation is going to be used:
30.None___________________________________________________
31.Spring isolators between inertia block and surrounding____________
32.Spring isolators between inertia block and unit base ______________
33.Rubber isolators between inertia block and unit base _____________
34.Calculated isolation % __________________________________
35.Desired isolation% _____________________________________
Checking the hold down method
36. Quantity of hold down bolts _______________________________________
37. Grade of hold down bolt__________________________________________
38. What is the diameter of the bolts? __________________________________
39. Does the position of hold down bolts match the unit base drawing? ________
40. Is enough bolt length exposed to provide adequate thread engagement
through grout, sole plate, shims, base, washer, nut, etc? ________________
41. Is enough bolt length, 30 diameters, imbedded to provide adequate strength?
_____________________________________________________________
42. Have provisions, sleeves, been made for location adjustment? ___________
Checking the cure
43. Has the concrete been allowed to cure for at least 7 days? ______________
44. Has the surface been prepared for isolators or grout? __________________

Checking the sole plates

45. Are sole plates going to be used? __________________________________
46. Are they wide enough to match the engine foot?_______________________
47. Are they long enough to match the engine foot? _______________________
48. Is the material at least 0.75 inch thick? ______________________________
49. Are they properly grouted in place? _________________________________
50. Are they level, flat and their surfaces parallel?_________________________
Checking the grout
51. Is grout going to be used? ________________________________________
52. Type of grout used? _____________________________________________
53. Planned grout thickness__________________________________________
54. Grout manufacturer's minimum thickness recommendation ______________
55. Grout manufacturer's maximum thickness recommendation ______________
56. Is grout thickness within manufacturer's recommendation? ______________
Checking the grout
57. Are grout dams in place? _________________________________________
58. Are manufacturer's instructions available?____________________________
59. Have manufacturer's instructions been followed? ______________________
60. Have all of the surfaces been grouted, including cross members, if required?
_____________________________________________________________
61. Has care been taken to ensure that no voids are left? __________________
62. Has the grout been allowed to cure? ________________________________
63. Has all shim stock and blocks been removed? ________________________
Checking the level
64. Will the unit be installed level? _____________________________________
65. At what angle will it operate? ______________________________________
Checking the level
66. At what angle ( ° ) is the engine installed_____________________________


CHAPTER 2
ENGINE MOUNTING AND ALIGNMENT
SAFETY
WARNING
Never walk or stand directly under an engine while it is suspended from a hoist.
Always lift engines using their approved lifting eyes. The 6 cylinder engines are
equipped with two lifting eyes, one on each end, attached directly to the crankcase.
Twelve and sixteen cylinder engines are equipped with four lifting eyes, one
bolted directly to the crankcase on each corner.
The APG2000/12V220GL and APG3000/18V220GL are not supplied with lifting
eyes as they are always to be lifted up by the base frame. Contact factory if
engine-only lifting is required.
INCORRECT METHOD OF LIFTING CORRECT METHOD OF LIFTING

ENGINE (VEE CRANKCASE) ENGINE (VEE CRANKCASE)
INCORRECT METHOD OF LIFTING CORRECT METHOD OF LIFTING

6 CYLINDER ENGINE (NO SPREADER BAR) 6 CYLINDER ENGINE
Figure 2-1 Engine Lifting Procedures

CHAPTER 2 ENGINE MOUNTING AND ALIGNMENT
INTRODUCTION Mounting and alignment of engine driven packages is vital to the overall service
life and maintenance requirements of the engine, driven equipment, and various
package accessories. It is essential that the mounting and alignment procedures
are completed accurately. Patience is required during this process because it will
require several adjustments to get the mounting and the alignment within specifi-
cations. Sufficient time must be provided prior to start-up to insure that the mount-
ing and alignment procedures are completed accurately.
Prior to beginning the alignment procedure, a visual inspection of the engine
mounting system should be conducted. A properly designed inertia block or
mounting pad is necessary to ensure adequate support of the equipment.
Refer to Chapter 1 “Preparation For Mounting”.
MOUNTING SURFACE MUST

BE SMOOTH AND CLEAN
Figure 2-2 Mounting Pad

ENGINE MOUNTING AND ALIGNMENT CHAPTER 2
Engines and driven equipment are brought into alignment with each other through
the use of shims used at the driven equipment mountings. Base deflection is
adjusted through the use of shims at the engine corner, and center mounting
points. The jack screws are used to provide the necessary clearance to install the
shims.
Correctly aligning the shafts of two rotating machines will require the proper tools
and hardware. A pair of dial indicators and a crankshaft deflection gauge are
required for measuring alignment and base deflection. A crankshaft web deflec-
tion gauge is a specially designed dial indicator measuring in ten thousandths of
an inch 0.0001 in. (0.003 mm), which mounts between the crankshaft webs. A 0 –
1 in. (0 – 25 mm) micrometer should also be available for measuring shim thick-
ness.
SHIM SHIM 2" (50.8 mm)
6" 6"
SHIM SHIM
(152.4 mm) (152.4 mm) JACK
JACK SCREW BOSSES
SCREW BOSSES
NOTE: Use two separate shim pads under the center mounts.
Figure 2-3 Engine Shimming Procedure
SECTION 1 VHP STAINLESS STEEL SPACERS AND SHIMS

Shims can be made locally (see Figure 2-4), preferably of stainless steel in a size
that adequately covers the engine base mounting pad. They should be sized in
thickness so that no more than four of one size are necessary to equal, or sur-
pass, the next larger size.

9/16" R. 9/16" R. 9/16" R.
1"
5-1/2"
3" 2" 3" 4" 4"

8" 8"
CORNER SIDE
Figure 2-4 Shim Specifications
Stainless steel shims are shipped loose with Waukesha Generator Sets in thick-
nesses of 0.003 in. (0.076 mm), 0.010 in. (0.254 mm), and 0.025 in. (0.635 mm)
for the generator, and 0.005 in. (0.127 mm) for the engine. Assortments of shims
and spacers are available as service kits through Waukesha Power Systems
under the following numbers:
Table 2-1 Engine Spacers (0.0625 in. [1.587 mm] Thick)
QUANTITY USED
MODEL
6 – ALL
2 – CENTER POINTS 4 – CORNER POINTS
POINTS
14 in. 17 in
VHP 6 & 12 —
(355.6 mm) (431.8 mm)
14 in.
VHP 16 — —
(355.6 mm)
SERVICE KIT INFORMATION
SIZE QUANTITY KIT NUMBER
14 in.
14 940-1
(355.6 mm)
17 in.
12 940-2
(431.8 mm)
FULL SET OF ABOVE SPACERS 940-3

Double slot VHP engine shims used on all four corners (second slot for jack bolts).
VHP 6, 12, and 16 cylinder engines use 12 hold downs, (use 4 double slot and 8
single slot). Refer to Table 2-2.
Table 2-2 Engine Shims (Double Slot)
0.002 in. (0.050 mm) 12 940-4
0.005 in. (0.127 mm) 24 940-5
0.010 in. (0.254 mm) 24 940-6
0.030 in. (0.762 mm) 12 940-7
FULL SET OF ABOVE SHIMS 940-8
Single slot VHP engine shims used on the four engine mounting bolts between
jack bolts. Total eight bolts. VHP 6, 12, 16. Refer to Table 2-3.
Table 2-3 Engine Shims (Single Slot)
0.002 in. (0.050 mm) 24 940-9
0.005 in. (0.127 mm) 48 940-10
0.010 in. (0.254 mm) 48 940-11
0.030 in. (0.762 mm) 24 940-12
FULL SET OF ABOVE SHIMS 940-13
Table 2-4 Complete Engine Shim/Spacer Kits
MODEL SHIM/SPACER KIT NUMBER
VHP 6 940-14
VHP 12 940-15
VHP 16 940-16
Each kit in Table 2-4 consists of:

1 SET (6) SPACERS
1 SET (12) 0.002 in. SHIMS (double slot and single slot)
2 SETS (24) 0.005 in. SHIMS (double slot and single slot)
2 SETS (24) 0.010 in. SHIMS (double slot and single slot)
1 SET (12) 0.030 in. SHIMS (double slot and single slot)

Driven Equipment Stainless Steel Shims
Table 2-5 5 x 5 in. (127.0 x 127.0 mm) with slot for up to a 1-1/4 in. (31.7 mm) bolt.
0.002 in. (0.050 mm) 100 940-17
0.003 in. (0.076 mm) 100 940-18
0.010 in. (0.254 mm) 75 940-19
0.025 in. (0.635 mm) 50 940-20
0.060 in. (1.52 mm) 40 940-21
0.187 in. (4.74 mm) 25 940-22
FULL SET OF ABOVE 940-23
Table 2-6 4 x 4 in. (101.6 x 101.6 mm) with slot for up to a 1 in. (25.4 mm) bolt.
0.002 in. (0.050 mm) 100 940-24
0.003 in. (0.076 mm) 100 940-25
0.010 in. (0.254 mm) 75 940-26
0.025 in. (0.635 mm) 50 940-27
0.060 in. (1.52 mm) 40 940-28
0.187 in. (4.74 mm) 25 940-29
FULL SET OF ABOVE 940-30
NOTE: An alignment computer is available from Waukesha Engine which will

calculate the required adjustments to bring two multibearing machines into
alignment. Contact your Waukesha Distributor for further information. This
computer is also listed in the Waukesha Tool Catalog, under Tool #494359.

SECTION 2 PROCEDURES
Shimming
When shimming to adjust base deflection or alignment specifications, the shim
packs should contain no more than four of one size shim. If more than four are
required, the next larger thickness shim should be used. On VHP engines, sepa-
rate shim packs must be used at each mounting bolt and may not always be the
same thickness.
Dial Indicator Mounting
On skid mounted packages, tightening, loosening, and jacking of an engine mount
during the shimming process will cause deflection of the I-beam flange. Because
of this, it is important that the magnetic base or other clamping device for the dial
indicator is attached to the web of the I-beam base rather than to the flange (dial
indicator kit tool #494288).
ENGINE BASE
FLANGE
WEB
I-BEAM
Figure 2-5 Correct Mounting
ENGINE BASE
I-BEAM
Figure 2-6 Incorrect Mounting

SECTION 3 LEVELING AND BASE DEFLECTION

Solid Mounted Packages
Solid mounted packages can be found in two arrangements:
• Engine and driven equipment are on a common skid which is bolted or grouted
directly to an inertia block or support structure.
• Engine and driven equipment are individually bolted or grouted to sole plates
on an inertia block.
Leveling – Common Skid-to-Inertia Block
1. Using a glass bubble level, check to see that the inertia block or support struc-
ture is even and level at all mounting points. Use spacing plates or shims
where necessary.
2. Install the package on the inertia block. Use a glass bubble level to determine
if the unit is level front to rear and side to side. Shim as required.
3. When unit is level, use a feeler gauge at each mounting point to determine if
any air gaps exist. Shim as required.
4. Add shims under the center mounts of the common skid to eliminate any sag.
5. Tighten the common skid to the inertia block mounting bolts.
6. For grouting, see Chapter 1 “Preparation For Mounting”.
DRIVEN ENGINE
EQUIPMENT
COMMON SKID
INERTIA BLOCK OR PAD
Figure 2-7 Leveling – Common Skid-to-Inertia Block
Leveling – Individual Mounting

Follow common skid procedures for each unit.

Engine Base Deflection

Checking engine base deflection is important to assure that the main bearing
bores are in perfect alignment. Misaligned main bearing bores can cause prema-
ture failure of bearings and/or bending and breakage of the crankshaft. On solid
mounted packages, the “Corner Lift Method” described below is quick and accu-
rate for leveling an engine base and is, therefore, the preferred method. The
“Release Method” is described for your information but is not considered as accu-
rate as the “Corner Lift Method” for leveling an engine base on solid mounted
packages.
Corner Lift Method
The following procedure provides a simple, quick method for 6 point mounting on
solid mounted installations.
1. The engine should be resting on four corner shim packs at least 0.125 in.
(3.175 mm) thick. Using the front or rear of the engine as a starting point,
tighten the four corner bolts (two each side, on one end). The four bolts at the
opposite end should be loosened or removed.
If a single bearing generator is attached, loosen the bolts connecting the genera-
tor adapter pilot ring to the flywheel housing.
The center shim packs and mounting bolts must not be used at this point. If they
are installed, they should now be removed.
ENGINE BLOCK
CENTER SHIMS REMOVED MIN.

0.125"
(3.175 mm)
I-BEAM SKID OR PAD
Figure 2-8 Corner Lift Method
2. Set up two dial indicators on the free end as shown below and zero the dials.
3. Using the jack screw, raise the left free corner of the engine until the indicator
on the right free corner reads 0.001 in. (0.025 mm). Record the left free corner
indicator reading (see Figure 2-9). Lower the left free corner of the engine
back onto its shim pack.

JACK 0.001”
RECORD THIS BOLT (0.025 mm)
READING
ENGINE BASE
I-BEAM
Figure 2-9 Record the Left Free Corner Indicator Reading
4. Raise the right free corner until the left indicator reads 0.001 in. (0.025 mm).
Record the right free corner indicator reading (Figure 2-10).
JACK RECORD THIS

0.001” BOLT
(0.025 mm) READING
ENGINE BASE
I-BEAM
Figure 2-10 Record the Right Free Corner Indicator Reading
5. Calculate the difference between the two recorded corner readings. If the dif-
ference is less than 0.010 in. (0.254 mm), the base deflection is satisfactory
and the free corners may be bolted down. If the difference is 0.010 in.
(0.254 mm) or more, add shims equal to 1/2 of this difference under the cor-
ner that had the highest reading. Recheck per steps 2 and 3. Readings should
now be within 0.010 in. (0.254 mm), and the corners can be bolted down. The
four corners are now in the same plane. Checking the opposite end is not
necessary.

6. The mounting points in the center of the engine now need to be shimmed.
These are the final two points in the six point mounting. These center support
points will have some amount of natural crankcase sag. While the engine is
supported on the ends, the middle of the case is unsupported, and it may sag
(see Figure 2-11). This sag has to be compensated for with the shimming pro-
cedure.
ENGINE BASE
SHIMS
Figure 2-11 Natural Crankcase Sag
• Verify all corner mounts are properly torqued (center bolts removed).
• Set up a dial indicator at the center mount. Zero the dial.
• Add enough shims under the center mounts to fill the air gap. Be careful
not to bump the dial indicator during this procedure.
• Replace the center bolts and torque the center mounts and then record the
dial indicator reading.
• Loosen a front or rear mount and install shims under the center mount as
required until the dial indicator reads:
+0.002 in. (0.051 mm) for a VHP 6 cylinder*

+0.000 in (0.000 mm) for a VHP 12 cylinder Extender Series*
+0.004 in. (0.102 mm) for a VHP 12 cylinder Non-Extender Series*
* With the center mounts properly torqued.
NOTE: VGF and APG1000/16V150LTD center mounts should be shimmed to
0.000" This does not apply to the ATGL, APG2000/12V220GL and APG3000/
18V220GL as the crankcase deflection of these engines should be checked by
the web deflection method.
• If the dial indicator has not been moved or bumped, it should read positive
by the amount indicated above, compared to when it was first zeroed. The
engine base is now level with all the natural sag removed (see
Figure 2-12).

ENGINE BASE
SHIMS
Figure 2-12 Level Engine Base With Natural Sag Removed
Release Method
The release method is used to verify that base deflection is correct by measuring
spring up of each mounting point.
1. Starting at any engine mounting point, mount a dial indicator and zero the dial.
2. Loosen the mounting bolts at this point and record the dial reading.
3. Re-torque and verify that the dial indicator returns to zero.
4. Repeat for all mounting points.
5. Compare measurements from all 6 points. The 4 corners should have sprung
equally within 0.005 in. (0.127 mm).
NOTE: Spring-up at the center mounts should be zero because of the shims
added to compensate for crankcase sag.
ENGINE BASE
I-BEAM
Figure 2-13 Release Method

Crankshaft Web Deflection
This check measures the deflection of a crankshaft during a revolution. It is the
most direct method of determining if the shaft is being bent by a deflected crank-
case or driven equipment misalignment. Web deflection measurements are
required in marine engine applications. This procedure should also be used as a
final check for base deflection and alignment especially on packages where the
“Corner Lift Method” is too difficult to use.

All current production VHP crankshafts, 6, 12, and 16 cylinder, have center punch
marks to indicate the proper web deflection gauge mounting locations. These
marks are 5 in. (127.0 mm) from the connecting rod journals and can be added to
an unmarked crankshaft by using the counterweight parting line as a reference
point. On all fully counterweighted VHP 6 and 12 cylinder crankshafts (12 counter-
weights), the marks are punched 0.185 in. (4.7 mm) inside the counterweight part-
ing line.
The APG2000/12V220GL and APG3000/18V220GL do not have center punch
marks that indicate the deflection gauge mounting locations. The correct position
for the gauge are the same as on the VHP at 5 in. (127 mm) from the connection
rod journals.
1. Mount a web deflection gauge (tool #494424 digital or #494292 analog) in the
punch marks. Carefully twirl the gauge to make sure it is properly seated. All
pistons and connecting rods should be in place during this procedure.
NOTE: Interference with the connecting rods will not allow measurement during
the full 360° shaft rotation.
2. Position the crankshaft so the deflection gauge hangs freely next to the con-
necting rod, but as close to the rod as possible. Zero the gauge dial.
3. Slowly rotate the crankshaft until the gauge is in position 2, on the horizontal.
Record any positive or negative reading attained.
NOTE: Always check web deflection by rotating the crankshaft in the direction in
which the engine is rotating.
WEB DEFLECTION GAUGE
5" ±1/16"
127±1.6mm
CRANKPIN
Figure 2-14 Crankshaft Web Deflection
4. Rotate the crankshaft to positions 3 and then 4, recording any readings. Now
rotate the shaft further until the gauge is as high as possible, and yet still
hangs free, without contacting the connecting rod. Record this reading.
5. Remove the deflection gauge, and repeat this procedure on the other crank-
shaft webs.

• A total of 0.001 in. (0.025 mm) deflection, from positive to negative, is

allowable on all but the rear crankshaft throw. The rear throw will typically
have 0.0015 in. (0.381 mm) deflection due to the effects of the flywheel
weight.
• If deflection of the center throws exceeds 0.001 in. (0.025 mm), this can be
corrected by shimming the center mounts. Adding shims will close the
crankshaft web at the bottom while removing shims will open the
crankshaft web at the bottom.
• High deflection on the rear throws could be caused by drive/driven-shaft
misalignment or by an excessively heavy single bearing machine.
• High deflection on the front throws could be caused by overtightened
accessory belts.
• APG2000/12V220GL and APG3000/18V220GL
1) For one crank a total of 0.04 mm (0.0016 in.) deflection, from positive
to negative is allowable on diametrically opposite positions on a warm
engine. If this value is exceeded by more than 0.02mm, the alignment
must be corrected.
2) For adjacent cranks the difference in reading should not exceed 0.04
mm (0.0016 in.) (e.g. if one crankpin reads a difference of 0.03 mm
than the adjacent must be within -0.001 to 0.004 for the same posi-
tions of the crank)
NOTE: Position
indicator as
close to
connecting
rod as
possible
5 1
4 2 POSITION 2
ENGINE BLOCK
VIEWED FROM REAR OF ENGINE FOR OPPOSITE ROTATION ENGINES

VIEWED FROM FRONT OF ENGINE FOR STANDARD ROTATION ENGINES
Figure 2-15 Locations For Checking Crankshaft Deflection

Spring Isolated Packages

On spring isolated packages the engine and driven equipment are solidly
mounted to a common skid which rests on spring isolators. Beneath the spring
isolators is a concrete mounting pad, inertia block, or steel support structure.
Spring isolation is used to isolate the surrounding environment from engine and
driven equipment vibration. To do this effectively, the mounting points must be
correctly spaced around the center of gravity and the isolators adjusted properly.
Generator sets from Waukesha Power Systems have the isolator mounting holes
correctly spaced for uniform support of the package when filled with coolant and
lube oil. When supported uniformly, the spring lengths on all the isolators will be
equal. The following is a general procedure for adjusting spring type vibration iso-
lators. For more specific instructions, see the spring isolator manufacturer's
instructions.
Spring Isolator Installation
1. Check that all points where spring isolators will be fitted are even and level.
Build up any low spots using steel chocks until all isolator base plates are
within 0.125 in. (3.175 mm) elevation of each other.
2. Install spring isolators and bolt down, if required.
3. Loosen horizontal chocks (snubbers), if used.
4. Place engine/driven equipment package on the isolators. All isolators should
have the isolator top plate contacting the isolator base.
5. Turn the adjustment on each isolator down 2 full turns at a time until all isola-
tors have at least 0.125 in. (3.175 mm) between the top plate and the base.
0.125"
ADJUSTMENT (3.175 mm)
TOP PLATE
BASE
SNUBBER
ADJUSTMENT
Figure 2-16 Spring Isolator Mount
6. If the package is not level after adjusting the isolators, this will be corrected
with further adjustments. To level a unit side-to-side, make equal adjustments
to all the isolators on one side. Leveling a unit front to rear, where the isolators
are spaced evenly, can be accomplished as follows:
• Turn the adjustment screw one turn on the pair of isolators next to the high
end isolators.
• Turn the adjustment screw 2 turns on the third pair, 3 turns on the fourth
pair, etc. Repeat this as many times as necessary to level the skid.

ENGINE
DRIVEN
EQUIPMENT
I-BEAM COMMON SKID
INERTIA BLOCK
1 2
0 TURN 3
TURN TURNS
TURNS
Figure 2-17 Leveling Spring Isolators
7. With the engine running, adjust the horizontal chocks (snubbers), if equipped,
for a minimum of horizontal movement (minimal or no gap). Lock the adjust-
ment bolt in place with the lock nut.
ADJUSTMENT
TOP PLATE
BASE
SNUBBER SLIGHT
ADJUSTMENT GAP
Figure 2-18 Spring Isolator Mount
As stated earlier, when spring isolators are adjusted correctly, the spring lengths
on all the isolators will be equal. The formula below calculates what this spring
length should be:
W
L = F – ------------
-
L L K×n
Where:
L = Length of springs when engine package is resting on them (inches) - loaded
L
length
F = Length of springs while unloaded (inches) - free length
L
W = Weight of engine package wet (lbs)
K = Spring constant of isolators (lbs / inch)
n = Number of isolators under package

When one isolator is compressed too far, it can be relieved by adjusting the sur-
rounding isolators down or by adjusting up on the subject isolator. Always main-
tain a minimum 0.125 in. (3.175 mm) gap between the isolator base and top plate
on all isolators.
Engine Base Deflection
Checking engine base deflection is important to assure that the main bearing
bores are in perfect alignment. Misaligned main bearing bores can cause prema-
ture failure of bearings and/or bending breakage of the crankshaft.
Release Method
This method is used to determine base deflection by loosening each mounting
point and measuring spring-up. This procedure may be used when the skid is
positioned on the adjusted spring isolators.
1. Remove center shim packs.
2. Starting at any corner, mount a dial indicator and zero the dial.
4. Re-torque the bolts and verify that the indicator dial returns to zero.
5. Repeat this step at the remaining 3 corners.
6. Compare the measurements from each of the 4 corners and then shim until
the corners spring equally within 0.010 in. (0.254 mm).
7. The mounting points in the center of the engine now need to be shimmed.
These are the final two points in the six point mounting. These center support
points have some amount of natural crankcase sag (see Figure 2-19). While
the engine is supported on the ends, the middle of the case is unsupported,
and it will sag. This sag will be compensated for in the shimming procedure.
ENGINE BASE
SHIMS
Figure 2-19 Natural Crankcase Sag
• Verify all corner mounts are properly torqued.

• Set up a dial indicator at the center mount. Zero the dial.
• Add enough shims under the center mounts to fill the air gap. Be careful
not to bump the dial indicator during this procedure.
• Re-torque the center mounts and then read the dial indicator.

• Loosen a front or rear mount and install shims under the center mount as
required until the dial indicator reads:

+0.000 in (0.000 mm) for a VHP 12 cylinder Extender Series*
+0.004 in. (0.102 mm) for a VHP 12 cylinder Non-Extender Series*
* With the center mounts properly torqued.
NOTE: VGF and APG1000/16V150LTD center mounts should be shimmed to
0.000" This does not apply to the ATGL, APG2000/12V220GL and APG3000/
18V220GL as the crankcase deflection of these engines should be checked by
the web deflection method.
• If the dial indicator has not been moved or bumped, it should read positive
by the correct amount from when it was first zeroed. The engine base is
now level with all natural sag removed (see Figure 2-20).
.
ENGINE BASE
SHIMS
Figure 2-20 Level Engine Base With All Natural Sag Removed

This check measures the deflection of a crankshaft during one revolution. It is the
most direct method of determining if the shaft is being bent by a deflected crank-
case or misalignment. Web deflection measurements are required in marine appli-
cations. This procedure should be used as a final check for base deflection and
alignment on packages where the “Release Method” is too difficult to use.
All current production VHP crankshafts, 6, 12, and 16 cylinder have punch marks
to indicate proper web deflection gauge mounting locations. These marks are at
5 in. (127.0 mm) from the connecting rod journals and can be added to an
unmarked crankshaft by using the counterweight parting lines as a reference
point. On all fully counterweighted VHP 6 and 12 cylinder crankshafts (12 counter-
weights), the marks are punched 0.185 in. (4.69 mm) inside the counterweight
parting line.
The APG2000/12V220GL and APG3000/18V220GL do not have center punch
marks that indicate the deflection gauge mounting locations. The correct position
for the gauge are as for the VHP at 5 in. (127 mm) from the connection rod jour-
nals.
1. Mount a web deflection gauge (tool #494424 digital or #494292 analog) in the
punch marks. Carefully twirl the gauge to make sure it is properly seated. All
pistons and connecting rods should be in place during this procedure.

2. Position the crankshaft so the deflection gauge hangs freely next to the con-
necting rod, but as close to the rod as possible. Zero the gauge dial.
WEB DEFLECTION GAUGE
5" ± 1/16"
127 mm ± 1.6 mm
CRANKPIN
Figure 2-21 Crankshaft Web Deflection
rotate the shaft further until the gauge is as high as possible, and yet still
hangs free, without contacting the connecting rod. Record this reading.
5. Remove the deflection gauge, and repeat this procedure on the other crank-
shaft webs.
• A total of 0.001 in. (0.025 mm) deflection from positive to negative is
allowable on all but the rear crankshaft throw. The rear throw will typically
have 0.0015 in. (0.381 mm) due to the affects of flywheel weight.
• If deflection of the center throws exceeds 0.001 in. (0.025 mm), this can be
corrected by shimming the center mounts. Adding shims will close the
crankshaft web at the bottom. Removing shims will open the crankshaft
web at the bottom.
• High deflection on the rear throws could be caused by drive/driven shaft
misalignment or an excessively heavy single bearing machine.
• High deflection on the front throws could be caused by overtightened
accessory belts.
• APG2000/12V220GL and APG3000/18V220GL
1) For one crank a total of 0.04 mm (0.0016 in.) deflection, from positive
to negative is allowable on diametrically opposite positions on a warm
engine. If this value is exceeded by more than 0.02mm, the alignment
must be corrected.

2) For adjacent cranks the difference in reading should not exceed 0.04
mm (0.0016 in.) (e.g. if one crankpin reads a difference of 0.03 mm
than the adjacent must be within -0.001 to 0.004 for the same posi-
tions of the crank)
NOTE: Position
indicator as
close to
connecting
rod as
possible
5
1
4 2 POSITION 2
ENGINE BLOCK
VIEWED FROM REAR OF ENGINE FOR OPPOSITE ROTATION ENGINES

VIEWED FROM FRONT OF ENGINE FOR STANDARD ROTATION ENGINES
Figure 2-22 Location For Checking Crankshaft Deflection
Driven Equipment Base Deflection

Use the driven equipment manufacturer's procedures and limits if available. Base
deflection can also be measured and adjusted using a “Release Method” similar
to that described for the engine.
1. Starting at any corner, mount a dial indicator and zero the dial.
3. Re-torque and verify that the dial indicator returns to zero.
4. Repeat this procedure at the remaining 3 corners.
5. Compare measurements from the 4 corners and shim as required. When all
corners spring to within 0.005 in. (0.127 mm) of each other, the procedure is
completed.

DRIVEN
EQUIPMENT
I-BEAM
Figure 2-23 Driven Equipment Base Deflection
SECTION 4 ALIGNMENT
Single Bearing Generator And Similar Single Bearing Equipment Alignment
Aligning single bearing equipment involves two steps: first, the driven shaft must
be centered in the flywheel pilot and second, the engine crankshaft and driven
shaft must form a straight line when viewed both horizontally and vertically.
Centering Pilot (Parallel Alignment)
To measure how well a shaft is centered in the flywheel pilot, a dial indicator must
be clamped to the flywheel housing or driven machine body. The dial indicator will
then read the total runout of the driven equipment input shaft.
1. Clean the shaft of any dirt, grease, rust or paint. Use emery cloth if necessary
to insure a smooth surface to measure from.
2. Mount a dial indicator to the flywheel housing or generator barrel and take the
reading from the shaft. Check for clearance before rotating the shaft.
3. Bar the engine over counterclockwise (facing the flywheel) and take your
readings every 90°. A maximum of 0.005 in. (0.127 mm) Total Indicator
Runout (TIR) is acceptable.
4. If runout exceeds 0.005 in. (0.127 mm) TIR.
• Roll the highest point to the top.
• Loosen the coupling bolts at this point to allow the shaft and coupling to
drop in the flywheel counterbore. Once all the bolts are loose, re-torque
the bolts.

DIAL
COUPLING INDICATOR SINGLE
BEARING
PILOT STATOR
DRIVEN
SHAFT
FLYWHEEL
COOLING FAN
Figure 2-24 Single Bearing Generator
5. Repeat steps 2 and 3, and if TIR is still unacceptable the coupling bolts must
be removed and the driven equipment shaft rotated 90° with respect to the
engine flywheel. Further adjustments can be made by rotating in additional
90° increments, until the specifications are achieved.
Angular Alignment
To measure angular alignment, a dial indicator is mounted on the shaft of one
machine and reads against the shaft face on the other machine. In the case of a
single bearing generator, the dial indicator can be clamped to the fan and mea-
sures from the flexplate-to-flywheel mounting bolt.
Before taking readings, roll the shaft in reverse rotation 45°, then back 45°, and
zero the dial indicator. This sets the axial position of the crankshaft and the driven
machine shaft.

GENERATOR FLYWHEEL
FAN
Figure 2-25 Angular Alignment-Single Bearing Generator
To measure the angular alignment, four dial indicator readings are required; one
each at the 12:00, 9:00, 6:00, and 3:00 o'clock positions. Readings at the 12:00
and 6:00 o'clock positions determine the vertical alignment and readings in the
3:00 and 9:00 o'clock positions determine the horizontal alignment (see
Figure 2-26).
Figure 2-26 Dial Indicator Reading Positions When Measuring Angular Alignment
A total indicator reading (TIR) is the difference between two readings on opposite
sides of the shaft. In the example illustrated (see Figure 2-27), the horizontal TIR
is (-0.009) and (+0.004) which is a difference of 0.013 in. (0.330 mm) or 13 thou-
sandths of an inch TIR. Vertical TIR is (0) and (+0.005) which is a difference of
0.005 in. (0.127 mm) or 5 thousandths of an inch TIR.

Figure 2-27 Total Indicator Reading (TIR)
The shaft shown (single bearing machine) is angularly misaligned from that of the
engine. This could be either vertical or horizontal misalignment. In the case pic-
tured, the distance “S” divided by the distance to the bearing (or rear mount) “L” is
equal to 1/2 TIR divided by the radius from the dial indicator to the center of the
shaft “R”.
More simply:
S 1/2 (TIR)
---- = -----------------------
L R
Thus, we find that the amount of shimming or horizontal sliding required is:
S = L × ( 1/2 TIR )/R
This relationship is used with the outboard mount or any inboard mount (closer to
the flywheel) as long as the distance to the required mount is used for “L”.
Figure 2-28 Exaggerated Example
Vertical adjustments are made by adding or removing shims from the mounts on
each end of the machine. The L.H. and R.H. inboard mounts are adjusted the
same, and the L.H. and R.H. outboard mounts are adjusted the same.

ENGINE
DRIVEN
EQUIPMENT
I-BEAM COMMON SKID
OUTBOARD INBOARD
MOUNT MOUNT
Figure 2-29 Add Or Remove Shims From The Mounts On Each End
Of The Machine To Make Vertical Adjustments
Horizontal adjustment is made by loosening all the mounting bolts and physically
forcing the driven equipment to the desired side. This can be done with a jacking
screw or a pry bar in the bolt hole. Dial indicators should be set up to monitor how
far the machine is moved, or as an alternate method, the shaft can be rotated to
the 3:00 or 9:00 o'clock position and adjustments made until 1/2 TIR is indicated
by the angular dial indicator.
FACE DIAL
INDICATOR IN
9:00 POSITION
FAN
Figure 2-30 Dial Indicator Positioning

Angular alignment is acceptable when the TIR in all directions is less than
0.005 in. (0.127 mm) measured at the flexplate-to-flywheel bolt which is 14 in.
(355.6 mm) from the shaft center.
Thermal Growth
Once the drive/driven shaft alignment is acceptable, the vertical thermal growth of
the engine and driven machine must be compensated.
The following table lists the changes in crankshaft height that will occur due to the
temperature change from 70° F (21° C) to normal operating temperatures. This is
measured from the mounting surface of the base type oil pan on VHP and VGF
engines.
Table 2-7 Thermal Growth
INCREASE IN CRANKSHAFT HEIGHT

ENGINE MODEL
INCHES mm
F18/H24 Old Style Oil Pan 0.007* 0.18*
F18/H24 High Capacity Oil Pan 0.012 0.31
L36/P48 0.012 0.31
16V150LTD 0.020 0.51
F2895, F3521, F3524, L5790,

0.014 0.36
L5794, L7042, L7044
P9390 0.017 0.43
12V-220GL 0.004 0.1
18V-220GL 0.004 0.1
* For VGF in-line engines built before April 1, 2003 this distance is measured from
the base of the engine supports.
Refer to Table 2-8, on page 2-27 for the vertical thermal growth in the height of
the AT25GL and AT27GL crankshaft centerlines from the bottom of the crankcase
pan rails (based on temperature change from 21° C (70° F) to normal operation oil
temperature).

Table 2-8 Vertical Thermal Growth Crankshaft Centerline
HEIGHT OF CRANK- VERTICAL GROWTH IN

SHAFT CENTERLINE TO CRANKSHAFT HEIGHT
ENGINE MODEL
BOTTOM (Over range of normal to high
OF PAN RAIL lube oil temperatures)
INLINES
0.24 – 0.30 mm
8L-AT25GL
420 mm (0.009 – 0.011 in.)
(16.535") 0.27 – 0.34 mm
8L-AT27GL
(0.010 – 0.013 in.)
VEES
12V-AT25GL 0.28 – 0.34 mm

16V-AT25GL (0.011 – 0.013 in.)
480 mm
(18.898")
12V-AT27GL 0.31 – 0.39 mm
16V-AT27GL (0.012 – 0.015 in.)
Thermal growth information for the driven machine should be available from the
manufacturer. If not, it can be calculated with the following formula:
Gm = (Tm -70) x h x E for °F or (Tm-20) x h x E for °C
Where:
Gm = amount of growth expected (inches or mm)
Tm = operating temperature of driven machines (°F or °C)
h = height from machine mounting surface to center of shaft (inches or mm)
E = thermal expansion coefficient for material machine is made from:
6.5 x 10-6 (0.0000065) in/in °F or 1.2 x 10-6 mm/mm °C for steel
5.8 x 10-6 (0.0000058) in/in °F or 1.1 x 10-6 mm/mm °C for cast iron
To compensate when there is a growth difference, align the machine with less
growth higher than the machine with more growth.
For example, if a generator grows 0.005 in. (0.127 mm) and an engine grows
0.014 in. (0.356 mm), the generator should be shimmed 0.014 in. (0.356 mm) –
0.005 in. (0.127 mm) = 0.009 in. (0.229 mm) higher than the engine. This is done
after the machines are initially aligned. The shims go under all mounts of the gen-
erator. When checking angular alignment, the vertical TIR will now be off but will
fall within the limits once the engine and generator reach operating temperature.

Crankshaft End Play

After completing the cold alignment, the crankshaft end play should be checked.
1. Clamp a dial indicator to the flywheel housing and read against the crankshaft
or flywheel face.
2. Pry the shaft forward and zero the dial indicator. (It may be necessary to
remove an oil pan door and wedge a pry bar between a crankshaft web and
main bearing cap to move the shaft forward).
3. Pry the shaft rearward. The shaft should not “bounce” forward and the dial
indicator should read within the service manual specifications.
Figure 2-31 Checking Crankshaft End Play
Air Gap
On single bearing generators, the air gap between the stator and armature and at
the exciter should be checked to verify that adequate clearance exists. Correcting
the air gap is accomplished by adjusting the position of the inboard feet of the
generator. Single bearing induction generators have a very small clearance so it is
important that these be checked very carefully.
Some generator fans use set screws to hold the axial position of the fan. Verify
that these set screws are tight and that the fan hub bolts are properly torqued.

Hot Check
When the alignment, end play, and air gap are adjusted, the engine and generator
set should be run up to operating temperature under load for at least one hour.
Then shut down the unit and check alignment, end play, and air gap. If it is within
specifications, then the alignment is complete.
Periodic Inspection
Engine base deflection and alignment must be checked periodically, at least once
a year. Installations which are subject to settling of the concrete must be checked
monthly initially, to determine if settling is causing any misalignment.
STRATOR/EXCITER
AIR GAP
STRATOR/ARMATURE
AIR GAP
Figure 2-32 Single Bearing Generator
Multi-Bearing Machines
A multi-bearing machine is one which fully supports its own shaft, and does not
rely on the engine shaft to support the driven end.
Three areas must be adjusted to accurately align a multi-bearing machine to an
engine, which is also a multi-bearing machine. These are: End Play, Angular
Alignment and Parallel Alignment.
When aligning two multi-bearing machines, one machine must be designated as
the stationary machine, and one as the movable machine. Deciding which
machine will be stationary will depend on size, weight, and connections. All
adjustments will be made on the movable machine.
Adjusting angular and parallel alignment on multi-bearing machines requires cor-
recting the angular alignment first and then the parallel. Once alignment is accept-
able, the machines must be shimmed to compensate for thermal growth.
The Waukesha alignment computer (Part Number 494359) finds adjustments for
angular and parallel alignment as well as thermal growth, after the user inputs the
dimension, growth and measuring information. Only one or two adjustments are
normally required to place the units within the alignment specifications, when this
tool is used.
If the alignment computer is not available, the following procedures will provide an
accurate alignment.

End Play
To adjust end play:
1. Roughly position the two machines and install the shaft coupling. Adjust the
distance between the two machines so that there is no apparent tension or
compression on the coupling. Properly space gear type couplings per the cou-
pling manufacturer's specifications.
2. Set up a dial indicator on the machine with the least end play (normally the
engine). Clamp the dial indicator to the engine flywheel housing and read
against the flywheel face.
3. Pry the crankshaft fully forward, and zero the dial indicator. (Moving the
crankshaft on a VHP engine may require removing an oil pan door and prying
between a main bearing cap and crankshaft cheek or web).
4. Pry the shaft rearward and read the dial indicator. Crankshaft end play should
be within service manual specifications and the shaft should not spring-back
when the bar is removed.
5. If there is insufficient end play or if spring-back occurs, adjust the distance
between the machines until it is resolved.

VERTICAL MISALIGNMENT
HORIZONTAL MISALIGNMENT
PROPER ALIGNMENT
Figure 2-33 Angular Alignment
Angular Alignment
To measure the angular alignment, a dial indicator is mounted to the coupling half
of one machine to read against the coupling half face of the other. The coupling
should be installed or the shafts bound together so they both turn together while
taking the alignment measurements.

The radius “R” from the center of the shaft to the dial indicator should be at least
7 in. (177.8 mm).
Before taking readings, roll the shaft 45° in reverse rotation and then back 45° in
standard rotation and zero the dial indicator. This sets the axial position for both
the engine and driven machine shafts.
DRIVEN DRIVEN
COUPLING “R” COUPLING
HALF HALF
Figure 2-34 Measuring Angular Alignment
To measure angular alignment, four dial indicator readings are required; one each
at the 12:00, 9:00, 6:00 and 3:00 o'clock positions which are taken while turning
the engine in the standard direction of rotation.

Readings taken at the 12:00 and 6:00 o'clock positions determine vertical angular
alignment and readings in the 3:00 and 9:00 o'clock positions determine horizon-
tal angular alignment. A total indicator reading (TIR) is the absolute difference
between two readings on opposite sides of the shaft. In the illustration, the hori-
zontal TIR is (-0.009) and (+0.004) which is a difference of 0.013. Vertical TIR is
(0) and (+0.005) which is a difference of 0.005 in. (0.127 mm).
The illustration shows the shaft of a multi-bearing machine with both angular and
parallel misalignment.
CL
Si
A So
Li
Lo
Figure 2-37 Multi-Bearing Driven Equipment
This could represent either vertical or horizontal misalignment since the principles
are the same for both.
Correcting this misalignment first involves correcting angular alignment, thus get-
ting the shaft centerline to line up on line B.

The amount of correction required to bring the centerline into alignment with line
B, can be determined from the dial indicator TIR, radius to the indicator “R”, and
distance “L” from the coupling to the mounts.
OUTBOARD INBOARD
MOUNT MOUNT
1/2 ( TIR ) So Si
------------------------- = ------- = -----
R Lo Li
Therefore:
L o × 1/2 ( TIR )
S o = -----------------------------------
-
R
and
L i × 1/2 ( TIR )
S i = ---------------------------------
-
R
“So” is the amount of adjustment at distance “Lo” which is the distance from the
center of the coupling to the center of the outboard mount.
“Si” is then the adjustment at a mount distance of “Li” from the coupling.
The adjustment should be made to close the open side of the coupling as pic-
tured.
ADJUST THIS ADJUST THIS

DIRECTION DIRECTION
CLOSED
SIDE
OPEN
SIDE
FLYWHEEL
Figure 2-38 Make Adjustment To Close The Open Side Of The Coupling

Adjustment for angular alignment should then take place as follows:

1. Set up two dial indicators, one to monitor horizontal movement of the inboard
mounts, one to monitor horizontal movement of the outboard mounts. Zero
the indicators.
DRIVEN
EQUIPMENT
ENGINE
Figure 2-39 Indicator Positioning
2. Going to one corner at a time, loosen the mounting bolt and shim as calcu-
lated, then tighten the mounting bolt. Center mounts will have to be shimmed
in conjunction with corner mounts. Note any horizontal movement that may
occur on the dial indicators.
3. After shimming, loosen both mounts on one end and all center mounts. It may
also be necessary to loosen one mount on the fixed end but do not loosen
both. Slide the free end the amount calculated then re-torque the bolts.
DRIVEN
EQUIPMENT
ENGINE
Figure 2-40 Slide Free End
4. Loosen both bolts on the opposite end and move as calculated. Re-torque all
mounting bolts.

DRIVEN
EQUIPMENT
ENGINE
Figure 2-41 Move Opposite End
5. Check angular alignment again using the same procedure as used previously.
Angular alignment is correct when total indicator runout is less than 0.005 in.
(0.127 mm) per foot of radius from center of shaft to where the dial indicator
reads.
DRIVEN
ENGINE EQUIPMENT
Figure 2-42 Correct Angular Alignment
Parallel Alignment
Parallel alignment can be checked and adjusted after angular alignment has been
completed. It will, however, be necessary to re-check angular alignment after
each adjustment. The following procedure can be used to measure parallel align-
ment.
1. Set up a dial indicator to read parallel alignment. If available, set up a second
dial indicator to read angular alignment. This will allow you to rotate the shafts
only one time to get both readings (see Figure 2-43).
2. Rotate both shafts to the 2:00 o'clock position (facing the flywheel) then back
to the 12:00 o'clock position. Zero the indicator(s).
3. Rotate the shafts to the 9:00 o'clock position and record the readings.
4. Rotate the shafts to the 6:00 and 3:00 o'clock positions and record the read-
ings.
5. Rotate the shafts back to the 12:00 o'clock position and verify that the indica-
tors return to zero.

The amount of parallel misalignment is one-half the TIR (total indicator reading)
for each direction.
READ
ANGULAR
ALIGNMENT
READ
PARALLEL
ALIGNMENT
DRIVEN DRIVEN
COUPLING COUPLING
HALF HALF
Figure 2-43 Measuring For Parallel Alignment
In this example, the vertical TIR is 0.020 in. (0.508 mm), thus the machines are
vertically misaligned by 0.010 in. (0.254 mm). Horizontal TIR is the difference
between (+0.015) and (+0.005) which is 0.010 in. (0.254 mm). Horizontal mis-
alignment is 1/2 of the TIR which is 0.005 in. (0.127 mm). All mounts should get
the same amount of adjustment, 0.005 in. (0.127 mm) in this case, to move the
machine without losing angular alignment.

Adjustment for parallel alignment is similar to that for angular and should be
accomplished as follows:
1. Set up two dial indicators; one to monitor horizontal movement of the inboard
mounts, and one to monitor horizontal movement of the outboard mounts.
Zero the indicators.
2. Going to one corner at a time, loosen the mounting bolt(s) and shim as calcu-
lated, then torque the mounting bolt. Center mounts will have to be shimmed
in conjunction with corner mounts.
4. Loosen both mounts on the opposite end and move the same. Retorque all
mounting bolts.
5. Check parallel alignment again using the same procedure as used previously.
Parallel alignment is correct when total indicator runout is less than 0.005 in.
(0.127 mm).
APG2000/12V220GL and APG300018V220GL
The APG2000 and APG3000 are delivered as generator sets on a rigid skid. The
generators are two bearing design. The alignment procedure for the APG2000
and APG3000 therefore is similar to the procedure described above for multi bear-
ing engines.
• Note that the angular alignment is to be measured at R = 500mm distance
from the center of the shaft. The maximum TIR is 0.2 mm (0.008 in.)
• The maximum parallel TIR is 0.2 mm (0.008 in.)

PROPER ALIGNMENT
Figure 2-45 Parallel Alignment
Thermal Growth
After angular and parallel alignment are satisfactory, it will be necessary to adjust
alignment to compensate for thermal growth. This will allow the machines to be in
good alignment after they reach operating temperature.
Crankshaft Growth
The following table lists the changes in crankshaft height that will occur due to the
temperature change from 70° F (21° C) to normal operating temperatures (mea-
sured from the mounting surface of the base type oil pan).

Table 2-9 Thermal Growth
INCREASE IN CRANKSHAFT HEIGHT

ENGINE MODEL
INCHES mm
F18/H24 Old Style Oil Pan 0.007* 0.18*
F18/H24 High Capacity Oil

0.012 0.31
Pan
L36/P48 0.012 0.31
16V150LTD 0.020 0.51
F2895, F3521, F3524, L5790,

0.014 0.36
L5794, L7042, L7044
12V-220GL 0.004 0.1
18V-220GL 0.004 0.1
* For VGF in-line engines built before April 1, 2003 this distance is measured from
the base of the engine supports.
Refer to Table 2-10 for the vertical thermal growth in the height of the AT25GL
and AT27GL crankshaft centerlines from the bottom of the crankcase pan rails
(based on temperature change from 21° C (70° F) to normal operation oil temper-
ature).
HEIGHT OF CRANK- VERTICAL GROWTH IN

SHAFT CENTERLINE TO CRANKSHAFT HEIGHT
ENGINE MODEL
BOTTOM (Over range of normal to high
OF PAN RAIL lube oil temperatures)
INLINES
0.24 – 0.30 mm
8L-AT25GL
420 mm (0.009 – 0.011 in.)
(16.535")
0.27 – 0.34 mm
8L-AT27GL
(0.010 – 0.013 in.)
VEES
12V-AT25GL 0.28 – 0.34 mm

16V-AT25GL (0.011 – 0.013 in.)
480 mm
16V-AT25GL (18.898") 0.31 – 0.39 mm
16V-AT27GL (0.012 – 0.015 in.)
Heat growth information for the driven equipment should be available from the
Where:


To adjust for thermal growth take the difference in machine growths and add that
amount in shims under the machine which grows least. In the case of cooling
compressors, the compressor gets cold when loaded and shrinks. This will require
a further offset to compensate for engine growth and compressor shrinkage. The
growth formula still applies for a cold compressor since the growth number will be
negative.
To add the shims, loosen one mount at a time and add the shims then re-torque
the bolts before moving on to the next mount. This prevents horizontal alignment
from changing while adding shims. Parallel dial indicator readings will now indi-
cate the machine which grows least is higher than the machine which grows more
but the machines will be aligned when they reach operating temperature.
Check end play to verify that the alignment procedure did not eliminate end thrust.
Doweling
If doweling of the machines is required, the following information is offered as a
guide.
Doweling is a practice often used after aligning two machines to mark their cor-
rectly aligned positions. When dowels are placed correctly, they also determine
the direction of thermal growth of the machines. The drawing below illustrates
where dowels should be placed to cause thermal growth in a direction which will
not affect crankshaft end play and will maintain correct alignment.
Tapered dowels are recommended for this purpose because they have the follow-
ing advantages over straight dowels;
1. Tapered dowels will not fall through the skid from vibration or a slight gap
between the hole and dowel.
2. If alignment changes from shipping of the complete package or settling of its
foundation, the machines can be realigned and the tapered holes reamed
deeper to fit the dowel in its new position.
3. Tapered dowels are removed easily by driving the pin out the large end.
Dowel holes should be drilled through the mounting foot, shim pack and the skid I-
beam flange. No gaps should exist between the engine base and the skid.

DOWEL
LOCATIONS
DRIVEN
EQUIPMENT ENGINE
DOWEL
LOCATIONS
Figure 2-46 Dowel Placement
Hot Check
Once the machines are aligned and offset for thermal growth, they should be
checked when hot.
1. Start the engine and apply load.
2. Allow machines to run for one hour after reaching their operating tempera-
tures.
3. Shut down and immediately check angular and parallel alignment and end
play. Alignment TIR should now be less than 0.005 in. (0.127mm) for the VHP
and 0.2 mm (0.008 in.) for the APG2000/12V220GL and APG3000/
18V220GL, both parallel and angular.
4. Adjust alignment and end play if necessary.
Periodic Inspections
often (initially – monthly) to determine if settling is causing misalignment.

SECTION 5 ALIGNMENT CHECKLIST

Single Bearing Machine
NOTE: Values in the checklist are mentioned for VHP; for others models use the
values as mentioned in above sections.
1. Install and level engine or common base _____________________________
2. Adjust spring isolaters (if used) ____________________________________
3. Adjust base deflection at the four engine corners.
0.ss sss in. (mm) 0.sss ss in. (mm) 0.sss ss in. (mm)
0.ssss s in. (mm) 0.sss s in. (mm) 0.sss s in. (mm)
4. Shim center mounts

+0.002 in. (0.050 mm) for a VHP 6 cylinder
5. Measure crankshaft web deflection (optional)
All except rear throw 0.001 in. (0.025 mm) TIR max.
Rear throw approximately 0.0015 in. (0.038 mm) TIR.
1 2 3 4
Throw
TIR 0.sssss 0.sssss 0.sssss 0.sssss
in. (mm) in. (mm) in. (mm) in. (mm)
5 6 7 8
Throw
6. Adjust base deflection at four corners of driven machine.
0.ss sss in. (mm) 0.sss ss in. (mm)
0.ssss s in. (mm) 0.sss s in. (mm)

7. Check and adjust shaft pilot centering (parallel alignment). Maximum 0.005 in.
(0.127 mm) TIR.
0.sssss
in. (mm)
0.sssss 0.sssss
in. (mm) in. (mm)
0.sssss
in. (mm)
8. Check and adjust angular alignment. Maximum 0.005 in. (0.127 mm) TIR at
flywheel bolt.
0.sssss
in. (mm)
0.sssss 0.sssss
in. (mm) in. (mm)
0.sssss
in. (mm)
9. Adjust for vertical growth

Engine Growth in. (mm) minus
D. M. Growth in. (mm) =
Cold Alignment Offset in. (mm)
10. Check crankshaft end play in. (mm) should be within service man-
ual specifications.
11. Check air gap and fan set screws (single bearing generator)
12. Start engine, run loaded, allow to warm up 1 hour minimum
13. Shutdown and check hot angular alignment and end play
End play (Hot) in. (mm)
Alignment:
PARALLEL (HOT) ANGULAR (HOT)
0.sssss 0.sssss
in. (mm) in. (mm)
0.sssss 0.sssss 0.sssss 0.sssss
0.sssss 0.sssss
in. (mm) in. (mm)

Multiple Bearing Machine

1. Install and level engine or common skid _____________________________
2. Adjust spring isolaters (if used) ____________________________________
3. Adjust base deflection at the four engine corners.
0.ss sss in. (mm) 0.sss ss in. (mm) 0.sss ss in. (mm)
0.ssss s in. (mm) 0.sss s in. (mm) 0.sss s in. (mm)
4. Shim center mounts

5. Measure crankshaft web deflection (optional)
All except rear throw 0.001 in. (0.025 mm) TIR max.
Rear throw approximately 0.0015 in. (0.038 mm) TIR.
1 2 3 4
Throw
5 6 7 8
Throw
0.ss sss in. (mm) 0.sss ss in. (mm)
0.ssss s in. (mm) 0.sss s in. (mm)

7. Check for crankshaft end play.

8. Check and adjust angular alignment. Maximum 0.005 in. (0.127 mm) per foot
of radius from center of shaft to dial indicator read point.
0.sssss
in. (mm)
0.sssss 0.sssss
in. (mm) in. (mm)
0.sssss
in. (mm)
9. Check and adjust parallel alignment. Maximum 0.005 in. (0.127 mm) TIR.
0.sssss
in. (mm)
0.sssss 0.sssss
in. (mm) in. (mm)
0.sssss
in. (mm)
10. Adjust for thermal growth

Engine Growth in. (mm) minus
D. M. Growth in. (mm) =
Cold Alignment Offset in. (mm)
11. Recheck crankshaft end play in. (mm)
12. Start engine, run loaded, allow to warm up 1 hour minimum
13. Shutdown and check hot angular alignment and end play
End play (Hot) in. (mm)
Alignment:
0.sssss 0.sssss
in. (mm) in. (mm)
0.sssss 0.sssss
in. (mm) in. (mm)
14. Dowel inboard machine mounts (if required).

ALIGNMENT PROGRESSION CHART
END PLAY BEFORE ALIGNMENT END PLAY AFTER ALIGNMENT
ENGINE MODEL SERIAL NO.
DRIVEN MACHINE MAKE MODEL NO.
CUSTOMER’S OBSERVER PERFORMED BY
DATE
Figure 2-47 Alignment Progression Chart


CHAPTER 3
VIBRATION, COUPLINGS AND DRIVES
INTRODUCTION VIBRATION
Vibration is unavoidable in the design and construction of engine installations.
However, it is possible to isolate this vibration or sufficiently prevent it from getting
into the surrounding structures. This process is known as vibration isolation.
Vibration should be isolated from the surrounding structure for several reasons.
Depending on the type of structure, engine vibration can range from being a nui-
sance to being a safety hazard. For example, hospitals require engine vibration to
be isolated from the structure in order to assure patient comfort and proper effec-
tiveness of medical equipment. In some structures, engine vibration can actually
cause beams and supports of a building to vibrate harmonically with the engine,
causing serious structural damage.
Couplings And Drives
The energy produced by the engine is transmitted to the driven equipment
through a system of couplings and drives. These drives must act both as a power
transmitter and as an isolation of the engine vibration from the driven equipment.
Never install any type of coupling or drive without first consulting the coupling
manufacturer. Different companies and the various mechanical designs of their
equipment lead to many different lubrication, fluid fill, installation, and cooling rec-
ommendations. Improper installation or maintenance of a coupling or drive will not
only shorten the life of the components, but will lead to serious engine/driven
equipment damage.
SECTION 1 VIBRATION: LINEAR vs. TORSIONAL

Torsional
Vibration can be classified as either linear or torsional. One of the largest contrib-
uting factors to vibration problems is misalignment. Misalignment accounts for 50
to 75 percent of all machinery vibration problems.
Crankshaft torsional vibration refers to the angular twisting of the crankshaft rela-
tive to the center of rotation. Since torsional vibration cannot be seen or felt by
hand, it must be measured with special equipment.
The following engine situations may lead to excessive torsional vibration:
• Misalignment
• Bank to bank imbalance
• Uneven firing pressures
• Cylinder misfires
• Uneven ignition timing
• Incompatibility of the engine, couplings, and driven equipment
• Faulty vibration damper

CHAPTER 3 VIBRATION, COUPLINGS AND DRIVES
To help limit the possibility of damage to the crankshaft, gear train, or coupling,
vibration dampers are mounted on the front of the engine to reduce torsional
vibration. Dampers will lose their ability to dampen as they age and therefore must
be replaced. However, since damper life cannot easily be determined, it is recom-
mended that they be replaced every five years, 35,000 to 40,000 operating hours
or in the event of a crankshaft failure. Inspection and fluid sampling should be
done every 15,000 hours.
A torsional analysis must be performed to determine compatibility of the drive line
components when the components are used together for the first time. Waukesha
Engine can provide a torsional analysis, or the engine mass elastic information, if
an outside consultant is used.
Linear
Linear vibration can be described as an oscillating motion or “shaking” about a ref-
erence position. When linear vibration is excessive it may be seen or felt by hand.
One of the most common causes of linear vibration is misaligned shafts. Other
causes of linear vibration are listed below.
• Component imbalance
• Crankcase deflection
• Poor operating conditions
Generally, proper maintenance can help minimize linear vibration. Crankcase
deflection and poor operating practices are other common causes of linear vibra-
tion because they upset the inherent cylinder to cylinder balance built into the
engine.
SECTION 2 FLEXIBLE PIPING CONNECTIONS

Engines and Enginators are generally mounted such that vibrations are isolated
from the environment by AVM (Anti Vibration Mounts), isolator springs or the
springs carrying the inertia block. This allows movement relative to the surround-
ing equipment. The engines flexible connections for cooling, fuel, exhaust, intake,
etc. have to allow for thermal growth of the engine. Care should be taken that the
flexible connections are fit for the intended use. Type and magnitude of move-
ment, stresses, temperature, pressure, transported medium, etc should be con-
sidered. Special care has to be taken with spring isolator mounted engines and
Enginators as they tend to make larger movements than inertia block mounted
engines and Enginators. In all cases the magnitude of the movements depends
on the spring rate of the mounting used and the acting forces and moments.
Where applicable seismic activity must be considered and seismic snubbers
applied.
Flexible connections should be used for the kind of movements they were
designed for. Most flexible connections like those available from Waukesha for
the APG1000 are designed for primary application in the lateral mode. The axial
mode (compression/expansion) and torsional mode capabilities are minimal and
installation for primary operation in this mode must be avoided.

VIBRATION, COUPLINGS AND DRIVES CHAPTER 3
Primary Direction Of Movement - Roll
CL Engine
Figure 3-1 Primary Movement Of An Engine.
The primary direction of movement for an engine or enginator is side to side (roll).
The connections should be installed facing the front or rear of the engine, parallel
to the crankshaft, to operate in lateral mode. The exhaust flexible connection may
be installed vertically but has to be designed for this application. The exhaust con-
nection optionally supplied by Waukesha for the APG1000 was designed for this
type of application. The material was chosen such that it withstands not only the
lateral movements but also the relatively large axial movement caused by the ther-
mal growth of the engine.
See Chapter 7 (Exhaust Systems) for additional information.
Flex connections and especially those meant for isolator mounted engines and
enginator sets should be designed for the displacement at the engine connection
point.
For solid mount units the connection point should be lowest as this reduces the
magnitude of displacement. Isolator spring mounted units tend to move around
their center of gravity which is close to the crankshaft center line. Connections for
isolator spring mounted units should therefore be closest to the crankshaft as this
is where movements are smallest.
Flex connections delivered by Waukesha Engine included as part of the standard
package or ordered optionally were designed to compensate thermal growth of
the engine. Additional flex capabilities are required when compensation of thermal
expansion and movement of the facility piping. Flex connections delivered by
Waukesha Engine will be suitable for solid mount (inertia block) units only unless

use for spring isolated units is clearly specified. Flex connections supplied by
Waukesha Engine are fit for spring isolated units only when this is specifically
stated.
When calculating the restriction of piping it must be considered that flex connec-
tions impose higher restrictions than an equal length of pipe. Bends in the flex
connection reduce its life time and increase the restriction and therefore should be
avoided.
A flexible connection generally is a weak link and should be inspected periodi-
cally. To allow easy replacement of the flexible connection it is advisable to place
them such that isolation for repair and replacement can be easily accomplished.
Do not bend or twist flex connections during installation or transport.
Refer to WPS10/91 for more general information or the individual chapters for
more specific information on flex connections for the cooling systems, exhaust,
fuel, etc.
SECTION 3 DRIVE TYPES

Flexible Couplings
Flexible couplings are semi-rigid connectors designed to transmit torque and to
absorb torsional vibration being transmitted from the engine to the driven equip-
ment. These flexible couplings will also accommodate small amounts of mechani-
cal misalignment.
NOTE: Always consult the manufacturer for precise installation specifications.
When installing flexible couplings, make sure to check the coupling manufac-
turer's fits and clearances table to allow for sufficient engine crankshaft end play.
The coupling must be able to absorb crankshaft elongation caused by engine
heat. In addition, the coupling must also be capable of absorbing the misalign-
ment caused by the heat growth of the engine.
NOTE: Always consult the engine operators manual or performance
specifications for proper crankshaft end play.
Flexible couplings will not absorb the effects of significant misalignment. Although
flexible couplings can tolerate some degree of misalignment, the amount is so
small that the same exacting alignment procedures should always be followed.
Floating Drive Shafts
A floating drive shaft is installed to fill a space between the engine and driven
equipment. The shaft is commonly equipped with either universal joints or flexible
couplings and can compensate for some degree of misalignment or angularity.
When using flexible couplings it is important to use a coupling that is compatible
with a floating drive shaft. A splined shaft can also compensate for longitudinal
movement. Shaft selection is determined by engine speed, load, torque, distance
between engine and driven equipment, degree of angular operation anticipated,
and heat expansion of engine components.
NOTE: Selection of the correct shaft, universal joints or flexible couplings should
be done by a supplier fully acquainted with the factors involved.
Gear Drives
An installation can use gear drives to change the speed or direction output power
shaft rotation of driven equipment. Speed increasing or reducing gear drives can

be used when the engine speed does not match the required speed of the driven
equipment.
One type of application is for a gearing down operation, such as using a high-
speed compact stand-by engine to drive a low-speed pump. By gearing a smaller
high-speed engine to run in a more practical speed range, the initial engine cost is
reduced and the accessory is run just as effectively as if a slower speed larger
engine were used for the same power requirement.
Another practical application for gear drives is using two engines at opposite ends
of a common shaft for driven equipment, such as a pump, generator, or similar
unit. Unless one engine is of the opposite rotation, a gear drive will be needed to
provide the driven unit with the correct rotation. Gear drives can be designed for
in-line or side load applications.
NOTE: Gear applications should be engineered by all parties involved: engine
manufacturer, applications engineer, driven unit manufacturer, and gear supplier.
Hydraulic Drives And Torque Converters
A major advantage of a hydraulic coupling or torque converter is the absence of
any solid mechanical connection between the engine and driven equipment. Thus
the effects of mechanical shocks, vibrations, and rapid load changes are elimi-
nated or greatly reduced, protecting both the driven equipment and engine. In
both hydraulic couplings and torque converters, engine input is absorbed by a tur-
bine pump. The oil or fluid within the pump housing is accelerated as the equip-
ment rotates and the engine power is delivered at the outer edge of the pump in
the form of high velocity fluid. The high velocity of the fluid will cause heat and
therefore both torque converters and hydraulic couplings may require independent
cooling systems. Consult the manufacturer of the coupling or torque converter for
cooling requirements.
Hydraulic couplings are used to compensate for shock loads, overloads, and as
an aid in no-load starting and load pickup. In a hydraulic coupling, a matching tur-
bine and stator absorb the energy of the moving fluid and deliver it to the driven
equipment. The output torque of a hydraulic coupling never exceeds the input
torque.
Torque converters are very similar to hydraulic couplings. However, in addition to
the turbine, one or more reaction members are positioned in the fluid flow in such
a manner as to produce additional torque at the output shaft. Ratios of about 3:1
are most common, however, torque ratios may range from 2:1 to 6:1 or slightly
higher. At full engine speed, with an equal output shaft speed, the converter acts
as a simple fluid coupling without torque multiplication. The importance of match-
ing the converter to the engine and its intended load and operating range cannot
be overemphasized. Below is a typical list of necessary information for proper
torque converter selection which is the responsibility of the system designer (Con-
sult the equipment manufacturer).

TORQUE CONVERTER SELECTION INFORMATION

Application
Type of driven equipment
Engine model
Engine BHP @ RPM
Engine SAE flywheel housing size
Accessory deductions
Governed speed set for application
Stall torque ratio desired
Other relevant data (minimum stall torque, etc.)
Clutches
Engines must be started under no-load conditions, or conditions where engine
load builds up slowly. Applications with rapid load build up such as piston pumps
or air compressors require some method of disconnecting the load from the
engine during startup.
Clutches and power take-offs (PTO's) provide a means of disconnecting this load
from the engine for starting and warm-up. One commonly used clutch is the fric-
tion type, which requires manual or automatic engagement of the clutch and pres-
sure plates. The friction causes the two plates to turn as one, transferring the
energy from the engine to the driven equipment. Friction between clutch discs and
pressure plates is increased by mechanical pressure during clutch engagement.
Acceleration is allowed by the slippage between the discs and clutch plates until
friction is sufficient to rotate the driven equipment at engine speed.
Power take-offs are designed for either side load or in-line drive applications. Side
load PTO's are made with taper roller bearings which generally cannot be used for
in-line applications. PTO's with ball bearings are designed for direct drives, but
can accept minor side loads if within the specified limits set by the manufacturer.
Centrifugal clutch assemblies allow for engine acceleration periods before load
pick up. As the engine reaches a predetermined speed the clutch will automati-
cally pick up the load or dump load when it falls below this speed.
Clutches are designed for working with side or front load conditions, although the
allowable side loads are generally less than straight in-line drives. Clutches are
also designed for the type of drive to be used (belt, chain, and sprocket, etc.).

CLUTCH SELECTION
Clutch capacity is based on rated engine torque and the appropriate service factor
(see below).
Required Clutch Capacity = Engine Torque x Service Factor
[English] Engine torque (Ib-ft.) = HP x 5252/RPM
[Metric] Engine torque (N⋅m) = kW x 9549/RPM
SAMPLE SERVICE FACTORS
Centrifugal Pump................................................................................................ 1.5
Farm Tractor PTO ............................................................................................... 2.0
Reciprocating Pump ........................................................................................... 3.0
Mud Pump .......................................................................................................... 3.0
Rock Crusher ..................................................................................................... 3.0
Reciprocating Compressor................................................................................. 4.0
Blower ................................................................................................................ 4.0
NOTE: Consult clutch manufacturer for specific service factors.
CLUTCH SELECTION INFORMATION
Type of driven equipment
Prime mover (diesel engine, gas engine, propane engine, etc.)
Torque, horsepower, speed at maximum
torque, and maximum speed of prime mover
Torque to be transmitted (and what
speed) if other than 100% of prime mover
Is slip time control required? If yes, amount of time
Maximum expected engagement frequency per hour
Load pulsating or intermittent in nature?
SECTION 4 SIDE LOAD DRIVES

Side loads derive their power from belts or chain drives running perpendicular to
the engine crankshaft. Unless specifically designed for side load applications, the
same amount of power cannot be taken off a side load application as can be
derived from a straight in-line drive. Side load applications must be carefully
designed to avoid excessive wear on the power take-off, clutch, and bearings.
Standard side load applications use belt drives.

CAUTION All side load drives other than belt drives must
be analyzed by Waukesha Engine Application Engineering Department for
torsional compatibility.
Many factors have to be considered when designing a side load installation.

Engine RPM, sheave design, clutch design, and use of an outboard bearing all
affect the success of this type of application. Before using a side load application,
it is recommended to contact the Waukesha Engine Application Engineering
Department for assistance.

Unsupported pulley overhang (a load carrying pulley mounted far out on the shaft)
should be avoided because it will distort the engine flywheel housing and will
cause clutch, crankshaft, and/or bearing failure. To avoid such problems, an out-
board bearing should be added at the end of the shaft.
Improper pulley selection for the design load is another common source for prob-
lems. Too few belts, incorrect belt size or type, or insufficient wrap (contact
between belts and pulley) can lead to belt slippage.
Care must also be taken when tightening the belts to prevent slippage. Over tight-
ening of the belts can result in rapid belt wear, engine bearing failure, and poor
performance.
SECTION 5 DETERMINATION OF CORRECT PULLEY SIZE

The following formula is used to find an unknown pulley size or operating RPM.
RPM (driven) Pulley Diameter (driving)
------------------------------------ = -----------------------------------------------------------------
RPM (driving) Pulley Diameter (driven)
NOTE: When performing calculations, always be certain that either pitch
diameters or outside diameters are used for both pulleys. Use the same diameter
for each pulley when making this check.
EXAMPLE:
An engine is governed at 1700 RPM and equipped with an 8 inch (20 cm) driver
pulley. If the pump must operate at 3000 RPM, what size pump pulley must be
installed?
3000 RPM 8 in. (20 cm)
---------------------------- = ----------------------------------------------------------------
1700 RPM Pulley Diameter (driven)
1.76 = 8 in. (20 cm) / Pulley Diameter (driven)
Pulley Diameter (driven) = 4.5 in (11.5 cm)

SECTION 6 BELTS AND PULLEYS TROUBLESHOOTING GUIDE
Table 3-1 Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
1. Belt bottoming in pulley. a. Belt and/or pulley are worn a. Replace/Repair
b. Belt too narrow for the pulley b. Use wider belt or correct pulley
width.
c. Pulley split open. c. Use stronger pulley or lower belt

tension.
d. Pulley groove not deep enough. d. Increase depth of pulley groove.
2. Belt turn over. Belt turns over in the a. Caused by harmonics in the drive. a. Determine cause of harmonics and
pulley and runs on its side. try to correct by carefully analyzing
installation. Replace belt.
b. Misalignment b. Align
3. Belt flips off pulley. a. Can have same causes as symp- a. See symptom #2.
tom #2.
b. Foreign object forces belt out of b. Remove object, replace belt.

pulley groove.
c. Belt flips off due to failure of c. See symptom #2.

another drive belt.
4. Belt stretching outside circumference a. Overstressing the belts. a. Eliminate tension.

increases abnormally under tension
and load. Results in large tension b. Wrong belt tensile member for par- b. Contact original equipment manu-
loss or belt running out of adjustment ticular application. facturer for possible improvements.
when tensioned. c. Tension is too high.
5. Clean break of belt. a. This is an unusual occurrence that a. Replace belt.

is generally due to a foreign object
being wedged in a pulley, damage
at installation, or as a secondary
failure.
6. Belt squeal. Very distinct high a. Occurs most frequently due to tem- a. Re-tension belt. Replace with new
pitched noise. porary overloading of the belt. This belt if old belt is worn.
overloading causes the belt to start
slipping.
7. Excessive whipping of the belt. a. Most pronounced in long belt spans a. Reduce belt span length, dampen
due to minor torsional and belt torsional or use selected belts. Belt
dimensional vibrations. span length can be changed by
adding an idler in the long span.
8. Belt vibration, closely related to a. Reasons for this condition are a. Eliminate or change the vibration
whipping (7) but produces a distinct unknown, but generally coincide characteristics in the belt or other
beat. with another vibration source. source. Check pulley condition.

Table 3-1 Troubleshooting Table (Continued)
SYMPTOM PROBABLE CAUSE REMEDY
9. Belt squeak (chirping noise). a. Generally not objectionable. Com- a. Contact your distributor. Some belt
monly occurs when starting the constructions are more prone to
engine in the morning, mostly due make noise than others. Not much
to humidity. Sometimes pulley sur- can be done to overcome this situa-
face condition is involved. tion.
10. Premature wear (accompanied by a. Misalignment a. Align

dark dusty deposits on inside of
guards).
SECTION 7 V-BELT TIPS

1. Always use new, matched sets of belts in engine installations.
2. When replacing belts, always replace the entire set of belts not just the ones
that look worn.
3. To check belt tension, depress the belt with your hand. At proper tension the
belts will feel alive and springy. If the belts are too tight they will have no give
at all. Loose belts will feel dead.
4. Keep the belts at proper tension. Loose belts will slip, robbing the system of
power. Also, the heat produced by the friction of the belt slipping over the
sheave will speed up belt decay. Belts that are too tight will wear more rapidly,
and also cause the engine shaft bearings to deteriorate.
5. When designing a pulley system, an idler should be incorporated to make belt
tension adjustments. The use of idlers is recommended over back idlers to
prevent un due stress and wear to the drive belt during operation.
6. To avoid belt damage, always move the idler or pulley when installing belts.
Never pry a belt over a pulley.
7. Idler should be positioned on the slack side of the pulley system when design-
ing the system.
SECTION 8 FRONT END DRIVES

On specially engineered applications, power can be taken from the engine front
end. The power can be transmitted through a side load or direct drive (torsional)
design.
Direct Drive Applications
In a direct drive installation, a stub shaft is mounted to the crankshaft pulley. The
power taken off the front end through a direct drive is measured in pound feet
(Newton-meters). The torque requirements can be calculated with the following
equations.
[English] Torque (lb-ft.) = HP x 5252/RPM
[Metric] Torque (N⋅m) = 9549 x kW/RPM
Where:
HP (kW) = Power required to drive the accessory
RPM = Engine Speed

The torque value obtained in these calculations is then compared to Waukesha

Engine Technical Specification S4052-13, or most current revision, to ensure that
it meets the established limits for the appropriate engine.
SECTION 9 SIDE LOAD APPLICATIONS

In a side load installation, belts or chain drives are used to transmit power from the
crankshaft pulley located on the front of the engine.
Two important factors to consider for side load applications are:
1. The side load bending moment of the drive system
2. The distance from the front face of the crankcase to the mid-point of the drive.
The maximum distance for this dimension can be found in Waukesha Engine
Technical Specification S4052-13 or most current revision. The side load
exerts a bending force, or moment on the crankshaft. Waukesha Engine has
established a maximum side load bending moment for its line of engines. For
these values and sample calculations refer to Waukesha Engine Technical
Specification S4052-13 or most current revision.
To bring an unacceptable side load into an acceptable range, either use a larger
pulley, decrease the distance from the center of the belt drive group to the front of
the crankcase, or decrease the size of the accessory to be driven. For assistance
on side load applications, contact the Waukesha Engine Application Engineering
Department.

SECTION 10 CHECKLIST
Flexible Couplings
Properly secured to driven and driver shafts?
Properly aligned?
Proper crankshaft end play allowed for?
Coupling cooling system properly installed (if applicable)?
Correct coupling selected for application?
Flexible Drive Shafts
Is shaft the right length?
Properly coupled to driven and driver shafts?
Universal joints or flexible couplings properly secured?
Universal joints properly lubricated?
Gear Drives
Securely mounted to base?
Properly coupled and aligned to driven and driver shafts?
Oil filled to proper level with the correct oil?
Heat exchanger properly installed (if applicable)?
Hydraulic Drives/Torque Convertors
Fluid level correct?
Correct type of fluid?
Cooling system properly installed (if applicable)?
Properly lubricated?
Properly aligned and secured to driven and driver shafts?
Clutches and PTO's
Properly aligned and mounted to flywheel housing?
Proper PTO for direct drive or side load application?
Was side load limit properly calculated?
Outboard bearing properly installed (if applicable)?
Clutch / PTO properly sized for application?
V-Belt Drives
Was side load limit properly calculated?
Belts adjusted to proper tension?
Are all belts from a matched set?
Proper use of idlers for belt tightening?
Is pulley proper size for application?
Belts proper width for application?

CHAPTER 4
COOLING SYSTEMS
INTRODUCTION An engine typically converts 30 – 45% of the fuel's energy into mechanical
energy. The remaining energy is dissipated as thermal energy (heat). About 30%
of this thermal energy is carried away with the exhaust gas and radiation from the
engine. The rest of the thermal energy is removed by the engine's cooling sys-
tems.
Most industrial engines have up to three heat exchanging systems in the engine
for removing thermal energy. These are:
• Engine Jacket — A series of cooling passages through the engine which allow
coolant to absorb heat from cylinder liners, cylinder heads, and exhaust mani-
folds.
• Oil Cooler — A liquid-to-liquid heat exchanger which cools lubricating oil by
transferring heat to the coolant. One function of lubricating oil is to absorb heat
from hot internal components, such as pistons.
• Charge Air Cooler (turbocharged engines) — A heat exchanger which
removes heat from the combustion air charge (or combustion air/fuel charge on
draw through) to maintain an acceptable temperature for efficient engine opera-
tion.
The heat absorbed from the engine components is contained in the coolant and
must be removed. Failure to remove this heat will cause the coolant and engine
temperature to increase beyond acceptable levels. The coolant removes heat by
an increase in temperature or a change of phase (water to steam). A system
which removes heat by increasing the coolant temperature is known as a “Solid
Water” system, and a system which uses a change of phase is known as an
“Ebullient” system.
Waukesha Engine allows ebullient cooling only for VHP-G and VHP-GSI engines
at reduced loads. An SAA (Special Application Approval) must be submitted for all
ebullient cooled projects.
SECTION 1 SOLID WATER COOLING SYSTEM TYPES

Solid Water Cooling Systems
Three common “Solid Water” methods for removing heat from the coolant are:
– Radiator
– Heat Exchanger
– Cooling Tower
Radiator
A radiator removes heat from the coolant by exchanging it with ambient air which
is cooler than the engine coolant.
Radiators are typically used when an application has no use for the engine heat,
so it is dumped to the ambient air.

CHAPTER 4 COOLING SYSTEMS
EXPANSION
TANK
PLENUM
THERMOSTAT
RADIATOR
ENGINE
WATER PUMP
Figure 4-1 Schematic of Engine and Radiator
Cooling fans on a radiator can be engine-driven or powered by electric motors.

The drive type is determined by the radiator type and the specific application
requirements.
Engine-driven fans are either a pusher or suction type. A pusher fan draws air
from the engine side of the radiator core, pushes it into the plenum, through the
radiator core, and discharges it to the atmosphere. The temperature of the air
entering the radiator is higher than the ambient air temperature due to radiant
heat picked up from the engine and driven machine. This increase in air tempera-
ture must be considered when sizing the radiator.
Suction fans draw ambient air through the radiator and discharge it on the engine
side. This results in an increase in engine room temperature. Engine air intakes,
ignition systems, and other electronics must be protected from hot air. Hot air at
the engine air intake will decrease available horsepower and promote detonation.
Hot air on the ignition and electronic components can cause them to malfunction
or break down. Both pusher and suction fans are illustrated in Figure 4-2.
Air flow restriction of an engine room or engine enclosure and louvers must be
considered when the radiator fan is used for ventilating the enclosure. The fan
supplier will be able to determine the maximum allowable restriction beyond the
radiator (typically 0.25" water column). The power required to drive the fan must
be deducted from the available engine power rating.
Electric motor-driven fans are often used when a radiator is located in a position
which is difficult to drive from the engine. Remote or horizontal core radiators will
use electric motor-driven fans. An electric motor-driven fan can be speed-con-
trolled based upon coolant temperature. Using controls like this may save electric
power during light load operation or cold ambient temperature operation. These
controls must be adjusted to prevent thermocycling, which may cause ther-
moshock to the radiator and engine.

COOLING SYSTEMS CHAPTER 4
SUCTION FAN PUSHER FAN
ENGINE SIDE
ENGINE SIDE
RADIATOR
RADIATOR
Figure 4-2 Suction and Pusher Fans
A radiator requires a static chamber either as a separate expansion tank or as a

static expansion chamber in the radiator top tank. Not all radiator manufacturers
provide a static chamber. The packager must confirm that the chamber exists for
main and auxiliary circuits, and is properly connected (see ”Expansion Tanks And
Surge Tanks” on page 4-14).
It is important to consider the effects of the following on the radiator's heat transfer
capacity:
• wind
• hot air from other equipment
• solar heating of surrounding ground
• hot air recirculation
• exhaust heat recirculation
See Section 4 – Installation Concerns on page 4-36.
Heat Exchanger
A heat exchanger removes heat from the engine coolant and transfers the heat to
a secondary fluid. Heat exchangers are often used where installation of a radiator
is not practical or where there is a use for the heat.
Common heat exchangers are the shell and tube type and the plate and frame
type. A shell and tube heat exchanger consists of a bundle of tubes with coolant
flowing through them. The shell is around these tubes and contains the other heat
transfer fluid. Heat is transferred through the walls of the tubes. The highest heat
transfer rate for a single pass shell and tube heat exchanger is generally achieved
with a counterflow design as shown in Figure 4-3.

To Engine From Engine

160° F 180° F
Plant in 150° F Plant out 170° F
COUNTER FLOW
From Engine To Engine

180° F 160° F
Plant in 130° F Plant out 150° F
PARALLEL FLOW
Figure 4-3 Counter and Parallel Flow Heat Exchanger
Counterflow also allows the plant outlet to have a higher temperature than the
engine inlet temperature, which provides more useful, higher temperature plant
heat.
The counterflow heat exchanger in Figure 4-3 has 180° F (82° C) coolant from the
engine, while the plant outlet temperature is 170° F (77° C). This makes an
approach temperature of: 180° F minus 170° F equals 10° F (82° C minus 77° C
equals 5° C). (The approach temperature is the temperature difference between
the coolant from the engine and plant outlet.)
A plate and frame type heat exchanger consists of a series of formed metal plates
sandwiched together. Engine coolant is on one side of the plate, while plant cool-
ant is on the other, with counterflow in the plates (see Figure 4-4).
PLATE FLOWS
ENGINE COOLANT
ENGINE COOLANT
ENGINE COOLANT
CONNECTIONS
CONNECTIONS
ENGINE
PLANT
PLANT COOLANT
PLANT COOLANT
PLANT COOLANT
PLATES
Figure 4-4 Plate-Type Heat Exchanger

A plate and frame type heat exchanger is generally similar in price to a shell and
tube type. It is more compact and can have closer approach temperatures. Plate
and frame type heat exchangers can have approach temperatures as close as
2° F (1° C).
Cooling Tower
Cooling towers rely on the evaporation of water in a dry climate to remove heat
from the engine cooling water. For water to evaporate it must absorb energy
which cools the liquid water that is left behind.
Open Cooling Tower: An open cooling tower sprays warm water into the air and
collects the remaining cooled water in a pan at the bottom. Because of the energy
release caused by evaporation, it is possible to cool the water to a colder temper-
ature than the air it passes through. The evaporated water must be constantly
replaced with fresh water resulting in water consumption for the cooling process.
Open cooling towers can often provide water at 85° F (29° C) or less in a suffi-
ciently dry climate. Maintenance of these systems can be very costly. Operating at
low temperatures promotes bacterial growth in the cooling system components.
The constant introduction of make-up water brings in minerals and contaminants
which do not evaporate. These minerals and contaminants can grow to very high
concentrations, causing scaling and corrosion in the cooling system. A heat
exchanger must be used to isolate a jacket water circuit from a cooling tower cir-
cuit to prevent fouling of the engine circuit. A heat exchanger is strongly recom-
mended for the engine auxiliary circuit. An auxiliary circuit which directly uses
cooling tower water will require filtering and frequent cleaning and descaling of the
cooling system. This cleaning may be required as often as weekly depending on
contamination and bacterial growth rate.
Cooling System Component Functions
Water Pumps
Engine water pumps are used to force coolant to flow through the engine, piping,
thermostats, and cooling device. These pumps are of the centrifugal type. Flow
from centrifugal type pumps is determined by the pump rotating speed and the
amount of restriction in the circuit. Increasing the circuit restriction results in a
decrease in water pump output. Increasing the water pump speed increases
water pump output pressure and flow. The water pump curves in Figure 4-5 illus-
trate this.
NOTE: This example uses English units. Calculations using metric units are
preformed in the same manner. Refer to Waukesha’s Tech Data for data in both
English and metric units.

JACKET WATER CIRCUIT

HEAD-RESTRICTION (PSI)
Figure 4-5 Water Pump Output
Components in the cooling circuit will restrict flow of the coolant due to friction.
The output of the pump overcomes this friction to allow coolant flow. The engine
makes up one portion of the system restriction, while the remaining restriction is
from piping and the radiator or heat exchanger. Figure 4-6 shows the engine
restriction on the same graph as the water pump output.
Figure 4-6 Restriction and Water Pump Outlet
Point “A” is where the engine restriction matches the water pump output at
900 RPM. If the engine outlet were connected directly to the engine inlet, the cir-
cuit restriction would equal engine restriction. Flow at 900 RPM would be
320 GPM with pump pressure rise and system restriction of 22 psi. The shape of
the engine restriction curve is based on turbulent flow. The restriction is propor-
tional to the square of the flow rate. Knowing this, we can calculate restriction for
any point off the curve by knowing restriction for a single point on the curve.
”Equation 1:” on page 4-7 can be used for any component which has turbulent
flow.

Equation 1:
R2 = R1 x (GPM2)2/(GPM1)2
Most cooling systems have additional restriction from the piping and radiator or
heat exchanger. The restriction of these components must not reduce cooling cir-
cuit flow below the minimum required for the engine. Figure 4-7 illustrates the
water pump curves, engine restriction, and now a maximum restriction curve.
Total system restriction – including the engine restriction – must not exceed this
curve or the coolant flow will be insufficient.
Figure 4-7 Water Pump Curve with Maximum Restriction
Point “B” on the curve represents the maximum restriction for 900 RPM. At this
point, the flow rate is 230 GPM and the total restriction is 30 psi. At 230 GPM, the
engine restriction is 12 psi, identified at point “C”. From this, we can determine the
maximum restriction for piping and the radiator or heat exchanger.
Total Restriction - Engine Restriction = External Restriction
30 psi - 12 psi = 18 psi
Radiator and piping restriction (external restriction) at 230 GPM must be 18 psi or
less for proper coolant flow.
With some water pumps, the engine restriction is low and can permit coolant flow
rates to become excessive. In these situations, a minimum required restriction
curve is added. Figure 4-8 illustrates this curve. Point “D” on the curve is the inter-
section of the minimum required restriction and the 900 RPM pump output curve.
This point is at 283 GPM with 27 psi total restriction. The engine restriction at
283 GPM is 17 psi (point “E”). The minimum required external restriction from the
radiator/heat exchanger and piping is:
27 psi - 17 psi = 10 psi at 283 GPM

Figure 4-8 Water Pump Curve with Minimum Restriction
For a cooling circuit to be acceptable at 900 RPM for these conditions, the restric-
tion from the external components (radiator/heat exchanger and piping) must be
less than 18 psi at 230 GPM and more than 10 psi at 283 GPM.
The cooling system must be designed to accommodate the design flow and exter-
nal restriction at the engines rated load and speed. If a reduced flow through a
radiator is used, a flow bypass pipe will be required across the radiator to make up
the remainder of the design flow. It may also be necessary to include an orifice or
throttling valve to meet the design flow external restriction limits (see Figure 4-9).
635 GPM 450 GPM
185 GPM
RADIATOR
BYPASS RESTRICTION RADIATOR RESTRICTION

6 PSI @ 185 GPM 6 PSI @ 450 GPM
Figure 4-9 Cooling System with Bypass Pipe

Piping
Cooling system piping must be sized to allow the coolant to flow without excessive
restriction. The piping material must be suitable for the temperatures and pres-
sures encountered, as well as vibration from the operating engine. Flexible con-
nections (bellows type or rubber hose) are recommended at all connection points
to the engine. This will isolate the engine and piping components from high
stresses due to vibration. Engines mounted on spring isolators or other soft
mounting systems must have cooling system connections with flexibility sufficient
to handle the motion normally encountered.
Dresser and Flexmaster couplings have the ability to join pipes which are not
closely aligned. These couplings flex to join the pipes. However, they become
very stiff when clamped in place. Waukesha does not consider these as flexible
couplings for isolating components from vibration.
Piping restriction depends on the pipe diameter, pipe length, number of elbows
and transitions, and the piping material used. The following procedure will help
determine piping restriction. Use this procedure for a single size of pipe. If more
than one pipe size is used, repeat the procedure for each pipe size and include
restriction for transitions.
1. Calculate coolant velocity (V) in pipe.
Equation 2:
Flow ( ft 3 /min ) 1000 x Flow ( L/sec )

V(FPM) = --------------------------------------------------------- or V(m/sec) = --------------------------------------------------------------
2
-
Pipe inside area ( ft 2 ) Pipe inside area ( mm )
Flow(ft3/min) = Flow (GPM) * 0.1247 (ft3/gallon) or

3
( m /hr )
Flow(L/sec) = Flow -------------------
3.6
Pipe Area(ft2) = {Diameter (inch)}2 * π/4 * 0.00694 ft2/inch2
Pipe Area(mm2) = π/4 * {Diameter (mm)}2
Table 4-1 Pipe Areas for Standard Pipe
PIPE
ID ID AREA AREA AREA
SIZE
(inch) (mm) (inch2) (mm2) (ft2)
(inch)
1.5 1.61 40.894 2.04 1312.77 0.0142
2 2.067 52.502 3.36 2163.80 0.0233
2.5 2.344 59.538 4.32 2782.61 0.030
3 3.068 77.927 7.39 4767.03 0.0513
4 4.026 102.260 12.73 8208.89 0.0884
5 5.047 128.194 20.01 12900.42 0.139
6 6.065 154.051 28.89 18629.39 0.201
8 7.981 202.717 50.03 32259.06 0.347

2. Determine pressure loss (PL) per 100 ft. or meter of pipe for the velocity and
pipe size from Figure 4-10.
PIPING RESTRICTION
(WATER AND WATER+ANTIFREEZE MIX 50/50)
Restriction PSI per 100 ft. / mbar per meter
mbar psi
45
34
23
11
FPM
0 1 2 3 4 m/sec
Velocity FPM (m/sec)

Recommended Range
Figure 4-10 Piping Restriction Chart
3. Determine the equivalent pipe length (EPL) for all fittings:

Figure 4-11 gives equivalent pipe length in feet or meters for various pipe fit-
tings. Sum the EPL's and add them to the total length of straight pipe to find
the total EPL.

RESISTANCE OF VALVES AND FITTINGS TO FLOW OF FLUIDS IN EQUIVALENT LENGTH OF PIPE
Example: The dotted line shows that the

resistance of a 6-inch Standard Elbow is
equivalent to approximately 16 feet of 6-inch
Standard Pipe.
Note: For sudden enlargements or sudden
contractions, use the smaller diameter, d,
GLOBE VALVE, OPEN GATE VALVE on the pipe size scale.
3/4 CLOSED
1/2 CLOSED 2000 (610)
1/4 CLOSED
FULLY OPEN
1000 (305)
500 (152.5)
STANDARD TEE
ANGLE VALVE, OPEN
300 (91.5)
200 (61)
EQUIVALENT LENGTH OF STRAIGHT PIPE, FEET (METER)

SQUARE ELBOW
100 (30.5)
NOMINAL DIAMETER OF PIPE, INCHES

SWING CHECK VALVE,
FULLY OPEN BORDA ENTRANCE 50 (15.2)
INSIDE DIAMETER, INCHES

30 (9.1)
20 (6.1)
CLOSE RETURN BEND SUDDEN ENLARGEMENT
d/D – 1/4
d/D – 1/2 10 (3.1)
d/D – 3/4
STANDARD TEE THROUGH 5 (1.5)
SIDE OUTLET
ORDINARY 3 (0.9)
ENTRANCE
2 (0.6)
STANDARD ELBOW OR RUN
OF TEE REDUCED 1/2
SUDDEN CONTRACTION 1 (0.35)
d/D – 1/4
d/D – 1/2
d/D – 3/4 0.5 (0.15)
MEDIUM SWEEP ELBOW OR
RUN OF TEE REDUCED 1/4
0.3 (0.09)
0.2 (0.06)
45° ELBOW
LONG SWEEP ELBOW OR 0.1 (0.03)

RUN OF STANDARD TEE
From Crane Co. Technical Paper No. 409. Data based on the above chart are satisfactory for most applica-
tions. REPRINTED WITH PERMISSION OF CRANE VALVE GROUP.
Figure 4-11 Equivalent Pipe Length Of Fittings In Feet (meters)

4. Calculate the total piping restriction (RP):

Equation 3:
P ( psi ) P ( mbar )
L L
R = ---------------------- × EPL ( ft ) or ----------------------------- x EPL ( m )
P 100 ft m
5. Calculate the total cooling circuit restriction:

Equation 4:
RT = RP + RE + RR
Where
RT = total restriction (psi)
RP = piping restriction (psi)
RE = engine restriction (psi)
RR = radiator/heat exchanger restriction (psi)
Sample Problem:
An engine which will operate at 900 RPM has pump performance and engine
restriction as in Figure 4-8. The radiator chosen has 12 psi restriction at 300 GPM.
The contractor intends to use 30 ft. of 4" flanged steel pipe with 8 regular 90°
elbows.
1. Using 230 GPM as a targeted flow rate, determine:
A. Engine restriction
B. Piping restriction
C. Radiator restriction
D. Total system restriction
2. Find pump pressure rise. Compare to total system restriction RT. Does RT
exceed the pump pressure rise?
3. Determine the maximum flow rate. Estimate total system restriction at the
maximum flow rate. Is flow rate too high?
Solution:
1.
A. RE = 11 psi
(See Figure 4-8 on page 4-8.)
B.
1) Flow (ft3/min) = 230 GPM * 0.1247 ft3/min/GPM = 28.7 ft3/min
Pipe Area (ft2) = 0.0884 ft2
28.7 ft 3 /min
Velocity = -------------------------------- = 325 ft/min
0.0884 ft 2
(See “Equation 2:” on page 4-9.)

2) PL per 100 ft. of pipe = 1 psi

(See Figure 4-10 on 4-10.)
3) EPL = 30 ft. + (8 elbows * 11.0 ft/EPL = 118.0 ft.
1 psi
4) R = --------------- × 118.0 ft = 1.18 psi
P 100 ft
( 230 GPM ) 2
C. R @ 230 GPM = 12 psi × ---------------------------------
R
( 300 GPM ) 2
R @ 230 GPM = 7 psi

R
D. RT = RP + RE + RR = 1.18 + 11 + 7 = 19.2 psi
2. Pump pressure rise = 30 psi @ 230 GPM, 900 RPM
Pump pressure capacity is greater than the system restriction. Therefore, sys-
tem restriction is not too high.
3. Maximum flow rate = 280 GPM @ 900 RPM
Pump pressure rise = 27 psi @ 280 GPM
( 280 GPM ) 2
System restriction R = 19.2 psi × --------------------------------- = 28.5 psi
T
( 230 GPM ) 2
The system restriction is greater than the minimum restriction required.

Therefore, the components are properly sized.
Use the correct water pump curve for the spe-

CAUTION cific engine model from the “General Technical
Data Manual” for water pump performance and restriction information. Do
not use the water pump curve in this book. It is an example only and not
model specific. Radiator restriction information should be available from the
radiator manufacturer.

Expansion Tanks And Surge Tanks

Expansion tanks and surge tanks perform several functions in a cooling circuit.
Some of these functions are:
• De-aerate coolant
• Control cooling system pressure
• Allow coolant expansion
• Provide coolant reserve
EXPANSION
TANK
VENT
LINE
TRAPPED
AIR
STATIC
LINE
ENGINE
COMPONENT
COOLING
COMPONENT
Figure 4-12 Schematic of Cooling Circuit
An expansion tank is a single chamber tank located at the highest point in the
cooling system. Vent lines are connected from high points in the cooling system to
the expansion tank below the water line. These vent lines allow trapped air to
escape to the expansion tank where the air bubbles out of solution, thus de-aerat-
ing the coolant (see Figure 4-12).
Vent lines should be 1/4" in diameter on systems with vent lines less than 10 feet
(3 meters) long, or 1/2" diameter with a 1/4" orifice on systems with vent lines
more than 10 feet (3 m) long.
A static line from the bottom of the expansion tank to the water pump inlet controls
the pressure there. It is easiest to understand how this pressure is controlled if we
ignore the vent lines. Without vent lines, the expansion tank appears as a water
tower connected to the water pump (see Figure 4-12).
An automatic degassing system, with pressurization and expansion tank as an
option with the APG2000/12V220GL and APG3000/18V220GL, can be used with
high pressure systems to remove air and other gasses from the system.
Pressure at the water pump inlet is equal to the expansion tank pressure, plus the
static pressure of the water column from the water pump to the water surface in
the expansion tank. If the pressure at the pump inlet were higher, coolant would
flow up the static line and raise the coolant level in the expansion tank until pres-
sure equilibrium is reached. If the pump inlet pressure were lower, coolant would

flow down the static line until equilibrium is reached. Coolant pressure at points
other than the pump inlet depends on pump pressure rise and pressure drop
across the various components.
If the static line were incorrectly placed at the water pump outlet, the pressure at
the pump outlet would equal the expansion tank pressure plus the static head.
The resulting pressure at the pump inlet on a running pump would be very low,
possibly even a negative gauge pressure. Operation with low pump inlet pressure
causes localized steam bubble formation and collapse, resulting in cavitation ero-
sion of the water pump impeller and a decrease in pump flow. Pump damage and
engine overheating will result.
The static line is sized much larger than the vent lines to minimize flow velocity
and pressure drop. The static line is typically 1" diameter or larger for systems
greater than 400 GPM (90m3/hr), and 3/4" diameter or larger for systems less
than 400 GPM (90m3/hr).
SIDE VIEW FRONT VIEW
VENT HOLE
SIGHT 1/8"
GLASS
ENGINE FLOW
CHAMBER
OUTLET
COOLER
INLET
WATER PUMP
STATIC LINE
CONNECTION
EXPANSION
CHAMBER
Figure 4-13 Surge Tank
A surge tank performs the same function as an expansion tank, but adds a full
flow chamber. In this chamber, the coolant velocity is reduced, allowing air trapped
in the solution to escape to the high point in the chamber. A bleed hole between
the full flow chamber and expansion chamber allows air to escape to the expan-
sion chamber. This bleed hole is small to limit coolant flow down the static line,
which connects to the water pump inlet. The full flow chamber and bleed hole are
performing the same function as the vent lines and the 1/4" orifice used on the
expansion tank system (see Figure 4-13).
A sight glass in an expansion tank or the expansion chamber of a surge tank
allows visual monitoring of coolant level. A circuit which is filled to the top of the
expansion area will overflow coolant on start-up due to coolant expansion. After
that, the coolant level should not overflow. Designing the filler neck to extend into
the expansion tank will prevent overfilling the tank. A small vent hole in the filler
neck will allow the coolant in the filler neck to drain into the tank after filling (see
Figure 4-14).

VENT HOLE
FILLER NECK
Figure 4-14 Vent Hole in Filler Neck
An expansion tank or expansion chamber of a surge tank should be sized for 6%

expansion of the coolant. An additional 5% is recommended for coolant makeup.
With these volumes, an expansion tank should be sized to contain 11% of the total
cooling system volume.
NOTE: Separate expansion tanks must be used for separate auxiliary and jacket
cooling circuits (Except APG2000/12V220GL and APG3000/18V220GL).
It is important to provide the correct pressure to the water pump inlet to prevent
pump cavitation or over pressurization of the system. Minimum pump inlet pres-
sure requirements are available in the “General Technical Data Manual” on
instruction sheets S9068 (or latest version) for ATGL engines, and S7424-1 (or lat-
est version) for all other Waukesha engines.
Maximum pressure to the water pump is published in the “General Technical Data
Manual” Specifications section for the individual engine model. Contact the Appli-
cation Engineering Department for auxiliary circuit maximum water pump inlet
pressure if it is not available in this section.
A pressure cap is required to prevent coolant evaporation losses and to prevent
boiling in the system. Refer to S6699-7 (or latest version) for pressure cap relief
pressures. The pressure cap must have a vacuum relief function to prevent a vac-
uum from forming in the tank during load reduction or cool-down operation. Only a
single pressure cap can be used in a cooling system. The cap must be at the high-
est point on the expansion tank or expansion chamber of the surge tank.
Do not assume a pressure cap will pressurize

CAUTION the tank to the rating of the cap. Pressure in the
tank can range from atmospheric pressure to the pressure cap rating. The
exact expansion tank pressure can be affected by many factors, including:
• ambient temperature
• engine load
• expansion volume
It is difficult to predict the exact tank pressure.

Bladder Style Pressurization System With Degassing Tank

As an alternative pressurized expansion tanks can be used for systems that
require high pressure levels. These are closed systems that do not allow air enter-
ing the cooling system when the engine is cold and the coolant at lowest volume.
A pressurized expansion tank has a bladder and uses compressed air or nitrogen
to maintain the required pressure. This means that the pressure in the cooling
system is not dependent on ambient conditions or engine running conditions but is
set by the pressure in the bladder. Air and other gasses are removed by a degas-
sing tank with an automatic degasser. A pressurized expansion tank requires a
relief valve to prevent excessive pressures in case the system is overfilled with
coolant or air is introduced into the system.
APG2000/12V220GL and APG3000/18V220GL
Expansion
Tank with
Degassing Compressor
Tank
LT Pump
HT
LT LT Pressure
Relief
Engine Valve
Balance Customer’s
Line Cooling
HT HT System
HT Pump
Figure 4-15 APG Bladder Style Pressurization System With Degassing Tank
The coolant system of the APG2000/12V220GL and APG3000/18V220GL has a

pressure requirement of 1.6 to 2 bar (23 to 29 PSI) at the inlet of both pumps. To
safely and continuously meet this requirement a bladder style pressurization sys-
tem with degassing tank and relief valve is strongly recommended.
One expansion tank can pressurize both cooling systems. As the pressure differ-
ence between the inlet of the two pumps has to be below 0.3 bar (4.4 PSI) a bal-
ance line between the inlet of both pumps is required. As shown in Figure 4-15 the
expansion tank can be connected to this balance line thus reducing the costs.
This balance line should be installed preferably within 2 meters (6.6') of the inlet
locations to the engine and be a minimum DN25 (1") pipe.
Failure to apply these guidelines could result in premature water pump failure and/
or poor engine cooling system performance.
The degassing tank is to be connected, as mentioned above for the expansion
tank and pressure cap system, to the highest points of the engine. For the
APG2000/12V220GL and APG3000/18V220GL this is the port between the front
two cylinders on the A bank.

Venting of the LT system is required when filling the system during the filling
checks and immediately after. Reference the O&M manual for the correct filling,
venting and draining procedure.
Waukesha Engine strongly recommends the use of the optionally offered bladder
style pressurization system for the APG2000/12V220GL and APG3000/
18V220GL. This system includes a degassing tank, a pressure relief valve and an
air compressor for the pressure in the bladder all specially designed for the
APG2000/12V220GL and APG3000/18V220GL.
Water Filtration
Debris in the coolant can block cooling passages, erode cylinder liner packing ring
areas, wear out water pump seals, and cause several other types of damage. This
debris may be from fabrication of the engine, cooler or piping. Cleaning the cool-
ing passages during assembly or prior to start up will not remove all of the debris.
Bypass coolant filtration can remove debris from the cooling system on any
engine. Bypass coolant filtration sized to remove 15 – 25 micron particles from 2%
of the water flow is recommended for Waukesha engines. Figure 4-16 illustrates
bypass water filtration systems.
BYPASS FILTRATION
THERMOSTAT
BYPASS FILTER
OPTION #1
ENGINE
WATER PUMP
BYPASS FILTER OPTION #2
Figure 4-16 Schematic for Bypass Water Filtration Systems
Care must also be taken when welding external cooling system pipes together or
when drilling and tapping a hole anywhere in the water system. Ensure that the
weld slag and chips are completely cleaned from the cooling system before the
engine is operated. A witch-hat filter will accomplish this.
Thermostats
A thermostat controls and maintains temperature by directing coolant in different
branches of a cooling circuit. How a thermostat performs and what component
temperature it will control depends on its position in a cooling circuit.
A thermostat has 3 ports often labeled “A”, “B”, and “C”, as shown in Figure 4-17.
Port “A” receives the full flow of the circuit and has the temperature sensing ele-
ment. Port “B” receives all of the flow when coolant is well below the sensing ele-
ment set point temperature. Port “C” receives the flow when the temperature is
well above the sensing element set point. Because of these characteristics, the

ports are typically oriented with Port “A” receiving “All” of the flow, Port “B” con-
nected to the “Bypass line” and port “C” connected to the “Cooler”.
SLEEVE
SENSING
ELEMENT
THERMOSTAT
C HOUSING
Figure 4-17 Thermostat
Two common thermostat orientations are blending, and diverting (see

Figure 4-18).
A blending thermostat blends cold coolant from the “C” port with warm coolant
from the “B” port to provide the desired temperature at the “A” port. Accurate con-
trol of this system depends on proper mixing in the thermostat before the coolant
passes over the sensing element. A blending thermostat is commonly used in the
intercooler circuit of Waukesha engines to control coolant temperature at the “A”
port, which controls intercooler inlet temperature.
B 200° F B 180° F
A
A 180° F
180° F
C 175° F C 180° F
BLENDING THERMOSTAT DIVERTING THERMOSTAT
Figure 4-18 Blending and Diverting Thermostats

A diverting thermostat receives the coolant in the “A” port where the temperature
is sensed. The valve then positions to send the appropriate amount of coolant to
the cooler and through the bypass. With this position, the coolant is the same tem-
perature at all three ports. Therefore, proper mixing is not a concern. Diverting
thermostats are commonly used on the jacket water outlet to control engine outlet
temperature.
Many thermostats use several elements to meet the flow requirements. Typically,
one element has a lower set point than the rest, and acts as a “lead” element. This
lead element minimizes thermal cycling, providing steady state temperature con-
trol.
Heat Recovery Systems
Heat rejection from an engine can be up to 70% of the total energy input. This
energy is lost when an engine is utilized for its crankshaft power only. Heat recov-
ery allows for capture of the majority of this otherwise lost energy and put it to use
in place of boilers and other heating devices in a plant.
“Solid Water” heat recovery systems circulate coolant through the engine jacket
and the exhaust heat recovery equipment to pick up the heat energy from the
engine. Some engines like the APG2000/12V220GL and APG3000/18V220GL
use the Jacket Water to cool the (high temperature) first stage of the intercooler or
Charge Air Cooler. This increases the amount of heat available at high tempera-
ture which is advantageous for CHP and reduces the need for cooling capacity
(radiators) at low temperature. This energy is then piped to areas in the plant
where it can be used. Several components typically found in a heat recovery sys-
tem are:
• Engine water jacket
• Engine thermostat
• Engine water pump
• Exhaust heat exchanger (Heat recovery silencer)
• Customer heat load heat exchanger
• Excess heat dump radiator
• Excess heat dump thermostat
• System water pump
• Expansion tank

One Pump System

In the single pump system in Figure 4-19, the engine water pump is used to force
coolant through the entire circuit. Engine thermostats and bypass are removed,
and a warm-up thermostat and bypass is placed downstream of the exhaust heat
exchanger. This assures flow through this device during warm up. (Without flow,
the exhaust heat exchanger would be damaged by overheating or thermal shock.)
It also allows quicker warm-up of the engine. Once the engine is warm, coolant
starts to flow to the customer heat exchanger, where the heat produced in the
engine and exhaust will be removed. If more heat is produced than removed by
the customer heat exchanger, the coolant temperature will be high and signal the
system thermostat (blending) to begin accepting coolant from the heat dump radi-
ator. If the temperature continues to climb, a temperature switch is often used to
signal the fan to start.
The warm-up thermostat is used to quickly warm up the engine. The system ther-
mostat limits the circuit temperature. Therefore, the system thermostat is set
higher than the warm-up thermostat, but below the maximum engine operating
temperature. It is common to use a warm-up thermostat with a nominal opening
temperature 20° F (11° C) below the system thermostat. Closer temperatures can
cause some heat to be lost unnecessarily to the excess heat dump device. A
wider temperature spread may cause overheating damage to the warm-up ther-
mostat.
EXHAUST HEAT
EXPANSION EXCHANGER
TANK
CUSTOM HEAT
EXCHANGER
WARM-UP
T-STAT
EXCESS HEAT
DUMP RADIATOR
SYSTEM
ENGINE T-STAT
ENGINE WP
Figure 4-19 Single Pump Heat Recovery System

(vent lines not pictured)

Two Pump System

The two pump system, illustrated in Figure 4-20, is used in circuits where the
engine water pump has insufficient capacity to flow coolant through the engine
and heat recovery components. The system pump is sized to deliver the required
flow through all cooling components other than the engine.
EXHAUST HEAT
EXPANSION EXCHANGER
TANK
CUSTOM HEAT
EXCHANGER
ENGINE T-STAT EXCESS HEAT

DUMP RADIATOR
SYSTEM
WP
COMMON SYSTEM
ENGINE PIPE T-STAT
ENGINE WP
Figure 4-20 Two Pump Heat Recovery System

(vent lines not pictured)
With the two pump system, the engine water pump needs to overcome restriction
of the engine, the thermostat, and the common pipe.
During warm up, the engine thermostat is in bypass position, with the engine
water pump circulating coolant through the engine and engine thermostat bypass
only. The system water pump is also operating, providing coolant to the exhaust
heat exchanger. The common pipe is flowing the full system pump output.
NOTE: The common pipe must be equal in size to other circuit piping.
When the engine reaches operating temperature, the thermostat begins to open
and discharges warm coolant to the system while accepting cold coolant from the
system. The common pipe carries system flow, minus the amount of flow dis-
charged from the engine.
The expansion tank static line ties into the common pipe between the two water
pumps. If the common pipe is of sufficient diameter and relatively short, the static
line will properly control pressure to both water pumps.
The engine thermostat functions as a warm-up thermostat and quickly warms up
the engine. Therefore, the system thermostat is set higher than the warm-up ther-
mostat, but below the maximum engine operating temperature. It is common to
use a warm-up thermostat with a nominal opening temperature 20° F (11° C)
below the system thermostat. Closer temperatures can cause some heat to be
lost unnecessarily to the excess heat dump device. A wider temperature spread
may cause over heating damage to the warm-up thermostat.
The systems shown here are two common systems used for heat recovery. Other
systems are possible. It is important that a system be designed to provide the
proper engine temperature and flow rate. Rapid fluctuations in coolant tempera-

ture must be avoided to prevent thermal shock. The system must use treated
coolant with a closed loop and a properly positioned expansion tank.
Coolant Pressure and Treatment
The cooling system is an essential but often overlooked aspect of the engine. The
primary purpose of any coolant treatment program is to protect the surfaces of all
water passages from corrosion, scaling, or sludge deposits which may impede the
heat transfer to or from the coolant. If the system is exposed to low ambient tem-
peratures, antifreeze protection is needed. In addition, cavitation erosion protec-
tion is a consideration for engine cooling systems.
Low pressure or poor treatment of the coolant may lead to scaling or fouling of
coolant passages, cavitation, overheating, and corrosion which may result in the
failure of the engine. Refer to S7790-2 (or most recent) in the Waukesha Engine
General Tech Data Binder for more information regarding coolant pressure.
Always consult your local environmental legislation concerning coolant and cool-
ant disposal.
SECTION 2 EBULLIENT COOLING SYSTEMS

Overview
Ebullient cooling systems cool by absorbing heat during a phase change from liq-
uid to vapor (steam). This process absorbs heat more efficiently than having cool-
ant absorb heat through a temperature increase. Because of the efficiency of
ebullient cooling, an ebullient-cooled engine can operate at a higher temperatures
than solid water cooled engines.
The effectiveness of this system is better understood when the following is consid-
ered: it takes 180 BTUs (190,000 J) to raise the temperature of 1 pound (0.45 Kg)
of water from 32 – 212° F (0 – 100° C). It takes another 970 BTUs (1,023,000 J) to
convert that same pound of water at 212° F (100° C) to steam at 212° F (100° C).
Note that the temperature of the coolant did not rise, only the state of the coolant
changed from liquid to steam.
Ebullient circulation is developed by coolant vaporizing at the hot surfaces in the
engine. This vapor is much lighter than the surrounding liquid coolant and rises to
the highest point in the system. Liquid coolant will be carried along with the vapor
bubbles causing some solid water circulation as well as steam formation. The
steam bubbles and liquid coolant travel out of the engine and into the steam sep-
arator (see Figure 4-21).

EXHAUST STEAM
OUT OUT
WATER
AND STEAM
MIXTURE
ENGINE
SOLID
WATER
STEAM SEPARATOR
Figure 4-21 Steam Separator
In the steam separator, the flow velocity becomes very slow. This allows the
steam bubbles to separate from the surrounding liquid coolant and collect at the
top of the separator chamber where they are put to use. The remaining liquid will
circulate to the bottom of the separator chamber and return to the engine inlet. A
condensate or feedwater pump adds water to the steam separator to maintain the
liquid level and replace coolant lost in the process.
Steam at the top of the steam separator is removed from the chamber to be used
for various customer needs. The steam exits through a modulating backpressure
control valve. This valve is very important for preventing boil-over of the coolant
(see Figure 4-22).

Figure 4-22 Ebullient Cooled Engine Schematic

The backpressure control valve maintains required pressure in the steam separa-
tor (usually 15 psig @ 250° F (121° C) at the engine outlet flange) regardless of
down stream demand. A rapid decrease in pressure would cause instant boiling in
the engine and would carry a slug of steam and coolant out of the separator to the
steam demand. This would leave the engine coolant level very low and could
result in over heating damage to exhaust manifolds and cylinder heads. Because
this occurs instantaneously, a separator level switch will not prevent the damage.
The loss of coolant is similar to removing a radiator cap from a hot engine, caus-
ing boil-over out of the radiator.
A steam valve is a regulator which uses steam on the diaphragm to actuate the
valve. This device is not recommended for use as a backpressure control valve.
Steam valves are typically very slow-acting and cannot control pressure accu-
rately enough.
Fast acting backpressure control valves are pneumatically operated. A common
backpressure valve consists of the following components:
• Control Pilot Fisher 4160K
• Actuator Fisher 1052
• Butterfly Valve Fisher 7800
Steam demand is often less than steam production from the engine. The excess
steam must be removed. Otherwise steam pressure will rise, causing a rise in
engine temperature. Excess steam is removed by dumping it through an excess
steam pressure valve either to the atmosphere or to an excess steam condenser.
The excess steam pressure valve is also a modulating device with a setpoint 2 psi
higher than the backpressure control valve. The excess steam pressure valve is
similar to the back pressure control valve and commonly consists of the following
components:
• Control Pilot Fisher 4160K
• Actuator Fisher 1052
• Eccentric Disk Control Valve Fisher 8550
The proportional band of the excess steam valve should be similar to the back-
pressure valve setting.
High temperature warning and shutdown devices have little use in ebullient-
cooled systems. In order to reach a high temperature, a high pressure must also
be achieved. Reaching 265° F (129° C) requires a pressure of 23 psi, which is
well over the steam control valve settings. It is also above the settings of relief
valves, which are required by boiler code. A more appropriate safety device is a
rate of pressure change shutdown. These safeties are available through Wauke-
sha Power Systems, price code 1105, 1105A, or their replacement.
Water Treatment
With ebullient cooling systems, the single most important maintenance item is
maintenance of the coolant within the system. It is mandatory that a boiler water
treatment company be contacted and brought in for consultation to determine if
existing treatment is suitable or if additional cooling system treatment is neces-
sary.

Since water is essentially boiled off during the ebullient process, hard chemicals
are left behind as scale deposits. If the low pressure steam is used in an external
process and not condensed for return to the engine, make-up water is always
being added. On the other hand, closed steam loops which return condensate to
be used again are susceptible to higher corrosion rates due to chemical changes
in the water as it cycles through the system.
The type of water treatment required depends on the steam system design and
water quality used.
Ebullient System Treatment
Table 4-2 lists items that must be addressed in proper cooling system mainte-
nance. Proper coolant treatment and coolant pressure will maintain engine condi-
tion. These must be discussed during the water treatment consultations to insure
adequate protection.
NOTE: Specific information is available in Service Bulletin #4-2429G (or most
current version).
Table 4-2 Water Treatment for Ebullient Cooling
NAME PURPOSE
DEIONIZED WATER 0 PPM mass

(Demineralized or
Softened Water) • Acceptable Softeners are effective to 0.5 PPM mass
Reduces Calcium Deposition Growth

PHOSPHATES • Forms Calcium Phosphate
• Bottom Blowdowns Required
Reduces Magnesium Deposition Growth
SILICATES • Bottom Blowdowns Required
• Jacket Water pH of 10.5 to 11 Must Be Maintained
Reduces Scale Deposition Growth
CHELANTS &
• Surface Blowdowns Required
POLYMERS
• Effective for both Calcium and Magnesium
Oxygen Scavenger
SODIUM • Reduces Corrosion by Eliminating O2

SULFITE • Forms Sodium Sulfate
• Surface Blowdowns Required
Neutralizing Agent
AMINES • Neutralizes Carbonic Acid (H2CO3) in Steam
• Minimum pH of 8 is required
Blowdown of Ebullient Systems

There are two types of blowdown locations: surface and bottom. Surface blow-
downs remove total dissolved solids (TDS), which are floating on the coolant sur-
face level in the steam separator. The blowdown is also at the surface level and

removes this floating layer of hard chemicals, alkaline bicarbonates, silicates, and
iron.
A conductivity meter and probes mounted near the surface level of the steam sep-
arator will monitor the TDS level to indicate when a blowdown is required. The
probes measure the electrical conductivity of the coolant, which increases as
more TDS develop. An excessive TDS level can cause foaming, with carryover of
liquid through the steam system. This produces undesirable wet steam.
Bottom blowdowns are required when precipitative chemicals are added, such as
phosphates and silicates. These chemicals produce a soft sludge which collects
in the lower passages of the engine and system. Bottom blowdowns located at
these lower passages will remove accumulated sludge. Bottom blowdowns are
commonly found on the engine jacket, steam separator, and various level controls
used for maintaining the proper water level and protecting against a low water
level.
EXHAUST
OUTLET
STEAM TO
PLANT USER
EXHAUST
NEUTRALIZING
AMINE
WAUKESHA
ENGINE
INTERNAL
JACKET AND
MANIFOLD 1
SOFT MAKE UP
H 2O
CONDENSATE
RETURN
FEED WATER
RESERVOIR
3 4 5 6
FEED WATER PUMP
FRONT AND REAR 2
CORNERS O2 SCAVENGER
AND CHEMICAL
CHEMICAL PUMP INHIBITORS
Figure 4-23 Recommended Feeding and Blowdown Control
Blowdown Procedures
NOTE: Refer to Figure 4-23.
c Continuous Blowdown (surface) controlled at recovery boiler.
d Bottom blowdown for recovery boiler – frequency should be twice/shift for
15 seconds each or as recommended by local water treatment company.
e – h Bottom blowdowns for engine – frequency: before startup and after shut-
down (to prevent starving engine of circulating water) or as recommended by local
water treatment company.

Chemical Feeding
• The O2 scavenger may be fed mechanically to the feed water section or to the
hot H2O ebullient section based on feed water pump impulse – consult local
water treatment company
• Neutralizing Amine should be fed continuously to steam header with pump
In-Plant Testing
Table 4-3 Treatment Schedule
WATER
TESTS LIMITS CONTROL
SOURCE
pH 10.5 – 11.5 Increase Blowdown
Conductivity 2500 – 3000M MHO Increase Blowdown
Engine
O2 Scavenger 30 – 50 PPM Sulfite Add Product to Adjust
Jacket
Water Alkalinity 200 – 600 PPM Increase Blowdown
Product Choice to
Scale Inhibitor Add Product
adjust
Total
0.5 PPM Regenerate Softener
Make-Up hardness
Water Should Equal
Chloride Check Rinse Cycle
Untreated Water
Condensate pH 7.5 – 8.5 Add Amine to Adjust
Feed Water Total hardness 0.5 PPM Max Contamination Source
Along with the treatment schedule refer to Figure 4-23, “Recommended Feeding
and Blowdown Control,” on page 28. This states the points where chemicals are to
be added and pH is to be monitored.
Ebullient cooling systems require the following attention:
1. Hardness
Ebullient systems (engines and heat recovery equipment) cannot tolerate
high levels of hard chemicals such as calcium and magnesium. It is recom-
mended to maintain zero hardness by one or a combination of the following
methods:
A. Water softening, sodium zeolite type. Similar to common home water soft-
eners, but sized for industrial use. Sodium zeolite (salt brine) causes a
reaction which attracts hard chemicals to congregate on resin beads
within the softener. These chemicals are then periodically flushed away.
Softeners can greatly reduce water hardness, but cannot totally eliminate
it. Levels of 0.5 to 1 PPM hardness may remain.
B. Phosphates can be used to further reduce hardness. Use of phosphates
causes a precipitative reaction when in contact with calcium. This means
that calcium phosphate is formed, which drops out of suspension as a soft
sludge at the lowest points of the system. Bottom blowdown ports are
required to periodically rid the system of the accumulated sludge.

As phosphate will not react with magnesium salts, silicates are added to
precipitate the magnesium. Again, blowdown is required. For silicates to
work, the pH of the engine water must be at least 10.5.
C. Chelants, another chemical additive to prevent scale, does not precipitate
the hard chemicals. Instead, the hard chemicals are kept in suspension
where periodic surface blowdown will purge them from the system.
D. Deionization or demineralization is a process similar to sodium zeolite
softening. However, the end result is completely mineral-free water. Dem-
ineralized water is corrosive and must be treated accordingly.
2. Oxygen Scavengers
Water contains dissolved oxygen and carbon dioxide. These gases can be
corrosive to metal parts. An oxygen scavenger eliminates oxygen and pre-
vents corrosion.
Sodium sulfite is a typical oxygen scavenging chemical. It reacts with oxygen
to form sodium sulfate, which stays in suspension until surface blowdowns
eliminate it from the system.
Other scavengers are available, but are not as safe to handle as sodium
sulfite.
3. pH
pH is a measurement of alkalinity or acidity. A pH of 7 is neutral. A pH above
7 is alkaline and a pH below 7 is acidic. pH of the engine jacket water should
be maintained at 10.5 to allow the hardness removal chemicals to work.
In the steam separator, water (H2O) and carbon dioxide (CO2) combine to
form carbonic acid (H2CO3). This acid is corrosive to downstream piping and
equipment. The pH after the steam separator will drop due to H2CO3 produc-
tion.
Steam pH should be a minimum of 8 to prevent corrosion. Neutralizing
amines may be added to improve pH.
Steam condensate returning to the condensate tank may be acidic and con-
tain iron if corrosion has occurred. This condensate must be monitored to
determine necessary treatment.
4. Water Testing
Frequent testing of the engine jacket water, make-up water, and condensate
must be performed to insure proper treatment is taking place (see Table 4-4).
Table 4-4 Water Tests
TEST WATER CIRCUIT
Conductivity for Total Dis- • Make-Up Water

solved Solids Test • Engine Jacket Water Condensate
• Make-Up Water
Hardness Test
• Engine Jacket Water
Phosphate Test • Engine Jacket Water

Table 4-4 Water Tests (Continued)
TEST WATER CIRCUIT

Oxygen Scavenger Test • Engine Jacket Water
Total Alkalinity Test • Engine Jacket Water
pH Test • Engine Jacket Water Condensate
Other tests may be required depending on water quality, treatment, and sys-
tem design.
SECTION 3 HEAT BALANCE ADJUSTMENTS

Elevated Jacket Water Temperature Heat Balance (Rejection) Correction
Factors for VHP Engines
Waukesha has published heat balance data, which can be found in the Waukesha
Technical Data Books. It is calculated at a specific jacket water outlet temperature
of 180° F (82° C) unless otherwise noted and standard rating conditions. These
values must be adjusted if the jacket water outlet temperature is elevated above
180° F (82° C). At high jacket water temperatures the heat rejection to jacket
water will decrease and the heat rejection to lube oil, radiation and exhaust will
increase. The correction factors can be found in the Cooling System section of the
General Technical Data Book on chart S7613-3 (or latest revision).
The chart shows that the heat rejection to radiation increases by the largest per-
cent age. (Use scale on the left side of the chart.) Heat to radiation increases due
to the increased skin temperature of the engine.
The second highest percentage increase is the heat rejection to lube oil. Jacket
water and lube oil carry heat away from the combustion chamber. Jacket water
with an elevated temperature carries less heat away. The heat is transferred from
the combustion chamber to the lube oil. The jacket water heat rejection decreases
due to the elevated outlet temperature. The percentage decrease is shown on the
chart.
The increase in heat rejection to the exhaust is shown as an increased exhaust
temperature, not a percentage increase in exhaust energy. (Use scale on the right
side of the chart.) The total exhaust energy is made up of two major energy
sources. The first, thermal or heat energy, is usually divided into two components,
recoverable and non-recoverable thermal energy. The recoverable energy is usu-
ally considered to be the thermal energy extractable from the exhaust flow from
the engine outlet, with the temperature above 350° F (177° C). Typically, below
350° F (177° C), acids begin to condense and stainless steel components are
required. The non-recoverable thermal energy is between 350° F (177° C) and the
ambient temperature. Thermal energy can be calculated using S8117-2 (or latest
revision), Natural Gas Engine Exhaust Specific Heat. This S-Sheet can be found
in the General Technical Data Book behind the Intake/Exhaust Systems tab.
The second source of exhaust energy is chemical energy. Chemical energy is
contained in the unburned hydrocarbons and carbon monoxide in the exhaust
flow. Chemical energy can only be recovered when a special catalyst or “after-
burner” is used as is sometimes done to reduce CO and THC in the exhaust gas.
The first step in adjusting the heat balance is to determine the heat rejection with
standard jacket water temperatures. Sometimes this information can be obtained

directly from the Heat Balance chart in the General Technical Data Book. Other
times, the chart must be interpolated for the specific speed and load required.
Interpolation is used when the speed and load of your application does not match
the speed and load points on the heat balance chart. For example, if the required
speed and load is 125 BMEP at 900 RPM, the heat rejection could be interpolated
from Table 4-5.
Table 4-5
HEAT REJECTION
ENGINE SPEED
BMEP
900 RPM
138 2,010,000 BTU/HR
100 1,610,000 BTU/HR
According to the chart:

heat rejection at 138 BMEP = 2,010,000 BTU/HR
heat rejection at 100 BMEP = 1,610,000 BTU/HR
subtract to get 38 BMEP = 400,000 BTU/HR
Divide 400,000 BTU/HR by 38 BMEP. The result is 10,526 BTU/HR per 1 BMEP.
The required value for heat rejection is at 125 BMEP. If we take the value at
100 BMEP and add 10,526 BTU/HR for each BMEP the required value is above
100 BMEP, we will have the required value.
1,610,000+(125 BMEP - 100 BMEP) * 10,526 = 1,873,150 BTU/HR at 125 BMEP
This interpolation must be done for the jacket water, lube oil and radiation heat
rejections, as well as the exhaust temperature. Interpolation can also be used to
find values at speeds not listed in the chart. The same techniques are used
between two known speeds. In some cases, you may have to interpolate for
speed, and then again for load.
The next step is to determine the changes based on the correction factors shown
on S7613-3 (or latest revision) in the Cooling System section of the General Tech-
nical Data Book. The heat rejection to the jacket water decreases. To obtain the
adjusted value, use the standard value for heat rejected from the jacket water at
the appropriate speed and load. Multiply by the quantity one minus the percent
change in heat rejection to jacket water divided by 100. (Divide by 100 because
the values in the chart are percentages.)
The heat rejection to the lube oil and to radiation increases. To obtain these
adjusted values, use the standard heat rejection values for the lube oil or radia-
tion. Multiply by the quantity one plus the percent change in heat rejection divided
by 100.
Exhaust temperature increases. To obtain the adjusted value, use the standard
exhaust temperature and add the increase in exhaust temperature to find the
adjusted value.

For Example:
L7042GSI with 130° F (54.4° C) Intercooler Water
1200 RPM
1478 BHP
235° F (113° C) Jacket Water Outlet Temperature
ADJUSTMENT
STANDARD
FROM S7613-3 ADJUSTED
VALUES FROM
(OR LATEST VALUES
TECH DATA
REVISION)
HEAT TO JACKET
3,490,000 -12.5% 3,053,750
WATER (BTU/HR)
HEAT TO LUBE
349,000 +31.5% 458,935
OIL (BTU/HR)
HEAT TO
RADIATION 645,000 +47% 948,150
(BTU/HR)
EXHAUST
TEMPERATURE 1,125 +24° F (14° C) 1,149
(° F)
• Heat to Jacket Water

3,490,000 BTU/HR * (1 - (12.5/100)) =
3,490,000 BTU/HR * 0.875 = 3,053,750 BTU/HR (895 kW)
• Heat to Lube Oil
349,000 BTU/HR * (1 + (31.5/100)) =
349,000 BTU/HR * 1.315 = 458,935 BTU/HR (135 kW)
• Heat to Radiation
645,000 BTU/HR * (1 + (47/100)) =
645,000 BTU/HR * 1.47 = 948,150 BTU/HR (278 kW)
• Exhaust Gas Temperature
1125° F (607° C) + 24° F (14° C) = 1149° F (621° C)
These adjusted heat rejection values can be used for sizing heat exchangers and
heat recovery equipment.
High Ambient Air Temperature Corrections
The published heat balance is based on certain standards for air temperature and
atmospheric pressure. When site conditions are different from these standard
conditions, heat rejection to the various cooling systems will change. The systems
affected most by ambient conditions are the intercooler and radiation. Most heat
balances in the General Technical Data Manual list the standard conditions to
which data is corrected.
Changes to intercooler heat rejection due to ambient air temperature can be
approximated. Calculate the additional energy in the air for the site conditions and
add this to the published intercooler heat rejection.

To correct intercooler heat rejection for site ambient temperature, first calculate
heat rejection increase due to air temperature:
HR(Temp) = [T(site)-T(standard)]*Cp(air)*SCFM(air)*Density(air)
where:
HR(Temp) = Heat rejection increase due to temperature difference
T(site) = Site ambient air temperature
T(standard) = Standard air temperature listed on the “Heat Balance”
Cp(air) = Specific heat of air: 0.240 BTU/Lb-° F (1.0 kJ/kg-° K)
SCFM(air) = Induction air flow from the “Heat Balance”
Density(air) = 0.0729 lb/ft3 (1.29 kg/m3)
This calculated heat rejection increase is then added to the heat rejection given in
the Heat Balance.
Altitude Corrections
Like air temperature, atmospheric pressure also affects heat rejection to the inter-
cooler. Atmospheric pressure is most greatly affected by the altitude of the site.
Corrections to the standard heat rejection for altitude and boost pressure are
given in Table 4-6. Approximate boost levels for various Waukesha Engines are
given in Table 4-7.
Table 4-6 Percent Increase In Intercooler Heat Rejection

ALTITUDE BOOST PRESSURE ("HG)
(ft.) 15 20 25 30 35 40 45 50 55 60 65 70 75 80
1000 3% 3% 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2%
2000 6% 6% 6% 6% 5% 5% 5% 5% 5% 5% 5% 5% 5% 5%
3000 10% 9% 9% 9% 8% 8% 8% 8% 8% 8% 8% 8% 7% 7%
4000 13% 13% 12% 12% 12% 11% 11% 11% 11% 11% 11% 11% 10% 10%
5000 17% 16% 16% 15% 15% 15% 14% 14% 14% 14% 14% 13% 13% 13%
6000 21% 20% 20% 19% 19% 18% 18% 17% 17% 17% 17% 17% 16% 16%
7000 26% 25% 24% 23% 22% 22% 21% 21% 21% 20% 20% 20% 19% 19%
8000 30% 29% 28% 27% 26% 26% 25% 25% 24% 24% 24% 23% 23% 23%
9000 36% 34% 33% 32% 31% 30% 29% 29% 28% 28% 27% 27% 27% 26%
10000 41% 39% 38% 37% 36% 35% 34% 33% 32% 32% 32% 31% 31% 30%

Table 4-7 Approximate Boost Levels
MODEL DUTY BOOST "HG (BAR)

Continuous 20 – 25 (.68 – .85)
VSG-GSI
Intermediate 25 – 30 (.85 – 1)
VGF-GL/GLD All 30 – 35 (1 – 1.2)
VGF-GLD2 All 30 – 60 (1 – 2)
Continuous 25 – 35 (.85 – 1.2)
VHP-DSI
Intermediate 40 – 45 (1.35 – 1.5)
Continuous 15 – 20 (.5 – .85)
VHP-GSI
Intermediate 20 – 25 (.68 – .85)
VHP-GL All 35 – 40 (.85 – 1.35)
AT-GL All 45 – 50 (1.5 – 1.7)
APG All 70 – 85 (2.3 – 2.9)
Example of altitude and ambient correction:

An L7042GL engine running 1280 BHP @ 1200 RPM with 130° F (54° C) inter-
cooler water temperature will operate in a 100° F (38° C) ambient air temperature
at 7000 ft. altitude. Calculate the intercooler heat rejection.
From S6124-41 “Heat Rejection and Operating Data”
T(standard) = 85° F (29° C)
SCFM(air) = 3540 ft3/min
HR(Standard) = 455,000 BTU/HR (133 kW)
Correction for Temperature:

HR(Temp) = [100° F (38° C) - 85° F (29° C)] * 0.240/BTU /Lb° F * 3540/ ft3/min * 0.0729/lb/ft3
HR(Temp) = 929 BTU/min = 55,742 BTU/Hr (16 kW)
Correction for Altitude:

From Table: Increase for 35 – 40" boost @ 7000 ft. altitude = 22%
HR(Alt) = HR (Stand) * 0.22
HR(Alt) = 455,000 * 0.22 = 100,100 BTU/HR (29 kW)
Total intercooler heat rejection with the site conditions is then:

HR(Total) = HR(Stand) + HR(Temp) + HR(Alt)
HR(Total) = 455,000 BTU/Hr + 56,000 + 100,000 BTU/Hr
= 611,000 BTU/Hr (179 kW)

SECTION 4 INSTALLATION CONCERNS

Radiator Cooled Units
Performance of a radiator can be affected by many external conditions. When
determining radiator location and size the following effects must be considered:
• Wind direction
A radiator fan pushing against the wind will limit air flow through the radiator
and decrease its effective heat rejection capacity.
• Recirculation
Hot radiator air from the outlet or from radiators of other units located nearby
can cause air preheating to the inlet of the radiator, resulting in a decreased
effective heat rejection capacity. Engine exhaust recirculation through the
radiator must also be considered.
• Enclosures
When a radiator fan is also used to ventilate an enclosure, restriction beyond
the radiator (suction and discharge sides) and its effect on air flow must be
considered. Also, preheating of the air from engine and driven machine radia-
tion must be considered for pusher fans.
• Altitude
Air at high altitudes is less dense than at sea level. This lower density air has
less capacity to transfer heat. Therefore, a higher air flow rate and/or larger
radiator core may be necessary.
• Coolant
A radiator sized to cool with water only will have decreased capacity when
using water and antifreeze mixes. Coolant mix must be specified when sizing
the radiator.
Engine Preheating
In cold weather, lubricating oil viscosity increases considerably. This can make it
difficult to crank an engine and cause insufficient flow to lubricated components.
Cold weather can also make combustion in the cylinders difficult and prevent
starting.
A cold intercooler will allow high mass flow of air, while fuel flow may be normal.
This results in a very lean mixture which can prevent starting.
Starting an engine in cold conditions may require preheating of cooling and lubri-
cation circuits. Waukesha requires jacket water and sometimes lube oil preheat-
ing for starting in temperatures below 50° F (10° C). Heaters should be sized to
maintain 70° F (21° C) in these conditions. The intercooler will often be sufficiently
warm from the room and conduction from a pre-heated jacket water. Intercooler
heating may be necessary if the intercooler temperature falls below 50° F (10° C).
Once started, the engine should be allowed to warm up under a light load until
water and oil temperatures exceed 100° F (38° C).
Emergency standby engines which are required to start and accept load immedi-
ately must be preheated to 100° F (38° C) to 120° F (49° C).
A Jacket Water heater is included in the standard scope of the APG2000/
12V220GL and APG3000/18V220GL. Waukesha Engine will supply information
on these starting devices upon request.

Engine Thermal Shock at Shutdown Due to Thermosiphoning

Thermosiphoning is a process where coolant will circulate in a cooling loop with-
out any assistance from a water pump. As coolant is heated, its density
decreases, causing it to rise. As the coolant is cooled, it drops below warmer cool-
ant. These actions create flow in a circuit. A greater difference between engine
coolant temperature and radiator coolant temperature will cause a greater flow. A
radiator at a higher elevation than the engine will have a greater thermosiphoning
flow than one mounted in front of the engine.
When an engine is operating in a cold ambient the thermostat will split the flow be
tween the cooler and bypass lines to maintain the proper coolant temperature in
the engine (see Figure 4-24).
RADIATOR
180° F
180° F
180° F 140° F
ENGINE
170° F
Figure 4-24 Thermostat Partially Open
When the engine is shut down, the coolant circulation stops because the water
pump stops circulating. As the coolant in the engine block absorbs heat from the
castings, it tends to rise. The thermostat senses warmer coolant and begins to
open fully to the radiator and block the bypass. This allows flow to the cooler only.
Meanwhile, coolant in the radiator will tend to cool considerably due to the low
flow rate. This very cold coolant then slowly circulates back to the engine inlet
(see Figure 4-25).
RADIATOR
200° F
200° F 30° F
ENGINE
30° F
Figure 4-25 Thermostat Fully Open

When this coolant reaches the hot castings, it causes thermal shock. The coolant
heats up again as it passes through the engine, but will remain cool enough to
cause the thermostat to close its path to the radiator, and open the bypass, briefly
stopping the flow (see Figure 4-26). The coolant will again begin to heat up and
the process will repeat until an equilibrium is reached.
RADIATOR
200° F
130° F
30° F
ENGINE 120° F
120° F
Figure 4-26 Thermostat Fully Closed
An engine subjected to frequent shutdowns (several times a week or daily) in

ambients below 40° F (4.4° C) can have numerous thermal shock occurrences. If
shocks are severe enough, they may crack cylinder heads and/or other castings.
Preventing thermal shock can be accomplished by the method listed below (com-
mercial methods are also available).
1. Install a post cooling pump as shown in Figure 4-27, and operate it for several
minutes after shutdown. This post cooling pump prevents heat soak from fully
opening the thermostat. This allows warm bypass water to blend with the
cooler return water which slowly cools the engine and closes the thermostat.
VENT LINE, 1/4" OR

1/2" WITH 1/4" ORIFICE
RADIATOR
STATIC LINE
ENGINE
POST COOLING PUMP

AND CHECK VALVE
Figure 4-27 Post Cooling Pump

2. For vertical core radiators located above the engine, design the piping with the
hot (inlet) radiator connections at the bottom and cold (outlet) connections at
the top.
Restarting shortly after shutdown should be

CAUTION avoided. Restarting can cause a cold slug of
coolant from the radiator to enter the engine because the thermostat may
still be fully opened.
3. Locate the radiator at the same or lower elevation than the engine. This will
reduce or prevent thermosiphoning from occurring.

4. Install an automatic or manual valve in the return line from the cooler which is
closed between 15 seconds and 1 minute after the engine is shutdown and
opened immediately before starting. This allows some heat to be carried out
of the engine immediately after shutdown to prevent steam flashing in the
higher passages of the engine. All flow is then stopped after the valve closes.

Vent lines from the top water manifolds of an engine to the expansion tank are
always recommended for removing trapped air and steam (see Figure 4-27).
Trapped steam can be a problem on engines, especially using methods 2, 3, or 4
to prevent thermosiphoning. Failure to bleed off steam will cause a steam pocket
to form, forcing the pressure cap to relieve and dump coolant, and drying out the
exhaust manifolds and cylinder heads. This may cause them to crack.
Steam can be prevented from forming by allowing the engine to operate unloaded
for at least 2 minutes before shutting down. This removes much of the heat which
otherwise would soak the coolant after shutdown. A pressure cap rated at a pres-
sure sufficiently higher than the operating temperature's vapor pressure will also
help prevent steam from forming.

Caution for Intercooler Water at 85° F or Below

Consider air dewpoint when rating an engine for 85° F (29° C) intercooler water.
Hot, humid air, compressed by the turbocharger, then cooled to 85° F (29° C) in
the intercooler will sometimes condense water in the intake manifold. This water
will cause unstable engine operation and can wash lube oil off cylinder walls,
resulting in liner scoring. Caution must be used when determining an engine rat-
ing based on intercooler water temperature. As a guideline, the following pressure
vs. dewpoint in formation can be used.
Figure 4-28 is a plot of saturation lines at various intercooler water temperatures
for air compressed by the turbocharger. The atmospheric dewpoint where con-
densation will form can be determined from the chart. The intersection of absolute
boost pressure (Uncorrected barometric pressure, plus boost pressure) and inter-
cooler water temperature determines the maximum atmospheric dew point. Con-
densation will form if the dew point exceeds this temperature.
Atmospheric Dew Point °F
Absolute Boost Pressure PSIA

85° F + 100° F * 110° F
Figure 4-28 Boost Pressure vs. Dew Point To Determine

Intake Manifold Condensation
Example:
An engine operates at 2000 ft. altitude, which gives an average barometric pres-
sure of 13.7 psia. The boost pressure for the selected engine is 30 psig. Maximum
dew point expected during engine operation is 65° F (18° C). Can condensation
be expected when 85° F (29° C) intercooler water is supplied?
Answer:
Absolute boost pressure = 13.7 psia + 30 psig ≈ 43.7 psia
From Figure 4-28, at 44 psia with 85° F (29° C) intercooler water, saturation dew
point at atmospheric pressure = 52° F (11° C).
Condensation can be expected when operating 85° F (29° C) intercooler water
temperature, and dew point exceeds 52° F (11° C).

Piping Installation
Flexible connections at the engine inlets and outlets will reduce stress due to pip-
ing alignment and vibration. Flexible connections are recommended for all instal-
lations and required for spring isolator mounted units. A Dresser-type coupling
can compensate for some misalignment of piping, but once tightened, it is not
considered flexible. Braided hose and bellows-type flexible connections are often
used for this.
• Hanging Brackets
All piping runs must be adequately supported or engine and cooler connection
points may break. When selecting brackets, remember that the weight of the
pipe, as well as the total weight of the coolant within the pipe must be sup-
ported.
• Isolation Valves
In large cooling circuits, it is common to install valves at the inlet, outlet, vent
line, and static line connections to the engine. Closing these valves will allow
for draining the engine for servicing while retaining coolant in the remainder of
the system.

SECTION 5 COOLING SYSTEM CHECKLIST

Engine Model: ___________
_______ BHP (kW) at _______ RPM
_______ ºF (ºC) Jacket Water Temperature Out of Engine
_______ ºF (ºC) Auxiliary Water Inlet Temperature
Water Pump Data:
Jacket Water Flow
_____ GPM (m³/hr) at _____ PSIG (bar) Max. External Restriction
_____ PSIG (bar) Max. External Restriction
Auxiliary Water Flow
_____ GPM (m³/hr) at _____ PSIG (bar) Max. External Restriction
_____ PSIG (bar) Max. External Restriction
*Heat Rejection Data:
Jacket Water _________________________ BTU/hr. (kW)
Lube Oil _____________________________ BTU/hr. (kW)
Intercooler ___________________________ BTU/hr. (kW)
Radiation ____________________________ BTU/hr. (kW)
Combustion Air Flow ___________________ BTU/hr. (kW)
NOTE: Each AT-GL project requires a Special Application Approval (SAA). Heat
rejection data should be obtained from the Special Application Approval for the project.
Cooling Media:
Water Source & Chemistry___________________________________________
Solid Water with inhibitors (List Inhibitors) _______________________________
Glycol Solution __________________________________________________ %
Other _________ (List) _____________________________________________
Radiator:
Pressure Cap Rating __________ PSIG (bar)
Design Air Temperature into Radiator__________ ºF (ºC)
Design Air Flow into Radiator _______ SCFM (m³/hr) at _______ in. H2O (mbar)
External Restriction
Design Flow Rate _________ GPM (m³/hr) at _________ PSIG (bar) Restriction
Room Design Air Flow ________ SCFM (m³/hr) at ________ in. H2O (mbar)
Remote Cooling:
Design Air Flow _________ GPM(m³/hr) at _________ PSIG (mbar) Restriction
System Volume _________ Gal. (m³)
Expansion Tank Size _________Gal. (m³)
Static Line Size __________ In. (mm) __________ Aux. Water

Solid Water Systems

1. Has the radiator or heat exchanger been properly sized to reject the engine
heat? ________________________________________________________
2. If a pusher type fan is used with a unit mounted radiator has the temperature
increase of the air due to engine radiation been accounted for? ___________
3. If a suction fan is used with a unit mounted radiator has the temperature of the
air due to engine radiation been accounted for in the inlet combustion air?
_____________________________________________________________
4. Is the engine room designed for adequate air make up?_________________
5. Have the effects of coolant media heat transfer, wind, hot air from other equip-
ment, altitude, enclosures, solar heating from surrounding ground, hot air
recirculation and exhaust heat recirculation been accounted for?
_____________________________________________________________
6. Does the radiator have a static chamber either as a separate expansion tank
or as a static expansion chamber in the top tank?______________________
7. Has the jacket water and auxiliary water cooling circuits been designed to the
design flow and external restriction at rated load and speed?_____________
8. Have flexible connections been included to isolate engine and components
from high stresses due to vibration? ________________________________
9. Are there separate expansion tanks for the jacket water and auxiliary circuits?
_____________________________________________________________
10. Are there separate static lines to the water pump inlets for each circuit?
_____________________________________________________________
11. Are the static lines properly sized for the amount of flow in the water circuits?
_____________________________________________________________
12. Is the Jacket Water pressure according to Waukesha's recommendations?
_____________________________________________________________
13. Has a system pressure cap been properly sized for the system? __________
14. Is the system pressure cap at the highest point in the system? ___________
15. Are vent lines connected from the engine and all high points in the cooling
system to the expansion tank below the water line? ____________________
16. Is the thermostat control in the proper position relative to its function (mixing
or diverting)? __________________________________________________
17. Has cooling water quality and water treatment been addressed? __________
18. Are engine preheaters installed for starting in cold conditions? ___________
19. Has the effects of thermal shock been addressed for engines in cold ambient?
_____________________________________________________________
IF 220GL:
20. Are systems balanced at inlets to less than 4.4 PSI? ___________________
21. Are inlet pressures at 23-29 PSI? __________________________________

22. Is pressure relief valve installed?___________________________________

23. Is proper power supplied to AC junction box to power the jacket water pre-
heaters and circulation pump? ____________________________________

CHAPTER 5
LUBRICATION SYSTEM
INTRODUCTION The lubrication system could be considered one of the simplest systems on the
engine, however, its importance should not be underestimated. This system must
be installed correctly to ensure proper engine performance. By circulating properly
selected oil throughout the engine, the lubrication system performs three main
functions: lubrication, cooling and cleaning.
Lubrication systems provide a cushion of oil preventing direct metal to metal con-
tact between engine components. Without a properly functioning lubrication sys-
tem, moving metal surfaces would come into direct contact with each other. This
will create wear and heat, leading to engine failure. If oil does not reach the cylin-
der sleeves and rings, piston and piston ring scuffing will occur, leading to a loss
of ring seal. Excessive blow-by and decreased power would result, ultimately
leading to engine seizure/failure.
Oil absorbs heat as it flows through the engine. The combustion chamber is
cooled by the jacket water in the cylinder head and around the sleeve and by lube
oil on the piston. The heat is then transferred from the lube oil to the auxiliary or
jacket water system by the lube oil cooler.
The lube oil contains many additives which enhance specific performance charac-
teristics. Among these additives are dispersants and detergents which suspend
dirt and water particles in the oil allowing for removal by the oil filter system. This
cleansing action is important for component longevity. (Refer to Section 5 for fur-
ther details on oil additives.)
While the lubrication system for an industrial engine may or may not come com-
pletely assembled from the factory, the installation and maintenance procedures
are extremely important. Refer to Figure 5-1 for a general piping schematic for
Waukesha Engines.

CHAPTER 5 LUBRICATION SYSTEM
Lube Oil
Lube Oil Flexible Filter
Strainer2 Connection
Engine T-Connection
Oil Header Oil Pressure

Control Valve
Relief Valve Flexible T-Connection A
Connection1 B Temperature
Engine Oil Sump Control
C Valve
Oil Pump Lube Oil Cooler
T-Connection Pressure Relief Valve

Optional – Lube Oil
Heater and Pump4 Optional –
Prelube/Postlube Pump3
1
Standard on all VHP Engines. Customer supplied on all other engines.
2
Standard on ATGL and VHP engines.
3
Required on all ATGL and VHP engines. Standard equipment on VHP, APG, and VGF GLD/2
engines. Recommended on VSG and VGF engines.
4
Required on ATGL, APG1000\16V150LTD, VGF “Vee”, and VHP engines where ambient tem-
perature drops below 50° F (10° C). Must maintain minimum 70° F (21° C) oil temperature, 100° F
(38° C) for standby.
Figure 5-1 General Piping Schematic
SECTION 1 LUBRICATION SYSTEM COMPONENTS

Piping
The lubrication system is piped by Waukesha unless the lube oil cooler or filter
assembly are shipped “loose”. When oil coolers or filters are shipped loose, the
packager is responsible for connecting the engine to the cooler and/or filter. If
these components are located within eight feet of the engine, the piping size
should match the connection size on the engine. If the components are further
than eight feet away, the next larger standard pipe size should be used to connect
the engine to the cooler and/or filter.
Black iron or steel pipes should be used to carry

CAUTION oil. Never use galvanized or zinc pipes. The sul-
phur content of the oil will react with the galvanization and zinc metals form-
ing sludge.
After welding, Waukesha Engine recommends flushing the pipes with muriatic
acid (pickle) to remove all welding scale. The pipes then must be rinsed thor-
oughly to remove the acid and dried before connecting to the engine.
All components and piping must be emptied completely when the oil is drained at
a service interval. Used oil trapped by piping that forms a sag below the engine
will deteriorate the fresh oil and reduce oil life, leading to an inaccurate oil analy-
sis. All oil should reach the drain by gravity.

LUBRICATION SYSTEM CHAPTER 5
Flexible Connections
Flexible connections should always be used between the engine and the off
engine mounted cooler and/or filter. Position the connections as close to the
engine as possible. Oil temperature and pressure must be considered when
selecting flexible connections. Supports should be added under the piping to sup-
port the weight of the piping and oil to prevent breakage of the flexible connec-
tions.
Dresser couplings, when used in high pressure oil systems, require the piping to
be restrained to prevent the coupling from pulling apart.
Fittings
Fittings should consist of a flange and length of pipe. The flange should be welded
to the pipe. Care should be taken when using threaded fittings as engine vibration
could cause fittings to loosen causing leaks.
Filters and Strainers
Filters and strainers are included in the lubrication system to keep the oil clean.
They should be mounted and piped before engine startup to prevent oil slag and
piping debris from entering the engine.
Oil filters are designed to catch small particles of dirt and debris and remove them
from the oil, preventing premature bearing failure. Many different oil filter designs
are available on the market today. The first type of oil filtration, and the most com-
mon, is the “full flow” type. Full flow means that all the lubricating oil is normally fil-
tered. ATGL, VHP, VGF, APG2000/3000/220GL and F11GSI/GSID engines come
standard with a “full flow” type oil filter (see Figure 5-2). In the event the “full flow”
filter element becomes clogged, the housing contains a pressure relief valve
which prevents the loss of oil circulation to the engine. Typical pressure relief set-
ting is 28 – 32 psi (193 – 221 kPa). While this lube oil may be unfiltered, the
engine is not being starved from lube oil flow. ATGL, VHP, APG, and VGF have
pressure ports on the engine-mounted filter housing which can be used to install
oil filter pressure differential devices. The APG2000/12V220GL and APG3000/
18V220GL feature ESM pressure transducers to monitor pressure differential and
alarm at a predetermined setting. With the engine at operating temperature, the
elements should be changed when the pressure difference between the two
gauges reaches 12 – 15 psi (83 – 103 kPa) or at every oil change, whichever is
first.
Another type of oil filter is the shunt type (see Figure 5-3). Shunt type oil filters
direct a portion of the oil flow from the main oil header to the oil filter. This type
also will not shut off oil pressure to the engine when a filter becomes clogged. A
filter in a clogged condition will result in a rapid accumulation of foreign material in
the lubricant.
Centrifugal type oil filters, as found on F11G engines, use the centrifugal force of
spinning oil to separate the impurities and force them to compact on the outer
walls of the filter shell (see Figure 5-4).

AIR BLEED
SPRINGS PETCOCK
COVER
O-RING
ELEMENT
RELIEF
VALVE
ASSEMBLY
OIL INLET
DIRTY OIL AND

SLUDGE DRAIN
CLEAN OIL
DRAIN
OIL OUTLET
Figure 5-2 Full-Flow Lube Oil Filter

(VHP Canister Type)

Figure 5-3 Oil Filter – Shunt Type
CENTRIFUGE
VORTEX
SECTION
BODY
Figure 5-4 Centrifugal Oil Filter Major Sections
Reference Table 5-1 for a list of lube oil components on Waukesha Engines.

Table 5-1 Lube Oil Components
LUBE OIL STRAINER

LUBE OIL FILTER
CONTROL VALVE
CONTROL VALVE
BYPASS FILTER
ENGINE MODEL
TEMPERATURE
OIL PRESSURE
CENTRIFUGAL
OIL COOLER
OIL PUMP
ATGL X X X X X X O
VHP X X X X X X O
“VEE” VGF X X X X* X O
APG1000/16V150LTD X X X X X O
APG2000/12V220GL X O O X X X
APG3000/18V220GL X O O X X X
“INLINE” VGF X X X* X O
VSG X X X X
O=Optional; *Control Valves (Regulating Valve) are preset at factory.
While most of the components come mounted on the engine, it is always a good
idea to check with the Waukesha Engine for components which are shipped loose
from the factory.

All filters are rated with an efficiency for particle removal. That is, what nominal
particle size and larger would be removed during normal operation. Waukesha
VHP, ATGL, and VSG engines have a nominal 15 micron (0.0006 in), and larger,
rating for the filter elements, while the VGF engines are rated at a nominal 20
micron (0.0008 in) and larger. The standard sock style filter elements used in the
VHP and older VGF (“Vee” only) engines can also be substituted with a cleanable
style filter element. The cleanable elements are rated at an absolute 25 micron
versus the 15 micron for a standard replaceable sock type filter element.
APG2000/12V220GL and APG3000/18V220GL main filters have a 25 micron at
98.6% efficiency rating.
The strainer is a final barrier to prevent large particles from entering the engine
(see Figure 5-5). The strainer, made of stainless steel mesh and rated at 74
micron (0.003 in), will only stop large particles and are not to be used in place of
the lube oil filter. Also used during startup when a paper element is installed to
catch welding slag and other fabrication debris. Lube oil strainers are standard
equipment on the ATGL and VHP engines. In the case of the VSG and VGF
engines, there is no strainer installed.
PRESSURE RELIEF VALVE

STRAINER
HEAD
LUBE OIL LUBE OIL

INLET OUTLET
O-RING
BAND RETAINER
RUBBER
SEAL
MAGNET ROD
ELEMENT
HOUSING
STAINLESS STEEL
ELEMENT
DRAIN
PLUG
Figure 5-5 Lube Oil Strainer
A bypass filtration system can also be used for further removal of oil contaminat-
ing particles and improve the service life of the engine. Bypass filtration is
installed so that a small portion of the lube oil flow is continuously bled off either
directly before the full flow engine oil filter or directly after the oil pump. The place-
ment of the bypass filtration depends upon the type used. Waukesha offers two
different types – Replaceable cartridge type or the Microspin System.

*The Microspin system, as offered by Waukesha, is an oil pressure driven centri-

fuge bypass oil filtration system (see Figure 5-6). Engine oil pressure drives the
centrifuge, which creates a spinning action from the internal turbine assembly
developing a force that exceeds 2000 G's. This centrifugal force compacts the oil
contaminates against the turbine housing. The centrifuge will remove contami-
nates as small as 0.5 micron. Waukesha offers the Microspin system as a kit for
all Waukesha Engines except the VSG engine series. The APG2000/12V220GL
and APG3000/18V220GL is also equipped with a centrifugal bypass filter as stan-
dard.
SHUTOFF
VALVE
5 ft. (1.52 m)
MAXIMUM
2 in. (50.8 mm)
DRAIN
CONNECTION
1/2 in. (12.7 mm)

SUPPLY 12 in. (304.88 mm)
MINIMUM ABOVE OIL LEVEL
CUSTOMER
SUPPLIED
Figure 5-6 General Piping Schematic for Microspin®
Oil Cooler
The oil cooler dimensioned for the coolant temperatures as described in the Tech
Data is included in the standard scope of supply of most Waukesha engines and
Enginators. For the APG2000/12V220GL and APG3000/18V220GL Waukesha
Engine offers an optional internal lube oilcooler with lube oil thermostats for appli-
cations where CHP is not desired. For CHP applications that have a demand for
heat a customer supplied oil cooler with lube oil thermostats is required. Refer-
ence Application Note WED10/06 "APG2000/3000 Enginator Lube Oil Cooling"
for more information.
SECTION 2 LUBE OIL FILTER/COOLER INSTALLATION

For engines with remote mounted lube oil filters/coolers, position the filter and
cooler as close to the engine as possible. Filter canisters and coolers should be
mounted at skid level or lower to prevent excessive oil drain-back into the sump
during shutdowns. Keep the filter and cooler in a warm location.
Do not put the filter or cooler near the exhaust

CAUTION outlet or other places where the temperature
could become excessively warm. Excessive heat will speed oil deteriora-
tion. It will also create a fire hazard in the event of an oil spill or line rupture.
The lube oil cooler should be mounted horizontally (AT27GL coolers can be
mounted either horizontally or vertically). This prevents air from becoming trapped
in the cooler and reduces the amount of oil drain-back into the sump on shutdown.
The oil filter should be prefilled with oil prior to engine startup.

SECTION 3 ENGINE PRE/POST LUBRICATION SYSTEM

Engine prelube performs several functions:
• Extends engine life by filling the lube oil cooler and filter prior to the engine
starting. This prevents the engine from being starved from the lack of lubricat-
ing oil upon immediate startup.
• Purges the lubrication system of air and ensures all moving parts subjected to
friction are properly lubricated before the engine is started.
Prelubing is required on ATGL, APG, VGF “Vee”, and VHP engine models and is
recommended on VGF inline engines. Prelube is required on VGF engines with
frequent, more than twice per day, engine startups & shutdowns. Waukesha rec-
ommends several prelubing methods:
1. Prelube prior to each engine start. This works well on continuous duty appli-
cations. See Table 5-2 for prelube time, pressures and flow rates.
2. Continuous Prelube. VHP Series 2 engine models offer continuous prelubing
as an option. This method works well on VHP Series 2 engines in standby
applications where startup is immediate. Continuous prelube is not available
on VGF, VHP Series 4 and ATGL engines.
3. Prelube for a set time interval. This method works well for standby applica-
tions where engines must start immediately. Prelube is required on VHP
engines for five minutes every hour. Prelube is recommended for standby
VGF engines for 30 seconds every 30 minutes. For ATGL engines, prelube
for 15 seconds every hour.
4. Prelubing of the APG2000/12V220GL and APG3000/18V220GL is controlled
by the Waukesha supplied control system. The engines are prelubed by the
auxiliary system interface logic prior to each start. Contact the Waukesha
Engine Application Engineering Department for more information.
WARNING
There must be NO post lube with any engine emergency shutdown.

Table 5-2 Prelubing/Postlube Specifications
PRELUBE TIME PRESSURE

ENGINE MODEL FLOW RATE
DURATION IN HEADER
8L-AT27GL 30 gpm
12V-AT27GL 25 psi (113 liters/min)
ATGL 5 min before starting
(172 kPa) 50 gpm
16V-AT27GL
(189 liters/min)
AC Electric motor Recommended:

driven 3 minutes before
prelube pump starting -OR- 1 – 4.5 psi* 7 gpm*
VHP Required Minimum: (7 – 31 kPa) (26 liters/min)
24 VDC Electric Motor
or Air/Gas motor 30 seconds or until
driven prelube pump pressure is obtained
1.75 – 3.5 gpm**

Inline
30 seconds or until 5 psi min (7 – 13 liters/min)
VGF pressure is obtained (34 kPa) 3 – 6 gpm **
Vee
(11 – 23 liters/min)
APG Vee
30 seconds or until 5 psi min 7 gpm*
16V150LTD pressure is obtained (34 kPa) (26 liters/min)
* Based on 1200 RPM pump speed.

** Based on 1750 RPM pump speed.
NOTES 1: If an oil heater is applied, circulate oil to the sump, not the header, on all models except
on VHP Series 2.
2: When applying a prelube pump to VGF, allow approximately 7 psi loss due to pressure
required to open the prelube back flow check valve and for piping losses and 2 – 3 psi
on VHP for its check valve and piping losses.
3: Pressures may drop in half with hot oil, flow is the determining factor.
For continuous prelube on VHP engines a check valve (5 psi max) is used to pre-
vent excessive oil flow to the turbocharger and rocker arms. This excessive oil
flow to the compressor side of the turbocharger can produce oil leakage in the
intake manifold causing oil deposits and fouling. Excessive oil flow to the turbine
side of the turbocharger can pose a potential fire hazard due to the extreme heat
from the exhaust gases. Also, excessive oiling of the rocker arm assemblies can
cause oil to leak past the valve stem seals resulting in the formation of carbon
deposits in the combustion chamber. A buildup of oily deposits on the valve stem
and guides can lead to stuck valves.
Post Lubrication Requirements for Waukesha Engines
Waukesha recommends post lubrication for VGF and VHP engines, while the
ATGL engines require post lubrication. ATGL’s post lubrication provides cooling to
the turbocharger bearings and prevents carbon coking of the oil and extends tur-
bocharger life. Post lube should be performed automatically upon main gas valve
closure for five minutes after every engine shutdown.
APG2000/12V220GL and APG3000/18V220GL will be post lubed by the auxiliary
systems interface logic, in non emergency shutdown conditions, to cool down
components and protect the oil from overheating at hot spots.
When installing piping for engine oil pre/post lubrication, refer to the installation
drawing for connection points and sizes. As a general rule of thumb the oil is
drawn directly from the engine oil sump drain, and piped to the inlet of the prelube

pump. From the prelube pump, the oil flow should be piped upstream of the lube
oil cooler. Reference Figure 5-1 for a general piping schematic.
SECTION 4 ENGINE OIL HEATERS

Lube oil heaters and jacket water heaters are required for engines larger than
1000 cu. In. (16.4 liters) operating at ambient temperatures below 50° F (10° C).
Oil must be heated to ensure proper oil flow to ease startability and load applica-
tion. For engines required to pull load immediately upon startup (standby applica-
tions) the oil should be heated to a minimum of 100° F (38° C). For engines that
operate continuously other than planned service shutdowns, the oil should be
heated to 70 – 100° F (21 – 38° C).
The oil should be heated to ensure proper oil flow, improving the startability of the
engine. Cold oil will not flow through the cooler and filter and still provide adequate
supply pressure to the engine. Waukesha requires circulating type oil heaters to
be used. This prevents the burning or oil coking that can occur with immersion
style heaters. The oil circulating pump can also be used for pre/post lubrication.
When piping for engine oil pre/post lubrication and oil heating, refer to the installa-
tion drawing for connection points and sizes. Oil is drawn directly from the engine
oil sump drain, and piped to the inlet of the pump/heater. From the heater, the oil
flow should be piped back to the engine oil sump. Reference Figure 5-1 for a gen-
eral piping schematic.
Both the VHP and VGF engines have lubricating oil heating systems available.
For ATGL engines, reference S9064-2 (or latest revision) in the Cooling Systems
section of the General Technical Data book.
For the APG2000/12V220GL and APG3000/18V220GL the external circuit should
either be located in an area that is always above 20° C (68° F) or a warming sys-
tem (electrical resistance or preheaters and circulation) should be used that regu-
lates lube oil temperature above 20° C (68° F).
SECTION 5 LUBE OIL RECOMMENDATIONS

Lube oil selection is the responsibility of the engine operator and the oil supplier.
The refiner is responsible for the performance of the lubricant. Waukesha does
not ordinarily recommend lubricants by name or brand. However, our recommen-
dations, based on actual field experience, are listed in S1015-30 (or latest revi-
sion) in the Fuels and Lubrication Systems section of the General Technical Data
book and also in the Service Bulletin binder – 12-1880AA (or latest revision).
Lubricating oils are comprised of various additives which enhance various perfor-
mance characteristics for oil suspension, cleansing, etc. Such additives include
the following, but are not limited to:
• Lubricants – creates a slippery “effect”.
• Detergents – aids in cleaning for component longevity.
• Wear Inhibitor – formulated additives to produce ash in the combustion cham-
ber. Small amounts become deposited on the valve face which minimizes valve
face and seat wear. Reference S1015-30 in the General Tech Data binder (or
latest revision) or Service Bulletin – 12-1880AA (or latest revision) for the rec-
ommended percent (%) ash content in the lube oil for each engine model and
application type.

• Corrosion Inhibitor – neutralizes acid content. Ash and zinc are commonly used
for neutralizing acid content.
• Viscosity – Maintains oil thickness and thermal stability.
• Dispersants – suspends dirt and wear particles for removal at the oil filter.
• Nitration and Oxidation Inhibitor – reduces sludge and varnish deposits. Nitra-
tion can be caused by high amounts of NOx in the exhaust gas, high blow-by
with positive pressure in the crankcase, over extending the oil change interval,
low operating temperature (minimum 160° F [71° C]). Oxidation can be caused
by high operating oil temperatures and also over extending oil change intervals.
Zinc is commonly used to reduce nitration and oxidation.
The use of multi-viscosity oils should only be used for engines starting in cold
weather applications. Multi viscosity oil may deteriorate in continuous operation
permitting the oil to lose viscosity through shearing. In this state the oil may not
maintain sufficient oil thickness, thermal stability, and/or pressure. Oil analysis
should be used to determine the oil change intervals.
Waukesha Engine recognizes synthetic lubricating oil as being suitable for all
Waukesha stoichiometric and lean burn gas engines. When synthetic lubricating
oils are being selected, it is suggested that you contact Waukesha Engine for
change interval recommendations. Typically, synthetic oil change intervals are 3 –
5 times longer than those of mineral oils. Oil filter change intervals remain at 1000
to 1500 hours of operation. When operating on alternative fuel gas applications,
synthetic oils are not recommended without Waukesha Engine's prior approval.
Waukesha Engine recommends regular lube oil analysis be performed to deter-
mine lube oil change intervals, to monitor engine wear, and to check for system
contamination. Actual engine oil change intervals are determined by engine
inspection and oil analysis in conjunction with the condemning limits and recom-
mendations listed in S1015-30 (or latest revision) of the General Tech Data binder
or Service Bulletin 12-1880AA (or latest revision). Varnish deposits and sludge
conditions in an engine will not be detected by oil analysis and can result in
engine damage. Engine inspection is necessary with extended oil change inter-
vals in addition to oil analysis. Special attention should be paid to the Total Base
Number (TBN) and wear metals in the analysis. These can be an indication of
problems with the engine or auxiliary equipment.
Waukesha Engine strongly recommends changing the lube oil in applications
where the engine is shutdown for long periods of time, such as summer cogener-
ation applications. Used oil within the condemning limits can still harm the engine
and lead to failure when left in the engine for long periods of time without running.

SECTION 6 LUBE OIL CAPACITIES

Use the following table (Table 5-3) to determine approximate engine lube oil sys-
tem specifications. The sump capacities include the standard engine oil sump, oil
cooler, oil filter and any lines supplied by Waukesha. Always prefill the lube oil fil-
ter and cooler before starting the engine. Prime the oil system on engines
equipped with prelube pumps. Engine oil flow curves can be referenced from the
General Tech Data binder in the Fuels & Lubrication section. Engine oil flow
requirements are typically dependent upon the speed of the pump, header pres-
sure, oil viscosity, and temperature.
Table 5-3 Lube Oil System Specifications
ENGINE MODEL LUBE OIL CAPACITY OIL PRESSURE*

45 – 50 psi
8L-ATGL 168 gal (636 L)
(310 – 345 kPa)
45 – 50 psi
12V-ATGL 252 gal. (955 L)
(310 – 345 kPa)
45 – 50 psi
16V-ATGL 310 gal (1174 L)
(310 – 345 kPa)
55 ± 5 psi
VHP 6 CYLINDER 66 gal. (250 L)
(379 ± 35 kPa)
55 ± 5 psi
(379 ± 35 kPa)
55 ± 5 psi
(379 ± 35 kPa)
65 – 87 psi
F11 GSI/GSID 11 gal. (42 L)
(450 – 600 kPa)
VGF 6 CYLINDER 22 gal. (83 L)
70 ± 8 psi
VGF 6 CYLINDER 44 gal. (167 L) (483 ± 55 kPa)
(High Capacity)**
70 ± 8 psi
(High Capacity)**
74 ± 8 psi
(High Capacity)**
74 ± 8 psi
(High Capacity)**
55 ± 8 psi
APG16V150LTD 113 gal. (428 L)
(379 ± 55 kPa)
68 – 77 psi
APG2000/12V220GL 159 gal. (600 L)
(4.7 – 5.3 bar)
68 – 77 psi
APG3000/18V220GL 215 gal. (820 L)
(4.7 – 5.3 bar)
* Oil header pressure is checked with the lube oil pressure stabilized at normal operating
temperature and the engine fully loaded.
** Engines shipped after April 15, 2003 are equipped with standard high capacity oil pan. Pressure
relief oil pan doors are not available with the VGF Extender package.

SECTION 7 ANGULAR OPERATING LIMITS

Angular operating limits must be complied with to assure a constant supply of oil
to the oil pump pickup screen. Due to its fluid nature, oil in the sump always flows
to the lowest possible point. If the engine is not level, it is possible that the oil
pickup screen/tube would not be able to pick up the lubricant (see Figure 5-7).
H H
LEVEL
SURFACE L
W
Figure 5-7 Angular Measurement Locale
This would mean a loss of lubrication at the bearings and other vital engine parts.
Waukesha strongly recommends mounting the engine on a level surface. How-
ever, Waukesha has established permissible angles at which the engine can
operate without loss of oil to the oil pickup screen.
Determining Angle of Operation
H = Height of elevation
L = Length of engine mounting base
W = Width of engine mounting base
To determine the angle of operation, the length (or width) of the engine mounting
base and the height of elevation will be needed. The engine mounting base length
can be found on the engine outline drawing. The height of elevation will have to be
measured.
The angle of operation is calculated using the following procedure:
1. Divide H (height of elevation) by L (length of engine mounting base for front/
rear down angle) or W (width of engine mounting base for left/right down
angle).
2. In column A, locate the number calculated in Step 1. If the exact figure is not
listed, locate the next highest number.
3. The corresponding figure in column B will be the angle of operation. Refer to
the Angular Operation Limits Table to determine the acceptability of the instal-
lation.

Angle of Operation Table of Angles

The procedure described for calculating the angle of operation uses the mathe-
matical principles of trigonometry (see Table 5-4). The figures in column A are the
sines of the angles listed in column B. The sine of the angle of operation is equal
to the height of elevation divided by the length of base (H/L) or by the width of
base (H/W).
Table 5-4 Angle Of Operation
A B
(sine of b) (angle, °)
0.0175 1
0.0349 2
0.0523 3
0.0698 4
0.0872 5
0.1045 6
0.1219 7
0.1392 8
0.1564 9
0.1736 10
0.1908 11
0.2079 12
0.2249 13
0.2419 14
0.2588 15
0.2756 16
0.2924 17
0.3090 18
0.3256 19
0.3420 20
0.3584 21
0.3746 22
0.3907 23
0.4067 24
0.4226 25
0.4384 26
0.4540 27
0.4695 28
0.4848 29
0.5000 30

Table 5-5 Allowable Operation Limits For Engines Equipped With Standard Oil Pan
And Pump
FRONT REAR
LEFT RIGHT
MODEL1 DOWN DOWN
DOWN3 DOWN3
DEGREES2 DEGREES2
F11 12 12 12 12
F18, H24 10 8 15 15
F18, H24 1 1 7 7
High Capacity4
L36, P48 7 8 10 10
L36, P48 1 1 6 6
High Capacity4
APG1000/16V150LTD 1 1 6 6
F2895, F3521, F3524,

L5790, L5794, L7042, 2 2 7 7
L7044
P9390 1 2 7 7
8L-ATGL 4 4 15 15
12V-ATGL 7 7 15 15
16V-ATGL 5 5 15 15
APG2000/12V220GL5 1/1 0/0 0/0 1/7
APG3000/18V220GL5 1/1 0/0 0/0 1/7
NOTES 1: Values apply to all model variations, i.e. G, GSI, GL, unless otherwise noted.
2: Tabulated angle operation values are based on unidirectional tilt. For bidirectional tilt or
allowable intermittent tilt, consult Waukesha's Application Engineering Department.
3: Left and right are as viewed when facing the flywheel end of the engine.
4: Engines shipped after April 15, 2003 are equipped with standard high capacity oil pan.
Pressure relief oil pan doors are not available with the VGF Extender package.
5: These values represent bare engines and Enginators with the oil leveller mounted in
standard location. Contact Waukesha Engine Application Engineering for more
information or when higher angles are required. For the 12V220GL and the 18V220GL
left bank is often referred to as "A" bank and right bank is also referred to as "B" bank."
6: Note that operation under an angle will change the load distribution and forces on the
mounting. Especially when using spring isolators this has to be accounted for.
Table 5-6 Allowable Operation Limits For Engines Equipped With Marine Oil Pan
And Pump1
PITCH3 ATHWARTSHIPS ROLL3

2
MODEL
FORE AFT PERMANENT TRANSIENT
8L-ATGL 10° 10° 22.5° 30°
12V-ATGL 10° 10° 22.5° 30°
16V-ATGL 10° 10° 22.5° 30°
NOTES 1: Tabulated angle operation values are based on unidirectional tilt.

2: Engines have center sump oil pickup.
3: Pitch and roll from the vertical are listed for ship design and do not imply that the engine
should be permanently installed at this angle without prior approval from Waukesha Engine.

SECTION 8 BREATHER SYSTEMS

Industrial engines rely on a crankcase breather system to remove normal engine
combustion vapors which accumulate in the engine crankcase. These vapors, if
not removed, can cause oil contamination, component damage, crankcase oil
leakage, and shortened oil life. Most systems rely on some form of vacuum to
evacuate the engine crankcase vapors. The following are the most common types
of breather systems available:
• Vacuum behind the air cleaner draws the vapors into the intake, downstream of
the air filter element, which are then burned in the combustion process, see
Figure 5-8 below. This type of breather system is typically called a closed
breather system because the vapors are directed in the engine.
AIR INLET
OIL SEPARATOR
AIR
CLEANER
CRANKCASE
VAPORS
TO AIR IN CRANKCASE
CARBURETOR VACUUM
REGULATOR
Figure 5-8 Naturally Aspirated System
• A venturi is placed downstream of the turbocharger in the exhaust system to

create a vacuum which draws the vapors into the exiting exhaust gas stream,
see Figure 5-9 below. This type of breather system is common for the rich-burn
turbocharged engines.
EXHAUST
FLOW
OIL SEPARATOR
CRANKCASE
VAPORS
EXHAUST CRANKCASE
OUTLET AIR IN VACUUM
ELBOW REGULATOR
Figure 5-9 GSI System

• VHP & VGF lean-burn engines (optional on VHP G/GSI & VGF GSID) use com-
pressed intake air blown through a venturi to create a vacuum, which draws the
vapors out of the crankcase and ejects the vapors into the exhaust system, see
Figure 5-10 below. When a catalyst or heat recovery equipment is used, the
vapors are routed downstream of the equipment in use (see Figure 5-11).
When piping the crankcase vapors downstream of the high restrictions (i.e. cat-
alytic converter, heat recovery unit, silencer), back pressure limits can be used
without BMEP & RPM reductions. General Tech Data – Intake/Exhaust Sys-
tems should be referenced for exhaust system guidelines (S8242 or latest revi-
sion) and VHP engine back pressure limitations (S7567-3 or latest revision).
For a procedure on calculating exhaust system back pressure, reference Chap-
ter 7, Exhaust Systems.
EXHAUST
FLOW
VENTURI EXTRACTOR
EXHAUST OUTLET ASSEMBLY
ELBOW
OIL SEPARATOR
CRANKCASE
VAPORS
CRANKCASE AIR IN
VACUUM
REGULATOR LEFT BANK COMPRESSOR RIGHT BANK COMPRESSOR
DISCHARGE ELBOW DISCHARGE ELBOW
Figure 5-10 GL System (Standard)

CATALYTIC CONVERTER HEAT

RECOVERY EXHAUST SILENCER
EXHAUST
FLOW
CRANKCASE
VACUUM
REGULATOR AIR IN
VENTURI EXTRACTOR
ASSEMBLY
CRANKCASE
VAPORS
OIL SEPARATOR
LEFT BANK COMPRESSOR RIGHT BANK COMPRESSOR

DISCHARGE ELBOW DISCHARGE ELBOW
Figure 5-11 GSI And GL Systems (Optional)
• Vapors can be removed via a blower system venting the crankcase vapors to
the ambient air (see Figure 5-12). This type of blower system is required on the
ATGL, VHP-GLD, APG2000/12V220GL and APG3000/18V220GL engines,
however, it can be used on any engine model when properly designed. The pip-
ing should slope upward from the engine connection to the blower to prevent
trapping of oil in the low spots.
Drains should be installed at low spots in the piping, after the blower outlet, to
drain condensed vapors. An optional oil separator should be installed after the
flexible connection to protect the components from oil fouling. The flexible con-
nection is used to isolate the breather components from engine vibration and to
allow for expansion or growth due to heat.
The optional non-return (check) valve is used to prevent back flow of fresh air into
the crankcase, eliminating a source of condensation. The check valve is neces-
sary when there is no oil separator and the breather piping length is less than 10
ft. (3 m). An adjustable restriction valve is recommended for adjustment of engine
crankcase vacuum.
A “pressure blower” type fan (radial blade wheel) should be used since this type of
blower will develop a constant pressure over a given flow range. The specified
blow-by rate should fall in the flat portion of the blower flow curve. The blower
design should also be spark resistant to prevent a possible fire hazard.
For the APG2000/12V220GL and APG3000/18V220GL Waukesha offers an
optional crankcase breather. The optional crankcase breather is shipped loose
and consists of a crankcase ventilation blower with 50 or 60 Hz motor, crankcase
emission absorbers (oil separators), restrictor valve and check valve. The ATGL
has the same codes but without the oil separators.
When this “open” type of breather system is
CAUTION used, the outlet may be considered a second
source of emissions for regulator enforcement.

5 1 2 3
7
ENGINE
6 4
CRANKCASE 4
VENT
1. Check Valve* Notes:

Breather piping should slope upward from the
2. Restriction Valve*
engine connection to the blower (i.e. no low spots
3. Blower to trap oil).
4. Drain
Adjust restriction valve to maintain required crank-
5. Test Gauge case pressure per engine specification.
6. Oil Separator* 2 requested for
All connections must be flexible.
APG2000, 3 for APG3000
Do not return drain oil to cranckcase.
7 Flexible Connection**
- - - - Indicates customer piping
8 Rain Hood and Drip Collection
* Component supplied as a loose part
** Component not supplied by Waukesha
Figure 5-12 APG2000/3000 Breather System Schematic

Table 5-7 Crankcase Breather Specifications
MAXIMUM CRANKCASE
MODEL
BLOW-BY RATE* SUCTION VACUUM
60 scfm 0 – 2 in. H2O
8L-ATGL
(28.3 liters/sec) (0 – 5 mbar)
90 scfm 0 – 2 in. H2O
12V-ATGL
120 scfm 0 – 2 in. H2O
16V-ATGL
40 scfm 0 – 1 in. H2O
VHP 6 CYLINDER
(18.9 liters/sec) (0 – 25 mm H2O)
80 scfm 0 – 1 in. H2O
VHP 12 CYLINDER
(37.8 liters/sec) (0 – 25 mm H2O)
100 scfm 0 – 1 in. H2O
VHP 16 CYLINDER
(47.3 liters/sec) (0 – 25 mm H2O)
48 scfm 0 – 2 in. H2O
APG2000/12V220GL
(23 liters/sec) (0 – 5 mbar)
74 scfm 0 – 2 in. H2O
APG3000/18V220GL
(35 liters/sec) (0 – 5 mbar)
* Maximum blow-by rates relate to a “used” engine at maximum load. Not to be used as a
condemning limit.
For further information consult Application Engineering.

SECTION 9 LUBRICATION SYSTEM CHECKLIST

Lubrication Systems Components
1. Has black iron or steel pipes been used to carry the oil? ________________
2. Have the pipes been flushed with muriatic acid, rinsed and dried after weld-
ing? _________________________________________________________
3. Have flexible connections been used between the engine and the off engine
mounted cooler and/or filter? ______________________________________
4. Was oil temperature and pressure considered when selecting flexible connec-
tions? ________________________________________________________
5. Were supports added under the piping to support the weight of the piping and
oil to prevent breakage of the flexible connections?
6. If Dresser couplings were used, are they restrained to prevent the coupling
from coming apart? _____________________________________________
7. Have the flanges been welded to the pipe?___________________________
8. Has a pressure gauge been installed for the purpose of measuring filter hous-
ing ΔP? ______________________________________________________
9. If Microspin centrifuge is used is the drain of the centrifuge at least 12" (305
mm) above the oil level? _________________________________________
Lube Oil Filter/Cooler Installation
1. For engines with remote mounted lube oil filters/coolers, have the filter and
cooler been positioned as close to the engine as possible? ______________
2. Have the filter canisters and coolers been mounted at skid level or lower to
prevent excessive oil drain-back into the sump during shutdowns? ________
3. Have the filter and cooler been installed in a warm location? _____________
4. Has the oil filter/cooler been installed away from the exhaust outlet or other
places where the temperature could become excessively warm?__________
5. Have fill, make-up, and drain provisions? ____________________________
Engine Pre/Post Lubrication System
1. Has a prelube system been incorporated into the package? _____________
2. Has an automatic post lube system been incorporated into the package? ___
3. Has the oil from the prelube pump been piped upstream of the lube oil cooler?
Engine Oil Heaters
1. If the engine will be operating at ambient temperatures below 50° F (10° C),
have lube oil heaters and jacket water heaters been incorporated into the
package? _____________________________________________________
2. If engine will be operated in a standby application in which the engine is
required to pull load immediately upon start-up, has the oil been heated to a
minimum of 100° F (38° C)? ______________________________________

3. If lube oil heater is used, has a circulating type heater been specified? _____
4. If lube oil heater is required, has the heated oil been repiped to the engine
sump? _______________________________________________________
5. Has the General Tech Data Manual been referenced for heater sizing? _____
Lube Oil Recommendations
Reference S1015-30 or SB 12-1880AA (or most current version)
6. Is the lube oil chosen to run in the engine classified to be run in natural gas
engines? _____________________________________________________
7. Does the oil meet Waukesha Engine lube oil requirements for the particular
engine as listed in S1015-30 or SB 12-1880AA? ______________________
(Selected oil brand) _____________________________________________
(Selected type) ________________________________________________
8. VHP/ATGL: Do the filters installed in the engine meet Waukesha's basic filter
requirements? _________________________________________________
9. If engine is in a cogeneration application; is the engine oil on the Waukesha
Engine recommended lube oil list? _________________________________
10. If synthetic oil is being used has Waukesha Engine been contacted for oil
change recommendations? _______________________________________
11. Is a lube oil analysis set-up for the engine? __________________________
List Schedule __________________________________________________
_____________________________________________________________
Angular Operating Limits
1. If engine is not to be set level have angular operating limits been complied
with to assure constant supply of oil to the oil pick up screen? ____________
Breather Systems
1. If the engine is equipped with a catalyst or heat recovery equipment, have the
crankcase vapors been routed downstream of the equipment in use or are
they ingested by the engine? ______________________________________
2. For customer supplied breather systems:
List Blower Make _______________________________________________
Model ________________________________________________________
Pressure Control Device _________________________________________
Volume _______________________________________________________
Pressure Rating ________________________________________________
3. Have drains been installed at low spots in piping after the blower outlet to
drain condensed vapors?_________________________________________
4. Has a flexible connection been used to isolate the breather components from
engine vibration and to allow for expansion or growth due to heat? ________
5. If the piping is less than 10 feet (3 m) and no oil separator is used has a check
valve been installed? ____________________________________________
6. Has an adjustable restriction valve been installed to adjust crankcase vac-
uum? ________________________________________________________
7. Has a "pressure blower" type fan (radial blade wheel) been used?_________

8. Does the specified blow-by rate fall in the flat portion of the blower flow curve?
_____________________________________________________________
9. Is the design spark resistant to prevent a possible fire hazard? ___________
10. Have Waukesha Engine's crankcase breather specifications been met? ____

CHAPTER 6
AIR INDUCTION SYSTEM
INTRODUCTION The air required for combustion is brought into the engine and cylinders via the air
induction system. The temperature of the air entering the air cleaner can vary
depending on site conditions. The induction system must be able to provide air
within an acceptable temperature range, quality, and quantity to assure proper
engine operation. Numerous options are discussed which will provide this type of
air supply.
Air filtration principles and filter types are discussed which aid in the selection of
the most adequate method for a given application. As part of the filter selection
process, site conditions must be considered; such as the types of contaminants
expected, desired service intervals, maintenance requirements, and system cost
considerations.
The air induction system must be designed not to exceed the maximum permissi-
ble inlet air restriction. Exceeding the maximum permissible inlet air restriction will
ultimately reduce the available engine power including adversely affecting the effi-
ciency of the filtration system. System design guidelines are presented including a
step-by-step procedure and sample problem to aid in calculating this total restric-
tion for a proposed design.
A summary of installation recommendations are summarized in Section 8, on
page 6-14, including an Air Induction System Installation Checklist in Appendix A
on page 6-A1. It is especially important to take into account all of the pertinent
issues outlined in the entire manual during the preliminary design process. An air
induction system initially built with the required capability, durability, and service-
ability will prevent unnecessary modifications, maintenance, and expensive down-
time in the future.
SECTION 1 AIR INDUCTION SYSTEM FACTORS

Air Temperature
The temperature of the engine air intake is usually between -50 and 100° F (-46
and 38° C) depending on site conditions. High temperature air is less dense and
has fewer molecules per unit volume which reduces engine power output. This
results in a horsepower loss of approximately 2% for every 10° F (5.5° C)
increase in air temperature. Waukesha rates most engines for a maximum 100° F
(38° C) ambient before derates are applied (Refer to the Power Adjustment sec-
tion in the General Technical Data book for engine specific derate information).
Cold intake air can also adversely effect engine operation, particularly when oper-
ating for long periods at light loading. Cold intake air creates a cold combustion
chamber which can delay ignition, alter fuel combustion, and result in a loss of
power. In cold ambient temperatures, below 50° F (10° C), intake air heating is
typically required for effective engine starting. Ducting air from the warm side of
the radiator, utilizing radiant engine heat to warm ducted air, or using warm
engine room air are common methods of providing warm air in cold climates. Aux-
iliary water heaters can be used on turbocharged intercooled engines to heat the
intake air with the intercooler prior to and during the starting procedure. Refer to

CHAPTER 6 AIR INDUCTION SYSTEM
the Starting Systems section of the General Technical Data Manual for special
ATGL starting and running requirements.
Intake air temperatures can be kept within a reasonable range if the air induction
system is installed properly. Engine rooms must be designed and located to avoid
absorbing excessive building heat. The correct air flow in the engine room is
extremely important. Care must be taken that the induction air is not heated by the
driven equipment such as the generator cooling air. When an engine is equipped
with multiple air cleaners and carburetors, all air cleaners must get air at the same
temperature. If the air in the immediate vicinity of the engine is not at a low
enough temperature (below 100° F (38° C)), some means of ducting cool air
directly to the air intake from outside the engine area must be found. If the air tem-
perature to the intake is greater than 100° F (38° C), the heat rejection to the inter-
cooler will increase significantly, resulting in an increase in the radiator or heat
exchanger size.
The air intake system should not be installed near hot engine parts or exhaust
lines. If installation requirements demand locating air induction lines near hot
engine components, insulation must be used to prevent the intake air from being
heated.
Air Quantity
Today's engines generally require from 1.1 – 2.6 SCFM (2.5 – 6 Nm3/kW-hr) of air
per HP just for combustion purposes. All installations should be planned with this
in mind. An insufficient air supply will reduce power output and may cause struc-
tural problems in an engine room.
For enclosed installations, the combustion air supply should be separate from
engine room ventilation air. Sometimes however, interior installations must use
the air available in the engine room. If so, close attention must be paid to engine
room design. In addition to absorbing radiant heat from the engine and supplying
combustion air (unless air is ducted into engine), engine room ventilation should
maintain a tolerable work environment for the operators. Normally, forced ventila-
tion will be required. The need for ventilation can be reduced by insulating hot sur-
faces such as exhaust piping. Maintaining proper air flow drawing the ventilator air
across the engine toward the exhaust fan, is important, especially when ventila-
tion air is used for combustion. If blowers are used, they should not upset the air
flow of the exhaust fans by trapping hot air in corners or isolated areas.
Air Quality
Dirt, if allowed into an engine, can create serious problems by destroying the pre-
cision part tolerances that keep an engine running. There can be from 1 – 5 grains
(0.065 – 0.32 grams) of dirt in every thousand cubic feet of air. With an average
air velocity of 6000 ft./min. (30 m/sec) at an engine air inlet, most of the dirt in the
inlet area will be drawn in. An engine drawing 1,000 CFM (1700 m3/hr) of this air
due to leaks in the air induction system and/or leaking filters could end up ingest-
ing enough dirt to destroy an engine in less than 50 hours of operation. It only
takes about 1/2 lb. (230 g) of dirt, or about one handful, to ruin an engine.
WARNING
Air inlets must be located away from fuel tanks, flammable vapors, tank
vents, chemicals, industrial wastes or any other material of explosive
nature. An engine backfire could ignite such material causing a dangerous
explosion. Also, these volatile fumes could be drawn into the engine. Disre-
garding this information could result in severe personal injury or death.

AIR INDUCTION SYSTEM CHAPTER 6
Air inlets must be located away from concentrations of dirt, dust and mist. If air in
the immediate vicinity of the engine is not suitable for engine combustion, fresh,
clean air must be brought in through ducting.
All of the air induction system components must be sealed properly to prevent
leakage. Once installation is completed, a system pressure test is recommended
to locate and seal any air leaks in the system.
When purchasing air cleaner filter/filter elements, they must be capable of remov-
ing 99.6% of coarse dust as described in the SAE J726 Air Cleaner Test Code
Standard.
SECTION 2 AIR FILTRATION PRINCIPLES

If dust enters an engine, it will stick on the oily film covering all internal engine
parts. The dirt and dust will ruin bearings, plug lube oil passages and drastically
shorten the life of many engine components. Therefore, it is of great importance
that no dirt be allowed into the engine via the air intake system. Since no engine
operating atmosphere is dirt-free, the only way an engine can be protected is with
an effective air cleaner system.
Air cleaners available with Waukesha engines operate on one of two principles:
inertial separation or impingement as in Figure 6-1.
Inertial Separation
Inertial or centrifugal separation is based on the law of inertia, stating that bodies
set in motion will remain in motion until acted upon by an outside force. Dirt laden
air is drawn into the cleaner with a rotational motion induced. The heavier parti-
cles of dirt switch direction due to the increase in rotational momentum and travel
down into the bottom of the air cleaner box where they are trapped.
Impingement
Impingement filters out dust and dirt particles by having the air “strained” through
a filtering medium. This is the operating principle behind a dry or paper type air
cleaner. The air is drawn through the cleaner, but the particles of dirt are too big to
pass through. Dirt particles get trapped within the filter element. This prevents the
dust and dirt from entering the engine.
AIR
INERTIAL SEPARATION IMPINGEMENT
Figure 6-1 Air Filtration By Inertial Separation And Impingement

SECTION 3 AIR CLEANERS

The majority of air cleaning systems used on industrial engines utilize one or both
of these inertial separation and impingement filtration principles. Typical air
cleaner components are shown in Figure 6-3.
Precleaners
Precleaners remove a portion of the dust in the engines intake air prior to reaching
the main filter element which will greatly increase the life of the main filter element.
Factory installed precleaners are made of foam rubber or fiber materials and are
mounted as shown in Figure 6-3. The precleaner frame assembly is double
mounted allowing engine room operators to wash the precleaner without shutting
the engine down. The rubber or fiber precleaner can be washed with soap and
water.
Another type of precleaner utilizes inertial forces to remove a portion of the dust
prior to reaching the main filter element. This inertial type precleaner can be
ordered from Waukesha as an integral part of the air cleaner housing. It effectively
filters out 70 – 90% of the large dirt particles in the first stage, thereby reducing
the dust load passed onto the second stage of the filter. Refer to Figure 6-2 for a
description of a typical inertial type precleaner. As shown, the precleaner can be
made up of various numbers of cyclone tubes. The air must pass through these
tubes. Large dirt particles are spun out of the air as it is drawn through the cyclone
tubes and fall into a dust bin located at the bottom of the panel. Inertial preclean-
ers typically employ this type of atmospheric discharge with a dust unloader valve
located at the bottom of the dust bin. However, for extremely high dust and/or dirt
environments, a scavenge or vacuum type airflow can be used which will further
increase the removal of dust particles.
DIRT PARTICLES
ARE SPUN
OUTWARD
CLEAN
AIR
FLOW
AIR
INLET
DIRT PARTICLES
FALL DOWN INTO
DUST BIN
Figure 6-2 Inertial Type Precleaner

Dry Type Air Cleaners

Dry type air cleaners consist of one or more pleated paper elements as in
Figure 6-3. Elements are manufactured from fire resistant, waterproof, pleated
paper. The total area of the paper is so large that incoming air approaches the
paper at a velocity of only 5 – 15 feet per minute (0.025 – 0.076 m/sec). The con-
taminants in the air are gently deposited on the paper fibers. The particles gradu-
ally bridge the openings between the fibers and form a porous filter cake,
increasing filter efficiency. Eventually the contaminant buildup reaches a predeter-
mined restriction limit and the element must be replaced. Engines equipped with
factory installed air cleaners will have an air restriction indicator. The spring
loaded indicator will “pop” red when the differential pressure exceeds its rating. It
is recommended customers install an indicator when engines are not factory
equipped.
AIR BOX
BOX REPLACES
RAIN SHIELD
AIR FLOW
TO ENGINE
AIR FILTER
ELEMENT
FOAM RUBBER/FIBER
PRE-CLEANER
RAIN
OPTIONAL INERTIAL SHIELD
PRE-CLEANER
Figure 6-3 Typical Air Cleaner Components
Multi-Stage Air Cleaners

As the name implies, the multistage air cleaner uses two or more stages to clean
the air, the first usually being an inertial type precleaner followed by one or more
filter elements. This style cleaner is good for use in high dust and/or dirt environ-
ments.
Oil Bath Air Cleaners
Waukesha does not recommend using oil bath air cleaners. These air cleaners
have an air flow operating range which must be observed to maintain their effi-
ciency. They are also adversely affected by temperature, engine vibration, and
tilted mounting positions. Increased maintenance is required including risks of oil
injection into the engine intake.

Air Cleaner Effectiveness

Waukesha provides prefilters and dry type air cleaners as standard equipment for
all industrial engines except the ATGL series. Due to the size of the ATGL series
engines, each package requires a unique air induction system design. As indi-
cated in the chart, the dry type air cleaner can handle all types of contaminants
better than the oil bath cleaner, with the exception of soot. The dry type air cleaner
has other advantages, which account for its widespread acceptance. These
advantages include being:
• Highly versatile. Air cleaner efficiency is not affected by changes in engine air
requirements over the load and speed range.
• Highly efficient – Filters out up to 99.9+% contaminants (depending on filter
mesh and particle size).
• Unaffected by temperature, vibration or induction system pulsations.
• Unaffected by mounting position or tilt.
• Unaffected by rain, with a properly installed rain shield.
• Can be deliberately oversized for extended service life without affecting effi-
ciency.
Table 6-1 describes the effectiveness of air cleaners exposed to a variety of con-
taminants.
Table 6-1 Effectiveness Ratings Of Air Cleaners

CONTAMINANTS
AIR CLEANER TYPE OIL VAPOR ICE LINT
DUST
OR SOOT SNOW CHAFF
Oil Bath
Multistage Dry Type
Multistage Dry Type With
Inertial Precleaner
EFFECTIVENESS = High
RATING:
= Medium
= Low
SECTION 4 COMBUSTION AIR DUCTING

Air ducts have to be large enough to meet the combustion air requirements of the
engine. Air duct restriction should be kept to a minimum. Maximum air inlet restric-
tions including the air filter (dirty) are listed in the Waukesha Technical Data Man-
ual. Waukesha recommends PVC pipe for air ducting. Seamless or welded steel
pipe can be used as an alternative to PVC. Select appropriately sized hose
clamps to ensure strong airtight connections.
The pressure in the air ducting will, due to the suction of the engine and the
restriction of the airfilter and ducting, be lower than ambient. Therefore the ducting
must be non-collapsible. The larger the diameter the stronger the ducting has to
be.

All pipes and fittings used to bring air into the

CAUTION system must be absolutely free of dirt, scale and
slag. Otherwise this material may be drawn into the engine upon startup and
will damage engine components.
Use a flexible connection to mount the air ducting to the engine. This will isolate
most engine vibration from the ducting, thereby avoiding stress on the engine air
inlets and pipes. Hangers or some other means of independent suspension
should be used to install the ducting system. Do not try to support the ducts on the
engine, since that would introduce stress to the ducting and the engine. Suspend
the air ducting independently, and use vibration absorbing hangers to avoid trans-
mitting engine vibration to the surrounding building.
The best air induction system has ducting as short and straight as possible. Use
long radius bends and low restriction fittings only where necessary. The use of
pipe fittings should be kept to a minimum. Each fitting added to a ducting system
is equivalent to adding a length of pipe. The longer the pipe, the greater the
restriction.
SECTION 5 ENGINE REQUIREMENTS

Turbocharger Considerations
Waukesha's turbochargers consist of an exhaust driven radial turbine directly cou-
pled to a radial air compressor. The air compressor compresses large amounts of
air in the case of blow-through (high fuel pressure) engines or an air-fuel mixture
in the case of draw-through (low fuel pressure) engines. The result is an increase
in the volumetric efficiency of the engine. This allows the engine to burn more fuel
and develop more horsepower.
As the intake air or air-fuel mixture is compressed by the turbocharger, its temper-
ature increases. This increase in temperature would ultimately reduce engine
power output due to the decrease in density. Also, excessively high air or air-fuel
mixture temperatures can lead to detonation in the combustion chamber. Wauke-
sha's turbocharged engine installations use intercoolers to lower this temperature.
The cooled air or air-fuel mixture exiting the intercoolers flows through the fuel
system, intake manifold, and ends up in the combustion chamber at the appropri-
ate air/fuel mixture temperature to ensure efficient combustion with maximum
power output.
Turbocharged engines require significantly larger airflow requirements compared
to naturally aspirated engines of the same displacement. Waukesha's turbo-
charged engines typically require a 40 – 130% increase in airflow compared to
naturally aspirated engines depending on whether a stoichiometric or lean burn
engine is required. Since air consumption for a turbocharged engine will be signif-
icantly higher than for a naturally aspirated engine, air induction systems must be
designed with the capability of supplying an increased amount of airflow. Deter-
mine the required air induction for the appropriate engine model as published for
each engine in the Heat Rejection Section (3) found in Volumes 1 and 2 of
Waukesha's Technical Data Binders.
When turbocharged engines are operated at elevated ambient temperatures and
high altitudes, the turbochargers compress lower density air which results in a
lower mass of air available for combustion. Standard engine power ratings are
subject to derates at these site conditions. Refer to Power Adjustments section in
in Volume 3 (General Data) of Waukesha’s Technical Data Binders to determine

the available engine power at these elevated ambient temperature and high alti-
tude applications.
Be careful to keep all foreign matter away from
CAUTION the turbocharger compressor. If any hard object
struck the blades, metal fragments could fly off of the wheel. The extremely
high speeds turbochargers attain could force these metal fragments into the
engine resulting in serious engine damage.
WARNING
Serious personal injury could result from turbocharger failure.
Intake Air Restriction

Intake air ducting restriction should be kept to a minimum. Air induction systems
should be designed with at least a 30% pressure loss reserve to minimize
required air cleaner change intervals. The maximum permissible intake air restric-
tion for the entire air induction system including the air cleaners are listed in the
Waukesha Technical Data Manuals for each engine.
For example, a VGF P48GL engine has a maximum permissible intake air restric-
tion of 15" wc (38 mbar). Therefore, the air induction system with “clean” prefilters
and air cleaners should have no more that approximately 5" wc (13 mbar) of pres-
sure drop. This pressure drop includes all losses from the air induction system
inlet to the carburetor inlet, which is typically taken to be the exit of the air cleaner.
Engines equipped with factory installed air cleaning equipment have an air restric-
tion indicator located on the air cleaner box. It is recommended customers install
an indicator when engines are not factory equipped.
SECTION 6 DETERMINING AIR INDUCTION SYSTEM RESTRICTION

Once an air induction system design is proposed the total system restriction must
be determined. The total system restriction is the total pressure loss the system
experiences when the maximum intake air is flowing through the system. This
pressure loss results from a number of system characteristics. These can be cate-
gorized as follows: pipe wall friction, changes in flow path direction, obstructions in
flow path, sudden or gradual changes in cross-section or shape of flow path.
The proposed air induction system must not exceed the “maximum permissible
restriction” published for each engine in the Specification Section (1) found in Vol-
umes 1 and 2 of Waukesha's Technical Data Binders. Exceeding this limit can
result in adverse engine performance and increased maintenance requirements.
Excessive restriction will have detrimental effects on available engine power, fuel
consumption, and air cleaner efficiency.
Before determining the air induction system restriction, the following information is
necessary:
• A proposed air induction system design identifying all components, correspond-
ing specifications, and an overall dimensional layout. This includes airflow
restriction characteristics of components including louvers, rain guards, pre-
cleaners, and air cleaners.
• Engine model and operational settings necessary to select the corresponding
engine performance data. Engine performance data can be found either in

Waukesha's Technical Data or by contacting Waukesha's Application Engi-

neering Department for special cases.
• Maximum engine airflow requirement. This is found by referencing the above
stated engine performance data at the operating point with the highest power
and speed. However, selecting an airflow requirement at an engine's maximum
power and speed is usually recommended. This assures the air induction sys-
tem is not undersized if engine airflow requirements increase.
The primary objective is to keep the total air induction restriction, which includes
system reserve, below the published maximum permissible restriction. This can
be achieved by following the general procedure stated in “Air Induction System
Restriction Calculation”.
Air Induction System Restriction Calculation
The following procedure implements the EDL (Equivalent Duct Length) Method.
This method provides an expedient and typically conservative procedure of esti-
mating overall air induction system pressure losses. The “resistance coefficient K”
and “flow coefficient Cv” methods are also commonly used. Also, a combination of
these methods can be used depending on the accuracy desired and resources
available.
The following steps can be used to obtain an estimate of the maximum system
restriction of a proposed air induction system. Refer also to the See “Sample
Problem” on page 6-11..
1. Determine the maximum engine inlet airflow at site conditions.
Refer to Section 4, “Heat Rejection and Operating Data”, in Waukesha's
Technical Data to find the engine airflow in SCFM (Standard Cubic Feet per
Minute or Nm3/hr) at the stated standard operating temperature and pressure.
Correct the engine airflow to ACFM (Actual Cubic Feet per Minute or m3/hr)
based on site conditions using the following conversion:
ACFM = SCFM x (Tsite + 460) / (Tstd + 460) x (Pstd / Psite) or
m3/hr = (Nm3/hr x (Tsite + 273)) / ((Tstd + 273) x (Pstd / Psite))
Tsite – Highest expected site temperature (°F or °C)
Tstd – Standard temperature corresponding to SCFM airflow (°F or Nm3/hr Air
Flow °C)
Psite – Highest expected site pressure (inches mercury or bar)
Pstd – Standard pressure corresponding to SCFM airflow (inches mercury or
Nm3/hr (bar) Air Flow)
2. Determine the equivalent pressure loss per length of pipe (PL/L) for each
applicable component in the air induction system. Components that are not
applicable will be accounted for in Step 4:
The PL/L for each component is obtained by referencing the Pressure Loss
vs. Airflow graph located in Appendix B. Locate the actual engine airflow in
ACFM or m3/hr from step one on the horizontal axis. Reference the appropri-
ate ANSI Pipe Diameter1 on the graph corresponding to the system compo-
nent diameter2. The corresponding PL/L each component can be read on the
vertical axis3. Tabulate a list of equivalent PL/L's for each component.
1 ANSI Schedule 40 Pipe Dimensions are listed in Appendix B.
2 Forsystem components other than straight ducts the entrance diameter
should be used.

3
Variations in pressure loss due to differences in component material are
considered negligible. This assumption is applicable for materials with a spe-
cific surface roughness similar to ANSI schedule 40 commercial steel pipe.
3. Determine the Equivalent Duct Length (EDL) for each applicable component
in the air induction system.
This EDL is the amount of straight pipe that would have the same pressure
loss as the component would have when air flows from the inlet to the exit of
the component. The EDL for each component is obtained by first locating the
component type in Appendix B.
Appendix B lists EDL's for numerous types and sizes of fittings commonly
used in air induction systems. Other sources can be referenced to find the
EDL's of components not listed.
4. Calculate the pressure loss (PL) for each applicable component in the air
induction system:
Multiply the tabulated PL/L's and EDL's together for to determine the pressure
loss (PL) for each component.
5. Determine the total pressure loss for miscellaneous components, (dP)MISC, in
the air induction system which could not be converted into EDL's:
Component losses for items including rain shields, louvers, silencers, pre-
cleaners, and air cleaners should be determined based on the available com-
ponent characteristics at the maximum engine airflow requirement. The total
of all of these pressure losses are designated as (dP)MISC.
6. Calculate the total air induction system restriction:
Calculate the Total System Restriction by adding together all the calculated
component pressure from Steps 4 and 5:
Total System Restriction=[(PL/L)x(EDL)] component1 + [(PL/L)x(EDL)]
component2…+ (dP)MISC.
7. Verify that the Total Restriction does not exceed the Maximum Permissible
Restriction including a 30% reserve:
To minimize precleaner and air cleaner service intervals a pressure loss
reserve of approximately 30% should be built into the air induction system.
Verify if the proposed system design has this reserve:
Total System Restriction – Total air induction system restriction as calculated
in Step 6.
Maximum Permissible Restriction – Refer to Waukesha’s Specification Sec-
tion in the Technical Data Gas Volumes for the specific engine.
System Reserve = [1-(Total System Restriction)/(Maximum Permissible
Restriction)] x 100
The air induction system must be designed properly not to exceed the maxi-
mum permissible inlet air restriction published in the Engine Specification
Section of the Waukesha Technical Data Volumes. Intake duct restriction that
exceeds this limit will reduce available engine power, increase fuel consump-
tion, shorten air cleaner service periods and affect the efficiencies of two
stage air cleaners. Before designing an air induction system, the following
information is necessary:

•• Engine model – Make sure this information is accurate and complete.

•• Maximum engine power and speed expected – Include any intermittent or
overload conditions called for in the specifications.
•• Combustion air requirements at maximum power and speed.
•• Engine air inlet pipe size.
•• Air induction system restrictions for louvers, rain guards, precleaners, air
cleaners.
For V-block engines, note if the information is the air inlet size per bank of cyl-
inders or the air inlet size of the air intake header if supplied by Waukesha. If
the header is supplied by others, it is recommended that the header diameter
be sized so the cross sectional area of the header is equal to or greater than
the sum of the areas of the turbocharger inlet connections or the carburetor
inlet ducts on naturally aspirated engines. The main objective is keeping the
intake restriction below the published maximum permissible include proper
system reserve.
SAMPLE PROBLEM
A 12V-AT27GL engine is required for an intermittent duty application. The engine
will operate at 3625 BHP @ 1000 rpm. Factory supplied 32° C (90° F) intercooler
water is used with a 82° C (180° F) jacket water temperature. The site is at sea
level with the highest expected combustion air inlet temperature at 38° C (100° F).
The total air induction system restriction must be calculated to determine whether
it is acceptable or if it exceeds the maximum permissible restriction. The proposed
air induction system is shown in Figure 6-4.

10" TO 14" DIAMETER

90° Y-CONNECTION
TOP VIEW
40 FT. OF 14" DIAMETER

STRAIGHT DUCTING
(2) 10" DIAMETER LONG

RADIUS 90° ELBOWS
10" TO 14" EXPANDERS
RIGHT SIDE VIEW 14" DIAMETER

1 FT. LONG BELLOWS
BUILDING
WALL
TOTALINLET
TOTAL INLETRESTRICTION
RESTRICTION
14IN.
14 IN.BELLOW
BELLOW-EACH - 0.25.
0.25. in. w.c. in. w.c.
(each)
RAINSHIELD--0.5.
RAINSHIELD 0.5.in.
in.w.c.
w.c.
PRECLEANER--0.5.
PRECLEANER 0.5.in.
in.w.c.
w.c.
AIRCLEANER
AIR CLEANER--1.5.
1.5.in.
in.w.c.
w.c.
Figure 6-4 Proposed Air Induction System
Table 6-2
AIR INDUCTION SYSTEM RESTRICTION CALCULATION REFERENCE
1. Determine maximum engine inlet airflow at site conditions:
3625 BHP @ 1000 rpm / 90° F Intercooler / 180° F Jacket Water / 12V-AT27GL
Heat Rejection
Maximum 12V-AT27GL engine airflow = 8865 SCFM
Section of
Actual Airflow = SCFM x (Tsite + 460 / Tstd + 460) Technical Data
= 8865 x (100° F + 460) / (77° F + 460) S-9051-19
= 9245 ACFM (4623 ACFM per turbocharger)
2. Determine the equivalent pressure loss per length of pipe (PL/L) for each applicable component in
the air induction system. Components that are not applicable will be accounted for in Step 5
Quantity Component Airflow (Entrance) PL/L
2 10" to 14" diameter expansion 4623 ACFM 0.81" w.c./10 ft. Appendix B
2 10" diameter long radius 90° elbows 4623 ACFM 0.81" w.c./10 ft.
1 14" to 10" diameter 90° Y connection 4623 ACFM 0.81" w.c./10 ft.
1 40 ft. of 14" diameter straight ducting 9245 ACFM 0.77" w.c./10 ft.

AIR INDUCTION SYSTEM RESTRICTION CALCULATION REFERENCE

3. Determine the Equivalent Duct Length (EDL) for each applicable component in the air induction
system:
Component EDLcomponent
10" to 14" diameter expansion 5.4 ft. Appendix B
10" diameter long radius 90° elbows 16.0 ft.
14" to 10" diameter 90° Y connection 34.7 ft.
40 ft. of 14" diameter straight ducting 40.0 ft.
4. Calculate the pressure loss (PL) for each applicable component in the air induction system:
Component PL/L x QTY x EDL = PL
10" to 14" diameter expansion 0.81" w.c./10 ft. x 2 x 5.4 ft. = 0.87" w.c.
10" diameter long radius 90° elbows 0.81" w.c./10 ft. x 2 x 16.0 ft. = 2.59" w.c. —
14" to 10" diameter 90° Y connection 0.81" w.c./10 ft. x 1 x 34.7 ft. = 2.81" w.c.
40 ft. of 14" diameter straight ducting 0.77" w.c./10 ft. x 1 x 40.0 ft. = 3.08" w.c.
(PL)TOTAL = 9.35" w.c.
5. Determine the total pressure loss for miscellaneous components, (dP)MISC, in the air induction
system which could not be converted into EDL's:
—
(2) 14" Bellows + Rain Shield + Precleaner + Air Cleaner = (dP)MISC
2 x 0.25” w.c. + 0.5" w.c. + 0.5" w.c. + 1.5" w.c. = 3.0" w.c.
6. Calculate the total air induction system restriction:

(PL)TOTAL + (dP)MISC = Total System Restriction —
9.35" w.c. + 3.0" w.c. = 12.35" w.c.
7. Verify that the Total Restriction does not exceed the Maximum Permissible Restriction including a 30% reserve:
12V-AT27GL
Total System Restriction = 12.35" w.c. (From Step 6)
Engine
Maximum Permissible Restriction = 15.0" w.c. (From 5-9051-19) Specification
System Reserve = [1 - (Total System Restriction) / (Maximum Permissible Restriction)] x 100 Section of
= [1 - (12.35" w.c.)/ (15.0, w.c.)] x 100 Technical Data
= 17.7% (Air induction system has too much restriction since minimum reserve is a least 30%) S-9051-19
NOTE: The calculation in metric units follows the same guidelines as the sample
calculation for english units.
SECTION 7 APG AND ATGL

The standard scope of supply of the ATGL, APG2000/12V220GL and APG3000/
18V220GL does not include air filtration. Air filters have to be supplied by the cus-
tomer or ordered optionally at Waukesha. Air inlet piping must be supported such
that no weight is carried by the turbocharger inlet adapter. A vacuum tight flexible
connection at the turbocharger inlet adapter must be used. A rubber "Hump Hose"
specifically designed for internal combustion engines is preferred. This prevents
turbocharger damage from piping strain and vibration.
For the APG2000/12V220GL and APG3000/18V220GL Waukesha requires the
customer to choose a Waukesha option for either a radial or the axial inlet air suc-
tion piece at the turbocharger.

The following optional equipment is offered for the APG2000/12V220GL and

APG3000/18V220GL:
• air intake insulation on the turbo compressor and charge air cooler which
is recommended for CHP applications.
• dry-panel type air filter with rain shields (also ATGL).
• heavy duty air filter with inertia separators and rain shields.
Refer to S-9200-13 or latest revision for air filtration and air quality specifications.
SECTION 8 INSTALLATION SUMMARY

Air Supply
Air is ducted to an engine to assure an ample, steady supply of clean, cool air.
Ducting in fresh air is always preferred to using engine room ventilation air for
combustion. Air ducting pipes should run directly from the engine air intake to a
location away from dirt, soot, warm air or exhaust gases. Also, the air inlet and air
filter should be easily accessible for servicing and maintenance.
WARNING
Air inlets must be located away from fuel tanks, flammable vapors, tank
vents, chemicals, industrial wastes or any other material of explosive
nature. An engine backfire could ignite such material causing a dangerous
explosion. Also, these volatile fumes could be drawn into the engine. Disre-
garding this information could result in severe personal injury or death.
Cold Weather Operation

In cold ambient temperatures, below 50° F (10° C), intake air heating is typically
required to assure proper engine operation. Ducting air from the warm side of the
radiator, utilizing radiant engine heat to warm ducted air, or using warm engine
room air are common methods of providing warm air in cold climates. Auxiliary
water heaters can be used on turbocharged intercooled engines to heat the intake
air with the intercooler prior to and during the starting procedure. Once a turbo-
charged engine is operating, the turbocharger will increase the air temperature as
a result of compressing the air. Refer to the Starting System section of the Gen-
eral Technical Data Manual for special cold weather ATGL starting and running
requirements.
Air Cleaners
Replacement air cleaners must meet Waukesha's requirements of removing
99.6% of coarse dust as described in the SAE J726 Air Cleaner Test Code Stan-
dard. Also, refer to the filter manufacturer's recommended final resistance data to
determine required change intervals.
System Pressure Loss Reserve
The air induction system should be sized with pressure loss reserve, approxi-
mately 30% to minimize required precleaner and air cleaner change intervals.
Also, additional system reserve should be considered if the engine power rating
may be increased in the future. Engine airflow requirements can increase by over
20% when operating at intermittent power ratings compared to continuous power
ratings.

Air Ducting
Flexible connections should be used to mount the air ducting to the engine to iso-
late engine vibrations from the ducting. Use of vibration absorbing hangers can
prevent transmitting engine vibration to the surrounding building. Avoid excessive
pipe bends and fittings to minimize the total air induction system restriction. Make
certain that all pipes and fittings are free of dirt, scale, and slag before engine
startup or damage to engine components could occur. PVC piping and fittings are
recommended.
System Pressure Testing
The entire air induction system from the entrance to the intake manifold flange
gaskets should be carefully checked for air leaks. Pressure testing is recom-
mended. Any leaks in the system would allow unfiltered air to enter the engine.

NOTES

CHAPTER 6
APPENDIX A
AIR INDUCTION SYSTEM INSTALLATION CHECK LIST
1. Air intake point:

Inside Manual
Outside Automatic
Combination Splash and rain protected
2. Is air inlet in cleanest possible location? Yes No

3. Filter System: Wet Dry Dual
4. Filter(s), Make, Model, Size
5. Air line size
6. Air line/tube material
7. Hose clamps:
Make Style
8. Filter and lines properly supported

9. Sharp bends in system eliminated? Yes No
10. System free from chafing points? Yes No
11. Temperature rise air inlet above filter inlet
12. Distance from hot exhaust parts
13. Is air filter in hot air stream
14. System pressure tight? Yes No Not Checked
15. Vacuum at turbo or manifold inlet:
Desired Observed
16. Vacuum at air cleaner inlet:

Desired Observed
17. On two stage air cleaner, vacuum between 1st and 2nd stage
18. Intake manifold pressure:
Desired Observed
19. Calculated air duct pressure drop (30% Reserve Recommended
Form 1091 (Eighth Edition) 6-A1

APPENDIX A
6-A2 Form 1091 (Eighth Edition)

CHAPTER 6
APPENDIX B
SYSTEM RESTRICTION REFERENCES
Table 6-B1 ANSI Schedule 40 Pipe Dimensions
ANSI PIPE ID ID AREA AREA AREA

DIAMETER (INCH) (mm) (INCH2) (mm2) (FT2)
1.5" 1.61 40.894 2.04 1312.77 0.0142
2" 2.067 52.502 3.36 2163.80 0.0233
2.5" 2.344 59.538 4.32 2782.61 0.030
3" 3.068 77.927 7.39 4767.03 0.0513
4" 4.026 102.260 12.73 8208.89 0.0884
5" 5.047 128.194 20.01 12900.42 0.139
6" 6.065 154.051 28.89 18629.39 0.201
8" 7.981 202.717 50.03 32259.06 0.347
10" 10.02 254.508 78.85 50847.84 0.5476
12" 12 304.800 113.1 72928.89 0.7854
14" 13.25 336.550 137.9 88913.73 0.9575
16" 15.25 387.350 182.7 117781.42 1.268
18" 16.88 428.752 223.7 144305.20 1.553
20" 18.81 477.774 278.0 179190.38 1.931
22" 21.00 533.400 346.4 223344.71 2.405
24" 22.60 574.040 401.2 258674.71 2.786
Form 1091 (Eighth Edition) 6-B1

CHAPTER 6 APPENDIX B
(mbar/m)
(8)
(mbar/m)
(7)
(6)
(5)
(4)
(3)
(2)
(1)
1000 2000 3000 4000 5000 6000 7000 8000 m3/hr

Airflow (ACFM or m3/hr)
Figure 6-B1
(mbar/m)
(8)
(mbar/m)
(7)
(6)
(5)
(4)
(3)
(2)
(1)
8500 10500 12500 14500 16500 18500 20500 22500 24500 m3/hr
Airflow (ACFM or m3/hr)
Figure 6-B2
6-B2 Form 1091 (Eighth Edition)

APPENDIX B CHAPTER 6
(mbar/m3)
(4)
(3)
(2)
(1)
26000 29000 32000 35000 38000 41000 44000 47000 50000

Airflow (ACFM or m3/hr) m3/hr
Figure 6-B3

Table 6-B7 Equivalent Pipe Length Of Fittings In Feet (Meter) (Calculated using NTIS Handbook Of Hydraulic Assistance,
Form AEC-TR-6630)
ROUND PIPE DIAMETER

FITTINGS
3" 4" 5" 6" 8" 10" 12" 14" 16" 18" 20" 24"
d/D=1/4 3.5 4.9 6.3 7.9 11.2 14.5 18.3 20.6 24.3 29.7 31.9 39
Flanged (1) (1.5) (1.9) (2.4) (3.4) (4.4) (5.6) (6.3) (7.4) (9.1) (9.7) (11.9)
d 15° D
d/D=1/2 2.4 3.3 4.3 5.4 7.6 9.9 12.5 14.0 16.5 20.3 21.7 27
Flanged (0.7) (1) (1.3) (1.6) (2.3) (3) (3.8) (4.3) (5) (6.2) (6.6) (8.2)
15° DIFFUSER*
EPL BASED ON d/D=3/4 1.1 1.6 2.0 2.5 3.6 4.6 5.8 6.6 7.8 9.5 10.2 13
FLOW AT “d”
Flanged (0.3) (0.5) (0.6) (0.8) (1.1) (1.4) (1.8) (2) (2.4) (2.9) (3.1) (4)
d/D=1/4 1.3 1.8 2.4 3.1 4.3 5.5 7.0 7.7 8.8 10.7 11.9 14.4
Flanged (0.4) (0.5) (0.7) (0.9) (1.3) (1.7) (2.1) (2.3) (2.7) (3.3) (3.6) (4.4)
D 15° d
d/D=1/2 1.0 1.4 1.9 2.5 3.5 4.4 5.6 6.2 7.0 8.6 9.6 11.5
Flanged (0.3) (0.4) (0.6) (0.8) (1.1) (1.3) (1.7) (1.9) (2.1) (2.6) (2.9) (3.5)
15° DIFFUSER*
EPL BASED ON d/D=3/4 0.6 0.8 1.1 1.4 2.0 2.5 3.3 3.6 4.1 5.0 5.6 6.7
FLOW AT “D” Flanged (0.2) (0.2) (0.3) (0.4) (0.6) (0.8) (1) (1.1) (1.2) (1.5) (1.7) (2)
°
90°
34.7 43.7 49.1 58.1
Flanged — — — — —
(10.6) (13.3) (15) (17.7)
— — —
D = 1.4 d
d
Y-CONNECTION
BASED ON
FLOW AT “d”
D 15° d
Bell 0.7 1.0 1.3 1.6 2.3 2.9 3.5 4.0 4.7 5.3 6.1 7.6
Mouth (0.2) (0.3) (0.4) (0.5) (0.7) (0.9) (1.1) (1.2) (1.4) (1.6) (1.9) (2.3)
Inlet
15° DIFFUSER*
EPL BASED ON
FLOW AT “D”
Square 6.7 9.5 13.0 16.0 23.0 29.0 35.0 40.0 47.0 53.0 61.0 76.0
Mouth (2) (2.9) (4) (4.9) (7) (8.8) (10.7) (12.2) (14.3) (16.2) (18.6) (23)
Inlet
* Minimum restriction is with a 6° diffuser. EPL with a 6° diffuser is approximately 1/2 the EPL of a 15° diffuser.

APPENDIX B CHAPTER 6

Standard Pipe.
contractions, use the smaller diameter, d, on
GLOBE VALVE, OPEN GATE VALVE the pipe size scale.
3/4 CLOSED
1/2 CLOSED 2000 (610)
1/4 CLOSED
FULLY OPEN
1000 (305)
500 (152.5)
STANDARD TEE
ANGLE VALVE, OPEN
300 (91.5)
200 (61)

SQUARE ELBOW
100 (30.5)

SWING CHECK VALVE,

30 (9.1)
20 (6.1)
d/D – 1/4
d/D – 1/2 10 (3.1)
d/D – 3/4
SIDE OUTLET
ORDINARY 3 (0.9)
ENTRANCE
2 (0.6)
OF TEE REDUCED 1/2
d/D – 1/4
d/D – 1/2
d/D – 3/4 0.5 (0.15)
0.3 (0.09)
0.2 (0.06)
45° ELBOW

RUN OF STANDARD TEE
Figure 6-B4 Equivalent Pipe Length Of Fittings In Feet


CHAPTER 6
APPENDIX C
PRESSURE CONVERSION TABLE
Table 6-C1
P.S.I. in./H2O in./Hg. mm/H2O mm/Hg. kg/cm2 bar mbar Pa kPa
0.001 0.0277 0.0020 0.7031 0.0517 0.0001 0.0001 0.0690 6.895 0.0069
0.01 0.2768 0.0204 7.031 0.5171 0.0007 0.0007 0.6895 68.95 0.0690
0.05 1.384 0.1018 35.15 2.586 0.0035 0.0034 3.447 344.7 0.3447
0.10 2.768 0.2036 70.31 5.171 0.0070 0.0069 6.895 689.5 0.6895
0.11 3.045 0.2240 77.34 5.689 0.0077 0.0076 7.584 758.4 0.7584
0.15 4.152 0.3054 105.5 7.757 0.0105 0.0103 10.4 1034 1.034
0.18 4.982 0.3665 126.6 9.309 0.0126 0.0124 12.41 1241 1.241
0.20 5.536 0.4072 140.6 10.34 0.0141 0.0138 13.79 1379 1.379
0.22 6.090 0.4479 154.7 11.14 0.0155 0.0152 15.17 1517 1.517
0.25 6.920 0.5090 175.8 12.93 0.0176 0.0172 17.24 1724 1.724
0.29 8.027 0.5904 203.9 15.00 0.0204 0.0200 19.99 1999 1.999
0.30 8.304 0.6108 210.9 15.51 0.0211 0.0207 21.68 2068 2.068
0.35 9.688 0.7126 246.1 18.10 0.0246 0.0241 24.13 2413 2.413
0.37 10.24 0.7533 260.1 19.13 0.0260 0.0255 25.51 2551 2.551
0.40 11.07 0.8144 281.2 20.69 0.0281 0.0276 27.58 2758 2.758
0.43 11.90 0.8755 302.3 22.24 0.2302 0.0297 29.65 2965 2.965
0.45 12.46 0.9162 316.4 23.27 0.0316 0.0310 31.03 3103 3.103
0.47 13.01 0.9569 330.4 24.31 0.0330 0.0324 32.40 3240 3.240
0.50 13.84 1.018 351.5 25.86 0.0352 0.0345 34.47 3447 3.447
0.54 14.95 1.099 379.7 27.93 0.0380 0.0372 37.23 3723 3.723
0.55 15.22 1.120 386.7 28.44 0.0387 0.0379 37.92 3792 3.792
0.58 16.05 1.181 407.8 29.99 0.0408 0.0400 39.99 3999 3.999
0.60 16.61 1.222 421.8 31.03 0.0422 0.0414 41.37 4137 4.137
0.65 17.89 1.323 457.0 33.61 0.0457 0.0448 44.82 4482 4.482
CONVERSION FACTORS
Note: Conversion factors are rounded.
P.S.I. x 27.68 = in. H2O P.S.I. x 703.1 = mm/H2O P.S.I. x 0.0703 = kg/cm2 P.S.I. x 68.95 = mbar P.S.I. x 6.895 = kPa
P.S.I. x 2.036 = in. Hg P.S.I. x 51.71 = mm/Hg P.S.I. x 0.0690 = bar P.S.I. x 6895 = Pa
Form 1091 (Eighth Edition) 6-C1

CHAPTER 6 APPENDIX C
Table 6-C1
0.69 19.10 1.405 485.1 35.68 00485. 0.0476 47.57 4757 4.757
0.70 19.38 1.425 492.2 36.20 0.0492 0.0483 48.26 4826 4.826
0.75 20.76 1.527 527.3 38.79 0.0527 0.0517 51.71 5171 5.171
0.76 21.04 1.547 534.3 39.30 0.0534 0.0524 52.40 5240 5.240
0.80 22.14 1.629 562.5 41.37 0.0562 0.0552 55.16 5516 5.516
0.85 23.53 1.731 597.6 43.96 0.0598 0.0586 58.60 5860 5.860
0.87 24.08 1.771 611.7 44.99 0.0612 0.0600 59.98 5998 5.998
0.90 24.91 1.832 632.8 46.54 0.0633 0.0620 62.05 6205 6.205
0.94 26.02 1.914 660.9 48.61 0.0661 0.0648 64.81 6481 6.481
0.95 26.30 1.934 667.9 49.13 0.0668 0.0655 65.50 6550 6.550
1.0 27.68 2.036 703.1 51.71 0.0703 0.0690 68.95 6895 6.892
1.5 41.52 3.054 1055 77.57 0.1055 0.1034 103.4 10340 10.34
1.7 47.06 3.461 1195 87.92 0.1195 0.1172 117.2 11720 11.72
2.0 55.36 4.072 1406 103.4 0.1406 0.1379 137.9 13790 13.79
2.2 60.90 4.479 1547 113.8 0.1547 0.1517 151.7 15170 15.17
2.5 69.20 5.090 1758 129.3 0.1758 0.1724 172.4 17240 17.24
3.0 83.04 6.108 2109 155.1 0.2109 0.2068 206.8 20680 20.68
3.2 88.58 6.515 2250 165.5 0.2250 0.2206 220.6 22060 22.06
3.5 96.88 7.126 2461 181.0 0.2461 0.2413 241.3 24130 24.13
4.0 110.7 8.144 2812 206.9 0.2812 0.2758 275.8 27580 27.58
4.3 119.0 8.775 3023 222.4 0.3023 0.2965 296.5 29650 29.65
4.5 124.6 9.162 2164 232.7 0.3164 0.3103 310.3 31030 31.03
4.7 130.1 9.569 3304 243.1 0.3304 0.3240 324.0 32400 32.40
5.0 138.4 10.18 3515 258.6 0.3515 0.3447 344.7 34470 34.47
5.4 149.5 10.99 3797 279.3 0.3797 0.3723 372.3 37230 37.23
5.5 152.2 11.20 3867 284.4 0.3867 0.3792 379.2 37920 37.92
5.8 160.5 11.81 4078 299.9 0.4078 0.3999 399.9 39990 39.99
6.0 166.1 12.22 4218 310.3 0.4218 0.4137 413.7 41370 41.37
6.2 171.6 12.62 4359 320.6 0.4359 0.4275 427.5 42750 42.75
6.5 179.9 13.23 4570 336.1 0.4570 0.4482 448.2 44820 44.82
CONVERSION FACTORS
6-C2 Form 1091 (Eighth Edition)

APPENDIX C CHAPTER 6
Table 6-C1
6.9 191.0 14.05 4851 356.8 0.4851 0.4757 475.7 47570 47.57
7.0 193.8 14.25 4922 362.0 0.4921 0.4826 482.6 48260 48.26
7.3 202.1 14.86 5132 377.5 0.5132 0.5033 503.3 50330 50.30
7.5 207.6 15.27 5273 387.9 0.5273 0.5171 517.1 51710 51.71
8.0 221.4 16.29 5625 413.7 0.5625 0.5516 551.6 55160 55.16
8.6 238.0 17.51 6047 444.7 0.6046 0.5929 592.9 59290 59.29
9.0 249.1 18.32 6328 465.4 0.6328 0.6205 620.5 62050 62.05
9.6 265.7 19.54 6750 496.5 0.6749 0.6619 661.9 66190 66.19
10.0 276.8 20.36 7031 517.1 0.7031 0.6895 689.5 68950 68.95
16.0 442.9 32.58 11250 827.4 1.125 1.103 1103 110300 110.3
20.0 553.6 40.72 14060 1034 1.406 1.379 1379 137900 137.9
22.0 609.0 44.79 15470 1138 1.547 1.519 1517 151700 151.7
25.0 692.0 50.90 17580 1293 1.758 1.724 1724 172400 172.4
CONVERSION FACTORS
Form 1091 (Eighth Edition) 6-C3

CHAPTER 6 APPENDIX C
6-C4 Form 1091 (Eighth Edition)

CHAPTER 7
EXHAUST SYSTEMS
INTRODUCTION Proper design of an engine exhaust system is important for safe, long lasting ser-
vice with minimum maintenance. The functions of an engine exhaust system are:
• Safely remove hot exhaust gas and discharge it in a safe area.
• Maintain acceptable noise levels.
• Control exhaust emissions to be within local regulations.
Additionally, exhaust systems are sometimes used to recover exhaust thermal
energy in heat exchangers. The exhaust gas may also be recovered for its chemi-
cal properties (carbon dioxide) or as an inert gas. Inert exhaust gas is sometimes
compressed and injected into an oil well for oil recovery.
The following sections need to be considered when designing and installing the
exhaust system.
SECTION 1 EXHAUST PIPING

Selecting the exhaust piping material and strength is very important to get a safe,
long lasting exhaust system.
An exhaust explosion is possible if an ignition fails on a natural gas engine. The
minimum requirements for the design of the exhaust system should be to contain
explosions that could be encountered during the operation of the engine. Wauke-
sha recommends ANSI schedule 10 stainless steel or ANSI schedule 20 carbon
steel pipe as a minimum. Stainless steel pipe has greater strength properties at
elevated temperatures. Double walled piping and slip joints do not have sufficient
strength to contain exhaust explosions and therefore are not allowed for gas
engine exhaust systems.
Exhaust Temperature
Exhaust gas temperature from natural gas engines ranges from 600 – 1300° F
(316 – 704° C). The exhaust piping is also at this temperature. Insulating the
exhaust piping and components is important to avoid fire and personal injury haz-
ards on indoor and some outdoor installations. Insulating the exhaust system also
reduces radiant heat in the engine room and allows for more efficient transfer to
exhaust heat recovery equipment (when utilized).
Refer to local fire codes for proper insulation material and usage. The safety
codes governing installation procedures for exhaust systems are numerous and
complex. The designer must consult OSHA for all applications in the United
States, and all local and state agencies having jurisdiction in the area in which the
installation is located.

CHAPTER 7 EXHAUST SYSTEMS
Any items which will come in contact with the hot exhaust piping must be suitable
for this temperature. Some items to consider are:
• Flexible Connections
• Hanging brackets
• Rollers
• Gasket materials
• Building Walls (where piping passes through)
WARNING
Use high temperature gasket materials and proper room ventilation. Inade-
quate gaskets can break down allowing poisonous exhaust gas to leak.
These fumes can cause personal injury or death.
Exhaust Velocity
Piping should be sized to keep exhaust velocity less than 12,000 ft/min (60 m/
sec). This will keep exhaust restriction and exit noise low.
SECTION 2 THERMAL GROWTH AND EXHAUST FLEXIBLE CONNECTIONS

With exhaust gas temperatures reaching 1300° F, thermal growth can be consid-
erable. The notes below refer to Figure 7-1 on page 7-4.
NOTES:
1. Allow for thermal expansion of the exhaust pipe beyond the engine exhaust
flex connection. The Waukesha exhaust flex (when supplied) will accommo-
date engine thermal expansion but cannot tolerate movement imposed by
external thermal growth. Insulated pipes will run hotter and consequently
expand more.
COEFFICIENT OF EXPANSION Ce
– 6 in – 5 mm
Steel 6.5 x 10 ------------- ( 1.17 x10 ----------------- )
in °F mm°C
– 6 in – 5 mm
Stainless Steel 9.9 x10 ------------- ( 1.7 x10 ----------------- )
in °F mm°C
Thermal expansion can be calculated with the following formula:

Equation 1
Le = Ce * L * (Texh – Tstnd)/100
WHERE:
Le = Length of pipe expansion (inches or meters)
Ce = Coefficient of expansion for the material (in/in/ ° F or mm/mm° C)
L = Piping length at standard conditions (inches or meters)
Texh = Exhaust Temperature (° F or ° C)
Tstnd = Standard Temperature (° F or ° C)

EXHAUST SYSTEMS CHAPTER 7
EXAMPLE: How much will 10 ft. of steel pipe expand for an engine with an
exhaust temperature of 1060° F based on 60° F ambient.
in
Ce = 0.00065 -------------
in °F
L = 10 ft * 12 in/ft = 120 inches
Texh= 1060° F
Tstnd= 60° F
Le = 0.00065 in/in/ °F * 120 in * (1060° F - 60° F)/100 = 0.78 in
2. An exhaust flexible connection has “spring constants” (lateral, axial, radial,
and torsional) that should be considered when engineering the exhaust sys-
tem. Transmission of forces to the engine exhaust connection must be zero.
(Any specific load or bending moment limits shown on an engine installation
drawing must not be exceeded.)
3. Design the exhaust system so it will not impose torsional forces on the
exhaust flexible connection.
4. The exhaust flexible connection should be designed to allow for flexing
caused by engine operation; acceleration, deceleration, starting, and stop-
ping. A Waukesha exhaust flexible connection (when supplied) will accommo-
date engine vibrations with a solidly mounted unit, but cannot tolerate the
additional forces/displacement imposed by mounting on spring isolators.
Additional flexible connection capabilities will be required when the unit is
mounted on isolators.
5. Consider expected life. Cyclic flexing can lead to premature failure by causing
fatigue breakage.
6. Utilize a combination of fixed supports, rollers and flexible connections to pro-
vide a well designed exhaust system. See the sketches in Figure 7-1 for addi-
tional concepts.
7. Provide water traps/drains to prevent exhaust condensation and/or rain from
reaching the engine. This is especially true on long pipe runs. Use rain caps
where applicable. Slope piping away from engine.
8. The minimum requirements for the design of the exhaust system should be to
contain explosions that could be encountered during the operation of the
engine. Waukesha recommends the use of carbon steel schedule 20 pipe as
a minimum. Stainless steel schedule 10 pipe is preferred because of its
greater strength properties at elevated temperatures. Waukesha does not
recommend using double walled piping or slip joints on engine exhausts.
9. Utilize smooth transition to final pipe size when a transition in size is required.
Waukesha recommends a diverging angle of 15 degrees for low pressure
drop (see sketches for straight and elbowed transitions).
10. Engines with two exhaust outlets combined into one (such as 12V-AT27GL
engine) must have a symmetrical design up to and including the point of con-
vergence of the two exhaust streams to produce proper flow and restriction
balance. Convergence angle from the center of symmetry must not exceed 45
degrees. The outlet area of the y-connection must be equal to or greater than
the sum of the two inlet areas.

11. Size piping and silencer so that exhaust system back pressure, as measured
at the engine outlet flange, is less than that indicated in the specifications
page in the tech data book.
12. Provide clearance to permit use of a chain hoist for removal of heavy compo-
nents.
Exhaust outlet flange (125#)

(See installation drawing for
flange size)
TYPICAL
WAUKESHA Exhaust system
EXHAUST must support its own
FLEXIBLE weight and thermal
CONNECTION (SEE NOTE 3)
expansion beyond
this point TYPICAL EXHAUST SYSTEM EXAMPLE:
Other systems utilizing longer pipe runs, heat recovery
Exhaust outlet flange
equipment, catalytic converter, etc. can be engineered (SEE
*Maximum distortion due to customers piping NOTE 11)
using similar concepts.
(SEE NOTE 3)
DRAIN
(SEE
NOTE 7)
ADDITIONAL FLEXIBLE
CONNECTION (SEE NOTE 4)
ADDITIONAL FLEXIBLE
CONNECTION
(SEE NOTE 4)
NORMAL PROFILE WITH SPRING ISOLATORS LOW PROFILE WITH SPRING ISOLATORS
15°
LEGEND
Growth (Change in Length) See Note 1
Direction of Growth
(Growth Not Allowed in Opposite Direction)
SEE
NOTE 9 Fixed (Rigid) Pipe Mounts
Roller
STRAIGHT ELBOWED Flex Conn. Must Accommodate All Growth
TRANSITION TRANSITION Between Rigid Mounts
Figure 7-1 Waukesha Engine Installation Schematic

SECTION 3 SOUND ATTENUATION

Engine exhausts are very loud and in most locations require silencing to meet
local noise regulations. Numerous silencer designs exist for various levels of
sound attenuation and backpressure. Some silencers incorporate exhaust heat
recovery. Selecting a silencer for an engine requires knowing local noise level
regulations, exhaust flow rate, and allowable engine exhaust backpressure. A
silencer supplier can then be contacted to properly specify a silencer.
The exhaust flow rate, temperature and allowable exhaust backpressure informa-
tion is available for the specific engine model in the Waukesha Technical Data
Book. Calculating the entire exhaust system backpressure is addressed later in
this chapter.
SECTION 4 EMISSIONS TREATMENT

Emissions regulations for natural gas engines are constantly changing and vary
widely among the various air districts. Waukesha offers “Lean Combustion”
(GL, GLD, LTD) engines which produce very low exhaust emissions levels. These
engines are acceptable in many parts of the United States and the World without
further exhaust treatment. Areas where air quality has deteriorated below local air
quality standards will often require exhaust emissions treatment.
Emissions treatment for “Stoichiometric” engines (G, GSI, GSID) commonly use
of a catalytic converter to oxidize or reduce pollutants to harmless, naturally
occurring compounds. A precise electronic control of air fuel ratio is necessary to
maintain the correct chemical concentrations in the exhaust for optimum oxidation
and reduction reactions. Waukesha offers electronic controls for this function.
Emissions treatment of “Lean Combustion” (GL, LT, GLD, LTD) engines normally
consists of oxidizing catalysts to oxidize carbon monoxide and hydrocarbons in
the exhaust. This application does not require precise electronic control.
Crankcase breathers are often considered a pollution source. Permits for both the
exhaust system and breather system can be very time consuming and expensive.
The breather emissions can often be piped into the exhaust system downstream
of catalysts and heat recovery equipment, or use a closed breather system. The
exhaust stack is then considered as the only pollution source.
Emissions requirements must be determined early in a project so permits can be
applied for and the correct engine configuration and/or emissions treatment can
be selected.
SECTION 5 EXHAUST PURGING

To prevent explosions and personal injury the engine and the exhaust system are
purged by cranking the engine for several seconds before the ignition is turned on
and the fuel valves are opened. The purge volume of the engine is approximately
its displacement for every two revolutions. In case the volume of the exhaust sys-
tem is such that it will not be purged several times by the cranking of the engine
the customer has to use as alternative means to purge the exhaust system.
APG2000/12V220GL and APG3000/18V220GL
For larger engines like the APG2000/12V220GL and APG3000/18V220GL, a ven-
tilation blower is required on the exhaust system. The blower should be located
close to the engine exhaust using a valve to separate the blower from the engine
during normal operation. A flow switch is to be installed to ensure that the blower

is functioning. A temperature switch is to be installed to ensure that the valve is

closed during engine operation. For more information reference S-09200-21,
220GL Exhaust Ventilation Equipment Specifications, or most current version.
It is advised to purge the exhaust with a volume of air at least three times the
exhaust system volume after every shut-down and before every start-up.
In case of the APG2000/12V220GL and APG3000/18V220GL the auxiliary sys-
tem interface provides the logic for the exhaust ventilation system.
SECTION 6 EXHAUST BACKPRESSURE

Exhaust system backpressure limits are established for each engine model. Back
pressure limits are available in the Waukesha Technical Data Book Engine Speci-
fications section for the particular model of interest. Exceeding these back pres-
sure limits can cause horsepower output to decrease, fuel consumption to
increase, and breather backpressure to increase, causing high crankcase pres-
sure. High crankcase pressure will cause numerous oil leaks and may cause
operational problems.
Exhaust system backpressure can be calculated using the procedure described
below:
Exhaust Restriction Calculation
Sizing exhaust piping and exhaust components (silencers, heat recovery equip-
ment, catalytic converters) will require knowing the exhaust flow rate and temper-
ature at the maximum operating speed and load. The flow rate and temperature
must be considered for any intermittent or overload conditions required in the
specification.
and transitions, and piping material used. The following procedure will help deter-
mine piping restriction.
1. Determine exhaust volume flow rate (ft3/min or m3/hr) for the specific engine
model from the heat rejection sections in the Technical Data Manual. If
exhaust flow is given in terms of mass flow, a conversion is available in the
notes section of the heat balance.
2. Calculate exhaust velocity (V) for each pipe size used:
Equation 2
Flow ( ft 3 /min )
V ( FPM ) = --------------------------------------------------------
Pipe inside area ( ft 2 )
or
·· Flow ( m 3 /hr )
V ⎛ ---------⎞ = 277.8 x ---------------------------------------------------------------
m
⎝ sec⎠ Pipe inside area ( mm 2 )
Pipe Area ( ft 2 ) = { Diameter (inch) } 2 × π/4 × 0.00694 ft 2 /inch 2

Inside diameter and area for common pipe sizes are given in Table 7-1.

Pipe Areas for ANSI Schedule 40 Pipe
Table 7-1 ANSI Schedule 40 Pipe Dimensions
ANSI PIPE ID ID AREA AREA AREA

DIAMETER (inch) (mm) (inch2) (mm2) (ft2)
1.5" 1.61 40.894 2.04 1312.77 0.0142
2" 2.067 52.502 3.36 2163.80 0.0233
2.5" 2.344 59.538 4.32 2782.61 0.030
3" 3.068 77.927 7.39 4767.03 0.0513
4" 4.026 102.260 12.73 8208.89 0.0884
5" 5.047 128.194 20.01 12900.42 0.139
6" 6.065 154.051 28.89 18629.39 0.201
8" 7.981 202.717 50.03 32259.06 0.347
10" 10.02 254.508 78.85 50847.84 0.5476
12" 12 304.800 113.1 72928.89 0.7854
14" 13.25 336.550 137.9 88913.73 0.9575
16" 15.25 387.350 182.7 117781.42 1.268
18" 16.88 428.752 223.7 144305.20 1.553
20" 18.81 477.774 278.0 179190.38 1.931
22" 21.00 533.400 346.4 223344.71 2.405
24" 22.60 574.040 401.2 258674.71 2.786
3. Determine pressure loss (PL) per 10 ft (3m) of pipe for each velocity and pipe
size from Figure 7-3 and Figure 7-4.
4. Determine the equivalent pipe length (EPL) for all fittings of each pipe size:
Figure 7-5 and Table 7-3 give equivalent pipe length in feet for various pipe
fittings. For each pipe size sum the EPLs and add them to the total length of
straight pipe of that size to find the total of each pipe size. Exit loss does not
need to be considered in these calculations.

Table 7-2 Pipe Wall Thickness
WALL THICKNESS OF SCHEDULE 40 PIPE PER PIPE SIZE
PIPE ID THICKNESS THICKNESS

(INCH) (INCH) (mm)
2 0.154 3.9
4 0.237 6.0
6 0.280 7.1
8 0.322 8.2
10 0.365 9.3
12 0.406 10.3
14 0.438 11.1
16 0.500 12.7
20 0.594 15.1
24 0.688 17.5
WALL THICKNESS OF SCHEDULE 20 PIPE PER PIPE SIZE
8 0.250 6.4
10 0.250 6.4
12 0.250 6.4
14 0.312 7.9
16 0.312 7.9
18 0.312 7.9
20 0.375 9.5
22 0.375 9.5
24 0.375 9.5

EXHAUST PIPING RESTRICTION

mbar/m inch wc SCHEDULE 40 PIPE
UP TO 12,000 FPM
9.2 11
PIPE SIZE
8.3 10
RESTRICTION (inch wc per 10 ft and mbar/meter)
2"
7.5 9
6.7 8
5.8 7
5 6 3"
4.2 5
4"
3.3 4
5"
2.5 3
6"
1.7 2 8"
0.8 1
0 0
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
0 5 10 15 20 25 30 36 41 46 51 56 61 (m/sec)
VELOCITY FPM (m/sec)
Figure 7-2 Restriction Vs. Velocity for Pipe Diameter up to 8”


mbar/m inch SCHEDULE 40 PIPE
RESTRICTION (inch wc per 10 ft and in mbar per meter)
26.7
2" 3" 4" 5"
25 PIPE SIZE 6"
23.3
21.7
20
18.3 8"
16.7
15
13.3
11.7
10
8.3
6.7
5
3.3
1.7
0
FPM
0 10 20 30 41 51 61 71 81 91 102 112 122 132 142 152 163 173 183 193 203 m/s
VELOCITY 1000 X FPM (m/sec)
Figure 7-3 Restriction Vs. Velocity for Pipe Diameter up to 8”(High Speed)

mbar/m inch SCHEDULE 20 PIPE
8.3
10"
PIPE SIZE
7.5
RESTRICTION (inch wc per 10 ft)
6.7
12"
5.8
14"
5
16"
4.2
20"
3.3
24"
2.5
1.7
0.8
0
FPM
0 10 20 30 41 51 61 71 81 91 102 112 122 132 142 152 162 172 m/s
VELOCITY 1000 X FPM (m/sec)

Figure 7-4 Restriction Vs. Velocity for Pipe Diameter up to 24”


Standard Pipe.
3/4 CLOSED
1/2 CLOSED 2000 (610)
1/4 CLOSED
FULLY OPEN
1000 (305)
500 (152.5)
STANDARD TEE
ANGLE VALVE, OPEN
300 (91.5)
200 (61)

SQUARE ELBOW
100 (30.5)

SWING CHECK VALVE,

30 (9.1)
20 (6.1)
d/D – 1/4
d/D – 1/2 10 (3.1)
d/D – 3/4
SIDE OUTLET
ORDINARY 3 (0.9)
ENTRANCE
2 (0.6)
OF TEE REDUCED 1/2
d/D – 1/4
d/D – 1/2
d/D – 3/4 0.5 (0.15)
0.3 (0.09)
0.2 (0.06)
45° ELBOW

RUN OF STANDARD TEE
Figure 7-5 Equivalent Pipe Length Of Fittings In Feet

Table 7-3 Equivalent Pipe Length Of Fittings In Feet (Meter) (Calculated using NTIS Handbook Of Hydraulic Assistance,
Form AEC-TR-6630)
PIPE SIZE
ADDITIONAL FITTINGS
3" 4" 5" 6" 8" 10" 12" 14" 16" 18" 20" 24"
d/D=1/4 3.5 4.9 6.3 7.9 11.2 14.5 18.3 20.6 24.3 29.7 31.9 39
Flanged (1) (1.5) (1.9) (2.4) (3.4) (4.4) (5.6) (6.3) (7.4) (9.1) (9.7) (11.9)
d 15° D
d/D=1/2 2.4 3.3 4.3 5.4 7.6 9.9 12.5 14.0 16.5 20.3 21.7 27
Flanged (0.7) (1) (1.3) (1.6) (2.3) (3) (3.8) (4.3) (5) (6.2) (6.6) (8.2)
15° DIFFUSER*
EPL BASED ON d/D=3/4 1.1 1.6 2.0 2.5 3.6 4.6 5.8 6.6 7.8 9.5 10.2 13
FLOW AT “d” Flanged (0.3) (0.5) (0.6) (0.8) (1.1) (1.4) (1.8) (2) (2.4) (2.9) (3.1) (4)
d/D=1/4 13.2 18.7 24.3 30.1 42.7 56 70 79 93 114 122 151

Flanged (4) (5.7) (7.4) (9.2) (13) (17.1) (21.3) (24) (28) (35) (37) (46)
d D d/D=1/2 8.5 12.1 15.7 19.5 27.6 35.9 45.4 51 60 74 79 97

Flanged (2.6) (3.7) (4.8) (5.9) (8.5) (11) (14) (15.5) (18) (23) (24) (30)
SUDDEN EXPANSION d/D=3/4 2.9 4.2 5.4 6.7 9.5 12.3 15.5 17.6 20.8 25.4 27.2 34
BASED ON FLOW AT “d” Flanged (0.9) (1.3) (1.6) (2.0) (2.9) (3.7) (4.7) (5.4) (6.3) (7.7) (8.3) (10.4)
90°
34.7 43.7 49.1 58.1
Flanged — — — — —
(10.6) (13.3) (15) (17.7)
— — —
D = 1.4 d
d
Y-CONNECTION
BASED ON
FLOW AT “d”
NOTE: *Minimum restriction is with a 6° diffuser. EPL with a 6° diffuser is approximately 1/2 the EPL of a 15° diffuser.
5. Calculate the exhaust gas density correction:

Equation 3
DC = Lc * 520 / (460 + Texh) or DC= Lc * 273 / (273 + Texh °C)
WHERE:
Dc = density correction
Lc = lambda correction,
for Lambda = 0.97 to 1.06, Lc = 0.95 (rich burn)
for Lambda = 1.53 to 2.0, Lc = 0.97 (lean burn)
Texh = exhaust temperature ° F (° C)
6. Calculate the total piping restriction RP for each pipe size:
Equation 4
R = P L1 ( psi )- × D × EPL (ft) or R

---------------------- P L1 ( mbar ) × D × EPL (m)
= -----------------------------
P1 10 ft. c P1 m c

7. Calculate the total exhaust system restriction:

Equation 5
RT = RP1 + RP2 + RP3 + Rs + RA
WHERE:
RT= total restriction (psi or mbar)
RP1,2,3 = piping restriction for various pipe sizes (psi or mbar)
RS = silencer restriction (psi or mbar)
RA = accessories (catalyst, boiler, etc.) restriction (psi or mbar)
SAMPLE PROBLEM
A 12V-AT27GL engine will operate 3130 BHP @ 1000 RPM with 2.5" Water Col-
umn silencer restriction. The designer has planned an exhaust system as shown
in Figure 7-6.
12 FT OF 18" PIPE
SILENCER
1 FT OF 18" PIPE
12" LR ELBOW
18" LR
ELBOW
2 FT OF 18" PIPE
8" TO 12" DIFFUSER
RESTRICTION
8” BELLOWS = 1.0” WC
8" DIAMETER X 12" LONG BELLOWS SILENCER = 2.5” WC
Figure 7-6 Schematic for Sample Problem

Table 7-4
EXHAUST SYSTEM RESTRICTION CALCULATION REFERENCE

1. Determine exhaust flow:
exhaust mass flow = 34,565 Lb/Hr exhaust volume flow: S-9051-21
exhaust temperature = 703 °F Heat Rejection
Section of
34,565 lb/hr × ( 703° F + 460° )
F = ----------------------------------------------------------------------------------- = 17,670 CFM Technical Data
v 2275
per bank Fv = 17,670/2 = 8,835 CFM
2. Calculate the exhaust velocity for each pipe size. Equation 2
Velocity in 8" pipe (per bank)
8,835 ft 3 /min
V = ------------------------------------- = 25,461 ft/min
8 2
0.347 ft
Velocity in 12" pipe (per bank)
8,835 ft 3 /min
V = ----------------------------------- = 11,249 ft/min Table 7-1
12 0.7854 ft 2
Velocity in 18" pipe (whole engine)
3
17,670 ft /min
V = -------------------------------------- = 11,378 ft/min
18 1.553 ft 2
3. Determine pressure loss per 10 feet of pipe:

Pressure loss in 8" pipe @ 25,461 ft/min
P = 9″ wc/10 ft Figure 7-3
L8
P = 1.0″ wc/10 ft Figure 7-4
L12
P = 0.6″ wc/10 ft Figure 7-4
L18
4. Determine the equivalent pipe length:
EPL 2 ( 8" to 12" diffuser )

8 Table 7-3
2(5.04ft ) = 10.1 ft
EPL = 2 ( 12″ LR elbow ) + ( Y-Connection ) Table 7-3

12
= 2(20 ft) + 43.7 ft = 83.7 ft Figure 7-5
EPL = (12 ft + 2 ft + 1 ft) + (18″ LR elbow )

18 Figure 7-5
= 15 ft + 31 ft = 46 ft
5. Calculate the exhaust gas density correction:

Equation 3
D = 0.97 × 520 / ( 460 + 703 ) = 0.434
2
6. Calculate the total piping restriction Rp for each pipe size:
R = 9" wc/10 ft × 0.434 × 10.1 ft = 3.95" wc

P1
Equation 4
R = 1.0" wc/10 ft × 0.434 × 83.7 ft = 3.63" wc
P2
R = 0.6" wc/10 ft × 0.434 × 46 ft = 1.20" wc
P3
7. Calculate the total exhaust system restriction (RS = 2.5” wc and RB = 1.0” wc):
Equation 5
R = 3.95" wc + 3.63" wc + 1.20" wc + 2.5" wc + 2 (1.0" wc) = 13.28" wc
T
NOTE: Note: The calculations in meter units follows the same guidelines as the sample calculation in English units.


Exhaust Discharge
The end of the exhaust line must be designed to keep out rain water, dust and
dirt. Vertical discharge outlets should have a rain cap to prevent moisture, dust
and dirt from entering while an engine is shutdown. Exhaust discharge and flow
path must be away from radiators and engine air intakes. Miter cut exhausts will
reduce exit noise.
Exhaust Gas
Exhaust gas is poisonous and must be discharged to a harmless location. Do not
discharge gases near the engine air intake system, ventilation ducts, windows or
buildings. The discharge location must have sufficient natural ventilation to carry
away the exhaust gas preventing an unhealthy concentration. Observe safety and
other applicable codes.
The discharge must also be at a safe distance from flammable waste dump sites
and fuel storage areas. Observe local fire codes and other applicable codes.
Moisture Traps and Drains
Exhaust gas contains 10 – 20% water in the form of steam. During startup of a
cold system large amounts of water will condense and collect in low spots of the
exhaust piping which can result in corrosion. Moisture traps with drains in these
low spots will provide a convenient way for removing this water. Many silencer
and heat recovery equipment manufacturers provide traps and drains in their
equipment.
Common Exhaust Systems
Using a single exhaust system fed by several engines is discouraged by Wauke-
sha Engine. An engine which is shutdown becomes a path for exhaust gas to
leak. This exhaust gas will condense water in the shutdown engine causing
hydraulic lock, valve sticking, ring sticking, rust, and other engine damage. The
exhaust leak path could cause poisonous exhaust gas to collect in an engine
room.
Figure 7-7 Common Exhaust System
Ducting
Never run hot exhaust pipes near flammable materials or fuel supply lines.

Relief Valves
Explosion relief valves located in the exhaust piping near the engine can protect
exhaust components from a damaging exhaust explosion. Explosion relief valves
must be vented to a safe location to prevent fires or personal injury.
Never discharge engine exhaust into a brick, tile,

CAUTION or cement block chimney, or a similar structure.
Exhaust pulsations could cause severe structural damage.

SECTION 8 EXHAUST SYSTEM CHECKLIST

1. Engine exhaust flow______ CFM (m³/hr) @ ____ ° F (° C) @_____ in H2O
(mbar) max restriction.
2. Exhaust system length ______ Ft. (m)
3. Quantity of elbows in exhaust system ______
4. Exhaust system equivalent pipe length ______ Ft. (m)
5. Diameter of exhaust pipe ______
6. Silencer restriction ______ in H2O (mbar)
7. Catalyst restriction ______ in H2O (mbar)
8. Exhaust system restriction ______ in H2O (mbar)
9. Exhaust gas velocity ______ FPM (m/sec) (should be < 12,500 FPM
(60 m/sec)
10. Exhaust system thermal growth ______ in. (m)
Check List for Exhaust Systems
1. Size piping for pressure drop / restriction ____________________________
2. Size exhaust silencer for noise and flow requirements. __________________
3. Does the piping require insulating? _________________________________
4. Does the piping meet WED spec S-8242 or most current version?_________
5. Is a pressure relief valve required? _________________________________
6. Has the relief valve been piped to a safe location? _____________________
7. Are flexes installed in the proper locations?___________________________
8. Has the piping been supported properly - independent of engine? _________
9. Is the piping growth away from the engine?___________________________
10. Is a catalyst required? ___________________________________________
11. Has the catalyst been sized correctly? ______________________________
12. Has the exhaust outlet been located to minimize noise? _________________
13. Are all transitions smooth?________________________________________
14. Has the exhaust outlet been designed to keep out rain, dust and dirt? ______
15. Has the exhaust been piped to a safe location? _______________________
16. Has the exhaust system been designed to withstand an exhaust explosion?
_____________________________________________________________
17. Are all elbows long radius? _______________________________________
18. For APG2000/3000: Has proper equipment been installed in order to ventilate
the exhaust system? ____________________________________________

NOTES

CHAPTER 8
FUEL SYSTEMS
INTRODUCTION Proper design and installation of the fuel system is required to meet the expected
performance and operation of the engine. The information in this chapter will help
with understanding the function of the fuel system and properly using it.
SECTION 1 EXPLOSION SAFETY

Preventing Gas Leakage
Air leaking into gaseous fuels can create explosive mixtures. This can cause
explosions resulting in material damage, severe personal injury and death. To
prevent this the following guidelines should be observed.
Engine specific fuel gas supply should automatically be closed in a shut-down
mode with a fail safe shut-off valve located outside the engine room (before gas
pressure control equipment). By isolating fuel gas outside, the gas quantity in the
engine room is limited and the likelihood of getting dangerous concentration of
engine fuel inside the engine room is very low. Also, fuel gas piping should be
welded with limited amount of flange joints to minimize the leaking possibility in
the fuel gas piping.
To minimize the risk of explosions, gas sensors for the fuel and hazardous gas
are to be installed in the engine room. The engine is to be stopped and the fuel
train is to be depressurized when gas is detected.
Forced ventilation must be used to minimize the risk of creating a hazardous envi-
ronment. If a ventilation failure occurs, the engine specific fuel supply is to be
closed and the fuel gas piping to the engine is to be depressurized.
An interlock in the control system must secure that the engine cannot be started
without sufficient ventilation.
Ventilation can be off in a standy-by mode. (This means for instance that there is
no need for heating ventilation air in cold ambient temperatures, which would con-
tribute to operational costs of the power plant).
SECTION 2 COMBUSTION TYPES

There are two common types of combustion in gaseous fueled engines, each to
accomplish different goals. These combustion types are:
Stoichiometric Combustion (Rich Burn)
Air and fuel are mixed at a ratio that during combustion completely consumes all
the fuel and all the oxygen. This ratio produces the highest amount of power for
the air consumed resulting in fast load response. It is often referred to as “rich
burn” because it operates at a richer air/fuel ratio than a “lean combustion” fuel
system.
Lean Combustion
Lean combustion is when excess air (50% or more than required) is delivered to
the combustion chamber. The oxygen in this extra air does not burn but merely
passes through as an inert. The inert oxygen and nitrogen absorbs heat of com-

CHAPTER 8 FUEL SYSTEMS
bustion resulting in lower temperatures in the combustion chamber and exhaust

parts, as well as lower fuel consumption.
SECTION 3 ENGINE FUEL SYSTEMS

Mechanical Systems
Waukesha uses a variety of fuel systems on the engines offered to best meet the
requirements of a project. These fuel systems are:
– Naturally Aspirated
– Turbocharged Blow-Thru
– Turbocharged Draw-Thru
– Lean Combustion Prechamber
– APG2000/3000 Fuel Injection System
A brief description of each system follows.
Naturally Aspirated
Air is drawn through an air cleaner and enters the mixing valve assembly (carbu-
retor). Fuel pressure to the carburetor is regulated at approximately 5" wc (inches
water column) above intake air pressure (atmospheric pressure less the air filter
restriction). This fuel mixes with air in the carburetor, then travels to the intake
manifold and combustion chambers (see Figure 8-1).
Naturally aspirated engines typically have stoichiometric (rich burn) combustion.
AIR AIR CARBURETOR PISTON

CLEANER
FUEL
Figure 8-1 Naturally Aspirated Engine
Turbocharged Blow-Thru
Air enters the turbocharger at atmospheric pressure and is boosted to a higher
pressure to allow higher horsepower from the engine. Fuel is mixed with this pres-
surized air downstream of the intercooler. Fuel pressure to the carburetor must be
approximately 5" wc higher than the air pressure in the carburetor to get proper
mixing. The regulator senses air pressure to control at 5" wc gas/air. The fuel
supply to the regulator must be higher than the boosted air pressure in order to
supply 5" wc gas/air (see Figure 8-2).
Turbocharged blow-thru engines are available in stoichiometric (rich burn), and
lean combustion.

FUEL SYSTEMS CHAPTER 8
TURBO INTERCOOLER
CARBURETOR
PISTON
AIR
CLEANER REGULATOR
AIR FUEL
Figure 8-2 Turbocharged Engine
Turbocharged Draw-Thru
The draw-thru system mixes air and fuel before the charge gets pressurized in the
turbocharger. With this system a much lower fuel pressure can be supplied to the
regulator (see Figure 8-3).
Turbocharged draw-thru engines are available in stoichiometric (rich burn), and
lean combustion (open chamber).
TURBO INTERCOOLER
PISTON
CARBURETOR
REGULATOR
AIR
CLEANER
FUEL
AIR
Figure 8-3 GSID Rich Burn Turbocharged Draw-Thru Fuel System
Lean Combustion Prechamber

A prechamber fuel system is used when the combustion charge contains more
than 60% excess air and generally with bore sizes above 152 mm. The precham-
ber regulator maintains gas pressure over intake manifold pressure to obtain a
stoichiometric mixture in the prechamber. The stoichiometric mixture ignites easily
and delivers a strong torch into the main chamber to ignite the very lean mixture
(see Figure 8-4).

PRE-CHAMBER SUPPLY
INTERCOOLER
TURBO
CARBURE- PISTON
AIR
CLEANER REGULATOR
GAS
AIR VALVES
FUEL
Figure 8-4 Pre-Chamber Lean Combustion Engine (Blow-Thru)
APG2000/3000 Fuel Injection System

The fuel injection system used on the APG2000/12V220GL and APG3000/
18V220GL is somewhat comparable to the Lean Combustion Prechamber as it
uses a prechamber. It does not use a carburetor however but fuel injection per
cylinder by sophisticated controls. Due to the size of the cylinder the engine
requires prechamber ignition to get to TA-Luft or ½ TA-Luft NOx emissions. The
main fuel stream is not mixed with the air in a carburetor but injected in the air just
before it enters the cylinder head ports. The pressure of the prechamber fuel and
the main fuel stream is regulated to a predetermined value based on the intake
manifold pressure. Special fuel valves for pre chamber and for the main combus-
tion chamber open and close to inject the fuel at the right time. The ESM logic
controls the duration and timing of the opening of the main chamber fuel valve
which controls the air-fuel ratio per cylinder. The fuel injection at the cylinder
allows great load response while meeting stringent emission limits.
Electronic Air/Fuel Ratio Controls
In addition to the basic mechanical fuel systems, there are electronic air/fuel ratio
controls which can be applied to rich burn and lean burn combustion engines. The
electronic air/fuel ratio controls measure oxygen content in the exhaust gas and
adjust the gas regulator pressure setting. The change in regulator pressure set-
ting causes a change in the air/fuel ratio (see Figure 8-5).
Electronic air/fuel ratio controls compensate for large changes in fuel tempera-
ture, ambient air temperature, pressure and fuel heating value, which could affect
engine emissions, fuel consumption, and power. On stoichiometric engines this
control will maintain a very precise air/fuel ratio which is required for proper chem-
ical reactions in a 3-way catalytic converter.

SENSOR
CON-
TROL EXHAUST
GAS
INTERCOOLER
TURBO
CARBURE- PISTON
AIR
CLEANER REGULATOR
AIR
FUEL
REGULATOR ADJUSTING MOTOR
Figure 8-5 Electronic Air/Fuel Ratio Control
SECTION 4 BASIC CARBURETOR TYPES

Currently Waukesha Engine uses two basic types of carburetors. One is manufac-
tured by IMPCO®. The other is a venturi type carburetor. The venturi type has no
moving parts and works strictly on the venturi principle (see Figure 8-6).
Figure 8-6 Venturi Type Carburetor
Air/fuel ratio is determined by the dimensions of the venturi and the area of the
gas holes in the venturi wall. Fine tuning is controlled by the MAS (Main Adjusting
Screw). The venturi type carburetor has low restriction and low service require-
ments. It requires the gas pressure to be close to the air pressure. This carburetor
has no fuel valve and therefore always requires a positive fuel shut off valve in the
gas train to stop the fuel from leaking in the engine and exhaust system when the
engine is not running. Failure to do this can cause exhaust explosions and severe
personal injury or death.
The IMPCO® carburetor uses the venturi effect and a spring to position a fuel
valve (see figure 8-7).
The spring and the valve characteristics can be changed. This type of carburetor
requires approximately 5” wc gas/air.

IMPCO®
DIAPHRAGM
AIR/GAS
VALVE
ASSEMBLY SPRING
MIXTURE
SCREW
(ADJUSTMENT)
Figure 8-7 IMPCO® Carburetor
SECTION 5 MULTIPLE FUEL SOURCES

Many installations require a secondary fuel source to assure the engine can con-
tinue operating when the primary fuel source is temporarily lost or fuel production
drops off. These fuels may be any combination of low Btu gas (digester gas, land-
fill gas), natural gas, and/or HD-5 Propane. Waukesha uses several different
methods for providing a back-up fuel source dependent on which type of fuel sys-
tem is used, and requirements of the project. In the following sections the 5" wc
gas/air specification only applies to the IMPCO carburetor. The venturi type car-
buretor requires the gas/air pressure to be closer to equal.
Dual Fuel – 2 Pipe System
Single Carburetor
The Lower Btu gas is regulated at approximately 5" wc gas/air with full load air/
fuel ratio trimming handled with the carburetor load adjust valve. High Btu gas is
regulated at approximately -1" wc gas/air with final air/fuel ratio trimming handled
with the line load adjust valve (see Figure 8-8).
AIR AIR AIR INTAKE

CLEANER CARB MANIFOLD
LOAD ADJUST
VALVE
REGULATOR REGULATOR
GAS GAS
VALVE VALVE
LOW BTU FUEL NATURAL GAS
Figure 8-8 Single Carburetor

Switching between fuels involves simultaneously opening the oncoming fuel

valve, closing the outgoing fuel valve, and changing the ignition timing.
Changeover at full load on stoichiometric naturally aspirated and turbocharged
engines is possible with a momentary load dip. Changeover with lean combustion
engines may require load reduction and/or special sequencing controls for switch-
ing fuel sources and ignition timing.
Series Carburetors
Higher Btu gas is supplied at 5" wc to the second carburetor only. Air/fuel ratio
trimming is handled with the second carburetor load adjust valve. When operating
with lower Btu gas, a valve between the carburetor fuel lines is opened allowing
fuel to both carburetors. Air/fuel ratio trimming for the lower Btu fuel is handled
with the first carburetor load adjust valve (see Figure 8-9).
AIR AIR 1ST 2ND INTAKE

AIR CLEANER CARB CARB MANIFOLD
GAS
VALVE
REGULATOR REGULATOR
GAS GAS
VALVE VALVE
LOW BTU FUEL NATURAL GAS
Figure 8-9 Series Carburetors
Switching between fuels involves simultaneously opening the oncoming fuel

valve, closing the outgoing fuel valve, changing position on the valve between car-
buretors, and changing the ignition timing. Changeover at full load on stoichiomet-
ric naturally aspirated and turbocharged engines is possible with a momentary
load dip.
Series Mixers
With this system two fuel mixers are again placed in series with each mixer sup-
plied by one of the two fuel sources. Only one fuel source is active at a time. Air/
fuel ratio adjustment for each fuel is handled with the regulator and load adjust
valve on the mixer for that fuel.
Switching between fuels involves simultaneously opening the oncoming fuel valve
and closing the outgoing fuel valve.
Changeover at full load on stoichiometric naturally aspirated and turbocharged
engines is possible with a momentary load dip.
In both the series carburetor and series mixer system, ignition timing is switched
at some point during the fuel changeover to optimize operation for the selected
fuel. A Detonation Sensing Module (DSM) is required with this system to prevent
damage during fuel changeover.

SECTION 6 FUEL SYSTEM COMPONENTS

The fuel train of an engine consists of numerous components each with important
functions (see Figure 8-10). These components are discussed here.
FLAME ARRESTOR AND CHECK VALVE FUEL

FOR PROCESSES WHICH COULD CONTAIN FLEXIBLE PRESSURE GAUGE
COMBUSTIBLE CONCENTRATIONS OF OXYGEN CONNECTION
MANUAL MANUAL
VALVE VALVE
GAS REGULATOR
FLOW FUEL
FILTER SHUTOFF
VALVE
Figure 8-10 Typical Fuel Train
Fuel Valves
Fuel shutoff valves are required on gaseous fueled engines to stop fuel flow when
the engine is shut down. Failure to close a valve can result in fuel bleeding
through the engine into the exhaust stack which wastes the fuel and becomes a
fire and explosion hazard. There are several types of fuel shutoff valves discussed
here:
Solenoid Valves
Electric solenoid valves use electric power to either hold the valve open (energize
to open) or hold it closed (energize to close). For safety reasons an energize to
open solenoid valve is recommended.
Pneumatic Valves
Pneumatic valves use air or gas pressure to hold the valve open. Pneumatic
valves are common in CSA Group D, Class 1, Division 2, hazardous locations
instead of electric solenoid valves. Electric components present an arcing hazard
which could start a fire.
Mechanical Valves
A mechanical valve is a type which is manually reset to the open position immedi-
ately before starting. The valve closes automatically when ignition system energy
is momentarily channeled away from firing spark plugs, to energize a trip coil on
the valve. The valve trips closed and circuit opens which again directs energy to
fire the spark plugs. The intent of firing the spark plugs after the valve closes is to
burn residual fuel during the engine's coast down. This type of valve is common
where there is no on site source of electric or pneumatic power.
Regulators
Gas regulators are used to provide a consistent pressure to the engine carburetor
regardless of engine operating load and fuel flow. The regulator typically provides
gas at 5" wc pressure above the air pressure entering the carburetor (see
Figure 8-11). Air pressure to the carburetor varies considerably depending on air
cleaner restriction, and turbocharger boost pressure at varying speeds and loads.
To account for these pressure variances, the regulator vent port is connected near
the air inlet side of the carburetor.

COMBUSTION
MIXTURE
CARBURETOR
AIR
5" WC
FUEL
REGULATOR
VENT CONNECTION
Figure 8-11 Engine Fuel Regulator
Waukesha provides gas regulators for many of its engines; however, in some
cases, it is necessary to obtain a regulator from another source. To properly
select a regulator you need to consider the outlet pressure, inlet pressure, fuel
flow requirements, fuel specific gravity, and droop (proportional band).
Outlet Pressure
The regulator outlet/carburetor inlet pressure depends on air pressure to the car-
buretor and the required gas over air pressure for proper function of the carbure-
tor. For naturally aspirated and draw through fuel systems, the air pressure is near
atmospheric pressure. Gas over air requirements and air pressure to the carbure-
tor on other fuel systems are available in the Tech Data Manual or by contacting
Waukesha Application Engineering.
Inlet Pressure
Minimum inlet pressure to the regulator must be sufficiently higher than the outlet
pressure to flow enough fuel. Maximum inlet pressure is determined by the regu-
lator limitations. Gas regulators must be selected for specific inlet pressures.
WARNING
Exceeding the maximum inlet pressure rating of the regulator may cause
the regulator housing to burst, resulting in severe personal injury or death.
Fuel Flow
The fuel flow rate depends on the engine fuel consumption (Btu/hour or kW) and
the saturated lower heating value (SLHV) of the fuel (Btu/standard cubic foot
SCF). Fuel flow rate is then determined as given below:
Fuel flow rate (SCF/hr) = Fuel cons. (Btu/hr) / SLHV (Btu/SCF)
or
3 KJ/hr
Fuel flow rate (nm /hr) = ------------------------------------------
3
SLHV ( KJ/nm )
This consumption must then be divided by the number of regulators. There are
two regulators required on VHP 12 and 16 cylinder engines and on some VGF 12
and 16 cylinder engines.
Example: An engine with 2 gas regulators consumes 5,000,000 Btu/hr of a
600Btu/SCF SLHV gas. The fuel flow rate per regulator is then:
5,000,000 Btu/hr
F (SCF/hr) = --------------------------------------------------------------------------
- = 4167 SCF/hr
600 Btu/SCF × 2 Regulators
Fuel Specific Gravity

Most published regulator performance is based on 0.6 specific gravity commercial
quality natural gas. Field gases and low Btu gases tend to have higher specific
gravities which decreases regulator capacity. A correction factor to be applied in
these cases is given below:
CF = (NG spec.gr.)0.5 / (site fuel spec.gr.)0.5
For a 0.9 specific gravity fuel the correction factor would be:
CF = (0.6)0.5 / (0.9)0.5 = 0.7746 /0.9487 = 0.8165
Regulator capacity (site gas) = Reg. Cap. (NG) × CF
Droop
For an engine with a nominal gas over air setting of 5" wc, the regulator droop
should be 1" wc or less. Droop at higher gas over air settings can be proportion-
ately higher. For instance, an engine with a nominal gas over air setting of 10" wc
could have up to 2" wc droop.
Filters
Gas filters help protect regulators, carburetors, and combustion chamber compo-
nents by catching piping debris, grit, etc. Liquid hydrocarbons and water tend to
wash lube oil off of cylinder walls and cause heating value and knock index
swings. Coalescing filters remove water and liquid hydrocarbons from the fuel
stream.
Manual Valves
Having 1/4 turn ball valves near the engine allows technicians and operators to
cut gas flow manually in an emergency. It also allows them to positively turn off
gas flow when servicing the engine. Pneumatic and electric solenoid valves con-
nected to automatic or remote controls cannot be trusted for keeping gas flow off
during servicing.
Fuel Piping
Use schedule 40 black iron or stainless steel pipe as a minimum. Schedule 40
piping can withstand high pressure spikes caused by engine backfires. Do not use
galvanized piping or fittings. Galvanized coatings tend to flake off when exposed
to corrosives sometimes found in gaseous fuels. All piping joints and connections
must be gas tight and meet local regulations.
For the APG2000/12V220GL and APG3000/18V220GL stainless steel should be
used for the connection between gas train and the engine.
Flexible Connection
Flexible connections at the engine fuel inlet will reduce stress due to piping align-
ment and vibration. Flexible connections are recommended for all installations
and are required for spring isolator mounted units. A Dresser-type coupling can

compensate for some misalignment of piping, but once tightened, it is not consid-
ered flexible. Braided hose and bellows-type flexible connections are often used
for this. Do not use flexible connections as elbows or to compensate for severe
piping misalignment. The stress placed on these connections when severely
deformed will compromise their service life.
Fuel Piping Check Valves And Flame Arrestors
For digester gas and some other processes it is possible to have air enter the pro-
cess or storage sphere. With sufficient quantities of air, a combustible mixture is
possible which becomes a huge explosion hazard. An engine backfire in such an
instance may cause a flame to reach the process or storage sphere and ignite the
mixture. To prevent this, the piping should include a check valve to prevent flow
from reversing and a flame arrestor in case the flame gets past the check valve.
Volume Tanks
Volume tanks located at the engine can provide a temporary fuel supply for
absorbing sudden gas demands caused by rapid loading of an engine. As a gen-
eral rule these tanks can be sized using the following formula:
125 × Power [ BHP ] 3 1000 x Power(kW)
VT (gallons) = ---------------------------------------------------- or VT(m ) = --------------------------------------------------
3
-
SLHV [ Btu/ft ]
3 SLHV ( KJ/m )
Where
VT = Volume Tank
Power = maximum operating horsepower
SLHV = Saturated Lower Heating Value of the fuel
The tank size can be further adjusted considering the fuel source pressure as fol-
lows:
( MFP + 14.7 )
VTc = VT × -----------------------------------
( SFP + 14.7 )
Where
VTc = Volume tank size corrected for site fuel pressure.
MFP = Minimum allowed Fuel Pressure for the engine.
SFP = Site fuel pressure to the engine regulator(s).
APG2000/3000 Gas Train
A gas train is included in the standard scope of the APG2000 and APG3000 Engi-
nator and is shipped loose. The gas train regulates the gas pressure to a prede-
termined value based on the intake manifold pressure and is, along with the
opening duration of the fuel injectors, used to control air fuel ratio.
The gas train consists of: fuel pressure regulator, coalescing filter with differential
switch gage, two blocking valves, ventilation system, temperature and pressure
sensors and gauges.
The coalescing filter in the gas train is not meant as a substitute for the main liq-
uids dropout when required.

1 Gas inlet 1
2 Gas outlet
3 Gas regulator pilot (connected to
engine intake manifold).
4 Compressor air connection
5 Gas vent (customer to run vent line 5
to external safe place)
Note: Customer to run pilot line from

from IMAP to 1098 pilot.
4 3 2
6
Figure 8-12 APG2000/APG3000 Gas Train
The gas pressure delivered to the gas train has to be 3.4 to 6 bar (51 to 87 PSI) at
0 to 50° C (32 to 122° F). Compressed (control) air of 6 to 8 bar (87 - 116 PSI) is
required to power the gas train.
The maximum allowable distance between the gas train and the engine inlet is 5
m (16 ft).
The fuel injection system of the APG2000/12V220GL and APG3000/18V220GL is
precision equipment that requires clean gas. Therefore the use of stainless steel
pipe is strongly recommended between the gas train and the engine connection.
Waukesha's Engine System Manager (ESM) and the auxiliary systems interface,
which are also included in the standard scope of supply of the Enginator, provide
the logic for the gas train.
SECTION 7 FUEL TREATMENT

Fuel quality is important for stable, reliable, long lasting service from a gas engine.
There are many contaminants which can affect the performance of an engine.
This section discusses these contaminants and existing technologies for remov-
ing them. Pipeline quality natural gas generally does not contain many contami-
nants other than particles. Most other gaseous fuels, particularly landfill and
digester gas, contain contaminants that are harmful to your engine.
Liquid Removal
If saturated gas is allowed to condense, this moisture can lead to corrosion and
liquid-loading problems within the fuel train.
Removal of liquids
• water
• compressor oil carryover
• liquid hydrocarbons
• glycols

There are four basic methods for removing this moisture from the gas:
– Droplet Interception
– Cooling/Condensing
– Absorption
– Adsorption
A brief description of each method follows.
Droplet Interception
To remove liquid droplets (also referred to as “aerosols”), both a scrubber vessel
and coalescing filter are often used. A scrubber generally consists of a large cylin-
drical vessel containing numerous serpentine baffles. As the gas stream enters
this vessel, the gas velocity is reduced, causing the heavy water droplets to fall to
the vessel bottom due to gravity. The gas stream then enters the baffled section,
where gas velocity increases. Inertia will cause the remaining droplets to be
thrown against the baffle walls with vigorous force, thus “scrubbing” the droplets
from the gas stream. These droplets eventually trickle down the baffle wall and
drop to the vessel bottom. A drain is then used to remove the collected liquids.
Droplet interception is effective for removing all liquids (while in the liquid state)
including water, compressor oil carryover, and liquid hydrocarbons.
A coalescing filter consists of a tube shaped cartridge of randomly oriented glass
fibers. As the gas stream flows through this media, the liquid droplets will impinge
and adhere to these fibers. These droplets then travel along the fibers to a point
where several fibers intersect. Here, the droplets unite or “coalesce” to form larger
droplets, as shown in Figure 8-13. This process continues until the droplets have
enough mass to trickle down the length of the cartridge. At this point, the droplets
fall into a low turbulence area at the bottom of the coalescer housing, where a
drain is used to remove the collected liquid.
COALESCING
LIQUID DROP- DROPS FALL DUE

TO GRAVITY
LETS
SMALL LIQUID DROPLETS COALESCE TO PALL

FORM LARGE DROPS
Figure 8-13 Coalescing Filter
A coalescing filter has, in effect, an infinite capacity for liquid droplets, since these
droplets can be coalesced and drained from the filter housing as quickly as they
enter. Due to its construction, however, a coalescing filter will also trap solid parti-
cles in its media, which will eventually create a large enough pressure drop to
necessitate change-out of the cartridge.

Cooling/Condensing
Another method of drying the gas stream involves the use of a heat exchanger.
Various devices and thermodynamic processes can be used for this purpose, with
gas-to-air and gas-to-refrigerant being the most common. The function of this
device is simply to reduce the temperature of the site gas. As the gas temperature
is reduced, the gas loses its capacity to hold moisture. This moisture then con-
denses out, and is separated from the gas stream through the use of a droplet
interception device (i.e. dropout tank, scrubber, coalescer, etc.)
The effectiveness of this process depends on condensing temperatures of the liq-
uids which must be removed. It is generally very effective for removing water has
been proven very valuable and is required for landfill gas treatment.
Absorption
The absorption (or “deliquescent”) type of dryer utilizes a vessel containing salt
beads (or “desiccants”) which have a high affinity for moisture. As water vapor
comes in contact with this desiccant, a reaction takes place, causing the water
vapor to turn liquid and the desiccant to dissolve. The resulting liquid solution then
flows to the bottom of the vessel, where it is drained away. Because they are con-
sumed as they absorb moisture, the desiccant beads must be replenished on a
regular bases.
For this type of device, the gas stream must be filtered prior to reaching the desic-
cant to prevent compressor oil carry-over from fouling the desiccant. Post filtration
is also required to prevent any desiccant dust from traveling downstream where it
could cause abrasive damage to internal engine parts.
Another form of absorbent drying involves the use of a liquid agent to attract mois-
ture. This liquid (usually glycol based) is brought into intimate contact with the gas
stream, where the water vapor is drawn out of the gas stream due to its attraction
to the glycol. This glycol/water solution is then separated from the now dehydrated
gas stream and is fed to a regeneration system where the water and other con-
taminants are removed (see Figure 8-14). The regenerated glycol is then used
again for further absorption.
Absorption works well for water removal but is not suitable for removal of liquid
hydrocarbons or compressor oil carryover.
DRY GAS
OUT
COOLER
WET GAS
IN
PALL
BOILER
Figure 8-14 Absorption Deliquescent Dryer (Liquid)

Adsorption
Unlike deliquescent desiccants (which dissolve when moisture is absorbed), an
adsorbent desiccant remains solid. With this type of desiccant, the water vapor is
molecularly attracted to the surface layer of the beads; there are no chemical
interactions (see Figure 8-15). Activated alumina and molecular sieve catalysts
are commonly used as adsorbing desiccant materials.
PALL
WET GAS DRY DESICCANT DRY GAS
Adsorption Occurs Because:

1. Moisture in air is greater than moisture on desiccant.
2. Molecular attraction (Van Der Waals forces.)
Figure 8-15 Adsorption Drying
Once these desiccant beads are fully saturated, they are then dried or “regener-
ated” so that they may be used again. The method of regeneration is usually of
the heated “thermal-swing” variety. Simply stated, thermal-swing dryers pass dry,
heated gas through the desiccant bed to evaporate and remove water from the
desiccant beads. Once dry, the beads are then able to be reused for further water
adsorption.
To provide uninterrupted dehydration capabilities, an adsorbing dryer must utilize
two desiccant vessels: one vessel dehydrates the saturated gas stream while the
other vessel is regenerating, then vice-versa.
Like absorption, adsorption is not suitable for removal of liquid hydrocarbons or
compressor oil carryover.
In addition to liquids, a properly designed filtration system must also remove solid
particulates from the gas stream. These particulates usually consist of silicons or
iron oxides of sub-micronic size, which are highly abrasive within the engine. To
remove these solids, a particulate or coalescing filter is relied upon.
Halogenated Hydrocarbon Removal
Halogenated hydrocarbons are compounds containing halogen atoms such as
chlorine and fluorine. Halogenated hydrocarbons react in the combustion cham-
ber with oxygen and water to form acids such as hydrochloric and hydrofloric acid.
This acid causes corrosion of bearings and bear metal parts causing failure.
Presently, there are two processes used to remove halogenated hydrocarbons
from landfill gas. Both methods are based on processes previously described in
this section.
The first method utilizes the adsorption process: desiccant beads of activated car-
bon are used to molecularly attract and adsorb halogenated hydrocarbons from
the gas stream. Thermal-swing regeneration is then used to strip the halogens
from the desiccant. The halogen-laden purge gas is then sent downstream to a

cold-water heat exchanger/condenser, where the halogens are removed in liquid

form.
The second method of halogen removal utilizes the glycol absorption technique: A
glycol solvent is brought into contact with the landfill gas stream, where both the
water and halogenated hydrocarbons are absorbed into the glycol solvent. The
contaminated glycol is then sent to a regeneration vessel, where the solution is
flashed to a low pressure and high temperature. This boils off the water and halo-
gens, which are then sent to an incinerator for destruction.
Further information regarding halogenated hydrocarbons can be found in the
Waukesha Engine Tech Data Book (Reference S7884-7 or most current version).
H2S Removal
Hydrogen sulfide and other sulfur bearing compounds react in the combustion
chamber with oxygen and water to form sulfuric acid. This acid causes corrosion
of bearings and bare metal parts causing failure of these.
There are a variety of commercial systems available for removal of H2S from fuel.
The most common of these is referred to as an iron sponge.
In the iron sponge process, the gas containing H2S flows across a bed of hydrated
iron oxide where a reaction takes place forming iron sulfide and water. The sulfur
compounds are thus removed from the fuel gas.
The iron sponge material can be regenerated a limited number of times by flowing
air across the bed which converts iron sulfides back to iron oxide. The iron media
eventually permanently coats with elemental sulfur, insulating the active iron oxide
from the gas and increasing pressure drop.
Other commercial systems are available from various vendors. The process to
use depends on the amount of gas to be processed, contamination level, and
availability of required chemicals and/or media.
Siloxanes Removal
Siloxanes are man-made compounds which are commonly used in down-the-
drain products such as shampoos, deodorants, cosmetics, and medicine.
Because of their uses and disposal, siloxanes often migrate into landfill gas from
these products. Siloxanes can also be found in digester gas, especially when an
industry in the sewage circuit manufactures products using siloxanes.
Siloxanes in the combustion chamber burn and form silicon dioxide (SiO2), also
known as “silica” or “sand”. If the siloxane concentration in the fuel is great
enough, the silicon dioxide can form significant deposits on cylinder heads,
exhaust valves, spark plugs, and gas admission valves. These deposits generally
take on a fine, white, powdery appearance, but have also been seen as either a
glaze-like coating or a ceramic-like coating.
Experience has shown that lean burn engines tend to have more difficulties with
deposit formation than stoichiometric (“rich burn”) engines.
LANDFILL GAS FILTRATION SYSTEM RECOMMENDATIONS
At a minimum, the fuel treatment system should be similar to that of Figure 8-16.
This type of system addresses the removal of liquids and solids, not halogenated
hydrocarbons (for systems with halogenated hydrocarbon removal equipment,
contact the equipment manufacturer for specific fuel system recommendations).

DROPLET
INTERCEPTION/ DROPLET
FILTER DEVICE INTERCEPTION
DEVICE
LANDFILL
GAS FROM
WELLS COMPRESSOR
HEAT
EXCHANGER/
ENGINE COOLER
MAIN DEHYDRATION
COALESCING UNIT (COOLING &
FILTER REHEAT)
DRIVEN
EQUIPMENT
Figure 8-16 Typical Landfill Gas Fuel Treatment System
(Actual fuel composition may dictate more, fewer, or different components than
illustrated in Figure 8-16.)
The system inlet should utilize a droplet interception device, i.e., a scrubber or
coalescer. A scrubber is the most commonly used device, as it is simple and virtu-
ally maintenance free. A coalescer, on the other hand, is more effective than a
scrubber, but will require periodic filter changeouts.
Immediately downstream of the compressor, a heat exchanger/cooler (gas to air)
is recommended to remove the heat absorbed by the landfill gas during the com-
pression process. This reduction in temperature will also cause liquids to con-
dense out of the gas. These liquids can then be removed from the gas stream
through the use of a droplet interception device.
At this point, a dehydration unit is placed in the system to further remove water
vapor from the gas stream. It is difficult to recommend the selection of the dehy-
dration unit due to the vast differences in operation, maintenance, and expense.
Table 8-1 offers some guidelines to the advantages and disadvantages of each
type.

.
Table 8-1 Dehydration Unit
UNIT ADVANTAGES DISADVANTAGES
Absorbent: • Low initial cost • Offers limited moisture

Deliquescent removal (20° F reduction
• Simplicity-no moving parts.
Desiccant of inlet dewpoint).
• No energy input required.
• Requires pre- and post-fil-
tration. Recurring cost of
desiccant replacement.
Absorbent: • Removes water and some • Requires regeneration pro-

Glycol halogenated hydrocar- cess to restore glycol qual-
bons (40° F reduction of ity.
inlet dewpoint).
Adsorbent • Offers greatest moisture • High initial cost

Desiccant removal ability (-40° F
• Requires pre- and post-fil-
absolute pressure dew-
tration.
point).
• Requires periodic change
• No water to drain.
out of the desiccant.
• Requires regeneration pro-
cess to restore desiccant
quality.
Cooling/ • Offers consistent absolute • Requires energy input for

Condensing pressure dewpoint of refrigeration circuit.
(Gas to 35° F.
Refrigerant)
• No post-filtering required.
A high quality coalescing filter is highly recommended as the final piece of equip-
ment in the fuel treatment system. The coalescer should be placed upstream of
the engine-mounted regulator (as close as practical) to eliminate any liquids which
have condensed out of the gas stream. The following guidelines are recom-
mended for the selection of the coalescing filter:
1. The coalescer must be specifically designed to remove liquids and solids from
a gaseous stream.
2. It must utilize an inside-to-outside flow path through the coalescing media.
3. It must have a 1 micron absolute particulate rating, or a 1 micron Beta ratio of
no less than 10,000. (Beta ratio is determined by a test, where a known num-
ber of particles of a given size are placed upstream of a filter and the resulting
number of these particles which pass through the filter are counted. The Beta
ratio is calculated by dividing the number of particles sent into the filter by the
number of particles which passed through it.)
4. The entire coalescer assembly (including the housing and drain) must be
compatible with any liquids it may come in contact with.
To further ensure that no liquid water condenses out within the fuel train compo-
nents, the fuel treatment system must reduce the moisture content of the fuel

such that the pressure dewpoint is at least 20° F below the measured temperature
of the fuel at the engine-mounted regulator inlet.
NOTE: Pressure dewpoint is defined as the temperature at which water vapor will
begin to condense out of a gas at its given pressure; i.e., a low pressure dewpoint
value indicates a relatively dry gas.
For solid particulate filtration of the landfill gas, Waukesha Engine recommends a
1 micron absolute rated fuel filtration system. As previously stated, a quality coa-
lescing filter will meet this requirement.
In addition to fuel filtration, a Waukesha 1 micron bypass lube oil filter is manda-
tory for landfill applications, so as to remove any solid particles which have
entered the crankcase via blow-by gases.
SECTION 8 PIPING RESTRICTION CALCULATION

Fuel Piping Restriction Calculation
Sizing fuel piping and components (valves, filters, regulators) will require knowing
the fuel flow rate, density, pressure and temperature at the maximum operating
speed and load. The flow rate must be considered for any intermittent or overload
conditions required in the specification.
and transitions, and piping material used. The following procedure will help deter-
mine piping restriction.
1. Determine fuel consumption (Btu/hr or kW) for the highest speed and load condi-
tion expected. This information is available in the Ratings and Standards section
or Heat Rejection section of the Waukesha Tech Data Manual. If working with the
Brake Specific Fuel Consumption “BSFC” (Btu/hp-hr) then multiply this figure by
the maximum horsepower to get fuel consumption in Btu/hr.
Equation 1
Fuel Consumption (Btu/hr) = BSFC (Btu/hp-hr) x BHP
or
KJ kW
Fuel Consumption (kW) = --------------- x -------------
kW/hr 3600
2. Determine the flow volume at standard temperature (60° F) and pressure
(29.92" HG) with the following formula:
Equation 2
Fuel consumption (Btu/hr)
Standard Flow (ft 3 /min) = --------------------------------------------------------------------------
Fuel SLHV (Btu/SCF SLHV)
÷ 60
or
Fuel consumption (kW)
Standard Flow (nm 3 /hr) = -------------------------------------------------------------
3
Fuel SLHV (KJ/nm )
3. Determine the flow volume at the site supply temperature and pressure:
Equation 3
14.7 [ psia ] × ( 460° [R] + T sup )
F = F × ------------------------------------------------------------------------------------
sup std ( 14.7 [ psia ] + P ) × 520° [ R ]
sup
or
3 101.3 kPa x ( 273 + T sup )
ACTUAL FLOW (m /s) = -------------------------------------------------------------------
-
( 101.3 kPa + P sup ) x 273

Where
Fstd = Flow at standard conditions (ft3/min or Nm3/sec)
Fsup = Flow at supply conditions (ft3/min or Nm3/sec)
Tsup = supply temperature (° F or ° C)
Psup = supply pressure (psig or kPa)
4. Calculate fuel velocity (V) based on the supply flow Fsup for each pipe size
used:
Equation 4
F sup (ft 3 /min) or
V (FPM) = -------------------------------------------------------
-
Pipe inside area ( ft 2 )
3
F sup ( m /sec ) x 1,000,000
V (m/sec) = ----------------------------------------------------------------------
2
Pipe inside area ( mm )
Pipe Area ( ft 2 ) = [ Diameter (inch) ] 2 × π/4 × 0.00694 ft 2 /inch 2

Inside diameter and area for common pipe sizes are given in Table 8-2.
As a general rule gas velocities over 12,000 FPM (60 m/s) are unacceptable
because of the high resulting restriction.
Table 8-2 Pipe Areas For Schedule 40 Pipe
ID ID AREA AREA AREA

PIPE SIZE
(inch) (mm) (inch2) (mm2) (ft2)
1" 1.049 26.644 0.864 557.42 0.00600
1.25" 1.380 35.53 1.496 965.16 0.01039
1.5" 1.610 40.894 2.04 1312.77 0.0142
2" 2.067 52.502 3.36 2163.80 0.0233
2.5" 2.344 59.538 4.32 2782.61 0.030
3" 3.068 77.927 7.39 4767.03 0.0513
4" 4.026 102.260 12.73 8208.89 0.0884
5" 5.047 128.194 20.01 12900.42 0.139
6" 6.065 154.051 28.89 18629.39 0.201
5. Determine pressure loss PL per 10 ft or 1 meter of pipe for each velocity and
pipe size from Figure 8-18.
6. Determine the equivalent pipe length (EPL) for all fittings of each pipe size.
Figure 8-17 gives equivalent pipe length in feet for various pipe fittings. For
each pipe size, sum the EPLs and add them to the total length of straight pipe
of that size to find the total of each pipe size.


Standard Pipe.
3/4 CLOSED
1/2 CLOSED 2000 (610)
1/4 CLOSED
FULLY OPEN
1000 (305)
500 (152.5)
STANDARD TEE
ANGLE VALVE, OPEN
300 (91.5)
200 (61)

SQUARE ELBOW
100 (30.5)

SWING CHECK VALVE,

30 (9.1)
20 (6.1)
d/D – 1/4
d/D – 1/2 10 (3.1)
d/D – 3/4
SIDE OUTLET
ORDINARY 3 (0.9)
ENTRANCE
2 (0.6)
OF TEE REDUCED 1/2
d/D – 1/4
d/D – 1/2
d/D – 3/4 0.5 (0.15)
0.3 (0.09)
0.2 (0.06)
45° ELBOW

RUN OF STANDARD TEE
Figure 8-17 Equivalent Pipe Length Of Fittings In Feet (meters)

PIPING RESTRICTION
SCHEDULE 40 PIPE
UP TO 12,000 FPM
PIPE
(61 m/sec) SIZE
RESTRICTION (Inch wc per 10 ft. and mbar/meter)

20 24
23 1"
22
21
20
19
15 18
17 1.25"
16
15
14
13 1.5"
10 12
11
8.3 10 2"
7.5 9
6.7 8
5.8 7
5 6 3"
4.2 5
3.3 4 4"
2.5 3 5"
1.7 2 6"
0.8 1
0 0
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
0 5 10 15 20 25 30 36 41 46 51 56 (m/sec)
VELOCITY FPM (m/sec)
Figure 8-18 Restriction Vs. Velocity for Pipe Diameters up to 6”
7. Calculate the fuel gas corrected specific gravity:

Equation 5
( 14.7 [ psia ] + P sup ) × 520° [ R ]
SG = SG × ----------------------------------------------------------------------------------
C 14.7 [ psia ] × ( 460° [ R ] + T sup ) or
( 101.3 [ kPa ] + P sup ) × (273)

SG = SG × ----------------------------------------------------------------------------
C (101.3 × ( 273 + T sup ) )
Where
SGc = specific gravity corrected for pressure and temperature
SG = fuel specific gravity
Natural Gas SG ≈ 0.6
600 Btu Digester Gas SG ≈ 0.9
400 Btu Landfill Gas SG ≈ 1.1
Field Gas SG ≈ 0.6 to 1.0
HD-5 Propane SG ≈ 1.5
Tsup = supply temperature (°F or °C)

Psup = supply pressure (psig or kPa)
Equation 6
RP1 = PL1 (" wc /10 ft) × SGc × EPL(ft) or PL1 (mbar/m) x SGC x EPL (m)

9. Calculate the total fuel piping restriction:

Equation 7
RT = RP1 + RP2 + RP3+ RA
Where
RT = total restriction (" wc or mbar)
RP1,2,3 = piping restriction for various pipe sizes (" wc or mbar)
RA = accessories (filters, solenoid valves, etc.) restriction (" wc or mbar)
Sample Problem:
A 12V-AT27GL engine will operate 3130 bhp @ 1000 rpm with natural gas
(900 Btu/SCF SLHV). The designer plans to use 50 ft of 2" pipe with 7 short radius
90° elbows and a globe valve at the engine for servicing. The following data
applies to this fuel system:
Fuel
Type ............................................................................................... Natural Gas
SLHV ............................................................................................900 Btu/SCF
Specific Gravity ............................................................................................ 0.6
Pressure ................................................................................................50 psig
Temperature..............................................................................................90° F
Piping
Length ........................................................................................................ 50 ft
Short radius elbows ........................................................................................ 7
Valves ................................................................................................... 1 globe

Table 8-3 Fuel System Restriction Sample Problem

CALCULATE THE FUEL SYSTEM RESTRICTION REFERENCE
1. Determine fuel consumption S-9051-21

Heat Rejection
20,560,000 Btu/hr Section of
Technical Data
2. Determine flow volume.
20,560,000 Btu/hr × 1 hr/60 min Equation 2

F ( ft 3 /min ) = ------------------------------------------------------------------------------------ = 381 SCFM
Std 900 Btu/SCF
3. Determine the flow volume at the site supply temperature and pressure:
14.7 [psia] × ( 460°[R] + 90°F ) Equation 3

F = 381 SCFM × ----------------------------------------------------------------------------------------- = 91.56 ACFM
sup ( 14.7 [psia] + 50 [psig] ) × 520°[R]
4. Calculate fuel velocity (V) based on the supply flow Fsup for each pipe size used:
Equation 4
91.56 ft 3 /min Table 8-2
V (FPM) = ----------------------------------- = 3,930 FPM
0.0233 ( ft 2 )
5. Determine pressure loss per 10 feet of pipe:
Pressure loss in 2" pipe @ 3,930 ft/min Figure 8-18

P = 1.1" wc/10 ft
L2
6. Determine the equivalent pipe length:

Figure 8-17
EPL 6 = 50 ft. pipe + ( 7 elbows × 5 ft./elbow ) + 50 ft./globe valve = 135 ft.
7. Calculate the fuel gas corrected specific gravity:
( 14.7 [psia] + 50 ) × 520°[R] Equation 5

SG C = 0.6 × ------------------------------------------------------------------------- = 2.50
14.7 [psia] × ( 460°[R] + 90 )
Equation 6
1.1" wc
R P1 = ------------------- × 2.5 × 135 ft. = 37.1" wc
10 ft.
9. Calculate the total fuel system piping restriction

Equation 7
R = R = 31.1" wc
T P1


Fuel Piping Cleanliness
Fuel piping often contains welding slag, mill scale, rust, and other debris from fab-
rication and the environment. The piping must be cleaned to remove these con-
taminants before final assembly on site. Additionally the piping should be
momentarily blown out initially to remove any debris which may have entered dur-
ing assembly.
WARNING
Use extreme caution when venting gas in this way to avoid open flames or
other ignition sources. Observe local fire and safety codes.
A 15 micron strainer or filter located at the engine can collect any additional solid
contaminants in the piping which were not collected earlier.
Fuel Temperature Considerations
Fuel temperature is important for the successful operation of the engine.
Minimum Temperature
Low fuel temperatures may cause condensation of water or heavy hydrocarbons
in the fuel resulting in fuel system control problems, lubrication problems in the
cylinder, corrosion, and detonation problems. The minimum fuel temperature
should be less than 20° F (11° C) above the dewpoint of these liquids to prevent
condensation. Extremely low temperatures of -20° F (-29° C) or less will cause
hardening of the elastomeric components in the regulators and carburetors result-
ing in stiff operation and possible cracking of diaphragms. Therefore, the mini-
mum allowed temperature is -20° F (-29° C).
Maximum Temperature
Maximum fuel temperature must not exceed 140° F (60° C). Higher temperatures
affect regulator capacity and cause deterioration of elastomeric components in the
regulators and carburetors, as well as affect the knock resistance limit of an
engine.
Temperature Fluctuations
Fluctuations in fuel temperature cause a change in the density of the fuel. Since a
carburetor is a volume mixing device, temperature changes will change the oper-
ating mass air fuel ratio. A 50° F (28° C) increase in fuel temperature causes an
initial air/fuel ratio of 28:1 to move to 30.7:1 which may result in lost power and
unstable operation. A 50° F (28° C) decrease in fuel temperature will richen the
engine causing detonation and/or higher NOx emissions. To avoid these problems
fuel temperature fluctuations should be less than 10° F (5° C). An electronic air/
fuel ratio controller can compensate for higher fuel temperature swings (50° F or
28° C).

Gas Meter Installation

Positive displacement gas meters can be sensitive to sudden surges of gas pres-
sure caused by instantaneous opening of the engine gas shutoff valve. The
meters often jam up preventing fuel flow and damaging the meter. To prevent the
pressure surges Waukesha recommends installing a bypass line around the
meter with valves located as shown in Figure 8-19. Before opening the fuel shutoff
valve on the engine, valve 1 is opened and valves 2 and 3 are closed. Once the
engine is started, valves 2 and 3 are opened, then valve 1 is slowly closed (3 sec-
onds). This strategy should minimize the pressure shock at the gas meter.
VALVE 1
VALVE 2 VALVE 3
FUEL FUEL
INLET OUTLET
GAS METER
Figure 8-19 Gas Meter Bypass Piping

SECTION 10 FUEL SYSTEM CHECKLIST

1. Coalescing filter - make and model _________________________________
2. Fuel filter - make and model ______________________________________
3. Fuel meter - make and model _____________________________________
4. Solenoid valves - make and model _________________________________
5. Gas regulators - make and model __________________________________
6. Flame arrestor - make and model __________________________________
7. Refrigeration - make and model____________________________________
Check List for Fuel Systems
8. Does fuel meet WED spec S-7884-7 (or most current version? ___________
9. Has the piping been correctly sized? ________________________________
10. Is the piping clean? _____________________________________________
11. Is fuel filtration required? _________________________________________
12. Does it require refrigeration? ______________________________________
13. Is there a coalescing filter? _______________________________________
14. Is there an adequate fuel supply and pressure? _______________________
15. What is the WKI and timing setting? ________________________________
16. Is a fuel meter required? _________________________________________
17. Are there solenoid valves installed? ________________________________
18. Is there any timing requirement for dual fuel? _________________________
19. Is the engine specification for the correct fuel? ________________________
20. Have the gas regulators been correctly sized? ________________________
21. Is there a flexible connection at the engine? __________________________
22. Is a volume tank required?________________________________________
23. Is an AFM required? ____________________________________________
24. Has the AFM been designed into the package? _______________________
25. Is a flame arrester required? ______________________________________
26. Are there any Siloxanes, H2S or chlorine concerns? ___________________
27. Is the fuel gas within WED temperature spec? ________________________
28. If it is an APG2000/3000 application has the stainless steel piping been used
between engine and gas train? ____________________________________
Is the distance less than 5 meters? _________________________________

29. If application is for an APG2000/3000 has balance line to 1098 gas regulator
from intake manifold air pressure been installed? _____________________

NOTES

CHAPTER 9
MOUNTING AND ALIGNMENT OF ATGL® ENGINES
SAFETY INTRODUCTION
The following safety precautions are published for your information. Waukesha
Engine, Dresser Industries, Inc., does not, by the publication of these precautions,
imply or in any way represent that they are the sum of all dangers present near
industrial engines or fuel rating test units. If you are installing, operating or servic-
ing a Waukesha product, it is your responsibility to ensure full compliance with all
applicable safety codes and requirements. All requirements of the Federal Occu-
pational Safety and Health Act must be met when Waukesha products are oper-
ated in areas that are under the jurisdiction of the United States of America.
Waukesha products operated in other countries must be installed, operated and
serviced in compliance with any and all applicable safety requirements of that
country.
For details on safety rules and regulations in the United States, contact your local
office of the Occupational Safety and Health Administration (OSHA).
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 equipment.
NOTE: This symbol identifies information which is NECESSARY TO THE
PROPER OPERATION, MAINTENANCE OR REPAIR OF THE EQUIPMENT.
This symbol identifies information about haz-

CAUTION ards or unsafe practices. Disregarding this infor-
mation could result in PRODUCT DAMAGE AND/OR PERSONAL INJURY.
WARNING
This symbol identifies information about hazards or unsafe practices. Disre-
garding this information could result in SEVERE PERSONAL INJURY OR
DEATH.
DANGER
This symbol identifies information about immediate hazards. Disregarding
this information will result in SEVERE PERSONAL INJURY OR DEATH.
SAFETY TAGS AND DECALS
WARNING
To avoid severe personal injury or death, all warning tags and decals must
be visible and legible to the operator while the equipment is operating.

CHAPTER 9 MOUNTING AND ALIGNMENT OF ATGL® ENGINES
EQUIPMENT REPAIR AND SERVICE

Proper maintenance, service and repair are important to the safe, reliable opera-
tion of the unit and related equipment. Do not use any procedure not recom-
mended in the Waukesha Engine manuals for this equipment.
WARNING
To prevent severe personal injury or death, always stop the unit before
cleaning, servicing or repairing the unit or any driven equipment.
Place all controls in the OFF position and disconnect or lock out starters to pre-
vent accidental restarting. If possible, lock all controls in the OFF position and take
the key. Put a sign on the control panel warning that the unit is being serviced.
Close all manual control valves, disconnect and lock out all energy sources to the
unit, including all fuel, electric, hydraulic, and pneumatic connections.
Disconnect or lock out driven equipment to prevent the possibility of the driven
equipment rotating the disabled engine.
WARNING
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.
WARNING
Allow the engine to cool to room temperature before cleaning, servicing or
repairing the unit. Hot components or fluids can cause severe personal
injury or death.
Some engine components and fluids are extremely hot even after the engine has
been shut down. Allow sufficient time for all engine components and fluids to cool
to room temperature before attempting any service procedure.
ACIDS
WARNING
Comply with the acid manufacturer's recommendations for proper use and
handling of acids. Improper handling or misuse could result in severe per-
sonal injury or death.
BATTERIES
WARNING
Comply with the battery manufacturer's recommendations for procedures
concerning proper battery use and maintenance. Improper maintenance or
misuse could result in severe personal injury or death.

MOUNTING AND ALIGNMENT OF ATGL® ENGINES CHAPTER 9
BODY PROTECTION
WARNING
Always wear OSHA or local government approved body, sight, hearing and
respiratory system protection. Never wear loose clothing, jewelry or long
hair around an engine. The use of improper attire or failure to use protective
equipment may result in severe personal injury or death.
CHEMICALS
General
WARNING
Always read and comply with safety labels on all containers. Do not remove
or deface the container labels. Improper handling or misuse could result in
severe personal injury or death.
Cleaning Solvents
WARNING
Comply with the solvent manufacturer's recommendations for proper use
and handling of solvents. Improper handling or misuse could result in
severe personal injury or death. Do not use gasoline, paint thinners or other
highly volatile fluids for cleaning.
Liquid Nitrogen/Dry Ice
WARNING
Comply with the liquid nitrogen/Dry ice manufacturer's recommendations
for proper use and handling of liquid nitrogen/Dry ice. Improper handling or
use could result in severe personal injury or death.
COMPONENTS
Heated Or Frozen
WARNING
Always wear protective equipment when installing or removing heated or
frozen components. Some components are heated or cooled to extreme
temperatures for proper installation or removal. Direct contact with these
parts could cause severe personal injury or death.
Interference Fit
WARNING
Always wear protective equipment when installing 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

COOLING SYSTEM
WARNING
Always wear protective clothing when venting, flushing or blowing down the
cooling system. Operational coolant temperatures can range from 180 –
250° F (82 – 121° C). Contact with hot coolant or coolant vapor can cause
WARNING
Do not service the cooling system while the engine is operating or when the
coolant is hot. Operational coolant temperatures can range from 180 –
250° F (82 – 121° C). Contact with hot coolant or vapor can cause severe per-
ELECTRICAL
General
WARNING
Do not install, set up, maintain or operate any electrical components unless
you are a technically qualified individual who is familiar with the electrical
elements involved. Electrical shock can cause severe personal injury or
death.
WARNING
Disconnect all electrical power supplies before making any connections or
servicing any part of the electrical system. Electrical shock can cause
Ignition
WARNING
Avoid contact with ignition units and wiring. Ignition system components
can store electrical energy and if contacted can cause electrical shocks.
Electrical shock can cause severe personal injury or death.
WARNING
Properly discharge any electrical component that has the capability to store
electrical energy before connecting or servicing that component. Electrical
shock can cause severe personal injury or death.

EXHAUST
WARNING
Do not inhale engine exhaust gases. Exhaust gases are highly toxic and
could cause severe personal injury or death.
Ensure exhaust systems are leak free and that all exhaust gases are properly
vented.
WARNING
Do not touch or service any heated exhaust components. Allow sufficient
time for exhaust components to cool to room temperature before attempting
any service procedure. Contact with hot exhaust system components can
cause severe personal injury or death.
FIRE PROTECTION
WARNING
Refer to local and federal fire regulations for guidelines for proper site fire
protection. Fires can cause severe personal injury or death.
FUELS
General
WARNING
Ensure that there are no leaks in the fuel supply. Engine fuels are highly
combustible and can ignite or explode causing severe personal injury or
death.
Gaseous
WARNING
Do not inhale gaseous fuels. Some components of fuel gas are odorless,
tasteless, and highly toxic. Inhalation of gaseous fuels can cause severe
personal injury or death.
WARNING
Shut off the fuel supply if a gaseous engine has been cranked excessively
without starting. Crank the engine to purge the cylinders and exhaust sys-
tem of accumulated unburned fuel. Failure to purge accumulated unburned
fuel in the engine and exhaust system can result in an explosion resulting in

Liquid
WARNING
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 protective equipment when working with liquid fuels and related com-
ponents. Liquid fuel can be absorbed into the body resulting in severe per-
INTOXICANTS AND NARCOTICS
WARNING
Do not allow anyone under the influence of intoxicants and/or narcotics to
work on or around industrial engines. Workers under the influence of intoxi-
cants and/or narcotics are a hazard both to themselves and other employ-
ees and can cause severe personal injury or death to themselves or others.
PRESSURIZED FLUIDS/GAS/AIR
WARNING
Never use pressurized fluids/gas/air to clean clothing or body parts. Never
use body parts to check for leaks or flow rates. Pressurized fluids/gas/air
injected into the body can cause severe personal injury or death.
Observe all applicable local and federal regulations relating to pressurized fluid/
gas/air.
PROTECTIVE GUARDS
WARNING
Provide guarding to protect persons or structures from rotating or heated
parts. Contact with rotating or heated parts can result in severe personal
injury or death.
It is the responsibility of the engine owner to specify and provide guarding.
SPRINGS
WARNING
Use appropriate equipment and protective gear when servicing or using
products that contain springs. Springs, under tension or compression, can
eject if improper equipment or procedures are used. Failure to take ade-
quate precautions can result in serious personal injury or death.

TOOLS
Electrical
WARNING
Do not install, set up, maintain or operate any electrical tools unless you are
a technically qualified individual who is familiar with them. Electrical tools
use electricity and if used improperly could cause severe personal injury or
death.
Hydraulic
WARNING
Do not install, set up, maintain or operate any hydraulic tools unless you are
a technically qualified individual who is familiar with them. Hydraulic tools
use extremely high hydraulic pressure and if used improperly could cause
Always follow recommended procedures when

CAUTION using hydraulic tensioning devices. Improper
use of hydraulic tensioning tools can cause severe engine damage.
Pneumatic
WARNING
Do not install, set up, maintain or operate any pneumatic tools unless you
are a technically qualified individual who is familiar with them. Pneumatic
tools use pressurized air and if used improperly could cause severe per-
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 ade-
WARNING
Never walk or stand under an engine or component 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 recommendations for procedures
concerning proper use of the welder. Improper welder use can result in

On Engine
Ensure that the welder is properly grounded

CAUTION before attempting to weld on or near an engine.
Failure to properly ground the welder could result in severe engine damage.
Disconnect the ignition harness before welding

CAUTION on or near an engine to eliminate charging of an
ignition system capacitor. Failure to disconnect the ignition harness could
result in severe engine damage.
SECTION 1 MOUNTING SURFACE

This section discusses mounting surface requirements for Waukesha ATGL
engines.
Waukesha ATGL engines require a very smooth and level mounting surface. This
is to prevent distortion of the main bearing bores in the crankcase and prevent
movement from vibration and thermal growth. Using shims to correct a rough dis-
torted surface does not provide adequate support under the engine. Figure 9-1
illustrates a surface leveled by machining then shimmed and a surface leveled by
shims alone.
MACHINED MOUNTING NON-MACHINED

SURFACE MOUNTING SURFACE
Figure 9-1 Machined Surface Mounting
The machined surface provides a much better support.

A level mounting surface can be provided by attaching 175 mm x 175 mm x
65 mm (7" x 7" x 2.5") chocks to the skid by welding or grouting. The engine
mounting surface of the chocks must be flat, smooth, and their planes parallel
within 0.08 mm (0.003") with a surface finish of 500 RMS.

MOUNTING BOLT
SHIMS WELDED OR SKID

GROUTED
Figure 9-2 Shimming an Engine
Shims of 127 mm x 127 mm (5" x 5") are then used at each mounting bolt to cor-
rect base deflection and alignment. Appendix A ”Shimming Information” describes
proper shimming procedures and lists shims available from Waukesha.
All of the mounting bolt positions are required to properly secure the engine. The
jacking bolts are used to raise the engine to shim for final crankshaft web deflec-
tion and alignment. An anti seizing dry lubricant must be applied to the jacking
bolts before adjusting to prevent the threads from locking. The jacking bolts can
be removed and mounting bolts installed once the engine is aligned to provide
additional clamping force. If the jacking bolts are to remain in place, they must be
backed off to allow proper forging of the mounting bolts.
Figure 9-3 Bolt Locations for 8 and 16 Cylinder Models
Figure 9-4 Bolt Locations for 12 Cylinder Model

Table 9-1 Bolt Location
NO. OF NO. OF
ENGINE MOUNTING POSITIONS JACKING POSITIONS
BOLTS BOLTS
8 Cylinder 12 1, 3, 4, 6, 7, 9 6 2, 5, 8
12 Cylinder 8 1, 3, 5, 7 6 2, 4, 6
16 Cylinder 10 1, 3, 5, 7, 9 8 2, 4, 6, 8
SECTION 2 FLYWHEEL MOUNTING & CRANKSHAFT WEB DEFLECTION

Flywheel Mounting
WARNING
Always consider the weight of the item being lifted and use only properly
rated lifting equipment and approved lifting methods. Failure to take ade-
The following procedure must be used for mounting the flywheel to the crankshaft:
1. The mating surfaces of the crankshaft flange and flywheel must be carefully
cleaned prior to assembling. They must be dry and free from oil, grease, chips
and other impurities. Special attention must be given to this point as power
transmission is effected through friction contact.
2. Insert the flywheel bolts from the engine side or push them in with a light hammer blow.
3. Prior to final insertion of the coupling bolts, the nut bearing surfaces as well as
the bolt and female threads must be smeared with grease.
4. Using a wrench, tighten the nuts in a diagonal pattern until metal to metal con-
tact is established between all the parts being fastened.
5. Using a torque wrench, tighten the nuts in a diagonal pattern to:
165 Nm (120 ft-lb) for 8L
400 Nm (290 ft-lb) for 12V and 16V
Next tighten the nuts in the same pattern to:
Finally tighten the nuts to:
6. After having torqued all the nuts to the final value, check whether they can be
secured with split pins.
7. If necessary, tighten down further (do not slacken back) until a slot in the cas-
tle nut is in alignment with a hole in the bolt so that the split pin can be easily
pushed through. The further tightening down of the nuts should also be done
in a diagonal pattern as far as possible.
8. Secure castle nuts with split pins.

WARNING
Turn off the air/gas supply to the starters and bleed off air/gas pressure to
prevent accidental rotation of the crankshaft before entering the engine
crankcase. Accidental rotation of the crankshaft could result in severe per-
Engine crankshaft distortion caused by mounting is determined by measuring

deflection of crankshaft webs. This procedure measures the deflection of a crank-
shaft during one revolution. It is the most direct method of determining if the shaft
is being bent by a deflected crankcase or misalignment. Web deflection measure-
ments are required for ATGL Gas and Diesel engines.
Waukesha ATGL engines have center point marks located on the counterweights
to indicate proper web deflection gauge mounting locations (see Figure 9-5).
1. Mount a web deflection gauge, tool #A292683, into the center point marks.
Carefully twirl the gauge to make sure it is properly seated.
2. Position the crankshaft so the deflection gauge hangs freely next to the connect-
ing rod, as close to the rod as possible, but not touching. Zero the gauge dial.
rotate the shaft further until the gauge is as high as possible to position 5 with-
out contacting the connecting rod. Record this reading.
5. Remove the deflection gauge and repeat this procedure on the other crank-
shaft webs. Acceptable deflection figures are given in Table 9-2.
Table 9-2 Deflection Of Web
NEXT TO FLYWHEEL ALL OTHER WEBS

0/-0.105 mm +0.035 mm/-0.035 mm
(+0/-0.0040") (+0.0015"/-0.0015")

POSITIONS OF WEB DEFLECTION GAUGE
RIGHT SIDE LEFT SIDE
GAUGE GAUGE
POSITION 1 OF POSITION 5 OF
WEB DEFLECTION GAUGE WEB DEFLECTION GAUGE
VIEW OF DAMPER SIDE

(6")
1 5
152.5
2 4
MEASURING POSITIONS
(WEB DEFLECTION GAUGE)
DAMPER
SIDE
OUTER INNER OUTER

MOUNT MOUNTS MOUNT
ENLARGING OF NARROWING OF
DISTANCE BETWEEN DISTANCE BETWEEN
CRANK WEBS CRANK WEBS
Figure 9-5 Checking The Crankshaft Deflection
Crankshaft web deflection is corrected by adjusting the mounting foot height adja-
cent to the deflected web. A web which is closed at the bottom (6:00) position is
corrected by lowering an inner mount or raising an outer mount, if it is adjacent to
an outer mount. Conversely, a web which is open at the bottom is corrected by
raising an inner mount or lowering an outer mount. After an adjustment the deflec-
tion at the other crankshaft webs must again be measured.

SECTION 3 ALIGNMENT
Multi-Bearing Machines
A multi-bearing machine is one which fully supports its own shaft and does not
rely on the engine shaft to support the driven end.
Three areas must be adjusted to accurately align a multi-bearing machine to an
engine, which is also a multi-bearing machine. These are: end play, angular align-
ment and parallel alignment.
When aligning two multi-bearing machines, one machine must be designated as
the stationary machine and one as the movable machine. Deciding which
machine will be stationary will depend on size, weight, and connections. All
adjustments will be made on the movable machine.
Adjusting angular and parallel alignment on multi-bearing machines requires cor-
recting the angular alignment first and then parallel. Once alignment is accept-
able, the machines must be shimmed to compensate for thermal growth (see
Figure 9-6).
ENGINE
ENGINE
PROPER ALIGNMENT
ENGINE
Figure 9-6 Angular Alignment
Waukesha offers a low cost computer program (P/N 475063) which finds adjust-
ments for angular and parallel alignment as well as thermal growth. The program
user inputs dimensional, growth, and measuring information. Using this program,
only one or two adjustments are normally required to place the units within the
alignment specifications. If the alignment program is not available, the following
procedure will provide an accurate alignment.

End Play
WARNING
To measure end play:

1. Roughly position the two machines and install the shaft coupling. Adjust the
distance between the two machines so that there is no apparent tension or
compression of the coupling. Properly space gear type couplings per the cou-
pling manufacturer's specifications.
2. Set up a dial indicator on the machine with the least end play (normally the
engine). Clamp the dial indicator to the engine crankcase and read against
the flywheel face.
3. Pre-lube engine until gauge reads a pressure, if oil is available.
4. Pry the crankshaft fully forward, and zero the dial indicator. (Moving the crank-
shaft will require removing an oil pan door and prying between a main bearing
cap and crankshaft cheek or web.)
5. Pry the shaft rearward and read the dial indicator. Crankshaft end play should
be within 0.15 – 0.45 mm (0.006 – 0.018") on 12V and 16V. For the 8L crank-
shaft, endplay must be 0.11 – 0.43 mm (0.004 – 0.017"). The shaft must not
spring back when the pry bar is removed.
6. If there is insufficient end play or if spring-back occurs, adjust the distance
between the machines until it is resolved.
Angular Alignment
I
WARNING
To measure the angular alignment, a dial indicator is mounted to the coupling half
of one machine to read against the coupling half face of the other. The coupling
should be installed or the shafts bound together so they both turn together while
taking the alignment measurements.
The radius “R” from the center of the shaft to the dial indicator should be at least
180 mm (7") (see Figure 9-7).

DRIVEN COUPLING DRIVE COUPLING

HALF “7” HALF
(180 mm)
Figure 9-7 Distance from Center of Shaft to Dial Indicator
Before taking readings, roll the shaft 45° in reverse rotation and then back 45° in
standard rotation and zero the dial indicator. This sets the axial position for both
the engine and driven machine shafts.
To measure angular alignment, four dial indicator readings are required; one each
at the 12:00, 9:00, 6:00 and 3:00 positions which are taken while turning the
engine in the standard direction of rotation (see Figure 9-8).
Readings taken at the 12:00 and 6:00 positions determine vertical angular align-
ment and readings in the 3:00 and 9:00 positions determine horizontal angular
alignment. A total indicator reading (TIR) is the absolute difference between two
readings on opposite sides of the shaft (see Figure 9-9). The horizontal TIR is
(-0.009") and (+0.004") which is a difference of (0.013"). Vertical TIR is (0) and
(+0.005") which is a difference of 0.127 mm (0.005").

Figure 9-10 shows the shaft of a multi-bearing machine with both angular and par-
allel misalignment.
Figure 9-10 Multi-bearing Driven Equipment
This could represent either vertical or horizontal misalignment since the principles
are the same for both.
Correcting this misalignment first involves correcting angular alignment, thus get-
ting the shaft centerline to line up on line B.
The amount of correction required to bring the centerline into alignment with line
B, can be determined from the dial indicator TIR, radius to the indicator “R”, and
distance “L” from the coupling to the mounts.
OUTBOARD INBOARD
MOUNT MOUNT
1/2 ( TIR ) So Si
------------------------- = ------- = -----
R Lo Li
Therefore:
o × 1/2 ( TIR )
So = L--------------------------
R
-
and
i × 1/2 ( TIR )
Si = L-------------------------
R
-
“So” is the amount of adjustment at distance “Lo” which is the distance from the
center of the coupling to the center of the outboard mount.
“Si” is then the adjustment at a mount distance of “Li” from the coupling.
The adjustment should be made to close the open side of the coupling (see
Figure 9-11).

CLOSED SIDE
ADJUST THIS DIRECTION
ADJUST THIS DIRECTION
FLYWHEEL
OPEN SIDE
Figure 9-11 Adjusting Coupling
Adjustment for angular alignment should then take place as follows:

1. Set up two dial indicators, one to monitor horizontal movement of the inboard
mounts, one to monitor horizontal movement of the outboard mounts. Zero
the indicators (see Figure 9-12).
DRIVEN
ENGINE EQUIPMENT
DIAL INDICATORS
Figure 9-12 Adjusting for Angular Alignment
2. Going to one corner at a time, loosen the mounting bolt and shim as calcu-
lated, then tighten the mounting bolt. Center mounts will have to be shimmed
in conjunction with corner mounts. Note any horizontal movement that may
occur on the dial indicators.
both. Slide the free end the amount calculated, then re-torque the bolts (see
Figure 9-13).

DRIVEN
ENGINE EQUIPMENT
Figure 9-13 Slide Free End
4. Loosen both bolts on the opposite end and move as calculated. Re-torque all
mounting bolts (see Figure 9-14).
DRIVEN
ENGINE EQUIPMENT
Figure 9-14 Move Opposite End
5. Check angular alignment again using the same procedure as used previously.
Angular alignment is correct when total indicator runout is less than 0.127 mm
(0.005") per foot of radius from center of shaft to where the dial indicator
reads (see Figure 9-15).
ENGINE DRIVEN
EQUIPMENT
Figure 9-15 Correct Angular Alignment
Parallel Alignment
WARNING

Parallel alignment can be checked and adjusted after angular alignment has been
completed. It will, however, be necessary to re-check angular alignment after each
adjustment (see Figure 9-16).
ENGINE
ENGINE
PROPER ALIGNMENT
ENGINE
Figure 9-16 Parallel Alignment

The following procedure can be used to measure parallel alignment.

1. Set up a dial indicator to read parallel alignment. If available, setup a second
dial indicator to read angular alignment. This will allow you to rotate the shafts
only one time to get both readings (see Figure 9-17).
READ PARALLEL
READ ANGULAR ALIGNMENT
ALIGNMENT
DRIVEN COUPLING DRIVE COUPLING

HALF HALF
Figure 9-17 Position of Dial Indicator
2. Rotate both shafts to the 2:00 position (facing the flywheel) then back to the
12:00 position. Zero the indicator(s).
3. Rotate the shafts to the 9:00 position and record the readings.
4. Rotate the shafts to the 6:00 and 3:00 positions and record the readings.
5. Rotate the shafts back to the 12:00 position and verify that the indicators
return to zero.
The amount of parallel misalignment is one-half the TIR (total indicator reading)
for each direction.
See Figure 9-18. In this example, the vertical TIR is 0.508 mm (0.020"), thus the
machines are vertically misaligned by 0.254 mm (0.010"). Horizontal TIR is the
difference between (+0.015") and (+0.005") which is (0.010"). Horizontal misalign-
ment is 1/2 of the TIR which is (0.005"). All mounts should get the same amount of
adjustment, 0.127 mm (0.005") in this case, to move the machine without losing
angular alignment.

Adjustment for parallel alignment is similar to that for angular and should be
accomplished as follows:
1. Set up two dial indicators; one to monitor horizontal movement of the inboard
mounts, and one to monitor horizontal movement of the outboard mounts.
Zero the indicators.
2. Going to one corner at a time, loosen the mounting bolt(s) and shim as calcu-
lated, then torque the mounting bolt. Center mounts will have to be shimmed
in conjunction with corner mounts.
4. Loosen both mounts on the opposite end and move the same. Re-torque all
mounting bolts.
5. Check parallel alignment again using the same procedure as used previously.
Parallel alignment is correct when total indicator runout is less than 0.127 mm
(0.005").
Thermal Growth
After angular and parallel alignment are satisfactory, it will be necessary to adjust
alignment to compensate for engine block thermal growth which affects the height
of the crankshaft centerline after the engine is hot. This will allow the machines to
be in good alignment after they reach operating temperature.
Table 9-3 lists the changes in crankshaft height that will occur due to the tempera-
ture change from 21° C (70° F) to normal operating temperatures (measured from
the mounting rail of the crankcase).
The vertical thermal growth in the height of the AT25/27GL crankshaft centerline
from the bottom of the crankcase pan rails are listed here in Table 9-3 (based on
temperature change from 21° C (70° F) to normal operation oil temperature).
VERTICAL GROWTH IN
HEIGHT OF CRANKSHAFT
ENGINE CRANKSHAFT HEIGHT
CENTERLINE TO BOTTOM
MODEL (Over Range of Normal to High Lube
OF PAN RAIL
Oil Temperatures)
(Inlines) 420 mm 0.27 – 0.34 mm
8L-AT25/27GL (16.535") (0.010 – 0.013")
(Vees)
480 mm 0.31 – 0.39 mm
12V-AT25/27GL
(18.898") (0.012 – 0.015")
16V-AT27GL

Heat growth information for the driven equipment should be available from the
Where:
To adjust for thermal growth take the difference in machine growths and add that
amount in shims under the machine which grows least. In the case of cooling
compressors, the compressor gets cold when loaded and shrinks. This will require
a further offset to compensate for engine growth and compressor shrinkage. The
growth formula still applies for a cold compressor since the growth number will be
negative.
To add the shims, loosen one side at a time and add the shims then re-torque the
bolts before moving on to the next mount. This prevents horizontal alignment from
changing while adding shims. Parallel dial indicator readings will now indicate the
machine which grows least is higher than the machine which grows more, but the
machines will be aligned when they reach operating temperature.
Check end play to verify that the alignment procedure did not eliminate end thrust.
Hot Check
WARNING
Engine components and fluids are extremely hot after the engine has been
shut down. Contact with hot components or fluids can cause severe per-
sonal injury or death. Wear protective clothing and eye protection during the
hot check of crankshaft deflection.
Once the machines are aligned and offset for thermal growth, they should be
checked when hot.
1. Remove alignment measurement instruments.
2. Install safety guards over flywheel and coupling.
3. Start the engine and apply load.
4. Allow machines to run for one hour after reaching their operating tempera-
tures.
WARNING
Ensure that all tools and other objects are removed from the unit and any
driven equipment before starting the unit. Running equipment can eject
objects at great force, resulting in severe personal injury or death.

5. Shut down and immediately check angular and parallel alignment and end
play. Alignment TIR should now be less than 0.203 mm (0.008") both parallel
and angular.
6. Adjust alignment and end play if necessary.
Periodic Inspections
often (initially – monthly) to determine if settling is causing misalignment.
Alignment Worksheet
1. Install and level engine or common skid.
2. Measure crankshaft web deflection.
Table 9-4 Web Deflection
DEFLECTION OF WEB
NEXT TO FLYWHEEL ALL OTHER WEBS

0/-0.105 mm 0.035 mm/-0.035 mm
(+0/-0.004") (+0.0015,/-0.0015")
1 2 3 4
Throw
mm (in.) mm (in.) mm (in.) mm (in.)
5 6 7 8
Throw
mm (in.) mm (in.) mm (in.) mm (in.)
0.ss sss mm (") 0.sss ss mm (")
0.ssss s mm (") 0.sss s mm (")
4. Check for crankshaft end play 0.________ mm (")

5. Check and adjust angular alignment. Maximum 0.127 mm (0.005") per foot of
radius from center of shaft to dial indicator read point.
0.sssss
mm (")
0.sssss 0.sssss
mm (") mm (")
0.sssss
mm (")

6. Check and adjust parallel alignment. Maximum TIR 0.127 mm (0.005").
0.sssss
mm (")
0.sssss 0.sssss
mm (") mm (")
0.sssss
mm (")
7. Adjust for thermal growth.

Engine Growth 0._______mm (") minus
D.M. Growth 0._______mm (") = Cold Alignment Offset 0._______mm (")
8. Recheck crankshaft end play 0._______mm (")
9. Start engine, run loaded, allow to warm up 1 hour minimum 0._______
10. Shutdown and check hot angular alignment and end play.
End play (Hot) 0._______mm (")
Alignment:
0.sssss 0.sssss
mm (") mm (")
mm (") mm (") mm (") mm (")
0.sssss 0.sssss
mm (") mm (")

END PLAY BEFORE ALIGNMENT END PLAY AFTER ALIGNMENT
ENGINE MODEL SERIAL NO.
DRIVEN MACHINE MAKE MODEL NO.
CUSTOMER’S OBSERVER PERFORMED BY
DATE
Figure 9-19 Alignment Progression Chart

SECTION 4 SUMMARY OF MOUNTING AND ALIGNMENT

The intent of this chapter is to establish a step by step procedure to properly
install the ATGL engine both in the fabrication shop and at the final operating site.
Fabrication Shop
1. Level the prefabricated skid in the fabrication shop.
2. Prepare the mounting surfaces.
3. Install the engine on the skid. Level the engine using jacking screws (Section
1). Use crankshaft deflection measurements for engine leveling (Section 2).
4. With the engine in its leveled position, install shims.
5. Remove or loosen the jacking bolts and fasten the engine down with the
mounting bolts. Recheck crankshaft deflection and make corrections if neces-
sary.
6. Align the driven machine (Section 2).
On Site
1. Level the unit skid using crankshaft web deflection and alignment to verify the
skid is properly leveled (see Figure 9-20) (Section 1 & Section 2).
ENGINE
Figure 9-20 Adjust for Minimum Crankshaft Web Deflection Per Section
2. Shim or grout under the skid to hold its level position.

3. Fasten the skid with anchor bolts or welding, whichever is applicable.
4. Recheck alignment and crankshaft deflection to verify fastening did not cause
distortion. Correct it if necessary.
WARNING
Ensure that all tools and other objects are removed from the unit and any
driven equipment before starting the unit. Running equipment can eject
objects at great force, resulting in severe personal injury or death.
5. Hot Check – Operate the engine for 1 hour minimum after reaching operating
temperature. Shut down the engine and recheck crankshaft deflection and
alignment.

CHAPTER 9
APPENDIX A
SHIMMING INFORMATION
Waukesha recommends using die cut stainless steel shims for final adjustment of
base deflection and alignment when a “Machined skid” or “Sole plates leveled in
grout” mounting surface is used. Die cut stainless steel shims provide and accu-
rate mounting and good corrosion resistance. Shims should be available in thick-
nesses of approximately:
0.05 mm (0.002")
0.125 mm (0.005")
0.250 mm (0.010")
0.750 mm (0.030")
Die cut shims available from Waukesha are listed in Table 9-A1.
Table 9-A1 Die Cut Shims Available From Waukesha
PART BOLT SLOT

LENGTH WIDTH THICKNESS
NUMBER WIDTH
P310062 127 mm (5") 127 mm (5") 4.76 mm (0.1875") 41 mm (1.625")
P310063 127 mm (5") 127 mm (5") 1.52 mm (0.060") 41 mm (1.625")
P310064 127 mm (5") 127 mm (5") 0.635 mm (0.025") 41 mm (1.625")
P310065 127 mm (5") 127 mm (5") 0.254 mm (0.010") 41 mm (1.625")
P310066 127 mm (5") 127 mm (5") 0.076 mm (0.003") 41 mm (1.625")
WIDTH
LENGTH
BOLT SLOT WIDTH
Figure 9-A1 Shim Schematic
Shim packs should use thick shims on the outside sandwiching the thin shims on
the inside. Adding or removing shims is accomplished by removing the complete
shim pack and adding or removing shims as required. (See Figure 9-A2.)

CHAPTER 9 APPENDIX A
Figure 9-A2 Stacking Shims
GROUT INFORMATION
An oil resistant and heat resistant pourable epoxy grout is required for grouting.
Grouting must be sized and applied per the grouting manufacturers recommenda-
tions. The engine cannot be secured with the mounting bolts until the grout has
had ample time to cure.
MOUNTING BOLT AND TORQUING INFORMATION
Grade 5 or 8 mounting bolts 28 mm (1-1/8") on 8L and 32 mm (1-1/4") on 12 and
16V should be utilized for engine mounting. The minimum bolt length allowed is
215 mm (8.25"). Spacers must be used if necessary to meet the bolt stretch length
requirement. Hardened washers are required under the nut (see Figure 9-A3).
Torque should be based on grout strength and bolt torque limits. Waukesha rec-
ommends a minimum of 450 ft-lb.
120 mm 215 mm
(8.25")
MINIMUM BOLT
LENGTH FOR
PROPER STRETCH
HARDENED WASHER
Figure 9-A3 Hardened Washer
After the engine has acceptable crankshaft web deflection and alignment and the
grout has cured or shims have been installed, the jacking bolts can be replaced
with mounting bolts. Alignment and web deflection must be measured again after
the mounting bolts are properly torqued to verify the measurements remain within
acceptable limits.
Mounting bolts must be torqued in three increments (1/3 torque, 2/3 torque, and
full torque) in the pattern indicated in Figure 9-A4.

APPENDIX A CHAPTER 9
FLYWHEEL
COUPLING
Figure 9-A4 Belt Tightening Pattern
When jacking bolt positions will be used for mounting bolts a special provision
must be made to block the mounting hole during leveling. This can be accom-
plished by threading the mounting hole in the skid and inserting a blocking bolt
with a locking nut. (See Figure 9-A5.)
JACKING BOLT AGAINST MOUNTING BOLT

BLOCKING BOLT INSTALLED
Figure 9-A5 Jacking Using Mounting Bolt

SIDE JACKING BOLT INFORMATION
Side jacking bolts must not push between end

CAUTION mounting bolts or crankcase. Rail damage will
result.
Horizontal jacking bolts should be installed for positioning the engine horizontally
and axially. The jacking bolts must push against the area indicated in Figure 9-A6.
Pushing on a different area of the mounting rail will result in damage to this hollow
rail.
ENGINE
RAIL IS HOLLOW BETWEEN

MOUNTING BOLTS
Figure 9-A6 Horizontal Jacking
Side jacking devices should be of sufficient size and strength to slide the engine
where necessary. Jacking devices designed as shown in Figure 9-A7 are suitable
for moving the engine.
HORIZONTAL JACK DESIGN
75 mm (3")
38 mm (1.5")
50 mm (2")
WELD FULL LENGTH – 22 mm (7/8")

4 SIDES JACKING BOLT DIAMETER
SIDE JACKING
DEVICE
Figure 9-A7 Jacking Devices

SKID DESIGN INFORMATION

Proper skid design varies greatly with the type of driven machine, location, skid
mounting requirements etc. For this reason, Waukesha Engine cannot make spe-
cific skid design recommendations. However, the following general guidelines are
provided to assist packagers in designing a skid to fulfill their needs.
The Waukesha ATGL engines have oil sumps which are underslung below the
mounting surface of the engine. A flush mounting surface is not possible there-
fore, and the skid must be designed to accommodate this. To get good support
under the engine, the mounting rail should be positioned directly over the web of
the skid beam. A C-channel beam or I-beam can be used for the beam. For wide
flanged I-beams, it will be necessary to cut off the inner flange at the top of the
beam to allow the engine to mount directly above the web. (See Figure 9-A8.)
I-BEAMS WITH INSIDE

FLANGES REMOVED
GUSSETS WELDED IN BEAM

AND UNDER OIL SUMP
Figure 9-A8 Engine Mounted Directly Above Web
Waukesha strongly recommends the packager analyze skid design to determine

that the structural integrity of the skid does not incur harmful natural frequencies
for constant speed applications and throughout the speed range for variable
speed applications.
For more information on skid design and preparation for mounting reference
Chapter 1.
Side to side support in the skid must be provided by gussets between the main
beams and in the channel or by gussets welded to a wider outside beam. There
should be gussets near each mounting bolt position, but sufficient space must be
provided for tools to reach the mounting bolts. (See Figure 9-A9.)

GUSSETS WELDED IN BEAM

AND UNDER OIL SUMP
GUSSETS WELDED TO
ADDITIONAL SKID
Figure 9-A9 Additional Gussets Added
Torque reactions between the engine and driven machine are transferred by the
skid. The skid design must have sufficient torsional rigidity to transmit the torque
reactions. (See Figure 9-A10.)
Figure 9-A10 Torsional Rigidity in Skid

MAXIMUM UNBALANCED FORCES AND MOMENTS FOR AT27GL ENGINES

The tabulated data are based on the possibility that engine components (pistons,
rods, crankshaft, etc.) may be machined to maximum and/or minimum permissible
weight limits, and that assembly may occur in such a way that maximum unbal-
anced forces or couples may be produced. Note that these are maximum theoret-
ical values and that standard assembly procedures will rarely produce such
extreme conditions. Normally expected values would not exceed 50% of the cal-
culated values shown. Note also that an assembly that produces a maximum
unbalanced force will produce a minimum unbalanced couple and vice versa.
Table 9-A10 Maximum Unbalanced Inertia Force – Lb (N)
900 RPM 1000 RPM
HORIZONTAL
HORIZONTAL
VERTICAL
VERTICAL
AXIAL
AXIAL
ENGINE
2142 2780 2644 3432

8L-AT27GL 0 0
(9528) (12365) (11761) (15266)
917 1550 1132 1913

12V-AT27GL 0 0
(4079) (6894) (5035) (8509)
1277 2027 1577 2503

16V-AT27GL 0 0
(5680) (9016) (7015) (11133)
Table 9-A11 Maximum Unbalanced Inertia Force – Lb-Ft (N⋅m)
900 RPM 1000 RPM

HORIZONTAL
HORIZONTAL
VERTICAL
VERTICAL
ENGINE
AXIAL
AXIAL
6126 8062 7563 9953
8L-AT27GL 0 0
(8305) (10930) (10254) (13494)
2620 4154 3235 5128

12V-AT27GL 0 0
(3552) (5632) (4386) (6952)
4684 7128 5783 8800

16V-AT27GL 0 0
(6350) (9664) (7840) (11931)
Unbalanced forces or moments at any other speed, N, may be calculated as:

ForceN (MomentN) = Force1000 (Moment1000) x N/1000)2

NOTES

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What are the main sections covered in Chapter 1?

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What factors need to be considered when designing the inertia block?

What factors need to be considered when designing the inertia block?

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This document contains proprietary and trade secret information

Safety ...................................................................................................................... 2-1

Introduction Vibration ...................................................................................................... 3-1

ii Form 1091 (Eighth Edition)

Section 6 Belts And Pulleys Troubleshooting Guide ................................................... 3-9

Form 1091 (Eighth Edition) iii

Introduction ............................................................................................................ 5-1

Introduction ............................................................................................................ 6-1

iv Form 1091 (Eighth Edition)

Form 1091 (Eighth Edition) v

Exhaust Restriction Calculation ............................................................ 7-6

Introduction ............................................................................................................ 8-1

vi Form 1091 (Eighth Edition)

H2S Removal....................................................................................... 8-16

Safety Introduction .................................................................................................. 9-1

Form 1091 (Eighth Edition) vii

Tools ............................................................................................................ 9-7

viii Form 1091 (Eighth Edition)

Figure 1-1 Engine and Driven Equipment on Common Skid

Form 1091 (Eighth Edition) 1-1

SECTION 1 DETERMINING INERTIA BLOCK OR PAD SIZE RECOMMENDED MINIMUM

Figure 1-2 Schematic of Inertia Pad

1-2 Form 1091 (Eighth Edition)

U.S. Customary Formula Metric Equivalent Formula

H = Depth of inertia block or pad H = Depth of inertia block or pad in

1.3 to 1.5 = Constant depending on 1.3 to 1.5 = Constant depending on

M = Weight of engine in pounds. M = Weight of engine in kilograms.

L = Length of inertia block or pad L = Length of inertia block or pad

W = Width of inertia block or pad W = Width of inertia block or pad

135 = Density of concrete 2162 = Density of concrete

M = 15,000 lbs. M = 6808 kg

L = 9.3 ft. L = 2.84 m

W = 4.5 ft. W = 1.37 m

( 1.4 × 15, 000 ) ( 1.4 × 6808 )

H = 3.75 ft. deep H = 1.13 m deep

Form 1091 (Eighth Edition) 1-3

SECTION 2 DETERMINING REQUIRED SOIL BEARING LOAD

F = 4.5 x 9.3 x 3.75 x 135 lb/ft3 F=1.37 m x 2.84 m x 1.13 m x 2162kg/mr3

F = 21187 lb. F = 9505 kg.

Required S.B.L.=2161.7lbs/sq.ft. Required S.B.L. = 10483.9 kg/m2

1-4 Form 1091 (Eighth Edition)

NATURE OF SAFE BEARING CAPACITY

Hard rock – Granite, etc. 50,000 – 200,000 240,000 – 980,000

Medium rock – Shale, etc. 20,000 – 30,000 100,000 – 150,000

Hard pan 16,000 – 20,000 80,000 – 100,000

Soft rock 10,000 – 20,000 50,000 – 100,000

Compacted sand & gravel 10,000 – 12,000 50,000 – 60,000

Hard clay 8,000 – 10,000 40,000 – 50,000

Gravel & coarse sand 8,000 – 10,000 40,000 – 50,000

Loose, medium and coarse

Medium clay 4,000 – 8,000 20,000 – 40,000

Loose fine sand 2,000 – 4,000 10,000 – 20,000

Soft clay 2,000 15,000

NORMAL SOIL POOR BEARING SOIL