G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 1 of 14

Shutdown SIS

Previous Screen

Product: GAS ENGINE

Model: G3606B GAS ENGINE 4ZS
Configuration: G3606 INDUSTRIAL 4ZS00001-UP

Testing and Adjusting

G3600 Engines
Media Number -RENR5908-12Publication Date -2011/05/01Date Updated -2011/05/16

i04296266

BTU and Precombustion Chamber Adjustments

SMCS - 1278; 1550

The control strategy for the air/fuel ratio is determined by these factors: setting for the
fuel quality, the fuel flow and the combustion burn time. The setting for the fuel quality
is the initial setting for the air/fuel ratio. The combustion burn time allows the control
strategy to fine-tune the air/fuel ratio. The ratio is based on the quality of the fuel. Both
of these adjustments are critical, and problems can arise if the adjustments are not
properly set.

Setting of the Fuel Quality

Note: Use the Caterpillar Electronic Technician (Cat ET) to adjust the setting for the
fuel quality.

The setting for the fuel quality is typically defined during the engine commissioning.
The setting of the fuel quality does not require further adjustment unless the average
lower heating value (LHV) of the fuel changes. To establish the setting for the fuel
quality, a gas analysis and a measurement of the exhaust emissions are required.

A current gas analysis is required before adjusting the value for the fuel quality. Obtain
the analysis and enter the data into Caterpillar Software, LEKQ6378, "Methane
Number Program". This program establishes the LHV through a calculation that
weighs the effect of the various contents of the gas. This calculation is based on the
percentage of the total gas. Set the fuel quality to this LHV.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 2 of 14

Note: Use the Caterpillar Software, LEKQ6378, "Methane Number Program".

Use of only the data from the gas analysis can result in incorrect settings.

A measurement of the exhaust emissions verifies that the engine is properly set. The
emission levels for the fuel quality can be compared to the levels of these emissions
that were recorded during the engine commissioning: NO, NOx, CO, CO2 and O2.

If the amount of NOx and CO in the exhaust are not within ± 10 ppm of the engine
commissioning, determine whether the setting for the fuel quality should be adjusted. A
leaner air/fuel ratio will reduce NOx and a leaner air/fuel ratio will increase CO. A
richer air/fuel ratio will increase NOx and a richer air/fuel ratio will reduce CO. Two
basic concepts of the control strategy must be understood before adjusting the fuel
quality.

Basic Engine Speed and Governing Control

The engine control strategy adjusts fuel flow. The fuel flow is based on the differential
between the actual engine speed and the desired engine speed setting.

If the actual engine speed is lower than the desired engine speed, the control will
increase the amount of fuel flow. If the actual engine speed is higher than the desired
engine speed, the control will decrease the amount of fuel flow. The application of load
to the engine will result in a higher fuel flow in order to maintain the same desired
speed.

Basic Air/Fuel Ratio Control

The volume of fuel and the fuel heating value determine the amount of air that is
required for maintaining the proper air/fuel ratio.

The engine is tuned to a specific value for NOx. The value depends on the engine
emissions rating. The value for tuning provides a cushion that is less than the actual
emissions rating for NOx that is not to be exceeded. Always tune the engine to the
target value.

The volume of fuel that is consumed by combustion is calculated by measuring the

following conditions:

• Pressure differential between the fuel manifold and the inlet air manifold

• Temperature of the fuel to the cylinder

• Engine rpm

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 3 of 14

The setting of the fuel quality and the combustion burn times are evaluated in order to
determine the heating value of the fuel. The volume of inlet air will increase as the
volume of fuel and the heating value increase. The volume of inlet air will decrease as
the volume of fuel and the heating value decrease. The control strategy regulates the
volume of air by adjusting positions of the wastegate and of the air choke.

Adjustments to the setting of the fuel quality will affect the air/fuel ratio during tuning
of the engine. To obtain a leaner air/fuel ratio, increase the setting of the fuel quality
when the engine is tuned. Increasing the setting will increase the volume of air for
combustion. The control will interpret the higher fuel quality as a hotter fuel. The
actual heating value of the fuel does not change. To obtain a richer air/fuel ratio,
decrease the setting of the fuel quality when the engine is tuned. Decreasing the setting
will reduce the volume of air for combustion. The control will interpret the lower fuel
quality as a cooler fuel. The actual heating value of the fuel does not change.

The control also uses the fuel quality in order to calculate the percentage of engine
load. This calculated load is used by the control strategy to determine the timing, the
air/fuel ratio, and the operating limits. Adjusting the fuel quality will directly affect the
operation of the engine.

NOTICE

The BTU setting will directly affect the air/fuel ratio during
tuning which in turn will alter the emission level of the
engine. Improper settings of the BTU during tuning will lead
to engine performance problems and have a negative impact
on the site emission permits.

Always use an emission analyzer when an adjustment is made to the fuel quality or
made to the needle valves. Always place the control system in "Prechamber
Calibration" mode in order to make adjustments.

Do not use the fuel quality as an adjustment for improving starting and/or acceptance
of a load. If there are problems with engine start-up and/or loads at a particular setting
for the fuel quality, another gas analysis and/or adjustments to the engine are required.

Note: Normally, the engine will operate with different fuels that have a broad range of
heating values. If the heating value of the fuel changes significantly, an adjustment to
the setting of the fuel quality may be necessary in order to operate the engine.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 4 of 14

The setting of the fuel quality must be within ± 25 fuel quality of the actual fuel LHV.
Otherwise, the proper air/fuel ratio may not be achieved. Additional gas analysis and/or
engine adjustments are required.

The setting of the fuel quality will directly affect the performance of the engine. If the
setting is too low, the air/fuel mixture will be too rich. Higher exhaust temperatures,
detonation, and possible damage to the precombustion chambers will result. If the
setting is too high, the air/fuel mixture will be too lean. Poor engine performance, false
detonation, misfire, and shutdowns will occur.

Do not adjust the setting for the fuel quality while the control strategy is running in the
feedback mode. The control strategy for the engine will automatically compensate for
any variation in the heating value of the fuel. Adjusting the setting of the fuel quality
during feedback mode will not change the operating condition of the engine. If the
setting is adjusted, the adjustment could lead to operational problems.

Tuning the Engine

The setting of the fuel quality establishes a reference point. If the LHV of the gas does
not change, the engine performance will probably be consistent. However, the LHV
will probably change over time.

Note: Before you tune the engine, determine whether misfire is present. Also,
determine the load and speed for the application. Always use an emission analyzer
when an adjustment is made to the fuel quality or made to the needle valves. Always
place the control system in "Prechamber Calibration" mode in order to make
adjustments.

Modes of Air/Fuel Ratio Control

Start-Up

During start-up, the air/fuel ratio is controlled with the air choke. The starting position
depends on the number of cylinders. Typically, the starting choke position is closed 60
to 80 percent.

The air choke is maintained at a fixed position until ten seconds after the engine
achieves the desired speed. If the starting choke position is set too high, the engine will
not get enough combustion air. In this case, the programming in the software opens the
air choke in steps until the engine speed increases. Opening the air choke enables a
steady increase of the engine speed until the desired speed is achieved.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 5 of 14

If the start choke position is set below 30 percent and the engine still struggles to ramp
up to desired speed, the start wastegate position can be changed. The default start
wastegate setting is 90 percent (fully opened). This setting can be reduced in the range
of 50 to 90 percent to add air for starting. The setting is especially helpful for starting
with parasitic loads, for at high altitudes, or for using non-standard type fuels.

The starting choke, the starting wastegate, and the start fuel burst, are programmed in
the Cat ET configuration screen.

Exhaust Port Temperature Feedback

In this mode of operation, the air/fuel ratio is controlled in order to achieve a desired
exhaust port temperature. This mode of operation is normally activated after the start-
up is complete.

The Integrated Combustion Sensing Module (ICSM) calculates the difference between
the average exhaust port temperature and the desired exhaust port temperature. The
ICSM sends a fuel correction factor to the ECM. The ECM uses the fuel correction
factor to control the air choke actuator in order to maintain the desired exhaust
temperature.

If the average exhaust temperature is too low, the ECM commands the air choke
actuator to move toward the closed position in order to richen the air/fuel mixture.
Combustion of the richer air/fuel mixture increases the exhaust port temperatures.

The "Desired Engine Exhaust Port Temp" parameter is set in the Cat ET configuration
screen. The parameter is the desired exhaust port temperature for a load of 25 percent.

For more information, refer to Systems Operation, "Electronic Control System

Operation".

Combustion Feedback

During normal operation at loads that are greater than approximately 40 percent, the
engine operates with combustion feedback. In this mode, the Electronic Control
Module (ECM) adjusts the inlet manifold air pressure according to these factors: fuel
flow, setting of the fuel quality and combustion burn time. During this mode, the
control automatically adjusts for any variations in the LHV of the fuel. The inlet
manifold air pressure and the fuel correction factor can be monitored in order to
observe the adjustments for the air/fuel ratio.

The inlet manifold pressure and the fuel correction factor can be observed with Cat ET
or with the Advisor display. If the heating value of the fuel increases, the combustion

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 6 of 14

burn time will decrease. The engine will be operating with a richer air/fuel ratio. The
ECM increases the inlet air in order to increase the combustion burn time. If the
heating value of the fuel decreases, the combustion burn time will increase because the
engine will be operating with a leaner air/fuel ratio. The ECM decreases the inlet air in
order to reduce the combustion burn time. In both cases, the ECM works in order to
restore the desired combustion burn time.

Prechamber Calibration Mode

The prechamber calibration mode is enabled by using Cat ET to select "Prechamber

Calibration" (PC cal) in the "Service/Engine Calibrations" tab. The PC cal mode will
allow the engine to be tuned for the performance characteristics of the fuel.

When the engine is operating in the prechamber calibration mode, the ECM does not
automatically adjust the inlet air. The combustion burn times are eliminated in the
calculation of the air/fuel ratio and the fuel correction factor is locked at 100 percent.
Primarily, the fuel flow and the setting for the fuel quality determine the amount of
inlet air that is required for combustion. Therefore the air/fuel ratio can be adjusted via
the setting for the fuel quality. If the setting for the fuel quality is increased in this
mode, the inlet air is also increased. More air results in a leaner air/fuel ratio. If the
setting for the fuel quality is reduced in this mode, the inlet air is also reduced. Less air
results in a richer air/fuel ratio. The combustion burn time can be set to these
conditions by adjusting the amount of fuel that is delivered to the precombustion
chamber. Each cylinder has a needle valve that controls the amount of gas to the
precombustion chamber.

Detection of Misfire
Before adjusting the engine, determine whether misfire is present. If misfire is present,
the combustion burn time will not be accurate. The misfire will falsely increase the
average combustion burn time.

Note: Failure to correct the misfire will result in an improper engine setting that will
lead to problems.

Under normal operating conditions, the combustion burn time is an average value that
is displayed by the Advisor display on the remote control panel. The value is displayed
in increments of milliseconds (0.001 seconds). The combustion burn time begins when
the spark plug ignites. The combustion burn time ends when the flame front reaches the
combustion sensor. When a cylinder misfires, the combustion sensor does not detect
the flame front. The combustion burn time does not stop until the next cylinder is about
to fire. This results in a long combustion burn time. The displayed combustion burn
time increases because the time is an average of several ignitions in the cylinder.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 7 of 14

Adjusting the fuel supply in the precombustion chamber on a misfiring cylinder will
result in an incorrect setting on the engine. Operational problems will occur.

There are two forms of misfire: actual misfire and false misfire.

Note: Actual misfire can occur without significantly affecting the exhaust port
temperature.

The exhaust port temperatures can help to differentiate between actual misfire and false
misfire. A low exhaust port temperature probably indicates actual misfire.
Troubleshooting can be concentrated on those components that are likely to be causing
the misfire. The following components are included:

• Check valve for the precombustion chamber

• Spark plug

• Spark plug extender

• Ignition coil

• Integrated combustion sensing module (ICSM)

• Needle valve for the precombustion chamber

• Gas supply line for the precombustion chamber

• Gas admission valve

• Precombustion chamber coolant leaks

False misfire occurs when the combustion burn time is not measured correctly but the
exhaust port temperatures are normal. False misfire indicates a problem with one of the
following components: combustion sensor, extender for the combustion sensor, wiring
for the combustion sensor and ICSM. These components are also susceptible to
electrical noise.

Electrical noise in the feedback system can cause the combustion burn time to be
incorrectly measured. This results in combustion burn times that are too fast. The
electrical noise stops the timer before the flame front passes by the combustion sensor.
Electrical noise can sometimes be detected by viewing the unfiltered combustion burn
times. Electrical noise will usually cause the combustion burn time to indicate 2.0 to
2.2 milliseconds.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 8 of 14

Excessive oil in the cylinder will also cause fast combustion burn times and higher
exhaust port temperatures.

If the wiring from the combustion sensors to the ICSM is not connected correctly, false
misfire can be indicated. The exhaust temperatures will be normal but the combustion
burn times can be too long because the ICSM is not receiving the correct firing order.

To isolate the component that is affecting the combustion burn times, components from
a suspect cylinder can be exchanged with components from other cylinders. Operate
the engine in order to locate the component. The misfire will follow the component to
one of the other cylinders.

G3600 Tuning Procedure

Before you tune the engine, define the operating load and the speed for the application.
The load and speed can be different for different applications.

• If the engine will be operated continuously at a certain load and speed, tune the
engine at that load and speed.

• If the engine is expected to run continuously above 850 rpm and 75 percent of the
rated load, tune the engine at the expected condition.

• If the engine load and speed will vary, tune the engine at the midpoint of the
defined range.

The G3600 engine is tuned to a specific NOx target value that depends on the engine
emissions rating. The target value is for tuning purposes. The target value provides
some degree of offset below the actual NOx rating. Always tune to one of the following
recommended NOx targets: with the emissions analyzer set to the uncorrected scale.

• 70 ppm for 0.7g/hp-hr

• 50 ppm for 0.5 g/hp-hr

The G3600 engine cannot be tuned without the use of a well-calibrated emissions
analyzer.

This adjustment procedure assumes that the engine intake valve and exhaust valve lash
and GAV (Gas Admission Valve) lash adjustment is correct. If the lash adjustment is
not known, make this mechanical adjustment before proceeding with this tuning
procedure.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 9 of 14

Engine misfire must also be corrected before proceeding with this adjustment. Tuning
the engine with misfire present will result in an engine air/fuel ratio that is too rich.
Misfire is determined by observing the combustion times in the "Unfiltered Burn Time"
screen. For tuning purposes, misfire is defined as a burn time higher than 10.0
milliseconds (m/s).

If there are more than four misfires in 60 seconds for any one cylinder, there is too
much misfire to tune the engine correctly.

1. Before you start the engine, prepare to connect an emissions analyzer to the
exhaust outlet. Make sure that the emissions analyzer is correctly calibrated. The
pickup must extend into the exhaust stream for at least 10 cm (4 inch). Do not
connect the analyzer until the engine is warmed up and you are ready to tune the
engine. This practice will extend the life of the analyzer sensors.

Initial start-up and start-up after major work

For initial start-up and for start-up after major work, use the PC CAL
(Prechamber Calibration) mode. The mode will prevent the engine control
strategy from switching into the Combustion Feedback mode when the load is
greater than approximately 40 percent. The mode also allows direct control of the
air/fuel ratio with the setting for the fuel quality. The engine can be started and
loaded prior to the tuning.

For startups of this type leave the needle valves set to the previous positions. If
the previous needle valve positions are not known, screw all needle valves
clockwise to the fully closed position. Then turn each needle valve four turns
counterclockwise. The four-turns open position can always be used as a default
position. The setting can also be used as a starting point for tuning if the previous
settings are unknown or do not provide the desired effect.

Do not change the factory setting on a new engine until the engine has been
operated under load and the NOx is verified. Often the factory settings do not
require adjustment.

Set the Low Heat Value (LHV) and Specific Gravity to the quantities indicated by
the gas analysis entered into Caterpillar Software, LEKQ6378, "Methane Number
Program" to obtain the correct values. Omit Step 3.

2. Start the engine and operate the engine at the desired load and speed until the
coolant temperature and oil temperature are stable. Approximately one hour is
required for the warm-up. After the engine is warmed up and stabilized, connect
the emissions analyzer and turn on the analyzer.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 10 of 14

3. Operate in the Combustion Feedback mode and refer to the value of the Fuel
Correction Factor (FCF).

If the FCF is 100 percent, no special consideration is required.

If the FCF is less than 98 percent or if the FCF is greater than 102 percent, the
Low Heat Value (LHV) of the fuel may have changed since the last tuning or gas
sample. Entering PC CAL with an FCF deviation greater than 2 percent from 100
percent can cause the engine to become unstable.

Adjust the LHV in the configuration screen in Cat ET until the FCF is between 98
and 102 percent. This is the only acceptable occasion to adjust the LHV while not
in PC CAL mode. Note the NOx emissions for reference.

Note: If the FCF is above 100 percent, the fuel quality has increased (BTU is
higher). If the FCF is below 100 percent, the fuel quality has decreased (BTU is
lower).

NOTICE

Adjustments to the precombustion chamber needle valves

should not be made when the engine's control strategy is
operating in the "feedback" mode. The engine's control
strategy adjusts the air fuel ratio to maintain the actual
combustion burns equal to the desired burn times.
Therefore, adjusting the needle valves will not result in
different burn times. Adjusting the needle valve will, instead,
set the air/fuel ratio to an unknown value, because the
engine's control strategy will attempt to correct for this
change.

4. Use Cat ET to switch the engine control system to the PC CAL mode. Under
"Service", select "Engine Calibrations". Then select "Prechamber Calibration".

Note: Do not exit the PC CAL mode while you tune the engine. Exiting the mode
could result in adjusting the engine for an improper air/fuel ratio. The
maladjustment will lead to poor engine performance and incorrect emission
levels. When the engine control system is in the PC CAL mode, the FCF is
automatically set to 100 percent.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 11 of 14

5. After the engine has been running in PC CAL mode for 15 minutes, check the
NOx reading on the emissions analyzer.

The goal is to have the NOx as close as possible to the target ppm. The limit is +/-
15 ppm, but a reading that is closer to the target value is preferred. The target
value provides more of a buffer for maintaining proper emissions and
performance. The buffer helps accommodate changes over time in the fuel and in
ambient conditions.

If the NOx is more than five ppm different from the target NOx, adjust the LHV.
The adjustment should move the NOx closer to the target value.

If the NOx is above the target, the air/fuel ratio is rich so the LHV needs to be
raised. If the NOx is below the target, the air/fuel ratio is lean so the LHV needs to
be lowered.

To achieve the exact target value, change the LHV in small increments of five or
ten BTU or less.

Note: Wait at least 15 minutes after changing any settings before taking readings
or making further adjustments. The control system and the emissions analyzer
will require this time to react to any change and to stabilize.

6. After an acceptable NOx value is achieved, adjust the needle valves in order to
obtain the desired combustion burn time for each cylinder. The engine must still
be in the PC CAL mode during this adjustment process.

Note: Record the filtered burn times while the engine is operating at the
speed and load that is desired for tuning.

a. Monitor all of the filtered combustion burn times that are displayed on Cat
ET or on the Advisor display

b. Compare the filtered combustion burn time for each cylinder to the desired
combustion burn time. Record the times on a note pad.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 12 of 14

Illustration 1 g00815515

Needle valves

c. Set the engine speed to 800 rpm before you adjust a needle valve.

Once the needle valve adjustment is completed and you return to the control
panel, the speed can be returned to the normal operating speed. Compare the
filtered combustion burn time for each cylinder to the desired combustion
burn time. Adjust the speed to 800 RPM for each subsequent needle valve
adjustment. Return to the normal operating speed for observation of the
combustion burn times.

Opening the needle valve increases the fuel flow to the precombustion
chamber. Increasing the fuel flow decreases the combustion burn time for
the cylinder. Closing the needle valve decreases fuel flow to the
precombustion chamber. Reducing the fuel flow increases the combustion
burn time.

Adjust all of the needle valves for the precombustion chambers sequentially.
Allow a minimum of 15 minutes for the filtered combustion burn times to
stabilize. Repeat this process until all of the actual filtered combustion burn
times are within ± 0.20 milliseconds of the desired combustion burn time.
Like the NOx adjustment, tuning to a tighter tolerance increase accuracy of
the adjustment. In most instances, you can get all burn times to within +/-
0.10 m/s of the desired.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 13 of 14

Adjusting the needle valves too far will result in rich misfire or in lean
misfire. The misfire will be reflected by combustion burn times that are too
long or too short and unstable. The preferred range is 2.0 to 5.0 turns out. A
needle valve set below 2.0 turns out can lead to lean misfire on that cylinder.
Lean misfire will cause other cylinders to become overloaded. Overloading
causes detonation. If a needle valve is set above 5.0 turns out, especially
with hotter fuels, the cylinder will run rich and emissions will be
compromised. The setting can also lead to erosion of the nozzle holes in the
prechamber.

The average engine combustion burn time is displayed along with the
individual cylinder burn times in both Cat ET and on the Advisor monitor.
The average burn time is used by engine control system to adjust the air fuel
ratio.

7. Once the combustion burn times for all cylinders are within range, wait 15
minutes and then read the NOx number on the emissions analyzer.

If the NOx is not within 10 ppm of the target value, go back to Step 5 and adjust
the LHV as needed. Then recheck the combustion burn times as described in Step
6. Sometimes it is necessary to go back and forth between Step 5 and Step 6 for a
couple of times in order to dial in all of the settings. Work slowly and wait
between adjustments

Note: The most common error in tuning is moving too quickly between
adjustments.

8. If the NOx is within 10 ppm of the target value, record the intake manifold
pressure and NOx values. Then exit PC Cal mode and return to Combustion
Feedback mode. Note the intake manifold pressure, fuel correction factor, and
NOx value in Combustion Feedback mode.

The following results are recommended in Combustion Feedback mode:

◦ The intake manifold pressure is within one percent of the intake manifold
pressure recorded in PC CAL mode.

◦ The FCF is between 99 and 101 percent.

◦ The NOx is within +/- 10 ppm of the target value.

◦ The average engine combustion burn time is within 0.10 m/s of the desired
burn time.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012
G3606 INDUSTRIAL 4ZS00001-UP(SEBP3792 - 64) - Documentation Page 14 of 14

9. Record all values and settings on the performance data sheet. Include all Advisor
screen data, Cat ET configuration screen data, NOx, O2, CO, and needle valve
settings.

This data can be useful for future tuning or engine troubleshooting.

If the LHV of the fuel changes during tuning, the tuning will be more difficult. The
settings will be improper.

Check the exhaust emissions after the engine is tuned in order to verify that the engine
was properly tuned. Operation of the engine with an air/fuel ratio that is too rich will
increase the exhaust port and exhaust stack temperatures. The rich operation could
result in a shutdown for high exhaust stack temperature. An air/fuel mixture that is too
rich can also cause detonation. Damage may occur to a precombustion chamber if the
engine is operated at an air/fuel ratio that is too rich. The damage can occur if misfire is
not corrected before adjustment of the needle valves.

As stated above, the recommended Fuel Correction Factor is within 1 percent of 100
percent after tuning. However, normally the FCF will drift somewhat during operation
as the system adapts to changes in factors such as fuel quality, air temperature, speed,
and load transients. The drift does not necessarily require engine tuning. If the NOx is
within the target range, tuning is not necessary.

If individual cylinders are drifting out of the expected range for burn times or for
exhaust temperatures, one of the following problems may be present. Inspect these
items before tuning the engine:

• Improper valve lash adjustment

• Prechamber coolant leak

• Fouled needle valve

• Prechamber nozzle erosion

• A faulty ignition part such as an extender. a spark plug, or a transformer

Copyright 1993 - 2012 Caterpillar Inc. Tue Feb 21 09:22:31 CST 2012
All Rights Reserved.
Private Network For SIS Licensees.

https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl... 2/21/2012