®

ESM
®

16V275GL
Engine System Manager
Operation & Maintenance
First Edition
This document contains proprietary and trade secret information
and is given to the receiver in confidence. The receiver by
reception and retention of the document accepts the document in
confidence and agrees that, except as with the prior expressed
written permission of Dresser Waukesha, Dresser, Inc., it will (1)
not use the document or any copy thereof or the confidential or
trade secret information therein; (2) not copy or reproduce the
document in whole, or in part, without the prior written approval of
Dresser Waukesha, Inc.; and (3) not disclose to others either the
document or the confidential or trade secret information contained
therein.
All sales and information herein supplied subject to Standard
Terms of Sale, including limitation of liability.

ATGL®, CFR®, ESM®, EXTENDER SERIES®, DRESSER®,

ENGINATOR®, SERIES FOUR®, VGF®, VHP®, WKI®, and
WAUKESHA® are registered trademarks of Dresser, Inc. APG™
and DRESSER logo are trademarks of Dresser, Inc. All other
trademarks, service marks, logos, slogans, and trade names
(collectively “marks”) are the properties of their respective owners.
Dresser, Inc., disclaims any proprietary interest in these marks
owned by others.

FORM 6331-1
Dresser Waukesha, Inc.
Dresser, Inc.
Waukesha, Wisconsin 53188
Printed in U.S.A. 04/09
© Copyright 2009, Dresser, Inc.
All rights reserved.

How to Use This Manual
CHAPTER 1 – SAFETY AND GENERAL
Section 1.00 – Safety
Safety Introduction ................................................. 1.00-1
Safety Tags and Decals......................................... 1.00-1
Equipment Repair and Service .............................. 1.00-1
Electrical ................................................................ 1.00-2
Fire Protection........................................................ 1.00-3
Body Protection...................................................... 1.00-3
Exhaust .................................................................. 1.00-3
Batteries................................................................. 1.00-3
Chemicals .............................................................. 1.00-3
Cleaning Solvents .................................................. 1.00-3
Emergency Shutdown............................................ 1.00-4
Programming ......................................................... 1.00-4
Handling Components ........................................... 1.00-4
Tools ...................................................................... 1.00-4
Electrical ......................................................... 1.00-4
Pneumatic....................................................... 1.00-4
Intoxicants and Narcotics....................................... 1.00-4
Protective Guards .................................................. 1.00-4
Section 1.05 – General Information
Wiring Requirements ............................................. 1.05-1
ESP Programming Conventions ............................ 1.05-2
Definitions .............................................................. 1.05-3
Acronyms ............................................................... 1.05-8
English/Metric Conversions ................................... 1.05-9
Torque Values...................................................... 1.05-10
Section 1.10 – Engine System Manager
(ESM) Overview
ESM Components.................................................. 1.10-3
Engine Control Unit (ECU).............................. 1.10-3
Power Distribution Junction Box ..................... 1.10-4
Ignition Power Module with
Diagnostics (IPM-D)..................................... 1.10-4
Air-Fuel Power Module (AFPM)...................... 1.10-4
Stepper (AGR – Actuator, Gas Regulator) ..... 1.10-4
Throttle Actuator ............................................. 1.10-5
Wastegate Actuator ........................................ 1.10-5
Bypass Actuator.............................................. 1.10-5
Engine System Manager Sensors ......................... 1.10-5
Electronic Service Program (ESP)......................... 1.10-9
E-Help............................................................. 1.10-9
User Interface Panels ................................... 1.10-10
ESM Diagnostics.................................................. 1.10-10
Safety Shutdowns ................................................ 1.10-10
Start-Stop Control ................................................ 1.10-11
Ignition System .................................................... 1.10-11
Knock Detection................................................... 1.10-11
Air-Fuel Ratio Control .......................................... 1.10-11
ESM Turbocharger Control .................................. 1.10-11
ESM Speed Governing ........................................ 1.10-11
FORM 6331 First Edition
CONTENTS
CHAPTER 2 – ESM OPERATION
Section 2.00 – System Power and Wiring
Power Supply Requirements................................. 2.00-1
Battery Requirements............................................ 2.00-1
Power Supplied by Batteries .......................... 2.00-2
Power Supplied by 24VDC Power Supply ..... 2.00-3
Power Distribution Junction Box............................ 2.00-4
Recommended Wiring.................................... 2.00-4
Connecting Ground and Power to
Power Distribution Junction Box.................. 2.00-5
Customer Interface Harness ................................. 2.00-6
Required Connections.................................... 2.00-8
Optional Connections................................... 2.00-10
Local Control Option Harness ...................... 2.00-11
Section 2.05 – Start-Stop Control
Start-Stop Control Description............................... 2.05-1
Start Sequence .............................................. 2.05-1
Normal Shutdown Sequence ......................... 2.05-2
Emergency Shutdown Sequence................... 2.05-2
Prelubing the Engine Without Starting ........... 2.05-5
Cranking the Engine Over Without
Starting and Without Fuel............................ 2.05-5
Air Starter .............................................................. 2.05-5
Fuel Valve ...................................................... 2.05-6
Section 2.10 – Ignition System
Ignition Theory....................................................... 2.10-2
Ignition Diagnostics ............................................... 2.10-3
Monitoring Ignition Energy Field..................... 2.10-3
Monitoring Spark Reference Number............. 2.10-3
Section 2.15 – Knock Detection
Knock Theory ................................................. 2.15-1
Knock Detection and Timing Control.............. 2.15-2
Waukesha Knock Index (WKI) ....................... 2.15-3
Section 2.20 – Air-Fuel Control
Description ............................................................ 2.20-1
Components .......................................................... 2.20-1
Operation............................................................... 2.20-1
Lean Burn Oxygen Sensor............................. 2.20-2
Heater Block Assembly .................................. 2.20-3
Stepper........................................................... 2.20-4
System Wiring ................................................ 2.20-4
Theory of Operation ....................................... 2.20-4
User Settings.................................................. 2.20-5
Section 2.25 – ESM Turbocharger Control
ESM Turbocharger Control Description ................ 2.25-2
Bypass, Wastegate, and Throttle Reserve Maps.....2.25-2
Resetting Learning Tables .................................... 2.25-2
Turbocharger Surge .............................................. 2.25-3
Throttle Reserve.................................................... 2.25-4
Electronic vs. Mechanical Wastegate.................... 2.25-4
i
CONTENTS
Section 2.30 – ESM Speed Governing
ESM Speed Governing.......................................... 2.30-1
Governing Theory........................................... 2.30-1
Speed Governing Inputs and Calibrations...... 2.30-1
Speed Governing Modes................................ 2.30-2
Rotating Moment of Inertia/Adjusting Gain............ 2.30-6
Section 2.35 – Emergency Safety
Shutdowns
Overview................................................................ 2.35-1
Individual Safety Shutdowns Descriptions ..... 2.35-1
Emergency Stop (E-Stop) Switches ............... 2.35-1
Low Oil Pressure ............................................ 2.35-1
Engine Overspeed.......................................... 2.35-2
Customer-Initiated Emergency Shutdown...... 2.35-2
Engine Overload............................................. 2.35-2
Uncontrollable Engine Knock ......................... 2.35-2
High HT Jacket Water Coolant Temperature... 2.35-2
Low HT Jacket Water Coolant Pressure ........ 2.35-2
High Intake Manifold Air Temperature............ 2.35-2
High Oil Temperature ..................................... 2.35-2
Failure of Magnetic Pickup ............................. 2.35-2
Overcrank....................................................... 2.35-2
Engine Stall .................................................... 2.35-2
ECU Internal Faults ........................................ 2.35-2
Security Violation............................................ 2.35-2
Alarms ................................................................... 2.35-3
Section 2.40 – ESM Communications
MODBUS® (RS-485) Communications ................. 2.40-1
Wiring ............................................................. 2.40-1
Protocol .......................................................... 2.40-2
MODBUS® for PLC ........................................ 2.40-2
Personal Computers....................................... 2.40-2
Fault Code Behavior....................................... 2.40-2
Function Codes ..................................................... 2.40-3
Reading MODBUS® Addresses..................... 2.40-3
MODBUS® Exception Responses.................. 2.40-3
Function Code Tables .................................... 2.40-4
Additional Information on
MODBUS® Addresses 30038 – 30041 ....... 2.40-9
Local Control Panel ............................................. 2.40-10
User Digital Inputs ........................................ 2.40-11
CHAPTER 3 – ELECTRONIC SERVICE
PROGRAM (ESP)
Section 3.00 – Introduction to Electronic
Service Program (ESP)
Recommended System Requirements.................. 3.00-1
Installing ESP From Download.............................. 3.00-1
Installing ESP From CD......................................... 3.00-3
Connecting PC to ECU.......................................... 3.00-3
Starting ESP .......................................................... 3.00-4
Connection Status .......................................... 3.00-4
User Interface Panels ............................................ 3.00-4
ii
Other ESP Windows ..............................................3.00-9
Fault Log.........................................................3.00-9
E-Help.............................................................3.00-9
Version Details................................................3.00-9
Navigating ESP Panels........................................3.00-10
Common Features ........................................3.00-10
Display Fields ...............................................3.00-11
Button Bar ............................................................3.00-12
Fault Log Description ...........................................3.00-13
Using a Modem For Remote Monitoring ..............3.00-15
Setting Up Modem to ECU ...........................3.00-15
Connecting Modem To ECU And PC ...........3.00-17
Starting ESP For Modem Access .................3.00-17
Section 3.05 – ESP Panel and Field
Descriptions
[F2] Engine Panel ..................................................3.05-1
[F3] Start-Stop Panel .............................................3.05-2
[F4] Governing Operating Status Panel .................3.05-3
[F5] Ignition Operating Status panel ......................3.05-4
[F8] AFR Setup Panel ............................................3.05-5
[F10] System/Shutdown Status Panel ...................3.05-6
[F11] Advanced Functions Panel ...........................3.05-7
Field Descriptions ..................................................3.05-8
Section 3.10 – ESP Programming
Initial Engine Startup..............................................3.10-1
Basic Programming in ESP....................................3.10-2
Saving to Permanent Memory ...............................3.10-3
Exiting ESP Without Saving............................3.10-3
Sending Calibrations to ECU .................................3.10-4
Actuator Calibration ...............................................3.10-5
Reset Status LEDs on ECU ...................................3.10-7
Logging System Parameters..................................3.10-7
Create Text File ..............................................3.10-8
Creating .TSV File ..........................................3.10-9
Changing Units – U.S. or Metric ..........................3.10-10
Programming Remote ECU for
Off-Site Personnel ..............................................3.10-11
Introduction ...................................................3.10-11
Modem Setup ...............................................3.10-11
Programming Load Inertia ...................................3.10-14
Programming Alarm and Shutdown Setpoints .....3.10-16
IPM-D Programming ............................................3.10-17
Air-Fuel Ratio Programming ................................3.10-17
Programming Fuel Type ...............................3.10-17
AFR Setup ....................................................3.10-19
Programming NOx Level ..............................3.10-20
FORM 6331 First Edition
 CONTENTS

CHAPTER 4 – TROUBLESHOOTING &

MAINTENANCE
Section 4.00 – Troubleshooting
Where to Begin ...................................................... 4.00-1
Additional Assistance............................................. 4.00-1
Determining Fault Code by Using ESP.................. 4.00-2
Determining Fault Code by Reading
ECU Status LEDs ................................................. 4.00-2
E-Help .................................................................... 4.00-3
Using E-Help................................................... 4.00-3
E-Help Window Description ............................ 4.00-4
ESM Fault Codes................................................... 4.00-6
Non-Code ESM Troubleshooting ......................... 4.00-10
Power Distribution Junction Box .......................... 4.00-11

Section 4.05 – ESM Maintenance

Actuator Linkage .................................................... 4.05-2
Knock Sensors....................................................... 4.05-2
Replacing Knock Sensors............................... 4.05-2
AGR (Stepper) Maintenance.................................. 4.05-2
ESM System Wiring ............................................... 4.05-3
Battery Maintenance .............................................. 4.05-4
External Inspection ......................................... 4.05-4
Battery Indicated State of Charge................... 4.05-4

APPENDIX A - INDEX
Appendix A - Index..................................................... A-1

WARRANTY INFORMATION
Express Limited Warranty Covering Products
Used in Continuous Duty Applications...................... W-1
Express Limited Warranty for Genuine
Waukesha Service Parts and Waukesha
Factory Remanufactured Service Parts .................... W-2
Express Limited Warranty for Products
Operated in Excess of Continuous Duty Ratings...... W-3

FORM 6331 First Edition iii

CONTENTS

iv FORM 6331 First Edition


Your purchase of a Dresser Waukesha engine with
Engine System Manager (ESM) was a wise invest-
ment. In the industrial engine field, the name Dresser
Waukesha, stands for quality and durability. With nor-
mal care and maintenance, this equipment will provide
many years of reliable service.
Before placing the ESM in service, read Chapter 1
very carefully. This chapter covers Safety and General
Information.
Section 1.00 – “Safety” – Provides a list of warnings
and cautions to make you aware of the dangers pres-
ent during operation and maintenance of the engine.
READ THEM CAREFULLY AND FOLLOW THEM
COMPLETELY.
Section 1.05 – “General Information” – Provides wiring
requirements, programming conventions, definitions,
acronyms, conversion tables, and torque values of
metric and standard capscrews.
Section 1.10 – “Engine System Manager (ESM) Over-
view” – Provides an overview of the engine control
system, component locations, sensor locations, and
ESP operation.
FORM 6331 First Edition
HOW TO USE THIS MANUAL
ALWAYS be alert for the special warnings within
the manual text. These warnings precede informa-
tion that is crucial to your safety as well as to the
safety of other personnel working on or near the
engine. Cautions or notes in the manual contain
information that relates to possible damage to the
product or its components during engine opera-
tion or maintenance procedures.
This manual contains packager, operation, and main-
tenance instructions for the ESM. There are four chap-
ters within the manual, and each chapter contains two
or more sections. The title of each chapter or section
appears at the top of each page. To locate information
on a specific topic, refer to the Table of Contents at the
front of the manual or the Index at the back of the man-
ual.
Recommendations and data contained in the manual
are the latest information available at the time of this
printing and are subject to change without notice.
Since engine accessories may vary due to customer
specifications, consult your local Dresser Waukesha
Distributor or Dresser Waukesha Service Operations
Department for any information on subjects beyond
the scope of this manual.
v
HOW TO USE THIS MANUAL

vi FORM 6331 First Edition

 SAFETY AND GENERAL

CONTENTS

SECTION 1.00 – SAFETY

SECTION 1.05 – GENERAL INFORMATION

SECTION 1.10 – ENGINE SYSTEM MANAGER (ESM)

OVERVIEW

FORM 6331 First Edition

SAFETY AND GENERAL

FORM 6331 First Edition

 SECTION 1.00
SAFETY
SAFETY INTRODUCTION
The following safety precautions are published for your
information. Dresser Waukesha, Inc., does not, by the
publication of these precautions, imply or in any way
represent that they are the sum of all dangers present
near industrial engines or fuel rating test units. If you
are installing, operating, or servicing a Dresser
Waukesha product, it is your responsibility to ensure
full compliance with all applicable safety codes and
requirements. All requirements of the Federal Occupa-
tional Safety and Health Act must be met when
Dresser Waukesha products are operated in areas
that are under the jurisdiction of the United States of
America. Dresser Waukesha products operated in
other countries must be installed, operated, and ser-
viced in compliance with any and all applicable safety
requirements of that country.
For details on safety rules and regulations in the
United States, contact your local office of the Occupa-
tional Safety and Health Administration (OSHA).
The words “danger,” “warning,” “caution,” and “note”
are used throughout this manual to highlight important
information. Be certain that the meanings of these
alerts are known to all who work on or near the equip-
ment.
DANGER
This symbol identifies information about immedi-
ate hazards. Disregarding this information will
result in SEVERE PERSONAL INJURY OR DEATH.
WARNING
This symbol identifies information about hazards
or unsafe practices. Disregarding this information
could result in SEVERE PERSONAL INJURY OR
DEATH.
FORM 6331 First Edition
This symbol identifies
CAUTION information about haz-
ards or unsafe practices. Disregarding this infor-
m a t i o n c o ul d r e s u l t i n P RO D U C T DA M AG E
AND/OR PERSONAL INJURY.
NOTE: This symbol identifies information that is
NECESSARY TO THE PROPER OPERATION,
MAINTENANCE, OR REPAIR OF THE EQUIPMENT.
SAFETY TAGS AND DECALS
WARNING
To avoid severe personal injury or death, all warn-
ing tags and decals must be visible and legible to
the operator while the equipment is operating.
EQUIPMENT REPAIR AND SERVICE
Proper maintenance, service, and repair are important
to the safe, reliable operation of the unit and related
equipment. Do not use any procedure not recom-
mended in the Dresser Waukesha manuals for this
equipment.
WARNING
To prevent severe personal injury or death, always
stop the unit before cleaning, servicing, or repair-
ing the unit or any driven equipment.
Place all controls in the OFF position and disconnect
or lock out starters to prevent accidental restarting. If
possible, lock all controls in the OFF position and take
the key. Put a sign on the control panel warning that
the unit is being serviced.
Close all manual control valves. Disconnect and lock
out all energy sources to the unit, including all fuel,
electric, hydraulic, and pneumatic connections.
Disconnect or lock out driven equipment to prevent the
possibility of the driven equipment rotating the dis-
abled engine.
1.00-1
SAFETY
WARNING
To avoid severe personal injury or death, ensure
that all tools and other objects are removed from
the unit and any driven equipment before restart-
ing the unit.
WARNING
Allow the engine to cool to room temperature
before cleaning, servicing, or repairing the unit.
Hot components or fluids can cause severe per-
sonal injury or death.
WARNING
Some engine components and fluids are extremely
hot even after the engine has been shut down.
Allow sufficient time for all engine components
and fluids to cool to room temperature before
attempting any service procedure.
WARNING
Never set the high idle speed above the safe work-
ing limit of the driven equipment. If the GOV-
REMSP signal goes out of range or the
GOVREMSEL signal is lost, then the engine will
run at the speed determined by the status of
GOVHL IDL and calibrated low or high idle speeds.
Disregarding this information could cause severe
personal injury and/or product damage.
When using an elec-
CAUTION tric starter motor and a
start attempt fails, wait at least two minutes (or a
time period per the starter manufacturer’s instruc-
tions) before attempting an engine restart. The
starter motor must cool down before engine
restart to prevent damage to the starter motor. Dis-
regarding this information could result in product
damage and/or personal injury.
Always use “OXYGEN
CAUTION SENSOR SAFE/NEU-
TRAL CURE” RTV gasket materials on engines with
oxygen sensors. Disregarding this information will
result in reduced sensor life or sensor failure.
Always purchase ESM
CAUTION AFR oxygen sensors
(P/N 740107A or later) from Dresser Waukesha.
Performance goals of the system cannot be met
without Dresser Waukesha’s oxygen sensor speci-
fications. Disregarding this information could
result in product damage and/or personal injury.
1.00-2
Wire the supplied fuel
CAUTION gas shutoff valve so it
is controlled by the ESM. If the fuel valve is con-
trolled independently of the ESM, fault codes will
occur when the fuel valve is not actuated in
sequence by the ESM. Disregarding this informa-
tion could result in product damage and/or per-
sonal injury.
Do not drop or mishan-
CAUTION dle knock sensor. If
knock sensor is dropped or mishandled, it must be
replaced. Disregarding this information could
result in product damage and/or personal injury.
CAUTION
D o n o t ov e r t i g h t e n
capscrew. Overtighten-
ing will cause damage to the knock sensor. Disre-
garding this information could result in product
damage and/or personal injury.
ELECTRICAL
All induct ive load s,
CAUTION such as a fuel valve
must have a suppression diode installed across
the valve coil as close to the valve as is practical.
Disregarding this information could result in prod-
uct damage and/or personal injury.
WARNING
Always label “HIGH VOLTAGE” on engine-mounted
equipment over 24 volts nominal. Failure to adhere
to this warning could result in severe personal
injury or death.
WARNING
Do not install, set up, maintain, or operate any
electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause
severe personal injury or death.
WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part of
the electrical system. Electrical shock can cause
severe personal injury or death.
FORM 6331 First Edition

Never attempt to power
CAUTION the engine using the
+24VFOR U wire in the Local Control Option Har-
ness. The +24VFOR U wire is for customer use to
provide 24 VDC power to other equipment. Incor-
rectly powering the engine using the +24VFOR U
wire could result in product damage and/or per-
sonal injury.
All inductive loads ,
CAUTION such as the fuel valve,
must have a suppression diode installed across
the valve coil as close to the valve as is practical.
Disregarding this information could result in prod-
uct damage and/or personal injury.
Disconnect all engine
CAUTION harnesses and elec-
tronically controlled devices before welding on or
near an engine. Failure to comply will void war-
ranty. Failure to disconnect the harnesses and
electronically controlled devices could result in
product damage and/or personal injury.
The electrical interfer-
CAUTION ence from solenoids
and other electrical switches will not be cyclic and
can be as high as several hundred volts. This
could cause faults within the ESM that may or may
not be indicated with diagnostics. Dresser Wauke-
sha requires a “freewheeling” diode be added
across the coils of relays and solenoids to sup-
press high induced voltages that may occur when
equipment is turned off. Failure to comply will void
product warranty. Disregarding this information
could result in personal injury and/or product
damage.
FIRE PROTECTION
WARNING
Refer to local and federal fire regulations for
guidelines for proper site fire protection. Fires can
cause severe personal injury or death.
BODY PROTECTION
WARNING
Always wear OSHA approved body, sight, hearing,
and respiratory system protection. Never wear
loose clothing, jewelry, or long hair around an
engine. The use of improper attire or failure to use
protective equipment may result in severe per-
sonal injury or death.
FORM 6331 First Edition
SAFETY
EXHAUST
WARNING
Do not inhale engine exhaust gases. Exhaust
gases are highly toxic and could cause severe per-
sonal injury or death.
BATTERIES
WARNING
Comply with the battery manufacturer’s recom-
mendations for procedures concerning proper bat-
tery use and maintenance. Improper maintenance
or misuse can cause severe personal injury or
death.
WARNING
Batteries contain sulfuric acid and generate explo-
sive mixtures of hydrogen and oxygen gases.
Keep any device that may cause sparks or flames
away from the battery to prevent explosion. Batter-
ies can explode, causing severe personal injury or
death.
WARNING
Always wear protective glasses or goggles and
protective clothing when working with batteries.
You must follow the battery manufacturer’s
instructions on safety, maintenance, and installa-
tion procedures. Failure to follow the battery man-
ufacturer’s instructions can cause severe personal
injury or death.
CHEMICALS
WARNING
Always read and comply with safety labels on all
containers. Do not remove or deface the container
labels. Improper handling or misuse could result
in severe personal injury or death.
CLEANING SOLVENTS
WARNING
Comply with the solvent manufacturer’s recom-
mendations for proper use and handling of sol-
vents. Improper handling or misuse could result in
severe personal injury or death. Do not use gaso-
line, paint thinners, or other highly volatile fluids
for cleaning.
1.00-3
SAFETY

EMERGENCY SHUTDOWN
WARNING
An Emergency Shutdown must never be used for a
normal engine shutdown. Doing so may result in
unburned fuel in the exhaust manifold. Failure to
comply increases the risk of an exhaust explosion,
which can result in severe personal injury or
death.
PROGRAMMING
WARNING
Never set the high idle speed above the safe work-
ing limit of the driven equipment. If the GOV-
REMSP signal goes out of range or the
GOVREMSEL signal is lost, then the engine will
run at the speed determined by the status of
GOVHL IDL and calibrated low or high idle speeds.
Disregarding this information could cause severe
personal injury and/or product damage.
Ensure that the cor-
CAUTION rect rotating moment
of inertia (load inertia) is programmed in ESP for
the engine’s driven equipment. Failure to program
the moment of inertia for the driven equipment on
the engine in ESP will lead to poor steady state
and transient speed stability. Disregarding this
information could result in product damage and/or
personal injury.
Wire the supplied fuel
CAUTION gas shutoff valve (ESM
fuel valve) so it is controlled by the ESM. Disre-
garding this information could result in product
damage and/or personal injury.
Failure to program the
CAUTION moment of inertia for
the driven equipment on the engine in ESP will
lead to poor steady state and transient speed sta-
bility. Disregarding this information could result in
product damage and/or personal injury.
HANDLING COMPONENTS
Do not drop or mishan-
CAUTION dle knock sensor. If
knock sensor is dropped or mishandled, it must be
replaced. Disregarding this information could
result in product damage and/or personal injury.
D o n o t ov e r t i g h t e n
CAUTION capscrew. Overtighten-
ing will cause damage to the knock sensor. Disre-
garding this information could result in product
damage and/or personal injury.
TOOLS
ELECTRICAL
WARNING
Do not install, set up, maintain, or operate any
electric tools unless you are a technically qualified
individual who is familiar with them. Electrical
tools use electricity and, if used improperly, could
cause severe personal injury or death.
PNEUMATIC
WARNING
Do not install, set up, maintain, or operate any
pneumatic tools unless you are a technically quali-
fied individual who is familiar with them. Pneu-
matic tools use pressurized air and, if used
improperly, could cause severe personal injury or
death.
INTOXICANTS AND NARCOTICS
WARNING
Do not allow anyone under the influence of intoxi-
cants and/or narcotics to work in or around indus-
trial engines. Workers under the influence of
intoxicants and/or narcotics are a hazard to both
themselves and other employees and can cause
severe personal injury or death to themselves or
others.
PROTECTIVE GUARDS
WARNING
Provide guarding to protect persons or structures
from rotating or heated parts. Contact with rotat-
ing or heated parts can result in severe personal
injury or death.

1.00-4 FORM 6331 First Edition

 SECTION 1.05
GENERAL INFORMATION
WIRING REQUIREMENTS
All electrical equipment and wiring shall comply with
applicable local codes. This standard defines addi-
tional requirements for Dresser Waukesha engines.
WARNING
Do not install, set up, maintain, or operate any
electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause
severe personal injury or death.
WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part of
the electrical system. Electrical shock can cause
severe personal injury or death.
• Whenever two or more wires run together, they
should be fastened together at no more than
4 – 6 in. (10 – 15 cm) intervals, closer where neces-
sary, with tie wraps or tape.
• All wires should be mounted off hot areas of the
engine with insulated clips, at intervals of no more
than 12 in. (30 cm), closer where necessary. Wires
must never be run closer than 6 in. (15 cm) to
exhaust manifolds, turbochargers, or exhaust pipes.
• In cases where wires do not run over the engine,
they should be fastened to rigid, non-moving bodies
with insulated clips when possible or tie wraps. Fas-
teners should be spaced at no more than 12 in.
(30 cm) intervals.
• When wires run through holes, rubber grommets
should be installed in holes to protect the wires.
Wires should never be run over rough surfaces or
sharp edges without protection.
FORM 6331 First Edition
• Each end of flexible metal conduit must have an
insulating sleeve to protect wires from chafing.
Do not use non electri-
CAUTION cal grade R T V.
Non-electrical RTVs can emit corrosive gases that
can damage electrical connectors. Disregarding
this information could result in product damage
and/or personal injury.
• An electrical grade RTV should be applied around
the wires entering all electrical devices and is to be
applied immediately after wire installation.
• A small “drip loop” should be formed in all wires
before entering the electrical devices. This drip loop
will reduce the amount of moisture entering an elec-
trical device via the wires if an electrical grade RTV
does not seal completely.
• The following procedures should be followed for
wires entering engine junction boxes:
– Bottom entrance is best, and side entrance is
second best.
– Insert grommet in opening to protect wires.
– Wires should contain “drip loop” before enter-
ing box, except where bottom entrance is
used.
– When installing flexible conduit, use straight
connector for side entrance. If top entrance is
required, use elbow connector.
• If wire harness has a covering, clamp harness so
openings of covering are downward.
•• The routing of wires should be determined for
reliability and appearance and not by shortest
distance.
•• Installation connection wire must be coiled and
secured to provide protection during shipment.
1.05-1
GENERAL INFORMATION

ESP PROGRAMMING CONVENTIONS

WARNING The following is a list of conventions used in the ESP
Always label “HIGH VOLTAGE” on engine-mounted software and documentation:
equipment over 24 volts nominal. Failure to adhere
• All commands enclosed in brackets, [ ], are found on
to this warning could result in severe personal
the PC keyboard.
injury or death.
• Menu names and menu options are in bold type.
• All engine-mounted electrical equipment over
24 volts nominal shall have “HIGH VOLTAGE” warn- • Panel names and dialog box names begin with
ing decal. Decal is to be attached to all the equip- Uppercase Letters.
ment and junction boxes on visible surface (vertical
• Field and button names begin with Uppercase Let-
surface whenever possible).
ters and are enclosed in “quotes”.
• Wiring that is routed in rigid or flexible conduit shall
• The [Return] key is the same as the [Enter] key (on
have all wire splices made only in junction boxes,
some keyboards [Return] is used instead of [Enter]).
outlet boxes, or equipment boxes. Wire splices shall
not be located in the run of any conduit. • The fields on the ESP user interface screens are
color-coded. See Table 1.05-1 for color key.

Table 1.05-1 Color Key for ESP User Interface Panels

COLOR MEANING
Gray Off (No Alarm)
Readings and Settings
Dark Green (General operating information such as
temperature and pressure readings)
White Dials and Gauges
Light Green On or Normal System Operation
Pink Low, Warmup, or Idle Signal
Yellow Alarm or Sensor/Wiring Check
Red Warning or Shutdown
Blue User-Programmable

1.05-2 FORM 6331 First Edition


DEFINITIONS
NOTE: The terms defined in this manual are defined
as they apply to Dresser Waukesha’s Engine System
Manager ONLY. Definitions are not general definitions
applicable to all situations.
Actuator Gas Regulator (AGR):
An actuator is installed onto the regulator to adjust the
fuel flow to the engine. Within the actuator resides a
stepper motor which adjusts the regulator setting by
increasing or decreasing the spring pressure acting on
the regulator diaphragm. In various documentation,
the term “stepper” means the same as “actuator.”
Air-Fuel Power Module (AFPM):
The Air-Fuel Power Module is an extension of the
ESM system that provides power to the O2 sensor
block heaters, as well as signal conditioning for the O2
sensors themselves.
Air-Fuel Ratio:
Air-fuel ratio is a term used to define the amount of air
(in either weight or mass) in relation to a single amount
of fuel.
• Rich Burn
– Catalyst Setting (Typical) 15.95: 1 AFR
– Stoichiometric Setting 16.09: 1 AFR
• Lean Burn
– 16V275GL (~11.2% O2) 32.00: 1 AFR
Alternate Dynamics:
Setting used at low loads and speeds, which reduces
the throttle gains to provide better speed stability.
Analog Signals:
A voltage or current signal proportional to a physical
quantity.
Baud Rate:
The baud rate is the number of signaling elements that
occur each second. The baud indicates the number of
bits per second (bps) that are transmitted.
Boost Pressure:
Pressure of incoming air into throttle.
Bus:
A collection of wires through which data is transmitted
from one part of a computerized system to another. A
bus is a common pathway, or channel, between multi-
ple devices.
FORM 6331 First Edition
GENERAL INFORMATION
Bypass:
The bypass directs air from the outlet of the turbo-
charger compressor to the inlet of the turbocharger
turbine. When at likely surge conditions (low speed or
partial load) opening the bypass will increase the flow
through the compressor, which helps move the com-
pressor away from the surge line and towards the peak
efficiency island.
Calibration:
The Engine System Manager is designed to work with
various Dresser Waukesha engine families and config-
urations. Each ECU is factory-calibrated to work with a
specific engine model. The ECU contains thousands
of calibrations such as the number of cylinders, timing,
sensor default values, high/low limitations, and neces-
sary filters.
CAN:
Controller Area Network. A serial bus network of
microcontrollers that connects devices, sensors, and
actuators in a system for real-time control applications
like the ESM. Since messages in a CAN are sent
through the network with unique identifiers (no
addressing scheme is used), it allows for uninterrupted
transmission if one signal error is detected.
CD-ROM:
Compact Disk - Read Only Memory. A compact disk
format used to hold text, graphics, and audio. It is like
an audio CD but uses a different format for recording
data. The ESM ESP software (including E-Help) is
available in CD-ROM format.
Closed-Loop Control:
Closed-loop control is a method of controlling a
process. It looks at the process’ output and adjusts the
process’ inputs according to some preprogrammed
instructions. With Lean Burn AFR control, the oxygen
sensor provides “feedback” about the combustion
process and “closes the loop.” This is an accurate form
of process control.
Combustion Stability Limit:
As engine load is reduced from manufacturer’s rated
load, combustion pressure within the engine dimin-
ishes. Below some power output, combustion is no
longer stable, and exhaust oxygen is not a good indi-
cator of air-fuel ratio. This is the combustion stability
limit. The actuator travel limits (rich and lean limits) are
employed at loads below this point to prevent driving
the engine into either rich or lean misfire.
DB Connector:
A family of plugs and sockets widely used in communi-
cations and computer devices. DB connectors come in
9, 15, 25, 37, and 50-pin sizes. The DB connector
defines the physical structure of the connector, not the
purpose of each line.
1.05-3
GENERAL INFORMATION
Dead Band:
This is the oxygen sensor target (setpoint) “tolerance”
or control window within which the actuator position
remains constant. The dead band prevents excessive
stepper travel under minor variations in conditions.
Detonation:
See definition for “Knock”.
Digital Signals:
Signals representing data in binary form that a com-
puter can understand. The signal is 0 or 1 (off or on).
Droop:
When a governor operates in droop mode, it means
that the governor will allow the engine to slow down
slightly under load. Droop is used to simulate the situ-
ation with mechanical governors where the engine will
run at a slightly higher rpm than the setpoint when no
load is placed on the engine.
E-Help:
ESP-Help (E-Help) is the name of the electronic help
file included with the ESP software. E-Help provides
fault code troubleshooting information.
Electronic Service Program (ESP):
ESP is the service program (software) that is the pri-
mary means of obtaining information on ESM status.
ESP provides a graphical (visual) interface and is the
means by which the information that the ECU logs can
be read. ESP can be installed on a PC with Microsoft®
Windows® XP operating system. A PC used to run the
ESP software connects to the ECU via an RS-232
serial cable.
Engine Control Unit (ECU):
The Engine Control Unit (ECU) is the central module,
or “hub,” of the ESM. The entire ESM interfaces with
the ECU. All ESM components, the PC with Electronic
Service Program software, and customer-supplied
data acquisition devices, connect to the ECU.
Fault:
A fault is any condition detected by the ESM that is
out-of-range, unusual, or outside normal operating
conditions. Included are the following:
• Scale High: A scale high fault indicates the value of
the sensor is higher than its normal operating range.
• Scale Low: A scale low fault indicates the value of
the sensor is lower than its normal operating range.
• Short or Open Circuit: A short or open circuit indi-
cates sensor value is outside valid operating range
and is most likely due to a damaged sensor or wir-
ing.
1.05-4
Fault Log:
The ECU records faults into the fault log as they occur.
The fault log is viewed using the ESM ESP software.
Feedforward Control:
Feedforward control, also referred to as load coming
control, is a governing feature that allows the engine to
accept larger load additions than would normally be
possible.
Freewheeling Diode:
A freewheeling diode is added across the coils of a
relay or solenoid to suppress the high induced volt-
ages that may occur when equipment is turned off.
Function Keys:
A set of keys on a computer keyboard that are num-
bered F1 – F12 which perform special functions,
depending on the application program in use.
Graphical User Interface (GUI):
An interface that is considered user-friendly because
pictures (or icons) accompany the words on the
screen. The use of icons, pull-down menus, and the
mouse make software with a graphical user interface
easier to work with and learn.
Hard Drive:
The primary computer storage medium normally inter-
nally sealed inside a PC. Typically, software programs
and files are installed on a PC’s hard drive for storage.
Also referred to as the hard disk.
High Signal:
A digital signal sent to the ECU that is between
8.6 and 36 volts.
Home Position:
Home position is where the stepper nut is in the fully
retracted position.
Icon:
A small picture on a PC screen that represents a file or
program. Files and programs open when the user dou-
ble-clicks the icon.
Ignition Power Module with Diagnostic Capability
(IPM-D):
The IPM-D is a high energy, capacitor discharge, solid
state ignition module. The ECU directs the IPM-D
when to fire each spark plug. See Section 2.10 Ignition
System for more information on the IPM-D or the
ignition system.
IMAP:
Intake Manifold Absolute Pressure. IMAP is the pres-
sure of the downstream air from the throttle and is
used to gauge the load on the engine.
FORM 6331 First Edition

Isochronous:
When the governor control is isochronous, it means
that the governor will control at a constant engine
speed, regardless of load (steady state).
Knock:
Knock is the autoignition of the unconsumed end gas
after the spark plug has fired during an engine’s com-
bustion cycle. When this happens, the pressure in the
chamber will spike, causing the structure of the engine
to resonate, and an audible “ping” or “knock” is heard.
Knock Frequency:
The unique vibration or frequency that an engine
exhibits while in knock.
Knock Sensor:
Converts engine vibration to an electrical signal to be
used by the ECU to isolate the “knock” frequency.
Knock Threshold:
The knock threshold is a self-calibrating limit to deter-
mine if a cylinder is detonating. Once a cylinder
exceeds the knock threshold, the ESM retards ignition
timing for the cylinder in knock.
Lambda:
Lambda is defined as the excess air-fuel ratio and is
calculated as: lambda = actual air-fuel ratio / stoichio-
metric air-fuel ratio. The ESM air-fuel ratio routine con-
trols engine air-fuel ratio by maintaining a lambda over
various speed, load, fuel, and environmental condi-
tions.
Lean Burn Air-Fuel Ratio:
A control routine that uses feedback from the heated
lean burn O2 sensor in the exhaust stream to control
the air-fuel ratio of the engine by adjusting fuel pres-
sure via the stepper motor.
LED:
Light Emitting Diode. Semiconductor that emits light.
LEDs are used as power, alarm, and shutdown indica-
tors located on the front of the ECU.
Load Coming:
See definition for feedforward control.
Load Control:
The ESM load control mode is used when an engine is
synchronized to a grid and/or other units. In this case
the grid controls speed.
Load Inertia:
Programming the load inertia or rotating mass moment
of inertia of the driven equipment will set the governor
gain correctly, aiding rapid setup of the engine. If this
field is programmed correctly, there should be no need
to program any of the gain adjustment fields. The rotat-
ing mass moment of inertia must be known for each
piece of driven equipment and then added together.
FORM 6331 First Edition
GENERAL INFORMATION
Log File Processor:
A processing program that is loaded with the installa-
tion of ESP to convert binary log files saved by the
ECU (extension .ACLOG) into either a Tab Separated
Value file ( .TSV) or a text file ( .TXT).
Low Signal:
A digital signal sent to the ECU that is less than
3.3 volts.
Magnetic Pickup:
A two-wire electrical device that produces a voltage
and current flow as steel teeth or holes move by the
face of the pickup.
Master-Slave Communications:
Communications in which one side, called the “mas-
ter,” initiates and controls the session. The “slave” is
the other side that responds to the master’s com-
mands.
MODBUS®:
MODBUS® is a protocol, or a set of rules governing
the format of messages that are exchanged between
computers, which is widely used to establish commu-
nication between devices. MODBUS® defines the
message structure that the ESM and customer con-
trollers will recognize and use, regardless of the type
of networks over which they communicate. The proto-
col describes the process a controller uses to request
access to another device, how it will respond to
requests from the other devices, and how errors will be
detected and reported. MODBUS® establishes a com-
mon format for the layout and content of messages.
Modem:
Modulator Demodulator. A device that converts data
from digital computer signals to analog signals that
can be sent over a telephone line. This is called modu-
lation. The analog signals are then converted back into
digital data by the receiving modem. This is called
demodulation.
NVRAM:
Non-Volatile Random Access Memory. This is a type
of RAM memory that retains its contents when power
is turned off. When new values are saved in ESP, they
are permanently saved to NVRAM within the ECU.
When values are saved to NVRAM, the information is
not lost when power to the ECU is removed. The user
can save unlimited times to ECU NVRAM (permanent
memory).
O2 Heater Block:
The O2 sensor is packaged as an assembly consisting
of a steel block with heater cartridges and a tempera-
ture sensor. This block is threaded into the exhaust
outlet using a pipe nipple that allows some exhaust
gas to flow across the sensor.
1.05-5
GENERAL INFORMATION
Open Circuit:
An open circuit indicates that the signal being received
by the ECU is outside the valid operating range and is
most likely due to a damaged sensor or wiring.
Panel:
ESP displays engine status and information on several
panels: Engine, Start-Stop, Governor, Ignition, AFR
Setup, Status, and Advanced. These panels display
system and component status, current pressure and
temperature readings, alarms, ignition status, gover-
nor status, air-fuel control status, and programmable
adjustments.
PC:
Personal Computer. A PC used to run the ESP soft-
ware connects to the ECU via an RS-232 serial cable.
PLC:
Programmable Logic Controller. A microprocessor
used in process control applications. PLC micropro-
cessors are designed for high-speed, real-time, and
rugged industrial environments.
PWM:
Pulse Width Modulation. A technique employed to reg-
ulate power by turning a signal ON and OFF (see
square wave below). In the AFPM it is used to regulate
the voltage to the heater(s).
RAM:
Random Access Memory. When a programmable
value is edited in ESP, it is stored in the ECU’s tempo-
rary memory, RAM. This allows the user to evaluate
changes made to the ECU before saving the values to
the ECU’s permanent memory, NVRAM. The contents
of RAM will be lost if ECU loses power, but are unaf-
fected if the PC loses power or is disconnected from
the ECU.
RS-232:
Recommended Standard-232. One of a set of stan-
dards from the Electronics Industries Association for
hardware devices and their interfaces. RS-232 is a
well-known standard for transmitting serial data
between computers and peripheral devices (modem,
mouse, etc.). In the case of the ESM, an RS-232 cable
transmits data from the ECU to the PC and vice versa.
RS-485:
Recommended Standard-485. One of a set of stan-
dards from the Electronics Industries Association for
hardware devices and their interfaces. RS-485 is used
for multi-point communications lines and is a special-
ized interface. The typical use for RS-485 is a single
PC connected to several addressable devices that
share the same cable.
1.05-6
Sample Window:
A predetermined start and end time in which each cyl-
inder will be looked at for knock. The window is used
so that knock is looked for only during the combustion
event.
Scale High:
A scale high fault indicates the value of the sensor is
higher than its normal operating range.
Scale Low:
A scale low fault indicates the value of the sensor is
lower than its normal operating range.
Short Circuit:
A short circuit indicates that the value of the sensor is
outside the valid operating range and is most likely
due to a damaged sensor or wiring.
Slave Communications:
A computer or peripheral device controlled by another
computer. For example, since the ESM has
MODBUS® slave communications capability, one
“master” computer or PLC could communicate with
multiple ESM MODBUS® slaves over the two-wire
RS-485 network.
Speed Control:
The ESM speed control mode allows the engine oper-
ator to chose a setpoint speed, and the governor will
control the engine at that speed. The control can be
either fixed or variable.
Start Position:
This is a programmable stepper (actuator) position
used to set gas/air at a value that is favorable for start-
ing. Requires remote or manual initiation prior to start-
ing. Start position is programmed on the [F8] AFR
Setup Panel.
Step:
One “step” of the stepper motor inside the actuator
equals 1/400 of 1 revolution of the stepper motor. This
small change in position results in 0.00025 inch of lin-
ear travel of the adjusting nut within the actuator. This
increases or decreases the fuel regulator spring pres-
sure and correspondingly changes the gas/air pres-
sure to the carburetor.
Stepper Gain:
Stepper gain influences how large a change is made
to the actuator position when the oxygen sensor signal
is not within the specified tolerance of the sensor
target (setpoint). A larger gain will result in a larger
change.
FORM 6331 First Edition

Stepper Lean Limit:
The most “retracted” actuator position or lowest gas/air
that is programmed at which the engine can be safely
operated. A more retracted actuator position allows
less fuel to pass to the engine. Thus, the “minimum
fuel” position is called the “lean limit.” It is used to pre-
vent under-fueling of the engine. Actuator operation is
only permitted between the rich and lean limits.
Stepper Rich Limit:
The most “advanced” actuator position or highest gas/air
that is programmed at which the engine can be safely
operated. Since a more extended actuator position
results in more fuel being delivered to the engine, this is
the “maximum fuel” position or “rich limit.” The rich limit is
programmable with a PC and is used to prevent rich mis-
fire and detonation in the engine. Actuator operation is
permitted only between the rich and lean limits.
Stepper Motor:
This specially designed electric motor that resides in
the actuator produces a precise “step-wise” rotation of
the motor shaft instead of the “traditional” continuous
rotation of most electric motors.
Synchronizer Control:
Synchronizer control is governor dynamics used to
rapidly synchronize an engine generator to the electric
power grid.
Temperature Compensation:
A setting which adjusts the wastegate and bypass
valve positions to compensate for changes in ambient
temperature. A compressor inlet temperature of 77° F
(25° C) is the baseline point. At 77° F (25° C) there will
be no change in valve position regardless of what the
temperature compensation is. The change in desired
valve positions increases as temperature increases or
decreases as temperature decreases.
Throttle Reserve:
The static pressure drop across the main throttle valve
and carburetor. The upstream pressure (Boost) is
higher than the downstream pressure (IMAP). Throttle
reserve = Boost – IMAP. Also referred to as “differen-
tial pressure” or as “delta P.”
Training Tool:
A software program, separate from ESP, that is loaded
on a PC during ESP installation and is for training use
only. An ECU cannot be programmed using the Train-
ing Tool but allows the user to open ESP without an
ECU connected.
FORM 6331 First Edition
GENERAL INFORMATION
Turbocharger:
An air charging device that uses exhaust gas energy
to compress intake air. A turbocharger consists of a
compressor wheel and a turbine wheel that are in indi-
vidual housings, but are mounted on a common shaft.
A center housing cools, lubricates, and supports the
shaft. The turbocharger rotates when exhaust gases
flow through one side of the turbocharger (turbine
housing and wheel). Since the exhaust (turbine) wheel
and intake (compressor) wheel are mounted on a
common shaft, the exhaust gases turn the exhaust
wheel, which in turn, drives the compressor wheel,
forcing air into the intake manifold.
Turbocharger Surge:
Turbocharger surge is the “banging” or “swishing”
heard occasionally in engine turbochargers. Turbo-
charger surge typically occurs at partial load, when the
volume of air required by the engine is substantially
less than what is required by the turbocharger to pre-
vent flow reversal (surge). Frequent changes in tem-
perature and pressure ratio requirements can also
trigger turbocharger surge.
User Interface:
The means by which a user interacts with a computer.
The interface includes input devices such as a key-
board or mouse, the computer screen and what
appears on it, and program/file icons.
Windowing:
A technique that allows the ESM to look for knock only
during the combustion time when knock could be pres-
ent.
Wastegate Valve:
The wastegate valve proportions exhaust flow from the
engine around the turbocharger turbine and directs
excess exhaust directly into the exhaust stack. The
wastegate valve is used to control throttle reserve in
closed-loop control.
WKI:
Waukesha Knock Index. An analytical tool, developed
by Dresser Waukesha, as a method for calculating the
knock resistance of gaseous fuels. It is a calculated
numeric value used to determine the optimum engine
settings based on a specific site’s fuel gas composi-
tion.
Workspace:
The file containing ESP panels is called the work-
space. The workspace file is saved to the hard drive
upon installation of the software. When ESP is
opened, the correct workspace for the engine is auto-
matically opened.
1.05-7
GENERAL INFORMATION

ACRONYMS
AC: Alternating Current
AFPM: Air-Fuel Power Module
AFR: Air-Fuel Ratio
ATDC: After Top Dead Center
bps: bits per second
CAN: Controller Area Network
CD-ROM: Compact Disk - Read Only Memory
CSA: Canadian Standards Association
E-Help: ESP-Help
ECU: Engine Control Unit
ECP: Electronic Control Panel
ESM: Engine System Manager
ESP: Electronic Service Program
GUI: Graphical User Interface
HSD: High Side Driver
IMAP: Intake Manifold Air Pressure
IMAT: Intake Manifold Air Temperature
IPM-D: Ignition Power Module with Diagnostic capa-
bility
LED: Light Emitting Diode
MB: Megabyte
MHz: Megahertz
NVRAM: Non-Volatile Random Access Memory
OC: Open Circuit
PC: Personal Computer
PWM: Pulse Width Modulation
PLC: Programmable Logic Controller
RAM: Random Access Memory
rpm: revolutions per minute
RS: Recommended Standard
SC: Short Circuit
SH: Scale High
SL: Scale Low
TSV: Tab Separated Value
WKI: Waukesha Knock Index

1.05-8 FORM 6331 First Edition


ENGLISH/METRIC CONVERSIONS
Table 1.05-2. English to Metric Formula Conversion
CONVERSION
Inches to Millimeters
Cubic Inches to Litres
Ounces to Grams
Pounds to Kilograms
Inch Pounds to Newton-meters
Foot Pounds to Newton-meters
Pounds per Square Inch to Bars
Pounds per Square Inch to
Kilograms per Square Centimeter
Pounds per Square Inch to
Kilopascals
Fluid Ounces to Cubic Centimeters
U.S. Gallons to Litres
Degrees Fahrenheit to Degrees
Centigrade
Table 1.05-3. Metric to English Formula Conversion
CONVERSION
Millimeters to Inches
Litres to Cubic Inches
Grams to Ounces
Kilograms to Pounds
Newton-meters to Inch Pounds
Newton-meters to Foot Pounds
Bars to Pounds per Square Inch
Kilograms per Square Centimeter
to Pounds per Square Inch (psi)
Kilopascals to Pounds per Square
Inch (psi)
Cubic Centimeters to Fluid Ounces
Litres to U.S. Gallons
Degrees Centigrade to Degrees
Fahrenheit
FORM 6331 First Edition
GENERAL INFORMATION
FORMULA EXAMPLE
Inches and any fraction in decimal equivalent 2-5/8 in. = 2.625 x 25.4 = 66.7 mm
multiplied by 25.4 equals millimeters.
Cubic inches multiplied by 0.01639 equals 9388 cu. in. = 9388 x 0.01639 = 153.9 L
litres.
Ounces multiplied by 28.35 equals grams. 21 oz. = 21 x 28.35 = 595 g
Pounds multiplied by 0.4536 equals kilograms. 22,550 lb. = 22,550 x 0.4536 = 10,229 kg
Inch pounds multiplied by 0.113 equals
Newton-meters. 360 in-lb = 360 x 0.113 = 40.7 N·m
Foot pounds multiplied by 1.3558 equals
Newton-meters. 145 ft-lb = 145 x 1.3558 = 197 N·m
Pounds per square inch multiplied by 0.0690
equals bars. 9933 psi = 9933 x 0.0690 = 685 bar
Pounds per square inch multiplied by 0.0703
equals kilograms per square centimeter. 45 psi = 45 x 0.0703 = 3.2 kg/cm2
Pounds per square inch multiplied by 6.8947
equals kilopascals. 45 psi = 45 x 6.8947 = 310 kPa
Fluid ounces multiplied by 29.57 equals
cubic centimeters. 8 oz. = 8 x 29.57 = 237 cc
U.S. Gallons multiplied by 3.7853 equals litres. 148 gal. = 148 x 3.7853 = 560 L
Degrees Fahrenheit minus 32 divided by 1.8 212° F – 32 ÷ 1.8 = 100° C
equals degrees Centigrade.
FORMULA EXAMPLE
Millimeters multiplied by 0.03937 equals 67 mm = 67 x 0.03937 = 2.6 in.
inches.
Litres multiplied by 61.02 equals cubic inches. 153.8 L = 153.8 x 61.02 = 9385 cu. in.
Grams multiplied by 0.03527 equals ounces. 595 g = 595 x 0.03527 = 21.0 oz.
Kilograms multiplied by 2.205 equals pounds. 10,228 kg = 10,228 x 2.205 = 22,553 lb.
Newton-meters multiplied by 8.85 equals
inch pounds. 40.7 N·m = 40.7 x 8.85 = 360 in-lb
Newton-meters multiplied by 0.7375 equals
foot pounds. 197 N·m = 197 x 0.7375 = 145 ft-lb
Bars multiplied by 14.5 equals pounds per
square inch. 685 bar = 685 x 14.5 = 9933 psi
Kilograms per square centimeter multiplied by
14.22 equals pounds per square inch. 3.2 kg/cm2 = 3.2 x 14.22 = 46 psi
Kilopascals multiplied by 0.145 equals pounds
per square inch. 310 kPa = 310 x 0.145 = 45.0 psi
Cubic centimeters multiplied by 0.0338 equals
fluid ounces. 236 cc = 236 x 0.0338 = 7.98 oz.
Litres multiplied by 0.264 equals U.S. gallons. 560 L = 560 x 0.264 = 148 gal.
Degrees Centigrade multiplied by 1.8 plus 32 100° C = 100 x 1.8 + 32 = 212° F
equals degrees Fahrenheit.
1.05-9
GENERAL INFORMATION

TORQUE VALUES
NOTE: Refer to the tables below only when a torque value is not explicitly stated in a given procedure.

Table 1.05-4 U.S. Standard Capscrew Torque Values

SAE
GRADE GRADE 1 OR 2 GRADE 5 GRADE 8
NUMBER
TORQUE TORQUE TORQUE
in-lb (N·m) in-lb (N·m) in-lb (N·m)
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4–20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 159 (18) 142 (16) 133 (15) 124 (14)
1/4–28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16–18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16–24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8–16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8–24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16–14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16–20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2–13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2–20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16–12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16–18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8–11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8–18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4–10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4–16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8–9 160 (217) 144 (195) 128 (174) 395 (535) 356 (483) 316 (428) 605 (820) 545 (739) 484 (656)
7/8–14 175 (237) 158 (214) 140 (190) 435 (590) 392 (531) 348 (472) 675 (915) 608 (824) 540 (732)
1.0–8 235 (319) 212 (287) 188 (255) 590 (800) 531 (720) 472 (640) 910 (1234) 819 (1110) 728 (987)
1.0–14 250 (339) 225 (305) 200 (271) 660 (895) 594 (805) 528 (716) 990 (1342) 891 (1208) 792 (1074)
NOTE: Dry torque values are based on the use of clean, dry threads.
Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Capscrews that are threaded into aluminum may require a torque reduction of 30% or more.
The conversion factor from ft-lb to in-lb is ft-lb x 12 equals in-lb.
Oiled torque values should be reduced by 10% from dry when nickel-based anti-seize compound is used as a lubricant.
Oiled torque values should be reduced by 16% from dry when copper-based anti-seize compound is used as a lubricant.

1.05-10 FORM 6331 First Edition

 GENERAL INFORMATION

Table 1.05-5. Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE
SIZE
N·m in-lb N·m in-lb N·m in-lb N·m in-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 10.4 92
M5 2.7 24 10.5 93 15 133 18 159
M6 4.6 41 10.5 93 15 133 10.4 92
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16 95 70 215 158 305 224 365 269
M18 130 95 295 217 420 309 500 368
M20 184 135 420 309 590 435 710 523
M22 250 184 570 420 800 590 960 708
M24 315 232 725 534 1020 752 1220 899
M27 470 346 1070 789 1519 1113 1810 1334
M30 635 468 1450 1069 2050 1511 2450 1806
M33 865 637 1970 1452 2770 2042 3330 2455
M36 1111 819 2530 1865 3560 2625 4280 3156
M39 1440 1062 3290 2426 4620 3407 5550 4093
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE
SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1050 774
M24 x 2 780 575 1100 811 1300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

FORM 6331 First Edition 1.05-11

GENERAL INFORMATION

Table 1.05-6. Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE
SIZE
N·m in-lb N·m in-lb N·m in-lb N·m in-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20 171 126 390 287 550 405 660 486
M22 230 169 530 390 745 549 890 656
M24 295 217 675 497 960 708 1140 840
M27 435 320 995 733 1400 1032 1680 1239
M30 590 435 1350 995 1900 1401 2280 1681
M33 800 590 1830 1349 2580 1902 3090 2278
M36 1030 759 2360 1740 3310 2441 3980 2935
M39 1340 988 3050 2249 4290 3163 5150 3798
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)

ISO
8.8 10.9 12.9
PROPERTY CLASS

TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1000 737 1200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb, and one ft-lb equals 1.355818 N·m.

1.05-12 FORM 6331 First Edition

 SECTION 1.10
ENGINE SYSTEM MANAGER (ESM) OVERVIEW

The Dresser Waukesha Engine System Manager See Figure 1.10-1 for a general overview of the ESM
(ESM) is a system designed to optimize engine perfor- inputs and outputs.
mance and maximize uptime. The ESM integrates
It will be necessary as you go through this manual to
spark timing control, speed governing, knock detec-
familiarize yourself with the location of all the individual
tion, start-stop control, air-fuel control, diagnostic
components that comprise the ESM. See Table 1.10-1
tools, fault logging, and engine safeties.
for component locations.
In addition, the ESM has safety shutdowns such as
low oil pressure, engine overspeed, high intake mani-
fold air temperature, high coolant outlet temperature,
and uncontrolled knock.

AIR / FUEL
Ignition Personal POWER MODULE
Coils 24 VDC Computer

Ignition Power Power Electronic

Module w/ Distribution Service O2 Sensor/
Diagnostics Junction Box Program Heater Block

Wastegate
Control

AGR Integrated
Stepper Throttle Control

• Throttle Actuator Intake

Bypass • Throttle Position Manifold
Control • Power Electronics Pressure (2)
Oil Pressure
• Pre-Filter Knock
• Post-Filter Sensors
Modem
Barometric HT Water
Remote Control Pressure Temperature
Data Acquisition
(SCADA or MMI) Camshaft & Oil
Crankshaft Temperature
Modem Magnetic
Pickup Intake Manifold
Temperature
Fuel
Pressure Ambient Air
Temperature
HT Coolant
Pressure

Figure 1.10-1. 16V275GL System Block Diagram

FORM 6331 First Edition 1.10-1

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

Table 1.10-1. Location of Components – Right Bank

3
4

Location Component Location Component

1 Emergency Stop Button (E-Stop) 3 Air-Fuel Power Module (AFPM)
2 Stepper Motor 4 Ignition Power Module-Diagnostic (IPM-D)

Table 1.10-2. Location of Components – Left Bank

Location Component Location Component

1 Emergency Stop Button (E-Stop) 3 Power Distribution Junction Box
2 Customer Harness Connection 4 Engine Control Unit (ECU)

1.10-2 FORM 6331 First Edition

 ENGINE SYSTEM MANAGER (ESM) OVERVIEW

Table 1.10-3. Location of Components – Top View

2 3

Location Component Location Component

1 Throttle Actuator 3 Bypass Actuator
2 Wastegate Actuator

ESM COMPONENTS All ESM components, the customer-supplied PC with

Electronic Service Program software, and cus-
ENGINE CONTROL UNIT (ECU) tomer-supplied data acquisition devices connect to the
ECU. Communication is available through:
• Status LEDs (light emitting diodes) that flash alarm/
shutdown codes on the front of the ECU
• Analog and digital signals in/out to local panel or
customer PLC
• RS-485 (MODBUS® secondary) communication to
local panel or customer PLC (MODBUS® master)
• PC-based ESM Electronic Service Program via an
RS-232 connection
O

Figure 1.10-2. ESM Installed on 16V275GL Engine

1
The Engine Control Unit (ECU) is the central module
or “hub” of the ESM. The ECU is the single entry point
of system control for easy interface and usability. The
entire ESM interfaces with the ECU. Based on system
inputs, the ECU logic and circuitry drive all the individ-
ual subsystems.
The ECU is a sealed module with five connection
points. The ECU is CSA approved for Class I,
Division 2, Groups A, B, C, and D (T4 temperature rat-
ing), hazardous location requirements.
1) ESM Engine Control Unit (ECU)
Figure 1.10-3.

FORM 6331 First Edition 1.10-3

ENGINE SYSTEM MANAGER (ESM) OVERVIEW
POWER DISTRIBUTION JUNCTION BOX
The Power Distribution Junction Box is used to protect
and distribute 24 VDC power to all the components on
the engine that require power, such as the ECU,
IPM-D, and actuators; no other power connections are
necessary. It also triggers controlled devices such as
the prelube motor and fuel valve. The Power Distribu-
tion Junction Box contains circuitry to clamp input volt-
age spikes to a safe level before distribution. It will
disable individual output circuits from high current
events such as a wire short. Also, LEDs inside the
Power Distribution Junction Box aid in troubleshooting
of the individual output circuits.
Figure 1.10-4. Power Distribution Junction Box
IGNITION POWER MODULE WITH DIAGNOSTICS
(IPM-D)
The Ignition Power Module with Diagnostic capability
(IPM-D) is used to fire the spark plug at the required
voltage (see Figure 1.10-5).
1) Ignition Power Module With Diagnostics (IPM-D)
Figure 1.10-5.
1.10-4
AIR-FUEL POWER MODULE (AFPM)
The Air-Fuel Power Module (AFPM) conditions the
exhaust oxygen sensor signals, as well as controls the
sensor heating elements, ensuring the temperatures
are high enough for correct operation of the oxygen
sensor. A programmed minimum temperature must be
achieved before “closed-loop” control is enabled.
1) Air-Fuel Power Module (AFPM)
Figure 1.10-6.
STEPPER (AGR – ACTUATOR, GAS REGULATOR)
A stepper motor is mounted on the gas regulator and
is used to adjust the gas/air at the direction of the ESM
(see Figure 1.10-7). The top cover has electronics built
in to communicate with ESM. The stepper motor
assembly is also referred to as the “AGR” (actuator,
gas regulator).
The stepper is controlled using signals transmitted over
the ESM CAN (Controller Area Network) communication
bus, which minimizes control wiring while maintaining a
communication scheme. Stepper diagnostic information
is relayed back to the ECU over the CAN bus.
1
1) Stepper Actuator
Figure 1.10-7.
FORM 6331 First Edition
 ENGINE SYSTEM MANAGER (ESM) OVERVIEW

THROTTLE ACTUATOR WASTEGATE ACTUATOR

An electronic throttle actuator is used to adjust the The wastegate actuator controls exhaust flow through
amount of air-fuel delivered to the engine through the the turbine side of the turbocharger. Its main function
throttle (see Figure 1.10-8). is to maintain the pressure ratio across the compres-
sor, by directing a portion of the exhaust flow around
the turbocharger (see Figure 1.10-8).
2 BYPASS ACTUATOR
The bypass valve controls air flow through the com-
pressor side of the turbocharger. The bypass valve’s
1 main function is to prevent turbocharger surge by
3 increasing the flow through the compressor, which
redirects air from the compressor outlet to the turbine
inlet, which “bypasses” the engine (see Figure 1.10-8).
Excess air is directed upstream of the turbine to main-
tain turbocharger speed and air flow through the com-
pressor without increasing air flow to the engine.

ENGINE SYSTEM MANAGER SENSORS

A wide variety of sensors are used to provide critical
operating information to the ECU. If a sensor provides
a signal outside the normal range long enough, the
ECU will flag either an alarm or a shutdown, depend-
1) Throttle Actuator 3) Wastegate Actuator
ing on how great the value deviates from normal or if
the values exceed the setpoints programmed in ESP.
2) Bypass Actuator
Sensors normally do not require maintenance or
Figure 1.10-8. adjustments.
See Table 1.10-4 and Table 1.10-5 for sensor loca-
tions, and Figure 1.10-9. through Figure 1.10-18. for
pictures of each.
Table 1.10-4. Location of Sensors – Top View

1 2 3 4 5

6 7

Location Component Location Component

1 Intake Manifold Temperature Sensor (IMAT) 5 Boost Pressure Sensor
2 Back Intake Manifold Pressure Sensor (IMAP) 6 Coolant Pressure Sensor
3 Front Intake Manifold Pressure Sensor (IMAP) 7 Coolant Temperature Sensor
4 Knock Sensors (One Per Cylinder)

FORM 6331 First Edition 1.10-5

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

Table 1.10-5. Location of Components – Front/Rear

FRONT VIEW REAR VIEW

9
13
14
15
10

16
11
12

Location Component Location Component

8 O2 Sensor 13 Oil Temperature Sensor
9 Ambient Air Temperature Sensor 14 Post-Filter Oil Pressure sensor
10 Fuel Pressure Sensor 15 Pre-Filter Oil Pressure Sensor
11 Barometric Pressure Sensor 16 Camshaft Magnetic Pickup
12 Crankshaft Magnetic Pickup Sensor

1) Intake Manifold Temperature 2) Back Intake Manifold 3) Front Intake Manifold Pressure Sensor (IMAP)
Sensor (IMAT) Pressure Sensor (IMAP) Figure 1.10-10.
Figure 1.10-9.

1.10-6 FORM 6331 First Edition

 ENGINE SYSTEM MANAGER (ESM) OVERVIEW

4) Knock Sensor 8) O2 Sensor

Figure 1.10-11.
Figure 1.10-14.

5) Boost Pressure Sensor 9) Ambient Air Temperature Sensor

Figure 1.10-12.
Figure 1.10-15.

7 6

10

6) Coolant Pressure Sensor 7) Coolant Temperature Sensor 10) Fuel Pressure Sensor
Figure 1.10-13.
Figure 1.10-16.

FORM 6331 First Edition 1.10-7

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

16
11

11) Barometric Pressure Sensor 16)Camshaft Magnetic Pickup

Figure 1.10-17. Figure 1.10-20.

12

12) Crankshaft Magnetic Pickup

Figure 1.10-18.

13

14 15

13) Pre-Filter Pressure 15) Post-Filter Pressure

14) Oil Temperature
Figure 1.10-19.

1.10-8 FORM 6331 First Edition

 ENGINE SYSTEM MANAGER (ESM) OVERVIEW

ELECTRONIC SERVICE PROGRAM (ESP)

Figure 1.10-21. Electronic Service Program’s (ESP’s) Graphical User Interface

The PC-based Electronic Service Program (ESP) is E-HELP

the primary means of obtaining information on system
status. ESP provides a user-friendly, graphical inter-
face in a Microsoft® Windows® XP operating system
environment (see Figure 1.10-21). ESP also includes
E-Help that provides fault code troubleshooting infor-
mation.
ESP is a diagnostic tool and the means by which the
information recorded to the ECU fault logs can be
read. Minimal site-specific programming is required.
This is the ESP shortcut that appears on
your desktop after loading the software
on your PC. To open the ESP software,
double-click on the shortcut.
ESP contains a help file named E-Help, which pro-
vides fault code troubleshooting information when a
PC with the ESP software is used (see Figure 1.10-22
for a sample screen). The user can quickly and easily
move around in E-Help through hypertext links from
subject to subject. E-Help is automatically installed
when the ESP software is installed. To access the help
file anytime while using the ESP software, press the
[F1] function key on the keyboard or select “Help” from
the menu bar and choose “Help Contents...”.
See Section 4.00 Troubleshooting “E-Help” for more
information.

FORM 6331 First Edition 1.10-9

ENGINE SYSTEM MANAGER (ESM) OVERVIEW

• Yellow status LED on the front of the ECU lights and

begins to flash a fault code.
• Shutdown occurs and the red status LED on the
front of the ECU lights and flashes a code.
• Sensors and actuator switch into a “default state”
where the actuator/sensors operate at expected
normal values or at values that place the engine in a
safe state. When the default state takes control, an
alarm is signaled and the fault is logged but the
engine keeps running (unless, as a result of the
fault, a shutdown fault occurs).
• Alarm or shutdown signal is transmitted over the
customer interface (RS-485 MODBUS® and digital
output).

SAFETY SHUTDOWNS
The ESM provides numerous engine safety shutdowns
Figure 1.10-22. Sample E-Help Screen to protect the engine. These engine safety shutdowns
include:
USER INTERFACE PANELS
• Emergency Stop (E-Stop) switches on each side of
The ESM ESP software displays engine status and the engine
information on seven panels:
• Low oil pressure
[F2] Engine Panel [F8] AFR Setup Panel
• Engine overspeed
[F3] Start-Stop Panel [F10] Status Panel
•• 10% overspeed instantaneous
[F4] Governor Panel [F11] Advanced Panel •• Factory-calibrated to run no more than rated
speed
[F5] Ignition Panel
•• User-calibrated driven equipment overspeed
These panels display system and component status,
• Customer-initiated emergency shutdown
current pressure and temperature readings, alarms,
ignition status, governor status, air-fuel control status, • Engine overload (based on percentage of engine
and programmable adjustments. torque)
Each of the panels is viewed by clicking the corre- • Uncontrollable knock
sponding tab or by pressing the corresponding func-
• HT water coolant temperature
tion key ([F#]) on the keyboard.
• HT water coolant pressure
ESM DIAGNOSTICS
• High intake manifold air temperature
The ESM performs self-diagnostics using the input
and output values from the ECU, the sensors, and • Overcrank
engine performance. The ECU detects faulty sensors • Engine stall
and wires by checking for sensor readings that are out
of programmed limits. • Security violation

When a fault occurs, several actions may take place as • High oil temperature
a result. A fault can have both internal actions and • Failure of magnetic pickup
external visible effects. Each fault detected will cause
one or more of the following actions to occur: • Internal ECU

• Alarm is logged by the ECU and appears in the ESP

Fault Log. See Section 3.00 Introduction to Elec-
tronic Service Program (ESP) for more information.

1.10-10 FORM 6331 First Edition

 ENGINE SYSTEM MANAGER (ESM) OVERVIEW
START-STOP CONTROL
The ESM controls the start, normal stop, and emer-
gency stop sequences of the engine, including pre-
lube, postlube, exhaust vent, water heating/circulation,
and gas train testing. The user is informed of any shut-
downs or alarms via a series of flashing LEDs on the
ECU or by monitoring the ESM with ESP. See
Section 2.05 Start-Stop Control for more information.
IGNITION SYSTEM
The ESM controls spark plug timing with a digital
capacitive discharge ignition system. Together the
ECU and the IPM-D provide accurate and reliable igni-
tion timing resulting in optimum engine operation. For
more information on the ignition system, see
Section 2.10 Ignition System.
KNOCK DETECTION
The ESM protects Dresser Waukesha spark-ignited
gas engines from damage using knock (detonation)
detection. This is accomplished by monitoring vibra-
tions at each cylinder with engine-mounted knock sen-
sors.
For more information on knock detection, see
Section 2.15 Knock Detection and Timing Control.
AIR-FUEL RATIO CONTROL
The ESM Lean Burn AFR Control builds upon the
basic ESM configuration by adding the following:
• Exhaust oxygen sensor/heater block assembly
• Air/Fuel Power Module (AFPM)
• Heater block temperature sensor (RTD)
• Barometric pressure sensor
• Ambient temperature sensor
• AGR (Actuator, Gas Regulator) stepper for the gas
regulator
In addition, other sensor inputs already available to the
ESM, such as the intake manifold pressure, are used.
FORM 6331 First Edition
ESM TURBOCHARGER CONTROL
The ESM Turbocharger Control is designed to control
flow rates through the compressor-side and tur-
bine-side of the turbochargers to prevent surge and
overspeed, while maintaining proper throttle reserve.
Flow through the compressor is controlled via the
bypass, whereas flow through the turbine is controlled
via the wastegate.
The ESM Turbocharger Control consists of the ECU
and two turbocharger control actuators that control the
exhaust wastegate and bypass valves. The turbo-
charger control monitors four areas on the engine to
determine wastegate and bypass valve position.
For more information on speed governing see
Section 2.25 ESM Turbocharger Control.
ESM SPEED GOVERNING
Speed governing is completely integrated into the
ESM; the ECU contains the governor electronics and
software that control the actuator. The ESM speed
governing system allows the customer to make all con-
trol adjustments in one place and at one panel. The
ECU sends information to the bypass actuator and
stepper motor to adjust the amount of air-fuel being
delivered into the cylinders. This governing system
provides the following benefits:
• Ability to respond to larger load transients
• Better engine stability
• Easier setup
• Integrated operation diagnostics
For more information on speed governing see
Section 2.30 ESM Speed Governing.
1.10-11
ENGINE SYSTEM MANAGER (ESM) OVERVIEW

1.10-12 FORM 6331 First Edition

 ESM OPERATION

CONTENTS

SECTION 2.00 – SYSTEM POWER AND WIRING

SECTION 2.05 – START-STOP CONTROL

SECTION 2.10 – IGNITION SYSTEM

SECTION 2.15 – KNOCK DETECTION

SECTION 2.20 – AIR-FUEL CONTROL

SECTION 2.25 – ESM TURBOCHARGER CONTROL

SECTION 2.30 – ESM SPEED GOVERNING

SECTION 2.35 – EMERGENCY SAFETY SHUTDOWNS

SECTION 2.40 – ESM COMMUNICATIONS

FORM 6331 First Edition

ESM OPERATION

FORM 6331 First Edition

 SECTION 2.00
SYSTEM POWER AND WIRING
POWER SUPPLY REQUIREMENTS
WARNING
Do not install, set up, maintain, or operate any
electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause
severe personal injury or death.
WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part of
the electrical system. Electrical shock can cause
severe personal injury or death.
CAUTION
Disconnect all engine
harnesses and elec-
tronically controlled devices before welding on or
near an engine. Failure to comply will void war-
ranty. Failure to disconnect the harnesses and
electronically controlled devices could result in
product damage and/or personal injury.
The ESM requires 20 – 30 VDC. The peak-to-peak
voltage ripple must be less than 2 volts. The maxi-
mum, or high end, voltage is 32 volts.
NOTE: The label on the ECU lists a voltage
requirement of 12 – 36 VDC. That range is the power
requirement for the ECU only. For proper operation,
the ESM requires 20 – 30 VDC.
The ESM will run on 20 – 30 VDC, but if the voltage
drops below 21 VDC, the ESM will trigger alarm
“ALM454”. ALM454 is triggered when the battery volt-
age is out of specification. ALM454 is a warning to the
operator that some action must be taken to prevent
power loss and engine shutdown.
Batteries are the preferred method of supplying the
ESM with clean, stable power. In addition, batteries
have the advantage of continued engine operation if
there is a disruption in the source of electric power.
FORM 6331 First Edition
Power can also be supplied to the ESM by connecting
a DC power supply directly to the Power Distribution
Junction Box. The disadvantage of a DC power supply
is that if the power is lost, the engine shuts down
immediately. In addition, power supplies do not provide
the noise filtering capabilities of batteries. To remedy
this, a more expensive power supply may be needed,
or optional batteries can be used to provide noise fil-
tering.
See “Connecting Ground and Power to Power Distribu-
tion Junction Box” on page 2.00-5 for information on
wiring power inside the Power Distribution Junction
Box.
BATTERY REQUIREMENTS
WARNING
Comply with the battery manufacturer’s recom-
mendations for procedures concerning proper bat-
tery use and maintenance. Improper maintenance
or misuse can cause severe personal injury or
death.
WARNING
Batteries contain sulfuric acid and generate explo-
sive mixtures of hydrogen and oxygen gases.
Keep any device that may cause sparks or flames
away from the battery to prevent explosion. Batter-
ies can explode, causing severe personal injury or
death.
WARNING
Always wear protective glasses or goggles and
protective clothing when working with batteries.
You must follow the battery manufacturer’s
instructions on safety, maintenance and installa-
tion procedures. Failure to follow the battery man-
ufacturer’s instructions can cause severe personal
injury or death.
2.00-1
SYSTEM POWER AND WIRING

The batteries must be maintained properly, in good
operating condition, and at full charge. System voltage
must remain above 20 VDC even during cranking to
ensure proper operation.
Failure to properly maintain the charge of the batteries
causes sulfation of the battery plates, reducing and
eventually destroying the ability of the battery to gener-
ate power or dampen ripples. Failure to adequately
dampen ripples may lead to malfunction of battery
POWER SUPPLIED BY BATTERIES
powered devices. See Section 4.05 ESM Maintenance
“Battery Maintenance”.
Always turn the battery
CAUTION charger off first, before
disconnecting the batteries. Then disconnect the
battery negative (-) cable before beginning any
repair work. Failure to disconnect the battery char-
ger first could result in product damage and/or
personal injury and voids product warranty.

CHARGING
EQUIPMENT

+ -
Size per Table 2.05-3 on
page 2.05-2 Using Maximum
ESM Current Draw

POWER
DISTRIBUTION
JUNCTION
BOX
+ - + -

1/2 INCH
GROUND STUD

ENGINE CRANKCASE

EARTH GROUND
2/0 AWG MIN.

POWER (+) NOT WIRED AT DRESSER WAUKESHA

GROUND (-) WIRED AT DRESSER WAUKESHA
GROUND (-) NOT WIRED AT DRESSER WAUKESHA
ANY CHARGING EQUIPMENT
EARTH GROUND (-) NOT WIRED AT DRESSER WAUKESHA MUST BE CONNECTED DIRECTLY
TO THE BATTERIES

Figure 2.00-1. Power Supplied by Batteries

2.00-2 FORM 6331 First Edition

 SYSTEM POWER AND WIRING

POWER SUPPLIED BY 24VDC POWER SUPPLY

+
24VDC
POWER SUPPLY
-
Size per Table 2.05-3 on
page 2.05-2 Using Maximum
ESM Current Draw

POWER
DISTRIBUTION
JUNCTION
BOX

+ - + -
1/2 INCH
GROUND STUD

Optional Batteries for Filtering

ENGINE CRANKCASE

EARTH GROUND
2/0 AWG MIN.

POWER (+) NOT WIRED AT DRESSER WAUKESHA

GROUND (-) WIRED AT DRESSER WAUKESHA
ANY CHARGING EQUIPMENT
GROUND (-) NOT WIRED AT DRESSER WAUKESHA MUST BE CONNECTED DIRECTLY
EARTH GROUND (-) NOT WIRED AT DRESSER WAUKESHA TO THE BATTERIES

Figure 2.00-2. Power Supply by 24VDC Power Supply

FORM 6331 First Edition 2.00-3

SYSTEM POWER AND WIRING

POWER DISTRIBUTION JUNCTION BOX RECOMMENDED WIRING

Depending on the distance from the batteries or power
WARNING supply, choose appropriate cable diameters for ground
and power using Table 2.00-2 and Table 2.00-3.
Do not install, set up, maintain, or operate any
electrical components unless you are a technically Table 2.00-2. AWG, mm2, and Circular mils
qualified individual who is familiar with the electri- AWG mm2 CIRCULAR MILS
cal elements involved. Electrical shock could 0000 107.2 211592
result in severe personal injury or death. 000 85.0 167800
NOTE: The batteries should be wired directly to the 00 67.5 133072
Power Distribution Junction Box (use the largest 0 53.4 105531
diameter cable that is practical; 00 AWG is the largest 1 42.4 83690
the Power Distribution Junction Box can 2 33.6 66369
accommodate). 3 26.7 52633
4 21.2 41740
The installer needs to supply 24 VDC power to the 6 13.3 26251
Power Distribution Junction Box. Table 2.00-1 lists the 8 8.35 16509
current draw information for the ESM; always wire for 10 5.27 10383
maximum current draw.
12 3.31 6529.8
14 2.08 4106.6
Table 2.00-1. ESM Current Draw
16 1.31 2582.7
AVERAGE MAXIMUM
ENGINE
CURRENT DRAW CURRENT DRAW
MODEL
(AMPS) (AMPS)
16V275GL 20 nominal 40
These values do not include
USER POWER 24V for U (5 Amps max)

NOTE: The current draw is variable depending on if

the O2 block heaters are on or off. The heaters are
controlled using pulse width modulation, so the current
will vary.
Table 2.00-3. Recommended Wire Sizes (AWG) vs. Round Trip Length Between Battery and Power Distribution
Junction Box
ROUND TRIP LENGTH
MAXIMUM CURRENT (AMPS)
OF CONDUCTOR
FT M 5 10 15 20 25 30 40 50 60 70 80 90 100
10 3.0 18 18 16 14 12 12 10 10 10 8 8 8 6
15 4.6 18 16 14 12 12 10 10 8 8 6 6 6 6
20 6.1 18 14 12 10 10 10 8 6 6 6 6 4 4
25 7.6 16 12 12 10 10 8 6 6 6 4 4 4 4
30 9.1 16 12 10 10 8 8 6 6 4 4 4 2 2
40 12.2 14 10 10 8 6 6 6 4 4 2 2 2 2
50 15.2 12 10 8 6 6 6 4 4 2 2 2 1 1
60 18.3 12 10 8 6 6 4 4 2 2 1 1 0 0
70 21.3 12 8 6 6 4 4 2 2 1 1 0 0 2/0
80 24.4 10 8 6 6 4 4 2 2 1 0 0 2/0 2/0
90 27.4 10 8 6 4 4 2 2 1 0 0 2/0 2/0 3/0
100 30.5 10 6 6 4 4 2 2 1 0 2/0 2/0 3/0 3/0
110 33.5 10 6 6 4 2 2 1 0 0 2/0 3/0 3/0 4/0
120 36.6 10 6 4 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0
130 39.6 8 6 4 2 2 2 1 0 2/0 3/0 3/0 4/0 4/0
140 42.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
150 45.7 8 6 4 2 2 1 0 2/0 3/0 3/0 4/0 4/0 –
160 48.8 8 6 4 2 2 1 0 2/0 3/0 4/0 4/0 4/0 –

2.00-4 FORM 6331 First Edition

 SYSTEM POWER AND WIRING

CONNECTING GROUND AND POWER TO POWER

DISTRIBUTION JUNCTION BOX 1

WARNING
Disconnect all electrical power supplies and bat-
teries before making any connections or servicing
any part of the electrical system. Electrical shock
can cause severe personal injury or death.
2

WARNING
Do not install, set up, maintain, or operate any
electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause 1) Positive Battery Connection 2) Negative Battery Connection
severe personal injury or death.
Figure 2.00-3.
Disconnect all engine
CAUTION harnesses and elec-
tronically controlled devices before welding on or
near an engine. Failure to comply will void war-
ranty. Failure to disconnect the harnesses and
electronically controlled devices could result in
product damage and/or personal injury.
1. Locate M12 ground stud on right bank of crank-
case. The right rear ground stud has two ground
cables attached to it from the Power Distribution Junc-
tion Box. (see Figure 2.00-3).
2. Remove outer nut from stud. Do not loosen or
remove the factory-installed ground cables located
inside the Power Distribution Junction Box.
3. Attach ground cable to the ground stud using hard-
ware as required.
4. Replace outer nut to ground stud.

5. Apply corrosion protection material such as

Krylon® 1307 or K1308 Battery Protector (or
equivalent) to ground connection.
6. Choose an appropriately sized sealing gland for
the +24 VDC power cable.
7. Feed the power cable through the POWER cord
grip.
8. Install an appropriately sized ring terminal on the
power cable.
9. Attach the power ring terminal to the positive
3/8 inch stud located in the Power Distribution Junction
Box (see Figure 2.00-3).
10. Attach prelube motor solenoid contacts to correctly
labeled terminals (if customer supplied).
11. Attach fuel valve solenoid contact to correctly
labeled terminals.

FORM 6331 First Edition 2.00-5

SYSTEM POWER AND WIRING

CUSTOMER INTERFACE HARNESS Customer electrical connections to the ECU are made
through the Customer Interface Harness. The harness
The electrical interfer-
CAUTION ence from solenoids
is shipped loose with the engine and has a standard
length of 25 ft. (8 m). Optional harness lengths of 50 ft.
and other electrical switches will not be cyclic and (15 m) and 100 ft. (30 m) are available. The terminated
can be as high as several hundred volts. This could end of the harness connects to a bulkhead connector
cause faults within the ESM that may or may not be behind the Power Distribution Junction Box on the
indicated with diagnostics. Dresser Waukesha Power Distribution Junction Box bracket. The untermi-
requires a “freewheeling” diode be added across nated end of the harness connects to customer con-
the coils of relays and solenoids to suppress high nections. Table 2.00-4 provides information on each of
induced voltages that may occur when equipment the unterminated wires in the Customer Interface Har-
is turned off. Failure to comply will void product ness.
warranty. Disregarding this information could result
in personal injury and/or product damage. Some connections of the Customer Interface Harness
are required for ESM operation (see Table 2.00-5).
NOTE: The Customer Interface Harness must be For more information on optional connections, see
properly grounded to maintain CE compliance. Table 2.00-6.
Table 2.00-4. Customer Interface Harness Loose Wire Identification (Part 1 of 3)
Circuit WIRE SIGNAL WIRE FROM WIRE SOCKET
# DESCRIPTION SIGNAL NAME COLOR PIN SIZE SIZE
LABEL TYPE
Used for compatible load sharing
1110 GOVAUXGND input. Used for power generation Aux. Input Ground Ground Black 29 20 20-24
applications only.
Used as the negative connection Customer
1111 LOGIC GND Ground (See Note) Black 4 16 16-20
point for 4 – 20 mA signals. Reference Ground

1137 GOVAUXSHD Used as shield for compatible Harness Shield Shield Silver 44 20 20-24
load sharing input.
Customer shield ground for
1145 RS 485SHD RS485 twisted shielded pair RS-485 Shield — Silver 13 20 20-24
wire.
1305 RS 485A- RS485 MODBUS® RS485 A- Comms Green 2 20 20-24
®
1306 RS 485B+ RS485 MODBUS RS485 B+ Comms Yellow 23 20 20-24
A 4 – 20 mA output from the
1600 PROG OP1 ECU that represents an engine Average rpm 4 – 20 mA O/P+ Dark 9 20 20-24
(See Note) Green
operating parameter.
A 4 – 20 mA output from the 4 – 20 mA O/P+ Dark
1601 PROG OP2 ECU that represents an engine Oil Pressure 21 20 20-24
operating parameter. (See Note) Green

A 4 – 20 mA output from the

Coolant 4 – 20 mA O/P+ Dark
1602 PROG OP3 ECU that represents an engine Temperature (See Note) Orange 3 20 20-24
operating parameter.
A 4 – 20 mA output from the
1603 PROG OP4 ECU that represents an engine Intake Manifold 4 – 20 mA O/P+ Dark 11 20 20-24
Absolute Pressure (See Note) Green
operating parameter.
A digital output from the ECU
1604 ENG ALM that indicates the ECU is in either Engine Alarm Digital HSD O/P White 14 20 20-24
alarm or shutdown mode.
A digital input to the ECU from
the local control that must be Emergency Engine
1606 ESD high for the engine to run. If ESD Digital I/P Yellow 15 20 20-24
goes low, the engine performs an Shutdown
emergency shutdown.
A digital output from the ECU
that indicates the ECU is in shut- Emergency
1607 ENG ESD down mode. Output is Shutdown Digital HSD O/P White 42 20 20-24
NOT latched.
Digital input to the ECU that
switches between remote speed
setting input and high/low idle Remote Speed
1608 GOVREMSEL Digital I/P Yellow 22 20 20-24
input. Must be used to enable Select
remote speed input. Not typi-
cally used for power generation.

2.00-6 FORM 6331 First Edition

 SYSTEM POWER AND WIRING

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Continued), (Part 2 of 3)
Circuit WIRE SIGNAL WIRE FROM WIRE SOCKET
# DESCRIPTION SIGNAL NAME COLOR PIN SIZE SIZE
LABEL TYPE
Momentary digital input to the
1609 START ECU that is used to begin the Start Engine Digital I/P Yellow 24 20 20-24
engine start cycle.
A digital input to the ECU from
the local control that must be High = OK to Run
1611 RUN/STOP high for the engine to run. If Low = Normal Digital I/P Yellow 25 20 20-24
RUN/STOP goes low, the engine Shutdown
performs a normal shutdown.
4 – 20 mA I/P-
Input to the ECU that is used for Remote Speed
1613 GOVREMSP- remote speed setting using Setting 4 – 20 mA Open circuit for Light 27 20 20-24
0.875 – 4.0 V Blue
4 – 20 mA signal. Signal - operation
4 – 20 mA I/P+
Input to the ECU that is used for Remote Speed
1614 GOVREMSP+ remote speed setting using Setting 4 – 20 mA Open circuit for Light 39 20 20-24
0.875 – 4.0 V Green
4 – 20 mA signal. Signal + operation
Used for compatible load sharing
1615 GOVAUXSIG input. Used for power generation Aux. Input Signal ±2.5 V I/P Red 28 20 20-24
applications only.
Digital input to the ECU that
changes the operating rpm of the
engine. Used for power genera-
tion applications only. When
1616 GOVHL IDL using GOVREMSEL, the input Rated Speed/Idle Digital I/P Yellow 37 20 20-24
Speed Select
status of GOVHL IDL must be
checked. See information on set-
ting this input to a “safe mode” in
Table 2.00-5.
A digital output from the ECU
that indicates the engine is
knocking and will shut down
1617 KNK ALM Engine Knocking Digital HSD O/P White 47 20 20-24
immediately unless some action
is taken to bring the engine out of
knock.
Used for remote speed voltage
0.875 – 4.0 V I/P+
input setting. Fit “jumper” Remote Speed
1618 GOV 40 between GOV 40 and GOV 41 to Setting Mode Fit “jumper” between Tan 40 20 20-24
40 and 41 for
use 4 – 20 mA remote speed Select 4 – 20 mA operation
input.
Used for remote speed voltage
input setting. Fit “jumper” Remote Speed 0.875 – 4.0 V I/P-
Fit “jumper” between
1619 GOV 41 between GOV 40 and GOV 41 to Setting Mode 40 and 41 for Tan 41 20 20-24
use 4 – 20 mA remote speed Select
input. 4 – 20 mA operation

Alternate governor dynamics.

1620 GOVALTSYN Used for power generation appli- Alternate Governor Digital I/P Yellow 10 20 20-24
cations only to obtain a smooth Dynamics
idle for fast paralleling to the grid.
A 4 – 20 mA output from the
ECU that represents the avail- Dark
1621 AVL LOAD% able percentage of rated torque Available Load + 4 – 20 mA O/P+ 33 20 20-24
the engine is capable of produc- Green
ing.
A 4 – 20 mA analog input to the
ECU that represents the
1622 WKI- real-time WKI rating of the fuel. Fuel Quality (WKI) 4 – 20 mA I/P- Light 31 20 20-24
Signal - Blue
Use not necessary for most
applications.
A 4 – 20 mA analog input to the
ECU that represents the
Fuel Quality (WKI) Light
1623 WKI+ real-time WKI rating of the fuel. Signal + 4 – 20 mA I/P+ Green 30 20 20-24
Use not necessary for most
applications.
A 4 – 20 mA output from the
1624 ACT LOAD% ECU that represents the actual Engine Load + 4 – 20 mA O/P+ Dark 32 20 20-24
percentage of rated torque the (See Note) Green
engine is currently producing.

FORM 6331 First Edition 2.00-7

SYSTEM POWER AND WIRING

Table 2.00-4. Customer Interface Harness Loose Wire Identification (Continued), (Part 3 of 3)
Circuit WIRE SIGNAL WIRE FROM WIRE SOCKET
# DESCRIPTION SIGNAL NAME COLOR PIN SIZE SIZE
LABEL TYPE
A digital input to the ECU that
User Defined
1627 USER DIP1 can be used to indicate a cus- Digital Input 1 Digital I/P Yellow 16 20 20-24
tomer alarm.
A digital input to the ECU that
1628 USER DIP2 can be used to indicate a cus- User Defined Digital I/P Yellow 17 20 20-24
Digital Input 2
tomer alarm.
A digital input to the ECU that User Defined
1629 USER DIP3 can be used to indicate a cus- Digital I/P Yellow 18 20 20-24
tomer alarm. Digital Input 3

A digital input to the ECU that

User Defined
1630 USER DIP4 can be used to indicate a cus- Digital Input 4 Digital I/P Yellow 19 20 20-24
tomer alarm.
Digital input to the ECU that
“kicks” the governor to help the
1631 LRG LOAD engine accept large load addi- Load Coming Digital I/P Yellow 20 20 20-24
tions. Mainly useful for
stand-alone power generation
applications.
A 4 – 20 mA input to the ECU
1636 KW TRANS+ that represents the generator kW Transducer + 4 – 20 mA I/P+ Red 7 20 20-24
power output.
A 4 – 20 mA output to the ECU
1637 KW TRANS– that represents the generator kW Transducer – 4 – 20 mA I/P– Black 8 20 20-24
power output.

NOTE: Use LOGIC GND “Customer Reference Ground” as the negative connection point for these 4 – 20 mA signals. Self-regulating solid
state logic can become high impedance during an overcurrent event. The overcurrent logic is rated for 1.1 A.

REQUIRED CONNECTIONS
Table 2.00-5 lists required connections of the untermi-
nated wires of the Customer Interface Harness that
are necessary for the ESM to enable the ignition and
fuel. All digital inputs and outputs are referenced to
battery negative. Digital High Side Driver (HSD) out-
puts can drive a maximum of 1 amp. All
4 – 20 milliamp inputs to the ECU are across
an internal 200 Ω resistance.
The input source common must be connected to Cus-
tomer Reference Ground for proper operation. This
also applies when a 0.875 – 4.0 volt input is used. All
4 – 20 milliamp outputs from the ECU are internally
powered with a maximum drive voltage of 8 volts.
NOTE: A high signal is a digital signal sent to the ECU
that is between 8.6 and 36 volts. A low signal is a
digital signal sent to the ECU that is less than
3.3 volts.
All the 4 – 20 milliamp inputs have the ability to disable
under fault conditions. If the input current exceeds
22 milliamps (or the output voltage exceeds 4.4 volts),
the input is disabled to protect the ECU. When a cur-
rent source becomes an open circuit, it typically out-
puts a high voltage to try to keep the current flowing.
This can lead to the situation where the ECU protec-
tion circuit remains disabled because it is sensing a
high voltage (greater than 4.4 volts).
In practice, this should occur only when a genuine fault
develops, in which case the solution is to cycle the
ECU power after repairing the fault.
The input is also disabled when the ECU is not pow-
ered. Therefore, if the current source is powered
before the ECU, it will initially output a high voltage to
try to make the current flow. The 4 – 20 milliamp inputs
are all enabled briefly when the ECU is powered. If the
input source continues to supply a high voltage
(greater than 4.4 volts) for longer than
500 microseconds, the ECU input will be disabled
again. The fault can be cleared by removing power to
both the ECU and the current source, then powering
the ECU before the current source.
NOTE: It is recommended that the ECU remain
powered at all times if possible. If not, always restore
power to the ECU before powering the current source.
A Zener diode is required to prevent the ECU from
becoming disabled when a current source is powered
before the ECU. The Zener diode should be a 6.2 volt.,
1.0 watt Zener diode from (+) to (-) across all 4 – 20
mA input signals (see Figure 2.00-4). This diode may
be applied at the signal source, such as an output card
of a PLC, or at an intermediate junction box commonly
used where the Customer Interface Harness termi-
nates.

2.00-8 FORM 6331 First Edition


CUSTOMER
INTERFACE HARNESS
GOVREMSP+ 39
GOVREMSP-
LOGIC GND 4
Table 2.00-5. Required Connection Descriptions
DESCRIPTION
Start Engine
Normal Shutdown
(Run / Stop)
Emergency Shutdown
Rated Speed / Idle Speed
(Fixed Speed Application)
Remote Speed / Load Setting
(Variable Speed Application)
Remote Speed Setting Enable
(Variable Speed Application)
FORM 6331 First Edition
SYSTEM POWER AND WIRING
TYPICAL PLC
ISOLATED
CURRENT MAIN
OUTPUT CARD
4 – 20 mA SIGNAL +
POSITIVE
ZENER
DIODE
4 – 20 mA SIGNAL -
27
NEGATIVE
COMMON
Figure 2.00-4. Zener Diode (4 – 20 mA Analog Inputs)
WIRE
PHYSICAL CONNECTION
LABEL
Momentary (>1/2 second and <60 seconds) digital signal input to ECU to begin the
START starting process, must momentarily be connected to +24 VDC nominal (8.6 – 36 volts)
for the ECU to start the engine.
A digital signal input to the ECU that must be connected to +24 VDC nominal
RUN/STOP (8.6 – 36 volts) for the engine to run. If RUN/STOP goes open circuit, the engine per-
forms a normal shutdown.
A digital signal input to the ECU that must be connected to +24 VDC nominal
(8.6 – 36 volts) for the engine to run. If ESD goes open circuit, the engine performs an
emergency shutdown.
ESD NOTE: Do not use this input for routine stopping of the engine. After a emergency
shutdown and rpm is zero, ESD input should be raised to high to reset the ESM. If ESD
input remains low, ESM reset will be delayed and engine may not start for up to 1
minute.
Digital signal input to ECU, must be connected to +24 VDC nominal
(8.6 – 36 volts) for rated speed, idle speed and remote speed setting enable
(GOVREMSEL) must be open circuit. When using the Remote Speed/Load Setting,
GOVHL IDL GOVHL IDL should be set to a safe mode. “Safe mode” means that if the wire that
enables remote rpm operation (GOVREMSEL) fails, the speed setpoint will default to
the GOVHL IDL idle value. Consider all process/driven equipment requirements when
programming idle requirements.
Either 4 – 20 milliamp or 0.875 – 4.0 volt input to ECU. Inputs below 2 milliamps
(0.45 volts) and above 22 milliamps (4.3 volts) are invalid. Input type can be changed
GOVREMSP- by fitting a jumper across pins 40 and 41 to enable the 4 – 20 milliamp option.
GOVREMSP+ GOVREMSP- and GOVREMSP+ are used for the 4 – 20 milliamp input. For voltage,
input pin 40 is the + voltage input and pin 41 is the – voltage input. Refer to
Figure 2.00-4 for an example showing the user 4 – 20 mA analog inputs.
Digital signal input to ECU must be connected to +24 VDC nominal
GOVREMSEL (8.6 – 36 volts) to enable remote speed/load setting.
NOTE: When programming Rated Speed/Idle Speed, GOVHL IDL must be set to safe
mode.
2.00-9
SYSTEM POWER AND WIRING

OPTIONAL CONNECTIONS
Table 2.00-6 lists optional connection descriptions of the unterminated wires of the Customer Interface Harness.

Table 2.00-6. Optional Connection Descriptions – Customer Interface Harness

WIRE
DESCRIPTION PHYSICAL CONNECTION
LABEL
A 4 – 20 milliamp output from the ECU that represents the current engine torque
Current Operating Torque ACT LOAD%
output on a 0 – 125% of rated engine torque scale.
A 4 – 20 milliamp output from the ECU that represents the desired operating
Desired Operating Torque AVL LOAD% torque of the engine. Always indicates 100% of rated engine torque unless there is
an engine fault such as uncontrollable knock.
Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
voltage – 1 volt) when ECU detects engine problem. Output remains +24 VDC
Engine Alarm ENG ALM nominal while an alarm is active. As soon as alarm condition is resolved, digital
signal returns to open circuit.
Engine OK / Emergency Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
ENG ESD
Shutdown voltage – 1 volt) when ECU performs an emergency shutdown.
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) allows syn-
Synchronizer Mode/Alternate
Governor Dynamics GOVALTSYN chronizer mode/alternate governor dynamics. User can program a small speed off-
set to aid in synchronization.
GOVAUXSIG A ±2.5 volt input to the ECU used for compatibility to Woodward™ generator con-
Aux Speed Input GOVAUXGND
GOVAUXSHD trol products (or other comparable control products).

Digital signal output from ECU goes from open circuit to +24 VDC nominal (battery
voltage – 1 volt) when ECU cannot control engine knock. Allows customer knock
Uncontrolled Knock KNK ALM
control strategy such as load reduction instead of the ECU shutting down the
engine.
Digital signal input to the ECU when +24 VDC nominal (8.6 – 36 volts) is applied,
signals the ECU that a large load will be applied to the engine. This input can be
Load Coming LRG LOAD used to aid in engine load acceptance. User can program delay time from receipt
of digital signal to action by the ECU.
PROG OP 1 4 – 20 milliamp analog outputs from the ECU that can be used to read engine
Four Analog Outputs through parameters such as oil pressure, coolant outlet temperature, engine speed, and
PROG OP 4 intake manifold pressure.

® RS 485A- The ECU is a MODBUS® RTU slave operating from 1200 to 19,200 baud on
MODBUS RS 485B+ “two-wire” RS-485 hardware. Current operating values such as oil pressure and
RS485SHD fault information are available.
Four digital signal inputs to the ECU when +24 VDC nominal (8.6 – 36 volts) is
USER DIP 1
Four Digital Inputs through applied allows user to wire alarm and/or shutdown digital outputs of the local con-
trol into ESM. The purpose of these four digital inputs to the ECU is to aid in trou-
USER DIP 4 bleshooting problems with the driven equipment.
WKI+ A 4 – 20 milliamp input to the ECU that allows the customer to change the input
WKI Value WKI- fuel quality (WKI) in real time. (4 mA = 20 WKI; 20 mA = 135 WKI)

2.00-10 FORM 6331 First Edition

 SYSTEM POWER AND WIRING

LOCAL CONTROL OPTION HARNESS

A Local Control Option harness is shipped loose with the engine and has a standard length of 25 ft. (8 m). Optional
harness lengths of 50 ft. (15 m) and 100 ft. (30 m) are available. The terminated end of the harness connects to the
Power Distribution Junction Box. Customer optional connections are made with the unterminated wires in the har-
ness. Table 2.00-7 provides information on each of the wires in the unterminated end of the Local Control Option
Harness.

Table 2.00-7. Local Control Option Harness Loose Wire Identification

WIRE WIRE SOCKET

CIRCUIT # WIRE LABEL SIGNAL NAME SIGNAL TYPE
COLOR SIZE SIZE
+24 VDC nominal
1020 +24VFOR U User Power Red 18 16
(5 amps maximum)
1120 GND FOR U User Ground Ground Black 18 16
Emergency Stop Switch, Depends on hardware
1802 ESTOP SW Normally Open wired to switch Tan 18 16

Emergency Stop Switch, Depends on hardware

1804 ESTOP SW Normally Open wired to switch Tan 18 16

1679 PREL CTRL Customer Prelube Control +24 VDC digital I/P Brown 18 16
1426 GOV SD+ Switch, Governor Actuator, G Shutdown input Purple 18 16
1010 GOVSD+24 Shutdown Switch Power +24 VDC nominal Red 18 16
1436 WASTEGSD+ Switch, Wastegate Actuator, G Shutdown Input Purple 20 16

Wastegate Connections ESTOP SW

The wastegate actuator is always drawing power. If The wires labeled ESTOP SW can be used to com-
battery-powered ignition is being used, power is being plete a circuit to turn on a light or horn if either of the
drawn from the battery even with the engine shut red emergency stop buttons on the sides of the engine
down. To remedy this, the battery can be removed is pushed in. Pushing either of the red emergency stop
when not in use, or the battery can be placed in buttons on the sides of the engine completes a circuit
reduced power mode, limiting the amount of power between the ESTOP SW wires. The contact ratings for
that will be drawn from the battery. The GOVSD+24V ESTOP SW are:
and WASTEGSD+ wires of the Local Control Option
24 – 28 VDC = 2.5 A
Harness can be used as a way to reduce power
demand from the battery. 28 – 600 VDC = 69 VA
Connecting GOVSD+24V and WASTEGSD+ with a Prelube Control
10 kΩ resistor will put the actuator in a low current
The wire labeled PREL CTRL requires 24V customer
draw standby mode. NEVER connect GOVSD+24V
input. This feature is used to activate engine prelube.
and WASTEGSD+ with a 10 kΩ resistor while the
Prelubing the engine ensures all moving parts are
engine is operating.
properly lubricated before the engine is started. Post-
+24VFOR U and GND FOR U lube function ensures that sufficient heat is removed
from the engine after shutdown.
Never attempt to power
CAUTION the engine using the
+24VFOR U wire in the Local Control Option Har-
ness. The +24VFOR U wire is for customer use to
provide 24 VDC power to other equipment. Incor-
rectly powering the engine using the +24VFOR U
wire could result in product damage and/or per-
sonal injury.
Power (24 VDC, 5 amps maximum) is available for
items such as a local control panel and panel meters.
The 24 VDC wires are labeled +24VFOR U and GND
FOR U. DO NOT POWER THE ENGINE THROUGH
THIS CONNECTOR!

FORM 6331 First Edition 2.00-11

SYSTEM POWER AND WIRING

2.00-12 FORM 6331 First Edition

 SECTION 2.05
START-STOP CONTROL

START-STOP CONTROL DESCRIPTION • Turns ignition on (after a user-calibrated purge time

The ESM manages the start, normal stop, and emer-
gency stop sequences of the engine, including pre-
and postlube. Logic to start and stop the engine is built
into the ECU, but the user/customer supplies the inter-
face (user panel) (control panel buttons, switches,
touch screen) to the ESM.
The ESM’s start-stop process is controlled by the fol-
lowing digital inputs:
• Start Signal – a momentary “high” (8.6 – 36 volts)
input to the ECU indicating the engine should be
started. The minimum duration of the signal is
1/2 second but should not exceed 1 minute.
• Run/Stop Signal – a continuous “high” (8.6 – 36 volts)
input to the ECU indicating the engine should be
running. When this input goes “low” (less than
3.3 volts), the ECU performs a normal shutdown.
using ESP software)
When the user initiates a start from the user panel, a
signal is sent to the ECU to begin the start procedure.
After receiving a start signal, and confirming the emer-
gency stop and run/stop signals are high, the ECU
prelubes the engine for a user-calibrated period of
time.
Once the prelube is complete, the starter is activated.
The ignition is energized after the engine has rotated
through a minimum of two complete engine revolutions
and a user-calibrated purge timer has expired. When
the engine speed reaches an rpm determined by
Dresser Waukesha, the main fuel valve is energized.
After the engine speed exceeds a slightly higher rpm,
the prechamber fuel valve is energized. The engine
then increases speed until it reaches its governed
rpm.

• Emergency Stop Signal – a continuous “high” Once the starter is activated, a timing circuit begins. If
(8.6 – 36 volts) input to the ECU when the customer the engine does not reach a minimum rpm within a
E-stop switch is pulled out (“Off position”). When the calibrated amount of time, the ECU will initiate a shut-
E-stop switch is pushed in (“On position”), the signal down and de-energize the starter at an rpm calibrated
will go “low” (less than 3.3 volts), causing an emer- by Dresser Waukesha, factoring in the value located in
gency shutdown. “Starter OFF RPM adj” field located on the [F3]
Start-Stop Panel.
START SEQUENCE
See Figure 2.05-2 for Start Flow Diagram.
During the start sequence, the ESM performs the fol-
lowing steps:
• Prelubes engine (programmable from
0 – 10,800 seconds from the Prelube Time field
located on the [F3] Start-Stop Panel.
• Engages starter motor (programmable rpm range
using ESP software)
• Turns main fuel on (programmable above a certain
rpm and after a user-calibrated purge time using
ESP software)
• Turns prechamber fuel on (programmable above a
certain rpm and after a user-calibrated purge time
using ESP software)

FORM 6331 First Edition 2.05-1

START-STOP CONTROL

NORMAL SHUTDOWN SEQUENCE IMPORTANT! The following critical ESDs will prevent
postlube functionality from occurring:
See Figure 2.05-2 for Stop Flow Diagram.
During the normal shutdown sequence, the ESM per- • ESD222 CUST ESD
forms the following steps: • ESD223 LOW OIL PRESS
• Begins cooldown period (programmable using ESP • ESD313 LOCKOUT/IGNITION
software)
• ESD532 COOLANT PRESS LOW
• Shuts off fuel
All other ESDs will allow the postlube to occur.
• Stops ignition when engine stops rotating
See Figure 2.05-4 for the Emergency Stop Flow dia-
• Postlubes engine (programmable from 0 – 10,800 gram.
seconds using the [F3] Start-Stop Panel)
NOTE: When performing a normal engine shutdown,
the engine should be stopped by causing the
normal stop (or run/stop) input to go “low”. This turns
off the fuel supply before ignition is halted, eliminating 1
unburned fuel. It runs the postlube procedure
supplying oil to vital engine components. The
emergency shutdown switch should be pulled out (“Off
position”) at all times, unless an emergency situation
occurs that requires the immediate shutdown of the
engine.
When the run/stop digital input to the ECU goes low
(less than 3.3 volts), and a user-calibrated cooldown
period is met, the ECU stops the engine. This is
accomplished by first de-energizing the main fuel
valve and prechamber fuel valve and then, when the 1) Emergency Stop Switch on Engine
engine speed drops to zero, de-energizing the ignition.
Figure 2.05-1.
If the engine fails to stop in a preprogrammed period of
time (typically less than one minute) after the fuel When an emergency stop (E-Stop) is activated
valve has been de-energized, the ignition is (non-critical), the fuel valves are closed and the igni-
de-energized, forcing a shutdown. tion is de-energized immediately, it is postlubed for a
Refer to Section 3 of Chapter 5 “Lubrication System” user-calibrated period of time.
in the Installation of Waukesha Engines & Enginator After a Customer Emergency Shutdown ESD222
Systems manual (Form 1091-5) for lubrication require- CUST ESD is initiated (ESD pin 15 low), the Emer-
ments in standby applications. gency Shutdown input ESD pin 15 should then be
EMERGENCY SHUTDOWN SEQUENCE raised “high”. Raising ESD pin 15 high allows the ECU
to go through a reboot. A subsequent start attempt
may fail if it is initiated less than 60 seconds after rais-
WARNING ing ESD pin 15 high because the ECU is rebooting.
The Customer Emergency Shutdown must never
If the ESM detects a serious engine fault and shuts the
be used for a normal engine shutdown. Doing so
engine down, it will energize a digital output from the
may result in fuel in the exhaust manifold. It will
ECU so that the user knows the ESM shut down the
also stop the postlube process that is beneficial to
engine. It is extremely important to not use ESD222
engine components. Failure to comply increases
CUST ESD for normal shutdowns as the postlube will
the risk of an exhaust explosion, which can result
not occur and the risk of an exhaust explosion
in severe personal injury or death.
increases.
If the ESM detects a fault with the engine or with the
ESM’s components that is not serious enough to shut
the engine down, a different digital output will be ener-
gized so that the user knows of the alarm.

2.05-2 FORM 6331 First Edition

 START-STOP CONTROL

START > 8.6V

FOR LONGER YES
THAN 1/2 SECOND

IS CRANK TIME
> ESP PURGE TIME AS IS CRANK TIME
PROGRAMMED ON [F3] > 20 SECONDS?
START-STOP PANEL NO NO
IS ESD > 8.6V? IN ESP?
NO
YES YES
YES

IGNITION ENABLED
IS RUN / STOP
> 8.6V? NO
YES
IS RPM > 40 + ESP IS CRANK TIME
FUEL ON RMP ADJ? > 20 SECONDS?
NO NO
IS AN ESD
ACTIVE? YES YES YES
NO
FUEL V = 24 VDC
(FUEL VALVE TURNED ON)

IS RED
MANUAL SHUTDOWN
SWITCH(ES) ON SIDE OF YES
ENGINE PRESSED? YES
IS RPM >
200 RPM + ESP
STARTER OFF RPM IS CRANK TIME
NO PROGRAMMED ON [F3] > 20 SECONDS?
START-STOP PANEL NO
IN ESP? NO

PMR = 24 VDC YES

(PRELUBE MOTOR
TURNED ON)
ASV = 0 VDC
(STARTER DISENGAGED)

IS
PMR “ON” TIME
> ESP PRELUBE TIME AS RPM > 300
PROGRAMMED ON [F3] RPM + ESP PRECHAMBER
START-STOP PANEL NO (PRECHAMBER FUEL
TURNED ON) PROCESS EMERGENCY
IN ESP? SHUTDOWN DUE TO
ESD231 (OVERCRANK)
YES

PMR = 0 VDC IS ENGINE NO PROCESS EMERGENCY

(PRELUBE OFF) RUNNING? SHUTDOWN DUE TO
ESD232 (ENGINE STALL)

YES

ASV = 24 VDC
(STARTER ENGAGED)
SEE FIGURE 2.05-4
SEQUENCE COMPLETE

WIRE LABEL SHOWN IN BOLD

Figure 2.05-2. Start Flow Diagram

FORM 6331 First Edition 2.05-3

START-STOP CONTROL

RUN/STOP GOES
LOWER THAN 3.3V

HAS
COOLDOWN
TIMER EXPIRED AS
PROGRAMMED ON [F3]
START-STOP PANEL NO
IN ESP?

YES

PMR = 24 VDC
(POSTLUBE MOTOR
PREGASSOL AND FUELV = 0 VDC TURNED ON)
(PRECHAMBER AND MAIN FUEL
VALVE TURNED OFF)

IS PMR
NO “ON” TIME
> ESP POSTLUBE TIME
NO HAS AS PROGRAMMED ON
IS ENGINE 30 SECOND [F3] START-STOP NO
SPEED = 0 RPM? TIMER EXPIRED? PANEL IN ESP?

YES YES

PMR = 0 VDC
ENG ALM GOES (POSTLUBE MOTOR
FROM OPEN CIRCUIT TURNED OFF)
TO 24 VDC

ECU RECORDS
ALM222
(MAIN FUEL VALVE)

SEQUENCE COMPLETE
IGNITION OFF

WIRE LABEL SHOWN IN BOLD

Figure 2.05-3. Stop Flow Diagram

2.05-4 FORM 6331 First Edition

 START-STOP CONTROL

PRELUBING THE ENGINE WITHOUT STARTING

ESD FAULT
NOTE: The engine can be prelubed without starting
using the local control harness. See Section 2.00
System Power and Wiring for more information.
The following describes how to prelube the engine
without starting the engine. Refer to Section 3.10 ESP
ECU PERFORMS Programming “Basic Programming in ESP” for pro-
IMMEDIATE SHUTDOWN
gramming instructions.
1. Using ESP, program the “Pre Lube Time” field on
the [F3] Start-Stop Panel to the maximum time of
10,800 seconds (180 minutes).
2. Begin the start sequence.

IGNITION PREGASSOL AND FUELV 3. After the engine prelubes for a sufficient time and
TURNED OFF GO FROM 24 VDC TO 0 before the end of 180 minutes, perform a normal shut-
down sequence to cancel the start attempt.
4. Reprogram the prelube time to the previous value
and save value to permanent memory.
CRANKING THE ENGINE OVER WITHOUT
STARTING AND WITHOUT FUEL
ENG ESD GOES FROM The following describes how to crank the engine over
OPEN CIRCUIT TO 24 VDC without starting the engine and without fuel. Refer to
Section 3.10 ESP Programming for programming
instructions.
1. Using ESP, program the “Purge Time” field on the
[F3] Start-Stop Panel to the maximum time of
1800 seconds (30 minutes).
2. Begin the start sequence.
ENG ALM GOES FROM
OPEN CIRCUIT TO 24 VDC
3. The engine will crank until ESD231 Overcrank
shutdown fault activates, at which time the engine will
stop cranking.
4. Repeat steps 1 – 3 if necessary.
5. Reprogram the purge time to the previous value
and save to permanent memory.
FAULT RECORDED IN ECU
AIR STARTER
When the ESM receives an engine start signal from
the user’s panel, the ESM controls the entire start pro-
cess, including the sequence of events shown in
Figure 2.05-2. Part of the start process includes
engaging the starter. When the solenoid on the
air-start valve receives the electronic voltage signal
SEQUENCE COMPLETE
from the ECU, the air-start valve allows air to flow to
the starter.
Postlube will not run if the following The air-start valve uses a 1.5 NPT 150# flange inlet.
critical ESDs Occur:
The system must be vented to meet applicable codes.
ESD222 CUST ESD
ESD223 LOW OIL PRESS Failure to interface through the air-start valve provided
ESD313 LOCKOUT/IGNITION will result in ESM fault codes.
ESD532 COOLANT PRESS LOW
WIRE LABEL SHOWN IN BOLD

Figure 2.05-4. Emergency Stop Flow Diagram

FORM 6331 First Edition 2.05-5

START-STOP CONTROL

FUEL VALVE Refer to S-6656-23 (or current revision) “Natural Gas

Pressure Limits to Engine-Mounted Regulator” in the
Wire the supplied fuel
CAUTION gas shutoff valve so it
Waukesha Technical Data Manual (General Volume)
for minimum fuel pressure required for your applica-
is controlled by the ESM. If the fuel valve is con- tion.
trolled independently of the ESM, fault codes will
occur when the fuel valve is not actuated in
sequence by the ESM. Disregarding this informa-
tion could result in product damage and/or per-
sonal injury.

The customer must install the fuel gas shutoff valve

(see Section 2.00 System Power and Wiring for wiring
diagram). If the fuel valve is controlled independently
of the ESM, fault codes will occur when the fuel valve
is not actuated in sequence by the ESM.
The Power Distribution Junction Box supplies up to 15
amps to the valve using solid state circuitry with built-in
short circuit protection.
All inductive loads
CAUTION such as a fuel valve
must have a suppression diode installed across
the valve coil as close to the valve as is practical.
Disregarding this information could result in prod-
uct damage and/or personal injury.

The fuel control valve is to be wired directly into the

Power Distribution Junction Box, with the wires termi-
nated at the terminal block shown in Figure 2.05-5.
The position FUEL V SW is the (+) connection, and
FUEL V GND is the (-) connection. Conduit, liquid tight
flexible conduit, or other industry standard should be
used along with the correct fittings as appropriate to
maintain resistance to liquid intrusion.

Figure 2.05-5. Power Distribution Junction Box

2.05-6 FORM 6331 First Edition

 SECTION 2.10
IGNITION SYSTEM

The ESM controls spark plug timing with a high

energy, digital capacitive discharge ignition system.
The ignition system uses the capacitor discharge prin-
ciple that provides a high variable energy, precision-
timed spark, for maximum engine performance.
1
The ESM ignition system uses the ECU as its central
processor. Two magnetic pickups are used to input
information to the ECU. One pickup reads a magnet
on the camshaft, and the other pickup senses 36 refer-
ence holes in the flywheel. See Figure 2.10-2 for the
ESM Ignition System Diagram.
The Ignition Power Module with Diagnostic capability
(IPM-D) is needed to fire the spark plug at the required
voltage (see Figure 2.10-2). The IPM-D is CSA
approved for Class I, Division 2, Group D 1) Ignition Power Module (IPM-D)
(T4 temperature rating), hazardous location require-
Figure 2.10-1. Ignition Power Module (IPM-D) Location
ments.

CAMSHAFT MAGNETIC PICKUP

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

CRANKSHAFT MAGNETIC PICKUP

• ANGULAR POSITION OF FLYWHEEL
• ENGINE SPEED

Figure 2.10-2. ESM Ignition System Diagram

FORM 6331 First Edition 2.10-1

IGNITION SYSTEM

IGNITION THEORY
The ECU is calibrated to control spark timing. Timing
can vary with engine speed, intake manifold pressure,
engine-mounted knock sensors, and several other
variables that optimize engine performance.
When a knock signal exceeds the knock threshold, the
1
ECU retards timing on an individual cylinder basis to
keep the engine out of knock. See Section 2.15 Knock
Detection for more information.
Based on the calibration and readings, the ECU sends
an electronic signal to the IPM-D that energizes the
ignition coils to “fire” the spark plug. The IPM-D pro-
vides automatically controlled dual voltage levels
depending on the operating conditions. See “Ignition
Diagnostics” on page 2.10-3 for more information. 1)Camshaft Magnetic Pickup

The IPM-D is a high energy, capacitor discharge solid- Figure 2.10-3. Camshaft Pickup Location
state ignition module. The power supply voltage is
used to charge the energy storage capacitor. This volt-
age is then stepped up by the ignition coils. A signal
from the ECU triggers the IPM-D to release the energy
stored in the capacitor. When the IPM-D receives the
signal, the energy in the ignition coil is used to fire the
spark plug. 2

ESM-equipped engines have an index disc mounted

on the camshaft gear and a magnetic pickup mounted
on the gear cover of the engine (see Figure 2.10-3).
The index disc is always fixed at the same angular
location for every engine with ESM. The index disc has
one magnet: the index magnet. The camshaft mag-
netic pickup determines which part of the four-stroke
cycle the engine is in.
The crankshaft magnetic pickup is used to sense 36 2) Crankshaft Magnetic Pickup
reference holes in the flywheel (see Figure 2.10-4). Figure 2.10-4. Crankshaft Magnetic Pickup Location
This magnetic pickup signals to the ECU the angular
position of the crankshaft and engine speed (rpm).
Since the camshaft disc rotates at half the engine
speed, the crankshaft must rotate twice for the engine
cycle to end.

2.10-2 FORM 6331 First Edition


IGNITION DIAGNOSTICS
The IPM-D provides diagnostic information for both the
primary and secondary sides of the ignition coil. The
IPM-D detects shorted spark plugs and ignition leads,
as well as spark plugs which require a boosted energy
level to fire or do not fire at all. The diagnostic informa-
tion is provided through a Controller Area Network
(CAN) between the ECU and IPM-D, and then to the
customer’s local control panel via MODBUS®.
Four thresholds calibrated by Dresser Waukesha have
been programmed into the ECU to trigger four different
levels of alarm:
• Primary: Indicates a failed ignition coil or faulty igni-
tion wiring.
NOTE: Another possible cause of a primary alarm
would be the activation of the red lockout or E-Stop
(emergency stop) switch on the side of the engine
while the engine is running.
• Low Voltage: Indicates a low voltage demand con-
dition that may have resulted from a shorted coil or
secondary lead, deposit buildup, or a failed spark
plug (failure related to “balling” or shorting.)
• High Voltage: Indicates that a spark plug is
becoming worn and will need to be replaced. When
this limit is exceeded, the “Ignition Energy” is raised
to a level 2. See “Monitoring Ignition Energy Field”
on page 2.10-3.
• No Spark: Indicates that a spark plug is worn and
must be replaced.
When the spark reference number reaches one of the
four programmed thresholds, an alarm is triggered.
Three of these four thresholds (low voltage, high volt-
age, and no spark) were designed to be adjustable so
the user can customize IPM-D predictive diagnostics
to fit the specific needs of each engine. Using the
[F5] Ignition Panel in ESP, the user can adjust the
fault’s alarm and shutdown points to compensate for
site conditions and minor variations in spark reference
numbers between individual coils.
See Section 3.10 ESP Programming IPM-D Program-
ming for programming information.
NOTE: The IPM-D default values are appropriate for
all engine applications.
NOTE: Improper use of these adjustments may limit
the effectiveness of IPM-D diagnostics.
FORM 6331 First Edition
IGNITION SYSTEM
MONITORING IGNITION ENERGY FIELD
The “Ignition Energy” field on the [F5] Ignition Panel
indicates at what level of energy the IPM-D is firing the
spark plugs: Level 1 (low) or Level 2 (high). The pink
“Ignition Energy” field will signal the user whether the
ignition level is LEVEL 1 or LEVEL 2.
During normal engine operation, the IPM-D fires at a
Level 1 (normal) ignition energy. The IPM-D fires at a
Level 2 (high) ignition energy on engine startup or as a
result of spark plug wear. When sufficient spark plug
wear is monitored, IPM-D raises the power level of the
ignition coil. If the ignition energy is raised to Level 2
(except on startup), an alarm is triggered to alert the
operator.
Once Level 2 energy is applied, the spark reference
number will decrease initially but the Fault Log will
indicate the cylinder number of the spark plug that is
wearing out.
MONITORING SPARK REFERENCE NUMBER
Predictive diagnostics based on a spark reference
number for each cylinder is used to monitor each
spark plug’s life. The spark reference number is an
arbitrary number based on relative voltage demand at
the spark plug and is calculated each time the cylinder
fires. The spark reference number is displayed for
each cylinder on the [F5] Ignition Panel in ESP.
Spark reference numbers can be used to represent
spark plug electrode wear (gap) and can be monitored
(for example, with MODBUS®) and trended to predict
the time of spark plug failure. The usefulness of the
spark reference number lies in how much a number
changes over time as a spark plug erodes. Based on a
thorough trend analysis of the spark reference num-
bers, the user may want to adjust the high, low, or no
spark voltage limits. It will take some testing and
adjustment to obtain thresholds that optimize the use
of these features. For maximum benefit, the spark ref-
erence number for each cylinder should be recorded
at normal operating load with new spark plugs
installed and then monitored over a period of time for
changes.
The “Left Bank Spark Reference #” and “Right Bank
Spark Reference #” fields on the [F5] Ignition Panel
display the spark reference number for each cylinder.
As the secondary voltage increases, the spark refer-
ence number also increases. A gradual increase in the
spark reference number is expected over time as the
spark plug wears. The closer to end of spark plug life,
the faster the spark reference number will increase.
2.10-3
IGNITION SYSTEM

2.10-4 FORM 6331 First Edition

 SECTION 2.15
KNOCK DETECTION
The ESM includes knock detection and protects
Dresser Waukesha spark-ignited gas engines from
damage due to knock. Knock is the ignition of the end
gas after spark ignition has occurred during normal
combustion.
Knock is caused by site conditions and/or engine mis-
adjustment, not the engine. See “Knock Theory” on
page 2.15-1 for a definition of knock and examples of
knock promoters and reducers.
The ESM detects knock by monitoring vibrations at
each cylinder with engine-mounted knock sensors
(see Figure 2.15-1). When a signal exceeds a knock
threshold, the ESM retards timing incrementally on an
individual cylinder basis to keep the engine, and each
cylinder, from “knocking.”
Figure 2.15-1. Knock Sensor
The following are the main features of the ESM knock
detection:
• The ESM monitors for knock during every combus-
tion event.
• A per-event measure of the knock level is compared
to a reference level to determine if knock is present.
• Action taken by the ESM when knock is detected is
proportional to the knock intensity identified.
FORM 6331 First Edition
• The ESM requires no calibration of the knock detec-
tion system by on-site personnel. The ESM knock
detection system is self-calibrating.
• If a knock is detected and the engine is shut down,
the ECU records in the fault log that knocking
occurred, even if a PC was not connected.
• When a PC is connected to the ECU and the ESP
software is active, the ESP software displays when
knock is occurring. If the engine is shut down due to
knock, the shutdown and number of the knocking
cylinders are recorded in the fault log.
KNOCK THEORY
During normal combustion, the forward boundary of
the burning fuel is called the “flame-front.” Combustion
in a gaseous air-fuel homogeneous mixture ignited by
a spark is characterized by the rapid development of a
flame that starts from the ignition point and spreads
continually outward. When this spread continues to the
end of the chamber without abrupt change in its speed
or shape, combustion is called “normal.”
Knock is due to the ignition of the end gas after spark
ignition has occurred. The end gas is the remaining
air-fuel charge that has not yet been consumed in the
normal flame-front. When the end gas mixture beyond
the boundary of the flame-front is subjected to a com-
bination of heat and pressure from normal combus-
tion, knock will occur. If the knock has enough force,
the pressure in the chamber will spike, causing the
structure of the engine to resonate, and an audible
“ping” or “knock” will be heard.
Knock will depend on the humidity of intake air and the
temperature and pressure of the end gas in the com-
bustion chamber. Any change in engine operating
characteristics that affects end gas temperature will
determine whether knock will occur. The higher the
end gas pressure and temperature rise and the time to
which it is exposed to this severe stress, the greater
the tendency for the fuel to detonate.
2.15-1
KNOCK DETECTION

Avoiding knock conditions is critical since knock is typ-

ically destructive to engine components. Severe knock PRESSURE, PSIA
often damages pistons, cylinder heads, valves, and
piston rings. Damage from knock will eventually lead
OPEN SAMPLE
to complete failure of the affected part. Knock can be WINDOW KNOCK
prevented; however, the conditions that promote knock
are extremely complex and many variables can pro-
END OF SAMPLE
mote knock at any one time. WINDOW
IGNITION
Table 2.15-1. Knock Promoters and Reducers SPARK
PROMOTERS REDUCERS
Higher Cylinder Temperature Lower Cylinder Temperatures
Lower WKI Fuels Higher WKI Fuels
More Advanced Spark Timing Less Advanced Spark Timing
Higher Compression Ratios Lower Compression Ratios
Higher Inlet Pressure Lower Inlet Pressure
Higher Coolant Temperatures Lower Coolant Temperatures
Higher Intake Manifold Air Lower Intake Manifold Air
Temperatures Temperatures TDC
Lower Engine Speeds Higher Engine Speeds
Lower Atmospheric Humidity Higher Atmospheric Humidity Figure 2.15-2. Windowing Chart
Higher Engine Load Lower Engine Load
Stoichiometric Air-Fuel Ratio Lean or Rich Air-Fuel Ratio The ESM controls timing between two limits: Maximum
(Rich Burn Engine) (Without Engine Overload) Advanced Timing and Most Retarded Timing.
Rich Air-Fuel Ratio
(Lean Burn Engine) Lean Air-Fuel Ratio The maximum advanced timing is variable and
Cylinder Misfire on depends on rpm, load, and the WKI value. The most
Neighboring Cylinders retarded timing is a predetermined limit.
KNOCK DETECTION AND TIMING CONTROL The maximum advanced timing value is used in two
different ways. First, under normal loads, the maxi-
The ESM senses knock with a technique called “win-
mum advanced timing is the timing limit. Second,
dowing.” This technique allows the ESM to look for
knock only during the combustion time when knock when the engine is under light load and cannot be
could be present. knocking, it is used as the timing for all cylinders.

The “window” opens shortly after the spark plug fires
to eliminate the effects of ignition noise. This noise is
caused from the firing of the spark plug and subse-
quent “ring-out” of coils. This “sample” window is
closed near the end of the combustion event at a pre-
determined angle after top dead center (ATDC) in
crankshaft degrees. See Figure 2.15-2.
During knock, a unique vibration called knock fre-
quency is produced. Knock frequency is just one of
many frequencies created in a cylinder during engine
operation. The knock sensors mounted at each cylin-
der convert engine vibrations to electrical signals that
are routed to the ECU.
The ECU removes the electrical signals that are not
associated with knock using a built-in filter. When the
filtered signal exceeds a predetermined limit (knock
threshold), the ESM retards the ignition timing for the
cylinder associated with that sensor by communicating
internally with the ignition circuitry that controls the
IPM-D. The amount the timing is retarded is directly
proportional to the knock intensity. So when the inten-
sity (loudness) is high, the ignition timing is retarded
more than when the knock intensity is low.
In the event the ESM senses knock that exceeds the
knock threshold, the ignition timing will be retarded at
an amount proportional to the intensity of knock
sensed. Ignition timing will then be retarded until either
the signal from the knock sensor falls below the knock
threshold or the most retarded timing position is
reached. As soon as conditions permit, the ESM will
advance spark timing to the maximum setpoint at a
predetermined rate.
If after a predetermined time, conditions do not permit
timing to be advanced from the most retarded timing
position, the ECU will perform the following actions:
• ALM225 is logged, indicating the knocking cylin-
der(s).
• The red status LED on the ECU will blink the knock
fault code.
• The engine will shut down after a predetermined
time, and ESD224 is logged.

2.15-2 FORM 6331 First Edition

 KNOCK DETECTION

WAUKESHA KNOCK INDEX (WKI)

The Waukesha Knock Index (WKI) is an analytical tool,
developed by Dresser Waukesha, as a method for cal-
culating the knock resistance of gaseous fuels. It is a
calculated numeric value used to determine the opti-
mum engine settings based on a specific site’s fuel
gas composition.
The WKI value can be determined using the WKI com-
puter program for the Microsoft® Windows® operating
system that is distributed to Waukesha Technical Data
Book holders and is also available by contacting a Dis-
tributor, Dresser Waukesha Sales Engineering Depart-
ment, or downloading from WEDlink.
The WKI program will calculate the WKI value from a
customer’s gas analysis breakdown. Once the WKI
value is known, it can be entered into the ECU using
the ESP software. This is important since spark timing
and engine derate curves are adjusted based on the
value of the WKI value stored in the ECU.
For applications with changing fuel conditions, such as
a wastewater treatment plant with natural gas backup,
the ESM can be signaled about the fuel’s changing
WKI value in real time using the two WKI analog input
wires in the Customer Interface Harness. The calibra-
tion of the Customer Interface wires, WKI+ and WKI–,
is shown in Table 2.15-2. An input less than 2 mA or
greater than 22 mA indicates a wiring fault, and the
default WKI value is used instead.
Table 2.15-2. Calibration of Remote WKI Input

ANALOG USER INPUT 4 mA 20 mA

WKI Fuel Quality Signal 20 WKI 135 WKI

FORM 6331 First Edition 2.15-3

KNOCK DETECTION

2.15-4 FORM 6331 First Edition

 SECTION 2.20
AIR-FUEL CONTROL

DESCRIPTION • Air/Fuel Power Module (AFPM)

The ESM Lean Burn Air-Fuel Ratio Control (AFR) sys-
tem is designed to control the air-fuel ratio of Dresser
Waukesha’s lean burn, gaseous fueled, industrial
engines. An engine’s air-fuel ratio defines the amount
of air in relation to a single amount of fuel supplied to
an engine for combustion. By controlling an engine’s
air-fuel ratio with ESM AFR Control, exhaust emis-
sions are minimized while maintaining peak engine
performance. The AFR Control regulates the engine’s
air-fuel ratio even with changes in engine load, fuel
pressure, fuel quality, and environmental conditions.
The ESM Lean Burn AFR Control is completely inte-
grated into the ESM, with all sensor inputs, control rou-
tines, and output actions handled by the ECU. The
ECU works with the Air/Fuel Power Module (AFPM),
which provides power and signal conditioning for the
lean burn oxygen sensor assembly.
COMPONENTS
The ESM Lean Burn AFR Control builds upon the
basic ESM configuration by adding the following:
• Exhaust oxygen sensor/heater block assembly
• Heater block temperature sensor (RTD)
• Barometric pressure sensor
• Ambient temperature sensor
• AGR (Actuator, Gas Regulator) stepper for the gas
regulator
In addition, other sensor inputs already available to the
ESM, such as the intake manifold pressure, are used.
OPERATION
The oxygen sensor continually reports the concentra-
tion of oxygen in the exhaust to the Lean Burn AFR
routine in the ECU. Based on this signal, the AFR
Control determines if a correction to the air-fuel ratio is
required. If a change is needed, a command is sent to
the AGR actuator (installed on the fuel regulator),
which adjusts the fuel flow to the engine. The heater
block temperature sensor ensures that the tempera-
ture of the exhaust sample that is measured by the
oxygen sensor is high enough to permit correct system
operation (see Figure 2.20-1and Figure 2.20-2).

INPUTS OUTPUTS

AIR / FUEL
POWER MODULE

Stepper Position

Exhaust Oxygen

Heater Block Temperature

Ambient Temperature
Barometric Pressure
Intake Manifold Pressure
User-Programmable Limits
Stepper Home Position

Figure 2.20-1. AFR Control Inputs and Outputs

FORM 6331 First Edition 2.20-1

AIR-FUEL CONTROL

Oxygen Sensor
AIR / FUEL
RTD Sensor
POWER MODULE
Heater Block
Assembly

Heater Cartridges

Intake
Manifold
Pressure Barometric
Transducer Pressure
Sensor

Pressure Ambient
Snubber Temperature
Sensor

Actuator

Figure 2.20-2. AFR Control Block Diagram

LEAN BURN OXYGEN SENSOR The exhaust oxygen content of lean burn engines can
be used as an indicator of the air-fuel mixture supplied
All lean burn sensor applications are based on the lin-
to the engine for combustion. The signal from the lean
ear output characteristics of the lean burn oxygen sen-
burn oxygen sensor is fed into the AFPM module,
sor (see Figure 2.20-3).
which conditions it and forwards it to the ECU. Any
mixture deviation is sensed and transmitted to the
AFPM module in the form of an electrical signal. The
AFM SENSOR DISPLAY

ECU determines whether a correction is required and

adjusts the actuator accordingly. Lean burn sensors
INCREASING

have an extended service life, typically lasting over

2.50 V
O2 SETPOINT
RICH
EXHAUST OXYGEN (DRY VOLUME PERCENT)
TYPICAL SETPOINT:
16V275GL @ 32:1 (11.2% O2)
Figure 2.20-3. Oxygen Sensor Response vs. Exhaust
Oxygen Concentrations for Various Air-Fuel Ratios
10,000 hours. Oil additives, fuel contaminants, com-
pounds released from certain RTV sealants, incor-
rectly applied anti-seize, and overtemperature can
attribute to shortened sensor life.
LEAN Always use “OXYGEN
CAUTION SENSOR SAFE/NEU-
TRAL CURE” RTV gasket materials on engines with
oxygen sensors. Disregarding this information will
result in reduced sensor life or sensor failure.
Always purchase ESM
CAUTION AFR oxygen sensors
(P/N 740107A or later) from Dresser Waukesha.
Performance goals of the system cannot be met
without Dresser Waukesha’s oxygen sensor speci-
fications. Disregarding this information could
result in product damage and/or personal injury.

2.20-2 FORM 6331 First Edition

 AIR-FUEL CONTROL

HEATER BLOCK ASSEMBLY

The lean burn sensor is installed in the heater block WARNING
assembly, which consists of the following: Always keep lean burn oxygen sensor assembly
• O2 sensor insulation installed over components. Lean burn
sensing assembly components become extremely
• Gasket hot in use. Failure to keep insulation installed over
• Two heater cartridges assembly could cause severe personal injury.
• RTD temperature sensor NOTE: Insulation MUST be installed around lean burn
• Sensor block oxygen sensing assembly for correct sensor operation.
• Special pipe nipple
• Insulation
2

1
3

1
2

3 1) Heater Block Assembly 2) Insulation

4
Figure 2.20-6. Heater Block Assembly Insulation
The assembly is installed in the exhaust elbow per the
1) Not Used 4) RTD Port latest edition of Form 6333, 16V275GL Operation and
2) Sensor Mounting bolt 5) Sensor Port Maintenance manual. Exhaust supply tubing is also
3) Heater Port required (see Figure 2.20-7).
Figure 2.20-4. Heater Block – Front View

1
2

3
2
4
5

1) Heater 4) Lean Burn Oxygen Sensor

2) Special Pipe Nipple 5) RTD Temperature Sensor
3) Gasket 1) Exhaust Elbow 2) Exhaust Supply Tubing
Figure 2.20-5. Heater Block Assembly Figure 2.20-7. Exhaust Supply Tubing

FORM 6331 First Edition 2.20-3

AIR-FUEL CONTROL
STEPPER
A stepper motor is used to bias the output pressure of
the gas regulator (see Figure 2.20-8). All electronics
are packaged with the stepper motor in an integral
enclosure. The proximity switch is located inside the
stepper housing to prevent accidental breakage, and
no external wiring is added for the switch. The stepper
is controlled using signals transmitted over the ESM
CAN (Controller Area Network) communication bus.
Stepper diagnostic information is relayed back to the
ECU over the CAN bus.
Figure 2.20-8. Stepper
2.20-4
SYSTEM WIRING
All wiring related to AFR Control and the AFPM is inte-
grated into the ESM wiring harnesses. The RTD tem-
perature sensor and lean burn oxygen sensor feature
in-line connectors for ease of troubleshooting and
replacement. The AFPM features connectors similar to
that of the ECU.
THEORY OF OPERATION
The Lean Burn AFR system controls engine air-fuel
ratio and consists of three basic components: an oxy-
gen sensor, actuator, and AFR Control routine in the
ESM. The AFR system is a closed-loop process that
looks at system outputs and adjusts system inputs
according to calibrated software routines.
The AFR Control functions by monitoring oxygen lev-
els in the exhaust gases with an oxygen sensor
located in the engine’s exhaust stream. The oxygen
level, detected by the sensor, is then fed to the AFPM
module through an electrical signal, where it is condi-
tioned and then forwarded to the ECU. If the oxygen
level detected by the sensor is different from the pro-
grammed oxygen setpoint, the AFR Control directs the
actuator to adjust the gas over air (gas/air) pressure of
the fuel regulator.
The actuator adjusts the fuel regulator setting, within
programmed limits, by increasing or decreasing the
spring pressure acting on the regulator diaphragm.
The design gives very accurate positioning capability.
The regulator adjustment richens or leans out the
air-fuel ratio.
The desired oxygen setpoint is based on the lambda
setpoint of the engine, determined by the factory, to
achieve the desired emissions output. Other factors
such as environmental conditions, fuel type, fuel qual-
ity, and engine operating conditions are used in con-
junction with the desired lambda setpoint to determine
the corresponding exhaust oxygen setpoint to achieve
emissions as conditions vary.
An RTD temperature sensor is used to ensure that the
sampled exhaust temperatures are high enough for
correct operation of the O2 sensor. A programmed
minimum temperature must be achieved before
closed-loop control is enabled. A programmed maxi-
mum temperature is also incorporated as a safety to
shut down operation on high heater block temperature
conditions.
FORM 6331 First Edition
 AIR-FUEL CONTROL

USER SETTINGS
A minimum of user settings, done through the ESP Figure 2.20-10). If a limit is reached, an alarm will be
interface, are required to successfully set up the sys- raised. When in manual mode, the user can adjust the
tem. stepper position outside the programmable limits.
While stepper movement is controlled by the ESM
AFR Control routine, user-programmable limits must
be programmed on the [F8] AFR Setup Panel in ESP
(see Figure 2.20-9). This limits the stepper’s travel
range and triggers alarms if the system attempts to
work outside of the range. The stepper position is indi-
cated on the ESP panels as “steps.”
Another user setting required is that of the start posi-
tion. This position is determined by an adjustment pro-
cedure for correct air-fuel ratio during engine start, and
then is used to automatically set the stepper whenever
the engine is being started. The stepper position will
remain within the programmable limits after startup
while the AFR Control is in automatic mode (see Figure 2.20-9. AFR Setup Panel

Rich Limit – max. travel permitted

STEPPER POSITION

Typical
AIR-FUEL RATIO

Stepper Position

Lean Limit – min. travel permitted

Load (Air-Fuel Ratio can vary with load) Load or IMAP

Stepper travel is trapped between two

programmable limits while in automatic mode

Figure 2.20-10. Air-Fuel Ratio and Stepper Limits vs. Load

FORM 6331 First Edition 2.20-5

AIR-FUEL CONTROL

2.20-6 FORM 6331 First Edition

 SECTION 2.25
ESM TURBOCHARGER CONTROL
The ESM Turbocharger Control is designed to control
flow rates through the compressor-side and turbine-
side of the turbochargers to prevent surge and over-
speed, while maintaining proper throttle reserve. Flow
through the compressor is controlled via the bypass,
whereas flow through the turbine is controlled via the
wastegate.
The bypass valve controls air flow through the com-
pressor side of the turbocharger. Its main function is to
prevent turbocharger surge, which refers to the rever-
sal of flow through the compressor side of the turbo-
charger. This occurs if the compressor is supplying a
relatively low flow of air to the engine while having a
pressure ratio (boost pressure/inlet pressure) that is
EXHAUST FLOW
EXHAUST STACK
AIR OUT
WASTEGATE
VALVE
BYPASS
VALVE
TURBINE
TURBOCHARGER
Figure 2.25-1. ESM Turbocharger Wastegate And Bypass Valving
FORM 6331 First Edition
too high. To counteract this problem, the flow can be
increased through the compressor by opening the
bypass valve, which redirects air from the compressor
outlet to the turbine inlet, which “bypasses” the engine
(see Figure 2.25-1). Excess air is directed upstream of
the turbine to maintain turbocharger speed and air flow
through the compressor without increasing air flow to
the engine.
The wastegate valve controls exhaust flow through the
turbine side of the turbocharger. Its main function is to
maintain the pressure ratio across the compressor by
directing a portion of the exhaust flow around the tur-
bocharger (see Figure 2.25-1).
ENGINE
CYLINDER
AIR TO ENGINE
THROTTLE
INTERCOOLER
AIR IN
COMPRESSOR
2.25-1
ESM TURBOCHARGER CONTROL

ESM TURBOCHARGER CONTROL Once the wastegate has learned the new position that
DESCRIPTION provides proper throttle reserve for a given speed and
boost pressure, that position is used as the new initial
The ESM turbocharger control consists of the ECU position in the wastegate position map. This “learned”
and two turbocharger control actuators that control the wastegate position map is stored in the ECU and is
exhaust wastegate and bypass valves. The turbo- preserved even if the engine is shut down and
charger control monitors four areas on the engine to restarted.
determine wastegate and bypass valve position. The
first area that it monitors is the pressure differential, or There is a 10% fixed limit that the wastegate position
throttle reserve, across the carburetor and throttle is allowed to deviate from its initial, unlearned position
plate. Pressure differential is determined by the differ- map, while the engine is running. There is also a limit
ence in pressure between two points. The first point is of 5% that the stored learned position map can deviate
referred to as the Boost Pressure, which measures the from the initial, unlearned position map.
pressure at the turbocharger’s compressor outlet. The There are certain conditions in which the learning
boost pressure sensor is located before the carburetor, functionality can learn an improper value. This can
upstream of the throttle. occur if the engine is starved for fuel or in some condi-
The second area that the turbocharger control moni- tion that causes the throttle to be wide open, which
tors is the intake manifold pressure, referred to as would cause the throttle reserve to drop. The waste-
IMAP (Intake Manifold Absolute Pressure). The IMAP gate control would begin to close in order to increase
is calculated by taking the average of two sensors reserve, and that wastegate position could then
located in the intake manifold, downstream of the become the learned value for that given speed and
throttle. boost pressure. When the problem that caused the
throttle to go wide open is fixed, the map would have a
The third area that is monitored is the compressor inlet bad value in that particular spot. If the engine returns
air temperature. The cooler the air is, the more dense to that value, it would become unstable and it could be
it becomes; the warmer the air, the less dense it necessary to reset the BYC Boost learning table. See
becomes. The bypass has a temperature compensa- “Resetting Learning Tables” in this section for more
tion routine that adjusts position to compensate for information.
changes in inlet temperature.
RESETTING LEARNING TABLES
The fourth area monitored is engine operating speed,
which is used for the bypass, wastegate, and throttle 1. Shut engine down.
reserve maps.
2. In ESP go to the [F11] Advanced Panel.
BYPASS, WASTEGATE, AND THROTTLE
RESERVE MAPS
The bypass valve position is controlled by a bypass
map. This bypass map represents the position the
bypass valve should be at a given rpm and IMAP. At
each different rpm value, a pressure and position is
mapped.
The wastegate valve is controlled through both a pro-
grammed wastegate position map and a programmed
throttle reserve map. The wastegate position map is
used to provide an initial wastegate position, based on
speed and boost pressure. The throttle reserve map
represents what the desired reserve pressure should
be at a given rpm and IMAP. If the throttle reserve that Figure 2.25-2. Advanced Functions Panel
results from that initial wastegate position does not
match the desired reserve from the throttle reserve 3. Click “Reset Wastegate Learning Table...” button to
map, the wastegate position will change until the mea- bring up the “Reset Learning Tables” pop-up window.
sured reserve matches the desired reserve. The
wastegate will open to lower reserve and close to
increase reserve. In order for the wastegate control to
learn a new position, the engine speed and throttle
must be stable.

2.25-2 FORM 6331 First Edition


Figure 2.25-3. Reset Learning Tables Window
4. Click the “Reset BYC Boost Table” button to reset
the learning table.
5. Restart the engine, and allow the control to relearn
its positions.
TURBOCHARGER SURGE
The term turbocharger surge is used to describe the
“banging” or “swishing” that can be heard from an
engine's turbocharger. Turbocharger surge commonly
occurs at partial load and low speed when the volume
of air required by the engine is substantially less than
that required by the turbocharger to prevent flow rever-
sal, which is what happens when a turbocharger
surges.
The turbocharger compressor performs best when the
engine operates along the line of peak efficiency
SURGE LINE PEAK EFFICIENCY
LINE
PRESSURE RATIO
PEAK EFFICIENCY
ISLAND
FLOW CFM
Figure 2.25-4. Turbocharger Peak Efficiency and Turbocharger Surge Graphs
FORM 6331 First Edition
ESM TURBOCHARGER CONTROL
(see Figure 1.10-2). The peak efficiency line runs
through the center of the compressor efficiency
islands. The turbocharger control maps are set up to
keep the operating point near the center of the effi-
ciency island through the entire operating range of the
engine to afford optimal performance and discourage
turbocharger surge.
Frequent changes in inlet air temperature and pres-
sure ratios can also trigger turbocharger surge. As the
ambient temperature decreases, the engine requires
less volumetric flow because the air is more dense.
When this occurs, the engine operating point moves
from the line of peak efficiency toward the surge line.
As the engine operating point approaches the surge
line, the classic “banging” or “swishing” can be heard.
Although not normally detrimental to engine compo-
nents, turbocharger surge results in poor engine per-
formance. Pressure ratios can drastically spike when
shedding engine load, due to the rapid closing of the
throttle to prevent the engine from overspeeding.
When the throttle closes quickly, volume of air
upstream of the throttle can experience a sharp rise in
pressure, which can cause turbocharger surge.
The ESM turbocharger control is a flexible, electronic
method of turbocharger control that is able to respond
to these frequently changing conditions, resulting in
improved turbocharger efficiency and engine perfor-
mance. The ESM turbocharger control allows for the
best match between the engine and the turbocharger
under a wide range of altitudes and changing ambient
conditions by electronically controlling bypass and
wastegate settings.
PRESSURE RATIO
A LOWER
TEMPERATURES
FLOW CFM
2.25-3
ESM TURBOCHARGER CONTROL
THROTTLE RESERVE
The turbocharger control strategy controls the waste-
gate position in a closed-loop control of throttle pres-
sure drop (throttle reserve) as a function of engine
speed and boost pressure. ESM turbocharger control
does not require remapping of the wastegate as a
function of changing environmental or operating condi-
tions. It is responsive to changes in air-fuel ratio, baro-
metric pressure, ambient temperature and humidity,
altitude, air filter restriction, and engine mechanical
health.
There is a strong correlation between surge, engine
power, and the difference in pressures as measured
before and after the throttle. This pressure differential
is called throttle reserve. It has been shown that if the
throttle reserve is too low, the engine will not be able to
sustain the desired power level. If the throttle reserve
is too high, the engine can surge. The safe operating
region lies between these two points (see
Figure 2.25-5).
TURBOCHARGER
SURGE ZONE Max.
RESERVE
Safe Zone
Throttle Min.
Reserve Required
LOW POWER
ZONE
ENGINE POWER
Figure 2.25-5. Relationship Between Key Engine
Parameters
Throttle reserve is the pressure drop measured across
the throttle valve and carburetor (see Figure 2.25-6).
The upstream pressure (boost pressure) is higher than
the downstream pressure (IMAP). The throttle reserve
is calculated as the difference between the boost and
IMAP (Throttle Reserve = Boost - IMAP).
2.25-4
AIR FLOW THROTTLE
BOOST IMAP
BOOST - IMAP = THROTTLE RESERVE
Figure 2.25-6. Throttle Reserve Schematic
ELECTRONIC VS. MECHANICAL
WASTEGATE
The electronic wastegate control has many advan-
tages over a mechanical system of wastegates.
First, the ESM turbocharger control is a flexible system
since setpoint at various loads and speeds are pre-
cisely programmed. With a mechanical system, the
wastegate is set at a single operation point (maximum
load) that opens based on a spring rate as compressor
discharge (boost) pressure increases. In addition, the
differential pressure controller for the compressor is
set at a single operating point. For the best turbo-
charger/engine match, a flexible system like the ESM
turbocharger control is required.
Second, on the ESM turbocharger control system, the
bypass circuit routes air from the compressor dis-
charge to the turbine inlet. On mechanical systems, it
is common for the pressure differential valve to route
air from the compressor discharge to the atmosphere.
The ESM system arrangement is better on the turbo-
charger because mass flow is balanced between the
compressor and turbine, allowing the turbocharger to
operate within the design envelope on both sides. The
electronic system design also allows more air flow
increase with minimal turbocharger speed increase.
Finally, ESM turbocharger control allows the waste-
gate to be closed at high load-low speed, unlike
mechanical systems. This improves the turndown
capability of the engine.
The wastegate and bypass valves are managed to
improve the throttle angle (controllability), reserve
(throttle response), turbocharger performance, and
engine economy trade-offs.
FORM 6331 First Edition
 SECTION 2.30
ESM SPEED GOVERNING

ESM SPEED GOVERNING

The engine speed governing is completely integrated
into the ESM. Information is sent from the ECU to the
throttle actuator to adjust the amount of fuel and air
being delivered into the cylinders.
The ESM ECU contains the governor electronics and
software that control the throttle actuator. The ECU 1
controls engine speed (rpm) by controlling the amount
of air-fuel mixture supplied to the engine. The ESM
speed governing system allows the customer to make
all control adjustments in one place and at one panel.
Integral ESM speed governing provides the following
benefits:
• Better engine stability
• Easier setup
• Integrated operation diagnostics 1) Throttle Actuator
GOVERNING THEORY Figure 2.30-1.
In order to control the engine speed, the ECU needs to
SPEED GOVERNING INPUTS AND CALIBRATIONS
know the following:
Figure 2.30-2 illustrates the types of inputs to the ESM
• Current engine speed
for speed governing control. The actual inputs required
• Desired engine speed to the ECU depend on the governing control desired.
• Speed error Required external inputs are programmed to the ECU
via the customer’s local control panel. These inputs
To determine current engine speed, the ECU uses the
include remote speed/load setting, remote speed set-
crankshaft magnetic pickup that senses the 36 refer-
ting enable, rated speed/idle speed, and an auxiliary
ence holes in the flywheel. As the holes pass the end
rpm input for load control. Using these customer
of the magnetic sensor, a signal wave is generated.
inputs, the ESM speed governing system is set to run
The frequency of the signal is proportional to engine
in either speed control mode or load control mode.
speed.
Governing control is further customized for location
The desired engine speed is set by means of calibra-
requirements through user-selectable parameters
tions and/or external inputs to the ECU. The ECU cal-
describing the driven load. Custom control adjust-
culates the difference between the current speed and
ments to the ESM speed governing system are made
the desired speed to determine the speed error.
with ESP.
An electronic actuator is used to convert the electrical
signal from the ECU into motion to change the amount
of air and fuel delivered to the engine through the
throttle (see Figure 2.30-1).

FORM 6331 First Edition 2.30-1

ESM SPEED GOVERNING

The rotating moment of inertia of the driven equipment
must be programmed in ESP. The correct governor
gain depends on the rotating moment of inertia of the
engine and driven equipment. Further gain calibra-
tions may be made through ESP.
By inputting the rotating moment of inertia of the
driven equipment, the gain is preset correctly, saving
time during setup of the engine. The rotating moment
of inertia of the engine and the driven equipment are
used in predicting governor sensitivity. See “Rotating
Moment of Inertia/Adjusting Gain” on page 2.30-6 for
more information.

CUSTOMER INPUTS ESP CALIBRATED INPUTS

• REMOTE SPEED/LOAD SETTING • LOAD INERTIA
• REMOTE SPEED SETTING ENABLE • LOW/HIGH IDLE SPEEDS
• IDLE/RATED SPEED SIGNAL • DROOP
• LOAD COMING SIGNAL • GAIN ADJUSTMENTS
• SYNCHRONIZER MODE SETTING • SYNCHRONIZATION SPEED
• FEEDFORWARD ADJUSTMENTS

ESM SPEED
GOVERNING SYSTEM
(INSIDE ECU)

SENSOR INPUT ENGINE TORQUE MODIFICATION

• MAGNETIC PICKUP

NOTE: The actual inputs required to the ECU depend on the governing control desired.

Figure 2.30-2. ESM Speed Governing System Inputs

SPEED GOVERNING MODES Fixed Speed

Using inputs from the user’s panel or PLC, the ESM is
set to run in one of two control modes: WARNING
• Speed Control Mode Never set the high idle speed above the safe work-
ing limit of the driven equipment. If the GOV-
– Fixed Speed
REMSP signal goes out of range or the
– Variable Speed GOVREMSEL signal is lost, then the engine will
run at the speed determined by the status of
• Load Control Mode
GOVHL IDL and calibrated low or high idle speeds.
Speed Control Mode Disregarding this information could cause severe
personal injury and/or product damage.
Speed control mode allows the engine operator to
choose a setpoint speed, and the ECU will run the When fixed speed control is selected with the ESP, the
engine at that speed. The control can be either fixed ECU will maintain a constant engine rpm regardless of
speed or variable speed. load (within the capacity of the engine).

2.30-2 FORM 6331 First Edition

 ESM SPEED GOVERNING

There are two fixed speeds available: low idle and high
idle. Low idle speed is the default, and high idle is
obtained by connecting a digital input to the ECU of
+24 VDC nominal. Low idle speed is preset for each
engine family, but by using ESP, the low idle speed can
be offset lower or higher than the preset value. High
idle speed is also adjustable using ESP, but is con-
strained to be higher than low idle speed and no
higher than the maximum rated speed of the engine.
The digital signal input to the ECU must be connected
to +24 VDC (8.6 – 36 volts) for rated speed, open cir-
cuit for idle speed, and remote speed setting enable
(GOVREMSEL) must be an open circuit. When using
the Remote Speed/Load Setting, GOVHL IDL should
be set to a safe mode. “Safe mode” means that if the
wire that enables remote rpm operation (GOVREM-
SEL) fails, the speed setpoint will default to the
GOVHL IDL idle value. Consider all process/driven
equipment requirements when programming idle
requirements.
Variable Speed
Variable speed is used to synchronize the output of
multiple generator sets driving an isolated electrical
grid. The ECU will allow the engine to slow down
slightly under load. Variable speed is used to simulate
the situation with mechanical governors where the
engine will run at a slightly higher rpm than the set-
point when no load is placed on the engine.
When operating an engine for variable speed applica-
tions, user connections determine the rpm setpoint.
When the Remote Speed Select input signal is high
(8.6 – 36 volts), the “Remote RPM” field on the
[F4] Governor Panel is green and displays “ON.”
Connecting the GOVREMSEL digital input to the ECU
at +24 VDC enables variable speed mode. The speed
setpoint can then be varied with either a 4 – 20 mA or
a 0.875 – 4.0 volt input.
The ESM checks for an out-of-range input that is less
than 2 mA, greater than 22 mA, less than 0.45 volts, or
greater than 4.3 volts. If an out-of-range speed set-
point is detected, the engine will then run at the speed
indicated by the status of the high idle/low idle digital
input. The engine speed setpoint range is already pre-
adjusted to go from minimum to maximum engine
speed using the 4 – 20 mA or 0.875–4.0 VDC input
(see Table 2.30-1).
Table 2.30-1. Engine Speed Range
SPEED RANGE
(4 – 20 mA RANGE)
750 – 1005 rpm

4 – 20 mA SIGNAL + 39 GOV REMSP +

4 – 20 mA SIGNAL - 27 GOV REMSP -

CUSTOMER INTERFACE HARNESS
40 GOV 40
JUMPERED
41 GOV 41

X 39 GOV REMSP +
NO CONNECTION
X 27 GOV REMSP -
CUSTOMER INTERFACE HARNESS
0.875 – 4.0 V SIGNAL + 40 GOV 40

0.875 – 4.0 V SIGNAL - 41 GOV 41

Figure 2.30-3 Connection Options for Variable Speed Setting Input

FORM 6331 First Edition 2.30-3

ESM SPEED GOVERNING

RPM DROOP
REMOTE SPEED SELECTION GOVREMSEL
DIGITAL INPUT

GOV REMSP+ INITIAL MODIFIED +

GOV REMSP- RPM RPM
REMOTE SPEED OR + +
ANALOG INPUT GOV 40
GOV 41

SEE NOTE

LIMIT THE
RPM VALUE

TYPICAL APPLICATIONS = GAS COMPRESSION

AND MECHANICAL DRIVES
LIMIT (RAMP)
RPM CHANGE
CALIBRATED
RAMP TIME

FINAL RPM VALUE TO BE

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

Figure 2.30-4. Logic Diagram Showing Variable Speed

TYPICAL APPLICATIONS = ELECTRIC POWER GENERATION ISLAND OR GRID

RPM DROOP
GOVAUXSIG
WOODWARD™ LOAD GOVAUXGND
SHARING MODULE
P/N 9907-173

INITIAL + MODIFIED +
+ RPM RPM
+ +
+

TARGET RPM

RAMP LIMIT THE

LOW/HIGH GOVHL IDL FUNCTION +
RPM VALUE
IDLE DIGITAL
INPUT

CALIBRATED
LOW IDLE RPM LIMIT (RAMP)
RPM CHANGE
AD

CALIBRATED
CALIBRATED
LO

HIGH IDLE RPM

RAMP TIME
G
LR

FINAL RPM VALUE TO BE

USED IN GOVERNOR
ALTERNATE DYNAMICS CALCULATION
DIGITAL INPUT
SYNC RPM

Figure 2.30-5. Logic Diagram Showing Fixed Speed

2.30-4 FORM 6331 First Edition

 ESM SPEED GOVERNING

Load Control Mode

Load control mode is used when a generator set is CUSTOMER INTERFACE HARNESS
synchronized to a grid. In this case, the grid controls
speed, and the ESM speed governing system controls

GOVAUXGND

GOVAUXSHD
GOVAUXSIG
the engine load using signals from an external device.
The SYNC RPM is adjusted so that the actual engine
speed setpoint is approximately 0.2% higher than syn-
chronous speed. For example, if the grid frequency is
60 Hz (1200 rpm), the high idle is adjusted so that the
engine speed setpoint is 1.002 times 1200 rpm, which 29 28 46
is 1202.4 rpm. This ensures that the electric phasing
of the grid and the engine are different so that the
phases will “slide” past each other. When an external USE SHIELDED
synchronizer determines that the voltage and phase of TWISTED PAIR
CABLE
the generator match the grid, the breaker is closed.
The load of the engine can now be controlled by an
external load control such as the Woodward™ Load
Sharing Module (Woodward™ P/N 9907-173) through
the GOVAUXSIG and GOVAUXGND -2.5 to +2.5 volt OUTPUT
input of the ESM (see Figure 2.30-6). 19 20

The speed bias output of most load sharing devices

can be configured to match the -2.5 to +2.5 volt input
range of the ESM GOVAUXSIG and GOVAUXGND WOODWARD™ LOAD SHARING MODULE
inputs. Refer to the load sharing device manual for
information on how to configure the range and offset of Figure 2.30-6. External Load Control –
Woodward™ Load Sharing Module
the speed bias output of your load sharing device.
Next, start the engine and adjust the Proportional and Alternate Dynamics (Synchronizer Control)
Integral gains of the load sharing device to obtain sta-
ble operation of the engine power output. Refer to the Alternate dynamics is a setting used at low loads and
load sharing device manual for more information on speeds, which reduces the throttle gains to provide
how to set the gains of the device. better speed stability. Raising a high digital input (8.6 –
36 volts) to the ECU puts the ESM speed governing
Feedforward Control (Load Coming Control) system in alternate dynamics.
Feedforward control (or load coming) is a proactive During the time the alternate dynamics input is high,
rather than a reactive feature that allows the engine to the field is green and displays “ON”. During the time
accept larger load additions than would normally be the alternate dynamics input is low, the field is gray
allowed. Feedforward works by immediately opening and displays “OFF”.
the throttle by a user-calibrated amount when a digital
input goes high (8.6 – 36 volts). For example, when
starting a large electric motor that is operating in
island electric power generation mode, the moment
the electric motor is started, or a second or two before,
the feedforward digital input is raised high, and the
ESM opens the throttle to produce more power. Unlike
standard governing, the ESM does not have to wait for
the engine speed to drop before opening the throttle.
NOTE: Feedforward Control is not currently used on
the 16V275GL engine.

FORM 6331 First Edition 2.30-5

ESM SPEED GOVERNING

ROTATING MOMENT OF
INERTIA/ADJUSTING GAIN
Ensure that the cor-
CAUTION rect rotating moment
of inertia (load inertia) is programmed in ESP for
the engine’s driven equipment. Failure to program
the moment of inertia for the driven equipment on
the engine in ESP will lead to poor steady state
and transient speed stability. Disregarding this
information could result in product damage and/or
personal injury.
The correct gains for an engine model are preloaded
to the ECU. Having the gains preloaded greatly
reduces startup time.
To make this work, the ECU needs only one piece of
information from the customer: the rotating moment of
inertia or load inertia of the driven equipment.
The rotating moment of inertia is the difference in how
easy or difficult it will be to set any object in motion
around a defined axis of rotation. The higher the
moment of inertia of an object, the more force will have
to be applied to set that object in a rotational motion.
Conversely, the lower the moment of inertia, the less
force needed to make the object rotate about an axis.
NOTE: Rotating moment of inertia is not the weight or
mass of the driven equipment.
Once this information is available, the ECU calculates
the actual load changes on the engine based on
speed changes. Rotating moment of inertia is needed
for all driven equipment.
Setting the rotating moment of inertia (or load inertia)
with ESP is the first task when setting up an engine
and must be done with the engine not rotating.
The rotating moment of inertia value is programmed
on the [F4] Governor Panel in ESP.
Refer to Section 3.10 ESP Programming “Program-
ming Load Inertia” for programming steps.

2.30-6 FORM 6331 First Edition

 SECTION 2.35
EMERGENCY SAFETY SHUTDOWNS

IMPORTANT! The following critical ESDs will prevent • Failure of magnetic pickup
post-shutdown functionality from occurring:
• Internal ECU
• ESD222 CUST ESD
When a safety shutdown occurs, several internal
• ESD223 LOW OIL PRESS actions and external visible effects take place. Each
safety shutdown will cause the following actions to
• ESD313 LOCKOUT/IGNITION
occur:
• ESD532 COOLANT PRESS LOW
• Ignition spark stops instantaneously.
To clear a critical ESD (to allow a restart or enable
• Fuel delivery stops instantaneously.
recirculation), you must cycle either of the E-Stop
switches at the engine. • The digital output from the ECU to the customer is
changed to indicate to the customer’s driven equip-
OVERVIEW ment or PLC that the ESM has shut down the
The ESM provides numerous engine safety shutdowns engine and something is not operating as expected.
to protect the engine. These engine safety shutdowns • Red status LED on the front of the ECU flashes the
include: shutdown fault code.
• Emergency Stop (E-Stop) switches on each side of • Shutdown signal is transmitted over the customer
the engine interface (RS-485 MODBUS® and digital output).
• Low oil pressure INDIVIDUAL SAFETY SHUTDOWNS
• Engine overspeed DESCRIPTIONS

•• 10% overspeed instantaneous EMERGENCY STOP (E-STOP) SWITCHES

•• Dresser Waukesha-calibrated to run no more
than rated speed
•• User-calibrated driven equipment overspeed
• Customer-initiated emergency shutdown
• Engine overload (based on percentage of engine
torque)
• Uncontrollable knock
• High HT jacket water coolant temperature
• Low HT jacket water coolant pressure
• High intake manifold air temperature
• Overcrank
• Engine stall
• Security violation
• High oil temperature
When an E-stop switch is pressed, the engine per-
forms an emergency stop (see Section 2.05 Start-Stop
Control “Emergency Shutdown Sequence”).
LOW OIL PRESSURE
The ESM is calibrated by Dresser Waukesha to both
alarm and shut down on low oil pressure. The ESM
uses several techniques to avoid falsely tripping on low
oil pressure when either starting or stopping the
engine. The low oil pressure alarm and shutdown set-
points are a function of engine speed. In addition, low
oil pressure alarm and shutdowns are inhibited for a
period of time after engine start. The low oil pressure
alarm and shutdown setpoints can be offset in the
[F11] Advanced Panel. Setpoints can only be offset in
a safe direction and cannot exceed factory limits.

FORM 6331 First Edition 2.35-1

EMERGENCY SAFETY SHUTDOWNS
ENGINE OVERSPEED
The ESM is calibrated by Dresser Waukesha (not user
programmable) to perform an immediate emergency
shutdown upon detection of engine speed greater than
10% of rated rpm. For example, running a 1000 rpm
engine at 1100 rpm or a 1200 rpm engine at 1320 rpm
will cause a shutdown.
In addition to the engine overspeed calibration, the
user has the option to program an overspeed shut-
down to protect driven equipment for situations where
the driven equipment is rated at a lower speed than
the engine.
CUSTOMER-INITIATED EMERGENCY SHUTDOWN
If the customer emergency shutdown circuit opens
because of a driven equipment problem, wiring, or
pushing the E-Stop button, the system will perform an
emergency shutdown.
ENGINE OVERLOAD
If the engine is operated above rated power by a per-
cent specified by Dresser Waukesha, it will be shut
down after a period of time. The amount of time the
engine is allowed to run at overload is determined by
Dresser Waukesha.
UNCONTROLLABLE ENGINE KNOCK
Uncontrollable engine knock will shut down the engine
after a period of time calibrated by Dresser Waukesha.
A digital output from the ECU indicates that uncontrol-
lable knock is occurring so that the customer can initi-
ate some knock reduction strategy such as reducing
engine load.
HIGH HT JACKET WATER COOLANT
TEMPERATURE
The ESM is calibrated by Dresser Waukesha to both
alarm and shut down upon high coolant temperature
detection. The coolant temperature alarm and shut-
down setpoints can be offset in the [F11] Advanced
Panel. Setpoints can only be offset in a safe direction
and cannot exceed factory limits.
LOW HT JACKET WATER COOLANT PRESSURE
The ESM is calibrated by Dresser Waukesha to both
alarm and shut down upon low coolant pressure
detection.
2.35-2
HIGH INTAKE MANIFOLD AIR TEMPERATURE
The ESM is calibrated by Dresser Waukesha to both
alarm and shut down upon high intake manifold tem-
perature detection. High intake manifold temperature
alarm and shutdowns are inhibited for a period of time
that is calibrated by Dresser Waukesha after engine
start or stop. The high intake manifold temperature
alarm and shutdown setpoints can be offset in the
[F11] Advanced Panel. Setpoints can only be offset in
a safe direction and cannot exceed factory limits.
HIGH OIL TEMPERATURE
The ESM is calibrated by Dresser Waukesha to both
alarm and shut down on high oil temperature. The
amount of time the engine is allowed to run at the high
temperature is determined by Dresser Waukesha. The
high oil temperature alarm and shutdown setpoints
can be offset in the [F11] Advanced Panel. Setpoints
can only be offset in a safe direction and cannot
exceed factory limits.
FAILURE OF MAGNETIC PICKUP
Failure of the camshaft or crankshaft magnetic pickups
or wiring will trigger an emergency engine shutdown.
OVERCRANK
If the engine is cranked longer than the time calibrated
by Dresser Waukesha the starting attempt is termi-
nated; the ignition and fuel are stopped; and the
starter motor is de-energized.
ENGINE STALL
If the engine stops rotating without the ECU receiving
a shutdown signal from the customer’s equipment,
then the ESM will perform an emergency shutdown.
One reason for an engine stall would be failure of an
upstream fuel valve starving the engine of fuel and
causing a shutdown. The ESM then shuts off the fuel
valve and stops ignition.
ECU INTERNAL FAULTS
Certain ECU internal faults will trigger an engine emer-
gency shutdown.
SECURITY VIOLATION
The ECU is protected from unauthorized reprogram-
ming. In addition, the calibrations programmed to the
ECU are engine specific. If the user attempts to cali-
brate the ESM with the wrong engine information, a
security fault will occur.
FORM 6331 First Edition
 EMERGENCY SAFETY SHUTDOWNS

ALARMS
The ESM may also trigger a number of alarms, none
of which will actively shut down the engine. A digital
output on the ECU will go from open circuit to
+24 VDC nominal. The cause of the alarm can be
seen with the flashing LED code, with ESP, and
through MODBUS® (see Section 4.00 Troubleshooting
for a list of alarm and shutdown codes).
If the customer desires to shut down the engine
because of a sensor/wiring alarm from the oil pressure
sensor (ALM211) or coolant temperature sensor
(ALM333), use a 4 – 20 mA analog output or the val-
ues in MODBUS®. It is the customer’s responsibility to
supply a third party device (such as a PLC) to
read either the oil pressure and/or coolant temperature
4 – 20 mA signal or MODBUS® outputs and generate
a shutdown signal.
NOTE: Some faults have both an alarm and a
shutdown associated with them.

FORM 6331 First Edition 2.35-3

EMERGENCY SAFETY SHUTDOWNS

2.35-4 FORM 6331 First Edition

 SECTION 2.40
ESM COMMUNICATIONS
MODBUS® (RS-485) COMMUNICATIONS
MODBUS® is an industrial communications network
that uses the master-slave topology. The standard
allows for RS-485 (EIA/TIA-485 Standard) hardware
and multidrop networking.
RS-485 networks permits one MODBUS® master,
such as a PC or PLC, on a network with up to 32
devices.
The ECU is a MODBUS® slave device and will provide
data to a MODBUS® master device at up to 19,200
baud over the RS-485 communications link of the
ECU. The data that will be made available will include
most filtered analog input values and some derived
values. No control is done through MODBUS®.
The master controls all communication on the net-
work, while the ECU operates as a slave and simply
responds to requests issued by the master.
NOTE: The ECU will respond with exception
responses wherever applicable and possible. See
“MODBUS® Exception Responses” on page 2.40-3 for
more information.
The baud rate and the ECU identification number are
user programmable through the [F11] Advanced Panel
in ESP. No other programming is required in ESP for
MODBUS®. Refer to Section 3.10 ESP Programming
for more information.
The user can assign an identification number (1 of 247
unique addresses) to a particular ECU, allowing other
devices such as PLCs to share the network even if
they use the same data fields.
The baud rate can be changed to 1200, 2400, 9600, or
19,200 baud. The lower baud rates are to accommo-
date slower communications links such as radio or
microwave modems.
In order for communication to work properly between
units, the communication parameters must be
adjusted to match.
FORM 6331 First Edition
The ESM is configured at the factory as:
• 9600 baud
• 8 data bits
• parity none
• stop bit = 1
WIRING
The MODBUS® wiring consists of a two-wire, half-
duplex RS-485 interface. Since half duplex mode does
not allow simultaneous transmission and reception, it
is required that the master controls the direction of
data flow.
NOTE: It is possible to use a master with a full duplex
RS-485 interface; however, it is necessary to connect
the two positive and negative signals together. So Tx-
and Rx- become “A” and Tx+ and Rx+ become “B.”
Two MODBUS® wires are available at the end of the
Customer Interface Harness (loose wires). The two
wires are gray and labeled RS 485A- and RS 485B+.
See Section 2.00 System Power and Wiring for cus-
tomer interface harness connections.
RS-485 networking needs termination resistors if long
wire runs are used. Termination resistors of 120Ω are
placed across the RS-485 A- and B+ wires at the
devices at both ends of the network. For short dis-
tances of 32 ft. (10 m) or less and with slower baud
rates, termination resistors are not needed.
NOTE: Typically, short distances of 32 ft. (10 m) will
not require termination resistors. However, if you
experience communication errors, first verify that the
programmed baud rate on the [F11] Advanced Panel
is the same as the MODBUS® master. If the baud rate
is programmed correctly, termination resistors may be
necessary to resolve communication errors.
The communication network is susceptible to noise
when no nodes are transmitting. Therefore, the net-
work must be biased to ensure the receiver stays in a
constant state when no data signal is present. This
can be done by connecting one pair of resistors on the
2.40-1
ESM COMMUNICATIONS

RS-485 balanced pair: a pull-up resistor to a 5V volt- The following example illustrates how MODBUS® val-
age on the RS485A- circuit and a pull-down resistor to ues change during an alarm event:
the common circuit on the RS485B+ circuit. The resis- • An engine running for exactly 50 hours, with no prior
tor must be between 450Ω and 650Ω. This must be alarm faults, would have the following MODBUS®
implemented at one location for the whole serial bus. address values:
Alternatively, a Fail-Safe Bias Assembly is available
Address Value Definition
(P/N P122048).
00006 0 Indicates a validated alarm is active
PROTOCOL 40007 0 Number of Alarm Faults
® 40008 0 Most recent fault code
The MODBUS protocol can be used in two different
40009 0 2nd most recent fault code
modes: RTU (Remote Terminal Unit) and ASCII (Ameri-
40023 0 Engine Operating Hours (in seconds) of
can Standard Code of Information Interchange). The Most recent fault
40024 0
ESM works only in the RTU mode. In RTU mode, every
40025 0 Engine Operating Hours (in seconds) of
element is represented by 8 bits (except data that can 2nd most recent fault
40026 0
consist of a variable number of successive bytes).
MODBUS® FOR PLC • If a coolant overtemperature alarm (ALM333) trig-
gered, the MODBUS® values would change to:
MODBUS® is typically a secondary protocol for many
PLC manufacturers. Most PLC manufacturers use Address Value Definition
their own proprietary protocol, and MODBUS® is 00006 1 Indicates a validated alarm is active
either not supported or an option. However, third party 40007 1 Number of Alarm Faults
suppliers have made MODBUS® available for a wide 40008 333 Most recent fault code
range of PLCs. 40009 0 2nd most recent fault code
40023 2 Engine Operating Hours (in seconds) of
PERSONAL COMPUTERS 40024 48928 Most recent fault

RS-485 cards for PCs are available from many 40025 0 Engine Operating Hours (in seconds) of
40026 0 2nd most recent fault
sources; however, not all RS-485 cards are the same.
Two-wire RS-485 cannot transmit and receive at the
same time. Microsoft® Windows® does not turn off the • If the condition causing the alarm clears (in this sce-
transmitter without special software or additional hard- nario, the temperature decreases) the MODBUS®
ware on the RS-485 card. Before specifying PC soft- values would change to:
ware, make sure it has the ability to turn off the Address Value Definition
RS-485 transmitter or use a RS-485 card with special 00006 0 Indicates a validated alarm is active
hardware to turn off the transmitter when not in use. 40007 1 Number of Alarm Faults
National Instruments™ makes one example of an 40008 333 Most recent fault code
RS-485 card with special hardware. To make the 40009 0 2nd most recent fault code
National Instruments™ RS-485 card work with Look- 40023 2 Engine Operating Hours (in seconds) of
out™ software, the serial port should be set for hard- 40024 48928 Most recent fault
wired with a receive gap of 30 bytes. 40025 0 Engine Operating Hours (in seconds) of
40026 0 2nd most recent fault
FAULT CODE BEHAVIOR
The MODBUS® fault codes behave exactly like the NOTE: Only address 00006 has changed to indicate
flashing LED codes. As soon as a fault is validated, it that no alarm is currently active.
is latched and remains that way until either the engine
• If exactly 24 hours were to pass after ALM333, and
is shut down and then restarted, or the fault codes are
the battery voltage dropped below 21 volts causing
cleared using ESP.
ALM454 to become active, the MODBUS® address
NOTE: MODBUS® fault codes trigger when the LED values would change to:
codes cycle through the flashing code sequence. So
when a new fault occurs, neither the MODBUS® nor
Address Value Definition
00006 1 Indicates a validated alarm is active
the LEDs are updated until the current LED code
flashing sequence is finished. Due to this behavior, 40007 2 Number of Alarm Faults
you may notice up to a 30-second delay from when a 40008 333 Most recent fault code
fault occurs and when the fault is registered through 40009 454 2nd most recent fault code
MODBUS®. The length of delay will depend on the 40023 2 Engine Operating Hours (in seconds) of
number of faults and the size of the digits in the fault 40024 48928 Most recent fault
code (for example, ALM211 will require less time to 40025 4 Engine Operating Hours (in seconds) of
flash than ALM552). 40026 4256 2nd most recent fault

2.40-2 FORM 6331 First Edition

 ESM COMMUNICATIONS

FUNCTION CODES READING MODBUS® ADDRESSES

The MODBUS® function codes supported are codes All 16-bit addresses specified in this document are in
01 to 04. Table 2.40-1. lists the address IDs that are Motorola format (most significant byte first). Similarly,
associated with each function code. when two 16-bit addresses are joined to form a 32-bit
double address, the most significant word comes first.
Function code details are located in Table 2.40-3.
through Table 2.40-6. The largest decimal value that a 16-bit address can
contain is 65,535, and when a value larger than this is
Table 2.40-1. MODBUS® Function Codes required, a 32-bit double address will be used.
FUNCTION MODBUS® ADDRESS Example: The following is an example of two 16-bit
CODE NAME ID
addresses that are joined to form a 32-bit value:
01 Read Coil Status 0XXXX
02 Read Input Status 1XXXX Current engine hours use MODBUS® address 40041
03 Read Holding Registers 4XXXX and 40042. If the value of address 40041 = 3 and reg-
04 Read Input Registers 3XXXX
ister 40042 = 5474, then the total engine hours in sec-
onds is:
NOTE: When performing the device addressing 3 x 65536 (Address 40041)
procedure, it is of great importance that there are not
+ 5474 (Address 40042)
two devices with the same address. In such a case,
the whole serial bus can behave in an abnormal way, = 202082 seconds
with it being impossible for the master to communicate (or 56.13389 hours)
with all present slaves on the bus.

ADDRESS 40041 ADDRESS 40042

Decimal Binary Decimal Binary

3 = 0000000000000011 5474 = 0001010101100001
16-BIT ADDRESS 16-BIT ADDRESS

Decimal Binary
202082 = 0000000000000011 0001010101100001
32-BIT ADDRESS

Figure 2.40-1. Example of Combining Two 16-Bit Addresses

MODBUS® EXCEPTION RESPONSES

When a master device sends a signal to a slave • If the slave device receives the signal error-free but
device, four possible situations can occur: cannot handle it, the slave will return an exception
response informing the master of the nature of the
• If the slave device receives the signal error-free and
error. See Table 2.40-2. for exception responses.
can handle the signal normally, a normal response
is returned.
Table 2.40-2. MODBUS® Exception Responses
• If the slave device does not receive an error-free
signal, no response is returned. The master device CODE NAME MEANING
will eventually process a time-out condition for the The function code received in the
ILLEGAL
01 FUNCTION signal is not an allowable action for
signal. the slave device.
• If the slave device receives the signal but detects an ILLEGAL DATA The data address received in the
02 signal is not an allowable address
error, no response is returned. The master pro- ADDRESS for the slave device.
gram will eventually process a time-out condition for
the signal. The ECU will respond with exception responses wher-
ever applicable and possible.

FORM 6331 First Edition 2.40-3

ESM COMMUNICATIONS

FUNCTION CODE TABLES

Table 2.40-3. Function Code 01 (0XXXX Messages)

MODBUS® ADDRESS NAME DESCRIPTION ENGINEERING UNITS

00001 Main Fuel Valve Status of the main fuel valve 1 = ON
0 = OFF

00002 Pre-Chamber Status of the prechamber fuel valve 1 = ON

Fuel Valve 0 = OFF

00003 Engine Running Whether the engine is running or not running 1 = RUNNING
0 = OFF

00004 Starter Motor Whether the starter motor is engaged or not 1 = ENGAGED
0 = OFF

00005 Pre/Post Lube Whether the pre/post lube pump is running 1 = RUNNING
0 = OFF

00006 Engine Alarm Whether a validated alarm is active 1 = ON

0 = OFF

00007 Engine Shutdown Whether the shutdown is active 1 = OK

0 = SHUTDOWN

00008 Engine Knocking Whether the engine is in uncontrollable knock 1 = ON

0 = OFF

00009 No Spark Whether the engine is experiencing a 1 = NO SPARK

no-spark situation 0 = OK

00010 Ignition Power Level Whether the ignition power level is high or low 1 = HIGH
0 = LOW

00011 Ignition Enabled Whether the ignition is enabled or not 1 = ON

0 = OFF

Table 2.40-4. Function Code 02 (1XXXX Messages)

MODBUS® ADDRESS NAME DESCRIPTION ENGINEERING UNITS

10001 Start Engine Signal Whether the start engine signal is active 1 = Start Engine Signal High
0 = Start Engine Signal Low

10002 Normal Shutdown Whether the normal shutdown signal is 1 = Normal Shutdown
active 0 = OK to Run
Whether the emergency shutdown signal 1 = Emergency Shutdown
10003 Emergency Shutdown is active 0 = OK to Run
Whether the remote rpm analog input is 1 = Remote rpm Select Active
10004 Remote rpm Select active or inactive 0 = Remote rpm Select Inactive
Whether the run high-idle digital input is 1 = Run Engine At High Idle
10005 Run High Idle active 0 = Run Engine At Low Idle
Whether the load coming digital input is 1 = Load Coming Digital Input Active
10006 Load Coming active 0 = Load Coming Digital Input Inactive
Alternate Dynamics/ Whether the alternate governor dynamics 1 = Alternate Gov Dynamics Is Active
10007 Synchronizer Mode is active 0 = Alternate Gov Dynamics Is Inactive
Whether either the lockout button has
10008 Lockout Button/Ignition been depressed or the IPM-D has failed, 1 = Lockout Active
Module 0 = Lockout Inactive
or is not powered
1 = User DIP 1 High
10009 User Digital Input 1 Whether user digital input 1 is high
0 = User DIP 1 Inactive
1 = User DIP 2 High
10010 User Digital Input 2 Whether user digital input 2 is high
0 = User DIP 2 Inactive
1 = User DIP 3 High
10011 User Digital Input 3 Whether user digital input 3 is high
0 = User DIP 3 Inactive
1 = User DIP 4 High
10012 User Digital Input 4 Whether user digital input 4 is high
0 = User DIP 4 Inactive
AFR Manual/Automatic Whether the air-fuel ratio control is in man- 1 = Automatic Mode
10014
Status (Left Bank) ual or automatic mode 0 = Manual Mode
10015 Reserved For Future Use
10016 Reserved For Future Use
10017 Reserved For Future Use

2.40-4 FORM 6331 First Edition

 ESM COMMUNICATIONS

Table 2.40-5. Function Code 03 (4XXXX Messages) (Part 1 of 2)

MODBUS® ADDRESS NAME ENGINEERING UNITS

40001 Number of ESD fault codes 16-bit unsigned integer that goes from 0 to 5
16-bit unsigned integer that goes from 111 to 555,
40002 First ESD fault code to occur* excluding any values that contain zeros (see
Table 4.00-3 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40003 Second ESD fault code to occur* excluding any values that contain zeros (see
Table 4.00-3 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40004 Third ESD fault code to occur* excluding any values that contain zeros (see
Table 4.00-3 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40005 Fourth ESD fault code to occur* excluding any values that contain zeros (see
Table 4.00-3 for ESD Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40006 Fifth ESD fault code to occur* excluding any values that contain zeros (see
Table 4.00-3 for ESD Fault Codes)
40007 Number of ALM fault codes 16-bit unsigned integer that goes from 0 to 5
16-bit unsigned integer that goes from 111 to 555,
40008 First ALM fault code to occur* excluding any values that contain zeros (see
Table 4.00-2 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40009 Second ALM fault code to occur* excluding any values that contain zeros (see
Table 4.00-2 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40010 Third ALM fault code to occur* excluding any values that contain zeros (see
Table 4.00-2 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40011 Fourth ALM fault code to occur* excluding any values that contain zeros (see
Table 4.00-2 for ALM Fault Codes)
16-bit unsigned integer that goes from 111 to 555,
40012 Fifth ALM fault code to occur* excluding any values that contain zeros (see
Table 4.00-2 for ALM Fault Codes)
40013 Engine operating hours (in seconds) of most recent ESD
32-bit unsigned integer – full range
40014 fault code
40015 Engine operating hours (in seconds) of second most recent 32-bit unsigned integer – full range
40016 ESD fault code
40017 Engine operating hours (in seconds) of third most recent 32-bit unsigned integer – full range
40018 ESD fault code
40019 Engine operating hours (in seconds) of fourth most recent 32-bit unsigned integer – full range
40020 ESD fault code
40021 Engine operating hours (in seconds) of fifth most recent 32-bit unsigned integer – full range
40022 ESD fault code
40023 Engine operating hours (in seconds) of most recent ALM 32-bit unsigned integer – full range
40024 fault code
40025 Engine operating hours (in seconds) of second most recent 32-bit unsigned integer – full range
40026 ALM fault code
40027 Engine operating hours (in seconds) of third most recent 32-bit unsigned integer – full range
40028 ALM fault code
40029 Engine operating hours (in seconds) of fourth most recent 32-bit unsigned integer – full range
40030 ALM fault code
40031 Engine operating hours (in seconds) of fifth most recent 32-bit unsigned integer – full range
40032 ALM fault code

40033 Desired engine load 16-bit unsigned integer that goes from 0 to 2304
(0 to 112%)

40034 Actual engine load 16-bit unsigned integer that goes from 0 to 2560
(0 to 125%)
40035 Position of stepper motor 1 16-bit unsigned integer that goes from 0 to 20,000
40036 Reserved For Future Use
40037 Reserved For Future Use
40038 Reserved For Future Use
40039 Reserved For Future Use

FORM 6331 First Edition 2.40-5

ESM COMMUNICATIONS
Table 2.40-5. Function Code 03 (4XXXX Messages) (Continued), (Part 2 of 2)

MODBUS® ADDRESS NAME ENGINEERING UNITS

40040 Reserved For Future Use
40041 Current engine operating hours (in seconds) 32-bit unsigned integer – full range
40042
40043 Rich stepper maximum motor limit of active fuel (left bank) 16-bit unsigned integer that goes from 0 to 20,000
40044 Lean stepper minimum motor limit of active fuel (left bank) 16-bit unsigned integer that goes from 0 to 20,000
40045 Reserved For Future Use
40046 Reserved For Future Use
40047 Reserved For Future Use
40048 Reserved For Future Use
40049 Reserved For Future Use
40050 Reserved For Future Use
Countdown in seconds until engine starts once starter
40051 pressed 16-bit unsigned integer that goes from 0 to 20,000

Table 2.40-6. Function Code 04 (3XXXX Messages) (Part 1 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

16-bit unsigned integer that goes
30001 Average rpm Average engine rpm * 4
from 0 to 8800 (0 to 2200 rpm)
16-bit unsigned integer that goes
30002 Oil pressure Oil pressure * 2 in units of kPa gauge
from 0 to 2204 (0 to 1102 kPa)
Intake manifold absolute Intake manifold pressure * 4 in units of kPa 16-bit unsigned integer that goes
30003
pressure absolute from 0 to 2304 (0 to 576 kPa)
16-bit unsigned integer that goes
30004 Boost absolute pressure Boost pressure * 4 in units of kPa absolute
from 0 to 2304 (0 to 576 kPa)
Throttle position in units of 16-bit unsigned integer that goes
30005 Throttle position
percent open * 20.48 from 0 to 2048 (0 to 100%)
Fuel Control Valve position * 20.48 in units of 16-bit unsigned integer that goes
30006 Fuel control valve
percent open. from 0 to 2048 (0 to 100%)
Bypass position * 20.48 in units of percent 16-bit unsigned integer that goes
30007 Bypass position
open from 0 to 2048 (0 to 100%)
16-bit unsigned integer that goes
30008 Coolant outlet temperature (Coolant outlet temperature in C + 40) * 8
from 0 to 1520 (-40 to 150° C)
(Spark timing + 15) * 16 of 1st cylinder in the 16-bit unsigned integer that goes
30009 Spark timing 1
firing order from 0 to 960 (-15 to 45° BTDC)

30010 Spark timing 2 (Spark timing +15) * 16 of 2nd cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30011 Spark timing 3 (Spark timing + 15) * 16 of 3rd cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30012 Spark timing 4 (Spark timing + 15) * 16 of 4th cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30013 Spark timing 5 (Spark timing + 15) * 16 of 5th cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30014 Spark timing 6 (Spark timing + 15) * 16 of 6th cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30015 Spark timing 7 (Spark timing + 15) * 16 of 7th cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30016 Spark timing 8 (Spark timing + 15) * 16 of 8th cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30017 Spark timing 9 (Spark timing + 15) * 16 of 9th cylinder in the 16-bit unsigned integer that goes
firing order from 0 to 960 (-15 to 45° BTDC)

30018 Spark timing 10 (Spark timing + 15) * 16 of 10th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

30019 Spark timing 11 (Spark timing + 15) * 16 of 11th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

30020 Spark timing 12 (Spark timing + 15) * 16 of 12th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

30021 Spark timing 13 (Spark timing + 15) * 16 of 13th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

2.40-6 FORM 6331 First Edition

 ESM COMMUNICATIONS
Table 2.40-6. Function Code 04 (3XXXX Messages) (Continued), (Part 2 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

30022 Spark timing 14 (Spark timing + 15) * 16 of 14th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

30023 Spark timing 15 (Spark timing + 15) * 16 of 15th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

30024 Spark timing 16 (Spark timing + 15) * 16 of 16th cylinder in 16-bit unsigned integer that goes
the firing order from 0 to 960 (-15 to 45° BTDC)

30025 Desired spark timing (Spark timing + 15) * 16 16-bit unsigned integer that goes
from 0 to 960 (-15 to 45° BTDC)

30026 Battery voltage Battery voltage * 16 16-bit unsigned integer that goes
from 0 to 640 (0 to 40 VDC)

30027 Intake manifold air (Intake manifold air temperature in C + 40) * 16-bit unsigned integer that goes
temperature (left bank) 8 from 0 to 1520 (-40 to 150° C)

30028 Oil temperature (Oil temperature in C + 40) * 8 16-bit unsigned integer that goes
from 0 to 2048 (-40 to 216° C)
30029 Reserved For Future Use
30030 Reserved For Future Use
30031 Reserved For Future Use
30032 Reserved For Future Use
Setpoint rpm * 4
16-bit unsigned integer that goes
30033 Setpoint rpm Example: If register 30033 = 4000, from 0 to 8800 (0 to 2200 rpm)
then 4000/4 = 1000 rpm

30034 IMAP left bank/rear Intake manifold pressure * 4 in units of kPa 16-bit unsigned integer that goes
absolute from 0 to 2304 (0 to 576 kPa)

30035 IMAP right bank/front Intake manifold pressure * 4 in units of kPa 16-bit unsigned integer that goes
absolute from 0 to 2304 (0 to 576 kPa)

30036 Barometric pressure Barometric pressure * 16 in units of kPa 16-bit unsigned integer that goes
from 800 to1680 (50 to 105 kPa)
16-bit unsigned integer that goes
30037 Ambient temperature (Ambient temp. in Centigrade + 40) * 8 from 0 to 1120 (-40 to 100° C)
A 32-bit number representing the status of all
of the 1XXXX messages
30038 NOTE: For more information on addresses
Digital input values 30038–30039, see “Additional Information on 32-bit unsigned integer – full range
30039
MODBUS® Addresses 30038 – 30041” on
page 2.40-9.
A 32-bit number representing the status of all
of the 0XXXX messages
30040 NOTE: For more information on addresses
30041 Digital output values 30040–30041, see “Additional Information on 32-bit unsigned integer – full range
MODBUS® Addresses 30038 – 30041” on
page 2.40-9.
30042 Reserved For Future Use
30043 Reserved For Future Use
30044 Reserved For Future Use
30045 Reserved For Future Use
30046 Reserved For Future Use
16-bit unsigned integer that goes
30047 Engine power output Power * 2 in kW from 0 to 23704 (0 to 11852 kW)
16-bit unsigned integer that goes
30048 WKI value (WKI -16) *16 from 0 to 2048 (16 to 144 WKI)
30049 Reserved For Future Use

30050 Actual O2 % %O2 * 200 16-bit unsigned integer that goes

from 0 to 4200 (0 to 21% O2)
30051 Reserved For Future Use
30052 Reserved For Future Use
O2 heater block 16-bit unsigned integer that goes
30053 temperature (Temperature in C + 40) * 2 from 0 to 1840 (-40 to 880° C)
30054 Reserved For Future Use

30055 Desired O2 % %O2 * 200 16-bit unsigned integer that goes

from 0 to 4200 (0 to 21% O2)

FORM 6331 First Edition 2.40-7

ESM COMMUNICATIONS
Table 2.40-6. Function Code 04 (3XXXX Messages) (Continued), (Part 3 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

30056
30057
30058 The ECU temperature
30059
30060
30062 Engine torque
30063 Rated torque
Spark reference number
30064
cyl. #1 in firing order
Spark reference number
30065
cyl. #2 in firing order
Spark reference number
30066
cyl. #3 in firing order
Spark reference number
30067
cyl. #4 in firing order
Spark reference number
30068
cyl. #5 in firing order
Spark reference number
30069
cyl. #6 in firing order
Spark reference number
30070
cyl. #7 in firing order
Spark reference number
30071
cyl. #8 in firing order
Spark reference number
30072
cyl. #9 in firing order
Spark reference number
30073
cyl. #10 in firing order
Spark reference number
30074
cyl. #11 in firing order
Spark reference number
30075
cyl. #12 in firing order
Spark reference number
30076
cyl. #13 in firing order
Spark reference number
30077
cyl. #14 in firing order
Spark reference number
30078
cyl. #15 in firing order
Spark reference number
30079
cyl. #16 in firing order
30080
30081
30082
30083
30084 Oil temperature alarm limit
Oil temperature shutdown
30085
limit
30086 IMAT alarm limit
30087 IMAT shutdown limit
Coolant temperature
30088
alarm limit
Coolant temperature
30089
shutdown limit
Gauge oil pressure
30090
alarm limit
Reserved For Future Use
Reserved For Future Use
16-bit unsigned integer that goes
(Temperature in Centigrade + 40) * 8 from 0 to 1120 (-40 to 100° C)
Reserved For Future Use
Reserved For Future Use
16-bit unsigned integer that goes
% * 20.48
from 0 to 2560 (0 to 125%)
16-bit unsigned integer that goes
% * 20.48
from 0 to 2560 (0 to 125%)
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
16-bit unsigned integer that goes
Value * 1
from 0 to 255
Reserved For Future Use
Reserved For Future Use
Reserved For Future Use
Reserved For Future Use
16-bit unsigned integer that goes
(Oil temperature in C + 40) * 8
from 0 to 2048 (-40 to 216 C)
16-bit unsigned integer that goes
(Oil temperature in C + 40) * 8
from 0 to 2048 (-40 to 216 C)
(Intake manifold air temperature in C + 40) * 16-bit unsigned integer that goes
8 from 0 to 1520 (-40 to 150 C)
(Intake manifold air temperature in C + 40) * 16-bit unsigned integer that goes
8 from 0 to 1520 (-40 to 150 C)
16-bit unsigned integer that goes
(Coolant temperature in C + 40) * 8
from 0 to 1520 (-40 to 150 C)
16-bit unsigned integer that goes
(Coolant temperature in C + 40) * 8
from 0 to 1520 (-40 to 150 C)
16-bit unsigned integer that goes
Oil pressure * 2 in units of kPa gauge
from 0 to 2204 (0 to 1102 kPa)

2.40-8 FORM 6331 First Edition

 ESM COMMUNICATIONS

Table 2.40-6. Function Code 04 (3XXXX Messages) (Continued), (Part 4 of 4)

MODBUS® ADDRESS NAME SCALING ENGINEERING UNITS

Gauge oil pressure 16-bit unsigned integer that goes
30091 Oil pressure * 2 in units of kPa gauge
shutdown limit from 0 to 2204 (0 to 1102 kPa)
HT coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes
30092 HT coolant Pressure
gauge from 0 to 2304 (0 to 1152 kPa)
Fuel coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes
30093 Fuel pressure
gauge from 0 to 2304 (0 to 1152 kPa)
30094 Reserved For Future Use
HT coolant pressure gauge * 2 units of kPa 16-bit unsigned integer that goes
30095 Gauge HT coolant Pressure gauge from 0 to 2204 (0 to 1102 kPa)
HT coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes
30096 Gauge coolant pressure gauge from 0 to 2304 (0 to 1152 kPa)
Fuel coolant pressure range * 2 units of kPa 16-bit unsigned integer that goes
30097 Gauge fuel pressure gauge from 0 to 2304 (0 to 1152 kPa)
30098 Reserved For Future Use

30099 Oil filter differential Oil filter differential pressure range * 2 units 16-bit unsigned integer that goes
pressure of kPa gauge from 0 to 2304 (0 to 1152 kPa)

ADDITIONAL INFORMATION ON MODBUS®

ADDRESSES 30038 – 30041
MODBUS® ADDRESSES
To save programming time, the value of MODBUS®
address 30039 can be converted to binary to deter-

10 03
10 04

10 2
10 06

1
10 09

10 07

10 05
10 8
10 14
10 13
10 12

10 0
10 1
10 15
10 16

00
00
mine the state of MODBUS® addresses 10001

00
01
01

0
0
0
0
0

0
0
0
0
0
0
10
through 10016, and the value of MODBUS® address 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1
30041 can be converted to binary to determine the
state of MODBUS® addresses 00001 through 00011. LEAST SIGNIFICANT
BINARY VALUE
DIGIT
Example 1
In this example, address 30039 has a value of 4105, • Comparing the values with Table 2.40-4. on
and will be used to determine the status of MODBUS® page 2.40-4 in this section shows the following:
addresses 10001 through 10016.
ADDRESS VALUE DEFINITION
• Convert 4105 to a binary number. In binary 4105 =
10016 0 Reserved for future use
1000000001001. The left-most digit in the binary
10015 0 Reserved for future use
number is known as the most significant digit. The
10014 0 Manual Mode
right-most digit is the least significant digit.
10013 1 Alternator OK
10012 0 User DIP 4 Inactive
DECIMAL BINARY 10011 0 User DIP 3 Inactive
10010 0 User DIP 2 Inactive
4105 = 1 0 0 0 0 0 0 0 0 1 0 0 10009 0 User DIP 1 Inactive
10008 0 Lockout Inactive
MOST SIGNIFICANT 10007 0 Alternate Gov Dynamics Inactive
DIGIT
10006 0 Load Coming Digital Input Inactive
LEAST SIGNIFICANT
DIGIT 10005 0 Run Engine at Low Idle
10004 1 Remote RPM Select Active
10003 0 OK to Run
• Each 0 or 1 corresponds to the current value of 10002 0 OK to Run
MODBUS® address 10001 through 10016 starting 10001 1 Start Engine Signal Active
with the least significant digit being 10001.

FORM 6331 First Edition 2.40-9

ESM COMMUNICATIONS

Example 2 • Comparing the values with Table 2.40-3. on

page 2.40-4 in this section shows the following:
In this example, address 30041 has a value of 5, and
will be used to determine the status of MODBUS® Address Value Definition
addresses 00001 through 00011. 00011 0 Ignition Enabled
00010 0 Ignition Power Level = Low
• Convert 5 to a binary number. In binary 5 = 101.
00009 0 No Spark = OK
The left-most digit in the binary number is known as
00008 0 Engine Uncontrollable Knock = Off
the most significant digit. The right-most digit is the
00007 0 Engine Is Not Shut down
least significant digit.
00006 0 Engine Alarm Is Off
00005 0 Pre/Post Lube Pump Not Running
00004 0 Start Motor Is Disengaged
DECIMAL BINARY
00003 1 Engine Is Running
5 = 0000000000101 00002 0 Prechamber Fuel Valve = Off
00001 1 Main Fuel Valve = On
MOST SIGNIFICANT
DIGIT
LOCAL CONTROL PANEL
LEAST SIGNIFICANT
DIGIT With the ESM, the packager may choose any compati-
ble control panel.
• Each 0 or 1 corresponds to the current value of The ESM has a number of 4 – 20 mA analog outputs
MODBUS® address 10001 through 10016 starting that can be either read into a PLC or read with a local
with the least significant digit being 10001. display (see Table 2.40-7). The displays can be used
for locally mounted tachometer, oil pressure, coolant
temperature, or intake manifold pressure displays. Dis-
MODBUS® ADDRESSES plays are available in 24 VDC, AC, or loop powered,
the latter requiring no external power source.
00 03
00 04

00 2
00 06

1
00 09

00 07

00 05
00 8
00 14
00 3
00 16

00 12

00 0
00 1
00 5

00
00
00
01

01
01
01

0
0
0
0
0

0
0
0

0
00

0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1

BINARY VALUE LEAST SIGNIFICANT

DIGIT

Table 2.40-7 Calibration of Analog Outputs

ANALOG OUTPUT WIRE NAME 4 MA 20 MA

Average rpm PROG OP1 0 rpm 2016 rpm
Oil pressure PROG OP2 0 psig (0 kPa) 150 psig (1035 kPa)
Coolant temperature PROG OP3 32° F (0° C) 320° F (160° C)
Intake manifold absolute pressure PROG OP4 0 in-hg Abs. (0 kPa Abs.) 149 in-hg Abs. (504 kPa Abs.)
Percentage of rated torque ACT LOAD% 0% 125%
the engine is producing
Available percentage of rated torque AVL LOAD% 0% 125%
the engine is capable of producing

2.40-10 FORM 6331 First Edition


USER DIGITAL INPUTS
The USER DIP inputs make it possible to wire external
signals into the ESM to provide system diagnostic
capability for customer-supplied equipment.
There are four digital inputs: USER DIP 1, USER DIP
2, USER DIP 3, and USER DIP 4 in the Customer
Interface Harness. When a +24 VDC signal is applied
to one of these inputs, ALM541 is activated by the
ESM. The alarm is recorded in the ESP Fault Log and
the yellow status LED on the front of the ECU flashes
the alarm code.
NOTE: Only an alarm signal is activated – no other
control action is taken by the ESM when one of the
USER DIPs goes high!
The following examples explain how the USER DIP
inputs can be used in the field.
Figure 2.40-2. Example 1: User Digital Input Used with Oil Level Switch (Normally Open Type)
Example 2
If a solid state level sensor is used, a relay is used to
generate the correct signal. This example is shown in
Figure 2.40-3.
When the oil level is normal, the fuel level sensor does
not supply a ground to the relay, the relay contact
remains open, and the USER DIP is low.
24 VDC
(+)
RELAY
USER DIP 1
Figure 2.40-3. Example 2: User Digital Input Used with Solid State Level Sensor (Open Collector)
FORM 6331 First Edition
ESM COMMUNICATIONS
Example 1
An oil level alarm can be wired into the ESM using one
of the USER DIP inputs. This level sensor is of the
Normally Open type, where the contacts are open
when the oil is at proper level, and the contacts close
to complete a signal path when the oil level falls too
low (see Figure 2.40-2).
When the oil level is low, the contacts complete a
+24 VDC signal into the USER DIP and ALM541 for
USER DIP 1 is activated. Also, the yellow status LED
on the ECU flashes the alarm code.
NOTE: The negative side of the 24 VDC supply must
be connected to the customer reference ground wire
labeled LOGIC GND.
When the oil level becomes too low, the sensor com-
pletes the circuit to ground, and the relay coil ener-
gizes. This causes the contacts to close and +24 VDC
is applied to the USER DIP and ALM541 is activated.
Also, the yellow status LED on the ECU flashes the
alarm code.
(–)
ECU
OIL
LEVEL
SWITCH
2.40-11
ESM COMMUNICATIONS

Example 3 As in the previous example, when the oil level

becomes low, the relay is energized, causing the
The oil level sensor can also be used to trigger an
USER DIP to go high. At the same time, the ESD sig-
engine shutdown. Since the ESD digital input must
nal goes low, resulting in an engine shutdown and
remain at +24 VDC for the engine to run, and opening
ESD222 shutdown code being logged. Also, the red
the circuit will cause a shutdown, a relay can be used
status LED on the ECU flashes the shutdown code.
to properly manipulate the signal. This example is
shown in Figure 2.40-4. NOTE: The engine cannot be restarted until the fault
condition is corrected.

24 VDC
(+) (–)
RELAY

USER DIP 1
ECU

ESD

OIL
LEVEL
SWITCH

Figure 2.40-4. Example 3: ESD Digital Input Used to Trigger an Engine Shutdown

2.40-12 FORM 6331 First Edition

 ELECTRONIC SERVICE PROGRAM (ESP)

CONTENTS

SECTION 3.00 – INTRODUCTION TO ELECTRONIC SERVICE

PROGRAM (ESP)

SECTION 3.05 – ESP PANEL AND FIELD DESCRIPTIONS

SECTION 3.10 – ESP PROGRAMMING

FORM 6331 First Edition

ELECTRONIC SERVICE PROGRAM (ESP)

FORM 6331 First Edition

 SECTION 3.00
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

The PC-based Electronic Service Program (ESP) is INSTALLING ESP FROM DOWNLOAD
the primary means of obtaining information on system
status. ESP provides a user-friendly, graphical inter- NOTE: Before downloading the ESP from
face in a Microsoft® Windows® XP operating system WEDlink.net, verify you have administration rights on
environment. If the user needs troubleshooting infor- your computer or have the IT department download
mation while using the ESP software, an electronic and install the program.
help file is included. 1. Log on to www.WEDlink.net and select “Products”
ESP is also a diagnostic tool and is the means by located on the left sidebar.
which the information recorded to the ECU fault logs
can be read. About
Administration
RECOMMENDED SYSTEM Directory
REQUIREMENTS Documents
ESP software with E-Help can be installed from a Media Center
Dresser Waukesha-supplied CD-ROM or can be Products
downloaded from WEDlink. Training & Registration
The minimum PC requirements are: Training Information

• 700 MHz processor

• 128 MB RAM
• 200 MB free hard disk space
Figure 3.00-1. WEDlink Home Page
• Microsoft® Windows® XP operating system
2. Select “Engine Controls” located on left sidebar.
• Microsoft® Internet Explorer 5.0
• 1024 x 768 Color VGA Display
• RS-232 Serial Port
• CD-ROM Drive CFR Products
Engine Controls
• Mouse or other pointing device recommended but
Engine Families
not required
Product Applications
An RS-232 serial cable (P/N 740269) supplied by Product Support
Dresser Waukesha is used to connect the PC to the
ECU. See “Connecting PC to ECU” on page 3.00-3 for
more information.

Figure 3.00-2. WEDlink Products Page

FORM 6331 First Edition 3.00-1

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

3. Select “ESM” located on left sidebar. 5. Right-click on the link and choose “Save Target
As.”
6. Save program to a folder that allows easy access.
For example, save the file to your desktop.
ESM 7. Save the file to your computer (download time may
AFM be extensive depending on Internet speed).
DSM 8. After download is complete, double-click the
IM zipped file.
9. In the window that opens, click “Extract all files” to
open the Extraction Wizard.

Figure 3.00-3. WEDlink Engine Control Page

NOTE: The ESM page contains the ESP download.

4. Scroll down until the “Current Version” of ESP
available for download is located.

Figure 3.00-6. Extracting Files

SCROLL DOWN
10. Follow the procedures in the Extraction Wizard.
11. After file is unzipped, open the folder that was
unzipped and run the setup.exe program and follow
the Installation Wizard to install ESP.

Figure 3.00-4. WEDlink ESM Page (Top)

CURRENT VERSION OF ESP

AVAILABLE FOR DOWNLOAD

Figure 3.00-7. Setup.Exe File

Figure 3.00-5. WEDlink ESM Page (Bottom)

3.00-2 FORM 6331 First Edition

 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

INSTALLING ESP FROM CD CONNECTING PC TO ECU

The ESP CD contains an installation program to auto- An RS-232 serial cable (P/N 740269) supplied by
matically load ESP on the hard drive of your PC. Com- Dresser Waukesha is used to connect the PC to the
plete the steps that follow to load the ESP software ECU. This cable has a 9-pin RS-232 connection that
using the installation program. plugs into the PC and an 8-pin Deutsch® connector
that plugs into the ECU (see Figure 3.00-8).
1. Make sure your PC meets the system require-
ments listed at the beginning of this section.
“SERVICE INTERFACE”
2. Start Microsoft® Windows® XP operating system 8-PIN DEUTSCH® CONNECTION
CONNECTOR
on your PC.
3. Close any other applications that may be open on
your PC’s desktop.
4. Insert the ESP CD into the CD drive of your PC.
• If Autorun is enabled on your PC system, installation
starts automatically approximately 30 seconds after
the CD is inserted. Continue with Step 7.
• If installation doesn’t start automatically after 30
seconds, continue with Step 5.
5. From the Start menu, select Run....
SERIAL CABLE
(P/N 740269)
6. Type d:\setup.exe and click “OK” (if “d” is not the
letter of your CD drive, type in the appropriate letter).
9-PIN
7. Complete installation by following the instructions CONNECTOR
provided by the Installation Wizard.
NOTE: By default, the ESP software is installed in
C:\Program Files\ESM.
8. When installation is complete, four ESP shortcuts Figure 3.00-8. Serial Cable Connection
will appear on your desktop. 1. Locate the RS-232 serial cable supplied by
Table 3.00-1. ESP Desktop Shortcuts Dresser Waukesha.

DESCRIPTION
ESM ESP: Double-clicking this shortcut icon
opens the standard ESP program.
ESM Training Tool: Double-clicking this shortcut
icon opens a version of ESP that is used for train-
ing only. This program runs even without an ECU
connected.
ESP Modem Access: Double-clicking this short-
cut icon opens a version of ESP that allows use of
ESP with a modem and requires modem cables
for use. (See “Using a Modem For Remote Moni-
toring” on page 3.00-15).
Log File Processor: Double-clicking this shortcut
icon opens a program that converts ESP log files
into a usable file format. (See Section 3.10 ESP
Programming “Logging System Parameters”).
SHORTCUT 2. Connect the 9-pin end of the RS-232 serial cable
to the PC’s communication port. Typically, this is port 1
(also referred to as COM 1, serial a, or serial 1).
3. Connect the 8-pin connector of the serial cable to
the “Service Interface” connection on the side of the
ECU (see Figure 3.00-8).
4. Verify all connections are secure.
NOTE: The PC can be connected to the ECU via a
modem connection. See “Using a Modem For Remote
Monitoring” on page 3.00-15 for more information on
modem connections and ESP startup information.
NOTE: If the ESP software and associated workspace
files are not saved to your PC’s hard drive, complete the
steps under the section “Installing ESP From CD” on
page 3.00-3 or “Installing ESP From Download” on
page 3.00-1.

FORM 6331 First Edition 3.00-3

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
STARTING ESP
Once the PC is connected to the ECU, ESP can be
started on the PC.
1. Apply power to the ECU.
2. Start ESP by one of the following methods:
• Double-click the ESM ESP icon on your desktop.
• From the Windows® taskbar (lower-left corner of
your desktop), click Start → All Programs →
Waukesha Engine Controls → Engine System
Manager (ESM) → ESP.
3. If an ESP communication error occurs, check
serial cable connections to the PC and ECU. Click
“Retry.”
Figure 3.00-9. Communication Error Dialog Box
4. If after checking serial cable and retrying connec-
tion an error still occurs, click “Select COM Port.”
5. From the Communications Settings dialog box,
select the communication port that you are using for
communication to the ECU and click “OK.”
Figure 3.00-10. Communications Settings Dialog Box
3.00-4
CONNECTION STATUS
Once ESP is open, you can always verify you have a
good connection between the ECU and PC by looking
at the “connection” icon on the top right corner of the
ESP screen.
Table 3.00-2. Connection Status Icons
DESCRIPTION ICON
Searching: This icon indicates that ESP is currently
searching for a connection between the ECU and
ESP and your PC.
Connection: This icon indicates that there is a good
connection between the ECU and ESP on your PC.
No Connection: This icon indicates that there is not
a connection between the ECU and ESP on your
PC. See Note below.
NOTE: If the icon displayed indicates no connection,
either there is no power to the ECU, the serial cable is
not connected properly to the ECU or PC, or the cable
is defective.
USER INTERFACE PANELS
NOTE: Complete ESP user interface panel
descriptions are provided in Section 3.05 ESP Panel
and Field Descriptions.
The ESM ESP software displays engine status and
information on seven panels:
[F2] Engine Panel [F8] AFR Setup Panel
[F3] Start-Stop Panel [F10] Status Panel
[F4] Governor Panel [F11] Advanced Panel
[F5] Ignition Panel
These panels display system and component status,
current pressure and temperature readings, alarms,
ignition status, governor status, air-fuel control status,
and programmable adjustments.
Each of the panels is viewed by clicking the corre-
sponding tab or by pressing the corresponding func-
tion key ([F#]) on the keyboard.
NOTE: The [F1] function key displays ESP’s
electronic help file called “E-Help.” E-Help provides
fault code troubleshooting information. See
Section 4.00 Troubleshooting “E-Help” for more
information. [F1] is not located on the PC screen as a
panel; it is only a function key on the keyboard.
FORM 6331 First Edition
 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F2] ENGINE: [F3] START-STOP:

Figure 3.00-11. Engine Panel Figure 3.00-12. Start-Stop Panel

Readings and Settings: User-Programmable Fields:

• Ambient Air Temperature • Cool Down
• Barometric Pressure • Main Fuel On RPM Adjustment
• Post Lube Time
• BK Intake Manifold Pressure
• Prechamber Fuel On RPM Adjustment
• Boost Pressure • Prelube Time
• Coolant Pressure • Purge Time
• Coolant Temperature • Starter Off RPM Adjustment
• Engine Setpoint Readings and Settings:
• Boost Pressure
• Engine Speed
• Bypass Position %
• Engine Status Bar
• Coolant Temperature
• Estimated Power • Driven Equipment ESD
• FT Intake Manifold Pressure • Engine Speed
• Fuel Pressure • Ignition Enable
• Intake Manifold Pressure
• Intake Manifold Temperature
• Intake Manifold Temperature
• Oil Pressure • Main Fuel On RPM
• Oil Temperature • Main Fuel Valve
• Percent Rated Load • Oil Pressure
• Pre/Post Lube
• Pre-Filter Oil Pressure
• Prechamber Fuel On RPM
• Throttle Reserve • Prechamber Fuel Valve
• Prelube Timer
• Starter
• Starter Off RPM
• Starting Signal
• Throttle Position %
• Throttle Reserve
• User ESD
• User RUN/STOP
• Wastegate Position %

FORM 6331 First Edition 3.00-5

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F4] GOVERNOR OPERATING STATUS: [F5] IGNITION OPERATING STATUS:

Figure 3.00-13. Governor Operating Status Panel Figure 3.00-14. Ignition Operating Status Panel

User-Programmable Fields: User-Programmable Fields:

• Differential Gain Adjustment • High Voltage Adjustment
• Droop • Low Voltage Adjustment

• High Idle • No Spark Adjustment

• Integral Gain Adjustment • NOx

• User WKI
• Load Inertia
Readings and Settings:
• Low Idle Adjustment
• Engine Speed
• Proportional Gain Adjustment
• High Voltage Limit
• Proportional Sync
• Ignition Enable
• Sync RPM
• Ignition Energy
Readings and Settings:
• Ignition Timing (Left Bank)
• Alternate Dynamics
• Ignition Timing (Right Bank)
• Average Intake Manifold Pressure • Intake Manifold Pressure
• Bypass Position % • Knocking
• Engine Setpoint • Low Voltage Limit
• Engine Speed • Max Retard
• Engine Speed (Gauge) • No Spark Limit
• Idle • Spark Reference # (Left Bank)
• Low Idle • Spark Reference # (Right Bank)
• Remote RPM • User ESD

• Remote RPM Setpoint • User WKI in Use

• Throttle Error
• Throttle Feedback
• Throttle Position %
• Throttle Reserve
• Wastegate Position %

3.00-6 FORM 6331 First Edition

 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F8] AFR SETUP: [F10] SYSTEM/SHUTDOWN STATUS:

Figure 3.00-15. AFR Setup Panel Figure 3.00-16. System/Shutdown Status Panel

User-Programmable Fields: Readings and Settings:

• Ext O2 for Cal • Active Faults
• Fuel Composition • Alternate Dynamics
• Heated Power • Battery Voltage
• Lower Heating Value • Cal Loaded
• Manual Mode Check Box • ECU Hours
• Start Position • ECU Temperature
• Stepper Motor Setup • Engine Setpoint
• Stepper Position • Engine Knocking
Readings and Settings: • Engine Speed
• Ambient Air Temperature • Faults Loaded
• Barometric Pressure • Idle
• Cal Conditions • Ignition Alarm
• Calibrate O2 Sensors • Ignition Enable
• Engine Speed
• Ignition Energy
• Engine Torque %
• Main Fuel Valve
• Intake Manifold
• Max Retard
• Lambda Setpoint
• Prechamber Fuel Valve
• Max./Min. Stepper Position
• Remote RPM
• Measure O2
• Stats Loaded
• Min. Block Temp for Cal
• System
• Min. IMAP for Cal
• O2 Block Temperature • User ESD

• O2 Cal Accept • User RUN/STOP

• O2 Cal Conditions
• O2 Setpoint
• O2 Sensor

FORM 6331 First Edition 3.00-7

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

[F11] ADVANCED FUNCTIONS:

Figure 3.00-17. Advanced Functions Panel

User-Programmable Fields:
• Coolant Temperature Offset
• Intake Manifold Temperature Offset
• MODBUS® Baud Rate
• Oil Pressure Offset
• Oil Temperature Offset
• Slave ID
• Reset Wastegate Learning Table
Readings and Settings:
• Oil Pressure Alarm Setpoint
• Coolant Temperature Alarm Setpoint
• Intake Manifold Temperature Alarm Setpoint
• Oil Temperature Alarm Setpoint
• Oil Pressure Shutdown Setpoint
• Coolant Temperature Shutdown Setpoint
• Intake Manifold Temperature Shutdown Setpoint
• Oil Temperature Shutdown Setpoint
• ESP Fault Identifier

3.00-8 FORM 6331 First Edition

 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

OTHER ESP WINDOWS To access the help file anytime while using the ESP
software, press the [F1] function key on the keyboard
FAULT LOG or select Help Contents... from the Help menu. As an
additional aid in troubleshooting, double-clicking a fault
listed in the Fault Log will open E-Help directly to the
troubleshooting information for that fault. See
Section 4.00 Troubleshooting “E-Help” for more infor-
mation.
VERSION DETAILS

Figure 3.00-18. Fault Log Window

The ESM features extensive engine diagnostics capa-

bility. The ECU records system faults as they occur. A
“fault” is any condition that can be detected by the
ESM that is considered to be out-of-range, unusual, or
outside normal operating conditions. One method of
obtaining diagnostic information is by viewing the Fault
Log in ESP (see Figure 3.00-18). ESP Fault Log dis-
plays the data provided by the ECU.
The Fault Log can be viewed by selecting the “View
Faults” button on the button bar. See “Fault Log
Figure 3.00-20. Version Details
Description” on page 3.00-13 for more information.
E-HELP The Version Details window displays serial numbers,
calibration and software version, and other information
about the current configuration of the ESM.
This information will be necessary to supply to Dresser
Waukesha if any problems should arise with the ECU.
To access version details, click “Version Details” button
on the button bar in ESP.

Figure 3.00-19 E-Help Main Screen

ESP contains an electronic help file named E-Help

(see Figure 3.00-19). E-Help provides fault code trou-
bleshooting information when using ESP. The user can
quickly and easily move around in E-Help through
hypertext links from subject to subject. E-Help is auto-
matically installed when the ESP software is installed.

FORM 6331 First Edition 3.00-9

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

NAVIGATING ESP PANELS

ESP consists of panels grouped by common engine functionality. Each of the panels displays engine status and
operation information in color-coded text fields, gauges, and status bars. ESP panels can be set to display in either
U.S. or metric measurement units.
COMMON FEATURES

1
2
3

4 5
6

1 Title Bar 5 Engine Alarm

The ESP Title Bar lists the ESP version number,
ECU serial number, engine serial number, and
calibration part number.
2 Menu Bar
The ESP Menu Bar consists of the File and Help
menus.
– File: Used for opening and closing of work-
space files (training mode only), and for exiting
the ESP program.
– Help: Used for accessing E-Help and viewing
the “About” information.
3 Panel Tab Bar
Click on the tabs to display the different ESP pan-
els or by pressing the corresponding function key
[F#] on the keyboard.
4 Panel Title
Shows the title of the current ESP panel being
displayed.
This field provides a general overview of alarm
status. When no alarms are active, the field is
gray. If an alarm occurs, the field turns yellow and
signals that “YES” at least one alarm is active.
6 Communication Icon
Displays the communication status between ESP
and the ECU. See “Connection Status” on
page 3.00-4.
7 Display Fields
Color-coded text fields, status bars, gauges, and
programmable edit boxes. See “Display Fields” on
page 3.00-11 for more information.
8 Button Bar
All ESP panels share a common button bar that
allows for easy access to frequently used func-
tions. See “Button Bar” on page 3.00-12 for more
information.

3.00-10 FORM 6331 First Edition

 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

DISPLAY FIELDS
STATUS:
ESP displays engine information in several types of
Color Meaning
display fields.
Gray: Off (No Alarm)
Text Field Green: On or Normal
This type of field displays an engine operation value. Pink: Low, Warmup, or Idle
TITLE BAR Red: Warning or Shutdown

Figure 3.00-24. Status Field

Gauges

Figure 3.00-21. Text Field Gauges use a needle to display an approximate

engine value with the actual value displayed in the title
Text Field with Status Bar below.
This field displays an engine operation value with a
status bar underneath that displays alarm information.
If a problem is detected, the status bar, under the
affected sensor, will change from green to yellow, and
a message will appear in the status bar informing the
user that a problem with the associated field needs
correction for proper operation. Until the fault is cor-
rected, the field will display a default value, not the
actual value (see Figure 3.00-22).

NORMAL PROBLEM DETECTED Figure 3.00-25. Gauge

STATUS BAR
Figure 3.00-22. Text Field with Status Bar
Edit Boxes
Edit box fields open a Quick Edit window that allows
the user to enter multiple parameters in a data grid.
The data grid can be viewed either on its horizontal or
vertical axis. Displayed at the bottom of the Quick Edit
window are the unit of measurement, and the mini-
mum and maximum programmable values.

User-Programmable Field
These fields allow the user to adjust engine parame-
ters or to set operational limits. See Section 3.10 ESP
Programming “Basic Programming in ESP” for more
information.

Figure 3.00-23. User-Programmable Field

Status Field
Status fields are used to identify the different states
that an engine or ECU component is currently in. The
fields have a gray title bar on the bottom and a color-
coded field above it displaying a short message about
the item’s current state.

Figure 3.00-26. Edit Box

FORM 6331 First Edition 3.00-11

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
BUTTON BAR
The button bar is located on the bottom of every ESP engine panel and provides access to commonly used func-
tions, or for items not specific to any one engine panel.
1 2 3 5
4 6
Figure 3.00-27. Button Bar
1 “View Faults”
This button displays the Fault Log window. See
“Fault Log Description” on page 3.00-13 for more
information.
2 “Manual Actuator Calibration”
This button allows the user to manually calibrate
the actuators. See Section 3.10 ESP Program-
ming “Actuator Calibration” for more information.
3 “Reset Status LEDs”
This button allows the user to reset the status
LEDs on the ECU. See Section 3.10 ESP Pro-
gramming “Reset Status LEDs on ECU” for more
information.
“Version Details”
4 “Stop Editing - Currently Editing”
This button allows the user to view the serial num-
ber(s) and calibration number of the ECU and
engine. This information is provided to verify that
the ECU is calibrated correctly for the engine on
which it is installed.
5 “Start Logging All” and “Stop Logging All”
These buttons are used to log all active system
6
parameters during a user-determined period of
time. The file that is saved is a binary file
(extension .ACLOG) that must be extracted into a
usable file format. See Section 3.10 ESP Pro-
gramming “Logging System Parameters” for more
information.
7 “Send Calibration to ECU”
This button is used to send a calibration file to the
ECU.
3.00-12
7 9 11
8 10 12
8 “Change Units”
This button allows the user to change all the ESP
panel fields to display in either U.S. units or in
metric measurement units. See Section 3.10 ESP
Programming “Changing Units – U.S. or Metric”
for more information.
9 “Save to ECU”
This button is used to save programmed values to
permanent memory in the ECU. Changes saved
to permanent memory will not be lost if power to
the ECU is removed. See Section 3.10 ESP Pro-
gramming “Saving to Permanent Memory” for
more information.
10 “Start Editing”
This button is used to toggle between editing
modes in ESP. When this button is clicked and the
caption reads “Stop Editing - Currently Editing,”
the editing mode is active and the user is able to
edit the programmable fields in ESP. When this
button is clicked and the caption reads “Start Edit-
ing,” the editing mode is inactive and the user will
be unable to edit the programmable fields in ESP.
See Section 3.10 ESP Programming “Basic Pro-
gramming in ESP” for more information.
11 “Undo Last Change” and “Undo All Changes”
These buttons allow the user to reset either the
12
last programming change or all programming
changes made. You can only undo changes from
up until the last “Save to ECU.”
FORM 6331 First Edition
 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

FAULT LOG DESCRIPTION

One method of obtaining diagnostic information is by
viewing the Fault Log in ESP. The Fault Log displays
the data provided by the ECU and can be displayed
either to list only the active faults or to list the history of
all the faults that occurred in the lifetime of the ECU.
The Fault Log displays the name of the fault, the first
time the fault occurred since the fault was reset (in
ECU hours:minutes:seconds), the last time the fault
occurred since reset, the number of times the fault
occurred since reset, and the total number of times the
fault occurred in the lifetime of the ECU. All the fault
information is resettable except for the total number of
times the fault occurred during the lifetime of the ECU.
The faults listed in the Fault Log can be sorted by click-
ing on a column name. For example, clicking on “Fault”
will sort alarms/shutdowns in numerical order based
on the fault code. Clicking on “First Occurrence” will
sort alarms/shutdowns in order of occurrence.
NOTE: As an additional aid in troubleshooting,
double-clicking a fault listed in the Fault Log will open
E-Help directly to the troubleshooting information for
that fault.

1 2 3 4 5
Fault First Occurrence Last Occurrence Total Since Reset Lifetime Total
ALM212 IMAP LB/BK OC 8079:12:10 8164:09:25 20 20

This is the only “active” fault listed in the Fault Log. This alarm condition is
indicated on the [F2] Engine Panel and with flashing LEDs on the ECU. To
troubleshoot this alarm, the user would double-click the fault description.

6 7 8 9 10 11 12
Reset
List Active Total Fault Copy To
Selected Fault Help Refresh Close
Faults History Clipboard
Fault

Figure 3.00-28. Fault Log Window

1 “Fault” 3 “Last Occurrence”

This field displays the fault code and description This field displays the last time the fault listed
for the alarm or shutdown condition that exists. occurred since the fault was reset (in ECU
Alarm codes in ESP are identified with the letters hours:minutes:seconds). This field is resettable.
“ALM” preceding a 3-digit alarm code. Emergency
4 “Total Since Reset”
shutdown codes are identified with the letters
This field displays the number of times the fault
“ESD” preceding a 3-digit shutdown code.
occurred since the fault was reset. This field is
Double-clicking a fault listed in the Fault Log will
resettable.
open E-Help directly to the troubleshooting
information for that fault. 5 “Lifetime Total”
This field displays the total number of times the
2 “First Occurrence”
fault occurred in the lifetime of the ECU. This field
This field displays the first time the fault listed
is not resettable.
occurred since the fault was reset (in ECU
hours:minutes:seconds). This field is resettable.

FORM 6331 First Edition 3.00-13

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

6 “List Active Faults” and “Total Fault History”

These buttons allow the user to view either the
7
active fault listing or the total fault history. The
Active Fault Log only lists active faults indicated
by flashing status LEDs and alarm fields on the
ESP panels. The Total Fault History lists all the
faults that occurred in the lifetime of the ECU.

8 “Reset Selected Fault”

This button resets the “First Occurrence,” “Last
Occurrence,” and “Total Since Reset” back to zero
of the selected (or highlighted) fault listed in the
log.

9 “Fault Help”
This button allows the user to open E-Help.

10 “Refresh”
This button allows the user to update or refresh
the Fault Log. When the Fault Log is open, the
information is not automatically refreshed. For
example, if the Fault Log is displayed on screen,
and a fault is corrected, the Fault Log will not
refresh itself to reflect the change in active faults.
The user must refresh the Fault Log to view the
updated information.

11 “Copy To Clipboard”
This button copies the Fault Log information to the
PC’s clipboard. The information can then be
pasted as text in a word processing or spread-
sheet application.
NOTE: The copied text is tab delimited and will need
to be formatted after being pasted into the
spreadsheet or word processing program to align
columns and to display information as desired.

12 “Close”
This button closes the Fault Log.

3.00-14 FORM 6331 First Edition

 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
USING A MODEM FOR REMOTE
MONITORING
NOTE: For best modem communications, use a
“matched” pair (same brand) of modems.
Temporary remote monitoring of an engine with the
ESM is possible through the use of a modem. A
modem is a device that enables a computer to transmit
data over telephone lines. Using ESP and a modem,
you can “dial up” the ECU to monitor ESM status and
make programming changes remotely.
NOTE: High-speed cable and satellite modems will
not work with the ESM’s modem function.
IMPORTANT! This manual assumes that you are
already familiar with modem devices, modem initializa-
tion strings, other modem concepts, and HyperTermi-
“SERVICE INTERFACE”
CONNECTION
EXTERNAL
MODEM
INTERNAL/EXTERNAL
(SHOWN) MODEM
SERIAL CABLE
(P/N 740269A)
NOTE: Serial cable (P/N 740269A) is available from Dresser Waukesha.
Modems, PC-to-modem cable, and PC supplied by customer.
Figure 3.00-29. Modem Connections From ECU to PC
SETTING UP MODEM TO ECU
NOTE: The following steps in this section do not need
to be performed if using the modem in Waukesha
Engine’s Remote Programming Modem Tool Kit
(P/N 489943), which comes preprogrammed from the
factory.
The modem connected to the ECU requires special
setup programming so it will work with the ECU. The
modem must be set in “auto answer” mode, a modem
feature that accepts a telephone call and establishes
the connection, and must be set at 38,400 baud. Auto
answer mode and baud rate are programmed using
HyperTerminal. HyperTerminal is a terminal software
program that enables the modem to connect properly
to the ECU. HyperTerminal is included as part of
Microsoft® Windows® XP operating system.
FORM 6331 First Edition
nal. If you need more information on these topics, refer
to the user’s manual provided with the modem or with
the modem manufacturer.
To remotely monitor an engine through a modem, the
following supplies are required:
• “Modem to ECU” Connection
•• RS-232 serial cable (P/N 740269A) available
from Dresser Waukesha
•• External Modem
• “PC to Modem” Connection
•• External/internal modem
•• RS-232 cable (if external modem is used, con-
nects modem to PC)
SERIAL
CABLE
Complete the following steps:
NOTE: Some modems may have dip switches (tiny
toggle switches) that must be set to put the modem in
auto answer mode. Refer to the user’s manual
provided with the modem or contact the modem
manufacturer. Set the dip switches as required and
continue with Step 1.
1. Using a PC-to-modem cable, temporarily connect
a PC to the external modem that will be connected to
the ECU.
2. Start HyperTerminal. From the Windows® taskbar,
click Start → All Programs → Accessories →
Communications → HyperTerminal.
NOTE: HyperTerminal is a terminal program included
with Microsoft® Windows® XP operating system. If
HyperTerminal is not installed, install the program
using the Add/Remove Programs icon in the Control
Panel. You may need your original Microsoft®
Windows® CD-ROM for installation.
3.00-15
INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

3. Give the HyperTerminal session a name.
NOTE: To avoid resetting the baud rate, the modem
being set up must be a “dedicated” modem and used
only with the ECU. If the modem is used with another
device, the baud rate setting may be overwritten.
8. In the Properties dialog box, set the baud rate
between the PC and the modem to 38,400 Bits per
second. Click “OK.”

Figure 3.00-30. HyperTerminal – Connection

Description Dialog Box

4. Select an icon.
5. Click “OK.”
6. Click the selection arrow on the “Connect using”
drop-down menu and select the COM port your
modem is connected to (not the modem name).
7. When you select the COM port, the other fields on
the dialog box are deactivated (grayed). Click “OK.”
Figure 3.00-32. HyperTerminal – “COM1 Properties”
Window

9. After HyperTerminal window opens (allowing con-

trol to the modem with commands) type “AT” and
press [Enter]. The modem should reply with “OK.”

Figure 3.00-31. HyperTerminal – “Connect To” Dialog

Box Figure 3.00-33. HyperTerminal – Session Window

3.00-16 FORM 6331 First Edition

 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

NOTE: If unable to enter the AT command in the 17. Click “Yes” to save the HyperTerminal session.
HyperTerminal session window, or the “OK” message
does not appear, there is a communication problem
between the PC and the modem. Verify that the
communication port and settings are correct.
NOTE: In the following steps, type the number zero
(“0”), not the letter “O.”
Turn auto answer mode on by typing: “ATS0=1”
and press [Enter].
Figure 3.00-35. Save Session Dialog Box
10. Save the change to NVRAM by typing “AT&W0”
and press [Enter]. 18. Continue with “Connecting Modem To ECU And
11. Turn the modem off and then on again. PC.”

12. Type “ATI4”. CONNECTING MODEM TO ECU AND PC

13. The modem will respond with multiple lines that An RS-232 serial cable (P/N 740269A), available from
look similar to: Dresser Waukesha, is used to connect a modem to
Current Settings............
the ECU. This cable has a 25-pin RS-232 connection
B0 E1 L4 M1 N5 Q0 V1 X5
that plugs into the modem and an 8-pin Deutsch® con-
&B1 &C1 &D2 &G0 &H3 &J0 &K4 &L0 &M0 &N0 &P0 &R1 &S0 &X &Y1
nector that plugs into the ECU.
*B0 *C0 *D0 *E0 *F0 *G0 *I0 *L0 *M0 *P9 *Q2 *S0 Complete the following:
S00=001 S01=000 S02=043 S03=01 S04=010
1. Obtain an RS-232 serial cable (P/N 740269A) from
S05=008 S06=003 S07=060 S08=002 S09=006 Dresser Waukesha for modem use.
S10=007 S11=070 S12=000 S13=000 S14=002
S15=002 S16=000 S17=018 S18=000 S19=000
2. Connect the 25-pin end of the RS-232 serial cable
S20=002 S21=178 S22=000 S23=105 S24=138
to the external modem (see Figure 3.00-29). Connect
S25=000 S26=000 S27=156 S28=068 S29=000
to the “dedicated” modem you set up for use with the
S30=000 S31=017 S32=019 S33=255 S34=030
ECU following the steps in the section “Setting Up
S35=032 S36=000 S37=000 S38=000 S39=032
Modem to ECU”.
S40=000 S41=000 S42=000 S43=008 S44=000 3. Connect the 8-pin Deutsch® connector of the
S45=100 S46=028 S47=064 S48=000 S49=134 serial cable to the “Service Interface” connection on
S50=000 S51=000 S52=000 S53=000 S54=000 the side of the ECU.
S55=000 S56=000 S57=000 S58=000 S59=000
OK
4. Connect PC to modem (see Figure 3.00-29 for
sample setup).
14. Although the lines in Step 13 may not be exactly
what is shown on your PC, make sure that the param- STARTING ESP FOR MODEM ACCESS
eter S00=001 is listed. Parameter S00=001 is the 1. Apply power to the ECU.
programming code to the modem that enables the
auto answer mode. 2. Turn on power to PC.

15. Exit HyperTerminal. 3. Start ESP for modem use by one of the following
methods:
16. Click “Yes” to disconnect.
• Double-click the “ESP (Modem Access)” icon on
your desktop.

• From the Windows® taskbar (lower-left corner of

your desktop), click Start → All Programs →
Waukesha Engine Controls → Engine System
Figure 3.00-34. Disconnect Warning Dialog Box
Manager (ESM) → ESP (Modem Access).

FORM 6331 First Edition 3.00-17

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)
4. On program startup, ESP will check for a modem.
Once ESP finds the modem on the PC, a dialog box
appears asking to attempt a connection. Click “Yes.”
5. Enter the phone number for the engine modem
you wish to connect in the Modem Connection Wizard
dialog box. Enter phone number without spaces or
dashes.
Figure 3.00-36. Modem Connection Wizard
6. The modem wizard will attempt to “dial up” the
modem. Note the following:
• If connection is successful, ESP will run, displaying
the engine panels. Setup is complete. Monitor
engine operation or program ESP as necessary.
• If connection is unsuccessful, click “Retry.” If con-
nection is still unsuccessful, continue with Step 7.
Figure 3.00-37. Unsuccessful Connection Dialog Box
7. Check the telephone number typed in the Modem
Connection Wizard dialog box.
8. Retry connection. Click “Connect.”
3.00-18
9. Modem wizard will reattempt to “dial up” the
modem. Note the following:
• If connection is successful, ESP will run, displaying
the engine panels. Installation is complete. Monitor
engine operation or program ESP as necessary.
• If connection is unsuccessful, click “Cancel.” Con-
tinue with Step 10.
10. If your modem dials but does not connect with the
answering modem, or if you have problems getting or
staying connected, you might need to adjust the
modem initialization string. Click the “Advanced Set-
tings” check box on the Modem Connection Wizard
dialog box.
Figure 3.00-38. Modem Connection Wizard
NOTE: Always use CAPITAL letters (upper case) for
the modem initialization string in the “Advanced
Settings check box.”
11. Enter the modem’s initialization string (command)
in CAPITAL letters (upper case). Most connection
problems are resolved with the proper modem initial-
ization string. The initialization string gives the modem
a set of instructions for how to operate during a call.
Almost every modem brand and model has its own
variation of “ATCommand Set” and “S-register” set-
tings.
FORM 6331 First Edition
 INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

NOTE: Detailed discussion of modem initialization

strings is beyond the scope of this manual. You can
get an initialization string from the user’s manual
provided with the modem, from the modem
manufacturer, or from a variety of Internet web sites.
12. Click “Connect.”
13. The modem wizard will attempt to “dial up” the
modem. Note the following:
• If connection is successful, ESP will run, displaying
the six engine panels. Installation is complete. Mon-
itor engine operation or program ESP as necessary.
• If connection is unsuccessful, click “Retry.”
14. If connection continues to be unsuccessful, refer to
the user’s manual provided with the modem or contact
the modem manufacturer.
15. Make sure all connections are secure.

FORM 6331 First Edition 3.00-19

INTRODUCTION TO ELECTRONIC SERVICE PROGRAM (ESP)

3.00-20 FORM 6331 First Edition

 SECTION 3.05
ESP PANEL AND FIELD DESCRIPTIONS

[F2] ENGINE PANEL

The [F2] Engine Panel contains the most common information needed while operating the engine.
[F2]

1 6 14

15
2

16
3

7 8 9
17
4
10

5 11 12 13 18

# FIELD # FIELD # FIELD

18 Ambient Air Temperature 7 Engine Setpoint 5 Intake Manifold Temperature
17 Barometric Pressure 6 Engine Speed 13 Oil Pressure
2 BK Intake Manifold Pressure 10 Engine Status Bar 11 Oil Temperature
3 Boost Pressure 9 Estimated Power 8 Percent Rated Load
15 Coolant Pressure 1 FT Intake Manifold Pressure 12 Pre-Filter Oil Pressure
14 Coolant Temperature 16 Fuel Pressure 4 Throttle Reserve

FORM 6331 First Edition 3.05-1

ESP PANEL AND FIELD DESCRIPTIONS

[F3] START-STOP PANEL

The [F3] Start-Stop Panel contains the fields that affect starting and stopping of the engine.
[F3]

1 2 3 4
13

14

15

5 6 7 8 9 10 11 12
16

17 19 21 23 25 26 27

18 20 22 24 28 29 30

# FIELD # FIELD # FIELD

13 Average Intake Manifold Pressure 19 Main Fuel On RPM Adjustment 29 Purge Time
14 Boost Pressure 9 Main Fuel Valve 7 Starter
3 Bypass Position % 16 Oil Pressure 24 Starter Off RPM
26 Cool Down 25 Post Lube Time 23 Starter Off RPM Adjustment
27 Coolant Temperature 6 Pre/Post Lube 5 Starting Signal
28 Driven Equipment ESD 22 Prechamber Fuel On RPM 2 Throttle Position %
Prechamber Fuel On RPM Adjust-
1 Engine Speed 21 15 Throttle Reserve
ment
8 Ignition Enable 10 Prechamber Fuel Valve 12 User ESD
30 Intake Manifold Temperature 17 Prelube Time 11 User RUN/STOP
20 Main Fuel On RPM 18 Prelube Timer 4 Wastegate Position %

3.05-2 FORM 6331 First Edition

 ESP PANEL AND FIELD DESCRIPTIONS

[F4] GOVERNING OPERATING STATUS PANEL

The [F4] Governor Operating Status Panel contains the fields that monitor or adjust parameters to ESM speed gov-
erning.
[F4]

7 8 11
1

2 12

3 9 10
13

5
14 16 18 20 22
6
15 17 19 21 23

# FIELD # FIELD # FIELD

12 Alternate Dynamics 14 High Idle 11 Remote RPM
5 Average Intake Manifold Pressure 13 Idle 3 Remote RPM Setpoint
9 Bypass Position % 21 Integral Gain Adjustment 18 Sync RPM
23 Differential Gain Adjustment 15 Load Inertia 4 Throttle Feedback
22 Droop 17 Low Idle 7 Throttle Position %
2 Engine Setpoint 16 Low Idle Adjustment 6 Throttle Reserve
1 Engine Speed 19 Proportional Gain Adjustment 10 Wastegate Position %
8 Engine Speed (Gauge) 20 Proportional Sync

FORM 6331 First Edition 3.05-3

ESP PANEL AND FIELD DESCRIPTIONS

[F5] IGNITION OPERATING STATUS PANEL

The [F5] Ignition Operating Status Panel contains the fields necessary for adjusting and monitoring the ignition sys-
tem.
[F5]

12 13
1 2 3 4

14 15

16 17

18

5 6
19

20
7 8 9 10 11

# FIELD # FIELD # FIELD

5 Average Intake Manifold Pressure 4 Ignition Timing (Right Bank) 18 NOx
6 Engine Speed 10 Knocking 2 Spark Reference # (Left Bank)
12 High Voltage Adjustment 14 Low Voltage Adjustment 3 Spark Reference # (Right Bank)
13 High Voltage Limit 15 Low Voltage Limit 11 User ESD
8 Ignition Enable 9 Max Retard 19 User WKI
7 Ignition Energy 16 No Spark Adjustment 20 User WKI in Use
1 Ignition Timing (Left Bank) 17 No Spark Limit

3.05-4 FORM 6331 First Edition

 ESP PANEL AND FIELD DESCRIPTIONS

[F8] AFR SETUP PANEL

The [F8] AFR Setup Panel contains the fields that monitor or adjust parameters to the engine’s air-fuel ratio.
[F8]

1 2 17 25
12

3 4
13
18 20
5 6

19 21
7 8 14

22
15
9 23
16 26
10 24

11

# FIELD # FIELD # FIELD

7 Ambient Air Temperature 25 Fuel Composition 18 O2 Calibration Conditions
10 Average Intake Manifold Pressure 11 Heater Power 5 O2 Sensor
8 Barometric Pressure 3 Lambda Setpoint 4 O2 Setpoint
19 Cal Conditions 26 Lower Heating Value 2 Percent Rated Load
24 Cal Min Block Temp 12 Manual Mode Check Box 15 Start Position
23 Cal Min IMAP 13 Max/Min Stepper Position 14 Stepper Motor Setup
20 Calibrate O2 Sensor 6 Measured O2 17 Stepper Operating Mode
1 Engine Speed 9 O2 Block Temperature 16 Stepper Position
22 External O2 for Calibration 21 O2 Calibration Accept

FORM 6331 First Edition 3.05-5

ESP PANEL AND FIELD DESCRIPTIONS

[F10] SYSTEM/SHUTDOWN STATUS PANEL

The [F10] System/Shutdown Status Panel displays the fields that affect the operation of the ECU.
[F10]

1 4 7 10 14 19

2 5 8 11 15 20

3 6 9 12 16 21

13 17 22

23
18

# FIELD # FIELD # FIELD

7 Active Faults 5 Engine Speed 18 Prechamber Fuel Valve
13 Alternate Dynamics 11 Faults Loaded 14 Remote RPM
9 Battery Voltage 15 Idle 16 Starter
10 Cal Loaded 21 Ignition Alarm 12 Stats Loaded
4 ECU Hours 19 Ignition Enable 3 System
6 ECU Temperature 20 Ignition Energy 1 User ESD
23 Engine Knocking 17 Main Fuel Valve 2 User RUN/STOP
8 Engine Setpoint 22 Max Retard

3.05-6 FORM 6331 First Edition

 ESP PANEL AND FIELD DESCRIPTIONS

[F11] ADVANCED FUNCTIONS PANEL

The [F11] Advanced Functions Panel allows the user to adjust alarm and shutdown setpoints and displays a cylin-
der chart for identifying the correct cylinder in certain fault code messages.
[F11]

1 2 3

# FIELD # FIELD # FIELD

4 Alarm and Shutdown Setpoints 3 Reset Wastegate Learning Table 2 Slave ID
1 Baud Rate

FORM 6331 First Edition 3.05-7

ESP PANEL AND FIELD DESCRIPTIONS
FIELD DESCRIPTIONS
Refer to the panel descriptions on page 3.05-1
through page 3.05-7 for the location of each field.
“Active Faults”
• Panel: [F10]
Displays the number of active faults of the ECU. View
the fault log for a detailed list of active faults. See
Section 3.00 Introduction to Electronic Service Pro-
gram (ESP) “Fault Log Description” for more informa-
tion.
Alarm and Shutdown Setpoints
• Panel: [F11]
These fields allow the user to adjust the alarm and
shutdown setpoints of the oil pressure, coolant tem-
perature, intake manifold temperature, and oil temper-
ature. Adjusting these setpoints enables the user to
fine-tune when an alarm or shutdown will occur or can
be used for testing. Setpoints are only adjustable in a
safe direction from the factory settings. See
Section 3.10 ESP Programming “Programming Alarm
and Shutdown Setpoints” for more information on pro-
gramming these fields.
“Alternate Dynamics”
• Panels: [F4], [F10]
This field signals when the Alternate Governor
Dynamics digital input is high (8.6 – 36 volts) or low
(< 3.3 volts). During the time the alternate dynamics
input is high, the field is green and displays “ON”. Dur-
ing the time the alternate dynamics input is low, the
field is gray and displays “OFF”. When Alternate
Dynamics is enabled, throttle gain is reduced, which
provides better speed stability at low loads and speed.
“Ambient Air Temperature”
• Panels: [F2], [F8]
This field displays combustion inlet air temperature. If
an ambient air temperature sensor or wiring fault
occurs, the status bar beneath this field turns yellow
and displays a message to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
3.05-8
“Average Intake Manifold Pressure”
• Panels: [F3], [F4], [F5], [F8]
This field displays the average of the front and back
intake manifold pressures. Units are kPa (in-Hg) abso-
lute. If one of the intake manifold pressure sensors
fails, the field displays only the reading from the work-
ing sensor. If both sensors fail, the field is unable to
display the actual value and a default value is dis-
played instead.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Barometric Pressure”
• Panels: [F2], [F8]
Displays the engine’s ambient barometric pressure.
Units are in kPa (in-Hg) absolute. If a barometric pres-
sure sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“BK Intake Manifold Pressure”
• Panel: [F2]
This field displays the engine’s BacK intake manifold
pressure. Units are in kPa (in-Hg) absolute. If an intake
manifold pressure sensor or wiring fault occurs, the
status bar beneath this field turns yellow and displays
a message to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Battery Voltage”
• Panel: [F10]
Displays the current battery voltage. If the battery volt-
age goes below 21 VDC, the status bar beneath the
field will warn the user by turning yellow and displaying
the message “TOO LOW.” The “Battery Voltage” field
does not display the actual voltage if it falls outside the
acceptable range of 21 – 32 volts. ALM454 will
becomes active if the battery voltage remains below
21 VDC for longer than 30 seconds. If the battery volt-
age falls below 18 VDC, the engine will shut down.
See Section 4.05 ESM Maintenance “Battery Mainte-
nance” for more information.
“Baud Rate”
• Panel: [F11]
This field allows the user to program MODBUS® baud
rate to 1200, 2400, 9600, or 19,200 bps (bits per sec-
ond). The baud rate to be programmed is determined
by the MODBUS® master.
FORM 6331 First Edition

“Boost Pressure”
• Panels: [F2], [F3]
This field displays the boost pressure. If a boost pres-
sure sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Bypass Position %”
• Panels: [F3], [F4]
This field displays the percent the bypass valve is open.
The main purpose of the bypass control is to prevent
turbocharger surge. The bypass control is nonadjust-
able.
“Cal Conditions”
• Panel: [F8]
Displays a list of conditions that must be inactive to per-
form an O2 sensor calibration. A condition that is gray
indicates that a condition is inactive, while a condition
that is yellow indicates that a condition is active. All
conditions must be inactive (gray) to ensure that a reli-
able and accurate calibration takes place during stable,
normal operating conditions with minimum values for
load and heater block temperature achieved.
– “MISFIRING:”
Misfire has been detected through the ignition
module.
– “KNOCKING”
Engine knock has been detected.
– “LOAD TOO LOW”
Minimum load has not been reached. It is
desired to calibrate the O2 sensor near the
load at which the engine will typically run.
– “O2 SNSR UNSTABLE”
The O2 sensor signal is fluctuating too much
for a reliable calibration, possibly due to a load
change or other external factor.
– “BLOCK TEMP OUT OF RANGE”
The heater block temperature is not at the
nominal operating value for a reliable O2 cali-
bration.
– “O2 SNSR INVALID”
A problem has been detected with the O2 sen-
sor reading.
– “O2 TOO LOW”
The O2 level must be near the desired operat-
ing range of the engine, and within limits of the
sensor specifications, before a reliable calibra-
tion can take place.
FORM 6331 First Edition
ESP PANEL AND FIELD DESCRIPTIONS
“Cal Loaded”
• Panel: [F10]
Displays if the calibration is loaded for the ECU. The
“Calibration Loaded” field should always be green and
display “OK.” If this field is red and displays “NO,” con-
tact your local Dresser Waukesha Distributor for tech-
nical support.
“Cal Min Block Temp”
• Panel: [F8]
Displays the minimum temperature at which the O2
heater block can be at to ensure an accurate O2 read-
ing before calibrating the O2 sensor.
“Cal Min. IMAP”
• Panel: [F8]
Displays the minimum load, as indicated by intake
manifold pressure, to ensure an accurate O2 reading
before calibrating the O2 sensor.
“Calibrate O2 Sensor”
• Panel: [F8]
This button is used to enter an external O2 value into
the system to calibrate the ESM O2 sensor. This
should only be done when “OK to Calibrate” is lit. A
correct value must then be entered into the “Ext O2 for
Cal” field. This external O2 value would likely be
obtained from a piece of test equipment sampling from
the exhaust stack.
“Cool Down”
• Panel: [F3]
This field allows the user to program engine cooldown.
Cooldown is the amount of time that the engine will
continue to run after a normal shutdown is activated.
Cooldown can be programmed from 0 to 10,800
seconds (0 to 180 minutes). Cooldown is bypassed
when an emergency shutdown is performed.
“Coolant Pressure”
• Panel: [F2]
This field displays the engine’s coolant pressure. Units
are kPa (psi). If a coolant pressure sensor or wiring
fault occurs, the status bar beneath this field turns yel-
low and displays a message to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
3.05-9
ESP PANEL AND FIELD DESCRIPTIONS
“Coolant Temp”
• Panels: [F2], [F3]
Displays the engine’s coolant temperature at the outlet
of the engine. Units are °C (°F). If a coolant tempera-
ture sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Differential Gain Adj”
This functionality is not active on the 16V275GL.
• Panel: [F4]
User-programmable field to adjust differential gain by a
multiplier of 0 – 1.100. Differential gain is a correction
function to speed error that is based on direction and
rate of change. When an error exists between actual
engine speed and engine speed setpoint, a differential
gain calibrated by Dresser Waukesha is multiplied to
the derivative of the speed error. This is done to
increase or decrease throttle response to correct or
reduce speed error. Although the user can program
the differential gain multiplier with this field to fine-tune
throttle response, it is typically not adjusted. “Propor-
tional Gain Adj” and “Integral Gain Adj” are also used
to correct speed error.
“Driven Equipment ESD”
• Panel: [F3]
User-programmable field for setting an overspeed
shutdown value to protect driven equipment. Driven
equipment overspeed can be programmed from 0 to
2200 rpm. If programmed driven equipment overspeed
exceeds engine overspeed, the engine overspeed
value takes precedence.
For example: a 1500 rpm engine will have a fac-
tory-programmed engine overspeed trip point of
1605 rpm. If the driven equipment overspeed is set to
1700 rpm, and the engine speed exceeds 1605 rpm,
the engine will be shut down. If the driven equipment
overspeed is set to 1100 rpm, and the engine speed
exceeds 1100 rpm but is less than 1605 rpm, the
engine will be shut down.
“Droop (%)”
• Panel: [F4]
User-programmable field for adjusting the percent of
droop. Droop allows steady-state speed to drop as
load is applied. Droop is expressed as a percentage of
normal average speed. Droop can be programmed
from 0 to 5%.
3.05-10
“ECU Hours”
• Panel: [F10]
Displays the number of hours the currently connected
ECU has been in operation.
NOTE: This value does not necessarily represent the
amount of hours the engine has been in operation.
“ECU Temp”
• Panel: [F10]
Displays the internal temperature of the ECU. Units
are °C (°F). If the ECU temperature is too high, the
status bar beneath the field turns yellow and displays
the message “HIGH.” If the ECU temperature
increases beyond the maximum recommended oper-
ating temperature, ALM455 will become active.
“Engine Knocking”
• Panel: [F10]
This field alerts the user when knock is present in a
cylinder when timing is fully retarded. When knock is
sensed with at least one cylinder, the field turns yellow
and displays “YES.” The user can determine which cyl-
inder(s) is knocking by looking at the individual cylin-
der timings displayed on the [F5] Ignition Panel. If no
knock is present, the field is gray and displays “NO.”
“Engine Setpoint RPM”
• Panels: [F2], [F4], [F10]
Displays the engine speed (rpm) setpoint. The engine
speed setpoint is determined by a user input, not inter-
nal calibrations. See Section 2.30 ESM Speed Gov-
erning for more information on engine setpoints.
“Engine Speed RPM”
• Panels: [F2], [F3], [F4], [F5], [F8], [F10]
This field displays current engine speed in rpm.
Engine Status Bar
• Panel: [F2]
This field signals the user that an emergency shut-
down is in process. When the engine is operating or is
off, the field remains deactivated (gray). If the engine
shuts down due to an emergency, this field will turn red
and display a message indicating an emergency shut-
down is in process. When the shutdown is complete,
the field deactivates (turns gray) and the shutdown is
recorded in the fault log history. However, the field
remains active (in shutdown mode) if any E-Stop
(emergency stop) switch on the engine is pushed in, or
if a customer-supplied emergency switch is activated.
FORM 6331 First Edition

“Engine Torque %”
• Panel: [F8]
This field displays the engine output as a percentage
of rated torque.
“Estimated Power”
• Panel: [F2]
This field displays an approximation (±5%) of actual
engine power in kW (BHP). The approximation is
based on ECU inputs and assumes correct engine
operation.
“Ext O2 for Cal”
• Panel: [F8]
This field is to enter an externally measured O2 value
to be used in conjunction with the “Calibrate O2 Sen-
sor” operation. This external O2 value would likely be
obtained from a piece of test equipment sampling from
the exhaust stack.
“Faults Loaded”
• Panel: [F10]
Status field displaying if ECU has faults loaded. The
“Faults Loaded” field should always be green and dis-
play “OK.” If this field is red and displays “NO”, contact
your local Dresser Waukesha Distributor for technical
support.
“FT Intake Manifold Pressure”
• Panel: [F2]
This field displays the engine’s FronT intake manifold
pressure. Units are in kPa (in-Hg) absolute. If an intake
manifold pressure sensor or wiring fault occurs, the
status bar beneath this field turns yellow and displays
a message to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
Fuel Composition
• Panel: [F8]
This control allows the user to enter the type of fuel
being used, either from a generally known assessment
of incoming fuel, or a calorimeter sample. This infor-
mation is used by calculations in the AFR Control rou-
tine for more accurate control. The “Fuel Type” button
allows the user to chose a predetermined fuel compo-
sition. If “other” is selected as a fuel choice, use the
“Manual Entry” button to bring up the Quick Edit win-
dow where the separate fuel constituents can be
entered manually.
FORM 6331 First Edition
ESP PANEL AND FIELD DESCRIPTIONS
“Fuel Pressure”
• Panel: [F2]
This field displays the engine’s fuel rail pressure. Units
are in kPa (in-Hg) absolute. If a fuel rail pressure sen-
sor or wiring fault occurs, the status bar beneath this
field turns yellow and displays a message to fix the
sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Heater Power”
• Panel: [F8]
This drop down box is used to turn power to the O2
heater block either “On” or “Off” while the engine is not
running. If “On” is selected from the drop-down box,
the heater block will remain powered even if the
engine is not running. If “Off” is selected from the
drop-down box, the heater block power will be off
when the engine is not running.
NOTE: O2 heater block power is always on when the
engine is running.
“High Idle”
• Panel: [F4]
User-programmable field for adjusting the high idle
rpm. The high idle setting is used when the rated
speed/idle speed digital input is high (8.6 – 36 volts)
and “Remote RPM” is OFF. The high idle rpm can be
programmed from 800 to 2200 rpm (not to exceed a
preprogrammed maximum speed). Internal calibra-
tions prevent the engine from running faster than rated
speed +10%.
NOTE: Although customer connections determine the
rpm setpoint in variable speed applications, the high
idle setting must be programmed to a “safe” value in
case an out-of-range speed setpoint is detected or if
the wire that enables remote rpm operation fails.
“High Voltage Adj.” and “High Voltage Limit”
• Panel: [F5]
These fields allow the user to view and adjust the high
voltage alarm limit setting. See Section 2.10 Ignition
System “Ignition Diagnostics” and Section 3.10 ESP
Programming “IPM-D Programming” for more informa-
tion.
3.05-11
ESP PANEL AND FIELD DESCRIPTIONS
“Idle”
• Panels: [F4], [F10]
This field indicates whether low idle rpm or high idle
rpm is active. Low or high idle rpm is determined by a
customer digital input. When the input is low
(< 3.3 volts), the field will display “LOW”. When the
input is high (8.6 – 36 volts), the field will display
“HIGH.” See “High Idle RPM” on page 3.05-11 and
“Low Idle RPM” on page 3.05-13 for values of high and
low idle.
“Ignition Alarm”
• Panel: [F10]
This field displays if the currently connected ECU is
receiving an alarm from the IPM-D because of one of
the following:
– One or both of the E-Stop (emergency stop)
switches on the side of the engine are
engaged.
– The IPM-D is not receiving 24 volts.
– The IPM-D is not working correctly.
When one of these conditions exists, the field will turn
yellow and display “ALARM.” If no problems exist, the
field is gray and displays “OK.”
“Ignition Enable”
• Panels: [F3], [F5], [F10]
This field signals when the IPM-D is enabled and is
ready to receive a signal from the ECU to fire each
spark plug. During the time the IPM-D is enabled, the
field is green and displays “ON.” During the time the
ignition is disabled, the field is gray and displays “OFF.”
“Ignition Energy”
• Panels: [F5], [F10]
This field displays the level of energy the IPM-D is fir-
ing the spark plugs. The ignition level will either be at
“Level 1” (low/normal) or at “Level 2” (high). See
Section 2.10 Ignition System “Monitoring Ignition
Energy Field” for more information.
“IGN TIMING” (Left Bank)
• Panel: [F5]
These fields display individual cylinder timing in
degrees before top dead center (°BTDC).
3.05-12
“IGN TIMING” (Right Bank)
• Panel: [F5]
These fields display individual cylinder timing in
degrees before top dead center (°BTDC).
“Intake Mnfld Temp”
• Panels: [F2], [F3]
This field displays the engine’s intake manifold temper-
ature. Units are in °C (°F). If an intake manifold tem-
perature sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Integral Gain Adj”
• Panel: [F4]
User-programmable field for adjusting the integral gain
by a multiplier between 0 – 1.102. Integral gain is a
correction function to speed error that is based on the
amount of time the error is present. When an error
exists between actual engine speed and engine speed
setpoint, an integral gain calibrated by Dresser
Waukesha is multiplied to the integral of the speed
error. This is done to increase or decrease throttle
response to correct or reduce speed error. Although
the user can program the integral gain multiplier with
this field to fine-tune injector response, it is typically
not adjusted. “Proportional Gain Adj” and “Differential
Gain Adj” are also used to correct speed error. See
speed error correction equation under the description
for “Proportion Gain Adj.”
“Knocking”
• Panel: [F5]
See “Engine Knocking” on page 3.05-10.
“Lambda Setpoint”
• Panel: [F8]
This field displays the current lambda setpoint. The
lambda setpoint is determined by the air-fuel ratio con-
trol routine, and is derived from a table in the calibra-
tion that is adjusted by other environmental and
performance factors. This value then converted to an
O2 setpoint.
FORM 6331 First Edition
 ESP PANEL AND FIELD DESCRIPTIONS

“Load Inertia” “Low Voltage Adj.” and “Low Voltage Limit”

• Panel: [F4] • Panel: [F5]
User-programmable field for programming the load These fields allow the user to view and adjust the high
inertia value. By programming the load inertia or rotat- voltage alarm limit setting. See Section 2.10 Ignition
ing mass moment of inertia of the driven equipment, System “Ignition Diagnostics” and Section 3.10 ESP
the governor gain is preset correctly, aiding rapid Programming “IPM-D Programming” for more informa-
startup of the engine. If this field is programmed cor- tion.
rectly, there should be no need to program gain adjust-
“Lower Heating Value”
ments (“Proportional Gain Adj,” “Integral Gain Adj,”
and “Differential Gain Adj”). The rotating mass • Panel: [F8]
moment of inertia must be known for each piece of
User-programmable field for setting the lower heating
driven equipment and then added together. See
value. Units are in MJ/Nm3 (Btu/scf). The lower heat-
Section 3.10 ESP Programming “Programming Load
ing value (LHV) should be obtained through fuel analy-
Inertia” for more information.
sis. This information is used by calculations in the
NOTE: Rotating moment of inertia is not the weight or air-fuel ratio control routine for more accurate control.
mass of the driven equipment. It is an inherent
“Main Fuel On RPM” and “Main Fuel On RPM Adj”
property of the driven equipment and does not change
with engine speed or load. Contact the coupling and/or • Panel: [F3]
driven equipment manufacturer for the moment of
These fields allow the user to view and program the
inertia value.
rpm at which the fuel valve is turned on. The green
“Low Idle RPM” and “Low Idle Adj” “Fuel On RPM” field displays the actual programmed
rpm setting. The blue “Fuel On RPM Adj” field allows
• Panel: [F4]
the user to adjust the actual setting by entering a value
These fields allow the user to view and program the from -50 to +100 rpm. When an adjustment is entered,
low idle rpm setting. The low idle setting is used when the actual “Fuel On RPM” is updated to reflect the
the rated speed/idle speed digital input is low adjustment.
(< 3.3 volts) and “Remote RPM” is OFF. The “Low Idle
“Main Fuel Valve”
RPM” field displays the actual programmed low idle
rpm setting. The blue “Low Idle Adj” field allows the • Panels: [F3], [F10]
user to adjust the actual setting by entering a value
This field signals when the main fuel valve is engaged
from -50 to +100 rpm. When an adjustment is entered,
by the ECU. During the time the main fuel valve is
the actual “Low Idle RPM” is updated to reflect the
engaged, the field is green and displays “ON”. During
adjustment.
the time the main fuel valve is disengaged, the field is
NOTE: The low idle rpm cannot be set above the high gray and displays “OFF”.
idle rpm.
NOTE: Although customer connections determine the
rpm setpoint in variable speed applications, the low
idle setting must be programmed to a “safe” value in
case an out-of-range speed setpoint is detected or if
the wire that enables remote rpm operation fails.

FORM 6331 First Edition 3.05-13

ESP PANEL AND FIELD DESCRIPTIONS

“Manual Mode Check Box” “NOx”

• Panel: [F8] • Panel: [F5]
This field allows the user to change the air-fuel ratio This field allows the user to set the desired NOx
system mode of operation from automatic to manual emissions level (engine out at the exhaust stack) at
mode. The “Stepper Operating Mode” field will change which the engine will run. The field displays the
to reflect the current operating mode that has been programmed NOx level, not the actual level. Units are
selected. Normally the air-fuel ratio system operates in in g/BHP-hr or g/nm3 (n) @ 0° C, 101.25 kPa, 5% O2.
automatic mode; however, the user can change the The range that NOx can be programmed is 0.7 – 2.0
system to manual mode by checking the check box. g/BHP-hr (0.3 – 0.8 g/nm3). See Section 3.10 ESP
While the engine is running, manual mode allows the Programming “Programming NOx Level” for more
user to adjust stepper position using the arrow buttons information.
under the “Stepper Position” field. When changed into
NOTE: To correct for differences in the actual
manual mode, the AFR system will not make auto-
engine-out NOx emissions and that of the
matic stepper adjustments; it will only move stepper
programmed NOx level, the user input should be
position with user adjustment. When engine is not run-
adjusted in the appropriate direction until the actual
ning, “Start Position” is used to adjust the stepper
engine-out emissions meet the user’s desired level
position.
(e.g., the NOx field may require a value of 1.5
“Max Retard” g/BHP-hr [0.6 mg/m3] to achieve 1.0 g/BHP-hr
[0.4 mg/m3] NOx emissions at the exhaust stack).
• Panels: [F5], [F10]
“O2 Block Temperature”
This field alerts the user when any cylinder’s timing
has reached the maximum retard in timing allowed. If • Panel: [F8]
any cylinder is at maximum retard, the field turns yel-
The temperature of the O2 heater block as measured
low and displays “YES.” The user can determine which
by an RTD located in the block itself.
cylinder(s) is at maximum retard by looking for the low-
est individual cylinder ignition timing displayed on the “O2 Cal Accept”
[F5] Ignition Panel. When none of the cylinders are at
• Panel: [F8]
maximum retard, the field is gray and displays “NO.”
This field alerts the user if the O2 calibration is not
“Max/Min Stepper Position”
accepted. If the O2 calibration fails, the field turns yel-
• Panel: [F8] low and displays “NOT OK.” If the O2 calibration has
been accepted, the field is green and displays “OK.”
This field allows the user to program maximum and
minimum stepper positions at various levels of intake “O2 Cal Conditions”
manifold pressure. By clicking on the “Max…” or
• Panel: [F8]
“Min…” button, a programming table is opened. The
AFR system adjusts the stepper motor between two This field indicates if it is OK to attempt an O2 sensor
programmable limits to maintain the AFR. By defining calibration using the “Calibrate O2 Sensor” button. The
the stepper motor adjustment range, the user can field will display “OK TO CALIBRATE” when none of
maintain stable engine operation and set limits for the “CAL CONDITIONS” are lit. If it is not OK, review
troubleshooting. “CAL CONDITIONS” fields to determine which errors
are present.
“Measured O2”
• Panel: [F8]
This field displays the dry O2% value, derived from the
measured wet O2% value.
“No Spark Adj.” and “No Spark Limit”
• Panel: [F5]
These fields allow the user to view and adjust the high
voltage alarm limit setting. See Section 2.10 Ignition
System “Ignition Diagnostics” and Section 3.10 ESP
Programming “IPM-D Programming” for more informa-
tion.

3.05-14 FORM 6331 First Edition


“O2 Sensor”
• Panel: [F8]
This field displays the raw O2 sensor voltage output
before it is converted to O2%, and is provided as a
diagnostic aid.
“O2 Setpoint”
• Panel: [F8]
This is the dry O2% setpoint derived from the “Lambda
Setpoint”, and is the value the air-fuel ratio routine will
seek to match with the measured O2%.
“Oil Pressure”
• Panels: [F2], [F3]
This field displays the engine’s oil pressure in the main
oil header. Units are kPa (psi).
“Oil Pressure Pre-filter”
• Panel: [F2]
This field displays the engine’s pre-filter oil pressure.
Units are in kPa (in-Hg) absolute. If a pre-filter oil pres-
sure sensor or wiring fault occurs, the status bar
beneath this field turns yellow and displays a message
to fix the sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
“Oil Temp”
• Panel: [F2]
This field displays the engine’s oil temperature in the
main oil header. Units are °C (°F). If an oil temperature
sensor or wiring fault occurs, the status bar beneath
this field turns yellow and displays a message to fix the
sensor or wiring.
NOTE: When a sensor or wiring fault is detected, the
field displays a default value, not the actual value.
Percent Rated Load
• Panels: [F2], [F8]
This field displays an approximation of percent rated
load (torque). The approximation is based on ECU
inputs and engine operating factors.
FORM 6331 First Edition
ESP PANEL AND FIELD DESCRIPTIONS
“Post Lube Time”
• Panel: [F3]
This field allows the user to program engine postlube
timing. Units are in seconds. Postlube timing can be pro-
grammed from 0 – 10,800 seconds (0 – 180 minutes).
“Pre/Post Lube”
• Panel: [F3]
This field signals when the oil pump is engaged and is
either in pre or postlube. During the time the prelube
oil pump is engaged, the field is green and displays
“ON”. During the time the prelube oil pump is disen-
gaged, the field is gray and displays “OFF”.
“PreCh Fuel On RPM” and “PreCh Fuel On RPM
Adj”
• Panel: [F3]
These fields allow the user to view and program the
rpm at which the prechamber fuel valve is turned on.
The green “PreCh Fuel On RPM” field displays the
actual programmed rpm setting. The blue “PreCh On
RPM Adj” field allows the user to adjust the actual set-
ting by entering a value from -50 to +300 rpm. When
an adjustment is entered, the actual “Pre Ch On RPM”
is updated to reflect the adjustment.
“Prechamber Fuel Valve”
• Panels: [F3], [F10]
This field signals when the prechamber fuel valve is
turned on. During the time the prechamber fuel valve
is engaged, the field is green and displays “ON”. Dur-
ing the time the prechamber fuel valve is disengaged,
the field is gray and displays “OFF”.
“PreLube Time” and “PreLube Timer”
• Panel: [F3]
The “PreLube Time” field allows the user to program
engine prelube timing. Units are in seconds. Prelube
timing can be programmed from 0 – 10,800 seconds
(0 – 180 minutes). The “PreLube Timer” field will dis-
play the remaining time left for a prelube event.
For example: if 300 seconds has been entered in
the “PreLube Time” field, the “PreLube Timer”
field will display zero until a start is requested.
After the start request, the prelube timer will start
counting down from 300 seconds.
3.05-15
ESP PANEL AND FIELD DESCRIPTIONS
“Proportion Gain Adj”
• Panel: [F4]
User-programmable field for adjusting the proportional
gain by a multiplier of 0.500 – 1.050. Proportional gain
is a correction function to speed error that is propor-
tional to the amount of error. When an error exists
between actual engine speed and engine speed set-
point, a proportional gain calibrated by Dresser
Waukesha is multiplied to the speed error. This is done
to increase or decrease throttle response to correct
speed error. Although the user can program the pro-
portional gain multiplier with this field to fine-tune
injector response, it is typically not adjusted. “Integral
Gain Adj” and “Differential Gain Adj” are also used to
correct speed error.
“Proportional Sync”
• Panel: [F4]
User-programmable field for adjusting proportional
synchronous gain by a multiplier of 0.500 – 1.050. Pro-
portional synchronous gain is a correction function to
speed error that is proportional to the amount of error.
Proportional synchronous gain is a lower multiplier
than proportional gain because of the need to syn-
chronize to the electric grid. When an error exists
between actual engine speed and engine speed set-
point, a Dresser Waukesha-calibrated proportional
synchronous gain is multiplied to the speed error. This
is done to increase or decrease throttle response to
correct speed error. Although the user can program
the proportional synchronous gain multiplier with this
field to fine-tune throttle response, it is typically not
adjusted. “Integral Gain Adj” and “Differential Gain Adj”
are also used to correct speed error.
“Purge Time”
• Panel: [F3]
This field allows the user to program the amount of
time after first engine rotation that must expire before
the fuel valve and ignition are turned on. Units are in
seconds.
NOTE: Although purge time can be programmed from
0 to 1800 seconds (30 minutes), a purge time greater
than 20 seconds will prevent the engine from starting.
3.05-16
“Remote RPM”
• Panels: [F4], [F10]
This field displays if remote rpm is currently active.
Remote rpm is determined by a customer digital input.
When the input is high (8.6 – 36 volts), remote rpm is
active, turning this field green and displaying “ON.”
During the time the remote rpm input is low
(< 3.3 volts), remote rpm is inactive, turning this field
gray and displaying “OFF.” When remote rpm is inac-
tive, engine speed is based on the current “Idle” state
and the corresponding values in “High Idle RPM” and
“Low Idle RPM” fields.
“Remote RPM Setpoint”
• Panel: [F4]
This field displays the remote rpm setpoint if the
remote rpm input 4 – 20 mA (0.875 – 4.0 V) is active.
The setpoint is only displayed in mA.
“Reset Wastegate Learning Table”
• Panel: [F11]
This button opens a dialog box that allows the user to
reset the BYC Boost tables.
“Slave ID”
• Panel: [F11]
This field allows the user to program a unique identifi-
cation number for each ECU (up to 32) on a multi-ECU
networked site. The identification number that can be
programmed can range from 1 to 247. By program-
ming an identification number, the user can communi-
cate to a specific ECU through MODBUS® using a
single MODBUS® master when multiple ECUs are net-
worked together.
“SPARK REF #”
• Panel: [F5]
These fields display the spark reference number for
each cylinder. The spark reference numbers can be
used to represent spark plug electrode wear (gap) and
can be monitored and trended to predict the time of
spark plug failure. See Section 2.10 Ignition System
“Ignition Diagnostics” for more information.
NOTE: When checking faults in ESP, the cylinder
number is in firing order. For example, if #5 cylinder
triggers an alarm for having a worn-out spark plug, the
user should check the spark plug of the 5th cylinder in
the firing order. View the [F11] Advanced Panel for
firing order information.
FORM 6331 First Edition

“Start Position”
• Panel: [F8]
User-programmable field for setting the AGR steps
during starting.
“Starter”
• Panels: [F3], [F10]
This field signals when the starter motor is engaged.
The starter motor is engaged based on “Starter Off
RPM” and “Purge Time” settings. During the time the
starter motor is engaged, the field is green and dis-
plays “ON.” During the time the starter motor is disen-
gaged, the field is gray and displays “OFF.”
“Starter Off RPM Adj” and “Starter Off RPM”
• Panel: [F3]
These fields allow the user to view and program the
rpm at which the starter motor is turned off. The
“Starter Off RPM” field displays the actual pro-
grammed rpm setting. The blue “Starter Off RPM Adj”
field allows the user to adjust the actual setting by
entering a value from 0 to +100 rpm. When an adjust-
ment is entered, the actual “Starter Off RPM” is
updated to reflect the adjustment.
“Starting Signal”
• Panel: [F3]
This field shows the current state of the digital start
signal, a digital input to the ECU. When the start signal
is high (8.6 – 36 volts), this field is green and displays
“ON.” When the start signal is low (<3.3 volts), this field
is gray and displays “OFF.”
“Stats Loaded”
• Panel: [F10]
Status field displaying if ECU has statistics loaded.
The “Stats Loaded” field should always be green and
display “OK.” If this field is red and displays “NO,” con-
tact your local Dresser Waukesha Distributor for tech-
nical support.
“Stepper Motor Setup”
• Panel: [F8]
This field allows the user to select the correct stepper
motor for the regulator application. The correct stepper
shaft must be programmed so the air-fuel system
knows the stepper motor range. The short shaft step-
per has 5,800 steps; the long shaft stepper has
20,000 steps.
NOTE: The 16V275GL uses the short shaft stepper
motor.
FORM 6331 First Edition
ESP PANEL AND FIELD DESCRIPTIONS
“Stepper Operating Mode”
• Panel: [F8]
“Start” – Indicates that the stepper is in the start posi-
tion as set by the user for engine starting. When the
engine goes from the starting to the running state, this
indicator will turn off. The stepper will remain at the
start position if in manual mode, or until the controller
goes closed loop in the automatic mode.
“Automatic” – Indicates that the control is in automatic
mode (the “Manual Mode Check Box” is not checked),
and the stepper will be active when closed loop
requirements are met.
“Manual” – Indicates that the control is in manual
mode (the “Manual Mode Check Box” is checked), and
the stepper will only move when the user requests
movement using the stepper position movement but-
tons. Manual mode will only function when the engine
is running.
“Stepper Position”
• Panel: [F8]
This field displays the current position of the stepper
motor. Located under this field are buttons used to
adjust the stepper position while the engine is running.
1 5
3
2 4
1) Decrease Stepper Position 4) Increase Stepper Position
by 200 by 25
2) Decrease Stepper Position 5) Increase Stepper Position
by 25 by 200
3) Set Stepper to the Home
Position
Figure 3.05-1. Stepper Position Adjustment Buttons
“Sync RPM”
• Panel: [F4]
This field allows the user to program a synchronized
rpm to allow easier synchronization to the electric grid.
The rpm programmed in this field is added to the
engine setpoint rpm. The synchronous rpm can be
programmed from 0 to 64 rpm.
3.05-17
ESP PANEL AND FIELD DESCRIPTIONS
“System”
• Panel: [F10]
This field alerts the user when the ESM activates a
shutdown. During an ESM shutdown, the field turns
red and displays “E-SHUTDOWN.” When this field
indicates E-SHUTDOWN, a 24 VDC signal to the cus-
tomer is provided through the Customer Interface Har-
ness. When the engine is not in an emergency
shutdown mode, the field is gray and displays “OK.”
“Throttle Feedback”
• Panel: [F4]
This field displays the throttle actuator’s position in
mA. 4 mA = 0%; 20 mA = 100%.
“Throttle Position %”
• Panels: [F3], [F4]
This field displays throttle position in terms of the per-
centage the throttle valve is open.
“Throttle Reserve”
• Panels: [F2], [F3], [F4]
This field displays the engine’s pressure differential
across the carburetor and throttle plate. Units are in
kPa (in-Hg) absolute.
“User ESD”
• Panels: [F3], [F5], [F10]
This field signals that an emergency shutdown is in
process based on a customer input. During an emer-
gency shutdown, the field is red and signals the user
that an emergency stop is active by displaying
“E-STOP.” When “E-STOP” is displayed, the engine
cannot be restarted. When the engine is not in an
emergency shutdown mode, the field is gray and dis-
plays “RUN.”
3.05-18
“User RUN/STOP”
• Panels: [F3], [F10]
This field signals that a normal shutdown is in process
based on customer input. During a normal shutdown,
the field is red and displays “STOP.” When “STOP” is
displayed, the engine cannot be restarted. When the
engine is not in a shutdown mode, the field is gray and
displays “RUN.”
“User WKI”
• Panel: [F5]
User-programmable field for entering the Waukesha
Knock Index (WKI) value of the fuel. This field must be
programmed by the user for proper engine operation.
See Section 2.15 Knock Detection “Waukesha Knock
Index (WKI)” for more information.
“User WKI in Use”
• Panel: [F5]
This field displays the Waukesha Knock Index (WKI)
value and indicates whether WKI value used by the
ESM is based on the user-defined value programmed
in “User WKI” or is remotely inputted to the ECU using
a 4 – 20 mA optional user input. When the WKI value
is programmed in ESP, the field indicates “User WKI in
Use.” When the WKI value is being inputted in real
time through the optional analog user input, the field
indicates “Remote WKI in Use.”
“Wastegate Position %”
• Panels: [F3], [F4]
This field displays the percentage that the wastegate
valve is open.
FORM 6331 First Edition
 SECTION 3.10
ESP PROGRAMMING
INITIAL ENGINE STARTUP
When an engine is being prepared for first-time use,
the following programming procedure should be done
in the order shown.
NOTE: Read and understand all information in
Section 2.00 System Power and Wiring, Section 3.00
Introduction to Electronic Service Program (ESP), and
Section 3.05 ESP Panel and Field Descriptions before
beginning initial engine startup.
WARNING
Do not install, set up, maintain, or operate any
electrical components unless you are a technically
qualified individual who is familiar with the electri-
cal elements involved. Electrical shock can cause
severe personal injury or death.
1. Visually inspect the ESM installation to be sure
that all wiring conforms to the requirements of this
manual, local codes, and regulatory bodies. Refer to
Section 2.00 System Power and Wiring for wiring and
power specifications.
2. Apply power to the ESM.
3. Using a digital voltmeter, measure the voltage
between the power terminals in the Power Distribution
Junction Box. Verify that the power supply voltage is
within the specification provided in Section 2.00 Sys-
tem Power and Wiring.
4. Install ESP to the PC that will be connected to the
ECU (Engine Control Unit). See Section 3.00 Introduc-
tion to Electronic Service Program (ESP) “Installing
ESP From CD”.
5. Connect PC to the ECU and start ESP. See
Section 3.00 Introduction to Electronic Service Pro-
gram (ESP) “Connecting PC to ECU”.
6. Start ESP and go through each ESP panel. Deter-
mine what fields need to be programmed based on
user preference and engine performance (such as pre-
postlube, high and low idle).
FORM 6331 First Edition
7. Program “User WKI” field on the [F5] Ignition
Panel. This field must be programmed for proper
engine operation. See Section 2.15 Knock Detection
“Waukesha Knock Index (WKI)” for more information.
8. Program “Load Inertia” field on the [F4] Governor
Panel. This field must be programmed for proper
engine operation. See “Programming Load Inertia” on
page 3.10-14.
9. Program “NOx” level field on the [F5] Ignition
Panel. See Section 2.30 ESM Speed Governing for
more information.
10. Program Alarm and Shutdown Setpoints on the
[F11] Ignition Panel. See “Programming Alarm and
Shutdown Setpoints” on page 3.10-16.
11. Perform a manual actuator calibration. See “Actua-
tor Calibration” on page 3.10-5.
12. Program the following fields on the [F4] Governor
Panel:
• “High Idle”
• “Low Idle”
NOTE: Not all fields may need to be programmed
depending on the speed governing mode. See
Section 2.30 ESM Speed Governing for more
information on governing modes.
13. Program the following IPM-D diagnostic fields on
the [F5] Ignition Panel (see “IPM-D Programming” on
page 3.10-17):
• “High Voltage Adjustment”
• “Low Voltage Adjustment”
• “No Spark Adjustment”
14. Perform Air-Fuel Ratio setup. See “Air-Fuel Ratio
Programming” on page 3.10-17.
15. Save values to permanent memory. If power is
removed without saving values, they will be deleted.
See “Saving to Permanent Memory” on page 3.10-3.
3.10-1
ESP PROGRAMMING

16. Start engine. Observe engine performance and 3. Enter the new value. Note the following:
make changes as necessary. Refer to latest edition of
• Most fields are programmed by entering the desired
Waukesha 16V275GL Operation and Maintenance
value within the highest/lowest allowable value for
Manual for proper engine startup procedure.
that field. If the value entered exceeds the program-
17. Save all changes to permanent memory. mable limits, the field will default to the highest/low-
est allowable value for that field.
18. Take screen captures of all ESP panels and save
for future reference. • Some fields are programmed by entering an adjust-
ment value (±) to the default value. The bottom field
NOTE: Screen captures of the currently active
(green) displays the actual programmed value. The
window can be taken by pressing [ALT}+[Print Screen]
top (blue) field allows the operator to adjust the
keys on your keyboard. This saves the image to the
actual value by entering a negative or positive off-
clipboard where it can be pasted into most image
set.
editing software.
When an adjustment is entered, the default field
BASIC PROGRAMMING IN ESP updates to reflect the adjustment. If you want to
return to the original default value, program the
The ECU is designed to be used with various Dresser adjustment field to zero.
Waukesha engine families and configurations. Conse-
quently, it must be tailored to work with site-specific
information. This is achieved by calibrating (program-
ming) an ECU with information that is appropriate for
the engine and the site-specific application.
The ECU is programmed for the engine, using the
ESP software on a PC at the engine site. Although
ESP is saved on a PC, all programmed information is
saved to, and resides in, the ECU. You do not need to
have a PC connected with ESP running to operate
an engine with ESM.
Programming in ESP is done by placing ESP into an
editing mode. Once in the editing mode, the user is
Figure 3.10-2. Example of Programming an Offset
able to edit the programmable (blue) fields.
The following procedure details a typical editing ses- NOTE: The contents of temporary memory are lost
sion: whenever power to the ECU is removed or on engine
shutdown.
1. Click on the “Start Editing” button located on the
button bar. While in editing mode, the button will read NOTE: Since an entered value is active as soon as
“Stop Editing – Currently Editing.” [Enter] is pressed, it is possible that you will notice a
brief engine disruption as the engine adjusts to the
new value. If a new value could cause brief engine
Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
View Faults
Manual Actuator
Calibration
Version Details Stop Logging All
ECU

Change Units Start Editing Undo All Changes

disruption, a dialog box will appear requesting
confirmation that this is acceptable. If this is
acceptable, click “OK” to continue. If a brief engine
disruption is not acceptable, click “Cancel” to return to
ESP with the field set back to the previous value.
Start Editing

Figure 3.10-1. Start Editing Button

2. Locate the programmable field to change and

double-click the field or highlight the value to be
edited.
Figure 3.10-3. WED Calibration Tool Dialog Box

3.10-2 FORM 6331 First Edition

 ESP PROGRAMMING

4. Once the new value is entered, press [Enter].

Once [Enter] is pressed, the new value becomes
“active,” meaning the ECU is using the new value to Save to ECU
operate the ESM. The new value, however, is tempo-
rarily saved in the ECU.
5. Edit other fields as necessary. Manual Actuator
Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

6. When all values are entered, click the “Stop Edit-

ing” button. While the editing mode is OFF, the button Figure 3.10-5. Save to ECU Button
will read “Start Editing.”
2. Select the appropriate response in the “Commit To
Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change
Permanent Memory” dialog box. Click “Yes” to save to
Manual Actuator
View Faults Calibration
Version Details Stop Logging All Change Units
Stop Editing -
Currently Editing Undo All Changes permanent memory, or click “No” to return to ESP
without saving to permanent memory.

Commit To Permanent Memory

Stop Editing -
Currently Editing Are you sure you want to save changes to permanent memory?

Figure 3.10-4. Stop Editing - Currently Editing Button

Yes No
7. Observe engine performance. Make modifications
as necessary. Figure 3.10-6. Commit To Permanent Memory Dialog
Box
8. Save changes to permanent memory if desired.
See “Saving to Permanent Memory” for instructions. EXITING ESP WITHOUT SAVING
SAVING TO PERMANENT MEMORY If you exit ESP without saving to the ECU, the “Shut-
ting Down ESP...” dialog box appears with four options:
Once all programming is done, it will be necessary to
save edited values to the ECU’s permanent memory. • “Save Changes to ECU”
The ECU contains both volatile (temporary) random • “Keep Changes in Temporary Memory”
access memory (RAM) and non-volatile (permanent)
• “Discard All Changes Since Last Save”
random access memory (NVRAM).
• “Cancel”
When a programmable value is edited in ESP, it is
stored in the ECU’s temporary memory. This allows
the user to evaluate changes made to the ECU before Shutting Down ESP....
saving the values to the ECU’s permanent memory.
The contents of RAM will be lost if the ECU loses
Save Changes to ECU
power, but are unaffected if the PC loses power or is
disconnected from the ECU.
To permanently save programmed values, the user
must initiate a “Save to ECU.” The new values are then Keep Changes in Temporary Memory
saved permanently to NVRAM. When values are
saved to NVRAM, the information is not lost when
power to the ECU is removed. Once the values are
saved to permanent memory, the previous save to per-
Discard All Changes Since Last Save
manent memory cannot be retrieved. The user can
save unlimited times to ECU NVRAM.
To save to permanent memory:
1. Click the “Save to ECU” button on the button bar. Cancel

Figure 3.10-7. Shutting Down ESP Dialog Box

FORM 6331 First Edition 3.10-3

ESP PROGRAMMING

Save Changes to ECU

IMPORTANT!
Click “Save Changes to ECU” button to save all
changes to permanent memory in the ECU before exit- Discarding all changes could temporarily
ing. When asked if you want to “Commit To Permanent affect the operation of the engine
Memory,” click “Yes” if this the intended action; other-
wise click “No” to return to ESP.

Commit To Permanent Memory

Are you sure you want to save changes to permanent memory? Continue Cancel

Yes No
Figure 3.10-10. IMPORTANT! Discarding Changes
Dialog Box
Figure 3.10-8. Commit To Permanent Memory Dialog
Box Cancel

Keep Changes in Temporary Memory Click the “Cancel” button to cancel exiting from ESP.
Any values in temporary memory will remain in tempo-
Click “Keep Changes in Temporary Memory” button to rary memory.
save all changes in temporary memory in the ECU.
You will be able to close ESP and disconnect the PC SENDING CALIBRATIONS TO ECU
from the ECU while keeping all changes; however,
changes will be lost if power to the ECU is removed or 1. Save the e-mailed calibration to the folder of the
the engine is shut down. Read the information on the local hard drive on the computer used for ESP com-
dialog box that appears and click “Continue” if this is munication with the ECU.
the intended action; otherwise click “Cancel” to return 2. Start ESP.
to ESP.
3. On the button bar click “Version Details”, and verify
IMPORTANT!
that the Software Version and Engine Type match with
the information provided with the downloaded calibra-
Changes kept in temporary memory will re- tion.
set on engine shutdown. It is not recom-
mended to keep changes in temporary
memory when the engine is running unat- View Faults
Manual Actuator
Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change

Calibration
tended. When temporary memory is reset,
Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

the values in ECU permanent memory are

activated.

Continue Cancel
Version Details

Figure 3.10-9. IMPORTANT! Temporary Memory

Warning Dialog Box Figure 3.10-11. Version Details Button

Discard All Changes Since Last Save
Click “Discard All Changes Since Last Save” button to
reset the ECU to the programmed parameters that
were last saved to permanent memory in the ECU.
Since all the “active” values used by the ECU will be
reset to those last saved, it is possible that you will
notice a brief engine disruption as the engine adjusts
to the new values. When asked if you want to discard
all changes, click “Continue” if this the intended action;
otherwise click “Cancel” to return to ESP.
IMPORTANT! If either of the provided version num-
bers differs from the Version Details window, do not
proceed any further and contact Dresser Waukesha to
receive the correct calibration for your engine. If the
Software Version and Engine type of the calibration do
not match, sending it to the ECU will result in a non-
functional ECU. There is no undo with this procedure
and the only way to correct the calibration is to get a
replacement calibration from Dresser Waukesha that
is compatible with the ECU.
NOTE: It is recommended that a screen capture of
the Version Details screen is saved prior to sending a
new calibration to ECU.

3.10-4 FORM 6331 First Edition

 ESP PROGRAMMING

4. In the Title Bar (top of window), or in the Version
Details screen, note the “Calibration Part Number” that
is currently being used for the ECU.
To perform a manual actuator calibration, complete the
following:
1. Shut down engine, but do not remove power from
the ECU.
2. View each of the ESP panels. If any E-Stop fields
or shutdown fields are active (shown in red), you will
not be able to perform a manual calibration until they
are corrected. Refer to Section 4.00 Troubleshooting
for information on how to troubleshoot the ESM.
3. View the [F4] Governor Panel in ESP.

Figure 3.10-12. Version Details Screen

5. Close Version Details window and on the button

bar, click “Send Calibration to ECU”.
6. Browse to the location where the new calibration
was saved from Step 1. Click filename and select
“open” to send the new calibration to the ECU. Figure 3.10-13. [F4] Governor Panel

7. Once the calibration is finished being sent, close 4. Click on the “Manual Actuator Calibration” button
ESP. on the button bar.
8. Restart ESP, and in the Title Bar (top of window),
Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
verify that the “Calibration Part Number” that is cur- View Faults
Manual Actuator
Calibration
Version Details Stop Logging All
ECU

Change Units Start Editing Undo All Changes

rently being used for the ECU has been updated.

9. Check faults to ensure there are no new alarms or
shutdowns activated.

ACTUATOR CALIBRATION Manual Actuator

Calibration
To work correctly, the ESM must know the fully closed
and fully open end points of the throttle, wastegate,
and bypass actuator movement. To establish the fully Figure 3.10-14. Manual Actuator Calibration Button
closed and fully open end points, the actuators must
be calibrated. 5. Click “Yes” on the confirmation dialog box to begin
the auto calibration procedure.
NOTE: On initial engine startup, perform a manual
calibration of the actuators.
A manual calibration can be performed when the
engine is not rotating and after postlube and the
ESM’s post-processing is complete. If an emergency
shutdown is active, a manual calibration cannot be
completed.

FORM 6331 First Edition 3.10-5

ESP PROGRAMMING
6. If the engine is stopped and has completed post-
lube and post-processing, a dialog box appears, veri-
fying the ESM is ready to perform the calibration. Click
“OK.”
NOTE: If the engine has not stopped or is not ready to
perform a manual calibration, a dialog box appears,
providing the reason for not doing the manual
calibration. Click “OK.” Wait a few minutes before
attempting manual calibration.
7. During the calibration process, several messages
appear, indicating that the actuators are being cali-
brated.
NOTE: The “Bypass Position%” and “Wastegate
Position %” gauges will not move on the screen during
autocal.
8. Observe the actuator lever and the actuator shaft
as the “Throttle Position” field displays actuator move-
ment.
What is observed on the engine and what is displayed
in the field should match. You should observe the
Throttle Position needle move from 0 to 100% in large
steps.
3.10-6
Note the following:
• If the actuator movement does not follow the needle
movement listed, troubleshoot the ESM by following
the remedies provided in E-Help. Refer to
Section 4.00 Troubleshooting for information on how
to troubleshoot the ESM using E-Help.
• If your observations show no movement with either
the actuator or ESP, troubleshoot the ESM by follow-
ing the remedies provided in E-Help. Refer to
Section 4.00 Troubleshooting for information on how
to troubleshoot the ESM using E-Help.
• If the needle in the “Throttle Position” field does not
move but the actuator on the engine does, the
“Throttle Error” field on the [F4] Governor Panel
should be yellow and display “YES,” indicating an
actuator error. Refer to Section 4.00 Troubleshoot-
ing for information on how to troubleshoot the ESM
using E-Help.
• If the needle in the “Throttle Position” field does
move but the actuator on the engine does not, it
could be an internal error in the ECU or a corrupt
ESP. Contact your local Dresser Waukesha Distribu-
tor for technical support.
NOTE: If the ESM detects a fault with the actuator, the
“Throttle Error” field on the [F4] Governor Panel should
be yellow and display “YES,” indicating an actuator
error. Refer to Section 4.00 Troubleshooting for
information on how to troubleshoot the ESM using
E-Help.
9. Confirmation appears when the calibration is com-
plete. Click the “OK” button to continue.
NOTE: When confirmation appears, it simply means
that the ESM is done calibrating the actuator, but does
not indicate whether or not the calibration was
successful. You must observe actual actuator
movement.
FORM 6331 First Edition
 ESP PROGRAMMING

RESET STATUS LEDS ON ECU LOGGING SYSTEM PARAMETERS

When an ESM fault is corrected, the fault disappears All active system parameters can be logged using
from the ESP active fault log and the ESP screens will ESP for a user-determined period of time. The file that
no longer indicate an alarm. is saved is a binary file (file extension .AClog) that
must be converted or extracted into a usable file for-
However, the yellow and/or red status LED(s) on the
mat. Using the Log file Processor program installed
ECU will remain flashing the fault code(s) even after
with ESP, the binary file can be converted into a Tab
the fault(s) is cleared.
Separated Value File (.TSV) readable with Microsoft®
The code will continue to flash on the ECU until one of Excel or the file can be converted into a text file (.TXT).
the following actions is taken: Once the data is readable as a .TSV or .TXT file, the
user can review, chart, and/or trend the data logged as
• Reset the LED(s) using ESP
desired. Complete the following:
• Restart the engine
1. In ESP, click on the “Start Logging All” button
To reset the LED(s) using ESP, click “Reset Status located on the button bar. A file will automatically be
LEDs” located on the button bar. created on the PC’s hard drive with the engine data
being logged.
NOTE: The “Start Logging All” and the “Stop Logging
Reset Status LEDs
All” buttons cannot be active at the same time. When
one is active, the other becomes inactive.

Start Logging All

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Stop Logging All

Figure 3.10-15. Reset Status LEDs Button

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Figure 3.10-16. Start Logging All Button

NOTE: Allow the engine to run while the data is being

logged. It is recommended that 1– 2 hours be the
maximum amount of time that is allowed to log data to
avoid creating a file too large to open with applications
that have a minimum number of columns/rows, such
as Microsoft® Excel.
2. When you want to stop logging data, click the
“Stop Logging All” button.

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Start Logging All

Stop Logging All

Figure 3.10-17. Stop Logging All Button

FORM 6331 First Edition 3.10-7

ESP PROGRAMMING

3. Start the ESP Log File Processor program by one
of the following methods.
• Double-click the Log File Processor shortcut on
your desktop. If ESP is open, you will need to mini-
mize the screen to access the shortcut.
NOTE: All log files are saved to a directory. Typically,
this directory is located at C:\Program File\Esm\Logs.
Within the directory “Logs” there is a subdirectory (or
subdirectories) named with the engine serial number.
The log file is saved in the subdirectory of the
appropriate engine.

• From the Windows® taskbar, click Start → All Pro-

grams → Waukesha Engine Controls → Engine ENGINE SERIAL NUMBER
System Manager (ESM) → Log File Processor. SUBDIRECTORY

4. Determine whether you would like to convert the

file into a .TXT file that can be opened in Microsoft®
Word or another word processing program, or if you
would like to extract the file into a .TSV file that can be
opened and charted in Microsoft® Excel or another
spreadsheet program.
• If you want to create a .TXT file, continue with “Cre-
ate Text File.” Figure 3.10-19. Open File Dialog Box

• If you want to create a .TSV file, continue with 3. Select the desired .AClog file to be converted and
“Create .TSV File.” click “Open.” This will begin the conversion process.
CREATE TEXT FILE
The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TXT file that
can be opened in Microsoft® Word or another word
processing program.
1. Start the Log File Processor program and click the .ACLOG FILE TO BE
CONVERTED
“Create Text File” button.

Figure 3.10-20. Open File Dialog Box

4. View the “Status Information” box and verify that

the conversion was successful (see Figure 3.10-21).

Figure 3.10-18. Log File Processor

2. Select the folder that contains the log file to con-

vert and click the “Open” button.

3.10-8 FORM 6331 First Edition

 ESP PROGRAMMING

CREATING .TSV FILE

The following steps explain how to extract a logged file
(a file with the extension .AClog) into a .TSV file that
can be opened in Microsoft® Excel and charted.
1. Start the Log File Processor program and click the
STATUS
INFORMATION “Create Excel Column” button.

Figure 3.10-21. Log File Processor

5. Close the Log File Format Extractor dialog box by

clicking “X” in the upper right corner. The Log File Pro-
cessor program is now closed.
6. Using Microsoft® Word or another word processing
program, open the .TXT file that has been created.
The text file will be in the same subdirectory as Figure 3.10-23. Log File Processor
the .AClog file. Select the desired .TXT file to be
opened and click “Open.” 2. Select the folder that contains the log file to con-
vert and click the “Open” button.
NOTE: If the word processing program being used
does not show the .TXT file, try changing the “Files of NOTE: All log files are saved to a directory. Typically,
type:” to read “All Files.” this directory is located at C:\Program File\Esm\Logs.
Within the directory “Logs” there is a subdirectory (or
7. Review logged data.
subdirectories) named with the engine serial number.
The log file is saved in the subdirectory of the
appropriate engine.

ENGINE SERIAL NUMBER

SUBDIRECTORY

Figure 3.10-24. Open File Dialog Box

3. Select the desired .AClog file to be converted and

click “Open.” This will begin the conversion process.

Figure 3.10-22. Sample Logged Data Text File

FORM 6331 First Edition 3.10-9

ESP PROGRAMMING

7. Using Microsoft® Excel, you can then plot or chart

the logged parameters. Refer to Microsoft® Excel soft-
ware documentation for instruction on creating charts
and graphs.

.ACLOG FILE TO BE
CONVERTED

Figure 3.10-25. Open File Dialog Box

4. The Log File Processor program will extract the

files. The Log File Format Extractor dialog box will indi- Figure 3.10-28. Sample of Charted Logged Data
cate to you when the extraction is complete.
CHANGING UNITS – U.S. OR METRIC
Units in ESP can be viewed in either U.S. or metric
measurement units. To change units displayed on ESP
panels, complete the following:

STATUS 1. In ESP, click on the “Change Units” button on the

INFORMATION button bar.

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
ECU
Manual Actuator
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Change Units
Figure 3.10-26. Log File Processor

5. Close the Log File Format Extractor dialog box by

clicking “X” in the upper right corner. The Log File Pro- Figure 3.10-29. Change Units Button
cessor program is now closed.
2. Select the unit type to be displayed in ESP:
6. Using Microsoft® Excel or another spreadsheet
“Metric” or “US.”
software program, open the .TSV file that was just cre-
ated. The .TSV file will be in the same subdirectory as
the .AClog file. Select desired .TSV to be opened and
click “Open.”
NOTE: If the spreadsheet program being used does
not show the .TSV file, try changing the “Files of type:”
to read “All Files.”

Figure 3.10-27. Sample Logged Data .TSV File

3.10-10 FORM 6331 First Edition


Figure 3.10-30. Select Units Dialog Box
3. Click “OK.” All the field values on each panel will
be shown in the selected units.
PROGRAMMING REMOTE ECU FOR OFF-
SITE PERSONNEL
INTRODUCTION
This procedure explains how to connect a modem to
an ECU for remote programming at your site. Dresser
Waukesha’s Remote Programming Modem Tool Kit
(P/N 489943) is required. The ECU is remotely pro-
grammed using two modems: one modem at the fac-
tory and one at your site. This procedure works for
either a blank (non-programmed) ECU or a previously
programmed ECU. Once your connections are com-
plete, the Dresser Waukesha Parts Department will
download the program to the ECU.
Table 3.10-1. ESM Remote Programming P/N 489943
QTY DESCRIPTION P/N
U.S. Robotics Modem Model 5686
1 with power cord and telephone 740299A
cord (see Figure 3.10-33)
1 Modem Cable 740269A
1 ECU Power Cable 740299
Table 3.10-2. Equipment Not Provided in Kit
QTY DESCRIPTION
ESM ECU that requires programming or
1 re-programming
Phone lines: one analog line to connect modem for
2 downloading and one to call Dresser Waukesha
when setup at your site is complete
FORM 6331 First Edition
ESP PROGRAMMING
MODEM SETUP
1. Remove modem from package.
2. Place modem in Auto Answer mode by setting dip
switches on back of modem as shown (see
Figure 3.10-31). Dip switches must be set so switches
3 and 8 are ON (down) and all others are OFF (up).
Figure 3.10-31. Setting Dip Switches on Modem
NOTE: Refer to Figure 3.10-32 and Figure 3.10-33 for
the following steps.
3. Plug the circular connection on the ECU Power
Cable (P/N 740299) into the connection named
“Power/Outputs” on the side of the ECU.
4. Plug the other end of the ECU Power Cable into an
outlet. The ECU Power Cable can plug into a 100–240
V, 50/60 Hz power source; however, a plug adapter
may be required.
5. Verify that the power LED on the front of the ECU
is lit. If the LED on the ECU is not lit, make sure the
ECU Power Cable is connected correctly to the
“Power/Outputs” connection on the side of the ECU
and make sure the outlet has power.
6. Plug the 8-pin connector of the Modem Cable into
the connection named “Service Interface” on the side
of the ECU.
7. Plug the 25-pin connector of the Modem Cable into
the back of the modem.
8. Plug the modem’s power cord into the back of the
modem. The modem’s power cord can plug into a 60
Hz power source only. A converter and/or plug adapter
will be required for 50 Hz power sources.
9. Plug the modem’s power cord into an outlet.
3.10-11
ESP PROGRAMMING

10. Plug the telephone cord into the back of the

modem (see Figure 3.10-32.) Be sure telephone line is
connected to the correct port (port on the far left).

3
2

1) Telephone Line Cord 2) Modem Cable

3) Power Cord
Figure 3.10-32. Modem Rear View

11. Plug the other end of the telephone cord into the
phone jack on the wall.
NOTE: The phone jack must be an analog port.
Digital lines will not function correctly.
12. Turn on modem.
13. Verify that the AA (“Auto Answer”), CS (“Clear to
Send”), and TR (“Terminal Ready”) LEDs on the
modem are lit (see Figure 3.10-33).
NOTE: If the correct LEDs on the modem are not lit,
check all connections and LEDs. Connections must be
correct. If LEDs still do not light, contact Dresser
Waukesha Parts Department for assistance.
14. The connection is complete and you are ready to
begin downloading. Contact your Customer Service
Representative at Dresser Waukesha to complete
remote programming. Dresser Waukesha will download
the ECU Program from the factory to your site via a
modem.
NOTE: After the Dresser Waukesha representative
establishes connection with your modem but before
actual downloading begins, the CD (“Carrier Detect”)
and ARQ/FAX (“Fax Operations”) LEDs will be lit.
15. During download, the RD (“Received Data”), SD
(“Send Data”), and TR (“Terminal Ready”) LEDs on
the modem will be flashing. The download will take
approximately 5 – 10 minutes. When finished, the
Dresser Waukesha representative will verify download
is complete and successful.

3.10-12 FORM 6331 First Edition

 ESP PROGRAMMING

4
5 6 7 8

1) ON/OFF Switch 2) AA (Auto Answer Mode) LED 3) CD (Carrier Detect) LED

4) RD (Received Data) LED 5) SD (Send Data) LED 6) TR (Data Terminal Ready) LED
7) CS (Clear to Send) LED 8) ARQ/FAX (Fax Operations Data Mode) LED
Figure 3.10-33. Front of Modem

1 2 3

6 4

1) Modem 2) Modem Cable (P/N 740269A) 3) ESM ECU

4) ECU Power Cable (P/n 740299) 5) Outlet 6) Modem’s Power Cord
7) Phone Jack 8) Telephone Line Cord
Figure 3.10-34. ECU Remote Programming Schematic

FORM 6331 First Edition 3.10-13

ESP PROGRAMMING

PROGRAMMING LOAD INERTIA To determine the rotating moment of inertia for ALL
driven equipment, you must determine the rotating
Normally, the “Load Inertia” field on the [F4] Governor moment of inertia for each piece of driven equipment
Panel in ESP is programmed by the operator for (being consistent with U.S./English and Metric units).
proper engine operation. By programming the load Once you have the value for each piece of driven
inertia or rotating moment of inertia of the driven equipment, you sum all the values. The summed value
equipment, the governor gain is preset correctly, aid- is what is programmed on the [F4] Governor Panel in
ing rapid startup of the engine. ESP.
The rotating moment of inertia must be known for each NOTE: Verify driven equipment models prior to
piece of driven equipment and then added together. entering information into ESP. Additional model types
Rotating moment of inertia is needed for all driven not released at the time of this printing may be used in
equipment. Rotating moment of inertia is not the manufacturing at Dresser Waukesha. For additional
weight or mass of the driven equipment. inertia information not contained in these tables,
NOTE: The rotating moment of inertia of driven please contact your local Dresser Waukesha
equipment is an inherent property of the driven Distributor for technical support.
equipment and does not change with engine speed or The procedure below describes how to program load
load. Contact the coupling or driven equipment inertia.
manufacturer for the moment of inertia value.
1. Shut down engine but do not remove power from
Failure to program the
CAUTION moment of inertia for
the ECU.
the driven equipment on the engine in ESP will 2. Determine the rotating moment of inertia for each
lead to poor steady state and transient speed sta- piece of driven equipment. Refer to Table 3.10-3,
bility. Disregarding this information could result in Table 3.10-4, and Table 3.10-5.
product damage and/or personal injury. 3. Add together all the moment of inertia values of
the driven equipment to determine the moment of iner-
tia value to be programmed in ESP.
Table 3.10-3. Generator Manufacturer
NUMBER
GENERATOR GENERATOR SPEED TOTAL GENERATOR TOTAL GENERATOR
OF
MANUFACTURER MODEL (RPM) INERTIA (kg-m2) INERTIA (lb-in.-s2)
BEARINGS
Baylor G842 UNT-533 2 900 206.9 1831
Baylor G855 PNT-502 2 900 425.9 3770
ABB AMG 560 S8 BAMC 2 900 186 1649
ABB AMG 560 M8 2 900 195.9 1734
AVK DSG 99 M1-6 2 1000 164.8 1459
Leroy Somer LSA 54 UL 105/6 2 1000 211.7 1874
Leroy Somer LSA 56 BM65 2 1000 357.7 3166
Kato 6P9-3400 2 1000 234.5 2076
Kato 6P10.5-3000 2 1000 289.9 2645
Kato 6P10.5-3300 2 1000 649.7 5750
Kato 6P10.5-3700 2 1000 358.4 3172
Kato 8P7-3300 2 900 263.7 2334
Kato 8P10.5-2700 2 900 331.6 2935
Kato 8P10.5-3800 2 900 448.8 3972
Kato 8P10.5-4200 2 900 560.2 4958
WEG SPW 710 2 900 810.3 7172
WEG SPW 710 (light rotor) 2 900 560.2 4959

3.10-14 FORM 6331 First Edition

 ESP PROGRAMMING

Table 3.10-4. Compressor Manufacturer

COMPRESSOR COMPRESSOR SPEED TOTAL COMPRESSOR TOTAL COMPRESSOR
MANUFACTURER MODEL (RPM) INERTIA (kg-m2) INERTIA (lbf-in.-s2)
Ariel JGC/4 900 14.9 132
Ariel JGC/6 900 22.3.9 197
Ariel JGD/4 900 12.3 109
Cooper-Superior MH64 900 8.5 75
Cooper-Superior WH64 1000 8.8 78
Superior WH66 1000 9.8 87
Superior WG72 1000 12.2 108
Dresser-Rand HOS6 1000 35.6 315
Dresser-Rand 6HOS4 1000 31.9 283
Dresser-Rand 7HOS6 900 13.8 122

Table 3.10-5. Coupling Manufacturer

COUPLING COUPLING TOTAL COUPLING TOTAL COUPLING
MANUFACTURER MODEL INERTIA (kg-m2) INERTIA (lbf-in.-s2)
Renold DCB GS645.5 27.6 245
Renold DCB 828 SM50 61.8 547
Renold DCB 828 SM70 61.2 541
Renold DCB 837.5 SM70 59.7 529
Renold DCB 845.5 SM60 16.9 149
Rexnord Thomas CMR 750 10.0 88
Rexnord Thomas CMR 850 23.4 208
Rexnord Thomas CMR 925 31.3 277
T.B. Woods FSH-70 10.8 95
T.B. Woods FSH-75 14.1 125

T.B. Woods
FSH-80 19.2 170

T.B. Woods
FSH-85 24.3 215

T.B. Woods
FSH-92 35.9 318

Reich AC 10D 6.4 57

Reich AC 11D SN Grade Insert 24.4 216
Vulcan RATO 3318 G 65.3 578
NOTE: All couplings with 28.875 adapter

Example 4. View the [F4] Governor Panel in ESP.

The following example using values from Table 3.10-3
and Table 3.10-5 shows the total moment of inertia for
a generator using a coupling.
Engine Application: Compressor
Generator: Ariel JGC/4
Coupling: Renold DCB GS645.5
kg*m2 lbf-in.-s2
Compressor Moment of Inertia = 14.9 132
Coupling Moment of Inertia = 27.6 245
Total Rotating Moment of
42.5 377
Inertia for Driven Equipment =
The total load inertia, 42.50 kg*m2 (377 lbf-in.-s2) is then
programmed in the [F4] Governor Panel in ESP.
Figure 3.10-35. [F4] Governor Panel

FORM 6331 First Edition 3.10-15

ESP PROGRAMMING

5. Click on the “Start Editing” button. While in editing • All three temperature offsets can be programmed
mode, the button will read “Stop Editing – Currently between 0 and -30 °C (0 and -54 °F). Jacket water
Editing.” temperature alarm/shutdown values can never be
greater than what was set at the factory.
6. Double-click the “Load Inertia” field or highlight the
currently programmed load inertia value.
7. Enter the sum of the moment of inertia values of all
driven equipment.

345 kPa 87.5 °C 65.5 °C 86 °C

310 kPa 93 °C 68.25 °C 92 °C

8. Press [Enter]. Once [Enter] is pressed, the new OFFSET +5 -5 -5 -5

value becomes “active,” meaning the ECU is using the
new value to operate the ESM. The changed value is
temporarily saved to the ECU.
NOTE: The contents of RAM (temporary memory) are
lost whenever power to the ECU is removed.
9. Click the “Stop Editing” button. While the editing
mode is OFF, the button will read “Start Editing.”
10. Save value to permanent memory. Click the
“Save to ECU” button.
11. When asked if you are sure you want to save to the
ECU, click “Yes.”
PROGRAMMING ALARM AND
SHUTDOWN SETPOINTS
Complete the following steps to adjust the pro-
grammed alarm and shutdown setpoints. The alarm
and shutdown setpoints are factory set; however, they
can be adjusted, but only in a safe direction.
NOTE: The oil pressure alarm and shutdown
setpoints will read “zero” when the engine is not
running.
NOTE: When testing alarms or shutdowns, always
run engine at no load.
1. View the [F11] Advanced Functions Panel in ESP.
2. Enter editing mode if necessary.
CHANGE:
350 kPa 82.5 °C 60.5 °C 81 °C
315 kPa 88 °C 63.25 °C 87 °C
Figure 3.10-36. Example of Changing Alarm/Shutdown
Offsets
NOTE: Once [Enter] is pressed for each new value, it
becomes “active,” meaning the ECU is using the new
value to operate the ESM. The new value is
temporarily saved to RAM in the ECU.
4. Once the new value is entered, press [Enter].
NOTE: The contents of RAM (temporary memory) are
lost whenever power to the ECU is removed or on
engine shutdown. This includes an engine that has
shut down while testing a safety shutdown setpoint.
5. If necessary, edit other fields.
6. When all values are entered, click the “Stop Edit-
ing” button on the button bar.
7. Observe engine performance. Make modifications
as necessary.

3. Enter the offset values for each alarm/shutdown.

Note the following:
• If the value entered exceeds the programmable lim-
its, the field will default to the highest/lowest allow-
able value for that field.
• Oil pressure offsets can be programmed between
0 – 345 kPa (0 – 50 psi). Oil pressure alarm/shut-
down values can never be less than what was set at
the factory.

3.10-16 FORM 6331 First Edition

 ESP PROGRAMMING

IPM-D PROGRAMMING NOTE: Improper use of these adjustments may limit

the effectiveness of IPM-D diagnostics.
Three settings are available on the [F5] Ignition Panel for
adjusting when alarms will be triggered for the IPM-D: ADJUSTMENTS CAN NOT LOW VOLTAGE LIMIT:
BE MADE TO EXCEED DEFAULT VALUE: 100
Table 3.10-6. IPM-D Programmable Fields PRESET LIMITS
MAXIMUM VALUE: 120
FIELD NAME OFFSET RANGE
High Voltage Adj. -30 to +30
Low Voltage Adj. -30 to +30
No Spark Adj. -25 to +25
See Section 2.10 Ignition System “Ignition Diagnos-
+30
tics” for detailed information on IPM-D diagnostics OFFSET
functionality.
Each setting has a blue programmable field for adjust-
ing the offset and a green “Limit” field that displays the
adjusted value.

Figure 3.10-38. Example of Exceeding Preset Limit

1
AIR-FUEL RATIO PROGRAMMING
The ESM with Lean Burn AFR control comes prepro-
2 grammed to maintain the proper air-fuel ratio to meet
desired emissions levels. However, review of user set-
3
tings is recommended before startup. Also, some user
settings are required for more accurate AFR control.
PROGRAMMING FUEL TYPE
ESP contains the following fuel types with the constitu-
ents predefined:
• HD5 Propane
1) HIGH VOLTAGE 2) LOW VOLTAGE
ADJUSTMENT ADJUSTMENT • Field Gas
3) NO SPARK ADJUSTMENT • Pipeline Gas
Figure 3.10-37. [F5] Ignition Panel • Digester Gas

The green limit fields have a defined minimum and
maximum range that is factory set. If the user pro-
grams a positive or negative offset that exceeds this
range, the limit field will display only the maximum or
minimum setting, even though the adjustment entered
may calculate to be different (see Figure 3.10-38).
To determine the default value for a limit, set the offset
value to zero.
• Landfill Gas
See Table 3.10-7 for the constituents that make up
these fuel types and “Predefined Fuel Types” on
page 3.10-18 for programming information.
If a selection from this list does not meet your require-
ments, see “Fuel Type Manual Entry” on page 3.10-18
for programming information.

Table 3.10-7. Constituents of Predefined Fuel Types

FUEL CONSTITUENTS
FUEL TYPE
Methane Ethane Propane Butane CO2 Oxygen Nitrogen
HD5 — 0.08 0.92 — — — —
Propane
Field Gas 0.85 0.11 0.02 0.005 0.015 — —
Pipeline Gas 0.95 0.025 — — 0.005 — 0.02
Digester Gas 0.65 — — — 0.33 0.04 0.02
Landfill Gas 0.45 — — — 0.36 0.04 0.15

FORM 6331 First Edition 3.10-17

ESP PROGRAMMING

Predefined Fuel Types Fuel Type Manual Entry

1. In [F8] AFR Setup Panel, click the “Fuel Type” edit If the “Fuel Type” selected in the [F8] AFR Setup Panel
button. is “Other”, then the fuel type will need to be defined by
its constituents. A list of fuel constituents may be sup-
plied by the site or can be found by using a chromato-
graph. Once these values are known, continue with
the following procedure:
1. In [F8] AFR Setup Panel, click the “Manual Entry...”
1 2 edit button.
2. Enter each constituent value for the primary fuel
type in the “Fuel Component” Quick Edit window.
3 NOTE: These values are mole fractions and all seven
constituents added together must equal a value
between 0.97 and 1.03. If the total value of the
constituents fall outside this range, Alarm 535 “FUEL 1
COMPOSITION” will be raised and the ESM will
1) FUEL TYPE 2) MANUAL ENTRY default to the Pipeline Gas fuel type.
3) LOWER HEATING VALUE
Figure 3.10-39. [F8] AFR Setup Panel

2. In the Quick Edit window, select the primary fuel

type being used from the drop-down selection box
(see Figure 3.10-40).

Figure 3.10-41. Fuel Component Quick Edit Window

NOTE: The secondary fuel type is not used at this

time and is reserved for future use.

Figure 3.10-40. Fuel Type Quick Edit Window

NOTE: The secondary fuel type is not used at this

time and is reserved for future use.
3. In the “Lower Heating Value” field, enter the LHV
between 5 – 120 MJ/Nm3 (127 – 3052 BTU/scf).

3.10-18 FORM 6331 First Edition

 ESP PROGRAMMING

AFR SETUP

8
3

1
4
9 11

10 12
5

13

1) O2 Setpoint 2) Heater Power 3) Check Box for Manual Mode

4) Stepper Position (Max/Min) 5) Stepper Motor Setup 6) Start Position
7) Stepper Position 8) STEPPER OPERATING MODE 9) O2 Cal Conditions
10) CAL CONDITIONS 11) Calibrate O2 Sensor 12) O2 Cal Accept
13) EXT O2 For Cal
Figure 3.10-42. [F8] AFR Setup Panel

1. Using ESP, go to [F8] AFR Setup Panel and enter
editing mode.
2. From the “Heater Power” (Item #2) drop-down box
select either On or Off.
3. Verify Short Shaft Stepper is selected in “Stepper
Motor Setup” dropdown box (Item #5).
4. Verify “Start Position” (Item #6) is set to 1200 steps
and MAS valve is set to about 7 turns out from closed.
For more information on the MAS valve refer to the lat-
est edition of Form 6333, 16V275GL Operation and
Maintenance manual.
5. Set stepper to manual mode by checking the
“Check Box for Manual Mode” (Item #3).
6. Start engine and allow it to warm up and stabilize.
“Stepper Operating Mode” (Item #8) Manual field
should now be green.
NOTE: The main gas regulator, controls the gas/air
via the AGR stepper to 4" +/- 1.5" H2O (101.6
±38.1mm H2O). The regulator’s pilot spring (silver
color with blue stripe) has a 0" – 20" H2O (0 – 508 mm
H2O) gas/air capability. The AGR stepper is mounted
to the regulator with a .25 in.(6.35 mm) spacer and two
actuator gaskets (one on each side of the spacer). The
spacer brings the stepper motor’s operating range in
the middle when operating at rated power with natural
gas fuel.
7. Bring engine to rated speed and load. Using arrow
buttons below “Stepper Position” field (Item #7), adjust
stepper position to keep “O2 setpoint” (Item #1) near
the O2 level as measured by exhaust analyzer. When
at full load and speed, adjust MAS valve so gas/air
reading is ~4 in. H2O within the stepper range (1000 –
1500 steps).

FORM 6331 First Edition 3.10-19

ESP PROGRAMMING

NOTE: Closing the MAS valve will increase the

stepper position for a given running condition (%O2,
load, and speed), whereas opening it will decrease the
position
8. Take exhaust O2 reading with exhaust analyzer.
9. Enter O2 reading into the “Ext O2 for Cal” field
(Item #13).
NOTE: If “O2 Cal Conditions” field (Item #9) displays
that it is Not Ok to calibrate remedy any “CAL
CONDITIONS” (item #9) fields that are lit.
10. If “O2 Cal Conditions” field (Item #9) is green and
displays “OK TO CALIBRATE”, click “Calibrate O2
Sensor” button (Item #11). Figure 3.10-43. [F5] Ignition Panel
11. Verify that “O2 Cal Accept” field (Item #12) is green
2. From the button bar click on the “Start Editing” but-
and displays “OK”.
ton. While in editing mode, the button will display “Stop
12. Set stepper to automatic mode by unchecking the Editing – Currently Editing.”
“Check Box for Manual Mode” (Item #3). “Stepper
Operating Mode” (Item #8) Automatic field should now Reset Status LEDs Start Logging All
Send Calibration to
ECU Save to ECU Undo Last Change
Manual Actuator
be green. View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes

PROGRAMMING NOx LEVEL

Using ESP the user can program the desired NOx
emissions level (engine out at the exhaust stack) at Start Editing
which the engine will run. The NOx field on the [F5]
Ignition Panel in ESP displays the programmed NOx
level, not the actual level. Figure 3.10-44. Start Editing Button

Based on the programmed NOx level, the ESM system 3. Double-click the “NOx” field or highlight the cur-
will adjust ignition timing and air-fuel ratio in an rently programmed NOx level.
attempt to meet the programmed NOx level.
However, the actual NOx output of the engine will not
always match the programmed NOx level for several
reasons. First, the ESM system calculates NOx based
on a combination of sensor readings logged by the
ECU and Waukesha-calibrated values. Two examples
of Waukesha-calibrated values are humidity and
exhaust oxygen since the ESM system does not mea-
sure these variables. Also, the ESM system includes a Figure 3.10-45. Start Editing Button
preprogrammed correction factor to allow for statistical
variations with the engine.
4. Enter the desired NOx emissions level. The NOx
As a result, the engine in most cases will emit less field displays the programmed NOx level, not the
NOx than the actual programmed NOx level. actual level. The range that NOx can be programmed
Complete the following steps to program the NOx is 0.7 – 2.0 g/BHP-hr (0.3 – 0.8 g/nm3).
level.
1. View the [F5] Ignition Panel in ESP.

3.10-20 FORM 6331 First Edition

 ESP PROGRAMMING

NOTE: The actual NOx output of the engine will not

always match the programmed NOx level. To correct
for differences in the actual engine-out NOx emissions
and that of the programmed NOx level, the user input
should be adjusted in the appropriate direction until
the actual engine-out emissions meet the user’s
desired level (e.g., the NOx field may require a value of
1.5 g/BHP-hr [0.6 mg/m3] to achieve 1.0 g/BHP-hr
[0.4 mg/m3] NOx emissions at the exhaust stack).
Press [Enter]. Once [Enter] is pressed, the new value
becomes “active,” meaning the ECU is using the new
value to operate the ESM system. The changed value
is temporarily saved to the ECU.
5. From the button bar click the “Stop Editing” button.
While the editing mode is OFF, the button will display
“Start Editing.”

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
Manual Actuator ECU
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Stop Editing -
Currently Editing

Figure 3.10-46. Stop Editing - Currently Editing Button

6. Save value to permanent memory. Click the “Save

to ECU” button.

Save to ECU

Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
Manual Actuator ECU
View Faults Calibration Stop Editing -
Version Details Stop Logging All Change Units Currently Editing Undo All Changes

Figure 3.10-47. Stop Editing - Currently Editing Button

NOTE: The contents of RAM (temporary memory)

are lost whenever power to the ECU is removed.
7. When asked are you sure you want to save to the
ECU, click “Yes.

FORM 6331 First Edition 3.10-21

ESP PROGRAMMING

3.10-22 FORM 6331 First Edition

 TROUBLESHOOTING & MAINTENANCE

CONTENTS

SECTION 4.00 – TROUBLESHOOTING

SECTION 4.05 – ESM MAINTENANCE

FORM 6331 First Edition

TROUBLESHOOTING & MAINTENANCE

FORM 6331 First Edition

 SECTION 4.00
TROUBLESHOOTING

The ESM provides extensive engine diagnostics that ADDITIONAL ASSISTANCE

allow rapid troubleshooting and repair of engines. If an
engine alarm or shutdown condition is detected by the Dresser Waukesha’s worldwide distribution network
ESM, the operator is informed of the fault by a series provides customers with parts, service, and warranty
of flashing LEDs on the ECU, or by monitoring the support. Each distributor has a vast inventory of genu-
ESM with ESP. ine Dresser Waukesha parts and factory-trained ser-
vice representatives. Dresser Waukesha distributors
• The operator is notified of an alarm or shutdown by are on call 24 hours a day, with the parts and service
three status LEDs on the ECU. personnel to provide quick and responsive solutions to
• When running ESP on a PC connected to the ECU, customer’s needs. Please contact your local Dresser
the operator is notified of an alarm or shutdown on Waukesha Distributor for assistance.
the ESP panels, in addition to the status LEDs. Have the following information available:
The primary means of obtaining information on system 1. Engine serial number.
status and diagnostic information is by using ESP. The
button bar located at the bottom of each screen pro- 2. ECU serial number.
vides the option to view an active fault listing, as well 3. ECU calibration part number (this is visible at the
as a historical record of faults. ECU status LEDs are a top of the ESP screen when connected to an ECU).
way of alerting the site technician that there is a prob-
lem and what that problem is, even if a PC with ESP is 4. ECU active and total fault history.
unavailable. 5. Detailed description of the problem.
WHERE TO BEGIN 6. List of what troubleshooting has been performed
so far and the results of the troubleshooting.
To begin troubleshooting an engine due to an ESM
alarm or shutdown, you must first determine the alarm
or shutdown fault code(s). A code can be determined
from reading the status LEDs on the ECU or by view-
ing the Fault Log accessed from the button bar in ESP.
All fault codes have a three-digit identifier, with each
digit being a number from 1 to 5. There is a set of
codes for alarms and a separate set of codes for
emergency shutdowns.
To determine the fault code, continue with the section
“Determining Fault Code by Reading ECU Status
LEDs” or “Determining Fault Code by Using ESP”.
See “ESM Fault Codes” on page 4.00-6 for a descrip-
tion of each fault code.

FORM 6331 First Edition 4.00-1

TROUBLESHOOTING

DETERMINING FAULT CODE BY USING

ALM211 OIL PRESS OC
ESP
When using ESP, you are notified of an alarm or shut- OPEN CIRCUIT
down fault on the ESP panels. Many fields in ESP will
inform the operator of a fault. For a description of the FAULT DESCRIPTION
fault, the fault log must be read. 3-DIGIT CODE
To view the Fault Log, click the “View Faults” button on FAULT TYPE
the button bar (see Figure 4.00-1).
Figure 4.00-3. Alarm Code Description
Send Calibration to
Reset Status LEDs Start Logging All Save to ECU Undo Last Change
Manual Actuator ECU
View Faults Calibration
Version Details Stop Logging All Change Units Start Editing Undo All Changes
Table 4.00-1. Acronyms in Fault Log Descriptions

ACRONYM DEFINITION
BK Back
View Faults FLT Fault
FT Front
IGN Ignition
Figure 4.00-1. View Faults Button on Button Bar IMAP Intake Manifold Air Pressure
LB Left Bank
NOTE: See Section 3.00 Introduction to Electronic OC Open Circuit
Service Program (ESP) “Fault Log Description” for
RB Right Bank
complete information on the fault log window.
SC Short Circuit
Scale High (sensor value higher than normal
SH
operating range)
Scale Low (sensor value lower than normal
SL
operating range)

DETERMINING FAULT CODE BY

READING ECU STATUS LEDS
The ECU has three status LEDs on the cover: green
(power), yellow (alarm), and red (shutdown) (see
Figure 4.00-4). The green LED is on whenever power
is applied to the ECU. The yellow and red LEDs flash
Figure 4.00-2. Fault Log Window codes when an alarm or shutdown occurs. A fault code
is determined by counting the sequence of flashes for
Alarm codes in ESP fault log are identified with the let- each color.
ters “ALM” preceding the alarm code. Emergency
ShutDown codes are identified with the letters “ESD”
preceding the shutdown code.
The description of the fault briefly identifies the state of
the fault that occurred. To define the fault as much as
possible, the description may include acronyms
(see Table 4.00-1) and a number identifying the cylin-
der and/or component affected. Figure 4.00-3 is an
example of a fault and its description:

STATUS LEDs

Figure 4.00-4. ECU Status LEDs

4.00-2 FORM 6331 First Edition

 TROUBLESHOOTING

At the start of the code sequence, both the red and

yellow LEDs will flash three times simultaneously. If
there are any emergency shutdown faults, the red LED
will flash a three-digit code for each shutdown fault
that occurred. Then, if there are any alarm faults, the
yellow LED will flash a three-digit code for each alarm
that occurred.
Between each three-digit code, both yellow and red
LEDs will flash once at the same time to indicate that a
new code is starting. The fault codes display in the
order that they occur (with the oldest displayed code
first and the most recent code displayed last).
NOTE: Once the fault is corrected, the status LEDs
on the ECU will remain flashing until either the LEDs
are cleared using ESP or the engine is restarted.
Using Fault Codes for Troubleshooting
Figure 4.00-5. E-Help Welcome Screen
Once you have determined the fault code, you can
begin ESM troubleshooting. ESP features an elec- E-Help can also be accessed and opened to a specific
tronic help file named E-Help that has detailed trouble- alarm or shutdown code through the fault log on the
shooting information for each fault. However, if you do [F10] Status Panel.
not have access to a PC, Table 4.00-2 and
Table 4.00-3 provide information on the ESM alarm To open E-Help to a specific fault code, view the Fault
and shutdown codes. Log by clicking the “View Faults” button on the
[F10] Status Panel. Then double-click on the fault
E-HELP description. E-Help will open to the specific fault’s trou-
bleshooting procedure.
ESP contains a help file named E-Help that provides
fault code troubleshooting information. Navigation in NOTE: Once open, the Fault Log does not refresh
E-Help is done through hypertext links from subject to itself. If the Fault Log remains open, you must
subject. E-Help is automatically installed when the occasionally update or refresh the log by clicking the
ESP software is installed. “Refresh” button.

NOTE: Although E-Help is accessible through ESP,

E-Help is its own program and opens in a new window,
separate from ESP. To return to ESP and continue
monitoring, you need to minimize or close the E-Help
window.
USING E-HELP
To access E-Help while using ESP, press the
[F1] function key on the keyboard or select
“Help Contents...” from the Help menu. E-Help will
open the help file at the ESM E-Help welcome screen
(see Figure 4.00-5).
Click on the “16V275GL” button and select either
“Alarm Codes” or “Shutdown Codes” to display a fault
code list of that type.
Figure 4.00-6. E-Help Troubleshooting Information
NOTE: E-Help provides fault code troubleshooting for for ALM211
all ESM-equipped Dresser Waukesha engine models.
Pay special attention as you navigate E-Help that you
are diagnosing for the correct engine model.

FORM 6331 First Edition 4.00-3

TROUBLESHOOTING

E-HELP WINDOW DESCRIPTION

The E-Help window is divided into two panes. The left pane is the navigation pane; the right pane is the document
pane (see Figure 4.00-7). Above the panes is the command bar.

1) COMMAND BAR 2) NAVIGATION PANE 3) DOCUMENT PANE

Figure 4.00-7 E-Help Command Bar, Navigation Pane, and Document Pane

Using the Command Bar • “Back” and “Forward” buttons: E-Help includes
“Back” and “Forward” buttons for navigating, just like
The command bar has four buttons: “Hide/Show” but-
Internet browsing software.
ton, “Back” button, “Forward” button, and “Print” but-
ton. •• To return to the previously viewed topic, click the
“Back” button.
•• To go to the window that was displayed prior to
going back, click the “Forward” button.
• “Print” button: To print the information displayed in
• “Hide/Show” button: You can hide the navigation
the document pane, click the “Print” button. You can
pane if desired. When the navigation pane is closed,
chose to print the selected topic (as seen in the doc-
the document pane can be maximized to the size of
ument pane), or you can print the selected heading
the full screen.
and all subtopics.
•• To hide the navigation pane, click the “Hide” but-
ton.
•• To view the navigation pane, click the “Show”
button.

4.00-4 FORM 6331 First Edition

 TROUBLESHOOTING

Using the Navigation Pane • “Glossary” Tab: Click the “Glossary” tab to view a
glossary of terms used in the ESM documentation.
The navigation pane navigates the user through
Click on a term to view its definition.
E-Help. At the top of the navigation pane are three
tabs. Clicking these tabs allows you to see a table of
contents for E-Help, an index tool, and a glossary of
ESM-related terms.
• “Contents” Tab: Click the “Contents” tab to scroll
through the table of contents for E-Help. Double-
clicking the closed book icons in the contents listing
will reveal all relevant topics. Double-clicking on an
open book icon will close the contents listing.

• “Index” Tab: Click the “Index” tab to search for

topics by using an index of help subjects. The
“Index” tab is similar to an index at the back of a
book. Type in a key word to find a word listed in the
index. Double-click an index entry to view that entry
in the document pane.
Using the Document Pane
Navigating through E-Help is done with links. Links are
usually identifiable as underlined and/or blue text.
When you move the cursor over a link, the cursor
changes from an arrow into a hand. When clicked, a
link will jump you from one topic or window to another
topic or window. Some links cause a pop-up window to
appear, displaying additional information (see
Figure 4.00-8).

Figure 4.00-8. Sample of Pop-Up Window

FORM 6331 First Edition 4.00-5

TROUBLESHOOTING

ESM FAULT CODES

Table 4.00-2 and Table 4.00-3 provide information on the ESM alarm and emergency shutdown codes. See
Table 4.00-4 for identifying cylinders on Ignition, Knock, and Exhaust faults.
Table 4.00-2. ESM Alarm Codes (Part 1 of 2)
ALARM FAULT
DESCRIPTION
FAULT CODE CONDITION
ALM211 OIL PRESS Oil pressure sensor/wiring fault
ALM212 IMAP LB/BK Intake manifold pressure sensor/wiring fault
ALM213 OIL TEMP Oil temperature sensor/wiring fault
ALM214 IMAP RB/FT Right bank intake manifold pressure sensor/wiring fault
ALM215 BOOST PRESS Boost Pressure sensor/wiring fault
ALM221 IMAT Intake manifold air temperature sensor/wiring fault
ALM222 MAIN FUEL VALVE Leaking fuel valve/engine failed to stop in a timely fashion
ALM223 LOW OIL PRESS Low oil pressure
Knock fault ## (where ## is the cylinder number) in the firing order is either
ALM225 KNOCK SENS open circuit or short circuit *
ALM231 IGN 1ST CYL Individual ignition fault *
ALM232 IGN 2ND CYL Individual ignition fault *
ALM233 IGN 3RD CYL Individual ignition fault *
ALM234 IGN 4TH CYL Individual ignition fault *
ALM235 IGN 5TH CYL Individual ignition fault *
ALM241 IGN 6TH CYL Individual ignition fault *
ALM242 IGN 7TH CYL Individual ignition fault *
ALM243 IGN 8TH CYL Individual ignition fault *
ALM244 IGN 9TH CYL Individual ignition fault *
ALM245 IGN 10TH CYL Individual ignition fault *
ALM251 IGN 11TH CYL Individual ignition fault *
ALM252 IGN 12TH CYL Individual ignition fault *
ALM253 IGN 13TH CYL Individual ignition fault *
ALM254 IGN 14TH CYL Individual ignition fault *
ALM255 IGN 15TH CYL Individual ignition fault *
ALM311 IGN 16TH CYL Individual ignition fault *
ALM312 OVERLOAD Engine load above upper alarm limit
ALM313 IGN FLT Spark reference out of range
ALM315 HIGH INTAKE TEMP Intake manifold air temperature above upper alarm limit
ALM321 HEATER BLOCK O2 heater block temperature is out of acceptable range
ALM322 CALIBRATE ACT Manual calibration of actuators required
ALM323 STUCK THROT LINK Throttle linkage/binding
ALM324 STUCK WG LINK Wastegate linkage/binding
ALM325 STUCK BYP LINK Bypass actuator/linkage binding
ALM331 LBS BLOCK TEMP O2 heater block temperature sensor/wiring.
ALM332 IGN COM FAULT A communications problem exists between the IPM-D and the ECU
ALM333 HIGH COOLANT TEMP Engine coolant temperature above upper alarm limit
ALM334 WIDE OPEN THROTTLE The throttle has been at wide open too long
ALM335 HIGH OIL TEMP Engine oil temperature above upper alarm limit
ALM341 STEPPER Stepper home/not connected
ALM343 OXYGEN SENS Oxygen sensor/wiring fault

*NOTE: See Table 4.00-4 for cylinder identification.

4.00-6 FORM 6331 First Edition

 TROUBLESHOOTING

Table 4.00-2. ESM Alarm Codes (Continued), (Part 2 of 2)

ALARM FAULT
DESCRIPTION
FAULT CODE CONDITION
ALM352 FUEL RAIL PRESS Fuel rail pressure sensor/wiring fault
Ignition energy level is at Level 2 (or highest level) – at least one spark plug
ALM353 HIGH IGN PWR on the engine is getting worn and should be replaced
ALM355 HT COOLANT PRESS High temperature coolant pressure sensor/wiring fault
ALM413 LEAN LIMIT Stepper has reached lean limit
ALM415 RICH LIMIT Stepper has reached rich limit
ALM422 COOLANT TEMP Coolant temperature sensor/wiring fault
ALM432 STEPPER COM FAULT Stepper communication fault
ALM433 OIL PREFILTER PRESS Oil prefilter pressure sensor/wiring fault
ALM435 CAN BUS ERROR Message transmission issue on the CANBUS
ALM441 THROTTLE ACTUATOR Throttle actuator/wiring fault
ALM443 WGATE ACTUATOR Wastegate actuator/wiring fault
ALM444 BAROMETRIC PRESS Barometric pressure sensor/wiring fault
ALM445 BYPASS ACTUATOR Bypass actuator/wiring fault
ALM451 REMOTE RPM Remote rpm analog input is outside of acceptable range; wiring fault
ALM454 BATT VOLT Battery voltage out of specification
ALM455 HIGH ECU TEMP ECU’s temperature above maximum recommended operating temperature
HIGH OIL FILTER PRESS Differential pressure between the oil header and prefilter oil sensors above
ALM511
DIFFERENTIAL upper limit
ALM512 HIGH FUEL PRESSURE Fuel pressure above upper limit
ALM532 COOLANT PRESS LOW Coolant pressure below its lower alarm limit
ALM533 CALIBRATE O2 NVFB Initial calibration of the lean burn oxygen sensors has not been completed.
ALM535 FUEL COMPOSITION Sum of fuel constituents is not between 97% and 103%
ALM541 USER DIP User digital input changed state
Start engine signal remained on after engine started. Must be off while the
ALM542 START ON WITH RPM>0 engine is running; otherwise engine will immediately restart upon shutdown
ALM544 AMBIENT TEMP Ambient temperature sensor/wiring fault
Engine is being rotated by the driven equipment; sparks and fuel have been
ALM552 ENG BEING DRIVEN cut by the ECU

ALM555 INTERNAL FAULT Internal error identified by ECU; contact your local Waukesha Distributor for
technical support.

*NOTE: See Table 4.00-4 for cylinder identification.

FORM 6331 First Edition 4.00-7

TROUBLESHOOTING

Table 4.00-3. ESM Shutdown Fault Codes

SHUTDOWN SHUTDOWN
DESCRIPTION
FAULT CODE CONDITION
ECU detects fewer crankshaft pulses between camshaft pulses
ESD212 CRANK MAG PICKUP
than it was expecting
Too many crankshaft pulses are identified between cam magnetic
ESD214 CAM MAG PICKUP
pickup pulses (or no cam magnetic pickup pulses are detected)
ESD221 OVERSPEED ENGINE Engine overspeed; engine reached ESM upper limit
Critical ESD – Shutdown has been triggered by an external
ESD222 CUST ESD action; by customer equipment
ESD223 LOW OIL PRESS Critical ESD – Oil pressure below lower shutdown limit
ESD224 KNOCK ### CYL Cylinder was at its maximum retard timing due to knock *
Time the engine has been cranking has exceeded a maximum
ESD231 OVERCRANK
crank time
Engine stopped rotating independent of ECU which did not receive
ESD232 ENGINE STALL
a signal to stop
ESD251 OVERSPEED DRIVE EQUIP Customer-set overspeed limit exceeded
ESD312 OVERLOAD Engine was overloaded
Critical ESD – Lockout or E-Stop (emergency stop) button on
the engine is “ON” or there is a power problem with the IPM-D
ESD313 LOCKOUT/IGNITION module (either it is not powered up or the internal fuse is
blown)
ESD315 HIGH IMAT Intake manifold air temperature above upper shutdown limit
ESD333 HIGH COOLANT TEMP Engine coolant temperature above upper shutdown limit

ESD335 KNOCK ABS THRESHOLD A knock sensor output value exceeded an absolute threshold
programmed to ECU
ESD424 HIGH OIL TEMP Oil temperature above upper shutdown limit
ESD532 COOLANT PRESS LOW Critical ESD – Coolant pressure below lower limit
ESD551 UPDATE ERROR/FAULT Update error/fault

ESD553 SECURITY VIOLATION Engine type that is factory-coded in the ECU does not match with
the downloaded calibration
Serious internal error in ECU; call the factory; do not attempt to
ESD555 INTERNAL FAULT restart engine. Contact your local Waukesha Distributor for
technical support.
*NOTE: See Table 4.00-4 for cylinder identification.

IMPORTANT! The following critical ESDs (shown in

bold in table above) will prevent post-shutdown func-
tionality from occurring:
• ESD222 CUST ESD
• ESD223 LOW OIL PRESS
• ESD313 LOCKOUT/IGNITION
• ESD532 COOLANT PRESS LOW
To clear a critical ESD (to allow a restart or enable
recirculation), you must cycle either of the E-Stop
switches at the engine.

4.00-8 FORM 6331 First Edition

 TROUBLESHOOTING

Table 4.00-4. 16V275GL Cylinder Identifier (Firing Order)

16V275GL CYLINDER IDENTIFIER
FAULT DESCRIPTION CYLINDER LOCATION
1ST CYLINDER 1R
2ND CYLINDER 1L
3RD CYLINDER 4R
4TH CYLINDER 4L
5TH CYLINDER 7R
6TH CYLINDER 7L
7TH CYLINDER 6R
8TH CYLINDER 6L
9TH CYLINDER 8R
10TH CYLINDER 8L
11TH CYLINDER 5R
12TH CYLINDER 5L
13TH CYLINDER 2R
14TH CYLINDER 2L
15TH CYLINDER 3R
16TH CYLINDER 3L

FORM 6331 First Edition 4.00-9

TROUBLESHOOTING

NON-CODE ESM TROUBLESHOOTING

Table 4.00-5 provides non-code troubleshooting for the ESM. Non-code troubleshooting includes any system faults
that do not have ALM or ESD alarm codes that are logged in the Fault Log in ESP.
NOTE: Prior to following non-code ESM troubleshooting procedures, resolve all active alarm and shutdown faults
listed in the fault log[F10] Status panel.

Table 4.00-5. Non-Code System Troubleshooting

IF
Engine does not rotate when start is
initiated.
Engine is not running at desired speed.
THEN
a. View the [F10] Status Panel in ESP. and verify that the status fields are either gray or green to
indicate that the ESM is OK or that there are NO shutdowns active. If there are any active shut-
downs, correct the problem indicated in the Fault Log.
b. If the [F10] Status Panel in ESP indicates no shutdowns, view the [F3] Start-Stop Panel and
verify that the “Starting Signal” field turns green when you press the start button. If the “Starting
Signal” field does not turn green, check the wiring.
c. Verify that +24 VDC power is applied to the wires: ESD and RUN/STOP. Correct power supply
if necessary.
d. After an emergency shutdown and RPM is zero, ESD input should be raised to high to reset the
ESM. If ESD input remains low, ESM reset will be delayed and engine may not start for up to 1
minute.
a. View the [F2] Engine Panel in ESP and verify that the “Engine Setpoint RPM” field and the
“Engine Speed RPM” field are the same. Note the following:
•If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are the same, there is an electri-
cal problem. Continue with “b. Electrical Problem” below.
•If the “Engine Setpoint RPM” and “Engine Speed RPM” fields are not the same, there is an
engine problem. Continue with “c. Engine Problem” below.
b. Electrical Problem
Fixed Speed Mode
1.Verify the status of the high/low idle digital input. The GOVHL IDL must be at a nominal
24 VDC to be running at the high idle speed. Correct input as required.
2.Verify that the high idle speed on the [F4] Governor Panel is set correctly. Correct speed set-
ting as required.
Variable Speed Mode
1.Verify that the Remote Speed digital input of the ECU is at a nominal 24 VDC. See the
[F4] Governor Panel to verify the status of the Remote Speed digital input. Correct input as
required.
2.Verify the value of the Remote RPM Setpoint in mA on the [F4] Governor Panel. If you are
using the Remote RPM speed input as either a voltage or milliamp input, the equivalent milli-
amp value is shown in ESP. Should the equivalent milliamp value fall below 2 mA or above
22 mA, the ESM system will assume there is a wiring problem and will run at either the high
or low idle speed, depending on the status of the high/low idle digital input (GOVHL IDL).
Check wiring.
3.If you are unable to reach the lowest speed the engine is allowed to run at, change the
“Low Idle Adj” calibration on the [F4] Governor Panel to -50 rpm.
c. Engine Problem
1.If the engine speed is slower than the setpoint, there is an ignition, turbocharger, or fuel prob-
lem; or the engine is overloaded. Correct as required.
2.If the engine speed is higher than the setpoint, the throttle linkage is probably misadjusted
and is not allowing the throttle to close all the way. Correct as required.

4.00-10 FORM 6331 First Edition

 TROUBLESHOOTING

POWER DISTRIBUTION JUNCTION BOX

Table 4.00-6 lists possible solutions if you experience problems with the Power Distribution Junction Box.
Table 4.00-6. Power Distribution Junction Box Troubleshooting
IF THEN
Power Distribution Junction Box has no LED lights on when
the cover is removed. Verify nominal 24 VDC input power across the positive and negative terminals.

Status LEDs inside Power Distribution Junction Box are very Check input power to ensure there is a nominal 24 VDC. Check for loose, cor-
dim or flashing on and off. roded, or damaged positive and negative terminals.
One of the Power Distribution Junction Box outputs is turned
off. Cycle power to the Power Distribution Junction Box.

One or more LEDs turn off frequently, which turn off the Disconnect power to Power Distribution Junction Box and inspect wiring and ter-
associated output. minations for wire degradation and/or shorts.
Power Distribution Junction Box will not turn on, distribute
power, or turn on status LEDs even with 24 VDC applied. Replace Power Distribution Junction Box.

FORM 6331 First Edition 4.00-11

TROUBLESHOOTING

4.00-12 FORM 6331 First Edition

 SECTION 4.05
ESM MAINTENANCE

Table 4.05-1 provides a list of the recommended main-
tenance items and includes a description of the service
required, the service interval, and the page number
where specific maintenance information is found for
that item in this manual.
NOTE: Continue to perform standard engine
maintenance as provided in the engine’s operation
and maintenance manual.

Table 4.05-1 Maintenance Chart for ESM Components

INFORMATION
ITEM SERVICE INTERVAL
PROVIDED ON PAGE

Actuator Linkage Inspect Every year page 4.05-2

Batteries Inspect Semiannual page 4.05-4

ESM Wiring Inspect Every year page 4.05-3

ESP Total Fault History Review Every month page 3.00-13

Knock Sensors Inspect Every year page 4.05-2

Stepper (AGR) Inspect, Clean, Lubricate, Test Every year page 4.05-2

FORM 6331 First Edition 4.05-1

ESM MAINTENANCE
ACTUATOR LINKAGE
Every year, or as needed, the actuator linkages must
be inspected, lubricated, and adjusted. To perform
maintenance to the actuator linkages refer to the latest
edition of Form 6333, 16V275GL Operation and Main-
tenance manual.
KNOCK SENSORS
Every year each knock sensor must be inspected for
an accumulation of dirt or grit, connector wear, and
corrosion. If a knock sensor has an accumulation of
dirt, carefully clean visible end of knock sensor and
surrounding area. If a knock sensor connector looks
worn or if corrosion is evident, remove the knock sen-
sor to clean or replace as necessary. To reinstall a
knock sensor, complete the steps in “Replacing Knock
Sensors” in the next section. The knock sensors must
be properly tightened and seated flat against the
mounting surface.
REPLACING KNOCK SENSORS
1. Knock sensors are installed on the upper deck of
the cylinder heads (see Figure 4.05-1). Thoroughly
clean the knock sensor mounting hole located in the
capscrew.
Figure 4.05-1. Knock Sensor
Do not drop or mishan-
CAUTION dle knock sensor. If
knock sensor is dropped or mishandled, it must be
replaced. Disregarding this information could
result in product damage and/or personal injury.
2. Verify that the cylinder head knock sensor contact
area is free of surface imperfections and polished
smooth.
3. Apply a very thin coat of a blueing paste, such as
Permatex® Prussian Blue (or equivalent), to seating
surface of knock sensor (see Figure 4.05-2).
4.05-2
Figure 4.05-2. Knock Sensor Seating Surface
4. Install and remove knock sensor.
5. Examine imprint left by blueing agent on the crank-
case and sensor seating surface.
• If the imprint on the crankcase and sensor seating
surface is uniform, the sensor has full-face contact
with mounting surface.
• If the imprint on the crankcase and sensor seating
surface is NOT uniform, the sensor does not have
full-face contact with mounting surface. The mount-
ing hole will have to be plugged and re-tapped to
make the hole perpendicular to the mounting sur-
face.
6. Place hex head screw through knock sensor and
install into cylinder head deck.
D o n o t ov e r t i g h t e n
CAUTION capscrew. Overtighten-
ing will cause damage to the knock sensor. Disre-
garding this information could result in product
damage and/or personal injury.
7. Tighten capscrew to 20 N·m (177 in-lb) dry.
8. Repeat this mounting procedure for each knock
sensor.
AGR (STEPPER) MAINTENANCE
Every year the stepper must be inspected, cleaned,
and lubricated. To perform yearly maintenance to the
stepper, refer to and complete the following:
1. Remove power from ESM.
2. Disconnect harness from stepper.
3. Remove stepper from fuel regulator (see
Figure 4.05-3).
4. Lubricate stepper shaft with CITGO Lithoplex
Grease NLGI 2 (service temperature range: -7°– 121° C
[20°– 250° F]).
FORM 6331 First Edition
 ESM MAINTENANCE

5. Lubricate washer on regulator’s diaphragm (where ESM SYSTEM WIRING

spring makes contact) with CITGO Lithoplex Grease
NLGI 2. NOTE: The Customer Interface Harness must be
properly grounded to maintain CE compliance.
6. Replace O-ring if required.
7. Install control spring and secure stepper into pilot WARNING
body with capscrews.
Do not install, set up, maintain, or operate any
NOTE: If stepper harness does not have the length to electrical components unless you are a technically
connect to the stepper after securing into the pilot qualified individual who is familiar with the electri-
body, it may be necessary to adjust the stepper cal elements involved. Electrical shock could
orientation with the use of additional o-rings. result in severe personal injury or death.
8. Reconnect harness to stepper.
WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part of
the electrical system. Electrical shock could result
in severe personal injury or death.
Disconnect all engine
CAUTION harnesses and elec-
tronically controlled devices before welding with
an electric arc welder on or near an engine. Failure
to disconnect the harnesses and electronically
controlled devices could result in product damage
and/or personal injury.
1 2
Perform the following every year:
3
• Inspect all ESM wiring harnesses for damage and
verify all connections are secure.
• Inspect all ground connections.
4 • Remove cover from the Power Distribution Junction
Box and verify all terminals are tight, secure, and
corrosion free.
5
• Verify connections in Power Distribution Junction
Box are secure.
• Verify incoming power is within specifications.
1) O-Ring 4) Actuator
2) Spacer 5) Electrical Connector • Verify the bolts securing the Power Distribution
3) Spring Junction Box to the bracket and engine are tight.
Figure 4.05-3. Actuator, Gas Regulator (Stepper) For information on ESM wiring, harness connections,
and power supply requirements, refer to Section 2.00
System Power and Wiring.

FORM 6331 First Edition 4.05-3

ESM MAINTENANCE

BATTERY MAINTENANCE BATTERY INDICATED STATE OF CHARGE

NOTE: The battery must be fully charged for several
WARNING hours before testing. If batteries have been receiving a
charge current within the previous few hours, the
Comply with the battery manufacturer’s recom- open-circuit voltage may read misleadingly high. The
mendations for procedures concerning proper bat- surface charge must be removed before testing. To
tery use and maintenance. Disregarding this remove surface charge, the battery must experience a
information could result in severe personal injury load of 20 amps for 3-plus minutes.
or death.
1. Use a temperature-compensated hydrometer to
measure the electrolyte specific gravity readings in
WARNING each cell. Record the readings.
Batteries contain sulfuric acid and generate explo- 2. Measure the open circuit voltage across the termi-
sive mixtures of hydrogen and oxygen gases. nals. Record the reading.
Keep any device that may cause sparks or flames
away from the battery to prevent explosion. Batter- 3. Using the recorded values, determine the state of
ies can explode, resulting in severe personal charge (see Table 4.05-2).
injury or death. 4. See Table 4.05-4 troubleshooting chart.
The state of charge listed is an approximation. The
WARNING relationship between state of charge and voltage varies
Always wear protective glasses or goggles and by CCA rating and size. Voltage below 11.90 V may
protective clothing when working with batteries. mean that the battery has a shorted cell or that the
You must follow the battery manufacturer’s plates are sulfated and cannot accept a charge.
instructions on safety, maintenance, and installa- Table 4.05-2 Determining State of Charge
tion procedures. Failure to follow the battery man-
STATE OF SPECIFIC
ufacturer’s instructions could result in severe VOLTAGE
CHARGE GRAVITY
personal injury or death.
12.70 & Above 100% 0.280
NOTE: Perform an external inspection of the battery 12.50 75% 0.240
before checking the indicated state of charge to verify 12.30 50% 0.200
that the battery is in good physical condition. 12.10 25% 0.170
11.90 & Below Discharged 0.140
EXTERNAL INSPECTION
Table 4.05-3 Cranking Amps – Commercial Batteries
Periodically inspect batteries and determine their con-
dition. The cost of replacing other components, if they 4D 8D
have been damaged by electrolyte corrosion, could be CCA @ -18° C (0° F) 1000 A 1300 A
alarmingly high and accidental injuries could ensue. CA @ 0° C (32° F) 1200 A 1560 A
Any batteries that have cracks or holes in the container,
RC minutes @ 25 A 320 min. 435 min.
cover, or vents, through which electrolyte will leak,
CCA = Cold Cranking Amps
should be replaced. Batteries contaminated with elec- CA = Cranking Amps
trolyte (caused by over-topping with water) that have RC = Reserve Capacity
corroded terminal posts or low electrolyte levels should
be cleaned or replaced if necessary.
1. Examine the battery externally.
2. Verify electrolyte levels are correct.
3. See Table 4.05-4 troubleshooting chart.

4.05-4 FORM 6331 First Edition

 ESM MAINTENANCE

Table 4.05-4 Battery Troubleshooting

IF THEN
Has cracks or holes in the container or
cover. Replace battery.
Has corroded terminals posts.
Battery
Appearance Has black deposits on underside of vent
plugs. Battery has been overcharged (see NOTE 4).
Has black “tide-marks” on inside walls Verify battery charger is operating correctly and settings are correct.
about 1 inch below the cover.
Is low. Fill electrolyte to correct level.
Electrolyte Level Battery is receiving too much charging current.
Is adjusted frequently.
Verify battery charger is operating correctly and settings are correct.
Is 75% or greater. Verify battery is good with a high rate load test (see NOTE 3).
Is between 25% and 75%. Recharge battery (see NOTE 2).
State of Charge Is less than 25%.
Measured open circuit voltage is lower Replace battery.
than value given in Table 4.05-2.
Odd cells with specific gravity readings
0.050 lower than other cells. Replace battery (internal short-circuit).
Specific Gravity
of Cells Verify battery charger is operating correctly and settings
Is uniformly low.
are correct, recharge battery (see NOTE 1).
NOTE 1: Batteries which have low but uniform specific gravities in each cell and which clearly require an extended recharge may
have become deeply discharged. This may be nothing more than a battery charger problem, but the system should be
checked out before the battery is returned to service.
NOTE 2: Batteries that have less than 75% state of charge need recharging before proceeding with any further tests. When the
charger is switched on, observe that the battery does accept a charging current, even though it may be small in
amperes. The battery must be fully charged for several hours before testing. If batteries have been receiving a charge
current within the previous few hours, the open-circuit voltage may read misleadingly high. The surface charge must be
removed before testing. To remove surface charge, the battery must experience a load of 20 amps for 3-plus minutes.
NOTE 3: High-Rate Load Test – If the state-of-charge is 75% or higher, the battery should be given a high-rate load test.
Typically, the high-rate load tester will discharge a battery through an adjustable carbon-pile resistance and indicate the
terminal voltage as the discharge proceeds. After 15 seconds, the battery voltage will not drop below a specified value
(typically 9.6 V) if the battery is in good condition and if the current is set at about 50% of the Cold Cranking Amps (CCA)
(see Table 4.05-3). The minimum acceptable voltage reading will vary as battery temperature decreases. Read and
follow the manufacturer’s instructions for the tester.
NOTE 4: Overcharging – Batteries that have suffered as a result of considerable overcharging may show extremely low
electrolyte levels, black deposits on the underside of the vent plugs, or black “tide-marks” on the inside walls of the
container from about 1 inch below the cover. If these signs are present, the battery charger setting must be checked
and reset according to the manufacturer’s instructions before a battery is returned to service; batteries in which
electrolyte levels have to be adjusted frequently are clearly receiving too much charging current.

FORM 6331 First Edition 4.05-5

ESM MAINTENANCE

4.05-6 FORM 6331 First Edition


A Cranking Engine Without Starting
Acronyms ............................................... 1.05-8
Actuator Linkage ..................................... 4.05-2
Adjusting Gain ........................................ 2.30-6
AFR Setup ............................................ 3.10-19
AGR Maintenance ................................... 4.05-2
AGR .................................................See Stepper
Air Starter ............................................... 2.05-5
Air-Fuel Control
Components ....................................... 2.20-1
Description ......................................... 2.20-1
Operation ........................................... 2.20-1
System Wiring ..................................... 2.20-4
Theory of Operation .............................. 2.20-4
User Settings ...................................... 2.20-5
Air-Fuel Power Module (AFPM)
Overview ............................................ 1.10-4
Air-Fuel Ratio Programming ................... 3.10-17
Alarm and Shutdown Setpoints................. 3.05-8
Programming .................................... 3.10-16
Alarms.................................................... 2.35-3
Fault Code List .................................... 4.00-6
Alternate Dynamics
Synchronizer Control ............................ 2.30-5
B Detonation..........................................
Back Intake Manifold Pressure ................. 3.05-8
Battery
External Inspection ............................... 4.05-4
Maintenance ....................................... 4.05-4
Requirements ...................................... 2.00-1
Wiring Diagram
Power Supplied by Batteries ................. 2.00-2
Power Supply by Customer .................. 2.00-3
Button Bar ............................................ 3.00-12
Bypass Reserve Map .............................. 2.25-2
Bypass Valve
Overview ............................................ 1.10-5
C High Signal .........................................
Changing Units – U.S. or Metric ............. 3.10-10
Component Location
Left Bank ............................................ 1.10-2
Right Bank .......................................... 1.10-2
Top View ............................................ 1.10-3
Connection Status ................................... 3.00-4
Conversions ........................................... 1.05-9
FORM 6331 First Edition
APPENDIX A – INDEX
and Without Fuel ............................... 2.05-5
Customer Interface Harness
Description ......................................... 2.00-6
Loose Wire Identification Table ............... 2.00-6
Optional Connections ......................... 2.00-10
Required Connections .......................... 2.00-8
D
Definitions .............................................. 1.05-3
Actuator, Gas Regulator ........................ 1.05-3
AGR.................................................. 1.05-3
Air-Fuel Power Module.......................... 1.05-3
Air-Fuel Ratio ...................................... 1.05-3
Alternate Dynamics .............................. 1.05-3
Analog Signals .................................... 1.05-3
Baud Rate .......................................... 1.05-3
Boost Pressure.................................... 1.05-3
Bus ................................................... 1.05-3
Bypass .............................................. 1.05-3
Calibration .......................................... 1.05-3
CAN .................................................. 1.05-3
CD-ROM ............................................ 1.05-3
Closed-Loop Control............................. 1.05-3
Combustion Stability Limit...................... 1.05-3
DB Connector ..................................... 1.05-3
Dead Band ......................................... 1.05-4
1.05-4
Digital Signals ..................................... 1.05-4
Droop ................................................ 1.05-4
ECU .................................................. 1.05-4
E-Help ............................................... 1.05-4
Electronic Service Program .................... 1.05-4
Engine Control Unit .............................. 1.05-4
ESP .................................................. 1.05-4
Fault ................................................. 1.05-4
Fault Log............................................ 1.05-4
Feedforward Control ............................. 1.05-4
Freewheeling Diode ............................. 1.05-4
Function Keys ..................................... 1.05-4
Graphical User Interface........................ 1.05-4
Hard Drive .......................................... 1.05-4
1.05-4
Home Position..................................... 1.05-4
Icon .................................................. 1.05-4
Ignition Power Module .......................... 1.05-4
IMAP ................................................. 1.05-4
IPM-D................................................ 1.05-4
Isochronous ........................................ 1.05-5
Knock ................................................ 1.05-5
Knock Frequency ................................. 1.05-5
Knock Sensor ..................................... 1.05-5
A-1
APPENDIX A – INDEX

Lambda ............................................. 1.05-5 Display Fields ....................................... 3.00-11

Lean Burn Air-Fuel Ratio....................... 1.05-5
LED .................................................. 1.05-5
Load Coming ...................................... 1.05-5
Load Control ...................................... 1.05-5
Load Inertia ........................................ 1.05-5
Log File Processor............................... 1.05-5
Low Signal ......................................... 1.05-5
Magnetic Pickup.................................. 1.05-5
Master-Slave Communications ............... 1.05-5
MODBUS .......................................... 1.05-5
Modem.............................................. 1.05-5
NVRAM ............................................. 1.05-5
O2 Heater Block.................................. 1.05-5
Open Circuit ....................................... 1.05-6
Panel ................................................ 1.05-6
PC ................................................... 1.05-6
PLC .................................................. 1.05-6
Pulse Width Modulation ........................ 1.05-6
PWM ................................................ 1.05-6
RAM ................................................. 1.05-6
RS-232 ............................................. 1.05-6
RS-485 ............................................. 1.05-6
Sample Window .................................. 1.05-6
Scale High ......................................... 1.05-6
Scale Low .......................................... 1.05-6
Short Circuit ....................................... 1.05-6
Slave Communications ......................... 1.05-6
Speed Control .................................... 1.05-6
Start Position ...................................... 1.05-6
Step ................................................. 1.05-6
Stepper Gain ...................................... 1.05-6
Stepper Lean Limit .............................. 1.05-7
Stepper Motor..................................... 1.05-7
Stepper Rich Limit ............................... 1.05-7
Synchronizer Control............................ 1.05-7
Temperature Compensation .................. 1.05-7
Throttle Reserve ................................. 1.05-7
Training Tool ...................................... 1.05-7
Turbocharger...................................... 1.05-7
Turbocharger Surge ............................. 1.05-7
User Interface ..................................... 1.05-7
Wastegate Valve ................................. 1.05-7
Windowing ......................................... 1.05-7
WKI .................................................. 1.05-7
Workspace......................................... 1.05-7
Determining Fault Code
Using ECU Status LEDs ....................... 4.00-2
Using ESP ......................................... 4.00-2
Edit Boxes ........................................ 3.00-11
Gauges ............................................ 3.00-11
Status Field ...................................... 3.00-11
Text Field ......................................... 3.00-11
Text Field with Status Bar .................... 3.00-11
User-Programmable Field .................... 3.00-11
E
ECU
Connecting To Modem ........................ 3.00-17
Connecting To PC ................................ 3.00-3
Internal Faults ..................................... 2.35-2
Overview ............................................ 1.10-3
Resetting LEDs ................................... 3.10-7
Status LEDs........................................ 4.00-2
Edit Boxes ............................................ 3.00-11
E-Help.................................................... 4.00-3
Command Bar ..................................... 4.00-4
Description ......................................... 4.00-3
Document Pane ................................... 4.00-5
Navigation Pane .................................. 4.00-5
Overview ............................................ 1.10-9
.....................................................................3.00-9
Window Description .............................. 4.00-4
Electronic Service Program
Overview ............................................ 1.10-9
Emergency Safety Shutdowns Overview ... 2.35-1
Engine Control Unit (ECU) ................... See ECU
Engine Stall ............................................ 2.35-2
English/Metric Conversions ...................... 1.05-9
ESD
Fault Code List .................................... 4.00-8
ESM
Alarm Code List ................................... 4.00-6
Alarms ............................................... 2.35-3
Components ....................................... 1.10-3
Diagnostics Overview ......................... 1.10-10
E-Help ............................................... 1.10-9
Fault Codes ........................................ 4.00-6
Local Control Panel ............................ 2.40-10
Safety Shutdowns .............................. 1.10-10
Shutdown Code List ............................. 4.00-8
ESM Definitions ...................................... 1.05-3

A-2 FORM 6331 First Edition


ESP
Basic Programming .............................. 3.10-2
Button Bar ........................................ 3.00-12
Common Features.............................. 3.00-10
Connection Status ................................ 3.00-4
Display Fields .................................... 3.00-11
Icon ................................................... 1.10-9
Installing ESP From CD ......................... 3.00-3
Modem Access .................................. 3.00-17
Navigation ........................................ 3.00-10
Recommended System Requirements ...... 3.00-1
Saving To Permanent Memory ................ 3.10-3
Starting .............................................. 3.00-4
User Interface Panels Overview ............ 1.10-10
.................................................................... 3.00-4
Exiting ESP Without Saving ..................... 3.10-3
F Front Intake Manifold Pressure ............. 3.05-11
[F2] Engine Panel....................................
[F3] Start-Stop ........................................
[F4] Governing Operating Status ..............
[F5] Ignition Operating Status ...................
[F8] AFR Setup Panel ..............................
[F10] System/Shutdown Status.................
[F11] Advanced Functions........................
Fault
Alarm Codes ....................................... 4.00-6
Definition ............................................ 1.05-4
Shutdown Codes.................................. 4.00-8
Fault Codes ............................................ 4.00-6
Fault Log
Definition ............................................ 1.05-4
Description ....................................... 3.00-13
Overview ............................................ 3.00-9
Feedforward Control
Description ......................................... 2.30-5
Field Description ..................................... 3.05-8
Active Faults .......................................
Alarm and Shutdown Setpoints ...............
Alternate Dynamics ..............................
Ambient Air Temperature .......................
Average Intake Manifold Pressure ...........
Baro Pressure .....................................
Battery Voltage ....................................
Baud Rate ..........................................
Boost Pressure ....................................
Bypass Position ...................................
Cal Conditions .....................................
Cal Min. Block Temp .............................
Cal Min. IMAP .....................................
FORM 6331 First Edition
APPENDIX A – INDEX
Calibrate O2 Sensors ........................... 3.05-9
Calibration Loaded ............................... 3.05-9
Cool Down ......................................... 3.05-9
Coolant Pressure ................................. 3.05-9
Coolant Temperature .......................... 3.05-10
Differential Gain Adj ........................... 3.05-10
Driven Equipment ESD ....................... 3.05-10
Droop(%) ......................................... 3.05-10
ECU Hours ....................................... 3.05-10
ECU Temp ....................................... 3.05-10
Engine Knocking................................ 3.05-10
Engine Setpoint RPM ......................... 3.05-10
Engine Speed RPM ............................ 3.05-10
Engine Status Bar .............................. 3.05-10
Engine Torque % ............................... 3.05-11
Estimated Power ............................... 3.05-11
Ext O2 for Cal ................................... 3.05-11
Faults Loaded ................................... 3.05-11
3.05-1 Fuel Composition ............................... 3.05-11
3.05-2 Fuel Pressure ................................... 3.05-11
3.05-3 Heated Power ................................... 3.05-11
High Idle .......................................... 3.05-11
3.05-4
High Voltage Adj. ............................... 3.05-11
3.05-5
High Voltage Limit .............................. 3.05-11
3.05-6 Idle ................................................. 3.05-12
3.05-7 IGN TIMING (Left Bank) ...................... 3.05-12
IGN TIMING (Right Bank) .................... 3.05-12
Ignition Alarm .................................... 3.05-12
Ignition Enable .................................. 3.05-12
Ignition Energy .................................. 3.05-12
Intake Mnfld Temp ............................. 3.05-12
Integral Gain Adj ................................ 3.05-12
Knocking .......................................... 3.05-12
Lambda Setpoint ............................... 3.05-12
Load Inertia ...................................... 3.05-13
Low Idle ........................................... 3.05-13
Low Idle Adj ...................................... 3.05-13
Low Voltage Adj................................. 3.05-13
Low Voltage Limit .............................. 3.05-13
3.05-8 Lower Heating Value .......................... 3.05-13
3.05-8 Main Fuel on RPM ............................. 3.05-13
3.05-8 Main Fuel on RPM Adjustment ............. 3.05-13
3.05-8 Main Fuel Valve................................. 3.05-13
3.05-8 Manual Mode Check Box..................... 3.05-14
3.05-8 Max Retard....................................... 3.05-14
3.05-8 Max/Min Stepper Position .................... 3.05-14
3.05-8 Measured O2 .................................... 3.05-14
3.05-9 No Spark Adjust ................................ 3.05-14
3.05-9 No Spark Limit .................................. 3.05-14
3.05-9 NOx ................................................ 3.05-14
3.05-9 O2 Block Temperature ........................ 3.05-14
3.05-9 O2 Cal Accept ................................... 3.05-14
A-3
APPENDIX A – INDEX

O2 Cal Conditions ..............................3.05-14

O2 Sensor ........................................
3.05-15
G
O2 Setpoint .......................................
3.05-15 Gauges ................................................ 3.00-11
Oil Pressure ......................................
3.05-15 Governing .............................................. 2.30-1
Oil Pressure Pre-filter ..........................
3.05-15 Feedforward Control ............................. 2.30-5
Oil Temp ..........................................
3.05-15 Inputs and Calibrations.......................... 2.30-1
Percent Rated Load ............................ 3.05-15 Synchronizer Control ............................ 2.30-5
Post Lube Time..................................3.05-15 Theory ............................................... 2.30-1
Pre/Post Lube....................................
3.05-15
PreCh Fuel On RPM ........................... 3.05-15 H
PreCh Fuel On RPM Adjust .................. 3.05-15
Prechamber Fuel Valve ....................... 3.05-15 Heater Block Assembly............................ 2.20-3
Prelube Time .....................................
3.05-15 How to Use This Manual .............................. 1-v
Prelube Timer ....................................
3.05-15
Proportion Gain Adj ............................3.05-16 I
Proportional Sync ...............................
3.05-16
Purge Time .......................................
3.05-16 Ignition
Remote RPM..................................... 3.05-16 Diagnostics ......................................... 2.10-3
Remote RPM Setpoint ......................... 3.05-16 Level ................................................. 2.10-3
Slave ID ...........................................
3.05-16 Monitoring Ignition Energy Field .............. 2.10-3
SPARK REF # ................................... 3.05-16 Monitoring Spark Reference Number ....... 2.10-3
Start Position .....................................
3.05-17 System Overview ............................... 1.10-11
Starter..............................................
3.05-17 Theory ............................................... 2.10-2
Starter Off RPM .................................
3.05-17 Initial Engine Startup ............................... 3.10-1
Starter Off RPM Adj ............................3.05-17 Installing ESP From Download ................. 3.00-1
Starting Signal ...................................
3.05-17 IPM-D
Stats Loaded .....................................
3.05-17 Overview ............................................ 1.10-4
Stepper Motor Setup ........................... 3.05-17 Programming .................................... 3.10-17
Stepper Operating Mode ...................... 3.05-17
Stepper Position.................................
3.05-17
Sync RPM ........................................
3.05-17
K
System.............................................
3.05-18 Knock .................................................... 2.35-2
Throttle Feedback ..............................3.05-18 Detection and Timing Control ................. 2.15-2
Throttle Position % .............................
3.05-18 Promoters And Reducers....................... 2.15-2
Throttle Reserve % .............................3.05-18 Theory ............................................... 2.15-1
User ESD .........................................
3.05-18 Knock Detection
User RUN/STOP ................................ 3.05-18 Overview .......................................... 1.10-11
User WKI ..........................................
3.05-18 Knock Sensor ......................................... 4.05-2
User WKI in Use ................................3.05-18 Definition ............................................ 1.05-5
Wastegate ........................................
3.05-16
Wastegate Position % ......................... 3.05-18
Fixed Speed .......................................... 2.30-2
Logic Diagram .................................... 2.30-4
Fuel Valve
Description......................................... 2.05-6
Function Codes ...................................... 2.40-3

A-4 FORM 6331 First Edition


L O
Lean Burn Oxygen Sensor ....................... 2.20-2
LEDs
Determining Fault Code ......................... 4.00-2
Resetting ............................................ 3.10-7
Load Control Mode .................................. 2.30-5
Definition ............................................ 1.05-5
Load Inertia .......................................... 3.10-14
Local Control Option Harness................. 2.00-11
Local Control Panel
Description ....................................... 2.40-10
Logging System Parameters .................... 3.10-7
Create Text File ................................... 3.10-8
Creating .TSV File ................................ 3.10-9
Low Oil Pressure ..................................... 2.35-1
M Programming
Magnetic Pickup ...................................... 2.10-2
Definition ............................................ 1.05-5
Safety Shutdown .................................. 2.35-2
Maintenance
Actuator Linkage .................................. 4.05-2
Battery ............................................... 4.05-4
Chart ................................................. 4.05-1
Power Distribution Junction Box .............. 4.05-3
Stepper .............................................. 4.05-2
System Wiring ..................................... 4.05-3
MODBUS ............................................... 2.40-1
Definition ............................................ 1.05-5
Exception Responses ........................... 2.40-3
Fault Code Behavior ............................. 2.40-2
Function Code 01 Table ........................ 2.40-4
Function Code 02 Table ........................ 2.40-4
Function Code 03 Table ........................ 2.40-5
Function Code 04 Table ........................ 2.40-6
Protocol ............................................. 2.40-2
Reading Address ................................. 2.40-3
Use with PC ........................................ 2.40-2
Use with PLC ...................................... 2.40-2
Wiring ................................................ 2.40-1
N
Navigating ESP Panels .......................... 3.00-10
Non-Code Troubleshooting .................... 4.00-10
FORM 6331 First Edition
APPENDIX A – INDEX
Overcrank .............................................. 2.35-2
Overspeed ............................................. 2.35-2
P
Panels ................................................. 1.10-10
Permanent Memory
Saving ............................................... 3.10-3
Power Distribution Junction Box ............... 2.00-4
Connecting Ground .............................. 2.00-5
Connecting Power................................ 2.00-5
Overview............................................ 1.10-4
Recommended Wiring .......................... 2.00-4
Troubleshooting................................. 4.00-11
Power Supply Requirements .................... 2.00-1
Prelubing Engine Without Starting ............ 2.05-5
Basic Programming .............................. 3.10-2
Conventions ....................................... 1.05-2
Load Inertia ...................................... 3.10-14
NOx Level ........................................ 3.10-20
Panel Color Key .................................. 1.05-2
Remote ECU .................................... 3.10-11
Saving To Permanent Memory ............... 3.10-3
Using A Modem For Remote Monitoring... 3.00-15
R
Reading MODBUS Addresses ................. 2.40-3
Remote Monitoring ................................ 3.00-15
Connecting Modem To ECU And PC ..... 3.00-17
Setting Up Modem to ECU ................... 3.00-15
Starting ESP ..................................... 3.00-17
Resetting Learning Tables ....................... 2.25-2
Resetting LEDs On ECU ......................... 3.10-7
Rotating Moment of Inertia
Adjusting Gain..................................... 2.30-6
RS-232 .................................................. 1.05-6
RS-485 .................................................. 1.05-6
A-5
APPENDIX A – INDEX
S Speed Control Mode ............................... 2.30-2
Safety
Batteries ............................................
Body Protection ..................................
Chemicals..........................................
Cleaning Solvents ...............................
Electrical ...........................................
Emergency Shutdown ..........................
Equipment Repair And Service...............
Exhaust .............................................
Fire Protection ....................................
Handling Components ..........................
Intoxicants and Narcotics ......................
Programming......................................
Protective Guards................................
Safety Tags and Decals ........................
Tools
Electrical ....................................... 1.00-4
Pneumatic ..................................... 1.00-4
Safety Shutdowns .................................. 2.35-1
Customer-Initiated Emergency Shutdown .. 2.35-2
Description......................................... 2.35-1
ECU Internal Faults ............................. 2.35-2
Engine Overload ................................. 2.35-2
Engine Overspeed ............................... 2.35-2
Engine Stall........................................ 2.35-2
E-Stop Switches.................................. 2.35-1
High HT Jacket Water
Coolant Temperature ................ 2.35-2
High Intake Manifold Air Temperature ...... 2.35-2
High Oil Temperature ........................... 2.35-2
Low HT Jacket Water Coolant Pressure ... 2.35-2
Low Oil Pressure ................................. 2.35-1
Magnetic Pickups ................................ 2.35-2
Overcrank .......................................... 2.35-2
Overview .......................................... 1.10-10
Security Violation ................................ 2.35-2
Uncontrollable Engine Knock ................. 2.35-2
Security Violation ................................... 2.35-2
Sensor Location
Front/Rear View .................................. 1.10-6
Top View ........................................... 1.10-5
Shutdown
Fault Codes ....................................... 4.00-8
Spark Reference Number........................ 2.10-3
A-6
Fixed Speed ....................................... 2.30-2
Variable Speed .................................... 2.30-3
1.00-3 Speed Governing. ....................... See Governing
1.00-3
Starting ESP ........................................... 3.00-4
1.00-3
1.00-3
Start-Stop Control
Description ......................................... 2.05-1
1.00-2
Emergency Shutdown Sequence............. 2.05-2
1.00-4
Emergency Stop Flow Diagram ............... 2.05-5
1.00-1
Normal Shutdown Sequence .................. 2.05-2
1.00-3
Overview .......................................... 1.10-11
1.00-3
Start Flow Diagram............................... 2.05-3
1.00-4
Start Sequence.................................... 2.05-1
1.00-4
Stop Flow Diagram ............................... 2.05-4
1.00-4
1.00-4 Status Field .......................................... 3.00-11
1.00-1 Stepper .................................................. 2.20-4
Overview ............................................ 1.10-4
Synchronizer Control
Description ......................................... 2.30-5
System Block Diagram ............................ 1.10-1
System Requirements ............................. 3.00-1
T
Text Field ............................................. 3.00-11
Text Field with Status Bar ...................... 3.00-11
Throttle Actuator
Overview ............................................ 1.10-5
Throttle Reserve ..................................... 2.25-4
Throttle Reserve Map .............................. 2.25-2
Torque Values ...................................... 1.05-10
Troubleshooting
Additional Assistance ............................ 4.00-1
Determining Fault Code......................... 4.00-2
E-Help ............................................... 4.00-3
Fault Codes ........................................ 4.00-6
Non-Code Troubleshooting .................. 4.00-10
Power Distribution Junction Box ............ 4.00-11
Where to Begin.................................... 4.00-1
Turbocharger Control
Description ......................................... 2.25-2
Turbocharger Surge ................................ 2.25-3
FORM 6331 First Edition
 APPENDIX A – INDEX

U
User Digital Inputs ................................. 2.40-11
User Interface Panels ............................ 1.10-10
[F10] System/Shutdown Status ............... 3.00-7
[F11] Advanced Functions...................... 3.00-8
[F2] Engine ......................................... 3.00-5
[F3] Start-Stop ..................................... 3.00-5
[F4] Governor Operating Status............... 3.00-6
[F5] Ignition Status ............................... 3.00-6
[F8] AFR Setup .................................... 3.00-7
Definition ............................................ 1.05-7
User Interface Panels Overview ............... 3.00-4
User-Programmable Field ...................... 3.00-11

V
Variable Speed ....................................... 2.30-3
Logic Diagram ..................................... 2.30-4
Version Details ........................................ 3.00-9

W
Wastegate Actuator
Overview ............................................ 1.10-5
Wastegate Reserve Map.......................... 2.25-2
Waukesha Knock Index (WKI) .................. 2.15-3
Wiring
Maintenance ....................................... 4.05-3
Wiring Requirements ............................... 1.05-1
WKI
Definition ............................................ 1.05-7

FORM 6331 First Edition A-7

APPENDIX A – INDEX

A-8 FORM 6331 First Edition

 DRESSER WAUKESHA, INC. - EXPRESS LIMITED WARRANTY COVERING
PRODUCTS USED IN CONTINUOUS DUTY APPLICATIONS
INTRODUCTION
CONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha’s approved ratings in effect at time of sale.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,
or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workman-
ship.
B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as
the direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:
1. 12 months after the initial new Products start-up date; or
2. 24 months after the original shipment date of the covered Products by Waukesha Engine.
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subpara-
graph.
This coverage shall expire upon the earlier of the following:
1. 60 months after the initial new Products start-up date; or
2. 25,000 hours of operation of the covered Products; or
3. 72 months after the original shipment date of the covered Products by Waukesha Engine.
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.
III. WAUKESHA’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha’s election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha’s authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha’s authorized contractor or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a
warranted failure.
IV. OWNER’S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products within the guidelines established by Waukesha.
B. Making the Products available to Waukesha or Waukesha’s authorized contractors or distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.
H. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA’S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products; or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
VI. APPLICABILITY AND EXPIRATION
The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of
no further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA’S ONLY OBLIGATIONS AND OWNERS’ EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER
SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-
TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.

Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated
in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.

Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories
must be commenced within two (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party’s request for
negotiation, either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance
with its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction
thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party’s actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.

See form M464 for the most current warranty terms. Effective February 22, 2006

W-1
 DRESSER WAUKESHA, INC. - EXPRESS LIMITED WARRANTY FOR
GENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS
INTRODUCTION
This warranty only applies to Genuine Waukesha Service Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks)
(hereinafter referred to as “Service Parts”) sold by Waukesha Engine and used for repair, maintenance, or overhaul of Waukesha Products.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,
or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product
damaged as the direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following:
A. 12 months after the date the part is installed; or
B. 24 months after the purchase date from an authorized Waukesha Distributor.
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.
B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by
Waukesha’s authorized Distributor.
C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service
Part from Waukesha.
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the Products/Service Parts within the guidelines established by Waukesha.
B. Making The Products/service Parts available to Waukesha or Waukesha's authorized Distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty.
H. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair.
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. Limitation Of Waukesha's Obligations
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or
assembly practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or
C. Any failure resulting from overload, overspeed, overheat, accident; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Service Parts for which Waukesha did not receive proper documentation concerning the Service Parts purchase date from an authorized Wauke-
sha Engine Distributor; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products and Service Parts available to Waukesha or its authorized representative; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or
K. Any failure or damage resulting from the improper or extended storage of a Service Part; or
L. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; or
M. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. are not considered defective if in need of routine
replacement, rebuild, or maintenance during the term of the warranty.
VI. APPLICABILITY AND EXPIRATION
The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall
expire and be of no further effect upon the date of expiration of the applicable warranty period.
VII. WARRANTY ADMINISTRATION
This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the distributor to
determine whether the warranty is applicable.
Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is
available by contacting Waukesha Engine at (262) 547-3311.
THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER
SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITA-
TION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, In no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated
in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories
must be commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for
negotiation, either party may initiate arbitration as hereinafter provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance
with its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction
thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and conditions of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M-463 for the most current warranty terms; effective February 22, 2006.

W-2
 DRESSER WAUKESHA, INC. EXPRESS LIMITED WARRANTY
FOR PRODUCTS OPERATED IN EXCESS OF CONTINUOUS DUTY RATINGS
INTRODUCTION
This warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating.
APPLICATIONS COVERED BY THIS WARRANTY
Standby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the system
will produce continuously (no overload), 24 hours per day for the duration of the prime power source outage.
Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blow-
ers, pumps, compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation for any length of time between the con-
tinuous and intermittent ratings, see the Peak Shaving Application rating procedure.
Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower-hours available per year at site specific conditions. All
applications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha's Application Engineering Department.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine,
or Enginator®, or product (hereinafter referred to as “Products”) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product
damaged as the direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A.
This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:
1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start-up date; or
2. 72 months after the original shipment date of the covered Products by Waukesha Engine.
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinderhead castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph.
This coverage shall expire upon the earlier of the following:
1. 60 months after the initial new Products start-up date; or
2. 25,000 hours of operation of the covered Products; or
3. 2 months after the original shipment date of the covered Products by Waukesha Engine.
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the
express limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractors or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a
warranted failure.
NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMS
BROUGHT PURSUANT TO SUBPARAGRAPH II (B).
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation of the Product within the allowable HP-HR/YR rating granted by the specific Special Application Approval for the Product.
B. The operation and maintenance of the Products within the guidelines established by Waukesha.
C. Making the Products available to Waukesha or Waukesha's authorized contractors or distributors for any warranty repair, during normal business hours.
D. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
F. All administrative costs and expenses resulting from a warranted failure.
G. Any costs of transportation, towing, repair facilities, or associated costs.
H. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (B) above.
I. Loss of revenue and loss of/or damage to real and/or personal property.
V. LIMITATION OF WAUKESHA'S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance
practice not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products: or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
VI. APPLICABILITY AND EXPIRATION
The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of
no further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASED
ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WAR-
RANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A
PARTICULAR PURPOSE.
Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in contract, tort strict lia-
bility, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (including negligence and strict liability), or other theories must be commenced within
two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services pro-
vided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for
negotiation, either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance
with its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having jurisdiction
thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to
award punitive or other damages not measured by the prevailing party's actual damages and may not, in any event, make any ruling, finding or
award that does not conform to the terms and condition of this agreement. The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form 467 for the most current warranty terms, effective February 22, 2006.

W-3