6388-1 Web PDF

GE Power & Water
Gas Engines
Waukesha gas engines
VHP Series Four 12-

Cylinder
with AFR2/emPact Emissions
Control System
operation &
maintenance
FORM 6388-1 This document contains proprietary and trade secret information. The receiver of this document
accepts it in confidence and agrees that, without the prior expressed written permission of GE’s
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All sales and information herein supplied is subject to the current version of the Standard Terms
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All non-GE trademarks, service marks, logos, slogans, and trade names (collectively “marks”)
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This manual complies with the European Union CE Mark/Machinery Directive in force at the
time of drafting.
Original Instructions (English)
The English version of this manual controls over any error in or conflicting interpretation of any
translation.
Waukesha gas engines

Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 2015, General Electric Co.
All rights reserved.
California California
Proposition 65 Warning Proposition 65 Warning
The engine exhaust from this product Certain components in this product and its
contains chemicals known to the state of related accessories contain chemicals
California to cause cancer, birth defects known to the state of California to cause
or other reproductive harm. cancer, birth defects or other reproductive
harm. Wash hands after handling.
DISCLAIMERS:
All information, illustrations and specifications in this manual are based on the latest information available at the time
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under a continuous improvement policy. Thus, information, illustrations and/or specifications to explain and/or
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Catalyst information used with permission from Johnson Matthey literature.
NOTICE
Review all applicable Service Bulletins and other documentation, and check with your Authorized Distributor for
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You must not dispose any electrical and electronic equipment marked with this symbol (battery-operated electrical
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FORM 6388-1
Contents
HOW TO USE THIS MANUAL LOCATION OF THE LIFTING EYES ........... 1.10-1
CORRECT METHOD OF RIGGING AND LIFTING
ENGINE ............................................... 1.10-1
CHAPTER 1 – SAFETY AND GENERAL
INFORMATION Section 1.15 – GENERAL INFORMATION
GENERAL INFORMATION............................. 1.15-1
Section 1.00 – SAFETY LABELS AND AFR2 ................................................... 1.15-1
LOCATIONS emPact* EMISSION CONTROL SYSTEM
SAFETY LABEL LOCATIONS ......................... 1.00-1 (emPact) .............................................. 1.15-1
SAFETY LABELS ......................................... 1.00-1 ENGINE FEATURES AND BENEFITS ........ 1.15-1
Section 1.05 – SAFETY SERIAL NUMBERS AND ENGINE
NAMEPLATE ........................................ 1.15-2
SAFETY INTRODUCTION ............................. 1.05-1
BASIC ENGINE DESCRIPTION ...................... 1.15-2
SAFETY LABELS ......................................... 1.05-5
BASIC ENGINE COMPONENT
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5
DESCRIPTIONS .......................................... 1.15-3
ACIDS ....................................................... 1.05-5
CYLINDER HEAD AND VALVES ............... 1.15-3
BATTERIES ................................................ 1.05-5
CRANKCASE ........................................ 1.15-3
BODY PROTECTION .................................... 1.05-5
CRANKSHAFT ...................................... 1.15-3
CHEMICALS ............................................... 1.05-6
CONNECTING RODS ............................. 1.15-3
GENERAL ............................................ 1.05-6
PISTONS ............................................. 1.15-4
CLEANING SOLVENTS........................... 1.05-6
CYLINDER SLEEVES ............................. 1.15-4
LIQUID NITROGEN ................................ 1.05-6
CAMSHAFTS ........................................ 1.15-4
COMPONENTS ........................................... 1.05-6
WKI ........................................................... 1.15-4
HEATED OR FROZEN ............................ 1.05-6
TRADEMARKS............................................ 1.15-5
INTERFERENCE FIT .............................. 1.05-6
ACRONYMS AND DEFINITIONS..................... 1.15-5
COOLING SYSTEM...................................... 1.05-6
INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
ELECTRICAL .............................................. 1.05-6
AND CLEANERS ......................................... 1.15-5
GENERAL ............................................ 1.05-6
ENGINE IDENTIFICATION VIEWS................... 1.15-8
IGNITION ............................................. 1.05-6
MAXIMUM SOUND PRESSURE LEVEL ..........1.15-12
EMERGENCY SHUTDOWN ........................... 1.05-6
ENGINE SPECIFICATIONS...........................1.15-12
EXHAUST .................................................. 1.05-7
SERVICE TOOLS LIST.................................1.15-15
FIRE PROTECTION...................................... 1.05-7
ENGLISH / METRIC CONVERSIONS ..............1.15-16
FUELS ....................................................... 1.05-7
TORQUE VALUES ......................................1.15-18
GENERAL ............................................ 1.05-7
GENERAL TORQUE VALUES .......................1.15-19
GASEOUS............................................ 1.05-7
GENERAL TORQUE
LIQUIDS............................................... 1.05-7
RECOMMENDATIONS ..........................1.15-19
INTOXICANTS AND NARCOTICS ................... 1.05-7
DECLARATION OF CONFORMITY.................1.15-24
PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7
DECLARATION OF INCORPORATION............1.15-26
PROTECTIVE GUARDS ................................ 1.05-7
SPRINGS ................................................... 1.05-7
TOOLS ...................................................... 1.05-7 CHAPTER 2 – ESM
ELECTRICAL ........................................ 1.05-7
Section 2.00 – ESM DESCRIPTION OF
HYDRAULIC ......................................... 1.05-7
OPERATION
PNEUMATIC ......................................... 1.05-8
INTRODUCTION.......................................... 2.00-1
WEIGHT..................................................... 1.05-8
ESM SYSTEM EQUIPMENT........................... 2.00-3
WELDING................................................... 1.05-8
ENGINE CONTROL UNIT .............................. 2.00-3
Section 1.10 – RIGGING AND LIFTING DESCRIPTION OF ECU .......................... 2.00-3
ENGINES ECU STATUS LEDS ............................... 2.00-4
ENGINE RIGGING AND LIFTING .................... 1.10-1 ESM SYSTEM SENSORS.............................. 2.00-4
FORM 6388-1
i © Copyright 2014, General Electric Co.
Contents
ESM ELECTRONIC SERVICE PROGRAM ........ 2.00-7 START-STOP CONTROL .............................. 2.25-1
DESCRIPTION OF ESP........................... 2.00-7 START SEQUENCE ..................................... 2.25-2
E-HELP ................................................ 2.00-7 NORMAL SHUTDOWN SEQUENCE................ 2.25-3
USER INTERFACE PANELS .................... 2.00-9 EMERGENCY SHUTDOWN SEQUENCE.......... 2.25-3
ESM SYSTEM DIAGNOSTICS .......................2.00-10 PRELUBING THE ENGINE WITHOUT
POWER DISTRIBUTION JUNCTION BOX........2.00-10 STARTING ................................................. 2.25-4
CRANKING THE ENGINE OVER WITHOUT STARTING
Section 2.05 – ESM SPEED CONTROL
AND WITHOUT FUEL ................................... 2.25-4
SPEED GOVERNING INPUTS AND
AIR-START VALVE....................................... 2.25-4
CALIBRATIONS........................................... 2.05-2
AIR PRELUBE VALVE................................... 2.25-4
SPEED GOVERNING MODES ........................ 2.05-2
SPEED CONTROL MODE ....................... 2.05-2 Section 2.30 – INTRODUCTION TO
LOAD CONTROL MODE ......................... 2.05-5 ELECTRONIC SERVICE
FEEDFORWARD CONTROL (LOAD COMING PROGRAM (ESP)
CONTROL) ................................................. 2.05-6 ELECTRONIC SERVICE PROGRAM (ESP) ....... 2.30-1
ALTERNATE DYNAMICS (SYNCHRONIZER MINIMUM RECOMMENDED COMPUTER EQUIPMENT
CONTROL) ................................................. 2.05-6 FOR ESM ESP OPERATION .......................... 2.30-1
ROTATING MOMENT OF INERTIA / ADJUSTING CONVENTIONS USED WITH ESM ESP
GAIN ......................................................... 2.05-6 PROGRAMMING ......................................... 2.30-1
INFORMATION ON SAVING ESM SYSTEM
Section 2.10 – IGNITION SYSTEM
CALIBRATIONS........................................... 2.30-2
IPM-D ........................................................ 2.10-1
DOWNLOADING NEW CALIBRATION TO
IGNITION THEORY ...................................... 2.10-2
ECU .......................................................... 2.30-2
ESM KNOCK DETECTION CONTROL ............. 2.10-2
FAULT LOG ................................................ 2.30-4
ESM KNOCK DETECTION THEORY.......... 2.10-3
ESM KNOCK DETECTION AND TIMING Section 2.35 – ESP PANEL
CONTROL ............................................ 2.10-4 DESCRIPTIONS
IGNITION DIAGNOSTICS .............................. 2.10-5 INTRODUCTION.......................................... 2.35-1
MONITORING IGNITION ENERGY [F2] ENGINE PANEL..................................... 2.35-3
FIELD .................................................. 2.10-5 [F2] ENGINE PANEL DESCRIPTIONS ........ 2.35-4
MONITORING SPARK REFERENCE [F3] START-STOP STATUS PANEL ................. 2.35-5
NUMBER.............................................. 2.10-5 [F3] START-STOP STATUS PANEL
DESCRIPTIONS .................................... 2.35-6
Section 2.15 – ESM MAIN FUEL SHUTOFF
[F4] GOVERNOR OPERATING STATUS
VALVE CONTROL
PANEL ...................................................... 2.35-8
Section 2.20 – EMERGENCY SAFETY [F4] GOVERNER OPERATING STATUS PANEL
ALARMS AND DESCRIPTIONS .................................... 2.35-9
SHUTDOWNS [F5] IGNITION OPERATING STATUS
DESCRIPTION PANEL......................................................2.35-12
OVERVIEW................................................. 2.20-1 [F5] IGNITION OPERATING STATUS PANEL
SAFETY SHUTDOWNS................................. 2.20-2 DESCRIPTIONS ...................................2.35-13
EMERGENCY STOP (E-STOP) [F10] STATUS PANEL..................................2.35-17
BUTTONS ............................................ 2.20-2 [F10] STATUS PANEL DESCRIPTIONS.....2.35-18
CUSTOMER-SUPPLIED SHUTDOWN [F11] ADVANCED FUNCTIONS PANEL...........2.35-21
CONTROLS ................................................ 2.20-3 [F11] ADVANCE PANEL
THERMOCOUPLE CONNECTIONS ................ 2.20-3 DESCRIPTIONS ...................................2.35-22
K-TYPE THERMOCOUPLES .......................... 2.20-3 FAULT LOG ...............................................2.35-23
ALARMS .................................................... 2.20-4 FAULT LOG DESCRIPTIONS ..................2.35-24
Section 2.25 – START-STOP CONTROL Section 2.40 – ESP PROGRAMMING
FORM 6388-1
ii © Copyright 2014, General Electric Co.
Contents
INTRODUCTION TO ESP PROGRAMMING ...... 2.40-1 TAKING SCREEN CAPTURES OF ESP

USES / APPLICATION OF THE PANELS....................................................2.40-34
SOFTWARE................................................ 2.40-1 LOGGING SYSTEM PARAMETERS ...............2.40-35
MINIMUM REQUIREMENTS .......................... 2.40-1 CREATE TEXT FILE ..............................2.40-36
OBTAINING THE SOFTWARE........................ 2.40-1 CREATING .TSV FILE ............................2.40-37
DOWNLOADING ESP FROM WEBSITE TO PROGRAMMING BAUD RATE (MODBUS
COMPUTER ......................................... 2.40-1 APPLICATIONS) .........................................2.40-39
RUNNING ESP INSTALLER FROM CD ...... 2.40-3 PROGRAMMING ECU MODBUS SLAVE ID .....2.40-40
INSTALLING ESP......................................... 2.40-3 REMOTE PROGRAMMING OF ECU VIA
ESP CD CONTENTS .................................... 2.40-8 MODEM ....................................................2.40-41
DOCUMENTATION ................................ 2.40-8 INTRODUCTION...................................2.40-41
ESP TRAINING TOOL............................. 2.40-8 INITIAL MODEM SETUP.........................2.40-41
OPENING A TRAINING TOOL USING A MODEM FOR REMOTE
WORKSPACE ....................................... 2.40-8 MONITORING ............................................2.40-46
REINSTALLATION – CURRENT VERSION OF STARTING ESP FOR MODEM ACCESS..........2.40-46
ESP....................................................2.40-14 CONNECTING MODEM TO ECU AND PC .......2.40-48
CONNECTING PC TO ECU...........................2.40-14
Section 2.45 – ESM SYSTEM POWER AND
STARTING ESP ..........................................2.40-16
WIRING
BASIC PROGRAMMING IN ESP ....................2.40-16
WIRING REQUIREMENTS............................. 2.45-1
SAVING TO PERMANENT MEMORY..............2.40-17
POWER SUPPLY REQUIREMENTS ................ 2.45-2
PROGRAMMING WKI VALUE .......................2.40-19
GROUND CONNECTIONS ............................ 2.45-3
PROGRAMMING LOAD INERTIA ...................2.40-20
BATTERY REQUIREMENTS .......................... 2.45-4
PROGRAMMING ALARM AND SHUTDOWN
EXTENDER SERIES ENGINES – POWER SUPPLY
SETPOINTS...............................................2.40-23
WITH AIR START AND ALTERNATOR ....... 2.45-5
ACTUATOR CALIBRATION ..........................2.40-25
PROGRAMMING AUTOMATIC
BY CUSTOMER..................................... 2.45-6
CALIBRATION......................................2.40-25
PERFORMING MANUAL
WITH ELECTRIC START AND
CALIBRATION......................................2.40-26
ALTERNATOR ...................................... 2.45-7
GOVERNOR PROGRAMMING ......................2.40-28
ESM POWER SUPPLY OSCILLOSCOPE
VARIABLE-SPEED APPLICATIONS..........2.40-28
TESTING.................................................... 2.45-9
FIXED-SPEED APPLICATIONS................2.40-29
POWER DISTRIBUTION JUNCTION BOX........2.45-10
FEEDFORWARD CONTROL (LOAD-
ADDING CUSTOMER-SUPPLIED WIRING TO
COMING) ............................................2.40-29
PDB ...................................................2.45-10
SYNCHRONIZER CONTROL (ALTERNATE
24 VDC POWER ...................................2.45-10
DYNAMICS).........................................2.40-30
ENGINE SHUTDOWN INFORMATION ......2.45-14
IPM-D PROGRAMMING ...............................2.40-30
EXTERNAL POWER DISTRIBUTION JUNCTION
MONITORING IGNITION ENERGY
BOX LOCAL CONTROL OPTIONS
FIELD .................................................2.40-31
HARNESS ...........................................2.45-14
MONITORING SPARK REFERENCE
+24VFOR U and GND FOR U ..................2.45-14
NUMBER.............................................2.40-31
ESTOP SW ..........................................2.45-14
HIGH-VOLTAGE ADJUSTMENT ..............2.40-31
GOVSD+24V and GOV SD+ ....................2.45-15
LOW-VOLTAGE ADJUSTMENT...............2.40-32
NO-SPARK ADJUSTMENT .....................2.40-32 Section 2.50 – CUSTOMER SYSTEM
CHANGING UNITS – U.S. OR METRIC............2.40-33 WIRING OVERVIEW
RESET STATUS LEDS ON ECU ....................2.40-33 CUSTOMER INTERFACE HARNESS............... 2.50-1
COPYING FAULT LOG INFORMATION TO THE REQUIRED CONNECTIONS .......................... 2.50-8
CLIPBOARD ..............................................2.40-34 OPTIONAL CONNECTIONS..........................2.50-11
FORM 6388-1
iii © Copyright 2014, General Electric Co.
Contents
LOCAL CONTROL OPTION HARNESS ...........2.50-12 NON-CODE ESM SYSTEM
GOVERNOR CONNECTIONS .......................2.50-12 TROUBLESHOOTING .................................2.65-14
POWER DISTRIBUTION JUNCTION BOX LED
Section 2.55 – ESM SYSTEM
TROUBLESHOOTING .................................2.65-18
COMMUNICATIONS
RESETTING DISTRIBUTION JUNCTION
LOCAL CONTROL PANEL............................. 2.55-1
BOX .........................................................2.65-19
LOCAL DISPLAYS SUCH AS A
TACHOMETER...................................... 2.55-1
USER DIGITAL INPUTS .......................... 2.55-1 CHAPTER 3 – HMI
Section 2.60 – ESM SYSTEM Section 3.00 – HMI PANEL ASSEMBLY

MAINTENANCE DESCRIPTION ............................................ 3.00-1
INTRODUCTION TO HMI............................... 3.00-2
MAINTENANCE CHART................................ 2.60-1
LCD SCREEN DISPLAY .......................... 3.00-2
ESP TOTAL FAULT HISTORY ........................ 2.60-2
BUTTON COMMANDS ........................... 3.00-2
THROTTLE ACTUATOR LINKAGE .................. 2.60-2
BUTTONS ............................................ 3.00-2
ADJUSTING LINKAGE ............................ 2.60-2
USB CONNECTION ............................... 3.00-2
INSPECTION AND MAINTENANCE OF THROTTLE
ACTUATOR LINKAGE ............................ 2.60-4 Section 3.05 – HMI PANEL ASSEMBLY
ALTERNATOR ............................................ 2.60-5 INSTALLATION
ALTERNATOR BELTS ............................ 2.60-5 INSTALLATION ........................................... 3.05-1
KNOCK SENSORS .....................................2.60-10
INSTALLING KNOCK SENSORS .............2.60-10 Section 3.10 – HMI SCREEN
ESM SYSTEM WIRING ................................2.60-11 DESCRIPTIONS
BATTERY MAINTENANCE ...........................2.60-11 AFR2 ......................................................... 3.10-1
EXTERNAL INSPECTION .......................2.60-11 emPact ...................................................... 3.10-1
BATTERY INDICATED STATE OF HOME ....................................................... 3.10-1
CHARGE.............................................2.60-12 GAUGE DISPLAY......................................... 3.10-1
POWER DISTRIBUTION JUNCTION BOX FAULTS ..................................................... 3.10-3
MAINTENANCE..........................................2.60-12 USER SETTINGS......................................... 3.10-4
INSTALLING PDB COVER ......................2.60-12 UTILITIES................................................... 3.10-4
IPM-D MAGNETIC PICKUP INSTALLATION .....2.60-13 SYSTEM INFORMATION......................... 3.10-5
Camshaft Magnetic Pickup ......................2.60-13 DATA LOGGER ..................................... 3.10-5
Crankshaft Magnetic Pickup ....................2.60-13 DATE & TIME ........................................ 3.10-6
AFR CONTROL ..................................... 3.10-6
Section 2.65 – TROUBLESHOOTING MODBUS SETTINGS.............................3.10-12
USING ESM HMI NAVIGATION CHART ............................3.10-14
ADDITIONAL ASSISTANCE ........................... 2.65-1
INTRODUCTION.......................................... 2.65-1 Section 3.15 – HMI FAULT CODES
WHERE TO BEGIN....................................... 2.65-1 DESCRIPTION
DETERMINING FAULT CODE BY READING ECU Section 3.20 – MODBUS
STATUS LEDS ............................................ 2.65-2 COMMUNICATIONS
DETERMINING FAULT CODE BY USING ESP
MODBUS (RS-485) COMMUNICATIONS.......... 3.20-1
FAULT LOG .......................................... 2.65-2
WIRING ............................................... 3.20-1
USING FAULT CODE FOR
PROTOCOL.......................................... 3.20-2
TROUBLESHOOTING .................................. 2.65-4
HOW DO I GET MODBUS FOR MY
E-HELP ...................................................... 2.65-4
PLC? ................................................... 3.20-2
USING E-HELP...................................... 2.65-4
PERSONAL COMPUTERS....................... 3.20-2
E-HELP WINDOW DESCRIPTION ............. 2.65-5
FUNCTIONALITY ................................... 3.20-2
ESM SYSTEM FAULT CODES........................ 2.65-9
FAULT CODE BEHAVIOR........................ 3.20-2
ALM555 TROUBLESHOOTING......................2.65-12
FORM 6388-1
iv © Copyright 2014, General Electric Co.
Contents
DATA TABLES ...................................... 3.20-3 IGNITION SYSTEM GENERAL MAINTENANCE

FUNCTION CODE 03 (4XXXX AND INSPECTION ................................. 5.05-1
MESSAGES)......................................... 3.20-6 SPARK PLUG REMOVAL .............................. 5.05-2
MODBUS EXCEPTION RESPONSES .......3.20-16 SPARK PLUG INSPECTION........................... 5.05-3
ADDITIONAL INFORMATION ON MODBUS SPARK PLUG INSTALLATION........................ 5.05-3
ADDRESSES 30038 – 30041 ...................3.20-16 VALVE COVER INSTALLATION...................... 5.05-4
MODBUS COMMUNICATIONS......................3.20-17 SPARK PLUG SLEEVE AND SPARK PLUG
COMMON MODBUS TROUBLESHOOTING.....3.20-17 CARRIER EXTENSION REMOVAL ............ 5.05-5
MODBUS PASS-THRU ................................3.20-17 CLEANING SPARK PLUG CARRIER SEALING
SURFACE ............................................ 5.05-7
INSTALLATION OF SPARK PLUG
CHAPTER 4 – FUEL SYSTEM
CARRIERS ........................................... 5.05-8
Section 4.00 – FUEL SYSTEM
DESCRIPTION
CHAPTER 6 – AIR INTAKE SYSTEM
FUEL SYSTEM COMPONENT
DESCRIPTION ............................................ 4.00-1 Section 6.00 – AIR INTAKE SYSTEM
MAIN FUEL PRESSURE DESCRIPTION
REGULATORS ...................................... 4.00-1 AIR INTAKE SYSTEM COMPONENT
ECM SENSORS..................................... 4.00-2 DESCRIPTION ............................................ 6.00-1
THEORY OF OPERATION ....................... 4.00-4 INTERCOOLERS ................................... 6.00-1
SETUP FOR CATALYST CONTROL .......... 4.00-4 AIR CLEANERS..................................... 6.00-2
Section 4.05 – FUEL SYSTEM Section 6.05 – AIR INTAKE SYSTEM

MAINTENANCE MAINTENANCE
FUEL SYSTEM MAINTENANCE ..................... 4.05-1 AIR INTAKE SYSTEM MAINTENANCE............. 6.05-1
FISHER GAS REGULATORS ......................... 4.05-1 AIR FILTER MAINTENANCE .................... 6.05-1
MAINTENANCE SCHEDULE– FISHER AIR FILTER RESTRICTION
REGULATOR ........................................ 4.05-1 INDICATOR .......................................... 6.05-2
REGULATOR ADJUSTMENT ......................... 4.05-3
CARBURETOR ADJUSTMENT....................... 4.05-3
CHAPTER 7 – TURBOCHARGER SYSTEM
FUEL CONTROL VALVE ............................... 4.05-3
Section 7.00 – TURBOCHARGER SYSTEM
DESCRIPTION
CHAPTER 5 – IGNITION SYSTEM
TURBOCHARGER SYSTEM COMPONENT
Section 5.00 – IGNITION SYSTEM DESCRIPTION ............................................ 7.00-1
DESCRIPTION TURBOCHARGERS ............................... 7.00-1
IGNITION SYSTEM COMPONENT WASTEGATES ...................................... 7.00-1
DESCRIPTION ............................................ 5.00-1
Section 7.05 – TURBOCHARGER SYSTEM
SPARK PLUGS, SPARK PLUG CARRIER
MAINTENANCE
EXTENSIONS AND SPARK PLUG
TURBOCHARGER SYSTEM
SLEEVES ............................................. 5.00-1
MAINTENANCE........................................... 7.05-1
IGNITION COILS.................................... 5.00-1
TURBOCHARGER INSPECTION .............. 7.05-1
SPARK PLUG EXTENSIONS.................... 5.00-2
TURBOCHARGER LUBRICATION
ENGINE EMERGENCY STOP (E-STOP)
CHECK ................................................ 7.05-1
BUTTONS ............................................ 5.00-2
WASTEGATE ADJUSTMENT FOR
Section 5.05 – IGNITION SYSTEM ELEVATION .......................................... 7.05-2
MAINTENANCE WASTEGATE ADJUSTMENT ................... 7.05-2
IGNITION SYSTEM ...................................... 5.05-1
FORM 6388-1
v © Copyright 2014, General Electric Co.
Contents
PRELUBE PRESSURE CHECK VALVE JACKET / AUXILIARY WATER PUMP
INSPECTION .............................................. 7.05-3 INSPECTION .............................................8.05-17
JACKET WATER PUMP INSPECTION ......8.05-17
AUXILIARY WATER PUMP
CHAPTER 8 – COOLING SYSTEM
INSPECTION .......................................8.05-18
Section 8.00 – COOLING SYSTEM
DESCRIPTION
CHAPTER 9 – LUBRICATION SYSTEM
COOLING SYSTEM COMPONENT
DESCRIPTION ............................................ 8.00-1 Section 9.00 – LUBRICATION SYSTEM
JACKET WATER HEADER / JACKET DESCRIPTION
WATER................................................ 8.00-1 LUBRICATION SYSTEM COMPONENT
EXHAUST MANIFOLDS .......................... 8.00-1 DESCRIPTION ............................................ 9.00-1
JACKET WATER PUMP .......................... 8.00-2 PRELUBE SYSTEM COMPONENTS.......... 9.00-1
WATER MANIFOLD................................ 8.00-2 INTERNAL OIL CONTROL ....................... 9.00-1
CLUSTER THERMOSTAT HOUSING......... 8.00-2 OIL PAN AND PICKUP ............................ 9.00-4
REMOTE HEAT TRANSFER DEVICE......... 8.00-2 OIL PUMP ............................................ 9.00-5
AUXILIARY WATER REMOTE HEAT TRANSFER OIL COOLER ........................................ 9.00-5
DEVICE................................................ 8.00-2 TEMPERATURE CONTROL VALVE .......... 9.00-5
AUXILIARY WATER PUMP ...................... 8.00-3 OIL FILTERS AND HOUSING ................... 9.00-6
INTERCOOLERS ................................... 8.00-3 PRESSURE REGULATING VALVE ............ 9.00-7
OIL COOLER ........................................ 8.00-3 MICROSPIN CLEANABLE OIL FILTERING
AUXILIARY WATER TEMPERATURE CONTROL SYSTEM .............................................. 9.00-7
VALVE ................................................. 8.00-3 PRELUBE OPERATION ................................ 9.00-7
PRELUBE PUMP / MOTOR ...................... 9.00-8
Section 8.05 – COOLING SYSTEM
PRELUBE VALVE .................................. 9.00-9
MAINTENANCE
INLINE LUBRICATOR ............................. 9.00-9
COOLING SYSTEM MAINTENANCE ............... 8.05-1
OIL LEVEL REGULATOR (OPTIONAL)............9.00-10
COOLANT MAKEUP............................... 8.05-1
OIL COOLER AND OIL FILTER
ADDITIVES ........................................... 8.05-1
INSTALLATION ..........................................9.00-10
COOLING SYSTEM SPECIFICATIONS AND
RECOMMENDATIONS ........................... 8.05-2 Section 9.05 – LUBRICATION SYSTEM
JACKET COOLING CIRCUIT – INITIAL FILL ...... 8.05-3 MAINTENANCE
AUXILIARY COOLING CIRCUIT – INITIAL OIL FILL – INITIAL PROCEDURE .................... 9.05-1
FILL........................................................... 8.05-4 CRANKCASE OIL LEVEL CHECKING .............. 9.05-2
COOLING SYSTEM CIRCUITS – DRAIN AND OIL CHANGE ........................................ 9.05-2
FLUSH....................................................... 8.05-5 OIL PAN MAINTENANCE .............................. 9.05-3
IDLER PULLEY BEARING LUBRICATION ......... 8.05-7 OIL PICKUP SCREEN – EXTENDER
AUXILIARY WATER PUMP BEARING SERIES...................................................... 9.05-3
LUBRICATION ............................................ 8.05-7 OIL PICKUP SCREEN – SHALLOW OIL
GREASE RECOMMENDATIONS .................... 8.05-8 PAN .......................................................... 9.05-4
JACKET WATER PUMP DRIVE BELT OIL PICKUP SCREEN REMOVAL.............. 9.05-4
REPLACEMENT .......................................... 8.05-8 OIL PICKUP SCREEN CLEANING AND
JACKET WATER PUMP DRIVE BELT TENSION INSPECTION ........................................ 9.05-5
PROCEDURE.............................................. 8.05-9 OIL PICKUP SCREEN INSTALLATION ....... 9.05-5
AUXILIARY WATER PUMP DRIVE BELT OIL COOLER .............................................. 9.05-5
REPLACEMENT .........................................8.05-13 OIL FILTER ................................................. 9.05-6
AUXILIARY WATER PUMP DRIVE BELT TENSION OIL FILTER REPLACEMENT.................... 9.05-6
PROCEDURE.............................................8.05-14 INLINE LUBRICATOR ................................... 9.05-7
MAGNETIC PLUG ........................................ 9.05-7
FORM 6388-1
vi © Copyright 2014, General Electric Co.
Contents
TURBOCHARGER MAGNETIC PLUG ........ 9.05-7 BREATHER PRE-SEPARATOR SCREEN ........11.05-1

CYLINDER HEAD MAGNETIC PLUGS ....... 9.05-7 BREATHER PRE-SEPARATOR SCREEN
OIL PRESSURE ADJUSTMENT ...................... 9.05-8 REMOVAL ...........................................11.05-1
PRELUBE Y-STRAINER ................................ 9.05-8 BREATHER PRE-SEPARATOR SCREEN
MICROSPIN................................................ 9.05-9 CLEANING AND INSPECTION ................11.05-2
CENTRIFUGE ....................................... 9.05-9 BREATHER PRE-SEPARATOR SCREEN
MICROSPIN CENTRIFUGE INSTALLATION ....................................11.05-2
DISASSEMBLY ....................................9.05-10 CRANKCASE PRESSURE REGULATOR
MICROSPIN CENTRIFUGE VALVE ......................................................11.05-2
CLEANING ..........................................9.05-11 BREATHER SEPARATOR ASSEMBLY ...........11.05-3
MICROSPIN CENTRIFUGE RETURN LINE CHECK VALVE ................11.05-4
ASSEMBLY .........................................9.05-12 CRANKCASE PRESSURE RELIEF VALVES
(OPTIONAL) ..............................................11.05-4
CRANKCASE PRESSURE CHECK (PREFERRED
CHAPTER 10 – EXHAUST SYSTEM
METHOD) .................................................11.05-5
Section 10.00 – EXHAUST SYSTEM
DESCRIPTION
CHAPTER 12 – AIR / GAS PRELUBE AND
EXHAUST SYSTEM COMPONENT
START SYSTEM
DESCRIPTION ...........................................10.00-1
EXHAUST MANIFOLDS .........................10.00-1 Section 12.00 – AIR / GAS PRELUBE AND
EXHAUST THERMOCOUPLES................10.00-2 START SYSTEM
DESCRIPTION
Section 10.05 – EXHAUST SYSTEM
COMPONENT DESCRIPTION .......................12.00-1
MAINTENANCE
PRELUBE PUMP AND MOTOR ...............12.00-1
EXHAUST SYSTEM MAINTENANCE ..............10.05-1
INLINE LUBRICATOR ............................12.00-2
EXHAUST SYSTEM BACKPRESSURE
PILOT-OPERATED PRELUBE
MEASUREMENT ..................................10.05-1
VALVE ................................................12.00-2
EXHAUST SYSTEM TEMPERATURE
START PUSHBUTTON VALVE ................12.00-3
MONITORING ......................................10.05-1
STARTER MOTOR – ELECTRIC
EXHAUST SYSTEM INSPECTION............10.05-1
START................................................12.00-3
STARTER MOTOR – AIR / GAS ...............12.00-4
CHAPTER 11 – CRANKCASE BREATHER PILOT-OPERATED STARTER PRE-ENGAGE
SYSTEM VALVE / STARTER MOTOR – CUSTOMER
SUPPLIED ...........................................12.00-4
Section 11.00 – CRANKCASE BREATHER
AIR STARTER ............................................12.00-6
SYSTEM DESCRIPTION
PRINCIPLE OF OPERATION ...................12.00-6
CRANKCASE BREATHER SYSTEM COMPONENT
DESCRIPTION ...........................................11.00-1 Section 12.05 – STARTING SYSTEM
BREATHER PRE-SEPARATOR ...............11.00-1 MAINTENANCE
CRANKCASE PRESSURE REGULATOR STARTING SYSTEM MAINTENANCE .............12.05-1
VALVE ................................................11.00-2 ELECTRIC STARTER SYSTEM
BREATHER SEPARATOR MAINTENANCE....................................12.05-1
ASSEMBLY .........................................11.00-2 INLINE LUBRICATOR ............................12.05-2
BREATHER CHECK VALVE....................11.00-2 AIR / GAS STARTER ...................................12.05-3
CRANKCASE PRESSURE RELIEF VALVES STARTER INSPECTION.........................12.05-3
(OPTIONAL) ........................................11.00-3
Section 11.05 – CRANKCASE BREATHER CHAPTER 13 – ENGINE PROTECTION

SYSTEM MAINTENANCE SYSTEM MAINTENANCE
FORM 6388-1
vii © Copyright 2014, General Electric Co.
Contents
Section 13.00 – ENGINE PROTECTION CHAPTER 17 – TROUBLESHOOTING AND

SYSTEM MAINTENANCE STORAGE
K-TYPE THERMOCOUPLE INSPECTION ........13.00-1 Section 17.00 – NON-ESM
PRESSURE AND TEMPERATURE SWITCH TROUBLESHOOTING
CALIBRATION............................................13.00-1
TROUBLESHOOTING TABLE .......................17.00-1
SPARK PLUG TROUBLESHOOTING ..............17.00-9
CHAPTER 14 – OPERATION STARTER TROUBLESHOOTING ................. 17.00-10
Section 14.00 – ENGINE START-UP AND Section 17.05 – STORAGE

SHUTDOWN ENGINE STORAGE – GENERAL....................17.05-1
PRESTART INSPECTION .............................14.00-1 WAUKESHA PRESERVATIVE OIL..................17.05-1
FUEL SYSTEM ADJUSTMENT ......................14.00-3 OTHER PRESERVATIVE OILS AND
ESM ENGINE START-UP MATERIALS...............................................17.05-3
PROCEDURES...........................................14.00-6 ENGINES RETURNED TO SERVICE AFTER
HIGH OIL PRESSURE FAULTS DURING ESM ECU STORAGE .................................................17.05-4
COLD STARTS.....................................14.00-6
ESM ENGINE CHECKS DURING
CHAPTER 18 – CATALYTIC CONVERTER
OPERATION ..............................................14.00-7
ENGINE SHUTDOWN PROCEDURES ............14.00-8 Section 18.00 – CATALYTIC CONVERTER
ROUTINE SHUTDOWN..........................14.00-8 DESCRIPTION
EMERGENCY SHUTDOWN ....................14.00-8 CATALYTIC CONVTERTER ..........................18.00-1
MAINTENANCE OF STANDBY UNITS ............14.00-9 DEFINITIONS.......................................18.00-1
ENGINE PERFORMANCE RECORD...............14.00-9 OVERVIEW..........................................18.00-3
OPERATING AT LIGHT LOADS .....................14.00-9
Section 18.05 – CATALYTIC CONVERTER
INSTALLATION
CHAPTER 15 – OPTIONS REQUIRED ................................................18.05-1
Section 15.00 – ENGINE PROTECTION RECOMMENDED .......................................18.05-2
SHUTDOWN SYSTEMS GENERAL NOTES ......................................18.05-2
MAIN BEARING SENSORS...........................15.00-1 INSTALLATION ..........................................18.05-3
MAIN BEARING SENSOR REMOVAL AND Section 18.10 – CATALYST
INSTALLATION ....................................15.00-1 REPLACEMENT
PROCEDURES
CHAPTER 16 – MAINTENANCE CATALYST ELEMENT REPLACEMENT ..........18.10-1
REMOVAL ...........................................18.10-1
Section 16.00 – MAINTENANCE
INSTALLATION ....................................18.10-3
SCHEDULE
ELEMENT COVER GASKET
ENGINE PERFORMANCE RECORD...............16.00-5
REPLACEMENT ...................................18.10-4
Section 16.05 – VALVE ADJUSTMENT
Section 18.15 – CATALYST MAINTENANCE
PREPARING ENGINE FOR VALVE
CATALYST MAINTENANCE
ADJUSTMENT ...........................................16.05-1
PROCEDURE.............................................18.15-1
TRADITIONAL METHOD ..............................16.05-1
PHYSICAL INSPECTION ........................18.15-1
EXPRESS METHOD ....................................16.05-2
CATALYST CONDITION.........................18.15-1
ADJUSTING VALVES ..................................16.05-3
CORROSION .......................................18.15-3
SETTING VALVE BRIDGES ....................16.05-3
LUBRICATING OIL
SETTING LIFTER PRELOAD ...................16.05-4
RECOMMENDATIONS ..........................18.15-3
MAINTENANCE SCHEDULE.........................18.15-3
FORM 6388-1
viii © Copyright 2014, General Electric Co.
Contents
CATALYST HARNESS MAINTENANCE ..........18.15-3

CATALYST CLEANING PROCEDURE ............18.15-4
INTRODUCTION...................................18.15-4
BACKGROUND AND PREPARATION .......18.15-4
PROCEDURE.......................................18.15-5
DISPOSAL OF SPENT WASH
SOLUTION ..........................................18.15-6
APPENDIX A – WARRANTY
FORM 6388-1
ix © Copyright 2014, General Electric Co.
Contents
This Page Intentionally Left Blank
FORM 6388-1
x © Copyright 2014, General Electric Co.
HOW TO USE THIS MANUAL
Your purchase of a Waukesha VHP Series Four 12- Chapter 15 – Options – Provides optional equipment
cylinder engine with emPact Emission Control System information.
was a wise investment. Thank you for your order. In the
Chapter 16 – Maintenance – Provides engine
industrial engine field, the name Waukesha stands for
maintenance schedule and valve adjustment
quality and durability. With proper care and
procedures.
maintenance, this engine will provide many years of
reliable service. Chapter 17 – Troubleshooting – Provides basic engine
troubleshooting and storage procedures.
BEFORE PLACING THE ENGINE IN SERVICE, READ
AND UNDERSTAND CHAPTER 1, SAFETY AND Chapter 18 – Catalytic Converter – Provides converter
GENERAL INFORMATION, AND CHAPTER 14, description, installation, element and maintenance
OPERATION. procedures.
Always be alert for the special warnings within the ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
manual text. These warnings precede information that is WITHIN THE MANUAL TEXT. THESE WARNINGS
crucial to your safety as well as other personnel working PRECEDE INFORMATION THAT IS CRUCIAL TO
on or near the engine. YOUR SAFETY AS WELL AS OTHER PERSONNEL
WORKING ON OR NEAR THE ENGINE. CAUTIONS,
Section 1.00 – Safety Labels and Locations – Provides
NOTICES OR NOTES IN THE MANUAL CONTAIN
the location of all warning tags and labels and a duplicate
INFORMATION THAT RELATES TO POSSIBLE
of each tag is illustrated in case the labels or tags
DAMAGE TO THE ENGINE OR ITS COMPONENTS
become lost or damaged.
DURING ENGINE OPERATION OR MAINTENANCE
Section 1.05 – Safety – Provides a list of dangers, PROCEDURES.
warnings, cautions and notices to make you aware of the
Recommendations and data contained in the manual
dangers present during operation and maintenance of
are the latest information available at the time of this
the engine. READ THEM CAREFULLY AND FOLLOW
printing and are subject to change without notice.
THEM COMPLETELY.
Consult your local distributor or Waukesha Service
Section 1.10 – Rigging and Lifting Engines – Provides Operations Department for updated information as well
information on engine weights and proper lifting as information on subjects beyond the scope of this
procedures. manual.
Section 1.15 – General Information – Provides basic
engine data such as nameplate data, component
weights, torque specifications and clearances. This
section also supplies torque values of metric and
standard capscrews as well as conversion data.
Chapter 2 – ESM – Provides an overview of the Engine
System Manager (ESM).
Chapter 3 – HMI – Provides an overview of the Human
Machine Interface (HMI).
Chapter 4 through Chapter 13 – Engine Systems –
Provides basic engine systems description and
operator’s maintenance information for each engine
system.
Chapter 14 – Operation – Provides prestart inspection
and routine start-up and shutdown procedures, and
describes operation of the engine.
FORM 6388-1
xi © Copyright 2014, General Electric Co.
FORM 6388-1
xii © Copyright 2014, General Electric Co.
SAFETY AND GENERAL INFORMATION
SECTION 1.00
SAFETY LABELS AND LOCATIONS
SAFETY LABEL LOCATIONS NOTE: Not all labels are installed on all engines.
Application will depend on model of engine and optional
Safety labels are placed so that they are visible and equipment ordered. Example: air/gas starter instead of
readable to the operator when the engine is running. This an electrical starter.
section provides detailed diagrams and locations of the
safety labels on VHP Series Four engines. Pages 1.00- Clean surfaces of engine of all dirt, oil, etc. before
5 through 1.00-9 show examples of the safety applying labels.
labels.
SAFETY LABELS
! WARNING
The safety labels have specific placement and must be
replaced if they are defaced or removed for any reason.
All safety labels must be legible Table 1.00-1 describes each label. Figure 1.00-1 and
to alert personnel of safety
!
Figure 1.00-2 show exact location of each label.
hazards. Replace any illegible or
missing labels immediately.
Safety labels removed during
any repair work must be
replaced in their original
position before the engine is
placed back into service. Do not
operate the engine if there are
missing or badly worn safety
labels.
FORM 6388-1
1.00-1 © Copyright 2014, General Electric Co.
Table 1.00-1: Safety Labels
PART SIGNAL
DESCRIPTION
NUMBER WORD
Operate engine with safety guards in place. Contact with rotating components could result in severe
211910A WARNING
personal injury or death.
Operate engine with safety guards in place. Contact with rotating components could result in severe
211910K WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may cause regulator
211910N WARNING
to burst and could result in severe personal injury or death.
Vent flammable gas from this connection in accordance with local codes. Improper venting could
211910S WARNING
result in severe personal injury or death.
Vent flammable gas from this connection in accordance with local codes. Improper venting could
211910W WARNING
Do not exceed 150 psi air/gas inlet pressure. Overpressure may cause motor to burst and could
211911 WARNING
Do not engage barring device while engine is cranking or running. Engagement could result in severe
211911C WARNING
Explosion hazard – Do not disconnect equipment unless power has been switched off or the area is
WARNING
known to be non-hazardous. Do not operate engine with cover removed.
211912A
This engine is equipped with electronically controlled equipment. When welding anywhere on the
CAUTION
engine all electronically controlled devices must be disconnected.
Do not contact hot components. Contact with hot components could result in severe burns or
211920D CAUTION
personal injury.
Do not contact hot components. Contact with hot components could result in severe burns or
211920E CAUTION
personal injury.
Eye and ear protection required when operating or adjusting engine. Failure to wear proper
211920F CAUTION
equipment could result in personal injury.
211930A SAFETY Follow engine rigging and lifting instructions in Operation and Maintenance manual.
211930L – Emergency stop
FORM 6388-1
211930A
211930A
211910A
211930A
211930A
Figure 1.00-1: Safety Label Locations – Front and Rear Views
FORM 6388-1
211912A 211920D 211910N

211930L 211920F 211920E
211910K
211910W
211910N
211910N 211911C
211920D 211912A
211920F
211920E 211930L
211910K
211910S
211911
211911C
211910N 211912A
Figure 1.00-2: Safety Label Locations – Left and Right Views
FORM 6388-1
211920E
211920E
Figure 1.00-3: Catalyst Caution Label Locations
Operate engine with

safety guards in place.
Contact with rotating
components could result
in severe personal injury
or death.
211910A
211910A
FORM 6388-1
Vent flammable gas from

this connection in
accordance with local
codes. Improper venting
could result in severe
211910K
211910W
150
211910N 211911
211910S
FORM 6388-1
211911C
211912A
FORM 6388-1
211920D 211920F
211920E
211930A
FORM 6388-1
211930L
FORM 6388-1
FORM 6388-1
SECTION 1.05
SAFETY
SAFETY INTRODUCTION This safety alert symbol appears with

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

should be followed in order for the engine or component
to function in the manner intended.
FORM 6388-1
SAFETY
Table 1.05-1: Safety Symbol Definitions
Symbol Description
Symbol Description
A black graphical symbol inside a yellow Burst/Pressure Hazard

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

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

circle defines a safety sign that indicates
that an action shall be taken to avoid a
hazard.
Warnings
Crush Hazard (Side Pinned)
! Safety Alert Symbol
Crush Hazard (Top)
Asphyxiation Hazard
Electrical Shock Hazard
Burn Hazard
Entanglement Hazard
Burn Hazard (Chemical)
Explosion Hazard
Burn Hazard (Hot Liquid)
Fire Hazard
Burn Hazard (Steam)
FORM 6388-1
SAFETY
Symbol Description Symbol Description
Flying Object Hazard Sharp Element
Prohibitions
Hazardous Chemicals
Do not operate with guards removed
High-Pressure Hazard
Do not leave tools in the area
Impact Hazard
Drugs and Alcohol Prohibited
Pinch-Point Hazard
Lifting/Transporting only by qualified
personnel
Pressure Hazard
Welding only by qualified personnel
Mandatory Actions
Puncture Hazard
Read Manufacturer’s Instructions
Sever Hazard
Wear Environment Suit
Sever Hazard (Rotating Blade)
Wear Eye Protection
FORM 6388-1
SAFETY
Symbol Description
Wear Personal Protective Equipment

(PPE)
Wear Protective Gloves to avoid cuts and

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

Engine
FORM 6388-1
SAFETY
! WARNING Exercise extreme care when moving the

engine or its components. Never walk or
The safety messages that follow have WARNING stand directly under an engine or
component while it is suspended. Always
level hazards.
consider the weight of the engine or the
components involved when selecting
hoisting chains and lifting equipment. Be
SAFETY LABELS positive about the rated capacity of lifting
equipment. Use only properly maintained
All safety labels must be legible to alert lifting equipment with a lifting capacity that
personnel of safety hazards. Replace any exceeds the known weight of the object to
! illegible or missing labels immediately.

Safety labels removed during any repair
work must be replaced in their original
ACIDS
be lifted.
position before the engine is placed back

into service.
Always read and comply with the acid
manufacturer’s recommendations for
EQUIPMENT REPAIR AND SERVICE proper use and handling of acids.
Always stop the engine before cleaning,

servicing or repairing the engine or any
driven equipment. Be sure to follow the
procedures listed below and apply site BATTERIES
Lockout/Tagout requirements.
• Place all controls in the OFF position Always read and comply with the battery
and disconnect or lock out starters to manufacturer’s recommendations for
prevent accidental restarting. procedures concerning proper battery
• If possible, lock all controls in the OFF use and maintenance.
position and remove the key.
• Put a sign on the control panel warning
that the engine is being serviced. Batteries contain sulfuric acid and
• Close all manual control valves. generate explosive mixtures of hydrogen
• Disconnect and lock out all energy and oxygen gases. Keep any device that
sources to the engine, including all fuel, may cause sparks or flames away from
electric, hydraulic and pneumatic the battery to prevent explosion.
connections.
• Disconnect or lock out driven Always wear protective glasses or
equipment to prevent the possibility of goggles and protective clothing when
the driven equipment rotating the working with batteries. You must follow
disabled engine. the battery manufacturer’s instructions on
safety, maintenance and installation
Allow the engine to cool to room procedures.
temperature before cleaning, servicing or
repairing the engine. Some engine
components and fluids are extremely hot BODY PROTECTION
even after the engine has been shut
down. Allow sufficient time for all engine Always wear OSHA-approved body,
components and fluids to cool to room sight, hearing and respiratory system
temperature before attempting any protection. Never wear loose clothing,
service procedure. jewelry or long hair around an engine.
FORM 6388-1
SAFETY
CHEMICALS Do not service the cooling system while

the engine is operating or when the
GENERAL coolant or vapor is hot. Operational
coolant temperatures can range from
Always read and comply with the safety 180° – 250°F (82° – 121°C).
labels on all containers. Do not remove or
deface the container labels.
ELECTRICAL
GENERAL
CLEANING SOLVENTS Equipment must be grounded by qualified
personnel in accordance with IEC
Always read and comply with the solvent
(International Electric Code) and local
manufacturer’s recommendations for
electrical codes.
proper use and handling of solvents. Do
not use gasoline, paint thinners or other
highly volatile fluids for cleaning.
Do not install, set up, maintain or operate
any electrical components unless you are
LIQUID NITROGEN a technically qualified individual who is
familiar with the electrical elements
Always read and comply with the liquid involved.
nitrogen manufacturer’s
recommendations for proper use and Disconnect all electrical power supplies
handling of liquid nitrogen. before making any connections or
servicing any part of the electrical system.
COMPONENTS Always label “high voltage” on engine-

mounted equipment over 24 volts
HEATED OR FROZEN nominal.
Always wear protective equipment when
installing or removing heated or frozen
components. Some components are
heated or cooled to extreme IGNITION
temperatures for proper installation or
removal. Avoid contact with ignition units and
wiring. Ignition system components can
INTERFERENCE FIT store electrical energy, and if contacted,
can cause electrical shock.
Always wear protective equipment when
installing or removing components with
an interference fit. Installation or removal Properly discharge any electrical
of interference components may cause component that has the capability to store
flying debris. electrical energy before connecting or
servicing that component.
COOLING SYSTEM
Always wear protective equipment when EMERGENCY SHUTDOWN
venting, flushing or blowing down the
cooling system. Operational coolant An Emergency Shutdown must never be
temperatures can range from 180° – used for a normal engine shutdown.
250°F (82° – 121°C). Doing so may result in unburned fuel in
the exhaust manifold. Failure to comply
increases the risk of an exhaust
explosion.
FORM 6388-1
SAFETY
EXHAUST INTOXICANTS AND NARCOTICS

Do not inhale engine exhaust gases. Do not allow anyone under the influence
Ensure that exhaust systems are leak- of intoxicants and/or narcotics to work on
free and that all exhaust gases are or around industrial engines. Workers
properly vented to the outside of the under the influence of intoxicants and/or
building. narcotics are a hazard to both themselves
and other employees.
Do not touch or service any heated
exhaust components. Allow sufficient
time for exhaust components to cool to PRESSURIZED FLUIDS / GAS / AIR
room temperature before attempting any
service procedure. Never use pressurized fluids/gas/air to
clean clothing or body parts. Never use
body parts to check for leaks or flow rates.
Observe all applicable local and federal
FIRE PROTECTION regulations relating to pressurized fluids/
gas/air.
See local and federal fire regulations for
guidelines for proper site fire protection.
PROTECTIVE GUARDS
Provide guarding to protect persons or
structures from rotating or heated parts. It
is the responsibility of the engine owner to
FUELS specify and provide guarding. See OSHA
standards on “machine guarding” for
GENERAL details on safety rules and regulations
concerning guarding techniques.
Ensure that there are no leaks in the fuel
supply. Engine fuels are highly SPRINGS
combustible and can ignite or explode.
Use appropriate equipment and
protective gear when servicing or using
products that contain springs. Springs,
GASEOUS under tension or compression, can eject
if improper equipment or procedures are
Do not inhale gaseous fuels. Some used.
components of fuel gas are odorless,
tasteless and highly toxic. TOOLS
ELECTRICAL
Shut off the fuel supply if a gaseous Do not install, set up, maintain or operate
engine has been cranked excessively any electrical tools unless you are a
without starting. Crank the engine to technically qualified individual who is
purge the cylinders and exhaust system familiar with them.
of accumulated unburned fuel. Failure to
purge accumulated unburned fuel in the
engine and exhaust system can result in
an explosion. HYDRAULIC
LIQUIDS Do not install, set up, maintain or operate

any hydraulic tools unless you are a
Use protective equipment when working technically qualified individual who is
with liquids and related components. familiar with them. Hydraulic tools use
Liquids can be absorbed into the body. extremely high hydraulic pressure.
FORM 6388-1
SAFETY
Always follow recommended procedures ! CAUTION

when using hydraulic tensioning devices.
The safety message that follows has a CAUTION
level hazard.
PNEUMATIC Ensure that all tools and other objects are

removed from the unit and any driven
Do not install, set up, maintain or operate equipment before restarting the unit.
any pneumatic tools unless you are a
technically qualified individual who is
familiar with them. Pneumatic tools use
pressurized air.
WEIGHT
Always consider the weight of the item
being lifted and use only properly rated
lifting equipment and approved lifting
methods.
Never walk or stand under an engine or

component while it is suspended.
WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.
FORM 6388-1
SAFETY
NOTICE
The safety messages that follow have NOTICE level
hazards.
Ensure that the welder is properly grounded before

attempting to weld on or near an engine.
Disconnect the ignition harness and electronically
controlled devices before welding with an electric arc
welder on or near an engine. Failure to disconnect the
harnesses and electronically controlled devices could
result in severe engine damage.
FORM 6388-1
SAFETY
FORM 6388-1
SECTION 1.10
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING Table 1.10-1: Engine Dry Weights
ENGINE WEIGHT
! WARNING
L5794GSI 24,760 lb 11,230 kg
Exercise extreme care when L7042GSI S4/

moving the engine or its L7044GSI 24,250 lb 11,000 kg
components. Never walk or
stand directly under an engine LOCATION OF THE LIFTING EYES
or component while it is
suspended. Always consider ! WARNING
the weight of the engine or the
components involved when Always lift the engine using the
selecting hoisting chains and approved lifting eyes. The 12-
lifting equipment. Be positive cylinder gas engines are
about the rated capacity of equipped with two pairs of lifting
lifting equipment. Use only eyes, one pair on each cylinder
properly maintained lifting bank. Lifting eyes are only
equipment with a lifting capacity meant for lifting the engine. Do
which exceeds the known not use to lift driven or auxiliary
weight of the object to be lifted. equipment that may be attached
to the engine.
ALWAYS include the weight of
the engine, the components and
the lifting device to ensure the CORRECT METHOD OF RIGGING AND LIFTING
lifting equipment’s capacity is ENGINE
not exceeded when calculating
the weight to be lifted. VHP Series Four engines require the use of 9-1/2 ton
W.L.L. (Working Load Limit) standard anchor shackles
equipped with screw pins (see Figure 1.10-1).
Table 1.10-1 shows the approximate dry weight of the
Lifting chains should be positioned so that they do not
VHP 12-cylinder gas engines.
rub or bind against parts of the engine. A properly rigged
engine will be able to be lifted in such a manner that the
! WARNING
chains will not damage the engine. See Figure 1.10-2
and Figure 1.10-3 for examples of engine lifting with the
Always inspect lifting device Spreader Beam (P/N 494363B).
and hardware for cracks and or
other damage before attempting
to lift the engine.
FORM 6388-1
RIGGING AND LIFTING ENGINES
Figure 1.10-1: Typical Lifting Shackle
! WARNING
Follow approved rigging

procedures to ensure that no
undue strain is placed on the
lifting eyes and hoisting chains/
cable sling when the engine is
raised. Use the proper spreader
beam to avoid damage to the
Figure 1.10-2: Correct Method of Lifting Engine – Rear
engine.
View
Figure 1.10-3: Correct Method of Lifting Engine – Side Views
FORM 6388-1
SECTION 1.15
GENERAL INFORMATION
GENERAL INFORMATION AFR2
VHP Series Four engines are 4-cycle; 12-cylinder vee- Waukesha’s next generation air/fuel ratio controller for
configured engines (see Figure 1.15-1). All engines rich-burn engines. Control is based on pre-catalyst O2
rotate in the standard counterclockwise direction, as setpoints. System includes fuel control valves (instead
viewed from the rear (flywheel) end. of steppers), an enhanced O2 sensor optimized for
gaseous fuels, and Human/Machine Interface (HMI)
display panel. The display panel provides on-screen
AFR2 setup instructions, real-time engine operating
parameters without a laptop, and buttons to adjust the
system richer or leaner.
EMPACT* EMISSION CONTROL SYSTEM

(EMPACT)
Waukesha’s complete emission solution for rich-burn
engines capable of achieving 0.5 g/bhp-hr NOx / 1.0 g/
bhp-hr CO or 0.15 g/bhp-hr NOx / 0.30 g/bhp-hr CO.
Includes engine, 3-way catalyst, and enhanced air/fuel
ratio controller. Control is based on post-catalyst O2,
allowing system to automatically adjust air/fuel ratio
based on feedback from emissions coming out of
catalyst, simplifying compliance across range of
Figure 1.15-1 speeds, loads, and other operating conditions. System
includes fuel control valves (instead of steppers),
Table 1.15-1: Engine Models
enhanced pre- and post-catalyst O2 sensors optimized
MODEL NUMBERS for gaseous fuels, pre- and post-catalyst temperature
L5794GSI and pressure sensors, and Human/Machine Interface
(HMI) display panel. The display panel provides on-
L7042GSI S4/L7044GSI screen emPact setup instructions, real-time engine
“GSI” engines are rich combustion (stoichiometric) operating parameters without a laptop, and buttons to
engines equipped with turbochargers that “force” high- adjust the system richer or leaner.
velocity ambient air through the intercoolers, * Trademark of General Electric Company
carburetors and intake manifolds before entering the
combustion chamber. ENGINE FEATURES AND BENEFITS
See Figure 1.15-4 through Figure 1.15-7 for engine The design features of the VHP Series Four engine
identification views. family include the following:
The key features of this generation of VHP Series Four • Waukesha Engine System Manager (ESM), a total
GSI engines are the updates to the fuel control system. engine management system designed to optimize
engine performance and maximize uptime.
• Robust cylinder head assembly offering improved
reliability and durability.
FORM 6388-1
GENERAL INFORMATION
• Ignition coils mounted directly on the valve rocker • Efficient air cleaner designed for fast element
covers, improving ignition characteristics. replacement.
• Water piping routed above the engine for easier • Power distribution junction box designed for simplified
maintenance. troubleshooting.
• Water-cooled turbocharger center sections and • Maintenance-free mounted TDI starter.
additional heat shielding. • Single connection point fuel inlet.
• High-performance pistons. • Deep sump oil pan for longer oil drain intervals.
• Robust crankshaft material.
SERIAL NUMBERS AND ENGINE NAMEPLATE
Extender Series engines also have the following
features: For ease in identification, the engine model, serial and
specification numbers are stamped on a nameplate (see
• Self-regulating closed breather system with less PM
Figure 1.15-2).
emissions.
Figure 1.15-2: Nameplate
The engine nameplate provides the following When requesting information, you will need to reference
information: model number, serial number, date both the engine model and serial numbers. If the
inspected, special application approval number (power nameplate is defaced or detached, the serial number
approval), valve clearance, compression ratio, firing may be obtained directly from the crankcase. To locate
order, governed speed, elevation limit at which an it, look directly above the nameplate location, on the
engine derate takes place, and primary and secondary cylinder head deck of the crankcase.
fuel ratings which show the fuel, minimum WKI value,
ignition timing, rated output in horsepower and kilowatts, BASIC ENGINE DESCRIPTION
and overload rating in horsepower and kilowatts. This
nameplate is located on the lower left side of the The crankcase is gray cast iron. The main bearings are
crankcase, adjacent to the front of the engine. replaceable. The counterweighted crankshaft is made
of forged steel and has seven main bearing journals.
Each engine is equipped with a viscous vibration
damper.
FORM 6388-1
GENERAL INFORMATION
There are interchangeable cylinder heads, each with
two intake and two exhaust valves. Both exhaust and
intake valve seats are replaceable. Roller-type cam
followers and hydraulic pushrods are standard. The
camshaft is heavy-duty for long life. The connecting rods
are made from drop-forged steel and are rifle-drilled.
The cylinders have replaceable wet cylinder sleeves.
The pistons use a full-floating piston pin. The flywheel is
machined and has a ring gear attached.
The exhaust-driven turbocharger compresses intake air.
This compressed air is cooled in the intercooler and then
enters the carburetor and mixes with pressurized fuel.
The turbocharged air/fuel mixture enhances the
engine’s power and performance.
The pressurized lubricating system consists of an oil
sump, pump, piping network, full-flow filters, centrifugal
bypass filter and cooler. The full-flow oil filters are
mounted on the front gear cover.
The cooling system has two water pumps. The main
water pump circulates the jacket water of the engine. Figure 1.15-3: P/N 205002 Series Cylinder Head
The auxiliary water pump circulates water for the oil Cutaway View
cooler and the intercooler. The engine jacket, cylinder
heads, exhaust manifold and intercooler are all water- CRANKCASE
cooled.
The crankcase is a gray iron casting. For assembled
rigidity, the main bearing caps are attached to the
BASIC ENGINE COMPONENT crankcase with both vertical studs and lateral tie bolts.
DESCRIPTIONS This feature makes the crankcase assembly more rigid
and lengthens the life of the main bearings.
CYLINDER HEAD AND VALVES
The P/N 205002 series cylinder heads are standard on CRANKSHAFT
Series Four engines. Each cylinder head has four The underslung crankshaft is made of a low alloy, high
valves, two intake and two exhaust (see Figure 1.15-3). tensile strength forged steel. The crankshaft is
The new cylinder heads offer the following features: counterweighted to achieve a near perfect balance of
• Improved cooling rotating forces.
• Superior valve life A viscous vibration damper is installed on the forward
• Increased overhaul interval end of the crankshaft along with a gear that drives the
front end gear train and accessories. The flywheel, with
• Rigid valve bridge assembly ring gear, is installed on the rear end of the crankshaft
and is machined to accept several options.
CONNECTING RODS
The connecting rods are machined to ensure maximum
strength, precise balance and consistent weight
between cylinders. They are made of a low alloy, high
tensile strength forged steel, and are rifle-drilled to
supply pressurized lube oil from the crankshaft to the
piston pin bushings. The split line of the rod and cap
allows for removal of the connecting rod assembly up
through the cylinder sleeve bore.
FORM 6388-1
GENERAL INFORMATION
The serrated split line ensures precise alignment and WKI
transfer of loads. The caps and rods are match-
numbered to ensure that each cap is mated with the The WKI* is an analytical tool developed by GE Power
correct blade during reassembly. & Water’s Waukesha gas engines as a method for
calculating the knock resistance of gaseous fuels. It is a
The connecting rod cap fasteners, like all critical calculated numeric value used to determine optimum
fasteners used on the engine, are torqued to specific engine settings based on a specific site’s fuel gas
values. composition.
PISTONS The WKI value can be determined using the WKI

computer program for Microsoft Windows operating
The pistons are machined from one-piece castings. The system that is distributed to GE Power & Water’s
dimension of the piston skirt at room temperature is Waukesha gas engines Technical Data Book holders,
slightly larger at a point 90° to the piston pin bore. This and which is also available by contacting a Distributor or
feature allows the piston to expand from a shape that is GE Power & Water’s Waukesha gas engines Sales
somewhat oval to one that is almost perfectly round Engineering Department, or by downloading it from
when operating at stabilized engine temperatures. WEDlink.
CYLINDER SLEEVES The WKI program is also built into EngCalc3.3, which is
a Microsoft Excel-based computer program that allows
Each wet-type cylinder sleeve has a flange at its upper users to obtain site-specific engine data based on their
end to locate it in the crankcase upper deck. The sleeves input site conditions and fuel analysis. The WKI program
have three external ring grooves to hold the lower will calculate the WKI value from a customer’s fuel
crankcase bore seals. analysis breakdown. EngCalc3.3 expands the WKI
program to allow the input of fuel contaminants, such as
CAMSHAFTS
H2S and siloxanes, to determine if they are within the fuel
The design of the camshaft lobe and camshaft contaminant limits.
minimizes valve overlap and reduces the flow of gases
between the intake and exhaust ports. This improves Once the WKI value is known, it can be entered into the
fuel efficiency and lowers exhaust emissions. ECU using the ESP software. This is important, since
spark timing and engine derate curves are adjusted
based on the value of the WKI stored in the ECU.
For applications with changing fuel conditions, such as
a wastewater treatment plant with natural gas backup,
the ESM can be signaled about the fuel’s changing WKI
value in real time using the two WKI analog input wires
in the Customer Interface Harness. The calibration of the
customer interface wires, WKI+ and WKI-, is shown in
Table 1.15-2. An input less than 2 mA or greater than 22
mA indicates a wiring fault, and the default WKI value is
used instead.
Table 1.15-2: Calibration of Remote WKI Input
ANALOG USER INPUT 4 mA 20 mA

WKI Fuel Quality Signal 20 WKI 135 WKI
* Trademark of General Electric Company
FORM 6388-1
GENERAL INFORMATION
TRADEMARKS INDEX OF SEALANTS, ADHESIVES,

The following is a list of trademarked products and LUBRICANTS AND CLEANERS
equipment that may be used throughout this manual. For The following is a list of sealants, adhesives and
sealant, adhesive, lubricant and cleaner trademark lubricants that may be required to perform the tasks in
information, see Table 1.15-4 Sealants, Adhesives and this manual. Where possible, brand names are listed in
Lubricants on page 1.15-5. Where possible, brand the procedure. When brand names are not used, general
names are listed in the procedure. names are used. This index may be used to match the
Table 1.15-3: Trademarks
general description to a specific product or its equivalent
(i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant
Custom Air/Fuel Control (CAFC) with Teflon or its equivalent). Waukesha does not
endorse one brand over another. In all cases, equivalent
Custom Catalyst Control (CCC)
products may be substituted for the brand name listed.
Custom Lean Burn Control (CLBC) All part numbers listed are the manufacturer’s numbers.
Deutsch
! WARNING
Lookout
Magnaflux Products: Penetrant (SKL-HF/S) Developer
Read the manufacturer’s
(SKD-NF-ZP-9B) Cleaner/Remover (SKC-NF/ZC-7B) (USA
instructions and warnings on
847-657-5300) (UK +44 0 1793 524566)
Microsoft Windows
MODBUS
! the container when using
sealants, adhesives, lubricants
and other shop aids.
National Instruments
Permatex Non Drying Prussian Blue (Bluing Agent) (mfg. by
Loctite Corporation) (877-376-2839)
Plastigage – used for measuring small clearances
(248-354-7700)
Stellite is a registered trademark of Stoody Deloro Stellite,
Inc.
Waukesha Custom Engine Control
Waukesha Knock Index / WKI
Woodward
ACRONYMS AND DEFINITIONS

See latest edition of Form 6379, Glossary of Terms for a
complete list of acronyms and definitions used in this
manual. The acronyms and definitions stated in the
Glossary of Terms apply to Waukesha gas engines.
Definitions are not general definitions applicable to all
situations.
Table 1.15-4: Sealants, Adhesives and Lubricants
NAME USED IN TEXT BRAND NAME / DESCRIPTION

3M Scotch-Grip 847, Rubber and Gasket Adhesive
Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and
Actrel 3338L
distributed by Safety-Kleen Corp. (800-669-5750)
FEL-PRO C5-A, P/N 51005 (248-354-7700) or Loctite Anti-Seize 767/
Anti-Seize (High Temperature) Copper based anti-seize compound (USA 800-Loctite/Germany
+49-89-92 68-0)
Anti-Seize Bostik Never Seez/Anti-seize and lubricating compound (987-777-0100)
FORM 6388-1
GENERAL INFORMATION

G.E. Silmate* Silicone Rubber (USA 800-255-8886) (Europe
Black Silicone 00.800.4321.1000)
* Trademark of General Electric Company
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation)
Blueing Agent
(877-376-2839)
Cleaning Solvent/Mineral Spirits Amisol Solvent (mfg. by Standard Oil) (905-608-8766)
Dielectric Silicone Grease Dow Corning DC-200, G.E. G-624, GC Electronics 25 (989-496-4400)
Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/

Epoxy Sealant
Ns. A and B (3M ID No. 62-3266-7430-6 PA) (800-362-3550)
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No.
Gasket Adhesive
62-0847-7530-3 (800-362-3550)
Gear Oil Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (800-662-4525)
Krytox GPL-206 High Temperature Grease (P/N 489341) (USA
Krytox GPL-206
800-424-7502) (Europe +32.3.543.1267)
CITGO Lithoplex Grease NLGI No. 2 Product Code 55-340/a
Lithium Grease molybdenum-based grease or Dow Corning Molykote Paste G
(800-248-4684)
Item No. 74756 (mfg. by Loctite Corporation) (USA 800-562-8483/
Locquic Primer “T”
Germany +49-89-92 68-0)
Loctite Item No. 22220/low strength thread locker (USA 800-562-8483/
Loctite 222
Germany +49-89-92 68-0)
Loctite Item No. 24241/a blue colored removable thread locking compound
Loctite 242
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 2422/Ultra High Temperature, Medium Strength, Blue
Threadlocker, locks/seals fastener threads exposed to maximum
Loctite 2422
temperature of 650°F (343°C). (mfg. by Loctite Corporation) (USA
800-562-8483/ Germany +49-89-92 68-0)
Loctite Item No. 37419/medium strength thread locker (USA
Loctite 243
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 27141/a red colored thread locking compound (USA
Loctite 271
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 56931 third sealant/hydraulic sealant (USA
Loctite 569
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker
Loctite 5699 Gray
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA
Loctite 59675
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure
Loctite 648
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA
Loctite Compound 40
800-562-8483/Germany +49-89-92 68-0)
Loctite Hydraulic Sealant Loctite Item No. 56941 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 7471/primer / activator, anaerobic product primer activator
Loctite Primer 7471 (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92
68-0)
Loctite RC 609 Loctite Item No. 60931 (USA 800-562-8483/Germany +49-89-92 68-0)
FORM 6388-1
GENERAL INFORMATION

Lube-Lok 1000 or equivalent/ceramic bonded high temperature solid film
Lube-Lok
lubricant (800-242-1483)
Loctite Item No. 620-40/High Temperature Retaining Compound (USA
Loctite 620
800-562-8483/Germany +49-89-92 68-0)
Lubriplate No. 105 Lubriplate No. 105/lubricating grease (800-347-5343)
Magnaflux Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-9B)
Magnaflux Cleaner/Remover (SKC-NF/ZC-7B) (USA 847-657-5300) (UK +44 0 1793
524566)
Multi-Purpose Grease/moly-fortified mineral oil grease Dow Corning
Molykote BR-2 Plus
(989-496-4400)
Molykote G-N Extreme-pressure lubricant/Dow Corning (989-496-4400)
Molykote G-Rapid Plus Assembly and run-in paste/Dow Corning (989-496-4400)
Non hardening sealant/ORAPI Sealing Compound: Canada
OraSeal Service Part Number 495407
(514-735-3272)
Parker Super O-Lube/dry silicone lubricant (USA 800-272-7537) (Europe
O-Ring Lubricant
00800 27 27 5374)
Permatex Aviation Form-A-Gasket Sealant Liquid Loctite Item No. 3D (877-376-2839)
Permatex Form-A-Gasket No. 2 Sealant Loctite Item No. 2C (877-376-2839)
Permatex High Tack Spray-A-Gasket Sealant Loctite Item No. 99MA (877-376-2839)
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA
Pipe Sealant
800-714-0170) (UK +44 0 1962 711661)
Plastigage Plastigage /used for measuring small clearances (248-354-7700)
RTV Dow Corning RTV #734 or GE Red RTV 106 (989-496-4400)
Slide Rite 220 CITGO/lubricating oil (800-248-4684)
WD-40 WD-40 is a registered trademark of the WD-40 Company (888-324-7596)
FORM 6388-1
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS
2 3 4
1 6
5
7
22
21
10
20
11
19
14 12
18 17 16 15 13
Figure 1.15-4: Right-Side View
1 - Wastegate 12 - Engine Leveling Bolts

2 - Exhaust Manifold Assembly 13 - Power Distribution Junction Box (PDB)
3 - Water Piping 14 - Engine Control Unit (ECU)
4 - Fuel Control Valve (FCV) 15 - Lube Oil Dipstick
5 - Thermostat Cluster Housing 16 - Gas Regulator
6 - E-Stop Button 17 - Carburetor
7 - Oil Cooler 18 - Emission Control Module (ECM)
8 - Governor Actuator 19 - Single Fuel Inlet
9 - Oil Filters 20 - Water Jacket Drains
10 - Oil Pressure Regulator 21 - Air Cleaner
11 - Lube Oil Pump 22 - Crankcase Pressure Regulator Valve
FORM 6388-1
GENERAL INFORMATION
12 13 1
11
10 9 8 7 6 5 4
Figure 1.15-5: Left-Side View
1 - Water Manifold 8 - Gas Regulator

2 - Breather Separator Assembly 9 - Inline Lubricator
3 - Oil Fill Pipe 10 - Prelube Motor/Pump Assembly
4 - Baring Device 11 - Microspin
5 - Engine Leveling Bolts 12 - E-Stop Button
6 - Lube Oil Pan Leveling Bolts 13 - Fuel Control Valve (FCV)
7 - Carburetor
FORM 6388-1
GENERAL INFORMATION
5
1
Figure 1.15-6: Rear View
1 - Crankcase Pressure Regulator Valve 4 - Breather Separate Assembly

2 - Lifting Eye 5 - Lifting Eye
3 - Oil Drain
FORM 6388-1
GENERAL INFORMATION
3
1
5
8
Figure 1.15-7
1 - Wastegate 5 - Lifting Eye

2 - Flexible Exhaust Connection 6 - Oil Drain
3 - Wastegate 7 - Sight Glass
4 - Oil Cooler 8 - Lifting Eye
FORM 6388-1
GENERAL INFORMATION
MAXIMUM SOUND PRESSURE LEVEL
! WARNING
Always wear Personal

Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.
Table 1.15-5: Maximum Sound Pressure Level
MODEL dB(A)
L5794GSI 112 dB(A)
L7042GSI S4/L7044GSI 113 dB(A)
NOTE: Sound pressure levels measured

approximately 1 m (3.3 ft) distance from engine at a
height of 1.6 m (5.2 ft) from bottom of base.
Maximum level measured at front of engine near
turbocharger.
ENGINE SPECIFICATIONS
NOTICE
Alarm and shutdown values are based on dry natural
gas (900 BTU/cu. ft SLHV). See latest edition of
Gaseous Fuel Specification Sheet S7884 and Service
Bulletin 12-1880 for typical changes in operation
temperatures for jacket water and oil when running on
landfill or digester gas fuels.
Table 1.15-6: VHP 12-Cylinder Series Four Engine Specifications
GENERAL SPECIFICATIONS
ENGINE MODEL L5794GSI L7042GSI S4/L7044GSI
Type 4-cycle
Aspiration, GSI Turbocharged and intercooled Turbocharged and intercooled
Number of cylinders V-12, 4 valves per cylinder
Bore x stroke 8.50 x 8.50 in. (216 x 216 mm) 9.375 x 8.50 in. (238 x 216 mm)
Displacement 5788 cu. in. (95 L) 7040 cu. in. (115 L)
Compression ratio 8.25:1 8:1
700 – 1200 rpm 700 – 1200 rpm
Speed range
(see engine nameplate) (see engine nameplate)
Low idle 700 rpm
1,000 rpm – 100 dB(A) 1,000 rpm – 103 dB(A)
Maximum Sound Pressure Level*
1,200 rpm – 103 dB(A) 1,200 rpm – 105 dB(A)
FORM 6388-1
GENERAL INFORMATION
Lubrication System
Sump capacity, including filter and
190 gal (719 L) 190 gal (719 L)
cooler**
Extender
152 gal (575 L) 152 gal (575 L)
Oil pan (Low level mark)
173 gal (655 L) 173 gal (655 L)
Oil pan (Full level mark)
Shallow-Pan Option
35 gal (132.5 L) 80 gal (303 L)
Oil pan (Low level mark)
45 gal (170.3 L) 110 gal (416 L)
Oil pan (Full level mark)
Oil filter capacity 7 gal (26.5 L) 7 gal (26.5 L)
(7.25 in. x 52 in.) (7.25 in. x 52 in.)
Oil cooler capacity
5 gal (19 L) 5 gal (19 L)
Paper filter 25 micron at 98.6% efficiency (absolute) 25 micron at 98.6% efficiency (absolute)
Micro-fiberglass filter 20 micron at 90% efficiency (minimum) 20 micron at 90% efficiency (minimum)
Normal oil pressure 55 ± 5 psi (380 ± 35 kPa) 55 ± 5 psi (380 ± 35 kPa)
Low oil pressure alarm setpoint 35 psi (241 kPa) 35 psi (241 kPa)
Low oil pressure shutdown setpoint 30 psi (207 kPa) 30 psi (207 kPa)
Recommend: 3 minutes before starting.
Prelube duration
Required Minimum: 30 seconds or until pressure is obtained.
Prelube pressure in header 1 – 4 psi (7 – 31 kPa)
Postlube duration (after hot shutdown) 5 minutes
Normal oil header temperature 180°F (82°C) 180°F (82°C)
Oil header temperature alarm setpoint 195°F (91°C) 195°F (91°C)
Oil header temperature shutdown
205°F (96°C) 205°F (96°C)
setpoint
Air/Gas Starter
Pneumatic prelube motor, inline lubricator 0.5 pint (0.2 liter) 0.5 pint (0.2 liter)
Cooling System (Jacket and Auxiliary Cooling Circuits)
Standard air cooler inlet temperature 130°F (54°C)
Jacket coolant capacity, engine only 107 gal (405 L) 107 gal (405 L)
Surge tank capacity (optional) 45.5 gal (172 L) 45.5 gal (172 L)
Intercooler coolant capacity 5.50 gal (21 L) 5.50 gal (21 L)
Oil cooler coolant capacity 6.5 gal (24.6 L) 6.5 gal (24.6 L)
Jacket water pump belt tension (new or See JACKET WATER PUMP DRIVE BELT TENSION PROCEDURE on page 8.05-
used) 9.
Auxiliary water pump belt tension (new or See AUXILIARY WATER PUMP DRIVE BELT TENSION PROCEDURE on page
used) 8.05-14.
Exhaust System
Maximum permissible backpressure @ 18 in. (457 mm) at full load and speed (158 BMEP/1,200 rpm – see Technical Data
rated load and speed Sheet S-7567–03 for adjustments based on speed and load.
Crankcase Breather System
Crankcase vacuum -3 [negative] to 0 inch-H2O. (-76 [negative] to 0 mm-H2O)
FORM 6388-1
GENERAL INFORMATION
Jacket Water Outlet Temperature

180°F (82°C) for continuous and
Normal:
intermittent rating
Standard cooling system
Alarm: 190°F (88°C) (ESM-monitored)
Shutdown: 200°F (93°C) (ESM-monitored)
Intake Manifold Temperature
Up to 10°F (-12°C) above design
Normal:
intercooler water inlet temperature
GSI engines
Alarm: 145°F (63°C) (ESM-monitored)
Shutdown: 150°F (66°C) (ESM-monitored)
Intake Manifold Pressure
Contact Waukesha Sales Engineering Department
Fuel System
Natural gas pressure at regulator 24 – 50 psi (165 – 345 kPa)
Air Induction System
Maximum permissible restriction @ rated
15 inch-H2O (381 mm-H2O) 15 inch-H2O (381 mm-H2O)
load and speed
Required filtering efficiency (coarse dust
99.7% 99.7%
test per SAE726C)
Starting System
Electric starting 24 volts DC
150 psi (1034 kPa) (MAX)
Air starting pressure
Pressure is based on 50°F (10°C) oil temperature
SAE 10W oil at 32°F (0°C) and above.
Prelube inline lubricator lubricant
Use No. 2 Diesel Oil when ambient temperatures fall below 32°F (0°C)
Miscellaneous
See Table 1.15-8 13/16 in. Reach Spark Plugs for P/N 205002 Series Cylinder
Spark plug gap
Heads on page 1.15-15.
Engine timing See Engine Nameplate
Main bearing temperature shutdown 250°F (121°C)
Overspeed shutdown 10% over governed speed/ESM monitored
Flywheel ring gear 208 teeth
Valve Train
Valve clearance – hydraulic valve lifters See VALVE ADJUSTMENT on page 16.05-1.
* Sound pressure levels measured approximately 1 m (3.3 ft) distance from engine at a height of 1.6 m (5.2 ft) from bottom of
base. maximum level measured at front of engine near turbocharger.
** Total capacity of oil system. Fill oil pan, filter, cooler, etc. Run engine, then add oil as required to bring oil level in oil pan back
to high mark. Record total amount for future reference.
FORM 6388-1
GENERAL INFORMATION
Table 1.15-7: Waukesha Preservative Oil Application
UPPER CYLINDER CRANKCASE TOTAL QUANTITY

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

See latest edition of Form 398, Waukesha Special Tools
13/16 in. reach spark plugs must be used with P/N Catalog, for a complete listing of tools available for your
205002 series cylinder heads. Failure to use the engine. To order these tools, contact your local
proper reach spark plugs will cause damage to Waukesha Distributor. In some instances, substitute
equipment. items may be used but only if specifically approved by
Waukesha.
NOTICE
Use of another spark plug may cause light load misfire.
Table 1.15-8: 13/16 in. Reach Spark Plugs for P/N 205002
Series Cylinder Heads
ENGINE P/N GAP

0.015 in.
GSI 60999Z
(0.381 mm)
FORM 6388-1
GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS

Table 1.15-9: Metric Diameter to Hex-Head Wrench Size Conversion Table
METRIC STANDARD METRIC STANDARD

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

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

(212°F - 32) ÷ 1.8 = 100°C
Degrees Centigrade equals degrees Centigrade.
FORM 6388-1
GENERAL INFORMATION
Table 1.15-11: Metric to English Formula Conversion Table
CONVERSION FORMULA EXAMPLE

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

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

197 N·m = 197 x 0.7375 = 145 ft-lb
Pounds foot pounds.
Bar to Pounds per Square Bar multiplied by 14.5 equals pounds per
685 bar = 685 x 14.5 = 9932.5 psi
Inch square inch.
Kilograms per Square
Kilograms per square centimeter multiplied by
Centimeter to Pounds per 3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
14.22 equals pounds per square inch.
Square Inch (psi)
Kilopascals to Pounds per Kilopascals multiplied by 0.145 equals
310 kPa = 310 x 0.145 = 45 psi
Square Inch (psi) pounds per square inch.
Cubic Centimeters to Fluid Cubic centimeters multiplied by 0.0338
236 cc = 236 x 0.0338 = 7.98 oz
Ounces equals fluid ounces.
Liters to Gallons Liters multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Centigrade multiplied by 1.8 plus 32
100°C = (100 x 1.8) + 32 = 212°F
Degrees Fahrenheit equals Degrees Fahrenheit.
Table 1.15-12: BHP or kWb to BMEP Formula
CONVERSION FORMULA
Brake Horse Power (BHP) to Brake Mean Effective
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Power (BMEP) in Pounds Per Square inch (psi)
Kilowatts (kWb) to Brake Mean Effective Power
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
(BMEP) in Bar
FORM 6388-1
GENERAL INFORMATION
TORQUE VALUES
Table 1.15-13 lists the standard torque values required
for VHP Series Four engines.
Table 1.15-13: Critical Engine Torque Values
DESCRIPTION ft-lb in.-lb N·m

Ignition System
Ignition Coil to Valve Cover Nuts – 132 – 156 15 – 17.6
Valve Cover to Cylinder Head Capscrews – 200 (oiled) 23 (oiled)
Rocker Arm Support 1/2-13 x 5-1/2 Capscrew (4 per
66 – 70 (oiled) – 89 – 95 (oiled)
Cylinder Head)
Rocker Arm Support 3/8-16 x 6-3/4 Center Capscrew 17 (oiled) – 23 (oiled)
Spark Plug 32 – 38 (dry) – 43 – 52 (dry)
Spark Plug Sleeve Nut – 300 34
Spark Plugs
NOTICE
13/16 in. reach spark plugs must be used with P/N 32 – 38 – 43 – 52
205002 series cylinder heads. Failure to use the
proper reach spark plugs will cause damage to
equipment.
Lubrication System
Oil Pain Door Capscrew 18 – 20 – 24 – 27
ESM
Knock Sensors – 177 (dry) 20 (dry)
FORM 6388-1
GENERAL INFORMATION
GENERAL TORQUE VALUES

GENERAL TORQUE RECOMMENDATIONS
The values specified in the following tables are to be
used only in the absence of specified torquing
instructions and are not to be construed as authority to
change existing torque values. A tolerance of ±3 percent
is permissible on these values, which are for oiled
threads.
Table 1.15-14: Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 5.3 47
M5 2.7 24 6.2 55 8.7 77 10.4 92
M6 4.6 41 10.5 93 15 133 18 159
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16 95 70 215 158 305 224 365 269
M18 130 95 295 217 420 309 500 368
M20 184 135 420 309 590 435 710 523
M22 250 184 570 420 800 590 960 708
M24 315 232 725 534 1,020 752 1,220 899
M27 470 346 1,070 789 1,510 1,113 1,810 1,334
M30 635 468 1,450 1,069 2,050 1,511 2,450 1,806
M33 865 637 1,970 1,452 2,770 2,042 3,330 2,455
M36 1,111 819 2,530 1,865 3,560 2,625 4,280 3,156
M39 1,440 1,062 3,290 2,426 4,620 3,407 5,550 4,093
FORM 6388-1
GENERAL INFORMATION
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO PROPERTY
8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1,050 774
M24 x 2 780 575 1,100 811 1,300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.
FORM 6388-1
GENERAL INFORMATION
Table 1.15-15: Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20 171 126 390 287 550 405 660 486
M22 230 169 530 390 745 549 890 656
M24 295 217 675 497 960 708 1,140 840
M27 435 320 995 733 1,400 1,032 1,680 1,239
M30 590 435 1,350 995 1,900 1,401 2,280 1,681
M33 800 590 1,830 1,349 2,580 1,902 3,090 2,278
M36 1,030 759 2,360 1,740 3,310 2,441 3,980 2,935
M39 1,340 988 3,050 2,249 4,290 3,163 5,150 3,798
FORM 6388-1
GENERAL INFORMATION
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO PROPERTY
8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1,000 737 1,200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.
FORM 6388-1
GENERAL INFORMATION
Table 1.15-16: U.S. Standard Capscrew Torque Values
SAE
GRADE
NUMBER
GRADE 1 OR 2 GRADE 5 GRADE 8
SIZE/
THREADS TORQUE in.-lb (N·m) TORQUE in.-lb (N·m) TORQUE in.-lb (N·m)
PER INCH
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 – 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 73 (8) 142 (16) 133 (15) 124 (14)
1/4 – 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 – 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16 – 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 – 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8 – 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 – 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 – 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 – 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 – 20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16 – 12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16 – 18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8 – 11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8 – 18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4 – 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 – 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 – 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 (465) 605 (820) 545 (739) 484 (656)
7/8 – 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
910 819
1.0 – 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 728 (987)
(1,234) (1,110)
990 891 792
1.0 – 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782)
(1,342) (1,208) (1,074)
NOTE:
• Dry torque values are based on the use of clean, dry threads.
• Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
• Plated torque values have been reduced by 20% for new plated capscrews.
• Oiled torque values should be reduced by 10% from dry when nickel-based antiseize compound is used as a lubricant.
• Capscrews which are threaded into aluminum may require a torque reduction of 30% or more.
• The conversion factor from ft-lb to in.-lb is ft-lb x 12 equals in.-lb.
FORM 6388-1
GENERAL INFORMATION
DECLARATION OF CONFORMITY
FORM 6388-1
GENERAL INFORMATION
FORM 6388-1
GENERAL INFORMATION
DECLARATION OF INCORPORATION
FORM 6388-1
GENERAL INFORMATION
FORM 6388-1
GENERAL INFORMATION
FORM 6388-1
ESM
SECTION 2.00
ESM DESCRIPTION OF OPERATION
INTRODUCTION • Easy integration into an extensive data acquisition

system
The Waukesha Engine System Manager (ESM) is a total
engine management system designed to optimize In addition, the ESM system has safety shutdowns such
engine performance and maximize uptime. The ESM as low oil pressure, engine overspeed, high intake
system integrates spark timing control, speed manifold air temperature, high coolant temperature and
governing, detonation detection, start-stop control, air/ uncontrolled detonation.
fuel control (AFR-equipped), diagnostic tools, fault User interface to the ESM system can be as simple as
logging and engine safeties. ESM system automation switches, potentiometers and light bulbs, or as
and monitoring provides: sophisticated as a PLC with a touch screen and remote
• Better engine performance data acquisition controlled by a satellite link.
• Extensive system diagnostics See Figure 2.00-1 for a block diagram of the complete
• Rapid troubleshooting of engines ESM system.
• Local and remote monitoring capability used to trend
engine performance
FORM 6388-1
ENGINE SYSTEM MANAGER
CUSTOMER SUPPLIED Personal
24 VDC Computer
WAUKESHA SUPPLIED HMI
MODBUS out for
Customer
Ignition Power
Ignition Module W/
Coils Power Electronic
Diagnostics Service
Distribution
Box Program
ESM CAN
Integrated
Throttle Control
• Throttle Actuator ECM
• Throttle Position
• Throttle Electronics Intake Knock
Manifold Sensors Pre-Catalyst Air Inlet
Pressure Temperature Temperature/
Oil
2.00-2
Pressure/
Temperature Post-Catalyst
Oil Pressure Temperature Humidity
Intake
Local Camshaft Manifold Pre-Catalyst
Pickup Temperature Pressure
CAN
Control
(Local Panel Post-Catalyst
Water Jacket
or PLC) Temperature Pressure FCV Left and
Figure 2.00-1: ESM Block Diagram

Right Bank
Exhaust Stack Pre-Catalyst O2
Temperature Left Bank
Flywheel and Right Bank
Pickup
Post-Catalyst
O2
MODBUS from ECU to ECM
CAN for Shutdown Request

FORM 6388-1
ESM SYSTEM EQUIPMENT

The ESM system, including the modules and cables,
meets Canadian Standards Association (CSA) Class I,
Division 2, Groups A, B, C and D hazardous location
requirements.
The ESM system includes the following equipment:
• Engine Control Unit (ECU)
• Ignition Power Module with Diagnostics (IPM-D)
• PC-based Electronic Service Program (ESP)
• Electric throttle actuation
ENGINE CONTROL UNIT

DESCRIPTION OF ECU
The Engine Control Unit (ECU) is the central module or Figure 2.00-2: ESM ECU
“hub” of the ESM system (see Figure 2.00-2). The ECU
is the single entry point of system control for easy
interface and usability. The entire ESM system
interfaces with the ECU. Based on system inputs, the
ECU logic and circuitry drive all the individual
subsystems.
The ECU is a sealed module with five connection points.
The ECU configuration allows for simple electrical
connections and simple setup. The ECU is CSA-
approved for Class I, Division 2, Groups A, B, C and D
(T4 temperature rating), hazardous location
requirements.
All ESM system components, the customer-supplied PC
with Electronic Service Program software, and
customer-supplied data acquisition devices connect to
the ECU. Communication is available through:
• Status LEDs (light emitting diodes) that flash alarm/
shutdown codes on the front of the ECU
• Analog and digital signals in/out to local panel or
customer PLC
• RS-485 (MODBUS slave) communication to local
panel or customer PLC (MODBUS master)
• PC-based ESM Electronic Service Program via an
RS-232 connection
• Works with ECM to control engine operation and
information data flow into the ECM
FORM 6388-1
ECU STATUS LEDS ESM SYSTEM SENSORS
The ECU has three Status LEDs on the cover: green
(power), yellow (alarm) and red (shutdown). The green ! WARNING
LED is on whenever power is applied to the ECU, the
yellow LED flashes alarm codes and the red LED flashes Sensors can be extremely hot.
shutdown codes. The yellow and red LEDs flash codes Allow engine to cool prior to
that allow you to obtain information on the status of the handling sensors.
system when an alarm or shutdown occurs. All codes
have three digits, and each digit can be a number from
1 to 5. The codes display in the order that they occur
(with the oldest code displayed first and the most recent
code displayed last).
• Camshaft Magnetic Pickup (1)
At the start of the code sequence, both the red and • Crankshaft Magnetic Pickup (1)
yellow LEDs will flash three times simultaneously. If
there are any shutdown faults, the red LED will flash a • Intake Manifold Pressure Sensor (1)
three-digit code for each shutdown fault that occurred. If • Intake Manifold Temperature Sensor (1)
there are any alarm faults, the yellow LED will flash a • Jacket Water Temperature Sensor (1)
three-digit code for each alarm that occurred. Between
each three-digit code, both yellow and red LEDs will • Knock Sensors (12)
flash once at the same time to indicate that a new code • Post-Filter (1)
is starting. • Oil Pressure Sensor (1)
Once the fault is corrected, the Status LEDs on the ECU • Oil Temperature Sensor (1)
will remain flashing until one of two things happens: (1)
• Oil Pre-Filter Pressure Sensor (1)
the LEDs are cleared using the ESM Electronic Service
Program or (2) the engine is restarted. • Exhaust Stack Temperature Sensors (2)
The ECU Status LEDs are not considered to be the A wide variety of sensors are used to provide critical
primary means of obtaining information on the status of operating information to the ECU. If a sensor provides a
the system, but rather a way of alerting the site signal outside the normal range long enough, the ECU
technician that there is a problem and what that problem will flag either an alarm or a shutdown, depending on
is (even if a PC with the Electronic Service Program is how great the value deviates from normal or if the values
unavailable). See ESM ELECTRONIC SERVICE exceed the setpoints programmed in ESP. Sensors
PROGRAM on page 2.00-7 for more information. normally do not require maintenance or adjustments.
Figure 2.00-3: Camshaft Magnet Pickup
FORM 6388-1
Figure 2.00-4: Crankshaft Magnet Pickup

Figure 2.00-7: Knock Sensor
1
2
Figure 2.00-5
1 - Intake Manifold 2 - Intake Manifold Figure 2.00-8: Oil Pressure Sensor

Temperature Pressure Sensor
Sensor
Figure 2.00-9: Oil Temperature Sensor
Figure 2.00-6: Jacket Water Temperature Sensor
FORM 6388-1
Figure 2.00-10: Oil Pressure Pre-Filter Sensor
Figure 2.00-11: Exhaust Stack Temperature Sensors
FORM 6388-1
ESM ELECTRONIC SERVICE PROGRAM This is the ESP icon that appears on your
desktop after loading the software on your
DESCRIPTION OF ESP PC. To open the ESP software, double-click
on the icon.
The PC-based ESM Electronic Service Program (ESP)
is the primary means of obtaining information on system
status. ESP provides a user-friendly, graphical interface
E-HELP
in a Microsoft Windows XP operating system
environment (see Figure 2.00-14). If the user needs E-Help (see Figure 2.00-12) is a PC-based
help, system information or troubleshooting information troubleshooting software program, providing detailed
while using the ESP software, an electronic help file is troubleshooting procedures for Waukesha engine Alarm
included. See E-HELP on page 2.00-7 for more Fault Codes (ALM), Emergency Shutdown Fault Codes
information. E-Help is accessed by pressing the [F1] (ESD) P-Codes and Power Distribution Box Fault Codes
function key on the keyboard. (PDB).
ESP is a diagnostic tool and is the means by which the
information recorded to the ECU fault logs can be read.
Minimal site-specific programming is required.
Figure 2.00-12: E-Help Main Screen
ESP contains an electronic help file named E-Help (see To access the help file any time while using the ESP
Figure 2.00-13 for a sample screen). The user can software, press the [F1] function key on the keyboard or
quickly and easily move around in E-Help through select Help Contents… from the Help menu in ESP. As
electronic links (or hypertext links) from subject to an additional aid in troubleshooting, double-clicking a
subject. E-Help is automatically installed when the ESP fault listed in the Fault Log will open E-Help directly to
software is installed. the troubleshooting information for that fault.
FORM 6388-1
Figure 2.00-13: Sample E-Help Screen
FORM 6388-1
USER INTERFACE PANELS These panels display system and component status,
current pressure and temperature readings, alarms,
The ESM ESP software displays engine status and
ignition status, governor status and programmable
information on eight panels:
adjustments (see Figure 2.00-14).
[F2] Engine Panel [F5] Ignition Panel Each of the panels is viewed by clicking the
[F3] Start-Stop Panel [F10] Status Panel corresponding tab or by pressing the corresponding
function key ([F#]) on the keyboard.
[F4] Governor Panel [F11] Advanced Panel
See ESP PANEL DESCRIPTIONS on page 2.35-1
for a complete description of each panel.
Figure 2.00-14: ESP’s Graphical User Interface
FORM 6388-1
ESM SYSTEM DIAGNOSTICS • LED Circuit Indicators (red) – indicate that specific
circuit is energized.
The ESM system performs self-diagnostics using the
input and output values from the ECU, the sensors and • Internal Fault LED (yellow) – to let the user know the
engine performance. The ECU detects faulty sensors Power Distribution Box has detected an electrical
and wires by: short or an over-current and locked out power to one
of the engine circuits. There is an option of having this
• Checking for sensor readings that are out of light displayed at the customer panel
programmed limits
• Reset Button – used to reset the PDB after an electrical
• Cross-checking sensor readings with other sensor short or an over-current condition is corrected.
readings for correct and stable operation
• Remote PDB Fault Indicator – notifies the operator that
• Completing checks that determine whether or not a electrical short or over-current condition is detected.
sensor is operating out of the normal operating range Connection is made through the local control option
When a fault occurs, several actions may take place as harness.
a result. A fault can have both internal actions and NOTE: This light can be viewed externally at the
external visible effects. Each fault detected will cause customer control panel using the remote output in the
one or more of the following actions to occur: local control option harness.
• Alarm is logged by the ECU and appears in the ESP
software’s Fault Log. See ESP PANEL
DESCRIPTIONS on page 2.35-1 for more
information.
• Yellow and/or red Status LEDs on the front of the ECU
light and begin to flash a fault code.
• Sensors and actuator switch into a “default state”
where the actuator/sensors operate at expected
normal values or at values that place the engine in a
safe state. When the default state takes control, an
alarm is signaled and the fault is logged but the engine
keeps running (unless as a result of the fault a
shutdown fault occurs).
• Shutdown occurs and the red Status LED on the front
of the ECU lights and flashes a code.
• Alarm or shutdown signal is transmitted over the
customer interface (RS-485 MODBUS and digital
output).
POWER DISTRIBUTION JUNCTION BOX

The power distribution junction box (PDB) (see Figure
2.00-15) is used to protect and distribute 24 VDC power
to all the components on the engine that require power,
such as the ECU, IPM-D and actuators; no other power
connections are necessary. It also triggers controlled
devices such as the prelube motor and fuel valve. The
PDB contains circuitry to clamp input voltage spikes to
a safe level before distribution. It will disable individual
output circuits from high-current events such as a wire
short. Also, LEDs inside the Power Distribution Junction
Box aid in troubleshooting of the individual output
circuits.
The PDB incorporates the following features:
• Improved Sealing – CSA type 4
FORM 6388-1
2
3
2
Figure 2.00-15: Power Distribution Junction Box Figure 2.00-16

(Typical)
1 - Reset Button 3 - Internal Fault LED
1 - Positive (+) Battery 3 - Terminal Block 2 - LED Indicators
Connection
2 - Negative (−)
Battery Connection
FORM 6388-1
FORM 6388-1
SECTION 2.05
ESM SPEED CONTROL
In order to control the engine speed, the ECU needs to NOTE: Wiring diagrams are located at the end of this
know the following: manual and are intended for reference only.
• Current engine speed
• Desired engine speed
• Speed error
To determine current engine speed, the ECU uses the
crankshaft magnetic pickup sensing the 36 reference
holes in the flywheel. As the holes pass the end of the
magnetic sensor, a signal wave is generated. The
frequency of the signal is proportional to engine speed.
The desired engine speed is set by means of calibrations
and/or external inputs to the ECU. The ECU calculates
the difference between the current speed and the
desired speed to determine the speed error.
An electric actuator is used to convert the electrical
signal from the ECU into motion to change the amount
of air and fuel delivered to the engine through the throttle Figure 2.05-1: Electric Actuator and Throttle
(see Figure 2.05-1).
FORM 6388-1
ESM SPEED CONTROL
SPEED GOVERNING INPUTS AND CALIBRATIONS
Figure 2.05-2: ESM Speed Governing System Inputs
Figure 2.05-2 illustrates the types of inputs to the ESM SPEED GOVERNING MODES
for speed governing control. The actual inputs required
to the ECU depend on the governing control desired. Using inputs from the user’s panel or PLC, the ESM is
set to run in one of two control modes:
NOTE: The actual inputs required to the ECU depend
• Speed Control Mode
on the governing control desired.
– Fixed Speed
Required external inputs are programmed to the ECU
via the customer’s local control panel. These inputs – Variable Speed
include remote speed/load setting, remote speed setting • Load Control Mode
enable, rated speed/idle speed and an auxiliary rpm
input for load control. Using these customer inputs, the SPEED CONTROL MODE
ESM speed governing system is set to run in either
Speed control mode allows the engine operator to
speed control mode or load control mode.
choose a setpoint speed, and the ECU will run the
Governing control is further customized for location engine at that speed. The control can be either fixed
requirements through user-selectable parameters speed or variable speed.
describing the driven load. Custom control adjustments
to the ESM speed governing system are made with ESP. Fixed Speed
The rotating moment of inertia of the driven equipment NOTICE

must be programmed in ESP. The correct governor gain
depends on the rotating moment of inertia of the engine Never set the high idle speed above the safe working
and driven equipment. Further gain calibrations may be limit of the driven equipment. If the GOVREMSP signal
made through ESP. goes out of range or the GOVREMSEL signal is lost,
then the engine will run at the speed determined by the
By inputting the rotating moment of inertia of the driven
status of GOVHL IDL and calibrated low or high idle
equipment, the gain is preset correctly, saving time
speeds.
during setup of the engine. The rotating moment of
inertia of the engine and the driven equipment are used
in predicting governor sensitivity. See PROGRAMMING
LOAD INERTIA on page 2.40-20 for more information.
FORM 6388-1
ESM SPEED CONTROL
When fixed speed control is selected with the ESP, the The digital signal input to the ECU must be connected to
ECU will maintain a constant engine rpm regardless of +24 VDC (8.6 – 36 volts) for rated speed. The idle speed
load (within the capacity of the engine). and remote speed setting enable (GOVREMSEL) circuit
must be open. When using the remote speed/load
There are two fixed speeds available: low idle and high
setting, GOVHL IDL should be set to a safe mode. “Safe
idle. Low idle speed is the default, and high idle is
mode” means that if the wire that enables remote rpm
obtained by connecting a digital input to the ECU of +24
operation (GOVREMSEL) fails, the speed setpoint will
VDC nominal. Low idle speed is preset for each engine
default to the GOVHL IDL idle value. Consider all
family, but by using ESP, the low idle speed can be offset
process/driven equipment requirements when
lower or higher than the preset value. High idle speed is
programming idle requirements.
also adjustable using ESP, but is constrained to be
higher than low idle speed and no higher than the
maximum rated speed of the engine.
Figure 2.05-3: Logic Diagram Showing Fixed Speed
Variable Speed When operating an engine for variable-speed

applications, user connections determine the rpm
Variable speed is used to synchronize the output of
setpoint. When the remote speed select input signal is
multiple generator sets driving an isolated electrical grid.
high (8.6 – 36 volts), the “Remote RPM” field on the [F4]
The ECU will allow the engine to slow down slightly
Governor panel is green and displays “ON.”
under load. Variable speed is used to simulate the
situation with mechanical governors where the engine
will run at a slightly higher rpm than the setpoint when no
load is placed on the engine.
FORM 6388-1
ESM SPEED CONTROL
Connecting the GOVREMSEL digital input to the ECU The ESM checks for an out-of-range input that is less
at +24 VDC enables variable speed mode. The speed than 2 mA, greater than 22 mA, less than 0.45 volts or
setpoint can then be varied with either a 4 – 20 mA or a greater than 4.3 volts. If an out-of-range speed setpoint
0.875 – 4.0 volt input (see Table 2.05-1). is detected, the engine will then run at the speed
indicated by the status of the high idle/low idle digital
Table 2.05-1: Engine Speed Range
input. The engine speed setpoint range is already
SPEED RANGE preadjusted to go from minimum to maximum engine
(4 – 20 mA RANGE) speed using the 4 – 20 mA or 0.875 – 4.0 VDC input.
700 – 1,206 rpm
Figure 2.05-4: Connection Options for Variable Speed Setting Input
FORM 6388-1
ESM SPEED CONTROL
Figure 2.05-5: Logic Diagram Showing Variable Speed

NOTE: If Remote Speed Selection Digital Input goes open circuit, then engine will run at Calibrated Low or High Idle
rpm depending on status of Low/High Idle Digital Input.
LOAD CONTROL MODE

Load control mode is used when a generator set is
synchronized to a grid. In this case, the grid controls
speed, and the ESM speed governing system controls
the engine load using signals from an external device.
The SYNC rpm is adjusted so that the actual engine
speed setpoint is approximately 0.2% higher than
synchronous speed. For example, if the grid frequency
is 50 Hz (1,000 rpm), the high idle is adjusted so that the
engine speed setpoint is 1.002 times 1,000 rpm, which
is 1,002 rpm. This ensures that the electric phasing of
the grid and the engine are different so that the phases
will “slide” past each other. When an external
synchronizer determines that the voltage and phase of
the generator match the grid, the breaker is closed.
The load of the engine can now be controlled by an
external load control such as the Woodward Load
Sharing Module (Woodward P/N 9907-173) through the
GOVAUXSIG and GOVAUXGND -2.5 to +2.5 volt input
of the ESM (see Figure 2.05-6).
Figure 2.05-6: External Load Control – Woodward Load

Sharing Module
FORM 6388-1
ESM SPEED CONTROL
The speed bias output of most load sharing devices can ROTATING MOMENT OF INERTIA /
be configured to match the -2.5 to +2.5 volt input range ADJUSTING GAIN
of the ESM GOVAUXSIG and GOVAUXGND inputs.
See the Load Sharing Device Manual for information on NOTICE
how to configure the range and offset of the speed bias
output of your load sharing device. Next, start the engine Ensure that the correct rotating moment of inertia (load
and adjust the proportional and integral gains of the load inertia) is programmed in ESP for the engine’s driven
sharing device to obtain stable operation of the engine equipment. Failure to program the moment of inertia
power output. See the Load Sharing Device Manual for for the driven equipment on the engine in ESP will lead
more information on how to set the gains of the device. to poor steady state and transient speed stability.
Contact the manufacturer of your specific equipment
FEEDFORWARD CONTROL (LOAD for moment of inertia documentation and official
COMING CONTROL) specifications.
Feedforward control (or load coming) is a proactive
rather than a reactive feature that allows the engine to
The correct gains for an engine model are preloaded to
accept larger load additions than would normally be
the ECU. Having the gains preloaded greatly reduces
allowed. Feedforward works by immediately opening
start-up time.
the throttle by a user-calibrated amount when a digital
input goes high (8.6 – 36 volts). For example, when To make this work, the ECU needs only one piece of
starting a large electric motor that is operating in island information from the customer: the rotating moment of
electric power generation mode, the moment the electric inertia or load inertia of the driven equipment.
motor is started, or a second or two before, the
The rotating moment of inertia is the difference in how
feedforward digital input is raised high, and the ESM
easy or difficult it will be to set any object in motion
opens the throttle to produce more power. Unlike
around a defined axis of rotation. The higher the moment
standard governing, the ESM does not have to wait for
of inertia of an object, the more force will have to be
the engine speed to drop before opening the throttle.
applied to set that object in a rotational motion.
Conversely, the lower the moment of inertia, the less
ALTERNATE DYNAMICS (SYNCHRONIZER force needed to make the object rotate about an axis.
CONTROL)
NOTE: Rotating moment of inertia is not the weight or
Alternate dynamics is a setting used at low loads and mass of the driven equipment.
speeds, which reduces the throttle gains to provide
Once this information is available, the ECU calculates
better speed stability. Raising a high digital input (8.6 –
the actual load changes on the engine based on speed
36 volts) to the ECU puts the ESM speed governing
changes. Rotating moment of inertia is needed for all
system in alternate dynamics.
driven equipment.
During the time the alternate dynamics input is high, the
Setting the rotating moment of inertia (or load inertia)
field is green and displays “ON.” During the time the
with ESP is the first task when setting up an engine and
alternate dynamics input is low, the field is gray and
must be done with the engine not rotating.
displays “OFF”.
The rotating moment of inertia value is programmed on
the [F4] Governor panel in ESP.
See PROGRAMMING LOAD INERTIA on page 2.40-
20 for programming steps.
FORM 6388-1
SECTION 2.10
IGNITION SYSTEM
The ESM system controls spark plug timing with a digital The ESM ignition system uses the ECU as its central
capacitive discharge ignition system. The ignition processor or “brain.” Two magnetic pickups are used to
system uses the capacitor discharge principle that input information to the ECU. One pickup reads a
provides a high variable energy, precision-timed spark magnet on the camshaft, and the other senses reference
for maximum engine performance. The ESM ignition holes in the flywheel. See Figure 2.10-1 for the ESM
system provides accurate and reliable ignition timing, ignition system diagram.
resulting in optimum engine operation.
Figure 2.10-1: ESM Ignition System Diagram
IPM-D
The IPM-D is needed to fire the spark plug at the required
voltage (see Figure 2.10-2). The IPM-D is CSA-
approved for Class I, Division 2, Group D (T4
temperature rating), hazardous location requirements.
Figure 2.10-2: IPM-D
FORM 6388-1
IGNITION SYSTEM
IGNITION THEORY
The ECU is calibrated to control spark timing. Timing can
vary with engine speed, intake manifold pressure,
engine-mounted knock sensors and several other
variables that optimize engine performance.
When a knock signal exceeds the knock threshold, the
ECU retards timing on an individual cylinder basis to
keep the engine out of knock. See ESM KNOCK
DETECTION AND TIMING CONTROL on page 2.10-
4 for more information.
Based on the calibration and readings, the ECU sends
an electronic signal to the IPM-D that energizes the
ignition coils to “fire” the spark plug. The IPM-D provides Figure 2.10-4: Crankshaft Magnetic Pickup – Flywheel
automatically controlled dual voltage levels depending Housing
on the operating conditions. See IGNITION
DIAGNOSTICS on page 2.10-5 for more information. Since the camshaft disc rotates at half the engine speed,
the crankshaft must rotate twice for the engine cycle to
The IPM-D is a high-energy, capacitor discharge solid- end.
state ignition module. The power supply voltage is used
to charge the energy storage capacitor. This voltage is
ESM KNOCK DETECTION CONTROL
then stepped up by the ignition coils. A signal from the
ECU triggers the IPM-D to release the energy stored in The ESM system includes knock detection and protects
the capacitor. When the IPM-D receives the signal, the Waukesha spark-ignited gas engines from damage due
energy in the ignition coil is used to fire the spark plug. to knock. Knock is the ignition of the end gas after spark
ignition has occurred during normal combustion.
ESM-equipped engines have an index disc mounted on
the camshaft gear and a magnetic pickup mounted on Knock can be caused by site conditions, fuel or
the gear cover of the engine (see Figure 2.10-3). The combustion chamber deposits.
index disc is always fixed at the same angular location
The ESM system detects detonation by monitoring
for every engine with ESM. The index disc has one
vibrations at each cylinder with engine-mounted knock
magnet: the index magnet. The camshaft magnetic
sensors (see Figure 2.10-5 and Figure 2.10-6). When a
pickup determines which part of the four-stroke cycle the
signal exceeds a detonation threshold, the ESM system
engine is in.
retards timing incrementally on an individual cylinder
basis to keep the engine and each cylinder out of
detonation or from “knocking.”
Figure 2.10-3: Camshaft Pickup – Gear Cover

The crankshaft magnetic pickup is used to sense 36
reference holes in the flywheel (see Figure 2.10-4). This Figure 2.10-5: Knock Sensor (P/N A740110C)
magnetic pickup signals to the ECU the angular position
of the crankshaft and engine speed (rpm).
FORM 6388-1
IGNITION SYSTEM
Knock will depend on the humidity of intake air and the
temperature and pressure of the end gas in the
combustion chamber. Any change in engine operating
characteristics that affects end gas temperature will
P/N A740110C determine whether knock will occur. The higher the end
gas pressure and temperature rise and the time to which
it is exposed to this severe stress, the greater the
tendency for the fuel to detonate.
If after a predetermined time, conditions do not permit
timing to be advanced from the most retarded timing
The following are the main features of the ESM knock position, the engine will shut down. Either one or both
detection: fault codes may occur:
• The ESM system monitors for knock during every • ESD 224 - KNOCK: Specific cylinder was at its
combustion event. maximum retarded timing due to knock and exceeded
• A per-event measure of the knock level is compared an absolute threshold.
to a reference level to determine if knock is present. • ESD 335 - KNOCK ABS THRESHOLD: A knock
• Action taken by the ESM when knock is detected is sensor output value exceeded an absolute threshold
proportional to the knock intensity identified. programmed to ECU.
• The ESM requires no calibration of the knock Avoiding knock conditions is critical since knock is
detection system by on-site personnel. The ESM typically destructive to engine components. Severe
knock detection system is self-calibrating. knock often damages pistons, cylinder heads, valves
and piston rings. Damage from knock will eventually lead
• If a knock is detected and the engine is shut down, the
to complete failure of the affected part. Knock can be
ECU records in the fault log that knocking occurred,
prevented; however, the conditions that promote knock
even if a PC was not connected.
are extremely complex and many variables can promote
When a PC is connected to the ECU and the ESP knock at any one time.
software is active, the ESP software displays when
knock is occurring. If the engine is shut down due to
knock, the shutdown and number of the knocking
cylinders are recorded in the fault log.
ESM KNOCK DETECTION THEORY

During normal combustion, the forward boundary of the
burning fuel is called the “flame-front.” Combustion in a
gaseous air-fuel homogeneous mixture ignited by a
spark is characterized by the rapid development of a
flame that starts from the ignition point and spreads
continually outward. When this spread continues to the
end of the chamber without abrupt change in its speed
or shape, combustion is called “normal.”
Knock is due to the ignition of the end gas after spark
ignition has occurred. The end gas is the remaining air-
fuel charge that has not yet been consumed in the
normal flame-front. When the end gas mixture beyond
the boundary of the flame-front is subjected to a
combination of heat and pressure from normal
combustion, knock will occur. If the knock has enough
force, the pressure in the chamber will spike, causing the
structure of the engine to resonate, and an audible “ping”
or “knock” will be heard.
FORM 6388-1
IGNITION SYSTEM
Table 2.10-1: Knock Promoters and Reducers
1
PROMOTERS REDUCERS
Higher cylinder temperature Lower cylinder temperatures 5 2
Lower WKI fuels Higher WKI fuels
3
More advanced spark timing Less advanced spark timing
4
Higher compression ratios Lower compression ratios
Higher inlet pressure Lower inlet pressure
Higher coolant temperatures Lower coolant temperatures
Higher IMAT Lower IMAT
Lower engine speeds Higher engine speeds
Lower atmospheric humidity Higher atmospheric humidity
Higher engine load Lower engine load
Stoichiometric AFR Lean or rich AFR
TDC
(Rich burn engine) (without engine overload)
Rich AFR (lean burn engine) Lean AFRs Figure 2.10-7: Windowing Chart
Cylinder misfire on
– 1 - Pressure, PSIA 4 - Ignition Spark
neighboring cylinders
2 - Detonation 5 - Open Sample
3 - End of Sample Window
ESM KNOCK DETECTION AND TIMING CONTROL
Window
The ESM senses knock with a technique called During knock, a unique vibration called “knock
“windowing.” This technique allows the ESM to look for frequency” is produced. Knock frequency is just one of
knock only during the combustion time when knock many frequencies created in a cylinder during engine
could be present. operation. The knock sensors mounted at each cylinder
The “window” opens shortly after the spark plug fires to convert engine vibrations to electrical signals that are
eliminate the effects of ignition noise. This noise is routed to the ECU.
caused from the firing of the spark plug and subsequent The ECU removes the electrical signals that are not
“ring-out” of coils. This “sample” window is closed near associated with knock using a built-in filter. When the
the end of the combustion event at a predetermined filtered signal exceeds a predetermined limit (knock
angle ATDC in crankshaft degrees (see Figure 2.10-7). threshold), ESM retards the ignition timing for the
cylinder associated with that sensor by communicating
internally with the ignition circuitry that controls the
IPM-D. The amount timing is retarded is directly
proportional to knock intensity. So, when intensity
(loudness) is high, ignition timing is retarded more than
when knock intensity is low.
The ESM controls timing between two limits: Maximum
Advanced Timing and Most Retarded Timing.
Maximum advanced timing is variable and depends on
rpm, load and WKI value. The most retarded timing is a
predetermined limit.
The maximum advanced timing value is used in two
different ways. First, under normal loads, maximum
advanced timing is the timing limit. Second, when the
engine is under light load and cannot be knocking, it is
used as the timing for all cylinders.
FORM 6388-1
IGNITION SYSTEM
In the event the ESM senses knock that exceeds the When the spark reference number reaches one of the
knock threshold, ignition timing will be retarded at an four programmed thresholds, an alarm is triggered.
amount proportional to intensity of knock sensed. Three of these four thresholds (low voltage, high voltage
Ignition timing will then be retarded until either the signal and no spark) were designed to be adjustable so the
from the knock sensor falls below the knock threshold or user can customize IPM-D predictive diagnostics to fit
the most retarded timing position is reached. As soon as the specific needs of each engine. Using the [F5] Ignition
conditions permit, the ESM will advance spark timing to panel in ESP, the user can adjust the fault’s alarm and
the maximum setpoint at a predetermined rate. point to compensate for site conditions and minor
variations in spark reference numbers between
If after a predetermined time, conditions do not permit
individual coils.
timing to be advanced from the most retarded timing
position, the ECU will perform one or more of the See IPM-D PROGRAMMING on page 2.40-30 for
following actions: programming information.
• The engine will shut down after a predetermined time, NOTE: The IPM-D default values are appropriate for all
and log ESD 224 - KNOCK: Specific cylinder was at engine applications.
its maximum retarded timing due to knock and
exceeded an absolute threshold. NOTE: Improper use of these adjustments may limit the
effectiveness of IPM-D diagnostics.
• The red status LED on the ECU will blink the knock
fault code. MONITORING IGNITION ENERGY FIELD
• ECU will log ESD 335 - KNOCK ABS THRESHOLD: The “Ignition Energy” field on the [F5] Ignition panel
A knock sensor output value exceeded an absolute indicates at what level of energy the IPM-D is firing the
threshold programmed to ECU. spark plugs: Level 1 (low) or Level 2 (high). The pink
“Ignition Energy” field will signal the user whether the
IGNITION DIAGNOSTICS ignition level is LEVEL 1 or LEVEL 2.
The IPM-D provides diagnostic information for both During normal engine operation, the IPM-D fires at a
primary and secondary sides of the ignition coil. The Level 1 (normal) ignition energy. The IPM-D fires at a
IPM-D detects shorted spark plugs and ignition leads, Level 2 (high) ignition energy on engine start-up or as a
as well as spark plugs that require a boosted energy level result of spark plug wear. When sufficient spark plug
to fire or that do not fire at all. The diagnostic information wear is monitored, IPM-D raises the power level of the
is provided through a CAN between the ECU and ignition coil. If the ignition energy is raised to Level 2
IPM-D, and then to ESP and the customer’s local control (except on start-up), an alarm is triggered to alert the
panel via MODBUS. operator.
Four thresholds calibrated by Waukesha have been Once Level 2 energy is applied, the spark reference
programmed into the ECU to trigger four different levels number will decrease initially, but the Fault Log will
of alarm: indicate the cylinder number of the spark plug that is
• Primary: Indicates a failed ignition coil or faulty wearing out.
ignition wiring.
MONITORING SPARK REFERENCE NUMBER
NOTE: Another possible cause of a primary alarm
would be the activation of the red lockout or E-Stop Predictive diagnostics based on a spark reference
button on the side of the engine while the engine is number for each cylinder is used to monitor each spark
running. plug’s life. The spark reference number is an arbitrary
number based on relative voltage demand at the spark
• Low Voltage: Indicates a low voltage demand plug and is calculated each time the cylinder fires. The
condition that may have resulted from a shorted coil or spark reference number is displayed for each cylinder
secondary lead, deposit buildup or a failed spark plug on the [F5] Ignition panel in ESP.
(failure related to “balling” or shorting).
• High Voltage: Indicates that a spark plug is becoming
worn and will need to be replaced. When this limit is
exceeded, the “Ignition Energy” is raised to a level 2.
See MONITORING IGNITION ENERGY FIELD on
page 2.10-5.
• No Spark: Indicates that a spark plug is worn and must
be replaced.
FORM 6388-1
IGNITION SYSTEM
Spark reference numbers can be used to represent
spark plug electrode wear (gap) and can be monitored
(for example, with MODBUS) and trended to predict the
time of spark plug failure. The usefulness of the spark
reference number lies in how much a number changes
over time as a spark plug erodes. Based on a thorough
trend analysis of the spark reference numbers, the user
may wish to adjust the high, low or no spark voltage
limits. It will take some testing and adjustment to obtain
thresholds that optimize the use of these features. For
maximum benefit, the spark reference number for each
cylinder should be recorded at normal operating load
with new spark plugs installed and then monitored over
a period of time for changes.
The Spark Reference Number fields on the [F5] Ignition
panel display the spark reference number for each
cylinder. As the secondary voltage increases, the spark
reference number also increases. A gradual increase in
the spark reference number is expected over time as the
spark plug wears. The closer to end of spark plug life,
the faster the spark reference number will increase.
FORM 6388-1
SECTION 2.15
ESM MAIN FUEL SHUTOFF VALVE CONTROL
This section describes how the ESM system controls the A fuel control harness is prewired to the Power
main fuel shutoff valve and how to set up the ESM Distribution Box through connector Start/Lean Burn on
system for the customer’s fuel quality. the side of the box. The other end of the harness is coiled
and tie-wrapped to the engine.
NOTICE
The fuel shutoff valve control harness is 10 ft (3 m) long
Wire the customer-supplied fuel gas shutoff valve so so the fuel shutoff valve can be located 10 ft (3 m) from
it is controlled by the ESM system. If the fuel shutoff the center of the right side of the engine. Two wires are
valve is controlled independently of the ESM system, provided on the Start Harness from the Power
fault codes will occur when the fuel shutoff valve is not Distribution Box. It is the packager’s responsibility to
actuated in sequence by the ESM system. connect the Start Harness wires to the fuel shutoff valve.
The electrical interference from solenoids and other See latest edition of S-6656-23 “Natural Gas Pressure
electrical switches will not be cyclic and can be as high Limits to Engine-Mounted Regulator” in the Waukesha
as several hundred volts. This could cause faults Technical Data Manual (General Volume) for minimum
within the ESM system that may or may not be fuel pressure required for your application.
indicated with diagnostics. Waukesha requires a
“freewheeling” diode (1N4002 or equivalent rated for
100V and 1A) be added across the coils of relays and
solenoids to suppress high induced voltages that may
occur when equipment is turned off. Failure to comply
will void product warranty.
The customer must supply a fuel shutoff valve that is to

be installed and wired using the ESM system’s Start
Harness to the Power Distribution Box (see wiring
diagram at the end of the manual). The ESM system has
software to correctly sequence the main fuel shutoff
valve on and off during starting and stopping. If the fuel
shutoff valve is controlled independently of the ESM
system, expect fault codes to occur when the fuel shutoff
valve is not actuated in sequence by the ESM system.
The fuel shutoff valve should be a 24 VDC energized-to-
open valve. Relay #3 in the Power Distribution Box
supplies the fuel valve with battery voltage at a maximum
of either 3 amps with the CSA-approved Power
Distribution Box, or 10 or 15 amps with the non-CSA-
approved Power Distribution Box.
NOTE: All inductive loads such as a fuel shutoff valve
must have a suppression diode installed across the
valve coil as close to the valve as is practical.
FORM 6388-1
ESM MAIN FUEL SHUTOFF VALVE CONTROL
FORM 6388-1
SECTION 2.20
EMERGENCY SAFETY ALARMS AND SHUTDOWNS DESCRIPTION
NOTICE OVERVIEW
The ESM system provides numerous engine safety
The following critical ESDs will prevent post-shutdown shutdowns to protect the engine. These engine safety
functionality from occurring: shutdowns include the following:
• ESD222 CUST ESD • Low oil pressure
• ESD223 LOW OIL PRESS
• 10% overspeed instantaneous
• ESD313 LOCKOUT/IGNITION
• Waukesha-calibrated to run no more than rated speed
• User-calibrated driven equipment overspeed
NOTICE • Engine overload (based on percentage of engine
torque)
The emPact HMI provides additional engine
• Uncontrollable knock
protection. The following P-codes will send a
shutdown command if activated: • High intake manifold air temperature
• P1025 – Post-Cat Temperature Range High • High jacket water coolant temperature
• P1027 – Pre-Cat Temperature Range High • Internal ECU faults
• P1040 – Pre-Cat Temperature SD • Failure of magnetic pickup
• P1041 – Post-Cat Temperature SD
When a safety shutdown occurs, several internal actions
• P1075 – Delta-Cat Pressure SD and external visible effects take place. Each safety
• P1076 – Delta-Cat Temperature SD shutdown will cause the following actions to occur:
For additional information, see Table 3.15-1 HMI • Ignition spark stops instantaneously.
Alarm Fault Codes on page 3.15-1.
• Fuel valve is closed.
• The digital output from the ECU to the customer is
changed to indicate to the customer’s driven
equipment or PLC that the ESM system has shut down
the engine and something is not operating as
expected.
• Red status LED on the front of the ECU flashes the
shutdown fault code.
• An entry is added to the fault log and can be read using
the ESM ESP software.
FORM 6388-1
SAFETY SHUTDOWNS ENGINE OVERSPEED

The ESM system is calibrated by Waukesha (not user-
EMERGENCY STOP (E-STOP) BUTTONS programmable) to perform an immediate emergency
When an E-Stop button is pressed, the engine performs shutdown upon detection of engine speed greater than
an emergency stop. 110% of rated rpm. In addition, the ESM system will shut
down an engine that is consistently run above rated rpm.
! WARNING For example, running a 1,200 rpm VHP engine at 1,250
rpm will cause a shutdown after a period of time
Use an emergency shutdown to calibrated by Waukesha.
stop the engine to avoid In addition to the engine overspeed calibrated by
imminent personal injury or Waukesha, the user has the option to program an engine
property damage. Never use an overspeed shutdown to protect driven equipment for
emergency shutdown to stop situations where the driven equipment is rated at a lower
the engine under normal speed than the engine. Driven equipment overspeed is
circumstances, as this may programmable from 0 to 2,200 rpm on the [F3] Start-Stop
result in unburned fuel in the panel in ESP. If the programmed value of user
exhaust system, which could overspeed for the driven equipment exceeds engine
ignite. overspeed, the engine overspeed value takes
Always apply your company’s precedence. For example, a VHP has a factory-
lock-out/tag-out procedure to programmed engine overspeed trip point of 1,320 rpm.
! prevent accidental starting of

the engine once the engine is
shut down. The only exception
If the driven equipment overspeed is set to 1,500 rpm,
and the engine speed exceeds 1,320 rpm, the engine
will be shut down.
is if the engine is in a standby If the driven equipment overspeed is set to 1,100 rpm
mode. and the engine speed exceeds 1,100 rpm, but is less
than 1,320 rpm, the engine will be shut down.
NOTE: Routine gas engine shutdown is performed CUSTOMER-INITIATED EMERGENCY SHUTDOWN
through the engine control panel (control panel is either
Waukesha-supplied, packager-supplied or customer- If the customer emergency shutdown circuit opens
supplied). either because of some driven equipment problem or
failure of the wire, the engine will perform an emergency
NOTE: VHP Series Four engines are equipped with shutdown.
sealed CSA ignition systems with sealed emergency
stop button (E-Stop). In addition, if the IPM-D power fails, ! WARNING
the engine will perform an emergency stop.
NOTE: When an E-Stop button is pressed, the engine Never press the emergency stop
performs an emergency stop. button for a normal engine
shutdown. Doing so may result
LOW OIL PRESSURE in unburned fuel in the exhaust
The ESM system is calibrated by Waukesha to both manifold. Failure to comply
alarm and shut down on low oil pressure. The alarm and increases the risk of an exhaust
shutdown points are listed in latest editions of explosion.
S-8382-2 or Service Bulletin 1-2620 for each engine
family. The ESM system uses several techniques to ENGINE OVERLOAD
avoid falsely tripping on low oil pressure when either
starting or stopping the engine. The low oil pressure If the engine is run at more than 10% over rated power
alarm and shutdown points are a function of engine (or percent specified by Waukesha), it will be shut down
speed. In addition, low oil pressure alarm and after a period of time. The amount of time the engine is
shutdowns are inhibited for a period of time calibrated allowed to run at overload is determined by Waukesha.
by Waukesha after engine start.
FORM 6388-1
UNCONTROLLABLE ENGINE KNOCK ENGINE STALL
Uncontrollable engine knock will shut the engine down If the engine stops rotating without the ECU receiving a
after a period of time calibrated by Waukesha. A digital shutdown signal from the customer’s equipment, then
output from the ECU indicates that uncontrollable knock the ESM system will perform an emergency shutdown.
is occurring so that the customer can initiate some knock One reason for an engine stall would be failure of an
reduction strategy such as reducing engine load. upstream fuel valve starving the engine of fuel and
causing a shutdown. The ESM system then shuts off the
HIGH COOLANT TEMPERATURE engine fuel shutoff valve and stops ignition so that
The ESM system is calibrated by Waukesha to both should the upstream problem be fixed, the engine does
alarm and shut down upon high coolant temperature not accidentally start again.
detection. The alarm and shutdown points are listed in
ECU INTERNAL FAULTS
latest editions of S-8382-2 or Service Bulletin 1-2620 for
each engine family. High coolant temperature alarm and Certain ECU internal faults will trigger an engine
shutdowns are inhibited for a period of time calibrated emergency shutdown.
by Waukesha after engine start or stop.
SECURITY VIOLATION
NOTE: An optional ESM calibration has been released
for GSI engines in compression service at sites that The ECU is protected from unauthorized
experience higher jacket water temps during the hot reprogramming. In addition, the calibrations
periods of the season.The installation of the calibration programmed to the ECU are engine-specific. If the user
will allow the user to raise the engine jacket water attempts to calibrate the ESM system with the wrong
almarm from 190°F (88°C) up to a maximum of 205°F engine information, a security fault will occur.
(98°C) and increase the shutdown temperature from
200°F (93°C) up to a maximum of 215°F (102°C). CUSTOMER-SUPPLIED SHUTDOWN
CONTROLS
HIGH INTAKE MANIFOLD TEMPERATURE
Thermocouples are used to monitor engine exhaust
The ESM system is calibrated by Waukesha to both
temperatures. The engine uses one thermocouple for
alarm and shut down upon high intake manifold
each of the cylinders and measures the exhaust
temperature detection. The alarm and shutdown points
temperatures within their respective cylinder exhaust
are listed in latest editions of S-8382-2 or Service
manifold.
Bulletin 1-2620 for each engine family. High intake
manifold temperature alarm and shutdowns are If the customer desires to shut down the engine due to
inhibited for a period of time calibrated by Waukesha a non-ESM monitored item (i.e., exhaust thermocouple
after engine start or stop. temperature), it is the customer’s responsibility to
integrate the circuit into the ESM logic.
HIGH OIL TEMPERATURE
The ESM is calibrated by Waukesha to both alarm and THERMOCOUPLE CONNECTIONS
shut down on high oil temperature. The amount of time
The function of the thermocouple connections is to
the engine is allowed to run at the high temperature is
provide the customer with one easy location to connect
determined by Waukesha. The high oil temperature
wiring between the engine thermocouples and the
alarm and shutdown setpoints can be offset in the [F11]
customer’s control panel. Connection to the
Advanced panel. Setpoints can only be offset in a safe
thermocouples is done through the customer interface
direction and cannot exceed factory limits.
connections.
FAILURE OF MAGNETIC PICKUP
Failure of the camshaft or crankshaft magnetic pickups
K-TYPE THERMOCOUPLES
or wiring will trigger an emergency engine shutdown. Thermocouples are used to measure oil temperature,
jacket water temperature and intake manifold exhaust
OVERCRANK temperature. These thermocouples are wired through a
If the engine is cranked longer than the time calibrated bulkhead connector to a remote-mounted instrument
by Waukesha, the starting attempt is terminated, the panel (customer-supplied or as a Waukesha option).
ignition and fuel are stopped, and the starter motor is de-
energized.
FORM 6388-1
Additional K-type thermocouples that may be found on
the engine:
• Thermocouples used to monitor the main bearing
temperatures are available as an option. All
thermocouples end at a bulkhead bracket when
shipped. It is the customer’s responsibility to connect
the wiring to the remote-mounted instrument panel.
Main bearing sensor logic must be supplied by the
customer.
• Thermocouple used to monitor oil sump temperature
• Thermocouples for the compressor system
ALARMS
The ESM system may also trigger a number of alarms,
none of which will actively shut the engine down. If an
alarm is tripped, a digital output on the ECU will go from
open circuit to +24 VDC nominal. The cause of alarm can
be seen with the flashing LED code, with ESP and
through MODBUS. See ESM SYSTEM FAULT
CODES on page 2.65-9 for list of ESM system alarm
and shutdown codes.
If the customer wishes to shut down the engine on a
sensor/wiring alarm of the oil pressure sensor (ALM211)
or coolant temperature sensor (ALM333), use a 4 – 20
mA analog output or the values in MODBUS. It is the
customer’s responsibility to supply a third party device
(such as a PLC) to read either the oil pressure and/or
coolant temperature 4 – 20 mA signal or MODBUS
outputs and generate a shutdown signal.
FORM 6388-1
SECTION 2.25
START-STOP CONTROL
START-STOP CONTROL When the engine speed reaches an rpm determined by

Waukesha factoring in a user offset rpm (±), the main
NOTE: If the engine is being used in a “standby” electric fuel valve is energized. The engine then increases
power generation application and the engine must not speed until it reaches its governed rpm.
prelube on start-up, the customer is responsible for
controlling the prelube motor to automatically prelube Once the starter is activated, a timing circuit begins that
the engine. See “Lubrication System” in the latest edition causes a shutdown on overcrank if the engine does not
of Form 1091, Installation of Waukesha Engines & reach a minimum speed within an amount of time
Enginator Systems Manual, for lubrication requirements calibrated by Waukesha.
in standby applications.
NOTICE
The ESM system manages the start, normal stop and
emergency stop sequences of the engine including pre- If an electric starter motor is used and a start attempt
and postlube. Logic to start and stop the engine is built fails, wait at least 2 minutes (or a time period per the
into the ECU, but the user/customer supplies the manufacturer’s instructions) before attempting an
interface (control panel buttons, switches, touch screen) engine restart. The starter motor must cool down
to the ESM system. before engine restart to prevent damage to the starter
The ESM system’s start-stop process is controlled by motor.
three mandatory digital inputs: a start signal that is used
to indicate to the ECU that the engine should be started
The starter motor is de-energized at an rpm calibrated
and two shutdown signals (normal and emergency) that
by Waukesha factoring in a user offset rpm (+). If the run/
are used to give “permission” to run the engine. The
stop digital input to the ECU goes low and after a user-
three signals are Start, Run/Stop and Emergency Stop.
calibrated cooldown period, the engine is stopped by
For the engine to start, the start signal must be first de-energizing the main fuel and then de-energizing
configured as a momentary event such that it goes “high” the ignition as the engine speed drops to zero. If the
(8.6 – 36 volts) for at least 1/2 second (not to exceed 1 engine fails to stop in a preprogrammed period of time
minute). In addition, to start the engine the shutdown (typically less than 1 minute) after the fuel valve has been
signals must both be “high” (8.6 – 36 volts). Although the de-energized, the ignition is de-energized, forcing a
start signal must go “low” (< 3.3 volts) after starting, the shutdown. If the emergency stop digital input to the ECU
shutdown signals must remain high for the engine to run. goes low, then the fuel and ignition are de-energized
If either shutdown signal goes low, even for a fraction of simultaneously. When the engine stops after a normal
a second, the engine will stop. shutdown, it is postlubed for a user-calibrated period of
time.
After receiving a start signal with the emergency stop
and run/stop signals high, the ECU first prelubes the The engine should be stopped by causing the normal
engine for a user-calibrated period of time. stop (or run/stop) input to go “low” (< 3.3 volts). This will
turn off the fuel supply before ignition is halted,
Once the prelube is complete, the starter is activated.
eliminating unburned fuel. It will also activate the
The ignition is energized after the engine has rotated
actuator autocal and run the postlube supplying oil to
through a minimum of two complete engine revolutions
vital engine components. The emergency shutdown
and a user-calibrated purge timer has expired.
input should remain “high” (8.6 – 36 volts) at all times
unless an emergency situation occurs that requires the
immediate shutdown of the engine.
FORM 6388-1
START-STOP CONTROL
! WARNING START SEQUENCE

See Figure 2.25-2 for Start Flow Diagram.
The Customer Emergency During the start sequence, the ESM system performs the
Shutdown must never be used following steps:
for a normal engine shutdown.
Doing so may result in unburned 1. Prelubes engine (programmable from 0 – 10,800
fuel in the exhaust manifold. It seconds using ESP software).
will also abort the actuator 2. Engages starter motor (programmable rpm range
autocal and stop the postlube using ESP software).
process that is beneficial to 3. Turns fuel on (programmable above a certain rpm
engine components. and after a user-calibrated purge time using ESP
software).
If the ESM system detects a serious engine fault and 4. Turns ignition on (after a user-calibrated purge time
shuts the engine down, it will energize a digital output using ESP software).
from the ECU so that the user control knows the ESM After receiving a start signal with the emergency stop
system shut the engine down. and run/stop signals high, the ECU first prelubes the
The ESM will immediately disable fuel and ignition. The engine for a user-calibrated period of time.
postlube and actuator autocal will not run if the following Once the prelube is complete, the starter is activated.
critical ESDs occur: The ignition is energized after the engine has rotated
• ESD222 CUST ESD through a minimum of two complete engine revolutions
• ESD223 LOW OIL PRESS and a user-calibrated purge timer has expired.
• ESD313 LOCKOUT/IGNITION When the engine speed reaches an rpm determined by

Waukesha factoring in a user offset rpm (±), the main
All other ESDs will allow the postlube and actuator fuel valve is energized. The engine then increases
autocal to occur. speed until it reaches its governed rpm.
NOTE: It is extremely important to not use ESD222 Once the starter is activated, a timing circuit begins that
CUST ESD for normal shutdowns as the postlube will causes a shutdown on overcrank if the engine does not
not occur. reach a minimum speed within an amount of time
After a Customer Emergency Shutdown ESD222 CUST calibrated by Waukesha.
ESD is initiated (ESD pin 15 low), the Emergency
Shutdown input ESD pin 15 should then be raised “high.” NOTICE
Raising ESD pin 15 high allows the ECU to go through
a reboot. A subsequent start attempt may fail if it is When using an electric starter motor and a start
initiated less than 60 seconds after raising ESD pin 15 attempt fails, wait at least 2 minutes (or a time period
high because the ECU is rebooting. per the manufacturer’s instructions) before attempting
an engine restart. The starter motor must cool down
If the ESM system detects a fault with the engine or the before engine restart to prevent damage to the starter
ESM system’s components that is not serious enough to motor.
shut the engine down, a different digital output will be
energized so that the user control knows of the alarm.
If the engine is being used for standby electric power
generation and needs to be producing power within a
short period of time after a start signal is received, then
it is the packager’s responsibility to control the prelube
motor and to prelube the engine. In this situation the user
pre- and postlube times must be set to zero.
See “Lubrication System” in the latest edition of Form
1091, Installation of Waukesha Engines & Enginator
Systems Manual, for lubrication requirements in standby
applications.
FORM 6388-1
START-STOP CONTROL
The starter motor is de-energized at an rpm calibrated EMERGENCY SHUTDOWN SEQUENCE
by Waukesha factoring in a user offset rpm (+). If the run/
stop digital input to the ECU goes low and after a user- See Figure 2.25-4 for Emergency Stop Flow Diagram.
calibrated cooldown period, the engine is stopped by
first de-energizing the main fuel and then de-energizing ! WARNING
the ignition as the engine speed drops to zero. If the
engine fails to stop in a preprogrammed period of time Use an emergency shutdown to
(typically less than 1 minute) after the fuel valve has been stop the engine to avoid
de-energized, the ignition is de-energized, forcing a imminent personal injury or
shutdown. If the emergency stop digital input to the ECU property damage. Never use an
goes low, then the fuel and ignition are de-energized emergency shutdown to stop
simultaneously. When the engine stops after a normal the engine under normal
shutdown, it is postlubed for a user-calibrated period of circumstances, as this may
time. result in unburned fuel in the
exhaust system which could
The engine should be stopped by causing the normal
ignite.
stop (or run/stop) input to go “low” (< 3.3 volts). This will
turn off the fuel supply before ignition is halted,
eliminating unburned fuel. It will also activate the NOTE: The emergency shutdown button should be
actuator autocal and run the postlube supplying oil to pulled out (OFF position) at all times, unless an
vital engine components. The emergency shutdown emergency situation occurs that requires the immediate
input should remain “high” (8.6 – 36 volts) at all times shutdown of the engine.
unless an emergency situation occurs that requires the
immediate shutdown of the engine. When an E-Stop is activated, the main gas shutoff valves
are closed and the ignition is de-energized immediately.
NORMAL SHUTDOWN SEQUENCE NOTICE
See Figure 2.25-3 for Stop Flow Diagram.
The following critical ESDs will prevent postlube
During the normal shutdown sequence, the ESM system functionality from occurring:
performs the following steps:
• ESD222 CUST ESD
1. Begins cooldown period (programmable using ESP
software).
2. Shuts off fuel.
All other ESDs will allow the postlube to occur.
3. Stops ignition when engine stops rotating.
4. Postlubes engine (programmable from 0 – 10,800
seconds using ESP software). NOTE: It is extremely important to not use ESD222
CUST ESD for normal shutdowns as the postlube will
5. Actuator auto-calibration (if desired, programmable
not occur.
using ESP software).
After a Customer Emergency Shutdown ESD222 CUST
ESD is initiated (ESD pin 15 low), the Emergency
Shutdown input ESD pin 15 should then be raised “high.”
Raising ESD pin 15 high allows the ECU to go through
a reboot. A subsequent start attempt may fail if it is
initiated less than 60 seconds after raising ESD pin 15
high because the ECU is rebooting.
If the ESM system detects a fault with the engine or the
ESM system’s components that is not serious enough to
shut the engine down, a different digital output will be
energized so that the user control knows of the alarm.
FORM 6388-1
START-STOP CONTROL
If the engine is being used for standby electric power The air-start valve requires two vent connections: a 1/4
generation and needs to be producing power within a in. NPT vent for the air-start valve and a 1/8 in. NPT vent
short period of time after a start signal is received, then for the air-start valve solenoid. The packager is
it is the packager’s responsibility to control the prelube responsible for venting this system to meet applicable
motor and to prelube the engine. In this situation the user local codes. If the packager is supplying the air starter,
pre- and postlube times must be set to zero. the air-start valve supply connection is 1/4 in. NPT.
Failure to interface through the air-start valve provided
PRELUBING THE ENGINE WITHOUT will result in ESM system fault codes.
STARTING
AIR PRELUBE VALVE
Using ESP, program the “Pre Lube Time” field on the [F3]
Start-Stop panel to the maximum time of 10,800 The air prelube valve requires user connections for the
seconds (180 minutes). Then begin the start sequence. two vents: a 1/2 in. NPT vent for the air prelube valve and
After the engine prelubes for a sufficient time and before a 1/8 in. NPT vent for the air prelube valve solenoid. The
the end of 180 minutes, perform a normal shutdown packager is responsible for venting this system to meet
sequence to cancel the start attempt. Be sure to applicable local codes.
reprogram the prelube time to the previous value and
save value to permanent memory.
CRANKING THE ENGINE OVER WITHOUT

2
STARTING AND WITHOUT FUEL
Using ESP, program the “Purge Time” field on the [F3] 1
Start-Stop panel to the maximum time of 1,800 seconds
(30 minutes). Then begin the start sequence. After a
Waukesha-programmable crank time, the ESD231
Overcrank shutdown fault will trip and the engine will
stop cranking. Repeat if necessary. Be sure to
reprogram the purge time to the previous value and save
to permanent memory.
AIR-START VALVE
Once the ESM system receives an engine start signal
from the user’s panel, the ESM system controls the
entire start process, including the sequence of events
Figure 2.25-1: Air Valves
shown in Figure 2.25-2. Part of the start process includes
engaging the starter. When the solenoid on the air-start 1 - Air Prelube Valve 2 - Air-Start Valve
valve receives the electronic voltage signal from the
ECU to engage the starter, the air-start valve allows air
to flow to the starter.
If the air starter option is ordered from Waukesha, only
venting is required by the packager. If the packager is
supplying the air starter, the packager needs to interface
with the engine-mounted air-start valve. No electrical
connections are required.
FORM 6388-1
START-STOP CONTROL
* CRANK TIME DEPENDS

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

NO YES
YES
IS CRANK TIME
> ESP PURGE TIME AS IS CRANK TIME
IS RUN / STOP
PROGRAMMED ON [F3] > 30 SECONDS?*
START-STOP PANEL NO NO
> 8.6V? NO IN ESP?
YES YES
YES
IGNITION ENABLED
IS AN ESD
ACTIVE? YES
NO
IS RPM > 40 + ESP IS CRANK TIME

FUEL ON RMP ADJ?
NO > 30 SECONDS?*
NO
IS RED
MANUAL SHUTDOWN YES YES
SWITCH(ES) ON SIDE OF
ENGINE PRESSED? YES
FUELV = 24 VDC
(FUEL VALVE TURNED ON)
NO
IS RPM >
PMR = 24 VDC 300 RPM + ESP
(PRELUBE MOTOR STARTE R OFF RPM IS CRANK TIME
TURNED ON) PROGRAMMED ON [F3]
NO > 30 SECONDS?*
START-STOP PANEL NO
IN ESP?
YES
YES
IS
PMR “ON” TIME ASV = 0 VDC
> ESP PRELUBE TIME AS (STAR TER DISENGAGED)
PROGRAMMED ON [F3]
START-STOP PANEL NO
IN ESP?
ENGINE RUNNING PROCESS EMERGENCY

YES
SHUTDOWN DUE TO
ESD231 (OVERCRANK)
PMR = 0 VDC
(PRELUBE OFF)
SEQUENCE COMPLETE
See Emergency Stop

Flow Diagram
ASV = 24 VDC
(STARTER ENGAGED)
WIRE LABEL SHOWN IN BOLD
Figure 2.25-2: Start Flow Diagram
FORM 6388-1
START-STOP CONTROL
RUN/STOP GOES
LOWER THAN 3.3V
HAS
COOLDOWN
TIMER EXPIRED AS
PROGRAMMED ON [F3]
START-ST OP PANE L NO
IN ESP?
YES
ACTUAT OR AUTO
CALIBRATION IF PMR = 24 VDC
PROGRAMMED ON (POST LUBE MOTOR
FUELV = 0 VDC [F4] GOVERNOR TURNED ON)
(MAIN FUEL VALV E PANEL IN ESP
TURNED OFF)
IS PMR
NO “ON” TIME
> ESP POSTLUBE TIME
NO HAS AS PROGRAMMED ON
IS ENGINE 30 SECOND [F3] START-STO P NO
SPEED = 0 RPM? TIMER EXPIRED? PANEL IN ESP?
YES YES
PMR = 0 VDC
ENG ALM GOES (POSTLUBE MOTOR
FROM OPEN CIRCUIT TURNED OFF)
TO 24 VDC
ECU RECORDS
ALM222
(MAIN FUEL VALV E)
SEQUENCE COMPLETE
IGNITION OFF
Figure 2.25-3: Stop Flow Diagram
FORM 6388-1
START-STOP CONTROL
ESD FAUL T
ECU PERFORMS
IMMEDIATE SHUTDOWN
IGNITION FUEL V GOES FROM

TURNED OFF 24 VDC TO 0 VDC
ENG ESD GOES FROM

OPEN CIRCUIT TO 24 VDC
ENG ALM GOES FROM

OPEN CIRCUIT TO 24 VDC
FAULT RECORDED IN ECU
SEQUENCE COMPLETE
POSTLUBE AND ACTUATOR AUTOCAL WILL NOT RUN

IF THE FOLLOWING CRITICAL ESD’S OCCUR:
ESD222 CUST ESD
ESD223 LOW OIL PRESS
ESD313 LOCKOUT/IGNITION
Figure 2.25-4: Emergency Stop Flow Diagram
FORM 6388-1
START-STOP CONTROL
FORM 6388-1
SECTION 2.30
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
ELECTRONIC SERVICE PROGRAM (ESP) MINIMUM RECOMMENDED COMPUTER

EQUIPMENT FOR ESM ESP OPERATION
! WARNING
The PC used to run the ESP software connects to the
ECU via a serial cable (RS-232) supplied by Waukesha.
Do not disconnect equipment
This serial cable has a standard 9-pin RS-232
unless power has been
connection that plugs into the PC and an 8-pin plastic
switched off or the area is
Deutsch connector that plugs into the ECU.
known to be nonhazardous.
A CD-ROM contains the ESP and E-Help software that
is to be installed on the PC’s hard drive.
The minimum PC requirements are:
The Electronic Service Program (ESP) is a PC-based • 700 MHz processor
diagnostic software service tool used as the primary
interface to the ESM and more specifically the ECU. ESP • 128 MB RAM
can be used to monitor engine status, change engine • 200 MB free hard disk space
control parameters, and check engine active and • Microsoft Windows XP operating system
inactive (logged) alarms.
• Microsoft Internet Explorer 5.0
ESP also includes E-Help, a diagnostic troubleshooting
• 800 x 600 color VGA display
software program that provides troubleshooting
information and procedures for engine alarms. • RS-232 serial port
• CD-ROM drive
• Mouse or other pointing device recommended, but not
required
CONVENTIONS USED WITH ESM ESP

PROGRAMMING
The following is a list of conventions used in the ESP
software and documentation:
• All commands enclosed in brackets, [ ], are found on
the PC keyboard.
• Menu names and menu options are in bold type.
• Panel names and dialog box names begin with
Uppercase Letters.
• Field and button names begin with Uppercase Letters
Figure 2.30-1: Splash Screen and are enclosed in quotes (“ ”).
• ESP panels can be accessed by pressing the
corresponding function key ([F2], [F3], etc.), or by
clicking on the tab of the panel with the mouse.
FORM 6388-1
• E-Help can be accessed by pressing [F1]. Once an engine is programmed in ESP, the values are
• The [Return] key is the same as the [Enter] key (on saved in RAM in the ECU and become the active values.
some keyboards, [Return] is used instead of [Enter]). RAM is used to evaluate programmed values before
storing them to the ECU’s permanent memory. The
• The fields on the ESP user interface screens are color- contents of RAM are lost whenever power to the ECU is
coded to provide an easy-to-understand graphical removed. However, the contents remain in ECU RAM
interface. See Table 2.30-1 for color key. even if the PC loses power or is disconnected from the
Table 2.30-1: Color Key for ESP User Interface Panels ECU.
To permanently save programmed values, the user must
COLOR MEANING
complete the steps in ESP necessary to save to the
Gray Off (No Alarm) ECU. The new values are then saved permanently to
Readings and Settings (General
NVRAM. When values are saved to NVRAM, the
Teal (blue-green) operating information such as
information is not lost when power to the ECU is
temperature and pressure readings)
removed. Once the values are saved to permanent
memory, the previous save to permanent memory
White Dials and Gauges cannot be retrieved. The user can save unlimited times
Green On or Normal System Operation to ECU NVRAM (permanent memory).
Pink Low, Warmup or Idle Signal

DOWNLOADING NEW CALIBRATION TO
Yellow Alarm or Sensor/Wiring Check ECU
Red Warning or Shutdown 1. Connect ESP ECU communication cable to the
User-Programmable (Very little computer and start the ESP program.
programming is required for ESM NOTE: Depending on engine model and ESP version,
Dark blue system operation – see ESP the “View Faults”, “Version Details” and “Send
PROGRAMMING on page 2.40-1 Calibration to ECU” button location may vary. The
for programming information) buttons may be located on the lower button bar of each
interface screen or on the [F10] and [F11] screens.
INFORMATION ON SAVING ESM SYSTEM 2. Click the “View Faults” button to verify whether any
CALIBRATIONS faults are active. If any faults are active, correct all
faults before proceeding (see Figure 2.30-2).
The ESM system is designed to be used with various
Waukesha engine families and configurations.
Consequently, it must be tailored to work with site-
specific information. This is achieved by calibrating
(programming) an ECU with information that is
appropriate for the engine and the site-specific
application.
The ECU is programmed for the engine using the ESP
software on a PC at the engine site. Although ESP is
saved on a PC, all programmed information is saved to,
and resides in, the ECU. You do not need to have a
PC connected with ESP running to operate an
engine with the ESM system. ESP is only the software
used to monitor engine operation, troubleshoot faults
and log data, and load new calibrations to the ECU.
The ECU contains both volatile (non-permanent) Figure 2.30-2: Fault Log
random access memory (RAM) and non-volatile 3. From any screen, record the “Calibration Part
(permanent) random access memory (NVRAM). Number” from the title bar at the top of the screen
FORM 6388-1
- Workspace type: HLRO, ECU S/N: 00000000,gine

En S/N: C00000-0,
Calibration Part Number: C21H000
Figure 2.30-3
4. Click the “Version Details” button and record the
information by clicking the “Copy to Clipboard”
button, then paste into Word, Excel or other Figure 2.30-5
applicable program (see Figure 2.30-4). 6. In the browse window, navigate and select the
correct calibration file to be downloaded to the ECU,
then click the “Open” button or double click on the
calibration to start the download (see Figure
2.30-5).
7. The new calibration download may take several
minutes. When the calibration is successfully
downloaded, a “Success” message will pop up. Click
the “OK” button to confirm (see Figure 2.30-6).
Figure 2.30-6
Figure 2.30-4 8. Exit and restart ESP to view the new calibration part
number on the title bar. Verify the new calibration
5. Click the “Send Calibration to ECU” button. This will part number matches the new calibration loaded to
open a browse window (see Figure 2.30-5). the ECU.
FORM 6388-1
9. Click the “View Faults” button to verify that no faults
are active. If “ESD 553 Security Violation” is active,
the engine will not start. Review the calibration part
numbers and version details previously recorded,
and load the correct calibration. If the “ESD 553” fault
is still active, contact the GE Waukesha Engine
Service Department for support. Have ready the
before and after “Version Details” information.
FAULT LOG
The ESM system features extensive engine diagnostics
capability. The ECU records system faults as they occur.
A “fault” is any condition that can be detected by the ESM
system that is considered to be out-of-range, unusual or
outside normal operating conditions. One method of
obtaining diagnostic information is by viewing the Fault
Log using the ESM ESP software (see Figure 2.30-7).
ESP displays the data provided by the ECU.
Figure 2.30-7: Fault Log

The Fault Log can be viewed by selecting the “View
Faults” button on the [F10] Status panel using the ESP
software. The Fault Log displays the name of the fault,
the first time the fault occurred since the fault was reset
(in ECU hours:minutes:seconds), the last time the fault
occurred since reset, the number of times the fault
occurred since reset and the total number of times the
fault occurred in the lifetime of the ECU. All the fault
information is resettable except for the total number of
times the fault occurred during the lifetime of the ECU.
FORM 6388-1
SECTION 2.35
ESP PANEL DESCRIPTIONS
INTRODUCTION See [F5] IGNITION OPERATING STATUS PANEL on

page 2.35-12
This section provides a description of each ESP panel
and the fields and buttons found on each panel. Figure See [F10] STATUS PANEL on page 2.35-17
2.35-1 identifies and describes the common features See [F11] ADVANCED FUNCTIONS PANEL on page
found on the ESP panels. 2.35-21
See [F2] ENGINE PANEL on page 2.35-3 See FAULT LOG on page 2.35-23
See [F3] START-STOP STATUS PANEL on page 2.35-
5
See [F4] GOVERNOR OPERATING STATUS PANEL
on page 2.35-8
FORM 6388-1
6
5
8
7
Figure 2.35-1: Description of Common Features Found on ESP Panels
1 - The ESP Title Bar lists the ESP version number, ECU 5 - Some ESP panels provide for programming system
serial number, engine serial number and calibration parameters such as pre-/postlube, the WKI value
part number. and load inertia. Fields that are programmable are
2 - The Communication Icon indicates whether or not dark blue.
there is communication between the ECU and ESP. 6 - Each of the panels displays engine status and
The icon shown here is indicating communication. operation information. ESP panels can be set to
When there is no communication, the icon has a red display in either U.S. units or in metric measurement
circle with a bar over it. units. Change units on the [F10] Status panel.
3 - ESP displays engine information on panels. Each 7 - To access the electronic help file, E-Help, while
panel is viewed by clicking the tab or by pressing the using ESP, press [F1].
function key [F#] on the keyboard. 8 - On ESP panels that have programmable fields,
4 - The “Engine Alarm” field provides a general overview additional buttons are included to enable editing,
of alarm status. When no alarms are active, the field allow saving and undo changes.
is gray. If an alarm occurs, the field turns yellow and
signals that “YES” at least one alarm is active.
FORM 6388-1
[F2] ENGINE PANEL

The [F2] Engine panel contains the most common information needed while operating the engine.
1 10
2 11
3
6 7 8 12
9
4 13
Figure 2.35-2
1 - Intake Mnfld LB 8 - Estimated Power

2 - Intake Mnfld RB 9 - ESD/No ESD
3 - Oil Pressure Post-Filter 10 - Intake Mnfld Temp
4 - Oil Pressure Pre-Filter 11 - Coolant Temp
5 - Engine Speed 12 - Oil Temp
6 - Engine Setpoint RPM 13 - Oil Pressure Differential
7 - Percent Rated Load
FORM 6388-1
[F2] ENGINE PANEL DESCRIPTIONS 9. “ESD/No ESD” This field signals the user that an
1. “Intake Mnfld LB” This field displays the engine’s emergency shutdown is in process. When the
left bank intake manifold pressure. Units are inch-Hg engine is operating or off, the field remains
absolute (kPa absolute). If an intake manifold deactivated (gray). If the engine shuts down due to
pressure sensor or wiring fault occurs, the status bar an emergency, the field signals the emergency
beneath this field signals an alarm (turns yellow) and shutdown (turns red) and provides the user a
provides the user a message to fix the sensor or message indicating an emergency shutdown is in
wiring. process. When the shutdown is complete, the field
deactivates (turns gray) and the shutdown is
NOTE: When a sensor or wiring fault is detected, the recorded in the fault log history. However, the field
field displays a default value, not the actual value. remains active (in shutdown mode) if the lockout or
2. “Intake Mnfld RB” This field displays the engine’s E-Stop (emergency stop) button(s) on the engine is
right bank intake manifold pressure. Units are inch- depressed.
Hg absolute (kPa absolute). If an intake manifold 10. “Intake Mnfld Temp” This field displays the
pressure sensor or wiring fault occurs, the status bar engine’s left bank intake manifold temperature. Units
beneath this field signals an alarm (turns yellow) and are °F (°C). If an intake manifold temperature sensor
provides a message to fix the sensor or wiring. or wiring fault occurs, the status bar beneath this field
NOTE: When a sensor or wiring fault is detected, the signals an alarm (turns yellow) and provides the user
field displays a default value, not the actual value. a message to fix the sensor or wiring.
3. “Oil Pressure Post-filter” This field displays the NOTE: When a sensor or wiring fault is detected, the
engine’s gauge oil pressure in the main oil header. field displays a default value, not the actual value.
Units are psig and (kPa). If an oil pressure sensor or 11. “Coolant Temp” This field displays the engine’s
wiring fault occurs, the status bar beneath this field coolant temperature at the outlet of the engine. Units
signals an alarm (turns yellow) and provides a are °F (°C). If a coolant temperature sensor or wiring
message to fix the sensor or wiring. fault occurs, the status bar beneath this field signals
NOTE: When a sensor or wiring fault is detected, the an alarm (turns yellow) and provides the user a
field displays a default value, not the actual value. message to fix the sensor or wiring.
4. “Oil Pressure Pre-filter” This field displays the NOTE: When a sensor or wiring fault is detected, the
engine’s prefilter oil pressure. Units are psig and field displays a default value, not the actual value.
(kPa). If an oil pressure sensor or wiring fault occurs, 12. “Oil Temp” This field displays the engine’s oil
the status bar beneath this field signals an alarm temperature in the main oil header. Units are °F (°C).
(turns yellow) and provides a message to fix the If an oil temperature sensor or wiring fault occurs, the
sensor or wiring. status bar beneath this field signals an alarm (turns
NOTE: When a sensor or wiring fault is detected, the yellow) and provides the user a message to fix the
field displays a default value, not the actual value. sensor or wiring.
5. “Engine Speed” This field displays current engine NOTE: When a sensor or wiring fault is detected, the
speed (rpm). field displays a default value, not the actual value.
6. “Engine Setpoint” This field displays the engine 13. “Oil Pressure Differential” This field displays the
speed (rpm) setpoint. The engine speed setpoint is engine’s oil pressure differential between the pre
determined by a user input, not internal calibrations. and post filter oil pressures. The pressure
measurement is used to determine if the oil filters are
7. “Percent Rated Load” This field displays an
restricted and in need of replacement. Units are psig
approximation of percent rated torque (load). The
and (kPa).
approximation is based on ECU inputs and engine
operating factors. Not applicable for 7042GSI/GL
engines.
8. “Estimated Power” This field displays an
approximation (±5%) of actual engine power in BHP
(kW). The approximation is based on ECU inputs
and assumes correct engine operation. Not
applicable for 7042GSI/GL engines.
FORM 6388-1
[F3] START-STOP STATUS PANEL

The [F3] Start-Stop panel contains the fields that affect starting and stopping the engine.
1 2 3 4 5
6 7 8
9 10 11
14 15
12 16 17 18
13 19 20 22
21 23
Figure 2.35-3
1 - Engine Speed 13 - Pre Lube Timer*

2 - Throttle Position 14 - Fuel On RPM Adj and Fuel On RPM*
3 - Starting Signal 15 - Starter Off RPM Adj and Starter Off RPM*
4 - Pre/Post Lube 16 - Post Lube Time*
5 - Ignition 17 - Cool Down*
6 - Starter 18 - Purge Time*
7 - Main Fuel 19 - Driven Equipmnt ESD*
8 - User ESD 20 - Save to ECU*
9 - Avg IMAP 21 - Start Editing*
10 - Oil Pressure 22 - Undo Last Change*
11 - User RUN/STOP 23 - Undo All Changes*
12 - Pre Lube Time*
* User-programmable fields
FORM 6388-1
[F3] START-STOP STATUS PANEL DESCRIPTIONS 9. “Avg IMAP” This field displays the average intake
1. “Engine Speed” This field displays current engine manifold pressure. Units are inch-Hg absolute (kPa
speed (rpm). absolute). On a vee engine, the left and right intake
manifold pressure readings are averaged together
2. “Throttle Position” This field displays throttle and displayed in this field. If one of the intake
position in terms of the percentage the throttle valve manifold pressure sensors fails, the field displays
is open. only the reading from the working sensor. If both
3. “Starting Signal” This field signals when the digital sensors fail, the field is unable to display the actual
start signal, a digital input to the ECU, is high (8.6 – value and a default value is displayed instead.
36 volts) or low (<3.3 volts). During the time the 10. “Oil Pressure” This field displays the engine’s
digital start signal is high, the field is green and gauge oil pressure in the main oil header. Units are
signals the user it is on. During the time the digital psi (kPa gauge). If an oil pressure sensor or wiring
start signal is low, the field is gray and signals the fault occurs, the status bar beneath this field signals
user it is off. an alarm (turns yellow) and provides the user a
4. “Pre/Post Lube” This field signals when the oil message to fix the sensor or wiring. When a sensor
pump is engaged and is either in pre- or postlube. or wiring fault is detected, the field displays a default
During the time the prelube oil pump is engaged, the value, not the actual value.
field is green and signals the user it is on. During the 11. “User RUN/STOP” This field signals that a normal
time the prelube oil pump is disengaged, the field is shutdown is in process based on a customer input.
gray and signals the user it is off. During a normal shutdown, the field is red and
5. “Ignition” This field signals when the IPM-D is signals the user that the engine will stop. When
enabled and is ready to receive a signal from the STOP is displayed, the engine cannot be restarted.
ECU to fire each spark plug. During the time the IPM- When the engine is not in a shutdown mode, the field
D is enabled, the field is green and signals the user is gray and signals the user that the engine is ready
it is on. During the time the ignition is disabled, the to run.
field is gray and signals the user it is off. 12. “Pre Lube Time” This field allows the user to
6. “Starter” This field signals when the starter motor is program engine prelube timing. Units are in
engaged. The starter motor is engaged based on seconds. Prelube timing can be programmed from 0
“Starter Off RPM” and “Purge Time” settings. During – 10,800 seconds (0 – 180 minutes).
the time the starter motor is engaged, the field is 13. “Pre Lube Timer” This field allows the user to see
green and signals the user it is on. During the time the remaining time left for prelube. For example, if
the starter motor is disengaged, the field is gray and 300 seconds has been entered in the “Pre Lube
signals the user it is off. Time” field, the “Pre Lube Timer” field will display
7. “Main Fuel” This field signals when the main fuel zero until a start is requested. After the start request,
valve is engaged by the ECU. During the time the the prelube timer will start counting down (from 300
main fuel valve is engaged, the field is green and seconds).
signals the user it is on. During the time the main fuel 14. “Fuel On RPM Adj and Fuel On RPM” These fields
valve is disengaged, the field is gray and signals the allow the user to view and program the rpm at which
user it is off. the fuel valve is turned on. The teal (blue-green)
8. “User ESD” This field signals that an emergency “Fuel On RPM” field displays the actual programmed
shutdown is in process based on a customer input. rpm setting. The dark blue “Fuel On RPM Adj” field
During an emergency shutdown, the field is red and allows the user to adjust the actual setting by
signals the user that an E-Stop is active. When E- entering a value from -50 to +100 rpm. When an
Stop is displayed, the engine cannot be restarted. adjustment is entered, the actual “Fuel On RPM” is
When the engine is not in an emergency shutdown updated to reflect the adjustment.
mode, the field is gray and signals the user that the
engine is ready to run.
FORM 6388-1
15. “Starter Off RPM Adj and Starter Off RPM” These 20. “Save to ECU” This button is used to save
fields allow the user to view and program the rpm at programmed values to NVRAM (permanent
which the starter motor is turned off. The teal (blue- memory) in the ECU. Changes saved to permanent
green) “Starter Off RPM” field displays the actual memory will not be lost if power to the ECU is
programmed rpm setting. The dark blue “Starter Off removed. See SAVING TO PERMANENT
RPM Adj” field allows the user to adjust the actual MEMORY on page 2.40-17 for more information.
setting by entering a value from 0 to +100 rpm. When
NOTE: Programmed values not saved to permanent
an adjustment is entered, the actual “Starter Off
memory are stored in RAM (temporary memory). When
RPM” is updated to reflect the adjustment.
values are in RAM, ESP can be closed and the PC
16. “Post Lube Time” This field allows the user to disconnected from the ECU while keeping all changes;
program engine postlube timing. Units are in however, changes will be lost if power to the ECU is
seconds. Postlube timing can be programmed from removed or when the engine is shut down.
0 to 10,800 seconds (0 to 180 minutes).
21. “Start Editing” This button must be clicked prior to
17. “Cool Down” This field allows the user to program editing programmable (dark blue) fields in ESP.
engine cooldown. Units are in seconds. Cooldown Clicking this button puts ESP in “editing mode.” The
is the amount of time that the engine will continue to user will not be able to enter new values if ESP is not
run after a normal shutdown is activated. Cooldown in editing mode. While in editing mode, the button
can be programmed from 0 to 10,800 seconds (0 to will read “Stop Editing – Currently Editing.” When the
180 minutes). editing mode is off, the button will read “Start
18. “Purge Time” This field allows the user to program Editing.” (see BASIC PROGRAMMING IN ESP on
a purge time. Units are in seconds. Purge time is the page 2.40-16 for more information).
amount of time after first engine rotation that must 22. “Undo Last Change” This button allows the user to
expire before the fuel valve and ignition are turned reset the last change made while in editing mode
on. back to the programmed value that was last saved
NOTE: Although purge time can be programmed from to permanent memory (NVRAM) in the ECU.
0 to 1,800 seconds (30 minutes), a purge time greater 23. “Undo All Changes” This button allows the user to
than 30 seconds will prevent the engine from starting. reset all the programmable fields back to the
19. “Driven Equipment ESD” This field allows the user programmed parameters that were last saved to
to program an overspeed shutdown to protect driven permanent memory (NVRAM) in the ECU.
equipment. Driven equipment overspeed can be
programmed from 0 to 2,200 rpm. If programmed
driven equipment overspeed exceeds engine
overspeed, the engine overspeed value takes
precedence. For example, a VHP has a factory-
programmed engine overspeed trip point of 1,320
rpm. If the driven equipment overspeed is set to
1,500 rpm, and the engine speed exceeds 1,320
rpm, the engine will be shut down. If the driven
equipment overspeed is set to 1,100 rpm and the
engine speed exceeds 1,100 rpm, but is less than
1,320 rpm, the engine will be shut down.
FORM 6388-1
[F4] GOVERNOR OPERATING STATUS PANEL

The [F4] Governor Operating Status panel contains the fields that monitor or adjust parameters to ESM speed
governing.
1 4 5 6 7
2 8 9
3 10 11
12 15 17 19 21
13 18 20 22 23
14 24 25 26 28
27
16
Figure 2.35-4
1 - Engine Speed RPM 15 - Proportion Gain Adj*

2 - Engine Setpoint RPM 16 - Low Idle Adj and Low Idle RPM*
3 - Remote RPM Setpoint 17 - Integral Gain Adj*
4 - Throttle Position 18 - Sync RPM*
5 - Alt Dynamics 19 - Differential Gain Adj*
6 - Load Coming 20 - Proportional Sync*
7 - Throttle Error 21 - Forward Torque*
8 - Avg Intake Mnfld 22 - Forward Delay*
9 - Remote RPM 23 - Droop*
10 - Throttle Feedback 24 - Start Editing
11 - Idle 25 - Save to ECU
12 - Load Inertia* 26 - Undo Last Change*
13 - High Idle RPM* 27 - Undo All Changes*
14 - Auto Actuator Calibration* 28 - Manual Actuator Calibration*
FORM 6388-1
[F4] GOVERNER OPERATING STATUS PANEL 8. “Avg Intake Mnfld” This field displays the average
DESCRIPTIONS intake manifold pressure. Units are inch-Hg absolute
1. “Engine Speed” This field displays current engine (kPa absolute). On a vee engine, the left and right
speed (rpm). intake manifold pressure readings are averaged
together and displayed in this field. If one of the
2. “Engine Setpoint RPM” This field displays the intake manifold pressure sensors fails, the field
engine speed (rpm) setpoint. The engine speed displays only the reading from the working sensor. If
setpoint is determined by a user input, not internal both sensors fail, the field is unable to display the
calibrations. actual value and a default value is displayed instead.
3. “Remote RPM Setpoint” This field displays the 9. “Remote RPM” This field signals when the remote
remote rpm setpoint if the remote rpm input 4 – 20 rpm is on or off. Remote rpm is determined by a
mA (0.875 – 4.0 V) is active. The setpoint is only customer digital input. When the input is high (8.6 –
displayed in mA. 36 volts), remote rpm is active. During the time the
4. “Throttle Position” This field displays throttle remote rpm input is high, the field is green and
position in terms of the percentage the throttle valve signals the user it is on. During the time the remote
is open. rpm input is low (< 3.3 volts), the field is gray and
5. “Alt Dynamics” This field signals when the signals the user it is off. When remote rpm is off,
Alternate Governor Dynamics digital input is high engine speed is based on “Idle” (Field 11) and “High
(8.6 – 36 volts) or low (<3.3 volts). Alternate Idle RPM” (Field 13) or “Low Idle RPM” (Field 17).
dynamics or synchronizer mode is used to rapidly 10. “Throttle Feedback” This field displays the throttle
synchronize an engine to the electric power grid by actuator’s position in mA. 4 mA = 0%; 20 mA = 100%.
using cylinder timing to maintain constant engine 11. “Idle” This field indicates whether low-idle rpm or
speed. During the time the alternate dynamics input high-idle rpm is active. Low- or high-idle rpm is
is high, the field is green and signals the user it is on. determined by a customer digital input. When the
During the time the alternate dynamics input is low, input is low (<3.3 volts), LOW is displayed in the pink
the field is gray and signals the user it is off. The lower field. When the input is high (8.6 – 36 volts), HIGH is
gain values can be used to minimize actuator displayed in the pink field. See “High Idle RPM” on
movement when the engine is synchronized to the page 2.35-10 and “Low Idle Adj and Low Idle RPM”
grid and fully loaded to maximize actuator life. on page 2.35-10 for values of high and low idle.
6. “Load Coming” This field signals when the load- 12. “Load Inertia” This field must be programmed by
coming digital input is high (8.6 – 36 volts) or low the user for proper engine operation. By
(<3.3 volts). Load-coming or feedforward control is programming the load inertia or rotating mass
used to allow the engine to accept large load moment of inertia of the driven equipment, the
additions. During the time the load-coming input is governor gain is preset correctly, aiding rapid startup
high, the field is green and signals the user that YES, of the engine. If this field is programmed correctly,
the load-coming feature is being used. During the there should be no need to program gain
time the load-coming input is low, the field is gray and adjustments [See “Proportion Gain Adj” on
signals the user that NO, the load-coming feature is page 2.35-10, “Integral Gain Adj” on page 2.35-
not being used. 10 and “Differential Gain Adj” on page 2.35-10].
7. “Throttle Error” This field signals when the throttle The rotating mass moment of inertia must be known
actuator sends a digital input to the ECU, indicating for each piece of driven equipment and then added
the actuator is in an alarm state. During the time together. See PROGRAMMING LOAD INERTIA on
when the throttle actuator is in an alarm state, the page 2.40-20 for more information.
field is yellow and signals the user that YES, a throttle
NOTE: Rotating moment of inertia is not the weight or
actuator fault exists (ALM441). During the time when
mass of the driven equipment. It is an inherent property
the throttle actuator is not in an alarm state, the field
of the driven equipment and does not change with
is gray and signals the user that no throttle actuator
engine speed or load. Contact the coupling or driven
fault exists.
equipment manufacturer for the moment of inertia value.
FORM 6388-1
13. “High Idle RPM” This field allows the user to 16. “Low Idle Adj and Low Idle RPM” These fields
program the high-idle rpm. The high-idle setting is allow the user to view and program the low-idle rpm
used when the rated speed/idle speed digital input setting. The low-idle setting is used when the rated
is high (8.6 – 36 volts) and “Remote RPM” is off. The speed/idle speed digital input is low (<3.3 volts) and
high-idle rpm can be programmed from 800 to 2,200 “Remote RPM” is off. The teal (blue-green) “Low Idle
rpm (not to exceed a preprogrammed maximum RPM” field displays the actual programmed low-idle
speed). Internal calibrations prevent the engine from rpm setting. The dark blue “Low Idle Adj” field allows
running faster than rated speed +10%. the user to adjust the actual setting by entering a
14. “Auto Actuator Calibration” This field allows the value from -50 to +100 rpm. When an adjustment is
user to program the ESM system to automatically entered, the actual “Low Idle RPM” is updated to
calibrate the throttle actuator during every normal reflect the adjustment.
shutdown. The benefits to calibrating the actuator NOTE: The low-idle rpm cannot be set above the high-
automatically are (1) performing the calibration when idle rpm.
the actuator is hot (normal operating condition), and
17. “Integral Gain Adj” This field allows the user to
(2) if any actuator problems are detected, they are
adjust integral gain by a multiplier of 0.502 – 1.102
found on engine shutdown and not startup. See
and 0.000. Integral gain is a correction function to
ACTUATOR CALIBRATION on page 2.40-25 for
speed error that is based on the amount of time the
more information.
error is present. When an error exists between actual
15. “Proportion Gain Adj” This field allows the user to engine speed and engine speed setpoint, an integral
adjust proportional gain by a multiplier of 0.500 – gain calibrated by Waukesha is multiplied to the
1.050. Proportional gain is a correction function to integral of the speed error. This is done to increase
speed error that is proportional to the amount of or decrease throttle response to correct or reduce
error. When an error exists between actual engine speed error. Although the user can program the
speed and engine speed setpoint, a proportional integral gain multiplier with this field to “fine-tune”
gain calibrated by Waukesha is multiplied to the throttle response, it is typically not adjusted.
speed error. This is done to increase or decrease “Proportional Gain Adj” and “Differential Gain Adj”
throttle response to correct speed error. Although are also used to correct speed error. See speed error
the user can program the proportional gain multiplier correction equation under “Proportion Gain Adj.”
with this field to “fine-tune” throttle response, it is
18. “Sync RPM” This field allows the user to program a
typically not adjusted. “Integral Gain Adj” and
synchronous rpm to allow easier synchronization to
“Differential Gain Adj” are also used to correct speed
the electric grid. The additional rpm programmed in
error:
this field is added to the engine setpoint rpm if the
Correction = “Alt Dynamics” field is on. The synchronous rpm can
be programmed from 0 to 64 rpm.
( speed error × proportional gain × proportional gain adjust ) + 19. “Differential Gain Adj” This field allows the user to
adjust differential gain by a multiplier of 0.502 – 1.102
and 0.000. Differential gain is a correction function
(∫ )
x to speed error that is based on direction and rate of
speed error dt × integral gain × integral gain adjust + change. When an error exists between actual engine
speed and engine speed setpoint, a differential gain
o calibrated by Waukesha is multiplied to the
derivative of the speed error. This is done to increase
or decrease throttle response to correct or reduce
( d speeddt error × differential gain × differential gain adjust) speed error. Although the user can program the
differential gain multiplier with this field to “fine-tune”
throttle response, it is typically not adjusted.
“Proportional Gain Adj” and “Integral Gain Adj” are
also used to correct speed error. See speed error
correction equation under “Proportion Gain Adj.”
FORM 6388-1
20. “Proportional Sync” This field allows the user to 25. “Save to ECU” This button is used to save
adjust proportional synchronous gain by a multiplier programmed values to NVRAM (permanent
of 0.500 – 1.050. Proportional synchronous gain is a memory) in the ECU. Changes saved to permanent
correction function to speed error that is proportional memory will not be lost if power to the ECU is
to the amount of error when operating in Alternate removed. See SAVING TO PERMANENT
Dynamics mode only. Proportional synchronous MEMORY on page 2.40-17 for more information.
gain is a lower multiplier than proportional gain
NOTE: Programmed values not saved to permanent
because of the need to synchronize to the electric
memory are stored in RAM (temporary memory). When
grid. When an error exists between actual engine
values are in RAM, ESP can be closed and the PC
speed and engine speed setpoint, a Waukesha-
disconnected from the ECU while keeping all changes;
calibrated proportional synchronous gain is
however, changes will be lost if power to the ECU is
multiplied to the speed error. This is done to increase
removed or when the engine is shut down.
or decrease throttle response to correct speed error.
Although the user can program the proportional 26. “Undo Last Change” This button allows the user to
synchronous gain multiplier with this field to “fine- reset the last change made while in editing mode
tune” throttle response, it is typically not adjusted. back to the programmed parameter that was last
“Integral Gain Adj” on page 2.35-10 and “Differential saved to permanent memory (NVRAM) in the ECU.
Gain Adj” on page 2.35-10 are also used to correct 27. “Undo All Changes” This button allows the user to
speed error. See speed error correction equation reset all the programmable fields back to the
under “Proportion Gain Adj” on page 2.35-10. programmed parameters that were last saved to
21. “Forward Torque” This field allows the user to permanent memory (NVRAM) in the ECU.
program the forward torque amount of load-coming. 28. “Manual Actuator Calibration” This button allows
When the load-coming signal goes high, and after the user to manually calibrate the throttle actuator.
the forward delay timer has expired, the throttle To work correctly, the ESM system must know the
opens by the programmed torque percent. The fully closed and fully open end points of throttle
forward torque can be programmed from 0 to 125%. actuator movement. To establish the fully closed and
22. “Forward Delay” This field allows the user to fully open end points, the throttle actuator must be
program the forward delay timer of load coming. calibrated. A manual calibration can be performed
When the load-coming signal goes high, the forward when the engine is not rotating and after postlube
delay must expire before the throttle opens to the and the ESM system’s post-processing is complete.
programmed torque percent. Units are in seconds. If an emergency shutdown is active, a manual
The forward delay can be programmed from 0 to 60 calibration cannot be completed. See ACTUATOR
seconds. CALIBRATION on page 2.40-25 for more
information.
23. “Droop” This field allows the user to adjust the
percent of droop. Droop allows steady-state speed
to drop as load is applied. Droop is expressed as a
percentage of normal average speed. Droop can be
programmed from 0 to 5%.
editing programmable (dark blue) fields in ESP.
Clicking this button puts ESP in “editing mode.” The
user will not be able to enter new values if ESP is not
in editing mode. While in editing mode, the button
will read “Stop Editing – Currently Editing.” When the
editing mode is off, the button will read “Start
Editing.” see BASIC PROGRAMMING IN ESP on
page 2.40-16 for more information.
FORM 6388-1
[F5] IGNITION OPERATING STATUS PANEL

The [F5] Ignition Operating Status panel contains the fields necessary for adjusting and monitoring the ignition system.
1 3 4 5 6
7 8 9
10 11
12 13 14
15 16
17 18 19
20
Figure 2.35-5
1 - Left Bank Ignition Timing 11 - User ESD

2 - Left Bank Spark Ref # and Right Bank Spark Ref # 12 - High Voltage Adj. and High Voltage Limit*
3 - Right Bank Ignition Timing 13 - Low Voltage Adj. and Low Voltage Limit*
4 - Avg Intake Mnfld 14 - No Spark Adj. and No Spark Limit
5 - Ignition Energy 15 - User WKI*
6 - Max Retard 16 - NOx*
7 - Engine Speed 17 - Start Editing*
8 - Ignition 18 - Save to ECU*
9 - Knocking 19 - Undo Last Change*
10 - User WKI in Use 20 - Undo All Changes*
FORM 6388-1
[F5] IGNITION OPERATING STATUS PANEL 6. “Max Retard” This field alerts the user when any
DESCRIPTIONS cylinder’s timing has reached the maximum retard in
1. “Left Bank Ignition Timing” This field displays timing allowed. If any cylinder’s timing is at maximum
individual cylinder timing in degrees before top dead retard, the field is yellow and signals the user that
center (°BTDC). YES, a cylinder is at maximum retard. The user can
determine which cylinders are at maximum retard by
2. “Left Bank Spark Ref # and Right Bank Spark looking for the lowest individual cylinder timing
Ref #” These fields display the spark reference displayed on the left of the screen. When none of the
number for each cylinder. The spark reference cylinders are at maximum retard, the field is gray and
numbers can be used to represent spark plug signals the user that no cylinders are at maximum
electrode wear (gap) and can be monitored (for retard.
example, with MODBUS) and trended to predict the
time of spark plug failure. The spark reference 7. “Engine Speed” This field displays current engine
number is an arbitrary number based on relative speed (rpm).
voltage demand and is a feature of the IPM-D’s 8. “Ignition” This field signals when the IPM-D is
predictive diagnostics capability. A gradual increase enabled and is ready to receive a signal from the
in the spark reference number is expected over time ECU to fire each spark plug. During the time the IPM-
as the spark plug wears. The closer to end of spark D is enabled, the field is green and signals the user
plug life, the faster the number will increase. If it is on. During the time the ignition is disabled, the
sufficient spark plug wear is monitored, IPM-D raises field is gray and signals the user it is off.
the power level of the ignition coil to Level 2 (see 9. “Knocking” This field alerts the user that knock is
description for “Ignition Energy” field below). Once present when the cylinder timing is at maximum
Level 2 energy is applied, the spark reference retard. When knock is sensed with at least one
number will decrease initially but the Fault Log will cylinder, the field is yellow and signals the user that
indicate the cylinder number of the spark plug that is YES, knock is present. The user can determine
wearing out. which cylinder is knocking by looking at the
NOTE: When using MODBUS, the cylinder number is individual cylinder timings displayed on the left of the
in firing order. For example, if No. 5 cylinder triggers an screen.
alarm for having a worn-out spark plug, the user should 10. “User WKI in Use” This field indicates whether the
check the spark plug of the fifth cylinder in the firing WKI (Waukesha Knock Index) value used by the
order. ESM system is based on the user-defined value
3. “Right Bank Ignition Timing” This field displays programmed in “User WKI” on page 2.35-15 or is
individual cylinder timing in degrees before top dead remotely inputted to the ECU using a 4 – 20 mA
center (°BTDC). optional user input. When the WKI value is
programmed in ESP, the field indicates “User WKI in
4. “Avg Intake Mnfld” This field displays the average
Use.” When the WKI value is being inputted in real
intake manifold pressure. Units are inch-Hg absolute
time through the optional analog user input, the field
(kPa absolute). On a vee engine, the left and right
indicates “Remote WKI in Use.”
intake manifold pressure readings are averaged
together and displayed in this field. If one of the 11. “User ESD” This field signals that an emergency
intake manifold pressure sensors fails, the field shutdown is in process based on a customer input.
displays only the reading from the working sensor. If During an emergency shutdown, the field is red and
both sensors fail, the field is unable to display the signals the user that an E-Stop is active. When E-
actual value and a default value is displayed instead. STOP is displayed, the engine cannot be restarted.
When the engine is not in an emergency shutdown
5. “Ignition Energy” This field indicates at what level
of energy the IPM-D is firing the spark plugs: Level 1
(low/normal) or Level 2 (high). During normal engine
operation, the IPM-D fires at a Level 1 ignition
energy. The IPM-D fires at a Level 2 ignition energy
on engine start-up or as a result of spark plug wear.
If the ignition energy is raised to Level 2 (except on
start-up), an alarm is triggered to alert the operator.
The pink field will signal the user whether the ignition
level is LEVEL 1 or LEVEL 2.
FORM 6388-1
12. “High Voltage Adj. and High Voltage Limit” 13. “Low Voltage Adj. and Low Voltage Limit” These
These fields allow the user to view and adjust the fields allow the user to view and adjust the low-
high-voltage alarm limit setting. The high-voltage voltage alarm limit setting. The low-voltage limit is
limit is based on the spark reference number. When based on the spark reference number. When a
a cylinder’s spark reference number exceeds the cylinder’s spark reference number goes below the
high-voltage limit, the ignition energy is raised to a low-voltage limit, an alarm is triggered, identifying a
Level 2 (high) ignition energy and an alarm is low-voltage demand condition that may have
triggered. Based on a thorough trend analysis of the resulted from a shorted coil or secondary lead,
spark reference numbers, the user may want to deposit buildup or a failed spark plug (failure related
adjust the high-voltage limit to fit the specific needs to “balling” or shorting). Based on a thorough trend
of the engine. Improper use of this adjustment may analysis of the spark reference numbers, the user
limit the effectiveness of IPM-D diagnostics. may want to adjust the low-voltage limit to fit the
Programming the “High Voltage Adj.” to a positive specific needs of the engine. Improper use of this
number will delay triggering the high-voltage limit adjustment may limit the effectiveness of IPM-D
alarm until the spark plugs are more worn. Likewise, diagnostics. Typically this limit is not adjusted. The
reducing the “High Voltage Adj.” will advance teal (blue-green) “Low Voltage Limit” field displays
triggering the high-voltage limit alarm, allowing more the actual programmed low-voltage limit setting. The
time between when an alarm is triggered and spark dark blue “Low Voltage Adj.” field allows the user to
plug failure. The teal (blue-green) “High Voltage adjust the actual setting by entering a value from -30
Limit” field displays the actual programmed high- to +30. When an adjustment is entered, the actual
voltage limit setting. The dark blue “High Voltage “Low Voltage Limit” is updated to reflect the
Adj.” field allows the user to adjust the actual setting adjustment. See IPM-D PROGRAMMING on page
by entering a value from -30 to +30. When an 2.40-30 for more information.
adjustment is entered, the actual “High Voltage
NOTE: The “Low Voltage Limit” field has a defined
Limit” is updated to reflect the adjustment. See IPM-
range (minimum/maximum) that can be programmed. If
D PROGRAMMING on page 2.40-30 for more
the user programs a positive or negative adjustment that
information.
exceeds this defined range, the “Low Voltage Limit” field
NOTE: The “High Voltage Limit” field has a defined will display the actual low-voltage setting, even though
range (minimum/maximum) that can be programmed. If the adjustment entered may calculate to be different. For
the user programs a positive or negative adjustment that example, if the default low-voltage limit is 100 but cannot
exceeds this defined range, the “High Voltage Limit” field exceed 120 for the engine (a factory setting), the “Low
will display the actual high-voltage setting, even though Voltage Limit” field will display the actual low-voltage
the adjustment entered may calculate to be different. For setting. So if the user programs an adjustment of +30
example, if the default high-voltage limit is 170 but (which exceeds 120), “30” will appear in the “Low
cannot exceed 190 for the engine (a factory setting), the Voltage Adj.” field and “120” will appear in the “Low
“High Voltage Limit” field will display the actual high- Voltage Limit” field. The same holds true for negative
voltage setting. So if the user programs an adjustment adjustments.
of +30 (which exceeds 190), “30” will appear in the “High
Voltage Adj.” field and “190” will appear in the “High
Voltage Limit” field. The same holds true for negative
adjustments.
FORM 6388-1
14. “No Spark Adj. and No Spark Limit” The “No 16. “NOx” (For use on LT engines only) This field allows
Spark Adj.” and “No Spark Limit” fields allow the user the user to set the desired NOx emissions level
to view and adjust the no-spark alarm limit setting. (engine out at the exhaust stack) at which the engine
The no-spark limit is based on the spark reference will run. The field displays the programmed NOx
number. When a cylinder’s spark reference number level, not the actual level. Based on the programmed
exceeds the no-spark limit, an alarm is triggered, NOx level, the ESM system will adjust ignition timing
indicating that a spark plug is worn and must be in an attempt to meet the programmed NOx level.
replaced. Based on a thorough trend analysis of the However, the actual NOx output of the engine will not
spark reference numbers, the user may want to always match the programmed NOx level for several
adjust the no-spark limit to fit the specific needs of reasons. First, the ESM system calculates NOx
the engine. Improper use of this adjustment may limit based on a combination of sensor readings logged
the effectiveness of IPM-D diagnostics. Typically by the ECU and Waukesha-calibrated values. Two
this limit is not adjusted. The teal (blue-green) “No examples of Waukesha-calibrated values are
Spark Limit” field displays the actual programmed humidity and exhaust oxygen since the ESM system
no-spark limit setting. The dark blue “No Spark Adj.” does not measure these variables. Also, the ESM
field allows the user to adjust the actual setting by system includes a preprogrammed correction factor
entering a value from -25 to +25. When an to allow for statistical variations with the engine. As
adjustment is entered, the actual “No Spark Limit” is a result, the engine in most cases will emit less NOx
updated to reflect the adjustment. See IPM-D than the actual programmed NOx level. Units are in
PROGRAMMING on page 2.40-30 for more g/BHP-hr or mg/m3 (n) @ 0°C, 101.25 kPa, 5% O2.
information. The range that NOx can be programmed varies with
NOTE: The “No Spark Limit” field has a defined range the engine (L5794LT range is 1.5 – 5.0 g/BHP-hr).
(minimum/maximum) that can be programmed. If the NOTE: To correct for differences in the actual engine-
user programs a positive or negative adjustment that out NOx emissions and that of the programmed NOx
exceeds this defined range, the “No Spark Limit” field will level, the user input should be adjusted in the
display the actual no-spark setting even though the appropriate direction until the actual engine-out
adjustment entered may calculate to be different. For emissions meet the user’s desired level (e.g., the NOx
example, if the default no-spark limit is 200 but cannot field may require a value of 2.5 g/BHP-hr to achieve 2.0
exceed 215 for the engine (a factory setting), the “No g/BHP-hr NOx emissions at the exhaust stack).
Spark Limit” field will display the actual no-spark setting.
So if the user programs an adjustment of +25 (which
editing programmable (dark blue) fields in ESP.
exceeds 215), “25” will appear in the “No Spark Adj.” field
and “215” will appear in the “No Spark Limit” field. The
same holds true for negative adjustments.
15. “User WKI” This field MUST be programmed by the will read “Stop Editing – Currently Editing.” When the
user for proper engine operation. The user must editing mode is off, the button will read “Start
enter the Waukesha Knock Index (WKI) value of the Editing.” see BASIC PROGRAMMING IN ESP on
fuel. The WKI value can be determined using an page 2.40-16 for more information.
application program for the Microsoft Windows XP
18. “Save to ECU” This button is used to save
operating system. The computer program will
programmed values to NVRAM (permanent
calculate the WKI value from a customer’s gas
memory) in the ECU. Changes saved to permanent
analysis breakdown. The WKI value application
memory will not be lost if power to the ECU is
program designed by Waukesha uses an index for
removed. See SAVING TO PERMANENT
calculating knock resistance of gaseous fuels. The
MEMORY on page 2.40-17 for more information.
WKI value must be based on the composition of a
fuel sample taken from the engine site and analyzed NOTE: Programmed values not saved to permanent
using the application program or as dictated on a memory are stored in RAM (temporary memory). When
Special Application Approval (SAA). Contact your values are in RAM, ESP can be closed and the PC
local Distributor for more information. disconnected from the ECU while keeping all changes;
however, changes will be lost if power to the ECU is
removed or when the engine is shut down.
FORM 6388-1
19. “Undo Last Change” This button allows the user to 20. “Undo All Changes” This button allows the user to
reset the last change made while in editing mode reset all the programmable fields back to the
back to the programmed parameter that was last programmed parameters that were last saved to
saved to permanent memory (NVRAM) in the ECU. permanent memory (NVRAM) in the ECU.
FORM 6388-1
[F10] STATUS PANEL

The [F10] Status panel displays the fields that affect the operation of the ECU.
1 2 3 4 5
6 7 8 9 10 11
12 13 14 15 16
17 18 19 20 21 22
23 24 25 26 27 28
Figure 2.35-6
1 - View Faults 15 - Max Retard

2 - Reset Status LEDs* 16 - Engine Knocking
3 - Manual Actuator Calibration* 17 - ECU Temp
4 - Change Units* 18 - Battery Voltage
5 - Version Details 19 - ECU Hours
6 - User ESD 20 - Cal Loaded
7 - User RUN/STOP 21 - Faults Loaded
8 - System 22 - Stats Loaded
9 - Engine Alarm 23 - Engine Speed
10 - Engine Start 24 - Eng Setpoint
11 - Active Faults 25 - Remote RPM
12 - Ignition 26 - Idle
13 - Ignition Energy 27 - Alternate Dynamics
14 - Ignition 28 - Main Fuel
FORM 6388-1
[F10] STATUS PANEL DESCRIPTIONS 7. “User RUN/STOP” This field signals that a normal
1. “View Faults” This button allows the user to view shutdown is in process based on customer input.
the Fault Log. See FAULT LOG on page 2.35-23 During a normal shutdown, the field is red and
for more information. signals the user that the engine will stop. When
STOP is displayed, the engine cannot be restarted.
2. “Reset Status LEDs” This button allows the user to When the engine is not in a shutdown mode, the field
reset the status LEDs on the ECU. When an ESM is gray and signals the user that the engine is ready
system fault is corrected, the fault disappears from to run.
the ESM ESP active fault log and the ESP screens
will no longer indicate an alarm; however, the yellow 8. “System” This field alerts the user when the ESM
and/or red Status LED(s) on the ECU will continue system activates a shutdown. During an ESM
flashing the fault code(s) even after the fault(s) is system shutdown, the field is red and signals the
cleared. The code will continue to flash on the ECU user that an E-Shutdown is active. When this field
until one of two things happens: (1) the LED(s) is indicates E-Shutdown, a 24 VDC signal to the
reset using ESP or (2) the engine is restarted. See customer (through the Customer Interface Harness)
RESET STATUS LEDS ON ECU on page 2.40- is provided. When the engine is not in an emergency
33 for more information. shutdown mode, the field is gray and signals the user
that the engine is OK.
3. “Manual Actuator Calibration” This button allows
the user to manually calibrate the throttle actuator. 9. “Engine Alarm” This field signals that an ESM
To work correctly, the ESM system must know the system engine alarm is active. During an active
fully closed and fully open end points of throttle alarm, the field is yellow and signals the user that an
actuator movement. To establish the fully closed and alarm is active. When this field indicates an alarm, a
fully open end points, the throttle actuator must be 24 VDC signal to the customer (through the
calibrated. A manual calibration can be performed Customer Interface Harness) is provided. During the
when the engine is not rotating and after postlube time when no alarms are present, the field is gray and
and the ESM system’s post-processing is complete. signals the user that the system is OK.
If an emergency shutdown is active, no 10. “Engine Start” This field indicates system
programming can be completed. See ACTUATOR readiness to start. If there is no ESM system-related
CALIBRATION on page 2.40-25 for more reason not to start the engine, the field is gray and
information. signals the user that the engine is OK to start. If there
4. “Change Units” This button allows the user to is anything preventing the engine from starting, the
change all the ESP panel fields to display in either field is red and signals the user NO START is
U.S. units or in metric measurement units. See possible.
CHANGING UNITS – U.S. OR METRIC on page 11. “Active Faults” This field indicates the total number
2.40-33 for more information. of active faults as determined by the ESM system.
5. “Version Details” This button allows the user to View the fault log for detailed listing of active faults.
view the serial number(s) and calibration number of See FAULT LOG on page 2.35-23 for more
the ECU and engine. This information is provided to information.
verify that the ECU is calibrated correctly for the 12. “Ignition” This field signals when the IPM-D is
engine on which it is installed. enabled and is ready to receive a signal from the
6. “User ESD” This field signals that an emergency ECU to fire each spark plug. During the time the IPM-
shutdown is in process based on a customer input. D is enabled, the field is green and signals the user
During an emergency shutdown, the field is red and that the IPM-D is on. During the time the ignition is
signals the user that an E-Stop is active. When E- disabled, the field is gray and signals the user that
STOP is displayed, the engine cannot be restarted. the IPM-D is off.
When the engine is not in an emergency shutdown
FORM 6388-1
13. “Ignition Energy” This field indicates at what level 18. “Battery Voltage” This field displays the current
of energy the IPM-D is firing the spark plugs: Level 1 battery voltage. If the battery voltage goes below 21
(low/normal) or Level 2 (high). During normal engine VDC, the status bar beneath the field is yellow and
operation, the IPM-D fires at a Level 1 ignition signals the user that the voltage is too low. Some
energy. The IPM-D fires at a Level 2 ignition energy action must be taken to prevent possible further
on engine start-up or as a result of spark plug wear. power loss below 18 VDC or the engine will shut
If the ignition energy is raised to Level 2 (except on down. ALM454 becomes active if the battery voltage
start-up), an alarm is triggered to alert the operator. remains below 21 VDC for longer than 30 seconds.
The pink field will signal the user whether the ignition ESP does not display the actual voltage if it falls
level is LEVEL 1 or LEVEL 2. outside the acceptable range (acceptable range: 21
14. “Ignition” This field alerts the user when the IPM-D – 32 volts). For example, if actual voltage is 19.4
is sending a signal to the ECU that indicates that: one volts, ESP displays 21 volts on the Status panel.
or both of the E-Stop buttons on the side of the 19. “ECU Hours” This field displays the number of
engine are depressed; the IPM-D is not receiving 24 hours the engine has been running with the current
volts; or the IPM-D is not working correctly. When ECU installed.
one of these conditions exists, the field is yellow and 20. “Cal Loaded” This field should always be green and
signals the user that an ignition alarm exists. If the signal OK. If the field is red and signals no calibration
IPM-D signal to the ECU is good, the field is gray and loaded, contact your local Waukesha Distributor for
signals the user that it is OK. technical support.
15. “Max Retard” This field alerts the user when any 21. “Faults Loaded” This field should always be green
cylinder’s timing has reached the maximum retard in and signal the user it is OK. If the field is red and
timing allowed. If any cylinder is at maximum retard, signals the user that no faults are loaded, contact
the field is yellow and signals the user that YES, at your local Waukesha Distributor for technical
least one cylinder has reached the maximum retard support.
in timing allowed. The user can determine which
cylinder(s) is at maximum retard by looking for the 22. “Stats Loaded” This field should always be green
lowest individual cylinder timing displayed on the and signal the user it is OK. If the field is red and
[F5] Ignition panel. When none of the cylinders are signals the user that no statistics are loaded, contact
at maximum retard, the field is gray and signals the your local Waukesha Distributor for technical
user that no cylinders are at maximum retard. support.
16. “Engine Knocking” This field alerts the user when 23. “Engine Speed” This field displays current engine
knock is present in a cylinder. When knock is sensed speed (rpm).
with at least one cylinder, the field is yellow and 24. “Eng Setpoint” This field displays the engine speed
signals the user that YES, knock is present. The user (rpm) setpoint. The engine speed setpoint is
can determine which cylinder(s) is knocking by determined by a customer input, not internal
looking at the individual cylinder timings displayed calibrations.
on the [F5] Ignition panel. If no knock is present, the 25. “Remote RPM” This field signals when the remote
field is gray and signals the user that no knock is rpm is on or off. Remote rpm is determined by a
present. customer digital input. When the input is high (8.6 –
17. “ECU Temp” This field displays the internal 36 volts), remote rpm is active. During the time the
temperature of the ECU. Units are °F (°C). If the ECU remote rpm input is high, the field is green and
temperature is too high, the status bar beneath the signals the user it is on. During the time the remote
field is yellow and signals the user that the ECU rpm input is low (<3.3 volts), the field is gray and
temperature is high. ALM455 becomes active if the signals the user it is off.
ECU temperature increases beyond the maximum 26. “Idle” This field indicates whether low-idle rpm or
recommended operating temperature. high-idle rpm is active. Low- or high-idle rpm is
determined by a customer digital input. When the
input is low (<3.3 volts), LOW IDLE is displayed in
the pink field. When the input is high (8.6 – 36 volts),
HIGH IDLE is displayed.
FORM 6388-1
27. “Alternate Dynamics” This field signals when the 28. “Main Fuel” This field signals when the main fuel
Alternate Governor Dynamics digital input is high valve is engaged by the ECU. During the time the
(8.6 – 36 volts) or low (<3.3 volts). Alternate main fuel valve is engaged, the field is green and
dynamics or synchronizer mode is used to rapidly signals the user it is on. During the time the main fuel
synchronize an engine to the electric power grid by valve is disengaged, the field is gray and signals the
using cylinder timing to maintain constant engine user it is off.
speed. During the time the alternate dynamics input
is high, the field is green and signals the user it is on.
During the time the alternate dynamics input is low,
the field is gray and signals the user it is off.
FORM 6388-1
[F11] ADVANCED FUNCTIONS PANEL

The [F11] Advanced Functions panel allows the user to adjust alarm and shutdown setpoints and send updated
calibration information to the ECU.
1 2 3 5
7 8 9
10
Figure 2.35-7
1 - Baud Rate* 6 - Offset*

2 - Slave ID* 7 - Start Editing*
3 - Check Box if Waukesha Alternator is Installed* 8 - Save to ECU*
4 - Start Logging All and Stop Logging All* 9 - Undo Last Change*
5 - Send Calibration to ECU* 10 - Undo All Changes*
NOTICE
In order to prevent false alarm and shutdown faults on start-ups and customer shutdowns, ESM uses factory-
programmed rpm tables to adjust the oil pressure alarm and shutdown setpoints while the engine is below minimum
idle.
The oil pressure alarm and shutdown setpoint fields located in the [F11] Advanced panel will update in real time to
reflect these values.
FORM 6388-1
[F11] ADVANCE PANEL DESCRIPTIONS 5. “Send Calibration to ECU” This button is used to
send a calibration file to the ECU.
NOTE: When AFR2 equipped, MODBUS in ESP must
be set to baud rate at 19,200 and slave ID of 1 in order 6. “Offset” These fields allow the user to adjust the
to communicate to the HMI. These settings should not alarm and shutdown fields. This enables the user to
be changed in the ESP. Changing the settings will result fine-tune alarm and shutdown settings or test
in loss of communication to the HMI. safeties. Setpoints are only adjustable in the safe
direction from the factory settings. The alarm and
1. “Baud Rate” This field allows the user to program
shutdown fields display the setting for the alarm and
MODBUS baud rate to 2,400, 9,600 or 19,200 bps
shutdown.
(bits per second). See PROGRAMMING BAUD
RATE (MODBUS APPLICATIONS) on page 2.40- 7. “Start Editing” This button must be clicked prior to
39 for more information. editing programmable (dark blue) fields in ESP.
2. “Slave ID” This field allows the user to program a
unique identification number for each ECU (up to 32)
on a multi-ECU networked site. The identification
will read “Stop Editing – Currently Editing.” When the
number that can be programmed can range from 1
editing mode is off, the button will read “Start
to 247. By programming an identification number,
Editing.” see BASIC PROGRAMMING IN ESP on
the user can communicate to a specific ECU through
MODBUS using a single MODBUS master when
multiple ECUs are networked together. See 8. “Save to ECU” This button is used to save
PROGRAMMING ECU MODBUS SLAVE ID on programmed values to NVRAM (permanent
page 2.40-40 for more information. memory) in the ECU. Changes saved to permanent
memory will not be lost if power to the ECU is
3. “Check Box if Waukesha Alternator is
removed. See SAVING TO PERMANENT
Installed” This check box must be checked if a
MEMORY on page 2.40-17 for more information.
Waukesha alternator with the Alternator Monitor
Harness is installed on the engine to properly NOTE: Programmed values not saved to permanent
diagnose and signal an alarm if an alternator memory are stored in RAM (temporary memory). When
problem occurs. If the check box is not checked and values are in RAM, ESP can be closed and the PC
a Waukesha alternator is installed, no alarm will be disconnected from the ECU while keeping all changes;
triggered when an alternator problem occurs. If the however, changes will be lost if power to the ECU is
box is checked and the engine does not have a removed or when the engine is shut down.
Waukesha alternator, an alarm will be generated all 9. “Undo Last Change” This button allows the user to
the time. reset the last change made while in editing mode
4. “Start Logging All and Stop Logging All” These back to the programmed parameter that was last
buttons are used to log all active system parameters saved to permanent memory (NVRAM) in the ECU.
during a user-determined period of time. The file that 10. “Undo All Changes” This button allows the user to
is saved is a binary file (extension .AClog) that must reset all the programmable fields back to the
be extracted into a usable file format. Using the Log programmed parameters that were last saved to
File Processor program installed with ESP, the permanent memory (NVRAM) in the ECU.
binary file is converted into a Microsoft Excel-
readable file (.TSV) or a text file (.TXT). Once the
data is readable as a .TSV or .TXT file, the user can
review, chart and/or trend the data logged as
desired. See LOGGING SYSTEM PARAMETERS
on page 2.40-35 for more information.
FORM 6388-1
FAULT LOG The faults listed in the Fault Log can be sorted by clicking
on a column name. For example, clicking on “Fault” will
One method of obtaining diagnostic information is by sort alarms/shutdowns in numerical order based on the
viewing the Fault Log in ESP. ESP displays the data fault code. Clicking on “First Occurrence” will sort
provided by the ECU. The Fault Log can be displayed alarms/shutdowns in order of occurrence.
either to list only the active faults or to list the history of
all the faults that occurred in the lifetime of the ECU. As an additional aid in troubleshooting, double-clicking
a fault listed in the Fault Log will open E-Help directly to
The Fault Log displays the name of the fault, the first time the troubleshooting information for that fault.
the fault occurred since the fault was reset (in ECU
hours:minutes:seconds), the last time the fault occurred
since reset, the number of times the fault occurred since
reset and the total number of times the fault occurred in
the lifetime of the ECU. All the fault information is
resettable except for the total number of times the fault
occurred during the lifetime of the ECU.
View Faults Reset Status LEDs Manual Actuator Change Units Version Details
Calibration
2 3 4 5
1
7 8 9 10 11
Figure 2.35-8: Fault Log in ESP
1 - Fault 7 - Reset Selected Fault

2 - First Occurrence 8 - Fault Help
3 - Last Occurrence 9 - Refresh
4 - Total Since Reset 10 - Copy to Clipboard
5 - Lifetime Total 11 - Close
6 - List Active Faults and Total Fault History
FORM 6388-1
FAULT LOG DESCRIPTIONS
1. “Fault” This field displays the fault code and
description for the alarm or shutdown condition that
exists. Alarm codes in ESP are identified with the
letters “ALM” preceding the alarm code. Emergency
shutdown codes are identified with the letters “ESD”
preceding the shutdown code. Double-clicking a
fault listed in the Fault Log will open E-Help directly
to the troubleshooting information for that fault.
2. “First Occurrence” This field displays the first time
the fault listed occurred since the fault was reset (in
ECU hours:minutes:seconds). This field is
resettable.
3. “Last Occurrence” This field displays the last time
the fault listed occurred since the fault was reset (in
ECU hours:minutes:seconds). This field is
resettable.
4. “Total Since Reset” This field displays the number
of times the fault occurred since the fault was reset.
This field is resettable.
5. “Lifetime Total” This field displays the total number
of times the fault occurred in the lifetime of the ECU.
This field is not resettable.
6. “List Active Faults and Total Fault History”
These buttons allow the user to view either the active
fault listing or the total fault history. The Active Fault
Log only lists active faults indicated by flashing
Status LEDs and alarm fields on the ESP panels. The
Total Fault History lists all the faults that occurred in
the lifetime of the ECU.
7. “Reset Selected Fault” This button allows the user
to reset Fields 2, 3 and 4 back to zero of the selected
(or highlighted) fault listed in the log.
8. “Fault Help” This button allows the user to open E-
Help.
9. “Refresh” This button allows the user to update or
refresh the Fault Log. When the Fault Log is open,
the information is not automatically refreshed. For
example, if the Fault Log is displayed on screen, and
a fault is corrected, the Fault Log will not refresh itself
to reflect the change in active faults. The user must
refresh the Fault Log to view the updated
information.
10. “Copy to Clipboard” This button allows the user to
copy the Fault Log information to the PC’s clipboard.
The information can then be pasted as text in
Microsoft Word or another word-processing
program. See COPYING FAULT LOG
INFORMATION TO THE CLIPBOARD on page
2.40-34 for more information.
11. “Close” This button closes the Fault Log.
FORM 6388-1
SECTION 2.40
ESP PROGRAMMING
INTRODUCTION TO ESP PROGRAMMING MINIMUM REQUIREMENTS

This section provides the steps necessary to program Make sure your PC meets the minimum system
the ESM system using ESP. Very little programming is requirements:
required. To operate an engine with the ESM system • Microsoft Windows XP SP2 or later operating system
installed, WKI value and Load Inertia must be environment
programmed. Other programmable fields, however,
may be programmed to set user preferences and to fine- • Administrative rights
tune engine operation. • 700 MHz processor
Five ESP panels have user-programmable (dark blue) • 128 MB RAM
fields: [F3] Start-Stop panel, [F4] Governor panel, [F5] • 200 MB free hard disk space
Ignition panel, [F10] Status Panel and [F11] Advanced
• Microsoft Internet Explorer 5.0 or later
panel. The other panels provide system readings
(temperature/ pressure) and operating status. • 800 x 600 color VGA display
If this is the initial start-up of the ESM system on your • RS-232 serial port
engine, complete ALL the procedures provided in this • CD-ROM drive
section. If the engine has been operating with the ESM • Mouse or other pointing device recommended but not
system, it may be necessary to complete only applicable required
subsections of the provided programming instructions.
OBTAINING THE SOFTWARE
USES / APPLICATION OF THE SOFTWARE
ESM ESP software is available by downloading the
The Electronic Service Program (ESP) is a PC-based software from the GE Waukesha website or obtaining
graphic interface that provides a means of obtaining ESM ESP CD (P/N X-E001-06L or later). Disks can be
information on system’s status and making changes to ordered though your local Distributor using this part
user adjustable setpoints. In addition, the ESP software number.
provides:
• Log of current and historic faults DOWNLOADING ESP FROM WEBSITE TO
COMPUTER
• Detailed electronic troubleshooting (E-Help)
• Instruction manuals for engines using ESM NOTE: Verify you have administrative rights on your
computer, or have the IT department download and
• A training tool to familiarize users with the system install the program. The file will be saved as a .zip file
without being connected to an engine and will need to be extracted. Your computer will need
• Data logging capabilities for advanced PKZIP or WinZip to extract the files.
troubleshooting
FORM 6388-1
ESP PROGRAMMING
1. Log on to www.wedlink.net and select “Controls Downloads – NEW”, located on left side of screen.
Figure 2.40-1
2. Right-click on the “ESP 1.6L” link and choose “Save Target As.”
Figure 2.40-2
3. Save the program to a folder that allows easy access. A recommendation would be under your desktop, as shown
below:
Figure 2.40-3
FORM 6388-1
ESP PROGRAMMING
4. Save the file to your computer (download time may 5. Open the .zip file with PKZIP or a similar extraction
be extensive depending on Internet speed). program.
6. After file is unzipped, open the folder that was unzipped and run the setup.exe file.
Figure 2.40-4
7. See INSTALLING ESP on page 2.40-3. INSTALLING ESP

RUNNING ESP INSTALLER FROM CD 1. To start the ESP installation, run setup.exe.
The ESM ESP CD contains an installation program to

automatically load ESP on the hard drive of your PC.
Complete the following steps to load the ESP software
using the installation program.
1. Turn on your computer.
2. Close any other applications that may be open on
your PC’s desktop.
3. Insert the ESP CD into the CD drive of your PC.
• If Autorun is enabled on your PC system,
installation starts automatically approximately 30 Figure 2.40-5
seconds after the CD is inserted. Continue with
Step 7. 2. If you have a previous version of ESP installed, you
will see this pop-up screen. Click “Yes” to uninstall
• If the Autorun is disabled on your PC system, the older version and continue with the installation of
continue with Step 4. the new ESP program.
4. From the Start menu, select Run...
5. Type d:\setup.exe and click “OK” (if “D” is not the
letter of your CD drive, type in the appropriate letter).
6. See INSTALLING ESP on page 2.40-3.
NOTE: By default, the ESP software is installed in C:
\Program Files\ESM.
Figure 2.40-6
FORM 6388-1
ESP PROGRAMMING
The older version of the ESP software will be
uninstalled. Wait for this process to complete and for
the next step to appear.
Figure 2.40-9
5. You are now ready to install. Click “Next” to continue.
Figure 2.40-7
3. The new version of the ESP software will be
installed. Click “Next” to continue.
Figure 2.40-10
6. A pop-up indicating that “This computer already has
a newer version of HTML Help” appears. Click “OK”
to continue.
Figure 2.40-8
4. Read the End User License Agreement (EULA) and
click “I Agree” to continue.
Figure 2.40-11
FORM 6388-1
ESP PROGRAMMING
7. If a pop-up indicating that the system must be 9. Wait while files are being copied.
restarted appears, click “Cancel” to continue.
Figure 2.40-12
8. Wait while the program is being installed.
Figure 2.40-15
Figure 2.40-13
Figure 2.40-14
FORM 6388-1
ESP PROGRAMMING
10. The ESP program has been successfully installed.
Click “Finish” to complete the install.
Figure 2.40-16
FORM 6388-1
ESP PROGRAMMING
11. Click “Close” to exit the installer.
Figure 2.40-17
FORM 6388-1
ESP PROGRAMMING
12. When installation is complete, four ESP-related ESP TRAINING TOOL
icons will appear on your desktop.
The training tool allows you to view the ESP screens
DESCRIPTION ICON without an ECU connected. The training tool is intended
to allow users to become familiar with the screens and
fields within ESP. The training tool does not have the full
ESM ESP Icon: Double-clicking this icon
functionality that ESP has when connected to an ECU
opens the standard ESP program.
(running unit).
ESM Training Tool Icon: Double- The training tool has the code versions and workspaces
clicking this icon opens a version of ESP to represent ECUs. When using the training tool, the user
that is used for training only. This program must select the proper code version and workspace to
runs even without an ECU connected. view the screens representative of the desired engine.
ESP Modem Access Icon: Double-
clicking this icon opens a version of ESP OPENING A TRAINING TOOL WORKSPACE
that allows use of ESP with a modem and
requires modem cables for use. DESCRIPTION ICON
Log File Processor Icon: Double-

clicking this icon opens a program that The ESP screen will display the
converts ESP log files into a file format Horsepower logo if the ECU has
read by Microsoft Excel. the 0x44FC6077 version of
code installed.
ESP CD CONTENTS
DOCUMENTATION The ESP screen will display the
ESP documentation is located in this directory: C: Centennial logo if the ECU has
\Program Files\ESM\Documentation. the 0x425A587D version of
code installed.
The ESP screen will display the

Dresser Waukesha logo for all
previous versions of code.
1. To run the training tool, double-click the icon located

on the desktop.
2. Open “File”, then select “Open Workspace”.
Figure 2.40-18
The following is available:
• ESM O&M manuals
• Spreadsheet for APG1000 setup
• Readme file – see ESP TRAINING TOOL on page
2.40-8 for more information
• S-sheets providing detailed wiring information
FORM 6388-1
ESP PROGRAMMING
Select (double-click) the appropriate code version.
Figure 2.40-19
The code version is easily identified on the live The previous table shows the icons for the three
engine by the icon in the upper left of the ESP screen. most recent code versions. If the code version is not
known, select the most current: 0x44FC6077.
FORM 6388-1
ESP PROGRAMMING
3. Select (double-click) the appropriate workspace
code in the training tool.
Figure 2.40-20
Reference the ESP Training Tool Readme.txt

document to determine the appropriate workspace.
FORM 6388-1
ESP PROGRAMMING
4. To determine the proper workspace for your engine,
find your engine on the list and reference the
workspace code shown on the left column (see
Figure 2.40-21).
Figure 2.40-21
FORM 6388-1
ESP PROGRAMMING
5. Open the “General.wrk” workspace.
Figure 2.40-22
FORM 6388-1
ESP PROGRAMMING
The training tool is now open. Select the appropriate screen by clicking on the tabs at the top of the screen. The
numbers are default values for display only. Reference the ESP programming section of one of the electronic manuals
(C:\Program Files\ESM\Documentation) of the ESP for a description of the fields.
Figure 2.40-23
FORM 6388-1
ESP PROGRAMMING
REINSTALLATION – CURRENT VERSION OF ESP
If you already have version 1.6L installed and try to
reinstall version 1.6L, the following message will appear:
Figure 2.40-24
• If “Repair” is selected, the current ESP program will be CONNECTING PC TO ECU

uninstalled and then the new ESP program will be
installed. The ESP must have a serial port connection for the
computer end of the ESP cable. A special 96 in. 9-pin
• If “Remove” is selected, the current ESP program will connection cable (P/N C740269) is required to use the
be uninstalled and setup.exe will have to be run again ESP. One cable comes with the engine along with the
to perform the installation. other shipped-loose components. The cable length can
be extended by adding a standard DB-9 serial cable.
FORM 6388-1
ESP PROGRAMMING
2
1
Figure 2.40-25
NOTE: The PC can be connected to the ECU via a
modem connection. See USING A MODEM FOR 3
REMOTE MONITORING on page 2.40-46 for more
information on modem connections and ESP start-up 4
information.
NOTE: If the ESP software and associated workspace
files are not saved to your PC’s hard drive, complete the
steps under the INSTALLING ESP on page 2.40-3. Figure 2.40-26: Serial Cable Connection between PC and
1. Locate the RS-232 serial cable supplied by ECU
Waukesha.
1 - 8-Pin Deutsch 3 - Serial Cable (P/N
2. Connect the 9-pin end of the RS-232 serial cable to Connector 740269)
the PC’s communication port. Typically, this is port
2 - “Service Interface” 4 - 9-Pin Connector
1 (also referred to as COM 1, serial a or serial 1) (see
Connection
Figure 2.40-26).
3. Connect the 8-pin Deutsch connector of the serial
cable to the “Service Interface” connection on the
side of the ECU (see Figure 2.40-26).
4. Make sure all connections are secure.
Some laptops do not have a serial port and need an
adaptor to interface with the ECU. The preferred method
is to utilize a docking station adapter (see Figure
2.40-27). A second alternative is to use a high quality
USB to serial adapter.
Figure 2.40-27
FORM 6388-1
ESP PROGRAMMING
STARTING ESP Table 2.40-1: Verify Connection
Once the PC is connected to the ECU, ESP can be DESCRIPTION ICON

started on the PC. Connection: This icon indicates that there is
1. Apply power to the ECU. a good connection between the ECU and
ESP on your PC.
2. Start ESP by one of the following methods:
• Double-click the ESM ESP icon on your desktop. No Connection: This icon indicates that
there is not a connection between the ECU
and ESP on your PC.
NOTE: If the icon displayed indicates no
connection, either there is no power to the
ECU, the serial cable is not connected
• From the Windows taskbar (lower-left corner of properly to the ECU or PC, or the cable is
your desktop), click Start → All Programs → defective.
Waukesha Engine Controls → Engine System
Manager (ESM) → ESP. BASIC PROGRAMMING IN ESP
3. If an error occurs on ESP start-up, check serial cable This section explains how to edit the programmable
connections to the PC and ECU. Click “Retry.” (dark blue) fields in ESP. To edit the programmable
fields, ESP must be in editing mode.
Two fields in ESP require programming: the WKI value
and Load Inertia. To program the “WKI” field, see
PROGRAMMING WKI VALUE on page 2.40-19. To
program the “Load Inertia” field, see PROGRAMMING
LOAD INERTIA on page 2.40-20.
The other fields can be programmed to set user
preferences and to fine-tune engine operation like pre-/
postlube and low/high idle. Go through each ESP panel.
Determine what fields need to be programmed based on
user preference and engine performance. ESP PANEL
DESCRIPTIONS on page 2.35-1 provides a description
4. If, after checking serial cable and retrying of all the fields on each of the panels.
connection, an error still occurs, click “Select Com
Port.” NOTE: For more information on governor
programming, see GOVERNOR PROGRAMMING on
5. From the Com Port dialog box, select the
page 2.40-28.
communication port that you are using for
communication to the ECU. Click “OK.” 1. Click on the “Start Editing” button. While in editing
mode, the button will read “Stop Editing – Currently
6. Once ESP is open, you can always verify you have
Editing.”
a good connection between the ECU and PC by
looking at the “connection” icon on the top right
corner of the ESP screen (see Table 2.40-1). Start Editing
NOTE: The [F3] Start-Stop panel “Start Editing” button

differs slightly from the other screens (see the following
depiction).
Save to ECU
Start Editing
FORM 6388-1
ESP PROGRAMMING
2. Double-click the field or highlight the value to be 4. Once the new value is entered, press [Enter]. Once
edited. [Enter] is pressed, the new value becomes “active,”
3. Enter the new value. If the value entered exceeds the meaning the ECU is using the new value to operate
programmable limits, the field will default to the the ESM system. The new value, however, is
highest/lowest allowable value for that field. Note the temporarily saved to RAM in the ECU.
following: NOTE: The contents of RAM (temporary memory) are
• Most fields are programmed by entering the lost whenever power to the ECU is removed or on engine
desired value within the highest/lowest allowable shutdown.
value for that field. 5. Since an entered value is active as soon as [Enter]
NOTE: If “300 seconds” has been entered in the “Pre is pressed, it is possible that you will notice a brief
Lube Time” field, the “Pre Lube Timer” field will display engine disruption as the engine adjusts to the new
zero until a start is requested. After the start request, the value. If a new value could cause brief engine
Pre Lube Timer will start counting down (from 300 disruption, a dialog box will appear notifying you of
seconds). Countdown will be aborted if a user stop or the potential for a brief engine disruption. Click “OK”
ESD occurs. to continue.
300
Pre Lube Time (S)
0
6. Edit other fields as necessary.
Pre Lube Timer (S)
7. When all values are entered, click the “Stop Editing”
button. While the editing mode is off, the button will
• Some fields are programmed by entering an read “Start Editing.”
adjustment value (±) to the default value. The teal
(blue-green) bottom field displays the actual
programmed value. The dark blue (top) field
Stop Editing -
Currently Editing
allows the operator to adjust the actual value by
entering a ± offset. When an adjustment is
entered, the default field updates to reflect the 8. Observe engine performance. Make modifications
adjustment. If you want to return to the original as necessary.
default value, program the adjustment field to 0
(zero). 9. Save changes to permanent memory if desired. See
SAVING TO PERMANENT MEMORY on page 2.40-
17 for instructions.
SAVING TO PERMANENT MEMORY

This section provides the programming steps necessary
to save edited values to permanent memory (NVRAM).
1. Click the “Save to ECU” button on the [F3] Start-Stop
panel, [F4] Governor panel, [F5] Ignition panel or
[F11] Advanced panel.
Save to ECU
FORM 6388-1
ESP PROGRAMMING
NOTE: The [F3] Start-Stop panel “Save to ECU” button • “Save Changes to ECU” Click this button to save
differs slightly from the other screens (see the following all changes to permanent memory in the ECU
depiction). before exiting. When the dialog box asks you to
confirm the save to permanent memory, click
Save to ECU “Yes.”
Start Editing Commit To Permanent Memory
Are you sure you want to save changes to permanent memory?
2. When asked if you are sure you want to save to the Yes No
ECU, click “Yes.”
Commit To Permanent Memory

• “Keep Changes in Temporary Memory” Click
this button to keep all changes in temporary
memory in the ECU. You will be able to close ESP
and disconnect the PC from the ECU while
Yes No
keeping all changes; however, changes will be lost
if power to the ECU is removed or the engine is
shut down. Read the information on the dialog box
3. If you exit ESP without saving to the ECU, a dialog
that appears. Click “Continue.”
box appears with four options: “Save Changes to
ECU,” “Keep Changes in Temporary Memory,” IMPORTANT!
“Discard All Changes Since Last Save” and
“Cancel.”
Changes kept in temporary memory will reset on
engine shutdown. It is not recommended to
Shutting Down ESP.... keep changes in temporary memory when the
engine is running unattended. When temporary
memory is reset, the values in ECU permanent
Save Changes to ECU memory are activated.
Continue Cancel
Keep Changes in Temporary Memory

• “Discard All Changes Since Last Save” Click
this button to reset the ECU to the programmed
parameters that were last saved to permanent
Discard All Changes Since Last Save memory in the ECU. Since all the “active” values
used by the ECU will be reset to those last saved,
it is possible that you will notice a brief engine
disruption as the engine adjusts to the new value.
Cancel Click “Continue.”
FORM 6388-1
ESP PROGRAMMING
• “Cancel” Click this button to cancel exiting from 2. Click on the “Start Editing” button. While in editing
ESP. Any values in temporary memory will remain mode, the button will read “Stop Editing – Currently
in temporary memory. Editing.”
PROGRAMMING WKI VALUE

Start Editing
NOTICE
Ensure that the correct WKI value is programmed in 3. Double-click the “User WKI” field or highlight the
ESP. Failure to program the WKI value correctly could currently programmed WKI value.
lead to poor engine performance and the potential for
engine detonation.
The “User WKI” (Waukesha Knock Index) field on the

[F5] Ignition panel in ESP must be programmed by the
user for proper engine operation. The user must enter
the WKI value of the fuel. The WKI value can be 4. Enter the WKI value of the fuel. The WKI value must
determined using an application program for the be based on the composition of a fuel sample taken
Microsoft Windows XP operating system. The computer from the engine site and analyzed using the
program will calculate the WKI value from a customer’s application program or as dictated on a Special
gas analysis breakdown. The WKI value must be based Application Approval (SAA). Contact your local
on the composition of a fuel sample taken from the Distributor for additional information.
engine site and analyzed using the application program
5. Press [Enter]. Once [Enter] is pressed, the new value
or as dictated on a Special Application Approval (SAA).
becomes “active,” meaning the ECU is using the new
Contact your local Distributor for additional information.
value to operate the ESM system. The changed
Complete the following steps to program the WKI value. value is temporarily saved to the ECU.
1. View the [F5] Ignition panel in ESP. NOTE: The contents of RAM (temporary memory) are
lost whenever power to the ECU is removed.
6. Click the “Stop Editing” button. While the editing
mode is OFF, the button will read “Start Editing.”
Stop Editing -
Currently Editing
7. Save value to permanent memory. Click the “Save

to ECU” button.
Save to ECU
8. When asked if you are sure you want to save to the

Yes No
FORM 6388-1
ESP PROGRAMMING
PROGRAMMING LOAD INERTIA NOTE: The rotating moment of inertia of driven

equipment is an inherent property of the driven
NOTICE equipment and does not change with engine speed or
load. Contact the coupling or driven equipment
Ensure that the correct rotating moment of inertia (load manufacturer for the moment of inertia value.
inertia) is programmed in ESP for the engine’s driven
To determine the rotating moment of inertia for ALL
equipment. Failure to program the moment of inertia
driven equipment, you must determine the rotating
for the driven equipment on the engine in ESP will lead
moment of inertia for each piece of driven equipment
to poor steady-state and transient speed stability.
(being consistent with U.S./English and metric units).
Once you have the value for each piece of driven
The “Load Inertia” field on the [F4] Governor panel in equipment, you sum all the values. The summed value
ESP must be programmed by the operator for proper is what is programmed on the [F4] Governor panel in
engine operation. ESP.
By programming the load inertia or rotating moment of Complete the steps below to program the rotating
inertia of the driven equipment, the governor gain is moment of inertia.
preset correctly, aiding rapid startup of the engine. NOTE: Setting the rotating moment of inertia (or load
The rotating moment of inertia must be known for each inertia) with ESP is part of setting up an engine with the
piece of driven equipment and then added together. ESM system and must be done with the engine not
Rotating moment of inertia is needed for all driven rotating.
equipment. Rotating moment of inertia is not the
weight or mass of the driven equipment.
FORM 6388-1
ESP PROGRAMMING
Table 2.40-2: VHP Generator Set Moment of Inertia
GENERATOR ROTATING MOMENT OF INERTIA

MODEL RPM
MANUFACTURER lbf-in.-sec2 kg*m2
Kato 6P6-2350 1000 508 57
Kato 6P6-2500 1200 538 61
Kato 6P6-2850 1000 606 68
Kato 6P6-1900 1200 421 48
Magnetek MTG846/B/C 1000/1200 770 87
Table 2.40-3: VHP Generator Set (with Bearings) Moment of Inertia
GENERATOR ROTATING MOMENT OF INERTIA

MODEL BEARINGS RPM
Leroy Somer North
LS661-01 1 1000/1200 511 57.7
America
Leroy Somer North
LS661-03 1 1000/1200 624 70.5
America
Leroy Somer North
LS661-04 1 1000/1200 680 76.8
America
Leroy Somer North
MTG636 1 1000/1200 283 32
America
Leroy Somer North

LS661-04 2 1000/1200 656 74.1
America
Leroy Somer North
LS661-05 2 1000/1200 712 80.4
America
Leroy Somer North
LS661-06 2 1000/1200 795 89.8
America
Leroy Somer North
LS661-07 2 1000/1200 874 98.8
America
Table 2.40-4: Compressor Moment of Inertia
COMPRESSOR ROTATING MOMENT OF INERTIA

MODEL RPM
Ariel JGK/4 1200 49 6
Ariel JGD/2 1200 61 7
Ariel JGD/4 1200 108 12
Dresser Rand 6HOS4 1000 61 7

Dresser Rand 5D-VIP4 1200 42 5
Dresser Rand 5C-VIP2 1200 14 2
FORM 6388-1
ESP PROGRAMMING
Table 2.40-5: Coupling Moment of Inertia
COUPLING ROTATING MOMENT OF INERTIA

MODEL
Rexnord Thomas 600CMR* 69 7.8

Stromag PVP 66651 G 110 12.4
Woods 80FSH 156 18
Woods 75FSH 113 13
Woods 70FSH 68 8
Renold Hi Tec RB5.5 103 11.6324
* For 28.875 in. diameter coupling
1. Shut down engine but do not remove power from the Engine Application: L7044GSI compressor application
ECU. Compressor: Ariel JGK/4
2. Determine the rotating moment of inertia for each Coupling: Rexnord 750CMR
piece of driven equipment. See the tables identified
for typical generator, compressor and coupling According to Table 2.40-4 and Table 2.40-5:
moment of inertia values: Compressor Moment of Inertia = 49 lbf-in.-sec2
• Table 2.40-2 lists typical rotating moments of Coupling Moment of Inertia = 104 lbf-in.-sec2
inertia for generator sets. This means that the total rotating moment of inertia
• Table 2.40-3 lists typical rotating moments of for the driven equipment is:
inertia for generator sets with bearings. 49 lbf-in.-sec2 + 104 lbf-in.-sec2 = 153 lbf-in.-sec2
• Table 2.40-4 lists typical rotating moments of The total load inertia, 153 lbf-in.-sec2 is then
inertia for compressors. programmed on the [F4] Governor panel in ESP.
• Table 2.40-5 lists typical rotating moments of Example Number 2:
inertia for couplings.
NOTE: If a speed increaser or reducer is used, the ratio
NOTE: If your driven equipment is not listed in these of the speed increase must be squared, then multiplied
tables, contact the coupling or driven equipment by the rotating moment of inertia of the driven equipment
manufacturer for the moment of inertia value. that is not running at engine speed.
3. Add together all the moment of inertia values of the Engine Application: F3421GSI water pump application
driven equipment to determine the moment of inertia
value to be programmed in ESP. See Example Water Pump: Byron Jackson 16GM water pump (7-Stage
Number 1 below. pump including line shafting and HSG output shafting
inertia totaling 7.79 lbf-in.-sec2).
4. For driven equipment including either a speed
increaser or a speed reducer, you must square the Coupling: U-Joint coupling and Amarillo gear Model
ratio of the speed increase and multiply that by the SSH750A (speed increaser ratio of 1.5 with LSFG input
rotating moment of inertia of the driven equipment shafting inertia totaling 12.29 lbf-in.-sec2).
that is not running at engine speed. See Example This means that the driven load inertia (referred back
Number 2. to the engine speed) is:
Example Number 1: 12.29 lbf-in.-sec2 + (7.79 x 1.52) = 29.82 lbf-in.-sec2
The following example shows how the moment of The driven load inertia, 29.82 lbf-in.-sec2 (3.37 kg-
inertia for driven equipment is determined for an m2), is then programmed on [F4] Governor panel in
engine using the tables provided. ESP.
FORM 6388-1
ESP PROGRAMMING
5. View the [F4] Governor panel in ESP. 12. When asked if you are sure you want to save to the
Yes No
PROGRAMMING ALARM AND SHUTDOWN

SETPOINTS
NOTE: These changes are standard on all engines built
after January 1, 2006.
Complete the following steps to program the alarm and
6. Click on the “Start Editing” button. While in editing
shutdown setpoints.
Editing.” 1. View the [F11] Advanced Functions panel in ESP.
Start Editing
7. Double-click the “Load Inertia” field or highlight the

currently programmed load inertia value.
8. Enter the sum of the moment of inertia values of all
driven equipment.
Figure 2.40-28: F11 Advanced Functions Panel in ESP

9. Press [Enter]. Once [Enter] is pressed, the new value NOTE: When testing alarms or shutdowns, always run
becomes “active,” meaning the ECU is using the new engine at no load.
value to operate the ESM system. The changed
value is temporarily saved to the ECU.
NOTE: The contents of RAM (temporary memory) are
lost whenever power to the ECU is removed.
10. Click the “Stop Editing” button. While the editing
mode is OFF, the button will read “Start Editing.”
Stop Editing -
Currently Editing
11. Save value to permanent memory. Click the “Save

to ECU” button.
FORM 6388-1
ESP PROGRAMMING
2. Click on the “Start Editing” button. While in editing JACKET INTAKE
mode, the button will read “Stop Editing – Currently OIL WATE R MANIFOLD OIL
PRESSURE
Editing.”
TEMP TEMP TEMP
OFFSET 5 -5 -10 -5
Start Editing ALARM 40 PSI 185° F 155° F 190° F
SHUTDOWN 35 PSI 195° F 160° F 200° F
3. Double-click the field or highlight the value to be 5. Once the new value is entered, press [Enter]. Once
edited. [Enter] is pressed, the new value becomes “active,”
NOTE: The lowest temperature offset value allowed is meaning the ECU is using the new value to operate
-54°F (-30°C). The highest oil pressure offset value the ESM system. The new value is temporarily saved
allowed is +50 psi (345 kPa). to RAM in the ECU.
4. Enter the value. If the value entered exceeds the NOTE: The contents of RAM (temporary memory) are
programmable limits, the field will default to the lost whenever power to the ECU is removed or on engine
highest/lowest allowable value for that field. shutdown.
• Oil Pressure – an offset of 5 psi changes the alarm 6. If necessary, edit other fields.
threshold to 40 psi (from 35 psi), and the shutdown 7. When all values are entered, click the “Stop Editing”
threshold to 35 psi (from 30 psi). Oil pressure button. While the editing mode is off, the button will
offsets are always positive. Oil pressure alarm/ read “Start Editing.”
shutdown values can never be less than what was
set at the factory.
• Jacket Water Temperature – an offset of -5°F
Stop Editing -
Currently Editing
changes the alarm threshold to 185°F (from
190°F), and the shutdown threshold to 195°F
(from 200°F). Jacket water temperature offsets 8. Observe engine performance. Make modifications
are always negative. Jacket water temperature as necessary.
alarm/shutdown values can never be greater than
what was set at the factory. 9. Save changes to permanent memory if desired.
NOTE: An optional ESM calibration has been released

for GSI engines in compression service at sites that Save to ECU
experience higher jacket water temperatures during the
hot periods of the season. The installation of the
calibration will allow the user to raise the engine jacket
water alarm from 190°F up to a maximum of 205°F and
increase the shutdown temperature from 200°F up to a
maximum of 215°F. Commit To Permanent Memory
• Intake Manifold Temperature – an offset of -10°F
changes the alarm threshold to 155°F (from Are you sure you want to save changes to permanent memory?
165°F), and the shutdown threshold to 160°F

(from 170°F). Intake manifold temperature offsets Yes No
are always negative. Intake manifold temperature
alarm/shutdown values can never be greater than
what was set at the factory. 11. If you exit ESP without saving to the ECU, a dialog
• Oil Temperature – an offset of -5°F changes the box appears with four options: “Save Changes to
alarm threshold to 190°F (from 195°F) and the ECU,” “Keep Changes in Temporary Memory,”
shutdown threshold to 200°F (from 205°F). Oil “Discard All Changes Since Last Save” and
temperature offsets are always negative. Oil “Cancel.”
temperature alarm values can never be greater
than what was set at the factory.
FORM 6388-1
ESP PROGRAMMING
Shutting Down ESP.... • “Discard All Changes Since Last Save” Click
this button to reset the ECU to the programmed
parameters that were last saved to permanent
Save Changes to ECU memory in the ECU. Click “Continue.”
IMPORTANT!
Keep Changes in Temporary Memory Discarding all changes could temporarily affect
the operation of the engine.
Discard All Changes Since Last Save
Continue Cancel
Cancel
• “Cancel” Click this button to cancel exiting from
ESP. Any values in temporary memory will remain
in temporary memory.
• “Save Changes to ECU” Click this button to save
all changes to permanent memory in the ECU ACTUATOR CALIBRATION
before exiting. When the dialog box asks you to
confirm the save to permanent memory, click To work correctly, the ESM system must know the fully
“Yes.” closed and fully open end points of throttle actuator
movement. To establish the fully closed and fully open
Commit To Permanent Memory end points, the throttle actuator must be calibrated.

The throttle actuator can be automatically calibrated on
each engine shutdown (except on Emergency
Shutdown) through ESP programming, or the actuator
Yes No
can be calibrated manually. Automatic calibration is
strongly recommended. See PROGRAMMING
AUTOMATIC CALIBRATION on page 2.40-25 or
• “Keep Changes in Temporary Memory” Click
PERFORMING MANUAL CALIBRATION on page 2.40-
this button to keep all changes in temporary
26.
memory in the ECU. You will be able to close ESP
and disconnect the PC from the ECU while NOTE: On initial engine startup, perform a manual
keeping all changes; however, changes will be lost calibration of the actuator.
if power to the ECU is removed or the engine is
shut down. Read the information on the dialog box PROGRAMMING AUTOMATIC CALIBRATION
that appears. Click “Continue.” Using ESP, the ESM system can be programmed on the
[F4] Governor panel to automatically calibrate the
IMPORTANT!
throttle actuator each time the engine stops (except on
Emergency Shutdown). During the automatic
Changes kept in temporary memory will reset on
calibration, the ECU “learns” the fully closed and fully
open end points of throttle actuator. The benefits to
engine shutdown. It is not recommended to
keep changes in temporary memory when the
engine is running unattended. When temporary calibrating the actuator automatically are (1) performing
memory is reset, the values in ECU permanent the calibration when the actuator is hot, and (2) if any
memory are activated. actuator problems are detected, they are found on
engine shutdown and not start-up.
Continue Cancel
FORM 6388-1
ESP PROGRAMMING
Complete the following: 7. When asked if you are sure you want to save to the
1. View the [F4] Governor panel in ESP. ECU, click “Yes.”
Yes No
PERFORMING MANUAL CALIBRATION

To manually verify that the ECU knows the fully closed
and fully open end points of throttle actuator movement,
run an actuator calibration using ESP. A manual
calibration can be performed when the engine is not
rotating and after postlube and the ESM system’s post-
2. Click on the “Start Editing” button. While in editing processing is complete. If an emergency shutdown is
mode, the button will read “Stop Editing – Currently active, a manual calibration cannot be completed.
Editing.” NOTE: On initial engine start-up, perform a manual
calibration of the actuator.
Start Editing Complete the following:

1. Shut down the engine, but do not remove power from
the ECU.
3. Click on the drop-down menu arrow in the “Auto 2. View the [F10] Status panel in ESP. If any E-Stop
Actuator Calibration” field. fields or shutdown fields are active (shown in red),
you will not be able to perform a manual calibration
until they are corrected. See TROUBLESHOOTING
USING ESM on page 2.65-1 for information on
how to troubleshoot the ESM system using the
electronic help file, E-Help.
3. View the [F4] Governor panel in ESP.
4. From the drop-down menu, select “On” or “Off.”

5. When selection is made, click the “Stop Editing”
button. While the editing mode is off, the button will
read “Start Editing.”
Stop Editing -
Currently Editing
6. To save setting to permanent memory, click the

“Save to ECU” button.
Save to ECU
FORM 6388-1
ESP PROGRAMMING
4. Click on the “Manual Actuator Calibration” button on 8. Observe the actuator lever and the throttle shaft as
the [F4] Governor panel. the “Throttle Position” field displays actuator
movement.
5. Click “Actuator AutoCal” from the dialog box.
What is observed on the engine and what is

displayed in the field should match. You should
observe the Throttle Position needle move from 0 to
100% in large steps.
Note the following:
NOTE: The “LBS AutoCal” feature is not used with this
release of the ESM system. • If the actuator movement does not follow the
needle movement listed, troubleshoot the ESM
6. If the engine is stopped and has completed postlube
system by following the remedies provided for
and post-processing, a dialog box appears, verifying
ALM441 in E-Help (even if this is not an active
the ESM system is ready to perform the calibration.
fault). See TROUBLESHOOTING USING ESM
Click “OK.”
on page 2.65-1 for information on how to
troubleshoot the ESM system using the electronic
help file, E-Help.
• If your observations show no movement with either
the actuator or ESP, troubleshoot the ESM system
by following the remedies provided for ALM441 in
E-Help (even if this is not an active fault). See
TROUBLESHOOTING USING ESM on page
2.65-1 for information on how to troubleshoot
NOTE: If the engine has not stopped or is not ready to the ESM system using the electronic help file, E-
perform a manual calibration, a dialog box appears, Help.
providing the reason for not doing the manual • If the needle in the “Throttle Position” field does not
calibration. Click “OK.” Wait a few minutes before move, but the throttle actuator on the engine does,
attempting manual calibration. ALM441 should be active. The “Throttle Error” field
on the [F4] Governor panel should be yellow,
signaling the user that YES, a throttle error
occurred. See TROUBLESHOOTING USING
ESM on page 2.65-1 for information on how to
troubleshoot the ESM system using the electronic
help file, E-Help.
• If the needle in the “Throttle Position” field does
move, but the throttle actuator on the engine does
7. During the calibration process, several messages not, it could be an internal error in the ECU or a
appear, indicating that the actuator is being corrupt ESP. Contact your local Waukesha
calibrated. Distributor for technical support.
FORM 6388-1
ESP PROGRAMMING
NOTE: If the ESM system detects a fault with the throttle • “High Idle”: This field allows the user to program the
actuator, the “Throttle Error” field on the [F4] Governor high-idle rpm. Although customer connections
panel turns yellow and signals the user that YES, a determine the rpm setpoint in variable-speed
throttle error occurred. See TROUBLESHOOTING applications, the high-idle setting must be
USING ESM on page 2.65-1 for information on how programmed to a “safe” value in case an out-of-range
to troubleshoot the ESM system using the electronic speed setpoint is detected or if the wire that enables
help file, E-Help. remote rpm operation fails. The high-idle rpm can be
9. Confirmation appears when the calibration is programmed from 800 to 2,200 rpm (not to exceed a
complete. Click the “OK” button to continue. preprogrammed maximum speed). Internal
calibrations prevent the engine from running faster
NOTE: When confirmation appears, it simply means than rated speed +10%. See BASIC
that the ESM system is done calibrating the actuator but PROGRAMMING IN ESP on page 2.40-16 if this field
does not indicate whether or not the calibration was requires programming.
successful. You must observe actual actuator
• “Low Idle” and “Low Idle Adjust”: These fields allow
movement.
the user to view and program the low-idle rpm setting.
Although customer connections determine the rpm
setpoint in variable-speed applications, the low-idle
setting must be programmed to a “safe” value in case
an out-of-range speed setpoint is detected or if the
wire that enables remote rpm operation fails. The teal
(blue-green) “Low Idle RPM” field displays the actual
programmed low-idle rpm setting. The dark blue “Low
Idle Adj” field allows the user to adjust the actual
setting by entering a value from -50 to +100 rpm. When
GOVERNOR PROGRAMMING an adjustment is entered, the actual “Low Idle RPM” is
updated to reflect the adjustment.
This section provides information on the ESM speed
governing system for fixed speed applications, variable NOTE: The low-idle rpm cannot be set higher than the
speed applications, feedforward control and high-idle rpm.)
synchronizer control. See BASIC PROGRAMMING IN ESP on page 2.40-
16 if low idle requires programming.
VARIABLE-SPEED APPLICATIONS
• “Droop”: This field allows the user to adjust the
When operating an engine for variable-speed percent of droop. Droop allows steady-state speed to
applications, user connections determine the rpm drop as load is applied. Droop is expressed as a
setpoint. When the Remote Speed Select input signal is percentage of normal average speed. Droop can be
high (8.6 – 36 volts), the “Remote RPM” field on the [F4] programmed from 0 to 5%. See BASIC
Governor panel is green and signals the user that it is on. PROGRAMMING IN ESP on page 2.40-16 if this field
The speed setpoint is varied with either a 4 – 20 mA or requires programming.
a 0.875 – 4.0 volt input (ESP displays this value in mA • “Auto Actuator Calibration”: It is recommended that
only). ESP be programmed to perform an automatic throttle
If an out-of-range speed setpoint is detected or if the wire actuator calibration on normal shutdown. See
that enables remote rpm operation fails, the speed ACTUATOR CALIBRATION on page 2.40-25 for
setpoint will default to the low-/high-idle values. The programming information.
“Idle” field on the [F4] Governor panel indicates whether
the LOW or HIGH signal is active. The idle speeds must
be set to a safe rpm.
The following fields on the [F4] Governor panel should
be reviewed to make sure they are correctly
programmed for variable-speed application:
• “Load Inertia”: This field must be programmed by
the operator for proper engine operation. See
PROGRAMMING LOAD INERTIA on page 2.40-20 for
programming information.
FORM 6388-1
ESP PROGRAMMING
FIXED-SPEED APPLICATIONS • “Auto Actuator Calibration”: It is recommended that
ESP be programmed to perform an automatic throttle
There are two fixed speeds available: low-idle and high-
actuator calibration on normal shutdown. See
idle.
ACTUATOR CALIBRATION on page 2.40-25 for
Low-idle speed is the default and high-idle is obtained programming information.
by connecting a digital input on the ECU to +24 VDC
nominal. When the voltage signal goes high (8.6 – 36 FEEDFORWARD CONTROL (LOAD-COMING)
volts), high-idle speed is active. Low-idle speed is preset Feedforward control is used to greatly improve engine
for each engine family, but by using ESP the low-idle response to large loads. One example of how this
speed can be offset lower or higher than the preset feature can be used would be in stand-alone electric
value. High-idle speed is also adjustable using ESP, but power-generation applications where the engine is
is constrained to be higher than low-idle speed and no supplying variable loads such as lights, miscellaneous
higher than the maximum rated speed of the engine. small loads and one large electric motor.
The following fields on the [F4] Governor panel should For example, the contactor for a large load could be
be reviewed to make sure they are correctly routed to a PLC so that a request to add the load would
programmed for fixed-speed application. go through the PLC. When the PLC received the request
• “Load Inertia”: This field must be programmed by the to add the load, it first would set the large load-coming
operator for proper engine operation. See digital input on the ECU high for 0.5 seconds and then 1
PROGRAMMING LOAD INERTIA on page 2.40-20 for second later actually close the contactor to add the load.
programming information. This would give the ESM system a 1-second head start
• “High Idle”: This field allows the user to program the to open the throttle, even before the load was applied
high-idle rpm. The high-idle setting is used when the and the engine speed dropped. (Times used are
rated speed/idle speed digital input is high (8.6 – 36 examples only.)
volts) and the “Remote RPM” field is off. The high-idle The behavior of the large load-coming digital input can
rpm can be programmed from 800 to 2,200 rpm (not be customized through “trial and error” with ESP. The
to exceed a preprogrammed maximum speed). percent of rated load of the electric motor is set in the
Internal calibrations prevent the engine from running “Forward Torque” field on the [F4] Governor panel. The
faster than rated speed +10%. See BASIC Forward Delay is the lag time of the ESM system from
PROGRAMMING IN ESP on page 2.40-16 if high idle receipt of the Load Coming signal until action is taken.
requires programming. As the LRG LOAD digital input goes high (8.6 – 36 volts),
• “Low Idle” and “Low Idle Adjust”: These fields allow the engine speed should go above setpoint rpm for
the user to view and program the low-idle rpm setting. approximately 1 second before the load is applied.
The low-idle setting is used when the rated speed/idle Typically the “Forward Torque” field is set to 125% and
speed digital input is low (less than 3.3 volts) and the “Forward Delay” is programmed to optimize the system’s
“Remote RPM” field is off. The teal (blue-green) “Low behavior.
Idle RPM” field displays the actual programmed low- The following fields on the [F4] Governor panel should
idle rpm setting. The dark blue “Low Idle Adj” field be reviewed to make sure they are correctly
allows the user to adjust the actual setting by entering programmed for Feedforward Control.
a value from -50 to +100 rpm. When an adjustment is
entered, the actual “Low Idle RPM” is updated to • “Forward Torque”: This field allows the user to
reflect the adjustment. program the forward torque amount of load coming.
When the load-coming signal goes high, and after the
NOTE: The low-idle rpm cannot be set higher than the forward delay timer has expired, the throttle opens by
high-idle rpm. the programmed torque percent. The forward torque
See BASIC PROGRAMMING IN ESP on page 2.40- can be programmed from 0 to 125%. See BASIC
16 if low idle requires programming. PROGRAMMING IN ESP on page 2.40-16 if this field
requires programming.
• “Droop”: This field allows the user to adjust the
percent of droop. Droop allows steady-state speed to
drop as load is applied. Droop is expressed as a
percentage of normal average speed. Droop can be
programmed from 0 to 5%. See BASIC
PROGRAMMING IN ESP on page 2.40-16 if this field
FORM 6388-1
ESP PROGRAMMING
• “Forward Delay”: This field allows the user to • “Sync RPM”: This field allows the user to program a
program the forward delay timer of load coming. When synchronous rpm to allow easier synchronization to
the load-coming signal goes high, the forward delay the electric grid. The additional rpm programmed in
must expire before the throttle opens to the this field is added to the engine setpoint rpm if the “Alt
programmed torque percent. Units are in seconds. Dynamics” field is on. The synchronous rpm can be
The forward delay can be programmed from 0 to 60 programmed from 0 to 64 rpm. See BASIC
seconds. See BASIC PROGRAMMING IN ESP on PROGRAMMING IN ESP on page 2.40-16 if this field
page 2.40-16 if this field requires programming. requires programming.
SYNCHRONIZER CONTROL (ALTERNATE IPM-D PROGRAMMING

DYNAMICS)
This section provides information on fine-tuning ESM
Synchronizer control or alternate dynamics are governor IPM-D predictive diagnostics. Although the IPM-D’s
dynamics that can be used to rapidly synchronize an default values are appropriate for all applications, the
engine to the electric power grid. These lower gain user can fine-tune the default values to compensate for
values can also be used to minimize actuator movement site conditions and minor variations between individual
when the engine is synchronized to the grid and fully ignition coils.
loaded to maximize actuator life.
IPM-D provides diagnostic information for both the
Raising a high digital input (8.6 – 36 volts) to the ECU primary and secondary sides of the ignition coil. The
puts the ESM system’s governor in synchronizer control. IPM-D detects shorted spark plugs and ignition leads,
The user can program a small speed offset (“Sync RPM” as well as spark plugs that require a boosted energy level
field) to aid in synchronization. to fire or do not fire at all. The diagnostic information is
The “Sync RPM” field must be adjusted so that the actual provided through a Controller Area Network (CAN) link
engine speed setpoint is approximately 0.2% higher between the ECU and IPM-D, and then to the customer’s
than synchronous speed. The additional rpm local control panel via MODBUS.
programmed in this field is added to the setpoint rpm Four thresholds calibrated by Waukesha have been
when the “Dynamics” field is green and signals it is on. programmed into the ECU to trigger four different levels
For example, if the grid frequency is 60 Hz (1,200 rpm), of alarm:
the “High Idle” field is programmed so that the engine
speed setpoint is 0.002 times 1,200 rpm, which is 1,202 • Primary: Indicates a failed ignition coil or faulty
rpm. ignition wiring
This ensures that the electric phasing of the grid and the NOTE: Another possible cause of a primary alarm
engine are different so that the phases will slide past would be the activation of the red lockout or E-Stop
each other. When an external synchronizer determines button on the side of the engine while the engine is
that the voltage and phase of the generator match the running.
grid, the breaker is closed. The load of the engine can • Low Voltage: Indicates a failed spark plug or shorted
now be controlled by an external load control. ignition coil secondary wire
NOTE: When an error exists between the “Engine • High Voltage: Indicates that a spark plug is getting
Speed” field and the “Engine Setpoint RPM” field, a worn and will need to be replaced
proportional synchronous gain calibrated by Waukesha • No Spark: Indicates that a spark plug is worn and must
is multiplied to the speed error. The gain is multiplied to be replaced
increase or decrease throttle response to correct the
speed error. The “Proportion Gain Adj” field allows fine- When the spark reference number reaches one of the
tuning for best throttle response but is typically not four programmed thresholds, an alarm is triggered.
programmed. Three of these four thresholds (low voltage, high voltage
and no spark) were designed to be adjustable so the
The following field on the [F4] Governor panel should be user can customize IPM-D predictive diagnostics to fit
reviewed to make sure it is correctly programmed for the specific needs of each engine. Using the [F5] Ignition
Synchronizer Control. panel in ESP, the user can adjust the faults’ alarm and
shutdown points to compensate for site conditions and
minor variations in spark reference numbers between
individual coils.
NOTE: The IPM-D default values are appropriate for all
engine applications.
FORM 6388-1
ESP PROGRAMMING
NOTE: Improper use of these adjustments may limit the HIGH-VOLTAGE ADJUSTMENT
effectiveness of IPM-D diagnostics.
NOTE: Improper use of the High Voltage Adjustment
may limit the effectiveness of IPM-D diagnostics.
MONITORING IGNITION ENERGY FIELD
The “High Voltage Adj.” and “High Voltage Limit” fields
The “Ignition Energy” field on the [F5] Ignition panel
allow the user to view and adjust the high-voltage alarm
indicates at what level of energy the IPM-D is firing the
limit setting. The high-voltage limit is based on the spark
spark plugs: Level 1 (low) or Level 2 (high). The pink
reference number. When a cylinder’s spark reference
“Ignition Energy” field will signal the user whether the
number exceeds the high-voltage limit, the ignition
ignition level is LEVEL 1 or LEVEL 2.
energy is raised to a Level 2 (high) ignition energy and
During normal engine operation, the IPM-D fires at a an alarm is triggered. Based on a thorough trend
Level 1 (normal) ignition energy. The IPM-D fires at a analysis of the spark reference numbers, the user may
Level 2 (high) ignition energy on engine start-up or as a want to adjust the high-voltage limit to fit the specific
result of spark plug wear. When sufficient spark plug needs of the engine. Improper use of this adjustment
wear is monitored, IPM-D raises the power level of the may limit the effectiveness of IPM-D diagnostics.
ignition coil. If the ignition energy is raised to Level 2
Programming the “High Voltage Adj.” to a positive
(except on start-up), an alarm is triggered to alert the
number will delay triggering the high-voltage limit alarm
operator.
until the spark plugs are more worn. Likewise, reducing
Once Level 2 energy is applied, the spark reference the “High Voltage Adj.” will advance triggering the high-
number will decrease initially but the Fault Log will voltage limit alarm, allowing more time between when an
indicate the cylinder number of the spark plug that is alarm is triggered and spark plug failure.
wearing out. • The teal (blue-green) “High Voltage Limit” field
NOTE: When using MODBUS the cylinder number is in displays the actual programmed high-voltage limit
firing order. For example, if No. 5 cylinder triggers an setting. The dark blue “High Voltage Adj.” field allows
alarm for having a worn-out spark plug, the user should the user to adjust the actual setting by entering a value
check the spark plug of the fifth cylinder in the firing from -30 to +30. When an adjustment is entered, the
order. Engine firing order is stamped on the engine actual “High Voltage Limit” is updated to reflect the
nameplate. adjustment. See BASIC PROGRAMMING IN ESP on
page 2.40-16 if this field requires programming.
MONITORING SPARK REFERENCE NUMBER
The spark reference number is an arbitrary number
based on relative voltage demand at the spark plug and
is calculated each time the cylinder fires.
The usefulness of the spark reference number lies in
how much a number changes over time as a spark plug
erodes. Based on a thorough trend analysis of the spark
reference numbers, the user may want to adjust the high,
low or no spark voltage limits. It will take some testing
and adjustment to obtain thresholds that optimize the
use of these features. For maximum benefit, the spark
reference number for each cylinder should be recorded
at normal operating load with new spark plugs installed
and then monitored over a period of time for changes.
The “Left Bank Spark Reference #” and “Right Bank
Spark Reference #” fields on the [F5] Ignition panel
display the spark reference number for each cylinder. As
the voltage increases, the spark reference number also
increases. A gradual increase in the spark reference
number is expected over time as the spark plug wears.
The closer to end of spark plug life, the faster the spark
reference number will increase.
FORM 6388-1
ESP PROGRAMMING
NOTE: The “High Voltage Limit” field has a defined
range (minimum/maximum) that can be programmed. If
exceeds this defined range, the “High Voltage Limit” field
will display the actual high-voltage setting even though
the adjustment entered may calculate to be different. For
example, if the default high-voltage limit is 170 but
cannot exceed 190 for the engine (a factory setting), the
“High Voltage Limit” field will display the actual high-
voltage setting. So if the user programs an adjustment
of +30 (which exceeds 190), “30” will appear in the “High
Voltage Adj.” field and “190” will appear in the “High
Voltage Limit” field. The same holds true for negative
adjustments.
NOTE: The “Low Voltage Limit” field has a defined
LOW-VOLTAGE ADJUSTMENT range (minimum/maximum) that can be programmed. If
NOTE: Improper use of the Low Voltage Adjustment
exceeds this defined range, the “Low Voltage Limit” field
may limit the effectiveness of IPM-D diagnostics.
will display the actual low-voltage setting even though
The “Low Voltage Adj.” and “Low Voltage Limit” fields the adjustment entered may calculate to be different. For
allow the user to view and adjust the low-voltage alarm example, if the default low-voltage limit is 100 but cannot
limit setting. The low spark limit is based on the spark exceed 120 for the engine (a factory setting), the “Low
reference number. When a cylinder’s spark reference Voltage Limit” field will display the actual low-voltage
number goes below the low spark limit, an alarm is setting. So if the user programs an adjustment of +30
triggered, identifying a low-voltage demand condition (which exceeds 120), “30” will appear in the “Low
that may have resulted from a shorted coil or secondary Voltage Adj.” field and “120” will appear in the “Low
lead, deposit buildup or a failed spark plug (failure Voltage Limit” field. The same holds true for negative
related to “balling” or shorting). Based on a thorough adjustments.
trend analysis of the spark reference numbers, the user
may want to adjust the low-voltage limit to fit the specific NO-SPARK ADJUSTMENT
needs of the engine. Improper use of this adjustment NOTE: Improper use of the No Spark Adjustment may
may limit the effectiveness of IPM-D diagnostics. limit the effectiveness of IPM-D diagnostics.
Typically this limit is not adjusted.
The “No Spark Adj.” and “No Spark Limit” fields allow the
• The teal (blue-green) “Low Voltage Limit” field
user to view and adjust the no-spark alarm limit setting.
displays the actual programmed low-voltage limit
The no-spark limit is based on the spark reference
setting. The dark blue “Low Voltage Adj.” field allows
number.
the user to adjust the actual setting by entering a value
from -30 to +30. When an adjustment is entered, the When a cylinder’s spark reference number exceeds the
actual “Low Voltage Limit” is updated to reflect the no-spark limit, an alarm is triggered, indicating that a
adjustment. See BASIC PROGRAMMING IN ESP on spark plug is worn and must be replaced. Based on a
page 2.40-16 if this field requires programming. thorough trend analysis of the spark reference numbers,
the user may want to adjust the no-spark limit to fit the
specific needs of the engine. Improper use of this
adjustment may limit the effectiveness of IPM-D
diagnostics. Typically this limit is not adjusted.
The teal (blue-green) “No Spark Limit” field displays the
actual programmed no-spark limit setting. The dark blue
“No Spark Adj.” field allows the user to adjust the actual
setting by entering a value from -25 to +25. When an
adjustment is entered, the actual “No Spark Limit” is
updated to reflect the adjustment. See BASIC
PROGRAMMING IN ESP on page 2.40-16 if this field
FORM 6388-1
ESP PROGRAMMING
3. Select the unit type to be displayed in ESP: “Metric”
or “US.”
NOTE: The “No Spark Limit” field has a defined range

(minimum/maximum) that can be programmed. If the 4. Click “OK.” All the field values on each panel will be
user programs a positive or negative adjustment that shown in the selected units.
exceeds this defined range, the “No Spark Limit” field will
display the actual no-spark setting even though the
adjustment entered may calculate to be different. For RESET STATUS LEDS ON ECU
example, if the default no-spark limit is 200 but cannot When an ESM system’s fault is corrected, the fault
exceed 215 for the engine (a factory setting), the “No disappears from the ESM ESP active fault log and the
Spark Limit” field will display the actual no-spark setting. ESP screens will no longer indicate an alarm.
So if the user programs an adjustment of +25 (which
exceeds 215), “25” will appear in the “No Spark Adj.” field However, the yellow and/or red Status LED(s) on the
and “215” will appear in the “No Spark Limit” field. The ECU will remain flashing the fault code(s) even after the
same holds true for negative adjustments. fault(s) is cleared. The code will continue to flash on the
ECU until one of two things happens: (1) the LED(s) is
reset using ESP or (2) the engine is restarted.
CHANGING UNITS – U.S. OR METRIC
To clear the Status LED(s) using ESP, complete the
Units in ESP can be viewed in either U.S. or metric following:
measurement units. To change units displayed on ESP
panels, complete the following: 1. In ESP, click on the [F10] Status panel.
1. In ESP, click on the [F10] Status panel.
2. Click the “Reset Status LEDs” button. The Status

LEDs on the front of the ECU will clear.
2. Click on the “Change Units” button.
FORM 6388-1
ESP PROGRAMMING
COPYING FAULT LOG INFORMATION TO

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

PANELS
A screen capture of the ESP panels can be made by
using the screen capture feature of Microsoft Windows
View Faults XP. A screen capture is the act of copying what is
currently displayed on the screen. If the system is in
graphics mode, the screen capture will result in a
graphics file containing a bitmap of the image. Once the
screen capture is taken, the screen capture can be
pasted into a Microsoft Word or Excel file (or another
word-processing program file), saved and printed.
NOTE: It is recommended that you take a screen
3. Click the “Copy to Clipboard” button to copy the capture of all the ESP screens after ESM system
information listed in the Fault Log. programming is complete and save them for future
reference.
To take a screen capture, complete the following:
1. View the desired ESP panel.
2. Press [Alt] and then [Print Screen] on the keyboard
to save the screen capture image to the PC’s
clipboard.
3. Open a Microsoft Word file.
4. Paste the image into the file by selecting Edit then
Paste from the Microsoft Word menu.
5. The Microsoft Word or Excel file can then be saved
4. Open a Microsoft Word file.
and/or printed.
5. Paste the text information into the file by selecting
Edit then Paste from the Microsoft Word or Excel
menu.
FORM 6388-1
ESP PROGRAMMING
LOGGING SYSTEM PARAMETERS 5. When you want to stop logging data, click the “Stop
Logging All” button.
All active system parameters during a user-determined
period of time can be logged using ESP. The file that is
saved is a binary file (file extension .AClog) that must be
converted or extracted into a usable file format. Using
the Log File Processor program installed with ESP, the
binary file is extracted into a Microsoft Excel-readable
file (.TSV) or a text file (.TXT). Once the data is readable
6. The “Stop Logging All” button becomes inactive and
as a .TSV or .TXT file, the user can review, chart and/or
the “Start Logging All” button becomes active.
trend the data logged as desired. Complete the
following:
1. In ESP, click on the [F11] Advanced panel.
7. Start the ESP Log File Processor program by one of

the following methods:
• Double-click the Log File Processor icon on your
desktop. If ESP is open, you will have to exit ESP
to access the icon, or you will have to drag the ESP
window by its title bar to one side of the screen to
access the icon.
2. Click the “Start Logging All” button. • From the Windows taskbar (lower-left corner of
your desktop), click Start → All Programs →
Manager (ESM) → Log File Processor.
8. Determine whether you would like to extract the file
into a .TXT file that can be opened in Microsoft Word
or another word-processing program, or if you would
like to extract the file into a .TSV file that can be
opened and charted in Microsoft Excel or another
spreadsheet program.
3. The “Start Logging All” button becomes inactive and
the “Stop Logging All” button becomes active. At this • If you want to create a .TXT file, continue with
point, data is being logged onto the PC’s hard drive. CREATE TEXT FILE on page 2.40-36.
• If you want to create a .TSV file, continue with
CREATING .TSV FILE on page 2.40-37.
4. Allow the engine to run while the data is logged. It is

recommended that 1 – 2 hours be the maximum
amount of time that is allowed to log data. Microsoft
Excel has a maximum number of columns/rows and
if too much engine data is logged, capacity will be
exceeded.
FORM 6388-1
ESP PROGRAMMING
CREATE TEXT FILE 3. Select the desired .AClog file to be extracted. Click
“Open.”
The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TXT file that can
be opened in Microsoft Word or another word-
processing program.
1. Click the “Create Text File” button.
4. The Log File Processor program will extract the files.

The “Log File Format Extractor” dialog box will
indicate to you when the extraction is complete.
2. The Log File Processor needs you to locate the log

file needing extraction. All log files are saved to
C:\Program File\Esm\Logs. Within the directory
“Logs” there is a subdirectory (or subdirectories)
named with the engine serial number. The log file is
saved in the subdirectory of the appropriate engine.
5. Close the “Log File Format Extractor” dialog box by

clicking “X” in upper right corner. The Log File
Processor program is now closed.
6. Open Microsoft Word or another word-processing
program.
7. Locate the text file that was just created. The text file
will be in the same subdirectory as the .AClog file.
Click desired .TXT file to be opened. Click “Open.”
NOTE: To view .TXT files, change the “Files of type” to
read “All Files.”
FORM 6388-1
ESP PROGRAMMING
CREATING .TSV FILE
The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TSV file that can
be opened in Microsoft Excel and charted.
1. Click the “Create Excel Column” button.
8. Review logged data.
2. The Log File Processor needs you to locate the log

file needing extraction. All log files are saved to
C:\Program Files\Esm\Logs. Within the directory
“Logs” there is a subdirectory (or subdirectories)
named with the engine serial number. The log file is
saved in the subdirectory of the appropriate engine.
FORM 6388-1
ESP PROGRAMMING
3. Select the desired .AClog file to be extracted. Click
“Open.”
8. Open the file to view log.
4. The Log File Processor program will extract the files.

The “Log File Format Extractor” dialog box will
indicate to you when the extraction is complete. 9. Using Microsoft Excel, you can then plot or chart the
logged parameters.
5. Close the “Log File Format Extractor” dialog box by

clicking “X” in upper right corner. The Log File
Processor program is now closed.
6. Open Microsoft Excel or another spreadsheet
software program.
7. Locate the .TSV file that was just created. The .TSV
file will be in the same subdirectory as the .AClog file.
Click desired .TSV to be opened. Click “Open.”
NOTE: To view .TSV files, change the “Files of type” to
read “All Files.”
FORM 6388-1
ESP PROGRAMMING
PROGRAMMING BAUD RATE (MODBUS 5. When the selection is made, click the “Stop Editing”
APPLICATIONS) button. While the editing mode is off, the button will
read “Start Editing.”
NOTE: When AFR2 equipped, MODBUS in ESP must
be set to baud rate at 19,200 in order to communicate to
the AFR2 ECM. This setting should not be changed in Stop Editing -
Currently Editing
the ESP. Changing this setting will result in loss of
communication to the AFR2 ECM.
Complete the following: 6. To save setting to permanent memory, click the
1. In ESP, click on the [F11] Advanced panel. “Save to ECU” button.
Save to ECU

Yes No
2. Click on the “Start Editing” button. While in editing

mode, the button will read, “Stop Editing – Currently
Editing.”
Start Editing
3. Click on the drop-down menu arrow in the “Baud

Rate” field.
4. From the drop-down menu, select “19200.” The

baud rate to be programmed is determined by the
MODBUS master.
FORM 6388-1
ESP PROGRAMMING
PROGRAMMING ECU MODBUS SLAVE ID 4. Enter the slave ID of 1.
NOTE: When AFR2 equipped, MODBUS in ESP must 5. Verify that the slave identification entered is the
be set to a slave ID of 1 in order to communicate to the number the MODBUS master is looking for.
AFR2 ECM. This setting should not be changed in the 6. Click the “Stop Editing” button. While the editing
ESP. Changing this setting will result in the loss of mode is off, the button will read “Start Editing.”
communication to the AFR2 ECM.
Complete the following: Stop Editing -
Currently Editing
1. In ESP, click on the [F11] Advanced panel.
7. To save slave identification to permanent memory,

click the “Save to ECU” button.
Save to ECU

2. Click on the “Start Editing” button. While in editing Yes No

Editing.”
Start Editing
3. Double-click the field or highlight the value in the

“Slave ID” field.
FORM 6388-1
ESP PROGRAMMING
REMOTE PROGRAMMING OF ECU VIA INITIAL MODEM SETUP

MODEM NOTE: Initial modem setup required prior to first use.
Remote programming will NOT work if this is not
INTRODUCTION complete.
This procedure explains how to connect a modem to an The modem connected to the ECU requires special
ECU for remote programming. Waukesha’s Remote setup programming so it will work with the ECU. The
Programming Modem Tool Kit (P/N 495676) is required. modem must be set in “auto answer” mode, a modem
The ECU is remotely programmed using two modems: feature that accepts a telephone call and establishes the
one modem at the factory and one at your site. This connection, and must be set at 38,400 baud. Auto
procedure works for either a blank (non-programmed) answer mode and baud rate are programmed using
ECU or a previously programmed ECU. Once your HyperTerminal. HyperTerminal is a terminal software
connections are complete, the Waukesha Parts program that enables the modem to connect properly to
Department will download the program to the ECU. the ECU. HyperTerminal is included as part of Microsoft
NOTE: An analog phone line is required for remote Windows XP operating system.
programming of the ECU. Remote programming cannot NOTE: HyperTerminal is NOT included in Windows 7.
be done via digital phone lines. It can be purchased separately or an alternative program
Table 2.40-6: ESM Remote Programming (P/N 495676)
can be used.
NOTE: If your PC does NOT have a serial port, an
QTY DESCRIPTION P/N
RS-232 to USB converter will be required for connection.
U.S. Robotics Modem Model 3453C
1 with power cord and PC to modem 740299B Complete the following steps:
serial cable (see Figure 2.40-38) 1. Remove modem from package.
1
Modem Cable
740269A
2. Set DIP switch 5 to the OFF position. All other DIP
(connects to ECU) switches should be in the OFF position, except for
1 ECU Power Cable 740299 numbers 3, 8 and 9. See Figure 2.40-29 (switches).
Table 2.40-7: Equipment Not Provided in Kit
QTY DESCRIPTION
1 ECU that requires programming or reprogramming
Phone lines: one analog line to connect modem for
2 downloading and one to call Waukesha when setup
at your site is complete
International adapters for power supply may be Figure 2.40-29
3
required.
3. Using a PC-to-modem cable, temporarily connect a
PC to the external modem that will be connected to
the ECU.
4. Start HyperTerminal. From the Windows taskbar,
click Start → All Programs → Accessories →
Communications →HyperTerminal.
5. Give the HyperTerminal session a name.
FORM 6388-1
ESP PROGRAMMING
NOTE: To avoid resetting the baud rate, the modem
being set up must be a “dedicated” modem and used
only with the ECU. If the modem is used with another
device, the baud rate setting may be overwritten.
10. In the Properties dialog box, set the baud rate
between the PC and the modem to 38400 Bits per
second. Click “OK.”
Figure 2.40-30: HyperTerminal – Connection Description

Dialog Box
6. Select an icon.
7. Click “OK.”
8. Click the selection arrow on the “Connect using:”
drop-down menu and select the COM port your
modem is connected to (not the modem name).
9. When you select the COM port, the other fields on
the dialog box are deactivated (grayed). Click “OK”.
Figure 2.40-32: HyperTerminal – “COM1 Properties”

Window
11. After HyperTerminal window opens (allowing control
to the modem with commands), type “AT” and press
[Enter]. The modem should reply with “OK”.
Figure 2.40-31: HyperTerminal – “Connect To” Dialog

Box
Figure 2.40-33: HyperTerminal – Session Window
FORM 6388-1
ESP PROGRAMMING
NOTE: If unable to enter the AT command in the 17. Although the lines in Step 16 may not be exactly what
HyperTerminal session window, or the “OK” message is shown on your PC, make sure that the parameter
does not appear, there is a communication problem S00=001 is listed. Parameter S00=001 is the
between the PC and the modem. Verify that the programming code to the modem that enables the
communication port and settings are correct. auto answer mode. Also, make sure S06=010. This
increases the wait time for dial tone to 10 seconds.
NOTE: In the following steps, type the number zero
(“0”), not the letter “O.” 18. Exit HyperTerminal.
Turn auto answer mode on by typing: “ATS0=1” and 19. Click “Yes” to disconnect.
press [Enter].
12. Set wait time for dial tone by typing: “ATS06=010”
and press [Enter].
13. Save the change to NVRAM by typing “AT&W” and
press [Enter].
14. Turn the modem off and then on again.
15. Type “ATI4”.
16. The modem will respond with multiple lines that look
similar to:
Figure 2.40-34: Disconnect Warning Dialog Box
20. Click “Yes” to save the HyperTerminal session.
Figure 2.40-35: Save Session Dialog Box
FORM 6388-1
ESP PROGRAMMING
Modem Connections
4
1. Verify switch settings per Figure 2.40-36. If not
1 2 3
correct, see INITIAL MODEM SETUP on page 2.40-
41. Complete all steps in this section before
proceeding.
NOTE: Only switches 3, 8 and 9 should be in the ON
position (ON is down on Figure 2.40-36).
Figure 2.40-37: Modem Rear View
1 - On/Off 3 - Jack
2 - Power 4 - Com Port
1 2
Figure 2.40-38: Front of Modem
1 - Indicator LEDs 2 - Voice/Data Button

2. Plug the circular connection on the ECU Power
Cable (P/N 740299) into the connection named
“Power/Outputs” on the side of the ECU.
3. Plug the other end of the ECU Power Cable into an
outlet. The ECU Power Cable can plug into a
100 – 240 V, 50/60 Hz power source; however, a
plug adapter may be required.
Figure 2.40-36: Setting DIP Switches on Modem
4. Verify that the power LED on the front of the ECU is
NOTE: See Figure 2.40-37 and Figure 2.40-38 for the lit. If the LED on the ECU is not lit, make sure the ECU
following steps. Power Cable is connected correctly to the “Power/
Outputs” connection on the side of the ECU and
make sure the outlet has power.
5. Plug the 8-pin connector of the Modem Cable into
the connection named “Service Interface” on the
side of the ECU.
6. Plug the 25-pin connector of the Modem Cable into
the back of the modem (labeled “COM PORT”).
NOTE: If the cable between the ECU and modem is not
properly connected or is bad, the modem will not
connect (see Figure 2.40-37).
FORM 6388-1
ESP PROGRAMMING
7. Plug the modem’s power cord into the back of the NOTE: If AA is not lit, press the Voice/Data button on
modem (labeled “POWER”). The modem power the front of the modem.
cord can plug into a 100 – 240V, 50/60 Hz power
NOTE: If the correct LEDs on the modem are not lit,
source. However, a plug adapter may be required.
check all connections and LEDs. Connections must be
8. Plug the modem’s power cord into an outlet. correct. If LEDs still do not light, contact Waukesha Parts
9. Plug the telephone cord into the back of the modem Department for assistance.
(see Figure 2.40-37). Be sure telephone line is 13. The connection is complete and you are ready to
connected to the port labeled “JACK” (label located begin downloading. Contact your Customer Service
on bottom of modem). Representative at Waukesha to complete remote
NOTE: Do NOT connect phone line to connection programming. Waukesha will download the ECU
labeled “PHONE”, as you will NOT be able to connect Program from the factory to your site via a modem.
(see Figure 2.40-37). NOTE: After the Waukesha representative establishes
10. Plug the other end of the telephone cord into the connection with your modem but before actual
phone jack on the wall. downloading begins. All LEDs are lit except RD, SD and
SYN. RD and SD may flash.
NOTE: The phone jack must be an analog port. Digital
lines will not function correctly. 14. During download, all LEDs are lit except RD, SD and
SYN. RD and SD will be flashing. The download will
11. Turn on modem (button on back of modem). take approximately 10 – 20 minutes. When finished,
12. Verify that the AA, MR and CTS LEDs on the modem the Waukesha representative will verify download is
are lit (see Figure 2.40-38). complete and successful.
1 2
9
3
5
6
4
Figure 2.40-39: ECU Remote Programming Schematic
1 - Modem 6 - Modem Power Cord

2 - Modem Cable (P/N 740269A) 7 - Phone Jack
3 - ESM ECU 8 - Jack Cord
4 - ECU Power Cable (P/N 740299) 9 - Jack Cord Connection
5 - Outlet
FORM 6388-1
ESP PROGRAMMING
USING A MODEM FOR REMOTE To remotely monitor an engine through a modem, the
MONITORING following supplies are required:
• “Modem to ECU” connection
NOTE: For best modem communications, use a
“matched” pair (same brand) of modems. – RS-232 serial cable (P/N 740269A) available from
Waukesha
Temporary remote monitoring of an engine with the ESM
is possible through the use of a modem. A modem is a – External modem (see INITIAL MODEM SETUP on
device that enables a computer to transmit data over page 2.40-41)
telephone lines. Using ESP and a modem, you can “dial • “PC to Modem” connection
up” the ECU to monitor ESM status and make – External/internal modem
programming changes remotely.
– RS-232 cable (if external modem is used, connects
NOTE: High-speed cable and satellite modems will not modem to PC)
work with the ESM’s modem function.
NOTICE
This manual assumes that you are already familiar with
modem devices, modem initialization strings, other
modem concepts and HyperTerminal. If you need
more information on these topics, see the user’s
manual provided with the modem or contact the
modem manufacturer.
2 4
Figure 2.40-40: Modem Connections from ECU to PC
1 - “Service Interface” Connection 4 - Internal/External (shown) Modem

2 - Serial Cable (P/N 740269A) 5 - Serial Cable
3 - External Modem
NOTE: Serial cable (P/N 740269A) is available from 3. Start ESP for modem use by one of the following
Waukesha. Modems, PC-to-modem cable and PC methods:
supplied by customer. • Double-click the “ESP (Modem Access)” icon on
your desktop.
STARTING ESP FOR MODEM ACCESS
1. Apply power to the ECU.
2. Turn on power to PC.
FORM 6388-1
ESP PROGRAMMING
• From the Windows taskbar (lower-left corner of

your desktop), click Start → All Programs →
Manager (ESM)→ESP (Modem Access).
4. On program start-up, ESP will check for a modem.
Once ESP finds the modem on the PC, a dialog box
appears asking to attempt a connection. Click “Yes.”
5. Enter the phone number for the engine modem you
wish to connect in the Modem Connection Wizard
dialog box. Enter phone number without spaces or
dashes.
Figure 2.40-41: Modem Connection Wizard

6. The ESP modem wizard will attempt to “dial up” the
modem. Note the following:
• If connection is successful, ESP will run,
displaying the engine panels. Setup is complete.
Monitor engine operation or program ESP as
necessary.
• If connection is unsuccessful, click “Retry.” If
connection is still unsuccessful, continue with
Step 7.
FORM 6388-1
ESP PROGRAMMING
NOTE: Always use CAPITAL letters (upper case) for
the modem initialization string in the “Advanced
Settings” check box.
11. Enter the modem’s initialization string (command) in
CAPITAL letters (upper case). Most connection
problems are resolved with the proper modem
initialization string. The initialization string gives the
modem a set of instructions for how to operate during
Figure 2.40-42: Unsuccessful Connection Dialog Box a call. Almost every modem brand and model has its
own variation of “ATCommand Set” and “S-register”
7. Check the telephone number typed in the Modem settings.
Connection Wizard dialog box.
NOTE: Detailed discussion of modem initialization
8. Retry connection. Click “Connect.”
strings is beyond the scope of this manual. You can get
9. ESP modem wizard will reattempt to “dial up” the an initialization string from the user’s manual provided
modem. Note the following: with the modem, from the modem manufacturer or from
• If connection is successful, ESP will run, a variety of Internet web sites.
displaying the engine panels. Installation is 12. Click “Connect.”
complete. Monitor engine operation or program
13. The ESP modem wizard will attempt to “dial up” the
ESP as necessary.
modem. Note the following:
• If connection is unsuccessful, click “Cancel.”
• If connection is successful, ESP will run,
Continue with Step 10.
displaying the six engine panels. Installation is
10. If your modem dials but does not connect with the complete. Monitor engine operation or program
answering modem, or if you have problems getting ESP as necessary.
or staying connected, you might need to adjust the
• If connection is unsuccessful, click “Retry.”
modem initialization string. Click the “Advanced
Settings” check box on the Modem Connection 14. If connection continues to be unsuccessful, see the
Wizard dialog box. user’s manual provided with the modem or contact
the modem manufacturer.
NOTE: If the ECU-to-modem cable is not properly
connected or is bad, the modem will not connect. 15. Make sure all connections are secure.
CONNECTING MODEM TO ECU AND PC

An RS-232 serial cable (P/N 740269A), available from
Waukesha, is used to connect a modem to the ECU. This
cable has a 25-pin RS-232 connection that plugs into the
modem and an 8-pin Deutsch connector that plugs into
the ECU.
Complete the following steps:
1. Obtain an RS-232 serial cable (P/N 740269A) from
Waukesha for modem use.
2. Connect the 25-pin end of the RS-232 serial cable
to the external modem (see Figure 2.40-40).
Connect to the “dedicated” modem you set up for
use with the ECU following the steps in INITIAL
MODEM SETUP on page 2.40-41.
3. Connect the 8-pin Deutsch connector of the serial
cable to the “Service Interface” connection on the
side of the ECU.
4. Connect PC to modem (see Figure 2.40-40 for
sample setup).
Figure 2.40-43: Modem Connection Wizard
FORM 6388-1
SECTION 2.45
ESM SYSTEM POWER AND WIRING
WIRING REQUIREMENTS NOTICE

All electrical equipment and wiring shall comply with
applicable local codes. This Waukesha standard Use electrical-grade RTV. Non-electrical RTVs can
defines additional requirements for Waukesha engines. emit corrosive gases that can damage electrical
connectors.
! WARNING
5. An electrical-grade RTV should be applied around
Do not install, set up, maintain the wires entering all electrical devices such as
or operate any electrical Murphy Junction Boxes and gas valves, Syncro
components unless you are a Start speed switches, microswitch boxes used in
technically qualified individual conjunction with safety equipment, solenoids, etc.
who is familiar with the electrical An electrical-grade RTV is to be applied immediately
elements involved. after wire installation.
6. A small “drip loop” should be formed in all wires
Disconnect all electrical power
before entering the electrical devices. This drip loop
supplies before making any
will reduce the amount of moisture entering an
connections or servicing any
electrical device via the wires if an electrical-grade
part of the electrical system.
RTV does not seal completely.
7. The following procedures should be followed for
wires entering engine junction boxes:
NOTE: Wiring diagrams are located at the end of this • Bottom entrance is best, and side entrance is
manual and are intended for reference only. second best.
1. Whenever two or more wires run together, they • Insert grommet in opening to protect wires.
should be fastened together at no more than 4 – 6 in.
(10 – 15 cm) intervals, closer where necessary, with • Wires should contain “drip loop” before entering
tie wraps or tape. box, except where bottom entrance is used.
2. All wires should be mounted off hot areas of the • When installing flexible conduit, use straight
engine with insulated clips, at intervals of no more connector for side entrance. If top entrance is
than 12 in. (30 cm), closer where necessary. Wires required, use elbow connector.
must never be run closer than 6 in. (15 cm) to exhaust 8. If wire harness has a covering, clamp harness so
manifolds, turbochargers or exhaust pipes. openings of covering are downward.
3. In cases where wires do not run over the engine, they 9. The routing of wires should be determined for
should be fastened to rigid, non-moving bodies with reliability and appearance and not by shortest
insulated clips when possible, or tie wraps. distance.
Fasteners should be spaced at no more than 12 in. 10. Installation connection wire must be coiled and
(30 cm) intervals. secured to provide protection during shipment.
4. When wires run through holes, rubber grommets 11. Each end of flexible metal conduit must have an
should be installed in holes to protect the wires. insulating sleeve to protect wires from chafing.
Wires should never be run over rough surfaces or
sharp edges without protection (see item 11).
FORM 6388-1
The ESM system requires 18 – 32 VDC. The peak-to-
! WARNING
peak voltage ripple must be less than 2 volts. The
maximum, or high end, battery voltage is 32 volts.
Always label “HIGH VOLTAGE”
on engine-mounted equipment If a noise of more than 2 volts peak-to-peak is present,
over 24 volts nominal. the following list is possible causes:
• Undersize wiring or the wiring is too close to an AC
power source.
NOTE: Wires from alternator box to batteries, from
12. All engine-mounted electrical equipment over 24 batteries to power distribution box, and from batteries to
volts nominal shall have “HIGH VOLTAGE” warning ground stud should be sized for a 60 amp load to keep
decal. Decal is to be attached to all the equipment electrical noise to a minimum.
and junction boxes on visible surface (vertical • Remote sensing wires are not properly connected to
surface whenever possible). the main junction box terminals.
13. Wiring that is routed in rigid or flexible conduit shall • Power solenoid not protected by free-wheeling diode
have all wire splices made only in junction boxes, (1N4002 or equivalent rated for 100V and 1A).
outlet boxes or equipment boxes. Wire splices shall • The power supply is being used to power more than
not be located in the run of any conduit. one engine.
NOTE: The label on the ECU lists a voltage requirement
POWER SUPPLY REQUIREMENTS
of 12 – 36 VDC. That range is the power requirement for
NOTE: It is recommended that each engine has its own the ECU only. For proper operation of the ESM system,
power supply. it requires 18 – 32 VDC.
All power connections must be in accordance with The ESM system will run on 18 – 32 VDC, but if the
applicable electrical codes. The power supply should be voltage drops below 21 VDC, the ESM system will trigger
rated correctly for the applications. Verify power peak- an alarm (ALM454). ALM454 is triggered when the
to-peak ripple requirements by completing ESM battery voltage is soon to be or is out of specification.
POWER SUPPLY OSCILLOSCOPE TESTING on page ALM454 is a warning to the operator that some action
2.45-9. must be taken to prevent possible future power loss
below 18 VDC and engine shutdown. When ALM454 is
! WARNING active, the engine continues to operate as long as the
supply voltage continues to power components on the
Do not install, set up, maintain engine.
or operate any electrical For example, fuel valves typically require 18 VDC to
components unless you are a open, so if the voltage falls below this level, the engine
technically qualified individual will stop. This ESM system alarm feature is similar to the
who is familiar with the electrical “Low Fuel” light in cars. Although a car will operate for
elements involved. 25 – 50 miles (40 – 80 km) after the “Low Fuel” light turns
Disconnect all electrical power on, the operator is warned that additional fuel is needed
supplies before making any soon or the car will run out of gas.
connections or servicing any NOTE: The 21 VDC ALM454 trip point was chosen
part of the electrical system. because a lead-acid battery is at approximately 10%
state of charge at 21 VDC.
Batteries are the preferred method of supplying the ESM
system with clean, stable power. In addition, batteries
NOTICE have the advantage of continued engine operation
should there be a disruption in the source of electric
Disconnect all engine harnesses and electronically
power. The batteries should be wired directly to the
controlled devices before welding on or near an
Power Distribution Box using the largest cable that is
engine. Failure to comply will void product warranty.
practical (00 AWG is the largest size that the Power
Distribution Box can accommodate).
FORM 6388-1
The alternator is not to be connected directly to the GROUND CONNECTIONS
Power Distribution Box. The optional Waukesha
alternator is connected to the alternator junction box. To prevent electrical interference with the ESM system
The battery cables are connected to the positive and from other components (especially high current devices
negative studs in the alternator junction box and then to such as solenoid valves, ignition systems and motors),
the batteries. The batteries filter the ripple output of the complete the following grounding procedure:
alternator. All grounds must be referenced to the same point. This
Power can also be supplied to the ESM system by reference point is the engine’s crankcase.
connecting a DC power supply directly to the Power The large 24 VDC ground cables in the ESM junction
Distribution Box. The disadvantage of the DC power box, the 24 VDC negative cable from the power supply
supply is that if the AC power is lost, the engine shuts and the 24 VDC negative cable from the PLC (if used)
down immediately. In addition, there is no noise filtering must be connected to the 1/2 in. ground stud on the
done by a battery, so a more expensive power supply engine’s crankcase (see Figure 2.45-1).
may be needed.
See Figure 2.45-3 through Figure 2.45-5, and see Table
2.45-1 for wiring diagrams.
NOTE: The wiring diagrams in this manual are to be
used as a reference only.
See 24 VDC POWER on page 2.45-10 for information
on connecting power inside the Power Distribution Box.
Figure 2.45-1: Crankcase Ground Stud

An earth ground wire (2/0 AWG minimum) must be
connected from the engine’s crankcase as shown in
Figure 2.45-2 to an earth ground. A minimum of an 8 ft
grounding rod is recommended.
Figure 2.45-2: Crankcase Earth Ground
FORM 6388-1
BATTERY REQUIREMENTS Always keep the engine batteries in good operating

condition and at full charge. Failure to do so may affect
! WARNING the performance of the ESM and other electronic
controls.
Comply with the battery Sulfation of batteries starts when specific gravity falls
manufacturer’s below 1.225 or voltage measures less than 12.4 V.
recommendations for Sulfation hardens the battery plates, reducing and
procedures concerning proper eventually destroying the ability of the battery to
battery use and maintenance. generate power or to dampen ripples (noise) caused by
Batteries contain sulfuric acid battery charging or loads with switching power supplies.
and generate explosive Failure of the battery to adequately dampen ripples may
mixtures of hydrogen and lead to malfunction of battery-powered devices. See
oxygen gases. Keep any device BATTERY MAINTENANCE on page 2.60-11.
that may cause sparks or flames
away from the battery to prevent
NOTICE
explosion.
Always turn the battery charger off first, before
Always wear protective glasses disconnecting the batteries. Then disconnect the
or goggles and protective battery negative (-) cable before beginning any repair
clothing when working with work. Failure to turn battery charger off before
batteries. You must follow the disconnecting the batteries may cause electronic
battery manufacturer’s component damage and void warranty.
instructions on safety,
maintenance and installation
procedures.
FORM 6388-1
EXTENDER SERIES ENGINES – POWER SUPPLY WITH AIR START AND ALTERNATOR
CUSTOMER
CONTROLLER
A
FUSE
ALT POWER
BOX DISTRIBUTION
BOX
+ - + -
1/2 INCH
GROUND STUD
ALT
ENGINE CRANKCASE
B
EARTH GROUND
2/0 AWG MIN.
POWER (+) WIRED AT WAU KESHA
POWER (+) NOT WIRED AT WAU KESHA

GROUND (-) WIRED AT WAU KESHA
GROUND (-) NOT WIRED AT WAUKESHA
EARTH GROUND (-) NOT WIRED AT WAU KESHA
Figure 2.45-3: Power Supply with Air Start and Alternator (Extender Series Engines)
A = Size per Table 2.45-4 Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power
Distribution Junction Box on page 2.45-12 for 60 amps.
B = Size per Table 2.45-4 Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power
Distribution Junction Box on page 2.45-12 using maximum ESM current draw.
NOTE: Any charging equipment must be connected directly to the batteries.
NOTICE
Always turn the battery charger off first, before disconnecting the batteries. Then disconnect the battery negative
(-) cable before beginning any repair work.
FORM 6388-1
EXTENDER SERIES ENGINES – POWER SUPPLY BY CUSTOMER
CUSTOMER
CONTROLLER
FUSE +
24 VDC
POWER SUPPLY
POWER -
DISTRIBUTION
BOX
1/2 INCH
GROUND STUD + - + -
ENGINE CRANKCASE OPTIONAL BATTERIES FOR FILTERING
EARTH GROUND
2/0 AWG MIN.
POWER (+) NOT WIRED AT WAUKESH A

GROUND (-) WIRED AT WAUKESH A
EARTH GROUND (-) NOT WIRED AT WAUKESH A
Figure 2.45-4: Power Supply by Customer (Extender Series Engines)

NOTICE
FORM 6388-1
EXTENDER SERIES ENGINES – POWER SUPPLY WITH ELECTRIC START AND ALTERNATOR
CUSTOMER
CONTROLLER
FUSE A
POWER + - + -
DISTRIBUTION
BOX STARTE R
B
1/2 INCH
GROUND STUD
ALT EARTH GROUND

ENGINE 2/0 AWG MIN.
CRANKCASE
STARTE R
+ - + -
POWER (+) WIRED AT WAU KESHA
POWER (+) NOT WIRED AT WAU KESHA

GROUND (-) WIRED AT WAU KESHA
EARTH GROUND (-) NOT WIRED AT WAU KESHA
Figure 2.45-5: Power Supply with Electric Start and Alternator (Extender Series Engines)
B = Size per Table 2.45-4 Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power
Distribution Junction Box on page 2.45-12 for 60 amps.
FORM 6388-1
NOTICE
Table 2.45-1: Battery Cable Lengths for 24- or 32-Volt DC Starting Motor Circuits
2 2
(C) ( C)
2 2 (B)
3 3
(A) (B)
(A)
- -
+ +
4 4
1 - Typical Starting Motor Circuits 3 - Starting Motor

2 - Starting Motor Contactor 4 - Battery
SELECT SIZE OF CABLE FROM LISTING BELOW USING FIGURE POINTS A, B AND C ABOVE:
TOTAL CABLE LENGTH (A + B + C) USE SIZE OF CABLE
Less than 16 ft (4.9 m) #0
16 – 20 ft (4.9 – 6.1 m) #00
20 – 25 ft (6.1 – 7.6 m) #000
25 – 32 ft (7.6 – 9.8 m) #0000 or (2) #0
32 – 39 ft (9.8 – 11.9 m) (2) #00
39 – 50 ft (11.9 – 15.2 m) (2) #000
50 – 64 ft (15.2 – 19.5 m) (2) #0000
NOTE: Information based on 0.002 ohm total cable resistance for 24- or 32-volt systems. Consult factory if ambient temperature
is below 50°F (10°C) or above 120°F (49°C).
NOTE: When contactor is an integral part of starting motor, a bus connection is used. (A) + (B) will then be total cable length.
FORM 6388-1
ESM POWER SUPPLY OSCILLOSCOPE 1. Ground probe or set oscilloscope switch to

TESTING “GROUND”. Using the X- and Y-axis position dials,
center the reference trace so that it is reading across
The oscilloscope is needed to measure the peak-to- the bottom of the screen.
peak ripple on the DC power supply to the ESM system.
2. Set the oscilloscope to read from channel 1. Verify
The ESM system will not accept a peak-to-peak ripple
that the oscilloscope is set to read a DC input often
greater than 2.0 V (top to bottom of waveform).
called “DC COUPLING” or “DC COUPLED.”
NOTE: An oscilloscope and test probe are required to 3. Set the X-axis (sec/div) at 5 ms/div (5 m/div). Set the
perform these tests. A 10:1 probe may be necessary for Y-axis at 5 volts/div.
detecting random power spikes. A multimeter cannot be
used to determine ripple, as the line interference may not 4. With the oscilloscope input reading channel 1,
be a sine waveform. As well, a multimeter cannot be connect the probe to the (+) power lead attached to
used to detect random, short duration power spikes. the 3/8 in. stud located in the Power Distribution
Junction Box labeled “BATT +”. Connect the ground
The 24 VDC+ (positive battery) is connected to the 3/8 to the 3/8 in. stud in the Power Distribution Junction
in. stud located under the red cover in the Power Box labeled “BATT −” (see Figure 2.45-6).
Distribution Junction Box labeled “BATT +” (see Figure
5. View the oscilloscope. The trace should have moved
2.45-6). The 24 VDC– is connected to the 3/8 in. stud in
up to a location corresponding with the actual DC
the Power Distribution Junction Box labeled “BATT −”.
supply voltage (18.0 – 32.0 VDC).
6. Switch the power setting to “AC COUPLING” or “AC
COUPLED.” Lower the Y-axis from 5 to 1 volt/div.
Using the Y-axis position adjustment, place the
1 waveform so that the lowest position is on a
horizontal grid line. The highest position of the
waveform must not be no more than two divisions (2
volts) from the lowest position.
NOTE: Five milliseconds was selected for the X-axis as
it best corresponds to the ESM Ignition Power Module
(IPM-D) firing frequency. Any power supply interference
from the ignition should be detected at this setting.
However, at lower engine speeds, 10 milliseconds may
be more appropriate.
2
3 7. Slowly pan through the time range of the
oscilloscope by turning the sec/div dial from 0.1 s to
10 microseconds (µs). The peak-to-peak voltage
MUST be less than 2.0 volts.
8. If available, connect a 10X probe to the power
supply. Follow the manufacturer’s instructions on
how to setup 10X probe. Pan through the time range
with the Y-axis set at 1 volt/div. View the oscilloscope
for a considerable period of time to see if there are
any random, short duration power spikes.
NOTE: The electrical interference from solenoids and
other electrical switches will not be cyclic and can be
significant. This could cause faults within the ESM
system that may or may not be indicated with diagnostic
codes. Therefore, it is important to watch the trace at the
above settings for a period of time. This is especially
Figure 2.45-6: Power Distribution Junction Box (Typical) important if solenoid valves or other sources of electro-
magnetic interference are present on site.
1 - Positive (+) Battery 3 - Terminal Block
Connection
2 - Negative (−)
Battery Connection
FORM 6388-1
NOTE: Make sure that emergency power, if used, is
large enough to handle the ESM maximum current draw
amp rating. This power supply should also conform to
the specification above.
POWER DISTRIBUTION JUNCTION BOX 3
! WARNING
Do not install, set up, maintain 2

or operate any electrical
components unless you are a
technically qualified individual
1
who is familiar with the electrical
elements involved.
This section describes the connections the packager

must make to the ESM system’s Power Distribution
Junction Box. Figure 2.45-7
ADDING CUSTOMER-SUPPLIED WIRING TO PDB 1 - Proper CSA 4 Style 3 - Factory-Supplied,

Connector Self-Centering
When adding customer-supplied wiring to the PDB, all 2 - Non-Approved 1-1/2 in. Plug
connectors, fittings and grommets used must have an Connector Without
equivalent CSA 4 rating. Using connectors, fittings or Grommet (allows
grommets other than CSA 4 rated style could allow water water entry)
to enter the PDB, causing problems up to and including
As shipped from the factory, the PDB has several
failure of the PDB. See Figure 2.45-7 for examples of
openings meant for unused electrical options and/or
both good and bad practice.
customer connections. These openings are factory-
sealed with either a push-in, self-centering, rubber plug
(1-1/2 in.) or a steel with rubber gasket plug that must be
manually centered and tightened with an internal wing
nut (3/4 in.). These plugs must remain firmly in place at
all times unless the opening is used for wiring.
24 VDC POWER
The packager needs to supply 24 VDC power to the
Power Distribution Junction Box. The 24 VDC power is
distributed from the Power Distribution Junction Box to
all other components on the engine that require power,
such as the IPM-D and ECU, so no other power
connections are necessary.
See Table 2.45-2 for the ESM system’s current draw
information.
See POWER SUPPLY REQUIREMENTS on page 2.45-
2 for information on the ESM system’s power
specifications.
FORM 6388-1
Table 2.45-2: ESM System Current Draw Making Power Connection Inside Power
Distribution Junction Box
AVERAGE MAXIMUM
ENGINE MODEL CURRENT DRAW CURRENT DRAW Depending on the distance from either the batteries or
(AMPS) (AMPS) power supply, choose appropriate cable diameters for
L5794GSI ground and power using Table 2.45-4.
L7042GSI S4 5.3 19.7
L7044GSI Table 2.45-3: Conversion Between AWG, mm2 and
Circular mils
Engine off, ESM powered up for all engines – 1 AMP
AWG mm2 CIRCULAR MILS
These values do not include USER POWER 24V for U
(5 Amps max) 0000 107.2 211592
000 85.0 167800
00 67.5 133072
0 53.4 105531
1 42.4 83690
2 33.6 66369
3 26.7 52633
4 21.2 41740
6 13.3 26251
8 8.35 16509
10 5.27 10383
12 3.31 6529.8
14 2.08 4106.6
16 1.31 2582.7
FORM 6388-1
Table 2.45-4: Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution Junction
Box
ROUND TRIP
LENGTH OF MAXIMUM CURRENT (AMPS)
CONDUCTOR
ft m 5 10 15 20 25 30 40 50 60 70 80 90 100
10 3.0 18 18 16 14 12 12 10 10 10 8 8 8 6
15 4.6 18 16 14 12 12 10 10 8 8 6 6 6 6
20 6.1 18 14 12 10 10 10 8 6 6 6 6 4 4
25 7.6 16 12 12 10 10 8 6 6 6 4 4 4 4
30 9.1 16 12 10 10 8 8 6 6 4 4 4 2 2
40 12.2 14 10 10 8 6 6 6 4 4 2 2 2 2
50 15.2 12 10 8 6 6 6 4 4 2 2 2 1 1
60 18.3 12 10 8 6 6 4 4 2 2 1 1 0 0
70 21.3 12 8 6 6 4 4 2 2 1 1 0 0 2/0
80 24.4 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0
90 27.4 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0
100 30.5 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0
110 33.5 10 6 6 4 2 2 1 0 0 20 3/0 3/0 4/0
120 36.6 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0
130 39.6 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0
140 42.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
150 45.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
160 48.8 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –
FORM 6388-1
To make the ground and power connections:
! WARNING
1
supplies and batteries before
making any connections or
servicing any part of the
electrical system.
1. Locate the 1/2 in. ground stud on the right bank side
of the crankcase. The ground stud is adjacent to the
No. 4 cylinder’s oil pan access door. The ground stud 2
will have two ground cables attached to it from the 3
Power Distribution Junction Box.
2. Remove the outer nut from the stud. Do not loosen
or remove the factory-installed ground cables.
3. Attach ground cable to the ground stud using
hardware as required.
4. Replace outer nut to the ground stud.
5. Apply corrosion protection material such as Krylon
1307 or K1308 Battery Protector (or equivalent) to
the ground connection.
Power Distribution Junction Box Connection

1. Choose an appropriately sized sealing gland for the
+24 VDC power cable.
2. Feed the power cable through the power cord grip.
Figure 2.45-8
3. Install an appropriately sized ring terminal on the
power cable. 1 - Positive (+) Battery 3 - Terminal Block
4. Attach the power ring terminal to the positive 3/8 in. Connection
stud located in the Power Distribution Junction Box 2 - Negative (−)
(see Figure 2.45-8). Battery Connection
5. Attach prelube motor solenoid contracts to correctly
labeled terminals (if customer-supplied).
6. Attach fuel valve solenoid contact to correctly
labeled terminals.
FORM 6388-1
ENGINE SHUTDOWN INFORMATION Table 2.45-5: Local Control Option Harness
WIRE LABEL DESCRIPTION

! WARNING
User +24 VDC Power
+24VFOR U
(Output) (5 amps maximum)
The Customer Emergency
Shutdown must never be used GND FOR U User Ground (Output)
for a normal engine shutdown. Emergency Stop, Normally
Doing so may result in unburned ESTOP SW
Open (output)
fuel in the exhaust manifold. It
Emergency Stop, Normally
will also abort the actuator ESTOP SW
Open (output)
autocal and stop the postlube
process that is beneficial to Actuator Shutdown Switch
GOVSD+24V
engine components. Power
GOV SD+ Switch, Governor Actuator, G
NOTE: After a Customer Emergency Shutdown +24VFOR U AND GND FOR U

ESD222 CUST ESD is initiated (ESD pin 15 low), the
Emergency Shutdown input ESD pin 15 should then be NOTICE
raised “high.” Raising ESD pin 15 high allows the ECU
to go through a reboot. A subsequent start attempt may Never attempt to power the engine using the
fail if it is initiated less than 60 seconds after raising ESD +24VFOR U wire in the Local Control Option Harness.
pin 15 high because the ECU is rebooting. The +24VFOR U wire is for customer use to provide
24 VDC power to other equipment.
On engine shutdown, leave the ECU powered for at least
1 minute after completion of engine postlube. The ESM
system does shutdown “post-processing” that needs to Power (24 VDC, 5 amps maximum) is available for items
be completed before +24 VDC power is removed. such as a local control panel and panel meters. The 24
NOTE: See START-STOP CONTROL on page 2.25-1 VDC wires are labeled +24VFOR U and GND FOR U.
for additional information. DO NOT POWER THE ENGINE THROUGH THIS
CONNECTOR!
EXTERNAL POWER DISTRIBUTION JUNCTION
BOX LOCAL CONTROL OPTIONS HARNESS ESTOP SW
A shipped loose Local Control Option Harness has been The wires labeled ESTOP SW can be used to complete
included with your engine [standard harness length = 25 a circuit to turn on a light or horn if either of the red
ft (8 m); optional harness length = 50 ft (15 m)]. The emergency stop buttons on the sides of the engine is
terminated end of the harness connects to the Power pushed in. Pushing either of the red emergency stop
Distribution Box. Customer optional connections are buttons on the sides of the engine completes a circuit
made with the unterminated wires in the harness. between the ESTOP SW wires.
Table 2.45-5 lists and briefly describes the wires The contact ratings for ESTOP SW are:
available for use on the Local Control Option Harness. 24 – 28 VDC = 2.5 A
28 – 600 VDC = 69 VA
FORM 6388-1
GOVSD+24V AND GOV SD+
NOTICE
Never connect the GOVSD+24V and the GOV SD+
wires with a 10 kΩ resistor while the engine is
operating. Doing this will shut down the engine
immediately and the throttle valve will close and will
remain closed for approximately 20 seconds. After the
20-second lapse, the actuator may operate and adjust
unsuitably to user requirements.
This feature can be used by the customer to reduce

current draw of the ESM system’s actuator while the
engine is shut down and in standby mode. Connecting
GOVSD+24V and GOV SD+ with a 10 kΩ resistor will
put the actuator in a low-current draw standby mode.
NEVER connect GOVSD+24V and GOV SD+ with a
10 kΩ resistor while the engine is operating.
FORM 6388-1
FORM 6388-1
SECTION 2.50
CUSTOMER SYSTEM WIRING OVERVIEW
NOTE: The wiring diagrams in this manual are to be

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

CUSTOMER INTERFACE HARNESS
unless power has been
switched off or the area is NOTE: The Customer Interface Harness must be
known to be non-hazardous. properly grounded to maintain CE compliance.
Customer electrical connections to the ECU are made
through the Customer Interface Harness (loose
Do not install, set up, maintain
shipped). The Customer Interface Harness is available
in 25 ft (8 m), 50 ft (15 m) and 100 ft (30m) harness
lengths. The terminated end of the harness connects to
a bulkhead connector behind the Power Distribution Box
on the Power Distribution Box bracket. The
elements involved.
unterminated end of the harness connects to customer
connections. Table 2.50-1 Customer Interface Harness
Loose Wire Identification on page 2.50-2 provides
NOTICE information on each of the unterminated wires in the
Customer Interface Harness.
controlled devices before welding on or near an Some connections of the Customer Interface Harness
engine. Failure to comply will void product warranty. are required for ESM system operation. See Table
2.50-2 Customer Interface Harness – Required
The electrical interference from solenoids and other Connections – All Installations on page 2.50-8 for
electrical switches will not be cyclic and can be as high more information. See OPTIONAL CONNECTIONS on
as several hundred volts. This could cause faults page 2.50-11 for more information on optional
within the ESM system that may or may not be connections.
indicated with diagnostics. Waukesha requires a
“freewheeling” diode (1N4002 or equivalent rated for Setting up user-adjustable parameters is through PC-
100V and 1A) be added across the coils of relays and based ESP and is done via a serial cable (RS-232)
solenoids to suppress high induced voltages that may supplied by Waukesha. This serial cable has a standard
occur when equipment is turned off. Failure to comply 9-pin RS-232 connection that plugs into the PC and an
will void product warranty. 8-pin plastic Deutsch connector that plugs into the ECU.
See the two-page schematics at the back of the manual.
FORM 6388-1
Table 2.50-1: Customer Interface Harness Loose Wire Identification
Customer Interface Harness Loose Wire Identification

SIGNAL SIGNAL WIRE FROM WIRE SOCKET Wire
NAME TYPE COLOR PIN SIZE SIZE* #
A digital output from
the ECU that
Digital HSD
ENG ALM indicates that the Engine Alarm WHT 14 18 20 1604
O/P
ECU is in either alarm
or shutdown mode.
the ECU that
indicates the engine
is knocking and will
Engine Digital HSD
KNK ALM shut down WHT 47 18 20 1617
Knocking O/P
immediately unless
some action is taken
to bring the engine out
of knock.
the ECU that
indicates that the Emergency Digital HSD
ENG ESD WHT 42 18 20 1607
ECU is in shutdown Shutdown O/P
mode. Output is NOT
latched.
A digital input to the
ECU from the local
control that must be
Emergency
high for the engine to
ESD Engine Digital I/P YEL 15 18 20 1606
run. If ESD goes low,
Shutdown
the engine performs
an emergency
shutdown.
ECU from the local
control that must be High = OK to
high for the engine to Run
RUN/STOP Digital I/P YEL 25 18 20 1611
run. If RUN/STOP Low = Normal
goes low, the engine Shutdown
performs a normal
shutdown.
Used for remote 0.875 – 4.0 V
speed voltage input I/P+ Fit
setting. Fit “jumper” Remote “jumper”
GOV 40 between GOV 40 and Speed Setting between 40 TAN 40 18 20 1618
GOV 41 to use 4 – 20 Mode Select and 41 for 4 –
mA remote speed 20 mA
input. operation
Used for remote 0.875 – 4.0 V
speed voltage input I/P- Fit
setting. Fit “jumper” Remote “jumper”
GOV 41 between GOV 40 and Speed Setting between 40 TAN 41 18 20 1619
GOV 41 to use 4 – 20 Mode Select and 41 for 4 –
mA remote speed 20 mA
input. operation
FORM 6388-1

4 – 20 mA
Input to the ECU that Remote
I/P+ Open
is used for remote Speed Setting
GOVREMSP+ circuit for LT GRN 39 18 20 1614
speed setting using 4 4 – 20 mA
0.875 – 4.0 V
– 20 mA signal. Signal +
operation
4 – 20 mA
Input to the ECU that Remote
I/P- Open
is used for remote Speed Setting
GOVREMSP- circuit for LT BLU 27 18 20 1613
speed setting using 4 4 – 20 mA
0.875 – 4.0 V
– 20 mA signal. Signal -
operation
Used for compatible
load-sharing input.
Aux. Input
GOVAUXSIG Used for power ±2.5 V I/P RED 28 18 20 1615
Signal
generation
applications only.
Used for compatible
load-sharing input.
Aux. Input
GOVAUXGND Used for power Ground BLK 29 18 20 1110
Ground
generation
applications only.
Used as shield for
Harness
GOVAUXSHD compatible load- Shield SLVR 46 18 20 1137
Shield
sharing input.
Alternate governor
dynamics. Used for
power generation Alternate
GOVALTSYN applications only to Governor Digital I/P YEL 10 18 20 1620
obtain a smooth idle Dynamics
for fast paralleling to
the grid.
Digital input to the
ECU that changes the
operating rpm of the
engine. Used for
power generation
applications only.
When using Rated Speed/
GOVHL IDL GOVREMSEL, the Idle Speed Digital I/P YEL 37 18 20 1616
input status of select
GOVHL IDL must be
checked. See
information on setting
this input to a “safe
mode” in Table
2.50-2.
FORM 6388-1

ECU that switches
between either
remote speed setting
input or high/low idle Remote
GOVREMSEL Digital I/P YEL 22 18 20 1608
input. Must be used to Speed select
enable remote speed
input. Not typically
used for power
generation.
ECU that “kicks” the
governor to help the
engine accept large
LRG LOAD Load Coming Digital I/P YEL 20 18 20 1631
load additions. Mainly
useful for stand-alone
power generation
applications.
Momentary digital
input to the ECU that
START Start Engine Digital I/P YEL 24 18 20 1609
is used to begin the
engine start cycle.
Ground via
Used as the negative Customer
internal
LOGIC GND connection point for 4 Reference BLK 4 16 16 1111
resettable
– 20 mA signals. Ground
fuse **
A 4 – 20 mA analog
represents the real-
time WKI rating of the
fuel. Use not
necessary for most Fuel Quality 4 – 20 mA
WKI+ LT GRN 30 18 20 1623
applications. See (WKI) Signal + I/P+
ESM MAIN FUEL
SHUTOFF VALVE
CONTROL on page
2.15-1 for scaling
information.
A 4 – 20 mA analog
represents the real-
time WKI rating of the
fuel. Use not
necessary for most Fuel Quality 4 – 20 mA
WKI- LT BLU 31 18 20 1622
applications. See (WKI) Signal - I/P-
ESM MAIN FUEL
SHUTOFF VALVE
CONTROL on page
2.15-1 for scaling
information.
FORM 6388-1

A 4 – 20 mA output
from the ECU that
represents an engine
operating parameter. 4 – 20 mA
PROG OP 1 See Table 2.55-1 Average rpm DK GRN 9 18 20 1600
Calibration of Analog O/P+**
Outputs on page
2.55-1 for scaling
and other information.
from the ECU that
PROG OP 2 See Table 2.55-1 Oil Pressure DK GRN 21 18 20 1601
Calibration of Analog O/P+ **
Outputs on page
2.55-1 for scaling
from the ECU that
Coolant
PROG OP 3 See Table 2.55-1 DK GRN 3 18 20 1602
Calibration of Analog
Temperature O/P+**
Outputs on page
2.55-1 for scaling
from the ECU that
Intake
Manifold
PROG OP 4 See Table 2.55-1 DK GRN 11 18 20 1603
Absolute O/P+**
Pressure
Outputs on page
2.55-1 for scaling
RS485 MODBUS,
see ESM SYSTEM
COMMUNICATIONS
RS 485A- RS485 A- Comms GRN 2 18 20 1305
on page 2.55-1 for
additional
information.
RS485 MODBUS,
see ESM SYSTEM
COMMUNICATIONS
RS 485B+ RS485 B+ Comms YEL 23 18 20 1306
on page 2.55-1 for
additional
information.
FORM 6388-1

from the ECU that
represents the actual
percentage of rated
torque the engine is 4 – 20 mA
ACT LOAD% currently producing. Engine Load + DK GRN 32 18 20 1624
See Table 2.55-1 O/P+**
Outputs on page
2.55-1 for scaling
information.
Reserved for Future 4 – 20 mA
PIN 7 Future Use TAN 7 18 20
Use I/P+
Reserved for Future 4 – 20 mA
Use I/P-
Reserved for Future Digital HSD
Use O/P
Reserved for Future
PIN 26 Future Use Digital I/P TAN 26 18 20
Use
from the ECU that
represents the
available percentage
of rated torque the
Available 4 – 20 mA
AVL LOAD% engine is capable of DK GRN 33 18 20 1621
Load + O/P+
producing. See Table
2.55-1 Calibration of
Analog Outputs on
page 2.55-1 for
scaling information.
Reserved for Future
Use
Reserved for Future
Use
Reserved for Future
Use
ECU that can be used
to indicate a customer
alarm. See ESM
User Defined
USER DIP 1 SYSTEM Digital I/P YEL 16 18 20 1627
Digital Input 1
COMMUNICATIONS
on page 2.55-1 for
additional
information.
FORM 6388-1

alarm. See ESM
User Defined
Digital Input 2
COMMUNICATIONS
on page 2.55-1 for
additional
information.
alarm. See ESM
User Defined
Digital Input 3
COMMUNICATIONS
on page 2.55-1 for
additional
information.
alarm. See ESM
User Defined
Digital Input 4
COMMUNICATIONS
on page 2.55-1 for
additional
information.
No
– – – – 1 16 16 16
Connection
No
– – – – 5 16 16 16
Connection
No
– – – – 6 16 16 16
Connection
No
– – – – 34 16 16 16
Connection
No
– – – – 43 18 16 16
Connection
No
– – – – 44 18 16 16
Connection
Customer shield
ground for RS485
RS 485SHD RS-485 Shield – SIL 13 18 16 1145
twisted shielded pair
wire
No
– – – – 45 18 16 16
Connection
* The connector for all the Customer Interface Harness wires is ECU-CC.
** Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self-regulating
solid state logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.
FORM 6388-1
REQUIRED CONNECTIONS
Table 2.50-2 lists required connections of the unterminated wires of the Customer Interface Harness that are
necessary for the ESM system to enable the ignition and fuel. All digital inputs and outputs are referenced to battery
negative. Digital High Side Driver (HSD) outputs can drive a maximum of 1 amp. All 4 – 20 mA inputs to the ECU are
across an internal 200 Ω resistance. The input source common must be connected to Customer Reference Ground
for proper operation (see Figure 2.50-1). This also applies when a 0.875 – 4.0 volt input is used. All 4 – 20 mA outputs
from the ECU are internally powered with a maximum drive voltage of 8 volts.
2
1
12 13
6
3 39
7
8
9
4 27
10
11
5 4
Figure 2.50-1: Example Connecting User 4 – 20 mA Analog Inputs to a PLC
1 - Customer Interface Harness 8 - Zener Diode

2 - Typical PLC 9 - 4 – 20 mA Signal -
3 - GOVREMSP+ 10 - Negative
4 - GOVREMSP- 11 - Common
5 - Logic GND 12 - Isolated Current Output Card
6 - 4 – 20 mA Signal + 13 - Main
7 - Positive
Table 2.50-2: Customer Interface Harness – Required Connections – All Installations
Wire Number Description

Signal
Function Wire
Type
Description
Momentary Momentary (>1/2 second and <60 seconds) digital signal input to ECU to
1609
Start Engine Digital input begin the starting process, must momentarily be connected to +24 VDC
START
(24V) nominal (8.6 – 36 volts) for the ECU to start the engine.
Digital input 1611 • +24 VDC nominal for the engine to run.
Run / Stop
(24V) RUN/STOP • If goes open circuit, the engine performs a normal shutdown.
• +24 VDC nominal for the engine to run.
• If ESD goes open circuit, the engine performs an emergency shutdown.
Emergency Digital input NOTE: Do not use this input for routine stopping of the engine. After an
1606ESD
Shutdown (24V) emergency shutdown and rpm is zero, ESD input should be raised to high
to reset the ESM. If ESD input remains low, ESM reset will be delayed and
engine may not start for up to 1 minute.
FORM 6388-1
Table 2.50-3: Additional Connections for Rated/Idle Speed Control

Signal
Function Wire
Type
Description
Rated Speed /
• +24 VDC nominal (8.6 –36 volts) for rated speed,
Idle Speed (Fixed Digital input
1616 • open circuit for idle speed and remote speed wire 1608 (GOVREMSEL)
Speed (24V)
must be open circuit.
Application)
Table 2.50-4: Additional Connections for Remote Variable Speed Control

Signal
Function Wire
Type
Description
Remote Speed
Setting Enable Digital input 1608
• +24 VDC nominal to enable remote speed/load setting.
(Variable Speed (24V) GOVREMSEL
application)
Remote Speed 1618 • GOV 40 (0.875 – 4.0 volt signal + )
setting 0.875-4.0 GOV 40 • GOV 41 (0.875 – 4.0 volt signal - )
(Using voltage volt 1619
input) GOV 41 Inputs below 0.45V and above 4.3V are invalid.
• Enable the 4 – 20 mA option by installing a jumper between wires 1618

(GOV 40) and 1619 (GOV 41).
Remote Speed 1614 • 4 – 20 mA input to ECU.
setting GOVREMSP+
4-20 mA – 1614 + signal
(Using Current 1613
– 1613 - signal
input) GOVREMSP-
Inputs below 2 mA and above 22 mA are invalid. See Figure 2.50-1 for an
example showing the user 4 – 20 mA analog inputs.
NOTE: If the signals required for remote speed select are interrupted (broken wire etc.) the controls will default to the
ECU setting for high idle or low idle depending on the mode selected.
Figure 2.50-2: Connection Options for Variable Speed Setting Input
NOTE: A high signal is a digital signal sent to the ECU

that is between 8.6 and 36 volts. A low signal is a digital
signal sent to the ECU that is less than 3.3 volts.
FORM 6388-1
All the 4 – 20 mA inputs have the ability to disable under NOTE: It is recommended that the ECU remain
fault conditions. If the input current exceeds 22 mA (or powered at all times if possible. If not, always restore
the output voltage exceeds 4.4 volts), the input is power to the ECU before powering the current source.
disabled to protect the ECU. When a current source A Zener diode is required to prevent the ECU from
becomes an open circuit, it typically outputs a high becoming disabled when a current source is powered
voltage to try to keep the current flowing. This can lead before the ECU.
to a situation where the ECU protection circuit remains
The Zener diode should be a 6.2 volt, 1.0 watt Zener
disabled because it is sensing a high voltage (greater
diode from (+) to (-) across all 4 – 20 mA input signals
than 4.4 volts). In practice, this should only occur when
(see Figure 2.50-1). This diode may be applied at the
a genuine fault develops, in which case the solution is to
signal source, such as an output card of a PLC, or at an
cycle the ECU power after repairing the fault.
intermediate junction box commonly used where the
The input is also disabled when the ECU is not powered. Customer Interface Harness terminates (see Figure
Therefore, if the current source is powered before the 2.50-1).
ECU, it will initially output a high voltage to try to make
the current flow. The 4 – 20 mA inputs are all enabled
briefly when the ECU is powered.
If the input source continues to supply a high voltage
(greater than 4.4 volts) for longer than 500
microseconds, the ECU input will be disabled again. The
fault can be cleared by removing power to both the ECU
and the current source, then powering the ECU before
the current source.
FORM 6388-1
OPTIONAL CONNECTIONS
Table 2.50-5 lists optional connection descriptions of the
unterminated wires of the Customer Interface Harness.
Table 2.50-5: Optional Connection Descriptions – Customer Interface Harness
DESCRIPTION PHYSICAL CONNECTION

4 – 20 mA analog outputs from the ECU that can be used to read engine parameters such
Analog Outputs as oil pressure, coolant outlet temperature, engine speed and intake manifold pressure (see
Table 2.55-1). PROG OP 1 through PROG OP 4
The MODBUS from the ECU feeds directly into the AFR2 ECM. The ECU MODBUS slave
ID must be set to 1. See PROGRAMMING ECU MODBUS SLAVE ID on page 2.40-40. The
MODBUS ECU MODBUS baud rate must be set to 19,200. See PROGRAMMING BAUD RATE
(MODBUS APPLICATIONS) on page 2.40-39. All external MODBUS signals are sent out
from the AFR2 HMI panel.
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery voltage
Engine OK / Emergency Shutdown
– 1 volt) when ECU performs an emergency shutdown. ENG ESD
– 1 volt) when ECU detects engine problem. Output remains +24 VDC nominal while an
Engine Alarm
alarm is active. As soon as alarm condition is resolved, digital signal returns to open circuit.
ENG ALM
A 4 – 20 mA input to the ECU that allows the customer to change the input fuel quality (WKI)
WKI Value
in real time. (4 mA = 20 WKI; 20 mA = 135 WKI) WKI+ and WKI-
Uncontrolled Knock – 1 volt) when ECU cannot control engine knock. Allows customer knock control strategy
such as load reduction instead of the ECU shutting down the engine. KNK ALM
A 4 – 20 mA output from the ECU that represents the current engine torque output on a 0 –
Current Operating Torque
125% of rated engine torque scale. ACT LOAD%
A 4 – 20 mA output from the ECU that represents the desired operating torque of the engine.
Desired Operating Torque Always indicates 100% of rated engine torque unless there is an engine fault such as
uncontrollable knock. AVL LOAD%
A ±2.5 volt input to the ECU used for compatibility to Woodward generator control products
Aux Speed Input
(or other comparable control products). GOVAUXSIG and GOVAUXGND
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) allows synchronizer
Synchronizer Mode/Alternate
mode/alternate governor dynamics. User can program a small speed offset to aid in
Governor Dynamics
synchronization. GOVALTSYN
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied, signals the
ECU that a large load will be applied to the engine. This input can be used to aid in engine
Load Coming
load acceptance. User can program delay time from receipt of digital signal to action by the
ECU and amount of throttle movement action. LRG LOAD
Four digital signal inputs to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied allows
user to wire alarm and/or shut down digital outputs of the local control into ESM. The purpose
Four Digital Inputs
of these four digital inputs to the ECU is to aid in troubleshooting problems with the driven
equipment. USER DIP 1 through USER DIP 4
NOTE: BOLD letters in table match wire label names.
FORM 6388-1
LOCAL CONTROL OPTION HARNESS Table 2.50-6 Extender Series Local Control Option
Harness Loose Wire Identification on page 2.50-12
A shipped loose Local Control Option Harness has been provides information on each of the wires in the
included with your engine [standard harness length = 25 unterminated end of the Local Control Option Harness.
ft (8 m); optional harness length = 50 ft (15 m)]. The
terminated end of the harness connects to the Power
Distribution Box. Customer optional connections are
made with the unterminated wires in the harness.
Table 2.50-6: Extender Series Local Control Option Harness Loose Wire Identification
WIRE LABEL SIGNAL SIGNAL WIRE FROM PIN WIRE SIZE SOCKET WIRE #
NAME TYPE COLOR SIZE
+24 VDC
+24VFOR U User Power RED W 18 16 1020
nominal
GND FOR U User Ground Ground BLK N 18 16 1120
Emergency Depends on
Stop Switch, hardware
ESTOP SW TAN E 18 16 1804
Normally wired to
Open switch
Emergency Depends on
Stop Switch, hardware
ESTOP SW TAN F 18 16 1802
Normally wired to
Open switch
Shutdown +24 VDC
GOVSD+24V RED U 18 16 1010
Switch Power nominal
Switch,
Shutdown
GOV SD+ Governor PUR H 18 16 1426
input
Actuator, G
Customer
+24 VDC
PREL CTRL Pre-Lube BRN X 18 16 1679
digital I/P
Control
Wastegate
WASTGAT+ Shutdown PUR S 18 18 1436
Alarm
PDB ALM PDB Alarm Over-Current WHITE P 18 18 1642
FUNCT Q Spare – WHITE Q 18 18 1643
FUNCT R Spare – WHITE R 18 18 1644
GOVERNOR CONNECTIONS This feature can be used by the customer to reduce

current draw of the ESM system’s actuator while the
The governor actuator is always drawing power, so if you engine is shut down and in standby mode. Connecting
have battery-powered ignition, power is being drawn GOVSD+24V and GOV SD+ with a 10 kΩ resistor will
from the battery even with the engine shut down. To put the actuator in a low-current draw standby mode.
remedy this, you can pull the battery or put the battery in NEVER connect GOVSD+24V and GOV SD+ with a
reduced-power mode, but power will still be drawn from 10 kΩ resistor while the engine is operating.
the battery. The GOVSD+24V and GOV SD+ wires of
the Local Control Option Harness can be used as a way
to reduce power demand from the battery. See the wiring
schematic at the back of the manual.
FORM 6388-1
SECTION 2.55
ESM SYSTEM COMMUNICATIONS
See MODBUS COMMUNICATIONS on page 3.20- LOCAL DISPLAYS SUCH AS A TACHOMETER

1 for ESM outputs.
The ESM system has a number of 4 – 20 mA analog
outputs that can be either read into a PLC or read with a
LOCAL CONTROL PANEL local display such as those made by Newport
This section describes how the ESM system interacts Electronics, Simpson or Omega (see Table 2.55-1). The
with a local customer-supplied control panel. With the displays can be used for locally mounted tachometer, oil
ESM system, the packager may choose any compatible pressure, coolant temperature, or intake manifold
control panel providing the packager flexibility. pressure displays. Displays are available in 24 VDC, AC
or loop-powered, the latter requiring no external power
source.
Table 2.55-1: Calibration of Analog Outputs
ANALOG OUTPUT WIRE NAME 4 mA 20 mA

Average rpm PROG OP1 0 rpm 2016 rpm
Oil pressure PROG OP2 0 psig (0 kPa) 100 psig (690 kPa)
Coolant temperature PROG OP3 32°F (0°C) 320°F (160°C)
149 inch-Hg Abs. (504 kPa
Intake manifold absolute pressure PROG OP4 0 inch-Hg Abs. (0 kPa Abs.)
Abs.)
Percentage of rated torque the
engine is producing (not applicable ACT LOAD% 0% 125%
for 7042GL/GSI engines)
USER DIGITAL INPUTS The following examples explain how the USER DIP
inputs can be used in the field.
There are four digital inputs labeled USER DIP 1, USER
DIP 2, USER DIP 3 and USER DIP 4 in the Customer Example 1
Interface Harness. When a +24 VDC signal is applied to
one of these inputs, ALM541 is activated by the ESM An example using one of these USER DIP inputs would
system. The alarm is recorded in the ESP Fault Log and be to wire an oil level alarm into the ESM system. This
the yellow Status LED on the front of the ECU flashes level sensor is of the Normally Open type, where the
the alarm code. contacts are open when the oil is at proper level, and the
contacts close to complete a signal path when the oil
The purpose of these four digital inputs is to provide level falls too low (see Figure 2.55-1).
system diagnostic capability for customer-supplied
equipment. Since non-volatile memory is not always When the oil level is low, the contacts complete a +24
available with the local control package, the USER DIP VDC signal into the USER DIP and ALM541 for USER
makes it possible to wire external signals into the ESM DIP 1 is activated. Also, the yellow Status LED on the
system so that a service technician can more quickly find ECU flashes the alarm code.
the source of customer equipment problems. Note that NOTE: The negative side of the 24 VDC supply must
only an alarm signal is activated – no other control be connected to the customer reference ground wire
action is taken by the ESM when one of the USER labeled LOGIC GND.
DIPs goes high!
FORM 6388-1
Example 2 Example 3
If a solid-state level sensor is used, of the type that The oil level sensor can also be used to trigger an engine
completes a path to ground (called an open collector), shutdown. Since the ESD digital input must remain at
when the oil falls below a certain level, the logic must be +24 VDC for the engine to run, and opening the circuit
inverted. Remember that the USER DIP needs +24 VDC will cause a shutdown, inverted logic can be used with a
to activate an alarm condition. A Normally Open relay Normally Closed relay contact to properly manipulate
contact is used to generate the correct signal. This the signal. This example is shown in Figure 2.55-3.
example is shown in Figure 2.55-2.
When the oil level becomes low, the relay is energized
When the oil level is high, the sensor does not activate, as in the previous example, and the ESD input is opened,
so it holds the base of the relay coil at supply voltage. resulting in an engine shutdown and shutdown code
The relay contacts remain open, and the USER DIP is ESD222. Also, the red Status LED on the ECU flashes
low. When the oil level becomes low, the sensor the shutdown code.
completes the circuit to ground by sinking current, and
NOTE: The engine cannot be restarted until the fault
the relay coil energizes. This causes the contacts to
condition, in this example the low oil level, is corrected.
close and +24 VDC is applied to the USER DIP and
ALM541 is activated. Also, the yellow Status LED on the
ECU flashes the alarm code.
1
(+) (– )
4
3
Figure 2.55-1: Example: User Digital Input Used with Oil Level Switch (Normally Open Type)
1 - 24 VDC 3 - User Dip 1

2 - Oil Level Switch 4 - ECU
FORM 6388-1
(+ ) (– )
2
4
3
Figure 2.55-2: Example: User Digital Input Used with Solid-State Level Sensor (Open Collector)
1 - 24 VDC 4 - ECU
2 - Relay 5 - Oil Level Switch
3 - User Dip 1
1
(+) (– )
3
5
Figure 2.55-3: Example: User Digital Input Used to Trigger an Engine Shutdown
1 - 24 VDC 4 - ESD
2 - Relay 5 - ECU
3 - User Dip 1 6 - Oil Level Switch
FORM 6388-1
FORM 6388-1
SECTION 2.60
ESM SYSTEM MAINTENANCE
MAINTENANCE CHART NOTICE

This section describes the recommended maintenance
procedures for ESM system components. Minimal Continue to perform standard engine maintenance as
maintenance is required for the ESM system. Table provided in the applicable engine’s operation and
2.60-1 provides a list of the recommended maintenance maintenance manual.
items and includes a description of the service required,
the service interval and the page number where specific
maintenance information is found for that item in this
manual.
Table 2.60-1: Maintenance Chart for ESM System Components
INFORMATION
ITEM SERVICE INTERVAL
PROVIDED ON PAGE
ESP Total Fault History Review Every month 2.60-2
Throttle Actuator Linkage Inspect, Lubricate, Test Every year or as needed 2.60-2
Alternator Belts (if equipped) Inspect Every year 2.60-5
Knock Sensors Inspect Every year 2.60-10
Inspect Wiring/Harnesses, Secure
Connections, Check Ground
ESM System Wiring Every year 2.60-11
Connections, Verify Incoming Power is
Within Specification
Inspect Water Level, Corrosion,
Batteries Semiannual 2.60-11
Specific Gravity, Test
Power Distribution Junction Box Inspect Every year 2.60-12
FORM 6388-1
ESP TOTAL FAULT HISTORY THROTTLE ACTUATOR LINKAGE

Every month review the Total Fault History accessed in ADJUSTING LINKAGE
ESP. Look for patterns of faults that may have occurred
over the lifetime of the ECU. By reviewing the Total Fault The following steps describe the procedure for properly
History, you can see if fault patterns exist that require setting the governor linkage rod and levers on the
additional troubleshooting and/or inspection. actuator and the throttle shaft.
For more information on the Fault Log, see FAULT 1. Install the governor lever (see Figure 2.60-1) on the
LOG on page 2.35-23. governor terminal shaft to the angle shown in the
appropriate figure (see Figure 2.60-2). The terminal
1. In ESP, click on the [F10] Status panel. shaft must be in the NO FUEL position. Secure with
capscrew and nut.
2. To view the Fault Log, click the “View Faults” button

on the [F10] Status panel.
3. The Fault Log displays the fault code, a description

of the fault, the first time the fault occurred since the
fault was reset (in ECU hours:minutes:seconds), the
last time the fault occurred since reset, the number
of times the fault occurred since reset, and the total
number of times the fault occurred in the lifetime of
the ECU. Within the Fault Log dialog box, you can
view a list of active faults or the total history of faults
that occurred in the ECU’s lifetime.
4. To view the Total Fault History, click the “Total Fault
History” button on the Fault Log dialog box.
NOTE: If the Fault Log remains open, you must
occasionally update or refresh the log by clicking the
“Refresh” button. Once open, the Fault Log does not
refresh itself.
FORM 6388-1
1 1
2
9 113°
2 3
45°
4 4
0°
5
8
6
3
Figure 2.60-2: Governor Terminal Shaft Angles
1 - MAXIMUM FUEL 3 - Top View of

Position Actuator
2 - NO FUEL Position 4 - Governor Lever
7
2. Install the throttle lever on the regulating crossshaft
to the angle shown for your engine type in Figure
2.60-3. The butterfly valve must be in the CLOSED
position. Secure with capscrew, washers and nut.
3. Attach left-hand side of governor rod assembly to the
lever on the butterfly valve. Tighten nuts on governor
rod assembly.
4. With the governor terminal shaft in the NO FUEL
position and with the butterfly valve held CLOSED,
adjust the governor rod for length so that the rod end
and the hole in the governor lever align.
5. Attach right-hand side of governor rod assembly to
Figure 2.60-1: Governor Linkage
the lever on the governor terminal shaft. Tighten nuts
1 - Nut Stop 6 - Splined Bushing on governor rod assembly.
2 - Washer 7 - Capscrew 6. Check for throttle and governor travel to angles
3 - Capscrew 8 - Washer specified in Figure 2.60-2 or Figure 2.60-3.
4 - Governor Lever 9 - Governor Rod 7. Check to ensure that no binding occurs.
5 - Nut Stop Assembly
8. Check all fasteners on the rod and levers for
tightness. Thread engagement on all rod ends must
be a minimum of seven threads.
9. Verify proper operation of the throttle actuator by
performing a manual calibration of the actuator using
ESP. See PERFORMING MANUAL
CALIBRATION on page 2.40-26 for programming
steps.
FORM 6388-1
! WARNING
Always stop the unit before
!
cleaning, servicing or repairing
the unit or any driven
equipment.
1. Shut down engine.

2. Inspect rod ends. If worn, replace.
3. Using a grease gun, lubricate the grease fittings on
the throttle actuator linkage with CITGO Lithoplex
Grease NLGI2 (service temperature range 20° –
250°F [-7° – 121°C]) or equivalent (see Figure
2.60-4).
4. Verify proper operation of the throttle actuator by
performing a manual calibration of the actuator using
ESP. See PERFORMING MANUAL
Figure 2.60-3: Butterfly Valve Cross Shaft Angles CALIBRATION on page 2.40-26 for programming
NOTE: For the depictions in Figure 2.60-3, the throttle steps.
lever is mounted on the far side of butterfly valve
housing.
NOTE: For the depictions in Figure 2.60-3, the butterfly
valve is viewed from the right bank side.
INSPECTION AND MAINTENANCE OF THROTTLE

ACTUATOR LINKAGE
Every year, or as needed, the throttle actuator linkage
must be inspected and lubricated. To perform
maintenance to the throttle actuator linkage, complete
the following.
FORM 6388-1
Figure 2.60-4: Grease Fittings on Throttle Actuator Linkage
ALTERNATOR NOTE: These belts are a matched set and must be

replaced as a pair to ensure proper operation.
VHP Series Four engines have an optional 24-volt
alternator. This alternator can be used to run ALTERNATOR BELTS
accessories or recharge starting system batteries.
Alternator V-Belt Maintenance
The alternator option is driven from a pulley installed on
the crankshaft (see Figure 2.60-5). • Always use new, matching belt sets.
• When replacing belts, always replace the entire set of
belts, not just the ones that look worn. This will ensure
proper belt operation.
• To check belt tension, depress the belt with your
fingers. A tensioned belt will feel alive and springy.
Belts that are too tight will not deflect, and loose belts
will feel dead.
• Keep belts at the proper tension. New belts will stretch
shortly after installation. Loose belts will slip, causing
power loss and heat buildup. Belts that are too tight
will deteriorate rapidly and wear out engine shaft
bearings.
• To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt over
a pulley.
Figure 2.60-5
The alternator uses two drive belts to increase belt life
and ensure reliability.
FORM 6388-1
Inspection of Alternator Belts Battery Connection
Every year the alternator belts must be inspected; • When connecting a battery and alternator, verify the
however, the frequency of inspection is determined ground polarity of the battery and the ground polarity
largely by the type of operating conditions. High-speed of the alternator are the same.
operation, high temperatures, and dust and dirt all • When connecting a booster battery, always connect
increase wear. the negative battery terminals together and the
NOTE: The alternator uses two drive belts to increase positive battery terminals together.
belt life and ensure reliability. These belts are a matched • When connecting a charger to the battery, connect the
set and must be replaced as a pair to ensure proper charger positive lead to the battery positive terminal
operation. first. The charger negative lead to the battery negative
terminal is connected last.
! WARNING • Never operate the alternator with an open circuit.
Verify all connections in the circuit are secure.
Always stop the engine before
• Do not short across or ground any of the terminals on
the alternator.
the engine or any driven
equipment. • Do not attempt to polarize the alternator.
Alternator Servicing
Always install the safety guards
after completing any service The frequency of inspection is determined largely by the
operation. Never operate the type of operating conditions. High-speed operation, high
engine with the safety guards temperatures, dust and dirt all increase the wear of
removed. brushes, slip rings and bearings.
At regular intervals, inspect the terminals for corrosion
and loose connections. Inspect the wiring for frayed
1. Remove the alternator guards. insulation. Inspect the mounting bolts for tightness, and
the belt for alignment, proper tension and wear. Belt
2. Inspect the alternator belt for fraying, cracks or wear. tension should be adjusted on a routine basis.
NOTICE Alternator Noise
Be sure that the belts are cool when the tension is Noise from an alternator may be caused by worn or dirty
checked or adjusted. The thermal expansion of warm bearings, loose mounting bolts, a loose drive pulley, a
belts will result in a false tension reading. defective diode or a defective stator. Inspect for any of
these causes, and repair or replace as necessary.
3. Check belt tension. See Alternator Drive Belt Alternator Drive Belt Tension Procedure
Tension Procedure on page 2.60-6.
New belts will stretch shortly after installation. Loose
4. Replace belts if necessary.
belts will slip, causing power loss and heat buildup. Belts
5. When replacing belts, always replace the entire set that are too tight will deteriorate rapidly and wear out
of belts, not just the one that looks worn. Always use alternator shaft bearings. Complete the following steps
new, matching belt sets to ensure proper belt to adjust belt tension.
operation.
6. To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt
over a pulley.
7. Keep belts at the proper tension.
8. Install the alternator guards.
FORM 6388-1
! WARNING
Always stop the engine before

the engine or any driven
equipment.

after completing any service
operation. Never operate the
engine with the safety guards
removed.
2
4
3
Figure 2.60-6
1 - Front Drive Belt 3 - Large O-Ring

2 - Second Drive Belt 4 - Small O-Ring
1. Remove the alternator belt guards. Table 2.60-2: Alternator Drive Belt Tension
2. Using V-belt tension tool P/N 474016, check the Belt
drive belt tension. Span Force
Deflection*
a. Measure belt tension at the midway point of the 20 in. 3.5 – 5.1 lbf 5/16 in.
longest span (see Figure 2.60-10). (50.8 cm) (15.6 – 22.7 N) (7.9 mm)
b. Set the bottom of the large span O-ring (see
* Belt deflection measurement is for reference only.
Figure 2.60-6) to the span listed in Table 2.60-2.
c. Slide the small O-ring against the belt tension
NOTICE tool’s housing (see Figure 2.60-7).
Tension of the drive belts is the same for a new and

used belt.
FORM 6388-1
Figure 2.60-7
d. Measure the belt tension. Place the belt tension
tool squarely on the front drive belt at the midway 2 3
point indicated in figure. Apply pressure until the
bottom of the large span O-ring is even with the Figure 2.60-9: Alternator Belt Adjustment
top of the second belt.
e. Read the force (see Figure 2.60-8). The force is 1 - Adjusting Bolt 3 - Adjusting Stud
indicated by the position of the bottom of the 2 - Pivot Bolt 4 - Adjustment Plate
small O-ring on the deflection force scale. The 4. Loosen the adjusting bolt on the alternator (see
force should be within the range list in Table Figure 2.60-9). Make sure the alternator body
2.60-2. rotates freely around the pivot bolt.
NOTICE
Belts that are too tight result in excessive stretching
and overheating. Too much tension may also damage
alternator components, such as sheaves and shafts,
and lead to premature failure.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may
also be sufficient to cause unnecessary wear of the
pulley grooves.
5. Using a socket and breaker bar, rotate the

adjustment plate using the adjusting stud. Tighten
the adjusting bolt and pivot bolt. Recheck belt
Figure 2.60-8 tension using V-belt tension tool. Repeat procedure
f. Check the tension on the remaining drive belts until correct alternator belt tension is achieved.
in the same manner. 6. Install the belt guards.
3. If belt tension adjustment is necessary, loosen the
pivot bolt on the alternator (see Figure 2.60-9).
FORM 6388-1
Figure 2.60-10
FORM 6388-1
KNOCK SENSORS NOTICE

Every year each knock sensor must be inspected for an
accumulation of dirt/grit, connector wear and corrosion. Drilled and tapped hole (knock sensor surface) must
If a knock sensor has an accumulation of dirt, carefully be flat, smooth (RMS 63), and perpendicular to the
clean visible end of knock sensor and surrounding area. drilled hole. Make sure knock sensor mounting
If a knock sensor connector looks worn or if corrosion is surface is free of paint. If the knock sensor is not
evident, remove the knock sensor to clean or replace as mounted flush with the mounting surface or if the
necessary. surface is not within RMS 63, the knock sensor WILL
provide incorrect signals to the ESM system.
To reinstall a knock sensor, complete the steps in
INSTALLING KNOCK SENSORS on page 2.60-10 2. Verify that the mounting surface is flat and smooth
below. The knock sensors must be properly tightened (RMS 63) using a Profilometer. Although it is
and seated flat against the mounting surface as the recommended to use a Profilometer, if one is not
instructions explain. available, lightly run your finger over mounting
surface. The surface should be free of any ripples
and imperfections and should be polished smooth.
NOTICE
P/N A740110C When completing Step 3 and Step 4, verify that the
knock sensor is seated flat against the mounting
surface. See Verifying Knock Sensor is Seated Flat
on page 2.60-10 for necessary steps.
INSTALLING KNOCK SENSORS NOTICE

NOTE: Knock sensor (P/N A740110C) should have at Never drop or mishandle knock sensor. If knock
least 3 in. (76 mm) of clearance parallel to the knock sensor is dropped or mishandled, it must be replaced.
sensor surface.
1. Thoroughly clean knock sensor mounting hole and 3. Install knock sensor into the threaded mounting hole
area around mounting hole. The knock sensors are (see Figure 2.60-12).
installed just below the intake ports on the sides of
the engine crankcase (see Figure 2.60-12). NOTICE
Never overtighten knock sensor. Overtightening will
1 2 cause damage to the knock sensor.
4. Tighten knock sensor to specifications:

See ESM in Table 1.15-13 Critical Engine Torque
Values on page 1.15-18.
5. Repeat this mounting procedure for each knock
sensor.
Verifying Knock Sensor is Seated Flat

Use the method provided below to verify that the knock
sensor is seated flat against the mounting hole surface.
1. Apply a very thin coat of a blueing paste, such as
Permatex Prussian Blue (or equivalent), to seating
surface of knock sensor (see Figure 2.60-13).
Figure 2.60-12: Knock Sensor (P/N A740110C)
1 - Knock Sensor 2 - Intake Manifold
FORM 6388-1
Inspect all ESM system wiring harnesses and make sure
all connections are secure. For information on ESM
system wiring, harness connections and power supply
requirements, see POWER SUPPLY
P/N A740110C REQUIREMENTS on page 2.45-2, POWER
DISTRIBUTION JUNCTION BOX on page 2.45-10 and
CUSTOMER SYSTEM WIRING OVERVIEW on page
2.50-1 in this manual.
Figure 2.60-13: Knock Sensor Seating Surface
2. Install and remove knock sensor. BATTERY MAINTENANCE
3. Examine imprint left by blueing agent on the ! WARNING
crankcase and sensor seating surface.
• If the imprint on the crankcase and sensor seating Comply with the battery
surface is uniform, the sensor has full-face contact manufacturer’s
with mounting surface. recommendations for
• If the imprint on the crankcase and sensor seating procedures concerning proper
surface is NOT uniform, the sensor does not have battery use and maintenance.
full-face contact with mounting surface. The Batteries contain sulfuric acid
mounting hole will have to be plugged and re- and generate explosive
tapped to make the hole perpendicular to the mixtures of hydrogen and
mounting surface. oxygen gases. Keep any device
4. Reinstall knock sensor by completing Step 3 and that may cause sparks or flames
Step 4 of knock sensor installation. away from the battery to prevent
explosion.
ESM SYSTEM WIRING Always wear protective glasses
or goggles and protective
! WARNING clothing when working with
batteries. You must follow the
Do not install, set up, maintain battery manufacturer’s
or operate any electrical instructions on safety,
components unless you are a maintenance and installation
technically qualified individual procedures.
elements involved.
NOTE: Perform an external inspection of the battery
Disconnect all electrical power before checking the indicated state of charge to verify
supplies before making any that the battery is in good physical condition.
part of the electrical system. EXTERNAL INSPECTION
Periodically inspect batteries and determine their
condition. The cost of replacing other components, if
they have been damaged by electrolyte corrosion, could
NOTICE be alarmingly high and accidental injuries could ensue.
Any batteries that have cracks or holes in the container,
cover or vents, through which electrolyte will leak, should
controlled devices before welding on or near an
be replaced. Batteries contaminated with electrolyte
engine.
(caused by over-topping with water), which have
corroded terminal posts or low electrolyte levels, have
been neglected.
1. Examine the battery externally.
2. Verify electrolyte levels are correct.
FORM 6388-1
3. See Table 2.65-5 Battery Troubleshooting on page POWER DISTRIBUTION JUNCTION BOX
2.65-16. MAINTENANCE
BATTERY INDICATED STATE OF CHARGE There is minimal maintenance that is associated with the
Power Distribution Junction Box. Once a year inspect
NOTE: The battery must be fully charged for several
and check the following.
hours before testing. If batteries have been receiving a
charge current within the previous few hours, the open- • Inspect connectors and connections to the Power
circuit voltage may read misleadingly high. The surface Distribution Junction Box and verify they are secure.
charge must be removed before testing. To remove • Remove cover to Power Distribution Junction Box and
surface charge, the battery must experience a load of 20 verify all terminals are tight, secure and corrosion-free.
amps for 3-plus minutes.
• Verify the capscrews securing the Junction Box to the
1. Use a temperature-compensated hydrometer to bracket and engine are tight.
measure the electrolyte specific gravity readings in
each cell. Record the readings. INSTALLING PDB COVER
2. Measure the open-circuit voltage across the Be sure to properly reinstall the PDB cover any time that
terminals. Record the reading. it has been removed (see Figure 2.60-14) for wiring or
3. Using the recorded values, determine the state of troubleshooting using the internal LEDs. DO NOT leave
charge (see Table 2.60-3). the cover off when work is not actively being done. This
includes indoors or overnight. When reinstalling the
4. See Table 2.65-5 troubleshooting chart.
cover, all six latches must properly engage the cover and
The state of charge listed is an approximation. The the latch screws must be tight.
relationship between state of charge and voltage varies
by CCA rating and size. Voltage below 11.90 V may
mean that the battery has a shorted cell or that the plates
are sulfated and cannot accept a charge. See Table
2.60-3.
Table 2.60-3: Determining State of Charge
STATE OF SPECIFIC
VOLTAGE
CHARGE GRAVITY
12.70 & above 100 % 0.280 1
12.50 75 % 0.240
12.30 50 % 0.200
12.10 25 % 0.170
11.90 & below Discharged 0.140
Table 2.60-4: Cranking Amps – Commercial Batteries
4D 8D Figure 2.60-14: PDB Cover

CCA @ 0°F 1 - Cover Latch and
1000A 1300A
(-18°C) Screw
CA @ 32°F (0°C) 1200A 1560A When the cover is properly installed, plugs are properly
RC minutes @ 25 A 320 min. 435 min. in place and CSA 4 connectors, fittings and grommets
CCA = Cold Cranking Amps are used for wiring, the PDB is watertight under
CA = Cranking Amps reasonable conditions.
RC = Reserve Capacity
FORM 6388-1
6. Tighten jam nut while holding pickup.
NOTICE
Use caution when pressure-washing the engine. Do
not spray the high-pressure water stream directly at
the cover gasket, at any plug or wiring connector on
the PDB or at any engine-mounted electronics, as 1
water entry may occur and component damage may
result.
IPM-D MAGNETIC PICKUP INSTALLATION

The ESM ignition system uses the ECU as its central
processor or “brain.” Two magnetic pickups are used to
input information to the ECU. One pickup reads an index A
2
magnet located on the camshaft gear and the other
senses 36 reference holes in the flywheel.
Figure 2.60-16: IPM Camshaft Pickup Adjustment
CAMSHAFT MAGNETIC PICKUP
1. The camshaft magnetic pickup is located on the top 1 - Magnetic Pickup 2 - Camshaft
front of the engine (see Figure 2.60-15).
A = 0.040 in. (1.02 mm)
CRANKSHAFT MAGNETIC PICKUP

NOTE: The crankshaft pickup is located on the left rear
side of the flywheel housing.
1. Thread crankshaft pickup into housing until it makes
contact with flywheel (see Figure 2.60-17).
Figure 2.60-15: IPM Camshaft Magnetic Pickup

NOTE: When setting clearance between pickup and
camshaft, verify magnet is not directly below pickup.
Clearance is set between pickup and camshaft, and not
between pickup and magnet.
2. Verify camshaft magnet is not directly below pickup.
3. Thread pickup into camshaft housing until it makes
Figure 2.60-17: IPM Crankshaft Magnetic Pickup
contact with housing.
2. Using a grease pencil, place a reference mark
4. Using a grease pencil, place a reference mark
across pickup extending onto flywheel housing.
across pickup extending onto camshaft housing.
3. Using reference mark, back out pickup 3/4 turn.
5. Using reference mark, back out pickup 3/4 turn.
Tighten jam nut while holding pickup.
Tighten jam nut while holding pickup. This is the
equivalent of 0.040 in. (1.02 mm) clearance between
pickup and camshaft.
FORM 6388-1
FORM 6388-1
SECTION 2.65
TROUBLESHOOTING USING ESM
ADDITIONAL ASSISTANCE The primary means of obtaining information on system

status and diagnostic information is by using ESP, the
Waukesha’s worldwide distribution network provides PC-based service program. ESP displays six panels
customers with parts, service and warranty support. (eight panels with AFR option) of engine operation and
Each distributor has a vast inventory of genuine status information. For example, the [F10] Status panel
Waukesha parts and factory-trained service provides the option to view an active fault listing, as well
representatives. Waukesha distributors are on call 24 as a historical record of faults. ECU Status LEDs are not
hours a day, with the parts and service personnel ready considered to be the primary means of obtaining
to provide quick and responsive solutions to customers’ information on the status of the system, but rather a way
needs. Please contact your local Waukesha Distributor of alerting the site technician that there is a problem and
for assistance. what that problem is (even if a PC with ESP is
Have the following information available: unavailable).
1. Engine serial number
WHERE TO BEGIN
2. ECU serial number
To begin troubleshooting an engine due to an ESM
3. ECU calibration part number (this is visible at the top
system alarm or shutdown, you must first determine the
of the ESP screen when connected to an ECU)
alarm or shutdown code(s). A code can be determined
4. ECU faults list from reading the Status LEDs on the ECU or by viewing
5. Detailed description of the problem the Fault Log accessed from the [F10] Status panel in
ESP.
6. List of what troubleshooting has been performed so
far and the results of the troubleshooting All fault codes have three digits, and each digit can be a
number from 1 to 5. There is a set of codes for alarms
INTRODUCTION and a separate set of codes for emergency shutdowns.
Alarm codes in ESP are identified with the letters “ALM”
The ESM system provides extensive engine diagnostics preceding the alarm code.
that allow rapid troubleshooting and repair of engines. If
an engine alarm or shutdown condition is detected by Emergency shutdown codes are identified with the
the ESM system, the operator is informed of the fault by letters “ESD” preceding the shutdown code. For
a series of flashing LEDs on the ECU or by monitoring example, the three-digit code “222” for an alarm is
the ESM system with ESP. identified by ESP as ALM222. The three-digit code “231”
for an emergency shutdown is identified by ESP as
• The operator is notified of an alarm or shutdown by
ESD231.
three Status LEDs on the ECU.
• When a PC is connected to the ECU and ESP is To determine the fault code, continue with
running, the operator is notified of an alarm or DETERMINING FAULT CODE BY READING ECU
shutdown on the ESP panels in addition to the Status STATUS LEDS on page 2.65-2 or DETERMINING
LEDs. FAULT CODE BY USING ESP FAULT LOG on page
2.65-2.
FORM 6388-1
DETERMINING FAULT CODE BY READING NOTE: Once the fault is corrected, the Status LEDs on
ECU STATUS LEDS the ECU will remain flashing until one of two things
happens: (1) the LEDs are cleared using ESP or (2) the
The ECU has three Status LEDs on the cover: green engine is restarted.
(power), yellow (alarm) and red (shutdown) (see Figure
2.65-1). The green LED is on whenever power is applied DETERMINING FAULT CODE BY USING ESP FAULT
to the ECU. The yellow and red LEDs flash codes when LOG
an alarm or shutdown occurs. A fault code is determined
When using ESP, you are notified of an alarm or
by counting the sequence of flashes for each color.
shutdown fault on the ESP panels. Several windows on
the panels in ESP inform the operator of a fault. For a
description of the fault, the fault log must be read.
To view the Fault Log, click the “View Faults” button on
the [F10] Status panel using ESP (see Figure 2.65-2).
View Faults
Figure 2.65-1: ECU Status LEDs

Figure 2.65-2: View Faults Button on [F10] Status Panel
At the start of the code sequence, both the red and
yellow LEDs will flash three times simultaneously. If The Fault Log displays the description of the fault, the
there are any emergency shutdown faults, the red LED first time the fault occurred since the fault was reset (in
will flash a three-digit code for each shutdown fault that ECU hours:minutes:seconds), the last time the fault
occurred. Then if there are any alarm faults, the yellow occurred since reset, the number of times the fault
LED will flash a three-digit code for each alarm that occurred since reset and the total number of times the
occurred. fault occurred in the lifetime of the ECU (see Figure
2.65-3).
Between each three-digit code, both yellow and red
LEDs will flash once at the same time to indicate that a
new code is starting. The fault codes display in the order
that they occur (with the oldest code displayed first and
the most recent code displayed last).
FORM 6388-1
3 2
Figure 2.65-3: Fault Log in ESP
1 - This is the only “active” fault listed in the Fault Log. 3 - The [F10] Status panel is indicating an alarm
The alarm condition is indicated on the [F10] Status condition because the “Battery Voltage” is too low.
panel and with flashing LEDs on the ECU. To Since this is an alarm condition, the alarm is listed in
troubleshoot this alarm, double-click the fault the Active Fault Log listing.
description. E-Help then opens directly to the
information for that fault (see Figure 2.65-4).
2 - If the Fault Log remains open, you must occasionally
update or refresh the Fault Log by clicking the
“Refresh” button. Once open, the Fault Log does not
refresh itself.
FORM 6388-1
The description of the fault briefly identifies the state of E-HELP
the fault that occurred. To define the fault as much as
possible, the description may include acronyms (see ESP contains an electronic help file named E-Help.
Table 2.65-1), a number identifying the cylinder and/or E-Help provides general system and troubleshooting
component affected, and the words “Left” or “Right” to information in an instant as long as you are using the PC
identify the engine bank affected. Below is an example with the ESP software. You can quickly and easily move
of a fault and its description: around in E-Help through electronic links (or hypertext
links) from subject to subject. E-Help is automatically
installed when the ESP software is installed.
ALM343 OXYGEN LB SC NOTE: Although E-Help is viewable through ESP,
E-Help is its own program and opens in a new window,
SHORT CIRCUIT separate from ESP. To return to ESP and continue
LEFT BANK monitoring, you need to minimize or close the E-Help
OXYGEN SENSOR
program/window.
FAULT CODE
USING E-HELP
Table 2.65-1: Acronyms in Fault Log Descriptions To access E-Help while using ESP, press the [F1]
function key on the keyboard or select “Help Contents…”
ACRONYM DEFINITION
from the Help menu. When you access E-Help by
BK Back pressing [F1] or by selecting “Help Contents…,” you will
FLT Fault open the help file at the E-Help welcome screen. Click
the E-Help logo to enter the help file.
FT Front
E-Help can also be accessed and opened to a specific
IGN Ignition
alarm or shutdown code through the Fault Log on the
IMAP Intake Manifold Air Pressure [F10] Status panel.
LB Left Bank To open E-Help to a specific fault code, view the Fault
OC Open Circuit Log by clicking the “View Faults” button on the [F10]
Status panel using ESP. Then double-click on the fault
RB Right Bank
description. E-Help will open to the specific fault’s
SC Short Circuit troubleshooting procedure.
Scale High (sensor value higher than normal NOTE: If the Fault Log remains open, you must
SH
operating range)
occasionally update or refresh the log by clicking the
SL
Scale Low (sensor value lower than normal “Refresh” button. Once open, the Fault Log does not
operating range) refresh itself.
SF Sensor Failure
Also within the Fault Log dialog box, you can view a list
of active faults or the total history of faults that occurred
in the ECU’s lifetime. For more information on the Fault
Log, see FAULT LOG on page 2.35-23.
NOTE: All the fault information is resettable except for
the total number of times the fault occurred during the
lifetime of the ECU.
USING FAULT CODE FOR

TROUBLESHOOTING
Once you have determined the fault code, you can begin
ESM system troubleshooting. ESP features an
electronic help file named E-Help. Detailed
troubleshooting information is available in E-Help. Figure 2.65-4: E-Help Troubleshooting Information for
However, if you do not have access to a PC, Table ALM454
2.65-2 and Table 2.65-3 provide information on the ESM
system’s alarm and shutdown codes.
FORM 6388-1
E-HELP WINDOW DESCRIPTION
The E-Help window is divided into two panes. The left pane is the navigation pane; the right pane is the document
pane (see Figure 2.65-5). Above the panes is the command bar.
Figure 2.65-5: E-Help Command Bar, Navigation Pane and Document Pane
1 - This is the navigation pane. The user can access the 3 - This is the command bar. The command bar buttons
table of contents, index, search tool or glossary by are used as a means to navigate through E-Help and
clicking on the desired tab at the top. Double-clicking work like Internet-browsing software buttons.
any topic listed in this pane will open the information
in the document pane.
2 - This is the document pane. You can quickly and
easily move around in the document pane through
electronic links (or hypertext links) from subject to
subject.
FORM 6388-1
Using the Command Bar • “Contents” Tab: Click the “Contents” tab to scroll
through the table of contents for E-Help. Double-
The command bar has four buttons: “Hide/Show” button,
clicking the closed book icons in the Contents listing
“Back” button, “Forward” button and “Print” button.
will reveal all relevant topics. Double-clicking on an
open book icon will close the contents listing.
• “Hide/Show” button: You can hide the navigation

pane if desired. When the navigation pane is closed,
the document pane can be maximized to the size of
the full screen.
– To hide the navigation pane, click the “Hide” button.
– To view the navigation pane, click the “Show”
button.
• “Back” and “Forward” buttons: E-Help includes
“Back” and “Forward” buttons for navigating, just like
Internet-browsing software.
– To return to the previously viewed topic, click the
“Back” button.
– To go to the window that was displayed prior to going
back, click the “Forward” button.
• “Print” button: To print the information displayed in
the document pane, click the “Print” button. You can • “Index” Tab: Click the “Index” tab to search for topics
choose to print the selected topic (as seen in the by using an index of help subjects. The “Index” tab is
document pane), or you can print the selected heading similar to an index at the back of a book. Type in a key
and all subtopics. word to find a word listed in the index. Double-click an
index entry to view that entry in the document pane.
Using the Navigation Pane
The navigation pane navigates the user through E-Help.
At the top of the navigation pane are four tabs. Clicking
these tabs allows you to see a table of contents for
E-Help, an index tool, a search tool and a glossary of
ESM system-related terms.
FORM 6388-1
• “Search” Tab: Click the “Search” tab to do a basic • “Glossary” Tab: Click the “Glossary” tab to view a
search on the word or phrase you want to find. Type glossary of terms used in the ESM system’s
in a word or phrase and press [Enter]. In the “Search” documentation. Click on a term to view its definition.
tab will be listed all the places in E-Help where that
word or phrase is used exactly as it was typed. Double-
click on a search finding to view that entry in the
document pane.
FORM 6388-1
Using the Document Pane When you click a “Related Topics” button, a pop-up
menu opens, displaying a list of topics you can view. The
You can quickly and easily move around in E-Help
topics listed are relevant to the information you are
through electronic links (or hypertext links) from subject
currently reading in the document pane.
to subject.
When you move the cursor over an electronic link, the
cursor changes from an arrow into a hand. Electronic
links are underlined. When clicked, a link will jump you
from one topic or window to another topic or window.
Some links cause a pop-up window to appear,
displaying additional information or a figure (see Figure
2.65-6). Use the “Back” and “Forward” buttons in the
command bar to navigate.
Figure 2.65-6: Sample of Figure Pop-Up
FORM 6388-1
ESM SYSTEM FAULT CODES

NOTE: See Table 3.15-1 HMI Alarm Fault Codes on
page 3.15-1 for additional fault codes.
Table 2.65-2, Table 2.65-3 and Table 2.65-4 provide information on the ESM system’s alarm and emergency shutdown
codes.
Table 2.65-2: ESM System’s Alarm Fault Codes
ESM System’s Alarm Fault Codes

ALARM FAULT CODE FAULT CONDITION DESCRIPTION
ALM211 OIL PRESS Oil pressure sensor/wiring fault
Left bank intake manifold pressure
ALM212 IMAP LB/BK
sensor/wiring fault
ALM213 OIL TEMP Oil temperature sensor/wiring fault
Right bank intake manifold pressure

ALM214 IMAP RB/FT
sensor/wiring fault
Intake manifold air temperature sensor/
ALM221 IMAT
wiring fault
Leaking fuel valve/engine failed to stop in
ALM222 MAIN FUEL VALVE
a timely fashion
ALM223 LOW OIL PRESS Low oil pressure
Knock sensor ## (where ## is the cylinder
ALM225 KNOCK SENS number) in the firing order is either open
circuit or short circuit
First cylinder in the firing order has a fault
ALM231 IGN 1ST CYL*
with its ignition system
Second cylinder in the firing order has a
ALM232 IGN 2ND CYL* fault with its ignition system
Third cylinder in the firing order has a fault
ALM233 IGN 3RD CYL* with its ignition system
Fourth cylinder in the firing order has a
ALM234 IGN 4TH CYL* fault with its ignition system
Fifth cylinder in the firing order has a fault
ALM235 IGN 5TH CYL* with its ignition system
Sixth cylinder in the firing order has a fault
Seventh cylinder in the firing order has a
Eighth cylinder in the firing order has a
Ninth cylinder in the firing order has a fault
Tenth cylinder in the firing order has a fault
Eleventh cylinder in the firing order has a
Twelfth cylinder in the firing order has a
FORM 6388-1
ESM System’s Alarm Fault Codes

ALARM FAULT CODE FAULT CONDITION DESCRIPTION
ALM312 OVERLOAD Engine is overloaded
Ignition system signal being received by
ALM313 IGN FLT
ECU is out of normal range
ALM315 HIGH INTAKE TEMP Intake manifold air temperature too high
ALM322 CALIBRATE ACT Various causes: linkage and actuator
ALM323 STUCK THROT LINK Throttle linkage binding
A communications problem exists
ALM332 IGN COM FAULT
between the IPM-D and the ECU
ALM333 HIGH COOLANT TEMP Engine coolant temperature too high
ALM334 WIDE OPEN THROTTLE The throttle has been at WOT too long
ALM335 HIGH OIL TEMP Engine oil temperature too high
ALM343 OXYGEN LB Left bank oxygen sensor/wiring fault
Left bank exhaust temperature sensor/
ALM344 EXH TEMP LB
wiring fault
ALM345 OXYGEN RB Right bank oxygen sensor/wiring fault
Right bank exhaust temperature sensor/
ALM351 EXH TEMP RB
wiring fault
Ignition energy level is at Level 2 (or
highest level) – at least one spark plug on
ALM353 HIGH IGN PWR
the engine is getting worn and should be
replaced
Right bank/left bank exhaust temperature
ALM411 HIGH EXHAUST TEMP
too high
ALM415 RICH LIMIT Left stepper has reached rich limit
ALM422 COOLANT TEMP Sensor/wiring fault
ALM433 OIL PREFILTER PRESS Oil prefilter pressure sensor/wiring fault
ALM441 THROTTLE ACTUATOR Actuator/wiring fault
Remote rpm analog input is over the
ALM451 REMOTE RPM
acceptable range; wiring fault
ALM454 BATT VOLT Battery voltage out of specification
ECU’s temperature has increased
ALM455 HIGH ECU TEMP beyond the maximum recommended
operating temperature
ALM523 ALTERNATOR Alternator/wiring fault
ALM541 USER DIP User digital input changed state
Start engine signal should be off when the
ALM542 START ON WITH RPM>0 engine is running; otherwise engine will
immediately restart upon shutdown
Engine is being rotated by the driven
ALM552 ENG BEING DRIVEN equipment; sparks and fuel have been cut
by the ECU
See ALM555 TROUBLESHOOTING on
ALM555 INTERNAL FAULT
page 2.65-12
* The ignition system alarms are in order of engine firing order. Engine firing order is stamped on the engine nameplate.
FORM 6388-1
Table 2.65-3: ESM System’s Shutdown Fault Codes
SHUTDOWN FAULT CODE SHUTDOWN CONDITION DESCRIPTION

ECU detects fewer crankshaft pulses
ESD212 CRANK MAG PICKUP between camshaft pulses than it was
expecting
Too many crankshaft pulses are identified
ESD214 CAM MAG PICKUP between magnetic pickups (or no
magnetic pickup pulses are detected)
Engine overspeed; engine was running
ESD221 OVERSPEED ENGINE
faster than allowed
Shutdown has been triggered by an
ESD222 CUST ESD
external action; by customer equipment
Pressure signal from the sensor is below
a threshold setpoint and means that the oil
ESD223 LOW OIL PRESS
pressure may have been below normal
operating conditions
Specific cylinder was at its maximum
ESD224 KNOCK retarded timing due to knock and
exceeded an absolute threshold
Time the engine has been cranking has
ESD231 OVERCRANK
exceeded a maximum crank time
Engine stopped rotating independent of
ESD232 ENGINE STALL
ECU which did not receive a signal to stop
Shutdown has been triggered due to a
catalyst temperature or pressure limit
ESD244 SECONDARY ECU SHUTDOWN being exceeded, faulty CAN bus wiring
between the ESM and ECM or failure of
the ECM.
Customer set overspeed limit exceeded;
ESD251 OVERSPEED DRIVE EQUIP
check throttle actuator and linkage
ESD312 OVERLOAD Engine was overloaded
Lockout or E-Stop button on the engine is
on or there is a power problem with the
ESD313 LOCKOUT/IGNITION
IPM-D module (either it is not powered up
or the internal fuse is blown)
ESD315 HIGH IMAT Intake manifold air temperature too high
ESD333 HIGH COOLANT TEMP Engine coolant temperature too high
A knock sensor output value exceeded an
ESD335 KNOCK ABS THRESHOLD
absolute threshold programmed to ECU
ESD424 HIGH OIL TEMP Engine oil temperature is too high
ESD551 UPDATE ERROR/FAULT Update error/fault
Engine type that is permanently coded in
ESD553 SECURITY VIOLATION the ECU does not match with the
downloaded calibration
See ALM555 TROUBLESHOOTING on
ESD555 INTERNAL FAULT
page 2.65-12
FORM 6388-1
NOTICE
The following critical ESDs (shown in bold in Table
2.65-3) will prevent post-shutdown functionality from
occurring:
• ESD222 CUST ESD
See Figure 2.25-2 Start Flow Diagram on page 2.25-
5 for additional information.
See Figure 2.25-3 Stop Flow Diagram on page 2.25-
6 for additional information.
Figure 2.65-7: F10 Status Panel
ALM555 TROUBLESHOOTING 2. On any panel, select the “View Faults” button.
ALM555 faults indicate an ECU has detected a possible

internal ECU error. Internal errors may allow the engine
Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes
to continue to operate, but functionality may be limited.

These faults are an indication of either a calibration or
ECU problem.
Figure 2.65-8: View Faults Button
The ECU is equipped with self-diagnostics that will alert
the user if an internal error is sensed. Dozens of 3. Listed in the fault log will be a line description of
diagnostics are continually being run, so the full name of ALM555. Record all fault information by clicking on
the fault must be provided to a Waukesha Distributor in the “Copy To Clipboard” icon on the screen and
order for any fault to be investigated. pasting it into an e-mail or document that can be sent
to your distributor.
Indicating the presence of an ALM555 fault is not
You can also take a screen shot print using [ALT] +
sufficient information to begin troubleshooting. The
[print screen] to capture and paste the information
minimum information required is the full fault name; for
into most graphic editors such as Microsoft Excel,
example, “ALM555 INT FLT2”.
Microsoft Word or Microsoft Paint.
In the case of “ALM555 INT FLT 2”, this is an indication
of a knock functionality error. If this fault occurs, knock
control functionality may be limited; therefore, the ECU
should be replaced.
NOTICE
Engine knock protection is disabled when “ALM555
INT FLT 2” is active. Operating an engine while
“ALM555 INT FLT 2” is active could result in severe
product damage.
The best way to receive accurate troubleshooting Figure 2.65-9: ALM555 Line Description
assistance is by providing a copy of the ECU fault list and
ECU version details to a Waukesha Distributor. To
obtain this information:
NOTE: Reprogramming the ECU with the same
calibration will never resolve an ALM555 fault or any
other problem.
1. In ESP, select the [F10] Status panel.
FORM 6388-1
4. On any status panel, select “Version Details” button 5. Relay full fault and version detail information to your
(see Figure 2.65-10). Record all information by Waukesha Distributor.
clicking on the “Copy To Clipboard” icon on the 6. Follow the directions provided by your Waukesha
screen (see Figure 2.65-11) and pasting it into an e- Distributor on how to resolve the error. If this error
mail or document that can be sent to your distributor. can be resolved by downloading an updated
You can also take a screen shot print using [ALT] + calibration, a new calibration will be provided to you.
[print screen] to capture and paste the information This calibration can then be downloaded to the ECU
into most graphic editors such as Microsoft Excel, by going to any panel and selecting “Send
Microsoft Word or Microsoft Paint. Calibration to ECU” when the engine is not running.
Detailed download instructions will be provided with
Send Calibration to
the calibration.
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
NOTE: Reprogramming an ECU with the same

Manual Actuator
View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes
calibration will never resolve this or any other problem.
Figure 2.65-10: Version Details Button
Figure 2.65-11: Version Details Screen
FORM 6388-1
NON-CODE ESM SYSTEM NOTE: ESP is used as a tool in troubleshooting non-

TROUBLESHOOTING code faults.
Table 2.65-4 provides non-code troubleshooting for the

ESM system. Non-code troubleshooting includes any
system faults that do not have ALM or ESD alarm codes
that are logged in the Fault Log in ESP.
Table 2.65-4: Non-Code ESM System Troubleshooting
IF... THEN
1. View the [F10] Status panel in ESP. Look at the six fields under the “System/
Shutdown Status” heading on the [F10] Status panel. Each field should be gray
and indicate that the ESM system is OK or that there are no shutdowns active.
If there are any active shutdowns, correct the problem indicated in the Fault Log.
2. If the [F10] Status panel in ESP indicates no shutdowns, view the [F3] Start-Stop
Engine does not rotate when start button is panel and verify that the “Starting Signal” field turns green when you press the
pressed start button. If the “Starting Signal” field does not turn green, check the wiring.
3. Verify that +24 VDC power is applied to the wires: ESD and RUN/STOP. Correct
power supply if necessary.
4. After an emergency shutdown and rpm is zero, ESD input should be raised to
high to reset the ESM. If ESD input remains low, ESM reset will be delayed and
engine may not start for up to 1 minute.
1. Use a timing light to verify whether or not sparks are being generated.
2. If sparks are generated, check to see if the fuel valve is opening. To check if the
fuel valve is opening, feel the solenoid section of the fuel valve as the start engine
button is pressed. If you do not feel movement, check and correct the fuel valve
to junction box relay wiring and check the junction box relay to ECU for 24 VDC
when the start engine button is pressed.
3. View the [F3] Start-Stop panel to verify purge time is programmed.
Engine rotates but does not start • C13xxx, 15xxx and 17xxx Calibration – Although purge time can be
programmed from 0 to 1,800 seconds (30 minutes), a purge time greater than
15 seconds will prevent the engine from starting, since an overcrank shutdown
fault (ESD231) occurs at 15 seconds. If purge time is too high, reprogram
between 0 and 14 seconds.
• C21xxx Calibration – Although purge time can be programmed from 0 to 1,800
seconds (30 minutes), a purge time greater than 30 seconds will prevent the
engine from starting, since an overcrank shutdown fault (ESD231) occurs at
30 seconds. If purge time is too high, reprogram between 0 and 29 seconds.
FORM 6388-1
Non-Code ESM System Troubleshooting

IF... THEN
1. View the [F2] Engine panel in ESP and verify that the “Engine Setpoint RPM”
field and the “Engine Speed RPM” field are the same. Note the following:
• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are the same,
there is an electrical problem. Continue with “2. Electrical Problem” below.
• If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are not the same,
there is an engine problem. Continue with “3. Engine Problem” below.
2. Electrical Problem
Fixed-Speed Mode
a. Verify the status of the high-/low-idle digital input. The GOVHL IDL must be
at a nominal 24 VDC to be running at the high-idle speed. Correct input as
required.
b. Verify that the high-idle speed on the [F4] Governor panel is set correctly.
Correct speed setting as required.
Variable-Speed Mode
a. Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC.
Engine is not running at desired speed See the [F4] Governor panel to verify the status of the Remote Speed digital
input. Correct input as required.
b. Verify the value of the Remote RPM Setpoint in mA on the [F4] Governor
panel. If you are using the Remote rpm speed input as either a voltage or
mA input, the equivalent mA value is shown in ESP. Should the equivalent
mA value fall below 2 mA or above 22 mA, the ESM system will assume there
is a wiring problem and will run at either high- or low-idle speed, depending
on the status of the high-/low-idle digital input (GOVHL IDL). Check wiring.
c. If you are unable to reach the lowest speed the engine is allowed to run at,
change the “Low Idle Adj” calibration on the [F4] Governor panel to -50 rpm.
3. Engine Problem
a. If the engine speed is slower than the setpoint, there is an ignition,
turbocharger or fuel problem; or the engine is overloaded. Correct as
required.
b. If the engine speed is higher than the setpoint, the throttle linkage is probably
misadjusted and is not allowing the throttle to close all the way. Correct as
required.
1. View the [F2] Engine panel in ESP and verify that the readings for intake manifold
air pressure are outside the acceptable limits. The values of the left and right
bank intake manifold air pressure readings should be within 0.5 inch-Hg (1.69
kPa) absolute on GSI engines.
Intake manifold air pressure readings vary 2. If the values do vary beyond acceptable limits, an engine problem exists, such
by more than 0.5 inch-Hg (1.69 kPa) on as the throttle plates may not be synchronized, the turbochargers or wastegates
GSI engines may not be working correctly, or air/fuel ratio may not be balanced from bank-to-
bank. For information on these engine systems, see the following:
• For information on throttle actuator linkage, see THROTTLE ACTUATOR
LINKAGE on page 2.60-2.
FORM 6388-1
Table 2.65-5: Battery Troubleshooting
IF THEN
Has cracks or holes in the container or cover
Replace battery.
Has corroded terminals posts
Battery Appearance Has black deposits on underside of vent plugs Battery has been overcharged*. Verify battery
Has black “tide-marks” on inside walls about 1 charger is operating correctly and settings are
in. below the cover correct.
Is low Fill electrolyte to correct level.
Electrolyte Level Battery is receiving too much charging current.

Is adjusted frequently Verify battery charger is operating correctly and
settings are correct.
Is 75% or greater Verify battery is good with a high-rate load test**.
Is between 25% and 75% Recharge battery***.
State of Charge Is less than 25%
Measured open-circuit voltage is lower than Replace battery.
value given in Table 2.60-3
Odd cells with specific gravity readings 0.050
Replace battery (internally short-circuited).
lower than other cells
Specific Gravity of Cells
Verify battery charger is operating correctly and
Is uniformly low
settings are correct, and recharge battery****.
* Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely low electrolyte
levels, black deposits on the underside of the vent plugs, or black “tide-marks” on the inside walls of the container from about
1 in. below the cover. If these signs are present, the battery charger setting must be checked and reset according to the
manufacturer’s instructions before a battery is returned to service. Batteries in which electrolyte levels have to be adjusted
frequently are clearly receiving too much charging current.
** High-Rate Load Test – If the state of charge is 75% or higher, the battery should be given a high-rate load test. Typically, the
high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicate the terminal voltage as
the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified value (typically 9.6 V) if the
battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps (CCA) (see Table 2.60-3). The
minimum acceptable voltage reading will vary as battery temperature decreases. Read and follow the manufacturer’s
instructions for the tester.
*** Recharging – Batteries which are at less than 75% state of charge need recharging before proceeding with any further tests.
Observe that the battery does accept a charging current, even though it may be small in amperes, when the charger is switched
on. The battery must be fully charged for several hours before testing. If batteries have been receiving a charge current within
the previous few hours, the open-circuit voltage may read misleadingly high. The surface charge must be removed before
testing. To remove surface charge, the battery must experience a load of 20 amps for 3-plus minutes.
**** Batteries with low but uniform specific gravities in each cell that clearly require an extended recharge may have become deeply
discharged. This may be nothing more than a battery charger problem, but the system should be checked out before the
battery is returned to service.
FORM 6388-1
Table 2.65-6: Power Distribution Junction Box Troubleshooting (Extender Series)
If Then
Power Distribution Junction Box has no LED lights on when the Check input power to the positive and negative terminals to
cover is removed ensure there is a nominal 24 VDC.
Status LEDs inside Power Distribution Junction Box are very
Check input power to ensure there is a nominal 24 VDC.
dim or flashing on and off
See RESETTING DISTRIBUTION JUNCTION BOX on page
One of the Power Distribution outputs is turned off
2.65-19.
Disconnect power to Power Distribution Junction Box and
One or more LEDs turn off frequently, which turns off the
inspect wiring and terminations for wire degradation and/or
associated Power Distribution output
shorts.
Power Distribution Junction Box will not turn on, distribute power
Replace Power Distribution Junction Box.
or turn on status LEDs even with 24 VDC applied
FORM 6388-1
POWER DISTRIBUTION JUNCTION BOX Table 2.65-7 lists possible solutions if you experience
LED TROUBLESHOOTING problems with the Power Distribution Junction Box. For
additional Power Distribution Junction Box
The Power Distribution Junction Box LED indicator troubleshooting information, see E-Help diagnostic
panel is located inside the Power Distribution Junction software. See Figure 2.65-12 for LED numbering and
Box on the left side. To access the LED indicator panel, locations.
remove the Power Distribution Junction Box Cover.
! WARNING
Use caution when accessing the

LED indicator panel, including
when removing or replacing the
Power Distribution Junction
Box cover. Avoid contact with
electrical terminals inside the
box.
Table 2.65-7: Power Distribution Junction Box Troubleshooting
IF THEN
Verify nominal 24 VDC input power across the positive and
Power Distribution Junction Box has no LED lights on when the
negative terminals. If 24 VDC power is present, replace Power
cover is removed.
Distribution Junction Box.
Check input power to ensure there is a nominal 24 VDC. Check
Status LED 3 through LED 9 inside Power Distribution Junction
for loose, corroded, or damaged positive and negative
Box are very dim or flashing on and off.
terminals.
One of the Power Distribution Junction Box outputs is off when
it should be on.
LED 1 and LED 2 are on only when the ECU is sending the start
signal.
LED 3 through LED 9 are on continuously when 24 VDC power With the engine off, reset the PDB. Resetting the PDB does not
is applied to Power Distribution Junction Box. correct the problem, disconnect 24 VDC power from the Power
Distribution Junction Box, and inspect wiring and terminations
LED 10, LED 11 and LED 14 are off at all times. for wire damage and/or shorts.
LED 12 is on only when the ECU is sending the signal to turn on
the gas solenoid valve.
LED 13 is on only when the ECU is sending the signal to turn on
the pre-lubrication pump.
FORM 6388-1
Figure 2.65-13: Power Distribution Junction Box

(Typical)
1 - Reset Button 2 - Internal Fault LED
! WARNING
Do not install, set up, maintain

Figure 2.65-12
elements involved.
RESETTING DISTRIBUTION JUNCTION

BOX To reset the Power Distribution Junction Box output
power, perform the following procedure:
The outputs from the power distribution box are
protected against short circuits and current overloads. If 1. Stop the engine.
one of these incidents occures the red power LED will 2. Press and hold reset switch (about 3 seconds until
go out and the yellow internal fault LED will illuminate. If all LEDs turn OFF).
the yellow internal fault LED is illuminated or the remote 3. Release switch.
indication is shown on the customer panel, the junction
box will need to be reset. After completing the Power Distribution Junction Box
reset procedure, if problem is not corrected, contact your
local Waukesha Distributor for technical support.
FORM 6388-1
FORM 6388-1
HMI
SECTION 3.00
HMI PANEL ASSEMBLY
DESCRIPTION
The HMI provides the interface to the fuel system. It
displays status, settings, alarms and history.
Commands are performed using the keys on the HMI’s
faceplate. The USB Port is used to retrieve recorded
data logs (in .CSV format for analysis purposes) as well
as to update/re-program the HMI.
The HMI interfaces with the ECM and ECU through CAN
communication for displayed values, faults and
calibrations.
Figure 3.00-1
The temperature rating for the HMI panel is -40° to 158°F
(-40° to 70°C).
FORM 6388-1
HMI PANEL ASSEMBLY
INTRODUCTION TO HMI
3 2 1 3 4
Figure 3.00-2
1 - LCD Screen Display 3 - Buttons

2 - Button Commands 4 - USB Port
LCD SCREEN DISPLAY
The LCD screen display is a highly durable, full-color,
4.3 in. bonded LCD allowing direct sunlight viewing.
BUTTON COMMANDS
The button commands are located to the left and right of
the screen display. The function will change according
to the options available for the screen being displayed.
BUTTONS
The buttons correspond to the button commands and
allow selections to be made accordingly.
USB CONNECTION
The cap must be installed on the USB port when not in
use to be CSA compliant.
FORM 6388-1
SECTION 3.05
HMI PANEL ASSEMBLY INSTALLATION
INSTALLATION
1. Remove the six fasteners from the perimeter of the
front plate assembly.
TO P
TO P ORT D
TO P ORT B
Figure 3.05-2
3. Cut out opening in control panel for HMI panel. A full
size template is included in the box with the HMI from
Figure 3.05-1 the factory.
2. Disconnect the harnesses from port B and port D.
13.00 in. (330 mm)

6.50 in. (165 mm)
4.875 in. (124 mm)

2.00 in. 2.50 in.
(51 mm) 9.75 in. (248 mm) (64 mm)
4.00 in. 5.00 in.

(102 mm) CAUTION: DO NOT USE THIS SHEET AS A CUTOUT TEMPLATE.
(128 mm)
8X 0.25 in. 4X R.00- 0.25 in.

(6.4 mm) (6.4 mm)
5.50 in. (140 mm)

11.00 in. (280 mm)
Figure 3.05-3
FORM 6388-1
4. Align the rear enclosure assembly with the hole 6. Reconnect the harnesses to port B and port D.
pattern on the inside of the control panel.
TO P
TO P ORT D
TO P ORT B
Figure 3.05-6
2
7. Align the gasket with the mounting holes in the front
plate assembly. Install the screws and O-rings.
Figure 3.05-4 Torque the screws to 7 – 8 in.-lb (0.7 – 0.9 N.m).
1 - Control Panel 2 - Rear Enclosure

Assembly
5. Install the two outmost fasteners on the rear
enclosure assembly into their respective holes in the
control panel. Install the O-rings and nuts. Torque
the nuts to 7 – 8 in.-lb (0.7 – 0.9 N.m).
Figure 3.05-7
8. Make the HMI connections. Wiring connections
must be installed in accordance with NEC for Class
1, Div 2, Groups B, C and D; T4 (ambient
temperature -40°F to 158°F (-40°C to 70°C)
hazardous locations.
NOTE: A 2-amp fuse is required for CSA between the
power supply and terminal No. 9 of the HMI.
Figure 3.05-5
FORM 6388-1
TERM.
4
5
6
9
10
13
14
Figure 3.05-8
Table 3.05-1: HMI Connections
WIRE DESCRIPTION FROM COLOR TO

WAUKESHA CUST. INT.
13050 RS 485A- (IN) GREEN HMI TERMINAL 4
HARNESS
WAUKESHA CUST. INT.
13060 RS 485B+ (IN) YELLOW HMI TERMINAL 5
HARNESS
WAUKESHA CUST. INT.
11450 RS485SHD (IN) DRAIN WIRE-BARE COPPER HMI TERMINAL 6
HARNESS
USER POWER SUPPLY
24 VDC POS. (+) RED HMI TERMINAL 9
(10-30 VDC)
USER POWER SUPPLY
24 VDC NEG. (-) BLACK HMI TERMINAL 10
(10-30 VDC)
RS 485A- (OUT) HMI TERM. 13 WHITE USER PANEL
RS 485B+ (OUT) HIM TERM. 14 GREY USER PANEL
FORM 6388-1
FORM 6388-1
SECTION 3.10
HMI SCREEN DESCRIPTIONS
AFR2 GAUGE DISPLAY

Waukesha’s advanced air/fuel control system with Gauge Display mode allows the user to view the status
Human – Machine Interface (HMI) programmed for of many engine and system parameters. Press any of
optimal user experience, fuel control valves and pre- the buttons to display the scroll arrows.
catalyst O2 control.
EMPACT
Includes AFR2 features with the addition of a factory
supplied catalyst for either 0.5g BSNOx / 1.0g BSCO or
0.15g BSNOx / 0.30g BSCO with post catalyst O2
control and catalyst monitoring.
See HMI NAVIGATION CHART on page 3.10-14.
HOME
The Home screen provides access to four submenus.
Figure 3.10-2
Figure 3.10-1
Figure 3.10-3
• GAUGE DISPLAY allows the user to monitor many of
the engine and system parameters at a glance.
• FAULTS allows the user to view current faults and fault
history.
• USER SETTINGS allows the user to select ambient
light conditions, screen brightness, units and
languages.
• UTILITIES provides the user with a display of system
information, data logger time and date, MODBUS
settings and AFR2 control.
FORM 6388-1
Figure 3.10-4 Figure 3.10-8
Figure 3.10-10
Figure 3.10-6
FORM 6388-1
• To navigate to the faults menu, press the ACTIVE
FAULT button.
Figure 3.10-12
FAULTS
Figure 3.10-15
The following Acronyms screen explains Fault screen
graphics used to navigate through the Fault screens. Pressing the FAULT HISTORY button will bring up a list
of all faults including AFR and ESM faults.
Figure 3.10-13
Figure 3.10-16
An active fault message will show up when a new fault
occurs. The active fault screen allows the user to scroll through
all the active faults by pressing the UP and DOWN
buttons.
• To view a history of all faults from the ECU and the
ECM, press the FAULT HISTORY button.
• To return to the Home screen, press the HOME button.
• To view recent but not active faults, press the RECENT
FAULTS button.
NOTE: At this time when recent faults are reset, the fault
count will not change until you navigate away from the
RECENT FAULTS screen.
Figure 3.10-14
At this screen the user has three options:
• To view active faults, press the LEFT and RIGHT
buttons.
• To acknowledge and temporarily hide the notification,
press the HIDE button (this will hide the flashing fault
notification for approximately 10 minutes).
FORM 6388-1
USER SETTINGS
User settings screen allows the operator to change the
variables shown in Figure 3.10-18. Options for units are
USA standard and metric. Language options include
English, Spanish, French, Russian, Chinese,
Portuguese, German and Arabic.
Figure 3.10-21
UTILITIES
Figure 3.10-18
Figure 3.10-22
The utilities menu (see Figure 3.10-22) allows the user
to navigate to the following screens:
SYSTEM INFORMATION – view HMI hardware/
software information
Figure 3.10-19
DATA LOGGER – log ESP & AFR control information
Once the operator has made changes the HMI will
prompt him/her with one of the following screens. DATE & TIME – view/edit date & time
HOME – return to main menu
AFR Control – view AFR control parameters
FORM 6388-1
MODBUS SETTINGS – view/edit baud rate and slave ID Data Logger allows the user to log fuel control
information as well as ESM information fed to the HMI
SYSTEM INFORMATION via CANbus. Data is recorded at a 1 Hz frequency and
will record up to three days of information before the
oldest data is overwritten.
• Starts the log (1)
• Stops the log (2)
• Clears the log (3)
• To download date through the USB port, press button
(4)
Figure 3.10-23
System Information shows the information specific to the 3 2
software and hardware for the HMI.
4
Figure 3.10-26
The download of a three-day log may take as long as 10
minutes to successfully download.
Figure 3.10-24
DATA LOGGER
Figure 3.10-27
Figure 3.10-25
FORM 6388-1
If there is an error in the download, the following screen AFR CONTROL

will appear. If the download fails, check to make sure the
USB drive has at least 50mb of free memory and is
properly inserted in the port.
Figure 3.10-32
Press any button to obtain the EDIT mode.
Figure 3.10-29
DATE & TIME
Figure 3.10-33
Figure 3.10-30
Date & Time allows user to set the date and time.
FORM 6388-1
Hold EDIT mode button for 10 seconds to get the AFR Pre-Catalyst O2 Operating Mode – AFR2
EDITING screen to appear.
The Pre-Catalyst O2 Setpoint can be changed or the Pre-
Catalyst O2 Setpoint can be reset to factory default
values.
Changing the pre-catalyst set point adjusts the air/fuel
ratio rich or lean. This allows the operator to adjust air/
fuel ratios for best emission levels with the catalyst being
used.
2.0030 V
Figure 3.10-35
Advance AFR Control
Figure 3.10-38
Post-Catalyst O2 Operating Mode – emPact
Pressing the single arrow will result in a ±0.001V value
change.
Pressing the double arrow will result in a ±0.005V value
change.
The Post Catalyst O2 setpoint can be changed or the
Figure 3.10-36
Post Catalyst O2 setpoint can be reset to its factory
Operator may select between three operating modes: default value.
• Post-Catalyst O2 Operating Mode – emPact
See OPERATION on page 14.00-1 for fuel/emissions
• Manual Operating Mode adjustments.
• Pre-Catalyst O2 Operating Mode – AFR2 and emPact
FORM 6388-1
Figure 3.10-39: emPact Figure 3.10-42

Adjust post-catalyst voltage rich or lean to change Manual Operating Mode
emission levels. See FUEL SYSTEM ADJUSTMENT on
In this mode, the Left/Right Bank Fuel Valves can be set
page 14.00-3.
to any specified value, or reset to their factory default
positions.
Figure 3.10-40
Figure 3.10-43
Fuel Valves
Figure 3.10-41
Figure 3.10-44
FORM 6388-1
The fuel valve editing screen allows the operator to
change the start position (rich or lean) so the air fuel ratio
can be optimized for best starting under site conditions.
The high and low fence levels can be adjusted to prevent
the air fuel ratio from going lean or rich beyond the
operator selected ranges. This can be used to prevent
the air fuel ratio from going to a range that would produce
emission levels outside the operator desired range. It is
best to leave these values at a level that allows the AFR2
system as much control as possible to maintain the
desired pre- or post-catalyst set-point.
Figure 3.10-48
25.0%
65.0%
20.0%
Figure 3.10-45
Figure 3.10-49
Save/Load Settings
Figure 3.10-46
Figure 3.10-50
SAVE VALUES saves all the current operating settings
to a buffer that can be reloaded at a later time. LOAD
VALUES restores the user-adjustable settings to the last
set of data that was saved by pressing the SAVE
VALUES button.
Figure 3.10-47
FORM 6388-1
Table 3.10-1:
ALARM SHUTDOWN
TEMPERATURE TEMPERATURE
Pre-Cat 950° – 1,250°F 1,000° – 1,300°F
temperature (510° – 677°C) (538° – 704°C)
Post-Cat 950° – 1,250°F 1,000° – 1,300°F
temperature (510° – 677°C) (538° – 704°C)
50° – 150°F 50° – 1,000°F
Delta T
(10° – 66°C) (10° – 538°C)
5 – 15 inch-H2O 10 – 20 inch-H2O
Delta P
(12 – 37 mbar) (25 – 50 mbar)
Figure 3.10-51
Factory Reset
Catalyst ALMs/ESDs
Figure 3.10-54
Figure 3.10-52
Pressing the factory reset will set all values to the factory
default values.
Fuel System Setup

1250 °F 1300 °F
1250 °F 1300 °F
150 °F 1000 °F
15 in H2O 20 in H2O
0 in H2O
Figure 3.10-53
Alarm and shutdown values are user-adjustable.
Pressing the SINGLE ARROW button changes the value
by 2 while pressing the DOUBLE ARROW button Figure 3.10-55
changes the value by 9.
Values can be adjusted per Table 3.10-1.
FORM 6388-1
27±3%
50±3%
Figure 3.10-58 Figure 3.10-61: emPact
FORM 6388-1
Figure 3.10-62: AFR2 Figure 3.10-65
MODBUS SETTINGS The programmable Slave ID can range from 1 to 247.

Once set, press the SAVE button to save this value to
permanent memory.
Figure 3.10-63
Figure 3.10-66
The BAUD RATE can be programmed to 2,400, 9,600
or 19,200 bps (bits per second). Press the SAVE button
to save the baud rate to permanent memory. The baud
rate to be programmed is determined by the MODBUS
master. The factory default setting is 9,600.
Figure 3.10-64
Press any button to make the EDIT mode visible. Once
visible, press and hold the EDIT MODE button for 10
seconds to begin editing.
Figure 3.10-67
FORM 6388-1
Acronyms
Figure 3.10-71
Figure 3.10-68
The following screens list the acronyms used in the HMI.
Figure 3.10-72
The following screen explains the symbols used in the
Fault screens.
Figure 3.10-69
Figure 3.10-73
Figure 3.10-70
FORM 6388-1
HMI NAVIGATION CHART
Home
Gauge Display
Engine Operation
AFR Control
Engine Temperatures
Engine Pressures
Engine Parameters
Ambient Conditions
AFR Parameters
Catalyst Monitoring
Exhaust/Catalyst Parameters
Catalyst Delta P Alarm Limits
Spark Timing
Faults
All Fault History
Fault History
Active Alarms
User Settings
User Settings
Utilities
System Information
Data Logger
Date & Time
AFR Control
AFR Editing
Advance AFR Control
Fuel Valves
Save/Load Settings
Catalyst ALMs/ESDs
Factory Reset
Fuel System Setup
Fuel System Setup
Basic Post Cat Setup
Basic Pre Cat Setup
MODBUS Settings
Acronyms
Figure 3.10-74
FORM 6388-1
SECTION 3.15
HMI FAULT CODES DESCRIPTION
Table 3.15-1: HMI Alarm Fault Codes
P-Code Fault Condition Description

P1000 indicates an error has been detected by the
ECM while attempting to communicate to the left
bank fuel valve. The ECM monitors the
P1000 AFR LB CAN1Rx Timeout communication to the valve and will activate P1000
if “transmit” or “receive” errors are identified on this
communication line. NOTE: The valve will open to
100% when communication or power is lost.
P1001 indicates the ECM has detected a problem
with the ambient air temperature signal from the
humidity pressure temperature sensor. When this
P1001 Ambient Temp Out of Range
fault occurs, the ECM will display a default value in
place of the actual sensor reading and will trigger the
alarm(s) to notify the operator of the condition.
with the barometric pressure sensor signal from the
humidity pressure temperature sensor. When this
P1002 Barometric Pressure Out of Range
fault occurs, the ECM will display a default value in
place of the actual sensor reading and will trigger the
alarm(s) to notify the operator of the condition.
P1004 indicates the CAN communication from the
ECM to the HMI has been lost or is incorrect. This
fault will likely never be an active fault shown on the
P1004 HMI CAN Data Timeout
HMI but will only reside in history. If the HMI to ECM
CAN communication is lost, it will result in a flashing
error icon.
with one of the IMAP sensors (LB/BK or RB/FT) from
the ECU. When this fault occurs, ESM and the ECM
P1005 IMAP Out of Range
will run with a default value in place of the actual
sensor reading, but will trigger the alarm(s) to notify
the operator of the condition.
P1006 indicates the left fuel valve has reached the
minimum position. The fuel valve is not allowed to
P1006 Lower Fence Reached LB
travel to a leaner position; however, it can return to a
richer position if conditions allow.
P1007 indicates the MODBUS communication from
the ECU to the ECM has been lost. The baud rate in
P1007 MODBUS Timeout
ESP must be set to 19,200 and slave ID to 1 for proper
communication from the ECU to ECM.
FORM 6388-1

P1016 indicates ECM has detected supply voltage is
out of specification (battery voltage over 30 volts to
P1016 System Voltage Range High ECM detected). When P1016 is active, the engine
continues to operate as long as the supply voltage
continues to power components on the engine.
P1017 indicates ECM has detected supply voltage is
out of specification (battery voltage under 18 volts to
P1017 System Voltage Range Low ECM detected). When P1017 is active, the engine
continues to operate as long as the supply voltage
continues to power components on the engine.
P1018 indicates the left fuel valve has reached the
maximum position. The fuel valve is not allowed to
P1018 Upper Fence LB
travel to a richer position; however, it can return to a
leaner position if conditions allow.
ECM while attempting to communicate to the right
bank fuel valve. The ECM monitors the
P1023 AFR RB CAN1RxTimeout communication to the valve and will activate P1023
if “transmit” or “receive” errors are identified on this
communication line. NOTE: The valve will open to
100% when communication or power is lost.
P1025 indicates that the signal from the post-catalyst
exhaust temperature sensor is higher than the
normal operating range. When this alarm is triggered,
the engine will most likely also activate P1029,
P1025 Post Cat Temp Range High*
P1031, P1041 and P1076, which indicate that the
engine is shut down as a precaution against excess
catalyst temperature. The faults must be cleared for
the engine to be able to be run.
exhaust temperature sensor is lower than the normal
operating range. When this alarm is triggered, the
engine will most likely also activate P1031, P1041
P1026 Post Cat Temp Range Low* and P1076, which indicate that the engine is shut
down as a precaution against excess catalyst
temperature. The faults must be cleared for the
engine to be able to be run.
P1027 indicates that the signal from the pre-catalyst
exhaust temperature sensor is higher than the
normal operating range. When this alarm is triggered,
the engine will most likely also activate P1031,
P1027 Pre Cat Temp Range High* P1039, P1040 and P1076, which indicate that the
engine is shut down as a precaution against excess
catalyst temperature. The faults must be cleared for
the engine to be able to be run.
exhaust temperature sensor is lower than the normal
operating range. When this alarm is triggered, the
engine will most likely also activate P1031, P1040
P1028 Pre Cat Temp Range Low* and P1076, which indicate that the engine is shut
down as a precaution against excess catalyst
temperature. The faults must be cleared for the
engine to be able to be run.
FORM 6388-1

P1029 indicates the signal from the post-catalyst
catalyst temperature sensor located in the catalyst
housing is higher than the normal operating range.
When this alarm is triggered, the engine will continue
P1029 Post Cat Temp High* to run. Since this alarm triggers when a high post
temperature is detected by the ECM, the engine
could be operating in an unsatisfactory condition and
should be shut down so the cause can be
determined.
P1031 indicates the temperature rise (post-catalyst
to pre-catalyst) across the catalyst element is higher
than the normal operating range. When this alarm is
triggered, the engine will continue to run. Since this
P1031 Delta Cat Temp High* alarm triggers when the temperature rise across the
catalyst is detected by the ECM, the engine could be
operating in an unsatisfactory condition and should
be shut down so the cause can be determined.
P1033 indicates that the ECM has detected a
problem with the left bank oxygen sensor or wiring.
When this fault occurs, ECM will run with a default
value of 2.02 volts in place of the actual sensor
P1033 Pre Cat LB O2 Range High
reading and lock out the fuel valves so that they do
not move from their last commanded position, but
ECM will trigger an alarm to notify the operator of the
condition.
problem with the left bank oxygen sensor or wiring.
P1034 Pre Cat LB O2 Range Low
condition.
problem with the right bank oxygen sensor or wiring.
P1035 Pre Cat RB O2 Range High
condition.
problem with the right bank oxygen sensor or wiring.
P1036 Pre Cat RB O2 Range Low
ESM will trigger an alarm to notify the operator of the
condition.
P1037 indicates the right fuel valve has reached the
maximum position. The fuel valve is not allowed to
P1037 Upper Fence Reached RB
travel to a richer position; however, it can return to a
leaner position if conditions allow.
P1038 indicates the right fuel valve has reached the
minimum position. The fuel valve is not allowed to
P1038 Lower Fence Reached RB
travel to a leaner position; however, it can return to a
richer position if conditions allow.
FORM 6388-1

P1039 indicates the signal from the pre-catalyst
catalyst temperature sensor located in the catalyst
housing is higher than the normal operating range.
When this alarm is triggered, the engine will continue
P1039 Pre Cat Temp High* to run. Since this alarm triggers when a high engine
exhaust temperature is detected by the ECM, the
engine could be operating in an unsatisfactory
condition and should be shut down so the cause can
be determined.
P1053 indicates CAN communication from the
P1053 HUM PRESS SENS TIMEOUT humidity pressure temperature sensor to the ECM
has been lost or is incorrect.
P1054 indicates the humidity pressure temperature
P1054 HUM PRESS SENS FAULT
sensor has an internal fault.
P1055 indicates the humidity pressure temperature
P1055 HUM PRESS SENS OUT OF RANGE sensor is in a high ambient environment or outputting
a value out of the normal range of operation.
LB fuel valve and is communicated to the ECM. The
ECM monitors the connection to the fuel valves and
P1061 AFR LB Hardware Fault
will activate P1061 if an internal hardware fault from
the fuel valve has been received. The control will
suspend active AFR control during this time.
problem with the post-catalyst oxygen sensor or
wiring. When this fault occurs, ECM will run with a
default value of approximately 0.455 volts in place of
P1068 Post Cat O2 Range High* the actual sensor reading and put the control in Pre
Cat O2 mode if it was in Post Cat O2 mode. The
system will allow manual or Pre Cat O2 modes to be
used only while the fault is active. It will also trigger
an alarm to notify the operator of the condition.
problem with the post-catalyst oxygen sensor or
wiring. When this fault occurs, ECM will run with a
default value of approximately 0.455 volts in place of
P1069 Post Cat O2 Range Low* the actual sensor reading and put the control in Pre
Cat O2 mode if it was in Post Cat O2 mode. The
system will allow manual or Pre Cat O2 modes to be
used only while the fault is active. It will also trigger
an alarm to notify the operator of the condition.
problem with the post-catalyst pressure sensor or
wiring. When this fault occurs, the system may
continue to allow the engine to run if the value of the
Delta Catalyst Pressure Shutdown is not exceeded.
P1070 PostCat Press Range High* The ECM will trigger the alarm to notify the operator
of the condition. However, if the Delta Pressure is
exceeded the engine will shut down as to protect the
catalyst from damage. In this case, fault codes P1074
and P1075 may accompany P1070.
FORM 6388-1

problem with the pre-catalyst pressure sensor or
P1071 PostCat Press Range Low* The ECM will trigger the alarm to notify the operator
exceeded, the engine will shut down as to protect the
P1072 PreCat Press Range High* The ECM will trigger the alarm to notify the operator
exceeded, the engine will shut down as to protect the
P1073 PreCat Press Range Low* The ECM will trigger the alarm to notify the operator
exceeded the engine will shut down as to protect the
P1074 indicates that the signal from the pre- and
post-catalyst pressure sensors has exceeded the
high delta catalyst pressure alarm. When this fault
occurs, the system may continue to allow the engine
to run if the value of the Delta Catalyst Pressure
P1074 Delta Cat Press High* Shutdown is not exceeded. The ECM will trigger the
alarm to notify the operator of the condition.
However, if the Delta Pressure is exceeded the
engine will shut down as to protect the catalyst from
damage. In this case, fault code P1075 may
accompany P1074.
RB fuel valve and is communicated to the ECM. The
ECM monitors the connection to the fuel valves and
P1077 AFR RB Hardware Fault
will activate P1077 if an internal hardware fault from
the fuel valve has been received. The control will
suspend active AFR control during this time.
ECM that the electrical harness to the catalyst has
been lost. The ECM monitors the connection to the
P1078 Catalyst Connection Harness Comm Fault* catalyst and will activate P1078 if a communication
loss has been received. The control will suspend
post-catalyst O2 control mode during this time.
* Denotes P-codes that are active only on the emPact emission system engine
FORM 6388-1
Table 3.15-2: HMI Shutdown Fault Codes

exhaust temperature sensor exceeded the high
shutdown limit. When this alarm is triggered, the
ECM will tell the ESM to shut down the engine
P1040 Pre Cat Temp SD* immediately as to prevent damage to the catalyst and
elements. ESM will also flag a secondary ESD fault
as to indicate that the ECM sent a shutdown
command.
exhaust temperature sensor exceeded the high
shutdown limit. When this alarm is triggered, the
ECM will tell the ESM to shut down the engine
P1041 Post Cat Temp SD* immediately as to prevent damage to the catalyst and
elements. ESM will also flag a secondary ESD fault
as to indicate that the ECM sent a shutdown
command.
post-catalyst pressure sensors exceeded the high
delta catalyst pressure shutdown limit. When this
alarm is triggered, the ECM will tell the ESM to shut
P1075 Delta Cat Press SD* down the engine immediately as to prevent damage
to the catalyst and elements. ESM will also flag a
secondary ESD fault as to indicate that the ECM sent
a shutdown command.
post-catalyst temperature sensors exceeded the
high delta catalyst temperature shutdown limit. When
this alarm is triggered, the ECM will tell the ESM to
P1076 Delta Cat Temp SD* shut down the engine immediately as to prevent
damage to the catalyst and elements. ESM will also
flag a secondary ESD fault as to indicate that the
ECM sent a shutdown command.
FORM 6388-1
SECTION 3.20
MODBUS COMMUNICATIONS
MODBUS (RS-485) COMMUNICATIONS Current engine hours use MODBUS registers 40041
This section describes the MODBUS slave Remote and 40042. If the value of register 40041 = 3 and
Terminal Unit (RTU) messages that the HMI is capable register 40042 = 5474, then the total engine hours in
seconds is:
of transmitting. MODBUS is an industrial
3 x 65536 + 5474 = 202082 seconds (or 56.13389
communications network that uses the master-slave
hours)
topology. MODBUS was originally developed in 1978 by
Modicon to allow PLC-to-sensor communications using In order for communication to work between the master
RS-232 hardware. The standard has advanced to allow and slave units, the communication parameters must be
RS-485 (EIA/TIA-485 Standard) hardware and adjusted to match (see Table 3.20-1).
multidrop networking.
Table 3.20-1: Communication Parameters
The RS-485 network hardware used in the HMI permits
one master on the network with up to 32 devices. The BAUD RATE DATA BITS PARITY STOP BITS
ECU is capable of acting as a MODBUS RTU slave at 2,400 8 None 1
up to 19,200 baud over the RS-485 communications link
9,600 8 None 1
of the HMI. The baud rate can be changed by using HMI
to 2,400, 9,600 or 19,200 baud. The lower baud rates 19,200 8 None 1
are to accommodate slower communications links such
as radio or microwave modems. WIRING
In HMI the user can assign an identification number (1 The MODBUS wiring consists of a two-wire, half-duplex
of 247 unique addresses) to a particular HMI allowing RS-485 interface. RS-485 is ideal for networking
other devices such as PLCs to share the network even multiple devices to one MODBUS master (such as a PC
if they use the same data fields. or PLC). Since half-duplex mode does not allow
simultaneous transmission and reception, it is required
The baud rate and the HMI identification number are
that the master control direction of the data flow. The
user-programmable. No other programming is required
master controls all communication on the network while
in HMI for MODBUS. See PROGRAMMING BAUD
the HMI operates as a slave and simply responds to
RATE (MODBUS APPLICATIONS) on page 2.40-39
commands issued by the master. This master-slave
and PROGRAMMING ECU MODBUS SLAVE ID on
topology makes it inexpensive to monitor multiple
devices from either one PC or PLC.
Table 3.20-2 lists the function codes implemented in the
NOTE: It is possible to use a master with a full-duplex
ESM system.
RS-485 interface; however, it is necessary to connect
NOTE: The HMI will respond with exception responses the two positive and negative signals together. So Tx-
wherever applicable and possible. See MODBUS and Rx- become “A” and Tx+ and Rx+ become “B.”
EXCEPTION RESPONSES on page 3.20-16 for more
Two MODBUS wires are available at the end of the
information.
Customer Interface Harness (loose wires). The two
All 16-bit quantities specified in this document are in wires are gray and labeled RS 485A- and RS 485B+.
Motorola format (most significant byte first). Similarly, See Table 2.50-1 for harness connection, and see the
when two 16-bit registers are joined to form a 32-bit wiring schematic at the back of the manual for VHP
double register, the most significant word comes first. Series Four 12-Cylinder Wiring Diagram.
Example: The following is an example of the use of two
16-bit registers that are joined to form a 32-bit value:
FORM 6388-1
RS-485 networking needs termination resistors if long FAULT CODE BEHAVIOR
wire runs are used. Termination resistors of 120Ω are
The MODBUS fault codes behave exactly like the
placed across the RS-485 A- and B+ wires at the devices
flashing LED codes. As soon as a fault is validated, it is
at both ends of the network. For short distances of 32 ft
latched and remains that way until either the engine is
(10 m) or less and with slower baud rates, termination
shut down and then restarted, or the fault codes are
resistors are not needed.
cleared using HMI.
NOTE: Typically, short distances of 32 ft (10 m) would
NOTE: MODBUS fault codes trigger when the LED
not require termination resistors; however, if you
codes cycle through the flashing code sequence. So
experience communication errors, first check the
when a new fault occurs, neither the MODBUS nor the
programmed baud rate. The baud rate to be
LEDs are updated until the current LED code flashing
programmed is determined by the MODBUS master. If
sequence is finished. Due to this behavior, you may
communication errors persist, termination resistors may
notice up to a 30-second delay from when a fault occurs
be necessary, even at short distances.
and when the fault is registered through MODBUS. The
length of delay will depend on the number of faults and
PROTOCOL
the size of the digits in the fault code (for example,
The MODBUS protocol can be used in two different ALM211 will require less time to flash than ALM552).
modes: RTU and American Standard Code of
The following scenario illustrates the fault code
Information Interchange (ASCII). The ESM system
behavior.
works only in the RTU mode. In RTU mode every
element is represented by 8 bits (except data that can The engine has been running without any alarm codes
consist of a variable number of successive bytes). until a particularly hot day when the HMI detects a
coolant over-temperature alarm. MODBUS address
HOW DO I GET MODBUS FOR MY PLC? 40008 goes from 0 to 333 and MODBUS address 40007
MODBUS is typically a secondary protocol for many goes from 0 to 1, alarm codes. MODBUS addresses
PLC manufacturers. Most PLC manufacturers use their 40023 and 40024 contain the time the coolant over-
own proprietary protocol and MODBUS is either not temperature alarm was tripped in seconds. Finally,
supported or an option. However, third party suppliers MODBUS address 00006 changes from 0 to 1,
have filled the gap and made MODBUS available for a indicating the alarm is currently active.
wide range of PLCs. Later in the day, the ambient temperature cools and
MODBUS address 00006 changes back to 0, indicating
PERSONAL COMPUTERS the alarm is no longer active. All the other MODBUS
RS-485 cards for PCs are available from many sources; addresses remain the same.
however, not all RS-485 cards are the same. Two-wire The next day the battery voltage drops below 21 volts
RS-485 cannot transmit and receive at the same time. and ALM454 becomes active. MODBUS address 40008
Microsoft Windows does not turn off the transmitter remains at 333 and MODBUS address 40009 changes
without special software or additional hardware on the from 0 to 454. MODBUS address 40007 changes from
RS-485 card. 1 to 2. MODBUS addresses 40023 and 40024 contain
Before specifying PC software, make sure it has the the time in seconds that ALM333 became active.
ability to turn off the RS-485 transmitter or use an RS-485 MODBUS addresses 40025 and 40026 contain the time
card with special hardware to turn off the transmitter in seconds that ALM454 became active.
when not in use. National Instruments makes one The communication network is susceptible to noise
example of an RS-485 card with special hardware. To when no nodes are transmitting. Therefore, the network
make the National Instruments RS-485 card work with must be biased to ensure the receiver stays in a constant
Lookout software, the serial port should be set for state when no data signal is present.
hardwired with a receive gap of 30 bytes.
This can be done by connecting one pair of resistors on
FUNCTIONALITY the RS-485 balanced pair: a pull-up resistor to a 5V
voltage on the RS485A- circuit and a pull-down resistor
The HMI is a MODBUS slave and will provide data to a to the common circuit on the RS485B+ circuit. The
MODBUS master device. The data that will be made resistor must be between 450Ω and 650Ω. This must be
available will include most filtered analog input values implemented at one location for the whole serial bus.
and some derived values. No control is done through Alternatively, a Fail-Safe Bias Assembly is available
MODBUS. (P/N P122048).
FORM 6388-1
DATA TABLES Table 3.20-2: MODBUS Function Codes
The MODBUS function codes supported are codes 01 FUNCTION MODBUS NAME ADDRESS ID
to 04. Table 3.20-2 lists the address IDs that are CODE
associated with each function code. The subsequent 01 Read Coil Status 0XXXX
sections set out the message IDs in detail.
02 Read Input Status 1XXXX
Function codes are located in Table 3.20-3 through
Read Holding
Table 3.20-8. 03
Registers
4XXXX
Read Input
04 3XXXX
Registers
NOTE: When performing the device addressing

procedure, it is of great importance that there are not two
devices with the same address. In such a case, the
whole serial bus can behave in an abnormal way, with it
being impossible for the master to communicate with all
present slaves on the bus.
Table 3.20-3: Function Code 01 (0XXXX Messages)
MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
1 = ON
00001 Main Fuel Valve Status of the main fuel valve
0 = OFF
Status of the prechamber fuel valve (if 1 = ON
00002 Pre-Chamber Fuel Valve
applicable) 0 = OFF
1 = RUNNING
00003 Engine Running Whether the engine is running or not running
0 = OFF
1 = ENGAGED
00004 Starter Motor Whether the starter motor is engaged or not
0 = OFF
1 = RUNNING
00005 Pre/PostLube Whether the pre-/postlube pump is running
0 = OFF
1 = ON
00006 Engine Alarm Whether a validated alarm is active
0 = OFF
1 = OK
00007 Engine Shutdown Whether the shutdown is active
0 = SHUTDOWN
Whether the engine is in uncontrollable 1 = ON
00008 Engine Knocking
knock 0 = OFF
1 = MISFIRE
00009 Misfire Whether the engine is misfiring
0 = OK
Whether the ignition power level is high or 1 = HIGH
00010 Ignition Power Level
low 0 = LOW
1 = ON
00011 Ignition Enabled Whether the ignition is enabled or not
0 = OFF
FORM 6388-1
MODBUS
NAME DESCRIPTION ENGINEERING UNITS
ADDRESS
1 = Start Engine Signal High
10001 Start Engine Signal Whether the start engine signal is active
0 = Start Engine Signal Low
Whether the normal shutdown signal is 1 = Normal Shutdown
10002 Normal Shutdown
active 0 = OK To Run
Whether the emergency shutdown signal is 1 = Emergency Shutdown
10003 Emergency Shutdown
active 0 = OK to Run
Whether the remote rpm analog input is 1 = Remote rpm Select Active
10004 Remote rpm Select
active or inactive 0 = Remote rpm Select Inactive
Whether the run high-idle digital input is 1 = Run Engine At High Idle
10005 Run High Idle
active 0 = Run Engine At Low Idle
Whether the load-coming digital input is 1 = Load Coming Digital Input Active
10006 Load Coming
active 0 = Load Coming Digital Input Inactive
Alternate Dynamics/ Whether the alternate governor dynamics is 1 = Alternate Gov Dynamics Is Active
10007
Synchronizer Mode active 0 = Alternate Gov Dynamics Is Inactive
Whether either the lockout button has been
Lockout Button/Ignition 1 = Lockout Active
10008 pressed or the IPM-D has failed, or is not
Module 0 = Lockout Inactive
powered
1 = User DIP 1 High
10009 User Digital Input 1 Whether user digital input 1 is high
0 = User DIP 1 Inactive
1 = User DIP 2 High
1 = User DIP 3 High
1 = User DIP 4 High
Whether the engine-driven alternator is 1 = Alternator OK
10013 Alternator
operating correctly 0 = Alternator Not OK
AFR Manual/
Automatic Status Whether the air-fuel ratio control is in manual 0 = Manual Mode
10014
(Primary Fuel, Left mode or automatic mode 1 = Automatic Mode
Bank)
AFR Manual/
Automatic Status Whether the air-fuel ratio control is in manual 0 = Manual Mode
10015
(Primary Fuel, Right mode or automatic mode 1 = Automatic Mode
Bank)
10016 Reserved for Future Use
FORM 6388-1
MODBUS
NAME ENGINEERING UNITS
ADDRESS
40001 Number of ESD fault codes 16-bit unsigned integer that goes from 0 to 5
16-bit unsigned integer that goes from 111 to 555, excluding any
40002 First ESD fault code to occur*
values that contain zeros (see Table 2.65-3 for ESD Fault Codes)
40003 Second ESD fault code to occur* values that contain zeros (see Table 2.65-3 for ESD Fault Codes)
40004 Third ESD fault code to occur* values that contain zeros (see Table 2.65-3 for ESD Fault Codes)
40005 Fourth ESD fault code to occur* values that contain zeros (see Table 2.65-3 for ESD Fault Codes)
40006 Fifth ESD fault code to occur* values that contain zeros (see Table 2.65-3 for ESD Fault Codes)
40007 Number of ALM fault codes 16-bit unsigned integer that goes from 0 to 5
40008 First ALM fault code to occur* values that contain zeros (see Table 2.65-2 for ALM Fault Codes)
40009 Second ALM fault code to occur* values that contain zeros (see Table 2.65-2 for ALM Fault Codes)
40010 Third ALM fault code to occur* values that contain zeros (see Table 2.65-2 for ALM Fault Codes)
40011 Fourth ALM fault code to occur* values that contain zeros (see Table 2.65-2 for ALM Fault Codes)
40012 Fifth ALM fault code to occur* values that contain zeros (see Table 2.65-2 for ALM Fault Codes)
40013 Engine operating hours (in seconds) of most
32-bit unsigned integer – full range
40014 recent ESD fault code
40015 Engine operating hours (in seconds) of
40016 second most recent ESD fault code
40017 Engine operating hours (in seconds) of third
40018 most recent ESD fault code
40020 fourth most recent ESD fault code
40021 Engine operating hours (in seconds) of fifth
40022 most recent ESD fault code
40023 Engine operating hours (in seconds) of most
40024 recent ALM fault code
40026 second most recent ALM fault code
40027 Engine operating hours (in seconds) of third
40028 most recent ALM fault code
40030 fourth most recent ALM fault code
40031 Engine operating hours (in seconds) of fifth
40032 most recent ALM fault code
40033 Desired engine load 16-bit unsigned integer that goes from 0 to 2,304 (0 – 112%)
* For a description of the MODBUS fault code behavior, see FAULT CODE BEHAVIOR on page 3.20-2.
FORM 6388-1
Function Code 03 (4XXXX Messages)

MODBUS
NAME ENGINEERING UNITS
ADDRESS
40034 Actual engine load 16-bit unsigned integer that goes from 0 to 2,560 (0 – 125%)
40035 Position of FCV LB 16-bit integer/100 for percent 0 – 100%
40036 Position of FCV RB 16-bit integer/100 for percent 0 – 100%
40041
Current engine operating hours (in seconds) 32-bit unsigned integer – full range
40042
40043 High fence 16-bit integer/100 for percent 0 – 100%
40044 Low fence 16-bit integer/100 for percent 0 – 100%
Countdown in seconds until engine starts
40051 16-bit unsigned integer that goes from 0 to 20,000
once starter pressed
40052 FCV start position 16-bit integer/100 for percent 0 – 100%
FUNCTION CODE 03 (4XXXX MESSAGES) For example, address 41050 bit 7 corresponds to fault
P1007 MODBUS Timeout. If the bit was “zero” (0), the
Filtered fault bits allow the configuration and
fault would be off/inactive. If the bit was “one” (1), the
identification of specific address bits. If a specific bit
fault would be on/active.
goes high, it corresponds with that particular fault.
Table 3.20-6: Filtered Fault Bits – Faults by Address Table
Address Bits # Fault Engineering Units

41050 0-15 P1000 – P1015 16 – bit unsigned integer
Table 3.20-7: Filtered Fault Bits – Address Bit / Fault Details Table

41050 0 P1000 LB CAN1Rx Timeout 0=Off 1=On
P1001 Ambient Temperature
41050 1 0=Off 1=On
Out of Range
P1002 Barometric Pressure
41050 2 0=Off 1=On
Out of Range
FORM 6388-1

41050 3 Not Used Not Used
P1004 HMI Data CAN 1Rx
41050 4 0=Off 1=On
Timeout
41050 5 P1005 IMAP Out of Range 0=Off 1=On
P1006 Lower Fence Reached
41050 6 0=Off 1=On
LB
41050 7 P1007 MODBUS Timeout 0=Off 1=On
P1016 System Voltage Range
41051 0 0=Off 1=On
High
P1017 System Voltage Range
41051 1 0=Off 1=On
Low
P1018 Upper Fence Reached
41051 2 0=Off 1=On
LB
P1023 AFR RB CAN1Rx
41051 7 0=Off 1=On
Timeout
P1024 Unable to Reach
41051 8 0=Off 1=On
Setpoint
P1025 Post-Cat Temperature
41051 9 0=Off 1=On
Range High
41051 10 0=Off 1=On
Range Low
P1027 Pre-Cat Temperature
41051 11 0=Off 1=On
Range High
41051 12 0=Off 1=On
Range Low
41051 13 0=Off 1=On
High Not Used
P1031 Delta-Cat Temperature
41051 15 0=Off 1=On
High
FORM 6388-1

P1033 Pre-Cat O2 Range High
41052 1 0=Off 1=On
LB
P1034 Pre-Cat O2 Range Low
41052 2 0=Off 1=On
LB
P1035 Pre-Cat O2 Range High
41052 3 0=Off 1=On
RB
P1036 Pre-Cat O2 Range Low
41052 4 0=Off 1=On
RB
P1037 Upper Fence Reached
41052 5 0=Off 1=On
RB
P1038 Lower Fence Reached
41052 6 0=Off 1=On
RB
41052 7 0=Off 1=On
High
41052 8 0=Off 1=On
SD
41052 9 0=Off 1=On
SD
P1053 Humidity Pressure
41053 5 0=Off 1=On
Sensor Timeout
41053 6 0=Off 1=On
Sensor Fault
41053 7 0=Off 1=On
Sensor Out of Range
P1061 AFR Hardware Fault
41053 13 0=Off 1=On
RB
FORM 6388-1

P1068 Post-Cat O2 Range
41054 4 0=Off 1=On
High
41054 5 P1069 Post-Cat O2 Range Low 0=Off 1=On
P1070 Post-Cat Pressure
41054 6 0=Off 1=On
Range High
P1071Post-Cat Pressure
41054 7 0=Off 1=On
Range Low
P1072 Pre-Cat Pressure
41054 8 0=Off 1=On
Range High
P1073 Pre-Cat Pressure
41054 9 0=Off 1=On
Range Low
P1074 Delta-Cat Pressure
41054 10 0=Off 1=On
High
41054 11 P1075 Delta-Cat Pressure SD 0=Off 1=On
P1076 Delta-Cat Temperature
41054 12 0=Off 1=On
SD
P1077 AFR Hardware Fault
41054 13 0=Off 1=On
RB
P1078 Cat Harness Comm
41054 14 0=Off 1=On
Fault
MODBUS
NAME SCALING ENGINEERING UNITS
ADDRESS
16-bit unsigned integer that goes from 0 to
30001 Average rpm Average engine rpm * 4
8,800 (0 – 2,200 rpm)
30002 Oil Pressure Oil pressure * 2 in units of kPa gauge
2,204 (0 – 1,102 kPa)
Intake Manifold Intake manifold pressure * 4 in units of 16-bit unsigned integer that goes from 0 to
30003
Absolute Pressure kPa absolute 2,304 (0 – 576 kPa)
Throttle position in units of percent open 16-bit unsigned integer that goes from 0 to
30005 Throttle Position
* 20.48 2,048 (0 – 100%)
Coolant Outlet (Coolant outlet temperature in C + 40) * 16-bit unsigned integer that goes from 0 to
30008
Temperature 8 1,520 (-40 – 150°C)
(Spark timing + 15) * 16 of 1st cylinder in 16-bit unsigned integer that goes from 0 to
30009 Spark Timing 1
the firing order 960 (-15 – 45° BTDC)
FORM 6388-1
MODBUS
ADDRESS
(Spark timing +15) * 16 of 2nd cylinder 16-bit unsigned integer that goes from 0 to
in the firing order 960 (-15 – 45° BTDC)
(Spark timing + 15) * 16 of 3rd cylinder 16-bit unsigned integer that goes from 0 to
(Spark timing + 15) * 16 of 4th cylinder 16-bit unsigned integer that goes from 0 to
FORM 6388-1

MODBUS
ADDRESS
30025 Desired Spark Timing (Spark timing + 15) * 16
960 (-15 – 45° BTDC)

30026 Battery Voltage Battery voltage * 16
640 (0 – 40 VDC)
Intake Manifold Air

(Intake manifold air temperature in °C + 16-bit unsigned integer that goes from 0 to
30027 Temperature (Left
40) * 8 1,520 (-40 – 150°C)
Bank)
30028 Oil Temperature (Oil temperature in °C + 40) * 8
2,048 (-40 – 216°C)
First Exhaust (1st exhaust temperature in °C + 40) * 2 16-bit unsigned integer that goes from 0 to
30029
Temperature (left bank) 1,840 (-40 – 880°C)
Second Exhaust (2nd exhaust temperature in °C + 40) * 16-bit unsigned integer that goes from 0 to
30030
Temperature 2 (right bank) 1,840 (-40 – 880°C)
30031 Pre Cat Temp (Pre catalyst temperature in °C + 40) * 2 16-bit unsigned integer
(Post catalyst temperature in °C + 40) *
30032 Post Cat Temp 16-bit unsigned integer
2
Setpoint rpm * 4
30033 Setpoint rpm Example: If register 30033 = 4000, then
8,800 (0 – 2,200 rpm)
4000/4 = 1000 rpm
Intake manifold pressure * 4 in units of 16-bit unsigned integer that goes from 0 to
30034 IMAP Left Bank/Rear
kPa absolute 2,304 (0 – 576 kPa)
IMAP Right Bank/ Intake manifold pressure * 4 in units of 16-bit unsigned integer that goes from 0 to
30035
Front kPa absolute 2,304 (0 – 576 kPa)
30036 Barometric Pressure (Value+250) * 128 16-bit unsigned integer
Ambient
30037 (Ambient temperature in °C + 273) * 32 16-bit unsigned integer
Temperature
A 32-bit number representing the status
of all of the 1XXXX messages
NOTE: For more information on
30038
Digital Input Values addresses 30038 – 30039, see 32-bit unsigned integer – full range
30039
ADDITIONAL INFORMATION ON
MODBUS ADDRESSES 30038 –
30041 on page 3.20-16.
A 32-bit number representing the status
of all of the 0XXXX messages
NOTE: For more information on
30040
Digital Output Values addresses 30040 – 30041, see 32-bit unsigned integer – full range
30041
ADDITIONAL INFORMATION ON
MODBUS ADDRESSES 30038 –
30041 on page 3.20-16.
Rich Burn Lambda 16-bit unsigned integer that goes from
30044 Lambda * 4096
Actual 1 (Left Bank) 0.9000 to 1.1000
FORM 6388-1

MODBUS
ADDRESS
Rich Burn Lambda 16-bit unsigned integer that goes from 0.9000
30045 Lambda * 4096
Actual 1 (Right Bank) to 1.1000

30048 WKI Value (WKI -16) *16
2,048 (16 – 144 WKI)
30049 Humidity Value Value * 100 16-bit unsigned integer
Post O2 % NOX
30050 Value * 1000 16-bit unsigned integer (0 – 1V)
sensor
30051 Post O2 Volts Value * 1000 16-bit unsigned integer (0 – 1V)
Exhaust NOx Level 16-Bit Unsigned integer that goes from
30056 0-3262 ppm
(PPM) 5000-65240 (0-3262 PPM)
Exhaust NOx Level 16-bit unsigned integer which goes from 0 to
30057 0-1.2 g/N-m3
(g/N-m3) 3072 (0-1.2 g/N-m3)
The ECU 16-bit unsigned integer that goes from 0 to
30058 (Temperature in C + 40) * 8
Temperature 1,120 (-40° – 100°C)
The Voltage from the
30059 Left Bank Rich Burn (Value * 1092249.99) - 2140809.99 Value goes from 1.96000 to 2.02000V
Oxygen Sensor
The Voltage from the
30060 right Bank Rich Burn (Value * 1092249.99 - 2140809.99 Value goes from 1.96000 to 2.02000V
Oxygen Sensor
The rpm Modification
Value from a 16-bit unsigned integer that goes from 0 to
30061 (rpm + 250) * 4
Woodward 2,000 (-250 – 250 rpm)
Generator Control
16 bit unsigned integer that goes from 0 to
30062 Engine Torque % * 20.48
2,560 (0 to 125%)
16 bit unsigned integer that goes from 0 to
30063 Rated Torque % * 20.48
2,560 (0 to 125%)
Spark Reference
30064 Number Cyl. No. 1 in Value * 1
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
FORM 6388-1

MODBUS
ADDRESS
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Spark Reference
255
Firing Order
Rich Burn Setpoint 16-bit unsigned integer that goes from 0.9000
30080 Lambda * 4096
Lambda to 1.1000
Oil Temperature 16-bit unsigned integer that goes from 0 to
30084 (Oil temperature in C + 40) * 8
Alarm Limit 2,048 (-40° – 216°C)
FORM 6388-1

MODBUS
ADDRESS
Oil Temperature 16-bit unsigned integer that goes from 0 to
30085 (Oil temperature in C + 40) * 8
Shutdown Limit 2,048 (-40° – 216°C)
(Intake manifold air temperature in C + 16-bit unsigned integer that goes from 0 to
30086 IMAT Alarm Limit
40) * 8 1,520 (-40° – 150°C)
(Intake manifold air temperature in C + 16-bit unsigned integer that goes from 0 to
30087 IMAT Shutdown Limit
40) * 8 1,520 (-40° – 150°C)
Coolant Temperature 16-bit unsigned integer that goes from 0 to
30088 (Coolant temperature in C + 40) * 8
Alarm Limit 1,520 (-40° – 150°C)
Coolant Temperature 16-bit unsigned integer that goes from 0 to
30089 (Coolant temperature in C + 40) * 8
Shutdown Limit 1,520 (-40° – 150°C)
Gauge Oil Pressure 16-bit unsigned integer that goes from 0 to
30090 Oil pressure * 2 in units of kPa gauge
Alarm Limit 2,204 (0 – 1102 kPa)
Gauge Oil Pressure 16-bit unsigned integer that goes from 0 to
30091 Oil pressure * 2 in units of kPa gauge
Shutdown Limit 2,204 (0 – 1102 kPa)
Catalyst 16-bit unsigned integer which goes from
30120 Temperature + 40 in °C * 2
Temperature Delta -2080 to 2080. (-1000° – 1000 °C)
Catalyst Post Temp 16-bit unsigned integer that goes from 0 to
30121 Deg C
Alarm Setpoint 1000 (0°C – 1000°C)
Exhaust g/N-m3 valid
0=No Data 1= Disabled
30122 flage (Disabled/ Whether the grams calculation is valid
2=Calculating 3=Valid
Calculating/Valid)
Setpoint for O2 16-bit unsigned integer which goes from 0 to
30123 Volts O2 x 1000
Control 1.0
Auto/O2/Manual 0=No data 1=Manual
30124 AFR Control Mode
Status 2=O2 3=Auto
Automatic Control 16-bit unsigned integer which goes from 1 to
30125 Volts O2 x 1000
Post O2 Setpoint 1.0
Auto Control O2
30127 (Value * 1092249.99) - 2140809.99 Value goes from 1.96000 to 2.02000V
(automatic setpoint)
30138 Pre Cat Pressure in H2O * 1000
27600 (0 to 27.6 H2O)
30139 Post Cat Pressure in H2O * 1000
27600 (0 to 27.6 H2O)
16-bit unsigned integer that goes from
30140 Cat Delta Press In H2O * 1000
(-27600 to 27600) '-27.6 to 27.6 H2O
Delta Cat Pressure 16-bit unsigned integer that goes from 0 to

30141 in H2O * 100
alarm Threshold 27600 (0 to 27.6 H2O)
Post O2 sensor High
30142 O2 * 1000 0 to 1V
alarm limit
Post O2 sensor low
30143 O2 * 1000 0 to 1V
alarm limit
30144 Post O2 Mapped SP O2 * 1000 0 to 1V
FORM 6388-1
MODBUS
ADDRESS
Pre Cat Alarm 16-bit unsigned integer that goes from 0 to

30145 Deg C
Setpoint 1000 (0°C – 1000°C)
Pre Cat Temp 16-bit unsigned integer that goes from 0 to
30146 Deg C
Shutdown SP 1000 (0°C – 1000°C)
Post Cat Temp 16-bit unsigned integer that goes from 0 to
30147 Deg C
Shutdown SP 1000 (0°C – 1000°C)
Delta Cat Pressure 16-bit unsigned integer that goes from 0 to
30148 Value * 100
Shudown Threshold 27600 (0 to 27.6 H2O)
Delta Cat Temp 16-bit unsigned integer that goes from 0 to

30149 Deg C
Alarm SP 1000 (0°C – 1000°C)
Delta Cat Temp 16-bit unsigned integer that goes from 0 to

30150 Deg C
Shutdown Threshold 1000 (0°C – 1000°C)
NOTE: Engine firing order is stamped on the engine nameplate.
FORM 6388-1
MODBUS EXCEPTION RESPONSES Example 1
The HMI will respond with exception responses In this example, one 16-bit number is used to represent
wherever applicable and possible. the status of the first 16 1XXXX messages. First, the
value of register 30039 must be converted from decimal
When a master device sends a signal to a slave device,
to binary code. If the value of register 30039 = 4105, then
it expects a normal response. Four possible responses
that value, 4105, must be converted to a binary number.
can occur from a master’s signal:
In binary code, 4105 = 1000000001001.
• If the slave device receives the signal error-free and
can handle the signal normally, a normal response is
1
returned.
• If the slave device does not receive an error-free 1000000001001
signal, no response is returned. The master program
will eventually process a time-out condition for the 2
signal.
• If the slave device receives the signal but detects an 1 - Most Significant 2 - Least Significant
error, no response is returned. The master program Digit Digit
will eventually process a time-out condition for the
Each 0 or 1 represents a 1XXXX MODBUS address
signal.
starting with the least significant digit.
• If the slave device receives the signal error-free but
cannot handle it, the slave will return an exception
1
response informing the master of the nature of the
10 03
10 04
10 2
10 06
1
10 5
10 09
10 07
10 08
10 14
10 13
error. See Table 3.20-9 for exception responses.
10 2
10 0
10 11
10 15
10 16
00
00
00
01
01
0
0
0
0
0
0
0
0
0
0
0
10
0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1
Table 3.20-9: MODBUS Exception Responses
CODE NAME MEANING 2
The function code received in the

ILLEGAL
01 signal is not an allowable action for 1 - MODBUS 2 - Least Significant
FUNCTION
the slave device. Addresses Digit
ILLEGAL The data address received in the “ON” corresponds to a 1, and “OFF” corresponds to a 0
02 DATA signal is not an allowable address (zero). So addresses 10001, 10004 and 10013 are “ON.”
ADDRESS for the slave device.
This means that referring to Table 3.20-4 Function Code
02 (1XXXX Messages) on page 3.20-4, the Start Engine
ADDITIONAL INFORMATION ON MODBUS Signal is active, the Remote rpm Select is active and the
ADDRESSES 30038 – 30041 Alternator is OK. All other 1XXXX MODBUS messages
To save programming time, one MODBUS address can are off or inactive.
be read that provides information on up to 16 additional
addresses. MODBUS address 30039 (30038 is not Example 2
currently used) provides values for 1XXXX MODBUS In this example, one 16-bit number is used to represent
messages. MODBUS address 30041 (30040 is not the status of the first 16 0XXXX messages. First, the
currently used) provides values for 0XXXX MODBUS value of register 30041 must be converted from decimal
messages. These additional addresses can be read by to binary code. If the value of register 30041 = 5, then
converting the 30039 and 30041 values to binary that value, 5, must be converted to a binary number. In
numbers. binary code, 5 = 101.
For addresses 10001 – 10016, convert register 30039 to
a binary number (see Example 1 on page 3.20-16). For
addresses 00001 – 00016, convert register 30041 to a
binary number (see Example 2 on page 3.20-16). Then
use the binary number to determine the status of the
1XXXX or 0XXXX messages using Table 3.20-4.
FORM 6388-1
1 5. If unit is still not communicating, verify wiring is not

seeing Electro Magnetic Interference (EMI) on either
0000000000101 communications or power feed line.
6. Restart unit by removing power supply (hard reboot)
2
for 30 seconds and reconnect.
1 - Most Significant 2 - Least Significant MODBUS PASS-THRU

Digit Digit
The HMI display panel has a built in MODBUS passthru
Each 0 or 1 represents a 0XXXX MODBUS address function allowing information to be sent to a customer
starting with the least significant digit. control panel. When utilizing the MODBUS pass-thru
function the customer control panel is required to have
1 a time-out delay of 1000 ms.
00 03
00 04
00 2
00 06
1
00 05
0 0 09
00 07
00 8
00 14
00 13
00 12
00 0
00 1
00 15
00 16
00
00
00
01
01
0
0
0
0
0
0
0
0
0
0
0
00
0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1
2
1 - MODBUS 2 - Least Significant

Addresses Digit
“ON” corresponds to a 1, and “OFF” corresponds to a 0
(zero). So addresses 00001 and 00003 are “ON.” This
means that referring to Table 3.20-3 Function Code 01
(0XXXX Messages) on page 3.20-3, the Main Fuel Valve
is on and the engine is running. All other 0XXXX
MODBUS messages are off or inactive.
MODBUS communication from the ECU must be sent to
the HMI. ECU MODBUS is factory-set to slave = 1, baud
rate = 19,200. These settings must not be changed.
COMMON MODBUS TROUBLESHOOTING

If HMI and control panel are not communicating:
1. Verify slave ID is same in panel and HMI
Default setting for HMI: slave ID = 1.
2. Verify baud rate for panel and HMI are same:
Default setting in HMI: Baud Rate = 9600
3. Verify wires are properly connected:
• RS 485 communication wires are sometimes not
identified the same.
• Reverse connections for MODBUS (make positive

the negative connection and negative the positive
connection)
4. Install a 120 ohm terminating resistor (usually only
required when communications run is longer than
100 ft [30 m]).
FORM 6388-1
FORM 6388-1
FUEL SYSTEM
SECTION 4.00
FUEL SYSTEM DESCRIPTION
FUEL SYSTEM COMPONENT

DESCRIPTION
The function of the fuel system is to maintain a constant
air/fuel ratio throughout the load range of the engine and
to deliver the air/fuel mixture in the proper quantities. The
following components comprise the engine fuel system:
• Main Fuel Pressure Regulators (left and right side)
• Carburetors (left and right side)
• Fuel Control Valves (left and right side)
• Fuel Control Module
MAIN FUEL PRESSURE REGULATORS

To ensure a steady fuel supply to the carburetors, one
main fuel gas pressure regulator is located on each bank
Figure 4.00-1: Fisher Fuel Pressure Regulator

The main fuel gas pressure regulators reduce the
incoming fuel supply pressure to approximately 10 in.
(254 mm) of water above the carburetor air pressure, as
measured at the carburetor inlet.
NOTE: The actual carburetor inlet fuel pressure will
depend on the heating value of the fuel.
From the main fuel gas pressure regulators, the fuel
flows to the fuel control valves.
FORM 6388-1
Emissions Control Module ECM SENSORS
The Emissions Control Module (ECM) is an electronic Pre-Catalyst O2 Sensor
control module used to control the Fuel Control Valves
(FCV). The ECM works with the ECU by using multiple Each bank has one wideband pre-catalyst O2 RTD
system inputs to control the FCVs position through the sensor. The wideband sensor allows for stable operation
engine’s varying load and speed ranges. at nearly any setpoint. This optimizes performance for
gaseous fuel and minimizes change in oxygen during
fuel swings for steadier emissions with varying fuel.
Figure 4.00-2
Figure 4.00-3: Pre-Catalyst O2 RTD Sensors
The ECM is supplied signals inputs from the:
Post-Catalyst O2 Sensor – emPact Emission System
• Inlet air temperature/pressure/humidity sensor
Only
• Flywheel sensor
A narrowband post-catalyst O2 RTD sensor is located
• Pre-catalyst temperature RTD sensor*
in the catalyst. The narrowband sensor provides quicker
• Post-catalyst temperature RTD sensor* response to variation. It also minimizes ammonia
• Pre-catalyst pressure sensor* interference, providing a more accurate reading.
• Post-catalyst pressure sensor* Catalyst Health Monitoring Sensors – emPact
• Pre-catalyst O2 RTD sensor (left and right bank) Emission System Only
• Post-catalyst O2 sensor* Two RTD sensors (one pre- and one post-catalyst)
monitor catalyst temperatures. These values along with
* With emPact emission control system the calculated differential are displayed on the HMI. All
The ECM is connected and works with the following three values have user-adjustable alarm and shutdown
devices: setpoints.
• FCV – The fuel control valves uses ECM input to set Two pressure sensors (one pre- and one post-catalyst)
and adjust valve position. monitor catalyst pressure. These values along with the
• HMI – The HMI allows site input to ECM. The HMI also calculated differential are displayed on the HMI. All three
allows MODBUS output to the site. values have user-adjustable alarm and shutdown
setpoints.
• ECU – The ECU works with ECM to control engine
operation and information data flow into the ECM,
ALMs and ESDs and out to ECU.
FORM 6388-1
Figure 4.00-4: emPact Emission System Sensors
1 - Exhaust Sample Probe 4 - Pre-Catalyst Temperature RTD Sensor

2 - Post-Catalyst O2 Sensor 5 - Post-Catalyst Pressure Sensor
3 - Post-Catalyst Temperature RTD Sensor 6 - Pre-Catalyst Pressure Sensor
FORM 6388-1
Tri-Sensor Carburetors
A Tri-Sensor, mounted in the right bank air cleaner One carburetor is mounted on each bank just below the
housing, provides temperature, humidity and barometric center of each intake manifold. The carburetor produces
pressure display on the HMI. a combustible mixture by automatically mixing fuel from
the FCV and air from the turbocharger.
AFR2/emPact Control
The engine’s Air/Fuel Ratio (AFR) is controlled by the
ECM. An engine’s air/fuel ratio is the amount of air
measured by mass in relation to the mass of fuel
supplied to an engine for combustion. By controlling an
engine’s air/fuel ratio with ECM AFR control, exhaust
emissions are minimized while maintaining peak engine
performance. The AFR control regulates the engine’s
air/fuel ratio even with changes in engine load, fuel
pressure, fuel quality and environmental conditions.
THEORY OF OPERATION
Control Routine Without Factory Supplied Catalyst
Figure 4.00-5: Inlet Air Temperature/Pressure/Humidity

The ECM AFR routine controls engine air/fuel ratio by
Sensor – Located Rear of Right Bank Air Cleaner regulating the quantity of oxygen present in the exhaust
stream.
Fuel Control Valves
If the actual O2 sensor voltage is different from the O2
A Fuel Control Valve (FCV) is located on each engine sensor voltage setpoint, the ECM AFR routine directs
bank. The FCV is an electronically controlled valve used the FCV to adjust the gas flow to the carburetor. The FCV
to adjust fuel flow into each carburetor. The FCV is adjusts in position, within programmed limits, increasing
controlled by input from the ECM and ECU. The or decreasing the fuel flow to the carburetor.
minimum percent and maximum percent for the open
position of the FCVs are adjusted through the HMI. SETUP FOR CATALYST CONTROL
The target setting is chosen to optimize engine out
emissions for a three-way catalyst input. Three-way
catalysts are used to oxidize carbon monoxide (CO) and
hydrocarbons (HC), and to reduce oxides of nitrogen
(NOx) on rich burn applications. These processes
require high temperature and precise air/fuel ratio
control. Best performance for emissions reduction is
achieved when operating slightly rich of the
stoichiometric air/fuel ratio.
As previously stated, the stoichiometric air/fuel ratio is
the theoretical balance where exactly the required
amount of air (O2) is present to completely burn all of the
fuel with no excess air. In an ideal case, the only products
of this combustion would be water (H2O) and carbon
dioxide (CO2). However, because engine combustion is
Figure 4.00-6 not perfect, typical emission by-products include O2, HC,
NOx and CO. The catalyst then converts most of these
to H2O, CO2 and nitrogen (N2).
FORM 6388-1
The wideband oxygen sensor in the exhaust stream
provides feedback to the ECM. The signal provides a
means of controlling air/fuel ratio slightly rich of
stoichiometry.
Control Routine with emPact Emission Control

System
The emPact Emission Control System ECM controls the
engine air/fuel ratio by regulating the quantity of oxygen
in the exhaust stream.
In the FULL AUTO mode, if the actual post-catalyst
sensor voltage is different from the sensor’s voltage
setpoint (determined by the user), the value of the pre-
catalyst sensor setpoint will be adjusted by the ECM.
The ECM will communicate with the FCVs to adjust until
the new desired pre-catalyst setpoint is achieved.
FORM 6388-1
FORM 6388-1
SECTION 4.05
FUEL SYSTEM MAINTENANCE
Before performing any service, maintenance or repair

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

! WARNING
Ensure that the fuel source is

completely shut off prior to
working on the fuel system
components. Clear the engine
supply lines and piping of
accumulated gas before Figure 4.05-1
performing any maintenance
work on the fuel system. MAINTENANCE SCHEDULE– FISHER REGULATOR
Clean or replace the filter of the main fuel gas pressure
Perform the following steps prior to working on any fuel regulators annually. If clogging is suspected in the
system components: upstream regulator passages, more frequent cleaning
may be required.
1. Run engine at idle with no load.
2. Close gas shutoff valves upstream from main fuel FILTER ELEMENT REMOVAL
gas pressure regulators.
3. Let engine run. The supply lines are clear when
! WARNING
engine stops.
Ensure that the fuel source is
Another valve between regulator and carburetor, in completely shut off prior to
addition to FCV, is not recommended. working on fuel system
components. Clear the engine
FISHER GAS REGULATORS supply lines and piping of
To ensure a steady fuel supply to the carburetor(s), all accumulated gas before
engines have one main fuel gas pressure regulator for performing any maintenance
each bank (see Figure 4.05-1). work on the fuel system.
The main fuel gas pressure regulator(s) reduce the

incoming fuel supply pressure to the carburetor(s). 1. Disconnect pilot chamber supply tube from filter
body assembly (see Figure 4.05-2).
NOTE: The actual carburetor inlet fuel pressure will
depend on the heating value of the fuel.
From the main fuel gas pressure regulator(s) the fuel
flows into the carburetor(s) where it is mixed with air to
provide the correct mixture to the combustion chambers.
FORM 6388-1
3. Apply Perma-Lok Heavy Duty Pipe Sealant to
1 threads of fittings and connect pilot chamber supply
tube (see Figure 4.05-2) to body of filter assembly.
3 2
Figure 4.05-2: Fisher 99 Regulator Fuel Gas Filter 1

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

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

1. Reassemble filter assembly as follows (see Figure
4.05-3):
Figure 4.05-3: Fisher 99 Regulator Filter
a. Place flat washer on support flange inside filter-
head hex nut. 1 - Filter Element 4 - Machine Screw
b. Center filter element on top of washer. 2 - Filter-Head Hex Nut 5 - Filter Body
3 - Flat Washer
c. Center second flat washer on top of filter
element.
d. Slide machine screw through center of filter
element. Thread screw into filter head.
e. Thread filter-head hex nut onto filter body.
2. Thread other end of filter-head hex nut onto pilot
chamber orifice pipe nipple.
FORM 6388-1
REGULATOR ADJUSTMENT CARBURETOR ADJUSTMENT

The regulator pilot adjustment screw is located on the The carburetor adjusting screw is located on the
bottom of the regulator and is used during fuel system carburetor body and is used during fuel system
adjustment procedure (see Figure 4.05-4). See FUEL adjustment procedure (see Figure 4.05-5). See FUEL
SYSTEM ADJUSTMENT on page 14.00-3. SYSTEM ADJUSTMENT on page 14.00-3.
Figure 4.05-5
FUEL CONTROL VALVE

The FCV does not require maintenance.
Figure 4.05-4
Table 4.05-1: Regulator Settings
GAS OVER AIR PRESSURE DIFFERENTIAL – INCHES

WATER COLUMN
RATED OR
NORMAL
IDLE (INITIAL
MODEL OPERATING
SETTING)
LOAD (FINAL
SETTING)
L5794GSI Figure 4.05-6
5 ± 0.5 in.
L7042GSI S4 5.5 in. (140 mm)
(127 ± 13 mm)
L7044GSI
The gas over air pressure listed in Table 4.05-1 are

provided for troubleshooting purposes only. Follow fuel
system adjustments to determine gas over air settings
for site and fuel conditions.
FORM 6388-1
FORM 6388-1
IGNITION SYSTEM
SECTION 5.00
IGNITION SYSTEM DESCRIPTION
IGNITION SYSTEM COMPONENT IGNITION COILS

DESCRIPTION One ignition coil with an integrated cable is provided for
The ignition system consists of the following each cylinder. Each coil is attached to the valve covers,
components: sealing the coil to the valve cover recess and making a
positive coil to spark plug extension connection (see
• ECU Figure 5.00-1).
• IPM-D
• Spark Plugs, Spark Plug Carrier Extensions, Spark
NOTICE
Plug Sleeve (one per cylinder)
All three nuts must be in place to properly retain each
• Ignition Coil and Harness Assembly, or Ignition Coil coil. Using only one or two of the three capscrews
with Integrated Cable (one per cylinder) provided may result in premature coil failure.
• Spark Plug Extensions (one per cylinder)
• CSA Ignition (optional)
SPARK PLUGS, SPARK PLUG CARRIER

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

VHP Series Four engines, 13/16 in. reach spark plugs
are used. The spark plugs are threaded through a
removable spark plug sleeve that should not be removed
for normal maintenance. A spark plug carrier extension
connects the spark plug sleeve to the valve cover. A Figure 5.00-1
spark plug extension connects spark plug to ignition coil.
FORM 6388-1
IGNITION SYSTEM DESCRIPTION
SPARK PLUG EXTENSIONS
Spark plug extensions, made of white Teflon, extend
from the spark plug to the underside of the ignition coils
3
1 2
Figure 5.00-2
1 - Grommet 3 - O-Ring
2 - Teflon Tube
ENGINE EMERGENCY STOP (E-STOP) BUTTONS
! WARNING
Use an emergency shutdown to

stop the engine to avoid
imminent personal injury or
property damage. Never use an
emergency shutdown to stop
the engine under normal
circumstances, as this may
result in unburned fuel in the
exhaust system which could
ignite.
Always apply your company’s Figure 5.00-3
!
lock-out/tag-out procedure to
prevent accidental starting of NOTE: The emergency shutdown button should be
the engine once the engine is pulled out (OFF position) at all times, unless an
shutdown. The only exception is emergency situation occurs that requires the immediate
if the engine is in a “Stand-by” shutdown of the engine.
mode. When an E-stop button is pressed, the engine performs
an emergency stop (see EMERGENCY SHUTDOWN
on page 14.00-8).
NOTE: Routine gas engine shutdown is performed
through the engine control panel (control panel is either
Waukesha, packager or customer supplied).
VHP Series Four engines are equipped with sealed CSA
ignition systems with sealed emergency stop button
(E-Stop) (see Figure 5.00-3). In addition, if the IPM-D
power fails, the engine will perform an emergency stop.
FORM 6388-1
SECTION 5.05
IGNITION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair IGNITION SYSTEM GENERAL MAINTENANCE AND
procedures, review SAFETY on page 1.05-1, RIGGING INSPECTION
A wireway is located on the left and right banks of the
engine (see Figure 5.05-2). The wireway provides
improved resistance to heat exposure and reduces
IGNITION SYSTEM chafing of the main wiring harnesses. The modular
design allows sections of harnesses to be replaced as
NOTICE needed.
Do not pressure-wash or steam-clean any electronic
devices including the Engine Control Unit (see Figure
5.05-1). Pressure-washing or steam-cleaning can
damage the electronics.
Figure 5.05-2
! WARNING

Figure 5.05-1: ECU supplies before making any
When pressure-washing or steam-cleaning an engine, part of the electrical system.
cover all electronic devices including the Engine Control
Unit (ECU) and Air/Fuel and IPM-D Power Module (if
equipped). Avoid direct spray/steam contact to
electronic devices. The modules are “splashproof,” but 1. Inspect cables and wires for broken or cracked
may not withstand a direct high-pressure spray. insulation. Replace or repair as necessary.
2. Inspect ignition coils, ground wires and brackets for
loose hardware. Tighten as necessary.
3. Inspect spark plug and cable connectors for loose
connections. Tighten as necessary.
FORM 6388-1
SPARK PLUG REMOVAL

1. Disconnect ignition coil harness connector from coil
(see Figure 5.05-3). For coils with integrated cables,
disconnect the cable at the wireway.
Figure 5.05-4: Extension Pliers

3
Figure 5.05-3
1 - Hex Nut 3 - Hex Nuts

2 - Ignition Coil
Harness Connector
2. Remove three hex nuts and lock washers from
ignition coil.
3. Remove coil and gasket.
NOTICE
Do not crush upper part of spark plug extension during
Figure 5.05-5: Spark Plug Extension
removal. Use of a pliers to remove the spark plug
extension may crush the insulation. 5. Using spark plug socket tool (P/N 475037), remove
spark plug from cylinder head (see Figure 5.05-6).
4. Gently remove spark plug extension using extension
pliers (P/N 475075) (see Figure 5.05-4 and Figure
5.05-5).
Figure 5.05-6: Spark Plug Socket Tool
FORM 6388-1
SPARK PLUG INSPECTION ! CAUTION

Inspect the condition of the spark plugs, paying
particular attention to the firing tip. Spark plugs often When using Actrel 3338L for
yield visual clues to abnormal conditions existing in the cleaning, always wear rubber
engine’s power cylinders. Your observations also can be gloves to prevent the cleaner
used as a guide in establishing the proper service from touching the hands, as
interval. burning may occur.
NOTICE
Verify spark plug and extension are clean. If necessary,
The presence of oil or grease on the ceramic insulator use Actrel 3338L dielectric solvent to remove any grease
of the spark plug can cause flashover. Flashover, a or oily fingerprints.
condition where the spark fails to jump the gap
because of an easier path to ground, results in misfire.
SPARK PLUG INSTALLATION

NOTE: If necessary, perform a borescope inspection before installing the spark plug.
3
1 2
Figure 5.05-7: Spark Plug Extension
1 - Grommet 3 - O-Ring
2 - Teflon Tube
NOTICE
The spark plug gasket must be properly seated to seal
the combustion chamber and transfer heat from the
plug.
1 2 3
1. Verify steel gasket is installed flat against spark plug
seat (see Figure 5.05-8).
Figure 5.05-8
2. If required, install terminal nut (see Figure 5.05-8).
1 - Terminal Nut 3 - Spark Plug Seat
2 - Krytox GPL-206
Grease
3. Set spark plug gap to specification. See Table
1.15-8 13/16 in. Reach Spark Plugs for P/N 205002
Series Cylinder Heads on page 1.15-15.
FORM 6388-1
4. Apply a light coat of Krytox GPL-206 high-
temperature grease onto ceramic insulator (will
contact extension grommet) (see Figure 5.05-7 and
Figure 5.05-8).
NOTICE
Exercise caution to avoid bumping the electrodes into
the spark plug carrier. Bumping the electrodes against
the spark plug carrier may change the spark plug gap.
5. Install spark plug into inner sleeve using spark plug

socket tool (P/N 475037) (see Figure 5.05-9).
Figure 5.05-10
9. Install new O-ring on nose of coil.
10. Position coil with the word “TOP” on flange oriented
toward exhaust manifold. Secure coil with three lock
washers and hex nuts and tighten to specifications
(see Figure 5.05-11). See Ignition System in
Table 1.15-13 Critical Engine Torque Values on
page 1.15-18 for specific torque values.
1
Figure 5.05-9
6. Torque spark plug to specifications. See Ignition
System in Table 1.15-13 Critical Engine Torque
Values on page 1.15-18 for specific torque values.
7. Lightly coat inside surface of extension grommet and
O-ring on coil end of spark plug extension with Krytox
GPL-206 (see Figure 5.05-8). 2
8. Install extension onto spark plug through valve cover

using extension pliers (see Figure 5.05-4 and Figure
5.05-10).
Figure 5.05-11
1 - Lock Washer 2 - Hex Nuts

11. Install ignition harness connector onto coil (see
Figure 5.05-11). For coils with integrated cables,
connect to the wireway.
VALVE COVER INSTALLATION

NOTE: Install valve cover gasket in groove 2 – 3 in. (50
– 75 mm) at a time. Hold gasket in position with one hand
while squeezing gasket down and toward the first with
your other hand. This will ensure that there is no excess
gasket left as you complete the installation around the
valve cover.
FORM 6388-1
1. Install valve cover gasket in groove (see Figure 2. See SPARK PLUG REMOVAL on page 5.05-2, and
5.05-12). remove from cylinder head.
NOTE: Do not mix parts between rocker arm
assemblies. Lift both sides of the rocker arm assemblies
off together.
NOTICE
Always remove the center capscrew first when
removing rocker arm assemblies to prevent damage
to parts.
3. Remove center capscrew and flat washer from

center of each rocker arm assembly (see Figure
5.05-13).
Figure 5.05-12
2. Seat gasket fully in position with a rubber mallet (see
Figure 5.05-12).
3. If removed, apply Loctite 620, 640 or 648 to side of
stud to be installed in valve cover, and install three
studs in valve cover. 2
1 1
4. Secure valve cover to cylinder head with four
capscrews and lock washers and tighten to
specifications. See Ignition System in Table
1.15-13 Critical Engine Torque Values on page 1.15-
18 for specific torque values.
5. Secure ignition coil and new O-ring on valve covers 3
with three lock washers and nuts and tighten to
specifications. See Ignition System in Table
Figure 5.05-13
18 for specific torque values.
6. Connect ignition coil harness to ignition coil or 1 - 1/2 in. End 3 - Spark Plug Tube
connect coil cable to wireway. Capscrews
2 - 3/8 in. Center
SPARK PLUG SLEEVE AND SPARK PLUG CARRIER Capscrew
EXTENSION REMOVAL
4. Remove remaining four capscrews and lock
washers from ends of rocker arm assemblies, and
NOTICE
remove assemblies from cylinder heads. Move
The spark plug sleeve and spark plug carrier extension rocker arm assemblies to a suitable workbench (see
should not be removed during normal maintenance. Figure 5.05-13).
5. Tag and remove valve bridge assemblies from
If necessary to remove sleeve and extension, remove
cylinder head.
cylinder head for access and water-test.
6. Remove the spark plug sleeve extension. Discard
If the spark plug sleeve and spark plug carrier nuts are the O-ring.
loosened for any reason, the spark plug sleeve must
be resealed. 7. Remove the two nuts and flat washers retaining the
spark plug sleeve flange. Remove the flange.
8. Using Spark Plug/Igniter Sleeve Remover tool (P/N
NOTE: The spark plug sleeve is water-cooled. Drain 474039), remove the spark plug sleeve from the
engine coolant before removing the spark plug sleeve. cylinder head.
1. Drain coolant from engine. 9. Remove and discard the three O-rings.
FORM 6388-1
10. Remove and discard the sleeve seal from bottom of
the spark plug sleeve bore.
FORM 6388-1
CLEANING SPARK PLUG CARRIER SEALING SURFACE
Use spark plug sleeve seat resurfacing tool (P/N 495350) to clean the sealing surface prior to installing the spark plug
carrier.
3
5
4
Figure 5.05-14
1 - Shaft P/N 495575 4 - Inner Bushing

2 - Support Disk 1.562 in. (39.7 mm) 5 - Socket-Head Screw
3 - Pilot P/N 495571 (white) 6 - Abrasive Pad P/N 495569
FORM 6388-1
The tool can be driven by any drill equipped with a 3/8
in. (10 mm) or larger chuck.
NOTICE
Do not exceed 24,000 rpm when using the tool and
only run the drill in the FORWARD position.
INSTALLATION OF SPARK PLUG CARRIERS

1. Lubricate three O-rings with O-ring lubricant and
install them on spark plug sleeve.
2. Clean and degrease lower bore of cylinder head,
being sure to provide a clean surface free of
remaining existing sealant, rust or other materials.
a. Clean and degrease the spark plug carrier
surface where the seal is located. Figure 5.05-16: Top Layer of Sealer Applied over the Seal
Washer
b. Apply Loctite 7471 Primer T to the spark plug
carrier seal area and allow to dry. f. Do not allow the Loctite product to come into
contact with the spark plug threads.
c. Apply Loctite 2422 to the spark plug carrier seal
area in an approximately 1/16 in. (1.6 mm) thick NOTICE
layer.
d. Install the spark plug carrier seal. Be sure to Use caution when installing the spark plug sleeve to
center the seal once it is in the undercut section avoid damaging or displacing the seal. The seal must
of the spark plug carrier. Centering of the seal is be seated properly.
important (see Figure 5.05-15).
3. Assemble the spark plug flange to the spark plug
sleeve using the two pins to align the components.
Position the sleeve into the cylinder head aligning
the flange holes with the two studs in the cylinder
head. Use a suitable diameter wooden dowel or a
rubber-coated hammer to press the sleeve into the
cylinder head (see Figure 5.05-17).
Figure 5.05-15
e. Apply another layer of Loctite 2422 to the upper
surface of the seal. Spread across the whole
sealing area of the carrier to a minimum depth of
1/32 in. (0.8 mm), assuring the entire seal
washer is covered (see Figure 5.05-16).
FORM 6388-1
1
2
4
3
2
Figure 5.05-17
1 - Spark Plug Sleeve 3 - Spark Plug Sleeve

2 - O-Ring Flange
4 - Alignment Pin
4. Secure the spark plug sleeve in the cylinder head
with the two nuts with flat washers. Tighten the nuts
to specifications. See Ignition System in Table
18 for specification.
5. Lubricate a new O-ring with O-ring lubricant and
install it on the spark plug sleeve extension.
Figure 5.05-18
6. Press the spark plug sleeve extension onto the spark
plug sleeve (see Figure 5.05-18). 1 - O-Ring 2 - Spark Plug Sleeve
Extension
FORM 6388-1
Figure 5.05-19: Rocker Arm Assembly Installation
1 - 1/2 in. End 3 - 1/2 in. End

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

tighten four 1/2 in. capscrews with lock washers on
rocker arm assembly to 66 – 70 ft-lb (89 – 95 N·m).
2. Move exhaust rocker up and down to check for
interference.
3. Apply engine oil to threads of 3/8 in. center
capscrew. Install center capscrew and washer on
rocker arm assembly and tighten to 17 ft-lb (23 N·m).
FORM 6388-1
AIR INTAKE SYSTEM
SECTION 6.00
AIR INTAKE SYSTEM DESCRIPTION
AIR INTAKE SYSTEM COMPONENT

DESCRIPTION 1
The air intake system consists of the following
components:
• Carburetors (see FUEL SYSTEM DESCRIPTION on
page 4.00-1)
• Intercoolers
• Air Filtration System – Air Cleaners
• Turbochargers (see TURBOCHARGER SYSTEM 2
DESCRIPTION on page 7.00-1)
INTERCOOLERS
Twelve-cylinder engines have two intercoolers, one for
each turbocharger. Figure 6.00-1
The box-type intercoolers are mounted on the rear of the 1 - Turbochargers 2 - Intercooler
engine (see Figure 6.00-1). Heated compressed air from
the turbocharger(s) enters the intercooler(s) and flows
over a series of finned tubes through which the auxiliary
water system coolant is circulated. The temperature of
the compressed air is reduced, which makes it denser.
FORM 6388-1
AIR INTAKE SYSTEM DESCRIPTION
AIR CLEANERS
! WARNING
The air cleaner removes dirt and dust from the air
admitted to the engine. A restrictor element must be
Twelve-cylinder engines have two air cleaners that are installed in the restriction
side-mounted at the rear (see Figure 6.00-2). Each air indicator to dampen high
cleaner consists of the air filter frame, main air filter pressure surges from engine
element, air intake restriction indicator and rain shield. backfires. Without the element
the indicator may explode if the
engine backfires, spreading
1 2 plastic shrapnel.
Verify restriction filter is in place between air cleaner tap

and indicator.
1. Turn 7/16 in. hex nut on brass fitting to remove
restriction indicator and filter.
2. Verify filter element is staked in place inside fitting
(see Figure 6.00-4). Replace filter fitting if any
damage is apparent.
4 3
1 2
Figure 6.00-2: Air Cleaner Assembly
1 - Air Filter Element 3 - Latches

2 - Rain Shield 4 - Air Duct
The air restriction indicators will show “red” if the air
intake restriction is 15 in. (381 mm) of water (see Figure
6.00-3). This indicates a clogged or dirty main air filter
element.
Figure 6.00-4: Restriction Filter
1 - Stake 2 - Filter Element

3. Inspect plastic restriction indicator for cracks.
Replace indicator if damaged or defective. Finger-
tighten indicator to filter fitting. No tools are
necessary.
4. Turn 7/16 in. hex nut on brass fitting to install
restriction indicator and filter in air cleaner housing.
Figure 6.00-3
NOTE: Always check the signal of the air restriction
indicator before and after shut down.
FORM 6388-1
SECTION 6.05
AIR INTAKE SYSTEM MAINTENANCE
Before performing any service, maintenance or repair 2. Swing cover to outside in a horizontal motion (see
procedures, review SAFETY on page 1.05-1, RIGGING Figure 6.05-2). Remove main air filter element.

AIR FILTER MAINTENANCE
NOTICE
On new engines, the cardboard insert between the
rain shield and precleaner pad must be removed
before the engine is started.
Air Filter Element Removal

Inspect and clean the main air filter element daily or as
required. Replace main air filter element if the air
Figure 6.05-2
restriction indicator “indicates red” after the air cleaner
is cleaned and the precleaner pad has been replaced or Main Air Filter Element – Cleaning and Inspection
cleaned.
1. Clean main air filter element using the following
1. Open two latches on either side of cover (see Figure method.
6.05-1).
a. Gently tap element on a flat surface with dirty
side facing down.
b. Air-dry element. Do not use compressed air.
2. Carefully examine element after cleaning. If
damaged, replace.
NOTE: Use only Waukesha-supplied air filter elements.
3. Do not clean and reuse main air filter element more
than three times. Replace with a new element.
4. Inspect air duct for cracks. All of combustion air must
pass through main air filter element, not through
cracks or defects in air cleaner assembly. If
inspection of duct work and intake manifold yields an
accumulation of dust and grit, it is an indication that
the main air filter element is not properly maintained
or air is getting into system from around or behind
Figure 6.05-1 element.
FORM 6388-1
5. Inspect all air duct hoses. Replace any cracked or AIR FILTER RESTRICTION INDICATOR
aged hose.
NOTE: After the restriction problem is corrected, reset
Main Air Filter Element Installation the indicator by depressing the black button on the
plastic housing.
NOTE: The orange flow arrow on the instruction label
points toward the air outlet side. Always store the ! WARNING
elements with the air outlet side down. Dirt and dust that
contaminate the outlet side will pass into the engine
The location of the air restriction
when the element is installed.
indicator relative to the intake
1. Install air filter element with instruction label facing manifold causes it to be
up. Install element in cover. subjected to high pressure if the
2. Swing cover closed and secure all four latches. engine backfires. A restriction
filter must be installed in the
3. Check air filter element to verify perimeter is sealed
indicator air passage to dampen
tightly. Damage to frame may result in improper
high-pressure surges which
element sealing.
would otherwise damage the
Air Cleaner Door Latch Adjustment indicator. Through the
projection of broken material,
1. Apply Loctite 242 to latch bolt (see Figure 6.05-3). damage to the indicator might
2. Seat rain shield door and air cleaner gasket evenly pose a potential danger to
against housing. Adjust each latch so that edge is persons standing nearby. The
even with base hook (see Figure 6.05-3). restriction filter also protects
3. Adjust all latches before closing and latching air against the entrance of dust and
cleaner doors. dirt in the event that the
restriction indicator is broken
off or removed.
1 2
Verify that the restriction filter is in place between the
clean air tap and indicator.
NOTICE
Do not grasp the indicator housing; the plastic may
crack or break.
Figure 6.05-3
1 - Apply Loctite 2 - Align Latch and

Hook
FORM 6388-1
TURBOCHARGER SYSTEM
SECTION 7.00
TURBOCHARGER SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM COMPONENT

DESCRIPTION
VHP Series Four engines are turbocharged. The
turbocharger system consists of the following
components:
• Turbochargers
• Connecting Hoses and Piping
• Wastegate
TURBOCHARGERS
The 12-cylinder engines have two turbochargers, one
for each cylinder bank (see Figure 7.00-1). The
turbocharger is wastegate-controlled and uses a water-
cooled center section. The center section consists of a Figure 7.00-1: Turbochargers
main shaft that connects the intake compressor and
exhaust turbine wheels. The intake compressor is mated WASTEGATES
to the intake manifold, and the exhaust turbine is mated
to the exhaust manifold. With the engine running, hot The AFR2 engines are equipped with a differential
exhaust gases are forced into the exhaust turbine wheel, pressure wastegate.
causing it to rotate at high speed. This causes the intake
compressor wheel to rotate at the same speed because
of the main shaft connection. The high-speed rotation of
the intake compressor wheel creates compressed air
that is forced into the carburetor.
Figure 7.00-2: Pressure Differential Wastegates
FORM 6388-1
TURBOCHARGER SYSTEM DESCRIPTION
Exhaust gases driving (or bypassing) the turbocharger
turbine exit the engine through the exhaust tee (see
Figure 7.00-3). Exhaust gases passing through the
flexible exhaust connection (shipped loose) are directed
into the atmosphere through customer-supplied exhaust
piping.
Figure 7.00-3
FORM 6388-1
SECTION 7.05
TURBOCHARGER SYSTEM MAINTENANCE

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

extremely hot. Always allow the
turbocharger to cool prior to
conducting an inspection. Figure 7.05-1: Turbochargers
4. Visually repeat inspection while engine is running.
5. Monitor turbochargers for unusual vibrations or
noise. If excessive vibration is evident, shut down
engine and call your Waukesha authorized service
NOTICE agent.
Inspection and repair of turbochargers must be 6. Establish a schedule with your Waukesha
performed by a factory-qualified service agent. authorized service agent to inspect interior of
turbocharger compressor for accumulations of dirt.
Dirt can cause compressor wheel to become
1. Inspect engine air cleaner. Service if required. unbalanced, which reduces efficiency and causes
2. Inspect turbocharger mounting and connections for bearing failure.
oil and air leaks (see Figure 7.05-1).
TURBOCHARGER LUBRICATION CHECK
NOTICE
NOTICE
Do not run the engine if the air cleaner is not operating
Before operating a new or rebuilt turbocharger (or
efficiently or if leaks exist in the ducting. Dust leaking
starting a new engine for the first time), check to
into the air ducting can damage the engine and the
ensure turbocharger is receiving proper lubrication.
turbochargers.
3. With engine shut down, inspect all air ducting for 1. Remove oil drain tube from turbocharger(s) (see
loose clamps or connections. Check manifold Figure 7.05-2).
connections to turbine inlet and to engine exhaust
manifold gaskets.
FORM 6388-1
5. Attach air hose and appropriate pressure gauge to
1 compressor discharge pressure sensing
connection.
A 2
2
3
1
Figure 7.05-2: Turbocharger Oil Drain Tube – Right Rear

Shown
1 - Turbocharger 2 - Oil Drain Tube

2. Activate prelube system and visually check for oil 4
flow at turbocharger oil drain area.
3. Reconnect oil drain tube only after oil is observed at 5
oil drain area.
6
4. Start engine and run at reduced speeds until coolant
temperature gauge indicates a temperature of 100°F
(38°C).
Figure 7.05-3: Adjustable Wastegate
5. Run engine at rated output and listen for unusual
sounds at turbocharger, especially those of metal 1 - Diaphragm 4 - Jam Nut
contacting metal. If any noise of this type is apparent, 2 - Poppet 5 - Adjusting Screw
contact your Waukesha authorized service agent. 3 - Compressor 6 - Plug
Discharge Pressure
WASTEGATE ADJUSTMENT FOR ELEVATION Sensing
Connection
No wastegate adjustment is required for elevations up
to 8,000 ft (2,438 m).
A = 2.46 in. (62.48 mm)
WASTEGATE ADJUSTMENT
Bench Adjustment
To adjust wastegate(s), use the following procedure for
each wastegate installed on the engine:
1. Remove wastegate from engine.
2. Remove protective plug from wastegate adjusting
screw well.
3. Loosen jam nut.
4. Secure wastegate in vise with valve poppet on top.
FORM 6388-1
6. Slowly apply air to wastegate until pressure reading
is between 10.9 to 11.1 in.-Hg (277 to 282 mm-Hg).
7. Turn adjustment screw until distance from face of
poppet to wastegate mounting face (without gasket)
is 2.46 in. (62.48 mm) (see Figure 7.05-3).
8. Release pressure from wastegate completely and 2
let valve return to seated position.
9. Slowly reapply air to the wastegate until the pressure
reading is between 10.9 to 11.1 in.-Hg (277 to 282
mm-Hg) to confirm that the valve travels to the same
2.46 in. (62.48 mm) dimension. 1
10. If valve does not return to the 2.46 in. (62.48 mm)
dimension, it is an indication that the valve is sticking
and not working freely. Figure 7.05-4: Fisher Pressure Regulator
• If slight vibration or tapping of the valve assembly 1 - Fuel Gas Pressure 2 - Install Gauge
returns valve to the 2.46 in. (62.48 mm) dimension, Regulator
the wastegate can be used.
2. With engine running at 1,200 rpm at 158 psi (1,089
• If slight tapping or vibration does not return the kPa) BMEP, set the throttle reserve to 10 in.-Hg (254
valve to the 2.46 in. (62.48 mm) height, the mm-Hg).
wastegate is not operational and should be
repaired or replaced. NOTE: Adjustments on one wastegate of the
12-cylinder engine may result in a change in throttle
11. Tighten jam nut. reserve for both banks of the engine. Adjust the
12. Replace protective plug. wastegates an equal amount on each bank for coarse
13. Reinstall wastegate on engine. adjustment. If throttle reserve pressures between left
bank and right bank differ by more than 1.5 inch-Hg (38
On-Engine Adjustment – GSI Engines Only mm-Hg), use small wastegate adjustments to balance
compressor discharge pressures.
NOTE: An on-engine adjustment of the wastegates can
be performed on GSI engines only.
PRELUBE PRESSURE CHECK VALVE
To verify correct wastegate adjustment on a GSI engine, INSPECTION
use the following procedure for each wastegate
installed: To ensure quick lubrication of the turbocharger(s) at
start-up, the external supply line is provided with a check
1. Install pressure gauges with a 0 – 30 inch-Hg (0 –
valve to keep the oil from draining back into the oil pan
762 mm-Hg) or 0 – 15 psi (0 – 103 kPa) range at gas
when the engine is shut down (see Figure 7.05-5). The
regulator air pressure connections on each bank
check valve also prevents excessive lubrication of the
(see Figure 7.05-4). This connection links to the
turbochargers during continuous or intermittent prelube.
carburetor bonnet and is normally used for sensing
the air portion of gas/air when setting the main fuel
regulators.
FORM 6388-1
Figure 7.05-5: Turbocharger Prelube Check Valve
! WARNING
If the prelube oil pressure

reaches or exceeds 5 psi (35
kPa), oil flows through the
supply line check valve into the
turbocharger housings.
Start-up of the engine may blow
accumulated oil into the intake
manifold and carburetor,
resulting in oily deposits that
gum up internal surfaces. On the
turbine side, oil leakage around
the turbine housing poses a
potential fire hazard.
Check the prelube oil pressure at least once each year.

Also inspect the operation of the check valve(s).
FORM 6388-1
COOLING SYSTEM
SECTION 8.00
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM COMPONENT EXHAUST MANIFOLDS

DESCRIPTION From each cylinder head, coolant passes up through the
The cooling system consists of the following water outlet elbow connection (see Figure 8.00-1) to one
components: segment of the water-jacketed exhaust manifolds and
exits through the outlet port to the water manifold (see
• Jacket Cooling Circuit Figure 8.00-2). Each exhaust manifold assembly is
– Jacket Water Header/Jacket Water composed of individual water-cooled segments.
– Exhaust Manifold
– Jacket Water Pump 1
– Water Manifold
– Remote Heat Transfer Device (customer-supplied)
– Jacket Water Temperature Control Valve
– Surge Tank (optional)
• Auxiliary Cooling Circuit
– Auxiliary Water Pump
– Intercoolers
– Oil Cooler
2
– Auxiliary Water Temperature Control Valve
– Auxiliary Water Heat Transfer Device
(customer-supplied)
Figure 8.00-1
JACKET WATER HEADER / JACKET WATER 1 - Exhaust Manifold 2 - Water Outlet Elbow
The coolant passageways in both the crankcase and
cylinder heads comprise the jacket cooling circuit. The
jacket water header is integrally cast within the
crankcase. Coolant circulates around the cylinder
sleeves inside the cylinder block. Coolant flows up
through the passage openings in the deck of each
cylinder head, flows around the valve seats and exhaust
guides, and up to the water-cooled exhaust manifolds.
FORM 6388-1
JACKET WATER PUMP
1
A belt-driven water pump is mounted on the front of the
engine (see Figure 8.00-2). Coolant exiting the pump is
piped to the jacket water headers.
WATER MANIFOLD
The water manifold (see Figure 8.00-2) receives the
2 coolant flowing out of each segment of the exhaust
manifold and routes it to the cluster thermostat housing.
CLUSTER THERMOSTAT HOUSING

4
3 The thermostats are enclosed in the cluster thermostat
housing at the outlet end (front) of the water manifold
(see Figure 8.00-2). By regulating the circulation of
Figure 8.00-2: Engine Cooling Components coolant, the thermostats control the jacket water
temperature. The thermostats remain closed while the
1 - Thermostat 3 - Auxiliary Water engine is warming up, so coolant is circulated through
Housing Pump the engine water jacket only by the jacket water pump.
2 - Water Manifold 4 - Jacket Water Pump
The thermostats start to open as the engine warms up
to its normal operating temperature. A portion of the
coolant is diverted to the remote heat transfer device,
which absorbs the heat and directs the coolant back to
the jacket water pump. The coolant supply from the heat
transfer device mixes with that portion of the coolant
which continues to flow down the bypass tube(s) to
provide a blend that is within the normal range.
REMOTE HEAT TRANSFER DEVICE

The remote heat transfer device may be a radiator with
cooling fan, cooling tower, heat exchanger or some
other device.
AUXILIARY WATER REMOTE HEAT TRANSFER

DEVICE
The auxiliary, or secondary, heat transfer device may be
a radiator, with cooling fan, cooling tower, heat
exchanger or some other device. The heat transfer
device provides cooling for the auxiliary circuit coolant.
FORM 6388-1
AUXILIARY WATER PUMP OIL COOLER
All auxiliary water pumps are belt-driven. The auxiliary The coolant flows from the intercoolers to the oil cooler.
water pump is located on the lower left front side (see The oil cooler is a tube and baffle type assembly (see
Figure 8.00-2 and Figure 8.00-3). Figure 8.00-5). While the coolant flows through a bundle
of tubes in the oil cooler, the lube oil circulates around
them. Heat from the oil passes through the tubes to the
coolant, which carries it to a heat transfer device for
dissipation. From the heat transfer device, the coolant
passes back to the auxiliary water pump to repeat the
circuit.
Figure 8.00-3
INTERCOOLERS
The intercoolers cool the inlet air to the turbochargers to
provide denser air to the turbochargers. The intercoolers
are located at the rear of the engine (see Figure
Figure 8.00-5
8.00-4).
AUXILIARY WATER TEMPERATURE CONTROL
VALVE
One thermostatic valve controls the temperature of the
auxiliary cooling water. To maintain the correct
temperature, the valve controls the flow of cooling water
from the heat transfer device.
The thermostatic valve is enclosed in a housing on the
suction side of the auxiliary water pump.
The thermostat housing has one outlet port stamped A
and two inlet ports stamped B (oil cooler) and C (heat
transfer device) (see Figure 8.00-6). The casting of the
thermostat housing prevents the flow of cooling water
through inlet port C when the thermostat is fully closed.
The flow from the oil cooler enters bypass port B and
exits outlet port A enroute to the auxiliary water pump.
Figure 8.00-4
FORM 6388-1
The thermostatic valve begins to open as the engine
warms up to its normal operating temperature. The
casting of the thermostat housing is such that inlet port
B becomes restricted as outlet port C starts to open.
Therefore, a smaller portion of the coolant is received
from the oil cooler, while a greater portion of the cooling
water comes from the heat transfer device (see Figure
8.00-6). Cool water passing out the heat transfer device
enters port C of the thermostat housing and combines
with hot water passing through bypass port B. The
cooling water exiting outlet port A is a blend that falls
within the normal range.
Figure 8.00-6: Auxiliary Cooling Water Temperature

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

auxiliary water 6 - Thermostat
pump) Housing
2 - Thermostatic Valve 7 - Cooling Water Inlet
3 - O-Ring Port C (from heat
4 - Bypass Inlet Port B transfer device)
(from oil cooler)
FORM 6388-1
SECTION 8.05
COOLING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair Ethylene Glycol

procedures, review SAFETY on page 1.05-1 and
RIGGING AND LIFTING ENGINES on page 1.10-1. NOTICE
Avoid AMINE solutions since high concentrations of
these will attack critical O-Rings in the engine. An
NOTE: See latest edition of Service Bulletin 4-2429 for engine that has had AMINE solution in it must be
detailed information on cooling system guidelines and flushed with fresh water or non-AMINE containing
water treatment recommendations. coolant prior to long term dry storage.
COOLANT MAKEUP
A mix of 50% water and 50% ethylene glycol will produce
Fill Water the best results for freezing and boiling protection, but
Softened or demineralized water should be used for any coolant efficiency is reduced by as much as 15%. Since
cooling system fill and make-up. Hard chemicals the radiator cooling system effectiveness drops by
(calcium and magnesium) form a lime scale which approximately 3% for each 10% of glycol concentration,
insulates hot engine parts from the cooling water. the radiator sizing for the specified heat rejection value
Cooling water must meet the following specifications. must be taken into account to accommodate this
relationship.
Calcium (Ca) Less than 1 ppm A minimum of 30% ethylene glycol is generally
Magnesium (Mg) Less than 1 ppm recommended for adequate antifreeze and corrosion
Total Hardness (CaCO3)
protection. The amount should not exceed 67% to avoid
Less than 1 ppm
impairing the heat transfer processes.
Chloride Less than 25 ppm
Since it effectively raises the boiling point of the water,
Sulfate Less than 25 ppm the use of ethylene glycol is also beneficial in hot
A water sampling program will verify that coolant meets temperatures. Therefore, ethylene glycol treated water
the requirements outlined here and determine when it is still recommended in those climates where antifreeze
needs changing. If a cooling system analysis program is is not normally required (see Table 8.05-1).
not used, the cooling system should be cleaned and Table 8.05-1: Water Versus Glycol Concentration
flushed annually.
PERCENT WATER / COMMENTS
ADDITIVES GLYCOL
Standard closed heat exchanger or radiator-cooled Minimum Glycol for Adequate

70/30
cooling systems operating up to 250°F (121°C) must be Antifreeze/Corrosion Protection
treated with industrial-grade inhibited antifreeze or with Best for Corrosion, Freezing and
50/50
some other effective commercial coolant treatment Boiling Protection
product.
With heat exchanger cooling systems, it should be
remembered that the circulation of ethylene glycol
solution only protects the closed system coolant.
Therefore, the heat exchanger coolant supply, as well
as the auxiliary coolant circuit, must also be protected.
FORM 6388-1
Propylene Glycol Table 8.05-2: Other Cooling System Treatments
Propylene glycol has similar cooling properties when TREATMENT COMMENTS

compared to ethylene glycol. Ethylene glycol has the Iron and steel corrosion inhibitor.
advantage of lower viscosity than propylene glycol at Sodium Nitrite
800-2500 ppm recommended.
temperatures less than 0°F (-17°C). Propylene glycol
has a low toxicity, and it may be less stringently regulated Molybdate Slows the growth of bacteria.
than ethylene glycol. Propylene glycol also has been Tolyltriazole Copper corrosion inhibitor.
proven to alleviate cavitation erosion that may be Synthetic Polymer Prevents hard scale buildup.
experienced when using ethylene glycol solutions.
Corrects the water pH (maintain PH
Other treatments the engine operator should consider Borax Buffer
level between 8.5 to 9.2).
are (see Table 8.05-2):
A common corrosion inhibitor used
by automotive antifreeze suppliers is
silicate. Silicates have the
disadvantage of building up an
Silicates
insulating layer on components and
are not recommended for industrial
engines. Concentration should not
exceed 25 ppm.
COOLING SYSTEM SPECIFICATIONS AND

RECOMMENDATIONS
Cooling System Specifications

Ensure that the temperature of the coolant leaving the
engine does not exceed the alarm and shutdown values.
See ESP PROGRAMMING on page 2.40-1 for
adjustments to these values.
See Table 1.15-6 VHP 12-Cylinder Series Four Engine
Specifications on page 1.15-12 for the jacket water
outlet temperature alarm and safety shutdown setpoints.
NOTICE
Customer-supplied fuel shutoff type safety equipment
must be provided.
Engine overheating, as evidenced by high jacket coolant

temperatures, may be caused by one or more of the
following conditions:
• Restricted airflow through the radiator
• Defective thermostats
• Worn jacket water pump
• Excessive jacket water pump suction
• Blown head gasket
• Faulty temperature gauge
• Low coolant level
• Overloaded engine
• Airbound system
FORM 6388-1
• Insufficient air circulation 14. Periodically remove intercooler and clean tubes with
• Exhaust recirculation a soft-wire brush or circulate a suitable cleaning
solution.
Cooling System Recommendations 15. Consider the installation of the following cooling
1. Ensure the rise in coolant temperature does not system safety accessories:
exceed 10°F (5.6°C). • A high coolant temperature shutdown device
2. Maintain inlet pressure to the pump between 2.5 psi • A low coolant level shutdown device
and 22 psi. Low pressure promotes cavitation
• A coolant level sight glass
erosion, and high pressure causes water pump seals
to leak. To avoid scored pistons and other serious problems, a
3. Analyze raw water chemistry to verify water does not high coolant temperature shutdown device will stop the
contain contaminants and is not too hard. Use only engine if the coolant gets too hot. A low coolant level
soft water where insolubles are as low as 0.5 ppm. device will shut down the engine if the coolant level drops
Hard water accelerates the formation of scale excessively, preventing cracked or warped cylinder
deposits. heads, exhaust manifolds and water manifolds. A sight
glass is a quick and easy method of visually checking
4. Analyze coolant chemistry every month to verify it the coolant level.
contains proper inhibitor and additive
concentrations.
JACKET COOLING CIRCUIT – INITIAL FILL
5. Measure antifreeze content according to lowest
anticipated temperature; refill as needed with same NOTE: The factory installed petcocks located at the
brand. highest position of the jacket water circuit must be
removed. Install permanent vent lines to the surge tank.
6. Maintain coolant pH between 8.5 and 9.2; an acidic
coolant with a pH of less than 7 will speed corrosion Table 8.05-3: Jacket Air Bleed Petcock Locations
of cast iron, aluminum and steel, and a pH of 11 or
higher will accelerate corrosion of aluminum and NUMBER
COOLING
solder. OF LOCATION
CIRCUIT
PETCOCKS
7. Check cooling system level each day or consider
Jacket water pump housing
installation of a coolant low-level shutdown switch.
1 (front center); outlet port to left
The high coolant temperature shutdown will not shut
bank jacket water header
engine down if system runs low on coolant. Jacket
Cluster thermostat housing
8. Check cooling system for rust, sludge or other 2 (above bypass outlet ports at
foreign matter once each year. Change as required. front)
Use only clean, soft water.
NOTE: To facilitate draining and flushing of the engine
9. To eliminate recirculation of particles and
jacket water, replace one of the 3/4 in. NPT countersunk
contaminants in cooling system, install a cleanable
headless pipe plugs with a customer-supplied ball valve
filter (sized at approximately 10 microns) in coolant
(see Figure 8.05-1). The ball valve must be threaded to
flow. Inspect and clean filter on a regular basis.
accept both a hose connection and pipe plug. See Table
10. Frequently inspect hoses and all cooling system 8.05-3 Jacket Air Bleed Petcock Locations on page
connections for cracks and leaks. Do this when 8.05-3.
engine is operating at normal pressure.
1. Remove 3/4 in. NPT countersunk pipe plug from
11. On a radiator, check for damaged fan blades, a drain hole located just below jacket water header
poorly fitting shroud, sticking shutters or dirt in (see Figure 8.05-1).
radiator core. Repair or clean as needed.
2. Attach customer-supplied supply line to ball valve
12. Check radiator cap for proper seal. and add treated cooling water to crankcase.
13. If a heat exchanger is used, inspect it for scale or
corrosion and, when necessary, clean inside of
tubes with a round, soft-wire brush. Flush with
cleaning solvent.
FORM 6388-1
NOTE: Always fill the engine from the bottom up to
! WARNING
minimize the formation of air pockets. As the engine fills,
air is pushed up and out.
Always install a pipe plug into
!
the ball valve after the hose
connection is removed. If the
lever of the ball valve is
inadvertently bumped open, the
1
absence of a plug will cause the
coolant to drain. During
operation, loss of any coolant
may result in catastrophic
engine damage. Escaping
steam and/or hot coolant can
cause severe burns.
4
5. Apply Perma-Lok Heavy Duty Pipe Sealant with
Teflon to pipe plug threads. Install plug in ball valve.
6. Carefully inspect jacket cooling circuit for coolant
leaks while the engine is running.
NOTICE
2
3
Air in the cooling system speeds up the formation of
rust, increases corrosion and produces hot spots
Figure 8.05-1 within the engine.
Air can be drawn into the engine through small leaks
1 - Water Header 3 - Ball Valve
in the jacket cooling circuit. The problem is
2 - Jacket Water Drain/ 4 - Plug
compounded when the void created by the loss of
Fill Port
coolant is filled by more air. If aeration causes the
coolant to foam, the probability of engine damage due
! WARNING to overheating is greatly increased.
Antifreeze solution is toxic and

poisonous. Always wear AUXILIARY COOLING CIRCUIT – INITIAL
protective clothing when FILL
working with antifreeze
solution. Follow the safety NOTE: The factory installed petcocks located at the
instructions on the container highest position of the auxiliary water circuit must be
provided by the manufacturer. removed. Install permanent vent lines to the surge tank.
See Table 8.05-4 Auxiliary Air Bleed Petcock
Locations on page 8.05-4.
3. Add coolant to engine until level in the surge tank
Table 8.05-4: Auxiliary Air Bleed Petcock Locations
reaches 5% of total system volume. This allows 6%
air space for coolant expansion. See Table NUMBER
1.15-6 VHP 12-Cylinder Series Four Engine COOLING
OF LOCATION
CIRCUIT
Specifications on page 1.15-12 for jacket cooling PETCOCKS
circuit capacities. Intercooler coolant inlet/outlet
2
4. Close ball valve and remove hose connection. bonnets (upper rear)
Auxiliary
Wastegate coolant return tube
2
(rear right and left bank)
1. From top of surge tank or radiator, add coolant to

auxiliary cooling circuit.
FORM 6388-1
2. Open auxiliary water pump drain petcock.
NOTICE
3. Continue filling circuit with coolant until it flows from
auxiliary water pump drain petcock. Close petcocks Air in the cooling system speeds up the formation of
when coolant begins to flow out in a solid, steady rust, increases corrosion and produces hot spots
stream. See Table 1.15-6 VHP 12-Cylinder Series within the engine.
Four Engine Specifications on page 1.15-12 for the
Air can be drawn into the engine through small leaks
capacities of the various auxiliary cooling system
in the jacket cooling circuit. The problem is
components.
compounded when the void created by the loss of
NOTE: Customer-supplied items and connections not coolant is filled by more air. If aeration causes the
included. Waukesha-supplied items include the coolant to foam, the probability of engine damage due
auxiliary water pump, intercooler, oil cooler, and the to overheating is greatly increased.
engine-mounted intercooler water supply and return
piping.
4. Add coolant to engine until level in the surge tank COOLING SYSTEM CIRCUITS – DRAIN
reaches 5% of total system volume. This allows 6% AND FLUSH
air space for coolant expansion. See Table
A water sampling program will verify that coolant meets
1.15-6 VHP 12-Cylinder Series Four Engine
the requirements outlined in Technical Data Sheet
Specifications on page 1.15-12 for auxiliary cooling
S-7610-03 and this manual. If a cooling system analysis
circuit capacities.
program is not used, the cooling system should be
5. Carefully inspect auxiliary cooling circuit for coolant cleaned and flushed annually or if inspection indicates
leaks while the engine is running. corrosion, sediment or other contamination.
FORM 6388-1
Table 8.05-5: Coolant Drain Petcocks 7. Attach the customer-supplied supply line to ball
valve and add clean, soft water to crankcase. Always
NUMBER
COOLING
OF LOCATION
fill engine from bottom up to minimize formation of
CIRCUIT air pockets. As engine fills, air is pushed up and out.
PETCOCKS
Jacket water headers (front 8. Continue filling jacket cooling circuit until level
4 (plugs) reaches top of surge tank or radiator.
and rear)
Jacket 2 Water manifold (front and rear) 9. Attach customer-supplied supply line and add clean,
soft water to surge tank or radiator of auxiliary
Water elbows (front, left and
2 cooling circuit.
right)
10. Top off surge tank or radiator of jacket cooling circuit.
4 Intercooler (rear, left and right)
11. Continue filling auxiliary cooling circuit until level
1 Auxiliary water pump (bottom)
reaches top of surge tank or radiator.
Auxiliary Water return pipe (pipe end at
1 12. Top off surge tank or radiator of auxiliary cooling
crankcase vee, engine front)
circuit.
Oil cooler inlet and outlet pipes
2 13. Start engine and let engine run about 10 minutes to
(engine front)
stir up any rust or sediment in cooling system.
1. Start engine. Run engine 10 minutes to stir up rust
NOTE: Contaminants left in the cooling circuits will
or sediment.
reduce or deplete the effectiveness of the cleaning
NOTE: To facilitate draining and flushing of the engine solution.
jacket coolant, replace one of the 3/4 in. NPT 14. Stop engine. Drain crankcase and all cooling system
countersunk headless pipe plugs (just below the level of accessories. Drain auxiliary cooling circuit. Avoid
the jacket water header) with a customer-supplied ball delay so water is completely drained while rust and
valve. The ball valve must be threaded to accept both a sediment are still in suspension.
hose connection and pipe plug.
15. Attach supply line and fill jacket and auxiliary cooling
! WARNING circuits with a suitable cleaning solution. Use a non-
acidic, non-corrosive, biodegradable compound
that prevents the loss of metal in the engine and
Always wear protective clothing avoids damage to internal gaskets and seals.
when bleeding the cooling
system on a heated engine. NOTE: Follow the manufacturer’s recommendations
for the proper concentration of cleaning solution and
length of cleaning time.
16. Top off surge tank or radiator of jacket and auxiliary
cooling circuits.
2. Verify customer-supplied ball valve is in closed 17. Start engine. Let it run for at least 10 minutes or until
position. Remove pipe plug and attach drain line. cleaning solution is depleted.
3. Drain coolant from jacket and auxiliary cooling 18. To ensure contaminants remain in suspension, drain
circuits. Avoid delay; coolant should be drained cooling circuits as quickly as possible.
before rust and sediment can settle.
19. Inspect internal surfaces. If results are not
4. Open all coolant drain petcocks (see Table 8.05-5). satisfactory, refill engine with cleaning solution.
Remove all drain plugs. Place a container beneath Repeat Steps 22 through 26 as necessary.
each petcock before opening.
20. Flush system of cleaning solution and any residual
5. Close all coolant drain petcocks. Apply Perma-Lok contaminants by filling jacket and auxiliary cooling
Heavy Duty Pipe Sealant with Teflon to drain plug circuits with clean, soft water. Drain immediately.
threads. Install drain plugs.
6. Select and inspect an internal surface that is suitable
for gauging the effectiveness of the cleaning and
descaling solution. If necessary, insert a piece of
welding rod into the coolant passage opening to feel
for an accumulation of lime and mineral scale
deposits.
FORM 6388-1
NOTICE IDLER PULLEY BEARING LUBRICATION
All antifreeze and water treatment products require a

clean system in order to work effectively. If
contaminants such as dirt, rust, scale, lime, grease, oil
and/or cleaning agents are not completely flushed out, 1
they can destroy the corrosion inhibitors and scale
suppressants intended to keep freshly filled cooling
circuits clean.
21. Inspect drain water for cleanliness. Fill and flush

systems again, if necessary. Best results are
obtained when drain water runs clear. 2
22. Fill jacket and auxiliary cooling circuits with coolant.
Be sure coolant has proper inhibitor and additive
concentrations. Bleed system of trapped air.
NOTICE Figure 8.05-2: Water Pump Idler Pulley Bearing
Air can be drawn into the system through small leaks 1 - Coolant Drain 2 - Grease Fitting
in the cooling circuits. The problem is compounded Petcock
when the void created by any loss of coolant is filled All engines require greasing the ball bearing in the jacket
by more air. Air in the cooling system speeds up the water pump idler pulley bracket every 720 running hours.
formation of rust, increases corrosion and produces 1. On right-side safety guard assembly, locate idler
hot spots within the engine. If aeration causes the pulley grease fitting (see Figure 8.05-2).
coolant to foam, the probability of engine damage due
to overheating is greatly increased. NOTICE
Do not overgrease the idler pulley bearing.
! WARNING
Overgreasing causes high bearing temperatures that
shorten bearing service life.
Always install a pipe plug in the
!
ball valve when the hose 2. Using a hand-held grease gun, apply one stroke of
connection is removed from the Lithoplex Grease No. 2 into grease fitting.
jacket water header. If the lever
of the ball valve is inadvertently
bumped open, the absence of a
AUXILIARY WATER PUMP BEARING
plug will cause the coolant to LUBRICATION
drain. During operation, loss of All engines require greasing the ball bearing(s) in the
any coolant may result in auxiliary water pump every 720 running hours. The
catastrophic engine damage. pump is mounted to a bracket at the front left or right
Escaping steam and/or hot corner of the oil pan. Depending on the model of the
coolant can cause severe burns. auxiliary water pump used, the pump may have one or
two grease fittings. Safety guards on some engines may
cover access to grease fittings. In this case, an access
23. Carefully inspect jacket and auxiliary cooling circuits hole is provided to allow the fitting to be greased.
for leaks. 1. Locate grease fitting(s) on auxiliary water pump (see
Figure 8.05-3).
FORM 6388-1
JACKET WATER PUMP DRIVE BELT

REPLACEMENT
Check the tension and condition of the jacket water
pump drive belts periodically as specified. Replace the
drive belts as specified or more often if necessary. See
MAINTENANCE SCHEDULE on page 16.00-1 for
belt inspection and replacement interval information.
! WARNING

removed.
Figure 8.05-3
NOTICE
1. Remove front safety guard.
Do not overgrease the water pump bearings.
Overgreasing causes high bearing temperatures that NOTICE
shorten bearing service life.
Verify that the pulley sheaves are clean and
2. Using a hand-held grease gun, apply two or three completely free of grease, oil and dirt. An
strokes of Lithoplex Grease No. 2 into grease fittings accumulation of dirt in the sheave grooves impairs
(see Figure 8.05-3). traction and accelerates belt wear.
GREASE RECOMMENDATIONS 2. Verify pulley sheaves are clean and completely free
of grease, oil, dirt and grit.
A Lithium complex-type grease is now recommended 3. Inspect drive belts for fraying, cracks or wear. Belts
over the Lithium soap-based grease because of its must not be glazed, split, peeled or greasy. Replace
ability to resist water. Lithium complex-type grease also as necessary.
provides superior rust protection qualities (especially
steel surfaces), as well as its thermal and mechanical NOTICE
stability at high operating temperatures. The Lithium
complex grease has a continuous operating Belts are matched and tied in sets. Always replace the
temperature of approximately 350°F (177°C), whereas drive belts in sets. Never replace just one drive belt
the Lithium soap-based grease has an upper operating even if only one belt is worn. Since the older belts are
temperature limit of approximately 225°F (107°C). stretched during hours of engine operation, the
circumference of new belts is slightly smaller. A
difference in belt size will cause the new belt to carry
the full load, resulting in rapid belt failure and possible
damage to driven equipment.
4. Loosen pivot bolt located on idler pulley bracket (see

Figure 8.05-4). Loosen slotted lock bolt. Belt tension
is released as idler pulley bracket rotates.
FORM 6388-1
9. See JACKET WATER PUMP DRIVE BELT
1 TENSION PROCEDURE on page 8.05-9 to
adjust belts.
! WARNING
2
removed.
10. Install safety guards.

4 3
JACKET WATER PUMP DRIVE BELT
TENSION PROCEDURE
Figure 8.05-4: Idler Pulley Bracket Bolts Check the tension and condition of the jacket water
pump drive belts periodically as specified. Replace the
1 - Jacket Water Pump 3 - Slotted Lock Bolt
drive belts as specified or more often if necessary. See
2 - Pivot Bolt 4 - Idler Pulley Bracket MAINTENANCE SCHEDULE on page 16.00-1 for
5. Slip drive belts off jacket water pump and idler belt inspection and replacement interval information.
pulleys. Remove belts from rear crankshaft pulley
and discard. ! WARNING
6. Place new drive belt in rear groove of rear crankshaft
pulley (rear groove is closest to gear cover). Slip belt Always install the safety guards
into rear groove of water pump pulley. after completing any service
7. Place new drive belt into second-last groove of rear
crankshaft and jacket water pump pulleys.
removed.
8. Rotate idler pulley bracket clockwise to seat both
water pump drive belts into pulley grooves.
FORM 6388-1
Figure 8.05-5
FORM 6388-1
2
4
3
Figure 8.05-6

1. Remove safety guard.
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using V-belt tension tool P/N 474016, check the

drive belt tension.
a. Measure belt tension at the midway point of the
Figure 8.05-7
longest span (see Figure 8.05-5).
tool squarely on the front drive belt at the midway
Figure 8.05-5) to the span listed in Table 8.05-6.
bottom of the large span O-ring is even with the
NOTICE
Tension of the drive belts is the same for a new and e. Read the force (see Figure 8.05-8). The force is
used belt. indicated by the position of the bottom of the
small O-ring on the deflection force scale. The
Table 8.05-6: Jacket Water Pump Drive Belt Tension
force should be within the range list in Table
8.05-6.
Belt
Span Force
Deflection*
20 in. 9 – 13 lbf 5/16 in.
(50.8 cm) (40 – 58 N) (7.9 mm)

tool’s housing (see Figure 8.05-7).
FORM 6388-1
NOTICE
drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
water pump bearings.
pulley grooves.
4. To adjust belt tension, insert a pry bar between upper

edge of idler pulley bracket and leverage pad located
Figure 8.05-8 on left side of water pump (see Figure 8.05-10). To
f. Check the tension on the remaining drive belts tighten drive belts, use leverage pad as a pivot and
in the same manner. push up on pry bar to move idler pulley bracket
downward.
3. If belt tension adjustment is necessary, loosen pivot
capscrew and slotted lock capscrew (see Figure
8.05-9). Belt tension is released as idler pulley
bracket rotates upward in a counterclockwise 2
direction. 1
5
2
3
Figure 8.05-10: Jacket Water Pump Drive Belt Tension

3
1 - Idler Pulley Bracket 3 - Pry Bar
2 - Leverage Pad
4
5. While holding the pry bar in down position, check the
tension of the drive belts using the tool.
6. Tighten slotted lock capscrew on idler pulley bracket
when proper belt tension is obtained. Tighten pivot
Figure 8.05-9: Jacket Water Pump Drive Belt Tensioning capscrew.
7. Inspect belts for proper seating. V-belts should ride
1 - Water Pump Pulley 4 - Idler Pulley Bracket
on sides of pulley sheaves, not on bottom of groove.
2 - Pivot Bolt 5 - Idler Pulley
3 - Slotted Lock Bolt 8. Verify the tension on the remaining drive belts.
FORM 6388-1
4. If replacement is necessary, back the upper thin hex
! WARNING
locknut on the threaded rod away from the adjusting
lever (see Figure 8.05-11). The pivot point of the idler
Always install the safety guards lever follows the adjusting lever. Movement of the
after completing any service idler pulley releases drive belt tension.
removed. 2 3

1
AUXILIARY WATER PUMP DRIVE BELT 11
REPLACEMENT
Check the tension and condition of the auxiliary water
pump drive belts periodically as specified. Replace the 6
drive belts as specified or more often if necessary. See 4
MAINTENANCE SCHEDULE on page 16.00-1 for
belt inspection and replacement interval information.
! WARNING 10
Always install the safety guards 9 5

removed. 8
1. Remove safety guard. 7

6
NOTICE
Figure 8.05-11: Adjusting / Idler Lever Assembly
An accumulation of dirt in the sheave grooves impairs
traction and accelerates belt wear. 1 - Threaded Rod 7 - Plain Washer
2 - Idler Lever 8 - Thin Hex Locknut
2. Verify that the pulley sheaves are clean and 3 - Capscrew 9 - Pivot Rod
completely free of grease, oil, dirt and grit. 4 - Lock Washer 10 - Spacer
3. Inspect the drive belts for fraying, cracks or wear. 5 - Stud Anchor 11 - Adjusting Lever
Belts must not be glazed, split, peeled or greasy. 6 - Elastic Stop
Replace as necessary. Locknut
5. Remove drive belts from auxiliary water pump and
idler pulleys (see Figure 8.05-12). Remove belts
from rear crank shaft pulley and discard.
FORM 6388-1
8. To tighten drive belts, thread upper thin hex locknut
toward adjusting lever. Pivot point of idler lever
follows adjusting lever in a clockwise direction.
Upward movement of idler pulley increases drive
belt tension.
9. See AUXILIARY WATER PUMP DRIVE BELT
TENSION PROCEDURE on page 8.05-14 to
adjust belts.
! WARNING

removed.
Figure 8.05-12
NOTICE 10. Install safety guards.
Belts are matched and tied in sets of two. Always AUXILIARY WATER PUMP DRIVE BELT
replace the drive belts in pairs. Never replace just one
drive belt even if only one belt is worn. Since the older
TENSION PROCEDURE
belts are stretched during hours of engine operation,
! WARNING
the circumference of new belts is slightly smaller. A
difference in belt size will cause the new belt to carry
the full load, resulting in rapid belt failure and possible Always install the safety guards
damage to driven equipment. after completing any service
6. Inspect condition of new auxiliary water pump drive engine with the safety guards
belts. removed.
7. Place new drive belts in rear groove of rear

crankshaft pulley (directly in front of first jacket water
pump drive belt) (see Figure 8.05-12). Slip belts into
grooves of both auxiliary water pump and idler lever
pulleys.
FORM 6388-1
Figure 8.05-13
FORM 6388-1
2
4
3
Figure 8.05-14

1. Remove safety guard.
NOTICE
Be sure that the belts are cool when the tension is
checked or adjusted. The thermal expansion of warm
belts will result in a false tension reading.
2. Using a V-belt tension tool P/N 474016, check the

drive belt tension.
a. Measure belt tension at the midway point of the
Figure 8.05-15
longest span (see Figure 8.05-13).
tool squarely on the front drive belt at the midway
Figure 8.05-14) to the span listed in Table
8.05-7.
bottom fo the large span O-ring is even with the
NOTICE
e. Read the force (see Figure 8.05-16). The force
Tension of the drive belts is the same for a new and is indicated by the position of the bottom of the
used belt. small O-ring on the deflection force scale. The
force should be within the range list in
Table 8.05-7: Jacket Water Pump Drive Belt Tension
Belt
Span Force
Deflection*
25 in. 4.5 – 6.5 lbf 3/8 in.
(63.5 cm) (20 – 29 N) (9.5 mm)

tool’s housing (see Figure 8.05-15).
FORM 6388-1
8. Thread upper thin hex locknut toward adjusting
lever. Pivot point of idler lever follows adjusting lever
in a clockwise direction. Upward movement of idler
pulley increases drive belt tension.
9. When correct tension is obtained, thread elastic stop
locknut onto upper end of threaded rod toward
adjusting lever. Be sure locknuts (thin hex and
elastic stop) on each side of adjusting lever are
properly tightened.
! WARNING

Figure 8.05-16 engine with the safety guards
removed.
f. Check the tension on the remaining drive belts
in the same manner.
3. To loosen drive belts, back upper thin hex locknut on
threaded rod away from adjusting lever. Pivot point
of idler lever follows adjusting lever in a
counterclockwise direction. Downward movement JACKET / AUXILIARY WATER PUMP
of idler pulley releases drive belt tension. INSPECTION
4. When correct tension is obtained, thread 3/8 in.
JACKET WATER PUMP INSPECTION
elastic stop lock on upper end of threaded rod toward
adjusting lever. Be sure locknuts (thin hex and 1. Remove safety guard.
elastic stop) on each side of adjusting lever are 2. Inspect “weep hole” in casting located below water
properly tightened. pump pulley (see Figure 8.05-17). The “weep hole”
5. Inspect belts for proper seating. V-belts should ride drains any coolant that leaks past the ceramic water
on sides of pulley sheaves, not on bottom of groove. pump seal.
6. Because of initial stretching, recheck belt tension
NOTICE
after 10 minutes run time. Check belt tension again
after first 30 minutes run time and then every 250 The presence of coolant at the “weep hole” indicates
hours thereafter. that the jacket water pump must be rebuilt. A defective
water pump seal results in coolant loss and
NOTICE contamination of the inner ball bearing grease.
drive components, such as sheaves and shafts, and
lead to premature failure of the idler pulley and/or
water pump bearings.
pulley grooves.
7. To tighten drive belts, back elastic stop locknut on

upper end of threaded rod away from adjusting lever.
Use a 3/8 in. deep well socket for best results.
FORM 6388-1
AUXILIARY WATER PUMP INSPECTION
Auxiliary water pumps should be visually checked for
leaks at shaft seal and housing seal locations (see
Figure 8.05-18).
Figure 8.05-17: Jacket Water Pump “Weep Hole” – Water

Pump Shown Removed Figure 8.05-18
3. Notify a Waukesha certified technician if any coolant
1 - Shaft Seal Area 2 - Housing Mating
leakage at the “weep hole” is observed.
Surfaces
! WARNING

removed.
4. Install safety guard.
FORM 6388-1
LUBRICATION SYSTEM
SECTION 9.00
LUBRICATION SYSTEM DESCRIPTION
LUBRICATION SYSTEM COMPONENT Oil supply tubes are tapped off the internal oil passage
DESCRIPTION leading to the front main bearing, and supply a
continuous spray of oil to the gear train. The lube oil hole
The lubrication system consists of the following in the lower front main bearing allows pressurized oil to
components: flow down a drilled passageway in the main bearing cap
• Oil Pan and Pickup Screen to lubricate the oil pump idler gear spindle.
• Oil Pump Internal passages in the crankcase casting also direct
• Oil Cooler the flow of pressurized oil to the camshaft bearing
saddles to provide lubrication of the main camshaft
• Temperature Control Valve bearings (bushings). Oil flows through holes in the
• Pressure Regulating Valve camshaft bearing caps and down passageways in the
• Full-Flow Oil Filters cam follower housing. Oil lubricates the cam followers
and camshaft lobes, after which it drops back to the oil
• Filter Relief Valve pan.
PRELUBE SYSTEM COMPONENTS An external oil supply line off the main oil header carries
oil to a separate external rocker arm oil header. Supply
• Prelube Pump/Motor
tubes from the rocker arm oil header direct the flow of oil
• Pilot-Operated Prelube Valve to the rocker arm assemblies and valves.
• Inline Lubricator Excess oil drains down a cored passage in the cylinder
head and runs down the outside of the pushrod tubes to
INTERNAL OIL CONTROL
a drainage passage in the cam follower guides. The
The main oil header is an integral part of the crankcase passage directs the flow of oil to a drain hole in the cam
casting (see Figure 9.00-1). Internal passages in the follower housing, where it flows back to the oil pan via
crankcase direct the flow of pressurized oil to the main the camshaft recess.
bearings via drillings in the main bearing saddles.
The flow of pressurized oil through the fixed valve
The flow of oil passes from the main bearing journals into adjusting screws of the rocker arm assemblies also
the T-drilled crankshaft and then up through drilled supplies oil to the cam followers, where the excess oil
passages in the connecting rods. After lubricating the joins the flow from the cored passage in the cylinder
connecting rod bearing, piston pin bushing and piston head.
pin, the pressurized oil passes through an opening in the
The flow of pressurized oil through the external system
top of the rod. The oil spray exiting the rod cools the
is depicted in Figure 9.00-2.
underside of the piston crown and drains back to the oil
pan. The turbochargers receive oil from the main oil header
via an externally mounted oil supply line. A drain line
connected to the valve lifter housing returns the oil to the
pan after lubrication of the turbocharger bearings.
FORM 6388-1
To ensure quick lubrication of the rocker arm assemblies
and turbochargers at start-up, each external supply line
is provided with a check valve to keep the oil from
draining back into the oil pan when the engine is shut
down. The check valves also prevent excessive
lubrication of the rocker arm assemblies, valves and
turbochargers during continuous or intermittent prelube.
1 4
2 5
6
8 5
8
9
10
11
15
12
14
13
Figure 9.00-1: Internal Oil Flow System
1 - Cylinder Head 9 - Check Valve

2 - Rocker Arm Oil Header 10 - Spray Nozzle(s)
3 - Cored Passage 11 - Gear Train
4 - Pushrod Tube 12 - Front Main Bearing Cap
5 - To Sump 13 - Main Bearing
6 - Camshaft 14 - Crankshaft
7 - Turbocharger 15 - Internal Oil Header
8 - Magnetic Plug
FORM 6388-1
1 4
3
8 5
10
6
A
C B
Figure 9.00-2: External Oil System Schematic
1 - Engine 6 - Temperature Control Valve

2 - Engine Oil Pump 7 - Oil Cooler
3 - Oil Pump Relief Valve 8 - Prelube Pump
4 - Oil Pump Discharge Housing 9 - Oil Filter
5 - Check Valve 10 - Oil Pressure Control Valve (adjust in field at
operating temperature)
FORM 6388-1
OIL PAN AND PICKUP
The bottom of the crankcase is enclosed by the oil pan.
The oil pump draws oil from the lowest point in the oil pan
and delivers it to the oil cooler. The box-shaped oil
pickup screen (see Figure 9.00-3) prevents foreign
material in the oil pan from entering the oil circuit.
3
Figure 9.00-4: Oil Pickup – Extender Series
Figure 9.00-3: Oil Pickup – Shallow Oil Pan
1 - Baffle 4 - Screen
2 - Gasket 5 - Oil Tube
3 - Oil Elbow
FORM 6388-1
OIL PUMP The auxiliary water thermostat is enclosed in a housing
mounted at the auxiliary water pump outlet as part of the
The gear-driven oil pump is externally mounted. On VHP
system to maintain proper oil temperature (see Figure
Series Four engines, the oil pump is located on the front
9.00-7).
of the engine, below the crankshaft (see Figure 9.00-5).
The oil pump has a pressure relief valve preset at the
factory to 75 psi (517 kPa). This relief valve protects the
oil pump from high initial oil pressures at start-up prior to
the engine oil reaching normal operating temperatures.
Figure 9.00-7: Auxiliary Water Thermostat
TEMPERATURE CONTROL VALVE

The oil temperature control is maintained by the
Figure 9.00-5: Engine Oil Pump (Guards Removed for thermostat housing, which contains two thermostatic
Clarity) valves (see Figure 9.00-8).
OIL COOLER
The oil cooler (see Figure 9.00-6) is a tube and baffle
type assembly. The auxiliary water pump circulates
coolant through the oil cooler tube bundle. The oil
circulates around the tube bundle. Heat from the oil
passes through the tubes to the coolant, which then
carries it to a heat transfer device for dissipation.
Figure 9.00-6
FORM 6388-1
The sight glass allows for inspection to ensure that the
filters and base have been drained during filter changes
1 (see Figure 9.00-9).
3
4
Figure 9.00-8: Oil Temperature Control Valves
1 - Seals 3 - Lead Thermostat

2 - Cover Plates 4 - Secondary
Thermostat
When the oil cooler inlet port thermostat (lead) starts to
open, the flow of oil from the oil cooler is enabled. This
supply mixes with the flow from the bypass port to
provide a blend of hot and cool oil. When the oil
temperature rises 5°F (2.8°C) above the “Start to Open”
rating of the lead thermostat, the bypass inlet port
thermostat begins to open. Opening of the thermostat
restricts the bypass inlet port passage, thereby allowing
a greater portion of the oil supply to come from the oil
cooler. The result of this type of operation is rapid
warmup when the thermostatic valves are fully closed
and efficient cooling once the valves open.
OIL FILTERS AND HOUSING

The oil filter housing is mounted on the gear housing,
below the oil cooler. The filtering system consists of five
filter cartridges (see Figure 9.00-9).
Figure 9.00-9: Oil Filters and Housing
1 - Filter Cartridges 2 - Sight Glass

The oil filters are “full-flow” type. The filter cartridge
contains a bypass valve that prevents the loss of oil
circulation due to a dirty filter.
FORM 6388-1
PRESSURE REGULATING VALVE MICROSPIN CLEANABLE OIL FILTERING SYSTEM
The pressure regulating valve maintains the engine oil The Microspin system consists of a centrifuge installed
pressure within the proper operating range regardless of as a bypass system, working in conjunction with the filter
engine speed or oil temperature. This pressure range is elements. The centrifuge is driven by the engine’s oil
preset at the factory. The pressure regulating valve is pressure. The spinning action of the centrifuge’s internal
mounted in the gear housing at the oil cooler outlet (see turbine assembly develops a force that exceeds
Figure 9.00-10). When the oil pressure exceeds the 2,000G’s, which compacts the contaminants against the
setting of the valve spring, an orifice opens to return turbine’s housing. The centrifuge will remove oil-
excess oil to the oil pan. Oil not returned to the pan contaminating particles as small as 0.5 microns. See
passes to the full-flow oil filter. LUBRICATION SYSTEM MAINTENANCE on page
9.05-1 for information.
Figure 9.00-10
NOTE: Adjust the pressure regulating valve to maintain
an oil header pressure of 50 – 60 psi (346 – 414 kPa) with
the oil pressure stabilized at normal operating Figure 9.00-12: Microspin Centrifuge Assembly
temperature and the engine fully loaded.
PRELUBE OPERATION
NOTICE
3
Oil drains back into the oil sump after engine
2 shutdown, leaving a minimal amount of oil at key wear
1 points. Since the crankshaft starts to turn before the
oil pump begins to circulate oil, “dry” starts result in
bearing damage and an accelerated wear rate.
The ESM system manages the start, stop and

emergency stop sequences of the engine including pre-
and post-lube.
4
Figure 9.00-11: Pressure Regulating Valve
1 - Adjusting Screw 3 - Sleeve

2 - Spring 4 - Stop Nut
FORM 6388-1
PRELUBE PUMP / MOTOR
! WARNING
If the prelube oil pressure

reaches or exceeds 5 psi (35
kPa) during continuous or
intermittent prelube, oil flows
through the supply line check
valve into the turbocharger
housings. Start-up of the engine
may blow accumulated oil into 2
the intake manifold and 1
carburetor, resulting in oily
deposits that gum up internal
surfaces. On the turbine side, oil Figure 9.00-13: Prelube Motor / Pump Assembly
leakage around the turbine
housing poses a potential fire 1 - Prelube Pump 2 - Prelube Motor
hazard.
NOTICE
Excessive oiling of the rocker arm assemblies can
! CAUTION cause oil to leak past the valve stem seals resulting in
the formation of carbon deposits in the combustion
If high-pressure gas is used to chamber. A buildup of oily deposits on the valve
drive the air/gas prelube pump guides and stems can lead to stuck valves.
motor, be sure to vent the motor
exhaust outside if the engine is
indoors. 1. An air/gas driven prelube pump motor is standard in
continuous duty applications where high pressure
air or gas is available. To prelube the engine, hold
down the prelube pushbutton on the instrument
NOTICE panel for a full 30 seconds before each engine start.
Oil drains back into the oil sump after engine Additional prelubing is required if a positive
shutdown, leaving a minimal amount of oil at key wear indication is not seen on the panel-mounted oil
points. Since the crankshaft starts to turn before the pressure gauge.
oil pump begins to circulate oil, “dry” starts result in 2. In standby applications, the prelube pump is driven
bearing damage, and accelerated wear rate. by an electric motor, usually for the purpose of
remote starting. Run the prelube system
continuously when the engine is not running.
The function of the prelube system is to purge the Continuous prelubing may also be required in cold
lubrication system of air and to ensure that all moving weather applications where oil heating elements are
parts are properly lubricated before the engine is started used.
3. In intermittent and peak shaving applications, the
prelube pump is driven by an electric motor run
intermittently. A timing device is used to
automatically start and stop the prelube motor. Set
the timer to activate the prelube system for a full 5
minutes every hour that the engine is not running.
FORM 6388-1
PRELUBE VALVE
The prelube valve opens to admit air/gas from a branch 1
of the main air/gas supply line, which turns the prelube
pump air motor to activate the prelube pump (see Figure
9.00-14).
2 Figure 9.00-15
1 - Air/Gas Vent 2 - Inline Lubricator

(customer
connection)
NOTICE
Figure 9.00-14
The lubricator is intended for systems using dry, clean
1 - Prelube Valve 2 - Mounting Bracket
natural gas. Any appreciable amount of hydrogen
sulfide (H2S), particularly when combined with
INLINE LUBRICATOR moisture, will cause corrosion and adversely affect the
lubricator and its operation.
! WARNING
The maximum operating temperature of the lubricator
is 175°F (79°C).
If high-pressure gas is used to
drive the air/gas prelube pump From the point of use, some oil mist may escape into
motor, be sure to vent the motor the surrounding atmosphere. Users are referred to
exhaust to a safe area in OSHA safety and health standards for limiting oil mist
conformance with all applicable contamination and use of protecting equipment.
codes.
The inline lubricator injects oil into a stream of

compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 9.00-15). The air/gas
starting system also has a lubrication reservoir. See
STARTING SYSTEM MAINTENANCE on page 12.05-
1 for information.
FORM 6388-1
OIL LEVEL REGULATOR (OPTIONAL) Verify lines between engine, oil filter, and oil cooler
assemblies are clean and free from scale.
The regulator is mounted on the left lower side of the
engine (see Figure 9.00-16). The regulator maintains the
engine crankcase oil at the correct level. Makeup oil from
an elevated tank is supplied at the regulator inlet.
Figure 9.00-16
NOTE: The regulator should be adjusted so that when
the engine oil is at the proper level, the regulator sight
glass is full to the midpoint.
NOTICE
To prevent the regulator from malfunctioning, the inlet
screen to the regulator should be cleaned regularly.
If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing makeup
oil to be added to the crankcase. A contact is available
for a customer-supplied low oil warning or shutdown
system.
OIL COOLER AND OIL FILTER

INSTALLATION
All piping connections to and from engine and between
lubrication system accessories are supplied by the
customer. Place oil filter and oil cooler assemblies as
close to engine as possible. If they must be over 8 ft. (2.4
m) away, use a pipe one size larger than the 2 in. (51
mm) requirement. Do not use street elbows or fittings
with a reduced inside diameter. Oil filter and oil cooler
assemblies must be isolated from engine by flexible
connections. Use only positive (flanged, threaded, or
welded) connections. Both flexible connections and
fittings must be capable of withstanding 125 psi (862
kPa) at 250°F (121°C).
FORM 6388-1
SECTION 9.05
LUBRICATION SYSTEM MAINTENANCE

1
RIGGING AND LIFTING ENGINES on page 1.10-1.
See Table 1.15-6 VHP 12-Cylinder Series Four Engine
Specifications on page 1.15-12 for lubrication system
capacities. See latest edition of Service Bulletin
12-1880 for oil recommendations.
OIL FILL – INITIAL PROCEDURE

The oil capacities listed in Table 1.15-6 VHP 12-Cylinder 2
Series Four Engine Specifications on page 1.15-12
represent approximate amounts. Use the initial fill to
determine the actual amount of oil required.
NOTICE Figure 9.05-1
The oil piping must be purged of all slag and debris 1 - Oil Filler Pipe 2 - Oil Filler Pipe
before the engine is started. Before proceeding with Bracket
the oil fill procedure, see the purging instructions in this
section.
1. Remove oil filler pipe cap located at the lower rear

left side of engine (see Figure 9.05-1).
2. Install makeup line and add oil. Periodically remove
Figure 9.05-2: Dipstick O-Ring
dipstick and take note of reading.
6. Install oil filler cap, start engine and allow oil to warm
3. Continue to add oil until level reaches FULL mark on
up to its normal operating temperature. Shut engine
dipstick (see Figure 9.05-2).
down and allow oil to drain back into pan. Check
4. Stop adding oil and start prelube pump. Prelube dipstick and add oil to oil pan until level returns to
pump must be run to fill oil lines, oil cooler and full- FULL mark.
flow oil filters. It also ensures bearings,
7. Check crankcase oil level daily before engine is
turbochargers and other moving parts of engine are
started. Blade of dipstick is marked LOW and FULL.
properly lubricated.
Always maintain oil level at FULL mark. Both marks
5. Run prelube pump until pressure is indicated on oil on dipstick are “static lines.” The dipstick does not
pressure gauge. Stop prelube pump and allow oil to indicate oil level with engine running.
drain back into crankcase. Check dipstick and add
8. See PRELUBE Y-STRAINER on page 9.05-8
oil to oil pan until level returns to FULL mark.
and adjust oil pressure.
FORM 6388-1
CRANKCASE OIL LEVEL CHECKING To change oil, drain oil pan, oil cooler, full-flow oil filter
and oil strainer proceed as follows:
Check the crankcase oil level daily. For convenience, a
dipstick is located on both the right and left sides of the NOTE: Drain oil when warm for best results.
oil pan (see Figure 9.05-2). The blade of the dipstick is 1. Oil Pan
marked LOW and FULL. Always maintain the oil level at
• Remove 2 in. square-head drain plug. For
the FULL mark. Both marks on the dipstick are “static
convenience, two drain plugs are provided, one at
lines.” The dipstick does not indicate oil level with engine
each end of the oil pan. Retain an oil sample for oil
running.
analysis. Install drain plugs after oil has drained.
When checking the oil level, carefully examine the
NOTE: Installation of a customer-supplied ball valve
condition of the oil on the dipstick. Replace the oil any
and pump facilitates draining of the oil pan.
time it appears diluted, thickened by sludge or otherwise
deteriorated. The useful life of the oil depends on a 2. Oil Cooler
number of factors, which include the engine load, a. Remove drain plug at bottom of oil cooler shell
temperature, fuel quality, atmospheric dirt, moisture and midway between inlet and rear bonnets. Install
the level of maintenance. If oil performance problems drain plug after oil has drained.
arise, consult your oil supplier.
b. Open the drain petcocks in oil cooler tubing.
Always pay close attention to engine operating Close the petcocks after oil had drained.
temperatures. If engine jacket water and oil 3. Oil Filter
temperatures are maintained according to engine
specifications, particularly during periods of light-load • Open drain valve under filter housing to drain oil
operation, the problems resulting from condensation of (see Figure 9.05-3). Remove filter elements from
corrosive vapors in the crankcase can be minimized. housing.
When using an engine oil for which there is no previous

operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well-
monitored maintenance program also should be
established for the first year of usage, and the
performance of the engine should be carefully observed
against all external operating conditions. This procedure
will help to determine if the selected oil is really suitable
for your particular operation.
NOTE: If any questions arise with regard to the
foregoing information, call the Waukesha Product
Support or Sales Engineering Department. 2
OIL CHANGE 1
! WARNING Figure 9.05-3
Allow oil to cool prior to working 1 - Drain Valve 2 - Sight Glass

on lube oil system components. NOTE: Extender Series engine full-flow filters are self-
Hot oil can cause severe burns. draining.
4. When oil has drained, ensure all drain plugs are
reinstalled.
Wear protective equipment and
5. See OIL PAN MAINTENANCE on page 9.05-3
use caution while working on
and clean oil pan.
lube oil system components.
6. See OIL FILL – INITIAL PROCEDURE on page 9.05-
1 and fill engine with clean oil (see Table 1.15-6 VHP
12-Cylinder Series Four Engine Specifications on
page 1.15-12).
FORM 6388-1
7. See OIL FILTER REPLACEMENT on page 9.05-
6 and bleed trapped air from oil system.
OIL PAN MAINTENANCE
1
2
5
6
3
7
4
Figure 9.05-4: Oil Pan Door Assembly
1 - Nut 5 - O-Ring
2 - Clamp 6 - Washer
3 - O-Ring 7 - Capscrew
4 - Door
3. A small pool of oil about 3/4 in. (19 mm) deep will
! WARNING
normally accumulate on each end of the oil pan
where the casting is recessed. Only a thin film will
Allow oil to cool prior to working cover the other internal surfaces. Using absorbent
on lube oil system components. cloths, wipe oil pan clean. Thoroughly clean channel
Hot oil can cause severe burns. that connects both recessed areas.
4. Clean oil pickup screen (see OIL PICKUP SCREEN
– EXTENDER SERIES on page 9.05-3).
5. Install oil pan doors. Position each door with rear
clamp 45° from vertical position. Insert clamp into oil
pan access hole. Holding door against face of
access hole, rotate door until clamp is in horizontal
position and tighten door clamp capscrew to
specifications. See Lubrication System in Table
NOTE: Since it is necessary to drain the oil pan and oil 18 for specific torque values.
system accessories, schedule the cleaning during a 6. See OIL CHANGE on page 9.05-2 and refill engine
regular oil change interval. with proper quantity and grade of oil (see Table
NOTE: Drain oil when warm. 1.15-6 VHP 12-Cylinder Series Four Engine
Specifications on page 1.15-12).
1. Drain oil pan, oil cooler, full-flow oil filter and oil
strainer.
OIL PICKUP SCREEN – EXTENDER SERIES
2. Loosen oil pan door clamp capscrews (see Figure
9.05-4). Rotate assembly about 45° to remove door Extender Series engines oil pickup screen does not
from access hole. require maintenance.
FORM 6388-1
OIL PICKUP SCREEN – SHALLOW OIL PAN

NOTE: Current production oil pickup screen does not require operator maintenance.
OIL PICKUP SCREEN REMOVAL

1. Remove four capscrews and lock washers to detach pickup screen assembly from both oil elbows and oil pan
Figure 9.05-5: Oil Pickup Screen Assembly
1 - Oil Elbow 4 - Oil Tube

2 - Gasket 5 - Screen
3 - Baffle
2. Remove pickup screen assembly from oil pan. 4. Scrape old gasket material from oil tube flanges and
3. Remove baffle and oil tubes from pickup screen. baffle box. Old gasket material left on mating
surfaces may cause air or unfiltered oil to leak into
oil tubes.
FORM 6388-1
OIL PICKUP SCREEN CLEANING AND INSPECTION OIL COOLER
1. Clean all parts of assembly in a non-volatile cleaning
solution or solvent. Flush screen from inside out for ! WARNING
best results.
Allow oil to cool prior to working
! WARNING on lube oil system components.
Hot oil can cause severe burns.
Never use your hand to check
for leaks or determine airflow
rates when using compressed Wear protective equipment and
air. Compressed air can pierce use caution while working on
the skin. lube oil system components.
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
NOTE: Inspect the oil cooler regularly. Plugged tubes
or scale deposits inhibit the flow of coolant which
reduces oil cooling effectiveness. Clean the oil cooler if
2. Thoroughly dry all parts with low-pressure
an increase in oil temperature cannot be traced to a
compressed air.
malfunctioning auxiliary water pump, loose belts, a faulty
3. Inspect pickup screen for debris. Replace screen if thermostat or excessive engine load.
damaged.
The tube bundle assembly fits inside the outer shell of
4. Inspect baffle box for broken welds, split seams or the oil cooler. The tubes are water passageways
cracks around oil tube holes. Replace baffle if secured to a fixed tubesheet at the inlet bonnet end. The
damaged. tubesheet is held in place between the inlet bonnet and
a protruding flange on the oil cooler shell at the inlet
OIL PICKUP SCREEN INSTALLATION bonnet end. The opposite end of the tube bundle is held
1. Apply a fast setting gasket adhesive, such as 3M in place by pressure between the rear bonnet and the
Scotch-Grip 847 Rubber and Gasket Adhesive, on packing seals, which encircle the rear tubesheet.
oil tube flanges. Position new gaskets on flanges. 1. Protect all gasket and seal surfaces.
2. Scrape old gasket material from oil tube flanges and 2. Clean the oil cooler by either mechanical or chemical
baffle box. Old gasket material left on mating means. The selected method largely depends upon
surfaces may cause air or unfiltered oil to leak into the type of deposit and the materials available. Any
oil tubes. of the following methods may be considered:
3. Install oil tubes in screening element. Place baffle a. Backflushing.
over screen, aligning holes with those in flange
gaskets. b. Circulate hot wash oil or light distillate to remove
sludge or other soft deposits.
4. Obtain two new gaskets for elbows and apply gasket
adhesive to one side. Press sticky side of gasket c. Circulate hot, fresh water to remove soft salt
onto baffle, aligning holes with those in box. deposits.
5. Verify two elbow flanges are clean. Old gasket d. Commercial cleaning compounds may be used
material or adhesive left on mating surfaces may to remove sludge or scale not removed by the
cause air or unfiltered oil to leak into elbows. above methods. If such compounds are used,
then check material compatibility to avoid
6. To ensure proper alignment, install four capscrews possible damage.
and lock washers to hold pickup screen assembly
together. After unit is positioned in oil pan, remove e. Use of a high-pressure water jet.
one capscrew. Slide capscrew elbow and thread it f. Scrapers, rotating brushes or other mechanical
back into pickup screen assembly. Follow this means. Nylon brushes are preferred over wire
procedure with remaining three capscrews. Tighten brushes if mechanically cleaning copper alloy
only after all capscrews are in place. tubes.
FORM 6388-1
3. If drills are used to open up tubes that are completely 2. Open the filter drain valve to allow oil to drain back
plugged, use extreme caution to avoid drilling into into oil pan. Use sight glass in filter base to verify that
the wall of the tube. the filter base has drained (see Figure 9.05-6).
4. Use only cold fluid for pressure-testing. Hydraulic
pressure may be used to locate split tubes or leaking
tubesheet joints. Test rings are required on
removable tube bundles in order to locate leaks.
5. Use a suitable roller-type tube expander to tighten
loose tube joints. Do not roll tubes that are not
leaking, otherwise the tube wall will be unnecessarily
thinned.
6. Do not blow steam through individual tubes;
localized overheating can result in expansion strain.
7. Fractured tubes or those that cannot be sealed on
the ends may be plugged, although some cooling 2
performance will be lost.
1
NOTE: Schedule the oil cooler cleaning during a
regular oil change interval, since it is necessary to drain
the oil pan and oil system accessories. Figure 9.05-6
1 - Drain Valve 2 - Sight Glass

OIL FILTER
! WARNING

on lube oil system components.

Oil filters should be replaced whenever the oil is changed

and may often require more frequent replacement.
When the filter is new, the drop in oil pressure through
the filter is about 2 – 3 psi (14 – 21 kPa) under normal
operating temperatures. Regularly check the differential
pressure gauge located on the filter housing base. When
the pressure differential rises to 12 – 15 psi (83 – 103
kPa), the filter elements are clogged and must be
replaced.
OIL FILTER REPLACEMENT

1. The engine must be shut down to service the oil
filters.
FORM 6388-1
3. Remove oil filters (use filter wrench) (see Figure MAGNETIC PLUG
9.05-7).
! WARNING


TURBOCHARGER MAGNETIC PLUG

Inspect and clean the turbocharger magnetic plug at
each oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil supply
fitting at crankcase (see Figure 9.05-8).
Figure 9.05-7
4. Apply a small amount of oil to filter seal. Install filter
and tighten until seal contacts base. Hand-tighten
one full turn.
NOTE: The drain valve handle must be in the vertical
(closed) position at all times except to drain oil.
5. Close the drain valve before starting the engine.
6. Operate the prelube system to fill oil filters.
INLINE LUBRICATOR
See INLINE LUBRICATOR on page 12.00-2 for
information on this component.
Figure 9.05-8: Turbocharger Magnetic Plug
2. Clean magnetic plug in solvent, if necessary. Wipe
plug clean to ensure that all ferrous metal debris is
removed. Install magnetic plug.
CYLINDER HEAD MAGNETIC PLUGS

Inspect and clean the oil supply magnetic plug at each
oil change. Proceed as follows:
1. Remove magnetic plug from turbocharger oil supply
fitting (see Figure 9.05-9).
FORM 6388-1
OIL PRESSURE ADJUSTMENT

1. Run engine until oil reaches normal stabilized
operating temperature on customer-supplied panel
or ESP screen.
2. Locate pressure regulating valve at gear housing
(see Figure 9.05-10). Loosen and back off jam nut
(1/2 in. [13 mm]) on adjusting screw.
Figure 9.05-9
2. Cylinder head oil supply header has magnetic plugs
on each end (see Figure 9.05-9).
3. Clean magnetic plug in solvent, if necessary. Wipe
any ferrous metal debris from plugs.
4. Apply Perma Lok Heavy Duty Pipe Sealant with
Teflon to magnetic plug threads. Install and tighten
plug.
Figure 9.05-10
3. Adjust pressure regulating valve to maintain an oil
header pressure of 55 psi (380 kPa) with an oil
temperature of 180°F (82°C) and engine fully
loaded.
• To increase oil pressure, turn adjusting screw in.
• To decrease oil pressure, turn adjusting screw out.
• Tighten jam nut (1/2 in. [13 mm]) to lock setting of
adjusting screw.
PRELUBE Y-STRAINER
! WARNING


Clean the Y-strainer screen at each oil change (see

Figure 9.05-11). Proceed as follows:
FORM 6388-1
! WARNING

rates when using compressed
air. Compressed air can pierce
the skin.
5. Drip-dry screen or use low-pressure compressed

Figure 9.05-11: Y-Strainer
air.
1. Drain oil pan and all oil system accessories: oil 6. Inspect screen for tears or holes. Replace if
cooler, full-flow oil filter and oil strainer. damaged.
2. Remove plug from Y-strainer (see Figure 9.05-12). 7. Slide screen back into Y-strainer.
8. Apply Perma Lok Heavy Duty Pipe Sealant with
Teflon or equivalent onto male threads of plug and
1 2 3 4
female threads of Y-strainer body.
9. Install plug into Y-strainer and tighten.
MICROSPIN
NOTE: The following procedures are for Microspin P/N
214105.
Initial centrifuge servicing should be about 4 weeks after
start-up, sooner if the oil is heavily contaminated. A
5 maximum buildup of 0.75 in. (19.05 mm) is allowed on
the centrifuge paper insert. Noting the buildup will help
in establishing a cleaning interval.
Figure 9.05-12
1 - Plug 4 - To Prelube Pump

CENTRIFUGE
2 - Screen 5 - From Oil Pan
! WARNING
3 - Strainer Body
3. Pull out cylindrical steel mesh screen. Always read and comply with
4. Flush screening element in a non-volatile cleaning the manufacturer’s instructions
solution or solvent. and warnings on the container
when using cleaning solvent.
NOTICE Cleaning solvents may be toxic
or flammable. Keep away from
High-pressure compressed air may damage the heat or flame. Always use
screening element. approved cleaning solvents in a
well-ventilated area. Do not use
gasoline, paint thinners or other
highly volatile fluids for
cleaning.
FORM 6388-1
Under normal operating conditions, the centrifuge
! WARNING
should be cleaned and its paper insert removed at every
scheduled oil change, or as experience dictates. The
centrifuge can be cleaned while the engine remains Allow oil to cool prior to working
running provided the oil supply valve is shut off (see on lube oil system components.
MICROSPIN CENTRIFUGE DISASSEMBLY on page Hot oil can cause severe burns.
9.05-10 for proper procedures).
MICROSPIN CENTRIFUGE DISASSEMBLY Wear protective equipment and

! WARNING lube oil system components.
The oil supply valve must be

shut off before servicing the
Microspin centrifuge. Allow 2
minutes before proceeding with
2. Loosen and remove side bell clamp (see Figure
servicing the Microspin
9.05-14).
centrifuge to allow the rotor to
stop spinning and the oil 3. Turn bell knob counterclockwise until it is free.
pressure to drop to zero. 4. Grasp top bell knob and remove bell housing from
base (this will expose rotor assembly).
1. Shut off oil supply valve and wait 2 minutes for oil 5. Insert a screwdriver under rotor assembly and raise
pressure to drop to zero and rotor to stop spinning it up 1 – 2 in. (25.4 – 50.8 mm) to allow oil to drain
(see Figure 9.05-13). from rotor into body base. When oil is completely
drained from rotor assembly, lift it straight up until it
clears base shaft.
6. Position unit on a clean work table. Remove can nut
from rotor assembly (see Figure 9.05-14).
NOTICE
Use caution during disassembly to avoid damage to
the brass bushings.
7. Invert rotor assembly and place it on a clean work

table.
8. While holding rotor can with both hands, press down
until can separates from rotor.
9. Clean baffle screen assembly, rotor and jets.
Replace O-ring if necessary.
Figure 9.05-13
FORM 6388-1
MICROSPIN CENTRIFUGE CLEANING
1 1. Remove paper insert from rotor can by inserting a
narrow flat tool between paper insert and rotor can.
2 Run tool around inside of can and remove paper
insert. Clean contaminant buildup in rotor can and
insert a new paper insert.
3
NOTICE
Remove rubber O-rings prior to placing parts in the
solvent tank to prevent damage to equipment.
4
13
! WARNING
5
Always read and comply with
the manufacturer’s instructions
and warnings on the container
when using cleaning solvent.
Cleaning solvents may be toxic
22
6 or flammable. Keep away from
heat or flame. Always use
approved cleaning solvents in a
well-ventilated area. Do not use
7 gasoline, paint thinners or other
highly volatile fluids for
cleaning.
8
2. Clean baffle screen assembly, rotor turbine, rotor
can, covers and jets in a suitable solvent tank.
9
14
10
11
12
Figure 9.05-14
1 - Bell Knob 8 - Rotor Can

2 - Bell Housing 9 - Paper Insert
3 - Rotor Assembly 10 - Baffle Screen
(see item 14) Assembly
4 - Bell Clamp 11 - O-Ring
5 - O-Ring 12 - Rotor Turbine
6 - Base Shaft/Body 13 - Assembly Diagram
7 - Can Nut (top 14 - Sub-Assembly
marked “TOP” or Diagram
“UP”)
FORM 6388-1
MICROSPIN CENTRIFUGE ASSEMBLY
1. Install baffle screen and new O-ring on turbine rotor.
NOTICE
The can nut must be tightened hand-tight only, or
damage to equipment could result.
2. Position rotor can, with a new paper insert in place

(see Figure 9.05-14), on turbine rotor. With side of
can nut marked “TOP” or “UP” on top, tighten knurled
can nut, hand-tight only (see Figure 9.05-15).
1 2
Figure 9.05-15
1 - Marked “TOP” or 2 - Bevel

“UP”
3. Position turbine rotor assembly into base. Check to
ensure rotor spins freely.
4. Install bell housing onto base with new O-ring (if
necessary). Hand-tighten bell nut.
5. Install and hand-tighten bell housing clamp finger-
tight.
6. Retighten bell nut hand-tight.
7. Open oil supply valve to start centrifuge. Check for
oil leaks.
FORM 6388-1
EXHAUST SYSTEM
SECTION 10.00
EXHAUST SYSTEM DESCRIPTION
EXHAUST MANIFOLDS
! WARNING
Each water-cooled exhaust manifold assembly is
Do not inhale engine exhaust composed of six individual segments (see Figure
gases. Do not open exhaust 10.00-1). One exhaust manifold segment is joined to the
system while the engine is next by a manifold pilot. The exhaust port of each
running. Exhaust gases are cylinder head is connected to one water-jacketed
highly toxic. segment of the exhaust manifold. Exhaust gas flows
through the exhaust manifold to the turbocharger
turbine.
EXHAUST SYSTEM COMPONENT
DESCRIPTION
NOTICE
Removal of exhaust heat shields will result in reduced 1
service life on engine components.
The exhaust system consists of the following

components:
• Turbochargers (see TURBOCHARGER SYSTEM 2
DESCRIPTION on page 7.00-1)
• Exhaust Manifolds
• Exhaust Thermocouples
• Exhaust Wastegates (see TURBOCHARGER Figure 10.00-1
SYSTEM DESCRIPTION on page 7.00-1) 1 - Exhaust Manifold 2 - Water Outlet Elbow
• Exhaust Piping and Flexible Connections
(customer-supplied)
FORM 6388-1
EXHAUST SYSTEM DESCRIPTION
EXHAUST THERMOCOUPLES One thermocouple is mounted in the exhaust port of
each exhaust manifold segment to measure the
Thermocouples are used to monitor engine exhaust
temperature of the exhaust exiting the respective
temperatures. High exhaust temperatures greatly
cylinder head (see Figure 10.00-2). One thermocouple
increase the potential for detonation and have a direct
is also mounted before each turbocharger and reflects
impact on the life of many engine components.
the exhaust temperature of the cylinder bank (an
average of the exhaust temperatures of each individual
cylinder).
2
1
13 3
12 9 7 5 3 1
14
11 10 8 6 4 2
4
5
14 13 12 11 10 98 7 6 54 3 2 1
Figure 10.00-2: Exhaust Thermocouples Arrangement – 12-Cylinder Engines
1 - Turbo Exhaust Inlet Elbow 4 - Thermocouple Conduit

2 - Exhaust Manifold Section 5 - Thermocouple Leads
3 - Exhaust Thermocouple 6 - Retaining Clip
The leads from the exhaust thermocouples have a
disconnect where they enter a thermocouple conduit.
Exiting the conduit through a flexible cable, the wires
lead into the connector bulkhead by the junction box.
FORM 6388-1
SECTION 10.05
EXHAUST SYSTEM MAINTENANCE
Before performing any service, maintenance or repair EXHAUST SYSTEM TEMPERATURE MONITORING
Exhaust temperatures can be an important diagnostic
tool, but there are differences found between rich and
lean burn engines:
• Rich Burn – Very rich mixture will lower exhaust
EXHAUST SYSTEM BACKPRESSURE temperature, and a very lean mixture will also lower
MEASUREMENT exhaust temperature.
• Lean Burn – Very rich mixture will raise exhaust
Monitor the exhaust system backpressure regularly. The
temperature.
maximum backpressure must not exceed specification.
• Both Systems – Very low temperatures are an
See Exhaust System in Table 1.15-6 VHP 12-Cylinder indication of misfiring.
Series Four Engine Specifications on page 1.15-12 for
exhaust system backpressure values. NOTE: Verification of proper thermocouple readings is
essential.
1. Measure 12 in. (305 mm) downstream from mating
flange of Waukesha-supplied flexible exhaust The maximum exhaust temperature variation across the
connection. Measurement must be taken before entire engine should be within 100°F (47°C) for all
silencer or catalytic converter, if provided, and models.
should be away from any bend or elbow in exhaust
Normal exhaust temperatures are model-dependent:
piping. At this point, drill and tap a 1/4 in. NPT hole
that is, air/fuel ratio and load-dependant, naturally
in the customer-supplied exhaust piping.
aspirated, turbocharged, lightly loaded, heavily loaded
2. Install tubing connector in tapped hole. Use only and ignition timing all affect the exhaust temperature.
non-corroding stainless-steel fittings. See the Waukesha Gas Engine Technical Data manual
3. Connect one end of water manometer to connector, for specific details.
and vent free end to atmosphere. Manometer line NOTE: Since air/fuel ratio, ambient air temperature and
fitting must not protrude beyond inner surface of many other factors may affect exhaust gas
exhaust pipe, or an inaccurate reading may result. temperatures, call the Waukesha Field Service
4. Measure exhaust backpressure at rated speed and Department if additional information is required.
load. Corrective action must be taken if
Check engine exhaust temperatures for each cylinder
backpressure exceeds specified limit.
daily. Monitor the exhaust temperatures when the
5. Excessive exhaust backpressure may be due to one engine is running at rated speed and load.
or more of the following conditions:
• Undersized piping EXHAUST SYSTEM INSPECTION
• Elbows, bends or sudden enlargements in piping 1. Inspect exhaust manifolds and exhaust piping for
leaks.
• Plugged catalytic converter
2. Record exhaust manifold temperatures for
• Pipe obstructions reference.
• Exit losses
FORM 6388-1
FORM 6388-1
CRANKCASE BREATHER SYSTEM
SECTION 11.00
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM BREATHER PRE-SEPARATOR

COMPONENT DESCRIPTION The breather pre-separator is located on the crankcase
The purpose of the crankcase breather system is to at the inlet breather tube connection (see Figure
maintain a slight negative pressure in the crankcase. 11.00-1).
The negative pressure rids the crankcase of harmful
water vapors and combustion gases, and helps to 1
prevent sludge buildup and oil contamination.
Maintaining a negative crankcase pressure is important
to prevent oil leaks and vacate harmful vapors, but too
much vacuum pulls in environmental dust and dirt.
Vacuum lines from both turbocharger compressors
create the draw past engine seals that pulls the gases
from the crankcase. The gases go through a pre-
separator and main (coalescing) separator to remove oil
vapor from the gases prior to being drawn into the
engine. The separated oil is returned to the crankcase
though a return tube which contains a one-way check
valve that prevents backflow of oil and/or vapor back into
the separator. The crankcase pressure is regulated by
the pressure regulator valve so the specified negative
pressure in the crankcase is maintained.
The components of the crankcase breather system are
as follows:
• Breather pre-separator 2
• Crankcase pressure regulator valve
• Breather separator assembly Figure 11.00-1
• Breather check valve 1 - Breather Inlet Tube 2 - Breather
• Breather insulation blanket to Crankcase Pre-Separator
Pressure Regulator
• Breather system tubing Valve
The crankcase pressure relief valves are not part of the The pre-separator allows vapors to be vented from the
crankcase breather system. They control crankcase crankcase. It also serves to stop a portion of the oil
pressure rise in the event of a crankcase explosion. carried by these vapors from reaching the oil separator.
As the oil mist and vapors pass out of the crankcase, the
expanded metal elements in the pre-separator restrict
the flow of much of the oil, dropping the surplus back into
the oil pan.
FORM 6388-1
CRANKCASE PRESSURE REGULATOR VALVE
The crankcase pressure regulator valve is connected to
the oil separator inlet piping. The crankcase pressure
regulator valve automatically adjusts to compensate for
variations in crankcase pressure due to changes in
engine speed and load to maintain crankcase pressure
to specified levels. See ENGINE SPECIFICATIONS on
page 1.15-12. The valve assembly within the crankcase
pressure control valve is calibrated to move up and down
in response to turbocharger source vacuum. This
movement opens or closes the through passage in the
valve regulating the volume of air drawn from the
crankcase (see Figure 11.00-2).
1 Figure 11.00-3
NOTICE
Breather system components and routing have been
specifically designed for this engine and should not be
2
modified. The breather separator oil drain must exit
below oil pan oil level. The oil pan oil level must be kept
at the FULL mark at all times.
Figure 11.00-2
1 - Crankcase 2 - Breather Separator

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

replaceable coalescing element that condenses oil
vapor into liquid form so it can be transferred back to the
crankcase. The crankcase vapors are drawn from the
breather by the turbocharger compressor into the air
induction system and are burned in engine combustion.
The breather separator is wrapped with an insulation
blanket. This blanket prevents any moisture from the
crankcase vapor from freezing. It also improves blow-by
gas entrained oil separation efficiency. This blanket
must remain installed (see Figure 11.00-3).
Figure 11.00-4
FORM 6388-1
CRANKCASE PRESSURE RELIEF VALVES The valve incorporates an internal flame trap to retard
(OPTIONAL) the emission of flame while the valve is venting. The
flame trap is of an oil-wetted wire gauze design. The
! WARNING cooling capacity of the gauze is doubled when oil-
wetted, a condition caused by the oil mist that normally
The number of crankcase exists in the crankcase or by oil spray from the
pressure relief valves used on connecting rod bearings. The valve incorporates the
the engine depends on the flame trap as a single unit, and the O-ring construction
volume of the crankcase. Never eliminates oil leakage.
operate the engine without all The crankcase pressure relief valves are an important
valves on the engine. The ability part of the engine safety system and must be properly
of the system to function is maintained. Combustion may occur in the crankcase
dependent upon the proper when a localized hot spot brings the oil mist above the
number of relief valves. Do not flash point temperature (approximately 375° – 480°F
operate without the proper type [191° – 249°C]). If the crankcase is not fitted with the
and number of relief valves, or proper type and number of relief valves or if these relief
without the relief valves being valves are not properly maintained, the oil pan doors
properly maintained. may be blown off and a secondary explosion of greater
intensity might take place, resulting in death or damage
to property.
Crankcase pressure relief valves are used as a safety
precaution (see Figure 11.00-5). The valves open fully NOTE: Placement of the pressure relief valves may
when the pressure in the crankcase exceeds the preset vary due to other engine-mounted accessories.
specification and close tightly and quickly to prevent the
inflow of air after the internal pressure has been relieved.
See ENGINE SPECIFICATIONS on page 1.15-12 for
crankcase relief valve specifications.
Figure 11.00-5: Crankcase Pressure Relief Valve

The possibility of combustion is prevented since no
oxygen is allowed to enter the crankcase to support new
combustion. The valve does not prevent crankcase
combustion but reduces peak pressures, thereby
minimizing damage.
FORM 6388-1
FORM 6388-1
SECTION 11.05
CRANKCASE BREATHER SYSTEM MAINTENANCE

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

BREATHER PRE-SEPARATOR SCREEN REMOVAL
1. Remove the breather inlet tube from the crankcase
pressure regulator valve and remove the two
capscrews attaching the tube to the crankcase to
access the breather pre-separator screen (see
Figure 11.05-1).
Figure 11.05-1
1 - Breather Inlet Tube 3 - Gaskets

to Crankcase
Pressure Regulator
Valve
2 - Breather
Pre-Separator
2. Remove capscrews, lock washers and gaskets, and
remove the breather pre-separator screen assembly
from top of cylinder block.
3. Pre-separator screen inspection and cleaning
should be accomplished at 40,000 hours or major
engine overhaul, whichever is sooner.
FORM 6388-1
BREATHER PRE-SEPARATOR SCREEN CLEANING 5. Fasten breather pre-separator screen, breather inlet
AND INSPECTION tube and breather transition assembly to top of
cylinder block with lock washers and capscrews.
! WARNING
CRANKCASE PRESSURE REGULATOR
Always read and comply with VALVE
the manufacturer’s instructions
and warnings on the container While there is no manual adjustment of the crankcase
when using cleaning solvent. pressure regulator valve, it should be inspected any time
Cleaning solvents may be toxic the crankcase pressure is not within the specified level.
or flammable. Keep away from See MAINTENANCE SCHEDULE on page 16.00-1
heat or flame. Always use for service interval. Inspect for proper operation of the
approved cleaning solvents in a diaphragm and valve assembly. Clean any
well-ventilated area. Do not use accumulation of dirt, grit or sludge that could prevent free
gasoline, paint thinners or other movement of the valve assembly. Verify the vent holes
highly volatile fluids for at the top of the valve body are open. Blockage of these
cleaning. holes will prevent the valve from operating properly.
NOTE: A Diaphragm Service Kit (P/N 495672) is
available. The kit includes the diaphragm and valve
1. Wash screen in a nonvolatile cleaning solution or assembly as well as the valve body O-ring.
solvent, if necessary.
1. Pull up on the clips while holding the valve body.
2. Remove breather pre-separator screen and
breather tube assembly.
! WARNING

rates when using compressed
air. Compressed air can pierce
the skin.
Figure 11.05-2
3. Dry screening element from inside out using low- 2. Remove the valve body.
pressure compressed air.
BREATHER PRE-SEPARATOR SCREEN

INSTALLATION
1. Position a new gasket over the breather pre-
separator hole on crankcase. Verify gasket surfaces
are clean and completely free of grease and oil.
2. Install breather pre-separator screen in cylinder
block.
3. Install new gasket on top of breather pre-separator
screen.
4. Install breather separator tubing.
FORM 6388-1

3. Inspect the diaphragm for tears and deterioration. 6. Inspect the O-ring in the valve body. Replace if
Replace the assembly if it is damaged. necessary.

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

See MAINTENANCE SCHEDULE on page 16.00-1
for service interval.
NOTE: An Element Service Kit (P/N 495671) is
available. The kit includes the separator element,
canister sealing gasket and two butterfly seals. A
Canister Service Kit (P/N 495671A) is available. The kit
includes a canister with clips.
1. To replace the separator element, remove the drain
tube from bottom of the canister.
2. Remove the canister insulation jacket.
FORM 6388-1
3. Pull up on the clips while holding the canister (see
Figure 11.05-7). Remove the canister.
1 Figure 11.05-9
10. Align the canister with the breather separator head.
Figure 11.05-7 Latch the clips.
11. Install the drain tube to the bottom of the canister.
1 - Drain Tube 2 - Clips
12. Install the insulation jacket.
4. Remove and discard the separator element, two
butterfly seals and canister sealing gasket from RETURN LINE CHECK VALVE
breather separator head.
Open the valve and clean any sludge or deposits (this is
5. Clean the inside of the canister and inspect for done when replacing the separator element).
damage.
6. To install new separator element, position one CRANKCASE PRESSURE RELIEF VALVES
butterfly seal around boss at bottom of the canister. (OPTIONAL)
! WARNING
The number of crankcase

pressure relief valves used on
the engine depends on the
volume of the crankcase. Never
operate the engine without all
valves on the engine. The ability
of the system to function is
dependent upon the proper
number of relief valves. Do not
operate without the proper type
and number of relief valves, or
without the relief valves being
Figure 11.05-8 properly maintained.
7. Position the separator element in the canister.
8. Place the second butterfly seal on the breather
separator head.
for service interval. If removed, replace crankcase
9. Place the canister sealing gasket in groove of the pressure relief valves in the same positions as installed
breather separator head. (see Figure 11.05-10).
FORM 6388-1
2. Connect one end of manometer to connector, and
vent the free end to the atmosphere (see Figure
11.05-12).
1
3
Figure 11.05-10: Crankcase Pressure Relief Valve

1. Shut down the engine and allow it to cool. 4
2. Lift the valve off its seat to verify the plate is free to
move.
Figure 11.05-12
CRANKCASE PRESSURE CHECK
1 - Vent 3 - To Crankcase
(PREFERRED METHOD)
2 - Shutoff Valves 4 - Manometer
A negative crankcase pressure must be maintained.
3. Measure crankcase pressure and perform all
See ENGINE SPECIFICATIONS on page 1.15-12.
pressure adjustments while engine is operating at
NOTE: Measure the crankcase pressure as specified rated speed and load (see CRANKCASE
or more often if necessary. See MAINTENANCE PRESSURE RELIEF VALVES (OPTIONAL) on
SCHEDULE on page 16.00-1 for maintenance page 11.05-4).
interval information. 4. When complete, remove manometer line and tube
1. Remove pipe plug from oil level gauge support and connector. Install pipe plug.
install a 1/8 in. NPT tube connector (see Figure
11.05-11).
Figure 11.05-11: Typical Water Manometer Connection
1 - Oil Level Gauge 2 - Install Water

(Dipstick) Manometer Tube
FORM 6388-1
FORM 6388-1
AIR / GAS PRELUBE AND START SYSTEM
SECTION 12.00
AIR / GAS PRELUBE AND START SYSTEM DESCRIPTION
COMPONENT DESCRIPTION PRELUBE PUMP AND MOTOR
Prelube System The function of the prelube pump/motor is to purge the

lubrication system of air and to ensure that all moving
• Prelube Pump/Motor
parts are properly lubricated before the engine is started.
• In-line Lubricator
The prelube pump and motor (see Figure 12.00-1)
• Prelube Pushbutton Valve circulate the oil through the engine. The ESM system
• Pilot-Operated Prelube Valve manages the start, stop and emergency stop sequences
• Oil Pressure Gauge (customer-supplied) of the engine including pre- and post-lube. Logic to start
and stop the engine is built into the ECU, but the
Start System customer supplies the user interface (control panel
• Start Pushbutton Valve buttons, switches, touch screen) to the ESM system.
• Pilot-Operated Starter Pre-Engage Valve/Starter
Motor (customer-supplied)
1
• Starter Motor
! WARNING
From the bulkhead, all gas

vented from the system must be
piped to a safe area in
conformance with all applicable
codes.
2
3
NOTICE
Oil drains back into the oil sump after engine Figure 12.00-1
shutdown, leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to turn before the 1 - Inline Lubricator 3 - Prelube Pump
oil pump begins to circulate oil, failure to prelube the 2 - Prelube Motor
engine will result in “dry” starts, resulting in bearing
damage and an accelerated wear rate.
FORM 6388-1
INLINE LUBRICATOR
1 2
! WARNING
3
If high-pressure gas is used to
drive the air/gas prelube pump 7
motor, be sure to vent the motor
exhaust to a safe area in
conformance with all applicable
codes. 4
The inline lubricator (see Figure 12.00-2) provides the

prelube motor with lubrication during the starting 6
5
sequence.
Figure 12.00-3: Prelube Motor / Pump Assembly
1 - Mounting Bracket 5 - Prelube Motor

2 - Air/Gas Inlet 6 - To Oil Pump
3 - Inline Lubricator 7 - Prelube Pump
4 - Air/Gas Vent
(customer
connection)
PILOT-OPERATED PRELUBE VALVE

The pilot-operated prelube valve opens to admit air from
a branch of the main air/gas supply line, which turns the
prelube pump air motor to activate the prelube pump
Figure 12.00-2
The inline lubricator injects oil into a stream of
compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 12.00-3).
NOTICE
The lubricator is intended for systems using dry, clean
natural gas. Any appreciable amount of hydrogen
sulfide (H2S), particularly when combined with
moisture, will cause corrosion and adversely affect the
lubricator and its operation.
From the point of use, some oil mist may escape into
the surrounding atmosphere. Users are referred to
OSHA safety and health standards for limiting oil mist
contamination and use of protecting equipment.
The maximum operating temperature of the lubricator
is 175°F (79°C).
FORM 6388-1
2
1
3
11
4
12
7
6
13 5
14 3
10
9 8
Figure 12.00-4: Pilot-Operated Prelube Valve Connections
1 -
Branch of Main Air/Gas Supply 8 - Prelube Motor Bracket
2 -
Pilot Air/Gas Supply (from prelube pushbutton valve) 9 - Tube Clip (to gear housing)
3 -
Union Elbow Tube Fitting 10 - Tube Brace (to left bank lifting eye mounting pad)
4 -
Tube Clips to Left Bank Exhaust Manifold Sections 11 - Bulkhead
(cylinders No. 6, No. 3 and No. 1) 12 - Vee-Mounted Prelube Tube
5 - Inline Lubricator 13 - Air Valve Bracket
6 - Prelube Motor (front left) 14 - Pilot-Operated Prelube Valve (rear right)
7 - Air/Gas Exhaust (customer connection)
START PUSHBUTTON VALVE
The START pushbutton valve activates the starter motor
system. On air/gas starter systems, the START
pushbutton valve activates a series of valves that allow
air/gas pressure to activate the air/gas starter motor. On
electric start systems, an additional solenoid is added to
the system to replace the signal normally provided by
air/gas pressure.
STARTER MOTOR – ELECTRIC START

This system functions in much the same way as the
air/gas starting system, with the difference being the use
of electric starting motors (see Figure 12.00-5). An
additional solenoid is added to the system to replace the
signal normally provided by air/gas pressure.
Figure 12.00-5
FORM 6388-1
STARTER MOTOR – AIR / GAS PILOT-OPERATED STARTER PRE-ENGAGE
VALVE / STARTER MOTOR – CUSTOMER
The air/gas pressure causes the starter pinion to shift
SUPPLIED
into engagement with the flywheel ring gear and
activates the starter motor (see Figure 12.00-6 and The pilot-operated starter pre-engage valve opens to
Figure 12.00-7) to crank the engine. admit air from a branch of the main air/gas supply line.
The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear. Movement
of the pinion to the engage position opens a passageway
for air pressure to pass through to the pilot-operated
starter valve(s). The pilot-operated starter valve(s) open
to admit air from another branch of the main air/gas
supply line, which activates the starter motor to crank the
engine (see Table 12.00-1).
Table 12.00-1: P/N 208569D Air Valve Inlet Pressures and
Pilot Pressures to Shift
INLET PILOT TO SHIFT

35 psi (241 kPa) 23 psi (159 kPa)
50 psi (345 kPa) 25 psi (172 kPa)
95 psi (655 kPa) 34 psi (234 kPa)
Figure 12.00-6: Air / Gas Starter Connections 105 psi (724 kPa) 36 psi (248 kPa)
145 psi (1,000 kPa) 43 psi (296 kPa)
155 psi (1,069 kPa) 45 psi (310 kPa)
NOTE: Pilot pressure must be sufficient in order for the

pilot-operated prelube valve to function.
3
1
Figure 12.00-7: Air / Gas Starter
1 - Inlet 3 - Exhaust
2 - Integrated Relay
Valve
FORM 6388-1
Figure 12.00-8: Schematic – Pneumatic Control System for Air / Gas Start and Prelube
FORM 6388-1
AIR STARTER PRINCIPLE OF OPERATION
The engine uses one turbine-type air starter (see Figure With an electrical control signal, starter supply air
12.00-9). The turbine starter consists of the following present at the solenoid valve flows through a control air
components: line to the rear tapped port (IN) and actuates a piston.
The piston compresses the piston spring and moves the
• Starter Motor
drive pinion gear forward to engage/mesh the flywheel
• Air Inlet Connection ring gear. The gear engagement occurs prior to
• Integrated Starter Relay Valve and Controls, which admission of supply air to the turbine motor (pre-
include: engagement) prior to admission of supply air to the
turbine motor (pre-engagement).
– Integral Valve Inlet Filter Screen
– Control Air Solenoid If the pinion gear fails to engage the ring gear, the starter
pinion gear will re-index 1/2° when retracting so
– Control Air Lines engagement will be near 100% on the next start attempt.
• Starter Exhaust Muffler (optional)
Once the drive pinion is fully engaged to the flywheel ring
The turbine starter is powered by a two-stage turbine gear, the forward port is uncovered allowing the air
motor, which is designed for air operation. Starter signal to exit the starter through the forward tapped port
lubrication is self-contained grease packed gears and (OUT) to APP port on the main starter relay valve. The
bearings. External lubrication is not required. main starter relay valve opens and allows supply air to
flow through the turbine motor, starting the cranking
The output speed of the turbine is reduced by internal
cycle. Cranking will continue as long as the starter relay
planetary gearing. The planetary gearing drives a
valve is open.
grease-lubricated, secondary spur-gear set. The
secondary drive gear turns the output shaft (and pinion If the engine starts running and the starter remains
gear) of starter. engaged to the engine, an internal over-running clutch
in the starter will prevent overspeed to the starter turbine
rotor, preventing damage. The over-running clutch will
wear over time. Proper operation will have the starter
1 2 disengaging as soon as the engine is running.
Once the electrical signal to the solenoid is interrupted,
the solenoid closes and the air signal bleeds off from
behind the piston allowing the pinion gear to disengage.
A regulated main air supply pressure of up to 150 psi
(1,034 kPa) is required for operation of the turbine
starter. The starter is rated for a dynamic pressure
maximum of 150 psi (1,034 kPa) measured at the starter
inlet (at Pressure Check Port) while the starter is running.
For maximum starting air efficiency, minimizing flow/
3 pressure losses through the air system piping/regulator
is recommended. Use 2 in. (51 mm) air supply piping and
full flow 2 in. (51 mm) manual (shutoff) valves. Air
Figure 12.00-9: Turbine Starter pressure regulators should have a Cv factor of 40 or
greater.
1 - Starter Relay Valve 3 - Air Inlet
2 - Starter Motor For repair and service information on the turbine starter,
contact: TDI Tech Development, 6800 Poe Avenue, PO
Box 13557, Dayton, OH 45413-0557.
FORM 6388-1
SECTION 12.05
STARTING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair ELECTRIC STARTER SYSTEM MAINTENANCE
AND LIFTING ENGINES on page 1.10-1 and the ! WARNING
following safety messages.
Always disconnect electrical
STARTING SYSTEM MAINTENANCE power during inspection of
electrical components.
! WARNING
From the bulkhead, all gas

vented from the system must be
piped to a safe area in Inspect the starter motor and wiring for loose
compliance with all applicable connections or frayed insulation (see Figure 12.05-1).
codes.
Figure 12.05-1: Electric Starter
FORM 6388-1
INLINE LUBRICATOR 2. Twist to remove reservoir body and fill to proper
level. DO NOT OVERFILL. Oil level must always be
Oil Fill visible in sight glass. Use proper grade of oil. Add
Check the level of the inline lubricator daily. The oil level SAE 10W oil at 32°F (0°C) and above. Use No. 2
must always be visible in the sight glass. Refill as follows: Diesel Oil when ambient temperatures fall below
32°F (0°C).
1. With inlet pressure shut off, slowly loosen oil fill plug
located in lubricator housing cover (see Figure 3. Inspect O-ring on neck of oil reservoir for tears, cuts
12.05-2). Loosening plug will expose a bleed orifice or general deterioration. Replace as necessary.
capable of reducing oil reservoir pressure. 4. Install bleed plug in lubricator housing cover.
Adjustments
1
Periodically check the lubricator drip rate. If the prelube
pump motor exhaust is oil-free or contains an excessive
amount of oil, manual adjustment is necessary.
2 1. Locate oiler adjusting screw located at top of sight
8 3 feed dome.
4 2. Pull lock ring on adjusting screw upward to release
drip rate setting.
3. Adjust drip rate only when there is a constant rate of
air/gas flow through the lubricator. Oil drops are
atomized by air/gas flowing through the lubricator
throat. Monitor drip rate through sight feed dome. All
oil drops visible in the dome are delivered to the
7 prelube pump motor.
5
4. Adjust lubricator to provide a light oil vapor at prelube
motor exhaust (about four to five drops per minute).
Turn adjusting screw clockwise to decrease drip
rate; turn screw counterclockwise to increase it.
6 5. Push lock ring on adjusting screw downward to lock
drip rate setting.
6. Monitor prelube pump motor for a few days following
Figure 12.05-2: Inline Lubricator adjustment. Readjust drip rate if necessary.
1 - Oiler Adjusting 5 - Reservoir Level Cleaning
Screw Sight Glass
2 - Sight Feed Dome 6 - Drain Plug See MAINTENANCE SCHEDULE on page 16.00-1
3 - Vent Plug 7 - 8 oz (0.2 L) for service interval.
4 - Air/Gas Outlet Reservoir 1. With inlet pressure shut off, slowly loosen oil fill plug
8 - Air/Gas Inlet in lubricator housing cover. Loosening plug will
expose a bleed orifice capable of reducing oil
NOTICE reservoir pressure. Remove oil fill plug.
2. Remove drain plug at bottom of reservoir. Drain the
Ensure that oil level of the inline lubricator is always oil.
visible in the sight glass. DO NOT OVERFILL the
reservoir. 3. Unscrew reservoir from lubricator housing cover.
4. Inspect O-ring on upper lip of reservoir for cuts or
general deterioration. Replace as necessary.
FORM 6388-1
STARTER INSPECTION
! WARNING
1. Inspect starter motor and wiring for loose
connections or frayed insulation (see Figure
12.05-1).
rates when using compressed 2. Blow down air storage reservoirs at least once a day.
air. Compressed air can pierce NOTE: Blowdown is necessary to prevent the buildup
the skin. of water in the tanks and to eliminate or at least reduce
Wear protective equipment to the formation of rust and scale in the air starting system.
protect your skin. Wear safety 3. Before starting engine, bleed off some compressed
glasses to shield your eyes from air to help keep moisture from condensing inside air
flying dirt and debris. starting system.
5. Clean reservoir using soap and water. Dry parts and

blow out internal body passages using clean, dry
compressed air.
6. Inspect all parts carefully. Replace any damaged
parts.
7. Install reservoir onto lubricator housing cover and
fully tighten reservoir until it stops (approximately
five turns). Unscrew reservoir no more than one full
turn to position sight glass for best visibility.
8. Inspect O-ring on neck of oil fill plug for cuts or
general deterioration. Replace as necessary. Install
plug in lubricator housing cover.
9. Install drain plug at bottom of lubricator reservoir.
10. Fill lubricator reservoir with proper grade and
amount of oil. See Oil Fill on page 12.05-2 to fill inline
lubricator.
11. Periodically check drip rate. Readjust if necessary
(see Adjustments on page 12.05-2).
AIR / GAS STARTER

! WARNING
Always disconnect electrical

power during inspection of
electrical components or the
starter solenoid.
A regulated maximum air supply pressure of up to 150

psi (1,034 kPa) is required for the air-driven starter
motor. The air inlet pipe diameter should be 2 in. (50.8
mm).
FORM 6388-1
FORM 6388-1
ENGINE PROTECTION SYSTEM
MAINTENANCE
SECTION 13.00
ENGINE PROTECTION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair PRESSURE AND TEMPERATURE SWITCH
procedures, review SAFETY on page 1.05-1 and CALIBRATION
Maintenance of the engine protection system is for service interval.
generally limited to visual inspection of components.
K-TYPE THERMOCOUPLE INSPECTION

! WARNING
Thermocouples can be
extremely hot. Allow engine to
cool prior to handling
thermocouple.
NOTE: Crankshaft main bearing thermocouples are

available as an option.
1. Inspect thermocouples to verify they are securely
seated.
2. Inspect connecting cables and wires for loose
connections, broken wires or insulation.
FORM 6388-1
ENGINE PROTECTION SYSTEM MAINTENANCE
FORM 6388-1
OPERATION
SECTION 14.00
ENGINE START-UP AND SHUTDOWN
Before performing any service, maintenance or repair Always follow all safety messages stated in this manual
procedures, review SAFETY on page 1.05-1, RIGGING and site safety manual when performing these checks.
PRESTART INSPECTION
! WARNING
Do not allow anyone under the

influence of intoxicants and/or
narcotics to work on or around
industrial engines. Workers
under the influence of
intoxicants and/or narcotics are
a hazard both to themselves and
other employees.
Be sure that the clutch, circuit
breaker or other main power
transmission device is
disconnected.
Table 14.00-1: Intial Prestart Checks
CHECK COMMENTS REFERENCE

Documentation
Waukesha’s technical publications Obtain the applicable documentation. Service Bulletins, wiring diagrams
Engine Mounting
Examine engine foundation for condition,
Engine foundation tightness of hold-down bolts and general
alignment of driven equipment.
Site Fuel
Fuel supply to comply with latest edition of Fuel supply to comply with latest edition of
Fuel supply Waukesha’s S7884, Gaseous Fuel Waukesha’s S7884, Gaseous Fuel
Specifications Specifications
FORM 6388-1

Fuel flow to comply with Waukesha’s Fuel flow to comply with Waukesha’s
Fuel flow
Technical Data – Heat Balance Section Technical Data – Heat Balance Section
Are gas shutoff valve(s) mounted as close
Gas shutoff valve(s)
to the carburetors as possible?
Engine Components
Verify all components are in operating
Mechanical and electrical
condition.
Air filter restriction indicators
Verify throttle plates are balanced, both See THROTTLE ACTUATOR LINKAGE
Throttle plates
fully close or open in unison. on page 2.60-2.
Bar the engine over two revolutions in a
Engine rotation counterclockwise direction and verify
nothing interferes with rotation.
Verify all protective guards and shields on
both the engine and driven equipment are
Protective guards secure. Remove tools, rags or other
objects that may get caught by rotating
parts.
Cooling System
Verify that a static line has been installed
See Form 1091, Waukesha engines &
Static Line and properly sized from the bottom of the
Enginator systems Installation Manual.
expansion tank to the water pump inlet.
Verify that the expansion tank is installed
See Form 1091, Waukesha engines &
Expansion Tanks at least 67.5 in. (172 cm) above the pump
Enginator systems Installation Manual.
inlet.
Verify each expansion tank has an
Pressure cap
expansion cap installed.
Verify that the auxiliary coolant circuit and
Coolant circuits the jacket coolant circuit are not
connected in any way.
Control valves Verify control valves are properly open.
See JACKET COOLING CIRCUIT –
INITIAL FILL on page 8.05-3 and
Coolant level Check coolant level.
AUXILIARY COOLING CIRCUIT –
INITIAL FILL on page 8.05-4.
Verify permanent coolant vent lines are
Coolant vent lines
installed.
Coolant leaks Check for coolant leaks.
Lubrication System
Verify that lube oil level is at the FULL
Lube oil level
mark on the dipstick.
Verify that the prelube and postlube are
Prelube/postlube controlled by either the ESM or customer
control panel
Power Supply
Check that power supply is between 18
and 32 volts DC with less than 2V ripple See POWER SUPPLY
Power supply voltage
peak to peak at 100 Hz. REQUIREMENTS on page 2.45-2.
NOTE: 24 volts DC is normal voltage.
FORM 6388-1

Check that customer-installed wiring is See WIRING REQUIREMENTS on page
Wire size
properly sized. 2.45-1.
Customer Interface Harness Required Connections
Start engine
Normal shutdown
Emergency shutdown
Rated speed/idle speed
For optional customer interface connections, see CUSTOMER SYSTEM WIRING OVERVIEW on page 2.50-1.
ECU Required Programming
See PROGRAMMING WKI VALUE on
WKI
page 2.40-19.
See PROGRAMMING LOAD INERTIA
Load inertia
on page 2.40-20.
For optional ESP programming, see ESP PROGRAMMING on page 2.40-1.
FUEL SYSTEM ADJUSTMENT

! WARNING
Do not inhale gaseous fuels.

Some components of fuel gas
are odorless, tasteless and
highly toxic.
NOTE: Before making any fuel mixture or regulator

adjustments, both governor-controlled throttle plates Figure 14.00-1
located in the carburetors must be balanced. Each pair
1. With the engine off, turn both carburetor screws in
of butterfly plates must fully close or open in unison. If
until they are fully closed. Back out the carburetor
adjustments are required, see THROTTLE ACTUATOR
screws 5 full turns. Set the regulator pilot screws to
LINKAGE on page 2.60-2.
1.25 in. (32 mm) out from the cap (see Figure
NOTICE 14.00-2 and Figure 14.00-3).
Always verify that all cylinders are firing before

adjusting the carburetor. Exhaust manifold
thermocouples (optional equipment) will assist in
diagnosing misfiring cylinders. Unstable or high
exhaust O2 levels may also indicate misfires. Failure
to do so may cause serious engine damage.
Adjust the fuel system using the Fuel System Setup

screens on the HMI.
Figure 14.00-2
FORM 6388-1
27±3%
Figure 14.00-5
4. Run the engine at the highest speed and load
possible (Max of 1200 rpm and 100% load). Adjust
the current FCV position on each bank to match the
1.25 in desired FCV position displayed on the screen. This
(32 mm) is done by adjusting the carburetor fuel screw in to
open the FVC or out to close the FCV screws (see
Figure 14.00-6).
50±3%
Figure 14.00-3
2. Start the engine. Press the Set Mode to enter the
Pre-Catalyst mode (see Figure 14.00-4).
Figure 14.00-6
5. Press the Set Mode button to enter either Post-
Catalyst Mode or Pre-Catalyst Mode (see Figure
14.00-7 and Figure 14.00-8). Use an emission
analyzer to verify emissions. Fine-tune the setpoint.
The default settings are 0.700 volt for post-catalyst
mode, 2.0030 volts for pre-catalyst mode. If NOx
Figure 14.00-4 reading is high, adjust setpoint rich. If CO reading is
high, adjust setpoint lean.
3. Run the engine unloaded at approximately 800 rpm.
Adjust the current FCV position on each bank to
match the desired FCV position displayed on the
screen. This is done by adjusting the regulator pilot
screw in to close the FCV or out to open the FCV
FORM 6388-1
Figure 14.00-7: emPact Figure 14.00-8: AFR2
CO NOx
NOx CO
Catalyst Window
Rich Lean
Figure 14.00-9
FORM 6388-1
ESM ENGINE START-UP PROCEDURES 4. Connect PC to ECU and display engine panel [F2]
screen. Read oil pressure as soon as engine starts.
NOTE: Complete the initial preprogramming of the See Lubrication System in Table 1.15-6 VHP 12-
ESM before applying power to the ESM system and Cylinder Series Four Engine Specifications on page
starting the engine. All safety shutdown setpoints are 1.15-12.
entered into the ESM using a personal computer.
NOTE: Engines that are required to start at ! WARNING
temperatures below 50°F (10°C) should be equipped
with both an oil heater and a coolant heater. Verify Never idle turbocharged
engine is warm enough before attempting to start.
!
engines for extended periods.
1. Reset all engine protection switches and devices. Accumulated carbon may
Check Engine Control Unit (ECU) alarm and damage turbocharger. Instead
shutdown status LEDs located on front of ECU. of idling the engine, shut it down
Yellow and red LEDs flash codes when an alarm or and restart when needed.
shutdown occurs. Using a PC, review electronic
service program (ESP) total fault history and verify
all faults have been reset. Status LEDs will remain 5. Warm engine by running with little or no load until oil
flashing unless cleared using ESP or unless the pressure is 55 ± 5 psi (380 ± 35 kPa) and coolant
engine is restarted. temperature reaches 100°F (38°C).
2. Verify ESM is in control of fuel shutoff valve. 6. Gradually apply load to avoid overloading engine.
3. Verify E-Stop buttons are pulled out (see Figure HIGH OIL PRESSURE FAULTS DURING ESM ECU
14.00-10). COLD STARTS
When starting a VHP engine with cold oil, the possibility
exists the ECU will temporarily display a warning and
default oil pressure reading of 7.1 psia (49 kPa), which
could result in an alarm.
The VHP oil pump pressure relief valve has a
nonadjustable setting of 100 – 110 psi (689.5 – 758.5
kPa) and the oil pressure setting valve should be set at
50 – 60 psi (345 – 415 kPa) at normal oil operating
temperature. With cold oil, the pressure may exceed this
setting and be high enough to trip the oil pressure
transducer’s (P/N 740118) calibrated limit of 100 psia
(689.5 kPa).
When oil pressure exceeds the operating pressure of the
oil pressure transducer, a defaulted value of 7.1 psia (49
kPa) will be displayed on the ECU’s F2 ENGINE screen
Figure 14.00-10: Emergency Stop – Left Side (see Figure 14.00-11) and communicated over
MODBUS.
NOTICE
If the oil pressure display does not indicate sufficient
oil pressure within 15 seconds, shut the engine down
immediately. Never operate the engine without the
proper oil pressure indication.
NOTE: The ESM system is calibrated by Waukesha to

both alarm and shut down on low oil pressure. However,
low oil pressure alarm and shutdowns are inhibited for a
period of time after engine start.
FORM 6388-1
ESM ENGINE CHECKS DURING

OPERATION
NOTICE
Stop the engine immediately if the oil pressure is low
or fluctuating. Never operate the engine without the
proper oil pressure indication.
1. Observe system readings for oil pressure, oil

temperature and water temperature on ESM [F2]
engine panel screen.
Figure 14.00-11: F2 Engine Panel – Oil Pressure Warning
2. Check air restriction indicator on each air cleaner
In this specific overpressure state, ESM will not shut the while the engine is running. See AIR INTAKE
engine down. The pressure on screen F2 will drop to the SYSTEM MAINTENANCE on page 6.05-1, and
defaulted value of 7.1 psia (49 kPa) with the message clean/replace air cleaner elements if air restriction
field below turning yellow and displaying “FIX SENSOR/ indicator(s) shows red (see Figure 14.00-13).
WIRING” (see Figure 14.00-11). After 30 seconds in the
overpressure state, the alarm “ALM211 Oil Pressure SC”
will register. This can be seen in the active faults screen
in the F10 Status panel (see Figure 14.00-12).
Figure 14.00-13
3. Verify engine status using ESM engine panel
Figure 14.00-12: F10 Status Panel – “ALM211 OIL PRESS screen. These panels display system and
SC” Alarm component status, current pressure and
temperature readings, alarms, ignition status,
As the engine oil warms up, the pressure should drop
governor status, air/fuel control status (with AFR
below the calibrated high limit trip point and the F2
option) and programmable adjustments.
screen will return to reading the actual pressure of the
engine oil, clearing the alarm. 4. Listen to engine. Certain problems, such as
occasional misfiring, turbocharger bearing failure or
If desired, the analog output wire “PROG OP 2”, 4 – 20 water pump problems, may first be noticeable from
mA (Oil pressure), could be used to shut down the engine sound.
engine by configuring the customer-supplied panel to
initiate an emergency shutdown (ESD222 CUST ESD) 5. Observe governor control rod. Engine misfire can be
when the ECU goes to the 7.1 psia (49 kPa) state. seen as an occasional “twitch” of the control rod.
6. Visually examine fuel, water and lubrication lines for
signs of leaks, damage or corrosion.
FORM 6388-1
ENGINE SHUTDOWN PROCEDURES EMERGENCY SHUTDOWN
ROUTINE SHUTDOWN ! WARNING
! WARNING Allow engine to cool for at least

10 minutes after shutdown. Do
Allow engine to cool for at least
10 minutes after shutdown. Do ! not restart an overheated
engine or an engine that has
! not restart an overheated

engine or an engine that has
been shut down by the engine
been shut down by the engine
protection system until the
cause has been determined and
protection system until the corrected.
cause has been determined and
corrected.
When the red emergency stop button located on side of
engine is pressed, the engine will perform an emergency
1. Gradually reduce engine load. stop. In addition, if IPM-D power fails, the engine will
perform an emergency stop.
2. Operate engine at idle speed for 5 minutes to cool
down engine temperatures.
! WARNING
Always ensure that the fuel gas

valve(s) are closed after engine
shutdown.
3. Shut down engine using customer-supplied control

panel.
4. Postlube engine for 5 minutes. ESM is programmed
to automatically postlube engine.
Figure 14.00-14: Emergency Stop – Left Side
NOTICE
If the engine is being shut down for an extended period
of time, cap the exhaust pipe to prevent moisture or
contaminants from entering the engine.
FORM 6388-1
MAINTENANCE OF STANDBY UNITS OPERATING AT LIGHT LOADS

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

less than 50% of the maximum continuous power rating.
Never idle turbocharged Gas engines usually have unstable combustion at light
loads because combustion chamber pressures are
!
engines for extended periods.
Accumulated carbon may lower, which increases blow-by past the piston rings.
damage turbocharger. Instead This can lead to contamination of the engine oil including
of idling the engine, shut it down an increase in oil nitration rates and carboning of the
and restart when needed. piston ring grooves. Oil analysis is recommended to
determine proper oil change intervals. See latest edition
of Service Bulletin 12-1880 for Waukesha oil
Always run the engine long enough to stabilize the oil recommendations. Change intervals are usually not
and water temperatures at the normal operating level affected by periodic light loading.
expected under load. Do not operate the engine under If the engine is operated at less than 30% load for long
no-load conditions for other than very brief periods. periods (>300 hours), it is recommended that the engine
Loads of at least one-third the normal rated capacity are be exercised at full load for 2 hours every 400 hours.
recommended. Ordinarily, an exercise run of 1 – 2 hours
will be needed. Single-electrode iridium platinum spark plugs are
recommended by Waukesha and are available from
Some types of driven equipment cannot be operated Waukesha Distributors. See latest edition of Service
without fairly extensive procedures “to put them on the Bulletin 11-1895 for spark plug recommendations for all
line.” Waukesha production engines. These spark plugs have
Weekly exercise may have to consist of periods long superior corrosion resistance and will significantly
enough to check the engine’s ability to crank and start, improve the engine stability at part and full load
or check starting circuitry and safety equipment with the operation compared to the multi-electrode spark plugs.
starter disabled. Special attention must be taken to Engine oil and coolant temperatures should be
prevent internal corrosion, sticking and gumming of fuel maintained within the standard operating ranges.
controls, and deteriorated starting batteries. Always check thermostats for proper operation. General
Arrangements should be made to run the engine and guidelines are as follows:
driven equipment under load at least every 90 days.
• Maintain engine jacket water outlet coolant in standard
range of 180° – 190°F (82° – 89°C).
ENGINE PERFORMANCE RECORD
• Oil header temperature should be above 160°F (71°C)
Engine operating information, recorded during regular to ensure proper lubrication of the engine and
inspections, is necessary to apply proper Routine minimize oil nitration rates.
Maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, ensuring See “General Data” Technical Data Book. Under Control
needed servicing and providing “trend” information on Systems, see Number S8382, “Alarm and Shutdown
general engine condition. See ENGINE Setpoints,” and in the Fuels and Lubrication Section, see
PERFORMANCE RECORD on page 16.00-5 for Number S1015-27, “Dressser Waukesha Oil
additional information. Recommendations.”
The crankcase breather system should be checked for
proper operation, which will ensure that blow-by gases
are properly vented from the crankcase. The breather
system should be adjusted to operate at a slight vacuum.
FORM 6388-1
FORM 6388-1
OPTIONS
SECTION 15.00
ENGINE PROTECTION SHUTDOWN SYSTEMS

MAIN BEARING SENSORS

MAIN BEARING SENSOR REMOVAL AND
INSTALLATION
NOTE: The main bearing sensors are installed in the
main bearings. The wires are passed through the
crankcase using a packing gland fitting installed in the
crankcase. The wiring is clipped to the crankcase and
runs to the customer connection point on the engine
bulkhead.
1. Remove sensor wiring from thermocouple junction
box.
2. Remove clips securing wiring to crankcase.
3. Remove main bearing sensor from fitting on main
bearing cap and remove fitting from bearing cap Figure 15.00-1
(see Figure 15.00-1). 4. Carefully pull all sensor wiring through packing
glands in crankcase (see Figure 15.00-2).
FORM 6388-1
ENGINE PROTECTION SHUTDOWN SYSTEMS
Figure 15.00-2: Main Bearing Thermocouple Harness
1 - Thermocouple 2 - Packing Gland

Harness
Connection
5. If damaged, remove packing gland fittings from
crankcase.
6. Inspect all parts for damage or wear; replace all
damaged parts.
7. If removed, install packing gland fittings in
crankcase.
8. Install fitting in main bearing cap and install
thermocouples into fittings.
9. Feed sensor wiring through packing gland fittings in
crankcase.
10. Connect main bearing thermocouple to main
bearing harness.
FORM 6388-1
MAINTENANCE
SECTION 16.00
MAINTENANCE SCHEDULE
The following maintenance schedule assumes normal Regularly inspect the engine during operation (see
operating conditions. It may be necessary to shorten Table 16.00-1). Duplicate the Engine Performance
maintenance intervals if abnormal operating conditions Record at the end of this section, and use it to record the
such as extreme cold or very dirty conditions are results of regular inspections. By maintaining trend
encountered. When given a choice, always pick the information on general engine condition, the necessary
shortest time listed. corrective action can be taken when a problem first
becomes apparent. An early diagnosis will save money
! WARNING and reduce downtime by preventing the development of
more serious problems.
Always observe the following
maintenance schedule.
FORM 6388-1
Table 16.00-1: Routine Maintenance Chart
EVERY 8,000 HOURS/12 MONTHS

EVERY 3,000 HOURS/4 MONTHS*

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

DAILY (OR AS REQUIRED)
ITEM SERVICE
Check/Clean or
Air Cleaner Filter Element Replace (as needed •
per indicator)
Pre-Lube Motor Lubricator (if equipped) Check/Fill •
Cooling Systems Fluid Level (Jacket and
Check/Fill •
Auxiliary)/check for leaks
Crankcase Oil Level/check for leaks Check/Fill •
ESP Fault History (If active alarms) If active alarms •
Engine Oil*(per Lube Oil
Analysis •
Recommendations)
ESP Total Fault History Review •
Auxiliary Water Pump Lubricate •
Idler Pulley Bearings (both Jacket &
Lubricate •
Auxiliary Pumps)
Spark Plugs Replace •
Inspect, replace o-ring
Ignition Coils •
as needed
Inspect, replace rubber
Spark Plug Extensions boot and o-ring as •
needed
Belts - JW & AW pumps, and alternator (if
Check/adjust •
equipped)
Check per crankcase
Crankcase Pressure breather system •
maintenance
Engine Oil and Filter* (3,000 hours for ISO
Standard or Continuous Duty with
Change Oil and Filter •
Extender Package, Microspin, High
Capacity Oil Pan w/o analysis)
Oil Cooler* (Oil Side) (Maintain with
Drain •
appropriate oil change interval)
Oil Separator* (Microspin) (Maintain with Clean per lubrication
•
appropriate oil change interval) system maintenance
Clean per lubrication
Magnetic Plugs (turbo & rocker arm) •
system maintenance
Oxygen Sensors (with AFR2 or emPact
Replace** •
options only)
FORM 6388-1



ITEM SERVICE
Clean/Replace per fuel

Gas Regulator Filter •
system maintenance
Cooling Water Analysis Check •
Engine Protection Devices Test and Calibrate** •
Adjust per valve
Valve Clearance adjustment procedure •
and specification
Cylinder Compression (align w/ spark
Check •
plug change)
Inspect for dirt/grit,
Knock Sensors connector wear and •
corrosion
Clean/Inspect per
Turbocharger turbocharger •
maintenance
Cooling System (Jacket and Auxiliary), if
Clean and Flush •
no analysis program
Crankcase Oil Pickup Screen (low
Clean •
capacity oil pan only)
Check per 1091
Engine Mounting and Alignment •
specifications
Check per exhaust
Exhaust Backpressure •
system maintenance
Inspect, Lubricate,
Throttle Actuator Linkage •
Test (as needed)
Visually Inspect Wire
Harnesses, Secure
ESM (& emPact, if equipped) System Connections, Check
•
Wiring Ground Connections,
Verify Incoming Power
is Within Specification
IPM-D Timing Disc/Pick-Up Clean/Inspect •
Inspect/Replace as
Auxiliary Water/Coolant Hoses •
necessary
Oil Pan Clean •
Intercooler (Air-Side) Clean/Inspect •
Inspect/Replace as
Carburetor Air/Gas Valve •
necessary
Carburetor Diaphragm Replace •
FORM 6388-1



ITEM SERVICE
Carburetor Gasket Replace •

All belts (Engine) Inspect/Replace •
Crankcase Pressure Relief Valves, if
Inspect •
equipped
Replace per crankcase
Crankcase Breather Element •
breather maintenance
Breather Check Valve Clean/Inspect •
Rebuild (replace
diaphragm & o-rings)
Crankcase Pressure Regulator Valve ***
per crankcase breather
system maintenance
Wastegate Rebuild •
Inspect, Clean (as
Catalyst (emPact options), if equipped •
needed)
* Because of ongoing evaluation and continual updates to Waukesha’s oil recommendations, see the latest edition of Service
Bulletin 12-1880, Waukesha Lube Oil Recommendations.
** Local regulations may require more frequent maintenance
*** Every 12,000 hours or as needed.
FORM 6388-1
ENGINE PERFORMANCE RECORD

Engine operating information recorded during regular
inspections is necessary to apply proper Routine
Maintenance schedules. Accurate records will help to
control costs by avoiding unnecessary servicing,
ensuring needed servicing and providing trend
information on the general engine condition. It is
recommended that a record of the following information
be kept.
Table 16.00-2: Engine Performance Form
Date Time
Serial No. Spec. No. Model
Hour Meter Reading RPM Ambient Temperature
Ignition Timing Load Hours on Spark Plugs
Oil Temperature Oil Pressure
Jacket Water Temperature Outlet Inlet
Gas/Air Pressure Supply Pressure
Intake Manifold Pressure Intake Manifold Temperature
Exhaust Manifold Oxygen %
Exhaust Backpressure Crankcase Pressure (Positive/Negative)
Auxiliary Water Temperature In Out
Unusual Noise(s) Vibration
Oil Leaks (Location)
Coolant Leaks (Location)
EXHAUST MANIFOLD TEMPERATURES:
EXHAUST MANIFOLD TEMPERATURE
(PRE-TURBINE)
1. 1. LB
2. 2. RB
3. 3.
4. 4.
5. 5.
6. 6.
FORM 6388-1
FORM 6388-1
SECTION 16.05
VALVE ADJUSTMENT
Before performing any service, maintenance or repair 2. To determine when this piston is at top dead center
procedures, review SAFETY on page 1.05-1, RIGGING (compression stroke), watch the rocker arms and
AND LIFTING ENGINES on page 1.10-1 and the valves on its mating cylinder (see Figure 16.05-1).
following safety message. As the exhaust valves on the mating cylinder are
closing, the intake valves begin to open. At this point,
NOTICE the mating cylinder is in valve overlap (all four valves
partially open). This means that all four valves on the
In any procedure where the rocker arms may have cylinder to be adjusted are fully closed.
been removed or disturbed, the cylinder head
replaced, or if it is suspected that the valves may have
TRADITIONAL METHOD
been adjusted incorrectly, do not rotate the crankshaft
until all rocker arm adjusting screws and valve bridge When using the traditional method, both intake and
adjusting screws have been backed off. Failure to exhaust valves are adjusted on each cylinder when it is
back off the adjusting screws in these situations may at TDC. Begin with 1R and adjust valves on subsequent
cause collision between valves and pistons. cylinders in the firing order, watching the mating cylinder
go into valve overlap to determine TDC on each cylinder
to be adjusted. Do this until all the cylinders have been
To compensate for component wear, adjust the valve adjusted.
clearance every 8,000 hours.
After all valves are adjusted and before starting the
There are two methods for adjusting valves on VHP engine, use the engine barring device to manually rotate
engines: the traditional method and the express method. the engine in a counterclockwise direction, to be certain
The adjustment process for the valves is the same for that no oversights have occurred that might cause valve
each method. The difference is the sequence and and piston interference.
crankshaft position when adjusting the valves. The first
step in both methods is to position 1R cylinder at top
dead center of the compression stroke.
PREPARING ENGINE FOR VALVE

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

a counterclockwise direction (when facing the
flywheel) until the piston of 1R is at top dead center
(compression stroke).
FORM 6388-1
VALVE ADJUSTMENT
Table 16.05-1: Valve Setting Order
2 SET VALVES ON WHEN VALVES OVERLAP
CYLINDER ON MATING CYLINDER
COLUMN A COLUMN B
1L 1R
1R 6R
6L 1L
2L 2R
5R 2R
2L 5L
3L 3R 3R 4R
1 3
4L 3L
4L 4R 6R 1R
1L 6L
2R 5R
5L 5R
5L 2L
4R 3R
6L 6R
3L 4L
Column A shows the cylinder firing order. Value in column A
added to value in column B always equals 7.
5
NOTE: On 12-cylinder engines, right bank and left bank
are determined by standing at the flywheel end of the
4
engine, facing the flywheel. The cylinders farthest from
the flywheel on the right and left side are the No. 1R and
No. 1L cylinders, respectively.
EXPRESS METHOD
NOTICE
Accurately barring the engine to Engine Position 1 is
6 important. The location of the crankshaft relative to the
first cylinder in firing order (No. 1 Right Bank cylinder
on Vee engines) top dead center – compression stroke
must be within ±5°.
= 7
By using the express method, all of the valves can be set
in one of two engine positions:
Figure 16.05-1: Engine Firing Order and Direction of Engine Position 1: Position piston 1R at top dead
Rotation
center – compression stroke.
1 - Left Side 5 - Firing Order: 1R, Engine Position 2: Engine crankshaft rotated 360° from
2 - Front (Gear Side) 6L, 5R, 2L, 3R, 4L, Engine Position 1 (6R at TDC compression stroke).
3 - Right Side 6R, 1L, 2R, 5L, 4R,
4 - Direction of 3L Adjust the valves per Table 16.05-2.
Flywheel Rotation 6 - Rear (Flywheel
Counterclockwise Side) NOTICE
7 - Mating cylinder of
the first cylinder in Failure to follow the sequence outlined in Table
the firing order 16.05-2 may result in severe mechanical damage.
FORM 6388-1
VALVE ADJUSTMENT
Table 16.05-2: 12-Cylinder Engines
12-CYLINDER ENGINE
FIRING ORDER: 1R, 6L, 5R, 2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L
ENGINE POSITION 1 CYL. ENGINE POSITION 2
NO. 1 TDC COMPRESSION CRANKSHAFT ROTATED
STROKE 360° NO. 1 OVERLAP
CYLINDER VALVES SET VALVES SET VALVES
EXHAUST X (DO NOT SET)
1R
INTAKE X (DO NOT SET)
EXHAUST (DO NOT SET) X
2R
3R
INTAKE (DO NOT SET) X
4R
5R
6R
1L
2L
3L
4L
5L
6L
ADJUSTING VALVES SETTING VALVE BRIDGES
There are two steps to adjusting valves on a VHP Series- 1. Loosen the rocker adjusting screw so there is no
Four engine. The first is setting the valve bridges. The pressure on the bridge.
second is setting the lifter preload. This must be done for 2. The valve bridge locknut must be loosened and the
both the intake and the exhaust valves on each cylinder. adjusting screw backed out to allow the fixed side to
make full contact with the valve stem.
NOTE: When tightening or listening the locknuts on the
bridges, the bridge must be supported with an adjustable 3. Firmly press down on center of the valve bridge
wrench to prevent side load of the valve stem on the fixed assembly until the nonadjustable foot of the bridge
side of the bridge (see Figure 16.05-3). assembly is in full contact with valve stem (see
Figure 16.05-2).
FORM 6388-1
VALVE ADJUSTMENT
4. While maintaining pressure on the valve bridge
assembly, rotate the adjusting screw until it also is in
full contact with the valve stem.
5. Tighten the locknut to lock the adjusting screw in
position (see Figure 16.05-2).
Figure 16.05-3
Figure 16.05-2
1 - Rocker Arm 2 - Valve Bridge

Assemblies
SETTING LIFTER PRELOAD

1. Push down on the rocker ball side of the rocker arm
to make sure that the rocker ball on the rocker arm
just contacts, but does not depress, the hydraulic
valve lifter plunger.
2. While holding the rocker ball down against the
hydraulic valve lifter plunger, rotate the adjusting
screw down until the adjusting screw just contacts
the center flat of the valve bridge assembly. Then,
rotate the adjusting screw down 1/2 turn.
3. Hold the adjusting screw in position with a
screwdriver, and tighten the locknut to lock the
adjusting screw in position.
FORM 6388-1
TROUBLESHOOTING AND STORAGE
SECTION 17.00
NON-ESM TROUBLESHOOTING
TROUBLESHOOTING TABLE NOTE: Table 17.00-1 is only provided as a service to

our customers. It should not be viewed as a reflection of
The following table is provided to assist the user in Waukesha’s actual experience with this product. Table
determining the possible causes of unsatisfactory 17.00-1 is not “all inclusive.” See respective sections in
engine operation, as well as point out the corrective this manual for details.
action that may be undertaken to remedy the problem.
Knowledge of how the engine operates along with the
current readings from the ESM Electronic Service
Program (ESP) can be combined with this information to
provide a framework for resolving actual or potential
problems.
FORM 6388-1
Table 17.00-1: Troubleshooting Table
Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Inspect for leaks in power cylinder
Determine cause and correct.
(hydraulic lock).
Engine crankshaft cannot be barred
Check for internal mechanical
over. Determine cause and correct.
damage.
Seized barring device. Repair or replace as necessary.
Safeties tripped. Determine cause, correct and reset.
Insufficient fuel supply. Check gas pressure.
Excessive load causes engine to
Determine and correct cause of overload.
stall.
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
Engine stops suddenly.
ESM sensing detonation condition

in one or more cylinders:
“Hot” or unprocessed gas has gone Determine if “hot” or unprocessed gas has gone
through engine that could cause through engine that could cause detonation. Check
detonation. ESM diagnostic codes, and perform appropriate
procedures.
Leaks into power cylinder. Determine cause and correct.

Internal mechanical damage. Determine cause and correct.
Seized barring device. Repair or replace as necessary.
FORM 6388-1
Emergency Stop pushbutton in OFF
Place switch in the ON position or replace if defective.
position or defective (if used).
Safeties tripped. Determine cause, correct and reset.
Insufficient cranking speed:
1. Low starting air/gas pressure. 1. Build up air/gas pressure. 100 – 125 rpm required
2. Oil temperature too low or to start engine.
viscosity too high. 2. Change oil or raise the oil temperature.
Fuel system inoperative:
Insufficient fuel supply or fuel Check gas pressure.
pressure.
Faulty ignition system:

1. No power to ignition module. 1. Reconnect.
2. Low or no output from ignition 2. Replace ignition module as required.
Engine will crank, but will not start. module. 3. Reconnect.
Ambient minimum temperature 3. Magnetic pickup disconnected 4. Repair or replace.
50°F (10°C). or damaged. 5. Check gap/replace as required.
4. Broken or damaged wiring.
5. Spark plug(s) not firing.
Insufficient or no air intake:
NOTICE
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of oil.
1. Clogged intake air filters. 1. Remove and clean.

2. Clogged/dirty intercooler (air 2. Remove and clean.
side).
Air in fuel line. Bleed air out to a safe area.
Low battery output. Change or replace batteries.
FORM 6388-1
Low gas pressure. Check gas fuel system.
Air intake system malfunction:
1. Dirty intake air filters. 1. Remove and clean.
2. Clogged intercooler. 2. Remove and clean.
3. Obstructed exhaust manifold. 3. Locate and remove obstruction.
4. Seizure of main bearings, 4. Replace bearings – clean up or replace
connecting rod, piston pin or crankshaft, camshaft or piston pins, as required.
camshaft. 5. Check oil system; correct cause.
5. Lack of lubrication. 6. Check oil filters.
6. Dirt in oil. 7. Find and correct as required.
7. Air leaks in intake system.
Engine loses power or will not reach Turbocharger malfunction or failure:
rated speed.
1. Low compression pressure. 1. Inspect valves and power cylinders, adjust
2. Misadjusted intake and exhaust valves.
valves (if recently overhauled). 2. Readjust.
3. Ignition misfire. 3. Clean and gap, or replace spark plugs.
4. Exhaust leakage. 4. Locate leak and repair.
5. Wastegate malfunction. 5. Repair or replace as necessary.
6. Leaking wastegate control 6. Repair or replace as necessary.
lines. 7. Repair or replace as necessary.
7. Worn or damaged power 8. Correct as required.
cylinder. 9. Determine and correct cause.
8. Excessive exhaust system
backpressure.
9. Engine overloaded.
Engine will not shut down using
normal stopping procedures.
! WARNING
Shut off the gas
Defective Emergency Stop
supply for positive Shut off fuel supply.
pushbutton.
shutdown of gas
engines. Inspect
the intake manifold
for accumulations
of oil.
Spark plug fouled or not firing,

Replace spark plug. Replace ignition coil.
ignition coil failed.
Individual cylinders misfire.
Extension failed. Replace.
Primary wiring. Repair or replace as necessary.
Engine overloaded. Determine and correct cause of overload.
Improve fuel quality. Determine fuel WKI and
Low WKI fuel.
Engine detonates. reprogram, if required.
Engine misfiring:
Spark plugs misfiring. Clean and regap, or replace spark plugs.
FORM 6388-1
Engine misfiring:
Faulty ignition system. Repair or replace components as required.
Emission levels too high.
Improve fuel quality.
Incorrect WKI fuel.
Determine fuel WKI and reprogram if required.
Insufficient oil. Add oil as required.
Compare to master gauge. Replace gauge if
Oil pressure gauge inaccurate.
necessary.
Oil gauge line plugged or valve shut. Renew gauge line; open valve.
Oil filters plugged. Change elements; clean filter.
Oil pressure regulating valve stuck
Clean and polish valve.
Low or fluctuating oil pressure. in open position.
Change oil and filter elements. Determine and correct
Oil dilution.
NOTICE source of dilution.
Oil of low viscosity. Change to higher viscosity oil as recommended.
Shut down engine immediately;
Use oil grade recommended. Check for water leaks
investigate cause. Oil foaming.
into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that
Operate within maximum safe tilt angles (see
exceed the maximum safe tilt
Specifications).
specification.
Dirty oil cooler. Clean.
Malfunctioning pressure
Replace.
transducer.
High oil pressure. Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.
Compare to master gauge; replace gauge if
Low jacket water temperature. Gauge or sensor inaccurate.
necessary.
FORM 6388-1
! WARNING
Allow engine to cool.
Gauge or sensor inaccurate.

necessary.
Low coolant level. Fill cooling system.
High jacket water temperature.
Airbound cooling system. Purge air from cooling system.
Engine overloaded. Determine and correct cause.
Completely thaw cooling system before restarting
Frozen coolant.
engine.
High air temperature into radiator. Determine cause and correct.
Water pump fault. Check and correct pump operation.
Radiator fault. Clean core, inspect fan operation.
Isolation valve closed. Open isolation valves (if applicable).
Static or vent lines closed. Open valves.
Stuck thermostatic valves. Replace thermostat elements.
necessary.
Broken or loose auxiliary water
Replace or adjust belts.
pump belts.
Clogged heat exchanger or
Clean heat exchanger/intercooler.
intercooler.
High auxiliary water temperature. High air temperature into radiator. Determine cause and correct.
Water pump fault. Check and correct pump operation.
Radiator fault. Clean core, inspect fan operation.
Isolation valve closed. Open isolation valves (if applicable).
Static or vent lines closed. Open valves.
Stuck thermostatic valves. Replace thermostat elements.
Oil leaks in oil system. Locate and repair leaks.
Change to a viscosity recommended for operating
Improper viscosity.
temperatures.
High oil consumption. Worn piston rings or liners. Worn
Contact your Waukesha Distributor for assistance.
valve stem seals.
High crankcase vacuum. Adjust breather system.
Bad turbocharger seal. Repair or replace as necessary.
FORM 6388-1
Oil contaminated with water:
1. Ignitor sleeve leaking. 1. Locate leak and correct.
2. Liner O-rings leaking. 2. Locate leak and correct.
3. Leaking head gasket. 3. Locate leak and correct.
Oil contamination. Oil contaminated with dirt:
1. Oil filter bypass valves opening 1. Replace elements.
because elements are plugged. 2. Replace elements.
2. Oil filter elements punctured. 3. Replace air intake filters.
3. Air intake filters punctured.
Engine misfiring. See “Engine detonates.”
Foundation bolts:
Loose. Contact your Waukesha Distributor for assistance.
Vibration damper:
Excessive vibration. Loose. Contact your Waukesha Distributor for assistance.
Crankshaft:
NOTICE
1. Broken. 1. Contact your Waukesha Distributor for
2. Main bearing nuts loose. assistance.
Stop engine at once; investigate
3. Crankshaft counterweight 2. Contact your Waukesha Distributor for
cause.
loose. assistance.
3. Contact your Waukesha Distributor for
assistance.
Loose flywheel. Contact your Waukesha Distributor for assistance.
Misalignment. Correct.
Base deflection. Correct.
necessary.
Insufficient cooling:
1. High auxiliary water 1. See “High auxiliary water temperature” causes.
High oil temperature. temperature. 2. Clean or replace.
2. Dirty oil cooler. 3. Correct.
3. Water pump fault.
Dirty heat exchanger or radiator. Clean or replace.
Low oil pressure. See “Low or fluctuating oil pressure” causes.
Stuck oil thermostat. Replace thermostat elements.
FORM 6388-1
Improve fuel quality. Determine fuel WKI and
Low WKI fuel.
reprogram if required.
Excessive valve clearance. Adjust to specification.
Loose bearings (failed). Contact your Waukesha Distributor for assistance.
Loose piston pins (failed). Contact your Waukesha Distributor for assistance.
Knocking or unusual noises.
Excessive crankshaft endplay. Contact your Waukesha Distributor for assistance.
Misfitted or excessively worn timing
gears.
Exhaust leaks. Locate and correct.
Air leaks. Locate and correct.
Leaks in fuel system. Locate source and correct.
Excessive fuel consumption. Inaccurate kW meter. Calibrate.
Cylinders misfiring. Correct cause of misfire.
Inaccurate fuel meter. Calibrate meter.
Low oil pressure. Improper bearing
Turbocharger: Excessive noise or lubrication. Load engine before
vibration. warm oil is supplied to the
turbocharger.
FORM 6388-1
SPARK PLUG TROUBLESHOOTING

Table 17.00-2: Spark Plug Troubleshooting*
FIRING TIP APPEARANCE CONDITION REMEDY

Light casting of whitish ash,
Normal with medium to high ash oils No change; reflects a healthy operating cylinder.
uniformly deposited
High oil consumption Change engine oil type.
Wrong oil; ash content too high Change engine oil type.
Excessive ash buildup
Poor oil control around valve guides
Inspect and replace worn parts as necessary.
and piston rings
Poor oil control around valve guides
Replace worn parts as necessary.
Black oil fouling deposits and piston rings
Engine too lightly loaded Adjust engine load.
Add fuel filter.
Gap bridging Contaminated or “dirty” fuel gas
Use more “open” electrode type plug.
Spark plug firing tip temperature too
Change plug heat range.
low
Carbon fouling
Engine too lightly loaded Adjust engine load.
High oil consumption Inspect and replace worn parts as necessary.
Wear on side electrodes Reverse polarity Reverse ignition coil wiring.
Aluminum contamination Engine operated with severe Inspect piston crowns with borescope; replace worn
detonation resulting in piston parts as necessary.
damage
Check ignition timing, fuel gas octane.
Reduce engine load.
Oxide of cobalt fouling from burning
Bright blue or green deposits Replace valves and seats.
of metal facing on valves and seats
* If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
FORM 6388-1
STARTER TROUBLESHOOTING NOTE: Table 17.00-3 is only provided as a service to

our customers. It should not be viewed as a reflection of
The following table will assist the user in determining the Waukesha’s actual experience with this product.
possible causes of unsatisfactory starter operation, as
well as point out the corrective action that may be
undertaken to remedy the problem.
Table 17.00-3: Starter Troubleshooting

Relay valve improperly installed Check typical installation diagram and correct.
Check for damaged sealing ring, replace relay valve
Relay valve not sealing properly
Air always flow through exhaust or damaged parts.
Solenoid is not sealing, pressure Check solenoid potential at the lead to ground should
remains in APP port of relay valve be 0. If not, fix ignition switch problem.
Starter engages but does not run Bad relay valve Replace relay valve.
Starter does not run, small air flow
from turbine exhaust or drive Nozzle blockage Remove blockage or obstruction from nozzles.
housing
Starter does not run. Normal air flow Excessive number of bends in the
Shorten length or straighten supply air line.
from exhaust supply line
Increase air pressure to 40 – 150 psig (276 – 1,030
Air pressure is too low
kPa).
Control lines to starter ports
Check installation diagram and correct
reversed
Pinion does not engage
Check wiring and solenoid operation. Correct wiring,
Solenoid valve not operating or
remove blockage or replace solenoid valve as
plugged
needed.
Damaged pinion teeth Replace pinion or starter drive as necessary.
Increase air pressure to 40 – 150 psig (276 – 1,030
Air pressure is too low
kPa).
Starter runs but engine cranks
slowly or not at all Excessive backpressure Check exhaust closure plate.
Nozzle blocked or damaged Remove blockage or damaged parts.
Solenoid valve is not sealing Check solenoid potential at the lead to ground should
Stater continues to operate after correctly be 0. If not, fix ignition switch problem.
start button is released Check for damaged sealing ring; replace relay valve
Relay valve not sealing properly
or damaged parts.
Tighten loose fittings. Repair or replace damaged
Air connections are not tight
lines.
Damaged air lines: crushed, frayed
Replace damaged lines.
Air tank pressure drops after and kinked
extended shutdown Check for damaged sealing ring; replace relay valve
Relay valve is not sealing properly
or damaged parts.
Check solenoid potential at the lead to ground should
Solenoid valve is stuck open
be 0. If not, fix ignition switch problem.
FORM 6388-1
SECTION 17.05
STORAGE

! WARNING
procedures, review SAFETY on page 1.05-1.
See Table 1.15-7 Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.15-15 for required amounts of that has been stored without
preservative oil.
ENGINE STORAGE – GENERAL

! first cranking it over with the
spark plugs removed. Any oil,
coolant or preservative oil that
might spurt from these
Consider the following factors before deciding how
openings must be removed to
much preservation is required:
prevent a hydraulic lock.
• Whether the engine was used, the length of service Continue to crank the engine
since the last oil change with the starter until liquid is no
• The period of time the engine is likely to be idle or longer ejected from the
inoperative openings. Inspect the intake
passages and manifolds for
• The atmospheric conditions at the time and place of
thickened preservative oil.
storage. For example, the storage problems
Accumulations of thickened
encountered in a tidewater warehouse will differ
preservative oil may thin as the
greatly from those that may be experienced in a dry
engine warms up and be burned
and dusty location.
as fuel, resulting in a runaway
• The hostility of the environment and the accessibility engine.
of the equipment for periodic inspection. An engine on
a showroom floor that is turned over and oiled
occasionally requires less treatment than an engine
abandoned in a dusty warehouse. NOTICE
Waukesha engines should be purged of all
WAUKESHA PRESERVATIVE OIL preservative oil from the cylinder head area prior to
Waukesha Preservative Oil offers a practical and start-up. Failure to comply with this message may
economical solution to the problems previously result in engine damage.
mentioned. While similar in appearance to SAE 10
lubricating oil, it contains corrosion-inhibiting chemicals.
Waukesha Preservative Oil will not protect engine
These chemicals vaporize slowly and diffuse throughout
surfaces in close contact with used engine oil.
an enclosed area, forming an invisible protective layer
Waukesha Preservative Oil will only do an effective job
on the exposed surfaces. All engine outlets must be
if added to clean engine oil. If high sulfur (gas or diesel)
sealed to block the escape of the vaporized corrosion-
or dirty oil has left highly corrosive oil in the bearings and
inhibiting chemicals.
close-contact surfaces, the Waukesha Preservative Oil
At time of start-up, the preservative oil does not need to vapors will not be able to form a protective layer on these
be removed before adding the engine lube oil. If surfaces. Water-contaminated engine oil will also
preservative oil was added to clean engine lube oil, prevent the preservative oil vapor from forming a
change the engine lube oil as outlined in latest edition of protective layer. Engines with dirty oil should receive an
Service Bulletin 12-1880. There are no adjustments to oil change and be run long enough to circulate the clean
these recommendations when using preservative oil. oil before adding the Waukesha Preservative Oil.
FORM 6388-1
STORAGE
Waukesha Preservative Oil is not intended as a
! WARNING
protective coating for external surfaces of the engine.
Other excellent products are available for protecting
polished or machined surfaces and should be used Engine preservative oils, such
when needed. as Waukesha Preservative Oil,
contain a petroleum distillate
1. Begin with a cold engine (below 38°C [100°F])
which is harmful or fatal if
containing clean engine oil and filter elements.
swallowed. If taken internally,
2. Add the required amounts of Waukesha do not induce vomiting. Consult
Preservative Oil to the oil pan, oil bath air filters, fuel a physician. If vomiting occurs,
tanks and multi-plunger injection pumps. keep head below hips to prevent
3. Crank engine for approximately 20 seconds, if aspiration of liquid into lungs.
possible, to help disperse Waukesha Preservative Avoid breathing of vapor. Vapor
Oil through fuel lines, injectors and injection pumps. is harmful and may cause
4. Remove rocker arm covers, spark plugs or injectors. irritation to eyes, nose and
Add the required amounts of Waukesha throat. Use only with adequate
Preservative Oil to each cylinder through the injector ventilation. If affected by
or spark plug openings and replace the plugs or exposure, move to fresh air
injectors. Apply Waukesha Preservative Oil to the immediately and get medical
rocker area with a brush, by pouring. help. If breathing is difficult, give
oxygen.
NOTE: On GL engines, allow ample time (1 minute
minimum) before installing spark plugs to allow Avoid contact with eyes, skin
Waukesha Preservative Oil to flow through the spark and clothing. Use rubber gloves
plug sleeve prechamber. to protect hands and chemical
goggles to protect eyes. A
NOTE: Wipe engine clean and dry. Apply wax-type National Institute for
masking tape or similar material to all openings in air Occupational Safety and Health
cleaners, exhaust outlets, breathers, magneto vents and (NIOSH) approved respirator is
open line fittings. Use cardboard, plywood or metal required where ventilation is
covers where practical to facilitate closing off openings inadequate to protect from
in the engine. inhaling vapors. If skin contact
5. Engines may be stored up to 1 year after being occurs, immediately wash with
treated with Waukesha Preservative Oil. If storage is soap and water. If eye contact
to exceed this period, inspect engine annually and occurs, flush eyes for at least 15
repeat preservation routine. If deferred start-up will minutes and get immediate
be requested, Form 866 (deferred start-up Engine medical help. Remove and wash
Inspection form) will also need to be filled out and clothing before reuse.
submitted to the Warranty Administrative Keep the preservative oil
Department. container closed and away from
heat. Always read and observe
NOTICE the safety labels on the
container. Do not remove or
Engines stored outdoors or in humid environments
deface container labels.
may require more frequent preservations and
inspections. Do not heat Waukesha
Preservative Oil beyond 93°C
(200°F). If heating below 93°C
(200°F), the container must be
opened or vented to reduce the
danger of explosion. Direct
heating is dangerous and must
be avoided.
FORM 6388-1
STORAGE
Table 17.05-1: Engine Preservation Requirements
Condition 1 – Condition 2 – Condition 3 – Condition 4 –

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

MATERIALS
In addition to Waukesha Preservative Oil, the following
preservative oils have been found satisfactory for the
internal protection of engines (see Table 17.05-2). Other
equally good oils are also available. In general, the
properties that make an oil suitable for preservative
requirements are good aging stability; high resistance to
gumming, oxidation and polymerization; low pour point
and viscosity; and freedom from acids, asphalts, resins,
tars, water and other contaminants.
NOTICE
Waukesha Preservative Oil is not formulated as a
protective coating for external surfaces.
Table 17.05-2: Preservative Oils
SUPPLIER BRAND NAME

American Oil Company Amoco Anti-Rust Oil 4-V
Gulf Oil Corporation No Rust Engine Oil Grade 1
Mobil Oil Company Mobil Arma 522
Shell Oil Company Donax T-6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal Oil A (R O)
FORM 6388-1
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 17.05-3).
Table 17.05-3: Protective Materials
INTERNAL SURFACES EXTERNAL SURFACES

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

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

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

after storage in accordance with these instructions are
about the same as those normally carried out on a new
engine.
FORM 6388-1
CATALYTIC CONVERTER
SECTION 18.00
CATALYTIC CONVERTER DESCRIPTION
CATALYTIC CONVTERTER The removable element resembles a large honeycomb

disc which consists of a finely wound ferric steel metal
The catalytic converter is a TWC (three way catalyst) foil corrugated substrate material that is coated with
consisting of a housing and 2 removable elements. The precious metals. The entire element is banded into a
converter is shipped loose and the following instructions large disc for easy replacement and inspection.
in CATALYTIC CONVERTER INSTALLATION on page
18.05-1 are provided for proper installation. The converter housing is a large chamber made of
stainless steel. The catalyst elements are positioned in
DEFINITIONS the center of the housing and held in place by clamp
rings. The elements are accessible through a bolted
Catalytic converter – The compete assembly including hatch. At each end of the housing are pipe flanges for
the converter housing and the catalyst elements. attaching the converter to the exhaust system.
Converter housing – The outer stainless steel housing of
the catalyst.
Catalyst elements – The removable catalyst elements
located inside the converter housing.
FORM 6388-1
7 8 9
5
4
10
Figure 18.00-1: Non-Silenced Housing Option Shown
1 - Inlet Flange 6 - Catalyst Spacer

2 - Inlet Cone + Center body Assembly 7 - Flat Hatch Gasket
3 - Catalyst Lockbolts (3) 8 - Flat Hatch Cover
4 - Catalyst (2) 9 - Flat Hatch Cover Bolts
5 - Catalyst Retainer Ring 10 - Name Plate
NOTE: Flat and spring washers removed for clarity.
FORM 6388-1
OVERVIEW
The Waukesha Catalytic Converter is designed for the
VHP (rich burn engine) emPact emission control system
to enable the engine to meet the latest air quality
regulations.
The catalyst is classified as a (NSCR) Non Selective
Catalytic Reduction or 3-way catalyst. This type of
catalyst is suitable for rich burn engines and is similar to
automotive catalysts as it reduces NOx, CO and HC
simultaneously.
The catalyst elements help control pollutants by
changing the chemical composition of these emissions.
This chemical change (reaction) reduces the amount of
the following pollutants emitted into the atmosphere:
• Oxides of Nitrogen (NOx) – formed by the oxidation of
nitrogen in the combustion chamber
• Carbon Monoxide (CO) – formed by incomplete
combustion of hydrocarbon fuel
• Hydrocarbons (HC) – formed by un reacted and
partially combusted fuel
– Total hydrocarbon (THC)
– Non-methane hydrocarbons (NMHCs)
– Volatile organic compounds (VOC)
Key factors of the formation and amount of exhaust
pollutants depend on:
• Fuel composition
• Natural gas quality
• Engine combustion dynamics, engine age and
condition.
• Lube oil consumption
• Inlet air conditions (air temperature and humidity)
Special design features of the Waukesha catalytic
converter:
• Elements matched to Waukesha control for peak
performance
• Embedded nuts for easy element installation and
removal of catalyst elements
• Full width hatch gasket for long-life sealing and easy
seal inspection
FORM 6388-1
FORM 6388-1
SECTION 18.05
CATALYTIC CONVERTER INSTALLATION
REQUIRED • An exhaust flexible connection has “spring constants”

(lateral, axial, radial and torsional) that should be
• It is required to mount the converter no more than 25
considered when engineering the exhaust system.
linear feet (7.6 m) of 14 in. (35.6 cm) diameter piping
Transmission of forces to the engine exhaust
away from the transition mounted to the engine
connection must be zero.
exhaust flex flange and upstream of an exhaust
silencer if so equipped. NOTE: Any specific load or bending moment limits
• Sufficient clearance must be allowed from shown on an engine installation drawing must not be
surrounding components to avoid the risk of fire or exceeded.
explosion, due to the high operating temperatures of • The exhaust flexible connection should be designed
the converter. to allow for flexing caused by engine operation:
• Do not lift the converter from the center body area; only acceleration, deceleration, starting and stopping. A
lift it from the flange ends. Waukesha exhaust flexible connection (when
supplied) will accommodate engine vibrations with a
• Expansion joints need to be used whenever the solidly mounted unit, but cannot tolerate the additional
converter housing is installed between two fixed points forces/displacement imposed by mounting on spring
to allow for thermal expansion. isolators.
• Do not use anchor supports on both sides of the • Utilize a combination of fixed supports, rollers and
catalyst due to thermal growth. flexible connections to provide a well-designed
• No external forces can be applied to the converter and exhaust system. See Figure 18.05-1 for additional
piping connected to the converter must be properly concepts.
supported to prevent cantilevering loads. • The minimum requirements for the design of the
• Install supplied expansion joints between the engine exhaust system should be to contain explosions that
exhaust flange and the converter inlet flange. This will could be encountered during the operation of the
isolate the converter and other downstream engine. Waukesha requires the use of carbon steel
components from engine vibration and thermal schedule 20 pipe as a minimum and stainless steel
expansion. schedule 10 pipe is preferred because of its greater
strength properties at elevated temperatures.
NOTE: Insulated piping will expand more compared to
Waukesha does not allow using double walled piping
non-insulated piping.
or slip joints on engine exhausts.
• Only use supplied fasteners. Do not substitute with
• Size piping and silencer so that exhaust system
unknown grade fasteners. Contact Waukesha Parts
backpressure, as measured at the engine outlet
for replacement parts. High temp anti-seize should be
flange, is less than that indicated in the Waukesha
used on the fasteners.
Technical Data Engine Specifications.
• The converter must be structurally supported from
beneath the converter center body and mounted NOTE: 14 in. (35.6 cm) diameter piping is required for
horizontally. This structural support needs to allow for the exhaust system.
expansion of the housing due to thermal loads. Do not • The exhaust system must remain air tight at all times
support the converter by the flanges. for proper operation of the converter. Pressure relief
• Design the exhaust system so it will not impose valves, flexible connections, flanges, water traps/
torsional forces on the exhaust flexible connection. drains and piping may leak over time and may require
repair or replacement to maintain an air tight exhaust
system.
FORM 6388-1
• A burst disk located in the exhaust piping near the RECOMMENDED
engine can protect exhaust components from a
• Provide water traps/drains to prevent exhaust
damaging exhaust explosion. Burst disks must be
condensation and/or rain from reaching the engine.
vented to a safe location to prevent fires or personal
This is especially true on long pipe runs. Use rain caps
injury. These devices will become damaged or leak
where applicable. Slope piping away from engine.
after an exhaust explosion occurs which will require
Exhaust gas contains 10 – 20% water in the form of
replacement or repair. These devices must be air-
steam. During start-up of a cold system large amounts
tight.
of water will condense and collect in low spots of the
• Using a single exhaust system fed by several engines exhaust piping which can result in corrosion. Many
is not allowed by Waukesha because an engine which silencer and heat recovery equipment manufacturers
is shut down becomes a path for exhaust gas to leak. provide traps and drains in their equipment.
This exhaust gas will condense water in the shut down
• Utilize smooth transition to final pipe size when a
engine causing hydraulic lock, valve sticking, ring
transition in size is required. Waukesha recommends
sticking, rust and other engine damage. The exhaust
a diverging angle of no more than 15 degrees.
leak path could also cause poisonous exhaust gas to
collect in an engine room. • To prevent explosions and personal injury the engine
and the exhaust system are purged by cranking the
• Never run hot exhaust pipes near flammable materials
engine for several seconds before the ignition is turned
or fuel supply lines.
on and the fuel valves are opened. The purge volume
• Provide clearance to permit use of a chain hoist for of the engine is approximately equal to its
removal of heavy components, such as the catalyst displacement for every two revolutions. In case the
elements. volume of the exhaust system is such that it will not be
• Sufficient clearance must be allowed for the convert purged several times by the cranking of the engine the
hatch to open and for element replacement. It is customer has to use an alternative means to purge the
recommended the hatch is facing upward as each exhaust system. The purge cycle can be programmed
element is approximately 54 lb (24 kg) for 0.50 g NOx in ESM using the ESP software.
element, 70 lb (31.8 kg) for 0.15 g NOx element.
• The end of the exhaust line must be designed to keep GENERAL NOTES
out rain water, dust and dirt. Vertical discharge outlets • Consider expected life. Cyclic flexing can lead to
should have a rain cap to prevent moisture, dust and premature failure by causing fatigue breakage.
dirt from entering while an engine is shut down.
• Radiated heat can raise the air temperature around the
Exhaust discharge and flow path must be away from
engine. This could affect the air inlet for the engine or
radiators and engine air intakes. Miter cut exhausts will
generator.
reduce exit noise.
• Exhaust temps are higher when utilizing the “hotter”
• Exhaust gas is poisonous and must be discharged to
fuels with higher BTU content. The converter may
a harmless location. Do not discharge gases near the
need to be installed at the 25 ft (8 m) maximum from
engine air intake system, ventilation ducts, windows
the exhaust outlet to avoid these higher temperatures.
or buildings. The discharge location must have
On the converse, insulation may be needed if the
sufficient natural ventilation to carry away the exhaust
converter inlet temperature drops below 850° – 900°F
gas preventing an unhealthy concentration. Observe
(454°C – 482°C).
safety and other applicable codes. The discharge
must also be at a safe distance from flammable waste • Exhaust system backpressure limits are established
dump sites and fuel storage areas. Observe local fire for each engine model. Backpressure limits are
codes and other applicable codes. available in the Waukesha Technical Data Engine
Specifications for the particular model of interest.
Exceeding these backpressure limits can cause
horsepower output to decrease, fuel consumption to
increase and breather backpressure to increase,
causing high crankcase pressure. High crankcase
pressure will cause numerous oil leaks and may cause
operational problems. Exhaust system backpressure
can be calculated using the procedure described in
Form 1091, Waukesha Engines & Enginator Systems
Installation.
FORM 6388-1
INSTALLATION
1 2 2
4
3
4
3
Figure 18.05-1: Suggested Horizontal Mounting Arrangement
1 - Pressure Relief Valve 3 - Support

2 - Guides 4 - Expansion Joint
FORM 6388-1
FLOW
Figure 18.05-2
1 - Lifting Straps 2 - Do not lift catalyst assembly by cover handles
FORM 6388-1
! WARNING NOTICE
Do not weld to the converter housing.
The catalytic converter weighs
approximately 550 lb (249 kg)
for 0.5 g NOx converter, 645 lb
(293 kg) for 0.15 g NOx
converter. Always use suitable
rigging and lifting equipment.
Most of this assembly should be done prior to lifting into

place. This will save time and avoid working several feet
above the ground.
NOTE: The manufacturer has recommended that the
catalyst be supported from the bottom. A suitable
support needs to be added under the bottom of the
catalyst.
1. Install heat shield onto catalyst housing.
2. Install wireway onto catalyst housing.
3. Install the thermocouples, pre and post into the
catalyst and plug into the harnesses.
4. Install the pressure sensors tubing, pre- and post-,
into the catalyst and the wireway.
NOTICE
Be careful during the lifting process to not damage the
pressure tubes or the sensors.
5. Support the converter housing flange ends, using a

suitable lifting device, and lift the converter housing
into position.
6. Align the inlet and outlet flanges with their
connecting flanges and insert supplied gaskets as
required.
NOTICE
Make sure the catalyst flow direction is correct. The
directional arrow on the converter housing must match
the flow direction of exhaust gas.
7. Install all supplied mounting fasteners loosely,

allowing for movement until final tightening.
8. Check alignment of flanges to make sure flanges are
squarely aligned and no binding is evident.
9. Torque all flange fasteners.
10. Make sure that the exhaust system after the
converter is independently supported.
FORM 6388-1
FORM 6388-1
SECTION 18.10
CATALYST REPLACEMENT PROCEDURES
CATALYST ELEMENT REPLACEMENT

NOTICE
The Waukesha catalytic converter or catalyst
elements do not pose any specific health or safety
hazards related to catalyst composition or formulation,
however always wear proper safety clothing and
ensure that all work is performed in a safe manner in
accordance with all OSHA or other applicable safety
regulations currently in effect at your plant facility. This
extends, but is not limited to, the use of ladders, small
tools and mobile/lifting equipment.
The converter and catalyst elements may have sharp
metal edges. Always wear gloves and appropriate
safety gear when working with these components.
REMOVAL
The Waukesha convertor was designed to allow easy
removal of catalyst elements without having to remove
the converter housing from connected duct work. Figure 18.10-1
When it is necessary for the catalyst to be inspected, 4. Loosen the nut on all three jacking bolts until the lock
cleaned or replaced, the following procedure should be washer is fully uncompressed (see Figure 18.10-2).
followed for the efficient removal of the catalyst:
1. With the engine off, allow the converter to cool to the
touch.
2. Perform lock-out tag-out procedures to ensure
engine and auxiliary equipment are safely locked out
and cannot be engaged.
3. Prior to removing the catalyst access cover, ensure
there are no compressive forces on the converter
housing. Bleed off any residual pressure in the piping
and converter.
Figure 18.10-2
FORM 6388-1
5. Loosen all three jacking bolts (see Figure 18.10-3).
NOTICE
Do not drag, scrape or damage the element during
removal.
! WARNING
Catalyst elements weigh

approximately 54 lb (24.5 kg) for
0.50 g NOx element, 70 lb (31.8
kg) for 0.15 g NOx element.
Always use suitable rigging and
lifting equipment.
8. Remove the element nearest the middle flange bolts

(see Figure 18.10-5). Install a lifting eye into the nut
embedded in the element. Attach a suitable lifting
device and rigging to lifting eye.
Figure 18.10-3
6. Remove the bolts, washers, lock washers and nuts
retaining the element cover (see Figure 18.10-4).
Figure 18.10-5
NOTICE
Do not damage or distort the spacer seal ring during
removal or installation.
Figure 18.10-4
7. Remove the element cover and gasket. Clean the 9. Remove the spacer ring (see Figure 18.10-6).
cover and the catalyst housing to remove any gasket
material.
FORM 6388-1
NOTICE
Do not drag, scrape or damage the element during
installation.
! WARNING
Catalyst elements weigh

approximately 54 lb (24.5 kg) for
0.50 g NOx element, 70 lb (31.8
kg) for 0.15 g NOx element.
Always use suitable rigging and
lifting equipment.
1. If removed, install the clamp ring (see Figure

18.10-8).
Figure 18.10-6 1
10. Remove the remaining element.

11. If necessary, remove the clamp ring. Before
removing, note orientation of the clamp ring (see
Figure 18.10-7).
1 - Clamp Ring 1 - Clamp Ring

2. Install the first element into the housing next to the
INSTALLATION clamp ring (see Figure 18.10-9).
NOTE: Install element closest to clamp ring first before
installing the remaining element.
FORM 6388-1
Figure 18.10-11
5. Inspect the cover gasket material to ensure it is intact
and provides a uniform seal around the cover
opening. Replace the gasket as necessary with the
recommended gasket material from Waukesha.
Figure 18.10-9 6. Align and install element cover and latch cover bolts.
Tighten cover bolts to 13 – 17 ft-lb (18 – 23 N·m).
3. Install the spacer ring (see Figure 18.10-10).
NOTICE
The clamp ring must secure the elements and seal
rings in place. The elements cannot move or vibrate
during engine operation. Use care when tightening the
clamp ring to ensure the clamp ring does not bind and
the elements are squarely secured in place.
7. Tighten the 3 jacking bolts evenly in a criss-cross

pattern. Tighten the hex bolts to 18 – 22 ft-lb (24 – 30
N·m) and secure lock nuts until split lock washers are
fully compressed.
8. Upon engine startup, check for leakage at the
element cover. Make adjustments to the element
cover position and/or clamp nut tightness as
necessary to seal any leakage.
ELEMENT COVER GASKET REPLACEMENT
NOTICE
Always wear gloves and appropriate safety gear when
Figure 18.10-10 working with the element cover and fiberglass gasket.
4. Install the remaining element (see Figure 18.10-11).
FORM 6388-1
Removal
1. Peel off the fiberglass gasket material and, if
necessary, use a flat razor knife or scraper to remove
any material sticking to the surface. Wear
appropriate safety clothing to avoid injury and
always direct scraping motion away from your body.
2. Use naphtha to remove any adhesive.
3. Clean and dry the surface to allow the pressure-
sensitive adhesive to stick when applying new
gasket material.
Installation
NOTE: Each gasket kit contains one gasket that is
custom fit to the specific model converter; order correct
model replacement when ordering replacement parts.
Remove tape backing from one end of new gasket and
attach the gasket tape at one end of the cover.
FORM 6388-1
FORM 6388-1
SECTION 18.15
CATALYST MAINTENANCE PROCEDURE

By definition, a catalyst promotes a chemical reaction
without itself being consumed in the reaction. It is,
therefore, an intrinsically maintenance-free item.
Although, there are some non-standard operating
conditions which can result in premature loss of catalyst
activity. Therefore, a periodic [annual] inspection and
maintenance program will assure the catalyst retains its
full activity.
To inspect the catalyst unit, remove the element
(see CATALYST REPLACEMENT PROCEDURES on
page 18.10-1) and visually examine the catalyst for any
physical damage or obstructed passages, especially on
the inlet face. Excessive cell blockage must be cleared
by cleaning the catalyst.
Figure 18.15-1: New Catalyst Element
PHYSICAL INSPECTION Following are conditions which will deactivate the
The catalyst should be inspected periodically for catalyst:
physical damage or fouling. For installations where the
gas stream is free of particulate, oil consumption is low Fouling
and the engine is natural gas fired (such as engines with Fouling occurs when solids actually plug the cells of the
the optional emPact emissions control system), an monolith and block the gas flow through the catalyst
annual inspection will be sufficient. The catalyst should (see Figure 18.15-2). This can be caused by deposition
also be inspected any time the system suffers a physical of organic components (e.g. ash, carbon) as a by-
upset. product of combustion. (A regular program of routine
To inspect the catalyst unit, remove the element maintenance can be set up to periodically clean/vacuum
(see CATALYST REPLACEMENT PROCEDURES on the catalyst, restoring unrestricted flow through the unit.)
page 18.10-1) and visually examine the catalyst
condition per the following:
CATALYST CONDITION
Normal Condition
Catalyst Appearance/Performance: Note the black,
brown to grayish tan color and the minimal amount of
carbon or ash which clearly indicates the catalyst is
operating within the correct heat range, and has been
operating at near correct air/fuel ratio (see Figure
18.15-1). No action is required for a catalyst in the normal
condition.
FORM 6388-1
Catalyst Appearance/Performance: Catalyst
masking is the build up of combustion deposits
accumulating over an extended period of time resulting
in plugging of the catalyst. Cause: Deposits stem
primarily from burning of oil additives during engine
operation. Action Required: Lower engine lube oil
consumption rate; chemical wash for the catalyst.
Thermal Deactivation
At temperatures greater than 1,250°F (677°C), the
evenly dispersed particles of Platinum Group Metals
(PGM) [in the catalyst washcoat] migrate and tend to
coalesce into a single larger particle reducing PGM
surface area. This process is called sintering.
Excessive sintering leads to a loss in catalyst
performance due to loss of active PGM surface area
Figure 18.15-2: Physical Masking or Fouling (see Figure 18.15-3 and Figure 18.15-4). The rate at
Carbon-Fouled which sintering occurs is temperature dependent. At
normal engine operating temperatures, the sintering rate
Catalyst Appearance/Performance: Soft, black sooty is very low; the catalyst will not deactivate due to thermal
deposits are easily detected and characteristic of sintering even after years of service.
carbon-fouling. Cause: Possible causes of carbon-
fouling are clogging of air cleaner, carburetor problem,
or a too-rich air/fuel ratio mixture. A weak ignition voltage
or extreme low cylinder compression can also contribute
to carbon-fouling. Action Required: Correct engine air/
fuel ratio; chemical wash/sonic clean catalyst.
Ash-Fouled
Catalyst Appearance/Performance: A gray/white
powdery covering of the surface of the catalyst and filling
the catalyst cells is ash-fouling. Cause: A too-lean air/
fuel ratio tends to stimulate ash-fouling. Action
Required: Correct engine air/fuel ratio; chemical wash
for the catalyst.
Oil-Fouled
Catalyst Appearance/Performance: The catalyst will
appear to be dark bronze to black in color. Cause: Oil- Figure 18.15-3: Thermal Deterioration
fouling is caused by too much oil entering the
combustion chamber or a damaged turbocharger. This
is often caused by rings or cylinder walls that are badly
worn. Oil may also be pulled into the chamber because
of excessive clearance in the valve stem guides. Action
Required: Correct engine; chemical wash for the
catalyst.
Masking
Masking occurs when a film of solid material is
deposited over the surface of the catalyst. This
effectively prevents contact between the active catalyst
and the exhaust gas stream. (As with fouling, a periodic
maintenance schedule of cleaning the masking layer
from the catalyst will generally restore near full activity.)
FORM 6388-1
• Phosphorous and zinc additives associated with
metallic lubricant packages (i.e. ZDP, etc.) are limited
in concentration to no more than 0.09% wt. for
phosphorous and 0.06 – 0.085% wt. for zinc.
• Sulfated ash content of less than 0.40 – 0.065% wt.
In certain applications, the use of moderate to high ash
lubricating oils may result in the need to clean the
catalyst more frequently. Catalyst cleaning can be
accomplished with procedures available from
Waukesha and is considered to be a maintenance item
(see CATALYST CLEANING PROCEDURE on page
18.15-4).
Based on these requirements, oils recommended for
use with Waukesha catalysts are listed in the technical
data sheets. Each operator is responsible for using oil
Figure 18.15-4: Thermal Deterioration Close Up
rated for his engine while meeting the poison and ash
Damage due to overtemperature is irreversible. Any limits for the Waukesha catalyst.
large upset concentration that will cause the catalyst to Contact Waukesha or your local Waukesha
exceed its maximum rated temperature (1,350°F representative for additional information concerning
[732°C]) must be avoided. lubricating oil recommendations that will minimize
Catalyst Appearance/Performance: The catalyst has cleaning requirements and maximize catalyst life.
a clean, white powdery appearance. Pinholes can be
observed in the substrate by holding the substrate up to MAINTENANCE SCHEDULE
the light. Cause: This condition is caused by over-
advanced ignition timing, poor engine cooling or The maintenance schedule for a typical catalyst
efficiency, lean air/fuel ratio mixture, leaking intake installation will consist of:
manifold, low fuel pressure, or improper crankcase • Physical inspection every 12 months of operation.
ventilation. Action Required: Correct engine • Vacuuming as needed to reduce ash build up and
malfunctions; replace catalyst. associated increased back pressure.
CORROSION • Approved washing procedure (low pH) will be used to
correct a fouled or masked catalyst condition.
Waukesha catalyst converter housing is constructed of
a high temperature, corrosion resistant stainless steel.
This material will provide years of trouble free service
CATALYST HARNESS MAINTENANCE
under most operating conditions. At rated operating
! WARNING
temperatures, the material is extremely resistant to
oxidation and attack by condensable corrosive gases
(e.g. HCI and H2SO4). Do not install, set up, maintain
LUBRICATING OIL RECOMMENDATIONS components unless you are a
Two major factors which influence catalyst durability are who is familiar with the electrical
the type and rate of consumption of engine lubricating elements involved.
oil. Normal engines consume lubricating oil at a rate of
about 0.001 lb/Bhp-hr with engine overhaul indicated Disconnect all electrical power
when the consumption rate approaches 0.002 lb/Bhp- supplies before making any
hr. connections or servicing any
part of the electrical system.
The converter warranty is based upon the following
lubricating oil requirements:
• Consumption rate of less than 0.0015 lb/Bhp-hr.
FORM 6388-1
INTRODUCTION
NOTICE
The oxalic/acetic mixture is an effective acidic (pH range
Disconnect all engine harnesses and electronically 2.1 to 2.2) wash solution for removing many fouling and
controlled devices before welding on or near an masking agents that can accumulate on the surface of a
engine. catalyst element. It is particularly effective against
organic residues and chars. Certain inorganic deposits
are soluble in acidic solutions as well.
Inspect catalyst harness and make sure all connections
are secure. Waukesha catalyst elements come in standard sizes:
measure approximately 30 in. (76.2 cm) diameter by
3-1/2 in. (8.9 cm) thick; weighing approximately 54 lb
CATALYST CLEANING PROCEDURE
(24.5 kg) for 0.5 g NOx element, 70 lb (31.8 kg) for 0.15
g NOx element.
NOTICE
Materials
Handling the Waukesha Metal Monolith Catalyst does
not pose any particular health or safety hazard related • Technical grade oxalic acid
to catalyst composition or formulation. However, this • Technical grade acetic acid
procedure does not include detailed safety
• De-Ionized (DI) water
precautions relative to the operations described.
• Tank(s) for holding chemical wash solutions and
catalyst elements
When following this procedure, ensure that all work is • Spacers for separating catalyst elements (4 per
performed in a safe manner in accordance with all OSHA catalyst element)
or other applicable safety regulations. Request material
safety data sheets (MSDS) from chemical suppliers. • Chemical resistant electric drum pump
Consult your company health safety officer for details of BACKGROUND AND PREPARATION
safe working practices.
Oxalic / Acetic Acid Solution
Areas of concern include, but are not necessarily limited
to: The oxalic/acetic acid solution must be fresh chloride-
free technical grade quality. Under no circumstances
• Safe removal of catalyst from converter housing and
can the acidic wash solution be reused.
exhaust pipe.
• Safe handling of chemicals (oxalic acid and acetic If only concentrated oxalic acid and acetic acid solutions
acid): (e.g. 50% or 100% by weight) or anhydrous powder/
pellets are available, the oxalic/acetic acid mixture will
– Ventilation have to be diluted down to 5% wt. (each acid
– Personal protection (gloves, face shield, coveralls, component) with de-ionized water for a 5% oxalic/5%
etc.) acetic acid mixture. Depending on the extent of dilution,
– Safety glasses and shoes some heat will be generated and result in a temperature
rise of the solution, some time may be needed to allow
• Safe disposal of spent cleaning solutions in for cool down of the solution after mixing. The solution
accordance with applicable water pollution can only be used if between the temperatures of 60° and
regulations 90°F.
! WARNING AMOUNT REQUIRED: Each cubic foot (1 ft3) of catalyst
requires 15 gallons (57 L) of 5% wt. oxalic/5% wt. acetic
Read the entire instructions acid solution for washing.
before beginning catalyst Preparation of the oxalic/acetic acid solution must be
washing. If you have any finished before placing the blocks into the solution.
questions, call Waukesha. Under no circumstances should the catalyst blocks be
placed into the tank before the 5% wt. oxalic/5% wt.
acetic acid is prepared. See step 1 of the PROCEDURE
section below for more information.
FORM 6388-1
De-Ionized (DI) Water Submerge the catalyst elements horizontally in the
5% wt. oxalic/5% acetic acid wash solution, with
NOTE: Local Culligan and Millipore representatives
approximately 3/4 in (19 mm). spacers between
can provide DI water or systems.
elements including the bottom of the tank.
Use only de-ionized water – no substitutes allowed. The elements should be lowered slowly into the
Deionizer canisters are available that convert tap water solution so that all the cells are contacted and wetted
into de-ionized water and can be purchased or rented by the solution. Lowering the blocks horizontally into
from water purification companies. the solution will force out air trapped in the catalyst
AMOUNT REQUIRED: The water de-ionizing canister cells and facilitate wetting the catalyst.
system should be sized large enough to produce at least Cover the tank and allow elements to soak for four
130 gallons (492 L) of de-ionized water per cubic foot [1 hours. Exceeding this time will cause damage to the
ft3 (0.03 m3)]of catalyst. This amount should cover the DI catalyst elements.
water washing steps, dilution of concentrated oxalic acid The color of the acidic solution after adding the
and concentrated acetic acid and cleaning the washing catalyst can range from light to dark brown.
tank.
Tank(s) for Holding Chemical Solutions and

! WARNING
Catalyst Elements
The catalyst elements must be
One or more tanks can be used to hold the chemical added to the 5% wt. oxalic/5%
wash solution and catalyst elements. The tank(s) must
be clean and impervious to attack by the oxalic/acetic
acidic solution.
! wt. acetic acid solution and not
the other way around. NEVER
place the catalyst elements in
The tank(s) must be large enough and correctly sized to the tank first and then add or mix
completely submerge the catalyst elements in the wash the solution: This will result in a
solution, which also includes accounting for the volume poorly cleaned catalyst since
of the catalyst elements. Also, consideration should be some portions of the catalyst
given to allow for enough hand room for lifting the will be exposed to mostly de-
catalyst elements in and out of the tank. ionized water, while others will
be exposed to a high
Spacers for Separating Catalyst Elements (When concentration of acids. Also, air
More Than One Element Is Being Washed) will remain trapped in the
Spacers are needed to separate the catalyst elements catalyst cells and will prevent
when the elements are placed in the tank for washing. the solution from contacting the
Use four spacers per element, each should be placed catalyst.
near the corners of the catalyst elements. The spacers
must be resistant to the acidic solution. The spacers can
be made from 2 in. diameter stainless steel pipe cut to a 2. After the 4 hour soak in oxalic/acetic acid, use an
length of 3/4 in. electric drum pump to transfer spent the wash
solution from the tank to another tank or 55 gallon
PROCEDURE drums. DO NOT send spent solution directly down
drain. See below for DISPOSAL OF SPENT
1. Fill the tank with premixed 5% wt. oxalic/5% wt.
SOLUTION.
acetic acid solution or dilute concentrated oxalic and
acetic acid material by adding it to de-ionized water Run de-ionized water over catalyst elements to
(alternatively, add anhydrous powder to de-ionized dilute any oxalic/acetic acid solution remaining on
water). Use 15 gallons (57 L) of 5% wt. oxalic/5% wt. elements.
acetic acid solution for each cubic foot of catalyst. Remove catalyst elements from the tank and shake
Preparation of the 5% wt. oxalic/5% wt. acetic acid several times to drain off any excess solution. Not all
solution must be done before the catalyst elements the solution will come off. The wet catalyst elements
are added to the solution. will be quite heavy because the catalyst material acts
like a sponge. Clean any sediment from the tank with
de-ionized water and drain.
FORM 6388-1
3. Fill tank with de-ionized water at 15 gallons (57 L) 10. Resume normal operation of the reciprocating
per cubic foot of catalyst. Submerge the catalyst engine.
elements horizontally in the de-ionized water, with
approximately 3/4 in. (19 mm) spacers between DISPOSAL OF SPENT WASH SOLUTION
elements including the bottom of the tank. All spent wash solutions should be considered as
Allow elements to soak in de-ionized water for 30 hazardous until proven otherwise. Check town, city or
minutes. state environmental agencies for safe disposal of spent
4. At the end of the 30 minute soak, use an electric wash solutions. If appropriate, the used acid cleaning
drum pump to transfer spent de-ionized water from solution can be neutralized to a pH 6 to 7 with an
the tank to another tank or 55 gallon drums. DO NOT appropriate basic material before disposal.
send spent solution directly down drain. See below
for DISPOSAL OF SPENT SOLUTION.
Remove catalyst elements from the tank and shake
several times to drain off any excess solution.
Clean any sediment from tank with de-ionized water
and drain.
5. Repeat steps 3 – 4 until the pH of the de-ionized
water rinse is between 6 – 9.
6. It is essential that the pH level of last de-ionized
water rinse is between a range of 6 – 9. If this is not
achieved after the two washings with de-ionized
water, additional rinse cycles will be necessary
(steps 3 – 4). The pH levels must be met before
proceeding to the next step.
7. The catalyst can be partially dried with an air gun
using only CLEAN, OIL FREE COMPRESSED AIR
or NITROGEN. The air gun should be swept slowly
across the face of the catalyst so as to direct the air
flow through each cell. The pressure should be
adjusted to provide cleaning of fluid from the cells.
The maximum pressure to be used is 30 psi (2.07
bar).
NOTICE
Excessive pressure can damage the catalyst coating.
Do not touch the catalyst face with the tip of the air gun
while it is moving as this may distort the metal foil.
8. If the catalyst is not to be installed in the housing

immediately after wash (within two days), it is
preferred that the catalyst be oven dried at 250° –
300°F (121° – 149°C) for four hours to remove
residual moisture before storage. If the catalyst is to
be immediately reinstalled into the housing, oven
drying for one hour is preferred. We understand that
it is not always possible to oven dry the catalyst.
However, if feasible, these drying procedures will
help to extend catalyst life.
9. Reinstall the catalyst in its housing and then in the
exhaust. See CATALYST REPLACEMENT
PROCEDURES on page 18.10-1.
FORM 6388-1
APPENDIX A – WARRANTY
The Waukesha gas engines Express Limited Warranty is available by:

Requesting a copy from:
GE Power & Water

1101 West Saint Paul Avenue
Waukesha, WI 53188-4999
P: 262.547.3311
F: 262.549.2759
OR
Visiting www.ge-distributedpower.com and logging in to bring up the screen below:
Select
Document > Serice/Warranty
Scroll down to the Waukesa

gas engines Express Limited
Warranty or the appropriate
warranty for your applica-
tion. Select the file icon to
begin the download.
FORM 6388-1
FORM 6388-1
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GE Power & Water

Waukesha gas engines

VHP Series Four 12-

Waukesha gas engines

ALL RIGHTS RESERVED:

DIVERSION CONTROL STATEMENT:

Section 2.25 – START-STOP CONTROL Section 2.40 – ESP PROGRAMMING

INTRODUCTION TO ESP PROGRAMMING ...... 2.40-1 TAKING SCREEN CAPTURES OF ESP

Section 2.60 – ESM SYSTEM Section 3.00 – HMI PANEL ASSEMBLY

DATA TABLES ...................................... 3.20-3 IGNITION SYSTEM GENERAL MAINTENANCE

Section 4.05 – FUEL SYSTEM Section 6.05 – AIR INTAKE SYSTEM

TURBOCHARGER MAGNETIC PLUG ........ 9.05-7 BREATHER PRE-SEPARATOR SCREEN ........11.05-1

Section 11.05 – CRANKCASE BREATHER CHAPTER 13 – ENGINE PROTECTION

Section 13.00 – ENGINE PROTECTION CHAPTER 17 – TROUBLESHOOTING AND

Section 14.00 – ENGINE START-UP AND Section 17.05 – STORAGE

CATALYST HARNESS MAINTENANCE ..........18.15-3

This Page Intentionally Left Blank

Figure 1.00-1: Safety Label Locations – Front and Rear Views

211912A 211920D 211910N

Figure 1.00-2: Safety Label Locations – Left and Right Views

Figure 1.00-3: Catalyst Caution Label Locations

Operate engine with

Vent flammable gas from

This Page Intentionally Left Blank

SAFETY INTRODUCTION This safety alert symbol appears with

NOTE: Indicates a procedure, practice or condition that

A black graphical symbol inside a yellow Burst/Pressure Hazard

A black graphical symbol inside a red

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

! Safety Alert Symbol

Crush Hazard (Top)

Electrical Shock Hazard

Burn Hazard (Chemical)

Burn Hazard (Hot Liquid)

Burn Hazard (Steam)

Symbol Description Symbol Description

Flying Object Hazard Sharp Element

Read Manufacturer’s Instructions

Wear Environment Suit

Sever Hazard (Rotating Blade)

Wear Eye Protection

Wear Personal Protective Equipment

Wear Protective Gloves to avoid cuts and

Use Emergency Stop (E-Stop); Stop

! WARNING Exercise extreme care when moving the

! illegible or missing labels immediately.

position before the engine is placed back

Always stop the engine before cleaning,

CHEMICALS Do not service the cooling system while

COMPONENTS Always label “high voltage” on engine-

EXHAUST INTOXICANTS AND NARCOTICS

LIQUIDS Do not install, set up, maintain or operate

Always follow recommended procedures ! CAUTION

PNEUMATIC Ensure that all tools and other objects are

Never walk or stand under an engine or

Ensure that the welder is properly grounded before

This Page Intentionally Left Blank

ENGINE RIGGING AND LIFTING Table 1.10-1: Engine Dry Weights

Exercise extreme care when L7042GSI S4/