Application

Engineering
Bulletin
Subject
Fuel System Installation
Requirements for Emergency
Generator Sets

Date September, 1996 Page 1 of 5 AEB Number 70.23

The purpose of this topic is to highlight fuel tank installation alternatives for K38, and K50 engines applied in
emergency standby generator set applications which have specified start time requirements either to meet code
specifications or other customer expectations. These applications require positive fuel head (positive static fuel
pressure) to be supplied to the fuel pump inlet at all times.

A typical application may be an installation which must be paralleled and/or on-line within a specific time limit to
satisfy safety codes. For example, in the U.S.A., National Fire Protection Association (NFPA) Specification 110,
Emergency and Standby Power Systems, states that a Type 10 system must provide acceptable electrical power
to the transfer switch load terminals in ten seconds or less. Other applications also exist which may require similar
performance, i.e. data centers, communications installations, chemical processing plants, etc.

There are five methods of providing positive fuel head:

• Overhead Primary Fuel Tank

• Elevated Float Tank (Secondary Fuel Tank)

• Elevated Day Tank (Primary or Secondary Fuel Tank)

• Bottom Outlet Primary Tank

• Integral Fuel Transfer System

These methods are acceptable means of providing the engine with positive fuel head, however, the engine
must be fitted with Cummins-supplied, engine-mounted checkvalves. These checkvalves have fuel height
limitations of 2.1 m (7 ft.) above the crankshaft centerline. The maximum fuel level must never exceed 2.1 m (7 ft.)
above the crankshaft centerline and the minimum fuel level must always be at least 15 cm (6 in.) above the fuel
pump inlet. Engine damage could result if the fuel level exceeds 2.1 m (7ft). A fuel level less 15 cm (6 in.) will not
provide an appropriate fuel pressure head at the fuel pump inlet.

A standpipe (a pipe through which the fuel is vertically lifted from the tank) does not provide positive head and
must not be used to draw fuel from the tank. Fuel must be able to gravity feed to the fuel filters from the bottom of
the tank.

The fuel plumbing must be routed in such a manner which allows trapped air to escape to the fuel tank. Ideally,
the fuel plumbing would have a constant downward slope from the fuel tank to the filter head.

Check all fittings and connections to ensure that all joints are assembled and tightened correctly.

Cummins Engine Company, Inc., Columbus, Indiana 47201 Form 5745-0281

 AEB 70.23
Page 2 of 5
OVERHEAD PRIMARY FUEL TANK

The bottom outlet overhead primary fuel tank shown in Figure 1 is mounted such that the minimum fuel level
in the tank is at least 15 cm (6 in.) higher than the fuel pump inlet, and such that the maximum fuel level does
not exceed 2.1 m (7 ft.) above the crankshaft centerline.

Figure 1
ELEVATED FLOAT TANK (SECONDARY FUEL TANK)

The bottom outlet float tank shown in Figure 2 is mounted such that the minimum fuel level in the tank is at
least 15 cm (6 in.) higher than the fuel pump inlet, and such that the maximum fuel level does not exceed
2.1 m (7 ft.) above the crankshaft centerline. This arrangement is used when the maximum fuel level in the
primary fuel tank is located at a height greater than 2.1 m (7 ft.) above the crankshaft centerline.

The bottom outlet float tank shown in Figure 3 is also mounted such that the minimum fuel level in the tank is
at least 15 cm (6 in) higher than the fuel pump inlet, and such that the maximum fuel level does not exceed
2.1 m (7 ft.) above the crankshaft centerline. This arrangement is used when the minimum fuel level in the
primary fuel tank is located less than 15 cm (6 in.) above or any distance below the fuel pump inlet.

A float tank as shown in Figures 2 and 3 is also appropriate for systems where the primary fuel tank is
located within the heights prescribed above, but at such a horizontal distance that the maximum allowable fuel
inlet and/or drain line restrictions would be exceeded if the engine was plumbed directly to the tank.

Figure 2 Figure 3
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Page 3 of 5
ELEVATED DAY TANK (PRIMARY OR SECONDARY FUEL TANK)

The elevated day tank shown in Figure 4 is mounted such that the minimum fuel level in the tank is at least
15 cm (6 in.) higher than the fuel pump inlet, and such that the maximum fuel level does not exceed 2.1 m (7 ft.)
above the crankshaft centerline.

Figure 4
BOTTOM OUTLET PRIMARY TANK

The bottom outlet primary tank shown in Figure 5 is mounted such that the minimum fuel level in the tank is
at least 15 cm (6 in) higher than the fuel pump inlet, and such that the maximum fuel level does not exceed
2.1 m (7 ft.) above the crankshaft centerline. This tank could be the main fuel tank or a day tank.

Figure 5
INTEGRAL FUEL TRANSFER SYSTEM

This system was developed to satisfy the positive fuel head requirements for installations where fuel tank
location alternatives are limited or where customers choose to satisfy the positive fuel head requirements with
an integral system.
 AEB 70.23
Page 4 of 5
Such a system has been developed for K38 and K50 engines, and is available as a factory-supplied option
(FS 6021). A mechanical kit and an electric kit are also available via Onan Industrial Accessories:

Onan Cummins
Onan Cummins Instruction Sheet Instruction Sheet
Part No. Part No. Description Part No. Part No.

---- 3631271 KV Mechanical Fuel Transfer Kit 1 ----- 3884890

0149-2557 ----- KV Mechanical Fuel Transfer Kit1 G254 -----
0149-2558 ----- KV Electric Fuel Transfer Kit2 G258 -----

NOTE 1: Use with HD 6011.

NOTE 2: A Cummins electric kit will not be released.

The mechanical kit contains a fuel transfer pump, pump drive, fuel reservoir, fittings, brackets, hoses,
clamps, gaskets, wire mesh fuel strainer, capscrews, fuel stub-up hoses, and installation instructions. Cummins
and Onan kits do not have interchangeable hose fittings.

The electric kit contains an electric motor-fuel transfer pump, electric control box, fuel reservoir, fittings,
brackets, hoses, clamps, gaskets, wire mesh fuel strainer, capscrews, fuel stub-up hoses, and G258 installation
instructions.

A schematic of the fuel transfer pump system is shown in Figure 6.

Fuel is pumped from the fuel tank, through a 20 mesh wire strainer, through the fuel transfer pump, and into
the fuel reservoir. The engine fuel filters are provided with positive fuel head through the reservoir bottom outlet
opening. Excess fuel exits the fuel reservoir through the reservoir top outlet, connects with the injector return
flow, and returns to the fuel tank.

The upward slope of the hose between the fuel reservoir and the filter head allows trapped air to escape from
the fuel filter head. Any air in the fuel reservoir is purged back to the main fuel tank by the excess fuel flow out of
the reservoir.

The self-purging action eliminates the need for fuel reservoir vent openings. The main supply tank must still
be vented.

Figure 6
 AEB 70.23
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TRANSFER PUMP INFORMATION

Inlet restriction as measured at the transfer pump must not exceed 8 in-hg. A 20 mesh wire strainer must be
located before the transfer inlet.

The engine return fuel restriction limit remains unchanged at 6.5 in-hg as measured at the engine fuel return
fitting per the KV Troubleshooting and Repair Manual 3810432. The size of the reservoir return line (fuel flowing
out of the reservoir) has increased from a No.10 hose to a mandatory No.12 hose due to the excess fuel flow
provided by the transfer pump.

Maximum return line restriction with this system occurs at rated speed-no load conditions because:

1. The positive displacement gear pumps are either electric motor-driven or engine-driven. The electric motor
pumps always operate at a constant speed as do the engine-driven pumps (1500 to 1800 RPM engine
speed regardless of load). Pump speed is constant, therefore, pump output flow is constant.

2. Fuel consumption is the lowest percentage of total flow at rated speed-no load, therefore, there is a
maximum amount of excess transfer pump flow through the reservoir return line under no load conditions.

MECHANICAL (ENGINE-DRIVEN) FUEL TRANSFER PUMP

K38 and K50 engines must be equipped with hydraulic pump drive capability (option HD 6011) in the front
gearcover if the mechanical fuel transfer system is desired.

KV G-drive engines have used a gear housing without the machined drive openings since 1987, however,
the required HD 6011 gear housing was reinstated on Onan KV gensets in May 1995 with Onan K38 ESN First
33130484 and Onan K50 ESN First 33130550. All other KV G-drive engine production was transitioned to
HD 6011 by December 1995. These engine serial numbers and dates are approximate and the engine should
be inspected before ordering an upfit kit.

ELECTRIC FUEL TRANSFER PUMP

The electric fuel transfer system can be used to upfit engines which are not equipped with the HD 6011 gear
housing. This kit is only available through Onan Industrial accessories.

The electric pump is equipped with a 1/4 horsepower, single phase motor which is reconnectable for 115/
208-230 VAC at 50/60 Hz. An electric control box with a 24 VDC relay is used to control the motor. The relay is
wired in parallel with the engine fuel pump solenoid and closes the 115/208-230 VAC motor circuit whenever the
engine is running. The control box also contains a momentary switch which allows the motor to be tested when
the engine is not running or to fill the fuel filters after a filter change. The control box is equipped with a small
circuit breaker and the motor is equipped with manual reset, thermal overload protection.

NOTE: The AC power supply must be obtained from a circuit which is connected to the emergency bus. The
electric fuel transfer pump must be connected to a circuit which is supplied by normal utility power during non-
emergency operation (i.e. exercise periods) and is also supplied by the generator set during emergency
operation. The electric pump must operate whenever the generator set is operating, otherwise, the engine will
run out of fuel. For example, an emergency lighting circuit or a day tank circuit would provide a constant source
of power as would any circuit serving a Priority One load.

The electric fuel transfer kit was designed for connection to utility power instead of a generator bus direct
connection due to the large generator voltage range available in the world market (110V, 380V, 480V, 600V,
4160V, 13.8kV, etc.), however, direct connection to the generator bus is acceptable in those instances where
normal utility power is not available. For example, a small transformer (with proper circuit protection) could be
used on a 480V generator to reduce the power to 230V and directly power the motor. The motor would operate
whenever the generator was operating and the electric control box could be eliminated.

The fuel reservoir and fuel filters contain enough fuel to operate the generator set for 10 minutes at rated
speed-no load without pump operation. This should provide sufficient time for load transfer to be completed.