tp7020 PDF

Engine Operation &
Maintenance
Engine Model:
SFGLD240/360/480/560 Gas
Generator Set Models:

400--1000REZCK
See Inside Front Cover for Service Assistance Information
TP-7020 8/18a
WARNING: This product can expose you
to chemicals, including carbon monoxide
and benzene, which are known to the State
of California to cause cancer and birth
defects or other reproductive harm.
For more information go to
www.P65warnings.ca.gov
Service Assistance
For professional advice on generator set power China

requirements and conscientious service, please contact North China Regional Office, Beijing
your nearest Kohler distributor or dealer. Phone: (86) 10 6518 7950
(86) 10 6518 7951
D Visit the Kohler Co. website at KOHLERPower.com. (86) 10 6518 7952
Fax: (86) 10 6518 7955
D Look at the labels and stickers on your Kohler product
or review the appropriate literature or documents East China Regional Office, Shanghai
included with the product. Phone: (86) 21 6288 0500
Fax: (86) 21 6288 0550
D Call toll free in the US and Canada 1-800-544-2444. India, Bangladesh, Sri Lanka
India Regional Office
D Outside the US and Canada, call the nearest regional
Bangalore, India
office.
Phone: (91) 80 3366208
Headquarters Europe, Middle East, Africa (91) 80 3366231
(EMEA) Fax: (91) 80 3315972
Kohler EMEA Headquarters Japan, Korea
Netherlands B.V. North Asia Regional Office
Kristallaan 1 Tokyo, Japan
4761 ZC Zevenbergen Phone: (813) 3440-4515
The Netherlands Fax: (813) 3440-2727
Phone: (31) 168 331630
Fax: (31) 168 331631
Asia Pacific
Power Systems Asia Pacific Regional Office
Singapore, Republic of Singapore
Phone: (65) 6264-6422
Fax: (65) 6264-6455

Dear Customers,

This letter is to inform you of the EPA requirements for New Stationary Spark Ignition Internal
Combustion Engines. EPA regulation 40 CFR § 60.4230 et seq. (Subpart JJJJ: Standards
of performance for Stationary Spark Ignition Internal Combustion Engines) place certain
requirements on owners and operators of stationary spark ignition internal combustion
Guascor Power, S.A.U., Sociedad Inscrita en el Registro Mercantil de Guipúzcoa, Tomo 1195, Folio 178, Sección 8, Hoja SS-3957 - C.I.F. A-48042709
engines. Particularly, § 60.4243, requires that the engines be certified on‐site initially and then
every three years or 8,760 hours of operation.
However, in an effort to possibly simplify your compliance obligations, Dresser‐Rand has been
working with the EPA to certify our engines. This “pre‐certification” may eliminate the need to
test the engines onsite in accordance with EPA regulations. However, many States and local Air
Authorities now require onsite testing regardless of the EPA regulations. In fact, many of the
local regulations are stricter than the EPA’s regulations. We advise you to consult all applicable
regulations in determining your compliance obligations.

The EPA regulations specifically place compliance requirements on Owners and Operators of
stationary SI internal combustion engines in addition to the manufacturers. All Dresser‐Rand
Guascor Biogas/Natural Gas/Biomass gas engines meet applicable EPA Emission Standards, but
their compliance must be demonstrated to the EPA or state and local air authorities following
their specific test protocols. Once Dresser‐Rand has obtained the “pre‐certification” from the
EPA, we will apply to grandfather all the engines for which Owners and Operators have
compliance obligations so that the EPA regulations would not require further testing by the
customer provided that Dresser‐Rand’s written instructions for operation and maintenance are
followed. Please note that pre‐certification may not exempt the engines from state or local Air
Authority regulations; check with your local authority to make sure your installation is in
compliance with local laws and regulations.

Dresser‐Rand guarantees that our engines meet the aforementioned EPA regulations as long
as the engine configuration is not changed, the engine is commissioned by a factory technician,
approved Dealer or Service Company technician, the engine maintenance schedule is followed,
and the supply gas to the engines meet the following Dresser‐Rand fuel specifications: General
specifications for gaseous engines IC‐G‐D‐30‐001, Natural Gas specification IC‐G‐D‐30‐002,
Biogas specification IC‐G‐D‐30‐003, and Biomass gas specification IC‐G‐D‐30‐004.

Please contact Dresser‐Rand if you have any questions about your engine’s emissions
performance.
MM19.09.251 05-2015 GENERAL INDEX
OPERATION & MAINTENANCE MANUAL

FG/FGLD/SFGLD/SFGM560
O&M MM19.09.251_05_2015
CHAPTER 1 – SAFETY FEATURES AND PRECAUTIONS

IC-G-D-60-002e_A Safety precautions for Kohler Gas engines 1.1
IC-G-D-60-003e_C Review of compliance with European machinery safety regulations and CE mark requirements 1.11
IC-G-D-00-042e_E Sound pressure level in Gas engines 1.19
IC-G-D-00-043e_E Sound pressure level in the exhaust zone of the Gas engines 1.23
IO-C-M-00-004e_A Guide to environment-friendly waste management during product maintenance and at end of life 1.27
CHAPTER 2 – ENGINE TECHNICAL DESCRIPTION

2.1 General
IC-G-D-00-039e_F Gas engines identification plates and characteristics 2.1.1
IC-C-D-00-013e_A Identification plate of the power generating set 2.1.9
IC-G-D-00-040e_D Gas engines general description of construction 2.1.11
IC-G-D-00-034e_B Table of technical characteristics of in line FG Gas engines 2.1.15
IC-G-D-00-035e_E Table of technical characteristics in-line FGLD/SFGLD/SFGM/HGM engines 2.1.17
IC-G-D-00-036e_G Table of technical characteristics FGLD/SFGLD/SFGM "V" Gas engines 2.1.19
IC-G-D-00-038e Description of the components in line Gas engines 2.1.21
IC-G-D-00-037e Description of the components in V Gas engines 2.1.27
IM-G-C-00-003e_C Gaps and wear limits for in line Gas and ethanol engines 2.1.35
IM-G-C-00-002e_F Gaps and wear limits for V Gas and Ethanol engines 2.1.39
IM-G-C-00-001e_F Tightening torques for Gas and Ethanol engines 2.1.47
IM-C-C-00-002e_B Tightening torques for commercial bolts & nuts 2.1.51
IC-C-D-00-025e Units coversion 2.1.55
2.2 Cooling System

IT-C-A-20-003e_B Cooling system for Kohler engines 2.2.1
IT-G-A-20-004e_A In-line Gas and Ethanol engines cooling system. Description 2.2.5
IT-G-A-20-005e_A Gas fueled and ethanol fueled vee engine cooling system. Description 2.2.13
IT-C-A-20-008e_G Water preheating 180/240 series engines 2.2.23
IT-C-A-20-009e_H Water preheating with electro-pump V serie engines 2.2.27
IT-G-A-20-007e_H Gas engines – pressure losses and flowrates 2.2.31
2.3 Lubrication System

IC-C-D-25-004e_C Description of lubrication system for in line engines 2.3.1
IC-C-D-25-005e_C Description of lubrication system for “v” engines 2.3.5
IT-C-A-25-002e_F Automatic engine oil level controller 2.3.11
IT-C-A-25-009e_I Lube oil level indicator 2.3.15
IC-C-D-25-007e Open crankcase Gas exhaust system description 2.3.19
IT-C-A-25-001e_I Blow by gases vent of Kohler engines 2.3.23
IT-C-A-25-030e_G Kohler engines submerged oil preheating system 2.3.29
IC-C-D-25-006e_B Description of a crankcase Gas recirculation system 2.3.33
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2.4 Fuel System

IC-G-D-30-011e_A Valve train, description and operation 2.4.1
IC-G-D-50-003e EGS 02. Description 2.4.5
IT-G-E-30-001e_A Venturi type carburation. Description 2.4.9
IC-G-D-30-008e Fuel Gas specifications for Gas engines with mechanical carburation control 2.4.13
IC-G-D-30-040e Specification of Gas supply to tecjet 52 2.4.15
IC-G-D-30-012e_B Specification of Gas supply to Tecjet 110 2.4.19
IC-G-D-30-015e_C Supply Gas specifications. Elektra 50 2.4.23
IC-G-D-30-020e_A Supply Gas specifications. Elektra 110 2.4.29
IT-G-A-50-005e_B Kronos 30. Operation 2.4.33
2.5 Ignition
IT-G-A-33-003e_D DISN 800 electronic ignition system 2.5.1
IT-G-A-33-002e_C CPU95 electronic ignition system 2.5.7
IC-G-D-33-002e_A Description of the gis ignition system 2.5.19
2.6 Intake
IC-C-D-35-002e_A Gas engines intake system 2.6.1
IC-C-D-35-001e_C Terrestrial engines' air filters 2.6.5
IT-G-E-35-001e_A Dynamic air precleaners. Gas engines. Specifications 2.6.9
2.7 Exhaust
IC-C-D-40-003e_A Oxidative catalytic converters 2.7.1
IC-G-D-40-002e_B Exhaust system and ventilation of the oil sump 2.7.7
IO-G-M-40-005e 3 way catalysts for stoichiometric engine: operation manual 2.7.11
2.8 Starter
IT-C-A-55-001e_H Electric starting 2.8.1
IT-C-A-55-002e_C Pneumatic starting 2.8.5
2.9 Safety and Control

IC-G-D-60-001e Gas engine speed control system 2.9.1
IO-G-M-60-002e_I FG/FGLD/SFGLD/SFGM/SFGRD engines instrumentation 2.9.3
IC-G-D-60-016e Kohler knock detection system GKCS. Description 2.9.9
IT-G-A-60-019e_A GKCS Installation 2.9.11
IO-G-M-60-012e Kohler knock detection system GKCS. Setting up 2.9.33
IT-G-A-60-020e Kohler knock monitoring system GKCS. Control algorithm parameters 2.9.45
CHAPTER 3 – HANDLING AND STORAGE INSTRUCTIONS

IT-G-A-70-001e_D General standards for the correct lifting of Gas and Ethanol engines 3.1.1
IO-C-M-00-001e_A Deferred start-up engine inspection and protection 3.1.5
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CHAPTER 4 – OPERATING INSTRUCTIONS
IT-G-A-00-011e_A Minimum room temperature for operating Gas engines 4.1.1

IO-C-M-15-002e_A Kohler engine barring gear operating instructions 4.1.3
IO-C-M-20-001e_C Cooling water quality and treatment 4.1.5
IC-G-D-25-003e_B Kohler motoroil 3040 plus lube oil for natural Gas -fuelled and ethanol engines 4.1.11
IC-G-D-25-002e_A Kohler motoroil 2040 lube oil for biogas or biomass Gas engines 4.1.13
IC-G-D-25-004e Kohler motoroil 99.27.046 lube oil for propane-fueled engines 4.1.15
IC-G-D-30-001e_D Fuel specifications for Gas engines. General 4.1.17
IC-G-D-30-002e_C Fuel specifications - Natural Gas 4.1.23
IC-G-D-30-003e_D Anaerobic digestion Gas fuel specifications – Landfill and digester Gas 4.1.29
IC-G-D-30-004e_F Fuel Gas specifications – synthesis Gas (Syngas) 4.1.35
IC-G-D-30-013e_A Fuel specifications – low methane number Gas 4.1.43
IC-G-D-30-018e_B Fuel Gas specifications propane - GLP 4.1.49
IC-G-D-30-038e_A Fuel specifiction- very low methane number 4.1.55
IO-G-M-33-010e Installation and operation manual. Gis ignition unit display 4.1.61
IO-G-T-00-002e_C Starting and stopping Gas engines and Ethanol engines 4.1.75
IO-G-T-00-003e Starting and stopping of emergency gas engines 4.1.79
IO-G-M-40-001e_C Gas engines and Ethanol engines carburation 4.1.83
IC-C-D-40-001e_B Emission units conversion 4.1.85
IC-G-D-40-001e_B Exhaust emissions of Gas engines 4.1.89
IO-C-M-25-006e_G Oil level indicators 4.1.91
IO-C-M-25-005e_D Automatic oil level controller 4.1.93
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CHAPTER 5 – MAINTENANCE INSTRUCTIONS

5.1 Maintenance Procedures
IO-G-M-00-060e General maintenance of gas engine 5.1.1
IO-G-M-00-073e_A Maintenance of natural Gas and biogas FG/FGLD engine 1500 rpm 5.1.5
IO-G-M-00-067e_A Maintenance of natural Gas and biogas SFGLD engine 1200 rpm 5.1.21
IO-G-M-00-042e_D Maintenance of syngas engine SFGLD 1200 rpm 5.1.45
IO-G-M-00-003e_H Maintenance of syngas engine SFGLD 1500 rpm 5.1.53
IO-G-M-00-034e_D Maintenance of low methane number Gas engine SFGLD 1200 rpm 5.1.69
IO-G-M-00-024e_E Maintenance of low methane number Gas engine SFGLD 1500 rpm 5.1.77
IO-G-M-00-068e Maintenance of natural Gas and biogas SFGM engine 1500 rpm 5.1.93
IO-G-M-00-051e_C Maintenance of natural Gas engine SFGM 1500 rpm in island operation 5.1.109
IO-G-M-00-054e_A Maintenance of natural Gas engine SFGLD (US CERTIFIED) 5.1.117
IO-G-M-00-059e_A Maintenance of natural Gas engine SFGM 1800 rpm in island operation 5.1.127
IO-G-M-00-038e_D Maintenance of natural Gas engine SFGLD 1500 rpm in island operation 5.1.135
IO-G-M-00-057e_B Maintenance of natural Gas engine SFGLD 1200 rpm in island operation 5.1.143
IO-G-M-00-040e_C Maintenance of propane SFGM 1500 rpm 5.1.151
IO-G-M-00-041e_C Maintenance of propane engines SFGM 1800 rpm 5.1.159
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O&M MM19.09.251_05_2015
5.2 Description of Maintenance Operations Type E

IO-G-M-25-001e_G Gas fueled engine oil servicing instructions 5.2.1
IO-C-M-25-001e_A Oil sampling procedure 5.2.5
IO-C-M-25-004e_A Kohler engine oil change instructions 5.2.7
IO-C-M-25-002e Kohler 180/240 engines centrifugal oil filter maintenance instructions 5.2.11
IO-C-M-25-003e_A Kohler 180/240/360/480/560 engines centrifugal oil filter maintenance instructions 5.2.13
IO-C-M-25-011e Maintenance of the crankcase gas recirculation system 5.2.15
IO-C-M-25-012e_A Cleaning the oil separator filter of the crankcase Gas breather 5.2.19
IO-C-M-00-006e_A Kohler engine cylinder compression test 5.2.21
IO-G-M-33-001e_C Coventional spark plug changing & maintenance instructions 5.2.25
IO-G-M-33-002e_E Coventional spark plug replacement criteria in Gas engines 5.2.29
IM-G-C-33-001e_D Coventional spark plug installation instructions 5.2.33
IO-G-M-33-003e_A Check of ignition coils and spark plug wires 5.2.35
IO-G-M-33-004e_E Prechamber spark plug installation & maintenance instructions 5.2.37
IO-G-M-33-005e_C Prechamber spark plug replacement criteria 5.2.41
IO-G-M-33-007e_K Maintenance of spark plugs. Overview 5.2.43
IO-G-M-33-008e_A Cylinder by cylinder misfire detection using exhaust thermocouples 5.2.45
IO-G-M-33-009e_A Checking the ignition timing 5.2.51
IT-G-E-10-001e_F Adjustment of Gas and Ethanol engine valves 5.2.55
IT-G-A-30-001e Carburation adjustment with main adjunting screw (Mas) 5.2.59
IO-C-M-35-001e_D Terrestrial engines' air filters. Maintenance 5.2.61
IO-C-M-15-001e_B Damper condition monitoring 5.2.67
IO-C-M-20-002e_E Maintenance of the cooling system 5.2.71
IO-C-M-45-001e_B Maintenance of turbocharger 5.2.77
IO-G-T-35-001e_A Intake safety valve operating and maintenance procedure 5.2.81
IO-C-M-20-010e_A Maintenance of intercoolers 5.2.83
IO-C-M-60-004e Maintenance of pick-ups 5.2.87
IO-C-M-15-003e Maintenance of flexible coupling 5.2.89
IO-C-M-20-003e_A User and maintenance manual – electric water pumps 5.2.91
IO-C-M-20-004e Maintenance of cooling towers 5.2.97
IO-C-M-20-005e_A User and maintenance manual – standard plate heat exchangers 5.2.99
IO-G-M-40-004e 3 way catalysts for stoichiometric engine: maintenance 5.2.107
IO-C-M-55-001e Maintenance of batteries 5.2.111
CHAPTER 6 – TROUBLESHOOTING
IO-G-T-00-001e_A Gas engines troubleshooting 6.1.1
5/5
INDEX Chapter 1
MM19.09.251 05-2015
SAFETY FEATURES AND PRECAUTIONS

O&M MM19.09.251_05_2015
CHAPTER 1 – SAFETY FEATURES AND PRECAUTIONS

IC-G-D-60-002e_A Safety precautions for Kohler Gas engines 1.1
IC-G-D-60-003e_C Review of compliance with European machinery safety regulations and CE mark requirements 1.11
IC-G-D-00-042e_E Sound pressure level in Gas engines 1.19
IC-G-D-00-043e_E Sound pressure level in the exhaust zone of the Gas engines 1.23
IO-C-M-00-004e_A Guide to environment-friendly waste management during product maintenance and at end of life 1.27
1/1
PRODUCT INFORMATION INDEX DATE
Dep. 1
IC-G-D-60-002e A June 2010
SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
All KOHLER engines have been designed in accordance with European Machinery Safety Regulations,
European Directive 2006/42/EC and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO
12100-2. Accordingly, we supply them with the EC Declaration of Conformity and «CE» mark.
The intention has been to supply an intrinsically-safe engine, although the nature of this machine does not rule
out the possibility of potential risks, for which it is necessary to adopt certain safety precautions.
The aim of this document is to inform the users of KOHLER equipment on the safety precautions which are
required for handling and operating it adequately.
Engine installations and specially fuel-powered engines must be adapted in all cases to the local regulations.
2. PRELIMINARY OBSERVATIONS
We recommend you to read these safety precaution instructions on receiving your KOHLER engine. They are
part of the engine operation and maintenance manual we supply with each engine.
Therefore, we recommend that the manual be kept in perfect condition and readily available to the operator and
those responsible for engine maintenance.
Our Network of Repair Shops is at your disposal to carry out revisions and repairs under the best conditions
and in accordance with the standards established by KOHLER.
The use of original spare parts ensures high performance over long periods of operation. These parts have been
manufactured with the same strict quality controls, which were used for the manufacture of the original
equipment.
3. BODILY PROTECTION
CAUTION
Wear approved bodily, sight, hearing and respiratory protection. Never wear loose clothing, jewellery or long hair
around the engine.
1.1 1/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
4. EXHAUST GASES
CAUTION
IC engine exhaust products are toxic and may cause injury or death if inhaled. All engine installations must have
an exhaust discharge pipe so that the exhaust gases are delivered into the outside air. A closed building or
shelter must be adequately vented to provide a steady supply of fresh air.
5. ENGINE FUELS
CAUTION
If a gas engine has been cranked excessively without starting, shut off the gas fuel supply and continue cranking
the engine to purge the cylinders and exhaust system of accumulated, unburned gas. If you fail to do this, a spark
plug could ignite and cause an explosion.
Engine fuels may ignite or explode. These must be delivered to the engine with proper piping, free from leaks and
designed to resist breakage from vibration.
6. POSITIVE FUEL SHUT-OFF
CAUTION
Some means of positive fuel shut-off should be provided for emergency use.
Pressurised fuels such as natural gas, landfill or digester gas should have another positive shut off valve (manual,
automatic or valve train), other than those in the carburettor or gas pressure regulation equipment.
It is the final responsibility of the user to ensure that the installation is free from fuel or exhaust leakage and such
installation meets all applicable codes.
7. SAFETY GUARDS
CAUTION
IC engines must be provided with guards to protect persons or structures from rotating or heated parts. It is the
responsibility of the engine owner to fit such protection.
1.2 2/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
8. CRANKCASE GASES
WARNING
All the engines incorporate a crankcase gases vent to relieve pressure that builds up inside as a portion of the
combustion gases flow in through the piston rings (blow by). Make sure the vent pipe is correctly fitted, allowing
free passage of the gases.
9. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS
CAUTION
Do not remove the pressure caps while the engine is operating or while coolant is hot. The cooling system is
under pressure and severe burns could result from the hot coolant spewing out when the cap is removed. Wait
until the engine and coolants have cooled down before removing caps from the intercooler, thermostat box,
radiator or surge tank. Always replace the weak hoses, lines and fittings.
10. IGNITION SYSTEM
CAUTION
Ignition systems can cause electric shocks. Avoid contacting ignition units and wiring.
A spark plug will fire if the storage capacitor in the electronic ignition module is connected. This may even happen
when the cable is disconnected. When this cable is connected the capacitor will discharge and fire the spark plug
which will ignite any gas which has accumulated in that cylinder. The crankshaft and driven equipment may
rotate, possibly causing personal injury or damage to equipment. Gas which has accumulated In the exhaust
system may also be ignited.
Before reconnecting the cabling of the electronic ignition module, shut off the supply of current.
Protect spark plugs, wires and coils from the rain and snow.
1.3 3/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
11. GENERATOR SETS
DANGER
The voltage produced by generator sets is dangerous for anyone who touches a part of the electrical system
while this is working. Severe, possibly fatal shock may result from contact. Make sure the generator set is
grounded before operation. Be extremely careful when the unit or surrounding area in damp or wet. When
servicing any part of the electrical system or making any connections, make sure that the main power switch is
off. Clean or service generator only when engine is shut down.
In case of an accident from electrical shock, shut down the generator set at once. If it cannot be shut down, free
the victim from the live conductor.
Avoid direct contact with the victim. Use a dry board, dry rope or any non-conducting implement to free the victim.
If the victim is unconscious, apply artificial respiration and get medical help.
Do not operate the generator set with the ammeter circuit open. Voltage, dangerous to both equipment and
personnel, can be generated in an open secondary circuit of a current transformer.
If the generator set is stopped by operation of safety devices, do not attempt or operate until the cause has been
eliminated.
When the generator set is shut down after operation, disconnect all line switches to all external power load and
parallel circuits.
12. TIDINESS AND CLEANLINESS
WARNING
Tidiness and cleanliness are essential to endure a safe workplace. A tidy workspace with clean catwalks and
well-ordered equipment and tools, allows one to do the job better and is an important factor in accident
prevention.
13. ENGINE AND EQUIPMENT; REPAIR AND SERVICE
CAUTION
Always stop the engine before cleaning, servicing or repairing the engine or driven equipment. Place all controls
in the off position to prevent accidental restarting. If possible, lock all controls in the off position and take the key.
Put a sign on the instrument panel warning that the engine is being serviced. Before restarting, make sure that all
tools and other material are removed from the engine and equipment.
Proper service and repair is important to the safe, reliable operation of the engine and related equipment.
The procedures recommended by KOHLER in this manual are effective methods for performing service and
repair operations. Some of these procedures require the use of specially-designed tools. Special tools should
be used when and as recommended. Anyone who uses a service, repair or installation procedure not
recommended by KOHLER must first satisfy themselves thoroughly that their safety will not be
jeopardised by the service methods they selected.
1.4 4/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
14. ENGINE FAN BLADES

- Do not operate the engine with the fan bent, broken, modified or damaged in any way.
CAUTION
- Do not operate the engine if the fan contacts or strikes any engine accessory or the radiator shroud or core.
- Do not try to rebalance the fan. Contact the supplier if rebalancing is required.
- Ensure that all bolts attaching the fan are securely installed to a torque specified by the engine, vehicle or boat
manufacturer.
- Install the fan so that it is directed correctly towards the radiator.
- Perform all required maintenance on the drive system, as described in this manual.
- Do not modify or substitute any parts of the engine without the approval of the Service Department of
KOHLER. Take special care not to make modifications which will increase the operating speed of the fan.
- Install the fan only if the engine has been approved for fan installation. Likewise, install a drive system defined
by KOHLER.
- If the fan or drive contains any plastic or rubber component, have the fan and drive inspected by a qualified
mechanic after operation or exposure to excessively high temperatures (air temperature of over 120ºC).
- Replace the fan if indications of excessive corrosion or erosion appear in the fan.
- For reversible or adjustable pitch fans, make sure the blades are correctly locked in the proper position prior to
operation. Also, inspect the fan prior to operation to ensure that ice and dirt have not accumulated on the fan
to cause potential imbalance of the fan.
- Be sure that all fans, fan drives and belts are properly shielded.
1.5 5/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
15. TURBOCHARGERS
CAUTION
Turbochargers are designed specifically for each application. Turbochargers operate at high temperatures,
therefore all inflammable material must be kept away from them. Engines must be shut down and at room
temperature before working on turbochargers or burns will result.
16. ENGINE STORAGE CHEMICALS
DANGER
Protective oils contain a petroleum distillation, which is harmful or fatal if swallowed. Avoid contact with skin, eyes
and clothes. Vapour is harmful and causes irritation of eyes, nose, throat and skin. Use only with adequate
ventilation. Avoid breathing of vapour. Do not take internally. Keep container closed and away from heat. Always
read and observe the <<CAUTION>> labels on the containers. Do not destroy the labels on the containers.
In general, protective compounds should not be heated over 90ºC. To heat at this temperature, the containers
must be placed in a vessel with hot water. The cover must be removed and a hole must be made in the container
to reduce the danger of explosion. Heating or direct heat is an unnecessary fire risk.
17. FIRE PROTECTION
WARNING
Locate fire extinguishers so that they are easily accessible if a fire start. Carefully maintain records of extinguisher
inspection and recharging to ensure the fire extinguishing capabilities when required. Consult your fire
extinguisher supplier or insurance engineering for recommendations required for the engine installation. It is also
recommended to have well-identified fire emergency escape routes in all engine installations, in accordance with
regulations.
18. CLEANING SOLVENT
CAUTION
Use approved cleaning solvents in a well ventilated area. Do not breathe fumes as some vapours can be fatal.
Keep away from open flames or sparks. Do not use gasoline or paint thinners or other highly volatile fluids for
cleaning. Always read and observe the <<CAUTION>> labels of containers. Do not destroy the labels on the
containers. Cleaning solvents can cause various kinds of skin irritations.
1.6 6/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
19. WELDING EQUIPMENT
CAUTION
Welding gas cylinders can explode if damaged. Cylinders must be stored in accordance with manufacturer’s
specifications and applicable safety requirements.
When using acetylene, check valves should be installed between the regulators and hoses to prevent flashback
into the regulators and supply tanks. Flashback could cause the regulators and supply tanks to explode.
Oily and greasy materials must be kept away from oxygen valves, hoses, etc. Oxygen, if combined with such
materials, will cause and explosive reaction.
Always wear protective eyes shields when welding, cutting or watching welding operations. Protective clothing
must be worn. Do not weld or cut near combustible materials.
20. GROUNDING PRECAUTIONS WHEN WELDING
CAUTION
When using an electrical welder on an engine, clip the ground lead as close to the welding site as possible.
Putting the ground lead too far from the welding site may result in arching across the main bearings and fusing
these to the crankshaft.
21. ELECTRICAL TOOLS
CAUTION
Make sure that electrical tools are properly grounded. Wear proper eye protection. Do not work in wet or damp
conditions. Be sure that the tool is in good condition and safety guards are in position. An electric trouble light
must also be grounded. Do not carry electric power tools by the cord. Do not yank the cord when removing from
an outlet. Instead, grasp the plug to remove it from an outlet.
22. BATTERIES
CAUTION
Always disconnect the battery ground connection from batteries before performing any work on the engine or
equipment. This will prevent sparks or burns when accidentally shorting an electrical connection.
1.7 7/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
Never expose batteries to open flame or electric spark. The chemical action of the battery produces hydrogenous
gas which is inflammable and explosive. Do not allow the battery fluid to contact skin, eyes, clothes or painted
surfaces. The electrolyte is a sulphuric acid solution, which could cause serious burns or damage equipment.
Wear eye protection when working with batteries.
23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES

Do not attempt to jump start an engine having a frozen battery. The battery may rupture or explode. Before
starting, examine all fill vents on the battery. If ice can be seen, or if the electrolyte fluid cannot be seen, do not
attempt to start with jump cables. Batteries, charged and discharged, should be treated carefully when using
jumper cables.
The following procedures assist in reducing sparks and explosion hazards always present in both batteries when
connecting charged batteries to discharges batteries:
- Turn off all electrical loads. Remove vent caps and lay damp cloth over open vent well of each battery. The
charged booster battery or batteries must have the same voltage capacity as the discharged battery or
batteries.
- The positive post is identified by a <<+>>, pos. and red colour and is larger in diameter than the negative post.
- The negative post is identified by a <<->> neg, and natural lead colour (grey).
24. COMPRESSED AIR

Compressed air or gases should never be used to clean clothing or your body. Compressed air can pierce the
skin and cause severe and very painful injury.
Never use your hand to check air, gas, or liquid flow rates, or check for leaks. Do not engage in <<horseplay>>
with air, gas or liquid hoses. Observe all applicable regulations as related to compressed gases.
25. INTOXICANTS AND NARCOTICS
CAUTION
Anybody under the influence of intoxicants and/or narcotics is hazard to themselves and other employees.
26. SAFETY PRACTICES FOR HANDLING ACIDS

Cleaning with acid for certain castings and pieces of equipment is frequent. In handling them, follow these
recommendations:
- Avoid contact with skin, clothing and eyes.
- Descaling operations should be performed away from all fire, spark or other ignition sources.
- Keep acid off of concrete floors because it attacks the lime in the concrete. If solution does get on concrete
surfaces, apply an alkaline solution to neutralise.
1.8 8/9
Dep. 1
IC-G-D-60-002e A June 2010
O&M MM19.09.251_05_2015
- Acids can react with metals to form various gases. Generally, acid solutions on lime scale and rust result in the
formation of harmless carbon dioxide. However, when acids contact aluminium, zinc, cadmium, tin, sulphur,
arsenic or cyanide, poisonous and explosive gases may be generated. When descaling is done in closed
equipment, install proper ventilation to carry the gases away.
- Always store containers closed, placing these in their normal position.
- Be sure that there are no leaks in the vessel being descaled, which will permit solution to leak into opposite
side of equipment. Good practice is to fill the opposite side of the equipment being descaled with water to level
higher than the acid solution.
- Use an acid-proof pump, or an inexpensive, throw-away pump.
- Do not agitate acid solutions with compressed air.
- Applications of acid should be followed by thorough rising, then neutralising with an alkaline solution to remove
all acidic residue, to prevent further action.
- Store acid solutions in either an acid-proof wooden or synthetic rubber lined steel container.
- Check steel equipment to be treated with acid solution for copper or brass fittings or fusible metal plugs. If
possible, dissimilar metals should be removed prior to descaling to prevent electrolytic action which might
interfere with the inhibiting action of acid solution. Do not use acid to descale equipment constructed of
aluminium.
27. ENGINE LIFTING AND HANDLING

- The use of cloth slings is recommended to avoid damaging the equipment with rough movements.
- Assure that the slings do not come into contact with sensitive parts of the equipment.
- Correctly inspect all anchor points so that there is no defective welding, loose screws, etc. that might
jeopardize the lifting of the equipment.
- Verify that all pertinent structures have been inspected, are in good condition, and can support at least the
weight of the equipment plus 10%. If you are not sure, weigh the equipment prior to lifting it.
- Prior to lifting it, be sure to balance the equipment to the maximum, using slings of different lengths if
necessary.
- Keep all personnel away when the unit is in the air.
- Do not lift the equipment further than necessary.
1.9 9/9
Dept. 2
IC-G-D-60-003e C August 2012:
REVIEW OF COMPLIANCE WITH EUROPEAN MACHINERY

SAFETY REGULATIONS AND "CE" MARK
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document describes all the design and operative features of our engines and their applications (generating
sets or others) as well as the technical solutions that we have implemented in order to comply with the current
machinery safety regulations. These include the Royal Decree 1435/1992 and subsequent amendments, the
European Directive 2006/42/CE, and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO 12100-
2. Compliance with them is mandatory in order to be able to issue the Declaration of Conformity with the
European Regulations and to use the "CE" mark.
2. ENGINE DESIGN
The check for compliance with the European Regulations on Machine Safety described in this document applies
to KOHLER POWER GAS and ETHANOL engines.
Those engines are developments of their DIESEL counterparts whose design has passed technical audits by
renowned Certification Agencies - LLOYD’S REGISTER, BUREAU VERITAS, GERMANISCHER LLOYD’S,
RINA, DET NORSKE VERITAS, HELLENIC REGISTER OF SHIPPING, and others - for approval in marine
applications and has been awarded the ‘TYPE APPROVAL' certificate that guarantees the suitability of the basic
engineering design.
In designing and manufacturing the engines, KOHLER POWER follows risk suppression or reduction criteria,
implementing adequate solutions and adopting the necessary protective measures when it is not possible to
eliminate said risks. In this event, KOHLER POWER informs users of any residual hazards due to incomplete
effectiveness of the protective measures, advising them that they must have specific training and use personal
protective equipment where necessary.
Similarly, in designing and manufacturing the machine as well as in writing the product information, KOHLER
POWER bears in mind not only the normal use, but also any reasonably expectable use of the machine.
3. ENGINE ROOM
The engine room or the area surrounding the engine or generating set cannot be rated as a danger zone under
the prevailing regulations, since the running of the engine will under no circumstances give rise to the release of
solids, liquids or heat in the same, which could affect the operators' safety.
Notwithstanding this, given that the engine operation, service or control while running does not require anybody to
be very close to it, we recommend that operators should stay at an adequate safety distance to prevent the
effects of any fatal, unforeseeable failure, if it ever occurs.
Adjustment and fine-tuning operations (valve timing, oil and water level control, etc.) are to be performed with the
engine off. Only qualified and trained personnel must carry out carburetion adjustments with the engine on
according to the established procedures, without putting any of the operators in danger.
4. RISK ANALYSIS
In designing the engines, we adopted technical options or solutions that avoid intrinsic and specific engine
operation hazards.
Nevertheless, due to the very concept of the machine and its operation, there still exist various unavoidable,
though limited hazard features, representing a risk for the operator.
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O&M MM19.09.251_05_2015
This section reviews the design solutions implemented in order to overcome possible machine-specific risks and
the preventive measures established against unavoidable risks.
Kohler Power shall not be liable for any injury or damage arising from any use of the engine other than that
described in the instruction manual. Operating the engine beyond its nominal conditions (e.g. in terms of power,
advance ignition, mixture strength - carburetion, etc.) can have serious consequences for the user, or even put
the user's life at risk and cause extensive material damage.
4.1. Materials and Products
The materials and products used for the construction and operation of the machine do not involve any health or
safety hazard, on condition that operators abide by the user instructions and prevailing regulations.
4.2. Drives of the Equipment
The drive systems are safe and reliable, with clearly identified and visible controls, including adequate alarms as
well as normal and emergency stop devices.
4.3. Mechanical Hazards
The equipment supplied has been designed and built to offer sufficient stability under the planned operating
conditions. Their components are designed for appropriate resistance in operation. Product Information sheets
specify the necessary inspection and maintenance programmes for safety’s sake.
We design and manufacture the moving parts of the engine to avoid any risk. Therefore, they incorporate guards
or protective systems impeding physical contact that would cause injuries or accidents. Driving components
(pulleys, belts, gears, etc.) have covers that can be fixed or movable depending on the frequency of servicing
tasks. All protective devices are made solidly and resistant.
4.4. Electrical Hazards
The engines design, construction and equipment prevent or ensure possible prevention of all electrical hazards.
Refer to section “Electrical Installation”. Moreover, the engines have static elimination systems.
4.5. Fire, Explosion or High Temperature Hazards
We have taken precautionary measures to avoid injuries caused by hot parts or materials through physical
contact or remotely. Moreover, we addressed the risk of flying hot matters and avoided fire and overheating
hazards originating in the engine.
Different types of fluids of varying characteristics circulate through the engine at variable temperatures.
4.5.1. Cooling Water
By design, all the connections in the water circuit are fitted with mechanical seals and/or bushed systems with
ethylene propylene O-rings, suitable for the high temperature of the engine coolant in the main system (120ºC)
and in the auxiliary circuit (90ºC). Therefore, no rubber couplings are used.
4.5.2. Lubricating Oil
The oil circuit has been designed fully integrated into the engine; in this way, the only outgoing pipes are those to
and from the oil cooler. Sealing of all the tubes is through mechanical seals or bushed systems with Viton O-rings,
avoiding the use of rubber couplings by all means.
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O&M MM19.09.251_05_2015
4.5.3. Forced Induction
In the supercharging circuit (downstream of the turbocharger), sealing of the different components is by means of
mechanical seals with Viton O-rings. Rubber sleeves and other materials have been totally discarded.
4.5.4. Manifolds and Exhaust Pipe
To limit leak risks, the engine exhaust manifolds are mechanically sealed by means of special metal-reinforced
joints.
For the purposes of protecting the operators in case of accidental contact, we have designed a refrigerated
exhaust manifold with the engine cooling water circulating outside and around the exhaust manifold; in this way,
the temperature on the exhaust manifold surface, otherwise 400 to 500 ºC, falls to the coolant temperature levels
of 80 to 90 ºC.
As for the turbocharger, the turbine casing (exhaust side), that is also very hot and cannot be refrigerated, is
protected with a heat-insulating blanket (or jacket) limiting the surface temperature to less than 90 ºC. This
solution also applies where the engine application requires the use of hot (uncooled) exhaust manifolds.
A similar type of protection covers that portion of the exhaust elbow or pipe extending to the connecting flange on
the hose for connection to the external exhaust pipe. The installation project shall provide for the protection of this
exhaust pipe. When supplying the installation, we check for possible contact with this piping and, where
appropriate or for exhaust heat recovery if desired, we protect the pipe with a stainless steel lined heat-insulating
blanket.
4.6. Vibration
Engine vibrations do not affect operator safety, although they could be transmitted through the engine mounting
to other machines or to the building, resulting in a nuisance for people in the neighbourhood. Engines for
applications where structure-borne vibrations are likely to occur will be isolated from their support by means of
elastic vibration absorbers.
Additionally, we use flexible elements to connect all the utilities (water, fuel, oil, etc.) to the outside of the engine.
4.7. Noise
Noise generation is inherent to the engine and is in general inevitable, although design approval is conditioned to
a sustainable sound level when adequate and necessary means of protection are used.
Ear protection is necessary for all the people present in the engine room when the engines are running.
Therefore, at the entrance to the engine room, there must be a clear and visible warning of the obligation for the
operators to wear ear protection.
No type of ear protection is specified, as the certified personal protective equipment usually available on the
market is deemed appropriate.
As regards noise outside the engine room (environmental noise pollution), it is necessary to install and we do
install in all cases adequate exhaust silencers to meet the local or environmental rules and regulations in force
where the engines operate.
4.8. Electrical Installation
The electrical installation of the engine just consists of one terminal box for the connection of 24VDC and 220V
devices, including sensors, contacts, etc. This terminal box and wiring of the said devices comply with the low
voltage wiring regulations and Directive 73/23/EEC as amended by Directive 93/68/EEC. On the front of the
aforementioned box, there is a switch for immediate stopping of the engine in case of an emergency.
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O&M MM19.09.251_05_2015
4.9. Fuel System
 GAS
The gas system design always conforms to the applicable regulations in force (UNE 60.620) and comprises the
following elements:
ERM. Gauge and meter panel built to the applicable standard for this type of engine in order to ensure gas supply
under the established pressure conditions.
VALVE TRAIN. Set of elements comprising a hand-operated shut-off valve, gas filters, a control pressure gauge,
a double normally-closed solenoid valve to stop the gas flow to the engine, a venting line for leakage control, all
consistent with the standard specifications.
CONNECTIONS TO THE ENGINE, by means of DIN flanges and homologated hoses in all cases.
ENGINE-MOUNTED PRE-CARBURATION PIPING designed with a minimum of development and connections.

In any case, the pipes are made to the installer's standards and checked for leaks during the engine tests.
POST-CARBURATION AIR/GAS MIXTURE PIPING. The whole circuit has been mechanically-sealed with Viton
O-rings (all the rubber or silicone couplings have been suppressed).
 ETHANOL
The ethanol fuel system includes the following:
ERM. Gauge and meter panel built to the applicable standard for this type of engine in order to ensure ethanol
supply under the established pressure conditions.
VALVES Set of elements comprising a hand-operated shut-off valve, ethanol filters, a control pressure gauge, a
double normally-closed solenoid valve to stop the ethanol flow to the engine, all in accordance with the
specifications as required by regulation.
CONNECTIONS TO THE ENGINE in all cases by means of DIN flanges, NPT couplings and authorised hoses.
ENGINE-MOUNTED PIPING designed with a minimum of development and connections. In any case, the pipes
are made in accordance with standards and checked for leaks during the engine test phase. To ensure sealing
and avoid any incident, the solution adopted includes double layer hoses using a stainless braid without any type
of elastomer that deteriorates on contact with ethanol.
Both fuel systems (gas and ethanol) come equipped with the following additional safeguards:
"BACKFIRING" or "DETONATION" PROTECTION. In a gas engine, backfiring may happen when burning of the
fuel mixture takes place in the intake manifold because damaged valves do not seal the combustion chamber
hermetically. Detonation occurs if the mixture strength varies out of control or when the mixture autoignites in
contact with hot surfaces.
As a direct protection against these phenomena, two forms of protection or safeguards have been adopted. The
mechanical resistance of the equipment (as regards intake manifold joints, ribs, etc.) has been increased with
respect to the normal design specification (diesel type) and two pressure-relief valves have been installed in the
intake manifold to permit pressure leak while preventing any overload of the manifolds.
Indirect protection is provided by the engine's own control and regulating systems which have been designed to
protect the engine against erratic or abnormal operation.
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O&M MM19.09.251_05_2015
4.10. Blowby Gases
Because it is impossible to have the combustion chamber completely sealed, combustion gases always
accumulate in the crankcase and can give rise to oil splashing outside due to overpressure in the crankcase. As
prevention against this occurrence, all the engines come complete with an explosion relief valve for the expulsion
of those gases that are fed back, after filtering, into the engine intake system on environmental protection
grounds.
4.11. Exhaust Gases
The emission of exhaust gas is intrinsic to the engine function and, thus, inevitable. There are clear and specific
instructions for installing exhaust gas piping that eliminate the risk of contaminating the engine room.
Those instructions specify the requisites for the exhaust piping layout, how to calculate the pipe diameters, norms
for the placement of expansion joints, etc.
4.12. Maintenance
Maintenance tasks must be done with the machine idle. The maintenance, adjustment, lubrication and
upkeep points lie outside dangerous areas. Staff can work safely and at ease, and the reasons for their
intervention are limited.
4.13. Information
Product information necessary for using the equipment is clear, concise and easy to understand. The machines
include alarm systems that report any malfunction of the machine and warn exposed persons of possible risks.
There are signalling devices (dial gauges, control panels, etc.) on the equipment, as well as warning signs
informing of potential non-evident persistent hazards through pictograms everybody understands.
All engines are delivered with a minimum of safety devices and operational controls, and although their primary
function may not be to protect operators, they do protect them indirectly by preventing malfunctions or inadequate
operation.
The following information is legibly and indelibly available on each machine: nameplate (manufacturer's name
and address, model, serial number, year of manufacture, power, fuel gas quality and pressure requirements), and
specific «CE» mark tag. Moreover, product information contains all the necessary instructions for safe operation
of the machine.
On the non-moving parts of the engine there are strong lugs for safe handling of the engine with conventional
lifting equipment. Additionally, product information clearly states the engine weights necessary to arrange for
adequate transport of same.
4.14. Installation, Operation and Maintenance Instruction Manuals
Each machine has its instruction manual containing a reminder of the data required for the marking, except the
serial number, as well as the instructions for easy maintenance, conditions of intended use, instructions for safe
commissioning, operation, handling (including information about the machine weight), installation, assembly,
disassembly, adjustment, maintenance (preventive and corrective), and counter-indications.
KOHLER has prepared an instruction manual in Spanish, English, French, German and Italian. This manual
must be close to the machine, when put into service. The mechanic's handbook, intended for specialist staff
who source from the manufacturer, is available in English or Spanish. According to the standing regulations, in
order to use the «CE» mark, it is compulsory to have the engine instruction manuals available in the official
language of the member state where the engine operates. Fulfilment of these regulations will be achieved by
translating the current Installation, Operation and Maintenance Instruction Manuals in pace with the sales of
our engines to the different countries of the European Union.
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O&M MM19.09.251_05_2015
The instruction manuals include all necessary drawings and diagrams to install, operate, maintain, inspect the
machine and check it for correct operation, and make any repair, if needed, in addition to other
relevant recommendations, especially in relation to safety issues. KOHLER POWER has drawn up the
following manuals in compliance with the Machinery Safety Directive:
- Installation Manual (installation and start-up)
- Operation and Maintenance Manual (maintenance, inspection, safety and correct operation testing)
- Spare Parts Manual (list of spare parts for the equipment)
- The Mechanic's Manual (specialist inspection and repair of the equipment)
Catalogues and other documents used to present the machine are consistent with the instruction manuals as
regards safety. The Installation Manual provides assembly and installation recommendations in order to reduce
noise and vibration (dampers, foundation, etc.). Data on the machine airborne noise appear in the Instruction
Manuals.
Engines are installed according to an installation manual specific for each application. In this manual, we will find:
- Engine general dimensions diagram.
- Engine peripherals diagram (it includes necessary information for installing all the necessary peripherals for
engine operation: water, oil, fuel, exhaust…)
- Specific installation instructions for each peripheral.
- Specific instructions for engine complements or optional and additional devices (not mandatory).
The operation and maintenance manuals for each engine are written so the operator has readily available
information for:
- Identification of the machine and its components.
- Instructions for proper adjustment and start-up.
- Operational instructions.
- Maintenance instructions: (frequency of maintenance operations). are of major importance as a direct safety
element to insure proper engine condition and operation.
5. SAFEGUARDING AGAINST MALFUNCTION

The monitoring and safety systems, that verify the engine operating condition through the measurement of its
major parameters, activate PREVENTIVE warning signals when actual values exceed the predetermined
setpoints or immediately STOP THE ENGINE if the alarm threshold is reached.
In any event, in prevision of any potential monitoring system failure, all gas engines are fitted with a
communication and junction box connected to the electric control panels. This box placed ON THE ENGINE
includes an EMERGENCY STOP SWITCH for deliberate and immediate stoppage of the engine.
Moreover and in all cases, there is an engine-mounted EMERGENCY STOP LEVER available, which, once
operated MANUALLY and deliberately, blocks the air/gas charge to the engine immediately, causing the engine
to stop at once.
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O&M MM19.09.251_05_2015
6. SAFETY PRECAUTIONS
In all instances, together with the engine operation and maintenance documentation, we deliver
Product Information IC-G-D-60-002e regarding “KOHLER GAS ENGINE SAFETY PRECAUTIONS”, which
indicates preventive measures for handling our engines and their environment.
7. CONCLUSION
The preceding review allows us to conclude that KOHLER POWER GAS engines have been designed in full
awareness of and in compliance with the machinery safety regulations requirements, as specified in
Directive 2006/42/EC and the harmonised standards UNE-EN ISO 12100-1 and UNE-EN ISO 12100-2.
Consequently, it is right to issue the relevant Declaration of Conformity and to use the "CE" mark that guarantees
the same.
Related product information:
- IC-G-D-00-040, "GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION”.

- IC-L-D-00-001, "ETHANOL ENGINES GENERAL DESCRIPTION OF CONSTRUCTION".
- IC-G-D-60-002, "SAFETY PRECAUTIONS FOR ENGINES".
NOTE
All certifications that support the statements and conclusions in this report have been documented and submitted
to external auditing.
1.17 7/7
Dep. 2
IC-G-D-00-042e E March 2015
SOUND PRESSURE LEVEL IN GAS ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
The purpose of this information is to define the noise emission levels in Kohler gas engines.
2. ACOUSTIC DEFINITIONS
Decibel
Logarithmic unit that relates an energy magnitude with another, similar, magnitude accepted as a reference.
Sound power
Energy that a sound source emits to the surrounding medium by time unit.
Sound pressure
Atmospheric pressure variations at one point, produced by the propagation of a sound wave.
3. NOISE EMISSION AT 1200 RPM

The following table shows the sound pressure distribution in octave frequency bands and the total sound level
with the engine running continuously at 1200 rpm and at 100% power.
ENGINES F/SFGLD 180 240 360 480 560
125 -- 59 -- 66 71
LpA IN FREQUENCY
250 70 73 69 70 79
BANDS (Hz)
500 82 79 76 76 81
1000 84 85 82 81 83
2000 81 83 83 80 84
4000 76 77 79 73 79
LpA,  dB(A) 88 88 87 85 89
HGM ENGINES 560
125 71
LpA IN FREQUENCY
250 77
BANDS (Hz)
500 79
1000 81
2000 88
4000 83
LpA,  dB(A) 90
1.19 1/3
Dep. 2
O&M MM19.09.251_05_2015
Notes
- Sound power levels obtained as per the ISO 9614-2 standard.
- Sound pressure levels measured at 1 m from the engine, calculated as per the UNE-EN ISO-11203:1996
standard.

- The uncertainty of the results is for class 3 determinations with a maximum standard deviation of = 4
dB(A).

F/SFGLD/SFGM
180 240 360 480 560
ENGINES
125 -- 72 70 73 76
LpA IN FREQUENCY
250 73 82 81 83 92
BANDS (Hz)
500 83 87 86 88 89
1000 87 90 88 90 89
2000 84 89 86 89 89
4000 79 86 80 82 85
LpA,  dB(A) 90 95 92 95 97
HGM ENGINES 240 420 560
125 73 71 73
LpA IN FREQUENCY
250 83 81 83
BANDS (Hz)
500 85 84 85
1000 88 87 88
2000 92 90 92
4000 89 89 89
LpA,  dB(A) 96 94 96
Notes
standard.

dB(A).
1.20 2/3
Dep. 2
O&M MM19.09.251_05_2015

F/SFGLD/SFGM
180 240 360 480 560
ENGINES
125 -- 70 -- 70 73
LpA IN FREQUENCY
250 76 86 74 84 87
BANDS (Hz)
500 88 84 90 84 85
1000 91 89 85 88 87
2000 87 87 87 89 91
4000 83 83 82 83 86
LpA,  dB(A) 94 94 93 93 95
125 67 -- 70
LpA IN FREQUENCY
250 77 74 84
BANDS (Hz)
500 80 88 82
1000 88 83 86
2000 91 90 92
4000 87 87 88
LpA,  dB(A) 94 94 95
Notes
standard.

dB(A).
1.21 3/3
Dep. 2
SOUND PRESSURE LEVEL

IN THE GAS ENGINES EXHAUST AREA
O&M MM19.09.251_05_2015
1. INTRODUCTION
The purpose of this information is to define the noise emission levels in the Kohler gas engine exhausts.
2. ACOUSTIC DEFINITIONS
Decibel
Logarithmic unit that relates an energy magnitude with another, similar, magnitude accepted as a reference.
Sound power
Energy that a sound source emits to the surrounding medium by time unit.
Sound pressure
Atmospheric pressure variations at one point, produced by the propagation of a sound wave.

F/SFGLD ENGINES 180 240 360 480 560
63 94 96 96 94 98
LpA IN FREQUENCY
125 106 109 109 111 109

BANDS (Hz)
250 106 113 113 112 112

500 112 115 115 119 117
1000 108 111 112 116 113
2000 109 113 113 117 113
4000 109 112 114 116 114
LpA,  dB(A) 117 120 121 124 121
HGM ENGINES 560
63 99
LpA IN FREQUENCY
125 109
BANDS (Hz)
250 115
500 116
1000 114
2000 114
4000 116
LpA,  dB(A) 122
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Dep. 2

O&M MM19.09.251_05_2015
Notes

standard.

- The uncertainty of the results is for class 3 determinations with a maximum standard deviation of  = 4
dB(A).

F/SFGLD/SFGM
180 240 360 480 560
ENGINES
63 97 99 100 98 102
LpA IN FREQUENCY
125 118 121 121 124 121

BANDS (Hz)
250 124 127 126 125 125

500 113 116 119 124 122
1000 112 115 117 121 118
2000 110 114 115 119 115
4000 106 109 110 111 109
LpA,  dB(A) 126 128 129 130 129
63 100 105 102

LpA IN FREQUENCY
125 121 119 122

BANDS (Hz)
250 129 129 128

500 116 116 122
1000 116 115 119
2000 115 113 117
4000 112 111 112
LpA,  dB(A) 130 130 130
Notes
standard.

dB(A).
1.24 2/3
Dep. 2

O&M MM19.09.251_05_2015

F/SFGLD/SFGM
180 240 360 480 560
MOTOR
63 99 101 102 99 103

LpA IN FREQUENCY
125 128 131 131 127 125

BANDS (Hz)
250 128 131 131 114 135

500 120 123 126 130 127
1000 115 118 119 123 120
2000 112 116 116 119 116
4000 105 108 110 112 112
LpA,  dB(A) 132 135 135 136 136
63 102 106 103

LpA IN FREQUENCY
125 131 129 125

BANDS (Hz)
250 133 133 136

500 122 123 127
1000 119 117 121
2000 117 114 117
4000 110 111 113
LpA,  dB(A) 136 135 137
Notes
standard.

dB(A).
1.25 3/3
Dep. 2
IO-C-M-00-004e A February 2012
GUIDE TO ENVIRONMENT-FRIENDLY WASTE MANAGEMENT

DURING PRODUCT MAINTENANCE AND AT END OF LIFE
O&M MM19.09.251_05_2015
1. INTRODUCTION
Waste generated during the maintenance of KOHLER equipment, or at the end of their useful life, demands
environmentally correct management. This guide establishes adequate environment-friendly waste management
procedures that aim at keeping the environmental impact as low as possible and at boosting waste recycling and
valorisation processes.
It is thus essential to disassemble, handle and manage the parts, components and waste removed
from KOHLER machines according to the waste management procedures that legislation prevailing at
the equipment’s operating site might provide from time to time.
Most components of the machines are ferrous and non-ferrous materials (scrap) that are usable as raw materials
in the iron and steel industry. All other non-reusable waste products will be disposed of to landfill sites. When
performing the a.m. disassembling, removal and handling operations, it is necessary to bear in mind the impact
they may have on the environment, including but not limited to contamination resulting from inadequate
arrangement of stored supplies or from ground pollution at the place where said operations are carried on.
The environmental impact that improper handling of waste products may cause further originates in machines
containing hazardous substances that must be considered throughout the operations said machines undergo.
2. DECONTAMINATION AND DISASSEMBLY
ATTENTION
Maintenance staff shall decontaminate the machine, stripping it of all the parts that contain hazardous substances
and are classified as hazardous waste (see further below). Only if it is planned to reuse the complete engine
block is it admissible to keep it lubricated, omitting to extract oil.
The area assigned to decontamination operations shall comprise pollution prevention systems against accidental
spillage while handling the machines (sealed collection boxes) and (whenever possible) grease separation and
settling systems. Likewise, provisions shall be made to store decontamination process waste under cover and
separately in adequate containers, such as containers for batteries or sealed tanks for each type of liquid waste
(fuels, oils, coolants, etc.). Those tanks must have individual retention basins per type of waste, or similar
systems to ensure possible overflow containment.
All collected dangerous waste shall be forwarded, separately and subject to prior acceptance, to authorised
hazardous waste managers.
Decontaminated machines, which thus rank as NON-HAZARDOUS WASTE, shall undergo the following process:
disassembly and sorting of components and special waste products capable of reuse or recycling. This type of
waste includes metallic components that contain copper, aluminium and magnesium, electric parts and plastic
items.
It will thus be necessary to do the following: remove the battery as soon as possible, extract fuel and all other
fluids, materials and components classified as hazardous waste, discharging them into their respective, properly
tagged containers. Draining all the fluids must be carried on in the appropriate manner to minimise hazardous
waste generation at subsequent pressing and fragmentation processes and to make recycling easier. The fluid
removal means (funnels, drums, pumps, etc.) shall be assigned to one single duty exclusively and be duly
identified and tagged to prevent using them for other duties. For instance, gas oil extracting means shall differ
from lube oil draining equipment.
1.27 1/5
Dep. 2

O&M MM19.09.251_05_2015
3. STAFF TRAINING
Operators in charge of decontamination and disassembly shall receive adequate information and training to
ensure they qualify to do the jobs involved. Besides maintenance of the equipment to prevent contamination in
the event of accidental spillage or leakage, training shall cover safety procedures in relation to: (i) the storage and
labelling of hazardous chemicals (pollutant, inflammable, toxic, harmful, etc.); (ii) pouring inflammable liquids into
other containers; (iii) manual handling of loads (carrying and lifting); (iv) correct use of personal protective
equipment; and (v) correct use of extinguishers and fire-fighting systems.
4. DECONTAMINATION, WASTE PROCESSING AND MANAGEMENT METHODS

Another important issue refers to the choice of the waste products’ final destination. As is the case for any other
type of waste, this selection shall comply with the established hierarchical process structure:
1. Reduce, whenever possible, the amount of waste through good operating practices. That will avoid spillage,
leakage, etc., which in turn will result in less soaked cloths, contaminated absorbent products, etc.
2. Recycle. Where reuse is not feasible, it will be necessary to look for processing methods enabling to re-
incorporate the waste products into the production chain (scrap, retreading of tyres, etc.).
3. Valorise. If no other use is possible, energetic valorisation may be an option.
4. Dump. The portion of waste for dumping shall always be the lowest possible.
4.1. HAZARDOUS WASTE
DANGER
Fuels, motor oils, coolants and antifreeze products, batteries, oil filters and fuel filters are items classified as
hazardous waste, which can be present in the machines at the end of their useful life and must be removed
during the decontamination phase.
There are various methods available to remove and extract fluids from the machines: gravity draining, pumping
out, etc. The simplest method consists in suction pumping any waste fluid.
To do so, open the fluid containing tank or cavity and install the fluid recovery unit in the adequate position. You
must obligatorily use one such unit per type of fluid. Make sure it is properly identified and tagged to prevent cross
contamination of the different fluids to be drained. It is advisable for you to use a unit fitted with a large funnel and
telescopic pipe or another similar vertically adjustable system.
Pumping with a pneumatic pump will be the method for discharging waste fluid from the recovery unit tank to the
storage vessel or container pending collection by the authorised waste manager. As an alternative to the a.m.
mobile recovery unit, it is possible to use a funnel, connecting it to a drum through a hose.
4.1.1. RECOMMENDED HANDLING METHODS

Lead-Acid Battery. Selective disposal of batteries implies eliminating such contaminants as sulphuric acid and
lead from the fragmentation waste products and recovering such materials as metals and plastic. Batteries are
classified as corrosive. Decontamination: Remove the battery from its housing; cut the connection wires if the
terminals are rusty and hard to detach. Check for leaks. Always make sure you have a battery acid neutraliser
(e.g. sodium bicarbonate) within reach and ready for use in case of spill.
Fuels: They include petrols, gas oil and ethanol that are classified as inflammable and harmful. Decontamination:
Empty the fuel tank. Pour waste fuel or non-reusable fuel into adequate and properly tagged tanks or vessels.
Store them separately and forward them separately to the authorised waste manager.
1.28 2/5
Dep. 2

O&M MM19.09.251_05_2015
Used motor oils: These fluids pollute soils; they are leaching-toxic to surface and underground waters.
Therefore, correct management is essential to avoid transferring contamination to the receiving environments.
Motor oils are classified as toxic and hazardous in addition to inflammable. Toxic additives are present in their
composition and they can be spoiled and contaminated by combustion by-products or materials they have been in
contact with. Decontamination: Open and remove the filling plugs and crankcase drain caps allowing oil to flow
by gravity or pumping. Instead of an Oil Recovery unit, you may use a funnel connected to a container through a
hose, complete with an antidrip tray.
Whenever possible, before removing motor oil, it is best to operate the engine for a certain time; this will improve
draining, especially in case of low ambient temperature.
Antifreeze. Coolants for the engine cooling system consist of a water and antifreeze mixture. Antifreeze products
generally are glycols or similar polyalcohols (ethylene glycol or propylene glycol). They are classified as toxic
products. Decontamination: Visually inspect antifreeze to determine whether it is reusable or it is waste fluid.
Install the available collecting system appropriately. Release or cut the sleeves to enable complete draining of the
engine cooling circuit. This will be easier if you open the filling plug and drain caps. Waste antifreeze is recyclable
for marketing again, either through an authorised waste manager or at the operating site itself, using the
distillation, filtration, ultrafiltration or ion exchange techniques.
Used oil filter. Decontamination: The most efficient method for removing oil from the filter consists in taking off
and emptying the filter, allowing oil to drain on the funnel of the collecting system or on a drip pan, before
squeezing the filter to facilitate draining. An alternative procedure consists in carefully drilling the filter cap with an
adequate (spark resistant) tool and setting it (with the hole downwards) on a collecting vessel or drip pan for 24
hours at least. Store the filter in an ad hoc container until you can forward it to the authorised waste manager.
Fuel filter. Decontamination: The most efficient method for removing fuel from the filter consists in taking off and
emptying the filter, allowing fuel to drain on the funnel of the collecting system or on a drip pan, before squeezing
the filter to drain fuel completely. An alternative procedure consists in removing the filter, carefully drilling the filter
cap with an adequate (spark resistant) tool and setting it upside down, with the hole downwards, on a collecting
vessel (drip pan, funnel, etc.) for 24 hours at least. Store the filter in an ad hoc container until you can forward it to
the authorised waste manager.
Asbestos. Asbestos is classified as a toxic and hazardous (carcinogenic) substance. Presently, there is a
ban put on its marketing and use. KOHLER machines are free from asbestos.
Decontamination process waste and handling waste. Management of hazardous waste resulting from the
decontamination process shall conform to the following. Absorbent products: Keep the absorbent products used
to collect spills and leaks in adequate containers until you can forward them to the relevant waste manager.
Empties: Non-reclaimable empty drums that contained hazardous substances shall be forwarded to the
authorised manager. Contaminated rags: put them in an ad hoc container and forward them to the authorised
waste manager.
4.2. NON-HAZARDOUS WASTE

Remove all reusable parts and components from the machine, as well as any items that can be disassembled
and recycled through scrap reclamation.
1.29 3/5
Dep. 2

O&M MM19.09.251_05_2015
5. WASTE MANAGEMENT
Effective management of the Hazardous Waste Products deriving from machine maintenance and end of life
starts with appropriate packaging, labelling and storage at the operating site.
The producers of hazardous waste are under an obligation to refrain from pouring waste liquids into sewer
systems, septic tanks, etc., as well as to use different methods and systems for collecting and processing each
type of waste in order to avoid cross contamination, and to avoid mixing different classes of waste.
Packaging of Hazardous Waste. The containers and their seals shall be so designed and developed as to
prevent leakage whatsoever. They shall be made of materials resistant to the type of waste they are to hold.
Those constructional materials shall not be prone to hazardous combinations with the waste products.
Labelling of Hazardous Waste. Containers or packagings shall bear a firmly secured, clear, readable and
indelible label stating the waste identification code, nature of waste intrinsic hazards, name and address and
phone number of the owners of the waste products, date packed.
WASTE OIL
Waste identification code:
T
Q7//R1//L8//C51//H5/6//A241//B0019
CER: 13 02 05
Details of the owners of waste
Name:
Address:
Telephone nr.:
POISON
Date packed:
Hazardous Waste Waste Identification Code CER Pictogram

Used oil Q7 //R_//L8//C51//H5/6//A935/B0019 130205 Toxic – T
Antifreeze Q7 //D-R_//L20//C51//H6//A935/B9711 160114 Toxic – T
Lead-acid batteries Q6 //R_//S37//C18/23//H8//A935/B0019 160601 Corrosive – C
Flammable - F
Gas oil Q7 //R_//L9//C51//H38//A935/B9711 130701
Harmful – Xn
Flammable - F
Ethanol Q8 //R13 //L9//C51//H3A//A870/B0019 130703
Toxic – T
Oil filters Q6 //R_//S35//C51//H5//A935/B9711 160107 Harmful – Xn
Contaminated cloths and

Q5 //D_//S40//C51//H5//A935/B9711 150202 Harmful –Xn
absorbent products
Fuel filters Q6 //D_//S35//C51//H5//A935/B9711 160121 Harmful –Xn
Contaminated metal containers Q5 //R_//S36//C41//H5//A935/B9711 150110 Harmful –Xn
Contaminated plastic containers Q5 //D-R_//S36//C41/51//H5//A935/B9711 150110 Harmful –Xn
1.30 4/5
Dep. 2

O&M MM19.09.251_05_2015
Hazardous Waste Register. Every company that produces hazardous waste shall keep a Register in such
conditions as the prevailing legislation provides.
Storage of Hazardous Waste. Waste liquids shall be stored in individual and separate tanks or containers, by
type of waste. Those containers, properly closed and tagged, shall be stored in a sheltered area, on an
impermeable surface. Applicable legislation defines the storage conditions.
Transport and disposal. Before forwarding hazardous waste products resulting from the decontamination
process to the authorised waste manager, it is necessary to verify that the selected carriers can take charge of
waste transport to the manager’s premises, being duly authorised to do so and that the waste manager has the
necessary permits to process the specific waste products to be disposed of.
1.31 5/5
INDEX Chapter 2
MM19.09.251 05-2015
ENGINE TECHNICAL DESCRIPTION

O&M MM19.09.251_05_2015
CHAPTER 2 – ENGINE TECHNICAL DESCRIPTION

2.1 General
IC-G-D-00-039e_F Gas engines identification plates and characteristics 2.1.1
IC-C-D-00-013e_A Identification plate of the power generating set 2.1.9
IC-G-D-00-040e_D Gas engines general description of construction 2.1.11
IC-G-D-00-034e_B Table of technical characteristics of in line FG Gas engines 2.1.15
IC-G-D-00-035e_E Table of technical characteristics in-line FGLD/SFGLD/SFGM/HGM engines 2.1.17
IC-G-D-00-036e_G Table of technical characteristics FGLD/SFGLD/SFGM "V" Gas engines 2.1.19
IC-G-D-00-038e Description of the components in line Gas engines 2.1.21
IC-G-D-00-037e Description of the components in V Gas engines 2.1.27
IM-G-C-00-003e_C Gaps and wear limits for in line Gas and ethanol engines 2.1.35
IM-G-C-00-002e_F Gaps and wear limits for V Gas and Ethanol engines 2.1.39
IM-G-C-00-001e_F Tightening torques for Gas and Ethanol engines 2.1.47
IM-C-C-00-002e_B Tightening torques for commercial bolts & nuts 2.1.51
IC-C-D-00-025e Units coversion 2.1.55
2.2 Cooling System

IT-C-A-20-003e_B Cooling system for Kohler engines 2.2.1
IT-G-A-20-004e_A In-line Gas and Ethanol engines cooling system. Description 2.2.5
IT-G-A-20-005e_A Gas fueled and ethanol fueled vee engine cooling system. Description 2.2.13
IT-C-A-20-008e_G Water preheating 180/240 series engines 2.2.23
IT-C-A-20-009e_H Water preheating with electro-pump V serie engines 2.2.27
IT-G-A-20-007e_H Gas engines – pressure losses and flowrates 2.2.31
2.3 Lubrication System

IC-C-D-25-004e_C Description of lubrication system for in line engines 2.3.1
IC-C-D-25-005e_C Description of lubrication system for “v” engines 2.3.5
IT-C-A-25-002e_F Automatic engine oil level controller 2.3.11
IT-C-A-25-009e_I Lube oil level indicator 2.3.15
IC-C-D-25-007e Open crankcase Gas exhaust system description 2.3.19
IT-C-A-25-001e_I Blow by gases vent of Kohler engines 2.3.23
IT-C-A-25-030e_G Kohler engines submerged oil preheating system 2.3.29
IC-C-D-25-006e_B Description of a crankcase Gas recirculation system 2.3.33
2.4 Fuel System

IC-G-D-30-011e_A Valve train, description and operation 2.4.1
IC-G-D-50-003e EGS 02. Description 2.4.5
IT-G-E-30-001e_A Venturi type carburation. Description 2.4.9
IC-G-D-30-008e Fuel Gas specifications for Gas engines with mechanical carburation control 2.4.13
IC-G-D-30-040e Specification of Gas supply to tecjet 52 2.4.15
IC-G-D-30-012e_B Specification of Gas supply to Tecjet 110 2.4.19
IC-G-D-30-020e_A Supply Gas specifications. Elektra 110 2.4.29
IT-G-A-50-005e_B Kronos 30. Operation 2.4.33
1/2
INDEX Chapter 2
MM19.09.251 05-2015
ENGINE TECHNICAL DESCRIPTION

O&M MM19.09.251_05_2015
2.5 Ignition
IT-G-A-33-003e_D DISN 800 electronic ignition system 2.5.1
IT-G-A-33-002e_C CPU95 electronic ignition system 2.5.7
IC-G-D-33-002e_A Description of the gis ignition system 2.5.19
2.6 Intake
IC-C-D-35-002e_A Gas engines intake system 2.6.1
IC-C-D-35-001e_C Terrestrial engines' air filters 2.6.5
IT-G-E-35-001e_A Dynamic air precleaners. Gas engines. Specifications 2.6.9
2.7 Exhaust
IC-C-D-40-003e_A Oxidative catalytic converters 2.7.1
IC-G-D-40-002e_B Exhaust system and ventilation of the oil sump 2.7.7
IO-G-M-40-005e 3 way catalysts for stoichiometric engine: operation manual 2.7.11
2.8 Starter
IT-C-A-55-001e_H Electric starting 2.8.1
IT-C-A-55-002e_C Pneumatic starting 2.8.5
2.9 Safety and Control

IC-G-D-60-001e Gas engine speed control system 2.9.1
IO-G-M-60-002e_I FG/FGLD/SFGLD/SFGM/SFGRD engines instrumentation 2.9.3
IC-G-D-60-016e Kohler knock detection system GKCS. Description 2.9.9
IT-G-A-60-019e_A GKCS Installation 2.9.11
IO-G-M-60-012e Kohler knock detection system GKCS. Setting up 2.9.33
IT-G-A-60-020e Kohler knock monitoring system GKCS. Control algorithm parameters 2.9.45
2/2
Dep. 1
IC-G-D-00-039e F January 2015
GAS ENGINES
IDENTIFICATION PLATES AND CHARACTERISTICS
O&M MM19.09.251_05_2015
1. ENGINE IDENTIFICATION PLATE

The identification plate provides engine reference information which includes:
- Engine Model.
- The power and rating of the engine.
- Serial number and manufacturing date.
On the 180/240 in-line engines it is located on the right-hand side of the crankcase (See Fig. 2); on the 360/480
and SFGLD/SFGM 560 V engines, the plate is on the front right-hand side of the crankcase (See Fig. 3), and on
the HGM 420/560 on the bottom right front panel of the water distribution box (See Fig. 4).
NOTE
When asking KOHLER POWER for information and spare parts, please state the engine model and
serial number.
Fig. 1 – Gas Engine Identification Plate
2.1.1 1/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 2 – Identification Plate Location on 180/240 Series Engines
2.1.2 2/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 3 – Identification Plate Location on 360/480/560 Series Engines
2.1.3 3/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 4 – Identification Plate Location on “HGM 420/560” Engines
2.1.4 4/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
2. CHARACTERISTICS PLATE
The characteristics plate provides engine operating data including: Firing order, ignition timing, valve adjustment,
auxiliary circuit temperature, type of gas to be used, and compression ratio.
Fig. 5 - Characteristics Plate “180 Series” Engines
Fig. 6 - Characteristics Plate “240 Series” Engines
2.1.5 5/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 7 - Characteristics Plate “360/420 Series” Engines
Fig. 8 - Characteristics Plate “480/560 Series” Engines
2.1.6 6/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 9 – Characteristics Plate Location on “180/240 Series” Engines
2.1.7 7/8
Dep. 1
GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 10 – Characteristics Plate Location on “360/420/480/560 Series” Engines
2.1.8 8/8
Dep. 1
IC-C-D-00-013e A
A December 2011
IDENTIFICATION PLATE OF THE POWER GENERATING SET
O&M MM19.09.251_05_2015
1. IDENTIFICATION PLATE OF THE POWER GENERATING SET

The identification plate of the power generating set has the purpose to give a unique reference for the group
identification, this reference almost to:
- Explain the version of the built power generating set
- Indicate the power and the raring of its rated service
- Assure the tracking in the production and quality system of the company
The details that are compiled are:
Serial number, manufacturing year, rated po wer, power factor, altitude and maximum temperature of the
installation without nece ssarily derating power, frequency, strain and rate d intensity, weight and ki nds of
operations.
The identification plate is set over the power generating support.
m
C°
Hz
V
A
kg
MADE IN S PA IN
PLACA IDENTIFICACION BANCADA
Fig. 1 – nameplate location, plan review
Fig. 2 – Generating set nameplate
2.1.9 1/1
Dep. 2
IC-G-D-00-040e D September 2014
GAS ENGINES GENERAL DESCRIPTION OF CONSTRUCTION
O&M MM19.09.251_05_2015
1. BASIC SPECIFICATIONS OF GAS ENGINES

The technical characteristics of the engines are shown in:
- IC-G-D-00-034 FG engines
- IC-G-D-00-035 FGLD, SFGLD, SFGM in line engines
- IC-G-D-00-036 FGLD, SFGLD, SFGM V engines
- IC-G-D-00-131 SFGRD in line ngines
- IC-G-D-00-132 SFGRD V engines
- IC-G-D-00-149 HGM engines
These are four-stroke engines with spark ignition (Otto Cycle). The SFGM and HGM series feature Miller cycle.
They belong to different categories, as follows:
- FG engines, naturally aspirated with stoichiometric combustion (lambda=1).
- SFGRD engines supercharged by turbocharger and aftercooler with rich burn technology (Lambda<1) and
low-pressure air/gas mixture.
- FGLD/SFGLD/SFGM engines supercharged by turbocharger and aftercooler with lean burn technology
(Lambda=1.3 / 1.6) and low-pressure air/gas mixture.
- HGM engines supercharged by high-compression ratio turbocharger and intercooler, with lean burn
technology (Lambda=1.4 / 1.7) and low-pressure air/gas mixture.
KOHLER engines can operate on gases with different calorific capacities (LHV), see Product Information
IC-G-D-30-001e.
2. GENERAL DESCRIPTION OF THE CONSTRUCTION OF THE ENGINE

2.1. Crankcase
The crankcase is manufactured from grey cast iron with a stabilising heat treatment to eliminate residual stresses.
It has a high mechanical sturdiness as befits its original design oriented towards diesel applications.
The crankcase is constructed with different side openings, which allows a high degree of accessibility to internal
engine components such as connecting rods, camshafts, etc., to facilitate engine maintenance.
2.2. Sleeves
Sleeves are from centrifuged grey cast iron and are installed on the engine block, due to which they are
interchangeable, allowing easy maintenance.
2.3. Crankshaft
The crankshaft is made from die-pressed alloy steel, which is given a general heat treatment (quenching and
tempering).
It is of the suspended block type for which reason it is secured with nodular cast iron caps and alloy steel studs,
making the engine assembly very sturdy.
2.1.11 1/3
Dep. 2
O&M MM19.09.251_05_2015
The crankshaft bearings, crankpins and radii (bends) are induction-tempered to ensure surface hardness and
better performance and longer life for the crankshaft.
The crankshaft is dynamically balanced by built-in counterweights and its ends are supported by an inertia
flywheel to ensure regular operation and a torsion vibration damper.
2.4. Bearings
The semi-bearings used in the connecting rod head and crankshaft are manufactured from steel and the roller
track is made from aluminium tin alloy.
2.5. Cylinder Heads
The cylinder heads are made from grey cast iron and are individual for each cylinder, allowing high engine
maintenance.
Apart from housing the intake and exhaust piping, they have two water chambers that are part of the engine
cooling system.
Each cylinder head comes complete with a four-valve system per cylinder (2 intake and 2 exhaust) which are
formed by valve seats, valves and valve guides, as well as springs, valve plates and half-cones. All the
components fitted into the cylinder heads allow easy replacement and maintenance.
The cylinder head also houses the spark plug sleeve that accommodates an easy-to-fit/remove firing spark plug.
2.6. Connecting Rods
The connecting rods are die-pressed in alloy steel and are then quenched and tempered to improve their
mechanical characteristics. They are cut obliquely and with a saw-tooth joint which guarantees an adequate joint
after assembly of crank head and cap.
2.7. Pistons
The pistons are made from aluminium alloy and the volume of the combustion chamber is shaped over the piston
itself (without prechamber).
The piston is jet cooled with refrigeration oil from a specific regulated pressure gallery either at the base of the
piston or through a gallery inside the piston itself.
2.8. Piston Rings
A piston ring set consists of three rings:

- Compression ring, i.e. a chrome-plated rectangular ring on a piston ring carrier for engines with 152mm dia.
pistons and a ceramic trapezoidal ring for engines with 160mm dia. pistons,
- Scraper ring, and
- Greasing ring.
2.9. Camshaft
The camshafts (one for in-line engines and two in V-engines) are made from alloy steel and induction tempered.
The cams have been calculated to optimise the operation of all the engine distribution; camshaft drive is through
gear arrangement.
The cam followers are of the roller type, mounted on a rocker arm.
2.1.12 2/3
Dep. 2
O&M MM19.09.251_05_2015
2.10. Distribution
Timing gears, i.e. the drive system of such components as camshafts, regulators, oil pump, water pumps and the
like, consist of spur gears on in-line engines and helical gears on V-engines.
2.11. Lubrication
The oil pump is a gear pump type, driven by means of gears from the crankshaft. The lubrication system also
consists of interchangeable filters, thermostatic oil temperature regulation (V-engines), oil refrigeration, regulation
of the lubrication oil pressure, in addition to safety systems like centrifugal filters according to the application
concerned.
2.12. Refrigeration
There is two types of refrigeration:
- The engine is cooled by a double water circuit. A main circuit which cools the motor crankcase, cylinder
heads and exhaust manifold (except in the case of dry exhaust manifold) as well as the air-fuel mixture on
engines with double-stage intercooler, and an auxiliary circuit for cooling the oil and the air-fuel mixture.
There are some configurations in which the oil cooler is cooled by the main circuit in parallel with the other
parts of the engine.
- The engine is cooled by just one water circuit. In line engines the oilcooler and the mixture cooler are in
series, and both in parallel to the block, cylinder-heads and exhaust manifold. In v engines oilcooler and
mixture cooler are in parallel and both are in parallel to the block, cylinder-heads and exhaust manifold. the
mixture cooler is one stage intercooler.
Cooling circuits can include pumps that can be driven by gears from the crankshaft.
2.13. Carburetion
The gas system consists of an air/fuel ratio adjustment system (mechanical, screw-type on
FG/FGLD/SFGLD/SFGM-series engines and electronic on SFGRD/SFGLD/SFGM and HGM-series engines) and
a Venturi type carburettor.
Following the specifications and general standards, a valve train is always installed before the engine to
guarantee the safety of the gas installation.
2.14. Intake
All the engines are supplied with an air filter system. Once the mixture has been made, it flows through the intake
manifold immediately on a naturally aspirated engine, or after passing through the compressor and intercooler on
a supercharged engine. The intake manifolds are made from aluminium and are provided with a safety, explosion
and pressure relief valve system.
2.15. Miscellaneous
The engine incorporates a crankcase gas vent for relieving pressure due to blow-by gases.
In order to ensure performance consistent with their different applications, our engines include auxiliary pre-
lubrication systems, oil draining, oil level control, etc.
2.1.13 3/3
Dep. 2
IC-G-D-00-034e B March 2015
TABLE OF TECHNICAL CHARACTERISTICS

OF “IN-LINE FG” GAS ENGINES
O&M MM19.09.251_05_2015
ITEM UNITS FG 180 FG 240

APPLICATION
Nº of Cylinders 6 8
Cycle 4 strokes per cycle
Cylinder Bore X Stroke mm / (in) 152 x 165 / (5.98 x 6.50)
Displacement L / (in3) 17.96 / (1096) 23.95 / (1462)
Compression Ratio 11:1
Firing Order 1-5-3-6-2-4 1-4-2-6-8-5-7-3
Rotation as viewed from the Flywheel end Counter-clockwise
Flywheel Housing / Flywheel SAE 0 / 18"-14"
Valve Set mm / (in) Intake 0.3 / (0.012) - Exhaust 0.8 / (0.031)
Engine Weight Kg / (Lb) 2510 / (5522) 3210 / (7062)
W mm / (in) 945 / ( 37.20) 945 / (37.20)
General Dimensions L mm / (in) 2020 / (79.53) 2612 / (102.84)
H mm / (in) 1459 / (57.44) 1459 / (57.44)
COOLING SYSTEM
Types Water-Water or Water-Air
Main Circuit capacity L / (gal) 48 / (12.68) 58 / (15.32)
Standard Jacket Water Temp. ºC / (°F) min-max 75-90 / (167-194)
High Jacket Water Temp. ºC / (°F) min-max 98-123 / (208-253)
LUBRICATION SYSTEM
Natural Gas See IC-G-D-25-003
Oil type
Bio-Gas See IC-G-D-25-002
Normal Oil Pressure Bar / (psi) min-max 4 – 5 / (58 – 72.5)
Oil Temperature ºC / (°F) min-max 80-95 / (176-203)
Oil capacity L / (gal) 86 / (22.7) 95 / (25.10)
Approximate oil consumption gr/kWh / (gr/hphr) 0.35 / (0.26)
COMBUSTION SYSTEM
Type of Combustion LeanCombustion (Lambda = 1)
Combustible Gases Natural Gas / Digester / Landfill
Carburettor (1) Deltec 140
Gas regulation valve (1) Dungs (Zero Pressure)
(1) Contact KOHLER with application.
2.1.15 1/1
Dep. 2
TABLE OF TECHNICAL CHARACTERISTICS IN-LINE

FGLD/SFGLD/SFGM ENGINES
O&M MM19.09.251_05_2015
ITEM UNITS FGLD/SFGLD/SFGM 180 FGLD/SFGLD/SFGM 240

Nº of Cylinders 6 8
Cylinder Bore X Stroke mm / (in) 152 x 165 / (5.98x6.50)
3
Displacement L / (in ) 17.96 / (1096) 23.95 / (1462)
Compression Ratio FGLD/SFGLD/SFGM 11:1 / 11,6:1 – 9,2.1(A)(B) / 8:1(C)
Firing Order 1-5-3-6-2-4 1-4-2-6-8-5-7-3
Rotation as viewed from the
Counter-clockwise
Flywheel end
Flywheel Housing / Flywheel SAE 0 / 18"-14"
Valve Set mm / (in) Intake 0.3 / (0.012) - Exhaust 0.8 / (0.031)
Engine Weight Kg / (Lb) 2510-2700 / (5534-5952) 3210-3500 / (7077-7716)
W mm / (in) 1225 / ( 48.23) 1248 / (49.13)
General Dimensions L mm / (in) 2365 / (93.11) 2864 / (112.76)
H mm / (in) 1850 / (72.83) 1914 / (75.35)
COOLING SYSTEM
Types Water-Water or Water-Air
Main Circuit capacity L / (gal) 70 / (18.5) 90 / (23.7)
Auxiliary Circuit capacity L / (gal) 25 (6.6)
Standard Jacket Water Temp. ºC / (°F) min-std 75-90 /(167-194) // 105-120(D) / (221-248)
High Jacket Water Temp. ºC / (°F) max 96 / (205) // 125(D) / (257)
Auxiliary Water Temp. ºC / (°F) /55 /(131) /80(D) /(176) /55 /(131) /80(D) (176)
LUBRICATION SYSTEM
Natural Gas KOHLER MOTOROIL 3040 Plus See IC-G-D-25-003
Oil type Biogas / Syngas KOHLER MOTOROIL 2040 See IC-G-D-25-002
(B)
Propane KOHLER MOTOROIL 99.27.046 See IC-G-D-25-004
Normal Oil Pressure Bar / (psi) 4 – 6 / (58-87)
Oil Temperature ºC / (°F) min-max 80 – 95 / (176-203) // 80-100 / (176-212) (E)
Oil capacity L (gal) 86 / (22.72) 116 / (30.64)
Approximate oil consumption gr/kWh / (gr/hphr) 0.35 / (0.26)
COMBUSTION SYSTEM
Lean Burn (Lambda = 1.3 / 1.7)
F: mixture regulation by screw (mechanical)
Type of Combustion
SF: Electronic Mixture Regulation
And also mixture regulation by screw (mechanical)
Natural Gas /Biogas( Digester / Landfill)
Combustible Gases
Well gases(A)(C) / Syngas(A) / Propane(B)
Gas regulation valve Dungs (Zero Pressure) (Mechanical regulation)
(A)
SFGLD engines, Syngas and low methane number (45<MN<65)
(B)
SFGM 180 y SFGM 240 propane engines
(C)
SFGLD engines mechanical drive applications and low methane number (35<MN)
(D)
Only natural gas engines
(E)
SFGLD emergency engines
2.1.17 1/1
Dep. 2
IC-G-D-00-036e G March 2015
TABLE OF TECHNICAL CHARACTERISTICS FGLD/SFGLD/SFGM

"V" GAS ENGINES
O&M MM19.09.251_05_2015
FGLD/SFGLD/SFGM FGLD/SFGLD/SFGM
ITEM UNITS SFGLD 560 SFGM 560
360 480
No. of cylinders 12 16

Cylinder Bore x
mm / (in) 152 x 165 / (5.98 x 6.50) 160 x 175 / (6.30 x 6.90)
Stroke
Total cubic
L / (In3) 35.93 / (2193) 47.90 / (2923) 56.30 / (3436)
capacity
Compression ratio 11:1 / 11.6:1 – 9.2.1(A)(B) / 8:1(C) 12:1-9.2.1(A)(B)/ 8:1(C) 12:1
1-8-5-10-3-7-6-11-2-
Firing order 1-12-4-10-2-14-6-16-8-13-5-15-7-11-3-9
9-4-12
Rotation direction
Anticlockwise
viewed from
Flywheel housing /
SAE 00 / 18"
Flywheel
Intake: mm / (in) 0.3 / (0.012)
Valve set Exhaust:mm /(in) 0.8 / (0.031)
4115-4200 / 5360-5450 /
Engine weight Kg / (lb) 5800 / (12787)
(9072-9259) (11816-12015)
W mm / (in) 1664 / (65.51) 1664 / (65.51) 1669 / (65.71)
General
dimensions L mm / (in) 2796 / (110.08) 3033 / (119.41) 3033 / (119.41)
H mm / (in) 2258 / (88.90) 2278 / (89.69) 2270 / (89.37)
COOLING SYSTEM
Types Water-water / Water-air

Main circuit
L / (gal) 180 / (47.6) 200 / (52.8)
capacity
Auxiliary circuit
L / (gal) 40 / ( 10.6) 50 / (13.2) 60 / (15.8)
capacity
Standard jacket (D)
ºC / (°F) min-std 75-90 / (167-194) // 105-120 / (221-248) 75-90 / (167-194)
water temperature
High jacket water (D)
ºC / (°F) max 96 / (205) // 125 / (257) 96 / (205)
temperature
Auxiliary water /55 /(131) /32 /(90)
ºC / °F (D)
temperature /80 /(176) /55 /(131)
LUBRICATION SYSTEM
Natural gas KOHLER MOTOROIL 3040 Plus See IC-G-D-25-003
Type of oil Biogas / Syngas KOHLER MOTOROIL 2040 See IC-G-D-25-002
KOHLER MOTOROIL 99.27.046
Propane(B) ----------------------
See IC-G-D-25-004
Normal oil
Bar / (psi) 4 – 6 / (58-87)
pressure
Oil temperature
ºC / °F 80 – 95 / (176-203) // 80-100 / (176-212) (E)
(min/max.)
Oil capacity (max.) L / (gal) 174 / (46.0) 233 / (61.5) 272 / (71.9)
2.1.19 1/2
Dep. 2
IC-G-D-00-036e G March 2015
TABLE OF TECHNICAL CHARACTERISTICS FGLD/SFGLD/SFGM

"V" GAS ENGINES
O&M MM19.09.251_05_2015
Approximate oil gr/kWh /
0.35 / (0.26) 0.20 / (0.15) 0.10 / (0.07)
consumption (gr/hphr)
COMBUSTION SYSTEM
Type of
Lean burn (Lambda = 1.3 / 1.7)
combustion
FGLD: Fuel ratio regulation by adjusting screw (manual-mechanical carburetion)
Regulation SFGLD/SFGM: Electronic ratio regulation and also manual regulation by adjusting
screw
Natural gas / Digester / Landfill / Natural gas /
Fuel gases (A)(C)
Well gases / Syngas(A) / Propane(B) Digester / Landfill
Gas regulation
Dungs (zero pressure) in mechanical carburetion
valve
(A)
SFGLD Syngas and low methane number (45<NM<65) engines
(B)
SFGM propane engines
(C)
SFGLD engines with mechanical drive applications and low methane number gases (35<NM)
(D)
Natural Gas Only
(E)
SFGLD emergency engines
2.1.20 2/2
Dep. 8
IC-G-D-00-038e November 2005
DESCRIPTION OF THE COMPONENTS IN “LINE” GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 1 – Right side view
2.1.21 1/5
Dep. 8
O&M MM19.09.251_05_2015
Fig. 2 – Left side view
2.1.22 2/5
Dep. 8
O&M MM19.09.251_05_2015
Fig. 3 – Front view
2.1.23 3/5
Dep. 8
O&M MM19.09.251_05_2015
Fig. 4 – Rear view
2.1.24 4/5
Dep. 8
O&M MM19.09.251_05_2015
1 Crankcase
2 Connecting rod inspection door
3 Rocker arm inspection doors
4 Oil pan
5 Flywheel housing
6 Front gear cover
7 Cylinder head
8 Rocker arm cover
9 Crankase breather
10 Flywheel
11 Vibration damper
12 Jacket water pump
13 Auxillary water pump
14 Jacket water thermostatic valve
15 Auxillary water thermostatic valve
16 Jacket water inlet
17 Jacket water outlet
18 Auxillary water inlet
19 Auxillary water outlet
20 Oil cooler
21 Oil filters
22 Dipstick
23 Oil filling elbow
24 Oil drain plug
25 Fuel gas inlet
26 Fuel gas regulator
27 Carburetor
28 Electronic ignition module
29 Ignition coil
30 Intake manifold
31 Butterfly valve body
32 Butterfly valve elbow
33 Air filter
34 Exhaust manifolds
35 Intercooler
36 Turbocharger
37 Exhaust gas outlet elbow
38 Starter
39 Instrument panel
40 High jacket water temperature switch
41 High intake air temperature switch
42 Low oil pressure switch
43 Lifting eye
44 Engine supports
2.1.25 5/5
Dep. 8
DESCRIPTION OF THE COMPONENTS IN “V” GAS ENGINES
O&M MM19.09.251_05_2015
Fig. 1 – Right side view
2.1.27 1/7
Dep. 8
O&M MM19.09.251_05_2015
Fig. 2 – Left side view
2.1.28 2/7
Dep. 8
O&M MM19.09.251_05_2015
Fig. 3 – Top view
2.1.29 3/7
Dep. 8
O&M MM19.09.251_05_2015
Fig. 4 – Front view
2.1.30 4/7
Dep. 8
O&M MM19.09.251_05_2015
Fig. 5 – Rear view
2.1.31 5/7
Dep. 8
O&M MM19.09.251_05_2015
1 Crankcase
2 Connecting rod inspection door
3 Rocker arm inspection doors
4 Oil pan
5 Flywheel housing
6 Front gear cover
7 Cylinder head
8 Rocker arm cover
9 Crankase breather
10 Flywheel
11 Vibration damper
12 Jacket water pump
13 Auxiliary water pump
14 Jacket water thermostatic valve
15 Auxiliary water thermostatic valve
16 Jacket water inlet
17 Jacket water outlet
18 Auxiliary water inlet
19 Auxiliary water outlet
20 Oil cooler
21 Oil filters
22 Dipstick
23 Oil regulation and thermostat
24 Oil distributor
25 Oil filling elbow
26 Oil drain plug
27 Fuel gas inlet
28 Fuel gas regulator (tecjet)
29 Carburetor
30 Electronic ignition module
31 Ignition coil
32 Intake manifold
33 Butterfly valve body
34 Butterfly valve elbow
35 Butterfly valve and intake manifold elbow union
36 Right intake manifold elbow
37 Left intake manifold elbow
38 Air filter
39 Exhaust manifolds
40 Intercooler
2.1.32 6/7
Dep. 8
O&M MM19.09.251_05_2015
41 Turbocharger
42 Exhaust gas outlet elbow
43 Starter
44 Instrument panel
45 High water temperature switch
46 High oil temperature switch
47 High air intake temperature switch
48 Low oil pressure switch
49 High oil pressure switch
50 Oil pressure transducer
51 Engine supports
52 Lifting eye
2.1.33 7/7
Dep. 2
IM-G-C-00-003e C February 2012
GAPS AND WEAR LIMITS FOR IN-LINE GAS AND ETHANOL

ENGINES
O&M MM19.09.251_05_2015
REFERENCE GAPS & LIMITS (mm)

ITEM
In line 180 In line 240 Normal Limit
DISTRIBUTION
Front / Central / Rear 68 / 68.001 /
Camshaft bushing Ø 68.15
16.10.223 / 16.10.014 / 16.10.318 68.001
Longitudinal gap on camshaft (locked pinion) 0.15 to 0.30 0.3
Gap between flanks of timing gears
OIL CIRCUIT
Axial clearance of internal pump gears 0.10 to 0.209
Radial clearance of internal pump gears 0.24 to 0.325
Gap between gear tooth faces 0.14 to 0.22
Diametral clearance of drive shaft in pump cover and sleeve 0.06 to 0.139
Oil pump safety valve rating 16.25.320 8 bar
Lube oil pressure control valve rating 16.25.760 4.5bar
Piston coolant pressure control valve rating 16.25.750 3 bar
VALVE LIFTER
Lifter guide housing inside Ø 16.15.129 14.05 to 14.077
Clearance between housing and lifter 0.006 to 0.044
Lifter guide Ø 16.10.067 14.033 to 14.044
Clearance between lifter and rocker arm (intake) 0.3
Clearance between lifter and rocker arm (exhaust) 0.8
CYLINDER
Liner inside Ø (top) 16.10.031 152.0 to 152.025 152.4
Maximum out-of-roundness 0.03 0.2
Upper Ø of bore (liner housing) 16.10.281 16.10.292 175.50 to 175.54
Lower Ø of bore (liner housing) 16.10.281 16.10.292 172.00 to 172.04
Protrusion of liner over cylinder block 0.04 to 0.10
CONNECTING ROD
Width of connecting rod big end 19.15.080

57,77 to 57,73
(LCR piston) (16.16.220)
Clearance between piston pin and connecting rod bearing insert 0.035 to 0.086
(LCR piston) (0.050 a 0.102)
Diametral clearance between crankpin and bearing 0.077 to 0.144
PISTON-RINGS
Height of piston groove 1 (compression ring) 3.56 to 3.54 3.7
Height of piston groove 2 (scraper ring) 3.56 to 3.54 3.7
Height of piston groove 3 (oil control ring) 4.04 to 4.02 4.15
Height of compression ring 1 19.15.016 3.475 to 3.490 3.4
Height of scraper ring 2 19.15.013 3.478 to 3.490 3.4
Height of oil control ring 3 16.15.125 3.978 to 3.990 3.9
Protrusion of the piston over the liner (dwell) -0.90 to -0.30
2.1.35 1/3
Dep. 2

ENGINES
O&M MM19.09.251_05_2015

ITEM
In line 180 In line 240 Normal Limit
Clearance of ring 1 in groove 1 1 0.05 to 0.085 0.15

End-to-end clearance of compression ring (1) 19.15.016 0.50 to 0.75 1.7
End-to-end clearance of scraper ring (2) 19.15.013 0.60 to 0.85 1.7
End-to-end clearance of oil control ring (3) 16.15.125 0.50 to 0.80 1.7
CRANKSHAFT
Crankpin Ø 114.991 to 115.03 114.9
Crankpin Ø 1st repair size 114.491 to 114.513 114.4
Crankpin Ø 2nd repair size 113.991 to 114.013 113.9
16.15.359 16.15.361
Crankshaft journal Ø 134.96 to 135.00 134.84
Crankshaft journal Ø 1st crankshaft repair size 134.46 to 134.50 134.34
Crankshaft journal Ø 2nd crankshaft repair size 133.96 to 134.00 133.84
Diametral gap between journal and bearing 0,100 a 0,199
Axial thrust disk thickness 16.10.026 / 16.10.027 3.5 to 3.62 3.3
End play of crankshaft 0.22 to 0.586 0.8
VALVES
Head angle, intake / exhaust valves 19.10.183 141º ±0º15’
Milling angle, intake / exhaust valve seats 19.10.026 141º ±0º15’
Free length of external spring 16.10.336 67.1 65
Free length of internal spring 16.10.337 56.6 55
Clearance of valve stem in removable guide - (LF) 19.10.183 / 19.10.296 0,055 to 0,08 0.45
Clearance of valve stem in removable guide 19.10.183 / 19.10.179 0,055 to 0,08 0.15
Depression of valve with regard to cylinder head plane 1.25 to 1.75 3
ROCKER ARM
Rocker arm shaft 16.10.088 31.975 to 31.991 31.9
Clearance of rocker arm shaft in removable bushing 16.15.197/ 16.10.088 0.018 to 0.059 0.1
Other considerations for taking into account with all the engines:
The connecting rods and their bearing caps are marked with matching identification numbers in addition to the
revelant cylinder number for assembly purposes.
It is necessary to replace the connecting rod bolts after either their third retightening or according to the
relevant maintenance instructions.
The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with
motor oil on assembly.
Change the counterweight screws each time the crankshaft is rectified.
2.1.36 2/3
Dep. 2

ENGINES
O&M MM19.09.251_05_2015
The damper is a precision device, the internal parts of which are adjusted to very close tolerances. Any wear of its
external housing can reduce its performance and cause serious damage to the engine crankshaft. It should be
changed, following the relevant instructions for that purpose.
Main bearing caps are marked with figures in ascending order from the flywheel side. These figures are
reproduced on the lower face of the cylinder block
2.1.37 3/3
Dep. 2
IM-G-C-00-002e F January 2015
GAPS AND WEAR LIMITS FOR “V” GAS AND ETHANOL

ENGINES
O&M MM19.09.251_05_2015

ITEM FGLD/SFGLD/SFGM/SFE
Normal Limit
360 480
DISTRIBUTION
Central / Front / Rear
Central / Front / Rear +0 +0
Camshaft bushing Ø 92 +0,057 / 92 +0,057 /
16.10.119 / 16.10.517 / 16.10.158
92 +0,110 +0,020
OIL CIRCUIT
Lube oil pressure control valve rating 16.27.860 4.5 bar
Relief valve rating because of filter obstruction 16.26.660 6 bar
VALVE LIFTER
Lifter guide Ø 16.10.067 14.033 to 14.044
CYLINDER
Upper Ø of bore (liner housing 16.10.381 16.10.521 175.50 to 175.54
Lower Ø of bore (liner housing) 16.10.381 16.10.521 172.00 to 172.04
CONNECTING ROD
Width of connecting rod big end 19.15.090
52.82 to 52.78
(Pistón LCR) (16.16.370)
(Pistón LCR) (0.050 a 0.102)
Diametral crankpin-to-bearing clearance 0.077 to 0.144
PISTON-RINGS
Height of piston groove 1 (compression ring) 3.56 to 3.54 3.7
Height of compression ring 1 19.15.016 3.475 to 3.490 3.4
2.1.39 1/7
Dep. 2

ENGINES
O&M MM19.09.251_05_2015
REFERENCE GAPS & LIMITS (mm.)

ITEM FGLD/SFGLD/SFGM/SFE
Normal Limit
360 480
Clearance of ring 1 in groove 1 0.05 to 0.085 0.15
CRANKSHAFT
Crankpin Ø 114.991 to 115.013 114.9
16.15.362 16.15.363
Crankshaft journal Ø 159.96 to 160.00 159.8 4
Crankshaft journal Ø 1st crankshaft repair size 159.46 to 159.50 159.3 4
Crankshaft journal Ø 2nd crankshaft repair size 158.96 to 159.00 158.8 4
Diametral gap between journal and bearing 0.120 to 0.204
VALVE
Head angle, intake / exhaust valves 19.10.183 141º  0º15’
Milling angle, intake / exhaust valve seats 19.10.026 140º  0º15’
Clearance of valve stem in removable guide – (LF) 19.10.183 / 19.10.296 0,055 a 0,08 0.15
Clearance of valve stem in removable guide 19.10.183 / 19.10.179 0,055 a 0,08 0.15
Depression of valve with regard to cylinder head plane 1.15 to 1.50 1.75
ROCKER ARM
Clearance of rocker arm shaft in removable bushing 16.10.088 / 16.15.197 0.018 to 0.059 0.10
2.1.40 2/7
Dep. 2

ENGINES
O&M MM19.09.251_05_2015

ITEM
SFGLD/SFGM 560 Normal Limit
DISTRIBUTION
Central / Front / Rear Central / Front / Rear
Camshaft bushing Ø 16.10.119 / 16.10.517 / 92+0+0.057 /92 +0 +0.057 / 92
+0.110
16.10.158 +0.020
OIL CIRCUIT
VALVE LIFTER
Lifter guide Ø 16.10.067 14.033 to 14.044
Clearance between lifter and rocker arm (exhaust) 0.8 (SFGLD) / 0.5 (SFGM)
CYLINDER
Upper Ø of bore (liner housing 19.10.084 181.50 to 181.54
Lower Ø of bore (liner housing) 19.10.084 180.00 to 180.04
CONNECTING ROD
Width of connecting rod big end 16.16.370 52.82 to 52.78
PISTON-RINGS
Height of piston groove 1 (compression ring)
Height of compression ring 1 19.15.028
2.1.41 3/7
Dep. 2

ENGINES
O&M MM19.09.251_05_2015
REFERENCE GAPS & LIMITS (mm.)

ITEM
SFGLD/SFGM 560 Normal Limit
Clearance of ring 1 in groove 1 -
CRANKSHAFT
Crankpin Ø 114.991 to 115.013 114.9
19.15.026
VALVE
Head angle, intake / exhaust valves 19.10.183 141º  0º15’
Milling angle, intake / exhaust valve seats 19.10.026 140º  0º15’
Clearance of valve stem in removable guide – (LF) 19.10.183 / 19.10.296 0,055 a 0,08 0.15
Clearance of valve stem in removable guide 19.10.183 / 19.10.179 0,055 a 0,08 0.15
ROCKER ARM
Clearance of rocker arm shaft in removable
16.10.088 / 16.15.197 0.018 to 0.059 0.10
bushing
2.1.42 4/7
Dep. 2

ENGINES
O&M MM19.09.251_05_2015

ITEM
HGM 420 / 560 Normal Limit
DISTRIBUTION
Central / Front / Rear Central / Front / Rear
Camshaft bushing Ø 16.10.119 / 16.10.517 / 92+0+0.057 /92 +0 +0.057 / 92
+0.110
16.10.158 +0.020
OIL CIRCUIT
VALVE LIFTER
Lifter guide Ø 16.10.067 14.033 to 14.044
CYLINDER
Upper Ø of bore (liner housing) 19.10.234 181.50 to 181.54
Lower Ø of bore (liner housing) 19.10.234 180.00 to 180.04
CONNECTING ROD
Width of connecting rod big end 16.16.370 52.82 to 52.78
PISTON-RINGS
Height of piston groove 1 (compression ring)
Height of compression ring 1 19.15.028
2.1.43 5/7
Dep. 2

ENGINES
O&M MM19.09.251_05_2015

ITEM
HGM 420 / 560 Normal Limit
Clearance of ring 1 in groove 1 -
CRANKSHAFT
Crankpin Ø 114.991 to 115.013 114.9
19.15.026
VALVE
Head angle, intake / exhaust valves 19.10.243 141º 0º15’
Milling angle, intake / exhaust valve seats 19.10.244 121º 0º15’
Free length of external spring 19.10.262 140º 0º15’
Free length of internal spring 19.10.263 120º 0º15’
Clearance of valve stem in removable guide (Exhaust) 19.10.246 69 1.69 67
Clearance of valve stem in removable guide (Intake) 19.10.247 69 1.33 67.5
Head angle, intake / exhaust valves 19.10.244 / 19.10.287 0.055 to 0.080 0.15
Milling angle, intake / exhaust valve seats 19.10.243 / 19.10.241 0.070 to 0.095 0.15
ROCKER ARM
Clearance of rocker arm shaft in removable bushing 16.10.088 / 16.15.197 0.018 to 0.050 0.10
2.1.44 6/7
Dep. 2

ENGINES
O&M MM19.09.251_05_2015
Other considerations for taking into account with all the engines:
The connecting rods and their bearing caps are marked with matching identification numbers in addition to the
relevant cylinder number for assembly purposes.
It is necessary to replace the connecting rod bolts either after their third retightening or according to the relevant
maintenance instructions.
The counterweight bolts must be changed at each regrinding of the crankshaft.
The lips of the front and rear seals must be oriented towards the inside of the engine and impregnated with motor
oil on assembly.
The damper is a precision device, the internal parts of which are adjusted to very close tolerances. Any wear of its
external housing can reduce its performance and cause serious damage to the engine crankshaft. It should be
changed, following the relevant instructions for that purpose.
Main bearing caps are marked with figures in ascending order from the flywheel side. These figures are
reproduced on the lower face of the cylinder block.
2.1.45 7/7
Dep. 1
TIGHTENING TORQUES FOR GAS AND ETHANOL ENGINES
O&M MM19.09.251_05_2015
In line 180/240
TIGHTENING TORQUE
ITEM REFERENCE
Kgm. Nm.
ENGINE BLOCK
Bearing capscrew (See IM-C-C-10-001e) 16.10.024 82* 804*
Bearing cap cross bolt (See IM-C-C-10-001e) 16.10.296 13* 128*
Cylinder head stud to crankcase (with Loctite 511) 19.10.223 5 49
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.348 28.5* 280*
Connecting rod capscrew (See IM-C-C-15-002e) 16.15.186 50* 491*
Flywheel mounting capscrew (with Loctite 243) 16.15.128 36 353
Screws crankshaft companion flange front (with Loctite
70.40.562 16 157
243)
Vibration damper capscrew 70.12.303 14 137
CYLINDER HEAD
Cylinder head nut (See IM-C-C-10-002e) 16.10.047 / 16.10.562 48* 471*
Spark plug sleeve 19.10.078 23 226
Rocker arm adjusting screw 16.15.139 10 98
Valve lifter adjusting screw 15.15.039 4.5 44
SPARK PLUG (See IO-G-M-33-001, IO-G-M-33-004, IO-G-M-33-007)
DISTRIBUTION
Oil pump gear fixing nut (with Loctite 243) 16.25.372 30 294
OTHERS
Nut for water pump impeller, main circuit
16.20.401 10 98
(with Loctite 243)
Water pump gear drive and bearing capscrew, main circuit
70.50.432 10 98
(with Loctite 243)
Engine to skid / subbase capscrew (M.20) -- 33 324
Wet / Dry
6 / 4,5 59 / 44
Exhaust manifold to cylinder head capscrew 17.40.058 / 19.40.112
70.10.453 / 19.40.111 8.3 / 4,5 81 / 44
Turbocharger to manifold nut 17.40.064 / 99.42.186 4,5 / 4,5 44 / 44
NOTE
* Oil lubricated (with plenty of motor oil)
General directive for tightening torques based on screw quality and diameter.
These values should be used unless expressly specified otherwise. See IM-C-C-00-002e.
2.1.47 1/3
Dep. 1
O&M MM19.09.251_05_2015
FGLD/SFGLD/SFGM 360/480/560
TIGHTENING TORQUE
ITEM REFERENCE
Kgm. Nm.
ENGINE BLOCK
Bearing cap fixing stud 16.10.166 10* 98*
Bearing cap nut (See IM-C-C-10-001e) 16.10.155 102* 1001*
Cyl. head stud SFGLD 560 (with Loctite 511) 19.10.192 5 49
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.348 28,5* 280*
Crankshaft rear output flange capscrew (flywheel) 16.15.006 43* 421*
Flywheel capscrew 16.15.082 31* 304*
CYLINDER HEAD
Cylinder head nut (See IM-C-C-10-002e) 16.10.047 / 16.10.562 48* 471*
Cyl. head nut SFGLD/SFGM 560 (See IM-C-C-10-002e) 19.10.086 / 19.10.294 45* 441*
Spark plug sleeve / SFGM560 19.10.078 / 19.10.311 23 226
Valve lifter adjusting nut 15.15.039 4,5 44
DISTRIBUTION
OTHERS
Nut for water pump impeller, main & auxiliary circuits
16.20.401 10 98
(with Loctite 243)
Water pump gear drive and bearing capscrew, main &
70.50.408 18 177
auxiliary circuits (with Loctite 243)
Wet / Dry
6,5 / 4,5 64 / 44
Exhaust manifold to cylinder head capscrew 17.40.058 / 19.40.041
70.10.453 / 19.40.042 8,3 / 4,5 81 / 44
Turbocharger to manifold capscrew 70.10.301 / 70.10.401 4,5 / 4,5 44 / 44
NOTE
2.1.48 2/3
Dep. 1
O&M MM19.09.251_05_2015
HGM 420 / 560

TIGHTENING TORQUE
ITEM REFERENCE
Kgm. Nm.
ENGINE BLOCK
Bearing cap fixing stud 16.10.166 10* 98*
Bearing cap nut (See IM-C-C-10-001e) 16.10.155 102* 1001*
MOVING PARTS
Counterweight to crankshaft capscrew 16.15.348 28,5* 280*
Crankshaft rear output flange capscrew (flywheel) 16.15.006 43* 421*
Flywheel capscrew 16.15.082 31* 304*
CYLINDER HEAD
Cylinder head nut 16.10.047 / 16.10.562 48* 441*
Spark plug sleeve 19.10.242 23 226
Valve lifter adjusting screw 15.15.039 4,5 44
DISTRIBUTION
OTHERS
Nut for water pump impeller, main & auxiliary circuits (with
16.20.401 10 98
Loctite 243)
Water pump gear drive and bearing capscrew, main &
70.50.408 18 177
auxiliary circuits (with Loctite 243)
Exhaust manifold to cylinder head capscrew 19.40.066 / 19.40.111 4,5 44
Turbocharger to manifold nut 19.45.304 4,5 44
NOTE
2.1.49 3/3
Dep. 2
IM-C-C-00-002e B February 2012
TIGHTENING TORQUES FOR COMMERCIAL BOLTS & NUTS
O&M MM19.09.251_05_2015
1. STANDARD TIGHTENING TORQUE SPECIFICATION

Tabulated below are the tightening torques for commercial bolts and nuts according to their metric threads and
grades.
GRADE
THREAD 8.8 10.9 12.9
N.m Ft.lb N.m Ft.lb N.m Ft.lb
M.5 6 4.4 9 6,6 11 8.1
M.6 11 8 15 11 18 13.3
M.8 25 18 34 25 43 32
M.10 47 35 65 48 83 61
M.12 78 58 113 83 140 103
M.14 120 86 175 129 210 155
M.16 180 133 260 192 310 229
M.18 250 184 360 266 430 317
M.20 330 243 470 347 560 413
M.22 430 317 600 443 720 531
M.24 560 413 790 583 950 701
M.27 710 524 1060 782 1180 870
M.33 1110 819 1540 1136 1730 1276
Table 1 – Tightening torques for the fasteners’ different threads and grades
Screw tightening torques outside this standard specification are listed in documents IM-F-C-00-002e and IM-F-C-
00-004e for diesel and dual-fuel engines and IM-G-C-00-001e for gas and ethanol engines.
2. CALCULATING THE SCREW PRE-STRESSING FORCE ACCORDING TO THE

APPLIED TIGHTENING TORQUE
The screw tightening torque is useful for two purposes:
- To overcome friction between contact areas, whether between screw and nut threads or between screw head
and bearing surface.
- To apply a pre-stressing force to the fastener.
The amount of tightening torque usable for applying the pre-stressing force varies depending on the coefficient of
friction to overcome. Therefore, even though the same tightening torque is applied to two identical screws, the
pre-stressing force can vary if the coefficient of friction is different in both instances. The lower the coefficient, the
lower the effort needed to overcome friction and consequently, the pre-stressing force will be greater.
Torques table 1 has been calculated with a coefficient of friction standard for steel µ=0.14. For other coatings,
look at Table 2.
2.1.51 1/3
Dep. 2
O&M MM19.09.251_05_2015
Coefficient of friction
Coating
Normal Lubricated
Steel with cadmium 0.07 0.07
Cadmium with zinc 0.1 0.08
Cadmium with cadmium 0.1 0.07
Steel with phosphate 0.11 0.1
Phosphate with cadmium 0.11 0.08
Phosphate with zinc 0.11 0.11
Phosphate with phosphate 0.12 0.1
Steel with zinc 0.14 0.07
Table 2 – Coefficient of friction for different coatings
In any case, the normal coefficient of friction used is 0.14 for clean and non-lubricated steel-to-steel assembly. If
the screw and the mating threads are of steel, clean and lubricated, this coefficient is 0.1.
From a known coefficient of friction, it is possible to calculate the pre-stressing force using this formula.
df = side diameter
µ = The average coeficient of friction of :
µ1 = Coeficient of friction between screw and part
S + dn
M = Pv [ µ ( + 0.58df ) + 0.16 p ] µ 2 = Coeficient of friction in screw and part´s thread
4 S = Washer´s diameter
dn = Screw nominal diameter
p = Screw pitch
Pv = Pre - stressing force obtained with the torque M
To determine whether a screw will resist a pre-stressing force (as calculated from a known tightening torque and
coefficient of friction), it is necessary to know the mechanical properties of that screw. The following table shows
those properties.
GRADE 8.8 10.9 12.9

Min. 784 980 1176
2
Tensile strength (N/mm ) Max. 980 1176 1372
2
Yield strength (N/mm ) 627 882 1058
Extension to the breakage (%) min 12 9 8
2
Resilience (N.m/cm ) 59 39 29,4
Min. 18 27 34
Hardness HRC
Max. 31 38 44
Table 3 – Mechanical properties of screws used by Kohler (acc. to DIN 267)
2.1.52 2/3
Dep. 2
O&M MM19.09.251_05_2015
3. AUXILIARY SCREW DRIVING PRODUCTS
All screwed joints must have all their parts perfectly clean and assembled applying oil to the threads. For special
applications, different products are usable for assembly. The following situations occur.
- Screws that never need to be removed, which can come loose due to vibration or for other reasons. In those
cases, high strength threadlocker (Loctite 270) will be used.
- Screws that will be removed only on rare occasions, which can come loose due to vibration or for other
reasons. In those cases, medium strength threadlocker (Loctite 243) will be used.
- Screws that never need to be removed, which fix low-pressure oil or water pipes, where gaps between threads
are small. Medium strength thread sealant (Loctite 542) will be used.
- Screws that will have to be removed, which fix low-pressure oil or water pipes, where gaps between threads
are small. They require low-strength thread sealant (Loctite 511).
- Screws that never need to be removed, which fix high-pressure oil or water pipes, where gaps between
threads are important. They require high-strength threadlocker (Loctite 270 with Activator N [7649]).
- Awkward bolts and nuts, where high tightening torque accuracy and a known steady coefficient of friction are
necessary, which will have to be removed, even after working in bad conditions. They require the application
of solid lubricants for bolted metal joints (Molykote 1000).
2.1.53 3/3
Dep. 2
IC-C-D-00-025e December 2013
UNITS CONVERSION
O&M MM19.09.251_05_2015
Length
25.4 mm 0.039370 in
1 inch (in) 2.54 cm 1 mm 0.0032808 ft
0.0254 m 0.0010936 yd
304.8 mm 0.39370 in
12 in 10 mm
30.48 cm 0.032808 ft
1 foot (ft) 1 cm
0.3048 m 0.010936 yd
914.4 mm 39.370 in
3 ft 100 cm
91.44 cm 3.2808 ft
1 yard (yd) 1m
0.9144 m 1.0936 yd
Area
645.16 mm2 0.155 sq. In
1 sq.in 1 cm2
6.4516 cm2 0.0010764 sq ft
929.03 cm2 10000 cm2 1550 sq. In

1 sq.ft
0.092903 m2 1 m2 10.764 sq ft
Volume
0.061024 cu.in
16.387 cm3 (c.c) 3
1 cubic.in 1 cm (c.c) 0.000035315 cu.ft
0.016387 dm3 (liters)
0.00026417 gal
61.024 cu.in
28.317 dm3 (liters) 1000 cm3 (c.c)
1 cubic ft 0.035315 cu.ft
0.028317 m3 1 dm3 (liters)
0.26417 gal
61024 cu.in
3.7854 dm3 (liters) 1000 dm3 (liters)
1 US gallon 35.315 cu.ft
0.0037854 m3 1 m3
264.17 gal
Mass
453.59 g
1 pound (lb) 1 kg 2.2046 lb
0.45359 kg
Torque
1 ft lb 1.3558 N m 1Nm 0.73756 ft lb
Power
0.0013410 HP
1 hp 0.7457 kW 1W 3,4121 Btu/hr
0.056838 Btu/min
1.3410 HP
1000 W
1000 Btu/hr 0.293 kW 3412.1 Btu/hr
1 kW
56.838 Btu/min
1341.0 HP
1000 kW
1 Btu/min 0.01759 kW 3412100 Btu/hr
1 MW
56868 Btu/min
2.1.55 1/2
Dep. 2
UNITS CONVERSION
O&M MM19.09.251_05_2015
Energy
1.0551 kJ 1 kJ
1 Btu 0.94782 Btu
0.00029307 kWh (0.00027778 KWh)
Temperature
ºF = ºC x 1,8 + 32 K = ºC + 273,15
Presure
psi In HG in H2O kPa bar kg/cm2 mmH2O
1 2.0360 27.68 6.8948 0.068948 0.070307 703.07
0.49115 1 13.595 3.3864 0.033864 0.034532 345.32
0.036127 0.073556 1 0.24909 0.0024909 0.00254 25.400
0.14504 0.2953 4.0146 1 0.01 0.010197 101.97
14.504 29.53 401.46 100 1 1.0197 10197
14.223 28.959 393.70 98.067 0.98067 1 10000
0.0014223 0.0028959 0.039370 0.0098066 0.000098066 0.0001000 1
2.1.56 2/2
Dep. 2
IT-C-A-20-003e B February 2011
COOLING SYSTEM FOR KOHLER ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
KOHLER engines require a cooling system a ble to di ssipate the therm al energy they gene rate when in
operation.
In order to cool the engine, water is used as the coolant fluid, after being treated to ensure optimum heat
transfer and the non-appearance of problems related to the lowquality of the same.
When cooling the system , there may be one or two indepe ndent cooling circuits, depending on the ap
plication and the engine in question:
• Single cooling circuit. All engine components, including the air/mixture cooler are cooled by a single
circuit.
• Double cooling circuit. Th is consists of a main high temperature circuit re sponsable for co oling most
engine components and a secondary circuit used to cool the air or air/fuel mixture cooler and the oil
cooler. The air cooler and/or oil cooler may sometimes be dealt with by the main engine circuit.
2. COOLING CIRCUIT DIAGRAM
Below we ha ve an example of a cool ing system o f an engine with a doubl e cooling circuit, sho wing all its
components: (Fig. 1)
Fig. 1 – Engine with double cooling circuit
2.2.1 1/4
Dep. 2
O&M MM19.09.251_05_2015
1. Main circuit water impeller pump

2. Main circuit oil cooler
3. Engine block. Linings and cylinder heads
4. Turbocharger bearing body
5. Main circuit temperature regulator
6. Cooling system external to the engine of the main circuit
7. Main circuit expansion tank
8. Venting piping at the highest point of the engine of the main circuit and engine water vent
9. Venting piping at the main circuit pump inlet
10. Venting piping at the highest point of cooling system external to the engine of the main circuit
11. Auxiliary water preheating pump
12. Water preheating resistor
13. Auxiliary circuit water impeller pump
14. Air or air/fuel mixture cooler
15. Auxiliary circuit temperature regulator
16. Cooling system external to the engine of the main circuit
17. Auxiliary circuit expansion tank
18. Venting piping at the highest point of the engine of the auxiliary circuit and engine water vent
19. Venting piping at the auxiliary circuit pump inlet
20. Venting piping at the highest point of cooling system external to the engine of the auxiliary circuit
2.2.2 2/4
Dep. 2
O&M MM19.09.251_05_2015
3. COOLING SYSTEM COMPONENTS

3.1. IMPELLER PUMP
Responsable for passing the right amount and pressure of cooling water past all elements of the engine. It can be
operated mechanically by the engine itself or electrically from outside the engine.
3.2. OIL COOLER

Lubrication and cooling oil cooling system.
3.3. ENGINE BLOCK

Distributes water to the engine block to cool the liners and then the cylinder heads.
3.4. AIR OR AIR/FUEL INLET COOLER

This is the component of turbocharged engines that cooles the air or air/fuel inlet mixture, which is heated by
compression in the turbocharger, before it enters the combustion chamber.
3.5. TURBOCHARGER BEARING BODY

When the engine has a water-cooled turbocharger bearing body, part of the cooling system water is sent to this
component to cool it.
3.6. WATER PREHEATING SYSTEM
This is an auxilary system that allows the engine cooling water to be at the optimum temperature when the engine
starts from cold. This system consists of a heating element that heats up the water and, occasionally, an auxiliary
water pump that distributes the water throughout the engine.
3.7. WATER TEMPERATURE REGULATOR

The temperature of the wa ter in the circuit need s to be co ntrolled in order to stay at the right temperatu re. This
can be done by means of thermostatic valves that a re installed in a therm ostat box or by electronic regulation
using 3-way valves.
Temperature regulation using thermostatic valves is generally used for cases where precise temperature control
is needed, as they co ntrol ranges from 8 to 10º C. Electronic regulation is used for cases where precise
temperature control is needed, in heat recovery applications for example.
3.8. VENT
An element that purges any possible air pockets from the circuit while the cooling circuit is being filled.
3.9. EXPANSION TANK
Due to the incresed volume of heated water, a tank has to be installed to control said increases in volume.
The expansion tank has to be installed at the highest point of the cooling circuit.
A pipe must run from the expansion tank to the circuit water pump inlet.
Alll venting pipes on the circuit must lead to the expansion tank below water level.
The expansion tank mst be fitted with a low water level sensor that does not allow the water level to fall below a
minimum level and a safety valve that allows air to enter the circuit at negative pressure and water, steam or air to
leave at positive overpressure.
2.2.3 3/4
Dep. 2
O&M MM19.09.251_05_2015
The expansion tank must have a capacity of at least 15% of the total volume of water in the cooling circuit.
Pressurised expansion tanks must be used in those cases where the minimum pressure requirement of the
cooling circuit cannot be reached with cooli ng systems using unpressurised expansion tanks or where engine
temperature exceeds 100ºC.
3.10. VENTING PIPES
This is a system of pipes that avoid air from collecting in the cooling system.
At least the followin g venting pipe s should be install ed, leading t o the expansion tank, always belo w the wate r
level in the tank:
• From the circuit water pump inlet to the expansion tank
• From the highest point of the cooling circuit in the engine to the expansion tank
• From the highest point of the external cooling circuit to the expansion tank
3.11. EXTERNAL COOLING SYSTEM
This par tof the cooling circuit is responsable for cooling the heat produced by the engine.
These ystems may be of different types, depending on the requirements and application in question.
4. REQUIREMENTS OF THE ENGINE COOLING SYSTEM
• The cooling system must be able to dissipate all the heat generated by the engine and keep the same at the
correct in all possible operating conditions.
• The heat generated and the cooling temperture are reflected in the thermal balances of each engine.
The heat generated by the engine and shown on the thermal balance sheet is a value determined under
specific operating parameters and standard conditions, meaning that in real conditions the heat generated by
the engine may vary, depending on its operating conditions and on environmental conditions. The cooling
circuit should be sized taking into account these variations, as well as taking into account the fact that the
cooling system may well get dirty. KOHLER recommends having a reserve capacity of 15%.
• The cooling liquid must satisfy the requirements listed in product information IO-C-M-20-001. The cooling
circuit must be designed to take into account the fact that using antifreeze in the coolant reduces heat transfer
by 3% for each 10% of antifreeze added to the coolant.
• The cooling circuit pressure must always be positive throughout the circuit and comply with all minimum
requirements laid down for each engine in product information sheets IO-G-M-60-002, IO-G-M-60-006, IO-F-
M-60-002 and IO-D-M-60-001.
• The cooling circuit must have a certain flow rate, defined in product information sheets IT-G-A-20-007 and
IT-F-A-20-005.
2.2.4 4/4
Dep. 2
IT-G-A-20-004e A February 2012
IN-LINE GAS AND ETHANOL ENGINES COOLING SYSTEM.

DESCRIPTION
O&M MM19.09.251_05_2015
1. INTRODUCTION
On KOHLER gas engines and ethanol engines, there are two independent cooling systems whose functions
are indicated below:
JACKET WATER CIRCUIT, consisting of:

- One jacket water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- A cooling circuit built on the engine itself (cylinder liners, cylinder heads, outlet water manifolds, etc.);
- One thermostatic valve controlling the engine outlet water temperature;
- An external heat exchanger or cooling system (air/water, water/water, cooling tower)
AUXILIARY CIRCUIT, consisting of:

- One auxiliary water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- A cooling circuit built on the engine itself, which extends over the supercharged air/fuel mixture (gas engine) or
air (ethanol engine) cooler (intercooler) to the oil cooler;
- One thermostatic valve controlling the auxiliary circuit water temperature;
- An external heat exchanger or cooling system (air/water, water/water, cooling tower)
2. MAIN COOLING CIRCUIT

2.1. JACKET WATER PUMP
This is a gear-driven centrifugal pump located on the front right side of the engine, or an externally mounted
electric pump.
1 5
1 Drive gear
2 Bearing
3 Seal
4 Seal
5 Impeller
2 3 4
2.2.5 1/7
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
2.2. JACKET WATER COOLING CIRCUIT
The jacket water pump draws water from the heat exchanger, thermostatic valve or both and discharges it to the
water manifold located on the right side of the engine. Water then flows through the block, around the cylinder
sleeves, up through the cylinder heads then to the cooled exhaust manifolds. From the exhaust manifolds, water
is directed to the thermostatic valve (see page 4/7 for a full description of the thermostatic valve) that either
recirculates water to the pump inlet or diverts water to the heat exchanger, depending on water outlet
temperature.
5 6 7
1
4 3
Fig. 2 – Jacket Water cooling system with engine-mounted pumps.
5 7
4 3
Fig. 3 – Jacket Water cooling system without pumps.
2.2.6 2/7
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
No. PART NAME

1 Water inlet (from external cooling system)
2 Water pump
3 Water manifold
4 Water cooled cylinder head
5 Water cooled exhaust manifold
6 Thermostatic valve
7 Water outlet (to external cooling system)
2.3. JACKET WATER THERMOSTATIC VALVE
The thermostatic valve contains 3 thermostats and is designed to maintain the operating temperature of water in
the engine between 75 ºC and 88 ºC (167 ºF to 190 ºF).
Most of the coolant flows back to the suction side of the jacket water pump if the temperature is less than 75 ºC
(167 ºF).
A small amount of cooling water will always circulate through the thermostatic valve to the external cooling
system. This flow is used for purging air, thus avoiding the formation of air pockets in the cooling system.
When the cooling water temperature exceeds that which causes the thermostats to open, water circulates around
thermostats and exits to the external cooling system.
1
2
1 Thermostatic valve body

2 Thermostats
3 Bleed valve
2.2.7 3/7
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
3. AUXILIARY COOLING CIRCUIT

3.1. AUXILIARY WATER PUMP
The auxiliary water pump is a gear driven centrifugal pump and is located on the front right side of the engine on
the opposite side of the jacket water pump. Both pumps are driven off the same shaft.
The auxiliary water pump discharges cooling water to the intercooler, oil cooler and auxiliary circuit thermostatic
valve.
1 2 3
1 Auxiliary water pump
2 Water pump shaft
3 Jacket water pump
3.2. AUXILIARY COOLING CIRCUIT
This system serves to maintain a constant air/fuel mixture temperature, in case of gas engines, and air
temperature, in case of ethanol engines, in the intake manifold as well as cooling of the lubricating oil. Cooling
water flows from the auxiliary pump to the intercooler then to the oil cooler, and from there to the auxiliary
thermostatic valve located next to the outlet of the oil cooler. Depending on the water temperature, all or part of
the water will flow to the auxiliary pump inlet. Diverted water will flow to the external cooling system.
2.2.8 4/7
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
2 2
3
5 4
Fig. 6 – Auxiliary cooling circuit without pumps
1 Water inlet 4 Oil cooler

2 Intercooler 5 Water outlet
3 Pipe from intercooler to oil cooler
2.2.9 5/7
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
5
1
4
Fig. 7 – Auxiliary cooling circuit with engine-mounted pumps (Right side view)
TEMPER ATUR A TEMP ERA TU RA TEMPER ATUR A

A GU A P RIN CI PAL AI RE AC EITE
°C °F °C
120 140
90 100 1 1 90 16 0 90 100 1 1
70 0 12 32 50 70 0 1 20
50 0 50
40 60 70
0
°C
°F BARS
120 140
5 0 90 3 4 5
32
1 60 1 2 6
0 7
40 60 7
0 0
°C
BAR
TEMPER ATUR A PRESIO N AIRE PR ESI ON A CEI TE

A GU A A UXI LI AR
9 8
2 7
Fig. 8 – Auxiliary cooling circuit with engine-mounted pumps (Left side view)
1 Auxiliary pump 6 Pipe from intercooler to oil cooler

2 Water inlet 7 Oil cooler
3 Water pump inlet pipe 8 Thermostatic valve
4 Pipe from pump to intercooler 9 Water outlet
5 Intercooler
2.2.10 6/7
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
4. SCHEMATIC DRAWING OF THE WATER CIRCUITS
5
3
4
2 1
Fig. 9 – Jacket water circuit
7
8
6
9
10
11
Fig. 10 – Auxiliary water
1 Jacket water pump inlet line 7 Auxiliary circuit water pump

2 Jacket water pump 8 Intercooler
3 Cylinder heads and sleeves 9 Oil cooler
4 Jacket water circuit thermostatic valve 10 Auxiliary circuit thermostatic valve
5 Jacket water outlet 11 Auxiliary circuit water outlet
6 Auxiliary water circuit inlet line
5. EXTERNAL COOLING SYSTEM

Specifically designed to order, the external cooling equipment can be any of the following types:
- Water-to-water heat exchanger (tubular or plates)

- Radiator (air-to-water heat exchanger)
- Cooling tower (only recommended for the auxiliary circuit).
2.2.11 7/7
Dep. 2
GAS FUELED AND ETHANOL FUELED VEE ENGINE COOLING

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
1. AIM
This document describes the cooling system of KOHLER gas-fueled and ethanol-fueled Vee-engines.
2. INTRODUCTION
Any heat output produced by a combustion engine must be eliminated by means of a cooling system.
On KOHLER gas-fueled and ethanol-fueled Vee-engines, cooling is performed by a double cooling water
system:
JACKET WATER CIRCUIT, consisting of:
- one jacket water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- a cooling circuit built on the engine itself (cylinder liners, cylinder heads, outlet water manifolds, etc.);
- one thermostatic valve controlling the engine outlet water temperature;
- and an external heat exchanger or cooling system (water-to-water heat exchanger, radiators or cooling tower).
Its function is to refrigerate the engine by maintaining the coolant temperature between 80ºC and 90ºC.
AN AUXILIARY CIRCUIT, composed of:
- an auxiliary water pump which can be engine mounted (gear-driven) or externally mounted (electric pump);
- a cooling circuit built on the engine itself, which extends over the supercharged air/fuel mixture (gas engine) or
air (ethanol engine) cooler (intercooler) to the oil cooler;
- one thermostatic valve controlling the auxiliary circuit water temperature;
- and an external heat exchanger or cooling system (water-to-water heat exchanger, radiators or cooling tower).
Its function is to cool lube oil and the air/fuel mixture past the turbocharger to about 65ºC, in order to limit the risk
of detonation (fuel knock).
2.2.13 1/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
3. MAIN COOLING CIRCUIT

3.1. JACKET WATER PUMP
This can be a timing gear-driven centrifugal pump located on the front left side of the engine, or
an electric pump for applications in which the external cooling system stands far away from the engine.
Fig. 1 – Jacket water pump.
1 Driven gear
2 Bearing
3 Seals
4 Impeller
3.2. ENGINE-MOUNTED COOLING CIRCUIT
The main pump draws cold water from the external cooling equipment and discharges it through a pipe into the
front of the engine (into the Vee of the block) where water flows through the block's internal ducts, cooling every
cylinder head, cylinder sleeve and cooled exhaust manifold.
From the front end of the cooled exhaust manifolds, water flows through two elbows to the thermostatic valve that
either directs water to the pump inlet for recirculation inside the engine block or diverts water to the external
cooling system, depending on the degree of dilatation of the seven thermostatic valves that open or close the
respective pipeplines according to the water temperature.
2.2.14 2/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
Fig. 2 – Jacket Water cooling system with engine-mounted pumps. FRONT VIEW
Fig. 3 – Jacket Water cooling system with engine-mounted pumps. LEFT SIDE VIEW
1 Jacket water pump 6 Cylinder heads

2 Water pump inlet 7 Thermostatic valve
3 Water supply line to engine 8 Jacket water circuit by-pass pipe
4 Water inlet to engine
9 Water outlet to external cooling system
5 Cooled exhaust manifold
2.2.15 3/9
Dep. 2

SYSTEM. DESCRIPTION
O&M
O&M 19.09.251_05_2015
MM19.09.251_05_2015
Fig. 4 – Jacket Water cooling system without pumps. FRONT VIEW
Fig. 5 – Jacket Water cooling system without pumps. LEFT SIDE VIEW
1 Water inlet to engine 3 Cylinder heads

2 Cooled exhaust manifold 4 Water outlet to external cooling system
2.2.16 4/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
3.3. JACKET WATER CIRCUIT THERMOSTATIC VALVE
Located at the front of the engine, the thermostatic valve contains 7 thermostats and is designed to maintain the
operating temperature of water in the engine between 80 ºC and 90 ºC (176 ºF to 194 ºF).
Most of the coolant flows back to the suction side of the jacket water pump if the temperature is less than the
desired value.
A small amount of cooling water will always circulate through the thermostatic valve to the external cooling
system. This flow is used for purging air, thus avoiding the formation of air pockets in the cooling system.
When the cooling water temperature exceeds that which causes the thermostats to open, water circulates around
thermostats and exits to the external cooling system.
Fig. 6 – Jacket water circuit thermostatic valve.
1 Thermostatic valve body

2 Thermostats
3 Bleed valve
2.2.17 5/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
4. AUXILIARY COOLING CIRCUIT

4.1. AUXILIARY WATER PUMP
The auxiliary water pump is a gear driven centrifugal pump and is located on the front right side of the engine. It
discharges cooling water to the air cooler (intercooler) and the oil cooler.
For applications with a remote external cooling system, the engine-driven pump may be substituted by an electric
pump.
Fig. 7 – Auxiliary circuit water pump.
1 Driven gear
2 Bearing
3 Seal
4 Impeller
4.2. AUXILIARY COOLING CIRCUIT
This system serves to maintain a constant air/fuel mixture temperature, in case of gas engines, or air
temperature, in case of methanol engines, in the intake manifold as well as cooling of the lubricating oil. Cooling
water flows from the auxiliary pump to the intercooler (air-to-water heat exchanger made of plates and tubes),
then to the oil cooler, and from there to the auxiliary thermostatic valve located next to the outlet of the oil cooler.
Depending on the water temperature, all or part of the water will flow to the auxiliary pump inlet. Diverted water
will flow to the external cooling system.
2.2.18 6/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
Fig. 8 –Auxiliary water circuit with engine-mounted pumps. FRONT VIEW
Fig. 9 –Auxiliary water circuit with engine-mounted pumps. RIGHT SIDE VIEW
1 Auxiliary water pump 6 Oil cooler

2 Water pump inlet 7 Thermostatic valve
3 Water pipe to intercooler 8 Auxiliary water circuit by-pass pipe
4 Intercooler
9 Water outlet to external cooling system
5 Water pipe to oil cooler
2.2.19 7/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
Fig. 10 – Auxiliary water circuit without pumps. FRONT VIEW
Fig. 11 – Auxiliary water circuit without pumps. RIGHT SIDE VIEW
1 Water inlet 4 Water pipe to oil cooler

2 Water pipe to intercooler 5 Oil cooler
3 Intercooler 6 Water outlet to external cooling system
2.2.20 8/9
Dep. 2

SYSTEM. DESCRIPTION
O&M MM19.09.251_05_2015
5. SCHEMATIC DRAWING OF THE WATER CIRCUITS
Fig. 12 – Water circuit diagrams
1 Jacket water pump inlet line 7 Auxiliary circuit water pump

2 Jacket water pump 8 Intercooler
3 Cylinder heads and sleeves 9 Oil cooler
4 Jacket water circuit thermostatic valve 10 Auxiliary circuit thermostatic valve
5 Jacket water outlet 11 Auxiliary circuit water outlet
6 Auxiliary water circuit inlet line
6. EXTERNAL COOLING SYSTEM

Specifically designed to order, the external cooling equipment can be any of the following types:
- Water-to-water heat exchanger (tubular or plates)

- Radiator (air-to-water heat exchanger)
- Cooling tower (only recommended for the auxiliary circuit).
2.2.21 9/9
Dep. 1
IT-C-A-20-008e G January 2012
WATER PREHEATING
180/240 SERIES ENGINES
O&M MM19.09.251_05_2015
1. AIM
The aim of this production information sheet is to indicate the correct application (installation) of water preheating
for engines.
2. INSTALLATION CRITERIA
The water, from the to p of the en gine, and externally, flows to the p ump, where is connected to the i nlet (low
level) of the preheating box.
In engines without water pump the intake water connection is made from the top side of the engine.
In the preh eating box, the heating of the water by the re sistance initiates the circulation of this wa ter by
convection from the top of the preheating box towards the bottom of the engine.
The hot water circulates in the engine from bottom to top, heating the entire engine.
IMPORTANT
The box must be placed in the position indicated in the figure, without any inclination and ensuring that the outlet
connector is on top.
The preheating box can be placed on the bead or wherever required, in accordance with the application.
The pipe must be installed inclined upwards.
3. FEATURES
The heating expected with the proposed preheating equipment is 30ºC (86ºF) in 2 hours.
4. CONTROL
The preheating elements are put into operation (connected) by means of an automatic preheating control unit,
which can be supplied in a separate box (to be i nstalled on the engine or bead, see product information sheet
(IT-C-A-60-006) or integrated into the engine control panels and emergency generator unit.
2.2.23 1/3
Dep. 1
WATER PREHEATING
O&M MM19.09.251_05_2015
5. WATER PREHEATINGS
Fig. 1 – Engine with Fresh Water pump
Cylinder block
(right side)
Fresh water
pump in the
lower side
Fig. 2 – Electro-pump Detail
1 THERMOSTAT 2 RESISTANCE
Engine Reference
31.20.B90 1000W / 230V
180
31.20.C10 1000W / 400V
240
31.20.B80 1000W / 480V
2.2.24 2/3
Dep. 1
WATER PREHEATING
O&M MM19.09.251_05_2015
Fig. 3 – Engine without Fresh Water Pump
Cylinder block
(right side)
To the exhaust
manifold water
outlet
Fig. 4 – Electro-pump detail
1 THERMOSTAT 2 RESISTANCE
Engine Reference
38.20.690 1000W / 230V
180
38.20.700 1000W / 400V
240
38.20.720 1000W / 480V
2.2.25 3/3
Dep. 2
IT-C-A-20-009e H January 2015
WATER PREHEATING WITH ELECTRO-PUMP

V SERIE ENGINES
O&M MM19.09.251_05_2015
1. AIM
The aim of this production information sheet is to indicate the correct application (installation) of water preheating
for engines.
2. INSTALLATION CRITERIA
The water, from the top of the engine, is connected to the inlet (low level) of the preheating box.
In the preheating box, the heating of the water by the resistance initiates the circulation of this water by
convection from the top of the preheating box towards the bottom of the engine.
The hot water circulates in the engine from bottom to top, heating the entire engine.
IMPORTANT
The box must be placed in the position indicated in the figure, without any inclination and ensuring that the outlet
connector is on top.
The preheating box can be placed on the bead or wherever required, in accordance with the application.
The pipe must be installed inclined upwards.
A water trap right
A left block
Fig. 1 – Detail electro-pump
1 TERMOSTAT 38ºC* 2 RESISTANCE 3 DRAIN PLUG
* If set (UL) is included in the thermostat resistance.
2.2.27 1/3
Dep. 2

V SERIE ENGINES
O&M MM19.09.251_05_2015
Fig. 2 - 360/480 series engines - HGM420 / 560
Engine Reference
38.20.630 2x2000 W / 230V
38.20.640 2x2000 W / 400V
360
38.20.650 2x2000 W / 480V
38.20.B10 2x1500 W / 480V (UL)
38.20.660 2x2000 W / 230V
38.20.670 2x2000 W / 400V
480
38.20.680 2x2000 W / 480V
38.20.B10 2x1500 W / 480V (UL)
38.20.580 2x2000 W / 400V
HGM 420/560
38.20.590 2x2000 W / 480V
2.2.28 2/3
Dep. 2

V SERIE ENGINES
O&M MM19.09.251_05_2015
Fig. 3 - General Provision engines SFGLD / SFGM / SFGRD560.
Engine Reference
38.20.610 2x2000 W / 400V
SFGLD560 38.20.620 2x2000 W / 480V
38.20.A50 2x1500 W / 480 V (UL)
38.20.790 2x2000 W / 400V
SFGM560 38.20.800 2x2000 W / 480V
38.20.A50 2x1500 W / 480 V (UL)
SFGRD560 38.20.A50 2x1500 W / 480 V (UL)
3. FEATURES
The heating expected with the proposed preheating equipment is 30ºC in 2 hours.
4. CONTROL
The preheating elements are put into operation (connected) by means of an automatic preheating control unit,
which can be supplied in a separate box (to be installed on the engine or bead, see product information sheet
(“IT-C-A-60-006”) or integrated into the engine control panels and emergency generator unit.
2.2.29 3/3
Dep. 2
IT-G-A-20-007e H October 2013
GAS ENGINES – PRESSURE LOSSES AND FLOWRATES
O&M MM19.09.251_05_2015
1. INTRODUCTION
When calculating pressure losses in the cooling circuits of gas engines. Product Information Datasheets
IT-C-A-20-001e and IT-C-A-20-002e apply. The former explains how to calculate pressure losses based on the
components layout. while the latter summarises the pressure losses for each separate component.
To define flowrates in addition to the parameters that guarantee correct performance of the engine against seizing
or knocking. we take it into account that the flowing-through velocity in the heat exchanger pipes should not be
less than 1m/s nor greater than 3m/s.
CAUTION
Maximum flowrate in the main circuit depends on the external cooling system. while the maximum flowrate in
the auxiliary circuit is determined by the passage cross section in the air and oil coolers and should not exceed
30m3/h.
According to the temperature of the primary and/or secondary cooling circuit(s). the minimum flowrates will vary.
WARNING
The circuit's pressure loss (Delta P) and restriction (K) are valid for a basic engine configuration with mechanical
pumps as defined in section 5 of this document. Any change to the components of said configuration will entail
recalculating both aforementioned parameters. For instance. if the engine incorporates electric pumps. the
thermostat box is different from that specified for engines with mechanical pumps; therefore. you need to
recalculate both the restriction and the pressure loss.
The minimum flowrates specified for both cooling circuits apply to "continuous" duty equipment. For "standby"
units. the minimum flowrate shall be determined. increasing it in the same proportion as power does in relation to
the tabulated flowrates.
Minimum flowrates are the same for engines with dry exhaust manifolds and with (wet) cooled exhaust
manifold.
2.2.31 1/7
Dep. 2
O&M MM19.09.251_05_2015
2. MINIMUM FLOWRATES FOR FGLD ENGINES

2.1 MAIN COOLING CIRCUIT
Speed Minimum flowrate Delta P

Engine K
[rpm] [m3/h] [bar]
FGLD180 1500 25 0.28
4.5·10-4
FG180 1800 30 0.41
FGLD240 1500 30 0.30
3.3·10-4
FG240 1800 35 0.40
1500 50 0.25
FGLD360 1.0·10-4
1800 60 0.36
1500 60 0.40
FGLD480 1.1·10-4
1800 70 0.54
2.2 AUXILIARY COOLING CIRCUIT
Speed Temperature Minimum Flowrate Delta P

Engine K
[rpm] [ºC] [m3/h] [bar]
55(Biogas) 0.42 1.86·10-3
1500 55 15 0.45 2.01·10-3
FGLD180 80 0.46 2.04·10-3
55 0.81 2.01·10-3
1800 20
80 0.82 2.04·10-3
55(Biogas) 0.74 1.86·10-3
55 (90 Main C.) 0.80 2.01·10-3
1500 20
55 (120 Main C.) 0.82 2.04·10-3
FGLD240 80 0.7 1.76·10-3
55(Biogas) 1.16 1.86·10-3
1800 55 25 1.26 2.01·10-3
80 1.10 1.76·10-3
55 (90 Main C.) 0.45 1.13·10-3
55 (120 Main C.) 0.45 1.13·10-3
1500 20
80 (90 Main C.) 0.45 1.13·10-3
FGLD360
80 (120 Main C.) 0.46 1.16·10-3
55 0.68 1.09·10-3
1800 25
80 0.71 1.13·10-3
55 (90 Main C.) 0.45 1.13·10-3
1500 55 (120 Main C.) 20 0.46 1.16·10-3
FGLD480 80 0.47 1.18·10-3
55 0.71 1.13·10-3
1800 25
80 0.74 1.18·10-3
2.2.32 2/7
Dep. 2
O&M MM19.09.251_05_2015
3. MINIMUM FLOWRATES FOR SFGLD / SFGRD / SFGM ENGINES

3.1 MAIN COOLING CIRCUIT – TWO CIRCUITS

Engine K
[rpm] [m3/h] [bar]
1200 20 0.18
SFGLD/SFGRD*/SFGM180 1500 25 0.28 4.5·10-4
1800 30 0.41
1200 25 0.21
SFGLD/SFGRD*/SFGM 240 1500 30 0.30 3.3·10-4
1800 40 0.53
1200 40 0.16
SFGLD/SFGRD*/SFGM 360 1500 50 0.25 1.0·10-4
1800 60 0.36
1200 50 0.28
SFGLD/SFGRD*/SFGM 480 1500 60 0.40 1.1·10-4
1800 80 0.70
1200 60 0.40
1500 70 0.54
SFGLD/SFGRD*560 1.1·10-4
1500 (LCR) 90 0.54
1800 (LCR) 95 1,1
1500 70 0.54
SFGM560 1.1·10-4
1800 75 0.62
*SFGRD engines only at 1800 rpm
3.2 MAIN COOLING CIRCUIT – ONE CIRCUIT

Engine K
[rpm] [m3/h] [bar]
SFGLD 180 1800 40 0,43 2,7·10-4
SFGLD 240 1800 50 0,30 1,2·10-4
SFGLD 360 1800 60 0,14 3,9·10-5
SFGLD 480 1800 80 0,25 3,9·10-5
SFGLD 560 1800 88 0,30 3,9·10-5
2.2.33 3/7
Dep. 2
O&M MM19.09.251_05_2015
3.3 AUXILIARY COOLING CIRCUIT. SINGLE-STAGE AIRCOOLER
Speed Temperature Minimum

Delta P K
Engine Flowrate
55 0.42 1.86·10-3
1200/1500 15
80 0.43 1.89·10-3
SFGLD/SFGRD*/SFGM180
55 0.74 1.86·10-3
1800 20
80 0.76 1.89·10-3
1200 55 15 0.43 1.89·10-3
40 – 55 0.76 1.89·10-3
1500 20
SFGLD/SFGRD*/SFGM240 80 0.64 1.61·10-3
55 1.18 1.89·10-3
1800 25
80 1.01 1.61·10-3
1200 55 15 0.25 1.09·10-3
40 – 55 (90 Main C) 0.44 1.09·10-3
55 (120 Main C)
1500 20 0.45 1.13·10-3
80 (90 Main C)
SFGLD360 80 (120 Main C) 0.46 1.16·10-3
55 (90 Main C) 0.68 1.09·10-3
80 (90 Main C) 0.71
1800 25 1.13·10-3
80 (90 Main C) 0.71
80 (120 Main C) 0.73 1.16·10-3
1200 55 15 0.25 1.13·10-3
40 – 55 (90 Main C) 0.45 1.13·10-3
1500 55 (120 Main C) 20 0.46 1.16·10-3
SFGLD480
80 0.47 1.18·10-3
55 0.71 1.13·10-3
1800 25
80 0.74 1.18·10-3
1200 55 15 0.25
SFGLD560 1.13·10-3
1500 32 – 55 25 0.71
2.2.34 4/7
Dep. 2
O&M MM19.09.251_05_2015
3.4 AUXILIARY COOLING CIRCUIT. DOUBLE-STAGE AIRCOOLER
Minimum
Speed Temperature Delta P
Engine Flowrate K
1200 55 15 0.45
SFGLD/SFGRD*/SFGM 360 1500 40 – 55 23 1.07 2.02·10-3
1800 55 25 1.26
1200 55 18 0.67
SFGLD/SFGRD*/SFGM 480 1500 40 – 55 23 1.09
1800 55 25 1.29
1200 55 17 0.6 2.06·10-3
1500 40 – 55 21 0.9
SFGLD/SFGRD*560
1500 (LCR)
55 30 1,29
1800 (LCR)
1500 55 21 0.9
SFGM560 2.06·10-3
1800 55 25 1.28
4. MINIMUM FLOWRATES FOR HGM ENGINES

Engine Speed Minimum Flowrate Delta P
K
[rpm] [m3/h] [bar]
1500 36 0,71
HGM240 5,48·10-4
1800 45 1.11
1200 55 0.53
HGM560 1500 70 0.87 1.78·10-4
1800 80 1.13
4.2 AUXILIARY COOLING CIRCUIT.
4.2.1 DOUBLE STAGE INTERCOOLER

Engine Speed Temperature Minimum Flowrate Delta P
3 K
[rpm] [ºC] [m /h] [bar]
1200 12 0.27
HGM560 1500 40-55 21 0.83 1.90·10-3
1800 25 1.18
4.2.2 SINGLE STAGE INTERCOOLER

Speed Temperature Minimum Flowrate Delta P
Engine K
1500 20 0,46
HGM240 55 1,16·10-3
1800 22 0.56
2.2.35 5/7
Dep. 2
O&M MM19.09.251_05_2015
5. BASIC CONFIGURATIONS
The following are the basic configurations used to determine the pressure losses in the main and auxiliary cooling
circuits of the above-listed engines.
Engine Cyl. Block Thermostat Box

SFGLD/SFGRD/SFGM/FGLD/FG180 YES YES (3 Thermostats)
SFGLD/SFGRD/SFGM/FGLD/FG240 YES YES (3 Thermostats)
SFGLD/SFGRD/SFGM/FGLD360 YES YES (7 Thermostats)
SFGLD/SFGRD/SFGM/FGLD480 YES YES (7 Thermostats)
SFGLD/SFGRD/SFGM560 YES YES (7 Thermostats)
5.2 AUXILIARY COOLING CIRCUIT. SINGLE-STAGE AIRCOOLER
Engine Oil cooler Aircooler Thermostat Box

FGLD180 YES YES (16.45.160) YES (1 Thermostat)
FGLD180 (Landfill/Digester) YES YES (76.73.527/76.73.529) YES (1 Thermostat)
FGLD240 YES YES (16.45.160) YES (1 Thermostat)
FGLD240 (Landfill/Digester) YES YES(76.73.527/76.73.529) YES (1 Thermostat)
FGLD360 YES YES YES (2 Thermostats)
FGLD480 YES YES YES (2 Thermostats)

SFGLD/SFGRD/SFGM180 YES YES (76.73.455) YES (1 Thermostat)
SFGLD/SFGRD/SFGM240 YES YES (76.73.455) YES (1 Thermostat)
SFGLD360 YES YES (76.73.537) YES (2 Thermostats)
5.3 AUXILIARY COOLING CIRCUIT. DOUBLE-STAGE AIRCOOLER

SFGLD/SFGRD/SFGM360 YES YES YES (2 Thermostats)
5.4 COOLING CIRCUIT HGM
5.4.1. Main Cooling Circuit
Distribution box
Motor Cyl. Block Oil cooler Thermostat Box
19.20.C60
HGM240 YES YES NO YES (4 Thermostats)
HGM560 YES NO YES YES (6 Thermostats-Dist. box)
2.2.36 6/7
Dep. 2
O&M MM19.09.251_05_2015
5.4.2. Auxiliary Cooling Circuit.
Motor Oil cooler Air cooler Distribution Box Thermostat Box

HGM240 NO YES NO YES (2 Thermostats)
HGM560 YES YES YES YES (4 Thermostats- Dist. box)
2.2.37 7/7
Dep. 2
IC-C-D-25-004e C February 2012
DESCRIPTION OF LUBRICATION SYSTEM

FOR “IN-LINE” ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
The purpose of the engine lubrication system is to:
- Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation to
each other (crankshaft, connecting rods, etc.).
- Regulate the oil pressure so as to ensure correct lubrication.
- Filter oil adequately in order to maintain its lubricating properties.
- Cool the engine.
- Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.
2. DESCRIPTION
The lubricating system is made up of the following elements:
- Wet oil sump, suction tube and oil level indicator.

- Geared oil pump with overpressure safety valve.
- Lube oil pressure regulating valve.
- Oil cooler.
- Oil filters.
- Jet pressure regulation valve.
- Centrifugal filter (diesel, biogas, low methane number gases and propane engines)
- Blow-by gas exhaust system: crankcase breather.
2.1. Oil sump
The bottom of the crankcase is enclosed by the oil sump or oil tank. The amount of oil it contains depends on the
engine model. A threaded drain plug is fitted to the lowest point in the sump.
Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign
material into the oil circuit.
The dipstick, which allows visual control of the oil level, is also located in the sump.
2.2. Oil pump
This a gear type positive displacement pump driven through the timing gears, which ensures the pump operates
when the engine is running.
It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump
body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.
Overpressure Safety Valve
Fig.1 Oil Pump
2.3.1 1/4
Dep. 2

O&M MM19.09.251_05_2015
2.3. Overpressure safety valve
The overpressure safety valve or relief valve is located at the outlet of the oil pump. Its function is to discharge oil
directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus protecting engine
components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump. (See Fig. 1)
2.4. Lubricating oil pressure regulating valve
Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet of the oil filters and is
rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded, ensuring
that the pressure is constant under all the engine operating or load conditions. (See Fig. 2.)
2.5. Oil cooler
Either of two types can be used:
- Plate type: housed in a casing, fitted integrally on the engine.

- External oil cooler: the standard version is the pipe type, housed in a casing. The design of the oil cooler can
be adapted to the application requirements.
2.6. Oil filters
The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three
parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30µm and 50% at 15µm.
2.7. Jet pressure regulation valve
This is located downstream of the filters and it is rated at 3 bar (43.5 psi). Its function is to allow oil to pass to the
jet gallery and to the piston coolant jets themselves when the rated pressure is reached. Piston coolant oil is
filtered. (See Fig. 2.)
Jet pressure Lubricating oil pressure

regulation regulating vavle
Fig.2 Jets and Regulation Valves Disposition
2.3.2 2/4
Dep. 2

O&M MM19.09.251_05_2015
2.8. Centrifugal filter
Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles
that are absolutely not retained in the oil filter.
In case of the gas engines, the main problem is the presence of pollutants in gas fuel (such as biogases) which
are carried by the oil.
Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids
compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles settle,
while purified oil flows through a central duct to the oil sump.
2.9. Blow-by gas exhaust system
KOHLER engines can have either a passive or an active venting system.
2.9.1 Passive or open system (diesel, gas and ethanol engines):
This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get
out into the atmosphere through an exhaust pipe. These are the components of such an open gas exhaust
system:
- The crankcase, which finally collects the gases that escape from the combustion chamber through the
interstice between the piston rings and the cylinder liner.
- The blow-by gas breather. It is made of one or various wire-mesh separators which separate the gas-borne
thick liquid drops and feed them back to the crankcase by gravity.
- An exhaust pipe.
2.9.1 Active or crankcase gas recirculating system (only gas engines):
The crankcase gas recirculating system aims to introduce the engine-produced blow-by gases into the inlet
airstream in a clean and efficient manner.
Besides the open system elements, adding a filter, to clean the gases previous their recirculation, is required.
3. OPERATION
- Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.
- The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil is
drained in the safety valve directly to the crankcase.
- Oil flows from the pump to the oil cooler then to the filter access gallery.
- This gallery is fitted with the lubricating oil pressure regulating valve. If the pressure does not exceed 4.5 bar
(65 psi), oil is allowed in the filter access gallery; otherwise, part of the oil stream is diverted to the crankcase.
The oil circulates in parallel through the filters.
- On the one side, filtered oil reaches the jet pressure regulation valve which allows it to pass on to the jet
gallery if the rated pressure of 3 bar (43 psi) is exceeded. From here it flows to the piston cooling jets.
- On the other side, filtered oil gains access to the main lubrication gallery, from which oil is distributed to
different parts of the engine, namely:
2.3.3 3/4
Dep. 2

O&M MM19.09.251_05_2015
The crankshaft, bearing caps and small and big ends of the connecting rod: on reaching the crankshaft, oil
flows through internal channels which lead it to the bearing caps and big-end bearings. Oil circulates through
ducts inside the connecting rod to reach the upper part of the conrod, i.e. the small end bushings and the pin,
which are coated with a lubricating film.
The camshaft, cylinder heads, rocker arms on the engine. Oil flows inside the camshaft, from end to end,
along the longitudinal direction of the engine block. Also, oil is distributed through individual passages to the
bearings and the auxiliary rocker arm shaft. Holes in the rocker arm shaft bushing allow oil to lubricate the
camshaft rollers.
Part of the oil that flows through the camshaft flows into an external channel which is machined on the engine
block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes through the
shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve stems. The rest of
the cylinder head is spray-lubricated.
On turbocharged engines, oil reaches the turbocharger by an external pipe.
From the main lubrication gallery, oil is fed to the injection pump driving coupling, to the injection pump and to
the water pump.
Part of the oil flows to the centrifugal filter that retains dispersed soot and contributes to keeping oil cleaner
and to extending the oil change intervals.
- Finally, the oil returns to the sump.
SAFETY NO
OIL VALVE OIL MAIN LUBR. GALLERY
PUMP COOLER
P > 8 bar
Crankshaft Conrods
OIL PRES Aux. Main

YES Camsha Rocker Rocker Rock
REG. VALVE
Arm Arm
P > 4,5 bar
Regulator
NO
Suction Turbocharg
tube grill YES FILTERS
Centrifugal
JET PRES Injection pump

YES
REG. VALVE
P > 3 bar
Water pump drive
Piston
cooling jets
Injection pump drive
OIL SUMP
2.3.4 4/4
Dep. 2

FOR “V” ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
The purpose of the engine lubrication system is to:
- Provide pressurised oil for hydrodynamic lubrication, minimizing friction between parts moving in relation to
each other (crankshaft, connecting rods, etc.).
- Regulate the oil pressure so as to ensure correct lubrication.
- Filter oil adequately in order to maintain its lubricating properties.
- Cool the engine.
- Protect the engine parts, like the filters, seals, etc., against oil overpressure by means of relief valves.
2. DESCRIPTION
The lubricating system comprises the following elements:
- Wet oil sump, suction tube and oil level indicator.

- Geared oil pump with overpressure safety valve.
- Lube oil pressure regulating valve.
- Oil temperature thermostatic regulation.
- Oil cooler.
- Clogged filter valve.
- Safety oil pressure switch.
- Oil filters.
- Jet pressure regulation valve.
- Centrifugal filter (diesel, biogas, low methane number gases and propane engines).
- Blow-by gas exhaust system: crankcase breathers.
2.1. OIL SUMP
An oil sump or oil tank encloses the bottom of the crankcase. The amount of oil it contains depends on the engine
model. A threaded drain plug is fitted to the lowest point in the sump.
Located in the crankcase is the oil suction tube which is fitted with a grille, preventing the suction of foreign
material into the oil circuit.
The dipstick, which allows visual control of the oil level, is also located in the sump.
2.2. OIL PUMP
This is a gear type positive displacement pump driven through the timing gears, which ensures the pump
operates when the engine is running.
It is the oil pump function to supply oil to the other components of the engine. The pump consists of: a pump
body, cover or suction hood, two gears (a driving gear and an idler gear), and an overpressure safety valve.
Overpressure safety valve
2.3.5 1/6
Dep. 2

FOR “V” ENGINES
O&M MM19.09.251_05_2015
2.3. OVERPRESSURE SAFETY VALVE
The overpressure safety valve or relief valve lies at the outlet of the oil pump. Its function is to control pressure
and discharge oil directly to the sump if the impulse pressure exceeds the rated pressure (8 bar / 116 psi), thus
protecting engine components from failure. The valve is fixed to a bracket attached to the ribs of the oil sump.
(See Fig. 1).
2.4. LUBRICATING OIL PRESSURE REGULATING VALVE
Its function is to regulate the lubricating oil pressure of the engine. It is located at the inlet to the oil filters and is
rated at 4.5 bar (65 psi). Its function is to discharge the surplus oil when the rated pressure is exceeded, ensuring
that the oil pressure is constant under all the engine operating or load conditions.
2.5. THERMOSTATTED OIL VALVE
Its function is to control the minimum oil temperature. It is located at the inlet to the oil cooler. It operates in such a
way that when the oil temperature drops below a preset value (75ºC), it prevents oil from going through the
cooler, allowing oil to heat up quickly. Once the minimum oil temperature has been reached, all the oil will flow
through the cooler.
2.6. OIL COOLER
These engines have an external oil cooler, which in its standard version, is the pipes type, housed in a casing.
The design of the oil cooler can be adapted to the application requirements.
2.7. CLOGGED FILTER VALVE
Situated upstream of the filters, this valve would divert oil to the sump in order to avoid damage to filter cartidges,
should pressure exceed the set limit of 6 bar due to the clogging of the filters.
2.8. SAFETY OIL PRESSURE SWITCH
All V-engines have a low oil pressure switch in the main lubrication gallery. If the lubrication pressure is
insufficient, the alarm will go off as a warning about the need for service or activate the engine shutdown.
When oil flows back into the sump due to the clogging of the filters, it is normal that pressure drops after the filters
and this pressure switch activates the alarm.
It is possible to have a high oil pressure switch. This will be placed at the inlet to the oil filters. It will operate,
activating an alarm, when the oil pressure rises due to the clogging of the filters or if the oil flow is blocked.
2.9. OIL FILTERS
The filters are of the interchangeable and full flow cartridge type, oil being entirely cleaned in a set of three
parallel filters. They have no bypass or non-return valve. Filtering efficiency is 99% at 30µm and >50% at 15µm.
2.10. JET PRESSURE REGULATION VALVE
On a V-engine, this valve lies at the end of the main lubrication gallery (side opposite the oil inlet to the engine
block). It is rated at 3 bar (43.5 psi) and its function is to allow oil to pass to the jet gallery and to the piston
coolant jets themselves when the rated pressure is reached.
2.3.6 2/6
Dep. 2

FOR “V” ENGINES
O&M MM19.09.251_05_2015
2.11. CENTRIFUGAL FILTER
Combustion in diesel engines produces a large amount of soot or very fine-grained pulverised carbon particles
that are absolutely not retained in the oil filter.
In the case of gas engines, the problem is the presence of oil-borne contaminants in fuel gas (mainly biogas)
rather than the production of soot.
Centrifugal filters are not so common as the oil filters; their underlying principle is the heavier weight of solids
compared to oil. A centrifugal filter comprises a rotating circular body on the wall of which the solid particles settle,
while purified oil flows through a central duct to the oil sump.
2.12. BLOW-BY GAS EXHAUST SYSTEM
KOHLER engines can come with a passive or an active blow-by gas exhaust system.
2.12.1. Open or passive system (for diesel, gas and ethanol engines)
The commonest standard blow-by gas exhaust system is the open system with an oil separator followed by an
exhaust pipe to the outside. These are the components of such an open gas exhaust system:
- The crankcase, which finally collects the gases that escape from the combustion chamber through the
- The blow-by gas breather. It is made of one wire-mesh separator which separates the gas-borne thick liquid
drops and feeds them back to the crankcase by gravity.
- An exhaust pipe.
2.12.2. Active o blow-by gas recirculating system (only for gas engines)
The blow-by gas recirculating system aims at introducing the crankcase gases, in a clean and effective manner,
into the intake air stream.
In the blow-by gas recirculating system, there is a filter that cleans the gases before they flow into the engine.
2.3.7 3/6
Dep. 2

FOR “V” ENGINES
O&M MM19.09.251_05_2015
8
1 Oil pump
2 Safety valve
3 Regulation valve
R
4 Thermostat valve
7
5 Oil cooler
6 Clogged filter valve
7 Oil filters
8 Jet pressure valve
3
9 Oil sump
4
9 5 2 1
3. OPERATION
- Oil is drawn from the sump through the grille in the suction tube by means of the oil pump.
- The pump supplies a specific flow of oil at a certain pressure. If the pressure exceeds 8 bar (116 psi), oil is
drained in the safety valve directly to the crankcase.
- Oil flows from the pump to the thermostat valve unit, reaching first the lubricating oil pressure regulating valve.
This adjusts the oil flow to maintain a pressure of 4.5 to 5 bar in the gallery under normal working conditions.
- If the oil is cold (less than 75ºC), it flows through the thermostat valve, avoiding the cooler. Under normal
operating conditions (hot oil), it flows through the cooler.
- Afterwards oil arrives at the filter access gallery where the clogged filter valve is to be found. If, for this reason
(filter clogging), the pressure exceeds 6 bar, oil will be diverted to the oil sump.
- Once filtered, a small amount of oil flows to a distributor that lubricates the auxiliary water pump as well as:
• the right injection pump , on diesel engines;

• the turbocharger on HGM gas engines.
- The other portion of oil flows to the main lubrication gallery and is distributed in parallel towards:
The right camshaft, cylinder heads, rocker arms and injection pump drive.
Oil flows inside the camshaft, from end to end, along the longitudinal direction of the engine block. Also,
oil is distributed through individual passages to the bearings and the auxiliary rocker arm shaft. Holes in
the rocker arm shaft bushing allow oil to lubricate the camshaft rollers.
Part of the oil that flows through the camshaft flows into an external channel which is machined on the
engine block and cylinder head and conveys oil to the main rocker arm shaft. From this point, oil passes
2.3.8 4/6
Dep. 2

FOR “V” ENGINES
O&M MM19.09.251_05_2015
through the shaft orifices to the oiling holes of the intake and exhaust valve rockers and to the valve
stems. The rest of the cylinder head is spray-lubricated.
Finally, on diesel engines, oil will lubricate the injection pump drive.
Then, oil lubricates the timing gears.
Next, oil reaches a distributor that guides the oil stream to the turbocharger (except for the HGM engine) and
to the regulator.
Now, ahead of the oil distributing point to the crankshaft, oil reaches another distributor that directs oil partly to
lubricate the left injection pump (on diesel engines) and the water pump drive and partly to proceed to the
centrifugal filter, if any.
Afterwards, oil passes through a hole to the crankshaft, bearing caps, big and small ends of the connecting
rods.
On reaching the crankshaft, oil flows through internal channels which lead it to the bearing caps and big-
end bearings. Oil circulates through ducts inside the connecting rod to reach the upper part of the conrod,
i.e. the small end bushings and the pin, which are coated with a lubricating film.
The cylinder walls and the piston pins are lubricated by the amount of oil that leaks out from the ends of
the bearings and is splashed by the rotating action of the crankshaft. Excess oil is removed from the
cylinder by the scraper ring and fed back into the crankcase.
Thereafter, oil reaches the lubricating point of the camshaft on the left-hand side of the engine. It lubricates the
camshaft, rocker arms and cylinder heads on the left bank as well as the drive of the left injection pump.
At the end of the main lubrication gallery, side opposite inlet, oil arrives at the jet pressure valve that directs oil
to the left and to the right of the engine, through the jet gallery that leads it to the piston coolant jets.
Finally, oil returns to the oil sump
2.3.9 5/6
Dep. 2

FOR “V” ENGINES
O&M MM19.09.251_05_2015
OIL
COOLER MAIN LUB. GALLERY
SAFETY NO PRES. Aux. Main

GEAR VALVE REG. VALVE
PUMP Camshaft rocker rocker Rockers
P > 8 bar P > 4,5 bar YES
shaft shaft
NO
YES
Injection pump drive (1)
Timing gears
THERMOSTAT
Sampling VALVE
Tª > 75º C Crankshaft Conrods
Regulat
NO
High pressure Distributor
Grille in
suction tube YES switch Turbocharge (1) (2)
Centrifugal filter
YES CLOGGED
FILTER VALVE
P > 6 bar Distributor Injection pump drive (1)
Water pump drive

NO
Distributor FILTERS Aux. Main

Camshaft rocker rocker Rockers
shaft shaft
Turbucharger (3)
Injection pump drive (1)
Low pressure
switch
JET PRES. Piston
VALVE Jets
Injection pump (1) head
P > 3 bar
OIL SUMP
(1) F/SF diesel engines

(2) FGLD/SFGLD gas and SFE ethanol engines
(3) HGM engine
2.3.10 6/6
Dep. 2
IT-C-A-25-002e F March 2015
AUTOMATIC ENGINE OIL LEVEL CONTROLLER
O&M MM19.09.251_05_2015
1. INTRODUCTION
If engine-driven equipment is intended for 24-hour operation or similar, it is recommended that the engine should
be fitted with an oil level controller.
Fig. 1 – General layout on 180/240 series engines
Fig. 2 – General layout on 180/240 series generating sets
2.3.11 1/4
Dep. 2
O&M MM19.09.251_05_2015
MT-90
Digital Tachometer
3 4
80 100
5
2
60 110
6
1
7 40 120
0 bar °C
6 5 4 1 3 2
Fig. 3 – General layout on 360/480/560 series engines/generating sets
1 Automatic oil level controller

2 Oil tank
3 Filling hose
4 Oil sump to level controller hose
5 Venting hose
6 Lube oil level indicator (Refer to IT-C-A-25-009e or IT-G-A-25-009e)
Fig. 4 – Automatic Oil Level Controller
2.3.12 2/4
Dep. 2
O&M MM19.09.251_05_2015
2. DESCRIPTION AND ASSEMBLY

The oil level controller is a mechanical actuator placed on the oil sump at the bottom of the engine. It is equipped
with a floater inside a small reservoir which opens or closes the oil flow into the engine crankcase.
When assembling the level controller in the sump, the latter is equipped with a universal bracket with two screws
whose task is not only to secure the unit to the engine but to adjust the height thereof such that with the engine
running and oil hot, the indicator level should be aligned with the oil level in the engine crankcase.
Therefore, the height from the adjusting nut to the oil sump base will vary according to the engine model.
Variations with respect to its height or position on the engine can cause the oil sump to overfill. It is also important
to tighten the fasteners correctly to prevent engine vibrations from altering the position of the oil controller (see
enclosed table).
ENGINE HEIGHT (MM)
F/SF 180/240 122
SFE/FG/FGLD/SFGLD/SFGM/SFGRD 180/240 92
HGM240 122
F/SF 360/480 92
SFE/FGLD/SFGLD/SFGM/SFGRD 360 55
SFE/FGLD/SFGLD/SFGM/SFGRD 480 92
SFGLD/SFGM/SFGRD 560 47
HGM420/560 92
1 Oil supply hose

2 Venting hose
3 Oil controller hose to oil sump
4 Height adjustment screw
As the automatic filling equipment is connected by a hose to the oil sump, the oil level displayed always matches
the actual reading, whether in applications where ventilation airs to the atmosphere or for applications with
crankcase gas recirculation to intake. This crankcase ventilation hose (2) must be 12mm in diameter and the
connection must be located above the oil level. Improper installation of crankcase ventilation can cause overflow.
The discharge hose to the crankcase (3) should be approximately 25mm in diameter and should be free from
buckling.
The charging hose (1) should have a downward pitch with no sags and be 12mm in diameter.
If fed from a booster tank, the height thereof must NOT exceed 4.6 m. If this height is exceeded, the oil sump may
overfill due to excess inlet pressure.
2.3.13 3/4
Dep. 2
O&M MM19.09.251_05_2015
When the engine is running, the oil level in the display must be within the normal operating range.
When the engine is stopped due to oil backflow in the circuit, the oil level will exceed this range and overflow will
occur, but once the engine has been started, it will return to its regular position.
2.3.14 4/4
Dep. 2
IT-C-A-25-009e I March 2015
LUBE OIL LEVEL INDICATOR
O&M MM19.09.251_05_2015
1. INTRODUCTION
The oil level indicator is a combination of an oil level indicator with high and low limit adjustable switches. It
provides protection against the high and low level of lubricant caused by overfilling of fuel or water/diesel inside
the sump. An oil level indicator with 171mm (6-3/4 inch) dial means the condition and the level of the lubricant can
be checked without stopping the equipment.
The contacts on the limit switch can be adjusted according to each engine model. When the float hits the high or
low limit switch, a circuit which is normally open closes, and can activate an alarm and stop the equipment.
2 3 5 9
6
A
MAX.
B
MIN.
1 8 7
Fig. 1 – General Layout
1 Lube oil level indicator

2 High level indicator
3 High level adjuster
4 Low level indicator
5 Low level adjuster
6 Float
7 Two-way valve
8 Lube oil pan
9 Connecting rods inspection cover
Table 1 – Components Specification.
2.3.15 1/3
Dep. 2
O&M MM19.09.251_05_2015
2. DESCRIPTION AND ASSEMBLY
The function of this device is to provide a visual check of the oil level in the oil sump and to trigger a warning
alarm when the level reaches the defined low or high limit. Therefore, the high and low oil limits will vary
according to the oil capacity of the sump for each model of engine, as shown hereafter.
2 3 5
1 Lube oil level indicator

6
A

MAX.
B

MIN.
6 Float
4
ENGINE A(mm) B(mm)

F180 AN 180 205
F180 T 145 174
F/SF 180 TA/TB/TAB/TAC 82 142
SFE/FG/FGLD/SFGLD/SFGM/SFGRD 180 52 112
F/SF 240 TA/TAB 82 142
SFE/FG/FGLD/SFGLD/SFGM/SFGRD 240 52 112
HGM240 82 142
F/SF 360 47 147
F/SF 480 47 107
SFE/FGLD/SFGLD/SFGM/SFGRD 360 10 70
SFE/FGLD/SFGLD/SFGM/SFGRD 480 47 107
SFGLD/SFGM/SFGRD 560 16 62
HGM 560 47 107
HGM 420 47 107
Table 2 – Limits according to engine.
2.3.16 2/3
Dep. 2
O&M MM19.09.251_05_2015
The inside diameter of the outlet pipe to the sump must be at least 12 mm. The venting pipe to the sump must be
6 mm in outside diameter, connected to a point above the lubricant level and free of restriction due to bends or
obstacles of any kind.
With the engine running, the oil level in the indicator must normally lie between the two defined limits. This way, in
the event of oil overfilling due to a failure of the automatic supply system, fuel or water ingress or oil leaks, the
device outputs the high-level or low-level alarm signal, as appropriate.
With the engine at rest, the oil level in the indicator may rise up to the high limit, occasionally indicating a situation
of excess oil. This results from backflow, i.e. oil flows back from the lubricating circuit to the sump, when the
engine has stopped.
3. CONNECTION
B High (Black)
C Low (Red)
D Common (White)
Fig. 2 – Electric Diagram.
2.3.17 3/3
Dep. 2
OPEN CRANKCASE GAS EXHAUST SYSTEM

DESCRIPTION
O&M MM19.09.251_05_2015
1. INTRODUCTION
Crankcase venting is intended to allow oil vapours to get out of the inside of the engine block, where there is a
small positive or negative pressure
Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing
rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to
the outside of the machine room in order to avoid:
- plugging of the inlet filters;

- explosion and fire hazards;
- a polluted atmosphere harmful to the machine operators.
As a consequence, on continuous-duty engines, the crankcase gases must be released to the outside through an
adequate system.
Exceptionally, the blow-by gases of emergency engines might be released into the machine room. In this event,
contact KOHLER Services.
1 Breather or oil separator

2 Inspection door
3 Crankcase
3 4 Gas exhaust
KOHLER engines can have either a passive or an active venting system.
Passive or open system:
This is the standard venting system. It consists of a breather which allows oil vapours and blow-by gases to get
out into the atmosphere through an exhaust pipe.
Active or crankcase gas recirculating system (only gas engines):
The crankcase gas recirculating system aims to i ntroduce the e ngine-produced blow-by ga ses into th e inlet air
stream in a clean and efficient manner. See IC-C-D-25-006e
2.3.19 1/4
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
2. CONFIGURATION
The most usual standard gas exhaust system is the open system with an oil separator followed by a gas exhaust
pipe to the outside.
These are the components of such an open gas exhaust system:
- The crankcase, which finally collects the gases th at escape from the com bustion chamber through the
- The blow-by gas breather. It is made of one or various wire-mesh separators which separate the gas-borne
thick liquid drops and feed them back to the crankcase by gravity.
- An exhaust pipe.
Crankcase Breather
The blow-by gases get out of the engine throug h the so-called "crankcase breather". This always lies above the
oil level of the engine, in a position on the e ngine which avoids or minimises the carrying of oil by the blow-by
gases.
Thus, the se parator will b e mounted o n the hexago nal cover of the flywheel hou sing of V-engi nes. On in-line
engines, it will be placed on one inspection door of the cylinder block, such as the auxiliary cover of the rocker
arms, and always on the left side of the engin e, which is less exposed to oil spla shing due to the anticlockwi se
rotation of the crankshaft.
Fig. 1- Location of crankcase breather on a V-engine Fig. 2- Location on an in-line engine
The breather or oil separator is mounted vertically, with enough free space above it for its maintenance. See IO-
C-M-25-012e.
2.3.20 2/4
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
It consists of a cylindrical separator containing a wire
mesh that separates gas-borne oil, se nding it ba ck to GAS
EXHAUST
the crankcase. The separator strainer must be cleaned
periodically, according to the maintenance guidelines.
BLOW-BY
The location of the sy stem depends on the type of GASES
breather fitted into the engine. Possible locations are:
WIRE
- In-line engines with breather 16.10.880. See Fig. 2. MESH
- In-line engines with breather 16.11.600. See Fig. 2.

CRANKCASE
RESPIRADERO BREATHER
GASES DEL CARTER
- V-engines with breather 16.11.600. See Fig. 1.
Where an open venting system exists, the crankcase pressure must be measured periodically with the engine on
FULL LOAD, to che ck that it is within t he specified limits and its evolution over time conforms to the foll owing
curve.
In any case, the crankcase pressure of a new engine will be fluctuating during the first hou rs of operation, while
all the engi ne components settle; but, as a rule, a value of 10mm WG will be co nsidered as th e maximum
permissible value for a new engine. Higher values would denote problems with the design of the exhaust pipe
to the outside.
3030mm
mm.
c.d.a.
WG
PRESION DE CARTER
CRANKCASE PRESSURE
1010mm
mm.
c.d.a.
WG
HORAS DE OF
HOURS FUNCIONAMIENTO
OPERATION
Should water leakage occur, e.g. after a repair, the blow-by value would rise and then normalise when water has
evaporated completely.
On a working engine with an open venting system, the crankcase pressure will mainly depend on the condition of
the combustion chamber sealing parts (liners, rings, cylinder heads) when measured.
If the measu red crankcase pressure exceeds the i nitial value b y more than 20mm WG, there p robably is a n
increase in blow-by gases due to worn liners and rings. In this event, it will be necessary to check the condition of
those components and to measure th e cylinder compression. Thus, the maximum permissible value of
crankcase pressure is 30mm WG.
2.3.21 3/4
Dep. 2

DESCRIPTION
O&M MM19.09.251_05_2015
Exhaust pipe.
Blow-by gases must be released to the outside through an exhaust pipe. The design criteria for this pipe shall be
that the maximum pe rmissible crankcase pressure on FULL LOAD – i.e. 10m m WG for a new engine – shall by
no means be exceeded. Refer to IT-C-A-25-001e
2.3.22 4/4
Dep. 2
IT-C-A-25-001e I January 2015
BLOW-BY GASES VENT ON KOHLER ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
The purpose of crankcase ventilation is to vent oil vapours inside the block, where a slight positive or negative
pressure is maintained.
Blow-by gases refer to the portion of combustion gases which pass through the combustion chamber sealing
rings into the crankcase, generating a pressure in excess of the atmospheric one, and which must be released
outside engine room in order to avoid:

- risk of explosion and fire hazards;
For this reason, blow by gases from continuous duty engines must be removed to the outside using an
appropriate system.
As an exception, venting of blow-by gases into the engine room may be allowed for emergency engines. In
this case, please contact KOHLER Service Dept.
1 Filter element
2 2 Inspection door
3 Oil sump
4 Gas outlet pipe
5 Oil blowdown pipe
5
1
Fig. 1 – Crankcase Gas Breather
KOHLER engines may have a passive or active ventilation system.
 Open or passive system (diesel and gas engines):
This is the standard ventilation system. The passive system has a vent which allows the vapours and gases to
vent into the atmosphere via a venting pipe.
 Active system or crankcase gas recirculation system (gas engines only):
The crankcase gas recirculation system of the engine feeds the flow of engine blow-by gases back into the intake
air current in a clean and efficient manner.
2.3.23 1/6
Dep. 2
O&M MM19.09.251_05_2015
2. CONFIGURATION AND INSTALLATION

The standard gas venting system is the open system with oil separation and venting into the open air.
The open system comprises the following components:
- A crankcase where the gases that are vented from the combustion chamber through the interstice between
the piston rings and the cylinder liner end up.
- Crankcase breather. It is a wire-mesh separator which separates the gas-borne thick liquid drops and feeds
them back to the crankcase by gravity.
- Vent piping.
Crankcase breather
The venting of crankcase gases from the engine is made by the "crankcase breather" always fitted above the
engine oil level and in the engine position that prevents or minimizes oil from being entrained by the blow-by
gases.
For V-engines, the separator is fitted in the hexagonal cover of the flywheel housing or on the connecting rod
inspection cover and for in-line engines, it is fitted in the inspection cover of the block like the connecting rod
inspection cover, and always on the left side of the engine, because the counter-clockwise rotation of the
crankshaft is the least exposed to being splashed by oil.
Fig. 2- Blow-by gas breather in V-engines Fig .3- Blow-by gas breather in-line engines
The breather or separator is mounted vertically, with enough space above it to enable maintenance to be carried
out. Refer to IO-C-M-25-007e
It is formed by a cylindrical wire-mesh separator, which is designed to separate gas-borne oil from the crankcase.
The grid on the separator should be cleaned frequently.
Depending on the engine model and application, the size of the vent will vary.
blow-by gases OUT, wire mesh, blow-by gases IN
BLOW-BY GASES BREATHER
2.3.24 2/6
Dep. 2
O&M MM19.09.251_05_2015
In open ventilation systems, the pressure in the crankcase of the engine should be checked periodically and
always with the engine running at FULL LOAD, so that the engine is operating within the limits specified by
performing over time as shown in the chart below.
In all cases, the initial pressure in the crankcase of new engines will fluctuate during the first hours of operation,
until all engine components settle, but generally 10 mm WC is deemed the maximum value permitted for the
new engine. Higher values indicate problems in respect of the design of the venting pipe to the outside.
Should water leakage occur, for example after maintenance, the value of the blow-by may be higher but will
normalize once all the water evaporates.
The pressure in the crankcase of an engine operating on free ventilation will depend mainly on the state which the
components for closing the combustion chamber are in (liners, piston rings, cylinder heads) when ascertaining the
pressure.
A crankcase pressure value over 20 mm WC of the initial value usually indicates an increase of blow-by due to
wear of the cylinder liners and piston rings, which require an inspection of the engine to check the status of these
components and to measure cylinder compression. So the maximum permissible crankcase pressure is 30
mm WC.
2.3.25 3/6
Dep. 2
O&M MM19.09.251_05_2015
Vent piping
The crankcase gas outlet should be vented to the open air via a pipe. The design criteria for the pipe is such that
at no time does it exceed the maximum pressure in the crankcase, at FULL LOAD, which is 10 mm WC for a new
engine.
The diameter of the vent pipe shall be as specified in Table 1.
Engine ext pipe (mm) Engine ext pipe (mm)

(up to 10 m. in length for straight pipe) (up to 10 m. in length for straight pipe)
HGM240 and
180 SFGLD240
240 (except 60,3 (2”) 360/ 480 76.1 (2” ½)
HGM240 and 560
SFGLD
emergency) 420
Table 1 – Minimum diameter of blow-by gases vent pipe
The oil vapour outlet of the vent pipe shall be visible so as to enable control of both the venting in the crankcase
and the oil vapour venting. It must be constructed so as to prevent rain water and the like from entering. (Refer to
Fig. 4, 5, 6 and 7)
If there are several engines, the gas outlet pipe installation must be separate.
THE PIPING SHALL ALWAYS BE LAID UPWARDS TO IMPEDE OIL "DEPOSITS" DUE TO GAS
CONDENSATION.
Ø 60,3 [2"]
ELEMENTO FLEXIBLE
Fig. 4 – F/SF180/240 & FG/FGLD/SFGLD/SFGM/SFRGD/SFE180/240 engines blow-by gases vent layout
2.3.26 4/6
Dep. 2
O&M MM19.09.251_05_2015
ØØ 60,3 [21/2"]”]
76,1 [2
ELEMENTO FLEXIBLE
Fig. 5– HGM240 engine blow-by gases vent layout
Ø 76,1 [2" 1/2 ]
ELEMENTO FLEXIBLE
2.3.27 5/6
Dep. 2
O&M MM19.09.251_05_2015
Fig. 6 – FGLD/SFGLD/SFGM/SFGRD/SFE360/480 and SFGLD/SFGM/SFGRD560 engines blow-by gases vent

layout
Fig. 7 – HGM560/HGM420 engines blow-by gases vent layout
2.3.28 6/6
Dep. 2
KOHLER POWER ENGINES

SUBMERGED OIL PREHEATING SYSTEM
O&M MM19.09.251_05_2015
1. INTRODUCTION
The aim of preheating oil is to raise the oil temperature before starting the engine up to the appropriate minimum
value (about 40ºC) that ensures adequate oil viscosity for loading the engine.
2. DESCRIPTION
For this purpose, we use a direct preheating system in which the heating resistance is in straight contact with the
fluid, i.e. oil, to warm up.
Direct heating offers the advantage that heaters’ efficiency is near 100% because oil directly absorbs all the
generated heat. This contributes to faster warming up and suppression of thermal delay. There is no intermediate
medium giving rise to heat losses during heat transfer.
The oil preheating system is a monobloc unit that consists of a resistance, a thermostat and a protective cap.
According to the engine model and the crankcase capacity, there will be one, two or four resistances. See table 1.
For heating oil, we specify a 1500W resistance with a specific charge of up to 3.9W/cm². Fitting into the tank is
with a 1-1/4” gas stamped brass cap nut and a copper gasket to prevent oil leaking through the thread. The tube
is made of AISI 316L stainless steel, 8mm in diameter.
Fig. 1 - Heating resistance
3. ASSEMBLY
These monobloc units lie inside the crankcase (oil sump), in the lower front area. See Fig. 2, 3 and 4.
The resistance is connected to the mains through a plug-in thermostat with the power wires secured to the
special-purpose clamping screws.
The resistance must always lie horizontally and submerged in oil. Otherwise, it could break and fail to operate
correctly.
These so-called monobloc preheating systems have built-in thermostatic controls with temperature adjustments
from 30 to 90ºC. The thermostat must be set at 40ºC. When the preheating system switches on, the resistances
start warming up the crankcase and the oil temperature rises progressively. As the oil temperature reaches 40ºC,
the thermostat switches off.
2.3.29 1/3
Dep. 2

O&M MM19.09.251_05_2015
ENGINE TYPE REFERENCE VOLTAGE POWER No. of Units

180/240 1
360/480 2
31.25.A50 230 V/50 Hz 1500 W.
HGM 420/560 4
180/240 1
360/480 2
31.25.A60 400 V/50Hz 1500 W.
HGM 420/560 4
180/240 31.25.C40 1
360/480 31.25.C20 2
480 V/60Hz 1500 W.
SFGLD/SFGM/SFGRD 560 31.25.C20 2
HGM 420/560 31.25.C50 4
Table 1 – Oil Preheating System per Type of Engine
Fig. 2 – General Layout - F/SF/FG/FGLD/SFGLD/SFGM/SFGRD/SFE 180/240 Engines
Fig. 3 – General Layout - HGM 240 Engines
Fig. 4 - General Layout - F/SF/FGLD/SFGLD/SFGM/SFGRD/SFE360/480 – SFGLD/SFGM/SFGRD560

Engines
2.3.30 2/3
Dep. 2

O&M MM19.09.251_05_2015
Fig. 5 - General Layout – HGM420/560 Engines
4. PERFORMANCE
Warming expected from the proposed preheating system is 40ºC over 2 hours.
5. OPERATION
Switching on/off of the preheating resistances is through a control integrated into the engine control panels, which
assures thermal/magnetic protection of each resistance. The resistance incorporates an on/off thermostat.
2.3.31 3/3
Dep. 2
IC-C-D-25-006e B January 2015
DESCRIPTION OF A CRANKCASE GAS

RECIRCULATION SYSTEM
O&M MM19.09.251_05_2015
1. INTRODUCTION
The crankcase gas recirculation system of the engine, also called the active system, is intended to feed the flow
of engine blow-by gases back into the intake air current in a clean and efficient manner and so:
- to eliminate one source of emissions, by burning these gases inside the engine, and thus to get one single
exhaust in accordance with the prevailing legislation in different countries;
- to clean the blow-by gas flow so that it is harmless when reintroduced into the engine;
- to regulate the blow-by gas flow so as to set optimum working conditions, fulfilling both internal criteria of
optimum cleanness and engine operation requirements.
Blow-by gases refer to the portion of combustion gases which passes through the combustion chamber sealing
rings into the crankcase, generating a higher pressure than the atmospheric one, and which must be released to
the outside of the machine room in order to avoid:

- explosion and fire hazards;
2. CONFIGURATION
A crankcase gas recirculation system (CGR) comprises the following parts:
- A crankcase (1) which collects the gases that escape from the combustion chamber through the interstice
between the piston rings and the cylinder liner.
- The blow-by gas breather (2) with drain It is made of one or various wire-mesh separators which separate the
gas-borne thick liquid drops and feed them back to the crankcase by gravity.
- Piping between separators and recirculation filter (6).
- Blow-by gas separator filter (3). All the liberated configurations have only one filter, except for terrestrial diesel
V-engines with air filters which have two gas separator filters and the HGM420/560, with the HGM filters
having the greatest filtering efficiency.
- An oil return pipe from the recirculation filter (5).
- Crankcase pressure control valve (4).
- Blow-by gas feed pipe to air intake (between air filter and carburettor) (6).
It is mandatory to follow the installation and assembly instructions defined in product information documents
IT-C-A-25-024e and IM-C-C-25-002e in order to ensure correct operation of each component as specified or
otherwise to be able to take the necessary corrective steps.
2.3.33 1/5
Dep. 2

O&M MM19.09.251_05_2015
6 6 4 3
°C °F °C
9 0 10 0 11 90 12 0 1 40 9 0 1 00 1
70 0 50 160 70 10
120 1 20
50 32 50
40 60
0 70
°C
4 32
50 90
0
°F
1 20 1 40
40
°C
1 60
6 0 70
0
1
B ARS
2 3 4 5 6
7
2 5 6
5 1 1
Fig.1: CGR on gas in-line engine FGLD/SFGLD. Fig 2: CGR on gas V-engine FGLD/SFGLD.
Fig 3: CGR on HGM240 engine Fig 4: CGR on HGM 420/560 engine
2.1. Crankcase
The crankcase or oil sump is an important component of the engine, which little attention is often paid to. In
addition to collecting, storing and recirculating oil that has lubricated and cooled the engine, the crankcase also
accumulates the gases leaking from the engine's combustion chambers through small interstices between the
rings and liners of each cylinder.
The amount of gas entering the crankcase will depend on the wear condition of the a.m. parts.
Due to crankshaft rotation and oil removal from different places in the engine, an undetermined quantity of oil
drops are carried by the blow-by gas flow.
The crankcase gas pressure indicates the status of balance between the amount of blow-by gases removed from
the crankcase through the exhaust system and the quantity generated during the engine operation.
By analysing the crankcase pressure over time, it is possible to anticipate any failure that would offset the said
balance in one direction or another, notably wear of piston rings, filter clogging, blocked pipes, etc.
2.3.34 2/5
Dep. 2

O&M MM19.09.251_05_2015
2.2 Oil level controller.
This is an oil level valve with a float that allows oil to pass into the crankcase and fill it when the level is too low,
allowing the level to rise until it reaches the correct level before it cuts off the oil supply.
When there is gas recirculation from the crankcase to the intake, given that the pressure in the crankcase does
not have to coincide exactly with atmospheric pressure, it is essential to have an effective oil level control
device, and this is achieved with the automatic level control. This level control is connected to engine crankcase
pressure and not to atmospheric pressure, meaning that we obtain a real measurement of the true level of oil in
the crankcase.
When the crankcase pressure does not coincide with the atmospheric pressure, the dipstick will give a false
reading, as when crankcase pressure is negative it will indicate low oil levels and high levels when it is negative.
The dipstick is a valid means of measuring the oil level when crankcase gases exit to the atmosphere, but not
with recirculation.
2.3. Crankcase Gas Breather
The blow-by gases exit the engine through the "crankcase

breather" made of one cylindrical separator filled with wire-
mesh.
The function of the breather is to separate gas-borne oil.

This oil is collected it in the lower portion and oil is fed back
to the crankcase by gravity.
The breather always lies above the oil level of the engine. It
is part of the engine, whether integrated into a blow-by
recirculation system or an open venting system.
The location of the system in the engine depends on the

type of breather and will be such as to prevent or minimise
the entrainment of oil by the blow-by gases.
2.3.35 3/5
Dep. 2

O&M MM19.09.251_05_2015
2.4. Blow-by gas recirculation filter
This is the real conditioner of the blow-by gases before entry into the air FILTRO RECIRCULACION GASES CARTER
intake system. Externally, it looks like an upright black cylinder fitted with a Piloto saturación
blow-by gas inlet pipe, one gas exhaust pipe and a drain for filtered
products at the bottom.
Its function is to completely eliminate gas-borne oil and condensates. For

this purpose, it includes a high-performance synthetic fibre filtering
cartridge. There are two filter models depending on the engine model, with
the HGM filter having the greatest filtering efficiency given the demands for
cleaning the turbochargers.
Cierres para cambio
de cartucho
At the top, it has a red light indicator warning that the filter is plugged and
must be changed. In any case, the cartridge shall be changed at the
intervals specified in the maintenance guidelines. Refer to IO-C-M-25-
011e.
At the bottom of the system, there is a non-return valve which prevents

blow-by gas from flowing in a direction opposite draining.
Drenaje filtro
The device has marks on the top showing the gas flow direction, by
pointing to the in and out ports of the filter.
2.5. Crankcase pressure control valve
This valve checks the balance between the amount of blow-by

gas sucked out of the crankcase into the air intake system and
the total quantity of blow-by gas produced in the engine.
For correct operation of the valve, it is necessary to measure

the pressure in the crankcase with the engine running at
nominal power and to set the valve to the specified rating.
When done, the valve need not be readjusted until the
cartridge is changed, since the crankcase pressure variations
provide important information on the system performance and
the internal wear of the engine. Tampering with the valve
would result in a loss of data and "deceiving" the system.
When changing the filter cartridge, check the valve. If found dirty or full of condensates, flush it with a water jet.
2.3.36 4/5
Dep. 2

O&M MM19.09.251_05_2015
2.6. Oil feedback to crankcase
Oil separated by the recirculation filter shall be fed back through a hose to the crankcase and always above the
crankcase oil level.
2.7. Blow-by gas feed pipe to the air intake
Connected downstream of the crankcase pressure control valve, this pipe transports the filtered gas to the engine
air intake.
On gas engines, the blow-by gas feed pipe is connected between the air filters and the compressor
(Fig. 1, 2, 3 and 4)
2.8 Crankcase pressure
Monitoring the crankcase pressure will enable you to detect and follow-up the evolution of possible failures due to
a malfunction of the recirculation system or the engine.
The crankcase pressure can be measured at the connecting rod cover or oil sump filling plug or crankcase
breather cover, using a water gauge.
2.3.37 5/5
Dep. 3
IC-G-D-30-011e A November 2005
VALVE TRAIN, DESCRIPTION AND OPERATION
O&M MM19.09.251_05_2015
1. INTRODUCTION
The phrase "Valve train" refers to a set or assembly of different items such as shutoff cocks, filters, valves, etc.,
which are arranged so as to fulfil certain functions, mainly to interrupt the supply of gas to a receiving facility for
safety reasons.
Conceptually, valve trains always have the same configuration, differing only in that the sizes of their components
vary to meet the gas flowrate requirements and characteristics.
In general, the desi gn of valve trains conform to the sp ecifications of UNE 606 20-88 - "Nat ural Gas Receiving
Installations".
2. CONSTRUCTION AND FUNCTION OF VALVE TRAINS

Valve trains consist, in all cases, of the following elements (see Fig. 1 and 2):
- Manual gas shutoff cock
- Gas filter
- Pressure gauge
- Pressure switch
- Solenoid shutoff valve (normally closed)
- Breather
- Solenoid shutoff valve (normally closed).
It is a valve train's function to:
- Allow the gas supply to the gas receiving equipment to be opened and closed manually;
- Filter the gas, filtering (type of filter) being adapted to each kind of gas;
- Control the gas pressure at the external service line which is subject to previous contractual specifications, in
order to gua rantee its suitability for the dimen sions of the valve train a nd the subsequent regulation stage,
before gas flows in the engine;
- Activate a control signal through the pressure switch should the supply pressure be outside the specified limits
for any reason whatsoever;
- Ensure, by means of a double serie s-connected solenoid shutoff valve (normally closed), that gas supply to
the receiving installation takes place further to an electrical enable signal and the opening of the valve train;
- Establish a simple safety logic so that any engine malfunction or the activation of any ala rm would entail the
de-energisation of the normally-closed solenoid valves, thus cutting off the gas supply;
- Allow a safe inspection of correct gas shutoff when the instal lation is not running (solenoid valves de-
energised), since the breather-operating solenoid valve being open under these conditions allows leak gas (if
2.4.1 1/3
Dep. 3
O&M MM19.09.251_05_2015
any) to reach the gas leak sight-glass. This is possible thanks to a breather system, or gas exhaust line, that
is mounted between the two shutoff solenoid valves and which consists of a normally-open solenoid valve and
a leak sight-glass (bubble type).
3. PRESSURE REGULATOR
Downstream of the valve train is the engine inlet gas pressure regulator.
The UNE 60620-88 standard considers the REGULATOR as an integral part of the valve train and calls the whole
the regulation unit.
Given the importance of a carefully selected regulator for the operation of the engine, the regulator of KOHLER
engines remains out of the valve train that is prepared as a standard equipment for each application.
The selection of a regulator requires KOHLER Product Engineering's specification or confirmation.
4. DESIGN
In designing the valve train, con sideration is given to the UNE 6 0620-88 standard specifications. So, the bore
diameter of the valve train (nominal value for its selection) is calculated in accordance with:
- The flow required by the engine for its correct operation and development of the specified rated power;
- The necessary pressure at the outlet of the valve train or entry of the regulator;
- The need for limiting head loss; and
- The requisite to limit gas flowing speed through the valve train to 20m/s as demanded by the standard.
The mechanical strength of the valve train constituents is class PN6 for gas pressures ranging from 0.4 to 4 bars
and PN4 for gas pressures less than 0.4 bars (as per standard).
Assembly with steel pipes is done by electric arc welding and normal DIN flanges (threaded connections being
used only when the fitting diameters are smaller than 50mm).
2.4.2 2/3
Dep. 3
O&M MM19.09.251_05_2015
5. INSTALLATION OF THE VALVE TRAIN

Valve trains must be installed close to the engine, taking care however that they are not affected by the engin e's
radiant heat or any fluid used in its operation, protected from impacts and in adequate ventilation conditions.
8
3 4
7
1 2
6
Valve train with regulator
8
4 3 4 9
1 3
2
7
6 5
Valve train without regulator
1 Ball valve 7 Breather valve

2 Gas filter 8 Leak sight-glass
3 0-600 mbar pressure gauge 9 High pressure switch
4 Push-operated valve 10 Filter drain valve
5 Low pressure switch 11 Regulator
6 Double solenoid valve 12 Valve train support
2.4.3 3/3
Dep 2
IC-G-D-50-003e January 2010
EGS 02. DESCRIPTION
O&M MM19.09.251_05_2015
1. DESCRIPTION
EGS 02 is th e new control system for gas engines and it is suitable for the entire range of KOHLER POWER
gas engines.
These are the major features of the controller:

- Speed control (variable duty and island applications)
- Load control (parallel/mains applications)
- Control of carburetion at different loads
- Control of carburetion for variations of gas quality
- Engine protections
- Communications-based system management.
A complete EGS control system comprises the following items:

- EGS 02.
- TECJET
- AIR/FUEL MIX BUTTERFLY VALVE
- PICK-UP
- MAT
- MAP
2.4.5 1/4
Dep 2
EGS 02. DESCRIPTION
O&M MM19.09.251_05_2015
2. FUNCTIONALITIES
2.1 SPEED CONTROL
EGS02 can ensure the engine runs at constant speed regardless of its loa d. Speed can be pre-programmed in
the controller memory or changed externally by means of an analogue signal or through communications.
2.2 LOAD CONTROL
Where EGS02 does not control speed, e.g. when the engine is synchronised with the grid, it can control power
according to the required output, by means of an analogue signal or through communications.
2.3 CONTROL OF CARBURATION AT DIFFERENT LOADS
EGS02 can control the required air/gas ratio from tables that depend on power and speed. For this purpose, EGS
measures the gas flo w as provid ed by the Tecjet and the mixture volum e. This en ables controlling emissions
according to load.
2.4 CONTROL OF CARBURATION FOR VARIATIONS OF GAS QUALITY
EGS02 will control carburetion, and su bsequently emissions, when gas quality variations do not exceed ±10%.
Where gas quality is exp ected to change by m ore than 10%, it is p ossible to feed EGS0 2 with the gas CH4
percentage to enable EGS to make the appropriate corrections.
2.5 COMMUNICATONS-BASED SYSTEM MANAGEMENT
For easier monitoring and control, EGS02 feature s CanOpen communications that allo w operators to read the
controller's data and to enter all kinds of settings. For further information about CanOpen communications, please
refer to: IT-G-A-50-010e “Description of EGS02 CanOpen Communications”.
2.6 ENGINE PROTECTIONS
EGS02 provides a number of alarms to protect the engine against mechanical failures:
- Overspeed detection. It is possible to program the maximum speed limit that the engine may not exceed.
- Sensor faults: the controller can detect failing sensors in order to prevent damage to the engine.
- Misfire detection Detecting engine running instability can help detect misfire events. The following are possible
causes of engine speed inconsistency that can cause misfire events:
• Failure of ignition parts (module, coil, high voltage wire, spark plug)
• Carburetion faults
• Mechanical breakdowns
2.4.6 2/4
Dep 2
EGS 02. DESCRIPTION
O&M MM19.09.251_05_2015
3. EGS02 COMPLEMENTARY EQUIPMENT

The EGS02 control system would keep to the following diagram:
Air filter
Carburetor
Butterfly valve
3.1 PICK-UP
This sensor detects the teeth of the engine flywh eel. From the teeth detection data, EGS02 can calculate the
engine rotational speed.
3.2 MAT
This NTC type temperature sensor reads the temperature of the air/fuel gas mixture fed into the engine. The data
is necessary for carburetion control.
3.3 MAP
This pressure sensor reads the pressure of the air/fuel gas mixture in the inlet manifold. The data is necessary for
carburetion control.
2.4.7 3/4
Dep 2
EGS 02. DESCRIPTION
O&M MM19.09.251_05_2015
3.4 BUTTERFLY VALVE
By controlling the butterfly valve, the EGS controller adjusts the amount of mixture fed into the engine. Controlling
the butterfly valve is the way the EGS can control the engine power or speed.
3.5 TECJET
This is a va lve controlling the am ount of gas supp lied to th e engine. It inco rporates both p ressure and
temperature sensors before and after the valve chest. Hence the controller receives accurate information on the
gas volume entering the engine.
2.4.8 4/4
Dep. 2
IT-G-E-30-001e A March 2008
VENTURI TYPE CARBURATION - DESCRIPTION
O&M MM19.09.251_05_2015
1. INTRODUCTION
A venturi-type carburation system comprises the following items:
− Zero Pressure Regulator (ZPR)
− Main Adjustment Screw (MAS)
− Carburettor (Mixer)
CARBURATION SYSTEM
MAIN ADJUSTMENT
SCREW
ZERO
VALVE PRESSURE
GAS
TRAIN REGULATOR
AIR FILTER
TO ENGINE
BARREL
CARBURETTOR HOUSING
2. ZERO PRESSURE REGULATOR (ZPR)

It is the pressure regulator's function to reduce the gas supply pressure to the carburettor inlet pressure. This type
of regulator is called "zero pressure regulator", because the regulator outlet pressure is zero or almost zero.
For the Zero Pressure Regulator setting, see document IT-G-A-30-001e
Outlet pressure adjustment
Gas outlet Gas inlet
The ZPR shall be mounted as near the adjustment screw as possible, respecting the minimum distance specified
by the regulator manufacturer, and in such a way as to avoid the engine vibrations
KOHLER uses two models of pressure regulators:
2.4.9 1/3
Dep. 2
O&M MM19.09.251_05_2015
- FRN: This regulator must always be placed with the outlet pressure adjusting spring facing downwards. It
needs an inlet air pressure compensation line downstream of the filters.
- FRNG: This type of regul ators can be installed with the outlet pressure adjusting spring facing up or
facing downwards. They require no inlet air pressure compensation line downstream of the filters; fitting a
compensation line could lead to problems with the engine operation. Since there is no compensation line,
they require more frequent monitoring of the exhaust emissions to avoid air-fuel ratio misadjustments due
to clogged air filters.
For this type of regulators (supplied by KOHLER), the inlet gas pressure must not exceed 50 mbar.
3. MAIN ADJUSTMENT SCREW (MAS)

The main adjustment screw for the mixture ratio lies between regulator and carburettor. It checks the flo w of fuel
to the carburettor.
For the adjustment screw specifications in respect of a given type of engine, refer to IT-G-E-30-002e.
For the MAS setting procedure, see IT-G-A-30-001e
4. CARBURETTOR
A venturi-type carburettor consists of a barrel in a housing, which allows it to be m ounted on the air intake
manifold.
The operating principle is the Ventu ri effect. As ai r flows through the b arrel, a vacuum proportional to the air
velocity develops in the throat of the v enturi, causing gas to b e drawn into th e carburettor, thus giving rise to an
air-gas mixture in the venturi.
With a venturi type carburettor, the gas pressure need not be greater than the atmospheric pressure. Accordingly,
the system i ncludes a ze ro pressure regulator upstream of the carbu rettor. Since ai r and gas p ressures are
identical, a constant air-gas ratio is obtained throughout the operating range of the engine.
Using this type of carburation permits easy adjustment of the proper air-fuel mixture to ensure optimum operation
of the engine under conditions of maximum efficiency or minimum exhaust emissions.
Information on the appropriate carburettor for each type of engine is given in IT-G-E-30-002e
2.4.10 2/3
Dep. 2
O&M MM19.09.251_05_2015
Complete carburettor Barrel
GAS
AIR
For a carburation setting procedure, refer to document IT-G-A-30-001e.
5. ELECTRONIC CONTROL
An electronically controlled valve replaces the zero pressure regulator and main adjustment screw in the
electronic control. Refer to Product Information IT-G-A-30-002e and IT-G-A-50-005e relating to engines with an
electronic carburation system.
2.4.11 3/3
Dep. 2
IC-G-D-30-008e April 2005
FUEL GAS SPECIFICATIONS FOR GAS ENGINES

WITH MECHANICAL CARBURATION CONTROL
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information applies to all the gas engines fitted with a mechanical carburation control system.
2. CONDITION OF FUEL GAS AT ENTRY TO ENGINE

At its entry to the engine, fuel gas must fulfil the following pressure and temperature requirements:
- The gas pressure at the i nlet of the zero pressu re regulator (supplied by Kohler) shall not exceed 50 mbar.
The maximum temporary gas p ressure gradient at the in let of the re gulator shall by n o means exceed 0.5
mbar/min.
- Pressure at the outlet of the zero pressure regulator shall not fluctuate more than ± 0.2 mbar.
- The gas temperature on entering the engine shall be between +0 ºC and + 50 ºC.
- The maximum temporary gas temp erature gradient shall not exceed ± 1º C/min. Fuel gas temperature
variations at entry to engine greater than ± 5ºC in relation to the gas temperature during carburation will make
it necesary to check carburation.
- Gas quality defined in Product Information sheets:

IC-G-D-30-001e - Fuel Specifications for Gas Engines. General.
IC-G-D-30-002e - Fuel Specifications: Natural Gas
IC-G-D-30-003e - Anaerobic Digestion Gas Fuel Specifications. Landfill and Digester Gas
IC-G-D-30-004e - Fuel gas specifications - synthesis gas (Syngas)
3. LNG-FUELLED PLANTS
In plants equipped with tanks of liquefied natural gas to be used as fuel in KOHLER engines, special care must
be taken in the event of prolonged shutdowns when no fuel gas is burnt. When there is no draw of liquefied
natural gas from the tank, the pressure inside the tank rises. This is why the tank must be drained in order to
keep the pressure in the tank within safety limits. Draining, whether done manually or automatically through the
safety valves, implies alterations of the gas quality, with the heavier components staying in the liquid phase.
Adequate measures shall be taken to prevent the quality of the engine-fuelling gas from deviating from the
specifications of the a.m. Product Information sheets.
2.4.13 1/1
Dep. 2
IC-G-D-30-040e March 2014
SPECIFICATION OF GAS SUPPLY TO TECJET 52
O&M MM19.09.251_05_2015
1. 1. INTRODUCTION
This Product Information document applies to all the gas engines fitted with a Tecjet 52 valve.
2. GAS PRESSURE RANGE

Correct operation of the Tecjet 52 control valve is directly related to the input gas pressure and the pressure drop
in the valve during normal running of the engine.
The input pressure to Tecjet 52 must be in the range from 50 to 345 mbar (as shown on the graph-Fig. 1).
NOTE
For input gas pressure to Tecjet52 less than 50 mbar, consult KOHLER. Accuracy may be adversely
affected
With the engine running, pressure drop in the Tecjet valve (delta-p) must be in the range 70-345 mbar.
Operation below this range is possible at start-up and idling, but on load, accuracy will be affected negatively.
At pressures greater than 275 mbar, accuracy decreases as well and the error tolerance increases by about
10% in relation to the normal margin.
The graph below shows the minimum pressure requirements as measured at the inlet to the Tecjet 52
valve related to engine power and gas quality under normal conditions.
MINIMUM PRESSURE TJ52 vs MAXIMUM POWER

(Gas Temperature 25ºC / 40ºC)
350
Maximum Pressure 345 mbar 40ºC 25ºC 40ºC 25ºC 40ºC 25ºC
300
1- Natural gas (37,5 MJ/Nm3)
2- Mine gas (27,5 MJ/Nm3)
3- Sewage gas (22 MJ/Nm3)
4- Landfill gas (18 MJ/Nm3)
TJ50PLUS inlet pressure (mbar)
250 5- Landfill gas (14MJ/Nm3) 40ºC

6- Syngas (10,1 MJ/Nm3)
200 6
5 25ºC
4
150
3 40ºC
100
25ºC
2
50
Minimum Pressure 50 mbar 1
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum pressure at Tecjet52 vs Maximum Power
2.4.15 1/3
Dep. 2
O&M MM19.09.251_05_2015
NOTE
For engines equipped with two Tecjet 52 valves, divide the engine power shown on the graph by two.
NOTE
Where gas temperatures exceed the value used in the graph, the minimum pressure required for a given
power will increase. Consult KOHLER.
Using a Tecjet 52 valve with a gas of very high volumetric Low Heat Value (LHV) may affect accuracy negatively,
depending on the engine power and the gas pressure at the Tecjet. If the supply pressure is high for a gas of very
high LHV, small variations in the valve opening or supply pressure may lead to great variations in the carburetion
of the engine. For this reason, we specify a maximum supply pressure to the Tecjet for Natural Gas and propane.
The graph below shows the maximum pressure requirements as measured at the inlet to the TecJet 52 valve
related to engine power and gas quality under normal conditions.
MAXIMUM PRESSURE TJ52 vs MAXIMUM POWER

350
Maximum Pressure 345 mbar
300
40ºC 25ºC
40ºC
TJ50PLUS Inlet Pressure (mbar)
250 25ºC
40ºC
25ºC
2 1
200
0
150 0- Propane (94,4 MJ/Nm3)

1- Natural Gas (37,5 MJ/Nm3)
2- Mine Gas (27,5 MJ/Nm3)
100
50
Minimum Pressure 50 mbar
0
0 100 200 300 400 500 600 700
Engine Power (KW)
Fig.2 Maximum pressure at Tecjet52 vs Maximum Power
2.4.16 2/3
Dep. 2
O&M MM19.09.251_05_2015
Tabulated below are the characteristics of the reference types of gas used in the graph:
Density (kg/mn3) LHV (kJ/kg)

Propane 2,05 46050
Natural Gas 0,80 47200
Mine gas 0,88 31500
Digester Gas 1,17 18800
Landfill Gas A 1,33 13500
Landfill Gas B 1,38 10200
Syngas 0,89 11400
For optimum performance of the carburetion control, a gas pressure regulator must be installed upstream of the
Tecjet 52 valve. We recommend that the volume between both devices be minimized by placing a regulator close
to the engine and with a straight fitting of a minimum length equal to 5 times the diameter of the pipe linking the
pressure regulator to the Tecjet52. Under stable operation, the input pressure to the Tecjet 52 valve should not
fluctuate in more than +/- 2 mbar.
With the engine running at full power, the position of the Tecjet52 valve must lie anywhere between 20 and 85%
of its total travel. In the event it is near any of the said limits, then, if the equipment allows and the input pressure
and pressure drop requirements are fulfilled, it will be necessary to adjust the pressure regulator so as to work
with the valve in the recommended position.
3. WORKING TEMPERATURES
Room temperatures for Tecjet52 operation: - 20 ºC to + 85 ºC
Tecjet52 gas temperature range: -20 ºC to + 65 ºC
KOHLER recommended gas temperature in operation: +10 ºC to + 40 ºC
4. GAS FILTER
To prevent damage, a 1μm or thinner mesh filter must be installed at the Tecjet gas intake.
With regard to the contaminants contents, gases must also meet the specifications set out in Product Information
IC-G-D-30-001e, IC-G-D-30-002e, IC-G-D-30-003e, IC-G-D-30-004e, IC-G-D-30-013e, IC-G-D-30-018e and IC-
G-D-30-038e.
2.4.17 3/3
Dep. 2
IC-G-D-30-012e B April 2014
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information document applies to all the gas engines fitted with a TecJet 110 valve.
A Tecjet 110 valve is usable when the conditions of the gas flow (supply pressure to Tecjet valve and gas LHV)
are inappropriate for the use of a Tecjet 52 valve due to its size. You must also take it into account that the
volume of gas required for a same level of engine output power increases as the LHV of the gas decreases.
Besides, the lower the fuel gas pressure at the Tecjet inlet is, the greater the occupied volume will be.
To determine whether a Tecjet 52 valve is fit or not, refer to Product Information Sheet IC-G-D-30-040e.

Correct operation of the Tecjet 110 control valve is directly related to the input gas pressure and the pressure
drop in the valve during normal running of the engine.
The input pressure to Tecjet 110 must be in the range from 50 to 275 mbar (as shown on the graphs-Fig. 1 & 2).
NOTE
For input gas pressure to Tecjet 110 less than 50 mbar, consult KOHLER. Accuracy may be adversely affected
With the engine running, pressure drop in the Tecjet valve (delta-p) must be in the range 50-275 mbar.
Operation below this range is possible at start-up and idling, but on load, accuracy will be affected negatively.
At pressures greater than 275 mbar, accuracy decreases as well and the error tolerance increases by about
10% in relation to the normal margin.
Using a Tecjet 110 valve with a gas of high Low Heat Value (LHV) may affect accuracy negatively, depending
on the engine power and the gas pressure at the Tecjet. If the supply pressure is high for a gas of high LHV,
small variations in the valve opening or supply pressure may lead to great variations in the carburetion of the
engine. For this reason, we specify a maximum supply pressure to the Tecjet for each type of gas according to its
LHV.
NOTE
A TecJet 110 valve is not suitable for use when the maximum gas pressure and minimum gas pressure at TecJet
inlet coincide for the same levels of engine power, as shown on the next graphs.
2.4.19 1/4
Dep. 2
O&M MM19.09.251_05_2015
The graph below shows the minimum pressure requirements as measured at the inlet to the TecJet 110 valve
MINIMUM PRESSURE TJ110 vs MAXIMUM POWER
300
Presión máxima
Maximum 275
Pressure mbar
275 mbar
40ºC
250
1-Natural gas (37,5 MJ/Nm3)
2-Mine gas (27,5 MJ/Nm3) 25ºC
3-Sewage gas(22 MJ/Nm3)
4-Landfill gas (18 MJ/Nm3)
TJ110 inlet pressure (mbar)
200 5-Landfill gas (14MJ/Nm3)

6-Syngas (10,1 MJ/Nm3)
7-Syngas (5 MJ/Nm3)
7
150
40ºC
100
6
25ºC
50
1-2-3-4-5
Presión mínima
Minimum 5050
Pressure mbar
mbar
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig. 1. Minimum gas pressure at Tecjet 110 vs Maximum Power
NOTE
The graph below shows the maximum pressure requirements as measured at the inlet to the TecJet 110 valve
2.4.20 2/4
Dep. 2
O&M MM19.09.251_05_2015
MAXIMUM PRESSURE TJ110 vs POWER 2-Mine gas (27,5 MJ/Nm3)
(Gas temperature 25ºC)
3-Sewage gas (22 MJ/Nm3)
300 4-Landfill gas (18 MJ/Nm3)
Maximum pressure 275 mbar
5-Landfill Gas (14MJ/Nm3)
7-Syngas(5 MJ/Nm3)
250
TJ110 inlet pressure (mbar)
200
7 6 5
4 3 2 1
150
100
50
Minimum pressure 50 mbar
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Power (KW)
Fig. 2. Maximum gas pressure at Tecjet 110 vs Maximum Power
NOTE
Tabulated below are the characteristics of the reference types of gas used in the graph:

Mine gas 0,88 31500
Syngas A 0,89 11400
Syngas B 1,22 4250
For optimum performance of the carburetion control, a gas pressure regulator must be installed upstream of the
Tecjet 110 valve. We recommend that the volume between both devices be minimized by placing a regulator
close to the engine and, where practical, with a straight fitting of a minimum length equal to 5 times the diameter
of the pipe linking the pressure regulator to the Tecjet 110. Under stable operation, the input pressure to the
Tecjet 110 valve should not fluctuate in more than +/- 2 mbar.
2.4.21 3/4
Dep. 2
O&M MM19.09.251_05_2015
With the engine running at full power, the position of the Tecjet 110 valve must lie anywhere between 20 and 85%
of its total travel. In the event it is near any of the said limits, then, if the equipment allows and the input pressure
and pressure drop requirements are fulfilled, it will be necessary to adjust the pressure regulator so as to work
with the valve in the recommended position.
Room temperatures for Tecjet 110 operation: - 20 ºC to +85 ºC
Tecjet 110 gas temperature range: -20 ºC to +65 ºC
KOHLER-recommended gas temperature in operation: +10 ºC to +45 ºC
NOTE
Synthesis gases resulting from the pyrolisis of biomass residues may contain paraffin compounds that condense
and solidify at low temperatures. To avoid starting problems at low ambient temperatures, it is advisable to use
heating cable ref. 76.64.316 that will maintain the TecJet temperature high enough to prevent those compounds
from condensing and blocking the TecJet valve.
4. GAS FILTER
To prevent damage, a 1μm or thinner mesh filter must be installed at the Tecjet gas intake.
With regard to the contaminants contents, gases must also meet the specifications set out in Product Information
Sheets IC-G-D-30-001e, IC-G-D-30-002e, IC-G-D-30-003e and IC-G-D-30-004e.
2.4.22 4/4
Dep. 2
IC-G-D-30-015e C March 2014
SUPPLY GAS SPECIFICATIONS. ELEKTRA 50
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information document applies to all gas engines with an Elektra-50 gas injection system.

Correct performance of the Elektra-50 control valve is closely related to the gas inlet pressure and to any
pressure drop inside the valve during the normal operation of the engine.
Inlet pressure to the Elektra-50 control valve must be within the 50-240 mbar range (shown on graph in Fig. 1).
NOTE
For gas pressures less than 50mbar at inlet to Elektra 50, please contact KOHLER. They could affect
accuracy negatively.
The following graph shows the minimum necessary pressure as measured at inlet to Elektra-50 according to
engine power and gas quality under normal conditions.
MINIMUM PRESSURE ELEKTRA 50 vs MAXIMUM POWER 2-Mine gas (27,5 MJ/Nm3)
3-Sewage gas (22 MJ/Nm3)
(Gas temperature 25ºC / 40ºC) 4-Landf ill gas (18 MJ/Nm3)
250 5-Landf ill gas (14MJ/Nm3)
40ºC 25ºC 40ºC 25ºC
200
40ºC 25ºC
Inlet pressure (mbar)
40ºC 25ºC
150
6 5
4
40ºC
3
100
2 25ºC
50
Minimum pressure 50 mbar 1
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum Pressure at Elektra 50 vs Maximum Power
2.4.23 1/2
Dep. 2
IC-G-D-30-015e C March 2014
SUPPLY GAS SPECIFICATIONS. ELEKTRA 50
O&M MM19.09.251_05_2015
NOTE
When the gas temperature is greater than the value mentioned on the graph, the minimum
pressure required at given power increases. Contact KOHLER.
The reference gases specified in the previous graph have the following properties:

Mine gas 0,88 31500
Syngas 0,89 11400
For optimum performance of carburation control, it is necessary to have a pressure regulator installed ahead of
the Elektra-50 system. We recommend minimising the volume between both items by placing the regulator near
the engine and linking it to the Elektra-50 valve with a straight fitting at least 5 times the pipe diameter in length.
During stable operation, maximum pressure oscillation should be +/- 2 mbar at inlet to the Elektra-50 system.
With the engine operating at full load, the position of the Elektra-50 valve should be at between 20% and 70% of
its total travel. If the valve is in a position close to the a.m. limits, it is advisable to adjust the pressure regulator,
provided that the installation permits and subject to meeting the inlet pressure and drop pressure requirements, in
order to situate the valve in the recommended position.
Ambient working temperature of the Elektra-50 system: - 30 ºC to +80 ºC
Range of gas temperatures in the Elektra-50 system: - 30 ºC to +60 ºC
KOHLER recommended gas temperature in operation: +10 ºC to +40 ºC
4. GAS FILTER
To prevent damage, it is necessary to fit a maximum 1-micron mesh filter at the inlet to the gas ramp.
As regards contaminants, gases must meet the requirements specified in Production Information IC-G-D-30-
001e, IC-G-D-30-002e, IC-G-D-30-003e, IC-G-D-30-004e, IC-G-D-30-013e, IC-G-D-30-018e and IC-G-D-30-
038e.
2.4.24 2/2
Dep. 2
IC-G-D-30-016e C April 2014
SUPPLY GAS SPECIFICATIONS.

ELEKTRA 85
O&M MM19.09.251_05_2015
1. INTRODUCTION
Using an Elektra-85 system is advisable when the gas flow conditions (inlet pressure to the Elektra and gas LHV)
are not compatible with the Elektra-50 system due to its dimensions. It is worth noting that the lower the gas LHV,
the greater the volume of gas necessary for the same level of engine power. Likewise, the lower the fuel gas
pressure is at the inlet of the Elektra system, the greater the volume it takes up.
To determine the suitability of the Elektra-50 system, refer to Product Information IC-G-D-30-015e.

Inlet pressure to the Elektra-85 control valve must be within the 50-240 mbar range (shown on graphs in Fig. 1 &
2).
NOTE
For gas pressures less than 50mbar at inlet to Elektra 85, please contact KOHLER. They could affect
The use of the Elektra-85 system where the gas LHV (Low Heat Value) is high can have a negative effect on the
operating accuracy according to the engine power and the inlet gas pressure to the Elektra system. If the inlet
pressure of a high LHV gas is high, small variations in the opening of the Elektra valve or in the supply pressure
can give rise to large fluctuations of engine carburation. Therefore, we specify a maximum gas pressure at the
inlet to the Elektra valve for each type of gas according to the LHV.
NOTE
For certain types of gases, the use of the Elektra-85 system is not suitable. That occurs when the maximum gas
pressure at the inlet to the Elektra valve coincide with or is lower than the lower gas pressure limit at given power
levels.
The following graphs show:
- Fig.1 – The minimum necessary pressure at the inlet to the Elektra-85 system according to the engine power
and the gas quality under normal conditions
- Fig. 2 - The maximum permissible pressure at the inlet to the Elektra-85 system according to the engine power
2.4.25 1/4
Dep. 2

ELEKTRA 85
O&M MM19.09.251_05_2015
MINIMUM PRESSURE ELEKTRA 85 vs MAXIMUM POWER 2-Mine Gas (27,5 MJ/Nm3)
(Gas temperature 25ºC / 40ºC) 3-Sewage gas (22 MJ/Nm3)
4-Landf ill gas (18 MJ/Nm3)
250 5-Landf ill gas (14MJ/Nm3)
7-Syngas (5 MJ/Nm3)
40ºC
200 25ºC
40ºC
25ºC
150
7
100 6
40ºC
5
25ºC 4
50
Minimum Pressure 50 mbar 1, 2, 3, 4
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum gas pressure at inlet to Elektra 85 vs Maximum Power

Mine gas 0,88 31500
Syngas A 0,89 11400
Syngas B 1,22 4250
NOTE
When the gas temperature is greater than the value mentioned on the graph, the minimum pressure required
at given power increases. Contact KOHLER.
2.4.26 2/4
Dep. 2

ELEKTRA 85
O&M MM19.09.251_05_2015
MAXIMUM PRESSURE ELEKTRA 85 vs MAXIMUM POWER 2-Mine gas (27,5 MJ/Nm3)
(Gas temperature 25ºC) 3-Sewage gas (22 MJ/Nm3)
250 4-Landf ill gas (18 MJ/Nm3)
5-Landf ill gas (14MJ/Nm3)
200
6
5
4
150 3
2
100
50
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine power (KW)
Fig. 2 - Maximum gas pressure at inlet to Elektra 85
For optimum performance of carburetion control, it is necessary to have a pressure regulator installed ahead of
the engine and linking it to the Elektra-85 valve with a straight fitting at least 5 times the pipe diameter in length.
During stable operation, maximum pressure oscillation should be +/- 2 mbar at inlet to the Elektra-85 system.
Ambient working temperature of the Elektra-85 system: -30 ºC to +80 ºC
Range of gas temperatures in the Elektra-85 system: -30 ºC to +60 ºC
NOTE
Synthesis gases produced by pyrolysis of biomass residues can contain paraffin compounds that can condense
and solidify at low temperatures. To avoid problems starting at low ambient temperatures, we recommend using
the heating cable ref. 76.64.316. It contributes to keep the Elektra system at an adequate temperature to prevent
those compounds from condensing and solidifying and the Elektra from being blocked.
2.4.27 3/4
Dep. 2

ELEKTRA 85
O&M MM19.09.251_05_2015
4. GAS FILTER
As regards contaminants, gases must meet the requirements specified in Production Information
IC-G-D-30-001e, IC-G-D-30-002e, IC-G-D-30-003e and IC-G-D-30-004e.
2.4.28 4/4
Dep. 2
IC-G-D-30-020e A April 2014

ELEKTRA 110
O&M MM19.09.251_05_2015
1. INTRODUCTION
Using an Elektra-110 system is advisable when the gas flow conditions (inlet pressure to the Elektra and gas
LHV) are not compatible with the Elektra-50 or the Elektra-85 systems due to its dimensions. It is worth noting
that the lower the gas LHV, the greater the volume of gas necessary for the same level of engine power.
Likewise, the lower the fuel gas pressure is at the inlet of the Elektra system, the greater the volume it takes up.
To determine the suitability of the Elektra-50 system, refer to Product Information IC-G-D-30-015e.
To determine the suitability of the Elektra-85 system, refer to Product Information IC-G-D-30-016e

Inlet pressure to the Elektra-110 control valve must be within the 50-240 mbar range (shown on graphs in Fig. 1 &
2).
NOTE
For gas pressures less than 50 mbar at inlet to Elektra 110, please contact KOHLER. They could affect
The use of the Elektra-110 system where the gas LHV (Low Heat Value) is high can have a negative effect on the
operating accuracy according to the engine power and the inlet gas pressure to the Elektra system. If the inlet
pressure of a high LHV gas is high, small variations in the opening of the Elektra valve or in the supply pressure
can give rise to large fluctuations of engine carburation. Therefore, we specify a maximum gas pressure at the
inlet to the Elektra valve for each type of gas according to the LHV.
NOTE
For certain types of gases, the use of the Elektra-110 system is not suitable. That occurs when the
maximum gas pressure at the inlet to the Elektra valve coincide with or is lower than the lower gas
pressure limit at given power levels.
The following graphs show:
- Fig.1 – The minimum necessary pressure at the inlet to the Elektra-110 system according to the engine power
- Fig. 2 - The maximum permissible pressure at the inlet to the Elektra-110 system according to the engine
power and the gas quality under normal conditions
2.4.29 1/4
Dep. 2

ELEKTRA 110
O&M MM19.09.251_05_2015
1-Natural Gas (37,5 MJ/Nm3)

MINIMUM PRESSURE ELEKTRA 110 vs MAXIMUM POWER 2-Mine Gas (27,5 MJ/Nm3)
(Gas temperature 25ºC / 40ºC) 3-Sewage Gas (22 MJ/Nm3)
4-Landf ill Gas (18 MJ/Nm3)
250 5-Landf ill Gas (14MJ/Nm3)
6-Syngas(10,1 MJ/Nm3)
7-Syngas (5 MJ/Nm3)
Maximum Pressure 240 mbar
40ºC
200
25ºC
Inlet Pressure (mbar)
150
7
100
40ºC
6
25ºC
50
Minimum Pressure 50 mbar 1, 2, 3, 4, 5
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig.1 Minimum gas pressure at inlet to Elektra 110 vs Maximum Power

Mine gas 0,88 31500
Syngas A 0,89 11400
Syngas B 1,22 4250
NOTE
When the gas temperature is greater than the value mentioned on the graph, the minimum
pressure required at given power increases. Contact KOHLER.
2.4.30 2/4
Dep. 2

ELEKTRA 110
O&M MM19.09.251_05_2015
1-Natural Gas (37,5 MJ/Nm3)
MAXIMUM PRESSURE ELEKTRA 110 vs MAXIMUM POWER 2-Mine Gas (27,5 MJ/Nm3)
3-Sewage Gas (22 MJ/Nm3)
(Gas temperature 25ºC / 40ºC) 4-Landf ill Gas (18 MJ/Nm3)
250 5-Landf ill Gas (14MJ/Nm3)
Maximum Pressure 240 mbar 25ºC 40ºC
40ºC 25ºC
200
Inlet Pressure (mbar)
6 5 4 3 2 1
150
100
50
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300
Engine Power (KW)
Fig. 2 - Maximum gas pressure at inlet to Elektra 110
For optimum performance of carburetion control, it is necessary to have a pressure regulator installed ahead of
the engine. It is necessary a straight fitting at least 5 times the pipe diameter in length, connected to the
Elektra-110 valve inlet, with the same inside diameter than the Elektra. This pipe is a KOHLER supply. During
stable operation, maximum pressure oscillation should be +/- 2 mbar at inlet to the Elektra-110 system.
Ambient working temperature of the Elektra-110 system: -30 ºC to +80 ºC
Range of gas temperatures in the Elektra-110 system: -30 ºC to +60 ºC
NOTE
Synthesis gases produced by pyrolysis of biomass residues can contain paraffin compounds that can condense
and solidify at low temperatures. To avoid problems starting at low ambient temperatures, we recommend using
2.4.31 3/4
Dep. 2

ELEKTRA 110
O&M MM19.09.251_05_2015
the heating cable ref. 76.64.316. It contributes to keep the Elektra system at an adequate temperature to prevent
those compounds from condensing and solidifying and the Elektra from being blocked.
4. GAS FILTER
As regards contaminants, gases must meet the requirements specified in Production Information IC-G-D-30-
001e, IC-G-D-30-002e, IC-G-D-30-003e and IC-G-D-30-004e.
2.4.32 4/4
Dep. 2
IT-G-A-50-005e B November 2011
KRONOS 30. OPERATION
O&M MM19.09.251_05_2015
INDEX
1 DESCRIPTION ..........................................................................................................................2
2 COMPONENTS. HELENOS AND ELEKTRA. ..........................................................................3
3 WIRING DIAGRAMS.................................................................................................................4
4 FITTING PRESSURE SENSING LEADS .................................................................................5
5 DCDESK 2000 / DCDESK 2000 CAN. (SEE IT-C-E-50-001)...................................................6
6 START-UP. ...............................................................................................................................7
6.1 Sensors. ELEKTRA unit .................................................................................................8
6.1.1 Adjusting calibrations with the engine at rest ..........................................................8
6.2 Digital inputs. HELENOS unit .........................................................................................9
6.3 Digital ouputs. HELENOS unit ........................................................................................9
6.4 Error outputs. HELENOS unit .........................................................................................9
6.5 Analogue inputs. HELENOS unit ..................................................................................10
6.6 Analogue outputs. HELENOS unit ................................................................................11
6.7 Valve calibration. ELEKTRA and HELENOS units .......................................................11
6.8 CAN communications between HELENOS and ELEKTRA ..........................................12
6.9 CANopen communications. HELENOS unit .................................................................13
6.9.1 CANopen mapping. ...............................................................................................13
6.9.2 Interpretation of CANopen errors. .........................................................................14
6.9.3 Configuration of CANopen with Helenos ..............................................................14
6.9.4 CANopen scaling variables. ..................................................................................16
6.10 Configuration and adjustment of Start ..........................................................................16
6.11 Synchronisation. Helenos unit. .....................................................................................17
6.12 Speed control. HELENOS unit......................................................................................17
6.13 Modo Droop. Unidad HELENOS ..................................................................................18
6.14 Diagram of priorities for speed setpoints. HELENOS unit ............................................19
6.15 Load control. HELENOS unit .......................................................................................19
6.15.1 Power converters .................................................................................................20
6.15.2 Important parameters for engine stability ..............................................................20
6.16 Lambda map adjustment. ELEKTRA unit ....................................................................20
6.17 Other Lambda setpoint transmitting measures. ELEKTRA unit ...................................21
6.18 Closed loop Lambda control with ELEKTRA and HELENOS units ..............................22
6.19 Misfire detection ............................................................................................................24
6.20 Load sharing with k30 system ......................................................................................25
6.20.1 Proposed example of load sharing .......................................................................26
2.4.33 1/26
Dep. 2
O&M MM19.09.251_05_2015
1 DESCRIPTION
Kronos 30 is an independent air-fuel ratio control system that includes a speed and load controller. It is suitable
for all types of applications and keeps emissions roughly constant in spite of changes in gas quality, ambient
conditions and operational conditions of the engine.
The following are the system's most interesting features:
- Regulation and PID setting adjustable according to engine speed, load, temperature, etc.
- For safety's sake, the unit includes a speed governor with a digital output signalling any overspeed condition.
- Analysis of engine speed variance in relation to load or actuator opening allows detecting combustion troubles,
ignition failures or mechanical problems.
- Gas and mixture flow control
- Open and closed loop lambda control based on output power
- Flexible inputs and outputs to meet operating requirements
- Compensation for changes in gas pressure and ambient conditions
- CANopen communication available with the unit
- Controller programming and parameterisation from a PC running specific DcDesk 2000 software
2.4.34 2/26
Dep. 2
O&M MM19.09.251_05_2015
2. COMPONENTS. HELENOS AND ELEKTRA

The Kronos 30 comprises two components: HELENOS and ELEKTRA.
Helenos is a speed controller with a 32-bit microprocessor. Besides connectors for speed magnetic pickup and
actuator operation, the unit features six analogue and digital inputs, five analogue and digital outputs, and a
CANopen bus.
The ELEKTRA unit controls carburetion. It consists of a control PCB fixed to a valve-actuator device available in a
range of diameters.
2.4.35 3/26
Dep. 2
O&M MM19.09.251_05_2015
3. WIRING DIAGRAMS
Wiring shall conform to the following diagrams.
HELENOS ELEKTRA
DESIGNATION PINS ASSIGNMENT DESIGNATION TERMINAL
15 + P 120 ohm
POWER SUPPLY
52 - Q resistance
CAN CONNECTION TO
GOVERNOR 23 Output S CAN L
HELENOS
READY 60 GND R CAN H
OUTPUTS
DIGITAL
24 Output X SHIELD
GENERAL ALARM
61 GND N 4
25 Output M 3
ENGINE RUNNING SERIAL INTERFACE
62 GND TO PC
Y 2
49 Shield J 1
11 A SHIELD 5
12 D W +
THROTTLE VALVE POWER SUPPLY
48 E Z -
1 B
2 C
7 A
PICK UP 8 B
44 Shield
26 Input
ENGINE STOP
63 24 Vdc
MAINS SWITCH 27 Input
MADE 64 24 Vdc
28 Input
IDLING
65 24 Vdc
DIGITAL INPUTS
29 Input
SPEED UP
66 24 Vdc
30 Input
SPEED DOWN
67 24 Vdc
31 Input
LOAD GOVERNOR
68 24 Vdc
32 Input
LOAD SHARING
69 24 Vdc
33 Input
DROOP ON
70 24 Vdc
16 Input
SPEED SETPOINT
ANALOGUE INPUTS
53 GND
17 Input
POWER SETPOINT
54 GND
MEASURED 4 Input
POWER 41 GND
6 Input
GAS QUALITY
43 GND
74 1
73 2
SERIAL INTERFACE TO
PC
37 3
36 4
71 5 (Shield)
CAN CONNECTION TO 72 Shield
PC, ELEKTRA & 34 Low
CANOPEN 35 High
2.4.36 4/26
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4. FITTING PRESSURE SENSING LEADS
The Elektra unit has differential pressure sensors that measure air-gas pressure drops in the carburettor.
Connecting the pressure sensing leads shall conform to the following diagram.
GAS measurement
Venturi 2 differential
pressure
Venturi 1 differential
pressure
AIR measurement
GAS measurement
AIR measurement
2.4.37 5/26
Dep. 2
O&M MM19.09.251_05_2015
5. DCDESK 2000 / DCDESK 2000 CAN. (See IT-C-E-50-001e)

Connection to digital controllers is through a coded cable ref. 76.41.297 or a CAN bus. This connection requires
the use of a computer's serial port or equivalent.
When connecting through a coded cable ref. 76.41.297, DcDesk2000 must be used.
When using a CAN bus, DcDesk2000 CAN must be used. The cable to use is part ref. 76.08.265. Connection
shall conform to the following diagrams, using pins 2 and 7 for CAN communication with the controller board.
To limit access to these units to KOHLER authorised personnel only, a licence is necessary to run this
programme. Such a licence dongle is available in the following formats:
- For plugging into a USB port, ref. 76.05.036

- For plugging into a parallel port, ref. 76.05.037
It is possible to filter the parameters shown in the different windows. For this purpose, in the “parameterizing”
menu, open subfolder “favorites” and select the parameters you want to display, defining your personalised
selection tree.
2.4.38 6/26
Dep. 2
O&M MM19.09.251_05_2015
6. START-UP
For a quick basic start-up based on pre-defined settings, follow the instructions in document IT-G-A-50-006e.
Before starting with the setup, back up the parameters of the Helenos and Elektra units to your computer HD (file
with extension .HZM in File / Save all parameters values).
We recommend saving changes periodically with key F6 (Control unit / Store parameter in control unit). If power
supply to the units goes out, any modified parameters that have not been saved will be lost.
For a complete setup of the system, adjust the following items:
- SENSORS. ELEKTRA UNIT.

- DIGITAL INPUTS. HELENOS UNIT.
- DIGITAL OUTPUTS. HELENOS UNIT.
- ERROR OUTPUTS. HELENOS UNIT.
- ANALOGUE INPUTS. HELENOS UNIT.
- ANALOGUE OUTPUTS. HELENOS UNIT.
- VALVE CALIBRATION. ELEKTRA & HELENOS UNITS.
- CAN COMMUNICATION BETWEEN HELENOS AND ELEKTRA.
- CANopen COMMUNICATION. HELENOS UNIT.
- STARTING
- SPEED CONTROL. HELENOS UNIT.
- LOAD CONTROL. HELENOS UNIT.
- LAMDBA TABLE SETTING. ELEKTRA UNIT.
- OTHER WAYS OF SENDING LAMBDA SETPOINTS. ELEKTRA UNIT.
- CLOSED LOOP LAMBDA CONTROL. ELEKTRA AND HELENOS UNITS.
- MISFIRE DETECTION.
- LOAD SHARING.
2.4.39 7/26
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6.1. Sensors. ELEKTRA Unit.
The following sensors are factory-calibrated and need no recalibration.
Name Parameter Sensor

GasTemp 2910 GAS Temperature
GasPressure 2914 GAS Pressure
GasDeltaPressure 2915 Pressure drop in GAS valve
AirTemp 2908 Air Temperature
Vent1DeltaPressure 2916 Pressure drop in Carburettor 1
Vent2DeltaPressure 2917 Pressure drop in Carburettor 2
AirPressure1 2906 Air pressure upstream of Carburettor 1
AirPressure2 2907 Air pressure upstream of Carburettor 2
1= Two carburettors
TwooroneMixer 5315
0= One carburettor
The sensor Pressure drop in Carburettor 2 shall be used only when there are two carburettors. In this event, the
setting of parameter 5315 shall be 1. Should one of the two differential pressure sensors ever fail, it would be
possible to operate the system temporarily, by assigning the calculation for one carburettor to both as follows:
- If sensor of carburettor 1 fails, assign value 4 to parameter 916 AssignIn_Vent1Press

- If sensor of carburettor 2 fails, assign value 3 to parameter 917 AssignIn_Vent2Press
CAUTION This mode of operation alone is not valid. It is for occasional tests only.
If a new parameter file is loaded into the Elektra, the calibration parameters of the
CAUTION sensors should not be changed (Parameters 1542 to 1594).
6.1.1. Adjusting calibrations with the engine at rest
Check the signals of the following parameters.
Par. Name Parameter Name Sensor

1555 IntAnaIn2_RefLow 3556 IntAnalogIn2_Value Pressure drop in GAS valve
1560 IntAnaIn3_RefLow 3561 IntAnalogIn3_Value Air pressure upstream of Carburettor 1
1565 IntAnaIn4_RefLow 3566 IntAnalogIn4_Value Air pressure upstream of Carburettor 2
If there is a significant difference between both parameters, copy the value of parameter 35XX in the associated
parameter 15XX to make zero calibration.
If the signals of parameters 35XX are greater than 0.55V or less than 0.45V, the sensor is
NOTE in bad condition and needs replacement. Do not change the sensor(s) with the engine
running.
2.4.40 8/26
Dep. 2
O&M MM19.09.251_05_2015
6.2. Digital Inputs. HELENOS Unit.
For changes of the following parameters to become effective, you must reset the unit after saving the data (F6 or
Control unit / Store parameter in control unit).
The table below lists the parameters related to digital input setup.
Parameter Name Value Comments
810 FunctEngineStop 2810 SwitchEngineStop: 1= Stop engine
811 FunctIdleSpeed 2811 SwitchIdleSpeed : 1= Idling speed
2812 SwitchDroop2or1: 0= Droop1 enabled
812 FunctDroop2Or1
2812 SwitchDroop2or1: 1= Droop 2 enabled.
2814: SwitchSpeedRange2or1: 0= Speed range 1 active
814 FunctSpeedRange2Or1 Specify the
digital input to
815 FunctSpeedFix1 use (which has 2815 SwithSpeedFix1: 1= SpeedFix1 active
816 FunctSpeedFix2 been 2816 SwitchSpeeFix2: 1= SpeedFix2 active
previously
825 FunctSpeedInc connected). If 2825 SwitchSpeedInc: 1= Increase speed
826 FunctSpeedDec the number is 2826 SwitchSpeedDec: 1= Decrease speed
positive, the 2827 SwitchSetpoint2or1: 0= Setpoint1 active
827 FunctSetpoint2Or1 operating logic
2827 SwitchSetpoint2or1: 1= Setpoint2 active
of the input will
828 FunctErrorReset be positive. If 2828 SwitchErrorReset: 1= Reset current errors
834 FunctSyncEnable the number is 2834 SwitchSyncEnable: 1= Synchronisation allowed
minus signed,
835 FunctLoadEnable the logic will be 2835 SwitchLoadEnable :1= Load control enabled
negative. 2836 SwitchAutoOrManual: 0 = Always keep at zero (Automatic)
836 FunctAutoOrManual so that the other controls are auto activated (Droop, load control,
etc.).
845 FunctAutoAdjust 2845 SwitchAutoAdjust: 1 = Auto adjust actuator
2846 SwitchGenBreaker: = 0 Engine in island mode.
846 FunctGenBreaker
2846 SwitchGenBreaker: = 1 Engine in grid mode.
6.3. Digital Outputs. HELENOS Unit.
The table below lists the parameters related to digital output setup.
851 DigitalOut1_Assign Assignment to digital output 1: max 5mA
Specify the value assigned to
each digital output
855 DigitalOut5_Assign Assignment to digital output 5: max 3A
6.4. Error Outputs. HELENOS Unit.
On the HELENOS unit, there are two digital outputs for fault detection:
3800 EmergencyAlarm (pin 23)
3801 CommonAlarm (pin 24)
The meaning of those outputs is as follows:

COMMON ALARM EMERGENCY ALARM Meaning
Inactive Inactive Power supply off
Inactive Active No error detected
Active Inactive Emergency alarm. Serious fault.
Active Active General alarm. Warning.
2.4.41 9/26
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6.5. Analogue inputs. HELENOS Unit.
Ideally, it is best to calibrate a sensor jointly with the other items used for the measurement, i.e. the
sensor+cable+analogue input of the Helenos unit, and to simulate the physical conditions under which the sensor
is going to operate. If not all those items were available, it would be possible to simulate the electric signal (mV,
V, mA...) the sensor has to provide, by using an external signal generator.
When it is impossible to create the working conditions of a sensor or to simulate its electric signal, you should
enter the standard values for the type of sensor concerned and adjust its calibration when you know the actual
operating conditions.
The next table lists the parameters related to analogue input setup.
Parameter Name Value Description Reading

900 AssignIn_Setp1Ext Setpoint of speed range 1 2900 Setpoint1Extern
901 AssignIn_Setp2Ext Setpoint of speed range 2 with LMG 2901 Setpoint2Extern
902 AssigIn_LoadCtrlInp Load control 2902 LoadControlInput
903 ÀssigIn_SyncInput Specify the Analogue synchroniser 2903 SyncInput
905 AssigIn_OilPress analogue input to Oil pressure 2905 OilPressure
907 AssigIn_CoolantTemp use. Coolant temperature 2907 CoolantTemp
911 AssigIn_ExhTemp1 Exhaust gas temperature 1 2911 ExhaustTemp
918 AssigIn_MeasPower Measured power 2918 MeasuredPower
919 AssignIn_PowerSetp Power setpoint 2919 PowerSetpoint
1510 AnalogIn1_RefLow Low value of analogue input 1
Got at calibration
1511 AnalogIn1_RegHigh High value of analogue input 1
1512 AnalogIn1_ErrorLow 10% of calibration Error: value of analogue input 1 low 3511 AnalogIn1_Value
1513 AnalogIn1_ErrorHigh values Error: value of analogue input 1 high
1514 AnalogIn2_Filter - Analogue input 1 measurement filter

Got at calibration

Got at calibration

Got at calibration
1552 TempIn1_ErrorLow 10% of calibration Error: value of temperature input 1 low
1553 TempIn1_ErrorHigh values Error: value of temperature input 1 high 3551 TempIn1_Value
1554 TempIn1_Filter - Temperature input 1 measurement filter
1562 TempIn2_ErrorLow 10% of calibration Error: value of temperature input 2 low
1563 TempIn2_ErrorHigh values Error: value of temperature input 2 high 3561 TempIn2_Value
1564 TempIn2_Filter - Temperature input 2 measurement filter
2.4.42 10/26
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O&M MM19.09.251_05_2015
6.6. Analogue Outputs. HELENOS Unit.
The next table lists the parameters related to analogue output setup.
Parameter Name Value

1640 CurrentOut1_Assign Enter parameter value
1641 CurrentOut1_RefLow
Calibration values
1642 CurrentOut1_RefHigh
1643 CurrentOut1_ValueMin Minimum
1644 CurrentOut1_ValueMax Maximum
1645 CurrentOut2_Assign Enter parameter value
1646 CurrentOut2_RefLow
Calibration values
1647 CurrentOut2_RefHigh
1648 CurrentOut2_ValueMin Minimum
1649 CurrentOut2_ValueMax Maximum
1650 VoltOut1_Assign Enter parameter value
1651 VoltOut1_RefLow
Calibration values
1652 VoltOut1_RefHigh
1653 VoltOut1_ValueMin Minimum
1654 VoltOut1_ValueMax Maximum
1655 VoltOut2_Assign Enter parameter value
1656 VoltOut2_RefLow
Calibration values
1657 VoltOut2_RefHigh
1658 VoltOut2_ValueMin Minimum
1659 VoltOut2_ValueMax Maximum
6.7. Valve Calibration. ELEKTRA and HELENOS Units
The calibration procedure for both gas and mixture (throttle) valves is identical on the Elektra and Helenos units.
Adjusting the actuator takes place automatically by pressing the Ctrl.+A key combination or by selecting Control
unit / Automatic actuator adjust.
Parameter 2810 SwitchEngineStop must be “0” for actuator motion to be possible. The
NOTE value of this parameter may be "1" because the unit is receiving a 'stop engine' command.
The following are the parameters concerned by this calibration:
Parameter Name Value Description

Lowest position of the actuator to protect it against
310 ActPosSecureMin 3%
mechanical or thermal overloads
Highest position of the actuator to protect it against
312 ActPosSecureMax 97%
mechanical or thermal overloads
1950 FeedbackRefLow - Low calibration value with 0% actuator opening
1951 FeedbackRefHigh - High calibration value with 100% actuator opening
1952 FeedbackErrorLow 8000 Low feedback signal error threshold
1953 FeedbackErrorfHigh 32000 High feedback signal error threshold
3950 Feedback . Real time feedback value
2.4.43 11/26
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6.8. CAN Communications between HELENOS and ELEKTRA.
For effective communications between the two units, it is indispensable to set the communication parameters as
indicated below.
ELEKTRA UNIT

4416 CANSegmentOrBaudrate 1
The Baudrate must be the same for all the items on the CAN
416 CANBaudrate 250 kBaud
bus.
402 CANMyNodeNumber 1 It must be the same as parameter 404 in the HELENOS unit.
403 CANTxNodeNumber 1 It must be the same as parameter 401 in the HELENOS unit.
4400 CanCommDCOn 1 Enable CAN communications
4440 CANTelActuatorPosOn 1 Transmits actuator position to Helenos (par 2305)
440 CANActPosSendRate 0 Actuator position transmission rate
Transmits major AF measurement signals (parameters 3300
4447 CANTelMeasurementsON 1
to 3347) to HELENOS (same parameters)
Resetting errors in the ELEKTRA unit through DcDesk2000
4448 CANErrorResetON 1
entails resetting of errors in the HELENOS unit.
Elektra receives the speed signal from the Helenos unit over
5305 SpeedOverCANOn 1
the CAN bus.
Elektra receives the power signal from the HELENOS unit
5306 MeasPowerOverCanOn 1
over the CAN bus.
Elektra receives the gas quality correction signal from the
5307 GasQualityOverCanOn 1
HELENOS unit over the CAN bus.
HELENOS UNIT

416 CANBaudrate 250 kBaud The Baudrate must be the same for all the items on the CAN bus.
404 CANPENodeNumber 1 It must be the same as parameter 402 in the ELEKTRA unit.
401 CANTxNodeNumber 1 It must be the same as parameter 403 in the ELEKTRA unit.
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6.9. CANopen Communications. HELENOS Unit.
As an alternative, the Kronos 30 systems can use a CANopen protocol to transmit the analogue/digital signals
through the HELENOS unit.
6.9.1. CANopen mapping
The next tables show the default mapping of the CAN communications variables.
WRITE
RPDO 01 (bit 0) 2810 SwitchEngineStop Write
RPDO 01 (bit 1) 2811 SwitchIdle Write
RPDO 01 (bit 2) 2812 SwitchDroop2Or1 Write
RPDO 01 (bit 3) 2815 SwitchSpeedFix1 Write
RPDO 01 (bit 4) 2825 SwitchSpeedInc Write
RPDO 01 (bit 5) 2826 SwitchSpeedDec Write
RPDO 01 (bit 6) 2828 SwitchErrorReset Write
RPDO 01 (bit 7) 2835 SwitchLoadEnable Write
RPDO 01 (bit 8) 2827 Setpoint2or1 Write
RPDO 02 2900 Setpoint1Extern Write
RPDO 02 2919 PowerSetpoint Write
RPDO 02 2918 MeasuredPower Write
RPDO 2 2924 MeasGasQty Write
RPDO 03 2912 LdaSetpCorr Write
READ
TPDO 01 (Bit 0) 3800 EmergencyAlarm Read
TPDO 01 (Bit 1) 3801 CommonAlarm Read
TPDO 01 (Bit 2) 3802 EngineStopRequest Read
TPDO 01 (Bit 3) 3803 EngineStopped Read
TPDO 01 (Bit 4) 3804 EngineStarting Read
TPDO 01 (Bit 5) 3805 EngineRunning Read
TPDO 01 (Bit 6) 3806 EngineReleased Read
TPDO 01 (Bit 7) 2846 SwitchGenBreaker Read
TPDO 01 (Bit 8) 3004 ErrOverspeed Read
TPDO 01 (Bit 9) 3046 ErrMisfireWarn Read
TPDO 01 (Bit 10) 3047 ErrMisfireEcy Read
TPDO 01 (Bit 11) 2828 SwitchErrorReset Read
TPDO 01 2000 Speed Read
TPDO 01 2300 ActPos Read
TPDO 01 3305 PEActPos Read
TPDO 02 2050 SpeedVariance Read
TPDO 02 3600 PowerSupply Read
TPDO 02 3301 ThermalPower Read
TPDO 02 3316 AirPressure1 Read
TPDO 03 2031 Speed Setp Read
TPDO 03 2912 LambdaSetCorr Read
TPDO 03 3309 GasFlow Read
TPDO 03 3339 Lambda Read
TPDO 04 3307 GasPressure Read
TPDO 04 3308 GasDeltaPressure Read
2.4.45 13/26
Dep. 2
O&M MM19.09.251_05_2015
TPDO 04 3306 GasTemp Read
TPDO 04 3334 AirTemp Read
TPDO 05 3322 Vent1DeltaPressure Read
TPDO 05 3332 Vent2DeltaPressure Read
TPDO 05 3346 ClosedLoopLambdaTrim Read
TPDO 05 3303 LambdaSetpoint Read
TPDO 05 2918 MeasuredPower Read
TPDO 05 23700 ErrorState (0) Read
TPDO 05 2924 MeasuredGasQuality Read
6.9.2 Interpretation of CANopen errors.
The ErrorState are interpreted as per the table below:
Spare Spare 23705 Bit 0 3053 ErrActuatorDiff 23702 Bit 5

3001 ErrPickUp1 23705 Bit 1 3056 ErrFeedbackRef 23702 Bit 8
3002 ErrPickUp2 23705 Bit 2 3059 ErrFeedbackAdjust 23702 Bit 11
3004 ErrOverSpeed 23705 Bit 4 3061 ErrDigiIO1 23702 Bit 13
3005 ErrSetpoint1Extern 23705 Bit 5 3062 ErrDigiIO2 23702 Bit 14
3006 ErrSetpoint2Extern 23705 Bit 6 3063 ErrDigiIO3 23702 Bit 15
3007 ErrLoadCtrlInput 23705 Bit 7 3064 ErrDigiIO4 23701 Bit 0
3008 ErrSyncInput 23705 Bit 8 3065 ErrISOCommLine 23701 Bit 1
3010 ErrOilPressure 23705 Bit 10 3070 ErrCanBus 23701 Bit 6
3012 ErrCoolantTemp 23705 Bit 12 3071 ErrCanComm 23701 Bit 7
3016 ErrExhaustTemp 23704 Bit 0 3075 ErrClearFlash 23701 Bit 11
3023 ErrMeasuredPower 23704 Bit 7 3076 ErrParamStore 23701 Bit 12
3024 ErrPowerSetpoint 23704 Bit 8 3077 ErrProgramTest 23701 Bit 13
3030 ErrOilPressWarn 23704 Bit 14 3078 ErrRAMTest 23701 Bit 14
3031 ErrOilPressEcy 23704 Bit 15 3085 ErrVoltage 23700 Bit 5
3032 ErrCoolantTempWarn 23703 Bit 0 3089 ErrPEFatalError 23700 Bit 9
3041 ErrExhaustTempWarn 23703 Bit 3 3090 ErrData 23700 Bit 10
3046 ErrMisfireWarn 23703 Bit 14 3091 ErrLogical 23700 Bit 11
3047 ErrMisfireEcy 23703 Bit 15 3092 ErrConfiguration 23700 Bit 12
3048 ErrPowerDifference 23702 Bit 0 3093 ErrStack 23700 Bit 13
3050 ErrFeedback 23702 Bit 2 3094 ErrIntern 23700 Bit 14
6.9.3 CANopen configuration with Helenos.
The next table shows the parameters to set in relation to CANopen communications.
- Node and baudrate settings
0 = CANopen inactive.
25750 CanOpenOn 1
1= CANopen active.
2.4.46 14/26
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21750 CanOp:BaudRate - 125, 250, 500 or 1000 kBaud
21751 CanOp:MyNodeNo - Node assigned in the CANopen network
- Setup of signals for transmission over CANopen or Analogue or Digital system

4900 ChanTypSetpoint1Ext
4901 ChanTypSetpoint2Ext
4902 ChanTypLoadCtrlInput
4903 ChanTypSyncInput
0 = Analogue signal
4905 ChanTypOilPress -
4 = CANopen
4907 ChanTypCoolantTem
4911 ChanTypExhaustTemp
4918 ChanTypMeasPower
4919 ChanTypPowerSetp
24810 ChanTypEngineStop
24811 ChanTypIdleSpeed
24812 ChanTypDroop2Or1
24814 ChanTypSpeedRang2Or1
24815 ChanTypSpeedFix1
24816 ChanTypSpeedFix2
24825 ChanTypSpeedInc 0 = Input sent by digital contact only.
4 = CANopen. When enabling CANopen transmissions, the
24826 ChanTypSpeedDec -
digital contact remains active and the CANopen or digital
24827 ChanTypSetpoint2Or1 system can transmit the signal.
24828 ChanTypErrorReset
24834 ChanTypSyncEnable
24835 ChanTypLoadEnable
24836 ChanTypAutoOrManua
24845 ChanTypAutoAdjust
24846 ChanTypGenBreaker
- The following parameters are useful to detect CANopen communications errors.

Parameter Name Value Description
3070 ErrCanBus CAN bus error
Object of errors
Bit 0 23757 CanOp:ErrLifeSign
Bit 1 23758 CanOp:ErrRPDOTimeOut
from 0
3071 ErrCanComm Bit 2 node reset not possible
to 7
Bit 3 buffer overflow received
Bit 4 buffer overflow sent
Bit 5 .. 7: reserved. Always 0
Count of received messages. It serves to check CAN bus
23759 CanOp:RxIRCount
quickly for correct operation.
23750 CanOp:Init Initialisation
23751 CanOp:PreOperational Pre-operational
23752 CanOp:Operational Operational
23753 CanOp:Stopped Stopped
When working with PLCs installed by KOHLER, using CANopen communications with
CAUTION the Helenos unit, these parameters should not be changed without being aware of the
implications of the changes.
2.4.47 15/26
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O&M MM19.09.251_05_2015
6.9.4 CANopen scaling variables.
The scaling of the TPDOs is carried out based on the range expressed by each parameter in DCDESK 2000, but
without taking the decimals into account. Therefore, in order to convert the parameters in the final equipment, we
have to multiply by as many tens as the range of the parameter had decimals in DCDESK2000.
Example:
Speed par. 2000, has a range of 0.0 – 4000.0 in DcDesk. The value will be sent without the decimal, in a range
of 0-40000 that will correspond to
 Value 0 corresponds to 0 rpm

 Value 40000 corresponds to 4000.0 rpm
The RPDO scalings are different. All parameters are sent with a value with a range of 0-65535. The conversion to
the scaling of the real parameter corresponds to the scaling expressed for each parameter in DCDESK 2000.
Example:
Measured power par. 2918 has a range of 0.0 – 100.0%. Therefore, the conversion corresponds to:
 Value 0 corresponds to 0.0 kW

 Value 65535 corresponds to 100.0 kW
For additional information on CANopen communications in these units, refer to instruction

NOTE manual DG 002-e/10-06.
6.10. Configuration and Adjustment of Start.
There are two types of engine start.
TYPE 1: Fixed valve position

When the speed set in parameter 255 is reached, the valve opens up to the position set in parameter 260. When
the speed set in parameter 256 is reached, the system acknowledges that the engine has started.
TYPE 2: Varying valve position

When the speed set in parameter 255 is reached, the valve opens up to the position set in parameter 260. If the
engine has not started beyond the time set in parameter 265, the valve continues opening progressively beyond
the position set in parameter 260 during the time set in parameter 266.
The following parameters affect engine start.
ELEKTRA and HELENOS UNITS
Parameter Name Comments

1= Start type 1. Fixed valve position
250 StartType
2= Start type 2. Varying valve position
Time the valve must remain in the position set in parameter 260
251 LimitsDelay before applying general valve opening vs speed restrictions. For
start type 1.
255 StartSpeed1 Speed at which the system acknowledges that the engine is
2.4.48 16/26
Dep. 2
O&M MM19.09.251_05_2015
starting (For both start types)
Speed at which the system acknowledges that the engine has
256 StartSpeed2
started (For both start types)
Gas valve opening on reaching the speed set in parameter 255.
260 StartFuel1
(For both start types)
Progressive gas valve opening beyond the position set in
261 StartFuel2
parameter 260, once the time set in parameter 265 is over.
Time to pass before increasing the gas valve opening. For start
265 StartDuration1
type 2.
Time for reaching the valve position set in parameter 261. For
266 StartDuration2
start type 2
ELEKTRA UNIT.
In extreme cases where the engine would not start, you will be able to check whether the fuel mixture is very rich or very lean,
by increasing or decreasing parameter 1320.
Parameter Name Description

1303 NormGasGravity Gas density in kg/Nm³
1320 AFRAtStoichiometry Stoichiometric AF ratio in Nm³/Nm³
1340 GasLowHeatingValue LHV in MJ/Nm³
6.11 Synchronisation. Helenos Unit.
Synchronisation can be carried out with digital signals or an analogue signal. The following parameters affect
synchronisation.
Parameter Denomination Description

825 FunctSpeedInc 2825 SwitchSpeedInc
826 FunctSpeedDec 2826 SwitchSpeedDec
834 FunctSyncEnable 2834 SwitchSyncEnable: 1= so that the synchronisation signals
are operative.
903 AssignIn_SyncInput Analogue synchronisation input.
4903 ChanTypSyncInput 0 = Analogue signal
4 = CANopen
0 = Input only sent by digital contact
4 = CANopen. When delivery is activated by CANopen, the
digital contact is still active, allowing the signal to be sent by both
CANopen and digital.
6.12 Speed Control. HELENOS Unit.
The speed control can be used with the following operating modes:
 Motor uncoupled without generating load.
 Motor coupled to loads and operating isochronously.
 Motor coupled and synchronised with other generators, operating isochronously and controlling its load
with the speed setpoint.
 Motor coupled to an electricity network controlling the load with the speed setpoint.
The following parameters affect speed control.
2.4.49 17/26
Dep. 2
O&M MM19.09.251_05_2015
Number of teeth per revolution
1 TeethPickUp 178 teeth: in-line engines
165 teeth: Vee engines
100 Gain Proportional factor (Pid) for speed control
101 Stability Integral factor (pId) for speed control
102 Derivative Differential factor (piD) for speed control
811 FunctIdleSpeed 2811 SwitchIdleSpeed : 1= idling speed.
814 FunctSpeedRange2Or1
815 FunctSpeedFix1 2815 SwithSpeedFix1: 1= SpeedFix1 active
816 FunctSpeedFix2 2816 SwitchSpeedFix2: 1= SpeedFix2 active
825 FunctSpeedInc 2825 SwitchSpeedInc: 1= Increase speed
826 FunctSpeedDec 2826 SwitchSpeedDec: 1= Decrease speed
827 FunctSetpoint2Or1
834 FunctSyncEnable 2834 SwitchSyncEnable: 1= so that the synchronisation signals
are operative.
900 AssignIn_Setp1Ext Analogue input for speed setpoint 1
901 AssignIn_Setp2Ext Analogue input for speed setpoint 2
4900 ChanTypSetpoint1Ext 0 = Analogue signal
4901 ChanTypSetpoint2Ext 4 = CANopen
0 = Input only sent by digital contact
4 = CANopen. When the equipment is activated by CANopen,
the digital contact is still active, allowing the signal to be sent by
both CANopen and digital.
6.13 Droop Mode. HELENOS Unit
The following factors affect droop mode.
Parameter Denomination Description

2812 SwitchDroop2or1: 0= Droop1 activated
812 FunctDroop2Or1
2812 SwitchDroop2or1: 1= Droop 2 activated.
120 Droop1 % of Droop1 applied
121 Droop1RefLow
Used when 4121 DroopPowerOrFuel=0 in droop 1
122 Droop1RefHigh
123 Droop1SpeedRef Speed at maximum output for Droop 1 when 4121
DroopPowerOrFuel=1
125 Droop2 % of Droop
2 applied
126 Droop2RefLow
Used when 4121 DroopPowerOrFuel=0 in droop 2
127 Droop2RefHigh
128 Droop2SpeedRef Speed at maximum power for Droop 1 when 4121
DroopPowerOrFuel=1
2040 DroopOffset Speed of offset speed applied in Droop mode
4120 DroopOn Make droop 1 and 2 modes operative
4121 DroopPowerOrFuel 1= Use the power signal for Droop mode
Calculate droop as follows:
% Droop = ((Speed if load-Speed at full load)/Speed at full load)*100
2.4.50 18/26
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For example:
 Speed at full load at 1500 rpm

 Speed without load: 1560
%Droop = ((1560-1500)/1560)*100= 4%
Take into account the differences of the speed setpoints in the synchronisations and
NOTE switch closures, adapting them to the best situation.
For example, if the rated speed is 1,500 rpm, with an engine operating with Droop with no load speed 1,560 rpm,
when the switch is closed and droop is activated, there will be a difference of 60 rpm. To avoid this problem, in
this case, we can configure a droop where its no load speed is 1500 rpm, and modify the load later with
increase/decrease speed.
6.14 Diagram of priorities for speed setpoints. HELENOS Unit
The following diagram is used with the Helenos to prioritise the different speed setpoints:
6.15 Load Control. HELENOS Unit.
The following parameters affect load control.

835 FunctLoadEnable 2835 SwitchLoadEnable :1= Load control on
2836 SwitchAutoOrManual: 0= Always keep at zero (automatic)
836 FunctAutoOrManual so that the rest of the controls are activated (droop, load
control..)
846 FunctGenBreaker 2846 SwitchGenBreaker: 1= Network switch closed
Analogue input for load sharing only with LMG visualized in 2902
902 AssigIn_LoadCtrlInp
LoadCtrlInput.
918 AssignIn_MeasPower Analogue input for the measured power
919 AssignIn_PowerSetp Analogue input for the power setpoint
Default value for converting the speed setpoint signal of the LMG
1230 LoadControlFactor
into speed setpoint
1231 LoadControlReference Default value when 2846 SwitchGenBreaker: = 0
1233 PowerGovGain Proportional factor (Pid) for load control
1234 PowerGovStability Integral factor (pId) for load control
1235 PowerGovDerivative Differential factor (piD) for load control
1241 PowerSetpRampUp Increase of load control ramp in kW/sec.
1242 PowerSetpRampDown Decrease of load control ramp in kW/sec.
1243 PowerSetpointPC Power setpoint when par. 5243 PowerSetpPCOn enabled.
4902 ChanTypLoadCtrlInput
0 = Analogue signal
4918 ChanTypMeasPower
4 = CANopen
4919 ChanTypPowerSetp
5230 LoadControlOrPot 0= To work with the power control
1= To work with the LMG
5241 PowerSetpRampOn 1= Power setpoint ramp enabled in load control
5243 PowerSetpPCOn 1= Send power setpoint through DcDesk 2000
5234 FuelOrSpeedOffsMode 1= For the internal load control of the unit to be operative
24835 ChanTypLoadEnable 0 = Input only sent by digital contact
24836 ChanTypAutoOrManua 4 = CANopen. On activating delivery by CANopen, the digital
contact is still active, allowing the signal to be sent both by
24846 ChanTypGenBreaker CANopen and digital.
2.4.51 19/26
Dep. 2
O&M MM19.09.251_05_2015
6.15.1 Power converters
To ensure correct power control, the power converter used should deliver a power signal
NOTE measured with a response time of less than 200mseg. We recommend the use of the
power converters recommended by KOHLER.
With ISLAND applications operating with Kronos 30, you must use the MTR power converter defined
by KOHLER or a converter with a signal response time less than this to ensure correct engine operation
and response.
6.15.2 Important factors for engine stability

For example, it has been seen with the HGM560 engine that the 1234 PowerGovStability and 1322
LambdaGovGain parameters have a significant influence on engine response (apart from the more obvious 1233
PowerGovGain). When the value of the PowerGovStability parameter changes from 30 a 2.9, the engine runs
more stably. A lower value of around 5 for 1322 LambdaGovGain leads to instability. The measured power
analogue signal filter (AnalogInX_Filter) also has an influence, a value of 8 should be used.
6.16 Lambda Map Adjustment. ELEKTRA Unit.
Kronos 30 includes a speed and power dependent lambda map. This map has 10 possible speed values and 10
possible power (ThermalPower) values, which gives 100 possible lambda setpoints.
For improved display and easier adjustment of this map, retrieve it as a table with DcDesk 2000 functions
Graphic / map / Lambda Setpoint Map.
To be able to view the map, you must have previously copied the file 1bc64269.par in the
NOTE folder that contains DcDesk 2000 and/or DcDesk 2000 CAN.
X-AXIS: SPEED. (2000 Speed),

9120 LambdaMap:n (0) First speed value
9121 LambdaMap:n (1) Second speed value
… … …
NOTE For constant-duty operation of the engine, the value of all the parameters in this table must
be zero.
Y-AXIS: KWTH. (3301ThermalPower),
2.4.52 20/26
Dep. 2
O&M MM19.09.251_05_2015
9130 LambdaMap: ThPow (0) First power value in kWth
9131 LambdaMap: ThPow (1) Second power value in kWth
… … …
To assess the maximum thermal power (in kWth) an engine can reach, you can apply the following equation:
kWth = Power rating [kWmec] / (engine efficiency [%] / 100)
LAMBDAS. (3302 LambdaSetpoint).

Lambda setpoints for the whole range of speeds and
9140 – 9239 LambdaMap: lambda (0) – (99)
powers
6.17 Other Lambda setpoint transmitting methods. ELEKTRA Unit.
In addition to the previously mentioned lambda setpoint map, there are other methods for transmitting the lamdba
setpoints to the equipment.
Although these functionalities are usable with the engine running, any small change of
CAUTION one setpoint whatsoever can produce big alterations in engine carburetion and,
hence, severe damage. Therefore, using them is restricted to KOHLER expert staff.
OPTION 1: External Lambda Setpoint
The relevant signal is obtainable from a CH4 sensor or a potentiometer or a PLC output, etc., i.e. from any device
that generates a 4-20mA signal.
To use it, it is necessary to set up the relevant analogue input in the HELENOS unit and to validate parameter
5307 ExtOrIntLambdaSetp =1 in the ELEKTRA Unit.
Parameters 2900 SetpointExtern and 3303 LambdaSetpoint will show the lambda setpoint in use at any time.
OPTION 2: Lambda Setpoint supplied by DcDesk2000
For testing, troubleshooting and other purposes, it is possible to transmit the lambda setpoint through the
DcDesk2000 software. To this effect, it is necessary to validate parameter 5301 LambdaSetpointPCOn=1 in the
ELEKTRA UNIT and to enter the desired lambda value in parameter 1301 LambdaSetpointPC.
Parameter 3303 LambdaSetpoint will show the lambda setpoint in use at any time, which must coincide with the
value assigned to parameter 1301 LambdaSetpointPC.
OPTION 3: Fixing the GAS valve position
Should it be necessary to fix the gas valve position to make tests or detect faults, you would have to validate
parameter 5300 GMUPosSetpointPCOn=1 and to enter the desired gas valve opening value in parameter 1300
GMUPosSetpointPC.
Parameter 2330 ActPosSetpoint will show the actual position of the gas valve at all times.
If parameters 5301 LambdaSetpointPCOn=1 and 5300 GMUPosSetpointPCOn=1

NOTE should coexist at any time, the equipment would implement the second one (gas valve
position) and disable the PC-supplied Lambda Setpoint option.
2.4.53 21/26
Dep. 2
O&M MM19.09.251_05_2015
6.18. Closed Loop Lambda Control with ELEKTRA and HELENOS Units
In order to compensate for variations in gas quality, ambient temperature, backpressure and other factors that
influence engine performance and emissions, it is necessary to activate the closed loop lambda control.
HELENOS UNIT
The measured power in the HELENOS unit results from an analogue input (see section 5.D.- Analogue Inputs.
Helenos Unit) and it is transmitted to the ELEKTRA unit through a CAN communication.
ELEKTRA UNIT
We must initially feed the gas data to be used at starting into the system through the following parameters:

1303 NormGasGravity Gas density in kg/Nm³
1320 AFRAtStoichiometry Stoichiometric AF ratio in Nm³/Nm³
1340 GasLowHeatingValue LHV in MJ/Nm³
After completing and adjusting the lambda map for closed loop control, the following parameters will enable you
to enable and control its operation.

1341 ClosedLoopPowerMin Power from which correction starts to apply
1342 ClosedLoopGov:I Governor gain for correction purposes
3346 ClosedLoopLambdaTrim Correction applied at any time
0 = Closed loop lambda control disabled
5340 AFRClosedOrOpenLoop
1 = Closed loop lambda control enabled
Whenever the closed loop lambda control is enabled, the misfire detection function must be
NOTE on too.
For improved display and easier adjustment of this map, retrieve it as a curve with DcDesk 2000 functions
Graphic / Curve / Efficiency Pel-Pth.
To be able to view the map, you must have previously copied the file 00d24399.par in the
NOTE folder that contains DcDesk 2000 and/or DcDesk 2000 CAN.
2.4.54 22/26
Dep. 2
O&M MM19.09.251_05_2015
You should see a graph like the illustrated one in order to prevent knocking in the event of compensations for
engine misfire.
To adjust the closed loop lambda control map, assign the respective thermal power as calculated by the system
(3302 GasFlowThermalPower) to each measured electrical power (3300 MeasElectricalPower), using the
following parameters.
Before starting with the map adjustment, check to see if the setting of parameter 5340
CAUTION AFRClosedOrOpenLoop is 0.
X-AXIS: ELECTRICAL POWER. (3300 MeasElectricalPower),

3300 MeasPower Electrical Power as measured at any time
9100 ElPowToThPow:Pel(0)
Electrical Power values selected for adjustment purposes.
… …
Y-AXIS: THERMAL POWER. (3302 GasFlowThermalPower),

3302 GasFlowThermalPower Thermal Power as calculated by the system.
9110 ElPowToThPow:Pth(0)
9111 ElPowToThPow:Pth(1) Adjustment values. They are the thermal power value (3302
GasFlowThermalPower) equivalent to each electrical power
9112 ElPowToThPow:Pth(2) values specified in parameters 9100, 9101, 9102…
… …
2.4.55 23/26
Dep. 2
O&M MM19.09.251_05_2015
6.19 Misfire Detection
Misfire detection is indispensable to avoid too many corrections of the closed loop of the lambda control in the
event of combustion failures due to faulty spark plugs and/or mechanical troubles.
Misfire detection is based on speed measurements. By processing them, the system can detect engine operation
instabilities due to combustion failures, mechanical troubles...
In order to adjust this function, operate the engine at its different power outputs and simulate misfire in several
cylinders within the entire range of powers. Record the value of parameter 2050 SpeedVariance for the engine
with all cylinders firing correctly and for the engine with each of the test cylinders misfiring.
The Warning threshold value shall be equal to 40% of the increase in the recorded values. The Emergency
Shutdown threshold value shall equal 60% of the increase in the recorded values.
You must enter those values in the relevant curve parameters (6016…, 6040…, 6066…, 6090…) according to
whether the engine operates in island and/or grid mode.
The different curves are as follows:
Values to be configured for the misfire WARNING curve with ISLAND applications
6000…MisfWarnIsle:Pow(0) Power with respect to the parameters 6016…
6016…MisfWarnIsle:nVar(0) Instability Warning values in Island mode
Values to be configured for the misfire SHUTDOWN curve with ISLAND applications
6024…MisfEcyIsle:Pow(0) Power with respect to parameters 6040…
6040…MisfEcyIsle:nVar(0) Emergency Shutdown values for instability in Island mode
Values to be configured for the misfire WARNING curve with GRID applications
6050…MisfWarnGrid:Pow(0) Power with respect to the parameters 6066…
6066…MisfWarnGrid:nVar(0) Instability Warning values in Grid mode.
Values to be configured for the misfire SHUTDOWN curve with GRID applications
6074…MisfEcyGrid:Pow(0) Power with respect to parameters 6090…
6090…MisfEcyGrid:nVar(0) Emergency Shutdown values for instability in Grid mode.
Should it be necessary to override the effect of the misfire limit on some occasion, then it would be necessary to
enter the full scale of said parameter, i.e. 65.535.
NOTE It is recommended to override the action of the limit of instability, using the full scale
65,535 for power values less than 40% where the carburetion loop is inactive and where
engine instability may be due to other causes, such as low temperature or the mixture
being too lean as it has no active correction.
The following are the parameters used for misfire detection setup.

50 SpeedVarSampleSize 8 Size of sample to be analysed
51 SpeedVarFilterCons 3 Value of signal filter
55 MisfireWarnDelay 10 Delay before releasing the misfire warning signal
56 MisfireEcyDelay 10 Delay before triggering the misfire emergency alarm
2846 SwitchGenBreaker = 0 Engine in island mode
846 FunctGenBreaker Associated digital input
2846 SwitchGenBreaker = 1 Engine in grid mode
2050 SpeedVariance Measure Display of engine instability value
3046 ErrMisfireWarn 0/1 1 = Misfire Warning threshold reached
3047 ErrMisfireEcy 0/1 1 = Emergency Shutdown threshold reached
2.4.56 24/26
Dep. 2
O&M MM19.09.251_05_2015
4050 SpeedVarDetectOn 1 1 = Enable engine instability calculation
4055 MisfireWarnCurveOn 0/1 1= Misfire warning curve enabled
4056 MisfireEcyCurveOn 0/1 1 = Misfire emergency shutdown curve enabled
6000… MisfWarnIsle:Pow(0) Power Power in relation to parameters 6016…
6016… MisfWarnIsle:nVar(0) Instability threshold Misfire Warning threshold for engine in island mode
6024… MisfEcyIsle:Pow(0) Power Power in relation to parameters 6040…
Misfire Emergency Shutdown threshold for engine in
6040… MisfEcyIsle:nVar(0) Instability threshold
island mode
6050… MisfWarnGrid:Pow(0) Power Power in relation to parameters 6066…
6066… MisfWarnGrid:nVar(0) Instability threshold Misfire Warning threshold for engine in grid mode
6074… MisfEcyGrid:Pow(0) Power Power in relation to parameters 6090…
Misfire Emergency Shutdown threshold for engine in
6090… MisfEcyGrid:nVar(0) Instability threshold
grid mode
With V engines, before starting to adjust the instability setting, the alarm for
different temperature between banks should be disabled, if present.
6.20 Load sharing with k30 system

The following comments deal with certain aspects of the Kronos30 system as regards load sharing. These
comments should be taken into account for configuring and properly understanding load sharing with the K30
system.
With the K30 system, when the switch is closed the speed offset entered by the synchroniser is reset. It is
important to bear this in mind because, for example, if the speed setpoint is reset then once synchronised when
the droop is activated as the engine at that moment is not providing power, it will have a speed setpoint (e.g. if we
put 1500rpms@carga_total and 1560@sin_carga) of 1,560rpm. Therefore, the Helenos will increase the load
suddenly with no kind of ramp and will add more fuel to achieve said speed. As the engine load increases the
setpoint will also change. We would see a sudden jump that should be avoided.
In order to avoid this sudden change we can prepare an alternative configuration, with two engines at 1,500rpm
for example:
Droop1 = 0%, SpeedFix1 = 1,500 y Droop2 = 4%, SpeedFix2 = 1440.
So, when we pass from isochronous mode (SwitchDroop2Or1 = 0) to droop mode, we command
SwitchDroop2Or1 = 1 (obey droop2).
Engine 1 can be kept in isochronous mode with engine 2 with droop activated synchronise to 1,500rpm. Once this
engine has been synchronised engine 2 is at 1,500rpm on activating the droop (before or after synchronising) it
has no effect because the speed setpoint of engine 2 for the no load situation is also 1,500rpm. Now, to increase
the load the user has to activate the increase/decrease speed inputs or modify the external speed setpoint. In this
situation, engine 1 will continue in isochronous mode and engine 2 in droop mode. If engine 1 now changes to
droop mode with the same settings it may be supporting some load, meaning that when droop is activated the
speed setpoint will also change suddenly.
Therefore, in order to avoid the above, we should first activate droop for engine 1 so that the speed drops to
1,480rpm as it is supporting some load. Then synchronise with engine 2 with droop2 already activated and using
the increase/decrease speed signals so that when the switch is closed the speed setpoint is 1,480 rpm for both
engines. Then the user can use the increase/decrease inputs to provide more or less load.
The following warning from Heinzmann must be taken into account: “A common
CAUTION changeover from automatic mode to droop mode will not cause a speed jump by the way
(all units being programmed like that), but changing from droop to isochronous mode will
always cause a speed step to rated speed”
2.4.57 25/26
Dep. 2
O&M MM19.09.251_05_2015
6.20.1 Proposed example of load sharing
The proposed settings for the Helenos are:
4120 DroopOn = 1 (droop active all the time)

4121 DroopPowerOrFuel = 1 (as we use measured power to do the droop)
5233 PowerGovernorOrLMG= 1 (Integrated Control)
5234 FuelOrSpeedOffsMode= 1
120 Droop1= 0% (droop for isochronous)
125 Droop2= 3% (droop for load sharing).
836 FunctAutoOrManual = 0. All the time in automatic mode (no effect without load_enable). This means
with no load_enable and droop active, the droop works and responds to the increase and decrease inputs.
The external PLC commands the following the Helenos switches over CANopen:
835 FunctLoadEnable -> When the engine is in GRID mode with its generator switch also closed, this
switch should be activated (grid breaker).
812 FunctDroop2Or1 -> Activate to choose between Droop1 (no droop as it is at 0% and is isochronous)
and Droop2.
846 FunctGenBreaker -> Position of the generator switch.
2.4.58 26/26
Dep. 8
IT-G-A-33-003e D April 2009
DISN 800 ELECTRONIC IGNITION SYSTEM
O&M MM19.09.251_05_2015
1. INTRODUCTION
An ignition system is a device which controls and manag es the firing of the air-fuel mixture in the combustion
chamber. Firing must be accurately coordinated with the engine rotation and the movement of the different
cylinder valves.
The electronic ignition system on KOHLER FGLD engines consists of the following components:
- DISN 800 ignition unit

- Position pickup
- Coils
- Spark plugs
- Low voltage (primary) wiring
- High voltage (secondary) wiring
2. DISN 800 IGNITION UNIT

DISN 800 ele ctronic ignition unit is a programmable static system that genera tes the fir ing signal sequence and
distributes it to the differen t cylinders through the primary (low volta ge) wiring, coils, secondary (high voltage) wiring
and spark plugs. This unit operates o n a 24 Vdc power supply or batter y and synchronises the firing signal
sequence for each cylinder according to the engine rotation reference given by the position pickup.
Since it is pro grammable, the ignition unit is usable with different types of engines, subject to a djusting the cylinder
number, firing sequence and intervals and advance ignition with two selectors.
ANALOG TIMING APPLICATION

TIMING SWITCH SWITCH
CONTROL
15 0 1 A
14 2 H B
13 3
12 4 G C
11 5
10 6 F D
9 8 7 E
Fig. 1 - DISN 800 unit setup controls
2.5.1 1/6
Dep. 8
O&M MM19.09.251_05_2015
2.1. Position Pickup
The DISN800 ignition unit needs to kn ow the engi ne crankshaft or ca mshaft position at all times to be able to
synchronise the cylinders firing signal sequence (timing control) at the right moment.
For this purpose, the e ngines incorporate a set of magnet discs on the camshaft driving gear, angularly
distributed at fixed intervals, and one extra disc that determines the "reset" in each combustion cycle.
A Hall-effect pickup sensor lying opposite the ma gnet discs detects their presence and transmits the relevant
position control signals to the ignition unit.
Fig. 2 – Basic diagram of an ignition system with DISN 800 unit
2.2. Operation
The DISN 800 ignition control unit is designed to operate on a 12 to 24Vdc voltage supplied by a battery or power
supply (5A).
The required operating voltage is at least 8Vdc on starting and 12-28V during operation. Average current intake
depends on the operating speed and number of outputs according to the following equation:
(nr. of outputs x rpm/2)/10000 (for 24 Vdc)
2.5.2 2/6
Dep. 8
O&M MM19.09.251_05_2015
WARNING
Although the device in cludes internal prot ection fuses, it is advisa ble to insert two extern al 10A fuse s near the
power supply, in order to protect the engine and the electrics of the building or place of installation.
The unit receives data signals from the pickup for synchronising the engine position with the ignition signals. The
ignition disc, rotating at the same speed as the camshaft, is the only moving part of the system and it carries t he
magnets for indexing the cylinders position according to the crankshaft rotation. Moreover, the ignition disc has an
extra "resetting" magnet for restarting the successive entire combustion cycles.
The unit loads the primary condensers by means of the main power supply and releases the accumulated energy
through switches to th e coils at the a dequate time in tune with the firing sequence. A high vo ltage is induced by
the coils in the secondary winding, which alters the potential at the spark plug electrodes to a sufficient extent for
breaking the dielectric and producing the ignition spark.
The ignition unit has two manual selector switches:
- A "Timing S witch" serves to set adva nce ignition in relation to the top de ad centre of each cylin der in
conformity with the engine specifications and application.
- An "Application Switch" permits pre-defining the engine type, i.e. number of cylinders and firing order.
Likewise, the unit has one (“Timing Control”) connector for using a 4-20mA analog input to determine the engine's
advance ignition. This option is active only if the “Ti ming Control” connector's pin "E" is live. Otherwise, the unit
works with the advance as defined by the manual timing switch.
WARNING
Set the “Application Switch” carefully to avoid problems before starting the engine and do not change the setting
while the engine is running.
Do not change the “Timing Switch” settings sharply when the engine is running on load.
NOTE
There are two optional ways of stopping ignition:
- cutting off power to the unit, or
- connecting the “G” terminal to the engine ground.
2.5.3 3/6
Dep. 8
O&M MM19.09.251_05_2015
The unit has a normally closed contact on the mai n connector (pin “D”), whose status changes in the event of a
pickup failure o if one of the output s fails. Moreover, there are three LEDs on t he front panel of the unit, which
provide information on the system's condition:
- Application. When on, this LED in dicates an e rror in the sele ction of the en gine type an d/or the ref erence
magnets on the disc, or a failure of the unit.
- Pickup. If on, with the engine running, the LED de notes a failure of the pickup signal
(sensor, cable, gap).
- Power. If this LED is off, the power supply to the unit is failing.
KOHLER gas engines' ignition system with DISN800 electronic unit comprises the following parts:
1- Pickup A- 3-pin Connector (for pickup)

2- Control Disc B- 6-pin Connector (pickup + 24 Vdc + alarm)
3- Pickup cable C- 10/19-pin Connector (ignition signals)
4- Ignition Unit D- 5-pin Connector (“Timing Control”)
5- Primary (low voltage) wiring S1- Timing Switch
6- Coils S2- Application Switch
7- Secondary (high voltage) wiring S2- Application Switch
8- Spark plugs
9- 10A fuse
Camshaft
24 VDC
Fig. 3 – General diagram of FGLD 180 engine's ignition system
2.5.4 4/6
Dep. 8
O&M MM19.09.251_05_2015
NOTA
The earth wire of the i gnition unit must establish an effective electric
contact of the module with the engine through its support.
2
Minimum size = 10 mm
Fig. 4 – Earth connection diagram
According to the number of outputs available, the re are two types of ig nition units. Th e following table
shows references for these units, with regard to the Application Switch i dentifier for the differe nt types of
engines.
DISN Unit Engine Application Switch Timing Switch

76.64.098 FGLD180 C Acc. to application
76.64.098 FGLD240 D Acc. to application
76.64.029 FGLD360 C Acc. to application
76.64.029 FGLD480 D Acc. to application
Fig. 5 – References of DISN unit for KOHLER FGLD engines
2.5.5 5/6
Dep. 8
O&M MM19.09.251_05_2015
3. CHECKING IGNITION TIMING

To verify that the real igniti on timing of the engi ne, at rated speed, matches the programmed settings, follow the
procedure described below:
- Remove the cover from the flywheel housing's inspection hole.
- Feed a light strobe with 12 VDC, by connecting the clips.
- Clamp the third clip to the wire of the coil of cylinder #1.
- Direct the light strobe through the flywheel housing hole to the adjusting rule fitted to the flywheel and read the
timing value indicated by the index.
1 INDEX
2 ADJUSTING RULE
Fig. 6 - Reading of Ignition Point
- Compare actual advance ignition with the values specified for the en gine and application concerned, and
adjust as and when necessary.
Engine A.Switch Firing Order
FG 180 C
1-5-6-3-2-4
FGLD 180 C
FG 240 D
1-4-2-6-8-5-7-3
FGLD 240 D
FGLD 360 C 1-8-5-10-3-7-6-11-2-9-4-12
FGLD 480 D 1-12-4-10-2-14-6-16-8-13-5-15-7-11-3-9
Fig. 7 – Applications Table
2.5.6 6/6
Dept. 2
IT-G-A-33-002e C August 2012
CPU95 ELECTRONIC IGNITION SYSTEM
O&M MM19.09.251_05_2015
1. DESCRIPTION
An ignition system is a d evice that co ntrols and manages the fi ring of the ai r-fuel mixture in the comb ustion
chamber. Firing must be accurately coordinated with the engine rotation and the movement of the different
cylinder valves.
KOHLER uses two models of CPU95 ignition modules:

- CPU95 ignition module Ref. 76.64.132 76.64.132
- CPU95 ignition module with built-in Modbus and 4-20mA communications, Ref. 76.64.373
The CPU-95 electronic ignition system consists of the following components:
1. CPU-95 ignition module . (Fig 1)

2. Display units:
- Display (Fig 2) Ref 76.64.133. Usable with both CPU 95 models.
- XBTG1100 3.8” touch screen (Fig 4) Ref 76.64.318. Usable only with model Ref. 76.64.373
3. Hall-effect pickup (Fig 3) and its wiring.Two magnetic pickups (Fig 3) and their wiring.
5. Reset pin.
6. Trigger magnet.
Fig 1. - CPU 95 Ignition Module Fig.- 3 Magnetic Pickups
Fig 2.- Display Fig 4.- XBTGT1100 3.8’ Touch Screen
A basic wiring diagram of the ignition system, its components and connected devices, is shown on next page for
in-line and "V" engines.
2.5.7 1/11
Dept. 2
O&M MM19.09.251_05_2015
PART NO. S/N
U.S. PATENT NO.5.623.209
CERTIFIED
CLASS I, GROUP D, DIV.2T4

ALTRONIC,INC YOUNGSTOWN,OHIO
Eis
AUTO MAN DIAG
SETUP TIMING NEXT
F1 F2 RESET ESC
F3 F4 EN TER
Basic wiring diagram of the ignition system for in-line engine
PART NO. S/N
U.S. PATENT NO.5.623.209
CERTIFIED
CLASS I, GROUP D, DIV.2T4

ALTRONIC,INC YOUNGSTOWN,OHIO
Eis
AUTO MAN DIAG
SETUP TIMING NEXT
F1 F2 RESET ESC
F3 F4 ENTER
Basic wiring diagram of the ignition system for V engine
1 CPU-95 ignition module

2 Display unit
3 Primary wiring
4 Ignition coils
5 Secondary wiring
6 Spark plugs
7 Hall-effect pickup and wiring
8 Magnetic pickups and wiring
9 Reset pin
10 Trigger magnet
2.5.8 2/11
Dept. 2
O&M MM19.09.251_05_2015
A 24Vdc power supply.
B For proper operation of the RS485 communications interface, the Display Module must be powered directly
from the terminals of the CPU-95. Do not use intermediate terminals nor other power sources.
C Hall-Effect pickup to line-up with trigger Magnet such that it is coincident with the reset pickup which is lined-
up with reset pin on compression stroke of cylinder no.1 (6 and 8 in-line engines), no.12 (12-cyl. "V" engines)
or #8 (16 cyl. "V" engines).
D RS485 serial data link and power transfer to display.
E Digital inputs and outputs for PLC or external controller and auxiliary RS485 serial data link.
F Engine revolution pickup wiring
G Reset pickup wiring.
WARNING
The ignition system is co nfigured in the factory. Field use of the ignition system may l ead to imp roper
engine operation and could cause serious engine damage and personal injury to operators or nearby personnel.
Consult KOHLER Engineering Department for any issues concerning the ignition module. Do not manip
ulate the Ignition Module without prior authorization.
WARNING
Do not manipulate the battery voltage while the ignition unit is operating with the engine running. Such handling
can generate surges in the unit, blowing the fuses and causing ignition kill. Ignition kills can severely damage the
engine and in some cases can cause injury.
NOTE
The CPU-95, through its displ ay module, features advanced diagnosti cs communication possibilities. All
diagnostics and communi cation options will be av ailable through the Modb us communications protocol. The
system can also operate in a stand-alone mode.
1.1. The CPU-95 Electronic Ignition Module
These are the principal characteristics of the CPU-95 ignition module:
− Microprocessor-based digital system for highly accurate engine timing, using crankshaft and camshaft position
signals.
− Programming options for adaptation to different engine configurations.
− Capability to set and vary ignition advance manu ally, in accordance with the engin e speed or an external
analogue and/or digital signal.
− Possibility of timing offsets per cylinder.
− Variable energy levels in the primary circuit, in order to optimize the lifespan of the spark plugs.
2.5.9 3/11
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− Advanced options (“multi-strike firing”, one-step retard, maximum energy level).
− High diagnostic capabilit y to check t he system's primary and seco ndary circuits; information about the
combustion status per cylinder, when connected to the display module.
− Modbus communications protocol (only for units Ref. 76.64.317) 76.64.373)
Fig. Fig. Fig. 5 - CPU95 Ignition Module
All the o ptional features are selected by KOHLER depending on each application characteristics and
requirements. All required data, such as ignition timing, firing pattern, firing order, number of flywheel teeth, etc.
are factory-programmed.
This module lies in a support fixed to the engine with dampers to minimize the negative effect of vibrations.
NOTE
For programming the CPU-95 ignition module, refer to document IT-G-A-33-003.
2.5.10 4/11
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1.1.1. Operation
The CPU-95 receives three different signals from two magnetic pickups and one Hall-effect pickup, to trigger the
spark plugs at the right time in the right cylinder according to the firing order.
MAGNETIC PICKUP
ENGINE
REVOLUTIONS
MAGNETIC PICKUP
RESET
ENGINE REVOLUTIONS
HALL-EFFECT PICKUP
COMPRESSION
COMPLETE FIRING CYCLE
SIGNALS SYNCHRONISATION
START OF NEW CYCLE
COMPRESSION STROKE IN 1ST CYLINDER ACC. TO FIRING ORDER
Fig. 6 - Basic representation of the signals received by CPU-95 from the pickups
When the engine is on the compression stroke of cylinder Nº1 (6 & 8 cyl. in-line engines), cylinder Nº12 (12-cyl.
"V" engines) or cylinder Nº8 (16-cyl. "V" engine s), and at a kno wn angle before the to p dead centre of said
cylinder, the reset pin must be lined up with the reset magnetic pickup and the Hall-effect pickup must be lined up
with the trigger magnet. This situation describes the beginning of a new complete firing cycle. From this moment,
by using the engine speed signal and the software-defined settings, the CPU-95 distributes the primary signals to
the different cylinders at the right time.
As the above figure shows, the Hall-effect and m agnetic pickups provide different types of signals and must be
correctly installed on the engine; but they are easily identified as can be seen on the following pictures.
Fig. Fig. 7 - Details of the Hall-effect pickup
2.5.11 5/11
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Fig. 8 - Details of the magnetic pickup
The CPU95 Ignition Module has three d igital output signals that provides information about the ignition st atus of
the engine. Potential-fre e switches with common unreferenced ground (maximum 100 V dc, 75mA) generate
these three signals:
− The FIRE-CONFIRM OUT switch is closed when the ignition is firing or trying to fire. This output could be used
as a signal to control the system to turn the fuel on.
− The FAULT OUT switch is closed to signal tha t the ignition has no diagnostic faults which would result in self-
shutdown. This output can be used as a signal to the control system to turn fuel off.
− The ALARM OUT switch is cl osed to signal that no acknowledged faults or warnings are present. Upon
detection of a diagnostic fault or warning, this switch will open.
− This output is designed to control an alarm indicator or sounding device. In addition, four LED indicators inside
the CPU95 box provide the following information:
− The power LED is on to i ndicate that the unit ha s power and the microprocessor is running. The power LED
flashes to indicate that the unit has power but is not oper ating correctly. The power LED is off to indicate that
the unit has no power or there is some problem with the supply board.
− The TX LED flashes to indicate that the ignition unit is transmitting on the RS-485 serial link.
− The RX LED flashes to indicate that the ignition unit is receiving on the RS-485 serial link.
− The ALARM LED turns on to indicate t hat a wa rning or fault is present. The ALARM LED flashe s when an
acknowledged warning is present.
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The Ignition Module Ref. 76.64.317 incorporates one RS-485 serial communications port. This port is no rmally
used for communication to the Di splay Module. It is possible to co nnect a PC (subject to prog ramming the
EEPROM) or a PLC to the RS-485 port to perform remote monitoring or control functions.
One additional digital input (MISC. INP UT) is provided inside the ignition system. This logic level input is active
when shorted to ground, and is used to control any combi nation of the following features: one-step retard, spark
energy level or multi-strike option. Depending on each application's characteristics and requirements, the use of
this input may be suggested, but it is not a standard input. Any of the functions is usable subject to previous setup
through a PC and the terminal program.
A digital inpu t (SHUTDOWN INPUT) is available to sh ut off the ignition m odule instantly. When thi s input is
shorted to ground, the module disconnects the outputs to the primary circuit and ignition is totally inhibited.
1.1.2. Technical Data
Tabulated below are the basic technical data of the CPU-95 ignition module:
Supply voltage 24 VDC (nominal)

Current intake < 5 A (depending on the application)
Number of outputs to cylinders 16
Digital inputs 2
Digital outputs 3, NC
Analogue inputs 1 (4-20mA)
Magnetic pick up 2
Hall-effect pick up 1
Communications port RS485
Display Optional
Working temperature -40ºC to 70ºC
Dimensions 251*248*158 mm
1.2. Display Module
The Display Module serves as a user interface for the CPU-95 Ignition Module.
The Ignition Module does not need the Display Module to operate, but, without it, diagnostics and control features
would not be accessible. Therefore, we recomme nd using said Display together with the CPU-95 unit. On the
other hand, where the application requires an analogue signal to reduce ignition advance (e.g. engin es with a
knock detection system), using the di splay linked to the CPU-95 (Ref. 76.6 4.132) is obligatory since the mA
sensor is available only in the display module. Using a display connected to the CPU-95 (Re f. 76.64.317) is not
compulsory because this module incorporates the mA sensor or it is possible to reduce ignition advance through
the Modbus communications protocol.
There are two possible display units:
- Display (Fig 2) Ref 76.64.133. Usable with both CPU 95 models.
- XBTG1100 3.8” touch screen (Fig 4) Ref 76.64.318. Usable only with model Ref. 76.64.373
2.5.13 7/11
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2. INSTALLATION
2.1. Ignition Module
The CPU-95 system operates on a 24 VDC supply. It is ve ry important to ensure sufficient voltage and current
supply for proper CPU-95 system operation.
The operating voltage requirement is 20 Vdc minimum at starting and 24 -28 Vdc when running. The average
current draw (A) depends on the operating speed and the number of outputs; it is given by the following formula:
(no. of outputs x rpm)/12500 (for 24 Vdc)
The minimum required size of the power ca ble to the i gnition system depends on the latter's distan ce from the
power supply, as defined in the following table:
Distance Distance Minimum size Minimum size

feet m mm2 AWG
< 25 <7 1 16
26-40 7-12 2 14
41-65 12-20 3 12
66-100 20-30 5 10
NOTE
The negative (-) of the 24 Vdc supply must be common with engine ground.
The earth wire of the ignition module must establish an effective electric contact of the module with the engine through its
support.
2
Minimum size = 10 mm
Although the device has internal protective fuses (6.3 Amp), two external 10 Amp
WARNING fuses near the power source are recommended for the protection of engine and
building or installation wiring. This will reduce the possibility of fire occurring in the
event of a short circuit in the windings.
2.5.14 8/11
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Power wiring and signal wiring (pickups and communications) must be in separate conduits and conduit entries
into the Ignition Module to avoid undesired electrical interaction. All conduit entries are sized for a 1/2" -14 NPT
male conduit fitting. There are three different conduit types in the Ignition Module:
1. Right conduit entry: Power wiring:

2. Centre conduit entry: Magnetic pickups and Hall-effect pickup.
3. Left conduit entry: Control inputs, serial communications, and alarm outputs.
− Right entry: Input power supply wires should enter the right conduit entry and connect to the POWER 24 Vdc
+ and GROUND - terminals of the terminal block.
− Centre entry: Run a separate conduit to the centre entry for the two magnetic pickups cable assemblies. The
Hall-effect pickup cable must also en ter through the centre hole and its co nnection shall be accordi ng to
Figure 9
− Left entry: Run a separate conduit to the left entry for all connections of digital i nputs/outputs and
communications.
o Shutdown input (terminal 1)

o Miscellaneous input (terminal 2)
o Alarm out (terminal 3)
o Fault out (terminal 4)
o Fire confirm out (terminal 5)Common out (terminal 6)
o RS485 serial port (terminals 7+, 8- & 9 shield)
Deviation from these in stallation instructions may lead to im proper engine

WARNING operation, which could cause personal injury to operators or nearby personnel.
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GEAR TOOTH P.U. (BLACK)

GEAR TOOTH P.U. (BLACK)
GEAR TOOTH P.U. (RED)

GEAR TOOTH P.U. (RED)
RESET P.U. (BLACK)

FIRE CONFIRM OUT
RESET P.U. (BLACK)
FIRE CONFIRM OUT
RESET P.U. (RED)

CABLE SHIELDS
SERIAL RS485 +
SERIAL RS485 -
RESET P.U. (RED)
SHUTDOWN IN
CABLE SHIELD
COMMON OUT
CABLE SHIELDS
SERIAL RS485 +
SERIAL RS485 -
CABLE SHIELD
SHUTDOWN IN
ALARM OUT
COMMON OUT
FAULT OUT
COMMON -
GROUND -
SUPPLY +
SWITCH +
24 Vdc +
ALARM OUT
MISC. IN
FAULT OUT
COMMON -
LOOP +
SHIELD
GROUND -
LOOP -
SWITCH +
SUPPLY +
24 Vdc +
MISC. IN
SHIELD
COMMUNICATIONS POWER
COMMUNICATIONS POWER +-
+- CR CR
TO PICKUPS
CR 4
CR CR
TO PICKUPS 1
CR 4 + 6
24V
1 -
+ 3 + -
24V
6 +
5
- + -
2 RS485
TO PC
-
3
+ OR
5 MASTER
2 RS485 -
TO PC - +
OR 7
KNOCK
MASTER
DETECTION
SYSTEM OR
7 PLC OR
OTHER
Fig. Electrical Connections of CPU-95 Fig. 10- Electrical Connections of CPU-95

Ignition Module Ref. 76.64.132 Ignition Module Ref. 76.64.373
1. User Input, to stop ignition.

2. User Input, close to activate selected MISC feature (default is ONE-STEP TIMING).
3. Use shielded cable for RS485 connections.
4. Use minimum 16 AWG stranded wire for input power supply wires.
5. 24Vdc power supply 5 Amp.
6. 10 Amp. fuse
NOTE
Place fuses on both + and – power wires.
7. Engine ground connection
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3. IGNITION TIMING VERIFICATION

To verify that the real ig nition timing of the engine, at rated spee d, is the sa me one a s the programmed one,
follow the procedure described below:
1. Remove the cover from the flywheel housing inspection hole.
2. Feed the timing light strobe with 12 VDC, by connecting the clips.
3. Clamp the end of the light strobe wire to the wire joining the ignition coil wire and spark plug of cylinder no. 1.
4. When the engine is running at its nominal power, use a timing light strobe to observe the ignition timing marks
on the flywheel.
Reading of Ignition Point
1 Index
2 Adjusting rule
5. If the measu rement with the timing lig ht does n ot coincide with the display value, correct the "Reset Pin"
parameter in the CPU-95 module, u sing the di splay, until both values a re identical; th en, adjust ignition
advance to the desired value.
NOTE
A password is required to change the ignition parameters with the display. Contact KOHLER about any issue
related to the engine ignition.
2.5.17 11/11
Dep. 2
IC-G-D-33-002e A July 2013
DESCRIPTION OF THE GIS IGNITION SYSTEM
O&M MM19.09.251_05_2015
1. DESCRIPTION
The ignition system manages and controls the ignition of the mixture in the combustion chamber. Firing must be
accurately coordinated with the rotation of the engine and the movement of the valves of each cylinder.
Two GIS ignition unit models are used by KOHLER:
- GIS ignition unit

- GIS CSA ignition unit
Both units have the same performance in operation. The only difference of the two units lies in the housing;
76.64.607 up to 60ºC and 76.64.605 up to 70ºC.
The GIS ignition system is made up of the following components:
1. GIS ignition module

2. Display module
3. Hall effect pickup and wiring
4. Two magnetic pickups and wiring.
5. Reset pin
6. Reference magnet
7. Primary wiring
8. Coils
9. Secondary wiring
Fig. 1 – GIS ignition unit
2.5.19 1/7
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Fig. 2 – GIS coil
Fig. 3 – GIS high voltage lead
Most items on the list are compatible with the CPU 95 electronic ignition system used up to now with SFGLD and
HGM engines. The only incompatible items are the coil, the high voltage lead and the ignition rails.
The electrical characteristics of the coil are different to those of the coil used with the CPU 95 electronic ignition
system, while the high voltage lead is different in the threaded connection with the coil.
In fact, the basic ignition diagram is the same as that used with the CPU 95 electronic ignition system.
Fig. 4 - Basic layout of the in-line engine ignition system
2.5.20 2/7
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Fig. 5 - Basic layout of the V-engine ignition system
1 GIS ignition module.

2 Display module
3 Primary wiring
4 GIS ignition coils
5 Secondary wiring
6 Spark plugs
7 Hall effect pickup and wiring
8 Magnetic pickups and wiring
9 Reset pin
10 Reference magnet
A 24Vcc power supply.

C Hall effect pickup. Unlike the CPU 95 system, the reference magnet of the camshaft does not have to be
lined up with the reset pin during the compression stage of cylinder Nº1 (with 6 and 8 in-line engines),
Nº12 (12V engines) and Nº8 (16V engines).
D CAN communications cable for transmission of data from the module to the display
E Communication with external equipment (CAN or RS-485), digital and analogue inputs and outputs for
connection to control equipment (PLC)
F Pickup wiring for measuring engine revolutions
G Reset pickup wiring
The ignition system is configured at the factory. Field use of the ignition system may lead to improper engine
operation and could cause serious engine damage and/or personal injury to operators and other personnel
nearby. Check with KOHLER Engineering Department for any queries concerning the ignition module. Do not
manipulate the module without prior authorisation.
2.5.21 3/7
Dep. 2
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1.1. GIS IGNITION MODULE
1.1.1. General features
The main features of the GIS ignition module are as follows:
- Microprocessor-based digital system with highly precise distribution of engine ignition, based on
crankshaft and camshaft position reference signals.
- Optional programming adjustment to adapt to different engine configurations.
- Optional manual timing adjustment can be configured according to engine speed, analogue signals,
potentiometer, digital inputs and/or communications.
- Option to adjust timing per cylinder.
- Option to adjust ignition energy and even configure different energy levels for start-up and normal engine
operation.
- High capacity for diagnosis in the primary and secondary ignition system circuits.
- Modbus RTU and CAN 2.0b (CANopen) communications.
- Ability to generate a series of pulses that control other equipment, such as the Detcon, injection system,
etc.
- USB connection compatible with USB 1.1 and USB 2.0 for connection to PC.
- CE Marking.
- Certification CSA Class I, Division 2, Group C, D; T4.
All the system options are selected by KOHLER on the basis of the requirements and characteristics of each
application. All the data required, such as distribution of ignition, configuration of the energy parameters,
ignition sequence, number of flywheel teeth, etc. are programmed at the factory.
NOTE
Refer to IT-G-A-33-011 for programming the GIS ignition module. Refer to IO-G-M-33-010 for information on the
display module. Refer to IM-G-C-33-006 for installation of the ignition module.
1.1.2. Functions and operation
Configuration of pickup signals
Unlike the CPU 95 module, the GIS ignition system can operate with different pickup signal configurations,
making it a more flexible system. With KOHLER engines, it can operate with two different configurations:
- 2 PU configuration: The ignition module operates according to the signals received from the magnetic
tooth pickup and the camshaft Hall effect pickup.
- 3 PU configuration: The ignition module operates according to the signals received from two magnetic
pickups fitted to the crankshaft (teeth and reset) and the camshaft Hall effect pickup.
Analogue/Digital Inputs
The ignition module has an analogue input which, once configured, allows the advance ignition to be adjusted.
The analogue signal can be intensity (4-20 mA) or voltage (0-10 V). With KOHLER engines, this analogue input
is connected to the Detcon and configured so that the ignition unit reduces the advance as the mA of the signal
increase.
2.5.22 4/7
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The module also has three digital inputs to carry out the following functions:
- Start/Stop. This signal allows the ignition to be enabled/disabled. If a high level signal is sent (2.8 – 32 V)
the ignition is activated, while if a low level signal is sent (0- 0.8 V) the ignition is deactivated. The signal
has a maximum input current of 20 mA.
- Reserved/GPI: The General Purpose Input (GPI) can be configured by software and used for several
functions. With KOHLER engines, this input allows us to reset the CAN communications module with the
engine in operation (1 second pulse at high level) or completely reset the ignition unit when the engine is
stopped (5 second pulse at high level).
- Schedule A/B: This digital input allows us to select from two previously configured ignition schedules. The
unit allows us to programme two ignition schedules (Schedule A and B) and this digital signal allows us to
select one of the other (low level (0 - 0.8 V) for schedule A and high level (2.83 - 2 V) for schedule B). The
signal has a maximum input current of 20 mA.
With KOHLER engines, this input is not connected, meaning that the unit allows operates with ignition
schedule A.
Analogue/Digital Outputs
The GIS ignition unit has two digital outputs that provide information on the status of the unit. They are potential
free contacts with a common return that is not referenced (maximum 32 VDC, 100 mA):
- The Go/NoGo contact closes when the unit is sending ignition signals to the coils. This output can be
used to activate the security loop when there is an emergency engine shut-down.
- The GPO (General Purpose Output) contact is totally configurable by software. We can configure both
those situations when we want it to be activated and the output logic itself. With KOHLER engines, the
output is normally configured as closed, to be activated (open) only when the unit shows a serious error
that results in ignition shutdown.
The ignition module can generate a pulse sequence signal that allows it to control another piece of equipment,
such as the Detcon. This signal is known as the ASO (Auxiliary Signal Output) and can be connected with two
wires to the equipment in question. It is a TTL level (5V) with a maximum intensity of +- 10 mA.
With KOHLER engines, this signal is used to control the Detcon, meaning that the ignition unit must be
connected to the Detcon with a 2-wire screened cable.
Visualisation LEDs
There are 6 LEDs on the front of the ignition module that provide information on the status of the unit:
- The “Status” LED indicates the status of the unit. The LED is always flashing and its colour changes
according to the status of the unit. If the unit has an error, the LED is red, if there is a warning, the LED is
orange and the LED is green if there is no error or warning. When the LED flashes quickly, the unit has a
hardware problem (“critical error”).
- The “Firing” LED always activates when the unit is sending. The light is green.
- The pickup LEDs activate whenever the module receives a signal from a pickup. All the lights are green.
With KOHLER engines, they are as follows:
o Pick up 1: Hall effect camshaft pickup
o Pick up 2: magnetic reset pickup
o Pick up 3: crankshaft tooth pickup
- The GPO LED activates when the GPO contact is closed. With KOHLER engines, due to the fact that this
output is normally configured with closed logic, the LED should always be lit unless the unit is in error
status.
2.5.23 5/7
Dep. 2
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NOTE
If the module has been configured so that one of the three pickup signals is not used, the LED corresponding to
this signal will never be lit.
Communications
The ignition module has two options for communicating with other equipment. Both communications protocols
have the same possibilities as regards control and reading capacity:
- 2 CANbus 2.0 communications ports: the unit can communicate with the other equipment by means of
two different CAN protocols: CANopen and J1939. We can use the configuration menu to choose one
protocol or the other. The CAN connection allows a maximum cable length of 250 metres.
- 1 RS-485 port for connecting to a PC or Modbus communication with other equipment. The RS-485
connection allows a maximum length of 100 metres.
NOTE
With GCS-E panels, communication with the other equipment is carried out through the CAN port using the
CANopen protocol.
NOTE
The ignition module can be connected to the PC in two ways: via the USB or RS-485 ports. To activate said port,
please contact KOHLER.
PC Connection
The ignition module can be connected to the PC in two ways: via the USB or RS-485 ports.
However, the firmware to connect the unit via the USB port does not let us connect it via the RS-485 port and vice
versa. This means that the firmware version of the unit has to be changed to change the port used to connect to
the PC.
NOTE
With KOHLER engines, the units are pre-programmed for connecting to the PC via the USB port. The maximum
USB cable length allowed is 5 metres.
Potentiometers and reset button
The unit has two potentiometers to adjust the advance: one for ignition schedule A and the other for ignition
schedule B. With KOHLER engines, the option of adjusting the advance using these potentiometers is disabled
(only A).
The reset button completely resets the unit. With KOHLER engines, this reset is carried out via communications,
either from the GCS-E panel display or from the GIS unit display.
2.5.24 6/7
Dep. 2
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O&M MM19.09.251_05_2015
WARNING
The reset button (in the GIS hardware) should not under any circumstances be pressed when the engine is in
operation. Pressing the reset button cuts of ignition, which could lead to detonations in the exhaust and/or inlet
manifolds. Said detonations could both cause damage to the engine and serious injury to anyone standing near
the engine.
1.1.3. Technical specifications
The following table shows the main technical specifications of the GIS ignition module. Certain data is common to
both stock references (76.64.605 and 76.64.607), while other details are not:
Power Supply Voltage 24 VDC (nominal)
Consumption < 7A (depending on the application and power supply voltage)
Number of outlets to cylinders 16
Digital inputs 3
Digital outputs 2 (NC and configurable)
Analogue inputs 1 Configurable: 4‐20 mA / 0‐10 V
Magnetic pick up 2
Hall effect pick up 1
Communications port 1 x USB 1.1; 2 x CAN 2.0b; 1 x RS‐485
Display Optional
Operating
Temperature ‐40ºC to 60ºC
GIS Unit
Dimensions 304 x 240 x 95.5 mm
Weight 5.2 kg
Operating
Temperature ‐40ºC to 70ºC
GIS CSA Unit
Dimensions 304 x 240 x 115.5 mm
Weight 6.7 kg
Fig. 6 – Overview of the ignition system for V-engines with 16 cylinders
2. FITTING THE IGNITION MODULE

Depending on the engine type and the application, the ignition module can be installed in three different positions:
- Installed on a bracket on the engine with shock-absorbing systems to minimise the negative effect of
vibrations.
- Installed on the nerve of the profile of the engine frame. Shock-absorbing systems are also used in this
case to minimise the negative effect of vibrations.
- Installed in the GCS-E panel with those engines fitted with said panel.
For further detail on the installation of the ignition module, refer to IM-G-C-33-006, GIS ignition module installation
manual.
2.5.25 7/7
Dep. 2
IC-C-D-35-002e A May 2008
GAS ENGINES INTAKE SYSTEM
O&M MM19.09.251_05_2015
1. AIM
The aim of t his product information sheet is to d escribe the el ements installed in series to make u p the GAS
engine intake system.
2. INTRODUCTION
The air intake system comprises the following elements mounted on the engine:
- Air filter.
- Carburettor.
- Turbocharger (only in supercharged engines).
- Air Cooler (only in supercharged engines).
- Butterfly Valve.
- Intake Manifold.
3. AIR FILTER
It is the air filter's function to remove impurities from the air needed for combustion. The most appropriate type of
filter for the operational environment must be defined.
The air filtration system must guarantee 99.7% efficiency. The maximum intake restriction is 38 mbar when the
engine is operating at its rated power.
There are two types of filters in use: two-stage cyclone filters and high-rate single-stage filter.
Prefilter
Filter
Fig. 1 – Air Filter (two stages)
2.6.1 1/3
Dep. 2
IC-C-D-35-002e A May 2008
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4. TURBOCHARGER
The turbocharger is installed in order to boost the air pressure fed into the intake manifold so that there is a dense
air/fuel mixture in the combustion chamber.
As they are “low gas pressure” engines, the air-fuel mixture is created at atmospheric pressure (carburettor next
to the air filter) and later the air-fuel mixture is compressed.
From the turbocharge r outlet, the mixture pa sses through the air cooler to the elbow in th e butterfly valve and
from there it is diverted towards the intake manifold.
In-line Engines
- They include one (1) turbocharger on their top right-hand side.
V Engines
- They have t wo (2) tu rbochargers: one on e ach cylinder b ank. HGM e ngines however have one single
turbocharger.
- They include two (2) intake manifolds.
8 2 7 1 Air Filter
2 Air Compressor
3 Air Cooler
4 Valves
3 4 5 Piston
6 Combustion Chamber
7 Exhaust Turbine
1 9 8 Non Compressed Air
9 Hot Compressed Air
6
10 Intercooler Water Inlet
11 Intercooler Water Outlet
5
12 Cold Compressed Air
Fig. 2 – General Drawing - Intake System
The electronic management of the unit s with a control of the power generated (in kW) regulates and limits the
supercharging of the engine, normally being sufficient as a safety limiter.
2.6.2 2/3
Dep. 2
IC-C-D-35-002e A May 2008
O&M MM19.09.251_05_2015
5. AIR COOLER
The air cooler is integrated into the engine and consist of a tube nest and blades, housed in a reinforced cast-iron
body as a pressurised air-fuel mixture circulates between the tubes.
The air cooler is cooled by means of water from the auxiliary circuit (at 55ºC or 80ºC depending on the engine
model), which circulates inside the tubes. Two-stage coolers have main circuit water flowing at 82ºC through their
first stage.
Water reduces the temp erature of the air-fu el mixture once comp ressed by the turbo . On redu cing the
temperature of the air-fuel mixture the density of the air load in th e engine increases, allowing a larger amount of
air-fuel mixture to e nter the cylinder. This leads to greater combustion efficiency and indirectly, more power per
cylinder.
6. BUTTERFLY VALVE
The load regulation valve (butterfly valve) lies downstream of the air cooler outlet. By regulating the amount of A/F
mixture delivered to the cylinders, it r egulates the power output or the speed according as the engine is in grid or
island mode.
This valve is driven directly by the load/speed regulator.
In “V” en gines, a bran ch at the outle t of the butterf ly valve diverts the flow of mixture toward the t wo intake
manifolds.
7. INTAKE MANIFOLD
The design of the intake manifold includes special internal ribs that cause the flow to go in the right direction.
In-Line Engines:
- The intake manifold lies on the left-hand side of the engine and distributes the mixture to the cylinders.
V Engines:
- There are two intake mani folds: one on each side of the engine, distributing the mixture independently to the
cylinders on its bank.
2.6.3 3/3
Dep. 2
TERRESTRIAL ENGINES' AIR FILTERS
O&M MM19.09.251_05_2015
1. TERRESTRIAL ENGINES' AIR FILTERS. CHARACTERISTICS

It is the funct ion of an ai r filter to ensure that air supplied to the e ngine has optimum cleanness
characteristics. KOHLER POWER engines can include either of two types of filters: double-stage cyclonic filters
and GHF high-flow single-stage filtration filters. The cyclonic air filters used on KOHLER POWER en gines
comprise two filtering elements or cartridges: one so-called main cartridge outside and the othe r so-called
safety eleme nt inside. High-flow filters are single-stage filtration systems.
Air filtering is achieve d to global effi ciency rates of 99.7%. Pressure losses due to filtering are le ss than 20mbar
with a clea n filter and the engine ru nning at rated p ower and full speed. Filter plugging o ccurs when p ressure
losses exceed 38mbar.
The air filters fitted to G UASCOR POWER terrestrial engines can be used in dust-laden atmospheres of up to
3
15 mg/mn . In case of greater dust concentration, it will be necessary to install mechanical air prefilters (refer to
document IC-G-D-35-001e).
In double-stage filters, this is how filtering occurs:
- air enters the filter tangentially to the cylindrical casing of the filter,
- passes through the first filtering element (main element),
- flows through the second, safety filtering element,
- and finally goes out axially with respect to the filter casing.
Main
Safety
Fig. 1 – General view of double-stage air filters for terrestrial engines
The airflow restriction created by the ai r filters increases as the filters get
fouled. As already mentioned, the maximum permissible airflow restriction
is 38mbar for filters on engines running at their power rating. On reaching
this value, the filtering e lements are said to be clogged and must be
immediately cleaned or changed. For monitoring their fouling level,
the KOHLER POWER filters include a mechanical air flow restriction
detector Ref. 76.50.134 with a red -coloured indicator showing up Fouled
completely when the maximum permissible pressure drop has been
filter
reached. Alternatively, an electric detector Ref. 76.50.321 can be
installed, indicating the fouling condition of the filters by means of a
light sig nal or by tran smitting an electric signal to the PLC.
2.6.5 1/4
Dep. 2
O&M MM19.09.251_05_2015
The figures below show exploded views of KOHLER POWER terrestrial engine's double-stage air filters,
identifying their major components.
Intake cap
Fouling
detector
Clamp
Safety cartridge
S.C.
washer
Filter casing
Main cartridge
Front
sealing ring
Integrated axial
sealing gaskets
Locknut
M.C.
washer
Fig. 2 – Exploded view of a tangentially sealed air filter for terrestrial engines
Main filtering
element
Safety filtering
Air filter element
casing
Fouling
detector
Fig. 3 – Exploded view of a radially sealed air filter for terrestrial engines
2.6.6 2/4
Dep. 2
O&M MM19.09.251_05_2015
In GHF High-Flow filter, filtering occurs as follows:
- Air enters the filter directly through either one or two of the side intake ports, depending on whether the filter
has 1 or 2 filtering cartridges
- passes through the filtering cartridge,
- and finally flo ws out to the engine through one port with HGM en gines and th rough two ports on the other
engines.
Fig. 4 – General drawing of KOHLER High Flow two-cartridge filter for terrestrial engines
To monitor their fouling level, the GHF filters have a mechanical airflow restriction detector Ref. 76.50.319 with a
red-coloured indicator showing up completely when the maximum permissible pressure drop (38 mbar) has been
reached at the filter outlet. In this event, depending on the case, either one or two cartridges need to be changed.
The fouling detector can alternatively be an electric device Ref. 76.50.266 indicating the fouling condition of the
filters by means of a light signal or by transmitting an electric signal to the PLC.
The next figures show exploded views of the GHF air filter for KOHLER POWER engines.
2.6.7 3/4
Dep. 2
O&M MM19.09.251_05_2015
COVER
CLAMP
FILTERING ELEMENT
CASING
FOULING
INDICATOR
Fig. 5 – Exploded view of KOHLER High Flow two-cartridge air filters for terrestrial engines
CASING
CLAMP
FILTERING
ELEMENT
COVER
Fig. 6 – Exploded view of KOHLER High Flow one-cartridge air filter
2.6.8 4/4
Dep. 2
IT-G-E-35-001e A October 2012
DYNAMIC AIR PRECLEANERS. GAS ENGINES.

SPECIFICATIONS
O&M MM19.09.251_05_2015
1. DYNAMIC AIR PRECLEANERS. INTRODUCTION

There are engines operating in plants where the contamination of ambient air is obviously high: e.g. in facilities of
the ceramic and cement industries, quarries, roads, mines, etc. Under those circumstances, the life of the filtering
elements of the air filters is generally very short and the filters require constant maintenance to avoid important
damage to the engine. However, there exist components known as dynamic air precleaners, which are capable of
preseparating dust from air (in particular, the coarser particles), impeding them from reaching the air filters and
improving the service life of the filters.
Such air cleaning devices are recommendable for engines operating in environments with a dust concentration in
air greater than 15 mg/m3.
2. DYNAMIC AIR PRECLEANERS. MODE OF OPERATION

The dynamic air precleaner is fitted and clamped to the inlet of
the standard air filter for terrestrial engine, instead of the
normal intake cap that prevents water and foreign bodies from
damaging the filtering elements. Assembling the precleaner is
thus fast and easy. For installing precleaners on the engines,
only one requisite must be fulfilled: there must be enough
space between the filter air inlet and the ceiling of the room..
The precleaners use part of the kinetic energy of the air

sucked by the engine, so as to create a vortex by guiding the
air flow through adequate passages to a number of rotating
vanes. This vortex, using the resultant centrifugal force, hurls
the coarser particles contained in the airflow towards the
outside of the precleaner. Dust removal efficiency is directly
proportional to the particle size.
Here is how a precleaner operates:

Dusty air reaches the precleaner through the side inlets (1)
due to the attraction force developed by the engine in
ervice.
Inside the precleaner, the special design passages (2)

force the airflow to circulate towards the rotating vanes (3)
creating a vortex which hurls the coarser particles towards
the walls of the precleaner (4). DUSTY AIR DUSTY AIR
Those particles are expelled to the outside through special-

purpose outlets, while the remaining airflow, clean of up to
80% of the initial airborne particles, proceeds through the
bottom of the precleaner (5) to the standard air filter.
IMPURITIES IMPURITIES
CLEAN AIR
2.6.9 1/3
Dep. 2

SPECIFICATIONS
O&M MM19.09.251_05_2015
3. DYNAMIC AIR PRECLEANERS. TECHNICAL SPECIFICATIONS

3.1. Assembly
For installing a dynamic air precleaner, only one requisite must be fulfilled: there must be enough space, so that
the precleaner will not touch the ceiling of the generation room. Accordingly, taking into account the dimensions of
the precleaner and the necessary mounting space, there must be a free height above the intake of the air filter, as
follows:
- Precleaner 76.50.275: 540mm above air filter 76.50.150 or 76.50.320.

- Precleaner 76.50.274: 550mm above air filter 76.50.250 or 76.50.330.
- Precleaner 76.50.273: 560mm above air filter 76.50.173.
Carburetion must be checked, when a dynamic air precleaner is fitted to an engine having a carburetion system
designed to operate without precleaner, since the change from one configuration to the other can lead to
variations due to an increase in pressure losses over the initial value as a result of the filter and precleaner unit.
Special attention shall be given to engines with mechanical carburetion.
3.2. Maintenance
Dynamic air precleaners require no specific maintenance. Only cleaning is necessary in the event of detecting
high negative pressure problems, or if the vanes do not rotate freely or when observing that the air intake
openings to the precleaner are obstructed.
3.3 Pressure Losses
Air precleaners generate pressure losses that must be added to those of the filter, when analysing the filter’s
clogged condition. There is a balance between the pressure losses generated by the precleaner and the losses
avoided at a later stage thanks to the precleaner; i.e. when the air filter is new, an engine with a precleaner (filter
+ precleaner) is subject to a greater pressure loss than an engine without precleaner; but as operating time goes
by, an air filter without precleaner becomes fouled 3 to 4 times faster than an air filter with precleaner and,
consequently, the pressure losses exceed those of an engine with air filter and precleaner.
Whether the maximum permissible pressure loss for an engine with precleaner (saturation of the filtering element)
is reached before or after the specified maintenance frequency for the engine concerned will depend on the
airborne dust content at the place of operation during this period. This notwithstanding, it is right to assume that in
heavily contaminated environments, the filtering element will get clogged earlier if there is no precleaner installed
than if there is one. The use of precleaners in this type of environments is therefore strongly recommended.
2.6.10 2/3
Dep. 2

SPECIFICATIONS
O&M MM19.09.251_05_2015
The following graph shows the curves of precleaners’ pressure losses related to the airflow:
Precleaners restriction curves
300
250 PRECLEANER 76.50.275
PRECLEANER 76.50.274
200 PRECLEANER 76.50.273

DP mm.WG
150
100
50
0
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48
Flow rate m3/min
Curve 1. Dynamic air precleaners' restriction curves at clean precleaner on KOHLER terrestrial engines
2.6.11 3/3
Dep. 2
IC-C-D-40-003e A May 2012
OXIDATIVE CATALYTIC CONVERTERS
O&M MM19.09.251_05_2015
1. OXIDATIVE CATALYTIC CONVERTERS

Catalytic substrates consist of high-temperature resistant steel foils of alternating
layers of corrugated and flat strips 100, 200, 300 or 400 cpsi (cells per square inch).
The catalytic materials coated onto the surfaces of the channels consist of a refractory
inorganic oxide, various substances which act as chemical promoters and stabilisers,
and a combination of precious metals that can include platinum, palladium and
rhodium. The substrates provide high resistance to thermal and mechanical shocks,
while at the same time offering customers an economical alternative
to ceramic and metal substrates currently on the market.
2. OPERATING THE CATALYTIC CONVERTER

The oxidative catalytic converter is effective in controlling carbon
monoxide (CO), non-methane hydrocarbons (NMHC), volatile organic
compounds (VOC), formaldehyde (CH2O) and hazardous air
pollutants (HAPs) produced by gas engines. The oxidation catalytic
converter is also effective for the catalytic combustion of VOC
emissions from a variety of exhaust gas streams.
The temperature of the exhaust gases within the catalytic converter

is a very important factor with regard to obtaining a high degree of
conversion efficiency. In general, the higher the temperature, the
greater the efficiency obtained by the catalytic system, depending on the pollutant
being treated. The appropriate permissible temperature range should be greater than 400°C and less than 600°C.
These oxidation reactions are exothermic (they produce heat), meaning that the catalyser outlet temperature is
higher than the inlet temperature. The T value throughout the catalytic converter depends on several factors,
such as the amount of contaminant or the degree of efficiency of the catalytic converter, but the temperature rise
is normally below 40ºC.
An oxidative catalytic converter requires a certain amount of oxygen in order to be able to operate correctly, which
is why they are not normally used in stoichiometric combustion engines. Due to the high oxygen requirements in
the exhaust, it is not viable to carry out NOx reduction reactions in this type of catalytic converter, meaning that
the presence of these pollutants in the exhaust flows remains practically the same. The amount of NOx in the
exhausts must be adjusted to comply with legal requirements concerning emissions by controlling the parameters
of the lean mix engine itself or by incorporating other processing systems.
OXIDATION REACTIONS THAT OCCUR IN THE OXIDATION CATALYTIC CONVERTER
CARBON MONOXIDE CO + ½ O2 → CO2 (1)
HYDROCARBONS CmHn + (m + n/4) O2 → m CO2 + n/2 H2O (2)
ALDEHYDES, KETONES,
CmHnO + (m + n/4 - 0.5) O2 → m CO2 + n/2 H2O (3)
ETC.
HYDROGEN H2 + ½ O2 → H2O (4)
Table 1. Contaminants that are reduced in a oxidative catalytic converter by utilising oxidation reactions.
2.7.1 1/6
Dep. 2
IC-C-D-40-003e A May 2012
O&M MM19.09.251_05_2015
The conversion efficiency of this type of oxidative catalytic converter is shown in the following table:
NOx CO NMHC VOC CH2O HAPs

Null 70-95% 40-90% 60-99% 60-99% 60-99%
NMHC: Hydrocarbons (no methane)

VOC: Volatile Organic Compounds.
CH2O: Formaldehydes.
HAPs: Polycyclic aromatic hydrocarbons.
Table 2. Reduction efficiencies of each contaminant in an oxidative catalytic converter.
Gas outlet
Emissions sampling
Gas inlet points.
Oxidative catalytic converter A,B: Lid

C: Gaskets
D: retaining system
E: Catalyst element
Fig. 1 Parts of an oxidative catalytic converter.
2. ENGINE OPERATION
The way in which an engine with an oxidative catalytic converter is operated may cause it not to work properly or
even damage or disable it The following requirements should thus be taken into account when operating the
engine-catalytic converter unit.
- The engine must be operated and maintained in accordance with the manufacturer’s specifications.
- Maximum inlet temperature to the catalytic converter 600°C.
- Special lubricating oil with less than 0.6% weight of sulphated ash as an additive of the same must be used.
Zinc content must be less than 900ppm and phosphorus content less than 400 ppm.
- Substances deposited on the inner surface of the catalytic converter must not lead to an excessive increase in
the initial load of the catalytic converter, as it would be covering the reaction points and leading to a
progressive reduction in system efficiency. The engine must operate with specific oil consumption in
accordance with IO-G-M-25-001 and IO-F-M-25-001.
- The engine can operate with or without recirculation of crankcase gases, in accordance with the systems and
specifications defined by the manufacturer.
- Fuel quality should meet the ASTM D975, ASTM D6751 standards and also have a sulphur content of <500
ppm, chlorine compounds of <10ppm and without the presence of silicon compounds.
2.7.2 2/6
Dep. 2
IC-C-D-40-003e A May 2012
O&M MM19.09.251_05_2015
- The quality of the natural gas must be as specified in documents IP-GD-30 IC-001 and IC-GD-IP 30-002 on
natural gas fuel. There must be no leaks from the exhaust system.
- There must be a minimum of 4% by volume of oxygen in the exhaust gas at the oxidative catalytic converter
inlet.
- The pressure drop in the catalytic converter should be no more than 0.5 kPa above the initial pressure drop in
the catalytic converter. If this occurs ash deposits are being produced on the surface of the catalytic converter
and it must be cleaned.
3. OPERATING THE CATALYTIC CONVERTER

The oxidative catalytic converter is designed to convert the main unburnt fractions of the engine exhaust gases:
carbon monoxide (CO), hydrocarbons (CxHy) and partially oxidised hydrocarbons (CxHyO) to the typical products
of perfect combustion: carbon dioxide (CO2) and water (H2O).
These oxidation reactions are exothermic (they produce heat), meaning that the catalyser outlet temperature is
higher than the inlet temperature. The T value throughout the catalytic converter depends on several factors,
such as the amount of contaminant available or the degree of efficiency of the catalytic converter, but the
temperature rise is normally below 40ºC.
The temperature of the exhaust gases within the catalytic converter is a very important factor with regard to
obtaining a high degree of conversion efficiency. In general, the higher the temperature, the greater the efficiency
obtained by the catalytic system, depending on the pollutant being treated. Below you can see the typical
recommended values and limits for temperature and pollutants in the exhaust gas to optimise the efficiency of
oxidative catalytic converters.
Fuel type Pollutant type Minimum temperature Exhaust composition limit

Any fuel CO 400ºC -
NMHCs, including
Ethane < 40% weight NMHCs
Natural Gas formaldehyde 450ºC
Ethane + propane < 50% weight NMHCs
(no methane)
NMNEHCs
Natural Gas (no methane, no 425ºC Propane < 10% weight NMNEHCs
ethane)
Natural Gas VOCs 425ºC -
CH2O
Natural Gas 425ºC -
(formaldehyde)
LPG THCs
450ºC Propane < 30% weight THCs
(Liquid Petroleum Gas) (totals)
Diesel THCs 400ºC
NMHCs: Hydrocarbons (no methane)

NMNEHCs: Hydrocarbons (no methane, no ethane)
VOCs: Volatile Organic Compounds.
THCs: Total hydrocarbons.
CH2O: Formaldehyde.
Table 2. Optimal working temperatures of the catalytic converter
2.7.3 3/6
Dep. 2
IC-C-D-40-003e A May 2012
O&M MM19.09.251_05_2015
The following diagram shows the overall trend as regards the degree of conversion of the catalytic converter for
the different contaminants according to the exhaust gas temperature at the catalytic converter inlet.
Fig.2 Reduction efficiencies according to contaminant, based on the temperature inside the catalytic converter
These curves show general tendencies for oxidative catalytic converters. However, noble or transition metals that
make up the active stage, as well as the coating material and the preparation method determine conversion
results at different temperatures. Catalytic converters manufacturers do not usually supply the consumer with this
information, but show the conversion vs temperature curves for a specific catalyst. The influence of the space
velocity of the exhaust gases in the catalyst is also important because the higher the lower the conversion
obtained.
2.7.4 4/6
Dep. 2
IC-C-D-40-003e A May 2012
O&M MM19.09.251_05_2015
4. TECHNICAL LIMITATIONS OF THE LUBRICATING OIL

The lubricating oil used by an engine with an oxidative catalytic converter in the exhaust must have certain
special specifications with regard to maximum additive content and maximum engine consumption. This is
because both high specific consumption of motor oil and excessive additive levels therein can lead to the
excessive generation of components that are damaging to the catalytic converter, or poisons that reduce its
performance and useful life.
As well as these values, the lubricating oil must comply with specifications relating to engines that do not have
oxidative catalytic converters fitted to their exhausts.
POISON MAXIMUM AMOUNT

Zinc 900 ppm
Phosphorous 400 ppm
Sulphated Ash 0.6% weight
Specific consumption In accordance with KOHLER specification IO-G-M-25-001
Table 3. Limit of harmful compounds entering the catalytic converter in the engine lubricating oil.
5. TECHNICAL LIMITATIONS OF COMBUSTION GAS AND EXHAUST GAS

As with the lubricating oil, certain catalytic converter poisons can mix with the exhaust gas flow as a result of the
combustion of the fuel used. The maximum quantity of poison catalytic converters can tolerate, like their
performance, depend on the suppliers. By way of example, the following table shows the limits for these types of
harmful components for the approved catalytic converter.
POISON LOCATION MAXIMUM AMOUNT
Chlorine compounds Combustion gas According to fuel IP IP IC-G-D-30-002
Sulphur Combustion gas According to fuel IP IP IC-G-D-30-002
Silicon compounds Combustion gas Null for both types of fuel.

Calcium <1%
Sulphur <1%
Phosphorous <1%
Catalytic substrate
Zinc < 0.5 %
Iron <1 %
Sulphur+Calcium+Phosphorous+Zinc+Iron < 2 % (collectively).
Heavy metals: Pb, Hg, Ar, Sb, Zn, Cu, Sn, Fe,
Exhaust gas 200 ppm weight (collectively)
Ba, Ni, Cr, P y S
Ash deposit Catalytic substrate < 1g/litre of substrate
Table 4. Limit of harmful compounds entering the catalytic converter present in the engine's exhaust gases.
2.7.5 5/6
Dep. 2
IC-C-D-40-003e A May 2012
O&M MM19.09.251_05_2015
6. LOSS OF ACTIVITY IN THE CATALYTIC CONVERTER

The activity of a catalytic converter drops progressively over time, although a series of mechanisms can cause
said activity to be lost before the end of its useful life, significantly reducing exhaust pollutant reduction efficiency
as shown on the following table:
Mechanism Description
CHEMICAL Poisons are those elements or compounds which are present in engine exhaust gases and
POISONING combine chemically with the materials of the catalytic converter, causing them to lose activity. In
most cases when poisoning occurs the damage is irreversible.
Inhibitors are those elements that, when present in engine exhaust gases, can make the catalytic
converter lose efficiency in certain operating conditions. However, the catalytic converter recovers
CATALYTIC its normal performance when the inhibitor is not present in the exhaust gases or when operating
INHIBITION conditions change. One example of this is sulphur, which does not allow the catalytic converter to
operate correctly at low temperatures, and acts as a poison. When the system starts operating at
high temperatures it is eliminated and normal efficiency levels are regained.
The loss of activity by a catalytic converter through dirtying or masking happens when an inert
residue or ash from the exhaust gases is deposited on the catalytic surface, blocking it and
DIRTYING OR
preventing it from working correctly. In many cases, the residue can be eliminated from the
MASKING
catalytic surface using cleaning methods that allow it to regain normal catalytic converter activity
levels.
Thermal deactivation of the catalytic converter happens when the creep temperature of the
materials that make it up is exceeded. This type of problem can happen as a result of a sudden
THERMAL
increase in the pollutants to be eliminated which, when they are converted through exothermic
DEACTIVATION
reactions, cause the thermal limits of the materials of the catalytic converter to be exceeded,
causing irreversible damage to its structure.
The erosion of the materials making up the catalytic converter substrate is due to natural causes
MECHANICAL (time) or to wear caused by an excessive presence of solid materials in the exhaust gas.
EROSION AND Mechanical deactivation means that the internal channels of the catalytic converter become
DEACTIVATION blocked or their walls collapse due to mechanical problems (excessive vibration, blows, excessive
erosion, etc.). This type of damage to the catalytic converter is irreversible.
Table 5. Causes of loss of activity in the catalytic converter.
2.7.6 6/6
Dep. 2
IC-G-D-40-002e B October 2010
EXHAUST SYSTEM AND VENTILATION OF THE OIL SUMP
O&M MM19.09.251_05_2015
1. AIM
This product information sheet describes the exhaust system and crankcase gas breather of GAS engines.
2. EXHAUST SYSTEM
The exhaust system consists of the following components:
- Exhaust Manifold.
• 1 in “L” engines.
• 2 in “V” engines.
- Turbocharger Turbine (only in supercharged engines)
• 1 in “L” and HGM engines.

• 2 in “V” engines.
- Exhaust Pipe (supplied by customer )
- Crankcase gas exhaust system
3. EXHAUST MANIFOLD
Each exhaust manifold comprises various segments joined together. The exhaust manifolds connect to the
cylinder heads to receive the exhaust gases.
- “L” engines: The exhaust manifold lies on the right hand side of the engine.
- “V” engines: The exhaust manifolds are on the inside of the engines and fixed to their respective line of
cylinder heads.
A. Water-cooled Exhaust Manifold
Cooled by water from the engine’s cooling system, these exhaust manifolds connect to the cylinder heads to
receive coolant.
B. Dry Manifold
It is made up of various separate sections joined together with high-temperature expansion joints. The manifold is
covered with thermal insulation material.
2.7.7 1/4
Dep. 2
O&M MM19.09.251_05_2015
Fig. 1 Example of dry exhaust manifold on a V-engine
4. TURBOCHARGER (Only in supercharged engines)

A turbocharger is a centrifuge air compressor driven by a turbine that utilises the energy of the exhaust gases. It
is an element of the air/fuel mixture system. The turbocharger delivers high-pressure air to the engine;
accordingly, the amount of air the piston can take is greater. This increase in the amount of air delivered allows
the engine to increase its level of combustion efficiency and power output.
Fig. 2 Turbocharger Section
In “L” engines, the turbocharger is mounted on the right side of the engine.
In “V” engines, the turbochargers are mounted on the right and left of the engine, over the exhaust manifolds.
In HGM engines, the turbocharger lies in the front end, in V engines above the top cover of the air cooler.
2.7.8 2/4
Dep. 2
O&M MM19.09.251_05_2015
5. EXHAUST GASES OUTLET LINE

The exhaust gases produced by combustion leave the cylinders through the exhaust valves in the cylinder heads.
They are expelled to the exhaust manifold during the up stroke of the pistons.
In naturally aspirated engines, the exhaust gases go out of the engine through the exhaust directly. Customer has
to fit the gas outlet line to this exhaust.
In supercharged engines, the exhaust gases flow from the exhaust manifold into the turbocompressor(s) that
make(s) use of the energy of the exhaust gases to compress the intake air.
Finally, the gases go out into the atmosphere through the gas outlet line provided with flexible joints that absorb
expansion caused by the high temperatures involved.
The exhaust pipe will also be fitted with an exhaust gas silencer to reduce the noise produced in all internal
combustion engines and, where appropriate, with a catalytic converter to reduce polluting emissions.
6. CRANKCASE GAS BREATHER

Crankcase ventilation aims to eliminate the combustion gases that enter the crankcase through the clearance
between piston rings and piston liners. Those gases sweep oil along, which must be separated.
Ventilation takes place through a tap in the front or rear cover of the engine block. There, an elbow directs the
gases to a gridiron separator.
A. Open System
In an open crankcase ventilation system, gas-borne oil is separated in a separator (and drawn off oil returns to
the oil sump), while clean gases are expelled to the outside through a duct or pipeline. Refer to Product
Information Sheets IC-C-D-25-007e and IT-C-A-25-016e.
B. Closed System or Gas Recirculation System
In a closed system, the blow-by gases flow first through a separator and then through a specific filter that also
directs drawn off oil to the oil sump. Clean gases are fed back into the intake system, at a point located between
the intake filter and the carburettor. See specific Product Information Sheet IC-C-D-25-006e.
2.7.9 3/4
Dep. 2
O&M MM19.09.251_05_2015
Fig. 3 Arrangement of Crankcase Gas Breather
2.7.10 4/4
Dep. 3
IO-G-M-40-005e November 2013
3 WAY CATALYSTS FOR ESTOICHIOMETRIC ENGINE:

OPERATION MANUAL
O&M MM19.09.251_05_2015
1. GENERAL.
Important Note: Before any work, consult your company health and safety officer for details of
safe working practices. Safety requirements include but are not limited to: proper engine shut
down; personal protection (gloves, coveralls, safety glasses etc.); and safe handling
temperature of converter.
The catalytic converter is designed for emission control of industrial internal-combustion engines used in
the following applications:
• Power generation and co-generation
• Gas compression
• Chillers
• Irrigation and pumping stations
• Air compressors
• CNG refuelling
For rich-burn or stoichiometric spark-ignited engines, the converter promotes the three-way reactions of
oxides of nitrogen (NOx), carbon monoxide (CO), and hydrocarbons (CxHy) into nitrogen (N2), carbon
dioxide (CO2) and water (H2O). For these reactions to take place the catalyst substrate must have a
coating designed for three-way reactions, and it is necessary for the engine to operate with a closed
loop air-fuel ratio control system.
The converter is normally used for allowing a site to comply with air quality requirements.The
conversion of any of substance across the converter shall be the difference of the inlet quality of the
substance minus the quantity of the substance divided by the inlet quantity of the substance.
2. NAMEPLATE.
Refer to the nameplate for the part and serial numbers. Nameplates are located on both the housing and the
catalyst substrate. Record this information for reference. Affixed to the converter will also be a warning label
and a flow direction arrow as depicted below.
DCL Nameplate
2.7.11 1/6
Dep. 3

OPERATION MANUAL
O&M MM19.09.251_05_2015
Flow Direction Arrow
Warning Label
3. PRODUCT DESCRIPTION.
3.1 Catalyst Substrate Specifications.
Handles for
installation and
maintenance.
Stiffening bars are

High-temperature-resistant steel foils
inserted across the
of alternating layers of corrugated and
diameter of the
flat strips 100, 200, 300 or 400 cpsi
substrate to
(cells per square inch).
maintain substrate
rigidity.
Catalytic materials coated onto the
channel surfaces consist of a refractory
inorganic oxide, various substances
that act as chemical promoters and
stabilizers, and a combination of
platinum group metals that can include
platinum, palladium and rhodium.
C- channel band of 304
stainless steel to provide
rigidity and protect operators
from foil abrasions.
2.7.12 2/6
Dep. 3

OPERATION MANUAL
O&M MM19.09.251_05_2015
3.2 Converter Housing Specifications.
The following section contains general specifications for the catalytic converter housing. For any special
customer specifications refer to the sales drawing.
Loose or captive zinc

Plated bolts and nuts. No
Lock washers required. Cover plate with handles
Retaining bars. Holds

catalyst substrate securely Graphite-stainless steel
in place. gasket. Machine cut to fit
housing.
Two (2) 1/2 “ NPT

Catalyst substrate,
coupling at inlet and
including lifting handles.
outlet for measurements of
Housing center body holds
emissions, temperature,
up to two catalyst
temperature rise (∆T)and
substrates
pressure drop (∆P).
Carbon steel connection

flanges in ANSI or DIN Brackets for mounting to
bolt pattern. exhaust system.
Stainless steel housing

(304L), and cones rated for
1.5 atm (152 kPa)
absolute. Housing center
cody holds up to two
catalyst substrates.
3.3 Housing Configurations.
The converter comes in several configurations. The converter housing is primarily 304L stainless steel. In
some cases the converter center body is integrated with a silencer. Where silencer components are
integrated with the converter, the silencer jacket and silencer internal baffle components are mild steel
unless specified otherwise by the customer. Where applicable, the sales drawing and/or quotation will
indicate the sound attenuation or grade for the silencer.
Catalytic Converter.3 way

Holds up to four catalyst substrates
2.7.13 3/6
Dep. 3

OPERATION MANUAL
O&M MM19.09.251_05_2015
4. CATALYST SPECIFICATION PROJECT VX560.
The 3 way catalyst may be compliance the following engine and exhaust emission specification.
Alta eficiencia Eficiencia estándar

Conversion efficiency NOx 98% 96%
Conversion efficiency CO 98% 96%
Conversion efficiency NMHC 75% 70%
Conversion efficiency CH2O 95% 90%
REMARK.
a) Please note that the efficiency of a Three-Way Catalyst is highly dependent on the balance of NOx,
CO, O2 and HC in the reaction. Three-Way Catalysts work only if the engine operates within a narrow
air/fuel ratio range (normally λ = 0.97 to 0.99 for natural gas fueled engines). A closed-loop air/fuel
ratio control system is required to maintain the engine within the correct operating range, and we
assume that engine is already ( or will be ) equipped with such a system. Instructions for proper
installation, start-up and operation of the air/fuel ratio controller are available from its manufacturer.
b) DCL recommends that the catalytic converter is installed as close to the exhaust manifold as possible
and it is insulated to enhance performance. Insulation blankets are available.
c) Expected Performance and Estimated Backpressure are based on connection pipe diameter(s) as
indicated in the table.
d) Each set of counter flanges and flange gaskets includes: Two (2) mating flanges of Mild Steel, and
Two (2) matching flange gasket of ceramic paper or equivalent material. The set will be loose fitted to
the converter by pair of temporary bolts, hardware for installation in the exhaust piping not included.
5. GAS SAMPLING POINTS IN THE CATALYTIC CONVERTER
Pressure monitoring
Temperature monitoring
Lambda sensor
The catalyst incorporates a number of instrumentation probes which are described in IO-G-M-60-002,
Instrumentation catalyst
2.7.14 4/6
Dep. 3

OPERATION MANUAL
O&M MM19.09.251_05_2015
For correct installation and use of equipment is recommended to consult the following documents:
• IO-GM-60-002: Instrumentation and engine sensors and 3-way catalyst.
6. PERFORMANCE REQUIREMENTS OF THREE-WAY CATALYSTS
Exhaust Flowrate As indicated in quote.

Minimum 752 ºF (400ºC) at inlet to converter.
Exhaust Temperature Maximum 1250 ºF(677ºC) at intlet to converter.
Maximum1350 ºF(732ºC) at outlet of converter.
Engine Power As indicated in quote.
<0.6 wt% sulfated ash.
Lube Oil Specification Zinc <900 ppm.
Phosphorus <400 ppm.
Lube Oil Consumption Manufacturer’s normal lube oil consumption rate or 0.5 g/bhp-hr (0.67 g/Kw-h), whichever is
Rate lower.
Crank case ventilation should be routed either back to the air intake or downstream of the
Crank case ventilation
converter.
Fuel must be pipeline quality natural gas or commercial LPG free of contaminants.
For natural gas the energy content must be > 750 BTU/ ft3 LHV
Sulfur < 100 ppm.
Fuel Quality Chlorinated compounds < 10 ppm.
Silicon compounds or siloxanes – must be Nil.
Biogas, sewage gas and digester gas are not acceptable, unless explicitly stated otherwise in
the quote.
Approximately 700-800 Mv (pre-converter) for simultaneous, NOx, CO and NMHC
conversion.
Exhaust gas oxygen
The signal from the EGO sensor is somewhat biased by CO, H2 and HC levels in the
(EGO) sensor set-point
exhaust, and exhaust gas temperature. The optimum voltage setpoint for the EGO sensor
may vary according to the engine application.
Oxygen 0.2-0.5% at inlet to converter.
Must operate at a steady state condition, with air-fuel ratio swings no to exceed +/- 0.005
Air-Fuel Ratio Controller
lambda.
<11 g/l (28 g/fr3) of catalyst substrate. Remove ash by cleaning or vacuuming if necessary.
Ash Deposits
High levels of ash on the substrate and reduce conversion efficiency.
Exhaust system Exhaust system bust be free of leaks.
Converter back-pressure should not be allowed to increase more than 2” wc (0.5kPa) over
Back- Pressure the clean converter back-pressure. This can indicate excessive build-up of ash deposits. The
catalyst elements should be cleaned if this occurs.
High temperature shut-down mechanism located on an outlet port of the converter set to
Accessories
1350 ºF (732ºC) or less.
Catalyst poisons build up on the catalyst over time, due to their presence in the fuel or lube
oil.
Analysis of the catalyst substrate is done by removing a small section and conducting a
chemical analysis at DCL or a qualified laboratory. For good performance, catalyst poisons
on the catalyst washcoat shall not exceed the following.
Sulfur <1%
Catalyst Poisons
Calcium < 1%
Phosphorus <1%
Zinc <0.5%
Iron < 1%
Sulfur, Calcium, Phoshorus, Zinc, Iron <2% (collectively)
Lead, Mercury, Arsenic, Antimony, Copper, Tin, Nickel, Chromium <200 ppm (collectively)
2.7.15 5/6
Dep. 3

OPERATION MANUAL
O&M MM19.09.251_05_2015
Catalyst Supplier at its sole discretion may void the product warranty if the following occurs:
• Engine misfires, backfires or exhaust system explosions
• Excess unburned fuel entering the catalyst, such as where engine operates over its lean limit or if ignition
failure occurs
• Turbocharger failure
• Exhaust temperature in excess of maximums stated.
• Catalyst poisons in excess of the maximum.
• Fuel quality not meeting the specifications provided.
• Mechanical damage due to improper mounting of the housing.
• Mis-handling or improper storage of catalyst substrates.
• Failure to conduct normal maintenance.
2.7.16 6/6
Dep. 2
IT-C-A-55-001e H April 2014
ELECTRIC STARTER
O&M MM19.09.251_05_2015
1. ELECTRIC STARTER
1.1. DESCRIPTION OF THE ELECTRIC STARTER SYSTEM
The electric starters used to start all KOHLER POWER engines are standard commercially-available products,
with a toothed pinion that moves in linear fashion to engage with the flywheel gear.
The electric starter pinion is operated with a start button. This pinion disengages as soon as the start button is
released or when a tachometer relay detects a particular gear mesh frequency and disables the electric starter.
The system normally has a small alternator run off the engine to recharge batteries when the engine is in
operation.
1.2 INSTALLATION
The wiring diagram below shows the installation with starter motor.
TERMINAL BOX (ENGINE)
Fig. 1.1 – Overview of electric start with one starter motor
2.8.1 1/3
Dep. 2
ELECTRIC STARTER
O&M MM19.09.251_05_2015
The wiring diagram below shows the installation with two starter motors.
Fig. 1.2 – Overview of electric start with two starter motors
1 Battery (24Vcc)
2 Master switch
3 Starter motor
4 Auxiliary start-up relay
A Earth insulation
B Earth connection
The auxiliary start-up relay (4) should be fitted as close as possible to the engine, either in the terminal box or on
the starter motor itself.
The system has a series of batteries to power the electric starter. The standard batteries used by DRESSER-
RAND to start its engines are LEAD BATTERIES. The battery capacities correspond to the minimum capacities
needed for the maximum current during start-up.
If the batteries are to provide other services apart from engine start-up, the installer should size their capacity to
satisfy the services to be provided. A 24 Vcc voltage has been adopted for the starter motor. The batteries are 12
V and 2 are installed in series:
12 V and 90 A. h. each (Series H Engines)

12 V and 180 A. h. each (Series F/SF/SFD - FG/SFGLD/SFGM/SFGR/HGM – SFE in Line and Series E V-
Engines)
12 V and 230 A. h. each (Series F/SF/SFD - FG/SFGLD/SFGM/SFGR/HGM and SFE V-Engines)
2.8.2 2/3
Dep. 2
ELECTRIC STARTER
O&M MM19.09.251_05_2015
The cross-section of the power leads should be chosen according to the capacity of the battery chosen and the
maximum length of the lead. The minimum cross-section of the lead used should be at least 95 mm2
It is very important for the batteries to be installed as close to the starter motor as possible.
1.3. OPERATION
The system works as follows:
- Connect the batteries to the start-up system using the Main Switch.
- Connect the Switch Contact in the start-up panel.
- Start by pressing the Start Button.
After pressing the start button, start-up consists of three stages:
- Movement of the pinion and slow rotation so that it can engage with the flywheel gear.
- Rotation of the starter motor at maximum torque to start the engine.
- Disengagement of the starter pinion from the flywheel gear after the engine has started.
1.4. – START-UP OPERATION
This start-up sequence must be programmed in the engine PLC as follows.
- Maximum start-up time 20 seconds (1st, 2nd and 3rd attempts) and 30 seconds (4th and 5th attempts).
- Minimum pause between start-up attempts 30 seconds between the first three start-up attempts and 120
seconds between the 4th and 5th start-up attempts.
- After 5 start-up attempts, the sequence begins again, the time out between sequences is 120 seconds.
The start-up time is a set maximum, start-up times of less than 20 seconds can be entered as parameters for the
first 3 start-up attempts and less than 30 seconds for the last two attempts. The same is true for the pause, which
can be increased between start-up attempts.
2.8.3 3/3
Dep. 2
IT-C-A-55-002e C January 2014
PNEUMATIC STARTING
O&M MM19.09.251_05_2015
1. PNEUMATIC STARTING
1.1. DESCRIPTION
A pneumatic starting device or starter is mounted on the engine flywheel housing. During the start sequence, the
pinion of the Bendix drive, which has the same characteristics as the electric starter motor, meshes with the
flywheel-mounted ring gear to crank the engine. Once the engine is running, the pinion automatically retracts.
Air is supplied to the starter via one or more air bottles that have been sized with the capacity for the engines
used. They are refilled using an air compressor.
Fig. 1 - Pneumatic Starting System Schematic Diagram
1 Servo-Lubricator 10 Air bottle or compressor

2 Start push-button 11 Drain cock
3 Drain cock 12 Shut-off valve
4 Starter 13 Connection
5 Air filter 14 Valve
6 Check valve 15 Connection

7 Air compressor 16 Flexible pipe
8 Pressure relief valve 17 Air Bottle Drain cock
9 Pressure gauge
Table 1.1 - Pneumatic Starting System Schematic Diagram - Components List

2.8.5 1/5
Dep. 2
PNEUMATIC STARTING
O&M MM19.09.251_05_2015
Fig. 2 - CSA approved Pneumatic Starting System Schematic Diagram
1 Starter push-button (optional) 9 Air bottle or compressor

2 Drain cock 10 Drain cock
3 Starter 11 Shut-off valve
4 Air filter 12 Connection
5 Check valve 13 Valve
6 Air compressor 14 Connection
7 Pressure relief valve 15 Flexible pipe
8 Pressure gauge 16 Air Bottle Drain cock
Table 1.2 - CSA approved Pneumatic Starting System Schematic Diagram - Components List
2.8.6 2/5
Dep. 2
PNEUMATIC STARTING
O&M MM19.09.251_05_2015
1.2. CHARACTERISTICS
MINIMUM STARTER CHARACTERISTICS
ENGINE TYPE DIESEL/DUAL FUEL GAS/ETHANOL
POWER 7.5 kW / (10 Hp) 7.5 kW / (10 Hp)
rpm 150 225
CRANK TIME 2 to 3 s 6 to 8 s
MINIMUM RECOMMENDED AIR DEPOSIT ( at 30 bar)

ENGINE TYPE DIESEL/DUAL FUEL GAS/ETHANOL
VOLUME 150 L / ( 150.02 l) 300 L / ( 79.25 gal)
MINIMUM AIR REQUIREMENTS

Nominal starting pressure 30 bar/ (435.11 psi)
Minimum pressure 20 bar/ (290.08 psi)
MINIMUM GAS OR AIR REQUIREMENTS FOR CSA STARTER
Nominal starting pressure 8 bar/ (120 psi)
Minimum pressure 2.7 bar/ (40 psi)
Table 1.2 – Pneumatic Starting technical data
1.3. INSTALLATION GUIDELINES
- All piping must be sized based on the flows and pressures required for your system.
- All piping must be fitted to conform to local building and safety codes.
- The final connection between the compressed gas system and the engine should be made with a braided
steel hose capable of withstanding the pressure and flow for the system.
- Follow the requirements from the manufacturer of the pneumatic starter as to the quality of the compressed
gas for your system.
- The compressed air deposits must be sized depending of air starter.
- There should not be any low points at any part of the piping system in order to avoid problems due to possible
condensation. Design of the piping system should be done as shown on Fig. 1
- If air bottles are used, the fill piping must be independent from the motor starting piping.
- The connection between the feed line and the starter must be made by means of a flexible pipe (steel braided
hose) with a minimum length of 12 inches (300 mm)
2.8.7 3/5
Dep. 2
PNEUMATIC STARTING
O&M MM19.09.251_05_2015
1.4. START-UP AND MAINTENANCE
Follow instructions as specified by manufacturer. General recommendations are outlined below:
- Fill the lubricator reservoir with oil to the indicated level. DO NOT OVERFILL. To ensure proper lubrication of
the system, it is essential the oil level is checked periodically.
- Always use hydraulic lube oil having a SAE 10W to SAE 20W viscosity.
- Priming of the lubricator will take place automatically after the initial start-up process. To ensure that oil
reaches the starter on the first start attempt, it will be necessary to simulate 4 or 5 starts with the lubricator set
at the maximum volume of oil injection. As a result, the lubricating tube will be filled with oil.
- Verify that there is no leakage or obstructions in the trigger circuit.
- Push the start button several times (for short increments) to check if the starter pinion and ring gear mesh
properly.
- Watch the oil level variations during the first start-up to ensure proper lubrication and, if necessary, readjust
the volume of oil injection.
- During a manual start-up, the starter must be engaged for as short a time as possible to prevent damage of
the starter motor.
- Certified starting for safe operation in explosive environments requires no lubrication. In addition, you can
choose between operating with air or gas at low pressure.
- The starter pinion certified for use in explosive environments is made of beryllium copper, a soft material to
prevent sparking, therefore it has to be maintained more frequently.
1.5. LUBRICATION
The volume of oil injected during each start attempt is adjusted by turning the screw on the side of the pump
either clockwise, to increase the flow or counter-clockwise to reduce the flow.
On the opposite side of the pump, there is an indicator for control of
the operation. (See Fig. 2)
Fig. 2 – Servo-Lubricator
2.8.8 4/5
Dep. 2
PNEUMATIC STARTING
O&M MM19.09.251_05_2015
2. STARTING-AIR BOTTLES
2.1. INSTALLATION AND MAINTENANCE
The starting-air bottles, if used, must be placed with facing upwards,
preferably in a vertical position or, if not possible, inclined at any angle not
less than 15º (see Fig. 3).
- The bottles must not stand on their bottom, but must be otherwise
supported. Their mounting/support system requires regular inspection.
- They must be checked at regular intervals within the terms established by
local codes.
- Drain periodically (every two or three days), in order to eliminate any
condensation that may have accumulated at the bottom of the bottle.
- Once a year, sand and paint the outside of the bottle to protect them from
rust that would affect their strength.
- Refill air bottles after each engine start, thereby having them ready for the
next start-up.
CAPACITY WEIGHT  L
Litres / (gal) kg / (lb) mm / (in) mm / (in)
40 / (10.56) 45 / (99.21) 267 / (10.51) 860 / (33.86)
70 / (18.50) 70 / (154.32) 267 / (10.51) 1460 / (57.48)
150 / (39.63) 100 / (220.46) 356 / (14.02) 1726 / (67.95)
Fig. {0><}100{>3 - Arrangement of Starting {0><}100{>Table 2.1 – Air bottle technical data<0}
bottles<0}
2.8.9 5/5
Dep. 8
GAS ENGINE SPEED CONTROL SYSTEM
O&M MM19.09.251_05_2015
The speed control system of the engine consists of the following elements:
- Speed Regulator.
- Regulator Drive.
- Regulating Rods
SPEED REGULATOR
The speed regulator may be of the hydraul ic type driven by a motovariato r (PSG) or el ectro-hydraulic variator
(EG3P).
In the engines with an in-line configuration, the regulator is located on the left-hand side of the timing case cover.
The regulator input shaft is driven by the cam shaft gear via a set of gears. By means of the set of rods the
regulator transmits the control of the air-fuel mixture supplied to the engine by means of its control shaft and an
elastic coupling to the butterfly valve.
In engines with a “V” configuration, the regulator is located at the rear of the engine, above the flywheel housing
and under the elbow, which houses the butterfly valve. The regulator imput shaft is driven by gears from the rear
timing case train. By mean s of a set of rods the regulator transmits the control of the air-fuel mixture supplied to
the engine by means of its control shaft to the butterfly valves.
In all cases, velocity is controlled by means of regulating the air-fuel mixture supplied to the engine.
The regulator may be isochronic, in other words, it will keep the output speed constant irrespective of load, within
the engine’s operating limits.
Fig. 1 - Mounting of the “PSG” Regulator Fig. 2 - Mounting of the “EG3P” Regulator
2.9.1 1/1
Dep. 2
IO-G-M-60-002e I Nov. 2013
FG/FGLD/SFGLD/SFGM/SFGRD ENGINES INSTRUMENTATION
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document compiles the different variables that can be recorded on a KOHLER POWER
FG/FGLD/SFGLD/SFGM/SFGRD engine with a view to setting up an operating safety chain. We classify
the safety features in order of importance within two groups as follows:
- Minimum or obligatory safety measures

- Additional signals
Of a general nature, this document does not apply to special cases in which the values shown in the next tables
may vary due to production requirements, prevailing regulations, characteristics of the plant, or fuel quality, etc.
2. MINIMUM OR OBLIGATORY SAFETY MEASURES
2.1. Failure of the measurement signals
Failure of the measurement signals of any of the sensors used should be treated as non-compliance with the
minimum or obligatory safety measures of the engine. With a failure of this kind, you should initiate a gradient
shutdown of the engine.
With the 4-20mA analogue signals, the control equipment must be able to detect cable breakage and/or interpret
a reading outside the 4-20mA range as a failure of the measurement signal. Gradient shutdown of the engine due
to analogue signal failure can be timed as long as the fault is maintained for over 10 seconds.
With potential-free contacts, as all of them are NC (Normally Closed) type in operation without alarm, a broken
cable or failure in the signal should initiate a gradient shutdown of the engine.
2.2. Table of minimum engine safety measures.
Table 1 shows all the obligatory safety measures that must be configured in the engine control equipment.
If the configurations shown in the table are not complied with and said non-compliance leads to a fault in
the engine, the client shall be held responsible for all damage caused.
2.9.3 1/5
Dep. 2
IO-G-M-60-002e I Nov. 2013
O&M MM19.09.251_05_2015
Table 1. Confirguration of minimum engine protections.
Protection
Measure Location Signal Type Action Active
Value
> 105ºC Gradient shutdown Always

Oil temperature
Dual cooling circuit engines
> 100ºC Alarm or warning Always
Crankcase 4-20 mA (0-150ºC)
> 107ºC Gradient shutdown Always
Oil temperature
Single cooling circuit engine
NC potential-free contact with High Alarm or warning Always

Oil level Crankcase
the correct oil level
Low Emergency shutdown Always
< 3.9 bar Alarm or warning In operation + 20 s
Gallery 4-20mA (0-10 bar)
Oil pressure < 3.6 bar Emergency shutdown In operation + 20 s
Before filters NC potential-free contact > 6 bar Alarm or warning In operation + 20 s
Oil pressure (only V
Explosive areas engines engines) Does not apply

Water temperature
Engines 90/80,90/55 and 90/40
> 96ºC Emergency shutdown Always
Main Circuit
Outlet > 122ºC Alarm or warning Always
Water temperature 4-20 mA (0-150ºC)
Engines 120/80, 120/55 and
120/40
Auxiliary
Water temperature - Display Always
Circuit Inlet
Water pressure NC potential-free contact in
Engines 120/80, 120/55 and
120/40 Main Circuit operation without alarm
< 2.6 bar Gradient shutdown Under load
Water pressure Outlet
Engines 120/80, 120/55 and 4-20mA (0-10 bar)
120/40
Discharge
Main Circuit
pump NC potential-free contact in
Water pressure
Discharge operation without alarm
Auxiliary
Circuit pump
< 0.5 bar Alarm or warning Under load
Discharge
Main Circuit
Water pressure pump
4-20mA (0-10 bar)
Explosive areas engines Discharge
Auxiliary
Circuit pump
Power correction.
Air Temperature Engine inlet 4-20 mA (0-150ºC) - Always
(See IC-G-B-00-001)
Mixture Temperature
Engines 90/55 and 120/55 > 65ºC Emergency shutdown Always
Mixture Temperature > 85ºC Alarm or warning Always

Engines 90/80 and 120/80 > 87ºC Emergency shutdown Always
Intake manifold 4-20 mA (0-150ºC)
Mixture Temperature > 52ºC Alarm or warning Always
Engines 90/40 and 120/40
Mixture Temperature > 98 ºC Alarm or warning Always

Single cooling circuit engines > 100 ºC Emergency shutdown Always
2.9.4 2/5
Dep. 2
IO-G-M-60-002e I Nov. 2013
O&M MM19.09.251_05_2015
Protection
Value
4-20mA (0-4 bar abs)

Mechanical regulation
Mixture pressure Intake manifold - Display Always
Explosive areas engines
Control unit parameter
Electronic regulation
In operation. Timed
Crankcase gas Alarm or warning
5 sec.
pressure Gallery NC potential-free contact >3mbar
Engines 120/80, 120/55 and
120/40 Refer to (*)
Emergency shutdown
Timed 5 sec.
Alarm or warning
> T + 50ºC Always
(T = temperature balance)
Exhaust temperature Difference
After turbo
between lines Alarm or warning Under stable load
> 30ºC
4-20 mA (0-800ºC) V Engines
Exhaust temperature
(SFGRD) After catalyst > 700ºC Emergency shutdown Always
Overspeed > 1500 rpm

Emergency shutdown Always
Engines 1200 rpm (25%)
Signal type according to > 1875 rpm
Overspeed Engine control Emergency shutdown Always
control equipment used for (25%)
Engines 1500 rpm equipment
said protection
Overspeed > 2160 rpm
Emergency shutdown Always
Engines 1800 rpm (20%)
Emergency stop
On Engine NC potential-free contact - Emergency shutdown Always
button
(*) Activates when the engine has been running for several minutes. This time depends on the oil temperature:
 <60ºC Cannot be activated for oil temperatures of less than 60ºC

 Activates and engine shutdown 20 minutes after temperature has been > 60ºC
2.9.5 3/5
Dep. 2
IO-G-M-60-002e I Nov. 2013
O&M MM19.09.251_05_2015
3. ADDITIONAL INSTRUMENTATION
The following signals and/or protections can be included with the engine on express request of the client. .
Table 2. Configuration of additional engine signals and/or protections
Protection
Value
Exhaust manifold Exhaust outlet of

Type K thermocouple - Informative Always
temperature each cylinder
Crankcase gas NC potential-free contact
pressure In operation. Timed
Alarm or warning
Engines 90/80,90/55 and 90/40 5 sec.
Crankcase gas Gallery >3mbar
pressure 4-20mA (-50 - 50 mbar) Refer to (*)
Engines 90/80,90/55 and 90/40 Emergency shutdown
Explosive areas engines Timed 5 sec.
Visual
Air filter blockages Air filter > 38 mbar Alarm or warning Always
NC potential-free contact
Air filter blockages Air filter 4-20mA (-50 - 50 mbar) > 38 mbar Alarm or warning Always
Explosive areas engines
Catalyst blockage Catalyst inlet 4-20mA (-50 - 50 mbar) < 45 mbar Alarm or warning Always
SFGRD engines
< 1 bar Alarm or warning In operation + 10 s
Water pressure
Engines 90/80, 90/55 and 90/40
< 0.5 bar Gradient shutdown In operation + 10 s
Discharge
Auxiliary Circuit 4-20mA (0-10 bar)
pump
In operation + 10 s
< 2 bar Alarm or warning and water temp. >
Water pressure
Engines 120/80.120/55 and 100ºC
120/40 In operation + 10 s
< 1.5 bar Gradient shutdown and water temp. >
100ºC
(*) Activates when the engine has been running for several minutes. The time depends on the oil temperature:
 <60ºC Cannot be activated for oil temperatures of less than 60ºC
2.9.6 4/5
Dep. 2
IO-G-M-60-002e I Nov. 2013
O&M MM19.09.251_05_2015
4. POWER REGULATION.
4.1. Obligatory
Depending on ambient temperature, the power correction described in IC-G-B-00-001 should be made.
4.1 Recommended
It is advisable to regulate the engine power according to reachable values (below the shutdown-triggering values)
to avoid sudden shutdowns of the engine at facilities short of cooling.
The recommended regulations to be made with the signals of the minimum safety measures installed are shown
below.
Table 3. Configuration of power regulations
Protection
Value
Linear power regulation.

Water temperature
Engines 90/80, 90/55 and > 92ºC - 92ºC:100% load and Always
90/40
Main Circuit
4-20 mA (0-150ºC)
- 95ºC:20% load
Outlet Linear power regulation
Water temperature
Engines 120/80.120/55 and > 121ºC - 121ºC:100% load Always
120/40
- 124ºC:20% load

Mixture Temperature > 51ºC - 51ºC:100% load Always
51ºC:20% load
Mixture Temperature > 62ºC - 62ºC:100% load Always
Intake manifold 4-20 mA (0-150ºC)
- 64ºC:20% load
Linear power regulation
Mixture temperature > 84ºC - 84ºC:100% load Always
Engine 120/80 and 90/80
- 86ºC:20% load
2.9.7 5/5
Dep. 8
KOHLER KNOCK DETECTION SYSTEM GKCS

- DESCRIPTION -
O&M MM19.09.251_05_2015
1. INTRODUCTION
It is the knock detection system's function to protect the engine by preventing detonation in the combustion
chamber.
2. COMPONENTS
The components of the knock detection system are:
- Piezoelectric sensors: They continually record the vibration signals emitted in the combustion chamber area.
- Ignition Sensor (ISU): Provides the GKCS unit with a firing reference input.
- Central Control Unit (GKCS): Processes all the data and transmits outputs, so that corrective actions are
taken in order to suppress knocking when this occurs and to restore the initial values as soon as possible. The
GKCS 8, GKCS 16 and GKCS 20 control units can process the signals from a maximum of 8, 16 and 20
sensors respectively.
Wiring of piezoelectric sensors, ISU, and GKCS control unit is integrated into a special ignition rail that is
exchangeable with the standard one.
3. OPERATION
The central control unit receives the signals recorded by the piezoelectric sensors on the cylinder head studs. It
processes, analyses and compares those signals with reference values in order to determine whether knocking
occurs in one or more cylinders. According to measured values and the software-programmed limit knocking level
values, it generates different outputs.
1. Timing Reduction. When the measured knocking level reaches a programmed limit, the GKCS unit provides
an analogue signal > 4mA. Connected to the ignition system, this analogue signal generates a reduction of
advanced ignition. Reducing an engine’s advanced ignition is the most direct way of eliminating any knocking
condition in the combustion chamber.The GKCS unit monitors the analogue signal in the range of 4-20mA to
ensure that the knocking level remains below the limit at all times.
WARNING
It is necessary to program the ignition system in a manner that permits changing advanced ignition of the
engine through a 4-20mA external analogue signal. Otherwise, the knock detection system will not be able to
operate and protect the engine adequately. Refer to Product Information IT-G-A-33-004e.
2. Load Reduction. If detonation still exceeds the programmed limit level after reducing advanced timing as
much as possible (analogue signal reaching 20mA), the central control unit makes a digital contact requesting
a load reduction. An external control system (PLC or similar) is responsible for performing this function when
the GKCS unit activates the associated digital contact.
3. Engine Shutdown. If the detonation level exceeds a second programmed limit after applying the a.m. load
reduction, the central control unit makes a contact to have the engine stopped. An external control system
(PLC or similar) is responsible for performing this function when the GKCS unit activates the associated digital
contact.
The determination of the type of action required from the external control system (PLC) and/or ignition module will
eventually depend on the type of application.
2.9.9 1/2
Dep. 8

- DESCRIPTION -
O&M MM19.09.251_05_2015
The front panel of the GKCS unit incorporates several LEDs per sensor, which identify the cylinders in which the
controller has detected a knocking condition. After the detection of a knocking condition, the relevant LED
remains on until reset, providing useful information to the maintenance staff.
Where the GKCS unit used has a CAN Open bus, the PLC or external controller can record individual knocking
levels per cylinder, digital outputs status and analogue output level through a communications port, as well as
show the error diagnosis and the limit values of timing reduction and emergency shutdowns. CAN Open
communications thus permit complete records of engine knocking events in the PLC memory.
An .eds file is available to enable those CAN Open communications.
Knock indicator
on display
Alarm Log PLANT
ACTIONS
ENGINE
IGNITION SYSTEM ENGINE

4-20mA
PLC or SIMILAR
AE
mA
CAN
Module
CAN open
Commnunications
4-20 mA Sensors
GKCS
DetCon
Engine Knocking
Load Reduction Display

LEDs
Emergency stop
Fig.1 Basic Connection Diagram
2.9.10 2/2
Dep. 2
IT-G-A-60-019e A March 2014
GKCS INSTALLATION
O&M MM19.09.251_05_2015
1. INTRODUCTION
The GKCS unit serves as the knock control unit, the function of which is to protect the engine by preventing knock
events in the combustion chamber.
2. COMPONENTS
The components of the knock detection system are:
- Piezoelectric sensors. They continually record the vibration signals emitted in the combustion chamber area.
- Ignition Sensor (ISU). This sensor is only installed if the ignition unit is not a GIS unit. It provides the unit with
a firing reference input.
- GKCS processes all the data and transmits outputs, so that corrective actions are taken in order to suppress
knocking when this occurs and to restore the initial values as soon as possible.
Wiring of piezoelectric sensors, ISU, and GKCS control unit is integrated into a special ignition rail that is
exchangeable with the standard one.
3. ASSEMBLY AND INSTALLATION

3.1. LOCATION OF COMPONENTS
- GKCS and ignition sensor (ISU). Optimally, these two components should be housed in an electrical cabinet
near the engine, both including accessories for assembly on a standard DIN rail. Their location close to the
engine is determined by the maximum recommended distance between the knock sensors and the GKCS
control unit, i.e. 10 metres.
It is forbidden to increase the length of KOHLER-supplied cables between the ignition rails and the unit.
If the cabinet is to be mounted on the engine skid or in vibration areas, the use of dampers or isolators will be
required in order to minimize the negative effect of said vibrations on different components.
2.9.11 1/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
- Knock ignition sensors: The vibration pickups will be screwed in the stud in the location specified in Photos
1 and 2.
Photo 1 – Sensor location Photo 2 – Close-up of sensor location

Sensor location
Correct installation of the knock sensors is paramount in order to ensure the best possible signal is obtained from
the combustion chamber. Due consideration should be given to the following points:
1. The contact surface between sensor and engine must be perfectly flat to assure correct seating of the sensor.
2. For proper contact, there should be no dust or other particles on the engine surface and any coating should be
removed, to avoid the interference of any pinholes or imperfections generated during the drying process.
3. Do not insert any washer between the sensor and the cylinder head stud.
4. The plastic casing of the sensor may not touch any surface of the engine.
5. Tapped holes must be perpendicular to the engine surface, M8 in size, and suitable for tightening torque up to
20Nm.
- Mixed ignition rail: This is a special KOHLER rail that is fully exchangeable with a standard one and
contains the ignition wires, appropriate cables and connectors for conveying the signals from the knock
sensors to the central control unit, and a specific terminal and wiring for connecting the reference coil to the
ISU On the new ignition rails for the GIS unit, the specific wiring for connecting the reference coil ISU
is not included. This is because there is no need to connect the ISU on engines that have the GIS unit.
2.9.12 2/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
Installing the system on existing engines
In the event this system has to be field installed on an engine in service, it will be necessary to replace or modify
a number of standard items, namely:
- Cylinder head stud: A special stud has to be mounted at a specific location as shown on Photo 1. It is
however possible to machine such a threaded hole in the stud already mounted in the engine. (See Fig. 4).
Fig. 4 – End of stud to be tapped
- Ignition Rail. The special KOHLER ignition rail that is fully exchangeable with a standard one and which
contains the ignition wires as well as the knock monitoring system wiring must be installed.
3.2. CONNECTIONS AND WIRING
Correct operation of the knock monitoring system depends on all devices being correctly connected.
- Sensors. They are connected to the ignition rail by means of a military connector. Figure 5 shows the wiring
diagrams for each type of engine, in relation to the cylinder coding.
- Ignition Rail. The rails have individual receptacles per cylinder, which collect the signals from the knock
sensors, and one output cable with the positive and negative terminals of each sensor on each bank of
cylinders, and a common shield and and all the terminals have a tag marked Ki where i is the cylinder number,
as per Figure 10.
Additionally, the rail permits the connection of the reference signal to the ISU. This connection does not exist on
the GIS rails installed next to the GIS ignition unit.
2.9.13 3/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
8 16 1
7 15 2
6 14 3
5 13 4
4 12 5
3 11 6
2 10 7
1 9 8
16-cylinder V-engine 8-cylinder Inline engine
6 12 1
5 11 2
4 10 3
3 9 4
2 8 5
1 7 6
Fig. 5 – Sensors-to-rail wiring diagram

12-cylinder V-engine 6-cylinder Inline engine
Fig. 5 – Sensors-to-rail wiring diagram
2.9.14 4/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
When the knock monitoring system is not going to be used, it is necessary to bridge the rail outlet to the ISU by
connecting the "jumper" or "connector" mounted on the rail for this purpose. It is not necessary to connect the
jumper on rails for the GIS ignition unit as they are not fitted with a connector for ISU.
- ISU. The ignition sensor unit (ISU) is connected to the ignition rail and to the GKCS unit. For engines fitted
with the GIS ignition unit, there is no need to for such a connection as the ISU is not installed.
- GKCS. The central unit is wired according to Figure 10, depending on the engine model.
These are the inputs and outputs of the unit
Inputs
- Knock sensors by means of wires attached to the rail. The figures 6, 7, 8 and 10 show the order for connecting
the wires (Ki) to the terminal strip in the GKCS unit.
- Reference signal from ISU For engines with the GIS ignition unit, the aforementioned reference signal is
received from the ignition unit and not the ISU.
- 24 Vdc supply
- Common of digital outputs
Outputs
- Potential-free, NO digital contacts (Knock warning, Load Reduction and Trip) with a single common input.
- Timing reduction analogue output (4-20mA signal to ignition module)
For the unit to operate correctly, the negative of the 24Vdc power supply and the earth terminal inside the
GKCS box must be connected to equipotential points on the engine (ground).
2.9.15 5/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
Fig. 10 GKCS Wiring Diagram in engines with ISU
2.9.16 6/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
If the engine is fitted with a GIS ignition unit (7664605 or 7664607), the signal received by the knock detection
unit from the ISU is sent by the GIS, and must be wired as follows.
Fig. 11 GIS -GKCS connection
In this case, sensor wiring is also somewhat different due to the type of rails that the rail has for all engines
whose number of cylinders is a multiple of 6 or 8 respectively.
Cylinder Label Sensor in GKCS

Cylinder 6 k1 S4
Cylinder 5 k2 S2
Cylinder 4 k3 S6
Cylinder 3 k4 S3
Cylinder 2 k5 S5
Cylinder 1 k6 S1
Table 1 Engine wiring 180(6L)
2.9.17 7/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015

Cylinder 8 k1 S5
Cylinder 7 k2 S7
Cylinder 6 k3 S4
Cylinder 5 k4 S6
Cylinder 4 k5 S2
Cylinder 3 k6 S8
Cylinder 2 k7 S3
Cylinder 1 k8 S1
Table 2 Engine wiring 240(8L)
Cylinder 1 K1 S1
RAIL ON LEFT-HAND SIDE (1-6)
Cylinder 2 K2 S9
Cylinder 3 K3 S5
Cylinder 4 K4 S11
Cylinder 5 K5 S3
Cylinder 6 K6 S7
RAIL ON RIGHT-HAND SIDE (7-12)
Cylinder 7 K1 S6
Cylinder 8 K2 S2
Cylinder 9 K3 S10
Cylinder 10 K4 S4
Cylinder 11 K5 S8
Cylinder 12 K6 S12
Table 3 Engine wiring 360(12V)
2.9.18 8/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
Cylinder 1 K1 S1
Cylinder 2 K2 S5
RAIL ON LEFT-HAND SIDE (1-8) Cylinder 3 K3 S15
Cylinder 4 K4 S3
Cylinder 5 K5 S11
Cylinder 6 K6 S7
Cylinder 7 K7 S13
Cylinder 8 K8 S9
Cylinder 9 K1 S16
RAIL ON RIGHT-HAND SIDE (9-16)
Cylinder 10 K2 S4
Cylinder 11 K3 S14
Cylinder 12 K4 S2
Cylinder 13 K5 S10
Cylinder 14 K6 S6
Cylinder 15 K7 S12
Cylinder 16 K8 S8
Table 4 Engine wiring 480/560(16V)
3.3. INTERRELATIONSHIP WITH THE PLANT CONTROLLER
The plant control operating mode recommended by KOHLER must recognize three distinct knock conditions
and operate according to the level detected by the GKCS system. The following sections refer to
the nomenclature used in Figure 12.
The following diagram shows a recommended type of connection between the GKCS, the plant controller (PLC)
and the ignition module. Basically, the GKCS unit provides three digital contacts to the PLC and one analogue
output that closes through the GKCS -PLC-Ignition Module devices.
2.9.19 9/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
PLC Inputs
A Analogue input 4-20mA
B Digital input (Knock Warning)
C Digital input (Load Reduction)
D Digital input (Trip)
PLC definable parameters

K1 Timing reduction counter
K2 Power derating counter
K3 High-order detonation counter
t1 Load Reduction contact hysteresis time

t2 Delay before checking "Load reduction" contact
t3 Stabilization time after derating
t4 Sample time
t5 Reduced power holdup time
t6 ”Sensor failure” induced trip signal holdup time
DP% Power derating

SP%/s Power rising rate
X Maximum number of derating events per sample time

Y Maximum number of engine shutdowns per sample time
Fig. 12 - Basic interfacing of GKCS with PLC and ignition system
Refer to Product Information datasheet IT-G-A-60-002e which outlines KOHLER's recommended values
for such parameters.
2.9.20 10/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
3.3.1 PERFORMANCE DURING A KNOCKING EVENT
1st level, Timing Reduction ("Knock warning")
On detecting the first knocking level, the GKCS unit activates contact B (“Knock Warning”) and analogue output A
signals the ignition unit to reduce advanced timing so as to set the engine away from the knocking point. In order
to prevent sporadic activations and to minimize the number of logs, any increment of the 1st level condition
counter K1 and actions associated with such a condition will be validated only if the analogue output A exceeds
8mA. The log records the maximum analogue output A between the front and trailing edges of contact B
Whilst the system remains at said level, the red LED identifying this condition will be on and an alarm saying
"TIMING REDUCTION" will appear on the operator's VDU. If the engine continues knocking, even after reducing
advanced timing as much as possible, the GKCS unit shifts to the next knocking level, i.e. "LOAD REDUCTION".
- When the set operates in parallel to the mains, the 4-20mA analogue signal is directed to the set controller
(PLC) and then, serially, to the ignition module. In the event the set controller (PLC) should detect an "open
loop" in the current analogue signal, then an alarm would appear on the VDU and the set power would be
reduced down to 85% of the rating, for safety's sake.
- If the set operates only in the island mode, the 4-20mA analogue signal is serially directed to the set controller
(PLC) and ignition module. In the event the set controller (PLC) should detect an "open loop" in the current
analogue signal, then an alarm would appear on the VDU and, if the equipment allows, the first level of non-
preferential loads would trip until 85% of the set's rating is reached, for the purposes of safety.
Where an Altronic CPU95 ignition module or the GIS ignition module is used, it is this ignition unit which
automatically generates a 3-degree timing reduction in case the analogue input signal is beyond the 2-22mA
range (e.g. due to a "broken wire").
In island applications without preferential loads, the above-mentioned automatic timing reduction by the ignition
unit is the sole direct protection available against any "open loop" until the next knocking level is reached.
2.9.21 11/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
2nd level, Load Reduction
The 2nd knocking level is reached when the GKCS unit activates contact C (“Load Reduction”) continually for
time t1, contact hysteresis time. The effect of the resultant signal is that, once timing has been reduced to the
greatest possible extent, the equipment rejects load so as to set the engine away from the knocking point.
A log is recorded in this state and power derating (DP%) takes place in relation to operating power PT. At the
end of delay t2, contact C is checked:
- If C is off, stabilization time t3 begins with the engine running at the derated power resulting from load
shedding.
Consigna
Potencia
CP
PT
DP%
t2 t3
Tiempo
Contacto C
- If C is on, a second load reduction DP% occurs and a new log is recorded.
Consigna
Potencia
CP
PT
DP%
t2 DP%
Tiempo
Contacto C
2.9.22 12/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
In the event a second derating DP% took place, cycle t2 is repeated and the status of contact C is checked again.
- If C is off, stabilization time t3 begins, with the engine running at the derated power resulting from load
shedding.
Consigna
Potencia
CP
PT
DP%
t2
t2 t3
Tiempo
Contacto C
- If C is on, the 3rd knocking level is reached (effect is identical to activation of contact D)
Consigna
Potencia
CP
PT
DP%
3er NIVEL 3er nivel

t2
t2
Tiempo
Contacto C
2.9.23 13/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
Counter K2 totalizes 2nd level events and must be incremented by one unit irrespective of whether one or two
power derating processes took place at each event.
In any case, once time t3 has elapsed, there is a count of the derating events recorded over sample time t4
measured backwards from the last event that occurred.
Ultimo
= EVENTO DETONACION CON DERRATEO Evento
Detonación
t4
- If the number is lower than the established value X, power may be raised as per the power rising rate
SP%/s.
Consigna
Potencia
CP
PT
DP%
Single t2 t3
Tiempo
Contacto C
Consigna
Potencia
CP
PT
DP%
Double
SP%/s
t2
t2 t3
Tiempo
Contacto C
2.9.24 14/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
- If the number is greater than the established value X, then time t5 will start, during which the engine will run at
the derated power.
Consigna
Potencia
CP
PT
DP%
t2 t3 t5
Tiempo
Contacto C
Once time t5 has elapsed, the system may raise the power up to the operating power in accordance with the
power rising rate SP%/s.
Any 2nd knocking level condition occurring during time t5 must cause derating or engine shutdown depending on
the number of previous load reductions.
For the duration of the set's operation at this level, the identifying red LED must be on and an alarm saying
"LOAD REDUCTION" displayed on the operator's VDU.
For mechanical drive applications (as opposed to mechanical generation), when contact c is activated, the engine
should be stopped if the contact remains activated continuously during time t2.
3rd level, Engine Shutdown ("Trip")
This level is reached when the GKCS unit activates contact D (“Trip”) immediately (no time delay) with the 2nd
level contact C ("Load Reduction") already on. Under these circumstances, the system generates an engine
shutdown order and an alarm saying "KNOCK-INDUCED SHUTDOWN", the incident being recorded in the log.
If contact "Trip" gets energized continuously during time t6, but contact C ("Load Reduction") does not
simultaneously, then the set controller (PLC) must interpret the signal as a Sensor Failure and must actuate,
reducing the load by 15% of the rated power, provided the equipment permits. When the "Trip" signal has been
present from the engine start-up, the maximum power of the set must be limited to 85%. Under such a situation, it
will be necessary to check and conduct corrective maintenance of the sensors and/or wiring, before restoring full
power.
Counter K3 totalizes only 3rd level events generated by high-order detonation, but not those resulting from a
"Sensor Failure".
2.9.25 15/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
When the engine shuts down, it is necessary to check the number of 3rd knocking level events recorded over
sample time t4:
Ultimo
= EVENTO DETONACION CON PARO MOTOR Evento
Detonación
t4
- If the number is less than the established value Y, the engine may be restarted and run at the operating power
PT.
- If the number is greater than the established value Y, the engine requires overhaul.
Said engine overhaul should include a borescope inspection of the cylinders listed on the front panel of
the GKCS unit and a carburetion check, as well as an inspection of the water circuits and intake system
after restarting the engine.
Given the importance of the operation data for their subsequent analysis, it is essential that a historical
log containing every information on knocking events be available. We suggest that a simple on-line log
be used, minimizing the use of memory as much as possible.
Date / Time / Engine # / ”Knocking Event” / Engine Power / mA / K1 / K2 / K3
SYSTEM STATUS LINE
“Timing Reduction”
“Load Reduction”
“Knock-induced engine shutdown”
“Sensor failure”
2.9.26 16/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
When a set operates in the island mode without preferential loads and load shedding is consequently
impracticable, the procedure differs slightly from that described so far, bearing in mind the "service continuity -
engine protection" statement.
a) If there are stand-by sets available (commitment to continuous operation), the controller should signal one of
them to couple and start, when the 2nd knocking level is reached. When the stand-by set is under load, the
controller should break the switch and stop the knocking engine.
b) If neither load shedding facilities nor stand-by sets are available at a plant, then activation of 2nd knocking
level must produce the same effect as the activation of the 3rd knocking level.
Activation of the 3rd knocking level has absolute priority at all times.
Load shedding of engines running in parallel to the mains must be as quick as possible to optimize the system
performance. For this purpose, the engine load control loop must have adequate gain so as to ensure immediate
responses to changes in the reference power.
There is an option for recovering the operating power manually. To this end, the plant controller will give access
to the reference power programming screen, when the optimum conditions as defined in the automatic process
exist.
2.9.27 17/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
3.3.2 INTERCONNECTION OF KNOCK DETECTION SYSTEM AND PLANT
Below is a diagram showing the recommended basic connections in order to fully optimize the efficiency of the
knock detection system
Fig. 13 Basic Connection Diagram
Series-connecting the GKCS 4-20mA output to the PLC and ignition module has the following advantages:
- Detection by the PLC of any open loop in the signal (broken wire or similar)
- Recording of the maximum value of the analogue signal in the alarm log
- There are two ways of connecting the 4-20mA current loop, depending on the electric characteristics of the
ignition module and plant controller
2.9.28 18/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
Fig. 14. Wiring of 4-20mA analogue output to passive systems
Fig. 15. Wiring of 4-20mA analogue output signal to passive and active systems
- The GKCS unit is powered by a 24Vdc, 1A supply from the control panel.
- The digital signals from the GKCS are all potential-free contacts, normally open, except for the TRIP, which is
always configured to be normally closed.
2.9.29 19/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
3.4 GKCS COMMUNICATIONS
The GKCS unit is fitted with CAN Open communications. Not only the error diagnosis and individual knocking
levels per cylinder, but also the digital outputs status and the analogue output level can be transmitted to the PLC
via communications. However, since the reliability of the communications bus is subject to the type and number of
items connected to the bus, it would be better to use the CAN port only for the error diagnosis and optimizing the
alarm log (knocking per cylinder), unless there is adequate communications failure detection available. Figure 15
shows the characteristics of the CAN Open communications on GKCS (PDO).
When using the CANopen Bus to read the alarm signals from the knock unit, or in the event of communications
failure, the maximum power output should be limited to 50%.
Description of the Can
2.9.30 20/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
Fig. 16 CAN Open protocol on GKCS
2.9.31 21/22
Dep. 2
GKCS INSTALLATION
O&M MM19.09.251_05_2015
4. COMPONENTS - TECHNICAL DATA

Tabulated below are the major technical data of the system components:
Component GKCS
Power supply 9-36 Vdc
Power demand 100 mA (24Vcd)
Temperature Range -2570 ºC
Humidity 90% NC
IP Protection rating 20
CE Tests
Vibration EN60068-2-6
EMC, RADIO interference EN61000-4
Digital output(s) 33 V max / 50 mA
Analogue output 30 V max, 4-20 mA
Analogue input(s) -
Weight 1 kg
Installation Panel mount (DIN connection bar)
Component ISU
Type Intensity
Temperature range -2570 ºC
Weight 0.1 kg
Installation Panel mount (DIN connection bar)
Component Knock Sensor

Type Piezoelectric
Frequency range 1-20 KHz
Resonance frequency > 20 KHz
Temperature range -40 130 ºC
2.9.32 22/22
Dep. 8
IO-G-M-60-012e January 2014

- SETTING UP -
O&M MM19.09.251_05_2015
1. INTRODUCTION
This product information document describes the knock detection unit programming software and a procedure to
start up the system.
2. DESCRIPTION OF SOFTWARE
Each of the GKCS8/16 and GKCS20 knock detection units has its own monitoring and parameterising software.
Those programs are valid only for the appropriate model.
2.1 GKCS 8/16
To program and monitor the different measures and parameters needed for the system's correct operation, GKCS
software is required. Installing GKCS software requires a computer with a Pentium or higher processor and
Windows operating system. The software installation process is uncomplicated and generates an executable file
(.exe) which permits running the program.
The GKCS software presents all the programmable variables on a main screen with selectable areas and simple,
user-friendly controls similar to those used in Windows-supported applications.
Fig 1. – GKCS Software window
Communication between the GKCS unit and the programming computer is established through a standard RS232
interface connected to a serial port (connection 2-3, 3-2, 5-5, on female 9-pin connectors).
Once hardware and power supply have been connected, select a communications port COM_X and start
communication clicking on "Connect". The existing parameters of the unit are immediately monitored by the
software application, the green LED “Connected to GKCS” turns on and the current software version is displayed.
Simple functions exist to handle parameter files:
SAVE PAR  Saves the current parameter file to the computer hard disk.
2.9.33 1/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
LOAD PAR  Downloads a parameter file from the computer to the GKCS unit
VERIFY PAR  Checks for correct parameter loading
Parameter Loading Procedure
1. Feed the GKCS unit with 24 Vdc as shown on the terminal strip tag or on KOHLER drawing, being
especially careful with the signal polarity.
2. Link the computer and GKCS unit through an RS232 cable.
3. Open GKCS software.
4. Connect “On-line” to the GKCS unit (press “Connect” key).
5. Once “On-line” (green LED on), load the parameter file with function “LOAD PAR”. The parameter file
specified by KOHLER for the type of application concerned should be stored in one of the disks of the
computer.
6. End connection to the unit (press “Discon” key).
7. Disconnect power supply from the GKCS unit.
NOTE
To check that parameter loading took place correctly:
- press the function VERIFY PAR which compares the loaded parameters with the objective parameter file.
- Disconnect communications with the unit (“Discon”), reset the 24V supply, re-connect on-line (“Connect”)
and verify that the EPROM contains the previously loaded parameters.
2.2 GKCS20
To connect a GKCS20 unit, you need the Denedit.exe file and GKCS20 USB drivers. The software application
communicates with the GKCS20 unit through USB. GKCS20 has a type-B USB connector.
Before connecting to Denedit Software, you must have the driver installed. For this purpose, do the following:
- Connect the GKCS20 unit to the PC through a USB port.
- Specify the drivers route to the PC.
This process takes place twice; the second time will be automatic upon completion of the first installation.
One the program opens, you will have to set up the communications port: Connection -> Setup; then select the
communications port assigned to GKCS 20.
2.9.34 2/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
Next, presss on “Connect-USB” to start communication with the unit.
To be able to load a parameter file to the unit, you must enter a password; to do so, press the "Enter Password"
[padlock] icon.
Now, you can open the appropriate file for your engine.
2.9.35 3/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
WARNING
It is important that none of the parametric fields be changed or tampered with. Any alteration may
give rise to the unit's malfunction and could result in severe damage to the engine.
3. START-UP
3.1. INSTALLING THE GKCS SYSTEM
For correct field-installation of the GKCS system, refer to Product Information document IT-G-A-60-001e, which
describes how to connect the different components of the system, the ignition module and the plant controller.
Obviously, correct wiring of the components is essential to guarantee optimum performance of the knock
detection system.
3.2. CHECKING CONTACTS AND SENSORS
Supposing all equipment and sensors have been correctly wired according to KOHLER specification, the next
step of the start-up procedure consists in checking the operation of the:
- analogue output
- digital outputs
- knock sensors
To do so, it is necessary to use the GKCS software. Hence, connect the equipment to a computer following the
instructions given in the previous section 2.
2.9.36 4/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
3.2.1. Analogue Output
The analogue signal delivered by the GKCS unit must be connected to the mA sensor of the ignition module and,
serially, to an analogue input of the PLC or plant controller, in accordance with IT-G-A-60-001e.
On the other hand, the ignition module must be programmed to generate an engine timing reduction according to
the following calibration rule:
Signal Level Timing Reduction

mA º Btdc
4 0
20 4
GKCS 8/16
An option of the GKCS software permits you to check the correct

function of the 4-20mA analogue output. To use this option, the box
DIAG in the software menu must be checked.
With the DIAG box checked and, using the bar control (shown
opposite), the analogue output can be checked throughout its range
of operation, by sliding the pointer, with a mouse, along the whole
scale (from 0 to 100%)
GKCS 20
In the event of a GKCS20 unit, do this check as shownon the picture below.
Change the analogue output by modifying the Reg. Output value.
The GKCS 4-20mA analogue output checking procedure implies checking the correct reading of the signal by the
ignition module and the PLC and verifying that timing reduction as ordered by the analogue signal effectively
takes place on the engine.
1. Inspect series-connections of GKCS unit - Ignition Module – PLC.

2. Connect GKCS unit on-line.
2.9.37 5/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
3. Check that the ignition module is adequately programmed to reduce timing according to the 4-20mA signal
and to enable the loop (*).
4. In the DIAG mode, move the pointer along the “timing output” scale, from 0 to 100%, and check that both the
PLC and the ignition module record the changes and the readings are correct (**)
5. Disable the DIAG mode.
6. Disconnect GKCS software.
(*) Where an Altronic CPU95 ignition module is used, click the SETUP key on the display and press NEXT until
“VIEW IGN. CONFIG” is displayed. Press ENTER and NEXT to scroll down the screens until viewing
the “LOOP RETARD” window. If the unit has been programmed according to KOHLER specification,
the following message will appear:
LOOP RETARD: 4
2/22 mA 0/4 ret
Otherwise, the CPU95 must be programmed according to Product Information IP IT-G-A-33-003e.
(**) Some PLCs detect an input signal failure when the signal value is slightly more than 20mA. Now, the
GKCS unit often produces signals with values of around 20.5mA. Therefore, to avoid such a failure
detection, the GKCS software permits the analogue signal to be limited to a maximum value. In the
OUTPUT OPTIONS menu:
- Check the “Enable Max Output Setting” box.
- Calculate the maximum percentage of signal required to obtain 20mA at the PLC and enter the
result in the “Maximum Output Value %” column.
3.2.2. Digital Outputs
An option of the GKCS software makes it possible to check the correct operation of the front LEDs and their
associated digital contacts. As with the 4-20mA analogue output checking procedure, to use this option, the DIAG
box must be checked.
In the DIAG mode, with the options checked, it will be possible to check the
operation of the LEDs on the GKCS front panel and their associated digital
contacts. This procedure can be performed indvidually, contact by contact.
Under normal conditions, the LED standing for the selected parameter turns on
and the digital contact makes. Any change in a contact status must be checked
at the PLC in accordance with KOHLER Product Information document .
The method for checking the correct operation of the digital contacts is simple:
1. Inspect series-connections of GKCS unit - Ignition Module – PLC.

2. Connect GKCS unit on-line.
3. Enable the DIAG mode.
2.9.38 6/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
4. In the DIAG mode, check the boxes for each one of the digital contacts and check for a change in the status of
contacts KNOCK, REDUCTION and TRIP at the PLC.
5. Disable the DIAG mode.
6. Disconnect GKCS software.
3.2.3. Knock Sensors
GKCS software includes a feature for checking the signals received by the control unit from each sensor.
GKCS 8/16
In the software application, there are two dial gauges: one for measuring
the analogue output percentage, the other the knocking intensity level.
As a matter of fact, the parameter represented by the “Knocking Intensity”

gauge depends on the selected software MODE option.
With the “MEASURE” feature checked, the “Knocking Intensity” dial gauge shows
the amplitude of the input signal for the channel checked in the CHANNEL
column.
When no mode is checked, the “Knocking Intensity” dial gauge shows the
knocking intensity for the selected channel. This is the normal mode of operation.
With the option selector in the CHANNEL column, the channel whose value is
required to be shown on the “Knocking Intensity” gauge can be selected. By
default, in normal operation, it is the maximum value of all the sensors connected
to the unit which is selected.
In order to check the status of the knock sensors, it is necessary to start the engine and, then, to proceed as
follows:
1. Connect to the GKCS unit on-line through its specific software.

2. Enable the MEASURE mode (*).
3. From the CHANNEL table, select the sensors, one by one, in sequential order and check that the pointer of
the “Knock Intensity” gauge moves in an intermediate area of the scale (**).
4. Disable the MEASURE mode.
2.9.39 7/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
5. Check the MAX box in the CHANNEL table.
(*) This ckecking can also be made with the MEASURE mode disabled. In this event, the “Knock Intensity”
gauge shows the knock intensity values. The reason for recommending the use of the MEASURE mode is
that the gauge shows the sensor signal amplitude values which are generally greater on the gauge scale.
(**) When checking the different channels, there will probably be relative differences in the pointer position.
These may be due to actual variations in the knock intensity of each cylinder.
GKCS 20
This unit allows you to see the sensors' signal intensity in three ways:
1) By means of two dial gauges that show the percentage of the analogue output and the knocking intensity
value.
In the “Display” area, you can select the parameter you want to be reflected on the left gauge.
2) Bar graph. This method shows the knocking level for each cylinder separately.
TRIP limit
value
Sensor failure
Ignition reduction
limit
This graph also indicates all the sensors that are failing.
2.9.40 8/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
3) Record: This shows knocking behaviour in each cylinder during the previous minute.
NOTE
With the “Enable Bad Sensor Detect” option enabled (default setting), in case of a sensor failure, the “Trip”
normally-open contact will close and the LED associated with the failing sensor will flash at a constant frequency
(about 1Hz).
3.3. RESETTING KNOCK DETECTING LEDS
A GKCS software (default) setting enables the LEDs associated to knocking cylinders to remain on until resetting
takes place.
GKCS 8/16 GKCS 20
Resetting can be done via the software, by switching OFF/ON the selector. This is the recommended method and
it can be carried out, without problem, with the engine running.
Hardware resetting is also possible; in this case, by disconnecting the power supply to the GKCS unit. Although
feasible with the engine running, this procedure has several inconvenients, because it generates an open loop
condition of the analogue signal (automatic timing reduction and error at the plant controller) and, on reconnecting
the supply to the system, there can be bounces generating spurious digital outputs. When resetting through
hardware, it is advisable that the engine should be idle.
3.4. Checking the Alarms
In normal operation (MEASURE and DIAG modes disabled on GKCS 8/16 units DIAG disabled on GKCS 20
unit), the unit provides information on the current status of the system through software LEDs.
2.9.41 9/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
GKCS 8/16 GKCS 20
LOW RPM Low engine speed

NO ISUPULSES No pulses received from the ISU
SPURIOUS PULSE Spurious pulse received from the ISU
EEPROM FAULT EEPROM failing
BAD SENSOR No signal received from one or more sensors
IN-LINE ENGINE In-line engine (Information)
DENOX 8 8-sensor GKCS unit (Information)
3.5. Alarm Handling
LOW RPM If during the starting phase, nothing to do.
NO ISU PULSES If at operating speed, check ISU signal with an oscilloscope at input to GKCS.
Check ISU signal with an oscilloscope at Denox input.

SPURIOUS PULSE
Verify sensors connections, in the firing order.
Cut the 24 Vdc supply to Denox unit for 5 seconds.
EEPROM FAULT
Reload the parameter file.
2.9.42 10/11
Dep. 8

- SETTING UP -
O&M MM19.09.251_05_2015
4. MAINTENANCE
- GKCS
It requires no specific servicing.
- ISU
Basically, this a simple transformer; so, there is no signal drift in time and maintenance is nil.
- Sensores
Frequency sensors (pickups) are piezoelectric devices and, theoretically, piezoelectric devices require no
maintenance. When a sensor fails, the GKCS unit identifies it, making its associated LED flash.
2.9.43 11/11
Dep. 8
IT-G-A-60-020e January 2014
KOHLER KNOCK MONITORING SYSTEM GKCS

- CONTROL ALGORITHM PARAMETERS -
O&M MM19.09.251_05_2015
1. INTRODUCTION
GKCS knock monitoring system provides three digital signals and an analogic signal to the plant control system
(PLC or similar).
The value and the state of the different signals is function of the knock level registered by the sensors. In each
case, the plant control must operate in accordance with the product information IT-G-A-60-001e to optimize the
system operating.
2. PARAMETERS
Next table shows the recommended values for the different configurable parameters of the algorithm that must be
implemented in the plant controller (PLC), always taking as base the information in IT-G-A-60-001e.
This values are subject to updates in function of the experience obtained.
Parameters Unit Proposed value

t1 second 1
t2 second 10
t3 second 300
t4 hour 3
t5 hour 3
t6 second 5
DP% % 15
SP%/s %/s 0.15
X - 6
Y - 2
2.9.45 1/1
INDEX Chapter 3
MM19.09.251 05-2015 HANDLING AND STORAGE
INSTRUCTIONS

O&M MM19.09.251_05_2015
CHAPTER 3 – HANDLING AND STORAGE INSTRUCTIONS

IT-G-A-70-001e_D General standards for the correct lifting of Gas and Ethanol engines 3.1.1
IO-C-M-00-001e_A Deferred start-up engine inspection and protection 3.1.5
1/1
Dep. 2
IT-G-A-70-001e D January 2015
GENERAL STANDARDS FOR THE CORRECT

LIFTING OF GAS AND ETHANOL ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
The purpose of this product information sheet is to provide the general standards for the correct lifting
of KOHLER POWER gas engines and ethanol engines, as well as the points where the engine must be lifted..
2. GENERAL STANDARDS
CAUTION
- Always be careful when the lifting the engine or its components.
- Keep all the personnel away and do not walk under or around the engine when is lifted.
WARNING
- Inspect all anchoring points to make sure that there are no faulty welds, loose bolts, etc., which could make
the lifting of the engines dangerous.
- Be sure that the apparatus used for the lifting has been inspected, that it is in good condition and that it can
bear the weight of the engine plus 10%. If you are not sure, weight the engine before raising it.
KOHLER POWER GAS ENGINES AND ETHANOL ENGINES ORIENTATIVE WEIGHT TABLE
MODEL WEIGHT (KG) WEIGHT (LB)

180 2700 6000
240 3500 7800
HGM240 4200 9300
360 4200 9300
480 5500 12000
SFGLD/SFGM 560 5800 12800
HGM420 6250 13778
HGM560 7500 16500
- The use of cloth slings is recommended in order to prevent damage to the engine with sharp movements.
- Ensure that the slings do not make contact with sensitive parts of the engine.
- Before raising the engine, make sure that it is a balanced as possible. If necessary, use slings of different
lengths.
- Do not raise the engine higher than necessary.
3.1.1 1/3
Dep. 2

O&M MM19.09.251_05_2015
3. ENGINE RAISING
The engines in line are raised at two points, one at the front of the engine and the other at the rear of the block.
(See Fig.1)
1500 mm. (Min.)

[59,055 inches]
Fig. 1 – “In line” Engines Lifting.
3.1.2 2/3
Dep. 2

O&M MM19.09.251_05_2015
The engines in V are lifted at 4 points, two in the front of the engine block and two on the rear of the block.
To make its lifting it is necessary to use a perch.
1500 mm. (Min.)

[59,055 inches]
Fig. 2 -360/480 and SFGLD/SFGM560 Engines Lifting
[98,42 inches]
2500 mm
Fig. 3 - “HGM 420/560” Engines Lifting
3.1.3 3/3
Dep. 1
IO-C-M-00-001e A December 2007
DEFERRED START-UP ENGINE INSPECTION AND PROTECTION
O&M MM19.09.251_05_2015
1. INTRODUCTION
The deferred start-up status aims to keep GUASCOR's Basic Warranty valid for any new engine that is going
to be stored for more than 6 months from factory dispatch before its initial start-up.
KOHLER will grant the deferred start-up status to an engine if all of KOHLER requirements as specified in
this Product Information Sheet are met.
2. DEFERRED START-UP STATUS APPLICATION REQUIREMENTS

When planning to store a new engine for more than 6 months, the owner shall apply to KOHLER for the
deferred start-up status. In this event, KOHLER authorised staff shall inspect and protect the engine fulfilling all
the herein defined obligations.
An engine subject to deferred start-up shall be put into operation within the next 12 months from the date of
being recognised the deferred start-up status.
KOHLER will accept a maximum of two requests for deferred start-up status, the second application having to
be filed no more than 12 months after the first inspection and protection of the engine provided however that
the first request had been made.
As a result of said deferred start-up status, the initial start-up of an engine may occur up to 30 months after
the date of dispatch from factory, with GUASCOR's Basic Warranty remaining valid. The total storage and
warranty period shall by no means exceed 42 months from the date the equipment is at the customer's disposal.
If an engine is tested after dispatch from factory and is not started at the operating site within one month from
said testing, then it will be necessary to protect it and to apply for deferred start-up status in order to
withhold its warranty; it will be further requisite to renew said protection once a year.
Engines stored at the mercy of the elements or in humid or corrosive atmospheres may need protections
and inspections more often than specified herein. In those events, consult KOHLER.
Since the deferred start-up status is no extension of the standard Basic Warranty, there is no cost charged for
it, except for the costs of the inspection made and protective lube oil used by the Authorised Technical
Service Workshop.
The Basic Warranty will become effective from the engine start-up date, provided that the duly filled start-
up report is submitted within thirty days from said start-up, the requests for deferred start-up status had been
filed and the protections implemented. If the owner did not apply for the deferred start-up status, the warranty
period will not be extended as stated in this section.
3. RELATED DOCUMENTS
− GLPI_09 KOHLER Limited Warranty for Industrial Products
− GLPM_09 KOHLER Limited Warranty for Marine Products
3.1.5 1/6
Dep. 1
O&M MM19.09.251_05_2015
4. CONDITION OF ENGINES SUBJECT TO DEFERRED START-UP

At the time Customer applies for the deferred start-up status, the engine can be in any of these conditions: stored
in its original packaging; unpacked and stored under conditions differing from the original ones, or mounted on the
Customer's equipment.
 If packed in its original packaging, the engine shall be inspected and protected by the Workshop according
to the instructions contained in this Product Information Sheet.
 When the engine is unpacked and stored in conditions differing from the original ones, the Workshop
shall inspect the engine in order to assess its storage conditions and shall pack the engine again in original
packaging in order to ensure a good state of preservation. Such inspection, protection and packaging of the
engine shall conform to these specifications.
 In the event of the engine being mounted on the Customer’s equipment, but not put into operation, the
Workshop shall inspect, protect and pack the engine as specified herein.
CAUTION
If the engine exhaust is piped to the outside, the Workshop shall check to ensure these connections
are perfectly sealed, impeding rainwater from getting inside the engine and causing serious damage to it.
 In the event of the engine having been started up and its commissioning being incomplete and not
expected to be completed at once (within one to six or more months), the Workshop shall recommend that
Customer should start the engine periodically (weekly) and operate it at least for one hour, idling or on low
load. In addition to the items described in this Product Information Sheet, the following points shall be checked
during the engine inspection:
 Draining of cooling circuits
 Oil and coolant levels and pressures
 Air filters
 Starter motor
 Unusual noise during operation
 Draining of condensates or water ingress from exhaust system
 Repair of fuel, coolant or lube oil leaks, if any.
Finally, the Workshop shall protect the engine according to the specifications contained in this document.
5. DEFERRED START-UP ENGINE INSPECTION

The Authorised Technical Service Workshop shall inspect the equipment in accordance with the following
guidelines, recording findings and results on form G-19-31 “Deferred Start-up Engine Inspection”.
Engine inspection comprises the following steps:

 Check packaging and protection of the engine as per document IM-C-C-00-001e and record whether the
engine has been installed and whether it has been started but not completely commissioned.
 Turn the engine by hand to check that it rotates freely and has not seized up.
 Inspect the unpainted machined surfaces for rust. Also, check to see if all inlets and outlets of the engine
(such as pump elbows, exhaust fume ducts, etc.) are adequately sealed and whether there is any part of the
engine missing. If you observed any defect or fault, report on the condition of the equipment.
 Remove all the rocker arms covers. Check pushrods, rocker arms, adjusting screws, valve springs for rust,
corrosion or contamination. If you observed any defect or fault, report on the condition of the equipment.
3.1.6 2/6
Dep. 1
O&M MM19.09.251_05_2015
 Boroscope the combustion chambers of all the engine cylinders to see if there is water or moisture inside.
Also, check the cylinder liners or walls, cylinder head firing deck and valves for rust. If you observed any
defect or fault, report on the condition of the equipment.
 Remove the covers from the exhaust manifold (water-cooled exhaust manifold) and from the intake
manifold. Check to see if there is moisture or corrosion inside. If you observed any defect or fault, report on
the condition of the equipment.
 Remove the camshaft covers. Inspect camshafts and auxiliary rocker arms for moisture or rust. If you
observed any defect or fault, report on the condition of the equipment.
 Remove the crankshaft covers. Inspect crankshaft, connecting rods, main bearing caps and crankcase for
moisture or rust. If you observed any defect or fault, report on the condition of the equipment.
 Remove the inspection covers from the gear covers (front and rear). Check the timing gears for moisture or
rust. If you observed any defect or fault, report on the condition of the equipment.
 Check turbochargers to see if their shafts rotate freely, if there is any blade damaged and if the axial
bearings are correctly lubricated. If you observed any defect or fault, report on the condition of the equipment.
 Check the water pumps of the engine to determine whether they rotate freely and their belts (in the case of
belt-driven pumps) are in good condition. If you observed any defect or fault, report on the condition of the
equipment.
 Check the injectors (jets) of the engine to make sure they inject fuel correctly. If you observed any defect or
fault, report on the condition of the equipment.
 Inspect wiring and electric and electronic devices (e.g. pickups, connectors, coils, HV leads, actuators,
etc.) to see if they are rusty, if they are adequately protected, if leads are coiled and packed in plastic bags. If
you observed any defect or fault, report on the condition of the equipment.
Record all findings and results on form G-19-31 “Deferred Start-up Engine Inspection” included at the end of this
document.
6. DEFERRED START-UP ENGINE PROTECTION

The Authorised Technical Service Workshop, after checking the equipment, shall protect or preserve it in
accordance with the following guidelines.
CAUTION
For engine protection, use only KOHLER MOTOROIL PROTECTOR.
DANGER
The recommended protector contains oil distillates. Read the Material Safety Datasheet before use.
− Spray KOHLER MOTOROIL PROTECTOR inside all of the rocker arms covers while turning the engine
manually. Apply said protector to push rods, rocker arms, adjusting screws and valve springs.
− Spray KOHLER MOTOROIL PROTECTOR inside the combustion chambers through the jet or spark plug
housings while turning the engine manually. Spray when the piston is at TDC.
3.1.7 3/6
Dep. 1
O&M MM19.09.251_05_2015
CAUTION
Before starting up engines that have been protected this way (especially gas engines), it will be necessary
to inspect the combustion chambers and drain waste protective oil.
 Dry the inside of the exhaust manifold and the camshaft housing, if found humid during inspection. Spray
KOHLER MOTOROIL PROTECTOR on the camshaft and, only in case of humidity, into the exhaust
manifold.
 Spray a thin coat of TECTYL 506 or similar rust-preventive oil on the unpainted machined surfaces that will
remain exposed, out of the engine (such as, for instance, the flywheel, etc.).
 Hermetically seal all the flanged elbows or inlet and outlet ports of the intake, exhaust, cooling and
lubricating systems with plastic, rubber or similar plugs or films.
 Apply KOHLER MOTOROIL PROTECTOR with a brush to the control linkage and ball joints.
 Fit the electric and electronic components with connectors, protectors and caps, if missing. Put all leads
and cables in plastic bags. Also, apply TECTYL 506 or any similar substance to any components showing
signs of rust damage.
7. PACKING OF DEFERRED START-UP ENGINES

These instructions apply to engines with damaged packaging or unpacked. Packing deferred start-up engines
implies the steps that follow.
 Spread bags of desiccant evenly over the surface to be packed. The number of bags will be proportional to
the volume of the package.
 Cover the engine with heat-shrinkable plastic film and heat-seal it. Protect all sharp edges to prevent
damage to the plastic film. The wrapping must cover the machine entirely and be sealed at the bottom.
 The wrapping must enable lifting the engine without breaking; for this purpose, make holes in the wrapping as
follows. In the event of 6 or 12-cylinder engines, make two holes on both sides and one hole at each end; in
the event of 8 or 16-cylinder engines, make three holes on both sides and one hole at each end. Additionally,
the wrapping must have a window to gain access to the engine nameplate.
 Write the date inspected, protected and packed on the engine's packaging sticker.
8. APPLICABLE FORMS
Form G-19-31 – Deferred Start-up Engine Inspection
3.1.8 4/6
Dep. 1
O&M MM19.09.251_05_2015
3.1.9 5/6
Dep. 1
O&M MM19.09.251_05_2015
3.1.10 6/6
INDEX Chapter 4
MM19.09.251 05-2015
OPERATING INSTRUCTIONS

O&M MM19.09.251_05_2015
CHAPTER 4 – OPERATING INSTRUCTIONS
IT-G-A-00-011e_A Minimum room temperature for operating Gas engines 4.1.1

IO-C-M-15-002e_A Kohler engine barring gear operating instructions 4.1.3
IO-C-M-20-001e_C Cooling water quality and treatment 4.1.5
IC-G-D-25-003e_B Kohler motoroil 3040 plus lube oil for natural Gas -fuelled and ethanol engines 4.1.11
IC-G-D-25-002e_A Kohler motoroil 2040 lube oil for biogas or biomass Gas engines 4.1.13
IC-G-D-25-004e Kohler motoroil 99.27.046 lube oil for propane-fueled engines 4.1.15
IC-G-D-30-001e_D Fuel specifications for Gas engines. General 4.1.17
IC-G-D-30-002e_C Fuel specifications - Natural Gas 4.1.23
IC-G-D-30-003e_D Anaerobic digestion Gas fuel specifications – Landfill and digester Gas 4.1.29
IC-G-D-30-004e_F Fuel Gas specifications – synthesis Gas (Syngas) 4.1.35
IC-G-D-30-013e_A Fuel specifications – low methane number Gas 4.1.43
IC-G-D-30-018e_B Fuel Gas specifications propane - GLP 4.1.49
IC-G-D-30-038e_A Fuel specifiction- very low methane number 4.1.55
IO-G-M-33-010e Installation and operation manual. Gis ignition unit display 4.1.61
IO-G-T-00-002e_C Starting and stopping Gas engines and Ethanol engines 4.1.75
IO-G-T-00-003e Starting and stopping of emergency gas engines 4.1.79
IO-G-M-40-001e_C Gas engines and Ethanol engines carburation 4.1.83
IC-C-D-40-001e_B Emission units conversion 4.1.85
IC-G-D-40-001e_B Exhaust emissions of Gas engines 4.1.89
IO-C-M-25-006e_G Oil level indicators 4.1.91
IO-C-M-25-005e_D Automatic oil level controller 4.1.93
1/1
Dep.2
IT-G-A-00-011e A November 2014
MINIMUM ROOM TEMPERATURE FOR OPERATING

GAS ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
This product information document is applicable to all gas engines installed in covered facilities and not outdoors.
This document is designed to limit the minimum engine air inlet temperature, whether it is installed in a room or a
container, to avoid condensation inside the same.
This document is aimed at all gas, natural gas, syngas, landfill, digester, propane and low methane number gas
engines.
This document is designed to identify the minimum air inlet temperature at its installation site in order to prevent
the appearance of any condensates in the same when site conditions mean that the engine will have to operate at
low temperatures.
2. TEMPERATURE LIMIT IN THE ROOM OR CONTAINER ON START-UP

The engine air inlet temperature should be no lower than 0ºC at start-up for FG/FGLD/SFGLD/SFGM engines
and 10ºC for HGM engines. If lower temperatures are expected, the room, container or inlet air should be pre-
heated to achieve the minimum temperature indicated.
You should take into account the “Criteria for application of pre-lubrication, post-lubrication and oil and water
pre-heating” described in document IC-C-D-00-008
For lower room temperatures, check with KOHLER.
This limitation does not apply to the engine with single cooling circuit, like the emergency
engines.
In these engines with single cooling circuit, it is recommended not to start up the
external cooling system of the facility until the engine water temperature is higher
than 50ºC, in order to avoid the engine water temperature to drop below than 35 ºC
(obtained temperature due to the preheating system of the engine)
3. TEMPERATURE LIMIT IN THE ROOM OR CONTAINER ON OPERATION

The engine air inlet temperature – air filter – should be maintained over 0ºC for the engines FGLD/SFGLD/SFGM
when the engine runs over 30 % of nominal load to avoid surge problems or turbocompressor pumping. Below of
30% the load the engine can run without problems with air inlet temperature below 0ºC.
In the applications where the air inlet temperature could be below 0ºC, is suggested not to run the engine at
higher load than 30% until the room temperature has been accommodated with the heat of the engine itself
during the operation at low load.
If it is required to run the engine above of 30% of load with air inlet temperatures to the engine below 0ºC, it
will be necessary to consult it with KOHLER in order to change the supply scope of these engines (out of
standard).
If the fuel gas has a high concentration of moisture or heavy hydrocarbons (like usually have biogases,
syngases or well gas), the minimum temperature of the gas could be limited to avoid condensates in the
carburetor due to the contact of the gas with the cold air. In this cases it is required a dew point calculation
of the gas taking in account the temperature of the air and the mixture in the carburetor.
4.1.1 1/1
Dep. 2
IO-C-M-15-002e A March 2008
KOHLER ENGINE BARRING GEAR

OPERATING INSTRUCTIONS
O&M MM19.09.251_05_2015
1. USE OF THE BARRING GEAR

The barring gear is located on the flywheel housing on the left side of the engine. It serves to turn the crankshaft
during maintenance operations (valve setting, bore scoping, etc.).
To use the barring gear:

1. Remove the barring gear cover.
2. Place the drive socket over the hex nut.
3. Push the barring gear shaft, until the pinion engages the ring gear.
4. Rotate the socket to turn the flywheel.
5. Upon completion of the maintenance operations, replace the barring gear cover.
CAUTION
NEVER TRY TO START THE ENGINE WITH THE SOCKET CONNECTED TO THE BARRING GEAR. THE
BARRING GEAR COULD SPIN, CAUSING THE SOCKET WRENCH TO BE THROWN, CAUSING SEVERE INJURY
OR DEATH!
7 6 8
9
4
6 8
4
3
3
1
1
4 4
5 5
2 2
Fig. 1 – Location on in-line engines Fig. 2 – Location on Vee engines
1 Complete barring gear 6 Pinion

2 Hexagonal nut (size 22) 7 Flywheel
3 Barring gear shaft 8 Ring gear
4 Spring (inspect periodically to insure that it is not broken) 9 Flywheel housing
5 Barring gear cover
4.1.3 1/1
Dep. 3
IO-C-M-20-001e C February 2014
COOLING WATER QUALITY AND TREATMENT
O&M MM19.09.251_05_2015
1. GENERAL INFORMATION
When installing the engine, one point to bear in mind is the quality of the cooling water that will be used, in order
to prevent heat transfer problems.
Any water treatment programme mainly aims at protecting the cooling system from corrosion, deposit or scale
which might impair the continuous flow of the coolant.
The most common problems with an engine cooling system are as a result of corrosion, cavitation,
microbiological growth, deposits and scale.
Corrosion
This is a metal degrading process arising from oxygen-triggered chemical or electrochemical reactions. As for
cooling systems, the reactive medium is water that attacks the metallic materials of piping and heat exchangers.
Corrosion is dependent upon the effect of temperature, high salinity (especially of chlorides), high water speed,
alkalinity or acidity, dissolved solids, dissolved gas traces, microbial growth and pollution by manufacturing
process waste. The major negative effect of corrosion is a decrease in the engine components’ fatigue strength.
The following are the most frequently occurring types of corrosion:
Electrochemical: Bonding of metals of varying electrochemical properties.

Chemical: pH and salinity
Physical: Abrasion and cavitation
Differential aeration: Low deposits
Bacterial: Sulphate-reducing bacteria, ferrobacteria, nitrifying bacteria, denitrifying bacteria.
Cavitation
Cavitation is the creation of bubbles within a liquid when it passes through a high pressure area at high speed
and increases when the pressure is low in the cooling system and/or when there are leaks. In addition, as the
vibration increases, so the number of bubbles in the coolant also increases. These bubbles cause erosive
corrosion of the cylinder wall and frequently lead to pitting of cylinder walls.
To solve cavitation problems, purge the cooling circuit thoroughly and, for applications requiring high temperature,
keep the circuit under pressure. Also add coolant additives that will cover the metal surfaces and limit cavitation-
induced erosion and pinholes.
Scale
This is the crystallisation and deposition in their solid form of different combined ions present in water, due to
oversaturation of the solution at a given temperature. It usually appears as compact, hard and adhering deposits
of predominantly inorganic matters, but may occasionally take soft, non-adhesive forms and be a mixture of
organic and inorganic components.
The major compositions of scale include, but are not limited to: calcium carbonate, calcium sulphate, calcium
phosphate, magnesian salts, silica, and iron and manganese compounds. Scale forming depends on multiple
factors such as temperature, salt concentration, pH and alkalinity, dissolved solids content, fluid-dynamic and
thermostatic conditions of the system, etc.
One of the most typical reactions is:
Ca (HCO3)2 + heat CO2 + H2O + Ca CO3
4.1.5 1/6
Dep. 3
O&M MM19.09.251_05_2015
Calcium bicarbonate Carbon dioxide Calcium carbonate
highly soluble (760 mg/l. approx.) (hardly soluble 30 mg/l. approx.)
The presence of scale has a significant impact on the performance and operation of the equipment, since some of
its effects are:
- Reduction in heat transfer

- Non-scheduled outages
- Maintenance costs
- Deterioration and overheating of exchangers
- Decrease in the quantity of circulating water
Microbiological growth
This basically originates in algae, fungi, bacteria and other micro-organisms to a lower extent, all of which avail
themselves of light, heat, sludge and contamination by the manufacturing process or otherwise, nutrients and pH
to keep growing. Special consideration is to be given to autotrophic bacteria (ferrobacteria and sulphate-
reducing bacteria) which can give rise to localised corrosion.
A product of this activity is sludge that builds up in the system, reducing its efficiency in addition to limiting the
water passage and decreasing the flow rate, which in turn results in an increase in temperature. Both observing
the colour, feel and smell of sludge and analysing it will provide information about its origin.
2. COOLING WATER QUALITY
In general, an engine coolant consists of water, additives and antifreeze.

There are several basic parameters that ensure optimum coolant quality and, thus, a trouble-free operation of the
equipment.
This is why, it is strongly advisable to have cooling water analysed at the planning stage or before commissioning, so
that should results fail to match the values in Table 1, the user can contact a water treatment specialist in order to
take the necessary actions to ensure compliance with those specifications.
According to information provided by the equipment and the available water analysis results, it is essential to
determine the optimum concentration and any appropriate external and internal treatment which will maintain the
above issues under control and ensure the lowest possible water consumption.
These are the most common chemical treatments:
- Sludge dispersants or conditioners.

- Scale inhibitors.
- Corrosion inhibitors.
- Algicides
- Microbicides/biocides
- Biodispersants
In the market, there exist combined products suitable for treating different problems simultaneously.
4.1.6 2/6
Dep. 3
O&M MM19.09.251_05_2015
Minimum coolant requirements.
PARAMETERS VALUE UNITS

Aspect and odour Transparent, neutral odour, free from
sediments
pH value 25ºC 7-9
Total hardness 35-170 / 2-9.5 ppm CO3Ca / ºd
-2
Sulphates SO4 Max 100 ppm or mg/l
-
Chlorides Cl Max 40 ppm or mg/l
Nitrates Max 10 ppm or mg/l
Total dissolved solids (TDS) Max 300 ppm or mg/l
Conductivity @ 25ºC Max 400 S/cm
Total alkalinity Max 150 ppm CO3Ca
Aspect and Odour: Water-borne chemical compounds like phenols, several hydrocarbons, chlorine, organic
matters in any state of decomposition or the products of outgassing algae and fungi can give water a very
strong odour and taste, even if said compounds exist only in very small concentrations. Salts or minerals give
water a salty or metallic taste, but not always an odour.
Particles such as clay and silt, a.o., although not dissolved, are transported by water in either of two ways: as a
colloidal solution or in a dissolved condition that only persists while these particles are carried away by the flow
of water. Colloids will settle only if undergoing coagulation or flocculation (clumping of particles).
Ph: The pH value expresses the acidity or alkalinity of an aqueous system. To be precise, it is the measurement of
the hydrogen ion "activity" in a given sample; in practical terms, it is a measure of the hydrogen ion concentration in a
sample Since the pH scale is logarithmic and inverse, any increase in pH by one unit corresponds to a tenfold
decrease in the hydrogen ion molar concentration. The lower end of the scale (pH = 0) defines the acidity equivalent
to a solution of 1.0 M HCl whereas the upper end of the scale (pH = 14) represents the alkalinity equivalent to a
solution of NaOH 1.0 M.
Total hardness: The sum of temporary and permanent hardness. This is the sum of water dissolved metallic
ions. It is always stated in mg /l CO3Ca
Temporary hardness: caused by acid calcium or magnesium carbonate. These bicarbonates precipitate, as water
warms up, to form insoluble carbonates.
Permanent hardness: due to the contents of sulphates, nitrates and calcium, magnesium, sodium and iron chlorides. These salts do not
precipitate as solutions.
Sulphates: Salts that dissociate in an aqueous solution and form ions which combine with calcium and
magnesium. These compounds combine with hydrogen to form acids which turn water corrosive.
Chlorides: The amount of chloride ions present in the system enhances the conductivity of water and affects
the protective film on the metallic surface, creating a favourable atmosphere for corrosion.
Nitrates: Salts that, in an aqueous solution, combine with hydrogen to form aggressive corrosive acids that may
damage the cooling system.
Total alkalinity: Water alkalinity may be defined either as the water capacity to neutralise acids, react with
hydrogen ions, or accept protons or as a measure of the water total contents of alkaline substances (OH-).
Determining total alkalinity and different forms of alkalinity is important in chemical coagulation, softening and
corrosion control processes.
4.1.7 3/6
Dep. 3
O&M MM19.09.251_05_2015
Natural water alkalinity generally derives from the presence of three types of ions: bicarbonates, carbonates and
hydroxides.
Some waters will contain other compounds (borates, silicates, phosphates, etc.) which contribute to their
alkalinity; but, in practice, the effect of these compounds is insignificant and can be disregarded.
Total dissolved solids: Solid substances appear in most waters as suspended materials or colloidal solutions.
They are measured in laboratory by the filtration method. Fine solids generate turbidity (NTU and JTU). Turbidity
is measured by the effect of light on these particles.
Conductivity. Electrical conductivity is the capacity of inorganic salts in solution (electrolytes) to conduct
electricity. Pure water hardly conducts electricity which is however conducted by water containing dissolved
salts. Positively and negatively charged ions are the elements that conduct electricity; the amount of conduction
depends on the number of existing ions and their mobility.
The use of distilled or de-ionised water increases the risk of corrosion and it is therefore necessary to add
corrosion inhibitors. Such additives can be rust-preventive products used alone or diluted in the antifreeze.
Additives. Antifreeze
The best way of avoiding problems due to corrosion, oxidation, scale, deposits, etc. in the cooling system is to treat
water with adequate additives which will protect the metallic surfaces of the system. These products form a rust-
proofing film on the surfaces of the cooling system, preventing corrosion and inhibiting settlements.
Thus, engine corrosion and rust can be minimised using different types of anticorrosion additives.
Additive Protection / Purpose Disadvantage

Phosphates Steel, iron, aluminium Unstable, fast wearing, deposits (caused by hard water).
(PO4)
Borates (BO4) Iron Corrode aluminium at high temperature.
Tolytriazol (TT) Copper
Nitrites NO2 Iron (cavitation) and steel Fast wearing. They expand welds. Dangerous if combined with
amines.
Silicates SiO3 Aluminium, Iron, general, Fast wearing. Form films and, if excessive, they produce a
relative neutralisation "green paste" that impairs heat transfer.
Carboxylic Aluminium, general, stable,
acids neutralisers
Additionally, in order to prevent cooling water from freezing, it is recommended to add good quality commercial
antifreeze, even in hot climate areas, because such product raises the boiling point of cooling water, which impedes
that water boils and evaporates.
Antifreeze products are glycol-based water-soluble liquids (e.g. ethylene glycol, propylene glycol), which generally
contain the above mentioned additives whose object is to prevent the effects of corrosion, deposits, foam, etc.
An inadequate concentration will not only reduce frost protection or the boiling risk, but also increase cooling water
corrosiveness.
The effectiveness of a cooler-based cooling system decreases by ca. 2% per every 10% antifreeze added to the
coolant.
The antifreeze-coolant ratio depends on the ambient temperature at the place of installation of the engine and it is
the antifreeze supplier who should state the concentration based on its product specifications and take responsibility
4.1.8 4/6
Dep. 3
O&M MM19.09.251_05_2015
for any secondary effects. As a rule, KOHLER recommends to add, at most, a 30% of glycol in water, since higher
concentrations can lead to a reduction of the coolant's heat transfer capacity.
Glycol Concentration, % weight
3. COOLANT TREATMENT
Maintaining cooling water in good condition will avoid the aforementioned trouble with and failure of the cooling
system, as well as helping us to detect possible engine malfunction.
For instance, a decrease of the pH value together with an increase in the sulphate contents may be symptomatic of
water pollution by exhaust gases. On the other hand, a rise in chloride contents may be due to contamination by
seawater, and in this event, it would be advisable to inspect the engine and look for the source of the leak.
In closed circuits, where fluid refilling is infrequent, a complete corrective treatment can be applied initially, while
cooling water properties can be checked subsequently on refilling large amounts of water, but at least once a year.
It is advisable to clean the engine cooling circuit as described below:
Prepare a concentrated detergent solution (for cooling circuits) in warm fresh water (40-50°C) and shake until the
detergent is completely dissolved and there is no sediment. The maximum concentration should be 2%.
Insert said solution into the engine cooling circuit and start the engine up until it is hot. The engine must be
operating at full load for approximately two hours. Once this time has elapsed, stop the engine.
Then clean the cleaning fluid using fresh water. Once rinsed and clean, immediately fill the water circuit with
treated antifreeze.
4.1.9 5/6
Dep. 3
O&M MM19.09.251_05_2015
In open systems that operate on large volumes of water, water treatment is very expensive. Input treatments are
usual practice or, if the installation allows, chemical cleaning will be undertaken periodically. For this type of system,
water tests must be made at least once a month, both at the cooling tower and in the water circuit to the engine.
Companies specialising in water analysis and treatment have test kits available so users can check the cooling
system periodically.
If the results of periodic checks fail to match the values shown in Table 1, the customer must contact the water
treatment specialist, who has to participate actively in preparing and in defining the protection method most suitable
for the installation concerned.
Antifreeze decomposes into corrosive acids due to the cooling system's temperature cycles; contamination can
build up in the system and the corrosion inhibitors will eventually get exhausted. It is therefore recommended
that the antifreeze concentration in the system should be checked with a refractometer or hydrometer when
testing the water quality. This will aid to ensure that the glycol concentration remains within adequate limits. By
measuring the coolant density as shown below, you can determine whether the antifreeze concentration is
correct:
Glycol Concentration % Coolant density @ 20ºC Freezing point of coolant

weight
10% 1,020 g/l -4 ºC
20% 1,030 g/l -9.5 ºC
30% 1.045 g/l -16.5ºc
4.1.10 6/6
Dept. 2
KOHLER MOTOROIL 3040 PLUS LUBE OIL FOR NATURAL

GAS-FUELLED AND ETHANOL ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
There are currently no stan dard procedures for classifying lube oils to be used in gas-fuelle d and ethanol-fuelled
engines. It is therefore necessary to perform exhaustive field tests in order to approve a suitable lubricant. Along
with the ash content, there are several other parameters to be ar in mind. T hese include phosphorus content,
resistance to oxidation and nitration (often produced by the high working temperatures), neutralising capacity and
corrosion inhibition (particularly in the presence of aggressive gases).
2. DESCRIPTION
KOHLER MOTOROIL 3040 PLUS is a lubricant designed by KOHLER R&D division in collaboration with the
most prestigious lubricant manufacturers. It ha s been specially formulated for use i n KOHLER engines that
operate on gas or ethanol. See documents IP IC-G-D-30-002, IC-G-D-30-013, IC-L-D-30-001.
KOHLER MOTOROIL 3040 PLUS is a high-performance oil with a medium ash content. It is formu lated with
prime quality paraffin bases that prov ide it with exceptional oxidation and nitration stability, great therm al
resistance, and a very lo w tendency to carbon deposit and residue build-up. Maintaining excellent performance
after a long period of operation is thu s ensured. Additionally, this oil has a low foam-forming tendency, good
emulsibility and corrosion protection for cylinders and bearings, while considerably reducing wear on piston rings,
liners and valve seats. All this means the oil has a long service life and filters withstand extended maintenance
intervals.
Given its advanced formulation, KOHLER MOTOROIL 3040 PLUS is specially suitable for modern four-stroke
engines with low oil con sumption. It has be en specially developed to en sure extended i ntervals between
oil changes in engines whose usability is limited by the oil lifespan.
Its detergency and dispersancy system controls the build-up of carbon deposits and sludge, which results in
cleaner engines, longer lasting oils and lower filter costs.
This oil ha s also be en designed to pro vide exceptional protection against pi ston abrasion and wea r of cylinder
liners and piston rings.
3. APPLICATIONS
KOHLER MOTOROIL 3040 PLUS has been specially designed and is re commended for providing the highest
performance in KOHLER engines that operate on natural gas and ethanol. It can however be used in all kinds of
naturally-aspirated or supercharged four-stroke engines, whether high or medium rated, that require a lubricant
having a me dium ash co ntent. It is desig ned to e nsure optimum engine life and lowe r maintenance costs. Its
scope of application encompasses stoichiometric combustion and lean-burn engines as well, ensuring low
oil consumption in both cases.
Given its low zinc and phosphorus content, this lube oil can be used in engines fitted with a catalytic converter,
which require lube oil having a medium ash content.
Its advanced technology means any wear on the valve train components can be monitored as well a s reducing
the risk of abrasion, scoring and accelerated wear of pistons and piston rings. The end result means lower engine
operating and maintenance costs.
4.1.11 1/2
Dept. 2
KOHLER MOTOROIL 3040 PLUS LUBE OIL FOR NATURAL

GAS-FUELLED AND ETHANOL ENGINES
O&M MM19.09.251_05_2015
4. ADVANTAGES AND BENEFITS

- Excellent resistance in the presence of oxidation and nitration.
- Very high protection of cylinder head valve seats and guides.
- Excellent protection against piston scoring and liner surface wear.
- Excellent engine cleanliness.
- Minimum deposit build-up.
- High foam-forming and corrosion resistance.
- Excellent performance of the alkaline reserve.
- Longer oil and filter life.
- Lower maintenance costs.
5. HEALTH AND SAFETY

No special precautions are required for its use, except good personal hygiene and avoiding contact with the skin
for extended periods of time. There is a Safety Data Sheet available on request.
TYPICAL CHARACTERISTICS
PROPERTY ASTM KOHLER MOTOROIL 3040 PLUS

Viscosity, SAE grade 40
o
Flashpoint, Open Cup method, C D-92 240
o
Freezing point, C D-97 -21
o
Density @ 15 C, g/cc D-4052 0.895
Viscosity, cSt @ 100 oC D-445 13.6
Viscosity, cSt @ 40 oC D-445 124.3
TBN, mg KOH/gr D-2896 9.0
The values of typical properties shown in the table are mean values given for information purposes only. They do
not constitute any guarantee These values are subject to change without prior notice.
_________________________________________________________________________________________________________________
4.1.12 2/2
Dep. 2
IC-G-D-25-002e A May 2008
KOHLER MOTOROIL 2040

LUBE OIL FOR BIOGAS OR BIOMASS GAS ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
There currently exists no standard procedures for classifying lube oils to be used in biogas-fueled engines. It is
therefore necessary to perform exhaustive field tests in order to approve a suitable lubricant. Along with the ash
contents, there are several key pa rameters to bear in mind wh en selecting motor oil fo r gas-fueled engines.
These include phosphorus content, resistance to o xidation and nitration (ofte n produced by the high working
temperatures) and corrosion inhibition (particularly in the presence of aggressive gases).
2. DESCRIPTION
KOHLER MOTOROIL 2040 is a lubricant designed by KOHLER R&D division in collaboration with the most
prestigious lubricant manufacturers. It has been specially formulated for use in KOHLER e ngines that operate
on biogas or biomass gas. Refer to document IC-G-D-30-003e and IC-G-D-30-004e.
KOHLER MOTOROIL 2040 is an oil with a high ash content. It is formulated with p rime quality paraffin bases
and its set of additives ha s been specially developed to neut ralise the highly corro sive action of bioga ses.
Its properties are outstandi ng thermal st ability, low foam-forming tendency, good de mulsibility and
excellent corrosion protection for cylinders and bearings. Not only does it impair the formation of carbon
deposits, sticky build-ups and sludge, it also reduces wear on piston rings, liners and valve seats considerably.
Given its advanced formul ation, KOHLER MOTOROIL 2040 is specially suitable for mod ern four-stroke gas
engines with low oil dem and. It provides optimum cleanness of the engi ne and protection against deposit
build-ups. Besides, its set of additives protects against piston scoring and cylinder surface wear.
3. APPLICATIONS
KOHLER MOTOROIL 2040 has been specially designed and is re commended for providing the highest
performance in KOHLER engines that operate o n biogas o r acid gas. It can however be use d in all ki nds of
naturally-aspirated or supercharged four-stroke gas engines, whether hi gh or medium rated, that re quire
a lubricant having a high ash content, high T otal Base Number (TBN) a nd enough alkalinity retainability
to neutralise chlorine-derived organic acids (TOHCl) or hydrogen sulphide (H2S) in mode rate levels. Its sco pe
of application encompasses stoichiometric combustion and lean-burn engines as well, ensuring low oil
consumption in both cases.

- High resistance to corrosive gas attacks.
- Excellent behaviour in the presence of oxidation and nitration.
- Maximum protection against piston scoring and liner surface wear.
- Excellent cleanness of the engine.
- Long service life.
4.1.13 1/2
Dep. 2
IC-G-D-25-002e A May 2008
KOHLER MOTOROIL 2040

LUBE OIL FOR BIOGAS OR BIOMASS GAS ENGINES
O&M MM19.09.251_05_2015

for extended periods of time. There is a Material Safety Data Sheet available to anyone interested..
PROPERTY ASTM KOHLER MOTOROIL 2040

o
o
o
Density @ 15 C, g/cc D-4052 0,897
o
Viscosity, cSt @ 100 C D-445 13.5
Viscosity, cSt @ 40 ºC D-445 127.6
TBN, mg KOH/gr D-2896 10
The above v alues of typical p roperties are mean values given for guida nce only. They do not co nstitute any
guarantee whatosever. These values are subject to change without prior notice.
_________________________________________________________________________________________________________________
4.1.14 2/2
Dep. 2

LUBE OIL FOR PROPANE-FUELED ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
There currently exists no standard procedures for classifying lube oils to be used in gas-fueled engines. It is
therefore necessary to perform exhaustive field tests in order to approve a suitable lubricant. Along with the ash
contents, there are several key parameters to bear in mind when selecting motor oil for gas-fueled engines.
These include phosphorus content, resistance to oxidation and nitration (often produced by the high working
temperatures) and corrosion inhibition (particularly in the presence of aggressive gases).
2. DESCRIPTION
KOHLER MOTOROIL 99.27.046 is a lubricant designed by KOHLER POWER R&D division in collaboration
with the most prestigious lubricant manufacturers. It has been specially formulated for use in KOHLER POWER
engines that operate on propane. See documents IC-G-D-30-018.
KOHLER MOTOROIL 99.27.046 is a high-performance oil with a medium ash content. It is formulated with
prime quality paraffin bases that provide it with exceptional oxidation and nitration stability, great
thermal resistance, and a very low tendency to carbon deposit and residue build-up. So, it keeps its excellent
performance during many hours of operation. Additionally, this oil has a low foam-forming tendency, good
demulsibility and excellent corrosion protection for cylinders and bearings, while considerably reducing wear on
piston rings, liners and valve seats. All this leads to a long service life of the oil and long maintenance intervals of
the filters.
Given its advanced formulation, KOHLER MOTOROIL 99.27.046 is specially suitable for modern four-stroke
gas engines with low oil demand. It has been specially developed to ensure long intervals between oil changes
in the propane-fueled engines whose usability is limited by the oil lifespan.
Its detergency and dispersancy system controls the forming of carbon deposits and sludge, which results
in cleaner engines, longer lasting oils and lower filter costs.
This oil has also been designed to provide exceptional protection against piston scoring and wear of
cylinder liners and piston rings.
3. APPLICATIONS
KOHLER MOTOROIL 99.27.046 has been specially designed and is recommended for providing the highest
performance in KOHLER POWER engines that operate on propane. Its formulation will guarantee an optimum
engine life and lower maintenance costs.
Its advanced technology enables managing wear of the valve train components as well as reducing the risk of
abrasion, scoring and accelerated wear of pistons and piston rings. This eventually implies lower operating and
maintenance costs of the gas engines.

- Excellent behaviour in the presence of oxidation and nitration.
- Excellent protection against piston scoring and liner surface wear.
- Excellent cleanness of the engine.
4.1.15 1/2
Dep. 2

LUBE OIL FOR PROPANE-FUELED ENGINES
O&M MM19.09.251_05_2015
- Longer life of oil and filters.
- Lower maintenance costs.

for extended periods of time. There is a Material Safety Data Sheet available to anyone interested.
PROPERTY ASTM KOHLER MOTOROIL 99.27.046

o
o
o
Density @ 15 C, g/cc D-4052 0,893
o
Viscosity, cSt @ 100 C D-445 13
Viscosity, cSt @ 40 ºC D-445 123
TBN, mg KOH/gr D-2896 8
The above values of typical properties are mean values given for guidance only. They do not constitute any
guarantee whatosever. These values are subject to change without prior notice.
_________________________________________________________________________________________________________________
4.1.16 2/2
Dep. 2
IC-G-D-30-001e D March 2014
FUEL SPECIFICATIONS FOR GAS ENGINES. GENERAL
O&M MM19.09.251_05_2015
1. AIM
This product datasheet defines the conditions a gas must comply with in order for it to be used as a fuel
in KOHLER POWER gas engines. Every parameter or component out of this specification should
be consulted to and authorized by KOHLER POWER, else KOHLER POWER won't take
any malfunctioning responsibilities.
2. GASES USED AS ENGINE FUELS

The gaseous fuels used in internal combustion engines are available in a large variety of compositions and
conditions of supply, which will affect the configuration, design, life expectancy and performance of the engine
to a greater or lesser extent,. The gaseous fuels used in KOHLER POWER engines may range from "dry"
natural gas to different kinds of synthesis gases resulting from thermochemical processes or the anaerobic
digestion of organic matters.
In all cases, the gas is a mixture of major constituents, some combustible and others inert, and a number of minor
or low-concentration components which may however play an important role for the correct operation of the
engine, since they could be very harmful in quantities exceeding the manufacturer-specified limits.
As a consequence, it is necessary to assess the fitness of a given type of gas for its use in internal combustion
engines. Where appropriate, the gas must be cleaned or filtered, to make it match the specifications required for
its use in IC engines, by limiting its contents of corrosive and abrasive components, in order to guarantee a
reasonable service life of the engine.
Depending on the type of constituents to be completely or partly eliminated from the gas so as to adjust
their concentration to the specifications, one of several filtering techniques may be used. KOHLER POWER does
not wish to make any recommendation with respect to any of them, provided that the limit values specified in
this document are complied with. However, KOHLER POWER has experience in this field and may be consulted
for advice by the customer, on the understanding that KOHLER POWER will not assume any responsibility for
the effectiveness or performance of the recommended equipment or systems. Any such responsibility being
directly incumbent upon the system's supplier.
2.1. BASIC PARAMETERS OF GASEOUS FUELS
There are several basic parameters to bear in mind when specifying or selecting a gas-fueled engine. Those
parameters, which are listed below, can be calculated with reference to the chemical analysis of the fuel mixture:
- LHV (Lower Heat Value): This indicates the amount of energy available per unit volume or mass of gas. Its SI
units are kJ/mn3 or kJ/kg.
- Methane number: Is an indicator of a gas mixture's pro-knock tendency. The higher the methane number, the
smaller the pro-knock tendency. This is a dimensionless number.
- Density: This is the mass per unit volume of combustible gas. It depends on pressure and temperature. So,
for its measurement, standardized values of pressure and temperature are normally used, namely 101325 Pa
(1 atm) and 0ºC. The SI unit of density is kg/mn3.
- Stoichiometric A/F ratio: Indicates the minimum amount of air necessary for a complete combustion of the
fuel gas mixture. It is a dimensionless number representing the ratio of air volumes or masses per unit of fuel
gas.
4.1.17 1/5
Dep. 2
O&M MM19.09.251_05_2015
3. ANALYSIS OF FUEL GAS

For the characterization of the gas to be used as a fuel, it will be necessary to carry out a chemical analysis of the
same. Such an analysis will be made first in order to select the type of engine required and to check the gas
conformity with the specifications for its use as an engine fuel. Additionally, gas analysis shall be conducted
whenever harmful constituents are suspected to be present in the gas as well as from time to time as part of the
installation monitoring.
3.1. SAMPLING FREQUENCY
For all the specified types of gas, the sampling frequency will be determined as follows:
Project Phase: At least one complete analysis shall be made for each application.
Start-up Phase: During the first year, analysis shall be made at least every six months for natural gas, every
three months for landfill and digester gas, and every month for gases resulting from thermochemical processes.
Operation Phase: Once the gas properties have been found stable (one year without relevant variations), the
following minimum analysis program can be established: once a year for natural gas, once every six months for
landfill and digester gas, once every three months for gas from thermochemical processes.
The intervals of the above analysis program may be increased, provided the stability of the supplied fuel gas has
been demonstrated.
3.2. ANALYSIS LABORATORIES.
KOHLER POWER can advice the customer on the availability of laboratories where to make the required gas
composition analysis.
In any case, KOHLER POWER reserves the right to carry out its own analysis on fuel gas fed to the engine.
4. CONTAMINANTS AND FACTORS AFFECTING THE ENGINE OPERATION

The fuel gas contaminants and factors affecting the engine operation fall within these categories:
- Important variations in the fuel gas composition and conditions of supply. In case there are variations in
the composition, pressure, temperature and humidity of the fuel gas affecting its basic specification
parameters (see point 2.1), their effect can be the engine breakdown or operation in conditions beyond those
advisable. By important variations, we mean also those which are within the fuel specifications but differ by
±5% from the design value given to the manufacturer or the engine start-up conditions. At times, a small
adjustment will suffice to adapt the engine to the new conditions; but any change whatsoever in the supplied
gas conditions over the aforesaid limit must be reported to the engine manufacturer or maintenance staff who
will come to tune the engine as necessary.
- Contaminants that cause abrasive wear to the engine components. These include all the substances
contained in the gas, which circulate at high speed inside the engine, either upstream or downstream of the
combustion chamber, and may therefore cause abrasive wear to different parts of the engine, leading to
engine failure or to a reduction of its life expectancy. Belonging to this category are such compounds as
siloxanes, gas combustion salts, metal particles, oils, tar, etc.
- Contaminants that corrode the engine components. This category refers to those substances which, due
to their chemical nature, are capable of attacking both the metallic parts and the fluids of an engine, and thus
leading to engine failure or to a reduction of its life expectancy. Within this group are acids compounds,
ammonia, and even condensation water that sometimes contributes to increasing the harmful effects of the
contaminants, etc.
4.1.18 2/5
Dep. 2
O&M MM19.09.251_05_2015
Although not explicitly referred to in this document, any gas constituent which has any of the described effects on
the engine components, should be considered as included in the list of harmful contaminants and it will be the
customer's responsibility to follow the engine manufacturer's recommendations specific to each case of
application.
5. KOHLER POWER SPECIFICATIONS FOR FUEL GASES

5.1. LOWER HEAT VALUE
Lower heat values of fuel gases may be within the following ranges:
NATURAL GAS: 30 / 43 MJ/mn3 equal to 7165 / 10270 kcal/mn3 (See IC-G-D-30-002)

DIGESTER GAS: 23 / 30 MJ/mn 3 equal to 5490 / 7165 kcal/mn 3 (See IC-G-D-30-003)
LANDFILL GAS: 17 / 23 MJ/mn 3 equal to 4060 / 5490 kcal/mn 3 (See IC-G-D-30-003)
LEAN LANDFILL GAS: 14 / 17 MJ/mn 3 equal to 3350 / 4060 kcal/mn 3 (See IC-G-D-30-003)
RICH SYNGAS: 7.0 / 14 MJ/mn 3 equal to 1670 / 3350 kcal/mn 3 (See IC-G-D-30-004)
LEAN SYNGAS: 4.6 / 7.0 MJ/mn 3 equal to 1100 / 1670 kcal/mn 3 (See IC-G-D-30-004)
LOW METHAN NUMBER GAS: 40 / 47 MJ/mn 3 equal to 9560 / 11230 kcal/mn 3 (See IC-G-D-30-013)
VERY LOW METHAN NUMBER GAS: 40 / 93 MJ/mn 3 equal to 9600 / 22250 kcal/mn 3 (See IC-G-D-30-038)
PROPANE: 93 / 100 MJ/mn 3 equal to 22200 / 23900 kcal/mn 3 (See IC-G-D-30-018)
5.2. CONTAMINANTS OF FUEL GAS
Listed below are the contaminants that are normally found in gases used as fuel in KOHLER POWER engines.
Contaminants other than those listed are not allowed in the fuel gas.
The permissible amounts of those contaminants in each type of fuel are stated in the relevant Product Information
sheets. Refer to IC-G-D-30-002e for natural gas, to IC-G-D-30-003e for digester and landfill gas, to IC-G-D-30-
004e for gases from thermochemical processes, IC-G-D-30-013 for low methane number gases and to IC-G-D-
30-018 for propane.
5.2.1. SULFUR COMPOUNDS LIKE H2S.
Among the sulfur compounds present in fuel gases, hydrogen sulfide (H2S) is the most common one. Hydrogen
sulfide is a corrosive compound that is normally contained in gases resulting from the decomposition of organic
matter. There are limitations to its concentration in fuel gases because:
- H2S attacks the metal parts of the engine - above all those containing copper - reducing their service life and
performance.
- H2S leads to premature degradation of lubricating oil. Indeed, an acidic constituent, H2S will attack the oil
additives, reducing the life of oil, if its concentration is out of the specifications.
- H2S generates sulfur oxide releases at the exhaust. Emissions of sulfur oxides are limited by law and also
attack the exhaust gas piping, silencers, turbochargers, valves, etc.
4.1.19 3/5
Dep. 2
O&M MM19.09.251_05_2015
5.2.2. HALOGENATED COMPOUNDS ( F, CL, BR, I ) SUCH AS CL –
Halogenated compounds may be very harmful to the engine, if they are present in the form of acidic elements in
the fuel gas or in the combustion products. They normally develop in landfill gases, and to a lesser extent, in
digester gases and in gases from thermochemical processes. Due to their chemical nature, the acids of this type
of constituents are extremely corrosive, they attack almost all the metallic parts of the engine and destroy the
additives of lubricating oil, thus reducing its life.
5.2.3. SILICON COMPOUNDS
Silicon compounds appear in fuel gases in either of two type groups:
a) inorganic silicon compounds, having their origin in mineral material introduced in the gas flow, such as
silicates and silica, and which can be classified in the group of gas-borne solid particles; or
b) organic silicon compounds, which include siloxanes as the most frequent ones, are hard to detect because
they require special analysis techniques, generally have their origin in the degradation of the many silicon-
based products used in the industry for manufacturing general-purpose products, paints, cosmetics, cleaning
products, etc.
Those compounds are present in the form of gas or vapor in the fuel flow and, generally, are harmless to the
engine until their combustion. Combustion transforms the silicon they contain into silicon dioxide, silicates and
other crystalline compounds that precipitate, forming abrasive particles inside the engine and jamming valves,
pistons and other parts essential to the operation of the engine.
Moreover, a portion of the silicon content migrates from the combustion chamber to the lubricating oil, reducing
the oil properties, which in turn affects engine parts that are not in direct contact with the combustion chamber.
5.2.4. AMMONIA (NH3)
Ammonia is a chemical compound that can either attack different elements of an engine alone or combine with
other more acidic constituents to form ammonia salts that will abrade the engine components. Also, the NOx
emissions of the engine may increase, as ammonia compounds pass through the combustion chamber, where
ammonia transforms itself into nitrogen oxides.
5.2.5. RESIDUAL OILS AND TAR
Oils and tar are usually carried along by the fuel gas. They are in the liquid phase or they condense when the gas
temperature decreases. Their presence is attributable to lubricant leaks in the gas compression equipment.
However, they are also present in large quantities in gases from thermochemical processes. Their effects on the
engine include plugging of filters and regulators, as well as a lower performance of the turbochargers and dirtying
of aircoolers, etc.
5.2.6. SOLID PARTICLES
Solid particles act as abrasives on the engine components and they also give rise to failure when they
accumulate and block certain items of equipment impeding them to operate correctly. Solid particles are the major
source of inorganic silicon entering the engine with the fuel gas.
4.1.20 4/5
Dep. 2
O&M MM19.09.251_05_2015
5.3. ENGINES WITH A CATALYTIC CONVERTER
The KOHLER POWER engines with a catalytic converter to reduce emissions deserve a special treatment
within this document. Catalytic converters require the fulfillment of several special requisites in terms of fuel
gas contaminants and lubricating oils used in the engine. This is why the fuel gas specifications must be
checked by KOHLER POWER in accordance with the type and brand of catalytic converter whenever one is
installed on the engine. (See IC-G-D-45-001)
Catalytic converters may be reliably used only on natural gas-fueled engines. All other types of gas do not meet
the specifications required by the catalytic converter manufacturers.
6. ENGINE LUBE OIL ANALYSIS AS AN INDICATOR OF THE FUEL GAS

CHARACTERISTICS.
On certain occasions, lubricating oil analysis may serve as a relative measure of the quantities of contaminants
that may show up in a fuel gas fed to the engine.
Lubricating oil is one of the engine consumables that permit to rapidly notice a deterioration of their properties due
to the increase in the amounts of contaminants in the fuel gas.
In those installations where there are no continuous sampling of gas contaminants and where it is thus possible to
have periods of time in which the limits specified in this document could be surpassed, we recommend, for a
reliable operation of the engine, that the lubricating oil of the engine should be analyzed frequently according to
the criteria set forth in Product Information Sheet IO-G-M-25-001e. Those analysis would allow to predict the type
of contaminants entering the engine or which components of the engine are getting deteriorated, before any
breakdown occurs.
Depending on the oil analysis results, it might be decided to make a specific analysis of the fuel gas contaminants
which might be affecting the engine, so as to be able to take any appropriate actions rapidly and effectively.
4.1.21 5/5
Dep. 2
FUEL SPECIFICATIONS - NATURAL GAS
O&M MM19.09.251_05_2015

Below are the basic parameters of the fuel gas which need be checked, according to the gas origin.
1.1. NATURAL GAS
Natural gas consists in a mixture of light hydrocarbons and inert constituents. It is of mineral origin. Its
composition will be determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted (within an installation or at a location)
2. Date/time of sampling
3. Date/time of analysis
4. Analysis procedures employed
5. Gas temperature and pressure
6. CH4 concentration (Vol %)
7. C2H6 concentration (Vol %)
11. +C6 concentration (Vol %)
12. CO2 concentration (Vol %)
13. N2 concentration (Vol %)
14. O2 concentration (Vol %)
15. CO concentration (Vol %)
16. H2 concentration (Vol %)
17. H2S concentration (ppm or mg/mn3)
18. Gas relative humidity (%)
As a general rule, the above elements are the usual constituents of natural gas and their measurement is by gas
chromatography. However, where there are doubts about the total gas composition, it will be necessary to check
additionally for the presence of the following compounds:
19. Halides concentration (ppm or mg/mn3)
20. Siloxanes concentration (mg/mn3): at least TMOH, TMS, L2, L3, L4, D3, D4, D5
21. NH3 concentration (ppm or mg/mn3)
22. BTEX concentration (ppm or mg/mn3)
23. Oils and tar concentration (mg/mn3)
24. Solid particles concentration (mg/mn3)
4.1.23 1/5
Dep. 2
O&M MM19.09.251_05_2015
2. KOHLER SPECIFICATIONS FOR FUEL GASES

Lower heat values of natural gas may be within the following range:
 30 / 43 MJ/mn3 equal to 7165 / 10270 Kcal/mn3 natural gas
As for engines with a mechanical carburetion system, the maximum permissible variation in the gas LHV is ±5%
with regard to the carburetion point. Greater variations would mean that carburetion must be readjusted.
Engines with an electronic carburetion system must be used where LHV variations can be as high as ±10%;
above this limit, the gas composition has to be continually monitored with an analyzer.
LHV variation in excess of 1%/min. absolute value shall not be allowed over time.
2.2. METHANE NUMBER
The minimum value for the methane number (AVL) of natural gas is fixed at 75. For lower values,
contact KOHLER.
2.3. SUPPLIED GAS CONDITIONS
In this respect, the following applies:
2.3.1. SUPPLIED GAS PRESSURE AND TEMPERATURE
Since the acceptable gas pressure and temperature at the inlet to the engine depend on the carburetion system
the engine is equipped with, refer to the following Product Information documents for the applicable ranges:
- IC-G-D-30-007e: Engines with a TECJET 50+ type electronic carburetion system

- IC-G-D-30-008e: Engines with a mechanical carburetion system
- IC-G-D-30-015e: Engines with a ELEKTRA 50 type electronic carburetion system
- IC-G-D-30-040e: Engines with a TECJET 52 type electronic carburetion system
- IT-G-A-00-011e : Minimum room temperature for operating gas engines
2.3.2. GAS HUMIDITY
The gas relative humidity at the inlet to the gas ramp shall always be less than 80% and by no means shall water
be allowed to condense over the engine components. Therefore, we recommend that gas is fed to the engine at a
temperature exceeding the water dew point by at least 15ºC. Natural gas does not usually imply serious humidity
problems.
2.3.3. OXYGEN IN GAS
For engines with a mechanical carburetion system, the maximum permissible quantity of oxygen (O2) in the gas is
2% vol. For higher values or fluctuations greater than ±1% in relation to the carburetion point, it will be necessary
to use engines with an electronic carburetion system and continuous monitoring of the gas composition by an
analyzer.
2.3.4. HYDROGEN IN GAS
The maximum permissible hydrogen (H2) content in a fuel gas is 12% vol. H2.
4.1.24 2/5
Dep. 2
O&M MM19.09.251_05_2015
2.3.5. HIGHER HYDROCARBONS IN GAS
The maximum permissible quantity of C4+ hydrocarbons (butane and higher) shall not exceed 2% of the total
gas mixture volume. For greater percentages, contact KOHLER.
Therefore, we recommend that gas is fed to the engine at a temperature exceeding the gas dew point by at least
15ºC.
Listed below are the maximum permissible values of the contaminants that are normally found in natural gas
used as fuel in KOHLER engines. The stated limits may not be exceeded; neither are contaminants - other
than those listed below - allowed in the fuel gas.
2.4.1. SULFUR COMPOUNDS STATED AS H2S.
For KOHLER engines, the maximum permissible limit of H2S equivalent* is set at:
 1400 ppm ---- 2125 mg /mn3 ENGINES WITHOUT CATALYTIC CONVERTER

 100 ppm------- 150 mg /mn3 ENGINES WITH A CATALYTIC CONVERTER
*: In order to calculate the H2S equivalent in other sulfur compounds, the mass of S present in the sulfur
compound may be taken as a basis for the mass of H2S, considering organic and inorganic compounds.
-
2.4.2. HALOGENATED COMPOUNDS ( F, Cl, Br, I ) STATED AS Cl
–
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl equivalent /mn3
and the remaining constituents are considered as if they were chlorine, using the following equations:
Fluor = 2 Chlorine Bromine = 0.5 Chlorine Iodine = 0.25 Chlorine
Accordingly, for KOHLER engines, the maximum permissible level of halides, expressed as chloride equivalent,
is set at:
-
 80 ppm ---- 100 mg Cl equivalent* / mn3 ENGINES WITHOUT CATALYTIC CONVERTER
- 3
 6.5 ppm ----8 mg Cl equivalent* / mn ENGINES WITH A CATALYTIC CONVERTER
*: Organic and inorganic halides must be taken into consideration.
KOHLER has set the maximum permissible content of silicon in a fuel gas at:
 7 mg / mn3 * ENGINES WITHOUT CATALYTIC CONVERTER

 NIL ENGINES WITH A CATALYTIC CONVERTER
In calculating the proportion of silicon in siloxanes, it is reasonable to take an average of 37% of silicon per total
siloxanes.
*: Given the difficulties in analyzing and quantifying the silicon compounds in a fuel gas (Contact DRESSER-
RAND for information on reference laboratories), it is generally agreed that the silicon content in the oil of the
engine should not exceed 75 ppm during the contracted maintenance period of the engine concerned.
Accordingly, this value may also be deemed to be the maximum relative limit of silicon in the fuel.
4.1.25 3/5
Dep. 2
O&M MM19.09.251_05_2015
For KOHLER engines, the maximum permissible content of ammonia in the fuel gas is set at:
− 60 ppm ---- 45 mg / mn3
Condensation is not allowed.
Consult KOHLER about analysis methods.
KOHLER has established the following limits in connection with the presence of solid particles in fuel
gas:
Maximum permissible particle size: 5 microns (µm)
Maximum concentration of particles 1 to 5µm in size:

3
 10 mg / mn
4.1.26 4/5
Dep. 2
O&M MM19.09.251_05_2015
3. SUMMARY TABLE
Symbol Parameter Limit value Engine/application Comments

3
LHV Lower heat value 30-43 MJ/mn All Natural gas engines Natural gas
<±5% Mechanical carburetion Readjust carburetion
<±10% Electronic carburetion
LHV LHV variation
Electronic carburetion
>±10% Continuous gas analyzer required
Continuous gas analyzer
LHV LHV gradient <1%PCI/min All Natural gas engines

MN Methane number >75 All Natural gas engines
IC-G-D-30-007e Electronic carburetion TECJET 50+
IC-G-D-30-008e Mechanical carburetion Zero pressure regulator and screw
Supplied gas pressure and
P&T IC-G-D-30-015e Electronic carburetion ELEKTRA 50
temperature
IC-G-D-30-040e Electronic carburetion TECJET 52
IT-G-A-00-011e Mech./electr. Carb.

 Gas humidity <80% All Natural gas engines No condensation
WetDewT Wet gas dew point >15º less than Tgas All Natural gas engines Recommended
<2% vol.
O2 Oxyen in gas Mechanical carburetion Readjust carburetion
<±1% carb. point
>2% vol. Continuous methane meter for automatic
O2 Oxygen in gas Electronic carburetion
>±1% carb. point setting of carburetion
H2 Hydrogen in gas <12% vol. All Natural gas engines

C4+ Higher hydrocarbons <2% vol. All Natural gas engines
DryDewT Dry gas dew point >15º less than Tamb All Natural gas engines @ max. supplied gas P. Recommended
<1400 ppm W/o catalytic converter
H2S hydrogen sulfide equivalent Total sulfur: H2S equivalent
<100 ppm W/ catalytic converter
-
Cl Chlorine equivalent F, Cl, Br, I organic and inorganic
<6.5 ppm W/ catalytic converter
3
<7 mg/mn W/o catalytic converter Analyze: TMOH,TMS,L2,L3,L4,D3,D4,D5
Si Silicon and siloxanes
Nil W/ catalytic converter Besides, <75ppm of Si in engine oil
NH3 Ammonia <60 ppm All Natural gas engines

Condensations not
Tar Oils and tar All Natural gas engines Condensable oil vapors
allowed
<5 m All Natural gas engines

Dust Solid particles Larger size not allowed.
3
<10 mg/m (1-5m)
n All Natural gas engines
Summary table of natural gas fuel specifications for KOHLER engines
4.1.27 5/5
Dep. 2
ANAEROBIC DIGESTION GAS FUEL SPECIFICATIONS –

LANDFILL AND DIGESTER GAS
O&M MM19.09.251_05_2015

same. Such an analysis will be made first i n order to select the type of engine required and to check the gas
conformity with the sp ecifications for its u se as an engine fuel. Additionally, gas analysis shall be con ducted
1.1. ANAEROBIC DIGESTION GAS. LANDFILL AND DIGESTER GAS
Landfill and digester gases are the produ cts of the anaerobic digestion (in th e absence of oxygen) of orga nic
matter present in dum p waste, sewage sludge and agricultural and fo od industries. Their composition will be
determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted

11. Concentration of other sulphur compounds (ppm or mg/mn3)
12. Gas relative humidity at engine intake (%)
13. Concentration of halides (ppm or mg/mn3)
14. Concentration of halogenated organic compounds (ppm or mg/mn3)
15. NH3 concentration de (ppm or mg/mn3)
16. Concentration of siloxanes (mg/mn3): at least TMOH, TMS, L2, L3, L4, D3, D4, D5
17. Concentration of BTEX (mg/mn3)
18. Concentration of solid particles (mg/mn3)
Additionally, where problems are suspected to take place due to the gas com position, the gas an alysis should
include the following elements:

23. +C6 concentration (Vol %)
26. Concentration of oils and tar (mg/mn3)
4.1.29 1/6
Dep. 2

O&M MM19.09.251_05_2015
2. KOHLER POWER SPECIFICATIONS FOR FUEL GASES

Lower heat values of anaerobic digestion gas may be within the following range:
- 22 / 30 MJ / mn3 equal to 5250 / 7165 Kcal / mn3: Digester gas

- 17 / 23 MJ / mn3 equal to 4060 / 5490 Kcal / mn3: Landfill gas
- 14 / 17 MJ / mn3 equal to 3350 / 4060 Kcal / mn3 : Lean landfill gas, only for SFGLD and HGM engines
The biomethanization process has a fairly wide range depending on the efficiency of the digestion process used,
can be included in any of the three ranges previously established.
The As for e ngines with a mechanical carburetion system, the maximum permissible variation in the gas LHV is
±5% with regard to the carburetion point. Greater variations would mean that carburetion must be readjusted.
above this limit, the gas composition has to be continually monitored with an analyzer. With carburated engines at
an NOx level of 250 mg / mn3, the maximum acceptable variation of PCI is ±5%.
2.2. METHANE NUMBER
This type of gases, containing high CO2 concentrations, usually give high methane numbers.
Since the acceptable gas pressure and temperature at the inlet to the engi ne depend on the carburetion system

2.3.2. GAS HUMIDITY
temperature exceeding the water dew point by at l east 15ºC. As regards anaerobic digestion gases, the water
dew point should p referably be fixed at values below 283K when working in the re commended range of
temperatures.
4.1.30 2/6
Dep. 2

O&M MM19.09.251_05_2015
2% vol. For higher values or fluctuations greater than ±1% in relation to the carburetion point, it will be necessary
analyzer.
A greater ox ygen content in the gas than spe cified indicates that the anae robic process does not perfo rm
adequately.
The maximum permissible hydrogen (H2) content in a fuel gas is 12% vol. H2. Big concentrations of this element
are not usually found in this type of gases.
The maximum permissible quantity of C4+ hydrocarbons (butane and higher) shall not exceed 2% of the total gas
mixture volume. Big concentrations of these elements are not usually found in this type of gases.
Listed below are the maxi mum permissible values of the contaminants that are normally found in the an
aerobic digestion gas used as fuel in KOHLER POWER engines. These values are referenced to the LHV of the
ga s. The stated limits may not be exce eded; neither are contaminants - other than those listed below - allowed
in the fuel gas.
For KOHLER POWER engines, the maximum permissible limit of H2S equivalent* is set at:
 70 mg / MJ ENGINES WITHOUT CATALYTIC CONVERTER
*: In order to calcul ate the H 2S equivalent in other s ulphur compounds, the mass of S pres ent in the sulphur
compound may be taken as a basis for the mass of H2S, considering organic and inorganic compounds
For the calculation of the H 2S concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV
in MJ / mn3. The following formula will be used:
Conc. (mg / MJ) = conc. (ppm) x 1.52 / LHV (MJ / mn3)

Or Conc. (mg / MJ) = conc. (mg / mn3) / LHV (MJ / mn3)
Example:
Measured concentration of sulphur compounds: 800 ppm
For a 22 MJ / mn3 LHV gas, the concentration in mg / MJ is:

Conc. (mg / MJ) = 800 (ppm) x 1.52 / 22 (MJ / mn3) = 55 < limit

Conc. (mg / MJ) = 800 (ppm) x 1.52 / 14 (MJ / mn3) = 87 > limit
4.1.31 3/6
Dep. 2

O&M MM19.09.251_05_2015
-
–
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl equivalent / MJ
Accordingly, for KOHLER POWER engines, the maximum permissible level of halides, expressed as chloride
equivalent, is set at:
-
 3.5 mg Cl equivalent* / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the Cl- concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV in
MJ / mn3. The following formula will be used:

Example:
Measured concentration of halogenated compounds: HCl 20 ppm y HF 10 ppm

Concentration of Cl- equivalent: 20 ppm(HCl) + 2 x 10 ppm(HF) = 40 ppm(Cl-)

Conc. (mg / MJ) = 40 (ppm(Cl-)) x 1.63 / 22 (MJ / mn3) = 3 < limit

Conc. (mg / MJ) = 40 (ppm(Cl-)) x 1.63 / 14 (MJ / mn3) = 4.7 > limit
KOHLER POWER has set the maximum permissible content of silicon in a fuel gas at:
 0.2 mg / MJ * ENGINES WITHOUT CATALYTIC CONVERTER
In calculating the proportion of silicon in siloxanes, it is reasonable to take an a verage of 37% of silicon per total
siloxanes.
For the calculation of the silicon concentration in the indica ted units, (mg / MJ), it is necessary to know the gas
3
LHV in MJ / mn . The following formula will be used:
*: Given the difficulties in analyzing and quantifying the silicon compounds in a fuel ga s (Contact KOHLER
POWER for information on reference laboratories), it is generally agreed that the silicon content in the oil of the
engine should not exce ed 75 ppm d uring the contracted maintenance period of the engine
concerned. Accordingly, this value may also be deemed to be the maximum relative limit of silicon in the fuel.
Example:
Measured silicon compounds: 4 mg / mn3

Conc. (mg / MJ) = 4 (mg / mn3) / 22 (MJ / mn3) = 0.19 < limit

Conc. (mg / MJ) = 4 (mg / mn3) / 14 (MJ / mn3) = 0.29 > limit
4.1.32 4/6
Dep. 2

O&M MM19.09.251_05_2015
For KOHLER POWER engines, the maximum permissible content of ammonia in the fuel gas is set at:
− 1.5 mg / MJ
For the calculation of the ammonia concentration in the indicated units, (mg / MJ), it is necessary to know the gas
LHV in MJ / mn3. The following formula will be used:

Example:
Measured ammonia concentration: 30 ppm


Conc. (mg / MJ) = 30 (ppm) x 0.76 / 14 (MJ / mn3) = 1.6 > limit
Condensation is not allowed.
Consult KOHLER POWER about analysis methods.
KOHLER POWER has established the following limits in connection with the presence of solid particles in fuel
gas:
 SFGLD / FGLD engines: 0.3 mg / MJ
For the calculation of the solid particle concentration in the indicated units, (mg / MJ), it is necessary to know the
3
gas LHV in MJ / mn . The following formula will be used:
Conc. (mg / MJ) = conc. (mg / mn3) / LHV (MJ / mn3)
Example:
Measured solid particle concentration: 5 mg / mn3


4.1.33 5/6
Dep. 2

O&M MM19.09.251_05_2015
3. SUMMARY TABLE

3
23-30 MJ/mn All biogas engines Digester gas
Lower heat value 3
LHV 17-23 MJ/mn All biogas engines Landfill gas
3
14-17 MJ/mn SFGLD and HGM Lean landfill gas
LHV LHV variation <±10% Electronic carburetion
>±10% Electronic carburetion
Continuous gas analyzer required
LHV LHV gradient <1% LHV/min Continuous gas analyzer
IC-G-D-30-006 Electronic carburetion TECJET 50

IC-G-D-30-007 Electronic carburetion TECJET 50+
Supplied gas pressure and IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
P&T
temperature IC-G-D-30-012 Electronic carburetion TECJET 110
IC-G-D-30-015 Electronic carburetion ELEKTRA 50
 Gas humidity <80% All biogas engines No condensation

WetDewT Wet gas dew point >15º less than Tgas All biogas engines Recommended
WetDewT Wet gas dew point <283K All biogas engines Recommended
<2% vol. Readjust carburetion. Problems with
O2 Oxygen in gas Mechanical carburetion
<±1% carb. point anaerobic digestion
>2% vol. Continuous methane meter for automatic

>±1% carb. point setting of carburetion
H2 Hydrogen in gas <12% vol. All biogas engines

C4+ Higher hydrocarbons <2% vol. All biogas engines
H2S Hydrogen sulphide equivalent <70 mg/MJ W/o catalytic converter Total sulphur: H2S equivalent
-
Cl Chlorine equivalent <3,5 mg/MJ W/o catalytic converter F, Cl, Br, I organic and inorganic
Analyze: TMOH,TMS,L2,L3,L4,D3,D4,D5
Si Silicon and siloxanes <0,2 mg/MJ W/o catalytic converter
Besides, <75ppm of Si in engine oil
NH3 Ammonia <1,5 mg/MJ All biogas engines
Condensation not
Tar Oils and tar All biogas engines Condensable oil vapours
allowed
<5 m All biogas engines
Dust Solid particles Larger size not allowed.
<0,3 mg/MJ (1-5m) All biogas engines
Summary table of anaerobic digestion gas specifications for KOHLER POWER engines
4.1.34 6/6
Dep. 2
IC-G-D-30-004e F March 2014
FUEL GAS SPECIFICATIONS – SYNTHESIS GAS (SYNGAS)
O&M MM19.09.251_05_2015

It will be necessary to carry out a chemical analysis of the gas to be used as a fuel. Such an analysis will be made
first in order to select the type of engine required and to check the gas conformity with the specifications for its
use as an engine fuel. Additionally, gas analysis shall be conducted whenever harmful constituents are suspected
to be present in the gas as well as from time to time as part of the installation monitoring.
The basic parameters of the fuel gas which need be checked, based on the gas origin, are outlined below.
1.1. GASES RESULTING FROM THERMOCHEMICAL PROCESSES. GASIFICATION AND PYROLISIS
This category includes gases resulting from the gasification or pyrolisis of biomass, waste tyres and sundry solid
materials. They develop under the heating of the initial organic matter in the presence or absence of air. Their
composition will be determined by analyzing at least the following parameters:
1. Description of the site where the analysis is conducted

18. Gas relative humidity at engine intake (%)
22. Concentration of other sulfur compounds (ppm or mg/mn3)
25. Concentration of halogenated organic compounds (ppm or mg/mn3)
27. Concentration of siloxanes (mg/mn3) at least TMOH, TMS, L2, L3, L4, D3, D4, D5
4.1.35 1/7
Dep. 2
O&M MM19.09.251_05_2015

Lower heat values of gases from thermochemical processes may be within the following range:
 4.6 / 7.0 MJ / mn3 equal to 1100 / 1670 Kcal / mn3: lean syngas
 7.0 / 14.0 MJ / mn3 equal to 1670 / 3,350 Kcal / mn3: rich syngas
For engines with a mechanical carburetion system, the maximum permissible variation in the gas LHV is ±5% in
respect of the carburetion point. Greater variations would mean that carburetion must be readjusted.
2.2. METHANE NUMBER
The methane number is not considered in this type of gases.
the engine is equipped with, refer to the following Product Information documents for the applicable ranges.
 IC-G-D-30-007: Engines with a TECJET 50+ type electronic carburetion system

 IC-G-D-30-008: Engines with a mechanical carburetion system
 IC-G-D-30-012: Engines with a TECJET 110 type electronic carburetion system
 IC-G-D-30-016: Engines with a ELEKTRA 85 type electronic carburetion system
 IC-G-D-30-020: Engines with a ELEKTRA 110 type electronic carburetion system
 IC-G-D-30-040: Engines with a TECJET 52 type electronic carburetion system
 IT-G-A-00-011: Minimum room temperature for operating gas engines
2.3.2. GAS HUMIDITY
The gas relative humidity at the inlet to the gas train shall always be less than 60% and by no means shall water
be allowed to condense over the engine components. The minimum temperature of the gas at the engine intake
has to be 15°C above the dew point. Therefore, we recommend that gas is fed to the engine at a temperature
exceeding the water dew point by at least 15ºC. As regards synthetic gases from thermochemical processes, the
gas dew point should preferably be fixed at values below 278K when working in the recommended range of
temperatures. The maximum water dew point in the gas cannot exceed 30ºC.
2% vol. For higher values or fluctuations greater than ±1% in respect of the carburetion point, it will be necessary
analyzer.
An oxygen content in the gas greater than specified indicates that the thermochemical process is not performing
adequately or this may indicate abnormal operation.
4.1.36 2/7
Dep. 2
O&M MM19.09.251_05_2015
The allowed quantity of hydrogen (H2) in fuel must contribute a lower value of 40% of the fuel LHV. To
contributions between the 30% and 40% of the LHV, the rated power of the engines has a derating of 10%.
For higher percentages consult KOHLER
Calculation for % LHV of H2:
LHV total = %vol CH4 * LHVCH4 (MJ/mn3) + %vol CO * LHVCO (MJ/mn3) + %vol H2 * LHVH2 (MJ/mn3) + %vol C2H4 *
LHVC2H4 (MJ/mn3) + %vol C2H6 * LHVC2H6 (MJ/mn3) + other hydrocarbons.
An example of calculation is shown below:
Component Volume % (1) Component Chemical formula LHV

Methane 10 (MJ/mn3)(2)
Carbon Monoxide 30 Methane CH4 35,818
Hydrogen 45 Carbon Monoxide CO 12,62
Ethene (ethylene) 1 Hydrogen H2 10,777
Ethane 1 Ethene (ethylene) C2H4 63,76
Nitrogen 3 Ethane C2H6 59,04
Carbon Dioxide 11
(1)
Dry gas
(2)
LHV according to ISO 6976-E 1996, at 0ºC.
LHV example = 0.10*35.818 + 0.3*12.62 + 0.45*10.777 + 0.01*63.76 + 0.01*59.04 = 13.445 MJ/mn3
H2 LHV example = 0.45*10.777 = 4.85 MJ/mn3
% LHV H2 (against LHV total) = (LHV H2/ LHV Total) *100 = (4.85/13.445) *100 = 36%
This gas complies with the specification, since the % LHV (MJ/mn3) from hydrogen is lower than 40% of total LHV,
but the % LHV from hydrogen is higher than 30% so the power must be derated 10%.
The maximum permissible quantity of lineal C4+ hydrocarbons (butane and higher) shall not exceed 1% of
the total gas mixture volume. For greater percentages, contact KOHLER.
used as fuel in KOHLER engines. The stated limits may not be exceeded; neither are contaminants - other
than those listed below - allowed in the fuel gas.
4.1.37 3/7
Dep. 2
O&M MM19.09.251_05_2015
2.4.1. SULFUR COMPOUNDS STATED AS H2S
 70 mg / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the H2S concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV

Example:
Measured concentration of sulfur compounds: 300 ppm


2.4.2. HALOGENATED COMPOUNDS ( F, Cl, Br, I ) STATED AS Cl-
-
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl equivalent / MJ
Accordingly, for KOHLER POWER engines, the maximum permissible level of halides, expressed as chloride
equivalent, is set at:
-
 3.5 mg de Cl equivalent* / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the Cl- concentration in the indicated units, (mg / MJ), it is necessary to know the gas LHV

Example:
Measured concentration of halogenated compounds: HCl 4 ppm and HF 4 ppm

Concentration of Cl- equivalent: 4 ppm(HCl) + 2 x 4 ppm(HF) = 12 ppm(Cl-)

Conc. (mg / MJ) = 12 (ppm(Cl-)) x 1.63 / 7 (MJ / mn3) = 2.8 < limit

Conc. (mg / MJ) = 12 (ppm(Cl-)) x 1.63 / 5 (MJ / mn3) = 3.9 > limit
4.1.38 4/7
Dep. 2
O&M MM19.09.251_05_2015
 0.2 mg / MJ * ENGINES WITHOUT CATALYTIC CONVERTER
siloxanes.
For the calculation of the siloxane concentrations in the indicated units, (mg / MJ), it is necessary to know the gas
3
LHV in MJ / mn . The following formula will be used:
Example:
Measured silicon compounds: 1.2 mg / mn3

Conc. (mg / MJ) = 1.2 (mg / mn3) / 7 (MJ / mn3) = 0.17 < limit

Conc. (mg / MJ) = 1.2 (mg / mn3) / 5 (MJ / mn3) = 0.24 > limit
 1.5 mg / MJ
For the calculation of the ammonia concentration in the indicated units, (mg / MJ), it is necessary to know the gas
LHV in MJ / mn3. The following formula will be used:

Example:
Measured ammonia concentration: 12 ppm

Conc. (mg / MJ) = 12 (ppm) x 0.76 / 7 (MJ / mn3) = 1.3 < limit

Conc. (mg / MJ) = 12 (ppm) x 0.76 / 5 (MJ / mn3) = 1.8 > limit
4.1.39 5/7
Dep. 2
O&M MM19.09.251_05_2015
Condensates are inadmissible. Therefore, fuel gas must enter the engine at a temperature over its dew
point (KOHLER recommends a gas temperature of between 35 ºC and 50ºC at engine intake), however
always meeting the inlet gas temperature specifications stated in the Product Information Sheets
mentioned under 2.3.1.
KOHLER proposes the European standard technical specification CEN/BT/TF 143 as a methodology for
determining the tar content in the gas and limits tar concentration in gas to values below those set in the
next table. The tar composition known, the gas dew point can be calculated.
Tars according to carbon ring no. Limit concentration (mg/MJ)

1-ring (Pm < 110 g/mol) 1.500
2-ring (110< Pm< 152 g/mol) 200
3-ring (152< Pm< 200 g/mol) 3
4-ring (200< Pm< 250 g/mol) Not allowed
7-ring or more (Pm > 295g/mol) Not allowed
Refer to KOHLER about the use of other tar and dewpoint analysis methods.
KOHLER has established the following limits in respect of the presence of solid particles in fuel gas:
Maximum permissible particle size : 5 microns
Maximum concentration of particles 1 to 5mm in size:

• 0.3 mg / MJ ENGINES WITHOUT CATALYTIC CONVERTER
For the calculation of the solid particle concentration in the indicated units, (mg / MJ), it is necessary to know
3
the gas LHV in MJ / mn . The following formula will be used:
Example:
Measured solid particle concentration: 2 mg / mn3


2.5 TEMPERATURE IN UNIT
The temperature in the unit or industrial plant where the engine is installed should not be below 10°C.
Contact KOHLER in the event said temperature cannot be reached.
4.1.40 6/7
Dep. 2
O&M MM19.09.251_05_2015
3. SUMMARY TABLE
Symbol Parameter Limit Value Engine/application Comments
3
7.0 – 14.0 MJ/mn All syngas engines rich syngas
LHV Lower heat value 3
4.6 – 7.0 MJ/m n All syngas engines lean syngas
LHV LHV variation <±10% Electronic carburetion

Electronic carburetion
>±10% Continuous gas analyzer required
Continuous gas analyzer
LHV LHV gradient <1%LHV/min All syngas engines
MN Methane number --------------------- All syngas engines

IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
P&T IC-G-D-30-016 Electronic carburetion ELEKTRA 85
temperature
IC-G-D-30-020 Electronic carburetion ELEKTRA110
IT-G-A-00-011 Mechan./Electronic. carb.
<60%
 Gas humidity No condensation
-{}-Dewpoint < 30ºC
All syngas engines
WetDewT Wet gas dew point >15º less than Tgas Recommended
WetDewT Wet gas dew point <278K Recommended
Readjust carburetion. Problems with
<2% vol. Mechanical carburetion
thermochemical process
O2 Oxygen in gas
Continuous methane meter for automatic
>±1% vol. carb. point Electronic carburetion
setting of carburetion
<30% of total LHV Without rated power
H2 Hydrogen in gas All syngas engines
<40% of total LHV 10% rated power
C4+ Higher hydrocarbons <1% vol. All syngas engines
H2S Hydrogen sulfide equivalent <70 mg / MJ W/o catalytic converter Total sulfur: H2S equivalent
-
Cl Chlorine equivalent <3.5 mg / MJ W/o catalytic converter F, Cl, Br, I organic and inorganic
Analyze: TMOH, TMS, L2,L3,L4,D3, D4,D5

Si Silicon and siloxanes <0.2 mg / MJ W/o catalytic converter
In addition <75ppm of Si in engine oil
NH3 Ammonia <1.5 mg / MJ All syngas engines

Condensates not
allowed
Oils and tar
1 ring Condensable oil vapours
Tar <1,500 mg / MJ W/o catalytic converter
2 rings CEN/BT/TF143 Standard
< 200 mg / MJ
3 rings
< 3 mg / MJ
>3 rings
0 mg / MJ
<5 m All syngas engines
Dust Solid particles Larger size not allowed
<3 mg / MJ (1-5 m) W/o catalytic converter
Temp. In
Temperature in unit > 10ºC All syngas engines
unit
Summary table of syngas specifications for KOHLER
4.1.41 7/7
Dep. 2
IC-G-D-30-013e A December 2013
FUEL SPECIFICATIONS – LOW METHANE NUMBER GAS
O&M MM19.09.251_05_2015

It will be necessary to carry out a chemical analysis of the gas to be used as a fuel. Such an analysis will be made
first in order to select the type of engine required and to check the gas conformity with the specifications for its
use as an engine fuel. Additionally, gas analysis shall be conducted whenever harmful constituents are suspected
of being present in the gas as well as from time to time as part of the installation monitoring.
The basic parameters of the fuel gas which need be checked, based on the origin of the gas, are outlined below.
1.1. LOW METHANE NUMBER GAS
Low methane number gas is characterised by a significant content of heavy linear hydrocarbons, although
methane is the major component. Low grade natural gas and dry gas are examples of this type of gas.
The gas composition is determined by analyzing, at a minimum, the following parameters:
1. Description of the sampling site, within an installation or a particular site.

4. Analysis procedures used.
11. C6 concentration (Vol %)
22. H2S concentration (ppmv or mg/mn3)
As a general rule, the above are the usual components of this type of gas and they are calculated by partition
chromatography. However, where there are doubts in relation to the total gas composition, it will be necessary to
additionally check for the presence of the following compounds, including them in the gas analysis:
28. Concentration of siloxanes (mg/mn3): minimum TMOH, TMS, L2, L3, L4, D3, D4, D5
4.1.43 1/5
Dep. 2
O&M MM19.09.251_05_2015

Lower heat values for these gases may be within the following range:
- 40 / 47 MJ/mn3, equal to 9600 / 11200 Kcal/mn3
2.2. METHANE NUMBER

The minimum value for the methane number (AVL) of this type of gases is set at 45. For lower values than
those specified, contact KOHLER.
2.3.1.SUPPLIED GAS PRESSURE AND TEMPERATURE
- IC-G-D-30-006: Engines with a TECJET 50 type electronic carburetion system

- IC-G-D-30-007: Engines with a TECJET 50+ type electronic carburetion system
- IC-G-D-30-008: Engines with a mechanical carburetion system
- IC-G-D-30-015 : Engines with an ELEKTRA 50 type electronic carburetion system
- IT-G-A-00-011: Minimum temperature in engine room for operating gas engine
2.3.2 GAS HUMIDITY
be allowed to condense over the engine components. We recommend that gas is fed to the engine at a
temperature exceeding the water dew point by at least 15ºC.
2.3.3 OXYGEN IN GAS
analyzer.
2.3.4 HYDROGEN IN GAS
4.1.44 2/5
Dep. 2
O&M MM19.09.251_05_2015
2.3.5 HIGHER HYDROCARBONS IN GAS
The maximum permissible quantity of C4+ hydrocarbons (butane) shall not exceed 7% of the total gas
mixture volume. For greater percentages, contact KOHLER.
The maximum permissible quantity of C5+ hydrocarbons (pentane and higher) shall not exceed 2% of the
total gas mixture volume. For greater percentages, contact KOHLER.
We recommend feeding the gas to the engine at a temperature at least 15º higher than the dew point.
Listed below are the maximum permissible values of the contaminants that are normally found in gas
in KOHLER engines. The stated limits may not be exceeded; neither are contaminants - other than those
listed below - allowed in the fuel gas.
- 1800 ppm ----- 2800 mg / mn3 ENGINES WITHOUT CATALYTIC CONVERTER

- 130 ppm ------- 200 mg / mn3 ENGINES WITH A CATALYTIC CONVERTER
compound may be taken as a basis for the mass of H2S,
2.4.2. HALOGENATED COMPOUNDS ( F, Cl, Br, I ) STATED AS CI_
HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl– equivalent/mn3 and
the remaining constituents are considered as if they were chlorine, using the following equations:
Fluor = 2 Chlorine Bromine = 0.5 Chlorine Iodine= 0.25 Chlorine
is set at:
- 105 ppm ----- 130 mg Cl- equivalent* / mn3 ENGINES WITHOUT CATALYTIC CONVERTER
- 8.5 ppm ---- 10.7 mg Cl- equivalent* / mn3 ENGINES WITH A CATALYTIC CONVERTER
- 8 mg / mn3* ENGINES WITHOUT CATALYTIC CONVERTER

- NIL ENGINES WITH A CATALYTIC CONVERTER
siloxanes.
*: Given the difficulties in analyzing and quantifying the silicon compounds in a fuel gas (Contact KOHLER for
information on reference laboratories), it is generally agreed that the silicon content in the oil of the engine should
not exceed 75 ppm during the contracted maintenance period of the engine concerned. Accordingly, this value
may also be deemed to be the maximum relative limit of silicon in the fuel.
4.1.45 3/5
Dep. 2
O&M MM19.09.251_05_2015
- 80 ppm ------ 60 mg / mn3
Condensates are inadmissible
Contact KOHLER for analysis methods.
Maximum permissible particle size: 5 microns (mm)
Maximum concentration of particles 1 to 5 microns:

3
- 12 mg / mn
4.1.46 4/5
Dep. 2
O&M MM19.09.251_05_2015
3. SUMMARY TABLE
Formula Parameter Limit Value Engine/application Comments

LHV Lower heat value MJ/mn3 Mechanical/electronic Carb.
∆LHV LHV variation <±10% Electronic carburetion
>±10% Electronic carburetion Continuous gas analyzer required
LHV LHV gradient <1% LHV/min Mechanical/electronic Carb.
MN Methane number > Mechanical/electronic Carb.
P&T IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
temperature
IT-G-A-00-011 Mechanical/electronic Carb.
φ Gas humidity <80% Mechanical/electronic Carb. No condensation
WetDewT Temp. of wet gas dew >15º lower than Mechanical/electronic Carb. Recommended
point Tgas
<2% vol.
O2 Oxygen in gas Mechanical carburetion Readjust carburetion
<±1% carb. rating
>2% vol. Continuous methane meter for
>±1% carb. rating automatic setting of carburetion
H2 Hydrogen in gas <12% vol. Mechanical/electronic Carb.
C4 Butane <7% Mechanical/electronic Carb.
C5+ Higher hydrocarbons <2% Mechanical/electronic Carb.
DryDrew Temp. Dry gas dew point >15ºC lower than Mechanical/electronic Carb. @ max. supplied gas P. Recommended
Tgas
Hydrogen sulfide <1800 ppm W/o catalytic converter
H2S Total sulfur: H2S equivalent
equivalent <130 ppm W/ catalytic converter
-
3
<8 mg/mn W/o catalytic converter Analyze:TMOH,TMS,L2,L3,L4,D3,D4,D5
Nil W/ catalytic converter In addition <75ppm of Si in engine oil
NH3 Ammonia <80 ppm Mechanical/electronic Carb.

Tar Oils and tar Condensates are Mechanical/electronic Carb. Condensable oil vapours
inadmissible
<5 μm Mechanical/electronic Carb. Larger size not allowed
Dust Solid particles <12 mg/mn (1-5
3
Mechanical/electronic Carb.
μm)
Summary table of low methane number gas fuel specifications for KOHLER engines
4.1.47 5/5
Dep. 2
FUEL GAS SPECIFICATIONS PROPANE - GLP
O&M MM19.09.251_05_2015

1.1. PROPANE GAS - LPG
Propane gas is one of the gases known as LPG, where propane is the main component, but usually with other
hydrocarbons, basically ethane, propylene, butanes and butylenes. It is of mineral origin. Its composition will be
determined by analyzing at least the following parameters:
1. Description of the place where the analysis is conducted (within an installation or at a location)
16. Sulphur, S concentration (ppm or mg/mn3)
As a general rule, the above elements are the usual constituents of natural gas and their measurement is by gas
chromatography. However, where there are doubts about the total gas composition, it will be necessary to check
additionally for the presence of the following compounds:
20. Halogenated compounds concentration (ppm or mg/mn3)
4.1.49 1/5
Dep. 2
O&M MM19.09.251_05_2015

Two different propane qualities have been in consideration, 95% of propane as minimum and 80% of propane as
minimum. Lower heat values of commercial propane may be within the following range:
− 93 / 100 MJ/mn3 equal to 22250 / 24100 Kcal/mn3
As for engines with a mechanical carburetion system, the maximum permissible variation in the gas LHV is
±5% with regard to the carburetion point. Greater variations would mean that carburetion must be readjusted.
Engines with an electronic carburetion system must be used where LHV variations can be as high as ±10%.
2.2. METHANE NUMBER
This parameter is not considered in this kind of gas.

- IC-G-D-30-019e: Engines with a TECJET 50 PPF type electronic carburetion system
- IT-G-A-00-011e : Minimum room temperature for operating gas engines
2.3.2. GAS HUMIDITY
temperature exceeding the water dew point by at least 15ºC. Natural gas does not usually imply serious humidity
problems.
Even thought the oxygen presence is not usual in this gases, for engines with a mechanical carburetion system,
the maximum permissible quantity of oxygen (O2) in the gas is 1% vol. For higher values or fluctuations
greater than ±1% in relation to the carburetion point, consult KOHLER POWER.
Even thought the hydrogen presence is not usual in this gases, the maximum permissible hydrogen (H2) content
in a fuel gas is 1% vol. H2.
4.1.50 2/5
Dep. 2
O&M MM19.09.251_05_2015
2.3.5. HIGHER HYDROCARBONS AND OLEFINES IN GAS
For commercial propane of a >95% propane quality, the maximum quantity of C4 hydrocarbons (butane,
butylenes) must be lower than 5% in volume. The maximum quantity of C5+ hydrocarbons must be lower
than 1% in volume. For higher values consult KOHLER.
The maximum quantity of olefins must be lower than 5% in volume.
For commercial propane of a >80% propane quality, the maximum quantity of C4 hydrocarbons (butane,
butylenes) must be lower than 20% in volume. The maximum quantity of C5+ hydrocarbons must be lower
than 2% in volume. For higher values consult KOHLER.
The maximum quantity of olefins must be lower than 20% in volume.
used as fuel in KOHLER engines. The stated limits may not be exceeded; neither are contaminants - other than
those listed below - allowed in the fuel gas.
The usual compounds containing sulphur in this kind of gas is via mercaptanes. All the S present in the gas must
be considered, calculating the H2S equivalent. For KOHLER engines, the maximum permissible limit of H2S
equivalent* is set at:
 1800 ppm ---- 2800 mg /mn3 ENGINES WITHOUT CATALYTIC CONVERTER

 130 ppm------- 200 mg /mn 3
ENGINES WITH A CATALYTIC CONVERTER
-
Even thought the halogenated compounds presence is not usual in this gases, HF and HCl are the most harmful
–
acids; therefore, their concentration is specified in mg of Cl equivalent /mn3 and the remaining constituents are
considered as if they were chlorine, using the following equations:
is set at:
-
− 105 ppm ---- 130 mg Cl equivalent* / mn3 ENGINES WITHOUT CATALYTIC CONVERTER
-
− 8.5 ppm ----10.7 mg Cl equivalent* / mn 3
ENGINES WITH A CATALYTIC CONVERTER
− 80 ppm ---- 60 mg / mn3
4.1.51 3/5
Dep. 2
O&M MM19.09.251_05_2015
KOHLER has established the following limits in connection with the presence of solid particles in fuel gas:
− 12 mg / mn
3
2.5. PROPANO HD95
In case of applications using HD95 propane, specifications according to GPA std 2140
4.1.52 4/5
Dep. 2
O&M MM19.09.251_05_2015
3. SUMMARY TABLE

3
LHV Lower heat value 93-100 MJ/mn All propane engines
LHV LHV variation
<±10% Electronic carburetion
LHV LHV gradient <1%PCI/min All propane engines
MN Methane number -------------------
IC-G-D-30-007e Electronic carburetion TECJET 50+
IC-G-D-30-019e Electronic carburetion TECJET 50 PPF
Supplied gas pressure and IC-G-D-30-008e Mechanical carburetion Zero pressure regulator and screw
P&T
temperature
IC-G-D-30-040e Electronic carburetion TECJET 52
IT-G-A-00-011e Mech./elect. carb.

 Gas humidity <80% All Natural gas engines No condensation
WetDewT Wet gas dew point >15º less than Tgas All Natural gas engines Recommended
<1% vol.
O2 Oxyen in gas Mechanical carburetion Readjust carburetion
<±1% carb. point
H2 Hydrogen in gas <1% vol. All propane engines
C4+ Butane, butylene <5% vol. All propane engines >95% propane
C5+ Higher hydrocarbons <1% vol. All propane engines >95% propane
C4+ Butane, butylene <20% vol. All propane engines >80% propane
C5+ Higher hydrocarbons <20% vol. All propane engines >80% propane
<5% vol. All propane engines >95% propane
Olefines Olefines
<20% vol. All propane engines >80% propane
DryDewT Dry gas dew point >15º less than Tamb All propane engines @ max. supplied gas P. Recommended
H2S hydrogen sulfide equivalent Total sulfur: H2S equivalent
<130 ppm W/ catalytic converter
-
NH3 Ammonia <80 ppm All propane engines
<5 m All propane engines
Dust Solid particles 3
Larger size not allowed.
<12 mg/m (1-5m)
n All propane engines
Summary table of propane fuel specifications for KOHLER engines
4.1.53 5/5
Dep. 2
IC-G-D-30-038e A October 2013
FUEL GAS SPECIFICATIONS

VERY LOW METHANE NUMBER
O&M MM19.09.251_05_2015

A chemical analysis of the gas to be used as a fuel must be carried out. Such an analysis will be made first in
order to select the type of engine required and to check the gas conformity with the specifications for its use as an
engine fuel. Additionally, gas analysis shall be conducted whenever harmful constituents are suspected to be
present in the gas, as well as from time to time as part of the installation monitoring.
The basic parameters of the fuel gas which need be checked, based on the origin of the gas, are outlined below.
1.1. VERY LOW METHANE NUMBER GAS

The very low methane number gas is characterised by a significant content of heavy linear hydrocarbons. Low
grade natural gas and gaswell gas are examples of this type of gas.
Its composition is determined by analyzing at least the following parameters:
1. Description of the sampling site, within an installation or a particular site.

4. Analysis procedures used.
6. CH4 concentration ( % vol)
7. C2H6 concentration (% vol)
14. C6 concentration (% vol)
20. CO2 concentration (% vol)
21. N2 concentration (% vol)
22. O2 concentration (% vol)
23. CO concentration (% vol)
24. H2 concentration (% vol)
25. H2S concentration (ppmv or mg/mn3)
As a general rule, the above elements are the usual constituents of this type of gas and they are calculated by
gas chromatography. However, where there are doubts about the total gas composition, it will be necessary to
additionally check for the presence of the following compounds, including them in the gas analysis:
31. Concentration of siloxanes (mg/mn3) at least TMOH, TMS, L2, L3, L4, D3, D4, D5
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O&M MM19.09.251_05_2015

Lower heat values for these gases may be within the following range:
- 40 / 93 MJ/mn3, equal to 9600 / 22250 Kcal/mn3
2.2. METHANE NUMBER

The minimum value for the methane number (AVL) for this type of gases is set at 35. For values lower than
those specified, contact KOHLER.
2.3.1.SUPPLIED GAS PRESSURE AND TEMPERATURE
The admissible gas pressure and temperature ranges at the inlet to the engine depend on the carburetion system
the engine is equipped with. Temperature conditions in the engine room must also by borne in mind. Therefore,
refer to the following Product Information documents for the applicable limits to be complied with:
- IC-G-D-30-007: Engines with a TECJET 50+ type electronic carburetion system

- IC-G-D-30-008: Engines with a mechanical carburetion system
- IC-G-D-30-015: Engines with a ELEKTRA 50 type electronic carburetion system
- IC-G-D-30-040: Engines with a TECJET 52 electronic carburetion system
- IT-G-A-00-011: Minimum temperature in engine room for operating gas engines
2.3.2 GAS HUMIDITY
be allowed to condense over the engine components. We recommend that gas is fed to the engine at a
temperature exceeding the water dew point by at least 15ºC.
2.3.3 OXYGEN IN GAS
analyzer.
2.3.4 HYDROGEN IN GAS
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2.3.5 HIGHER HYDROCARBONS IN GAS
The maximum quantity of C4H10 hydrocarbons (butane) shall not exceed 12% of the total gas mixture volume.
For greater percentages, contact KOHLER.
The maximum permissible quantity of CnH 2n+2 (n≥5) hydrocarbons (pentane and higher) shall not exceed 5% of
the total gas mixture volume. For greater percentages, contact KOHLER.
We recommend feeding the gas to the engine at a temperature at least 15º higher than the dew point.
The maximum quantity of olefins in the gas must be lower than 5% of the total volume.
The gas dew point, at 1 bar absolute pressure, must be a minimum 10ºC less than the charge air temperature to
the engine at all times
For example: if the engine is always going to operate with a charge air temperature greater than 30ºC, the gas
must have a dew point lower than 20ºC in order for it to be admissible; if the charge air temperature to the engine
can drop to 10ºC, the gas must have a dew point lower than 0ºC
Listed below are the maximum permissible values of the contaminants that are normally found in gas
in KOHLER engines. The stated limits may not be exceeded; neither are contaminants - other than those
listed below - allowed in the fuel gas.
- 1800 ppm ----- 2800 mg / mn3 ENGINES WITHOUT CATALYTIC CONVERTER

- 130 ppm ------- 200 mg / mn3 ENGINES WITH CATALYTIC CONVERTER
compound may be taken as a basis for the mass of H2S
2.4.2. HALOGENATED COMPOUNDS (F, Cl, Br, I) STATED AS Cl-

HF and HCl are the most harmful acids; therefore, their concentration is specified in mg of Cl– equivalent/mn3 and
the remaining constituents are considered as if they were chlorine, using the following equations:
is set at:
- 105 ppm ----- 130 mg Cl- equivalent* / mn3 ENGINES WITHOUT CATALYTIC CONVERTER
- 8,5 ppm ---- 10,7 mg Cl- equivalent* / mn3 ENGINES WITH CATALYTIC CONVERTER
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O&M MM19.09.251_05_2015
- 8 mg / mn3* ENGINES WITHOUT CATALYTIC CONVERTER

- NIL ENGINES WITH CATALYTIC CONVERTER
siloxanes.
- 80 ppm ------ 60 mg / mn3
Condensates are inadmissible. Coalescent filters must be used for this type of application.
Contact KOHLER for analysis methods.
Maximum permissible particle size: 5 microns (mm)
Maximum concentration of particles 1 to 5 microns:

3
- 12 mg / mn
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3. SUMMARY TABLE
Formula Parameter Limit Value Engine/application Comments

LHV Lower heat value MJ/mn3 Mechanical/electronic Carb.
∆LHV LHV variation <±10% Electronic carburetion
>±10% Electronic carburetion Continuous gas analyzer required
LHV LHV gradient <1% LHV/min Mechanical/electronic Carb.
MN Methane number > Mechanical/electronic Carb.
Supplied gas pressure and IC-G-D-30-008 Mechanical carburetion Zero pressure regulator and screw
P&T
temperature IC-G-D-30-015 Electronic carburetion ELEKTRA 50
IT-G-A-00-011 Mechanical/electronic Carb. Temp. in unit
φ Gas humidity <80% Mechanical/electronic Carb. No condensation
WetDewT Temp. of wet gas dew Min >15º gas dew Mechanical/electronic Carb. Recommended
point point
<2% vol.
O2 Oxygen in gas Mechanical carburetion Readjust carburetion
<±1% carb. rating
>2% vol. Continuous methane meter for
>±1% carb. rating automatic setting of carburetion
H2 Hydrogen in gas <12% vol. Mechanical/electronic Carb.
C4 Butane < 12% Mechanical/electronic Carb.
C5+ Higher hydrocarbons < 5% Mechanical/electronic Carb.
Olefines Olefines < 5% Mechanical/electronic Carb.
DryDrew Temp. Dry gas dew point Min >15º gas dew Mechanical/electronic Carb. @ max. supplied gas P. Recommended
point
Hydrogen sulfide <1800 ppm W/o catalytic converter
H2S Total sulfur: H2S equivalent
equivalent <130 ppm W/ catalytic converter
-
3
<8 mg/mn W/o catalytic converter Analyze:TMOH,TMS,L2,L3,L4,D3,D4,D5
Nil W/ catalytic converter In addition <75ppm of Si in engine oil
NH3 Ammonia <80 ppm Mechanical/electronic Carb.

Tar Oils and tar Condensates are Mechanical/electronic Carb. Condensable oil vapours. Coalescent
inadmissible filter must be used.
<5 μm Mechanical/electronic Carb. Larger size not permitted
Dust Solid particles <12 mg/m (1-5
n
3
Mechanical/electronic Carb.
μm)
Summary table of very low methane number gas fuel specifications for KOHLER engines
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Dep. 2
IO-G-M-33-010e June 2013
INSTALLATION AND OPERATION MANUAL - GIS IGNITION UNIT

DISPLAY
O&M MM19.09.251_05_2015
1. INTRODUCTION
Once the display has been properly connected in accordance with the guidelines set out in IM-G-C-33-004, it is
then ready for use.
This document lists the steps required to configure the display and also sets out the different features provided:
data visualization, parameter settings ....
2. DISPLAY CONFIGURATION
Configuration is divided into two steps:
- In order to connect the ignition unit to the display, first you have to configure the unit.
- Screen configuration
For both steps, you have to access the Device Menu display
Fig. 1 – Screenshot of Device

Menu
2.1. DEVICE CONFIGURATION
To configure the devices you wish to view, you have to access the Device Setup menu within the Device Menu
view via the display.
The steps for including data related to the GIS ignition unit on the display are outlined below:
1. Clicking the Add New button displays the following window shown in Figure 2
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Fig. 2 – Selecting a new device
2. Then, select the device you want to connect. In this case, choose the MIC4 option.
3. The node number must be entered. All KOHLER GIS units have Node ID 30 set as default.
After completing these steps, press the Save button to save the settings on the display.
Once this has been done, the new device will be shown in the Device Menu (see the MIC4 icon in Figure 3)
Fig. 3 - Device Menu view, once the device has been configured
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2.2. SCREEN CONFIGURATION
By clicking the Display button in the Device Menu view, you access the next screen where you can configure the
various display options.
Fig. 4 – Display settings
 Select language: Press the Select button to set German, English or French as system language.
 Adjusting the date and time: Click the Set button and change the date and time.
 Screen calibration: If the touch screen is not responding properly to touch, click the Display Calibration
button. Then, tip the midpoint of the Xs displayed on the screen. This will automatically calibrate the
screen.
2.3. ACCESS CONTROL CONFIGURATION
The display on the GIS ignition unit can be configured to assign different levels of access to different user types.
To access the access control configuration menu, simply click the button that appears on the left of the display:
4.1.63 3/14
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By clicking this button, you can access the following menu:
Fig. 5 - Access control
In the dropdown menu at the top left, select the access level you want to configure. Once you select the access
level, several options are at your disposal:
- Login/Logout: Login/Logout to a specific operating level with the access level selected
- Change Pin: Change PIN access code. This can only be accessed at Master access level.
- Enable/Disable Control: Enable/disable access control. This can only be accessed at Master access
level.
NOTE
As a default setting, all Pins for all users are set to 0000.
The following table describes the different user levels and rights available for each level:
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DISPLAY
O&M MM19.09.251_05_2015
ACCESS PERMISSION
Read only Read access to all data provided
Operator Perimosos Read only
Display configuration
Recording of device data
GIS ignition
Reset errors
Reset warnings
Reset misfires
Service Operator rights
Configure Node ID
Configure device
GIS ignition
Energy adjustments
Ignition timing adjustments
Self Test
Operating hours adjustment
Spark plug operating hours
adjustment
Master Service rights
Enabling/Disabling access control
Reset all PINs
Firmware update
3. USE OF GIS UNIT DISPLAY

The following briefly describes each of the sessions related to the GIS ignition unit.
Once the devices have been configured, you can access the Main Menu for each one. To do this, select the icon
for the device you wish to view in the Device Menu view.
The following screenshot shows the Main Menu of the GIS ignition unit.
Fig. 6 – Main menu on GIS ignition unit
4.1.65 5/14
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IO-G-M-33-010e June 2013

DISPLAY
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3.1. READING PARAMETERS
The following briefly explains each of the screen views where data is displayed on the ignition unit:
3.1.1. Overview
This view shows global operating parameters
Fig. 7 – Menu Overview
- Pick up: the green status display indicates that pickup signals are being recorded (engine running). If no
signal is detected, the LED remains grey.
- Ignition Output: we get different information on the ignition outputs depending on the colour:Grey: the
firing is not active
o Green: There are no misfires. Everything is working correctly.
o Yellow: There were previously misfires, but currently there are no more misfires.
o Red: There are misfires.
Further details on the information this led provides can be found in the Ignition view.
- Ignition Enabled: This LED indicates whether the ignition unit has received a spark enabled command or
not.
o Grey: the firing is not activated
o Green. The firing is activated
- System: this LED displays the system status. Equivalent to Status LED on the front of the ignition unit:
o Grey: the display is not communicating with the ignition unit (the ignition unit is not powered on,
the unit-screen communication is not working...)
o Green: the ignition unit is recording no errors.
o Yellow. The ignition unit is giving warnings/alerts (which do not lead to stopping the unit)
o Red: There are errors, which lead to shut down.
- Speed: the pointer shows the engine speed.
- Ignition Time: shows the global timing of the engine.
3.1.2. Timing
This view provides information on how to calculate the ignition timing the engine operates on.
4.1.66 6/14
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DISPLAY
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Fig. 8 – Ignition timing display menu
The following parameters are related to the global timing of the engine:
- Base Timing: Shows the base ignition timing programmed in the unit. The value for this parameter is set
to 21° in all KOHLER engines. This base timing is corrected in "Timing correction" depending on the
engine balance
- Potentiometer Timing: Displays the correction applied by the potentiometers in the unit. The value for this
parameter is always set to 0 in KOHLER engines as potentiometers are not used.
- Analogue Current Input Timing: Displays the correction applied by 4-20 mA signal from the Detcon.
- Analogue Voltage Input Timing: Displays the correction applied by an analogue voltage signal. The value
for this parameter is always set to 0 in KOHLER engines as no analogue voltage signal is used to adjust
the advance.
- Speed Curve Correction: Displays the correction applied based on the engine speed.
- Timing Correction: Displays the external correction the unit receives via communications (CAN, Modbus).
This timing correction can come from several devices:
o From the display itself
o From the PLC that controls the engine
o From the ECU
NOTE
Depending on the engine balance, the required timing advance is entered via the display. Therefore, the timing
correction value is always different to 0. (It is only set to 0 for disengaged engines with an advance of 21).
- Global Timing: Displays the currently set global timing which all cylinders are running on. This value is the
result of the sum of all the above parameters.
The following parameters relate to the individual timings for each cylinder. There may be cylinders that are
not working with the global timing because some kind of cylinder-specific individual correction is being
applied:
- Minimum Relative Firing Angle: This is the lowest of the individual timings (the most retarded) of all
engine cylinders.
- Maximum Relative Firing Angle: This is the largest of the individual timings (the most advanced) of all
engine cylinders.
- Average Relative Firing Angle: Displays the average value of the different cylinder-specific advances in
the engine. This value does not have to coincide with the Global Timing.
4.1.67 7/14
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DISPLAY
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3.1.3. Ignition
This view provides information related to the firing in each cylinder
Fig. 9 – Screenshot of secondary voltage
- Secondary Voltage: it is an estimate value of the voltage required to generate the spark in the spark plug
gap.
- Misfire Indicator: This LED gives information on where the misfires have occurred in the different
cylinders:
o Grey: There are no misfires.
o Yellow: has previously been misfiring but currently there are none.
o Red: There are misfires.
3.1.4. Energy
This view displays cylinder-specific spark characteristics. The value of two parameters is shown for each cylinder:
- Spark Duration: spark duration in microseconds

- Energy Output: firing energy applied to each cylinder to generate the spark
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Fig. 10 – Screenshot of energy parameters
3.1.5. Firing Angle
This view displays the individual timings per cylinder
Fig. 11 – Screenshot of ignition timing per cylinder
3.1.6. Message Log
This view displays a record of al alarms, warnings and errors. In addition, lines are also included reporting on how
the on system status and operation.
4.1.69 9/14
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DISPLAY
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Fig. 12 – Screenshot of list of errors and warnings
Clicking the button, you can access the actions menu where you can perform the following functions:
- Confirm Alarms
- Confirm Runtime Errors
- Activate and deactivate automatic scrolling
A list of errors and warnings are outlined below.
ERROR CODE DESCRIPTION
Trigger number Number of teeth does not coincide with the set number
Trigger missing Number of teeth counted is smaller than expected number
Cam signal was not detected in time. More events were
Cycle signal missing
counted than expected per cycle.
Event period between two teeth was outside the expected
Trigger period
range.
Reset number Number of reset signals per cycle is outside expected range
Pre‐processor pickup Pre‐processor pickup is causing an error
Overspeed Overspeed
Output board missing Output board could not be detected
Error occurred in output board Possible problems with
Output or HV error
primary high voltage generator (185 V)
Misfire rate Misfire rate exceeded
Low‐power Voltage too low
General General warning
Temperature The maximum permissible device temperature was exceeded
Reset by watchdog The device was restarted by the watchdog
4.1.70 10/14
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WARNING DESCRIPTION
Trigger number Number of teeth does not coincide with the set number
Trigger missing Number of teeth counted is smaller than expected number
Cam signal was not detected in time. More events were
Cycle signal missing
counted than expected per cycle.
Event period between two teeth was outside the expected
Trigger period
range.
Wrong trigger Tooth event recognised as fault
Wrong reset Reset event recognised as fault
Reset number Number of reset signals per cycle is outside expected range
Pre‐processor pickup trigger Number of events detected in the pre‐processor pickup is
number outside the expected range
Event period of pre‐processor pickup is outside the
Pre‐processor trigger missing
expected range
Pre‐processor pickup Index The pre‐processor pickup has not been able to detect the
missing reset/cam signal
Pre‐processor pickup Pre‐processor pickup causes warning
Misfire rate Limit of misfire events exceeded
Overspeed Overspeed
Low‐power Voltage too low
General General warning
Configuration data CRC error The configuration could not be read due to a CRC error
NOTE
There are a number of errors and warnings that match the description. The difference is that when such failures
occur below a rotation speed threshold, it is considered a warning and the unit continues firing. When failure
occurs above this threshold, it is considered an error and the unit cuts out the ignition. This rotation speed
threshold depends on the rated operating conditions the unit is configured to.
3.1.7. Information
This view displays an overview of the ignition unit
4.1.71 11/14
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DISPLAY
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Fig. 13 – Screenshot of device information
3.1.8. Diagnostics
This view includes further information on unit operation: board temperature, voltage.
Fig. 16 – Screenshot of the unit's operating parameters
3.2. ADJUSTING PARAMETERS
Adjusting and writing parameters is carried out in the "Adjustments" session in the Main Menu.
4.1.72 12/14
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3.2.1. Adjusting the ignition timing
You can adjust the ignition timing on the next screen. Adjustments can be made in
increments of +- 0,1 º o +- 0,5 º.
Fig. 14 – Adjusting the ignition timing
3.2.2. Adjusting energy parameters
Both the spark duration and the level of intensity can be changed on the next screen.
Fig. 15 – Adjusting energy parameters
4.1.73 13/14
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WARNING
KOHLER recommends that you do not change the energy parameters previously configured in the ignition unit
Changing these can cause an engine malfunction.
3.2.3. Operational hours
The spark plug burn time duration and operating hours of the unit can be adjusted on the next screen.
Fig. 16 – Adjusting operating hours counter
4.1.74 14/14
Dep. 2
IO-G-T-00-002e C February 2012
STARTING AND STOPPING GAS ENGINES AND ETHANOL

ENGINES
O&M MM19.09.251_05_2015
1. AIM
The aim of this p roduct information sheet is to def ine a g as engine or an ethanol engine starting and stopping
procedure.
2. PREPARATIONS FOR STARTING UP FOR THE FIRST TIME

Before starting up for the first time, the following operations shall be carried out.
2.1. Pre-start Inspection
General checks:
- Ensure that there are no power transmitting devices connected (clutches, brakes, etc.).
- Also inspect drive belts. Examine for good condition and correct tension. If a cooling fa n is used, be sure it is
free to turn, the journal bearings are properly lubricated and the belt tension is correct.
- Make certain that all guards an d shields are secure on engine and equipment. Remove all l oose tools, rags,
fittings or other equipment, which may be picked up by external moving parts of the engine.
- Use a starte r bar to turn over the engi ne several revolutions to be su re that nothing will i nterfere with the
turning of moving parts. Do not forget to remove the bar when this has been checked.
- Ensure that there are no oil, fuel or coolant leaks on all joined surfaces.
Refrigeration (engine coolant circuit):
- Check the coolant level and concentration. Add additional quantity if necessary. If the amount of coolant to be
added is large, open the drainage valves to allow the removal of air bubbles. It is advisable to check the entire
coolant circuit in order to find out the cause of any significant leaks of coolant.
- Check the e ntire water ci rcuit checking that all t he control valves a re open and all the d rainage valves are
closed.
Lubrication (oil circuit):
- Check the lubricant oil le vels daily; adding mo re oil is required to maintain the level above the minimum
indicated with the dipstick, unless an automatic oil level regulator has been installed. It is advisabl e to check
the oil level regulator periodically to make sure it works properly.
- Start the prelube system (if any) until the indicator shows a positive oil pressure.
NOTE
The engines are supplied without oil. It is necessary to disassemble the drainage plugs to allow a small a mount
of oil and co ndensate to drip, accumulating in the b ottom of the sump during the storage. Tighten the p lugs
firmly after this operation. Fill with oil in accordance with the instructions given in the chapter on maintenance.
4.1.75 1/4
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Fuel:
- Make sure that the fuel is supplied at the right pressure. If the motor is equipped with fuel cut-off valve, ensure
that it is active.
Air filter:
- Check the st atus of the cl ogged air f ilter indicator. If the indicato r is r ed, press the button at the top of the
indicator to reset it. If the indicator turns red again when the engine reaches full load, change the main filter
and the safety filter.
2.2. Operation
Compliance with these regulations will have a decisive influence on the life of the engine:
- Avoid sudden load increases when the engine is cold.
- Avoid prolonged operations when the engine is running with no load or a very light load.
3. PRECAUTIONS TO BE TAKEN AT EACH START-UP

3.1. Before engine start-up
The procedure for starting up an engine is described below:
1. Before starting up, locate the manual stop lever, in order to operate this if necessary.
2. Activate engine pre-lubrication to distribute the oil to all parts of the engine. When necessary, activate oil and
coolant pre-heating as well. See IC-C-D-00-008.
3. Carry out the pre-start-up check: purge circuits, check levels and pressures.
3.2. Engine start-up
1. Initiate the start-up sequence.

2. Monitor the oil pressure gauge when the engine has started.
CAUTION
If, within a period of 10 seconds, no oil pressure has been indicated, stop the engine immediately. Never keep
the engine in operation without an oil pressure indication.
3. Allow the engine to warm up, running idle, until the oil pressure is normal and the coolant temperature reaches
39ºC (102ºF).
NOTE
The oil pressure may reach 7 bar (100 psi) with cold oil at start-up.
4.1.76 2/4
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4. If possible, apply load gradually to avoid overloading the engine.
NOTE
Turbocharged engines are more sensitive to the rate at which a load is supplied. Apply the load at a rate, which
allows the turbocharger time to respond to the increasing exhaust gas energy.
CAUTION
Do not operate a turbocharged engine for prolonged periods (fifteen minutes or above) at light load or idle. Under
this condition the turbocharger may be damaged by the accumulation of carbon, which does not have a chance to
burn off completely. This does not occur when a turbocharged engine is operated at normal. Allow a turbocharged
engine to idl e for three t o five minutes b efore shutting down after heavy l oad operation. This allows the
temperatures of the turbo charger components as well as engine valves and other working parts to stabilise to
moderate levels.
5. Operating inspection: There are series of im portant aspects, which must be checked while the e ngine is in
operation.
- Examine the water, fuel and oil conduits in case of leaks, mechanical damage or corrosion.
- Inspect the level and status of coolant. The presence of rust, foam or oil i n the coolant indicates the need to
overhaul the circuit.
- Observe and note down the operating parameters. Variations with regard to the normal values may indicate
that anomalies are occurring.
- Listen to th e sound of th e engine. Some problems such an occasional false explo sions, failures of t he
turbocharger bearings or pr oblems with the water pumps, may be det ected at the outset by unusual sounds
from the engine.
3.3. Engine Shut-down
1. Reduce the load gradually.
2. Remove load by relea sing the clutch, brake, electric alternator switch or whatever the power transmission
device may be.
3. Before stopping an engine after having been operating in severe loading conditions, you should make spinning
without charge or idle for 5 to 10 minutes to stabili ze at mode rate levels the temperatu res of the various
components of the turbocharger, valves and other engine parts
CAUTION
Before doing anything to the engine, let it cool for at least ten minutes after shut-down.
4.1.77 3/4
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4. Check the fuel supply has been cut off at the engine.
5. Post-lubricate the engi ne during five minute s after shut-down (when fitted with a pre-lube/post-lubrication
system). On HGM-series engines or engines with dry exhaust manifold see IC-C-D-00-008.
The exhaust pipe must be blocked off when the engine is shut down for long periods of time, to prevent rainwater
or condensation from getting into the engine should be exposed to these elements.
4. NORMAL START AND STOP PROCEDURE

During normal operation, the start-up procedure shall be as follows:
1. Start the engine with both the ignition system and the fuel supply off, in order to eliminate any residual fuel from
the intake and exhaust lines.
2. First turn the ignition system on and next the fuel supply.
During normal operation, the shut-down procedure shall be as follows:
1. Turn the fuel supply to the engine off.
2. Allow the engine to turn over several times and then disconnect the ignition system. Any residual fuel will get
out of the system or will burn in the cylinders before the ignition system is off.
5. EMERGENCY START AND SHUT-DOWN

In case of an emerge ncy, shut down the engine by turnin g the fuel supply an d ignition system off at the same
time. Failure to comply with this rule may lead to irreparable damage, injury or death.
CAUTION
Before restarting the engine after an emergency shutdown, wait for 10 minutes until the engine
temperatures have stabilised. Do n ot restart the engine, unless the cau ses of the shutdo wn have been
completely identified and the problems solved. Failing to do this may lead to irreparable damage, injury or death.
Once the problems have been identified and solved, you c an restart the engine according to the normal start-up
procedure described in point 4.
4.1.78 4/4
Dep. 2
IO-G-T-00-003e September 2014
STARTING AND STOPPING OF EMERGENCY GAS ENGINES
O&M MM19.09.251_05_2015
1 AIM
The aim of this product information sheet is to define an SFGLD emergency gas engine starting and
stopping procedure.
2 PREPARATIONS FOR STARTING UP FOR THE FIRST TIME

Before starting up for the first time, the following operations shall be carried out:
2.1 PRE-START INSPECTION
General checks:
- Ensure that there are no power transmitting devices connected (clutches, brakes, etc.).
- Also inspect drive belts. Examine for good condition and correct tension. If a cooling fan is used, be
sure it is free to turn, the journal bearings are properly lubricated and the belt tension is correct.
- Make certain that all guards and shields are secure on engine and equipment. Remove all loose tools,
rags, fittings or other equipment, which may be picked up by external moving parts of the engine.
- Use a starter bar to turn over the engine several revolutions to be sure that nothing will interfere with the
turning of moving parts. Do not forget to remove the bar when this has been checked.
- Ensure that there are no oil, fuel or coolant leaks on all joined surfaces.
Refrigeration (engine coolant circuit):
- Check the coolant level and concentration. Add additional quantity if necessary. If the amount of coolant
to be added is large, open the drainage valves to allow the removal of air bubbles. It is advisable to
check the entire coolant circuit in order to find out the cause of any significant leaks of coolant.
- Check the entire water circuit checking that all the control valves are open and all the drainage valves
are closed.
Lubrication (oil circuit):
- Check the lubricant oil levels daily; adding more oil is required to maintain the level above the minimum
indicated with the dipstick, unless an automatic oil level regulator has been installed. It is advisable to
check the oil level regulator periodically to make sure it works properly.
- Start the prelube system (if any) until the indicator shows a positive oil pressure.
NOTE
The engines are supplied without oil. It is necessary to disassemble the drainage plugs to allow a small
amount of oil and condensate to drip, accumulating in the bottom of the sump during the storage. Tighten the
plugs firmly after this operation. Fill with oil in accordance with the instructions given in the chapter on
maintenance.
4.1.79 1/4
Dep. 2
O&M MM19.09.251_05_2015
Fuel:
- Make sure that the fuel is supplied at the right pressure. If the motor is equipped with fuel cut-off valve,
ensure that it is active.
Air filter:
- Check the status of the clogged air filter indicator. If the indicator is red, press the button at the top of
the indicator to reset it. If the indicator turns red again when the engine reaches full load, change the
main filter and the safety filter.
Batteries:
- Check connections and batteries voltage.
2.2 OPERATION
Compliance with these regulations will have a decisive influence on the life of the engine:
- Avoid sudden load increases when the engine is cold.

- Avoid prolonged operations when the engine is running with no load or a very light load.
3 PRECAUTIONS TO BE TAKEN AT EACH START-UP
The procedure for starting up an engine is described below:
3.1 Before engine start-up
1. Before starting up, locate the manual stop lever, in order to operate this if necessary.
2. Activate engine pre-lubrication to distribute the oil to all parts of the engine, IT-C-A-25-040. When
necessary, activate oil and coolant pre-heating as well. See IC-C-D-00-008.
3. Carry out the pre-start-up check: purge circuits, check levels and pressures.
3.2. Engine start-up
1. Initiate the start-up sequence.

2. Monitor the oil pressure gauge when the engine has started.
CAUTION
If, within a period of 10 seconds, no oil pressure has been indicated, stop the engine immediately. Never
keep the engine in operation without an oil pressure indication.
NOTE
The oil pressure may reach 7 bar (100 psi) with cold oil at start-up
4.1.80 2/4
Dep. 2
O&M MM19.09.251_05_2015
3. The generator switch can be closed once the rated speed is ready. Normally, the idle speed can be get .
in 20 or 30 seconds after pressing the start button. This time depends on the batteries conditions and
ambient temperature mainly.
In case of generated connected to the grid, the synchronize process must be carried out to close the
switch. The synchronization time will dependo n the stability of the grid parameters.
4. Load applications must be according to the product information:
- IC-G-B-00-002 for engines at 1500 rpm
- IC-G-B-00-003 for engines at1800 rpm
Minimum time between loads application of 5 seconds.
CAUTION
Do not operate a turbocharged engine for prolonged periods (fifteen minutes or above) at light load or idle.
Under this condition the turbocharger may be damaged by the accumulation of carbon, which does not have
a chance to burn off completely.
5. Operating inspection: There are series of important aspects, which must be checked while the engine is
in operation:
- Examine the water, fuel and oil conduits in case of leaks, mechanical damage or corrosion.
- Inspect the level and status of coolant. The presence of rust, foam or oil in the coolant indicates the
need to overhaul the circuit.
- Observe and note down the operating parameters. Variations with regard to the normal values may
indicate that anomalies are occurring.
- Listen to the sound of the engine. Some problems such an occasional false explosions, failures of the
turbocharger bearings or problems with the water pumps, may be detected at the outset by unusual
sounds from the engine.
3.3. Engine Shut-down
1. Reduce the load gradually.

2. Open the generator switch once the load is off.
3. Before stopping an engine after having been operating in severe loading conditions, you should make
spinning without charge or idle for 5 to 10 minutes to stabilize at moderate levels the temperatures of
the various components of the turbocharger, valves and other engine parts
CAUTION
Before doing anything to the engine, let it cool for at least ten minutes after shut-down.
4. Check the fuel supply has been cut off at the engine.
4.1.81 3/4
Dep. 2
O&M MM19.09.251_05_2015
5. Post-lubricate the engine during five minutes after shut-down (when fitted with a pre-lube/post-lubrication
system),
The exhaust pipe must be blocked off when the engine is shut down for long periods of time, to prevent
rainwater or condensation from getting into the engine should be exposed to these elements.
4 NORMAL START AND STOP PROCEDURE

During normal operation, the start-up procedure shall be as follows:
1. Start the engine with both the ignition system and the fuel supply off, in order to eliminate any residual
fuel from the intake and exhaust lines.
2. First turn the ignition system on and next the fuel supply.
During normal operation, the shut-down procedure shall be as follows:
1. Turn the fuel supply to the engine off.

2. Allow the engine to turn over several times and then disconnect the ignition system. Any residual fuel will
get out of the system or will burn in the cylinders before the ignition system is off.
5 EMERGENCY START AND SHUT-DOWN

In case of an emergency, shut down the engine by turning the fuel supply and ignition system off at the same
time. Failure to comply with this rule may lead to irreparable damage, injury or death.
CAUTION
Before restarting the engine after an emergency shutdown, wait for 10 minutes until the engine
temperatures have stabilised. Do not restart the engine, unless the causes of the shutdown have been
completely identified and the problems solved. Failing to do this may lead to irreparable damage, injury or
death. Once the problems have been identified and solved, you can restart the engine according to the
normal start-up procedure described in point 4.
4.1.82 4/4
Dep. 2
IO-G-M-40-001e C February 2012
GAS ENGINES AND ETHANOL ENGINES CARBURATION
O&M MM19.09.251_05_2015
1. INTRODUCTION
Tuning of an engine in order to ensure its correct operation means that different elements or parameters of the
same, namely ignition timing and the air/fuel ratio, are adjusted.
Depending on the application of the engine and on the specifications or regulations to be complied with, tuning
will be the most appropriate to meet these requirements, e.g. maximum thermal efficiency, lowest emissions, etc.
As for compliance with the regulations on permissible emission levels, it is essential to determine the
proper air/fuel ratio and to this effect, the KOHLER POWER engines include adequate tuning capabilities.
2. SPECIFICATIONS
The thermal balance-sheets of KOHLER POWER for gas engines and ethanol engines (lean burn in both
cases) specify the NOx emission level that can be achieved for each engine, based on the preset ignition
timing and the different cooling water temperature settings. The engine carburation is adjusted so that the
specified NOx level is complied with in each case. Normally, the NOx value is related to 5% Oxygen (provided
the applicable legislation does not specify another reference oxygen level for correction).
ATTENTION
Never carburet an engine, taking the percentage value of oxygen in the exhaust as a reference, but the NOx
referred to above.
NOTE
To calculate the emissions, refer to doc. IC-C-D-40-001e “Emission Units Conversion”.
3. REMARKS
1- Compliance with this specification is conditional upon correct tuning and adequate maintenance of the engine,
in particular with regard to ignition timing and spark plugs.
2- On gas engines with mechanical controller, engine carburation faults may occur mainly due to any of the
following circumstances:
- Change in the gas supply conditions (pressure, temperature, humidity and composition of gas).
- Change in room temperature or in the temperature of the intake manifold.
- Plugging of air filters.
As a result, it is necessary to increase exhaust emission controls with a view to making any correction of the
air/fuel ratio that may be required to prevent the engine from running at risk.
4.1.83 1/2
Dep. 2
IO-G-M-40-001e C February 2012
GAS ENGINES AND ETHANOL ENGINES CARBURATION
O&M MM19.09.251_05_2015
3- Unusual emission values can denote any of different problems with the engine, according to the component of
the exhaust gases which is out of standard and the engine behaviour. For instance:
- High oxygen level: denotes ignition problems (old spark plugs, broken or defective spark plug, faulty
connection of a wire, failure of the ignition unit...). It is associated with a high level of Total Hydrocarbons
(THC), if measured. Also, the exhaust temperatures will be lower on the affected cylinder bank and possible
unbalance will be observed between the two banks of Vee engines.
- The engine will not reach its rated power, although the emission levels show a good mixture: This can be
caused by air filter plugging or by problems with the butterfly valve.
- The engine will not reach its rated power and the emission levels denote a very poor mixture: This is due to
engine carburation faults or problems with the fuel system (low fuel pressure, dirty fuel filter, valves not
opening correctly, ...). Also, the exhaust temperatures will be lightly lower and the butterfly valve will be fully
open.
4.1.84 2/2
Dep. 2
IC-C-D-40-001e B February 2012
EMISSION UNITS CONVERSION
O&M MM19.09.251_05_2015
1. EMISSION UNITS CONVERSION

For further information on emission computation and units conversion, refer to ISO 8178-1 (2006).
Exhaust emissions are usually stated in any of the following units:

(1)
Parts per million - ppm
3 (2)
Milligrams per cubic meter (normal) - mg/mn
Grams per kilowatt-hour - g/kWh
Generally analyzers measure volume, in ppm or %, in wet basis (considering the water) or in dry basis (water not
considered). Some analyzers can give results in other units after making internal calculations.
In case of mg/m3 units, the pressure and temperature conditions as reference must be taken into account. This
can suppose differences between the values from different equipments. To compare different equipments
measurement in this unit, they have to reference to the same pressure and temperature conditions. Legislations
use to indicate the reference conditions to be taken.
Below are bases of unit conversion for a number of components:

3 (2)
1.1. Converting ppm to mg/mn
(2) 3
Multiply the ppm value by the density of the gas to be measured under normal conditions , which is, in kg/mn :
Nitrogen Oxides, NOx such as NO2 2.053

Sulfur Dioxide, SO2 2.85
Carbon monoxide, CO 1.250
Total Hydrocarbon, THC (C/H RATIO 1.85) 0.619 (0.716 in case of natural gas)
Methane, CH4 0.716
Formaldehyde, CH2O 1.34
NMHC (Non Methane HydroCarbons) are calculated by subtracting CH4 (methane) from THC (Total
HydroCarbons).
3
When measuring ppm or mg/Nm , the usual practice is to take a reference exhaust oxygen value; in this event,
the result must be multiplied by:
20.95 - O2 ref (%)

-----------------------------
20.95 - O2 measured (%)
Generally, the most frequent O2 ref (%) values are 3, 5, 7, 12 and 15, and they are specified by the applicable
legislation.
(1) Parts per milion by volume, sometimes noted ppmv, 1 ppm = 0.0001%
(2) (Normal conditions: Temperature 273 K and Pressure 1013 mbar)
4.1.85 1/3
Dep. 2
O&M MM19.09.251_05_2015
1.2. Converting ppm to g/kWh
The formula reproduced below is approximate; the exact computation method is defined in ISO 8178-1.
Emis (g/kWh) = Emis (ppm)w x factorgas x Flow rate of wet exhaust gas (kg/h) / Power (kW) / 1000
where:
- factor gas is the relative density-to-air ratio (or molecular weight ratio):
Diesel Natural Gas Propane Ethanol

Nitrogen Oxides, NOx 1.586 1.621 1.603 1,609
Sulfur Dioxide, SO2 2.21
Carbon Monoxide, CO 0.966 0.987 0.976 0.98
THC (C/H ratio 1.85) 0.479 0.565 0.512 0.805
Methane, CH4 0.553 0.565 0.559 0.561
Formaldehyde, CH2O 1.035 1.058 1.046 1.050
- the exhaust gas flowrate appears on the thermal balance sheets; it is a wet basis concentration value. The
emission value in ppm used in the formulae must be a wet basis value (usually NOx, SO2 and CO are
measured in dry basis) and the calculation of NOx requires correction to account for the ambient humidity,
defined in ISO 8178-1 (2006).
For KOHLER POWER gas engines, the Qexh / Power factor normally lies between 5 - 6.
- To change from a dry basis concentration “Emis (ppm)d“ to a wet basis concentration “Emis (ppm)w“ use the
following equation:
Emis (ppm)w = Emis (ppm)d x factorW/D
where factorW/D is in the order of:

Diesel engines: 0.92 (± 0.03)
Lean gas engines: 0.88 (± 0.03)
(3)
Methanol engines: 0.84 (± 0.03)
The factorW/D in the above equation can be calculated accurately, by applying the definition in ISO
8178-1 (2006).
When using g/bHPh units, the equivalence is 1 bHP = 0.7457 kW.
(3) Hydrated Ethanol, 5% of water
4.1.86 2/3
Dep. 2
O&M MM19.09.251_05_2015
1.3. ISO Cycles
On many occasions (e.g. Marine engines), emissions are calculated by taking measurements under various
operating conditions of the engine and applying weighting factors for each checkpoint. Legislations specify which
cycle must be applied to calculate the emissions. These are the most common cycles:
- C1 Cycle
Speed Rated Speed Intermediate Speed Idling

Torque (%) 100 75 50 10 100 75 50 0
Weighting Factor 0.15 0.15 0.15 0.1 0.1 0.1 0.1 0.15
- D2 Cycle
Speed Rated Speed

Torque (%) 100 75 50 25 10
Weighting Factor 0.05 0.25 0.3 0.3 0.1
- E2 Cycle
Speed Rated Speed

Torque (%) 100 75 50 25
Weighting Factor 0.2 0.5 0.15 0.15
- E3 Cycle
Speed (%) 100 91 80 63

Torque (%) 100 75 50 25
Weighting Factor 0.2 0.5 0.15 0.15
- E5 Cycle
Speed (%) 100 91 80 63 Idling

Torque (%) 100 75 50 25 0
Weighting Factor 0.08 0.13 0.17 0.32 0.3
4.1.87 3/3
Dep. 8
IC-G-D-40-001e B December 2009
EXHAUST EMISSIONS OF GAS ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
Tuning of an engine in order to ensure its correct operation means that different elements or parameters of the
same, namely iginition timing and the air/fuel ratio, are adjusted.
Depending on the application of the engine and on the specifications or regulations to be complied with, tuning
will be the most appropriate to meet these requirements, e.g. maximum thermal efficiency, lowest emissions, etc.
As for compliance with the regulations on p ermissible emission levels, it is essential to determine the
proper air/fuel ratio and to this effect, the KOHLER engines include adequate tuning capabilities.
2. SPECIFICATIONS
The thermal balance-sheets of KOHLER Gas (lean burn) engines specify the NO x emission level that can b e
achieved for each engine, based on the preset ignition timing and the different cooling water temperature
settings. The engine carburation is adjusted so that the specified NOx level is compli ed with in each case.
Normally, the NOx value is related to 5% Oxygen (provided the applicable legislation does not specify
another reference oxygen level for correction).
ATTENTION
Never carburet an engine, taking the percentage value of oxygen in the exhaust as a reference, but the NOx
referred to above.
NOTE
To calculate the emissions, refer to doc. IC-C-D-40-001e “Emission Units Conversion”.
3. VARIATIONS OF EXHAUST CONCENTRATIONS

The described variations have been considered, based on the same NOx level.
Carbon Oxide (CO)
− As for CO emissions, the most significant variations are due to changes in the mixture strength (NOx varies)
and in ignition timing (for an identical NOx value). The natural gas quality plays a part, but to a smaller extent,
CO concentrations decreasing as the presence of heavy hydrocarbons diminishes (rise of the met hane
number). Smaller ignition advances mean l ower CO co ncentrations in exhaust gases. The model of
combustion chamber may alter the ran ge of CO variat ion according to ignition advance. Rememb er that a
reduction of the ignition advance results in lower performance of the engine.
− Variations due to changes in the inlet mixture temperature or the ambient temperature do not imply significant
changes in the exhaust CO quantity, at an identical NOx value.
− The presence of CO in fuel gas means a greater amount of CO in exhaust emissions.
4.1.89 1/2
Dep. 8
IC-G-D-40-001e B December 2009
EXHAUST EMISSIONS OF GAS ENGINES
O&M MM19.09.251_05_2015
CO CO
ADVANCE
AVANCE11 >
> AVANCE
ADVANCE2 2
ADVANCE
AVANCE 1
1
ADVANCE
AVANCE 22
Increasing methane
Nº de Metano number->
creciente ->
Increasing NOx ->->
NOx creciente
CO variation according to the gas quality (methane nr.) and to the mixture strength and ignition timing
Non-Methane Hydrocarbons (NMHC)
− The greater the methane number, the smaller the amount of NMHC in the exhaust gases. One of the major
causes of NMHC variations in the exhaust gases is the gas quality. The larger the presence of NMHC in the
fuel gas is, the greater it is in the exhaust gases. Non-Methane Hydrocarbons lower the methane number of a
gas.
− The leaner the mixture is made (which would i mply reducing the NOx), the larger the amount of unburnt
hydrocarbons as well as of NMHC in the exhaust gases, since combustion worsens.
− Reducing the ignition advance (maintaining the exhaust NOx level unchanged) implies a decrease in t he
NMHC. Remember however that a reduction of the ignition advance results in lo wer performance of the
engine.
− Variations due to changes in the inlet mixture temp erature or ambient temperature do not lead to sign ificant
changes in the exhaust NMHC quantity at an identical NOx values.
NMHC NMHC
ADVANCE
AVANCE 11>>AVANCE
ADVANCE
2 2
ADVANCE
AVANCE 1 1
ADVANCE 2
AVANCE 2
Increasing methane
Nº METANO number->
creciente ->
Increasing NOx ->->
NOx creciente
NMHC variation acc. to the gas quality (methane nr.) and to the mixture strength and ignition timing
4.1.90 2/2
Dep. 2
IO-C-M-25-006e G March 2015
OIL LEVEL INDICATORS
O&M MM19.09.251_05_2015
1. DESCRIPTION
A level indicator is a device that combines an oil level display with high and low alarms. It provides protection
against any high oil level due to possible water or fuel ingress as well as against a low level arising from high oil
consumption or leakage. An oil level indicator with dial means the condition of the lubricant as well as the level
can be checked without having to stop the equipment. When the float hits the high or low limit switch, it activates
the alarm on the equipment.
2 3 5 9
6
A
MAX.
B
MIN.
1 8 7
Fig.1 – Oil level indicator
1 Oil level indicator

6 Float
7 2-way valve
8 Oil sump
9 Connecting rods inspection cover
In place of this oil level indicator with high and low alarms, and if UL certification is required, the engines may be
equipped with another alarm system but without an oil level indicator. Refer to IT-G-A-25-009e.
4.1.91 1/2
Dep. 2
IO-C-M-25-006e G March 2015
OIL LEVEL INDICATORS
O&M MM19.09.251_05_2015
1 High level alarm indicator

2 Low level alarm indicator
3 Oil controller hose to oil sump
4 Venting hose
5 2-way valve
Fig.2 – UL Oil level indicator
With the engine at rest, the oil level in the indicator may rise up to the high limit, occasionally indicating a situation
of excess oil. This results from backflow, i.e. oil flows back from the lubricating circuit to the sump, when the
engine has stopped.
2. MAINTENANCE
There have been cases reported when, due to a lack of cleaning, the oil level indicator showed a normal level,
whereas the amount of oil in the equipment was above or below the permissible limits due to obstruction in the
pipe that connects the oil level indicator to the oil sump in the engine.
Cleaning the oil level indicator is a simple process that requires little time and must be included in the engine
maintenance programme. It is advisable to clean the equipment when the oil is being changed, and do so at least
once a year. Cleaning involves removing the pipes, both the sump-venting pipe and the connection pipe to the oil
sump, and checking to ensure they are not blocked.
4.1.92 2/2
Dep. 2
IO-C-M-25-005e D March 2015
AUTOMATIC OIL LEVEL CONTROLLER
O&M MM19.09.251_05_2015
1. DESCRIPTION
In engine-driven facilities that operate 24 hours a day or similar, it is advisable to mount an oil level controller.
Diesel engines for industrial applications usually incorporate such a device, while engines for marine applications
are not normally equipped with one.
The oil level controller is a mechanical actuator fitted on the oil sump in the lower part of the engine. It is equipped
with a floater inside a small reservoir which opens or closes the oil flow into the engine crankcase based on the oil
level in the oil sump at that time.
KOHLER engines do not use this latter function of the actuator, since they incorporate another system that
monitors the high and low oil levels in the crankcase (Refer to IO-C-M-25-006e, IT-C-A-25-002e or
IT-G-A-25-009e)
For CSA-certified engines, the filling unit is equipped with sensors, a maximum and a minimum sensor, in order to
send alarm signals and/or stop signals to a control panel. (Refer to IT-G-A-25-008e)
CONNECTION TO CRANKCASE
OIL SUPPLY
OIL TO SUMP
Automatic oil level controller

Automatic oil level controller
CONNECTION TO CRANKCASE
OIL SUPPLY
OIL TO SUMP
Automatic CSA oil level controller
4.1.93 1/2
Dep. 2
IO-C-M-25-005e D March 2015
AUTOMATIC OIL LEVEL CONTROLLER
O&M MM19.09.251_05_2015
When the engine is running, the oil level in the display must be within the normal operating range.
With the engine at rest, the oil level will go beyond this range due to oil flow back from the oil circuit, causing
overfills. However, after restarting the engine, the oil level will lie again in the normal range.
2. MAINTENANCE
Cleaning the controller indicator and checking correct operation thereof is a very simple process. It is advisable to
clean the equipment when changing the oil, doing so at least once a year. Cleaning involves removing both the
venting hose and the connection hose to the oil sump, and checking that they are not blocked.
4.1.94 2/2
INDEX Chapter 5
MM19.09.251 05-2015
MAINTENANCE INSTRUCTIONS

O&M MM19.09.251_05_2015
CHAPTER 5 – MAINTENANCE INSTRUCTIONS

5.1 Maintenance Procedures
IO-G-M-00-060e General maintenance of gas engine 5.1.1
IO-G-M-00-003e_H Maintenance of syngas engine SFGLD 1500 rpm 5.1.53
IO-G-M-00-024e_E Maintenance of low methane number Gas engine SFGLD 1500 rpm 5.1.77
IO-G-M-00-051e_C Maintenance of natural Gas engine SFGM 1500 rpm in island operation 5.1.109
IO-G-M-00-054e_A Maintenance of natural Gas engine SFGLD (US CERTIFIED) 5.1.117
IO-G-M-00-059e_A Maintenance of natural Gas engine SFGM 1800 rpm in island operation 5.1.127
IO-G-M-00-038e_D Maintenance of natural Gas engine SFGLD 1500 rpm in island operation 5.1.135
IO-G-M-00-057e_B Maintenance of natural Gas engine SFGLD 1200 rpm in island operation 5.1.143
IO-G-M-00-040e_C Maintenance of propane SFGM 1500 rpm 5.1.151
IO-G-M-00-041e_C Maintenance of propane engines SFGM 1800 rpm 5.1.159
1/2
INDEX Chapter 5
MM19.09.251 05-2015

O&M MM19.09.251_05_2015
5.2 Description of Maintenance Operations Type E

IO-G-M-25-001e_G Gas fueled engine oil servicing instructions 5.2.1
IO-C-M-25-001e_A Oil sampling procedure 5.2.5
IO-C-M-25-004e_A Kohler engine oil change instructions 5.2.7
IO-C-M-25-002e Kohler 180/240 engines centrifugal oil filter maintenance instructions 5.2.11
IO-C-M-25-003e_A Kohler 180/240/360/480/560 engines centrifugal oil filter maintenance instructions 5.2.13
IO-C-M-25-011e Maintenance of the crankcase gas recirculation system 5.2.15
IO-C-M-25-012e_A Cleaning the oil separator filter of the crankcase Gas breather 5.2.19
IO-C-M-00-006e_A Kohler engine cylinder compression test 5.2.21
IO-G-M-33-001e_C Coventional spark plug changing & maintenance instructions 5.2.25
IO-G-M-33-002e_E Coventional spark plug replacement criteria in Gas engines 5.2.29
IM-G-C-33-001e_D Coventional spark plug installation instructions 5.2.33
IO-G-M-33-003e_A Check of ignition coils and spark plug wires 5.2.35
IO-G-M-33-004e_E Prechamber spark plug installation & maintenance instructions 5.2.37
IO-G-M-33-005e_C Prechamber spark plug replacement criteria 5.2.41
IO-G-M-33-007e_K Maintenance of spark plugs. Overview 5.2.43
IO-G-M-33-008e_A Cylinder by cylinder misfire detection using exhaust thermocouples 5.2.45
IO-G-M-33-009e_A Checking the ignition timing 5.2.51
IT-G-E-10-001e_F Adjustment of Gas and Ethanol engine valves 5.2.55
IT-G-A-30-001e Carburation adjustment with main adjunting screw (Mas) 5.2.59
IO-C-M-35-001e_D Terrestrial engines' air filters. Maintenance 5.2.61
IO-C-M-15-001e_B Damper condition monitoring 5.2.67
IO-C-M-20-002e_E Maintenance of the cooling system 5.2.71
IO-C-M-45-001e_B Maintenance of turbocharger 5.2.77
IO-G-T-35-001e_A Intake safety valve operating and maintenance procedure 5.2.81
IO-C-M-20-010e_A Maintenance of intercoolers 5.2.83
IO-C-M-60-004e Maintenance of pick-ups 5.2.87
IO-C-M-15-003e Maintenance of flexible coupling 5.2.89
IO-C-M-20-003e_A User and maintenance manual – electric water pumps 5.2.91
IO-C-M-20-004e Maintenance of cooling towers 5.2.97
IO-C-M-20-005e_A User and maintenance manual – standard plate heat exchangers 5.2.99
IO-G-M-40-004e 3 way catalysts for stoichiometric engine: maintenance 5.2.107
IO-C-M-55-001e Maintenance of batteries 5.2.111
2/2
Dep. 2
IO-G-M-00-060e December 2012
GENERAL MAINTENANCE OF GAS ENGINE
O&M MM19.09.251_05_2015
1. MAINTENANCE INTERVALS
The satisfactory performance of engines depends on many factors, the most significant being:
- Mode of operation
- Humidity, barometric pressure and air temperature
- Number of hours operating at full load
- Number of hours operating at full speed
- Engine parameters: ignition timing, cooling temperatures, water flows,…
- Fuel and lube oil quality
- Proper loading of engine after start sequence
- Oil and filters changes intervals
- Use of KOHLER products and original spare parts
- Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance
operations
Because of these as well as other similar factors not mentioned, it is difficult to set a precise number of hours of
operation for each engine, before normal servicing becomes necessary.
The maintenance intervals listed in this section do not in any way imply an obligation on behalf of KOHLER,
and are given only as a guide to users for maintenance scheduling. Users will take into account
operating conditions and demands to determine the maintenance operations that should be carried out more
frequently than stated on the schedule. In all cases, the number of hours specified are reasonable limits,
which should not be exceeded in order to ensure that the engine works correctly. If the engine maintenance
schedule is not adhered to then the warranty of the same may be cancelled. This document should be studied
carefully before the engine is started up for the first time.
ATTENTION
These circumstances can modify the intervals of maintenance operations:
- Excessive exhaust back-pressure

- Insufficient air supply to intake. Air quality
- High crankcase pressure
- Low oil pressure
- Over heating of the jacket water system (boiling)
- Changes in fuel quality
- High air temperature
- Sudden stops and alarms
- Incorrect realization of maintenance operations
- Deficient installation or ventilation
- Incorrect air/fuel ratio
5.1.1 1/3
Dep. 2
O&M MM19.09.251_05_2015
2. DAILY MAINTENANCE
2.1. Control of coolant level
The coolant level must be checked daily. It is necessary to ensure that there aren’t air or steam bubbles in the
system. In that case the system must be purged by hand or automatic drain valves must be installed in the top of
the circuit.
CAUTION
NEVER USE DIRTY, HARD OR SALT WATER. COOLANT NOT ONLY PRESERVES ENGINE AGAINST
FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE IO-C-M-20-001
2.2. Control of oil level
Check the engine oil level every day under identical conditions. This is to be done with the engine idling, after
running for several minutes.
The oil level should never be below the lower indicator mark, nor above the high limit on the dipstick.
Note: If the engine has crankcase gases recirculation system, the oil level on the dipstick could be erroneous
because the pressure in the crankcase is not at atmospheric pressure. Therefore, the oil level must be checked
when crankcase pressure is at atmospheric pressure or the reading must be done in the devices not influenced
by these pressure differences: lube oil level indicator or oil level regulator (with the filling valve closed).
2.3. Daily recording of the engine data
It is necessary to record pressures, temperatures, levels, energy outputs... in order to be able to detect possible
engine operation failures by analyzing the evolution of the aforementioned parameter values.
Note: Daily records may help you to solve performance problems before they arise, because of that, it is
recommendable to record a high number of parameters of engine performance.
2.4. Cleaning of the engine
Several reasons make it desirable to keep the exterior of the engine clean. Dirt from the outside can be drawn
into the intake filters. Further, exterior dirt can get into the engine during normal maintenance in cylinder heads,
crankcase,…
A number of products for cleaning the engine exterior can be used, such as pressurized steam or degreasing
agents. It is necessary to be extremely careful with the electrical components of the engine.
2.5. Clean and keep watch over electrical connectors
Clean the electrical connectors if necessary, but before be sure that there is no tension on them.
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE STEAM CAN BE
PRODUCED.
5.1.2 2/3
Dep. 2
O&M MM19.09.251_05_2015
2.6. Lube oil leaks
Inspect plant lubrication piping for oil leaks. Tighten hardware or change seals and gaskets if necessary.
In addition, make sure the dipstick and filling plug on the inspection cover are tight.
2.7. Coolant leaks
Inspect plant water piping for water leaks. Tighten hardware or change seals and gaskets if necessary.
Verify that the drain holes on the water pumps are unobstructed, as their plugging could lead to serious damage.
2.8. Gas leaks
Inspect gas piping for leaks using a gas detector or water with soap. Tighten hardware or change gaskets if
necessary.
CAUTION
NEVER USE A FLAME TO DETECT GAS LEAKS BECAUSE THIS CAN PRODUCE AN EXPLOSION AND
PERSONS CAN BE HURT.
2.9. Speed control linkage (Not necessary for electronic control engines)
It is necessary to check the ball joints of the speed control linkage for clearances (greased and readjusted where
appropriate).
2.10. Check for sensors
Temperature and pressure measures must be checked in order to detect deviations or broken sensors on engine.
It is also necessary to inspect pressure and temperature sensors of the control system.
2.11. Intake and exhaust Leaks
Check that there are no leaks in the intake and exhaust circuits.
5.1.3 3/3
Dep. 2
IO-G-M-00-073e A March 2015
MAINTENANCE OF NATURAL GAS AND BIOGAS FG/FGLD

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
1. MAINTENANCE PROGRAM
The information in this maintenance program is complemented with product information document
IO-G-M-00-060e, General Maintenance Guidelines for Gas Engines.
KOHLER has developed this maintenance program to ensure optimum performance of your engine. Given that
strict adherence to this program will benefit you, it is essential that you follow the instructions detailed in
this manual. Failure to do so may not only jeopardize GUASCOR’s warranty, but also restrict you from
obtaining the best performance for equipment.
schedule is not adhered to then the warranty of the same may be cancelled. This document and product
information document
IO-G-M-00-060e should be studied carefully before the engine is started up for the first time.
IMPORTANT
The maintenance jobs described below (identified with as an “E” type task) must be regarded as “additive” to each other.
Accordingly, the performance of every “Ei” job implies that all previous “Ei-1”, every time as the frequency indicates it.
This will require the availability of such materials and labour as may be necessary at each stage.
NOTE Any Check-Inspection may require a corrective operation if the element in question requires one.
5.1.5 1/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
1.1. Basic maintenance operations:
NEW ENGINE OR MAJOR SERVICE WORK START-UP MAINTENANCE

Jobs to be done during the initial start-up of a new engine or during the break-in phases following major overhauls (change
of cylinder liners, pistons, piston rings, cylinder heads,...). They must be carried out by KOHLER authorized Repair Shop.
Job Interval Job Description
(Operation before starting up the engine)

NA 0h
- General inspection and set-up of the engine
(Operations after starting up or break-in phase)
- Change oil KOHLER MOTOROIL (oil sump and cooler)
- Change oil filters
- Analyze waste oil
- Clean the oil centrifuge filter and change the paper filter
- Inspection of the gas ramp filter
- Adjustment of rocker arms and valve lifters. Measure valve height

N1 100 h - Check air/fuel ratio
- Adjust air/fuel ratio to full load, if necessary
- Measure the exhaust back-pressure
- Check damper temperature
- Inspect for leaks in all coolant, oil, gas and exhaust gases system
- Check the cleaning of carburetion system and admission (compressor, intercooler

and inlet manifold)
- Inspection and retightening of flanges and clamps, battery terminals, connectors,

flexible couplings, air filter supports, exhaust piping, oil pipes, etc.
5.1.6 2/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
ROUTINE MAINTENANCE (Type "E")

Minor Jobs
(Operations to be performed with the engine stopped)
- Drain coolant circuits. Check automatic drain valves
- Drain condensates out of the exhaust Y-pipe
- Check oil pressure and temperature during the pre-lubrication phase
- With the dipstick, check for a possible increase of the oil level in the oil pan due to
coolant leaks
- Verify oil heating with the pre-heater, if necessary
- Check the oil level of the pneumatic starter lubricator, if necessary
- Clean the engine and its surrounding
(Operations to be carried out with the engine idling)
EO Daily - Check oil level
(Operations to be carried out with the engine stabilized)
- Check coolant level / pressure. Drain circuits
- Check oil pressure
- Inspect the air filter plugging level (reset the pilot first)
- Check oil, coolant and exhaust gases temperature
- Check the filter cleaning state pilot of the crankcase gases recirculation system.
A
Control the crankcase pressure (* *)
- Record engine parameters on a regular basis
- Revision of the operational stability and unusual noise
- Inspect for leaks in fuel, coolant, oil and exhaust gases
5.1.7 3/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
According - Analyse waste oil

E1 SH2 content
see chart oil change - Change oil KOHLER MOTOROIL (oil sump and cooler)
- Clean the metallic sponge of the oil purifier
- Clean the oil centrifuge filter, film-thickness measurement and change the
B
paper filter (* *)
- Measure crankcase pressure
- Check air/fuel ratio

- Adjust air/fuel ratio to full load (*), if necessary
- Inspect the air filters

E2 2,500 h
- Check safety devices and connections: temperature and pressure switches

and probes
- Check battery acid level
- Check battery and starter connections
- Inspection of high voltage wires of the ignition system
- Change the filter of crankcase gases recirculation system and clean this circuit
(*A*)
- Verify the ignition timing
- Change air filters
- Check gaskets in the rocker arm covers

5,000 h
- Disassemble, clean and adjust all the speed and ignition pick-ups
E4 or
once a year - Measure the exhaust back-pressure
- Change coolant
- Verify the tightening torque of knocking sensors on stud head (20 Nm) (*C*)
- Check the axial clearance, radial clearance and condition of the turbocharger
vanes
5.1.8 4/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
As indicated in the graph below, the oil life hours are to be calculated depending on the SH2 ppm / 100% CH4 of
the gas. For its use, it is essential to know the value of ppm H2S / 100% CH4 gas.
This graph applies only to gases whose silicon content in the gas does not exceed the 4 mg/nm3 and / or other
gases that do not contain acidic compounds different from SH2 such as halogenated compounds.
Otherwise, oil life will be fixed sticking to the damning limits set by IO-G-M-25-001, whose values must not be
exceeded.
The type of lubricant to be used depends on the concentration of H2S in the gas and will agree to the
IC-G-D-25-002 or IC-G-D-25-003. See graph.
SH2 ppm / 100% CH4 calculation is performed as follows:
Known H2S ppm concentration of the gas (1) and the% CH4 known of the gas, the following equation applies:
2 ∗ 100
2/100% 4 =
% 4
Example 1, Gas natural. In these cases a %CH4 of 100% must be considered. A gas that has 95 ppm SH2, The
value of ppm H2S / 100% CH4 calculated according to the formula:
ppm SH2 / 100% CH4 = 95
5.1.9 5/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
Example 2, Biogas: a gas that has 700 ppm of H2S and has 50% CH4. The value of ppm H2S / 100% CH4
calculated according to the formula.
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
(1) To calculate the equivalent SH2 other sulfur compounds can be considered as the mass of S present in
the sulfur compound as SH2 mass, considering both organic and inorganic compounds.
- The spark plugs change must be made attending the IO-G-M-33-007 product information*.
*It’s recommend to carry out a borescope inspection and do a compression test when changing spark
plugs
NOTE
- Ask KOHLER to use another oil that it is not KOHLER MOTOROIL.
Periodic interventions (Type "R")

major interventions
- Recondition cylinder heads.
- Clean pistons, cylinder liners and cylinder head seating on block
- Check valves driving system: valve lifters, rocker arms, push-rods, roller rocker arms
and cams
- Measure cylinder liners wear
- Clean oil sump
- Check and clean the cooling system. Clean pipe bundles and change gaskets on
heat exchanger and coolers
- Change oil thermostat (only V engine)
- Test thermostats of coolant circuit.
R1 15,000 h - Clean filters of coolant circuit. Change filter cartridge
- Retighten connections in knocking detection system unit (*C*).
- Check-up of electric or pneumatic starting motor.
- Check-up of battery charging alternator
- Change hoses and clamps.
- Check safety valves in intake manifold
- Check and clean the intake circuit, from the air filters outlet to the intercooler (*A*)
- Test control and safety devices: temperature and pressure switches and probes
- Change high voltage wires of the ignition system
- Recondition turbochargers
5.1.10 6/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
- Change complete pistons (Piston, piston rings, pin, circlips)
- Change cylinder head springs
- Change cylinder liners
- Change flexible coupling condition engine-alternator
- Inspection of elastic suspensions and alignments
- Check axial and Radial allowance of Crankshaft

R2 30,000 h - Check connecting rods
- Change conrod bearings
- Change the connecting rod bolts (maximum of 3 retightenings). Mark number of

retightenings on the bolt
- Change thermostats of coolant circuit
- Recondition water pumps of main coolant circuit
- Recondition water pumps of secondary coolant circuit
- Engine Overhaul, including its major components and systems:
Inspection of Cylinder block, change main crankshaft bearing shells, camshaft

thrust drive discs and bushings
Inspection of Crankshaft
- Inspect camshafts
- Inspect timing gears and change ball-bearings
- Recondition oil pump: check gears and change bushings
R3 60,000 h - Change crankshaft counterweights fixing screws and washers
- Change damper
- Overall inspection and cleaning of coolant, oil, fuel, intake air, exhaust gas,
automation systems, wiring.
- Change turbochargers
- Change connecting rods
- Change coils
- Change engine gaskets
5.1.11 7/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
This maintenance program is specified for a dry natural gas and a biogas that fulfills the specifications detailed
in the last version of Product Information Sheet
In case of natural gas, the Product Information Sheet is IC-G-D-30-002e: “Fuel specifications – natural gas”.
Minimum methane number is specified in the Power Rating of the engine for this application. If methane
number is less than the specified, consult with KOHLER.
In case of biogases, the Product Information Sheet is IC-G-D-30-003e: “Anaerobic digestion gas fuel
specifications – landfill and digester gas”. If the biogas doesn’t fulfill the specifications, consult with
KOHLER.
For installations where the gas composition is variable, it’s recommended to reduce the periods between
(*)
carburetion adjustments
(*A*) Make this maintenance job only if the engine has crankcase gases recirculation system
(*B*) Make this maintenance job only if the engine has oil centrifuge filter
(*C*) Make this maintenance job only if the engine has knocking detection system
2. ENGINE LONG TERM STORAGE

When a customer has specified in advance that the engine is going to be stored, the instructions contained in
Product Information Sheets IM-C-C-00-001e (storage for less than 6 months) and IO-C-M-00-001e (storage for
more than 6 months) apply.
In that case, the engine is supplied perfectly packed and sealed against external agents.
It is however very important that the temperature in the warehouse used for storing the engine should remain at
all times above the outside temperature to prevent condensation.
5.1.12 8/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.13 1/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.14 2/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.15 3/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
According - Analyse waste oil

E1 SH2 content
see chart oil change - Change oil KOHLER MOTOROIL (oil sump and cooler)
B
paper filter (* *)


E2 2,000 h

and probes
(*A*)

4,000 h
E4 or
- Change coolant
- Verify the tightening torque of knocking sensors on stud head (20 Nm) (*C*)
vanes
5.1.16 4/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
exceeded.
2 ∗ 100
2/100% 4 =
% 4
ppm SH2 / 100% CH4 = 95
5.1.17 5/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
plugs
NOTE

major interventions
and cams
- Clean oil sump
- Retighten connections in knocking detection system unit (*C*).
5.1.18 6/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.19 7/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
KOHLER.
(*)
(*C*) Make this maintenance job only if the engine has knocking detection system

5.1.20 8/8
Dep. 2
MAINTENANCE OF NATURAL GAS AND BIOGAS SFGLD

ENGINE 1200 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.21 1/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.22 2/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.23 3/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil

According
E1 to SH2 content - Change oil KOHLER MOTOROIL (oil sump and cooler)
see chart oil change
paper filter (*B*)


E2 3,000 h - Adjustment of rocker arms and valve lifters. Measure valve height

and probes
A
(* *)

6,000 h
E3 or
- Change coolant
- Verify the tightening torque of knocking sensors on stud head (20 Nm)
vanes
5.1.24 4/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
exceeded.
2 ∗ 100
2/100% 4 =
% 4
ppm SH2 / 100% CH4 = 95
5.1.25 5/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
plugs
NOTE

major interventions
and cams
- Clean oil sump
- Retighten connections in knocking detection system unit.
5.1.26 6/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.27 7/8
Dep. 2

ENGINE 1200 RPM
O&M MM19.09.251_05_2015
KOHLER.
(*)

5.1.28 8/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.29 1/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.30 2/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.31 3/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil

According
paper filter (*B*)



and probes
A
(* *)

5,000 h
E3 or
- Change coolant
vanes
5.1.32 4/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
exceeded.
2 ∗ 100
2/100% 4 =
% 4
ppm SH2 / 100% CH4 = 95
5.1.33 5/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
plugs
NOTE

major interventions
and cams
- Clean oil sump
5.1.34 6/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.35 7/8
Dep. 2

ENGINE 1500 RPM
O&M MM19.09.251_05_2015
KOHLER.
(*)

5.1.36 8/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.37 1/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.38 2/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.39 3/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil

According
B
paper filter (* *)



and probes
- Change the filter of crankcase gases recirculation system and clean this
circuit (*A*)

4,000 h
E3 or
- Change coolant
vanes
5.1.40 4/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
exceeded.
2 ∗ 100
2/100% 4 =
% 4
ppm SH2 / 100% CH4 = 95
5.1.41 5/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
NOTE plugs

major interventions
and cams
- Clean oil sump
5.1.42 6/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.43 7/8
Dep. 2

ENGINE 1800 RPM
O&M MM19.09.251_05_2015
KOHLER.
(*)

5.1.44 8/8
Dep. 2
IO-G-M-00-042e D March 2015
MAINTENANCE OF SYNGAS ENGINE

SFGLD 1200 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.45 1/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil
- Clean the oil centrifuge filter and change paper filter


and inlet manifold)

5.1.46 2/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.47 3/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil

- Clean the oil centrifuge filter, film-thickness measurement and change the paper filter

E1 1,600 h - Inspect the air filters
- Check safety devices and connections: temperature and pressure switches and
probes
- Change the filter of crankcase gases recirculation system and clean this circuit (*A*)
- Check and clean the intake circuit, from the air filters outlet to the intercooler
4,800 h - Disassemble, clean and adjust all the speed and ignition pick-ups
E2 or
- Change coolant
- Check the axial clearance, radial clearance and condition of the turbocharger vanes
- Check the carburetor valve bearings
NOTE plugs
5.1.48 4/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 9,600 h
- Clean filters of coolant circuit. Change filter cartridge
5.1.49 5/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.50 6/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015
This maintenance program is specified for a synthesis gas that fulfills the specifications detailed in the last
version of Product Information Sheet IC-G-D-30-004e: “Fuel gas specifications - Synthesis gas (syngas)”.
If the biogas doesn’t fulfill the specifications, consult with KOHLER.
(*)

5.1.51 7/7
Dep. 2
IO-G-M-00-003e H March 2015

SFGLD 1500 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.53 1/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.54 2/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.55 3/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


probes
E2 or
- Change coolant
NOTE plugs
5.1.56 4/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 8,400 h
5.1.57 5/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.58 6/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015
(*)

5.1.59 7/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.61 1/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.62 2/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.63 3/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


probes
E2 or
- Change coolant
NOTE plugs
5.1.64 4/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 7,200 h
5.1.65 5/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.66 6/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015
(*)

5.1.67 7/7
Dep. 2
MAINTENANCE OF LOW METHANE NUMBER GAS ENGINE

SFGLD 1200 RPM
O&M MM19.09.251_05_2015
information document IO-G-M-00-060e should be studied carefully before the engine is started up for the first
time.
IMPORTANT
5.1.69 1/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.70 2/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.71 3/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


probes
-Check Nox sensors with Nox analyzer (*B*)
E3 or
- Change coolant
- Change Nox sensors (*B*)
NOTE plugs
5.1.72 4/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump
5.1.73 5/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.74 6/7
Dep. 2

SFGLD 1200 RPM
O&M MM19.09.251_05_2015
This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the last
version of Product Information Sheet IC-G-D-30-013e: “Fuel specifications – Low methane number gas”.
(*)
(*B*) Make this maintenance job only if the engine has Nox sensors

5.1.75 7/7
Dep. 2
IO-G-M-00-024e E March 2015

SFGLD 1500 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.77 1/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.78 2/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.79 3/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


probes
- Check Nox sensors with Nox analyzer (* B *)
E2 or
- Change coolant
- Change Nox sensors (* B *)
NOTE plugs
5.1.80 4/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump
5.1.81 5/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.82 6/7
Dep. 2

SFGLD 1500 RPM
O&M MM19.09.251_05_2015
(*)

5.1.83 7/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015
information document IO-G-M-00-060e should be studied carefully before the engine is started up for the first
time.
IMPORTANT
5.1.85 1/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.86 2/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.87 3/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


E1 1.600 h - Inspect the air filters
probes
-Check Nox sensors with Nox analyzer (*B*)
E3 or
- Change coolant
- Change Nox sensors (*B*)
NOTE plugs
5.1.88 4/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump
5.1.89 5/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.90 6/7
Dep. 2

SFGLD 1800 RPM
O&M MM19.09.251_05_2015
(*)

5.1.91 7/7
Dep. 2
IO-G-M-00-068e October 2013
MAINTENANCE OF NATURAL GAS AND BIOGAS SFGM ENGINE

1500 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.93 1/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.94 2/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.95 3/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil

According
E1 SH2 content - Change oil KOHLER MOTOROIL (oil sump and cooler)
paper filter (*B*)


and probes
A
(* *)
E3 3,000 h
vanes

6,000 h
E4 or - Disassemble, clean and adjust all the speed and ignition pick-ups
once a year
- Change coolant
5.1.96 4/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
exceeded.
1600
1500
1400
1300
1200
1100
1000
900
Oil Hours
800
700
600 IC-G-D-25-003 IC-G-D-25-002
500 MOTOROIL 3040 PLUS MOTOROIL 2040
400
300
200
100
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
ppm SH2 / 100% CH4
2 ∗ 100
2/100% 4 =
% 4
ppm SH2 / 100% CH4 = 95
5.1.97 5/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
plugs
NOTE

major interventions
and cams
- Clean oil sump

5.1.98 6/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015

- Inspection of the exhaust manifold and change the heat shield (**)

- Inspect camshafts
- Change damper
- Change coils
5.1.99 7/8
Dep. 2

1500 RPM
O&M MM19.09.251_05_2015
KOHLER.
(*)
(**) Make this maintenance job only if the engine has a non-integrated heat shield

5.1.100 8/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.101 1/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil


and inlet manifold)

5.1.102 2/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.103 3/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil

According
E1 SH2 content - Change oil KOHLER MOTOROIL (oil sump and cooler)
paper filter (*B*)


and probes
A
(* *)
E3 2,500 h
vanes

5,000 h
once a year
- Change coolant
5.1.104 4/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015
OIL CHANGE
exceeded.
1400
1300
1200
1100
1000
900
800
Oil Hours
700
600
IC-G-D-25-003 IC-G-D-25-002
500 KOHLER KOHLER
MOTOROIL 3040 PLUS MOTOROIL 2040
400
300
200
100
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
ppm SH2 / 100% CH4
2 ∗ 100
2/100% 4 =
% 4
ppm SH2 / 100% CH4 = 95
5.1.105 5/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015
700 ∗ 100
2 / 100% 4 =
50
ppm SH2 / 100% CH4 = 1400
plugs
NOTE

major interventions
and cams
- Clean oil sump

5.1.106 6/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015


- Inspect camshafts
- Change damper
- Change coils
5.1.107 7/8
Dep. 2

1800 RPM
O&M MM19.09.251_05_2015
KOHLER.
(*)
(**) Make this maintenance job only if the engine has a non-integrated heat shield

5.1.108 8/8
Dep. 2
IO-G-M-00-051e C October 2013
MAINTENANCE OF NATURAL GAS ENGINE

SFGM 1500 RPM IN ISLAND OPERATION
O&M MM19.09.251_05_2015
1. THE SCOPE OF THE DOCUMENT

This document has the aim of stating a maintenance planning of natural gas engine SFGM 1500 rpm in island
operation. These maintenance guides are based on one average estimation of the 80% of the engine rated
power, without counting the engine remains stationary to calculate the average power.
Both characteristics (engine in island and average power of a 80%) must be watched and KOHLER must have
acknowledge to validate this maintenance planning
IMPORTANT
5.1.109 1/7
Dep. 2

O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil

N1 100 h

5.1.110 2/7
Dep. 2

O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
Control the crankcase pressure (*A*)
5.1.111 3/7
Dep. 2

O&M MM19.09.251_05_2015
- Analyse waste oil

probes
E2 4,000 h - Check damper temperature
8,000 h
E3 or - Measure the exhaust back-pressure
once a year
- Change coolant
NOTE plugs
5.1.112 4/7
Dep. 2

O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 16,000 h
5.1.113 5/7
Dep. 2

O&M MM19.09.251_05_2015
- Check connecting rods

R2 32,000 h


- Inspect camshafts
- Change damper
- Change coils
5.1.114 6/7
Dep. 2

O&M MM19.09.251_05_2015
version of Product Information Sheet IC-G-D-30-002e: “Fuel specifications – natural gas”. Minimum
methane number is specified in the Power Rating of the engine for this application. If methane number is
less than the specified, consult with KOHLER.
(*)
(**) Carry out this maintenance only if the engine has a non-integrated heat shield

5.1.115 7/7
Dep. 2
IO-G-M-00-054e A April 2015
MAINTENANCE OF NATURAL GAS ENGINE SFGLD

(US CERTIFIED)
O&M MM19.09.251_05_2015
1. MAINTENANCE INTERVALS
The satisfactory performance of engines depends on many factors, the most significant being:
- Mode of operation
- Humidity, barometric pressure and air temperature
- Number of hours operating at full load
- Number of hours operating at full speed
- Engine parameters: ignition timing, cooling temperatures, water flows,…
- Fuel and lube oil quality
- Proper loading of engine after start sequence
- Oil and filters changes intervals
- Care taken to ensure that engines are adjusted to factory settings in inspections and maintenance operations
Because of these as well as other similar factors not mentioned, it is difficult to set a precise number of hours of
operation for each engine, before normal servicing becomes necessary.
The maintenance intervals listed in this section do not in any way imply an obligation on behalf of DRESSER-
RAND, and are given only as a guide to users for maintenance scheduling. The number of hours specified for
individual tasks will serve as reasonable limits, which should not be exceeded in order to avoid the risk of
warranty cancellation. The user will determine, according to operating conditions or other circumstances, specific
maintenance schedule for their equipment. It is recommendable to read completely this document before the first
start-up of the engine.
Use only KOHLER POWER original replacement parts or equivalent parts that satisfy all specifications
of KOHLER POWER original parts.
ATTENTION
These circumstances can modify the intervals of maintenance operations:
- Excessive exhaust back-pressure

- Insufficient air supply to intake. Air quality
- High crankcase pressure
- Low oil pressure
- Over heating of the jacket water system (boiling)
- Changes in fuel quality
- High air temperature
- Sudden stops and alarms
- Incorrect realization of maintenance operations
- Deficient installation or ventilation
- Incorrect air/fuel ratio
5.1.117 1/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
2. DAILY MAINTENANCE
2.1. Control of coolant level
The coolant level must be checked daily. It is necessary to ensure that there aren’t air or steam bubbles in the
system. In that case the system must be purged by hand or automatic drain valves must be installed in the top of
the circuit.
CAUTION
NEVER USE DIRTY, HARD OR SALT WATER. COOLANT NOT ONLY PRESERVES ENGINE AGAINST
FREEZING, BUT ALSO PRESERVES ENGINE AGAINST CORROSION AND OXIDATION. SEE IO-C-M-20-001
2.2. Control of oil level
Check the engine oil level every day under identical conditions. This is to be done with the engine idling, after
running for several minutes.
The oil level should never be below the lower indicator mark, nor above the high limit on the dipstick.
Note: If the engine has crankcase gases recirculation system, the oil level on the dipstick could be erroneous
because the pressure in the crankcase is not at atmospheric pressure. Therefore, the oil level must be checked
when crankcase pressure is at atmospheric pressure or the reading must be done in the devices not influenced
by these pressure differences: lube oil level indicator or oil level regulator (with the filling valve closed).
2.3. Daily recording of the engine data
It is necessary to record pressures, temperatures, levels, energy outputs... in order to be able to detect possible
engine operation failures by analyzing the evolution of the aforementioned parameter values.
Note: Daily records may help you to solve performance problems before they arise, because of that, it is
recommendable to record a high number of parameters of engine performance.
2.4. Cleaning of the engine
Several reasons make it desirable to keep the exterior of the engine clean. Dirt from the outside can be drawn
into the intake filters. Further, exterior dirt can get into the engine during normal maintenance in cylinder heads,
crankcase,…
A number of products for cleaning the engine exterior can be used, such as pressurized steam or degreasing
agents. It is necessary to be extremely careful with the electrical components of the engine.
2.5. Clean and keep watch over electrical connectors
Clean the electrical connectors if necessary, but before be sure that there is no tension on them.
ATTENTION
NEVER BRING A FLAME OR MAKE SPARKS NEAR THE BATTERIES. FLAMMABLE STEAM CAN BE
PRODUCED.
5.1.118 2/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
2.6. Lube oil leaks
Inspect plant lubrication piping for oil leaks. Tighten hardware or change seals and gaskets if necessary.
In addition, make sure the dipstick and filling plug on the inspection cover are tight.
2.7. Coolant leaks
Inspect plant water piping for water leaks. Tighten hardware or change seals and gaskets if necessary.
Verify that the drain holes on the water pumps are unobstructed, as their plugging could lead to serious damage.
2.8. Gas leaks
Inspect gas piping for leaks using a gas detector or water with soap. Tighten hardware or change gaskets if
necessary.
CAUTION
NEVER USE A FLAME TO DETECT GAS LEAKS BECAUSE THIS CAN PRODUCE AN EXPLOSION AND
PERSONS CAN BE HURT.
2.9. Speed control linkage
It is necessary to check the ball joints of the speed control linkage for clearances (greased and readjusted where
appropriate).
2.10. Check for sensors
Temperature and pressure measures must be checked in order to detect deviations or broken sensors on engine.
It is also necessary to inspect pressure and temperature sensors of the control system.
2.11. Intake and exhaust Leaks
Check that there are no leaks in the intake and exhaust circuits.
5.1.119 3/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
KOHLER has developed this maintenance program to ensure optimum performance of your engine. Given
that strict adherence to this program will benefit you, it is essential that you follow the instructions detailed in
this manual. Failure to do so may not only jeopardize DRESSER-RAND’s warranty, but also restrict you from


NA 0h
- Change oil (oil sump and cooler)
- Analyze waste oil
N1 100 h - Adjustment of rocker arms and valve lifters. Measure valve height
- Check, and where appropriate, adjust air/fuel ratio (Recommended)
- Inspection and retightening of flanges and clamps. Inspection of battery terminals,

5.1.120 4/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
IMPORTANT

Minor Jobs
coolant leaks

5.1.121 5/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
- Analyze waste oil
- Change oil (oil sump and cooler)
- It is recommended to check, and where appropriate, adjust air/fuel ratio

3000 h @ 1200 rpm
E1
- Inspect air filters
2000 h @ 1800 rpm
proves
6000 h @ 1200 rpm - Check gaskets in the rocker arm covers
E3 4000 h @ 1800 rpm - Disassemble, clean and adjust all the speed and ignition pick-ups
or
- Change coolant
- Check the tightening torque of knocking sensors on stud head (20 Nm)
- The spark plugs change must be made attending the IO-G-M-33-007 product information.
NOTE
- To use an oil other than KOHLER Motoroil 3040 Plus, ask DRESSER-RANDfor the list of homologated
oils.
5.1.122 6/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
ROUTINE MAINTENANCE (Type "R")

Major overhauls
- Check valves driving system: valve lifters, rocker arms, push-rods, ball joints, roller
rocker arms and cams
- Clean oil sump

18000 h @ 1200 rpm
R1
12000 h @ 1800 rpm
5.1.123 7/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
36000 h @ 1200 rpm - Check axial and Radial allowance of Crankshaft

R2
24000 h @ 1800 rpm - Check connecting rods


- Inspect camshafts
72000 h @ 1200 rpm - Recondition oil pump: check gears and change bushings
R3
48000 h @ 1800 rpm - Change crankshaft counterweights fixing screws and washers
- Change damper
- Change coils
5.1.124 8/9
Dep. 2

(US CERTIFIED)
O&M MM19.09.251_05_2015
This maintenance program is specified for dry natural gas. The natural gas specifications are detailed in the
last version of Product Information Sheet IC-G-D-30-021e: “Fuel specifications – natural gas (USA)”.

5.1.125 9/9
Dep. 2
IO-G-M-00-059e A October 2013

O&M MM19.09.251_05_2015

This document has the aim of stating a maintenance planning of natural gas engine SFGM 1800 rpm in island
IMPORTANT
5.1.127 1/7
Dep. 2

O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil

N1 100 h

5.1.128 2/7
Dep. 2

O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
5.1.129 3/7
Dep. 2

O&M MM19.09.251_05_2015
- Analyse waste oil

probes
6,000 h
once a year
- Change coolant
NOTE plugs
5.1.130 4/7
Dep. 2

O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 13,500 h
5.1.131 5/7
Dep. 2

O&M MM19.09.251_05_2015
- Check connecting rods

R2 27,000 h


- Inspect camshafts
- Change damper
- Change coils
5.1.132 6/7
Dep. 2

O&M MM19.09.251_05_2015
(*)
(**) Carry out this maintenance only if the engine has a non-integrated heat shield

5.1.133 7/7
Dep. 2

SFGLD 1500 RPM IN ISLAND OPERATION
O&M MM19.09.251_05_2015

This document has the aim of stating a maintenance planning of natural gas engine SFGLD 1500 rpm in island
IMPORTANT
5.1.135 1/7
Dep. 2

O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil

N1 100 h

5.1.136 2/7
Dep. 2

O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
5.1.137 3/7
Dep. 2

O&M MM19.09.251_05_2015
- Analyse waste oil

probes

6,000 h
once a year
- Change coolant
NOTE plugs
5.1.138 4/7
Dep. 2

O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump
5.1.139 5/7
Dep. 2

O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.140 6/7
Dep. 2

O&M MM19.09.251_05_2015
(*)

5.1.141 7/7
Dep. 2
IO-G-M-00-057e B March 2015
MAINTENANCE OF NATURAL GAS ENGINE SFGLD 1200 RPM

IN ISLAND OPERATION
O&M MM19.09.251_05_2015

This document has the aim of stating a maintenance planning of natural gas engine SFGLD 1200 rpm in island
IMPORTANT
5.1.143 1/7
Dep. 2

IN ISLAND OPERATION
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil

N1 100 h

5.1.144 2/7
Dep. 2

IN ISLAND OPERATION
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.145 3/7
Dep. 2

IN ISLAND OPERATION
O&M MM19.09.251_05_2015


probes
- Analyse waste oil

E2 4,000 h

6,000 h
once a year
- Change coolant
NOTE plugs
5.1.146 4/7
Dep. 2

IN ISLAND OPERATION
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump
5.1.147 5/7
Dep. 2

IN ISLAND OPERATION
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.148 6/7
Dep. 2

IN ISLAND OPERATION
O&M MM19.09.251_05_2015
(*)

5.1.149 7/7
Dep. 2
MAINTENANCE OF PROPANE
SFGM 1500 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.151 1/7
Dep. 2
SFGM 1500 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil

5.1.152 2/7
Dep. 2
SFGM 1500 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.153 3/7
Dep. 2
SFGM 1500 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


E1 1,500 h
probes
4,500 h
once a year
- Change coolant
NOTE plugs
5.1.154 4/7
Dep. 2
SFGM 1500 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 13,500 h
5.1.155 5/7
Dep. 2
SFGM 1500 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.156 6/7
Dep. 2
SFGM 1500 RPM
O&M MM19.09.251_05_2015
This maintenance program is specified for a biogas that fulfills the specifications detailed in the last version of
Product Information Sheet IC-G-D-30-018e: “Propane gas fuel specifications”. If the biogas doesn’t fulfill
the specifications, consult with KOHLER..
(*)

5.1.157 7/7
Dep. 2
MAINTENANCE OF PROPANE ENGINES

SFGM 1800 RPM
O&M MM19.09.251_05_2015
IMPORTANT
5.1.159 1/7
Dep. 2

SFGM 1800 RPM
O&M MM19.09.251_05_2015


NA 0h
- Analyze waste oil

5.1.160 2/7
Dep. 2

SFGM 1800 RPM
O&M MM19.09.251_05_2015

Minor Jobs
coolant leaks
A
5.1.161 3/7
Dep. 2

SFGM 1800 RPM
O&M MM19.09.251_05_2015
- Analyse waste oil


probes
3,900 h
once a year
- Change coolant
NOTE plugs
5.1.162 4/7
Dep. 2

SFGM 1800 RPM
O&M MM19.09.251_05_2015

major interventions
and cams
- Clean oil sump

R1 11,700 h
5.1.163 5/7
Dep. 2

SFGM 1800 RPM
O&M MM19.09.251_05_2015



- Inspect camshafts
- Change damper
- Change coils
5.1.164 6/7
Dep. 2

SFGM 1800 RPM
O&M MM19.09.251_05_2015
This maintenance program is specified for a biogas that fulfills the specifications detailed in the last version of
Product Information Sheet IC-G-D-30-018e: “Propane gas fuel specifications”. If the biogas doesn’t fulfill
the specifications, consult with KOHLER..
(*)

5.1.165 7/7
Dep. 2
IO-G-M-25-001e G January 2015
GAS-FUELED ENGINE OIL SERVICING INSTRUCTIONS
O&M MM19.09.251_05_2015
1. DESCRIPTION
This Product Information document clearly explains an oil monitoring procedure in order to determine oil change
intervals for gas-fueled engines whose specifications are defined in Product Information IC-G-D-25-003e and
IC-G-D-25-002e.
2. OIL CONSUMPTION
A small amount of lube oil is consumed in the combustion process. In general, oil consumption decreases with
the operation of the engine or any rise in temperature. After the first 600 hours of operation, the oil demand
should be considered constant. From then on, it is advisable to check the oil consumption, which should be as
follow:
Engine Standard consumption g/kwh Maximum consumption g/kwh

FGLD/SFGLD/SFGM/HGM 180/240/360/480 0.35 < 0.5
SFGLD 560 0.20 <0.3
SFGM/HGM 420/560 0.15 <0.2
In order to calculate an engine's oil consumption, the following formula applies:
Specific consumption (g/kWh) = [ 897 x Consumption (liters) ] / [ Power (kW) x Hours of operation ]
3. OIL ANALYSIS
As a reference, KOHLER POWER recommends that oil analysis should be conducted as specified in the
maintenance instructions in respect of lubricant for use in gas engines.
Product Information sheet IO-C-M-25-001e describes the oil sampling procedure for its subsequent analysis,
while document IO-C-M-25-004e deals with the oil change procedure.
NOTE
Changing oil from an engine does not only consist in draining the crankcase and cooler, but it also
implies changing the oil filters.
Oil change intervals should not exceed the recommendations (due to the deterioration of the additives), unless
there is a careful oil analysis program established. Even in this latter event, however, remember that rather than
predicting the exact moment additives will fail, laboratory analyses normally aim at detecting engine malfunctions.
It is therefore important to inspect the engine before deciding on any modification of the oil change intervals.
Besides on oil consumption, the useful life of oil is highly dependent upon the thermal and mechanical stress oil is
subjected to, the volume of circulating oil, the engine wear and tear, and most importantly the fuel gas
composition and quality, since the oil change intervals will vary as a function of the quality of the biogas or
biomass gas used as fuel.
With those analyses, wear and tear of the engine can be efficiently monitored and actions taken in order to
ensure good performance at a minimum cost, before serious and costly failures occur.
5.2.1 1/4
Dep. 2
O&M MM19.09.251_05_2015
When requesting an oil analysis, always state the type of oil used as well as the time (number of hours) the oil
charge has been in service, and the engine specific oil consumption. We recommend the following properties are
checked:
- Viscosity - Insoluble substances

- TBN / TAN - Metals
- Oxidation / Nitration - Chlorine
- Water content - Observations
4. INTERPRETATION OF RESULTS
Oil degrades throughout its useful life due to oxidation, loss of effectiveness of the additives, and pollution by
combustion products, fuel, water or solids. This can be checked by reviewing the evolution of the periodical test
results.
Those analyses serve to check the oil contamination levels and to detect potential ill performance of oil. The most
significant test results may be interpreted in the following manner:
- Viscosity
Oil viscosity is a very important feature, since it gives an idea of the working conditions of the oil that coats the
bearings with a lubricating film ensuring the lowest friction and leakage.
An increase in oil viscosity is generally attributable to the presence of oxidation products, dirt, insoluble
substances or wear elements.
Generally, the established oil change frequency prevents reaching the point where oil can no longer accept any
increase in contaminants.
- TBN
It is the function of the alkaline additives contained in oil to neutralize the acidic products that develop during
combustion (mainly strong sulfuric and nitric acids) as well as weak organic acids resulting from oil oxidation
through aging.
TBN is a measure of the oil capacity to neutralize strong acids produced by the fuel combustion. It does not
measure the oil alkalinity, but the alkaline reserve of oil or its acid-neutralizing capacity.
A sharp fall of the TBN may occur due to a low consumption of oil, the use of a fuel rich in sulfur or a small
volume of the oil pan. Oil with a low TBN does not have enough capacity to neutralize the acids which corrode the
engine parts.
- TAN
By measuring the oil acidity, it is possible to prejudge and determine the quantity of products of an acidic nature
contained in the oil. Such acidic products may originate both in the natural oxidation of oil and in its contamination
by sulfur compounds or halogen acids formed during combustion.
- Chlorine
Halogenated compounds, if present in the form of acidic components, may prove very harmful to the engine.
Given their chemical nature, acids of this type of elements are very aggressive, attack almost all the metallic
components of an engine and shorten the working life of lube oil by destroying its reserve of additives.
5.2.2 2/4
Dep. 2
O&M MM19.09.251_05_2015
- Oxidation / Nitration
Oxidation is a chemical reaction of oil with oxygen. Oil oxidation can be fought by adding inhibitors, however, it
will always develop when oil is mixed with air and it will accelerate under the effect of the combustion gas
temperature, contaminants and oxidizing agents. As oxidation grows, the oil loses its lubricating properties and
thickens, organic acids build up, forming deposits and gum.
Nitration occurs in all engines, but reaches high levels in natural gas engines. Nitrogen compounds, formed
during the combustion, make oil thicken and lose its lubricating properties.
- Water Content
The presence of water in oil means there is contamination either through the cooling circuit or due to combustion
steam condensation. Any small amount of water - in particular from the cooling system - which has been treated
with chemical inhibitors will have a harmful effect on oil. It will bring about a reduction of the oil lubricating
capacities and the build up of sludge; also it may induce corrosion.
If Na or B is found in a metals analysis, this means water an/or anti-freeze is present. This will be the case, if
water has leaked out of the cooling system. Both sodium silicate and potassium metaborate are typical inhibitors
and responsible for introducing Si, K or N and B into oil. Another way of detecting the presence of coolant
consists in determining the glycol level in oil.
- Insoluble Substances
A check for insoluble substances will indicate if there are carbonaceous matter, powders, wear-induced particles
and oxidation products present in oil.
The presence of solids in oil affects the oil detergency and dispersancy, giving rise to a fast-growing tendency of
deposit formation in several engine components. Generally, the quantity of insoluble substances is greater when
wear intensifies.
A high content of solids leads to an increase in oil viscosity, wear of bearings and moving parts, and clogging of
filters.
- Content of Metallic Particles
The test includes a measurement of oil-borne metal particles, like:
- Fe: Iron - Pb: Lead

- Cr: Chromium - Na: Sodium
- Al: Aluminium - Sn: Tin
- Cu: Copper - Si: Silicon
Other elements may be added to the above list. It is essential to compare the test results with previous ones
before drawing final conclusions on their meaning.
Metal concentrations in oil are initially low and increase with the operating time of the engine. A sudden rise would
mean abnormal wear and operating conditions. Consequently, it is important to take into account not only the
metals content but also the engine operating conditions and the mechanical interventions carried out on the
engine.
5.2.3 3/4
Dep. 2
O&M MM19.09.251_05_2015
An increase in the content of any metal indicates wear or damage of an engine component. The metal present in
oil can identify the engine part concerned. For example:
- An increase in the content of lead and copper should lead to an inspection of the bearings, bushings...
- An increase in the iron content should bring about an inspection both of the cylinder liners and of the timing
gears.
- A higher content of aluminium may be caused by an incipient peeling of the piston material.
- The presence of silicon is, generally, due to poor filtering of inlet air; however, in biogas applications, this
element originates in the gas fuel itself.
For all those reasons, in determining the oil service life, it will be necessary to implement an analysis program that
provides information on the oil performance tendency or specific details on its evolution.
Initially and until the oil change frequency has been fixed, it is advisable to take oil samples for subsequent
analysis by a specialist laboratory every 100h. Depending on the test results, sampling intervals may then
change. Based on our knowledge and experience, for natural gas fuelled engines, we would recommend
sampling oil at least at the oil's half-life and at oil change.
The high limits of acceptability of an oil for natural gas, biogas or biomass gas engines have been established
from a database obtained through the use of the lubricant in real operating conditions and tests of waste oil.
These are the properties to be analyzed and their high limits of acceptability:
Property Oil from natural gas engines Oil from landfill or digester gas engines
Viscosity + - 25% + - 25%
TBN -50% fresh oil -50% fresh oil
TAN +2 mgKOH/g fresh oil +2 mgKOH/g fresh oil
pH 4,5 4,5
Oxidation 20 Abs/cm 20 Abs/cm
Nitration 20 Abs/cm 20 Abs/cm
Water content Max. 0.5% Max. 0.5%
Insoluble substances Max. 1.0% Max. 1.0%
Fe<100 ppm Fe<100 ppm
Cu<40 ppm Cu<40 ppm
Cr<25 ppm Cr<25 ppm
Metals Sn< 25ppm Sn< 25ppm
Al<20ppm Al<20ppm
Pb<40ppm Pb<40ppm
Na<40ppm Na<40ppm
Silicon Si< 30 ppm Si<75, provided it comes from the gas *.
Chlorine < 800 ppm
* Reaching this limit before the time interval specified in the oil servicing Instruction Sheet will probably be due to
a poor quality of the gas.
The frequency of analysis and the test results determine the oil changing requirements in each individual case.
When altering the oil change intervals, bear in mind not only the test results, but also the engine condition and
operating temperature. If oil and water temperatures are kept within the manufacturer-specified range, in
particular during lengthy periods of operation at low load, the probability of corrosive vapor condensation will be
minimized. This, in turn, will reduce the TBN depletion rate and consequently increase the time oil can be used.
5.2.4 4/4
Dep. 2
OIL SAMPLING PROCEDURE
O&M MM19.09.251_05_2015
1. OBJECT
This Product Information sheet clearly specifies a procedure for collecting oil samples from all KOHLER
engines, for their subsequent analyses.
2. SAMPLING ROCEDURE
- The oil sample for analysis must be representative of the entire operating load. Therefore, always do the
sampling when oil is circulating in the engine, since this ensures product homogenization.
- When collecting oil, take great care to avoid external contamination. In particular, check that the sample
containers are perfectly clean and dry.
- You may sample oil during an oil change, but bear in mind that you should not take samples at the beginning
or end of the oil sump draining process.
- To take samples for analysing the oil condition when there is a sampling valve (unit ref. 31.25.920) available,
remove the cap from the sampling valve.
- Where there is no such sampling valve available, we recommend sampling on a pressure oil line or, failing
this, direct from the oil sump.
- NEVER take samples from the first jet of oil coming out when you open the sampling valve; always drain
about 400ml of oil to eliminate any contaminating residues present in the circuit. When done, reset the valve
cap.
- Finally, stick a label on the sample, stating all the relevant data: date, engine, type of oil, operating time of
engine, operating time of oil, engine oil consumption.
In-line engines V-engines
5.2.5 1/1
Dep. 2
IO-C-M-25-004e A May 2008
KOHLER ENGINE OIL CHANGE INSTRUCTIONS
O&M MM19.09.251_05_2015
1. INTRODUCTION
The useful life of a lube oil charge depends on many and varied factors. Determinants are the oil workin g time,
engine oil co nsumption, type and g rade of fuel, volume of circulating oil, lubricant qu ality, engine condition, oil
temperature, etc.
Oil change frequencies should not exceed the recommendations (due to the degradation of the additives) unless
a careful oil analysis programme is previously implemented. But, even in this event, remember that lab analysis
are normally intended to detect troubles with the engine, rather than predicting the exact time additives will fail. It
is therefore important to inspect the engine before making a decision of modifying the oil change intervals.
Accordingly, when determining the oil life, it is n ecessary to make a series of analysis in order to obtain
information on the oil performance tendency or specific details on its evolution.
Changing the oil charge must be made either in accordance with the maintenance instructions for each type of
engine and application or when the values of the tested parameters have reached their maximum permissible
limits as specified in the oil maintenance instructions in respect of each application, or else when the operating
conditions require that oil be changed before the limit values are reached.
Check the sump oil level daily to detect possible contamination by water or fuel and to make yourself an idea of
the oil condition.
If this visual inspection reveals that oil on the dipstick has lost consistency, flows quickly, is muddy, milky or thick,
then oil must be changed.
Changing the oil of an engine is not limited to draining oil from the sump and cooler, but also implies changing the
oil filters.
2. OIL CHANGE PROCEDURE

The oil change procedure is identical for all type s of engines and must always be performed after stopping the
engine, with the oil still hot, since in this state, oil drains better and faster.
Procedure:
1. Drain the sump. To do so, open the oil sump drain plug or use a draining pump.
If the engine incorporates a the pre-lubricating pump, you can use it as a draining pump.
DRAINING
BOMBA PUMP
DE VACIADO
BOMBA DEPUMP
DRAINING VACIADO
TOMATAP
DRAIN DE VACIADO
DRAIN
TOMA DETAP
VACIADO
Line Engine V Engine
5.2.7 1/3
Dep. 2
IO-C-M-25-004e A May 2008
O&M MM19.09.251_05_2015
It is essential that the amount of oil which remains in the sump be as small as possible, since the useful life
of the next oil charge may be shortened due to the presence and quality of this oil quantity.
Contact with hot oil may cause severe burns.
2. Open the drain plug of the oil cooler and remove the waste oil. Make sure the cooler body is drained.
3. Clean the oil sump through the inspection cover provided for this purpose on one side of the sump.
Do not use any cleaning product likely to leave residues.
4. Set and tighten the drain plugs thoroughly.

5. Now, through the filling plug pour new oil, according to KOHLER's specifications, until the oil level is two
centimetres above the maximum limit on the dipstick.
6. Perform a pre-lubrication cycle, idle the engine and check that the oil level is betwee n the maximum and
minimum marks on the dipstick.
7. Inspect for possible oil leakage in the engine.
8. Check the oil level every day. With the engine at rest and cold oil, the level must reach the maximum mark
on the dipstick. When the engine is idling, the level must be within the max. and min. marks on the dipstick.
If necessary, add oil as per KOHLER specification for each application.
On engines with an automatic oil level controller, oil makeup is continuous.
Dispose of wa ste oil in a controlled manner in comp liance with the prevai ling legislation on wa ste oil
collection and management.
We do not recommend adding extra additives because the oils used in KOHLER engines have been formulated
and produced with state-of-the-art technology so that nothing need be added to the original formulation. Besides,
the use of additives othe r than tho se contained in a given oil is likely to m odify its bala nce, resulting in an
unfavourable performance of oil.
If you can not use any of the re commended types of o il for th e application concerned, you should
consult KOHLER before choosing another type of oil.
5.2.8 2/3
Dep. 2
IO-C-M-25-004e A May 2008
O&M MM19.09.251_05_2015
3. CHANGING OF THE OIL FILTER CARTRIDGE

The oil filter cartridges must be replaced each time you change oil in the engine or when the filters are clogged, a
condition that generates such a low oil pressure in the gallery that the oil pressure alarm is near the setting value.
To dismount the filter:
1. unscrew the filter body with your hand or with the special-purpose spanner;
2. make sure the old gasket comes out with the filter cartridge..
Mounting the filter:
1. Oil the gasket.
2. Screw on the filter and tig hten it slightly. Once the filter is i n contact with the sealing gasket,
give it 3/4 of a turn.
3. Start the engine and check the filter tightness.
4. Tighten further where applicable.
CUERPO DE FILTRO
FILTER BODY
SOPORTE
FILTERDE FILTROS
SUPPORT RACOR DE ACOPLAMIENTO
FILTER COUPLING ADAPTER
Fig. 1 - Oil filter
5.2.9 3/3
Dep. 2
IO-C-M-25-002e April 2004
KOHLER 180/240 ENGINES

CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS
O&M MM19.09.251_05_2015
1. CLEANING OF FILTER
After stopping the e ngine completely or isolating the filter from
the lubrication system by means of a valve:
1.1. Loosen and remove clamp (8).
1.2. Remove the cover and check the top be aring for wear or
damage. Check the O-ring (17) and replace it if necessary.
1.3. Lift the rotor unit and allow oil to flow out through the nozzles
before removing the rotor from the filter body. Hold the rotor body
securely and back off the rotor nut ( 15). Separate the rotor cover
from its body and remove the central support tube (9-11).
1.4. If there is a sheet of paper at the bottom of the rotor, remove

it, since it contains accumulated impurities. If there is no sheet of
paper, remove sludge from the rotor inside with a wooden spatula
or an adequate wooden object and clean the interior of the rotor Fig. 1 - Centrifugal filter
with a cloth. Put a new filtering paper (14).
1.5 Clean the nozzles with a b ronze wire to verify that oil can
circulate freely. Make sure the inside of the shaft is free from
impurities. Check the sha ft bearings for dama ge and excessive
wear. Check the O-ring (12) and replace it if necessary.
1.6. Clean and wash the central support tube and make sure the
filter holes are unobstructed.
1.7. Re-assemble the whole rotor and torque the nut (15) to 9.5
to 10.8 Nm (1 to 1.10 kg).
1.8. Check the bottom bearings housed in the filter body for wear
or damage.
1.9. Remove the cap of t he shutoff va lve (3) and take out the
whole unit. Verify that the spring and valve are not damaged and
move freely. Inspect the seal ( 4) for good condition. Replace it if
necessary.
1.10. Re-assemble the shutoff valve.
1.11. Re-assemble the whole filter, check for free rotation of the
rotor unit and then place the filter cover and fix it with the clamp.
Fig. 2 - Quartering
5.2.11 1/1
Dep. 2
IO-C-M-25-003e A June 2013
KOHLER 180/240/360/480/560 ENGINES

CENTRIFUGAL OIL FILTER MAINTENANCE INSTRUCTIONS
O&M MM19.09.251_05_2015
1. CLEANING OF FILTER
After stopping the engine completely or isolating the filter from the
lubrication system by means of a valve:
1.1. Release and remove the clamp (1).
1.2. Remove the cover and check the top bearing for damage or
wear. Inspect the O-ring (2) and replace it if necessary.
1.3. Lift the rotor unit and allow oil to flow through the nozzles,
before separating the rotor from the filter body. Secure the filter
body and undo the rotor nut (3). Separate the cover from the rotor
body and dismantle the central support tube (4-5).
1.4. If there is a sheet of paper at the bottom of the rotor, remove it,
since it contains accumulated impurities. If there is no sheet of
paper, remove sludge from the rotor inside with a wooden spatula
or an adequate wooden object and clean the interior of the rotor
with a cloth. Put a new filtering paper (7).
1.5. Clean the nozzle with a bronze wire to verify that oil can
circulate freely. Make sure that the inside of the shaft is
unobstructed by impurities. Check the shaft bearings for damage Fig. 1 - Centrifugal filter
and excessive wear. Inspect the O-ring (6) for good condition and
replace it if necessary.
1.6. Clean and wash the central support tube and make sure the
filter holes are unobstructed.
1.7. Re-assemble the whole rotor and torque the nut (3) to 9.5 to
10.8 Nm (1 to 1.10 kgm).
1.8. Check the bottom bearings fitted in the filter body for damage
or wear.
1.9. Remove the cap of the shutoff valve (8) and take out the unit.
Check the spring and valve for damage and freedom of motion.
Inspect the seal (9) and replace it if found damaged.
1.10. Re-assemble the shutoff valve unit.
1.11. Re-assemble the whole filter and check for free rotation of the
rotor unit. Then, put the filter cover and secure it with the clamp.
1.12. With the filter in service, check for possible leaks at seals and
fittings.
Fig. 2 - Exploded
5.2.13 1/1
Dep. 2
IO-C-M-25-011e May 2006
MAINTENANCE OF THE CRANKCASE GAS

O&M MM19.09.251_05_2015
1. MAINTENANCE OF THE RECIRCULATION SYSTEM

Maintaining the crankcase gas recirculation system basically consists in changing the filtering cartridge,
inspecting the installation and performing the start-up procedure after changing the cartridge.
The filtering cartridges must be changed when the hours of operation specified in the maintenance guidelines
have been reached or when the filter is clogged (the red indicator at the top of the filter being completely
extended), whichever first occurs.
NOTE
Make sure you use spare filtering cartridges of model reference: 76.73.484.
Check to see that, with the cartridge, you receive one O-ring for the top of the filter cartridge and another for the
upper part of the body.
1.1. Changing the filtering cartridge
- Release the 4 filtering cartridge locks (1).

- Pull the lower body (3) slightly downwards and the
upper body (2) upwards to separate them. Take care
of possible oil splashing.
- Remove the waste filtering cartridge (4) pulling
downwards smoothly; again oil splashing may occur.
- Remove the O-ring (5) from the top of the external
body of the filter and set a new one.
- Set another O-ring (5) into the upper body and the
new filtering cartridge in the same position as the
used one was.
- Slightly push the new cartridge upwards for a perfect
fit into its housing.
- Replace the external body of the filter, taking care
that the locks match.
- Tighten the locks, fastening all the parts together.
5.2.15 1/3
Dep. 2
IO-C-M-25-011e May 2006

O&M MM19.09.251_05_2015
1.2. Inspecting the installation
- Detach the hose clamps and wash any oil condensate and water out of the hose.
- Clean the pressure control valve.
1.3. Performing the start-up procedure
- Carry out the operations of a normal start-up (see IT-C-A-25-024e). If the red indicator is fully extended, push
it down with your finger, before starting the engine.
- Record the crankcase pressure with the engine on load and the time (number of hours of operation) for the
next filter change. Set the control valve at an initial crankcase pressure of minus 4mbar. This valve shall not
be readjusted until the filtering cartridge is changed again; therefore, we recommend removing its operating
lever.
2 6
°C °F °C
90 1 00 11 1 20 1 40 90 1 00 11
70 0 120 50 90 160 70 0 120
50 32 50
40 60 7
0 0
°C
ALTRONIC CPU-95
°F BAR S IGNITION SYSTEM
0 1 20 14 0 160 3 4 5
50 9 1 2 6 7 PART NO. S /N
32 0
0
40 60 7
0 U.S . PA TENT NO.5.623.209
°C MUST B E I NSTA LLE D P ER FORM CP U-95 II
INST ALLECONFORMEMA NT CP U-95 II
WAR NIN G:KEEP COVE R TIGHT

R WH ILE C IRC UITS ARE LI VE.
AVER TISSE ME NT:GAR DER LE
COUVE RCLE BIE N FERME
CER TIFIED LORS QU E LES.
CLASS I, GROUP D, DIV .2T4
ALTRON IC,INC YOU NGSTOWN,OHIO
1 Crankcase 4 Pressure control valve

2 Blow-by gas breather 5 Oil return line
3 Gas recirculation filter 6 Connecting hoses
The graph below shows the crankcase pressure variation in relation to the hours of operation of the filtering
cartridge.
RELATIVE
PRESIONPRESSURE
RELATIVA
+3 mbar
0 mbar
CRANKCASE
PRESION DEPRESSURE
CARTER
-4 mbar
HOURS OF FUNCIONAMIENTO
HORAS DE OPERATION
5.2.16 2/3
Dep. 2
IO-C-M-25-011e May 2006

O&M MM19.09.251_05_2015
2. TROUBLESHOOTING
At times, the filter clogging indicator will rise when starting the engine after a certain period shut down. This
occurs because the cooling of oil in the outside of the filter leads to an increase in head losses. Once warm, oil
drips and the system operates correctly again.
To check that the filter works alright, remove the cap from the indicator and push the indicator downwards with
your finger, when the engine has warmed up. If the indicator does not rise again, the filter is in good condition. If
after pushing the indicator down, it rises again, change the filtering cartridge even if the specified hours of
operation for maintenance have not been reached.
When the engine is fitted with a crankcase gas recirculation system, it is advisable to measure the crankcase
pressure periodically (every 200 hours). This pressure, being indicative of the balance between the amount of
engine-generated blow-by gas and the exhausted quantity, may denote the occurrence of a failure.
The following table shows the relation between the crankcase pressure and the engine components, suggesting
corrective actions.
Crankcase pressure CAUSE ACTIONS
System ok. Pressure varies from -4 to +3 mbar

from –4 to +3 mbar None
in time
Check clogging indicator. Change filtering

cartridge. Check to see if the valve has been
closed by mistake.
Filter clogged.
Inspect the pipeline of the system to detect any
Greater than +3 mbar plug or undesired throttling of the gas flow.
Possible high blow-by (rings and liners)
Measure the crankcase pressure level, after
disconnecting the recirculation system, i.e. at
atmospheric pressure (by opening the oil filling
plug). See IT-C-A-25-016.
Pressure control valve wide open. Check the valve condition.

Less than –4 mbar
High exhaust of blow-by gases. Check the air filters for good condition.
Make sure the entire run of pipes of the system is

free from spots where condensates could gather.
Many fluctuations Condensate build-up in the system. Verify if the hoses of the system are subject to
excessive ventilation, leading to large amounts of
condensate developing in the hoses. If yes, lag
the cold spots.
5.2.17 3/3
Dep. 2
IO-C-M-25-012e A June 2014
CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER
O&M MM19.09.251_05_2015
1. DISASSEMBLY
Follow the instructions referring to Figure 1 that shows the different parts of the crankcase gas breather.
1. Remove the bolts and nuts nº10 & 4, taking care that the O-ring nº8 does not fall out.
2. Separate the hose from the upper body.
3. Undo nut nº6 and remove washer nº7. Next, detach the lower body nº1 from the upper body nº5, taking care
that the O-ring nº2 does not fall out.
2. CLEANING AND INSPECTION

1. Remove wire mesh nº3 from its housing and clean it with a solution of water, detergent and rust-preventer,
eliminating all accumulated dirt and residues. If the wire mesh is badly damaged, change it.
2. Clean bodies nº 1 & 5 and check to see if the O-rings nº2 & 8 are in perfect condition, flexible and free from
cracks. Otherwise, fit new O-rings.
3. ASSEMBLY
1. Set O-ring nº2 in its seat on lower body nº1. Next, set wire mesh nº3 surrounding the stud that lies inside the
lower body nº1.
2. Fit the upper body nº5 onto the lower body nº1, fixing them with washer nº7 and nut nº6. Take care that the
O-ring does not come off its seat.
3. Connect the outlet of upper body nº5 to discharge pipe nº9, fitting O-ring nº8 in-between and fastening them
with bolts nº4 and nuts nº 10.
4. CHECK FOR LEAKS

1. After starting the system, check there are no leaks; if there are, repair them.
7 8
5 9
4 10
1 3
Fig. 1 – Crankcase Gas Breather
5.2.19 1/2
Dep. 2
IO-C-M-25-012e A June 2014
CLEANING THE OIL SEPARATOR FILTER OF THE CRANKCASE

GAS BREATHER
O&M MM19.09.251_05_2015
5. ALTERNATIVE FOR FV GAS ENGINES
In cases where the upper body nº5 cannot be removed, due to interference with the air filter bracket (gas FV
engines), remove the full gas vent and follow the instructions in point 1 to open it and then clean the metal mesh
following the instructions in point 2.
Loosen the nuts on the cap

and remove the complete
assembly to open it
Photo. 1 – Crankcase Gas Breather
Once the outside of the engine has been cleaned, mount the gas breather assembly as per instructions in point 3
before mounting the entire assembly on the engine.
5.2.20 2/2
Dep. 2
IO-C-M-00-006e F
A February 2012
KOHLER ENGINE
CYLINDER COMPRESSION TEST
O&M MM19.09.251_05_2015
1. AIM
For a correct measurement, you will need both the special tool that fits into the injector or spark plug hole and a
pressure gauge, which is a commercial product (Moto Meter, Facom, etc.), adapting to the said tool.
Whenever you measure the compression pressure of one cylinder, always check all the remaining cylinders as
well. If the fault diagnostic indicates that only one cylinder should be compression-tested, then you can perform
the test, by removing the spark plug from the cylinder and operating the starter motor without turning on ignition.
Compression pressure gauge Compression pressure recording card
2. TEST PROCEDURE
Before starting the test, make sure the engine is warm and
- Diesel and Dual Fuel Engines: all the injection pipes are loose and all the rocker covers removed, thus
preventing the engine from starting while measuring the pressure. Moreover, cut off the fuel supply.
- Gas and Ethanol Engines: disconnect all of spark plug wires, so that the engine will not start while checking
the compression pressure. For safety’s sake, close the gas supply valve and disable the ignition system. Also,
remove all the spark plugs, so the engine can rotate easily.
Next, do the following:
- Diesel and Dual Fuel Engines: Insert the tool with a copper washer in the place of
the jet, to ensure adequate cylinder sealing.
Special tool -
5.2.21 1/3
Dep. 2
IO-C-M-00-006e F
A February 2012
KOHLER ENGINE
O&M MM19.09.251_05_2015
- Gas and Ethanol Engines: Insert the tool with a copper washer in the place of the
spark plug, to ensure adequate cylinder sealing (Fig. 1).
RG ¼” – 19 threads
Fig.1 - Special tool -
Mount the compression pressure gauge on the tool in the cylinder.
- Rotate the engine with the starter, until the line marking on the pressure-recording card stops (normally this
takes 4 to 6 seconds). If unsure, repeat this step. We recommend writing down the number of the cylinder
tested.
- Press the discharge valve of the pressure gauge until the pointer indicates zero.
- Test the remaining cylinders similarly, in correlative order.
ATTENTION
The table below shows compression test values for KOHLER engines: These values are for guidance only,
since compression checks differ if performed on a hot or cold engine; therefore what really matters is the
reading variation among all the cylinders. So, if the compression pressure difference of one cylinder is 2-3 kg/
cm2 lower than for the rest of cylinders, then this cylinder needs servicing.
LCR 12-15 kg/cm2

FGLD
14-18 kg/cm2
GAS ENGINES SFGLD
SFGM
21-24 kg/cm2
HGM
ETHANOL SFE 14-18 kg/cm2
DIESEL TA Y TAB
19-23 kg/cm2
DUALFUEL ENGINES F180
5.2.22 2/3
Dep. 2
IO-C-M-00-006e F
A February 2012
KOHLER ENGINE
O&M MM19.09.251_05_2015
Pay special attention to the starter motor, to prevent overheating after a number of operations. Also, ensure that
the rotational speed is similar, during the test.
3. CONDITIONS CAUSING LOW ENGINE COMPRESSION

The following conditions principally can cause low engine compression:
- Scratched liner; which also implies high oil consumption

- Damaged rings
- Insufficient valve-to-seat sealing due to:
- dirt between valve head and seat;
- abnormal wear of the seat caused by worn / stuck valve guide / rod;
- deposits resulting from combustion problems.
5.2.23 3/3
Dep. 2
IO-G-M-33-001e C June 2013
CONVENTIONAL SPARK PLUG CHANGING AND MAINTENANCE

INSTRUCTIONS
O&M MM19.09.251_05_2015
1. INTRODUCTION
Changing spark plugs correctly is extremely important, because otherwise ignition failure would take place,
affecting the performance of the engine or influencing the engine overhaul routine.
This document thus describes the basic procedure for changing spark plugs in conformity with KOHLER
POWER's recommendations.
2. PRELIMINARY CHECKS
Before installing a new set of spark plugs in an engine, check the following points:
- The spark plugs you are going to install are those specified by KOHLER POWER for the application
concerned.
- You have the appropriate tools, i.e. socket wrench, torque wrench.
- Handling of the parts was correct, no hitting or fall having occurred, which would have damaged the new
elements.
- Each plug has been visually checked and found free from imperfections and mill defects which could impair its
proper operation. You can measure and adjust only some of the KOHLER POWER-referenced spark plugs. In
particular, the spark gap will be measured against the values tabulated below, using thickness gauges (in
the event of one-electrode spark plugs) and a special gap setting tool (in the event of four-electrode
spark plugs).
ATTENTION
It may happen that the actual spark gap differs from the specified value even on new spark plugs. In
this event, adjust the gap with the special tool by separating or approaching the electrodes. Refer to
KOHLER for spark gap for each spark plug.
3. CHANGING THE SPARK PLUGS

Having completed the above preliminary checks, change the spark plugs of the engine according to the following
steps:
1. Stop the engine, then disconnect all the wires of the secondary, taking care to soil the Teflon section of the
same as little as possible and clean this section with an absorbent degreasing paper if stained with oil or any
other substance. Check for electric continuity of any wire suspected of being damaged. If any of the wires is so
damaged or soiled that it would not operate correctly, change it for a new one.
5.2.25 1/3
Dep. 2
IO-G-M-33-001e C June 2013

INSTRUCTIONS
O&M MM19.09.251_05_2015
WARNING
Under certain circumstances, the failure of a spark plug to operate properly may be due to problems with the wire:
either dirt on the wire deviates the spark to earth or the wire contacts are cracked or sulphated, impeding the
electric potential to reach the spark plug.
2. Remove the used spark plugs from the engine with a socket wrench.
3. Insert the new spark plugs (dry, without MOLIKOTE) into their housings in the engine, avoiding as far as
possible to touch the ceramic portion of the same and remove any residual dirt from the surface of this portion,
using an absorbent paper. You can start screwing on the spark plugs manually, making sure the washer is
correctly placed in its seat. Finally, use the torque wrench to fasten the spark plug to the appropriate nominal
tightening torque, i.e. 4.8kgm.
4. Reconnect the wires of the secondary to the spark plugs, using light pressure to click them in place. Now, you
can restart the engine.
5. To prevent the formation of corrosion or sulphation, apply silicone grease onto the connectors and terminals,
which prevents moisture from getting in. Such types of grease include: Dow Corning
DC-4, G.E. G-623 or GC Electronics Z5. Also apply a small amount of grease onto the wire connector and coil.
0.3 mm.
0.3 mm.
Fig.1 - Disposición de Bujía de un electrodo. Fig.2 - Disposición de Bujía de 4 electrodos.
5.2.26 2/3
Dep. 2
IO-G-M-33-001e C June 2013

INSTRUCTIONS
O&M MM19.09.251_05_2015
5. VISUAL INSPECTION OF THE SPARK PLUG CONDITION
ID CONDITION POSSIBLE CAUSE
1 Small deposits of white ashes on the electrodes NORMAL
PREMATURE DETONATION OR IGNITION

2 Electrodes or casing fused (Possible faulty carburetion, ignition timing or poor quality of
the gas used)
ANTIFREEZE RESIDUES
3 Orange-colour residues on spark plug end
(Possible entry of cooling water into the chamber)
4 Granular red deposits on insulator or spark plug end IRON OXIDE DEPOSITS
SILICON DIOXIDE DEPOSITS

5 White-yellowish deposits on the electrodes
(Possible content of silicon in the fuel gas or intake air)
DEPOSITS OF CALCIUM OR BARIUM

6 Rough white deposits on spark plug end (These elements normally proceed from oil, but calcium also
exists in water)
DEPOSITS OF BURNT OIL

7 Hard whitish deposits on the spark plug (Possible wear or scratching of cyl. liner and/or piston rings.
Generally associated with high blow-by)
CINDER DEPOSITS
8 Black specks on the spark plug end (Probably due to incomplete combustion or problems with oil
in the chamber)
In many occasions, the forming of those deposits on the spark plugs is associated with the contamination of a
given motor oil component. It is therefore recommended that oil analysis should be made in order to determine
the oil components out of tolerance.
ID Representative oil component ID Representative oil component

1 Normal oil 5 Silicon
2 Aluminium 6 Water
3 Water, glycol 7 Total solids, iron
4 Iron 8 Total solids, iron
When detecting any of the above mentioned conditions, eliminate the root cause before installing a new spark
plug.
5.2.27 3/3
Dep. 2
IO-G-M-33-002e E July 2013
CONVENTIONAL SPARK PLUG REPLACEMENT CRITERIA IN

GAS ENGINES
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document describes the different methods for detecting spark plug failure in order to establish usable criteria
to determine when the spark plugs in the engine should be replaced.
2. SCOPE OF APPLICATION
Fuel: Gas
Spark plugs: Conventional spark plugs (4 electrodes, J-type, circular electrode…)
See IO-G-M-33-007: Spark plug maintenance. Panorama.
High voltage ignition leads and coils:

 76.64.303 and 76.64.302
 19.33.600 and 76.64.005
 76.64.491 (extender) and 76.64.613
A different spark plug, wire or coil would imply changes to the values used, as shown in this document.
Depending on the ignition system the engine uses, either one or the other criteria can be used.
3. USE OF THE CPU 95 DIAGNOSIS CAPABILITY

The criteria for determining when the spark plugs of a gas engine must be replaced are based on the diagnosis
possibilities offered by the CPU-95 electronic ignition unit.
3.1. Spark reference voltage
In the CPU 95 unit, the necessary voltage for producing a spark at each firing of the engine cylinders is
represented by a unitless number, called “spark reference voltage”. The voltage necessary for producing a spark
at each spark plug is proportional to the "spark reference voltage". So, the usefulness of the “spark reference
voltage” lies in how it changes according to spark plug wear.
For each cylinder, the “spark reference voltage” is viewed in two forms on the CPU 95 unit display:
- Instant value: shown between brackets

- Cylinder average value, labelled CAVG
The display also shows an average “spark reference voltage” value for all the plugs of the engine. This is labelled
EAVG.
The "spark reference voltage" number has an initial value, which basically depends on the coil used, but may also
vary according to the type of wires and spark plugs.
With a new spark plug, the said initial value typically is in the order of 100. As the spark plug wears out (the spark
gap growing larger), this value increases.
5.2.29 1/3
Dep. 2
IO-G-M-33-002e E July 2013

GAS ENGINES
O&M MM19.09.251_05_2015
3.2. Energy level
The CPU 95 system is able to work at any of three energy levels, so that the voltage is adequate to produce the
jump of the spark across the spark plug electrodes. These energy levels are:
- E1: 75 mJ
- E2: 100 mJ
- E3: 125 mJ
As the spark plug gets worn, it will need more voltage to work correctly.
Operating at energy level E3 all the time does not alter the lifespan of the spark plugs compared to operation
with the energy gaps and has the advantage of eliminating the uncertainty of possible misfire-induced shutdowns
prior to the change in the energy levels.
3.3. Description of the operating principle
The KOHLER engines referred to in this document are always set to run at the higher energy level (E3). Under
these conditions, the initial "spark reference voltage" number typically is about 100.
This "spark reference voltage" number will rise up gradually to values of ca. 130-135, at which the spark stops
being consistent and the engine misfires.
Hence, there will be one high CAVG value set to force the CPU 95 to give a (HI SPARK VOLT) warning to
replace the spark plugs.
There are other settings of the CPU-95 which contribute to detecting possible failures in one particular cylinder,
namely:
- Low CAVG limit: if activated, it is most likely related to a short circuit in the spark plug (joined centre electrode
and ground). In this event, readjust the gap.
- Offset between EAVG and CAVG readings. If the difference is much greater than the EAVG value, the
problem may be due to a short circuit in the spark plug in that cylinder. If the difference is greater, this may be
the result of too large a gap or a fault in the spark plug lead. In the event of a fault in the spark plug, readjust
the gap or change the spark plug. If the fault is in the spark plug lead, it has to be replaced.
3.4. Spark plug replacement criteria
The following are the value settings used by the CPU-95 unit program to ensure correct operation of the engines
to which this document applies:
Energy level: E3
Low CAVG value: 90
High CAVG value triggering the Hi Spark Volt alarm: 130 (Alarm on display: HI SPARK VOLT)
High CAVG value setting for detecting ignition failure in the secondary circuit: 135 (Alarm on display: NO SEC.
SPARK)
Maximum difference CAVG-EAVG: 15
Maximum difference EAVG-CAVG: 15
The remaining values that refer to changes in energy levels are not necessary, since the system does not use
them.
5.2.30 2/3
Dep. 2
IO-G-M-33-002e E July 2013

GAS ENGINES
O&M MM19.09.251_05_2015
4. USE OF THE GIS IGNITION UNIT DIAGNOSIS CAPABILITY

The GIS ignition unit has secondary voltage values (kV) which are used to determine if the spark plugs are
reaching the end of their service life. The secondary voltage value increases as the spark plug gap increases and
greater electric arc to generate the ignition spark is required.
Fig.1 – secondary voltage values on the GIS unit screen
5.2.31 3/3
Dep. 2
IM-G-C-33-001e D June 2013
CONVENTIONAL SPARK PLUG INSTALLATION INSTRUCTIONS
O&M MM19.09.251_05_2015
1. FITTING THE SPARK PLUGS

This document describes the basic procedure for fitting spark plugs and connectors in conformity with the
criteria established by KOHLER POWER.
1. To prevent the formation of corrosion or sulphation, apply silicone grease onto the connectors and terminals,
which prevents moisture from getting in. Such types of grease include: Dow Corning DC-4, G.E. G-623 or GC
Electronics Z5. Also apply a small amount of grease onto the wire connector and coil.
2. You can measure and adjust the spark plug gap of some of the referenced spark plugs. Check the spark gap
for each spark plug reference.
- Measure the spark plug gap using thickness gauges.
0,3 mm.
0,3 mm.
Fig.1: Example: 0.3mm gap 1-electrode spark plug Fig.2: Example: 4-electrode spark plug.
3. In the case of four-electrode spark plugs, a special spark gap setting tool as shown in figure 3 ref. 19.75.016 is
used.
Fig. 3
4. The tightening torque should be 4.8 Kgm.
5.2.33 1/1
Dep. 2
IO-G-M-33-003e A January 2006
CHECK OF IGNITION COILS AND SPARK PLUG WIRES
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information Sheet aims to establish a procedure for checking KOHLER gas engine ignition
components, namely the ignition coils and spark plug wires.
KOHLER gas engines permit three configurations that are fitted on the ignition rail (not for coils on rocker arm
covers):
- Quick coupling: consisting of blue ignition coils (76.64.005) and spark plug wires (19.33.600).
- Threaded coupling: comprising black ignition coils (76.64.302) and spark plug wires (76.64.303).
- Threaded coupling: comprising coils (19.33.125) and spark plug wires (76.64.606).
A quick coupling system is very easy to fit, but is subject to oxidation/sulfation in the contact area between coil
and high-voltage wire.
A screwed coupling system is not so easy to fit as a quick coupling, but it ensures improved ignition due to a
stronger electrical connection.
2. COILS
The ignition coil is an electric transformer that transforms a low voltage into a high voltage impulse. The coil is a
component of the engine that barely needs any maintenance. In case of failure, it is necessary to change the
coil for a new one, since it is beyond repair.
Checking consists in measuring the resistance of the primary and secondary windings with a multitester before
fitting the coils into the engine. For references 76.64.005 and 76.64.302, resistance must be in the range of
0.3 to 0.9  for the primary and between 4 and 8 k for the secondary winding. With reference 19.33.125,
the value of the primary winding must be in the range of 0.45-0.65 and the secondary winding must lie
between 9 and 11 kThe photos show how to measure resistance properly, indicating its value as an example.
We do not recommend making this test on coils already fitted in the engine.
When checking the coils, sulphated compounds may develop and must be removed.
Fig. 1 – Measuring the resistance of the primary winding of an ignition coil ref. 76.64.302
5.2.35 1/2
Dep. 2
IO-G-M-33-003e A January 2006
CHECK OF IGNITION COILS AND SPARK PLUG WIRES
O&M MM19.09.251_05_2015
Fig. 2 - Measuring the resistance of the secondary winding of an ignition coil ref. 76.64.302
3. SPARK PLUG WIRES

The high voltage or spark plug wire conveys the high-voltage impulse produced by the coil to the spark plug.
The spark plug generates the spark between its electrodes. For proper operation, the contacts between the
high-voltage wire from the coil and the high-voltage wire to the spark plug must be perfect.
During the inspection according to the maintenance guidelines, check the following before fitting new wires into
the engine:
- the condition of the connection between the high voltage wire and the coil, removing sulphated
compounds if any;
- the tightening torque of the coil fixing screws in the event of a screwed coupling;
- The resistance of the high voltage wire is 5k; therefore, it must be in the range of 4 to 6k.
Otherwise, change the wire for a new one.
Fig. 3 – Measuring the resistance of a spark plug wire ref. 76.64.303
5.2.36 2/2
Dept. 2
IO-G-M-33-004e E April 2012
PRECHAMBER SPARK PLUG INSTALLATION AND

O&M MM19.09.251_05_2015
1. INTRODUCTION
Currently KOHLER has a range of prechamber spark plugs available for mounting on different types of engines.
Spark plugs ref. 76.64.604 are mounted on HGM560 and HGM240 engines. Spark plugs ref. 76.64.416 are
mounted on SFGM560 engines. Spark plugs ref. 76.64.356 are mounted on SFGM Propane engines.
It is extremely important to perform the installation and change of spark plugs correctly; otherwise, ignition failure
may occur, causing engine malfunction or altering routine engine maintenance.
WARNING
There are currently three prechamber spark plugs authorised for KOHLER engines. These models are not
interchangeable and are connected to different high voltage leads and coils.
- Prechamber spark plug 76.64.604: The shape of the plug is similar to that of standard spark plugs for gas
engines.
It is necessary to fit the KOHLER ref. 76.64.606 high voltage lead to connect the spark plugs to the coils.
Fig.1 KOHLER 76.64.604 prechamber spark plug.
The spark plug sleeves for this spark plug model are:
o Ref. 19.10.315A for the HGM 560
o Ref. 19.10.316A for the HGM 240.
The coil for this spark plug model is threaded plug coil ref. 19.33.125
- Prechamber spark plug ref. 76.64.416: This spark plug looks like the standard gas engine spark plugs.
The KOHLER high voltage lead ref. 76.64.303 must be fitted to connect them to the coils.
Fig.2 – KOHLER Prechamber Spark Plug 76.64.416
5.2.37 1/4
Dept. 2

O&M MM19.09.251_05_2015
The spark plug sleeves for this model is the 19.10.316 spark plug for SFGM560 engines.
The coil for this spark plug model is the threaded plug coil ref. 76.64.302
- Prechamber spark plug 76.64.356: The plug has an integrated high voltage lead with quick connection to the
coil. There is also a cap that prevents dirt from entering the spark plug sleeve.
Fig.3 KOHLER prechamber spark plug 76.64.356. The
spark plug sleeve for this model is the 19.10.078D for SFGM Propane engines
The coil for this spark plug model is quick connection coil ref. 76.64.005
This document therefore defines the basic steps for installing or changing the spark plugs to ensure this
operation is done in accordance with KOHLER's criteria.
2. PRELIMINARY CHECKS
- The spark plugs you are going to install are the type specified by KOHLER for this particular application.
- Spark plug sleeves mounted on the engine must correspond to the engine and spark plug reference that you
wish to mount.
- You have the appropriate tools, i.e.
o Spark plug wrench ref. 19.75.030 and torque wrench for prechamber spark plug 76.64.604
Fig. 4 Spark plug wrench 76.64.604
5.2.38 2/4
Dept. 2

O&M MM19.09.251_05_2015
Fig. 5 Spark plug wrench 76.64.416
- .
Fig. 6- Spark plug wrench 76.64.356
- Parts did not suffer any shock or fall during their handling, which could damage the new components.
- You have visually checked all and every spark plugs and found them free from dirt, damage and mill defect
that would impair their operation.
- There is no humidity on the spark plugs.
5.2.39 3/4
Dept. 2

O&M MM19.09.251_05_2015
3. FITTING THE SPARK PLUGS

1. Make sure the engine is cold.
2. Before fitting the spark plug, check to see that there is no dirt or residue in the sleeve.
3. All spark plugs must be fitted with the sealing washer.
4. Insert all the spark plugs in their respective sleeves and screw them slightly. Set the tool or wrench on the
spark plug and torque all the spark plugs to 50Nm.
5. Connect the high voltage lead to the spark plug and then to the coil.
With spark plugs ref. 76.64.356, ensure that the spark plug lead is not trapped between the spark plug wrench
and the spark plug sleeve and cut.
4. CHANGING THE SPARK PLUGS

Make the preliminary checks and then change the spark plugs of the engine according to the following procedure:
1. After shutting down the engine, remove all the wires from the engine's secondary circuit. Clean this area with a
degreasing towel and piece of kitchen roll, if it is stained with oil or another substance.
2. Apply ICH Rel-20 or CRC penetrating oil+mos2 or similar rust loosener to all the spark plugs, allowing a small
amount of liquid to run down the wall of the spark plug sleeve to the threaded area.
3. Remove the used spark plugs from the engine with the spark plug wrench. Do this operation preferably with
the engine cold.
WARNING
If the spark plug has jammed, allow the rust loosener to act longer to be able to remove the plug easily.
4. Fit the new spark plugs (see point 3 – Fitting the Spark Plugs).
5. Re-connect the built-in spark-plug high-voltage wires to the coils.
6. To prevent corrosion or sulphation, apply silicone grease onto the connectors and terminals as a protection
against humidity. Greases of this type include Dow Corning DC-4, G.E. G-623 or GC Electronics Z5.
7. The engine can now be restarted.
5.2.40 4/4
Dept. 2
IO-G-M-33-005e C August 2012:
PRECHAMBER SPARK PLUG REPLACEMENT CRITERIA
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information document describes how to determine when KOHLER POWER prechamber spark
plugs in an engine should be replaced.
Only the prechamber spark-plug that has ceased operating may be changed.
2. SCOPE OF APPLICATION
Engine type: HGM and SFGM
Fuel: Gas Natural, Biogas and Propane
Spark plugs: KOHLER 76.64.356 prechamber and KOHLER 76.64.416 prechamber.
(see IO-G-M-33-007: Spark plug maintenance. Panorama)
Quick plug coil 76.64.005 and threaded plug coil 76.64.302

Ignition module: CPU95 76.64.373
Any alterations to the spark plug or coil may modify the durability of the spark-plugs.
3. SPARK PLUG FAILURE DETECTION

When engine instability makes the spark plug stop, as a result of the limits set in the control system, there are two
parameters that can be checked in order to determine which spark plug is malfunctioning.
3.1. BY CYLINDER EXHAUST TEMPERATURE
Measuring the exhaust temperature in every cylinder, it is possibl e to detect which spark-plug fails on ig nition. A
lower temperature than the other cylinders is an indication of ignition failure and must be changed.
Once the engine has stopped due to instability, the engine will start on a half load and the temperature in each
cylinder will be taken.
This method can be used when the engine is equipped with exhaust thermocouples per cylinder. In other cases
an infrared temperature tester can be used for the measurement.
3.2. USE OF THE CPU 95 DIAGNOSIS CAPABILITY
Sometimes the spark-plug failure can be detected by the CPU-95 voltage reference value for each cylinder. If one
of these values is higher than 200, the spark-plug in that cylinder must be changed.
The following are the value settings used by the CPU-95 unit program to ensure correct operation of the engines
to which this document applies:
- Energy level: E3
- Low CAVG value: 90
- High CAVG value setting triggering the cylinder's high voltage alarm: 150 (Alarm on display: HI SP ARK
VOLT)
- High CAVG value setting for detectin g ignition failu re in the seconda ry circuit: 200 (Alarm on display : NO
SEC. SPARK)
- Maximum difference CAVG-EAVG: 60
- Maximum difference EAVG-CAVG: 60
The other parameters that refer to cha nges in energy levels are not necessary, since the system does not use
them.
If the ignition failure is not solved, check all the ignition system: coils and ignition rail.
5.2.41 1/1
Dep. 2
IO-G-M-33-007e K April 2015
MAINTENANCE OF SPARK PLUGS. OVERVIEW
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document establishes the maintenance intervals for the spark plugs fitted into the different KOHLER
engines.
It is worth reminding that spark plug performance, like the behaviour of other components, depends on a
number of factors, including without limitation:
- Engine duty
- Full load running time
- Full rate running time
- Fuel quality
Accordingly, it is hard to specify a rigorous number of hours a spark plug can be in service before needing
replacement.
Average intervals stated below shall by no means commit DRESSER-RANDto any liability. They are provided
only as a guide to the servicing needs. According to the operating conditions, requirements, and fuel properties,
user has to define whether replacing the spark plugs is necessary before or after the working times suggested in
this document.
2. OPERATIONS SIMULTANEOUS WITH SPARK PLUG REPLACEMENT

Changing spark plugs will take place at the same time as other operations, namely:
- Boroscoping of cylinders to check for absence of polish, scratch, unusual coloration or deposits on the
components of the combustion chamber (liner, cylinder head, valves, pistons and piston rings).
- Check of cylinder compression.
- Inspection of high voltage wires of the ignition system and replacement if necessary. See IO-G-M-33-003.
- Verification and cleaning of the spark plug extender (for engines with the coil on the rocker arm cover - ignition
system defined for explosive environments).
5.2.43 1/2
Dep. 2
IO-G-M-33-007e K April 2015
MAINTENANCE OF SPARK PLUGS. OVERVIEW
O&M MM19.09.251_05_2015
3. GUIDELINES ON SPARK PLUG REPLACEMENT
1200rpm 1500rpm 1800rpm
REFERENCE REFERENCE REFERENCE

REF HOURS HOURS HOURS
DOCUMENT DOCUMENT DOCUMENT
76.64.291 1250 1000
FG/ FGLD natural gas IO-G-M-00-073 IO-G-M-00-074
76.64.375 5000 4000
76.64.292 1250 1000

FG/ FGLD biogas (*) IO-G-M-00-073 IO-G-M-00-074
76.64.375 5000 4000
SFGLD natural gas 76.64.375 4500 IO-G-M-00-067 3750 IO-G-M-00-065 3000 IO-G-M-00-066
SFGLD natural gas ISLAND 76.64.375 7500 IO-G-M-00-057 6000 IO-G-M-00-038 4500 IO-G-M-00-058
SFGLD natural gas PRIME 76.64.292 1000 IO-G-M-00-061
SFGLD natural gas STAND-BY 76.64.292 1000 IO-G-M-00-019
76.64.292 1250 1000 1000

SFGLD biogas (*) IO-G-M-00-067 IO-G-M-00-065 IO-G-M-00-066
76.64.375 4500 3750 3000
76.64.292 2500 2000 1600

SFGLD natural gas LCR 9,3:1 IO-G-M-00-034 IO-G-M-00-024 IO-G-M-00-035
76.64.375 5000 4000 3200
76.64.292 2500 2000

SFGLD natural gas LCR 9,3:1 ISLAND IO-G-M-00-079 IO-G-M-00-078
76.64.375 7500 6000
SFGLD natural gas LCR 8:1 76.64.292 2000 IO-G-M-00-024 1600 IO-G-M-00-035
SFGLD natural gas LCR 8:1 ISLAND 76.64.292 2500 IO-G-M-00-079 2000 IO-G-M-00-078
76.64.292 800 700 600

SFGLD syngas (**) IO-G-M-00-042 IO-G-M-00-003 IO-G-M-00-043
76.64.375 4000 3500 3000
SFGRD natural gas 76.64.292 1000 IO-G-M-00-062
SFGRD natural gas PRIME 76.64.292 1200 IO-G-M-00-063
SFGRD natural gas STAND-BY 76.64.292 1000 IO-G-M-00-064
HGM natural gas 76.64.604 3500 IO-G-M-00-072 3500 IO-G-M-00-070 3500 IO-G-M-00-071
HGM biogas 76.64.604 3500 IO-G-M-00-072 3500 IO-G-M-00-070 3500 IO-G-M-00-071
SFGM natural gas 76.64.685 3000 IO-G-M-00-068 3000 IO-G-M-00-069
SFGM natural gas ISLAND 76.64.685 4800 IO-G-M-00-051 4800 IO-G-M-00-059
SFGM biogas 76.64.685 3000 IO-G-M-00-068 3000 IO-G-M-00-069
SFGM propane 76.64.356 3000 IO-G-M-00-040 3000 IO-G-M-00-041
SFE ethanol 76.64.292 4800 IO-L-M-00-001
NOTE: In most cases, the times specified in this document have been defined to coincide with maintenance
activities E.
In the cases of engines operating at variable speed, it must be apply the value of the highest speed.
(*) If the variation of biogas (LHV) is higher than 10%, it is recommended use the spark plug reference 76.64.292.
(**) If the gas is very dirty, it is recommended use the spark plug reference 76.64.292
5.2.44 2/2
Dep. 2
CYLINDER BY CYLINDER MISFIRE DETECTION USING

EXHAUST THERMOCOUPLES
O&M MM19.09.251_05_2015
1. AIM
To identify the number of the cylinder where misfire (ignition failure) occurred, by fitting exhaust thermocouples to
each cylinder.
This document does not specify the different data recording and processing systems that can be installed for this
purpose. It provides guidelines to perform a diagnosis once engine shutdown has occurred due to high instability
and there is no other justified cause, such as very lean carburetion or breakdown of the engine.
2. SCOPE
These guidelines apply to engines fitted with high-value-added spark plugs, where changing these individually is
justifiable, provided that these engines also include cylinder-by-cylinder temperature monitoring.
3. MONITORING SYSTEM COMPONENTS

The monitoring system consists in temperature sensors fitted to the exhaust manifold for detecting temperature
variations of exhaust gases from each cylinder.
3.1. EXHAUST MANIFOLD
The exhaust manifold includes one tap per cylinder, for insetting the thermocouple.
The thermocouple has a ¼” gas thread.
10.9
"
1/4
G.
R.
107.8
Figure 1.- Temperature probe inset point
5.2.45 1/6
Dep. 2

O&M MM19.09.251_05_2015
3.2. THERMOCOUPLES
There must be one K-type thermocouple per cylinder. This thermocouple has a protective AISI-316 steel sheath,
which contributes to a longer service life.
Figure 2.- K-type Thermocouple
3.3. DATA CAPTURE SYSTEM
Data recording and processing depends on whether the system used is an integral part of the engine controller or
a stand-alone data capture module.
4. DETECTION PROCEDURE
Once any of the spark plugs has failed, the engine operates in an unstable condition that results in a variation of
the engine rotational speed. The misfire detection system (Pastor for electric carburettor and Kassandra for
mechanical carburettor), will immediately detect this variation and output the alarm signal to stop the engine.
No monitoring of other operation parameters permits an early and totally reliable detection of spark plug failure.
Identifying the number of the cylinder where spark plug failure occurred implies the following steps:
- The engine stops on receiving the high rotational instability alarm from the misfire detection system.
- Now, restart the engine and increase power output up to a value that rotational speed variation will permit, i.e.
from 35% to 40% of rated power.
- With the engine running at the a.m. power, check the temperature measured by the different probes. The
exhaust gas temperature that most differs from the other probe readings denotes the cylinder with the faulty
spark plug. Refer to section 5.
- Once you have identified the problem cylinder, stop the engine and change the faulty spark plug.
- Finally, restart the engine and raise power progressively to the rated output.
As the picture below shows, temperature falls sharply and at random in the cylinder where the spark plug failed.
5.2.46 2/6
Dep. 2

O&M MM19.09.251_05_2015
SEE NOTE
BELOW
SHARP FALL IN
TEMPERATURE.
SPARK PLUG FAILED
ENGINE STARTED AT 500 KW.
ENGINE SHUTDOWN DUE TO
ENGINE RATED SPEED
EXCESS INSTABILITY
Figure 3.- Curve of recorded temperatures vs time. The picture to the right shows the temperature values
measured during this time interval.
Note: Differences in excess of 40ºC at rated speed can be attributable to inadequate calibration of the
temperature probe or to the use of different types of probe or lead sections. If it were impossible to achieve the
same range of temperatures for any reason, it would be necessary to take this into account for detecting the faulty
spark plug.
When failure occurs, it is normal to notice a decrease in temperature by 100ºC, as an average value, compared to
the temperature at rated speed.
5. MONITORING WITH GCS-E CONTROL UNIT
5.2.47 3/6
Dep. 2

O&M MM19.09.251_05_2015
Amongst its current options, the GCS-E control unit includes the possibility of monitoring the exhaust gas
temperature of individual cylinders to help identifying any damaged spark plug(s). It is indeed possible to have the
temperature measurements of each thermocouple displayed on the screen of the GCS-E unit.
REMARK: In order to display those temperatures, it is necessary to have the rails/electric connections installed,
which permit this option, and to have previously programmed a PLC and HMI version that includes this option
(according to the associated RO configuration).
Press the button SENSORES [SENSORS] in the main menu to retrieve all the monitored engine parameters,
which includes the temperatures measured at each cylinder.
Figure 4.- Main menu of the GCS-E display
As can be seen on the picture below, the value of the exhaust gas temperature appears, in figures, below each
bar. The bar display allows to identify the probe that records the lower temperature.
Figure 5.- Screen showing the individual exhaust gas temperatures

Press the DIF. button to open a window showing the exhaust gas temperature differences for each cylinder. While
the engine status is RED [GRID], ISLA [ISLAND], REG.VBLE [VAR.SPEED ] and DESC.RAMPA [PROG.
UNLOAD], the GCS-E unit calculates 16 averages, omitting the temperature of the cylinder subject to calculation,
5.2.48 4/6
Dep. 2

O&M MM19.09.251_05_2015
in order to help detecting the failing spark plug. The next screen snapshot shows calculated differences in
temperatures.
Figure 6.- Screen showing temperature differences
The GCS-E unit will activate a WARNING signal – codes “961-976” (probes 1-16) – when the engine operates on
load and the difference, in absolute value, between the exhaust gas temperature measured by the probe and the
average is greater than 50ºC for more than 10 seconds, while power lies between 35% and 40% of rated load.
Since the misfire detection system is activated at a power over 40% of the rating, there is a chance that the
engine will stop due to instability when reaching this setting.
When the above conditions no longer exist, the Warning disappears. However, the user can check the active
alarms display of the GCS-E unit or the Warning Record screen to see if any of the a.m. codes shows up and,
thus, to be able to identify the damaged spark plug.
Figure 7.- Screen showing the active alarms in the GCS-E unit
Press the HISTORIAL AVISOS [WARNING RECORD] button to retrieve the screen showing the warnings that
have been tripped.
5.2.49 5/6
Dep. 2

O&M MM19.09.251_05_2015
Figure 8.- Screen showing the WARNING Record of the GCS-E unit
5.2.50 6/6
Dep. 3
CHECKING THE IGNITION TIMING
O&M MM19.09.251_05_2015
1. DESCRIPTION
This document describes how to check the engine ignition timing.
The timing gun can be connected with the engine running or stopped.
2. CHECKING THE IGNITION TIMING

The cylinders of Line engines and those from 1 to 8 for 16V (or 1 to 6 for 12V) are on the opposite side of the
engine to the timing measurement port. In such cases, the strobe timing gun cables are laid over the engine. In
order to avoid any risk due to moving parts, the strobe gun cables should not be passed from one side to the
other with the engine running.
The following explains how to connect the strobe gun with the engine stopped or running.
2.1. Engine stopped
For Line and V-Engines
1. Connect the gun earth to the ignition rail, engine block or coil earth.
2. Connect the clamp to the secondary of the cylinder where the timing is to be measured. The clamp must
be connected in the right way (See photo)
Image 1 – Strobe gun earth and measurement clamps.
5.2.51 1/3
Dep. 3
O&M MM19.09.251_05_2015
3. Connect earth to the negative terminal of the battery
Image 2 – Earth clamp on battery negative terminal
4. Start engine and go to the operating point chosen to measure the ignition timing.
5. Connect to the + terminal of the battery to make the strobe gun work.
Image 3 – Red clamp on positive terminal of the battery
6. It is normal to connect and disconnect so as not to drain the batteries.
7. Check with the timing gun in the flywheel window.
Image 4 – Measuring the timing
5.2.52 2/3
Dep. 3
O&M MM19.09.251_05_2015
8. Disconnect everything when the engine has stopped. Once the engine has stopped the coils are not
active. In addition, the coils discharge very quickly so there is no risk of them being live as long as they
are well earthed.
2.2. Engine running
1. Only for measuring the timing with V-Engines in cylinders 9 to 16 (16V) or 7 to 12 (12V). These cylinders
are on the same side as the measurement port. This means that you do not have to pass the strobe gun
cables from one side to another. Connect the gun earth to the ignition rail, engine block or coil earth.
2. Stand on an insulated stool, wearing a high voltage glove and helmet with electrical protection screen,
connect the clamp to the secondary of the cylinder where the timing is to be measured.
Image 5 – Connecting the clamp wearing high voltage gloves
3. Connect the earth to the battery
4. Connect to the + terminal of the battery. It is normal to connect and disconnect so as not to drain the
batteries.
To disconnect everything:
1. Disconnect from the + terminal of the battery.
2. Using the insulated stool , wearing a high voltage glove and helmet with electrical protection, disconnect
the clamp from the secondary of the cylinder.
3. Disconnect the timing gun earth.
4. Disconnect the battery earth.
5.2.53 3/3
Dep. 2
IT-G-E-10-001e F January 2015
ADJUSTMENT OF GAS AND ETHANOL ENGINE VALVES
O&M MM19.09.251_05_2015
1. ADJUSTING THE VALVES
This operation aims to set the clearance between the valve lifter and the overhead-valve rocker.
With the engine cold and the cylinder being adjusted at TDC (Top Dead Center) in the compression stroke, the
clearance between the rocker arms and the valve lifters must be:
180/240/360/480 - HGM 240

ENGINE HGM420 / HGM 560
SFGLD/SFGM/SFGRD 560
Intake 0.3 mm / 0.012 in. 0.3 mm / 0.012 in.
Exhaust 0.8 mm / 0.031 in. 0.5 mm / 0.02 in.
Adjustment procedure sequence:
1. Use the barring device to rotate the engine until cylinder #1 in the firing order is at Top Dead Center (TDC) of
the compression stroke. Watch the flywheel marks through the hole in the flywheel housing (see page 3 for
location marks on the flywheel).
NOTE: Rotate until cylinder #1 is in the position corresponding to maximum compression, provided that the
rocker arms do NOT act on the lifters (cylinder is not in valve crossover position). Otherwise, rotate the
crankshaft one complete revolution and set the cylinder in the compression stroke.
2. At the cylinder #1 rocker arm, loosen the ball joint nut (2) and the rocker arm ball joint (3) until the rocker arm
(1) moves freely (see figure 1 on page 2).
3. Loosen the valve lifter lock nut (6) and adjusting screw on the valve lifter (7) (see figure 1 on page 2).
4. Check for proper contact between the valve lifter and the valve stems. The valve lifter should contact both
valves at the same time.
5. While applying pressure on the fixed side of the lifter, carefully rotate the adjusting screw clockwise until it
contacts the valve stem. Tighten the valve lifter lock nut (6) while keeping the adjusting screw from turning.
Be sure the valve lifter is contacting both valves evenly.
6. Inset the proper size feeler gauge between the valve lifter (5) and the rocker arm (1) (see table above). The
valve lifter should contact both valves at the same time.
7. Tighten the ball joint (3) of rocker arm (1) until it contacts the push rod socket (4) and produces a slight drag
on the feeler gauge when it is slid back and forth between the valve lifter and rocker arm.
8. Hold the push rod socket (4) with a screwdriver and tighten the ball joint nut (2).
9. Repeat the same procedure for the other set of valves.
10. Repeat the same procedure for all other cylinders by rotating the engine to bring the next cylinder to the
TDC, in the compression stroke.
5.2.55 1/3
Dep. 2
O&M MM19.09.251_05_2015
6 7 5 1 3 2
Fig. 1 – Valve Adjustment
1 Rocker arm
2 Ball joint nut
3 Rocker arm ball joint
4 Rocker arm pushrod
5 Valve lifter
6 Valve lifter lock nut
7 Adjusting screw
8 Valves
5.2.56 2/3
Dep. 2
O&M MM19.09.251_05_2015
TDC
PMS PMS
TDC
IGN 1-6 IG N
1-8
FLYWHEEL ROTATION FLYWHEEL ROTATION
90
90
12
0°
°
12
0°
6-3 4-5
°
90
90
120°
°
3-4 5-2
2-7
Marks on flywheel Marks on flywheel
180 240
TDC
PMS TDC
PMS
IGN 1-6 IGN
1-8 12-13
FLYWHEEL ROTATION FLYWHEEL ROTATION
16-9
7-12 8-11
° 60 30°
60 ° (PMS)
(TDC) 60°
(PMS)
(TDC)
60°
30°
60°
6-3 4-5
60°
30°
60°
60 °
3-4 ° 60 5-2 30° 60°
10-15
14-11 2-7
10-9
Marks on flywheel Marks on flywheel
420 / 360 480/560
Pairing of Cylinders at Top Dead Center

1 5 3 6 2 4 - - - - - - - - - -
180
6 2 4 1 5 3 - - - - - - - - - -
1 4 2 6 8 5 7 3 - - - - - - - -
240
8 5 7 3 1 4 2 6 - - - - - - - -
1 8 5 10 3 7 6 11 2 9 4 12 - - - -
360
6 11 2 9 4 12 1 8 5 10 3 7 - - - -
1 12 4 10 2 14 6 16 8 13 5 15 7 11 3 9
480/560
8 13 5 15 7 11 3 9 1 12 4 10 2 14 6 16
NOTE
In all cases, when both valves of one cylinder are depressed (open, crossing stroke), the valves of the paired
cylinder are released (closed, on compression stroke) and can be adjusted.
5.2.57 3/3
Dep. 2
IT-G-A-30-001e May 2004
CARBURATION ADJUSTMENT WITH MAIN ADJUNTING SCREW

(MAS)
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document describes the prerequisites of the gas system to be fulfilled before starting gas-fueled engines as
well as the carburation adjustment procedure using the Main Adjusting Screw (MAS).
ATTENTION
The fuel system is fitted with a set of valves which open and close as the engine starts or stops. The carburetor or
MAS do not stop the gas flow.
2. PREREQUISITES
ATTENTION
Do not inhale the fuel gas. Some components of the fuel gas are odourless and extremely toxic. Inhaling fuel gas
can cause injury and even death.
Before undertaking a gas engine start-up process, check that t he gas supply installation complies with the
specified requirements.
The valve train must be operational and the gas pressure downstream of the same must conform to the specified
values.
If there is a previous gas regulation/reduction stage, make sure the outlet pressure is as per specifications.
3. ADJUSTMENT PROCEDURE
This is th e Woodward carburation adjustment procedure for engines with a MAS and ZPR (zero pressure
regulator):
1. Set a tester to measure the differential pressure between the outlet of the zero pressure regulator (supplied by
KOHLER) and the compensating system after th e air filters, or the atmo spheric pressure, depending on
the type of regulator used.
2. Open the general shutoff valves of the gas supply valve train (electric).
3. Check the gas pressure at inlet to the zero p ressure regulator. If supplied by Kohler, the reference value is
the maximum value stated in document IT-G-E-30-001e.
4. Adjust the pressure regulator spring so as to obtain an outlet pressure of 0.0 (± 0.1-0.2) mbar.
5. Close the gas supply valves.
6. Move the adjusting screw to the middle of its travel.
7. Upon completion of this adjustme nt, operate the e ngine with th e ignition fun ction on an d the gas system
shutoff valves closed. This will ensure that there remains no residual gas in the engine.
5.2.59 1/2
Dep. 2
IT-G-A-30-001e May 2004
CARBURATION ADJUSTMENT WITH MAIN ADJUNTING SCREW

(MAS)
O&M MM19.09.251_05_2015
4. AJUSTING THE ENGINE CARBURATION

1. Connect an emission tester to the engine exhaust pipe.
2. Open the fuel gas supply shutoff valves.

3. Actuate the engine starter. Starting with the zero pressure regulator completely closed, open it progressively
and adjust it until the engine starts. With the engine idling, check the oxygen level in the exh aust; it must be
between 2.5 and 5%.
ATTENTION
Always check correct firing of all the cylinders before adjusting the engine carburation. Measuring the temperature
at the exhaust can help you detect misfiring of any cylinder. Engine instability and very high oxygen levels can
denote ignition failure too. Misfiring can cause severe damage to the engine.
4. After reaching appropriate engine coolant and oil temperatures, run the engine at full power, checking the
emission level and adjusting the screw as necessary to ensure engine operation within safe limits.
5. At the engine rated power, adjust the screw so as to reach the emission level required for the installation.
6. Unload the engine completely and, wi th the engi ne idling, adjust the zero pressure regulator so that the
oxygen level at the exhaust is in the range of 2.5 to 5%.
7. Rerun the engine at full power and check the emission level. Adjust the screw, if necessary.
8. Repeat this process until you get a reading of 2.5 to 5% O2 with the engine idling and the expected emission
level at full power.
NOTE
The zero pressure regulat (ZPR) setting influences the air/fuel mixture at no load and on starting the
engine.
The main adjusting screw setting affects the air/fuel ratio at full load.
9. Stop the engine and check if the engine restarts without problem.
CARBURATION SYSTEM
MAIN ADJUSTMENT
SCREW
ZERO
VALVE PRESSURE
GAS
TRAIN REGULATOR
AIR FILTER
TO ENGINE
BARREL
CARBURETTOR HOUSING
5.2.60 2/2
Dep. 2
IO-C-M-35-001e D October 2012
TERRESTRIAL ENGINES' AIR FILTERS. MAINTENANCE
O&M MM19.09.251_05_2015
1. MAINTENANCE OF TERRESTRIAL ENGINES' AIR FILTERS

For higher efficiency, it is essential t hat air filters of terrestrial engines be always in perfect conditions. Therefore,
it is necessary to clean or change the filtering cartridges when the appropriate maintenance schedule so specifies
or when static pressure loss at filter outlet exceeds 38mbar.
2. TERRESTRIAL ENGINE'S DOUBLE-STAGE AIR FILTER MAINTENANCE OPERATIONS

Servicing the terrestrial engine's double-stage air filters imply the following commonest operations.
- Inspection, cleaning and (where appropriate) substitution of the core components of the terre strial
engine's air filters. Generally, the main filter cartri dge can be cleaned three times before its replacement. By
contrast, NEVER clean the safety component, but replace it, as a rule, at the same time as the main cartridge.
- Replacement of the core components of terrestrial engine's air filters. This operation shall be performed in
accordance with the specified maintenance programme or if found damaged or when cartridge cleaning has
reached the a.m. limit.
- Substitution of safety components of terrestrial engine's air filter s. This operation shall be pe rformed
according to the specified maintenance programme or in case of cartridge damage or fouling. NEVER clean
the safety cartridge, always change it when fouled or specified in the maintenance schedule.
2.1. INSPECTION OF THE MAIN FILTER CARTRIDGE
The parameter that determines the fouling level of an air filter is the airflow restriction at the air filter o utlet. On
KOHLER engines, the maximum permissible air flow restriction or pressure loss is 38 mbar and it is measured
with the engine running at rated power and load.
For monitoring their foul ing level, the GUASCO R terrestrial engines' double-stage filters in clude either a
mechanical air flow re striction detector or an electric detector. The mechani cal detector has a re d-coloured
indicator showing up completely when the maximum permissible pressure drop has been reached. The electric
detector consists of a normally open contact that closes when the airflow restriction reaches the a.m. specification
and indicates the fouling condition of the filters by means of a light signal o r by transmitting an electric signal to
the PLC. The system shall be serviced, when the membrane indicator is completely red or the fouling alarm is
given. After servicing a filter with a mechanical fouling indicator, it is necessary to push the "Reset" button on the
indicator to relocate the membrane at its initial position.
Other signs can help detect the plugging of the air filters. A gas engine may be unable to reach its rated power, or
will see its efficiency decrease or even can present carburetion problems (fuel-air mixture becoming richer), if the
air filter does not work p roperly. A diesel engine with failing air filters will have greater specific fuel consumption
and darker exhaust gases.
Always perform filter maintenance with the engine at rest.
For tangentially sealed filters, inspecting the main filtering cartridge will imply the foll owing sequence of
operations:
1. Back off the air filter locknut an d remove the fro nt sealing ring. Also, rem ove the wa sher from the main
cartridge.
2. Extract the main filter cart ridge from the terrestrial engine's filter, avoiding impacts of the cartridge against the
casing.
5.2.61 1/6
Dep. 2
O&M MM19.09.251_05_2015
3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates
4. Verify the condition and appearance of the main filt er cartridge: the filtering pape r should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.
IMPORTANT
Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme (see
point 2.2).
Intake cap
Fouling
detector
Clamp
Safety cartridge
S.C. washer Filter casing

Main cartridge
Front sealing ring
Integrated axial sealing

gaskets
Locknut
M.C.
washer
Fig.1 – Exploded view of a tangentially sealed air filter for terrestrial engines
5.2.62 2/6
Dep. 2
O&M MM19.09.251_05_2015
For radially sealed filters, inspecting the main filtering cartridge will imply the following sequence of operations:
1. Release the metal latches and remove the cover.
casing.
3. Inspect the inside of the filter casing and clean it with a moistened rag. Also check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates.
4. Verify the condition and appearance of the main filt er cartridge: the filtering pape r should be free from
excessive dirt or breakage. Check the paper folds for homogeneous distribution and absence of deformation.
IMPORTANT
Clean the filter cartridge in case of high dust concentration or if specified by the maintenance programme (see
point 2.2).
Main filtering
Safety filtering element
element
Air filter
casing
Fouling
detector
Fig.2 – Exploded view of a radially sealed air filter for terrestrial engines
Both tangentially and radially sealed filters shall undergo other checks of their main cartridge, as follows:
1. Check the elasticity of th e sealing gaskets, mounted on the cartridge, by pressing with your fin ger and
watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth.
2. After checking the condition of the cartridge and cleaning or changing the filter if necessary or specified by the
maintenance programme, reassemble the filter, proceeding in reverse order of its disassembly.
3. Reset the mechanical fouling detector and check the general performance of the en gine when restarted. For
gas engines, also check for correct carburetion, since the mixture could be leaner.
5.2.63 3/6
Dep. 2
O&M MM19.09.251_05_2015
2.2. CLEANING THE MAIN FILTER CARTRIDGE
Before cleaning the m ain cartridge of terrestrial engines' air filters, the i nspection process de scribed in the
previous section should have been carried out .
ATTENTION
Only the mai n cartridge may be cle aned (up to three times according to the mainte nance schedule). The
safety cartridge has to be changed as and when specified in the maintenance programme; it may not be
cleaned using the procedures described below because they would damage the safety cartridge.
There are two methods for cleaning the main filter cartridge: Blow-through and Washing.
2.2.1. Blow-through
NEVER clean the filter cartridge mounted in the filter or on the engine or in the engine room. Moreover, it is
advisable to carry out this operation at a safe distance from any object susceptible to be damaged by blown out
dust. Wear respiratory mask, eye and hand protection.
Maximum recommended compressed air pressure to avoid damage to the cartridge: 6 kg/cm
2
Blow through in the directi on opposite the cartridge's use, from in side out and from top to bottom, turnin g the
cartridge. Keep the gun nozzle at least 5cm away from the internal perforated plate.
2.2.2. Washing
Washing is recommendable only if the filter cartridge has been fouled by contaminants mixing with dust to form
dirt that compressed air will be unable to remove.
This method should not be used more than twice before replacing the cartridge.
1. Detach the major portion of dirt with compressed air or a water jet.
2. Soak the cartridge in water with a solvent for not less than 15 minutes.
2
3. Rinse with a water jet until clear water comes out. Maximum recommended pressure: 2.5 kg/cm .
4. Let the cartridge dry
IMPORTANT
Do not use compressed air for drying.

Do not re-assemble the filter until the cartridge is completely dry and has been checked again.
2.3 SUBSTITUTION OF FILTER CARTRIDGES
Changing the cartridges of terrestrial engines' air filters must take place, with the engine at rest, in a ventilated
room, following these instructions:
1. For tangentially sealed filters, back off the air filter locknut and remove the front sealing ring. Also, remove the
washer from the main cartridge. For radially sealed filters, release the metal latches and remove the cover.
5.2.64 4/6
Dep. 2
O&M MM19.09.251_05_2015
casing.
3. For tangentially sealed filters, remove the washer from the safety cartridge, if this has to be changed, and take
out the safety cartridge.
4. Inspect the inside of the filter casing and clean it with a moistened rag. Also, check the exhaust valve at the
bottom of the filter and eliminate possible dirt build-ups or condensates.
5. Check the elasticity of the sealing gaskets, mounted on the cartridges, by pressing with your finger and
watching the gaskets recover their original form. Wipe the gaskets clean with a moistened cloth
6. Change old cartridges by new ones, making sure their references coincide.
7. Reassemble the filter, proceeding in reverse order of its disassembly. For tangentially sealed filters, verify that
the axial sealing gaskets lean correctly against the filter casing. Take special care when fitting the front sealing
ring, to ensure total tightness. For radially sealed filters, insert the main and safety cartridges into the casing,
as you would put a cork into a bottle; the two cartridges will centre and align themselves automatically.
8. Make sure that all fittings and ducts close hermetically.
gas engines, also check for correct carburetion.
3. MAINTENANCE OF GHF AIR FILTERS FOR TERRESTRIAL ENGINES

The parameter that determines the fouling level of an air filter is the air flow restri ction at the air filter o utlet. On
KOHLER engines, the maximum permissible airflow restriction or pressure loss is 38 mbar and it is measured
with the engine running at rated power and load.
The GHF air filter on KOHLER engines includes either a mechanical airflow restriction detector or an electric
detector. The mechanical detector has a red -coloured indicator showing up completely when the m
aximum permissible pressure drop has been reached. The electric detector indicates the fouling condition of the
filters by means of a light signal or by transmitting an electric signal to the PLC.
Always service the GHF filter, i.e. replace the two filtering cartridges, with the engine at rest.
3.1 CHANGING THE GHF FILTERING CARTRIDGES
Changing the cartridges of a GHF filter must take place with the engine at re st, in a ventilated ro om, following
these instructions:
1. Undo the clamp form one side of the filter.
2. Remove the cover.
3. Disassemble the fouled cartridge.
4. Install a new filtering cart ridge. Do this operatio n as fast as you can to prevent dust and/o r particles from
entering the engine.
5. Fit the cover correctly, observing the direction specified on it.
6. Secure the clamp.
7. Repeat the same o peration for the second cartridge of the filte r, depending on whether the filter has 1 or 2
cartridges.
5.2.65 5/6
Dep. 2
O&M MM19.09.251_05_2015
gas engines, also check for correct carburetion, since the mixture could be leaner.
ATTENTION
NEVER clean a filtering cartridge
COVER
CLAMP
FILTERING CARTRIDGE
CASING
FOULING
DETECTOR
Fig.3 – Exploded view of KOHLER High Flow two-cartridge air filter for terrestrial engines
CASING
CLAMP
FILTERING
ELEMENT
COVER
Fig. 4 – Exploded view of KOHLER High Flow one-cartridge air filter for terrestrial engines
5.2.66 6/6
Dep. 2
IO-C-M-15-001e B September 2013
DAMPER CONDITION MONITORING
O&M MM19.09.251_05_2015
1. INTRODUCTION
It is the damper's function to minimize the impact of the torsional vibrations developing in the crankshaft. These
vibrations originate in the successive explosions that take place in the combustion chambers and are transmitted
to the crankshaft through the pistons and connecting rods.
Damping is achieved as a viscous fluid (silicone) contained in a housing or idle flywheel spreads between the
internal plates secured to the end of the crankshaft. As silicone oil deteriorates in time, servicing becomes
necessary.
There are two methods for monitoring the condition of a damper:
- controlling its temperature
- analyzing the silicone oil.
Whatever the method used, the control frequency shall be established in accordance with the specifications
contained in the Engine Maintenance Guidelines.
2. DAMPER TEMPERATURE CONTROL

Dampers have been fitted with a self-adhesive temperature indicator (ref.16.15.369) for controlling their operating
temperature.
Self-adhesive temperature indicator
This indicator enables an approximate control of the maximum permissible temperature on the damper surface. It
is to be noted, however, that this indicator only records discrete jumps of temperature. The self-adhesive indicator
has ten graduations between the two temperature limits that, in our case, are fixed at 71°C and 110°C. When the
temperature reaches or exceeds a reference value, the colour of the corresponding section or graduation
changes and turns black.
Temperature should be measured at least after one hour of operation at full power. Ideally, the equilibrium
operating temperature of the damper should not exceed 100°C. Above this temperature, silicone loses its
dampening properties and, consequently, the damper stops to operate correctly, which may give rise to an
increase in torsional vibrations, finally leading to severe failures of moving components, including the breaking of
crankshaft, gears, couplings, etc.
Damper Temperature Condition

T = Room Temperature Damper inoperative. Silicone in bad condition: solid.
40ºC < T < 100ºC Ok.
T > 100ºC Overheating. Possible failure of the engine.
It is important that the indicator does not come into contact with such elements as oil, grease, water, etc. Also, it
may happen that the indicator looses its thermal properties and the reagent turns grey after a certain time of
operation. This is why, for permanent temperature monitoring, the indicators should be changed from time to time.
An alternative of this monitoring system consists in measuring the temperature with an infrared thermometer that
permits measurements of the existing or instantaneous temperature.
5.2.67 1/4
Dep. 2
O&M MM19.09.251_05_2015
3. SILICONE SAMPLING METHOD

An analysis of the damper silicone is essential to determine whether its properties are optimum or not.
The filling plugs will be found, diametrically opposed, on the damper cover. If there is a reasonably easy access
to one of those plugs, sampling can be done with the damper installed on the engine. Otherwise, put the
damper in a normal vertical position during the sampling process. As for engines with double damper, both
dampers must be checked.
NOTE
For HGM series it is not necessary to take a periodical silicone sample for analysis. The damper must only be
changed when the schedule program sets it.
It is recommended to place the damper so that both filling plugs are roughly in a horizontal position and to leave it
in that position for at least one hour before starting to take samples. Depending on the damper model, any of
various thread sizes are used for the filling holes and, consequently, the threads vary at either end of the sample
container.
The silicone fluid sampling procedure is described below:
Assuming you know the thread size of the damper plug hole,
prepare a sample container and remove its screw-on cap from
the end to be introduced into the damper.
Remove the filling plug from the damper cover, while holding the
container ready to be inserted immediately.
Screw the container totally into the hole of the filling plug.
Remove the second screw-on cap from the container.
5.2.68 2/4
Dep. 2
O&M MM19.09.251_05_2015
Allow silicone fluid to reach the open end of the sample container.
This may take a few seconds or hours depending on the fluid
conditions and other factors: the higher the temperature, the
shorter the time required.
As soon as the fluid flows out through the open end of the container,
replace the screw-on cap.
Warning!
In order to perform the analysis of a silicone sample, at least 3/4 of the
container must be filled up.
Having a filling plug ready for its relocation on the damper cover,
unscrew the sample container.
Immediately replace the filling plug and torque to 2.5kg (18lb/ft), and seal
it with a punch mark. It is advisable to insert a new O-ring (included in
the kit) and to tighten the plug until matching the previously existing
marks.
Screw the cap on to the end of the container and check that both caps
are fully screwed on, but not forced. (Do not use any wrench.)
IMPORTANT
Cleanness of sample container, filling plugs and areas around the filling hole is essential. It is very important to
limit fluid spillage as much as possible during this process. Excess loss would alter the characteristics of the
damper as well as reduce the possibilities of taking more samples in future. If fluid spillage is null, at least 10
samples can be taken, when using 'Standard' 1cc containers.
5.2.69 3/4
Dep. 2
O&M MM19.09.251_05_2015
3.1. On-site analysis of the silicone sample
A rapid analysis of the silicone condition can be made by observing the color of the sample. The meaning of
possible colors is defined below.
Normal Condition: The original fluid is completely clean and

free from impurities.
Intermediate Condition: The sample has a lightly darkened

color and may contained particles.
Critical Condition: The sample has a dark brown or black

color and has been contaminated by metallic particles.
3.2. Silicone sample analysis performed by the manufacturer
If there is any doubt about the silicone condition, it is recommended to perform a more exhaustive analysis. In
this case it must send a sample to KOHLER in order to perform that analysis.
5.2.70 4/4
Dep. 2
IO-C-M-20-002e E January 2015
MAINTENANCE OF THE COOLING SYSTEM
O&M MM19.09.251_05_2015
1. DRAINING AND FILLING OF COOLING SYSTEM WITH ANTIFREEZE ADDED

This section describes how to fill the cooling system on KOHLER engines and applies to engines as well as to
containerised sets.
Prior to filling, it will be necessary to open the petcocks of the water circuits. On the engine side, the main circuit
petcock lies in the thermostat box or in the inlet pipe to this box. Where no thermostat box exists, the petcock will
be found at the highest point of the circuit. As for the auxiliary circuit, the petcock will generally be in the upper
area of the air cooler or at a high point of the piping.
Fig. 1 - Petcock on thermostat box
With the HGM 420/560, purging is necessary both at the thermostat box and the highest point of the primary
circuit, this being at the cylinder head water outlet manifold.
Fig. 2 – Bleeders on the thermostat box and cylinder head water outlet manifold, HGM 420/560
5.2.71 1/5
Dep. 2
O&M MM19.09.251_05_2015
On the air coolers, radiators or heat exchangers side, both the primary and secondary circuits are fitted with
automatic bleeders that are coupled to a shutoff valve for their inhibition - during the equipment operation, the
valve must be open. For quick filling of coolant, the shutoff valve should be kept open, with the automatic
bleeders removed, until only air-free coolant flows out. At this moment, close the valve and, upon completion of
the whole process, remember to relocate the automatic bleeders and to open their shutoff valve.
Fig. 3 - Automatic bleeder
It is important and necessary, in turn, that in every intermediate high points of the circuit, where there is a high
probability to generate airbags (due to the circuit loops), to install also automatic purges. In this way, it is
guaranteed the purge of such airbags located in different places of the circuit.
Fig. 4 – Collocation of automatic purges in the intermediate high points of the circuit.
5.2.72 2/5
Dep. 2
O&M MM19.09.251_05_2015
There exist two coolant circuit filling procedures:
1. Filling with a ready water and antifreeze mixture. This is the best way of filling coolant circuits. In a tank,
mix water with antifreeze in the adequate proportion (see IO-C-M-20-001e) and then feed this homogeneous
mixture of water and glycol into the engine to the correct level with an electric or gravity pump.
2. Filling with water and adding antifreeze in two stages. This method is not wholly advisable, because the
mixture will not be homogeneous until the water pumps start. As a result, if operators do not operate the
pumps after antifreeze has been added, at specific locations in the circuit, there will be only water which can
freeze after a certain amount of time. Therefore, when using this procedure, it is essential to make sure that
the engine is subsequently run at sufficient load for the thermostats to open, and for water and antifreeze to
circulate through the entire circuit, so that the circuit is filled up and protected against any risk of freezing,
when the engine stops.
Whatever the procedure chosen, verify that the water-antifreeze ratio is adequate (see IO-C-M-20-001e). In order
to determine the concentration of glycol in water, use a hydrometer which measures the density of the water-
antifreeze mixture that must be consistent with the density-concentration correlation table to be provided by the
antifreeze supplier. Another method consists in using a refractometer that directly outputs the concentration
value. In addition to the additives to be used, IO-C-M-20-001e contains a graph showing the mixture freezing
temperatures for a given concentration and the type of antifreeze used: propylene glycol or ethylene glycol.
Petcocks must remain open until no air gets out. Pressurised closed circuits must be filled until pressure slightly
exceeds 1 bar.
Fig. 5 - Typical hose-to-circuit connection, for draining and filling a cooling system
On starting the engine for the first time, open the air vents again once water has warmed up a little, to check that
only water flows out. In the event of air escaping, leave the air vents open until all air has been expelled. If the
pressure in the circuit has dropped significantly, refill as necessary.
ATTENTION
It is very important to ensure there is no air left in the circuit, because air reduces the cooling capacity
considerably and can cause cylinder knocking, water pump cavitation, and a significant decrease of the water
flow rate through the circuits of the engine.
5.2.73 3/5
Dep. 2
O&M MM19.09.251_05_2015
IMPORTANT
Especially on engines running with the main circuit water at 120ºC, it is necessary to purge air again when this
temperature has been reached, because the capacity of air to dissolve in water decreases sensibly as
temperature rises. So, when filling the circuit with cold water, there may be no free air, while at the working
temperature, important air pockets may form in the entire circuit. A similar situation occurs on engines where the
secondary circuit water is at 80ºC.
For draining the cooling circuits, the filling and draining water taps must be at the lowest point of the circuit.
Otherwise, in order to drain the circuit completely, it will be necessary to remove one of the flanges from the lower
area and to put a container under it to collect the water and antifreeze mixture. Draining can be by gravity or using
an electric pump. After coupling a hose to the water tap and starting the pump once pressure permits, open all the
petcocks and bleeders of the circuit being drained, in such a way that air flows through once water has been
completely drained. Where there also exists a water tap in the air cooler, radiator or heat exchanger section,
connect the hose or pump to it and check that water stops flowing out. Finally, close all the petcocks and air
vents.
ATTENTION
Since antifreeze is a contaminant, collect it in an adequate container for subsequent disposal, treatment or reuse.
For a complete draining of the air coolers, radiators or heat exchangers (required in the case of containerised
sets for instance), separate these items from the rest of the circuit, by detaching the relevant pipes. On the water
lines, mount the covers intended for the draining process: the cover for the upper pipeline comes with a
compressed air intake, while the cover for the bottom pipeline has a tap for fixing a hose through which the water-
antifreeze mixture pushed by compressed air will be discharged into an appropriate container.
CAUTION
Before starting the draining process, allow water to cool down in the circuits, because the temperature reached by
water during the engine operation is a source of hazard in case of hot water contact with the human body.
5.2.74 4/5
Dep. 2
O&M MM19.09.251_05_2015
2. INSPECTION AND CLEANING OF THE COOLING SYSTEM

It is necessary to inspect the cooling system periodically, checking in particular hoses, fixing flanges, seals, etc.
for possible leaks.
Keeping the cooling system clean is essential to avoid engine overheating. All the conduits in the engine, and in
the heat exchanger (if any), must be free of deposits and coolant-borne impurities (see IP IO-C-M-20-001e).
To clean the circuit, use an adequate chemical (usually diluted hydrochloric acid) and make it circulate through
the circuit with an auxiliary pump, until all scale and deposits have been removed from the system's pipelines and
ducts.
ATTENTION
Read the product specifications and supplier's recommendations carefully, since several parts of the system may
get damaged in case of excess recirculation of the product. Also, before refilling the circuit with coolant, wash it
thoroughly with water to eliminate all traces of hydrochloric acid.
When handling this cleaning product, take all appropriate safety measures to prevent contact with any part of your
body, since it is very harmful.
CAUTION
Should you observe a decrease in the thermal efficiency of the intercooler or at the prescribed maintenance
intervals, disassemble the equipment for its cleaning. Wipe the tubes clean with a dampened nylon brush. Next
rinse them with plenty of water until no more impurities get out. Water seals shall be changed before
reassembling the intercooler. It is also possible to clean the system with pressure water and special-purpose
devices. As for the other items of the cooling systems, make an adequate cleaning agent circulate through the
intercooler. To clean the oil cooler, do the same.
The water thermostats housed in cast iron boxes must also be checked periodically for correct operation. To do
so, place them in a water tank, heat the tank and check the temperatures at which the thermostats start and end
to open: the first is printed on the base of the compartment containing wax necessary for the operation of the
thermostats, while the second is 13ºC greater than the thermostat's initial opening temperature. If the
measurement differs significantly from those values, change the thermostat.
5.2.75 5/5
Dep. 2
IO-C-M-45-001e B June 2008
MAINTENANCE OF TURBOCHARGER
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information Sheet aims to provid e guidance on how to maintai n the turb ocharger of KOHLER
engines.
2. INSPECTION OF THE TURBOCHARGER

The inspection and possible repair of turbochargers must be carried out by one of G UASCOR official
or authorised Repair Shops.
A turbocharger is a critical component to ensure correct operation of the engine. If the turbocharger does not
work correctly, the engine will not perform as initially sp ecified. Therefore, the turboc harger must undergo a
simple inspection consisting of four checks (that do not require removing the turbocharger), namely:
- Check for axial play: Apply force axially on the shaft and check that there is no axial clearance.
- Check for radial play: Apply force radially on the shaft and check that there is no radial clearance.
- Rotation: Push one of the wheels inwards, while turning it with your h and at the same time in order to
detect friction or seizure. Repeat this process on the opposite side. The wheels must rotate freely, without
touching the casing, turbo plate or turbine insert.
- Blade condition: Visually inspect the blades of compressor and turbine, with a lamp, to see if they are
very dirty or contain foreign materials. Check the wheels, casings and turbine inserts for scratches. Verify
if there are blade edges bent, cracked or indented. Check clearance between blade and casing.
Compressor Turbine Compressor Turbine
Step 1: Axial Clearance Step 2: Radial Clearance
Compressor Turbine Compressor Turbine
Step 3: Rotation Step 4: Visual Inspection
5.2.77 1/4
Dep. 2
IO-C-M-45-001e B June 2008
O&M MM19.09.251_05_2015
If you find any fault during this inspection, you will have to check the turbocompressor completely
in order to solve the problem. In this event, ask KOHLER for the instruction manual specific to
the turbocompressor that needs overhauling or have the turbocompressor checked by one of
KOHLER official or authorised Repair Shop.
After assembling the turbocompressor, do the following:
- Check the turbo assembly and connections for security problems and air or lubricant leaks.
- Check the manifold connections to the turbine as well as the exhaust manifold gasket.
- Remove the oil drainage tube from the turbo. Look if there is oil inside and check the oil circuit for proper
operation (if your engine comes with a pre-lubrication system, you can use it). Once you have finished the
inspection, refit the drainage tube.
- Lubricate the new turbos before starting them. To do so, a dd oil into the oil i nlet and turn t he turbo by
hand a few revolutions.
- Verify that lube oil is clean and that the oil strainers are in good working conditions.
After starting the engine, do the following:
- Refrain from increasing the load excessively, while the coolant temperature in the fresh water circuit
remains below 37ºC.
- Test the engine under full loaded conditions.
- Inspect all air, oil and exhaust gas pipes for leaks.
- Check the turbochargers for unusual noise or vibration when the engine runs at rated load and output. If
noting any excessive noise or vibration, stop the engi ne immediately and contact your local GUASCO R
Technical Assistance Service.
- Keep the engine idling for 3 or 4 minutes before shutting it off.
5.2.78 2/4
Dep. 2
IO-C-M-45-001e B June 2008
O&M MM19.09.251_05_2015
3. CLEANING THE TURBOCHARGER

Dust particles entering the intake air p ipe may cause damage to the co mpressor of the supercharging system.
Bearing in mind that even the most effici ent air filter allows a small amount of dirt to pass through, dirt will adhere
to the compressor blades if there is oil or similar substances on them.
This will unbalance the bl ades and reduc e the effi ciency of the turbo. Ther efore, it is advisable to set up a
compressor cleaning plan based on the operating conditions and to remo ve periodically any dirt particle s
adhering to t he blade surface. To eliminate dirt, avoid inadequate methods like scraping with a screwdriver,
sandpaper, emery cloth or steel wool.
To clean the turbocharger effectively, proceed as follows:
- Disassemble the turbo charger following the in structions in its maintenance manual. Th e parts to b e
cleaned are: the comp ressor housing, the turbine casing, the shaft with compresso r wheel, turbin e
runner, central bearing body, and the turbine plate.
- Dip the components in a container with a solvent (e.g. trichloroethylene) until they are free from grease or
oil residues. Neutral household soap can be used i nstead of solvent, provided it has no chemical effect
on the components.
- Dry the components thoroughly with compressed air. There should be no traces of solvent on the parts.
- Remove any dirt or scale left with a non-metallic brush or plastic scraper. Next, dip the components again
into the solvent.
- After cleaning the components, apply clean motor oil to the friction areas: shaft and bearing body.
Handle the turbocharger components with great care while cleaning and drying them to avoid any
damage.
4. TURBOCHARGER FAILURE ANALYSIS

Due to high pressure and high temperature working conditions, the turbocharger wheels are made very sensitive
to abrasive and other specific operating environments.
Some of the most frequent causes of turbocharger failure include:
Presence of foreign material in the intake system, causing damage to the co mpressor blade profile. Foreign
materials can be of such nature as:
- Weld slag that failed to be removed from the pipes.
- Particles that detach from air filters.
- Nuts, bolts, washers, etc.
- Compressor wheel fixing nut loose and moving along the threaded shaft.
-…
5.2.79 3/4
Dep. 2
IO-C-M-45-001e B June 2008
O&M MM19.09.251_05_2015
Presence of foreign material in the exhaust system, resulting in b reakage, deformation or kno cking of the
turbine impeller blades. Such material can be:
- loose items in the exhaust manifold, namely nuts, bolts, washers and parts that were not removed when
the turbo was last overhauled,
- fragments of broken parts of the engine (valves, valve guides, seats, piston rings…).
Inadequate part clearance leading to collision of the comp ressor wheel or turbine wheel with thei r respective
casing. Incorrect play may result from damaged axial bearings that permit shaft movements beyond normal limits.
Damage to the bearings can originate in:
- contaminated lubricant
- a lack of lubrication
- improper balance of a rotating unit
- high negative pressure at compressor inlet due to air filter clogging
- high back-pressure at exhaust gases oultet.
Abrasion or erosion develop under the action of sands that bite and thin the leading edges of the blades. Sands
and other particles impacting on the blade surface at high speed also produce severe erosion. The presence of
such materials may be due to defective air filtration.
5.2.80 4/4
Dep. 2
IO-G-T-35-001e A October 2010
INTAKE SAFETY VALVE

OPERATING AND MAINTENANCE PROCEDURE
O&M MM19.09.251_05_2015
1. INTRODUCTION
This Product Information document establishes the intake safety valve operating and maintenance procedure.
2. OPERATION AND MAINTENANCE

2.1. OPERATION
Safety valves protect people as well as engines in case of explosions in the intake system of gas engines.
They include adequately calibrated inner springs to ensure the valve opens in case of overpressure building up in
the intake manifold and releases the air-fuel gas mixture until the rated pressure is restored in the intake system.
Also, wrapping the valve externally, there are a few plates whose sole object is to extinguish the fire as it catches.
Finally, an O-ring gasket seals the whole unit during the normal operation of the engine
2.2. INSPECTION GUIDE

1. Intake safety valves shall be visually inspected, on a regular basis, during their service life on the engine.
WARNING
2. Due to residual heat, do not touch these valves after an explosion, since otherwise you would expose
yourself to severe injury.
ATTENTION
3. After an explosion, the fl ame-killing plates must be visually inspected and the valve replaced if said plates
show gaps or any other damage whatsoever.
4. Do not work on the engine when the same is running.
5. Reasons for rejecting a valve during its visual inspection:
- Gaps or incorrect interspace between the flame-killing plates.

- Damage or wear of the plates.
- Gas leaking through the valve due to improper seating of the valve disc as a result of a damag ed
O-ring.
- Loose plates, rotating freely, without strain.
5.2.81 1/2
Dep. 2
IO-G-T-35-001e A October 2010
INTAKE SAFETY VALVE

OPERATING AND MAINTENANCE PROCEDURE
O&M MM19.09.251_05_2015
DAMAGED
DAMAGED EDGES
EDGES
ABNORMAL ABNORMAL
INTERSPACE INTERSPACE
Fig. 1 – Pictures showing reasons for rejecting valves
2.3. MAINTENANCE INSTRUCTIONS
1. In the event the flame-killing plates a re covered with dust, they must be cle aned with no n-corrosive, non-
flammable products.
2. The O-ring may deteriorate due to a geing and chemical attacks, lea ding to gas escape. On detecting gas
leaks, change the valve.
3. For changing the safety valve, refer to the appropriate Maintenance document.
NOTE
NEVER OPEN THE VALVE TO BE INSPECTED; IT COULD GET DAMAGED AND MALFUNCTION.
5.2.82 2/2
Dep. 2
IO-C-M-20-010e A January 2014
MAINTENANCE OF INTERCOOLERS
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document describes the correct maintenance procedure for KOHLER intercoolers.
2. CLEANING THE INTERCOOLER

KOHLER has designed and manufactured its intercoolers with a view to minimising the necessary maintenance
operations.
Therefore, no special maintenance process other than cleaning is necessary for operating the intercooler.
Cleaning specifically implies:
- cleaning the set of plates
- cleaning the water pipes
- plugging the water pipes
Different intercooler models
2.1. Cleaning the set of plates
Excessive dirt build-up on the plate surface reduces the performance of the intercooler considerably. Dirt on the
plates also leads to a pressure drop in the air stream that flows through the cooling core.
To clean the intercooler, it is necessary to remove the cooling core from the air pipework (see section 3). Next,
clean the plates with a jet of warm water.
PRECAUCION
When performing this operation, take care not to damage the plates. Direct the water jet parallel to the
plates.
5.2.83 1/3
Dep. 2
O&M MM19.09.251_05_2015
Then, dry the plates with compressed air. If any plate gets damaged during this process, you can repair it with
long-nose pliers or a special-purpose tool.
If the dirt is not removed by the above procedure, use a solvent, as outlined below, to get a deeper clean.
 Firstly, insert the bundle of plates into a tank where they are completely covered. Add a benzene
(minimum 75%), hydrocarbon (minimum 10%) and alcohol (minimum 2.5%) based solvent, leaving it to
stand for 24 hours. After this time, visually inspect the plates for cleanliness obtained.
 If the previous step does not thoroughly clean the plates, a closed cycle recirculating a cleaning solution
is applied, wherein the flow of solvent through the bundle of plates is strengthened by means of a transfer
pump. The pump should impel 6m3/h at a pressure of 1 bar.
 As a final step, compressed air is used to dry the plates.
Finally, reassemble the cooling core as explained in section 4.
2.2. Cleaning the water pipes
For chemical cleaning of the water pipes inside, it is not necessary to remove the intercooler from the engine or
the cover from the water system. If cleaning is by mechanical means, it will be necessary to remove the water
system covers in order to reach the pipes.
Chemical cleaning is suitable when the parts are not excessively dirty. To clean the pipes, circulate a mixture of
water and special cleaner in the system for at least one hour. Next, check the pipes cleanliness through the water
inlet/outlet. Finally, flush the system with clean water.
In the event of a mechanical cleaning process (after removing the covers), clean the inside of the pipes with a
special brush and then flush the system with water to remove dirt. Finally, reassemble the cooling core as
explained in section 4.
2.3. Plugging the water pipes
If any pipe leaks or is broken, both ends can be plugged with special covers to repair the leak.
NOTA
When the number of plugged pipes exceeds 5% of the total, it is necessary to replace the entire intercooler.
5.2.84 2/3
Dep. 2
O&M MM19.09.251_05_2015
3. REMOVING THE INTERCOOLER

Here is the procedure for removing the intercooler:
- Stop the engine; allow water to circulate for several minutes until it cools down.
- Close the coolant supply (where appropriate) and remove the drain plugs and bleeders to empty the cooling
circuit.
- Release the connectors of the inlet and outlet coolant pipes, taking care not to damage the pipes and seals In
the contact areas. Unscrew the air circuit adaptors and remove the intercooler.
- After removing the intercooler, remove the side covers from the intercooler, taking care not to damage the
surface of the gaskets.
4. FITTING THE INTERCOOLER

Here is the procedure for fitting the intercooler:
- Check and clean the seals contact areas. Change old seals with new ones.
- Set the sealing gaskets in the side covers of the intercooler.
- Fit the side covers and tighten the fixing screws alternately diagonally (top left, bottom right...) to avoid stress
in the covers. The following tightening torques apply:
Screw M6 M8
Tightening torque (Nm) 8,6 21
- Set the intercooler between the two air circuit adaptors and fix it.
- Fit the connectors of the in and out coolant pipes.
- Close the circuit-draining plug and open the coolant supply, with the circuit bleeder still open. After filling the
circuit, close the coolant supply and circuit bleeder.
5.2.85 3/3
Dep. 2
IO-C-M-60-004e June 2007
MAINTENANCE OF PICK-UPS
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document describes the procedure for correct maintenance of speed pick-ups on KOHLER engines.
2. MAINTENANCE OF PICK-UPS
The magnetic pick-ups serve as in stant input of the engine speed or cy cle (expansion or compression) to the
engine control, carburetion, injection and other systems.
Pick-up maintenance is a simple process that shall take place according to th e engine maintenance schedule.
Concretely, the maintenance operations consist in:
- Removing the pick-up: disconnect the cable from the top and unscrew the pick-up from its housing.
- Cleaning the pick-up: wipe the pick-up head with a damp cloth to remove sticking dirt. Do not use any
solvent or other aggressive products that would damage this device.
Also, clean any waste oil, dust, etc. off the two connectors (cable and pick-up) with an electrical circuit
cleaner.
ATTENTION
If you observe any impact, wear or other defect on the pick-up, change it for a new one.
- Adjusting the pick-up: the gap between the pick-up sensor and the moving component must be from 0.5
to 0.8 mm. To adjust the pick-up, screw it in to a stop and then back it half a turn. Next, secure the pick-
up with the locknut and plug the signal cable.
Other pick-ups are availa ble, which p ermit a gr eater clearance between pick-up and movi ng part (0.2 5
and 1mm). However, we recommend you adjust the gap to the abovementioned values.
0,5-0,8 mm
5.2.87 1/1
Dep. 2
IO-C-M-15-003e June 2007
MAINTENANCE OF FLEXIBLE COUPLING
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document provides information for appropriate maintenance of flexible couplings on KOHLER engines.
2. INSPECTING THE FLEXIBLE COUPLING

The flexible coupling on KOHLER engines consists of three major elements: fixing flange to engine, fixing plate
to driven shaft and elastic elements.
Fixing plate to driven shaft
Elastic elements
Fixing flange to engine
According to the hours of operatio n and operating conditions (temperature, dirt, powe r variations…), it will be
necessary to che ck the elastic elements of the cou pling. The m aintenance schedule specifies the in spection
frequencies for each specific application.
Sometimes, a visual inspection of the elasti c elements may be difficult due to the peculiarities of the gen erating
set or propulsion system. Under those circumstances, it will be necessary to carry out this visual inspection with
an endoscope.
When inspecting a coupling visually, pay special attention to the following points:
- Excessive deformation of the circular section: if you notice th at one of the elastic elements deviates
from its original diameter in more than 10%, change it.
New elastic element Deformed elastic element
5.2.89 1/2
Dep. 2
IO-C-M-15-003e June 2007
MAINTENANCE OF FLEXIBLE COUPLING
O&M MM19.09.251_05_2015
- Presence of cracks or indents: change el elastic element if there is any type of cra ck, indent, and sign
of corrosion… on it.
Indent in elastic element
To avoid this type of indents, make sure the elastic elements fits completely into its housing.
- Wear of the element: Change the element when the edges of the cylinder are worn, even if the element
still has its original shape.
- Change in the element hardness: Change the element if its hardness varies from the nominal value in
more than 10%.
A sticker on the elastic element shows its Shore hardness. Example: if the ele ment is SM7 0, its Shore
hardness is 70; therefore, the permissible hardness range is 63 to 77 Shore.
5.2.90 2/2
Dep. 3
USER AND MAINTENANCE MANUAL – ELECTRIC WATER

PUMPS
O&M MM19.09.251_05_2015
1. INTRODUCTION
The following product information describes the correct use and maintenance of the electric water pumps used
by Kohler to pump water in its engine cooling circuits. Kohler uses three kinds of pumps for its installations. The
current inline extended shaft pumps of the primary circuits and engines, the inline split shaft pumps
used beforehand and the base plate pumps for cooling tower circuits.
WARNING! Pumps must be handled by duly qualified individuals. Staff should read carefully and understand the
installation instructions (IT-C-A-20-011) and the user and maintenance instructions before handling the
equipment.
WARNING! Respect danger warnings and the regulations applicable to the place of installation to avoid risks for
people, equipment and the installation itself.
WARNING! Disconnect the installation and/or pump before carrying out any work.
WARNING! Respect the limit values stated in the information supplied with the equipment to ensure the cabinet
and unit in general is safe.
1.1. INLINE EXTENDED SHAFT PUMPS
Standard primary circuit pumps for current Kohler engines are inline extended shaft pumps that are easily fitted
to the piping. The following diagram shows the components of said pumps:
1 - Volute, pump body or housing.

2 – Electric motor.
3 - Impeller.
4 – Impeller fixing nut.
5 - Washer.
6 - O-ring.
7 – Pressure gauge connection plugs.
8 – Mechanical seal
9 – Volute-motor fixing screws.
10 – Purge screw
1.2. INLINE SPLIT SHAFT PUMPS
Kohler used to supply this kind of pump, the main difference with the above pumps being the type of shaft. In
this case the shaft is split and requires a coupling to join the shaft of the electric motor and the volute. This
means we have to check the alignment of the shafts whenever they are handled. The following diagram
shows the components of said pumps:
From 1 to 8, the components are the same as the

inline extended shaft pumps.
9 – Motor-lantern fixing screws.
10 –Housing.
11 –Screw for motor / lantern fixing.
12 –Washers for motor / lantern fixing.
13 –Fixing screws for lantern / volute.
14 –Coupling guard
15 –Impeller shaft.
16 –Spring ring.
17 – Coupling.
18 – Purge screw.
5.2.91 1/5
Dep. 3

PUMPS
O&M MM19.09.251_05_2015
1.3. BASE PLATE PUMPS
Base plate pumps are standard Kohler pumps for cooling circuits with cooling towers. Their installation and
appearance are considerably different. The following diagram shows the components of this kind of pump:
As can be seen, Nº 1, the volute is different with base plate

pumps, but the remaining components from 2 to 18 are the
same as with inline split shaft pumps.
19 – Adapter ring.
20 – Pump support for ≤ 4kW motors.
2. TRANSPORT AND STORAGE

During transport and storage pumps must be protected against humidity and mechanical damage. Pumps must
be transported using authorised lifting equipment that must be attached to the pump flanges and, when
necessary, to the outer circumference of the motor (Protect against possible slippage!). The transport rings of the
motor should only be used as a guide when raising the load.
WARNING! The motor transport rings may only be used to transport the motor and hot the whole pump.
3. MAINTENANCE
When spare parts are needed, check product information IO-C-R-20-001, which describes the repair kits
containing all the parts needed.
WARNING! Disconnect the pump and ensure that no-one can reconnect it before carrying out any repair or
maintenance work.
WARNING! In most cases, fluids are pumped at high temperature, meaning that the pumps must be allowed to
cool before working on them.
5.2.92 2/5
Dep. 3

PUMPS
O&M MM19.09.251_05_2015
Pay special attention to the following elements when the pumps are in operation:
- Bearings: The ball bearings are supplied pre-greased. High-quality lithium grease should be used to grease
the bearings. Under normal conditions they should be packed every 15,000 hours or 2 years in service. In
unfavourable operating conditions, the bearings should be checked, cleaned and greased more often.
- Bearing unit: The temperature of the bearings can be 50ºC higher than the ambient temperature but should
always be less than 90ºC measured on the outside of the bearing housing.
- Coupling: The elastic parts of the coupling should be replaced if they show signs of wear.
- Packing: With versions using stuffing box packing, this should drip slightly. If, after a given period, the leaks
are excessive, the stuffing box flange should be re-tightened and any leaks monitored. If re-tightening is not
possible, then another packing ring should be added. It should not be necessary to change the complete
packing.
- Total head and power efficiency: These should be checked regularly.
3.1. DISMANTLING
The internal components of in-line pumps can be accessed without removing the inlet and outlet piping from the
pump body. Before dismantling the pump ensure that it is both electrically and hydraulically disconnected.
Proceed as follows to dismantle:
- Release the self-priming pump piping (if present).
- Release the nuts retaining the pump cover with the volute casing. Use two extractors to lift the whole unit off.
3.2. ASSEMBLY
The bearings, mechanical seal and gaskets must be inspected before assembling the pump to ensure that all the
components are clean and lubricated. The contact faces of the mechanical seal must be clean but not lubricated.
To re-assemble the pump, proceed in the reverse order to dismantling. With inline split shaft and base plate
pumps, correct alignment of the shaft must be checked with the mounting yoke or a 5mm gauge, checking that
there is a gap of 5mm between the lantern and the coupling all the way round.
3.3. MECHANICAL SEAL
The mechanical seal may drip slightly when running in. However, it should be checked weekly and should be
changed if it continues to leak. Proceed as follows to change the mechanical seal:
• Disconnect the installation and prevent any unauthorised start-up.
• Close the cut-off valves before and after the pump.
• Depressurise the pump by opening the purge screws (Nº 10).
WARNING! Danger of burns when purging the pump and draining off hot fluid.
• If the cable s too short to dismantle the motor, disconnect it.
• Release the motor fixing screws (Nº 9) on the motor flange and remove the latter from the pump with
suitable lifting apparatus.
5.2.93 3/5
Dep. 3

PUMPS
O&M MM19.09.251_05_2015
• Remove the impeller fixing nut (Nº 4), remove the washer beneath it (Nº 5) and remove the impeller (Nº
3) from the pump shaft.
• Remove the mechanical seal (Nº 8) from the shaft.
• Carefully clean the contact surfaces and shaft seat.
• Remove the stationary ring of the mechanical seal with seal collar from the motor flange, remove the O-
ring (Nº 6) and clean the seat areas.
• Place the new stationary ring of the mechanical seal with seal collar on its seat on the motor flange. Use
a few drops of ordinary washing up liquid for lubrication.
• Insert a new O-ring into its groove.
• Place the moving part of the new mechanical seal on the shaft. Use a few drops of ordinary washing up
liquid for lubrication.
WARNING! Observe the torque values stated in Section 4 of these instructions.
• Carefully fit the motor unit in the pump housing, using suitable lifting equipment, and screw in place.
Connect the motor cable.
WARNING! Observe the torque values stated in Section 4 of these instructions
3.4. ELECTRIC MOTOR
Increased bearing noise and unusual vibrations indicate a worn bearing. Replace the bearing if this happens.
However, if the motor needs to be replaced, take the following steps:
• Disconnect the installation and prevent any unauthorised start-up. Close the cut-off valves before and
after the pump and depressurise the pump by opening the purge screws (Nº 10)
WARNING! Danger of scalding by hot liquids.
• Remove the motor power cables.
• Release the motor fixing screws (Nº 4) from the motor flange and lift the latter from the pump with suitable
lifting apparatus.
• Carefully insert the new motor unit into the pump housing with suitable lifting equipment and screw it
down.
WARNING! Observe the torque values stated in Section 4 of these instructions.
• Connect the motor power cable.
5.2.94 4/5
Dep. 3

PUMPS
O&M MM19.09.251_05_2015
4. TORQUES
The table below shows the torque values to be observed after dismantling and assembly operations.
Initial torque
Screw connection Fitting instructions
Nm ± 10%
M10 30
Impeller - shaft -
M12 60
Tighten the screws uniformly
Volute – motor flange M16 100
crosswise
5. FAULTS, CAUSES AND SOLUTIONS

The table below shows the faults, possible causes and solutions to the most common problems. If any
other problem should occur that cannot be resolved, contact the KOHLER Applications Engineering Department.
Fault Possible cause Solution

Pump does not start or Pump jammed. Disconnect the pump, remove the obstruction. If
fails to run the motor is blocked, overhaul/change the motor.
Connection between cable and terminal
Tighten all screws on terminal strip.
loose.
Faulty fuses. Check fuses and change faulty ones.
Faulty motor. Contact the Technical Service Department.
Overload relay tripped Throttle hydraulic flow rate down to rated on the
discharge side of the pump.
Incorrectly set trip relay Reset the overload relay to the correct rated
current stated on the specifications plate.
Thermal overload relay tripped due to Reposition overload relay or protect against the
excessive ambient temperature. heat.
Tripped PTC thermistor in the motor coil. Check motor and fan cover for any dirt/dust and
clean if necessary. Check ambient temperature
and, if necessary, ensure an ambient temperature
of ≤40 º C by forced ventilation
Pump operates at low Incorrect direction of rotation.. Check direction of rotation and change if
power. necessary.
Faulty discharge cut-off valve. Open the cut-off valve slowly.
Speed of rotation too low. Correct incorrect terminal bridging (star instead of
delta).
Air in suction pipe. Eliminate any leaks from the flanges, purge the
pump.
Noisy pump. Insufficient inlet pressure. Increase inlet pressure, ensure minimum required
pressure at inlet port, check inlet side cut-off valve
and filter and clean if necessary.
Damaged motor bearings. Contact the KOHLER Technical Service
Department or a qualified specialist to check the
pump and repair it if necessary.
The impeller rubs. Check the flat seals and alignment between the
lantern and pump housing. Clean if necessary.
5.2.95 5/5
Dep. 3
IO-C-M-20-004e July 2004
MAINTENANCE OF COOLING TOWERS
O&M MM19.09.251_05_2015
1. OPERATION
Cooling tower operation is based on the evaporation of part of the water recirculated by the tower, which absorbs
heat during the process and cools the remaining circulating water.
To facilitate evaporation of the water, it is ne cessary to ci rculate a current of air which mixes as intimately as
possible with the water. The process leads to two important consequences for normal tower operation:
- As a result of the evaporation, the concentration of salts dissolved in the water increases progressively during
tower operation, producing alkaline and acid chemical compounds that can lead to incrustations and corrosion.
- The air passing through the tower is washed by the circulating water, leaving all the impurities contained in the
same either suspended or dissolved. These include smoke, chemical vapour, microorganisms, etc., which are
converted into sludges and corrosive solutions.
The main aim of maintenance programmes is to keep these concentrations under control.
2. MAINTENANCE
The following table lists the operation s that should b e carried out to keep co oling towers in optimum op erating
conditions.
Long
Description of the operation Monthly Weekly Restart
shutdown
Overall inspection of the apparatus 9 9
Clean and wash the tray 9 9 9
Clean the filter 9 9 9
Adjust tray water level 9 9
Check float valve operation 9 9
Check filler surface 9 9
Check nozzles and water distribution system 9 9
Check water quality 9
Check and adjust purge water consumption 9
Check droplet separators and adjustment 9 9
Empty tray and circuit
Check for abnormal noise and vibration 9 9

Check motor consumption 9
Check that fans rotate freely 9
To avoid the accumulation of stagnant water in the tank as a result of rain, leave the drain connection open during
seasonal or long-term shutdowns.
5.2.97 1/2
Dep. 3
IO-C-M-20-004e July 2004
MAINTENANCE OF COOLING TOWERS
O&M MM19.09.251_05_2015
2.1 Float valve and water level
The function of the float v alve is to regularly replace the water lost by evaporation. It is a djusted by moving the
float along the arm to obt ain total closure when the water level i n the tan k reaches the bottom of the o verflow
pipe. Replace the valve if it is worn or the seal is broken and it does not close correctly.
2.2 Spray nozzles
The chrome spray nozzles are fitted to the pressurised water distribution pipes. At the initial start-up or after years
in operation dirt from the pipes, incrustations or ageing may occur, leading to defective water distribution. In this
case they must be either cleaned or replaced. To access the nozzles, remove the ventilation section of the tower
located above the water inlet connection.
2.3 Pump inlet filter
All pump inlet connections are protected with a stain less steel mesh filter. To a ccess and them and cl ean them
regularly, some of the horizontal strips making up the air inlet g rid must be moved apart, allowing them to be
removed very easily.
2.4 Fan motor
The motor is directly connected to the f an in all towers, with no transmission mechanism, meaning that regular
maintenance is practically unnecessary. However, it should be checked at least once a year, removing any
incrustations or dirt that might have accumulated on its exterior, hindering correct cooling.
5.2.98 2/2
Dep. 3
IO-C-M-20-005e A Feb. 2012
USER AND MAINTENANCE MANUAL – STANDARD PLATE HEAT

EXCHANGERS
O&M MM19.09.251_05_2015
1. RECOMMENDATIONS FOR USE
Plate heat exchangers are designed for certain specific pressure, flow and temperature conditions and for certain
fluids on both sides. Changing any of these characteristics may damage the exchanger plates or gaskets.
Therefore, never change the operating conditions of the exchanger. If a change in operating conditions is
unavoidable, consult the KOHLER Engineering Applications department to see whether any component or the
whole exchanger needs to be replaced.
Regular visual checks must be carried out to ensure that the plate heat exchanger is working as per design
conditions. During operation, care must be taken to avoid water hammer or sudden temperature changes that
could damage the exchanger.
1.1. SERVICE SHUTDOWN
During shut downs some fluid may leak out as the temperature of the exchanger falls. This makes it necessary to
have some way of collecting said leaks. If the exchanger is outdoors, measures must also be taken to avoid the
fluids freezing.
If the plate heat exchanger is shut down for a prolonged period, it will be necessary to drain the fluids and leave it
depressurised to avoid deterioration. It should also be thoroughly cleaned and stored correctly until it is returned
to service.
1.2. STORAGE
If the exchanger is to be stored for a prolonged period, more than a month, the following measures should be
taken to prevent premature deterioration of the exchanger:
 First let the exchanger cool down.
 Drain all the circuits.
 Lubricate all the nuts and bolts.
 Loosen the heat exchanger screws to a maximum distance of “at +10%”. This prevents the gaskets from
being under excessive pressure and stops particles of dirt entering the exchanger. A notice should be put
on the exchanger, so that the person starting it up again realises that the nuts need to be tightened.
 Cover the equipment with a black plastic sheet to prevent light damaging the gaskets.
 Store the exchanger, preferably somewhere where the ambient temperature is between 15 and 20ºC and
the humidity is no higher than 70%. If possible, place the exchanger in a wooden box lined to stop water
from getting in.
 Do not store the equipment in an ozone atmosphere caused by electric motors, welding equipment, etc.
as ozone affects the gaskets. Neither should it be stored near organic or acid solvents, heat sources or
UV radiation.
5.2.99 1/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
2. MAINTENANCE
To increase the life of the equipment and its performance, the following actions should be taken at least once a
year:
 Check project flow rates and temperatures.
 Look for any damage and/or leaks.
 Use a cloth to clean the painted surfaces and check their condition. If necessary, repaint any worn areas.
 Check and clean nuts and bolts. Grease the threads with Molybdenum grease or a corrosion inhibitor.
Take care that the oil and grease do not come into contact with the gaskets, as they will deteriorate.
 If the screws on the counterflange are loosened, clean them and lubricate with light oil.
If a reduction in the performance of the equipment is detected, it should be cleaned. If it is very dirty, all the plates
will have to be dismantled and cleaned one by one. If not, then it can be “Cleaned In Place” (CIP) without
dismantling the equipment. The following points describe both kinds of cleaning.
2.1. CIP CLEANING
With CIP cleaning it is not necessary to dismantle the exchanger, but we need a set of valves and pipes to isolate
the exchanger from the rest of the circuit and send the flow in the opposite direction. Another important factor is
that the dirt must be soluble in the detergent or other product used, while the latter must be compatible with the
material of the plates and gaskets. Check with KOHLER to make sure you have chosen the right detergent.
WARNING! When handling cleaning products, wear safety gloves, mask and glasses.
This type of cleaning is normally carried out when the circulating fluids contain large particles. The following are
the correct steps to take for CIP cleaning:
 Drain all fluid from the exchanger so that it is completely empty and rinse with warm water.
 Empty the exchanger again and circulate the water-detergent solution in the opposite direction to normal
operation (Backflushing). The pressure and flow rate should be as high as possible and never less than in
operating conditions. You should follow the instructions of the manufacturer of the cleaning product, but
the process should last for at least 30 minutes.
 After the CIP cleaning, use mains water to rinse the exchanger for at least as long as for the cleaning
itself.
This type of cleaning can also be carried out without recirculating the fluid, simply fill the exchanger with the
cleaning product and remove it later by rinsing with abundant water.
5.2.100 2/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
2.2. MANUAL CLEANING
When there is a lot of dirt and the performance of the exchanger has fallen considerably, the plates should be
dismantled and cleaned one by one. To do so, first dismantle the exchanger and carefully remove the plates,
clean it and finally reassemble it. The following points describe the steps to be taken for correct manual cleaning.
 The exchanger should be opened when it is cold and depressurised. The correct course of action is to
isolate it from the rest of the circuit, let it cool down to 35ºC and drain it completely, collecting the fluid in a
tray or along a waste disposal channel so that it can be disposed of correctly.
 Clean the whole exchanger with a cloth, especially the guide rails, in order to allow the plates to slide
more easily. Also clean the threads of the tie bars and grease them lightly.
 Before dismantling the exchanger, it is very important to make a notice of distance “a” and you should
mark the plate pack with a coloured diagonal stripe to ensure that the plates are reassembled in the same
order.
 Dismantle the exchanger after cleaning it and making a note of distance “a”.
WARNING! This action should be carried out by two people wearing safety gloves to ensure personal safety, as
the sharp edges of the plates can cause cuts.
 The first step is to loosen the bolts two by two, alternating those diagonally opposite each other.
 Once all the bolts have been loosened, remove the nuts and then the bolts. Two bolts should remain on
each side to prevent the plates from falling sideways, especially with exchangers installed on ships.
 Before extracting the plates, remove the movable pressure plate. Some exchangers have a safety stop.
In this case, first push the pressure plate to the limit and then move the plates to the limit as well and
leave them resting on the fixed pressure plate. While one operator holds the plates, the other releases
the safety stop and pushes the fixed pressure plate to the end of the guide rail. We can now release and
extract the plates, taking great care not to damage them or the gaskets.
 The plates must be numbered on extraction so that they can be reassembled in the same order. Pile
them up carefully, ensuring that they do not fall over and either damage themselves or injure someone.
5.2.101 3/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
 All damaged gaskets and any stuck to the exchanger should be removed with acetone.
WARNING! When handling cleaning products, wear safety gloves, mask and glasses.
 Clean the plates with abundant warm water and a brush with bristles of nylon or other soft material. Never
use brushes with metal bristles or any abrasive material, as this would damage the plates and gaskets. If
they are very dirty, a high-pressure water hose can be used or the plates can be immersed in a bath with
water and detergent for a while before cleaning with a brush.
 Before assembly, rinse the plates with abundant water and remove any foreign bodies that may be on the
gaskets.
WARNING! If any plate is damaged and in bad condition, check those before and after it as they may also be
damaged.
After the plates have been removed and cleaned, they must be refitted by carrying out the same steps for
removing them in the reverse order. Before refitting the gaskets, clean all parts of the exchanger before replacing
the plates, to avoid particles getting in.
 Before refitting the plates, check that they and the gaskets are clean and particle-free, a small grain of
sand on a gasket will lead to leaks during operation. The plates must be completely clean and dry before
they can be refitted.
 The plates must be fitted in exactly the same order as they were initially. The face with the gasket must
always face the fixed pressure plate. Apply silicone grease to the back of the gasket seat to prevent it
from sticking to the neighbouring plate.
 The operation should be carried out by two operators, one to hold the plates resting against the fixed
pressure plate while the other inserts the other plates. You should also fit two tie bars as shown in the
figure, to avoid the plates falling sideways, especially with exchangers installed on ships.
 Once the plates have been fitted, they must be tightened by tightening bolts diagonally opposite each
other alternately. This should be carried out as accurately as possible, checking this with the plate sin the
frame, ensuring that the deviation is no more than 5mm.
 Once the plates have been fitted, check that the operation has been carried out correctly. For this, we
have the visual reference of the coloured stripe painted before dismantling the unit, and we should see
that the plates look like a honeycomb, as shown in the middle figure. If this is not the case, then one or
more plates have been fitted incorrectly.
 To finish, check that distance “a” lies between the minimum and maximum indicated on the plate. This
tightening distance should be checked at the bottom, in the middle and at the top of the exchanger. You
should finally tighten to the amin measurement after a period in operation or after fitting new plates and/or
gaskets.
5.2.102 4/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
 If the required distance is not obtained by applying maximum torque to the screws, check the datasheet
to see that the number of plates and distance “a” are correct. Check that the nuts, washers and bolts are
clean and in good condition. If not, clean, lubricate and/or replace the necessary elements.
WARNING! Never tighten the exchanger to a measurement of less than “amin” as this would damage the plates.
The equipment can now enter service, in the same way as the first start-up.
2.3. DETERGENTS AND CLEANING PRODUCTS
The cleaning product used is chosen on the basis of the type of dirt. The table below shows the correct products
for cleaning plate heat exchangers according to the type of dirt:
WARNING! When handling cleaning products, operators must take all necessary safety measures. Wear at least
safety gloves, mask and glasses. Always follow the recommendations of the manufacturer of the product.
Incrustation - Rusting Residue Cleaning Agent

Calcium carbonate Corrosion products Nitric acid
Calcium sulphate Metal oxides Sulphamic acid
Sludge Citric acid
Aluminium oxide Phosphoric acid
Silicates
Diatoms and their excrement in Complexing agents, Sodium
various colours polyphosphates
The main manufacturers of Exchangers recommend the following compositions:
 For cleaning organic matter and grease, we can use a solution of 1.5% (Maximum concentration) solution
of Caustic Soda (NaOH) at a maximum temperature of 85ºC. To obtain a 1.5% solution we can mix 5
litres of NAOH at 30% with 100 litres of water.
 Calcareous incrustations can be removed with a concentration of nitric acid of 1.5% (Maximum
concentration) at a maximum temperature of 65ºC. This can be obtained by mixing 2.4 litres of HNO 3 at
62% with 100 litres of water. This product is highly corrosive and must be handled with great care.
WARNING! If you do not have the right detergents or these cleaning products, a solution of acetic acid at 5% (e.g.
vinegar) is a very good descaling agent and does not affect the plates or gaskets.
Biological development –
Cleaning agent
Mud
Bacteria Sodium hydroxide
Nematodes Sodium carbonate
The cleaning affect can be considerably enhanced by adding hypochlorite or
Protozoa
agents for forming complexes and surfactants
WARNING! Never use ketones, esters, halogenated hydrocarbons, aromatics, detergents containing chlorine or
any product that corrodes the plates and/or gaskets. If in doubt, check the compatibility of the detergent and the
materials with the manufacturer of the product or ask the KOHLER Application Engineering department.
WARNING! During cleaning operations, prepare a tray for collecting environmentally-hazardous waste material so
that it can be disposed of correctly.
Biodegradable degreasing agents should be used to eliminate oil and grease (e.g. BP-System Cleaner).
WARNING! Ask the manufacturer of the detergent for a certificate that verifies the compatibility of the materials
used in the heat exchanger and the detergent used.
5.2.103 5/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
3. FAULTS AND SOLUTIONS
Most faults occurring with plate heat exchangers can be solved by the users themselves. The following table
shows the typical plate heat exchanger faults and how to diagnose and resolve them.
Problem Possible cause Possible solution

Leaks connections • check the rubber linings (if present)
• check the connection or the metal linings (if present)
st
• check the circular gasket of the 1 plate
• check for stresses
losses in the primary or • check for holes or cracks

secondary circuits
in the plate pack • check the tightening distance
• check the general condition of the plate pack
• check the position of the plates in honeycomb
operating conditions other than • adjust operating conditions

specification
Insufficient air in the system • purge the circuits
power • look for possible air pockets in the air traps
operating conditions other than • adjust operating conditions

specification
dirty exchanger • clean it
incorrect hydraulic connection • connect correctly
High head flow greater than design • adjust flow
losses blocked channel(s) • clean
Incorrect measurements • check pressure gauges
deviation of the design product • higher concentration of e.g. anti-freeze lead to higher
concentration losses
air in circuits • purge circuits
• check pipes for possible air pockets
WARNING! To ensure safe, lasting and fault-free operation, bear in mind the pressure and temperature
limitations of the equipment, shown on the specifications plate. Exceeding these values as a result of water
hammer or temperature can damage the equipment irreversibly.
It is important to remember that regular maintenance can avoid problems.
To resolve most leakage problems, the exchanger must be opened, proceeding exactly as with manual cleaning.
The leaks should be identified and marked with a felt-tip, the same as when drawing a diagonal line for reference
when dismantling the equipment.
5.2.104 6/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
“Cold leaks” can be caused by major temperature changes in the circuit that affect water-tightness. In these
cases, no measures need to be taken, as the exchanger will recover its leak-tightness once normal operating
temperature is reached.
If damaged gaskets are found when checking the machine, replace with new ones and do not try to recover them.
If the gaskets are stuck to the plates, use acetone to release and clean them. The possible causes of gasket
damage are as follows:
 Age
 Excessive exposure to an ozone atmosphere.
 Excessive operating temperature. Higher than the limit marked on the specifications plate.
 Operating pressure higher than specifications plate limit.
 Chemical attack.
 Damage due to incorrect assembly and/or tightening, tightening with the gaskets unseated (Check gasket
seating).
A reduction in exchanger conditions may be due to other faults, such as:
 Faults in impeller, control and/or filter systems.

 Different fluids to those specified.
 Production equipment at low power.
 Cooling temperature higher than design temperature.
 Plate pack assembled incorrectly.
 Operating in reverse, check the circuit and direction of pump impulsion.
The most difficult problem to detect, when the exchange fluids are similar, is the internal leak. If the fluids are
different (e.g. water and oil), the problem should be detected on emptying the exchanger, but if they are similar
this cannot be done simply by looking, meaning that we should proceed as follows:
 Empty the circuits one by one. If they are different, then we should detect that there has been an internal
leak.
 Once both circuits have been empties, fill one and leave the other open at the bottom. Place the full
circuit at operating pressure. If there is a leak, it will be detected in the open circuit and the exchanger will
have to be dismantled.
 In some cases, the leak can be detected visually, but the plates have to be checked one by one with a
capillary liquid.
 To limit the search to the area of the leak, the exchanger should be dismantled and the plates dried
carefully. Refit the plates and only circulate the water along one side, so that one face of each plate gets
wet and the other does not. Open the exchanger again and carefully remove the plates, making sure not
to splash the dry sides. Carefully check the plates to detect damp areas on the dry faces. Check these
areas with capillary liquid to detect cracks. If the leak still continues, all the plates will have to be checked
with capillary liquid.
5.2.105 7/8
Dep. 3
IO-C-M-20-005e A Feb. 2012

EXCHANGERS
O&M MM19.09.251_05_2015
4. ENLARGMENTS AND REDUCTIONS

It is not possible to increase or reduce the capacity of the plate heat exchanger without first checking with the
KOHLER Application Engineering department. To study the possibility of increasing or reducing the capacity
the KOHLER Application Engineering department needs to know the model, reference number and the
modification you want to make.
5. SPARE PARTS
To obtain spare parts, tell KOHLER the reference number and model of the equipment supplied. KOHLER will
not be held responsible for any faults if unofficial spare parts are used.
6. DISPOSAL OF THE EXCHANGER

If any part of the exchanger is contaminated at the end of its life, it should be decontaminated before disposal.
5.2.106 8/8
Dep. 3

MAINTENANCE
O&M MM19.09.251_05_2015
1. Maintenance.
DCL’s recommended monitoring and maintenance schedule during operation is given below. Due to large
variations in operating conditions, the schedule may change depending on the specifics of the application.
In addition to this schedule, additional monitoring and reporting may be needed according to the
requirements of your environment permit.
It is recommended that a maintenance log be maintained. Measurements and records of temperature

difference (∆T) and pressure difference (∆P) should always be made under the same operating conditions
(e.g., engine load, speed, ignition timing an exhaust oxygen concentration).
Monitoring and Maintenance Schedule.
>4000 hours <500 hours

Item 500-3999 hours
Description operation per operation per Directions
No. operation per year
year year
If the (∆P) is more than 55
 At time of mm HₓO (2” H2O) higher
Check back-  At time of  At time of
installation than the initial (∆P), inspect
1 pressure installation installation
 Every 3 catalyst for excessive ash
(∆P)  Every 6 months  Every year
months build-up. See Section 2
(Troubleshooting).
If the (∆T) is more than 25ºF
(14ºC) higher than the initial
 At time of
Check  At time of  At time of (∆T), check the engine for
installation
2 temperature installation installation misfiring, and/or inspect
 Every 3
change (∆T)  Every 6 months  Every year catalyst substrate for
months
damage or fouling. See
Section 2 (Troubleshooting).
 As required  As required by  As required
Conduct As required by operating
3 by operating operating by operating
emissions test permit.
permit permit permit
Visual inspection
 Every 3 See Section 3
4 of catalyst  Every 2 years  Every 3 years
years (Troubleshooting)
substrate
Chemical cleaning Contact the distributor or
5 of catalyst  Every 2 years  Every 3 years  N/A authorized dealer for
substrate assistance.
Also maintenance guidelines are defined 3-way catalyst under stoichiometric maintenance program specified
in the engine SFGRD Product Information:
 IO-G-M-00-064 Natural Gas Engines Maintenance SFGRD.

 IO-G-M-00-062 Maintenance SFGRD natural gas engines to 1800 rpm.
 IO-G-M-00-063 Maintaining natural gas engines at 1800 rpm SFGRD prime.
For correct installation and use of equipment is recommended to consult the following documents:
 IO-G-M-60-002: Instrumentation and sensors motor and 3-way catalyst.
5.2.107 1/4
Dep. 3

MAINTENANCE
O&M MM19.09.251_05_2015
2. GENERAL TROUBLESHOOTING.
Inspecting the appearance of the catalyst can sometimes provide enough information to determine possible
failure modes. The table below provides a guide for catalysts inspection.
Troubleshooting by Substrate Appearance:
Substrate Appearance Converter Operation Possible Cause Action

Normal back-pressure
Tan or light brown to dark
0-72 ºF (0-40ºC) Normal operation
brown substrate. Little None
temperature rise across
amount of gray/white ash.
converter
Check air filter
Clogged air filter Check carburetor and
Carbon fouling – soft black High back-pressure Very low cylinder ignition system
sooty deposits on substrate. Low conversión efficiencies compression Check rings and valves
Weak ignition voltage Chemical wash of catalyst
substrate
Correct engine lube oil
consumption rate to <0.5
g/bhp-hr (0.67 g/kW –h)
Ash originating from Use lube oil with <0.6%
Large amounts of
High back-pressure sulfated ash content and sulfated ash content; <900
powdery/gray/white ash
Low conversion efficiencies zinc and phosphorus ppm zinc and <400 ppm
covering the substrate.
compound in the lube oil phosphorus
Contact the distributor for
chemical wash of catalyst
substrate
Oil fouling. Too much oil
entering combustion
chamber; possible worn Correct engine
Dark bronze to black in rings or cylinder walls Contact the distributor for
Low conversion efficiencies
color Excessive clearance of chemical wash catalyst
valve stem guides substrate
Build-up of crank-case
pressure
Correct engine
Pinholes, burnt substrate
Contact the distributor for
foil and/or white powdery Little or no conversion Ignition misfire
replacement catalyst
appearance.
substrate
5.2.108 2/4
Dep. 3

MAINTENANCE
O&M MM19.09.251_05_2015
3. TROUBLESHOOTING FOR THREE-WAY CATALYSTS.
In order to achieve high conversion efficiency of NOx, CO and HCs simultaneously, it is necessary for the
engine, air-fuel controller and converter to all function properly as a system. If any one of these
components in the system malfunctions, the emissions may exceed the desired levels. In order to isolate
the source of a problem to the engine, the controller of the air-fuel ratio or the converter, the following is
recommended:
Step 1 Deactivate the controller the air / fuel and allow the engine to operate at open loop
Step 2 Manually adjust the air-fuel ratio of the engine to the point for optimum simultaneous conversion
efficiencies of CO and NOx by means of trial and error, and with the use of a portable analyzer.
Troubleshooting by Catalyst Performance
High conversion efficiencies are achieved Refer to operating manual of AFRC for further
Case 1
simultaneously for both NOX and CO (.>90%). troubleshooting assistance.
Refer to possible engine or converter related
High conversion efficiencies are achieved for CO or
Case 2 problems in tables on Sections 2 and 4 of this
NOx, but not both simultaneous.
document
Refer to possible engine or converter related
High conversion efficiencies cannot be achieved at
Case 3 problems in tables on Sections 2 and 4 of this
all for either CO or NOx.
document
5.2.109 3/4
Dep. 3

MAINTENANCE
O&M MM19.09.251_05_2015
4. ENGINE AND CONVERTER RELATED PROBLEMS
Problem Possible Cause Action

 Mechanical damage to substrate,  Correct engine
Little or no back-pressure and little or
possibly caused by excess  Contact DCL for replacement
no conversion efficiency.
vibration or engine backfires catalyst substrate
 Check timing and fuel heating
High temperature alarm triggered and  Ignition and/or plugs failure
values
low conversion efficiency.  Detonation
 Check all exhaust components
High oxygen level (>0.5%) prior to
 Crankcase ventilation should be
converter and other parameters  Exhaust leak
routed to the atmosphere or
normal.
Intake air
Simultaneous high oxygen level
(O2>0.5%L) and high CO level (>7000
 Ignition misfire  Correct engine
ppm) prior to converter. High exhaust
temperature.
(O2>0.5%L) and high CO level (>7000
 Leaking exhaust valves  Check exhaust valves
ppm) prior to converter. Normal
exhaust temperature.
(O2>0.5%L) and high CO level (>7000  Low compression ratio or load
 Correct engine
ppm) prior to converter. Erratic swings conditions
in EGO sensor readings.
High conversion efficiency for CO and
 Improper air fuel controller  Check instructions for air fuel
low for NOX (or visa versa); engine
calibration or operation controller.
operating correctly.
 Check engine ignition system.
 Damaged catalytic coating, i.e.
High conversion efficiency for CO and  Replace catalyst substrate (High
lost oxygen storage capacity
low for NOX (or visa versa); engine temperature damage can be
(possibly due to short term high
operating correctly. assessed by chemical analysis of
temperature from ignition misfire)
substrate )
 Inspect catalyst substrate for
gaps. Inspect and replace gasket
Low simultaneous conversion  Exhaust by-passing catalyst material
efficiencies of NOX and CO; AFRC substrate.  Add additional layer of gasket if
and engine operating correctly.  Possible catalyst activity problem necessary
 Contact the distributor if problem
persists.
5.2.110 4/4
Dep. 2
IO-C-M-55-001e February 2007
MAINTENANCE OF BATTERIES
O&M MM19.09.251_05_2015
1. INTRODUCTION
This document specifies instructions and recommendations for correct inspection and maintenance of batteries
in service on KOHLER machines.
2. MAINTENANCE
2.1. Routine Inspection
It is necessary to carry out the inspection and servicing tasks described below within the time intervals specified
in the application-specific maintenance programme. Those tasks are:
- Adjusting terminal caps and vents.
- Removing dirt from the top of the battery with hot water and drying thoroughly.
- Checking voltage across the battery terminals with a voltmeter or similar tester. The measured voltage
must be equal to or greater than 12.5V (6.25V for 6V batteries). Otherwise, the battery needs recharging
(section 2.2).
NEVER PUT A FLAME OR MAKE SPARKS NEAR A BATTERY. FLAMMABLE VAPOURS COULD BE
ISSUING.
2.2. Charging the battery
- Do not charge a battery if the room temperature is below 3ºC. The electrolyte may have frozen.
- It is best to remove the battery from the engine or set for its charging (see section 2.4).
- Always make sure the charger is off.
- Connect the battery, taking account of the terminals' polarity.
- Switch the charger on.
- Stop charging the battery if a lot of gas comes out or if the battery temperature rises above 50ºC.
- Observe the charging time specified for the type of charger used.
- After charging the battery, switch the charger off and wait for 20 minutes, until flammable gas has
dispersed. When disconnecting the terminals, sparks may fly out.
- Check the acid levels (section 2.3) and refill as appropriate.
- Fit the battery on the engine. Connect the terminals and vents.
5.2.11 1/2
Dep. 2
IO-C-M-55-001e February 2007
MAINTENANCE OF BATTERIES
O&M MM19.09.251_05_2015
2.3. Adjusting the acid levels
- If the battery does not operate once recharged, check and complete the acid level. If the battery remains
flat, then you have to change it.
- Never fill electrolyte up to the maximum level of a battery that you are going to charge, since the level will
rise during the charging process. However, if the acid level is under the separators, add distilled or
deionised water until it covers the separators.
- Set electrolyte to the maximum level, once you have charged the battery.
- Do not overfill a battery: acid would flow through the vents during the charging process.
- Always use distilled or deionised water to refill the batteries. The use of acid liquid is restricted to the
initial filling of the battery.
- After putting the battery in service again, recheck the acid level and adjust to the maximum level identified
on the battery with a line or mark.
2.4. Changing the battery
- Detach the clips from the terminals, starting with the negative one.
- Do not short-circuit the loose connections.
- Remove the waste battery.
- In the event of 24V battery systems, both 12V batteries need a change. If you change only one of them,
the service life of the new battery could be shorter.
- Check that clips and seat are free from corrosion and dirt. If necessary, clean with hot water.
- Remove the caps from the new battery terminals and put them on the old battery to prevent short-circuits.
- Set the new battery and do routine inspection (section 2.1.).
- Adjust and tighten the connection clips, starting with the positive one. DO NOT TIGHTEN TOO MUCH.
These recommendations are of a general nature and users must follow the battery manufacturer's
instructions. KOHLER shall accept no liability for troubles originating in the batteries.
5.2.11 2/2
INDEX Chapter 6
MM19.09.251 05-2015
TROUBLESHOOTING

O&M MM19.09.251_05_2015
CHAPTER 6 – TROUBLESHOOTING
IO-G-T-00-001e_A Gas engines troubleshooting 6.1.1
1/1
PRODUCTO INFORMATION INDEX DATE
Dep. 2
IO-G-T-00-001e A June 2008
GAS ENGINES TROUBLESHOOTING
O&M MM19.09.251_05_2015
1. INTRODUCTION
These instructions are intended as a guide to quick troubleshooting in KOHLER gas engines.
The layout SYMPTOM / PROBABLE CAUSE / REMEDY leads to the solution of many minor engine problems.
At all times, an after-sales technical service is at our customers' disposal for any help to diagnose failures.
2. TROUBLESHOOTING GUIDE
SYMPTOM PROBABLE CAUSE REMEDY

Crankshaft will not rotate, Engine-driven machine in gear Disengage the driven machine
using manual barring
device. Coolant inside cylinder NOTE: Remove spark plugs to vent
cylinders of accumulated coolant.
1. Damaged head gasket 1. Change head gasket
2. Damaged exhaust manifold gasket 2. Change manifold gasket
3. Cracked head 3. Change head
4. Cracked liner 4. Change liner
5. Cracked crankcase 5. Repair crack or change crankcase
Seized piston Change piston, rings and sleeve, as
appropriate.
Bearing stuck to crankshaft Change bearings, check crankshaft.
Engine does not turn when 1. Worn or faulty starter batteries (1)
1. Check batteries and change, if
pressing the start button necessary
2. Air valve closed or low air pressure (2) 2. Open air valve or wait until there is
enough air pressure
3. Defective starter motor 3. Change starter motor
4. Drive pinion blocked 4. Unblock the pinion
5. Emergency stop on 5. Release emergency stop (3)
6. Alarm activated 6. Check system alarms and reset after
solving the failure
(1)
Electric starter
(2)
Pneumatic starter
(3)
First check that there is no risk for people or equipment and then solve the fault, if any.
CAUTION
Before operating the starter motor or the barring device, make sure the starter air valve is closed or the
starter batteries off in order to avoid personal injuries in case of unintentional start.
6.1.1 1/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

The engine rotates, but does Ignition fails
not start 1. Pickup broken, faulty, dirty or in 1. Check, clean or change pickup as
wrong position appropriate
2. Incorrect wiring, loose or broken wire 2. Check and change wiring as
appropriate
3. Reset pickup and hall-effect pickup 3. Synchronise with an oscilloscope
are not synchronised (1).
4. Defective ignition module 4. Change ignition module
5. Faulty spark plugs 5. Change or regap spark plugs
6. Failure of high-voltage wires or coils 6. Check coils and high-voltage wires
(IO-G-M-33-003e)
7. Incorrect angle of reset pin (1) 7. Measure and correct angle
Fuel system fails
1. Manual gas valve closed 1. Open gas valve
2. Insufficient gas supply pressure 2. Check line or contact supplier
3. Emergency solenoid valve closed 3. Check power supply and opening
4. Pressure controller off, incorrectly set 4. Reset, adjust or change controller
or defective
5. Carburetion failure 5. Readjust carburettor mixture valve.
6. Fouled gas filter 6. Clean or change filter
7. Mechanical carburetion screw closed 7. Open screw and carburet again
(2)
8. Zero pressure regulator broken or set 8. Change or set regulator correctly

incorrectly (2)
9. Electronic gas valve closed (3) 9. Check shaft movement and supply
Insufficient compression
1. Broken or worn piston rings 1. Change piston rings
2. Scratched sleeves 2. Change sleeves
3. Overhead valves do not close 3. Repair or change cylinder head
correctly
4. Defective cylinder head gasket 4. Change cylinder head gasket
Dirty air filters Change air filters
Throttle valve does not open
1. Power supply failure 1. Check power supply
2. Mechanical failure 2. Check bearings and shaft bend
3. Problems with the control system 3. Check control system and change
parts where appropriate
4. Programming error (3) 4. Check program.
Alarm on Reset alarms
(1)
Engines with CPU95 ignition system
(2)
Engines with mechanical carburetion
(3)
Engines with electronic carburetion
6.1.2 2/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

Emergency stop Engine alarm Note: Check sensors to see if problem is
due to measurement failure
1. Oil pressure 1. Check lubricating system and reset
2. Water temperature 2. Check coolant system and reset
3. Control program alarm 3. Check control system and reset
4. Overspeed 4. Check equipment and reset
5. Knock detection system 5. Check cylinders
6. Mixture temp. in intake manifold 6. Check coolant system and reset
7. Running instability 7. Check carburetion, spark plugs, high-
voltage wires, coils, control system,
fuel system
8. Emergency stop button depressed 8. Check equipment and release
Faulty ignition system
1. Spark plug failure 1. Change or regap spark plugs
2. Ignition module failure 2. Change ignition module
3. High-voltage wires failure 3. Check wires and replace if broken
4. Power supply failure 4. Check wiring, batteries or charger
5. Pickup fault 5. Change faulty pickups
Excessive load swing (1) Reset and restart.
Seized piston Change piston, rings and liner, as
appropriate
Bearing rotation Change bearings and check crankshaft
(1)
Island-mode generation or compressor applications
6.1.3 3/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

Output power decreases or Fuel system fails
cannot reach preset value 1. Low gas pressure 1. Check supply line or contact supplier
2. Misadjusted pressure regulator 2. Readjust or change spring
3. Poor carburetion 3. Readjust carburettor mixture valve.
4. Clogged gas filter 4. Clean or change filter
Clogged air filter Replace filters
Dirty air cooler Clean air cooler
Leaks in intake or exhaust system Check and repair leaks
Turbocharger malfunction
1. Low oil pressure 1. Check pipes
2. Dirty blades 2. Clean or replace turbocharger
3. Excessive backpressure 3. Check exhaust
4. Turbo seized up 4. Change turbocharger
5. Damaged blades 5. Change turbocharger
Ignition failure Check spark plugs, high-voltage wire and
coils
Insufficient compression
1. Piston rings broken or worn 1. Change piston rings
2. Scratched liners 2. Change liners
3. Overhead valves do not close 3. Rework cylinder head or change
4. Defective cylinder head gasket 4. Change cylinder head gasket
Problem with controller Consult the controller instructions manuals
for identifying cause and solution
Engine does not reach rated Overload due to wrong reading of power Calibrate power signal
speed signal
Fuel system fails
1. Low gas pressure 1. Check supply line or contact supplier
3. Poor carburetion 3. Readjust carburettor mixture valve
If hydraulic controller Adjust rated speed potentiometer
If electronic controller Adjust controller. Refer to specific
instructions manual.
Fuel leaks Repair leaks
Inadequate speed setting Adjust rated speed setting
Clogged air filter Change air filter
6.1.4 4/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

Engine stops Fuel system fails
1. Low gas pressure 1. Check supply line or contact supplier
3. Poor carburetion 3. Readjust carburettor mixture valve
5. Regulator off 5. Reset regulator
6. Shut-off electric valve closed 6. Check valve power supply
7. Fuel leaks 7. Repair leaks
No spark produced
1. Ignition module failure 1. Change module
2. Lead or connector loose 2. Check connectors and wires
3. Pickup damaged or dirty, inadequate 3. Check and replace pickups if
spacing, wire detached or hall effect necessary. Check synchronisation of
pickup not synchronised reset and hall effect pickups with an
oscilloscope
4. Power supply failure 4. Check batteries and chargers.
Stop caused by DetCon Boroscope engine
PLC alarm Identify alarm and assess its importance
before resetting
Controller alarm Check equipment and reset alarm
Overspeed Check equipment and reset alarm
Running instability Carry out a general check of engine to
determine the cause of instability.
Line dropping or micro-cut Reset power supply
Engine does not accept Too lean air-fuel mixture Readjust carburettor mixture valve.
sudden changes in power
With hydraulic controller, speed PID Adjust PID potentiometers correctly on
misadjusted controller board.
With electronic controller, speed PID Adjust speed PID. You need to have
misadjusted advanced knowledge of programme
Ignition system failure Check wires, coils, spark plugs and
connectors
Engine shows signs of Too lean air-fuel mixture Readjust carburettor mixture valve.
ignition failures
Spark plug failure Check, regap or change spark plus as
appropriate
Coil or high-voltage wire failure Change wires or coils that are out of
specifications
Ignition module failure Change module
6.1.5 5/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

High exhaust gas emissions Excessively advanced ignition Check with a stroboscopic lamp and re-
time as necessary
Carburetion maladjustment Readjust carburettor mixture valve.
Ignition failures Check spark plugs, high-voltage wires and
ignition coils
Change in gas quality Readjust carburettor mixture valve.
Dirty air filters Change air filters
Knocking High temperature of intake air Clean air cooler, check thermostats and
Whenever knocking occurs, auxiliary circuit pump
endoscopic examination is Oil jet broken or bent Change jet. Inspect piston dome for signs
necessary to determine the of overheating and, if any, change piston
extent of the fault and to be
able to change any affected Intake or exhaust valve drop Change cylinder head and, where
parts. appropriate, sleeve, piston...
If the engine incorporates a Excessively advanced ignition Check ignition timing
Detonation Detection High water temperature in main circuit
System, check the sensors
to see if they fail to detect 1. Not enough coolant 1. Add coolant into the circuit
knocking on time. 2. Air in the main circuit 2. Vent the circuit
3. Water leak 3. Repair leak
4. Dirty radiator or heat exchanger 4. Clean radiator or heat exchanger
5. Fan failed 5. Change fan
6. Damaged pump 6. Repair or change pump
7. Damaged cylinder head gaskets 7. Change cylinder head gasket
Overload due to wrong reading of power Calibrate power signal
signal
Too rich air-fuel mixture Readjust carburettor mixture valve.
Broken or damaged spark plug Change spark plug
Overhead valves do not close correctly Change or rework cylinder head
Foreign bodies in the combustion Remove foreign bodies
chamber
Carburetion control failure Check control program
Failure of gas flow regulating valve Change gas flow regulating valve
Sudden change in gas quality Check against chromatogram if available.
Readjust carburettor mixture valve. Check
programming if electronic system installed.
Seizure Change any parts concerned.
6.1.6 6/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

Low oil pressure Low oil level Fill oil sump up to the specified level
Inaccurate pressure gauge Recalibrate or change, as appropriate, the
pressure gauge
Clogged oil filters Change filters
Oil pressure regulating valve damaged Change spring or piston, as the case may
be
Overpressure valve open Change overpressure valve
Damaged or faulty oil pump Change oil pump
Oil leak Locate and repair leak
High oil pressure Regulating valve in bad condition Change regulating valve
Low oil temperature Check thermostat
Inadequate oil viscosity Use oil to specification
Inaccurate pressure gauge Recalibrate or change the pressure gauge
Safety valve stuck Change safety valve
High oil temperature Damaged thermostat Change thermostat
Overload Check power signal
Insufficient cooling Clean cooler
Low oil pressure Check regulating valve
Low oil level Refill oil sump
Rotation of crankshaft bearings Change crankshaft bearings
Low oil temperature Thermostat stuck open Change thermostat
Low temperature of oil cooler coolant Check thermostats on water circuit
Excessive oil consumption Oil leaks
1. Cylinder head gasket 1. Change cylinder head gasket
2. Oil cooler 2. Change oil cooler seals and check
3. Any point of the oil system outside tube
the engine 3. Repair external leaks
4. Crankshaft seal 4. Change crankshaft seal
Inadequate oil viscosity Use oil of adequate viscosity
Damaged piston rings or scratched liner Change piston rings. Grind or change the
liner according to depth of scratches
Oil contaminated with Scratched liner Change liner
coolant.
Cracked crankcase Change crankcase
If oil is contaminated, you
must solve the problem and Cracked cylinder head Change cylinder head
then change oil. Broken cooler Repair or change cooler
Damaged cylinder head gasket Change cylinder head gasket
6.1.7 7/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

Low gas pressure Broken or misadjusted regulator Readjust or change regulator
Insufficient gas supply pressure Contact gas supplier
Fuel leaks Inspect fuel system and repair
Undersized pipelines Check circuit and make sure pipe
diameter is adequate for the gas quality
Clogged gas filter Clean or change filtering element
High gas pressure Broken or misadjusted regulator Readjust or change regulator
Low water pressure Damaged or inaccurate pressure gauge Change or recalibrate
Low coolant level Refill with coolant
Blocked radiator or heat exchanger Clean radiator or heat exchanger
Coolant leak Locate and repair leaking item
Damaged cylinder head gasket Change gasket
Damaged or defective pump Repair or change pump
Cavitation Drain the circuit
High water pressure Damaged cylinder head gasket Change gasket
Flow restriction in water system Check system and change items
restricting flow
High water temperature Clean heat exchanger or radiator; check
fan, thermostats...
Low water temperature Thermostats stuck open Change thermostats
Broken or inaccurate thermometer Recalibrate or change thermometer
High water temperature Broken or inaccurate thermometer Recalibrate or change thermometer
Low coolant level Refill with coolant
Thermostats stuck closed Change thermostats
Air bubbles in circuit Vent the circuit
Damaged or defective water pump Repair or change water pump
Water frozen in radiator Defrost radiator
Damaged cylinder head gasket Change cylinder head gasket
Late ignition Re-time
Cracked cylinder head Change cylinder head
Cracked liner Change liner
Low water flow Check system and change items
restricting flow
Excessive vibrations Incorrect alignment of engine Re-align
Fasteners loose Retighten fasteners
Defective damper Change damper
Wrong crankshaft counterbalance Re-balance
Loose flywheel Retighten flywheel fasteners
6.1.8 8/9
Dep. 2
IO-G-T-00-001e A June 2008
O&M MM19.09.251_05_2015

Unusual noise Knocking Stop engine and check cylinders
Excessive valve clearance Re-adjust valve clearance
Sticking valves Repair valves
Piston hits jet Change jet
Pin failure Change pin
Excessive crankshaft end play Replace main bearing thrust rings.
Gears in bad condition Change defective gears
Leak in intake or exhaust Locate and repair leaks
Excessive fuel consumption Leak in gas system Locate and repair leaks
Incorrect ignition advance Adjust timing with a stroboscopic lamp
Combustion failure in a cylinder Check coils, wires and ignition spark plugs
Incorrect air-fuel mixture Readjust carburettor mixture valve.
Overload Recalibrate power signal
Engine oscillates Engines with mechanical carburetion
and hydraulic throttle:
1. Misadjusted compensating valve 1. Adjust compensating valve
2. PID on control board misadjusted 2. Adjust PID potentiometers on control
board
3. Tool lean mixture 3. Adjust A/F ratio, opening the screw
4. Play of throttle lever too great 4. Adjust throttle lever
5. Damaged throttle 5. Change throttle
Engines with electronic carburetion and You need to have good knowledge of the
electric throttle: control system in order to solve program-
related issues
1. Speed PID misadjusted 1. Adjust speed PID
2. Low voltage at throttle 2. Change batteries or charger
3. Too lean mixture 3. Readjust carburettor mixture valve
4. Problem with program 4. Check program
Clogged air filters Change filters
Ignition fails
1. High voltage wires 1. Change faulty wires
2. Coils 2. Change defective coils
3. Damaged spark plugs or inadequate 3. Regap or change spark plugs
gap
4. Defective ignition module 4. Change ignition module
Low or fluctuating gas pressure Change regulator and, if problem is due to
gas supply, contact your supplier
Dirty air cooler Clean cooler
Turbochargers in bad condition Change turbochargers
6.1.9 9/9
KOHLER CO., Kohler, Wisconsin 53044
Phone 920-457-4441, Fax 920-459-1646
TP-7020 8/18a (MM19.09.251) For the nearest sales/service outlet in the
US and Canada, phone 1-800-544-2444
E 2015, 2018 by Kohler Co. All rights reserved. KOHLERPower.com

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Engine Operation &

Generator Set Models:

For professional advice on generator set power China

OPERATION & MAINTENANCE MANUAL

CHAPTER 1 – SAFETY FEATURES AND PRECAUTIONS

CHAPTER 2 – ENGINE TECHNICAL DESCRIPTION

2.2 Cooling System

2.3 Lubrication System

OPERATION & MAINTENANCE MANUAL

2.4 Fuel System

2.9 Safety and Control

CHAPTER 3 – HANDLING AND STORAGE INSTRUCTIONS

OPERATION & MAINTENANCE MANUAL

CHAPTER 4 – OPERATING INSTRUCTIONS

IT-G-A-00-011e_A Minimum room temperature for operating Gas engines 4.1.1

OPERATION & MAINTENANCE MANUAL

CHAPTER 5 – MAINTENANCE INSTRUCTIONS

OPERATION & MAINTENANCE MANUAL

5.2 Description of Maintenance Operations Type E

OPERATION & MAINTENANCE MANUAL

CHAPTER 1 – SAFETY FEATURES AND PRECAUTIONS

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

6. POSITIVE FUEL SHUT-OFF

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

9. COOLING SYSTEM PRESSURE CAPS AND CONNECTIONS

10. IGNITION SYSTEM

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

11. GENERATOR SETS

12. TIDINESS AND CLEANLINESS

13. ENGINE AND EQUIPMENT; REPAIR AND SERVICE

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

14. ENGINE FAN BLADES

- Install the fan so that it is directed correctly towards the radiator.

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

16. ENGINE STORAGE CHEMICALS

17. FIRE PROTECTION

18. CLEANING SOLVENT

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

19. WELDING EQUIPMENT

20. GROUNDING PRECAUTIONS WHEN WELDING

21. ELECTRICAL TOOLS

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

23. PRECAUTIONS WHEN USING BOOSTER BATTERIES AND CABLES

24. COMPRESSED AIR

25. INTOXICANTS AND NARCOTICS

26. SAFETY PRACTICES FOR HANDLING ACIDS

- Avoid contact with skin, clothing and eyes.

SAFETY PRECAUTIONS FOR KOHLER GAS ENGINES

- Always store containers closed, placing these in their normal position.

- Use an acid-proof pump, or an inexpensive, throw-away pump.

- Do not agitate acid solutions with compressed air.

27. ENGINE LIFTING AND HANDLING

- Keep all personnel away when the unit is in the air.

- Do not lift the equipment further than necessary.

REVIEW OF COMPLIANCE WITH EUROPEAN MACHINERY

REVIEW OF COMPLIANCE WITH EUROPEAN MACHINERY