6277-5 Web

VHP*
6-, 12- & 16-Cylinder

GS/GSI/GL Engines
operation &
maintenance
form 6277-5
5th edition
* Trademark of INNIO's Waukesha Engine

VHP
6-, 12-, 16-Cylinder
GS/GSI/GL Engines
operation &
maintenance
form 6277-5 This document contains proprietary and trade secret information. The receiver of this document
accepts it in confidence and agrees that, without the prior expressed written permission of INNIO’s
5th edition Waukesha Gas Engines, it will (1) not use the document, its content or any copy thereof for any
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the properties of their respective owners.
Original Instructions (English)
The English version of this manual controls over any error in or conflicting interpretation of any
translation.
INNIO’s Waukesha Engine

Waukesha, Wisconsin 53188
Printed in U.S.A.
© Copyright 2023, INNIO’s Waukesha Engine
All rights reserved.
California California
Proposition 65 Warning Proposition 65 Warning
The engine exhaust from this product Certain components in this product and its
contains chemicals known to the state of related accessories contain chemicals
California to cause cancer, birth defects known to the state of California to cause
or other reproductive harm. cancer, birth defects or other reproductive
harm. Wash hands after handling.
DISCLAIMERS:
All information, illustrations and specifications in this manual are based on the latest information available at the time
of publishing. The illustrations used in this manual are intended as representative reference views only. Products are
under a continuous improvement policy. Thus, information, illustrations and/or specifications to explain and/or
exemplify a product, service or maintenance improvement may be changed at any time without notice.
NOTICE
Review all applicable Service Bulletins and other documentation, and check with your Authorized Distributor for
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Disposal requirements for waste electrical and electronic equipment:
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Electrical and electronic equipment can contain harmful substances which can affect the environment and human
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WEEE symbol (Waste of Electrical and Electronic Equipment): The symbol for the separated disposal of electrical
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You must not dispose any electrical and electronic equipment marked with this symbol (battery-operated electrical
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Form 6277-5
© Copyright 2023, INNIO's Waukesha Engine
Contents
HOW TO USE THIS MANUAL Section 1.10 – RIGGING AND LIFTING

ENGINES
ENGINE RIGGING AND LIFTING .................... 1.10-1
CHAPTER 1 – SAFETY AND GENERAL LOCATION OF THE LIFTING EYES ........... 1.10-1
Section 1.00 – SAFETY LABELS AND CORRECT METHOD OF RIGGING AND LIFTING
LOCATIONS ENGINE ............................................... 1.10-1
SAFETY LABEL LOCATIONS ......................... 1.00-1
Section 1.15 – GENERAL INFORMATION
SAFETY LABELS ......................................... 1.00-1
GENERAL INFORMATION............................. 1.15-1
VHP 6-CYLINDER ENGINES .......................... 1.00-2
FEATURES AND BENEFITS .................... 1.15-1
VHP 12-CYLINDER ENGINES ........................ 1.00-4
SERIAL NUMBERS AND ENGINE
VHP 16-CYLINDER ENGINES ........................ 1.00-7
NAMEPLATE .............................................. 1.15-2
Section 1.05 – SAFETY BASIC ENGINE DESCRIPTION ...................... 1.15-3
SAFETY INTRODUCTION ............................. 1.05-1 CRANKCASE ........................................ 1.15-3
SAFETY LABELS ......................................... 1.05-5 CRANKSHAFT ...................................... 1.15-3
EQUIPMENT REPAIR AND SERVICE .............. 1.05-5 INTAKE MANIFOLD(S)............................ 1.15-3
ACIDS ....................................................... 1.05-5 EXHAUST MANIFOLD(S) ........................ 1.15-3
BATTERIES ................................................ 1.05-5 CONNECTING RODS ............................. 1.15-3
BODY PROTECTION .................................... 1.05-5 PISTONS ............................................. 1.15-4
CHEMICALS ............................................... 1.05-5 CYLINDER SLEEVES ............................. 1.15-4
GENERAL ............................................ 1.05-5 CAMSHAFTS ........................................ 1.15-4
CLEANING SOLVENTS........................... 1.05-6 CYLINDER HEAD AND VALVES ............... 1.15-4
LIQUID NITROGEN ................................ 1.05-6 WKI ........................................................... 1.15-4
COMPONENTS ........................................... 1.05-6 ENGINE TIMING DATA ................................. 1.15-5
HEATED OR FROZEN ............................ 1.05-6 CUSTOM ENGINE CONTROL IGNITION
INTERFERENCE FIT .............................. 1.05-6 MODULE.............................................. 1.15-5
COOLING SYSTEM...................................... 1.05-6 CUSTOM ENGINE CONTROL DETONATION
ELECTRICAL .............................................. 1.05-6 SENSING MODULE................................ 1.15-5
GENERAL ............................................ 1.05-6 TRADEMARKS............................................ 1.15-5
IGNITION ............................................. 1.05-6 INDEX OF SEALANTS, ADHESIVES, LUBRICANTS
EMERGENCY SHUTDOWN ........................... 1.05-6 AND CLEANERS ......................................... 1.15-6
EXHAUST .................................................. 1.05-7 ENGINE IDENTIFICATION VIEWS................... 1.15-9
FIRE PROTECTION...................................... 1.05-7 6-CYLINDER GL VIEWS .......................... 1.15-9
FUELS ....................................................... 1.05-7 12-CYLINDER GSI VIEWS ......................1.15-12
GENERAL ............................................ 1.05-7 12-CYLINDER GL VIEWS .......................1.15-14
GASEOUS............................................ 1.05-7 16-CYLINDER GL VIEWS .......................1.15-17
LIQUIDS............................................... 1.05-7 MAXIMUM SOUND PRESSURE LEVEL ..........1.15-20
INTOXICANTS AND NARCOTICS ................... 1.05-7 ENGINE SPECIFICATIONS...........................1.15-20
PRESSURIZED FLUIDS / GAS / AIR ................ 1.05-7 SERVICE TOOLS LIST.................................1.15-25
PROTECTIVE GUARDS ................................ 1.05-7 ENGLISH / METRIC CONVERSIONS ..............1.15-26
SPRINGS ................................................... 1.05-7 TORQUE VALUES ......................................1.15-28
TOOLS ...................................................... 1.05-7 CRITICAL ENGINE TORQUE VALUES ......1.15-28
ELECTRICAL ........................................ 1.05-7 GENERAL TORQUE
HYDRAULIC ......................................... 1.05-8 RECOMMENDATIONS ..........................1.15-31
PNEUMATIC ......................................... 1.05-8 DECLARATION OF CONFORMITY.................1.15-36
WEIGHT..................................................... 1.05-8 DECLARATION OF INCORPORATION............1.15-37
WELDING................................................... 1.05-8
CHAPTER 2 – ENGINE SYSTEMS
Form 6277-5
i © Copyright 2023, INNIO's Waukesha Engine
Contents
Section 2.00 – SPEED GOVERNING IGNITION COILS.................................... 2.10-4

SYSTEM DESCRIPTION SPARK PLUGS, SPARK PLUG CARRIERS AND
SPEED GOVERNING SYSTEM EXTENSIONS ....................................... 2.10-4
COMPONENTS ........................................... 2.00-1 CSA IGNITION SYSTEM ......................... 2.10-6
WOODWARD UG-8L GOVERNOR ............ 2.00-1 Section 2.15 – AIR INDUCTION SYSTEM
WOODWARD UG-8 DIAL GOVERNOR ...... 2.00-1 DESCRIPTION
WOODWARD UG-ACTUATOR
AIR INDUCTION SYSTEM COMPONENTS ....... 2.15-1
GOVERNOR ......................................... 2.00-2
AIR CLEANER(S)................................... 2.15-1
WOODWARD EG-3P ELECTRONIC GOVERNING
TURBOCHARGER(S) ............................. 2.15-1
SYSTEM .............................................. 2.00-3
INTERCOOLER(S) ................................. 2.15-1
GOVERNOR LINKAGE ........................... 2.00-3
CARBURETOR(S) AND INTAKE
MAGNETIC PICKUP ............................... 2.00-4
MANIFOLD(S) ....................................... 2.15-2
CONTROL PANEL ................................. 2.00-4
OVERSPEED GOVERNOR Section 2.20 – TURBOCHARGER SYSTEM
(OPTIONAL) ......................................... 2.00-5 DESCRIPTION
AIR ACTUATOR FOR UG TURBOCHARGER SYSTEM
GOVERNORS ....................................... 2.00-6 COMPONENTS ........................................... 2.20-1
TURBOCHARGER(S) ............................. 2.20-1
Section 2.05 – FUEL SYSTEM
DESCRIPTION Section 2.25 – COOLING SYSTEM
FUEL SYSTEM COMPONENTS...................... 2.05-1 DESCRIPTION
MAIN FUEL GAS PRESSURE COOLING SYSTEM COMPONENTS................ 2.25-1
REGULATORS ...................................... 2.05-5 EXHAUST MANIFOLD ............................ 2.25-6
OPERATION OF THE FISHER 99 MAIN FUEL GAS JACKET WATER HEADER / JACKET
PRESSURE REGULATOR ....................... 2.05-5 WATER................................................ 2.25-7
CARBURETOR(S).................................. 2.05-7 JACKET WATER PUMP .......................... 2.25-7
PILOT-OPERATED PRECHAMBER GAS VALVE – WATER MANIFOLD................................ 2.25-7
GL ENGINE .......................................... 2.05-7 THERMOSTAT HOUSINGS ..................... 2.25-8
PRECHAMBER GAS SAFETY SHUTDOWN VALVE SURGE TANK ....................................... 2.25-9
– GL ENGINE ........................................ 2.05-8 JACKET WATER REMOTE HEAT TRANSFER
PRECHAMBER REGULATOR – GL DEVICE................................................ 2.25-9
ENGINE ............................................... 2.05-8 AUXILIARY WATER PUMP ...................... 2.25-9
PRECHAMBER MANIFOLDS – GL INTERCOOLER(S) ................................2.25-11
ENGINE ............................................... 2.05-9 WASTEGATE.......................................2.25-11
CYLINDER HEAD ADMISSION VALVE OIL COOLER .......................................2.25-12
ASSEMBLIES – GL ENGINE..................... 2.05-9 AUXILIARY WATER TEMPERATURE CONTROL
PRECHAMBER AND SPARK PLUG CARRIER – GL VALVE ................................................2.25-12
ENGINE ............................................... 2.05-9 AUXILIARY WATER REMOTE HEAT TRANSFER
CUSTOM ENGINE CONTROL AIR/FUEL MODULE DEVICE...............................................2.25-13
SYSTEM (OPTIONAL) ...........................2.05-10
LOW FUEL PRESSURE SYSTEM ENGINES ....2.05-12
Section 2.30 – LUBRICATION SYSTEM
DESCRIPTION
Section 2.10 – IGNITION SYSTEM LUBRICATION SYSTEM COMPONENTS ......... 2.30-1
DESCRIPTION PRELUBE SYSTEM COMPONENTS.......... 2.30-1
IGNITION SYSTEM COMPONENTS ................ 2.10-1 DESCRIPTION ...................................... 2.30-1
CEC IGNITION MODULE SYSTEM............ 2.10-1 INTERNAL OIL CONTROL ....................... 2.30-5
CUSTOM ENGINE CONTROL DETONATION OIL PAN AND PICKUP SCREEN ............... 2.30-8
SENSING MODULE................................ 2.10-3 OIL PUMP ............................................ 2.30-8
WIRING HARNESS ................................ 2.10-4 OIL COOLER ........................................ 2.30-9
Form 6277-5
ii © Copyright 2023, INNIO's Waukesha Engine
Contents
OIL STRAINER ...................................... 2.30-9 PILOT-OPERATED STARTER PRE-ENGAGE

CENTRIFUGE CLEANABLE OIL FILTERING VALVE / STARTER MOTOR – CUSTOMER-
SYSTEM .............................................2.30-10 SUPPLIED ............................................ 2.45-5
PRELUBE PUSHBUTTON VALVE ............2.30-11 PILOT-OPERATED PRECHAMBER GAS VALVE –
PRELUBE PUMP / MOTOR .....................2.30-12 GL ENGINE .......................................... 2.45-6
PRELUBE VALVE .................................2.30-13 PRECHAMBER GAS SAFETY SHUTDOWN VALVE
INLINE LUBRICATOR ............................2.30-13 – GL ENGINE ........................................ 2.45-6
LUBE OIL LEVEL REGULATOR – STARTER MOTOR – AIR / GAS .....................2.45-10
(OPTIONAL) ........................................2.30-14 STARTER MOTOR – ELECTRIC START..........2.45-10
Section 2.35 – EXHAUST SYSTEM Section 2.50 – ENGINE PROTECTION

DESCRIPTION SHUTDOWN SYSTEM
EXHAUST SYSTEM COMPONENTS ............... 2.35-1 DESCRIPTION
EXHAUST MANIFOLD(S) ........................ 2.35-2 ENGINE PROTECTION SHUTDOWN SYSTEM
TURBOCHARGER(S) ............................. 2.35-4 DESCRIPTION OPTIONS .............................. 2.50-1
WASTEGATE(S) .................................... 2.35-4 K-TYPE THERMOCOUPLES .................... 2.50-1
EXHAUST SYSTEM SPECIFICATIONS ............ 2.35-4 THERMOCOUPLE JUNCTION BOX .......... 2.50-3
MANUAL SPEED CONTROL LEVER AND
Section 2.40 – CRANKCASE BREATHER
GOVERNOR SPEED CONTROL
SYSTEM DESCRIPTION
LEVER ................................................. 2.50-3
CRANKCASE BREATHER SYSTEM
EMERGENCY STOP (E-STOP)
COMPONENTS ........................................... 2.40-1
BUTTON(S) .......................................... 2.50-4
DESCRIPTION ...................................... 2.40-1
IGNITION SWITCH................................. 2.50-5
SEPARATOR SCREEN ........................... 2.40-1
CUSTOMER-SUPPLIED CONTROL
OIL SEPARATOR(S)............................... 2.40-2
SWITCHES........................................... 2.50-5
OIL SEPARATOR(S) – PREVIOUS PRODUCTION
PRESSURE AND TEMPERATURE SWITCH
12-CYLINDER ....................................... 2.40-2
CALIBRATION....................................... 2.50-5
OIL SEPARATOR(S) – CURRENT PRODUCTION
DETONATION SENSING MODULE AND
12-CYLINDER ....................................... 2.40-3
SENSORS ............................................ 2.50-5
CHOKE VALVE / VACUUM VALVE ............ 2.40-5
BREATHER REGULATOR ....................... 2.40-6
VENTURI EXTRACTOR – GSI/GL CHAPTER 3 – ENGINE START-UP AND
ENGINES ............................................. 2.40-7 SHUTDOWN
CRANKCASE PRESSURE RELIEF VALVES Section 3.00 – ENGINE START-UP AND
(OPTION) ............................................. 2.40-8 SHUTDOWN
Section 2.45 – PRELUBE AND STARTING PRESTART INSPECTION .............................. 3.00-1
SYSTEM DESCRIPTION ENGINE START-UP PROCEDURES ................ 3.00-3
ENGINE DURING OPERATION CHECKS ......... 3.00-5
PRELUBE AND STARTING SYSTEM
ENGINE SHUTDOWN PROCEDURES ............. 3.00-8
COMPONENTS ........................................... 2.45-1
ROUTINE SHUTDOWN........................... 3.00-8
PRELUBE SYSTEM................................ 2.45-1
EMERGENCY SHUTDOWN ..................... 3.00-8
START SYSTEM.................................... 2.45-1
MAINTENANCE OF STANDBY UNITS ............3.00-10
PRELUBE SYSTEM...................................... 2.45-1
ENGINE PERFORMANCE RECORD...............3.00-10
PRELUBE PUSHBUTTON VALVE ............. 2.45-1
PILOT-OPERATED PRELUBE VALVE ........ 2.45-3
INLINE LUBRICATOR ............................. 2.45-4 CHAPTER 4 – MAINTENANCE
PRELUBE PUMP / MOTOR ...................... 2.45-4
Section 4.00 – SPEED GOVERNING
OIL PRESSURE GAUGE ......................... 2.45-5
SYSTEM MAINTENANCE
START SYSTEM.......................................... 2.45-5
GOVERNOR MAINTENANCE......................... 4.00-1
START PUSHBUTTON VALVE ................. 2.45-5
Form 6277-5
iii © Copyright 2023, INNIO's Waukesha Engine
Contents
GOVERNOR OIL CHANGE AND FILL (UG-8L MOONEY GAS REGULATOR TYPICAL
GOVERNOR) ........................................ 4.00-1 ADJUSTMENT AND HOOKUP
GOVERNOR ROD........................................ 4.00-2 LOCATIONS ........................................4.05-17
GOVERNOR ROD INSPECTION AND FISHER GAS REGULATOR TYPICAL
LUBRICATION ...................................... 4.00-2 ADJUSTMENT AND HOOKUP
LOCATIONS ........................................4.05-18
Section 4.05 – FUEL SYSTEM
RICH BURN APPLICATIONS.........................4.05-19
MAINTENANCE
NATURALLY ASPIRATED ENGINES WITH IMPCO
FISHER GAS REGULATORS ......................... 4.05-1
MODEL 600 AND 600D
FILTER MAINTENANCE (FISHER
CARBURETORS...................................4.05-19
REGULATOR) ............................................. 4.05-1
TURBOCHARGED ENGINES WITH IMPCO
FILTER ELEMENT REMOVAL .................. 4.05-1
MODEL 600 AND 600D
CLEANING / INSPECTION /
CARBURETORS...................................4.05-21
REPLACEMENT .................................... 4.05-2
NATURALLY ASPIRATED ENGINES OPERATING
FILTER ELEMENT INSTALLATION............ 4.05-2
ON LOW BTU GAS WITH (SINGLE FUEL) IMPCO
MOONEY GAS REGULATORS ....................... 4.05-3
MODEL 600 SERIES CARBURETORS ......4.05-22
REGULATOR FILTER CLEANING AND
TURBOCHARGED ENGINES OPERATING ON
INSPECTION ........................................ 4.05-3
LOW BTU GAS (SINGLE FUEL) WITH IMPCO
MOONEY GAS REGULATOR
MODEL 600 CARBURETORS..................4.05-25
ADJUSTMENTS .................................... 4.05-4
NATURALLY ASPIRATED ENGINES OPERATING
MOONEY GAS REGULATOR MAINTENANCE
ON LOW BTU GAS AND NATURAL GAS (DUAL
SCHEDULE .......................................... 4.05-5
FUEL) CARBURETION...........................4.05-27
MOONEY GAS REGULATOR REPLACEMENT
TURBOCHARGED ENGINES OPERATING ON
SERVICE PARTS AND KITS..................... 4.05-6
LOW BTU GAS AND NATURAL GAS (DUAL FUEL)
MOONEY GAS REGULATOR CARTRIDGE
WITH IMPCO MODEL 600
REMOVAL ............................................ 4.05-7
CARBURETOR.....................................4.05-30
CARTRIDGE INSTALLATION ................... 4.05-7
NATURALLY ASPIRATED ENGINES WITH
EXHAUST GAS ANALYSIS FOR WAUKESHA
PARALLEL CARBURETION ....................4.05-33
ENGINES ................................................... 4.05-8
6- AND 12-CYLINDER GSI ENGINES OPERATING
ADMISSION VALVE MAINTENANCE – GL
ON NATURAL GAS FUEL (850 – 900 BTU) WITH
ENGINE ..................................................... 4.05-9
LOW FUEL PRESSURE SYSTEM ............4.05-35
ADMISSION VALVE REMOVAL – GL
LEAN BURN APPLICATIONS ........................4.05-37
ENGINE ............................................... 4.05-9
ENGINES WITH IMPCO 600D CARBURETORS
ADMISSION VALVE DISASSEMBLY – GL
AND ENGINE-MOUNTED FISHER 99
ENGINE ............................................... 4.05-9
REGULATORS (FUEL ONLY PRECHAMBER
ADMISSION VALVE CLEAN AND INSPECT – GL
SYSTEM) ............................................4.05-37
ENGINE ............................................... 4.05-9
ENGINES WITH IMPCO 600D CARBURETORS
LOCKNUT REPLACEMENT (P/N 211587 AND P/N
NATURAL GAS FUEL AIR / FUEL
211587A ADMISSION VALVES)...............4.05-10
PRECHAMBER ....................................4.05-39
ADMISSION VALVE SERVICE KIT
ENGINES OPERATING ON LOW BTU FUEL WITH
INSTALLATION ....................................4.05-11
IMPCO 600D CARBURETORS ................4.05-40
FUEL SYSTEM ADJUSTMENT GENERAL
6- AND 12-CYLINDER ENGINES OPERATING ON
INFORMATION...........................................4.05-14
NATURAL GAS FUEL (850 – 900 BTU) WITH LOW
EXHAUST GAS ANALYSIS FOR WAUKESHA
FUEL PRESSURE SYSTEM ....................4.05-42
ENGINES ............................................4.05-14
ENGINES OPERATING ON DUAL FUEL WITH
OXYGEN ANALYZER ............................4.05-15
IMPCO 600D CARBURETORS ................4.05-44
RICH BURN (GSI) .................................4.05-16
ENGINES OPERATING ON NATURAL GAS
(PRIMARY FUEL) AND HD-5 PROPANE VAPOR
Form 6277-5
iv © Copyright 2023, INNIO's Waukesha Engine
Contents
(SECONDARY FUEL FOR EMERGENCY PREFILTER PAD – 16-CYLINDER ................... 4.15-4

BACKUP) ............................................4.05-47 Prefilter Pad Removal – 16-Cylinder ........... 4.15-4
6- AND 12-CYLINDER ENGINES OPERATING ON Prefilter Pad Installation – 16-Cylinder ......... 4.15-5
LANDFILL GAS FUEL (400 – 500 BTU) DIGESTER MAIN AIR FILTER ELEMENT – 16-
GAS FUEL (500 – 650 BTU) WITH LOW FUEL CYLINDER.................................................. 4.15-5
PRESSURE SYSTEM ............................4.05-50 MAIN AIR FILTER ELEMENT REMOVAL – 16-
CYLINDER............................................ 4.15-5
Section 4.10 – IGNITION SYSTEM
MAIN AIR FILTER ELEMENT CLEANING AND
MAINTENANCE
INSPECTION – 16-CYLINDER .................. 4.15-7
SPARK PLUG – NON-CSA............................. 4.10-1
MAIN AIR FILTER ELEMENT INSTALLATION – 16-
SPARK PLUG REMOVAL – NON-CSA ....... 4.10-1
CYLINDER............................................ 4.15-7
SPARK PLUG INSPECTION..................... 4.10-1
SPARK PLUG INSTALLATION – NON- Section 4.20 – TURBOCHARGER SYSTEM
CSA .................................................... 4.10-1 MAINTENANCE
SPARK PLUG – CSA .................................... 4.10-4 TURBOCHARGER INSPECTION .................... 4.20-1
SPARK PLUG REMOVAL – CSA (G, GSI TURBOCHARGER LUBRICATION CHECK ....... 4.20-2
ENGINES) ............................................ 4.10-4 WASTEGATE ADJUSTMENT FOR
SPARK PLUG INSTALLATION – CSA (G, GSI ALTITUDE .................................................. 4.20-2
ENGINES) ............................................ 4.10-5 PRELUBE PRESSURE CHECK VALVE
SPARK PLUG REMOVAL – CSA (GL ENGINE) INSPECTION .............................................. 4.20-3
(13/16 IN. CURRENT PRODUCTION) ........ 4.10-6
Section 4.25 – COOLING SYSTEM
Spark Plug Installation – CSA (GL Engine) (13/16 in.
MAINTENANCE
Current Production)................................. 4.10-6
COOLING SYSTEM MAINTENANCE ............... 4.25-1
CEC IGNITION MODULE TIMING ADJUSTMENT –
COOLING SYSTEM ADDITIVES ............... 4.25-1
DYNAMIC................................................... 4.10-9
COOLING SYSTEM SPECIFICATIONS AND
SHIELDED IGNITION HARNESS – G, GSI
RECOMMENDATIONS ........................... 4.25-2
ENGINES ..................................................4.10-10
JACKET WATER COOLING CIRCUIT – INITIAL
IGNITION SYSTEM GENERAL MAINTENANCE AND
FILL........................................................... 4.25-3
INSPECTION .............................................4.10-11
AUXILIARY COOLING CIRCUIT – INITIAL
Section 4.15 – AIR INTAKE SYSTEM FILL........................................................... 4.25-4
MAINTENANCE COOLING CIRCUITS – AIR BLEED.................. 4.25-5
AIR FILTER................................................. 4.15-1 COOLING CIRCUITS – DRAIN AND FLUSH ...... 4.25-6
PRECLEANER PAD – 6- AND 12- IDLER PULLEY BEARING LUBRICATION ......... 4.25-8
CYLINDER.................................................. 4.15-1 AUXILIARY WATER PUMP BEARING
PRECLEANER PAD REMOVAL – 6- AND 12- LUBRICATION ............................................ 4.25-9
CYLINDER............................................ 4.15-1 GREASE RECOMMENDATIONS .................... 4.25-9
PRECLEANER PAD CLEANING AND INSPECTION JACKET WATER PUMP DRIVE BELTS
– 6- AND 12-CYLINDER .......................... 4.15-2 REPLACEMENT .........................................4.25-10
PRECLEANER PAD INSTALLATION – 6- AND 12- JACKET WATER PUMP DRIVE BELT TENSION
CYLINDER............................................ 4.15-2 ADJUSTMENT ...........................................4.25-11
MAIN AIR FILTER ELEMENT – 6- AND 12- AUXILIARY WATER PUMP DRIVE BELT
CYLINDER.................................................. 4.15-3 REPLACEMENT .........................................4.25-13
Main Air Filter Element Removal – 6- and 12- AUXILIARY WATER PUMP DRIVE BELT TENSION
Cylinder................................................ 4.15-3 ADJUSTMENT ...........................................4.25-16
Main Air Filter Element Cleaning and Inspection – 6- AUXILIARY WATER TEMPERATURE CONTROL
and 12-Cylinder ..................................... 4.15-3 VALVE – GL ENGINES .................................4.25-17
MAIN AIR FILTER ELEMENT INSTALLATION – 6- Auxiliary Water Temperature Control Valve
AND 12-CYLINDER ................................ 4.15-4 Removal..............................................4.25-17
Form 6277-5
v © Copyright 2023, INNIO's Waukesha Engine
Contents
Auxiliary Water Temperature Control Thermostatic Cleanable Filter Elements........................4.30-17
Valve Inspection and Testing ...................4.25-19 Disassembly of Microspin P/N 489189
Auxiliary Water Temperature Control Valve Centrifuge............................................4.30-17
Assembly.............................................4.25-20 Microspin Centrifuge Cleaning – P/N
Auxiliary Water Temperature Control Valve 489189 ...............................................4.30-18
Installation ...........................................4.25-21 Microspin Centrifuge Assembly – P/N
JACKET / AUXILIARY WATER PUMP .............4.25-21 489189 ...............................................4.30-18
Jacket Water Pump Inspection .................4.25-21
Section 4.35 – EXHAUST SYSTEM
AUXILIARY WATER PUMP
MAINTENANCE
INSPECTION .......................................4.25-22
EXHAUST SYSTEM BACKPRESSURE
Section 4.30 – LUBRICATION SYSTEM MEASUREMENT ......................................... 4.35-1
MAINTENANCE EXHAUST SYSTEM TEMPERATURE
OIL FILL – INITIAL PROCEDURE .................... 4.30-1 MONITORING ............................................. 4.35-1
OIL COOLER AND LUBE OIL FILTER INSTALLATION EXHAUST SYSTEM INSPECTION................... 4.35-2
REQUIREMENTS......................................... 4.30-2
Section 4.40 – CRANKCASE BREATHER
CRANKCASE OIL LEVEL CHECKING .............. 4.30-2
SYSTEM MAINTENANCE
OIL CHANGE .............................................. 4.30-3
SEPARATOR SCREEN ................................. 4.40-1
OIL PAN ..................................................... 4.30-3
CRANKCASE SEPARATOR SCREEN
OIL PICKUP SCREEN ................................... 4.30-4
REMOVAL ............................................ 4.40-1
Oil Pickup Screen Removal – 6-Cylinder ...... 4.30-4
CRANKCASE SEPARATOR SCREEN CLEANING
OIL PICKUP SCREEN CLEANING AND
AND INSPECTION ................................. 4.40-2
INSPECTION – 6-CYLINDER.................... 4.30-4
CRANKCASE SEPARATOR SCREEN
OIL PICKUP SCREEN INSTALLATION – 6-
ASSEMBLY .......................................... 4.40-2
CYLINDER............................................ 4.30-5
OIL SEPARATOR(S)..................................... 4.40-3
OIL PICKUP SCREEN REMOVAL – 12-
Oil Separator Cleaning and Inspection – 6- and 12-
CYLINDER............................................ 4.30-5
Cylinder Engines .................................... 4.40-4
OIL SEPARATOR CLEANING AND INSPECTION –
16-CYLINDER ENGINE ........................... 4.40-5
CURRENT PRODUCTION 12-CYLINDER FILTER
CYLINDER............................................ 4.30-6
ELEMENT REPLACEMENT ..................... 4.40-6
OIL PICKUP SCREEN REMOVAL – 16-
OIL SEPARATOR DIAPHRAGM KITS........4.40-10
CYLINDER............................................ 4.30-7
CRANKCASE PRESSURE CHECK.................4.40-10
CRANKCASE PRESSURE ADJUSTMENT
CONTROLS ...............................................4.40-11
6-CYLINDER ENGINE CRANKCASE PRESSURE
CYLINDER............................................ 4.30-8
ADJUSTMENT CONTROLS ....................4.40-11
OIL COOLER .............................................. 4.30-8
LUBE OIL SYSTEM AIR BLEED ...................... 4.30-9
LUBE OIL FILTER ........................................ 4.30-9
LUBE OIL FILTER ELEMENT
REPLACEMENT .................................... 4.30-9
CRANKCASE PRESSURE ADJUSTMENT .......4.40-12
LUBE OIL FILTER RELIEF VALVE ..................4.30-12
CRANKCASE BREATHER REGULATOR.........4.40-13
LUBE OIL STRAINER ..................................4.30-13
CLEANING AND INSPECTION ................4.40-13
MAGNETIC PLUG .......................................4.30-14
CRANKCASE PRESSURE RELIEF VALVE.......4.40-14
LUBE OIL PRESSURE ADJUSTMENT ............4.30-15
PRELUBE Y-STRAINER ...............................4.30-15 Section 4.45 – PRELUBE AND STARTING
MICROSPIN...............................................4.30-16 SYSTEM MAINTENANCE
Centrifuge............................................4.30-16 ELECTRIC STARTER ................................... 4.45-1
Form 6277-5
vi © Copyright 2023, INNIO's Waukesha Engine
Contents
AIR / GAS STARTER LUBRICATION

RESERVOIR ............................................... 4.45-1
INLINE LUBRICATOR ................................... 4.45-2
OIL FILL ............................................... 4.45-2
ADJUSTMENTS .................................... 4.45-3
CLEANING ........................................... 4.45-3
ALTERNATOR ............................................ 4.45-4
BATTERY CONNECTION ........................ 4.45-5
ALTERNATOR SERVICING ..................... 4.45-5
ALTERNATOR NOISE ............................ 4.45-5
JACKSHAFT ALTERNATOR V-BELT
TENSION ................................................... 4.45-5
CRANKSHAFT ALTERNATOR V-BELT
TENSION ................................................... 4.45-6
ALTERNATOR V-BELT MAINTENANCE........... 4.45-6
Section 4.50 – ENGINE PROTECTION

SYSTEM MAINTENANCE
K-TYPE THERMOCOUPLES INSPECTION ....... 4.50-1
PRESSURE AND TEMPERATURE SWITCHES
CALIBRATION............................................. 4.50-2
OPTIONAL INSTRUMENT PANEL................... 4.50-2
OPTIONAL SENSORS .................................. 4.50-2
MANUAL SPEED CONTROL LEVER ............... 4.50-3
SENSORS .................................................. 4.50-3
Section 4.55 – VALVE ADJUSTMENT

VALVE ADJUSTMENT .................................. 4.55-1
Section 4.60 – MAINTENANCE

SCHEDULE
ENGINE PERFORMANCE RECORD................ 4.60-5
CHAPTER 5 – TROUBLESHOOTING AND

STORAGE
Section 5.00 – TROUBLESHOOTING
TROUBLESHOOTING .................................. 5.00-1
Section 5.05 – STORAGE

ENGINE STORAGE – GENERAL..................... 5.05-1
INNIO WAUKESHA PRESERVATIVE OIL.......... 5.05-1
OTHER PRESERVATIVE OILS AND
MATERIALS................................................ 5.05-4
ENGINES RETURNED TO SERVICE AFTER
STORAGE .................................................. 5.05-5
APPENDIX A – WARRANTY
Form 6277-5
vii © Copyright 2023, INNIO's Waukesha Engine
Contents
This Page Intentionally Left Blank
Form 6277-5
viii © Copyright 2023, INNIO's Waukesha Engine
HOW TO USE THIS MANUAL
Your purchase of a Waukesha VHP engine was a wise There are five chapters within the manual and each
investment. Thank you for your order. In the industrial chapter contains one or more sections. The title of each
engine field, the name Waukesha stands for quality and chapter or section appears at the top of each page. To
durability. With proper care and maintenance, this locate information on a specific topic, see the Table of
engine will provide many years of reliable service. Contents at the front of the manual.
BEFORE PLACING THE ENGINE IN SERVICE, READ ALWAYS BE ALERT FOR THE SPECIAL WARNINGS
AND UNDERSTAND CHAPTER 1, CHAPTER 2 AND WITHIN THE MANUAL TEXT. THESE WARNINGS
CHAPTER 3 VERY CAREFULLY. THESE CHAPTERS PRECEDE INFORMATION THAT IS CRUCIAL TO
COVER SAFETY, GENERAL INFORMATION AND YOUR SAFETY AS WELL AS OTHER PERSONNEL
ENGINE OPERATION. WORKING ON OR NEAR THE ENGINE. CAUTIONS,
NOTICES OR NOTES IN THE MANUAL CONTAIN
Always be alert for the special warnings within the
INFORMATION THAT RELATES TO POSSIBLE
manual text. These warnings precede information that is
DAMAGE TO THE ENGINE OR ITS COMPONENTS
crucial to your safety as well as other personnel working
DURING ENGINE OPERATION OR MAINTENANCE
on or near the engine.
PROCEDURES.
Section 1.00 – Safety Labels and Locations – Provides
Recommendations and data contained in the manual
the location of all warning tags and labels and a duplicate
are the latest information available at the time of this
of each tag is illustrated in case the labels or tags
printing and are subject to change without notice.
become lost or damaged.
Consult your local distributor or Waukesha Service
Section 1.05 – Safety – Provides a list of warnings, Operations Department for updated information as well
cautions and notices to make you aware of the dangers as information on subjects beyond the scope of this
present during operation and maintenance of the manual.
engine. READ THEM CAREFULLY AND FOLLOW
THEM COMPLETELY.
Section 1.10 – Rigging and Lifting Engines – Provides
information on engine weights and proper lifting
procedures.
Section 1.15 – General Information – Provides basic
engine data such as nameplate data, component
weights, torque specifications and clearances. This
section also supplies torque values of metric and
standard capscrews as well as conversion data.
Chapter 2 – Engine Systems – Provides basic
information on each engine system.
Chapter 3 – Engine Start-up and Shutdown – Provides
prestart inspection and routine start-up and shutdown
procedures, and describes operation of the engine.
Chapter 4 – Maintenance – Provides information for
operators’ care of Waukesha engines.
Chapter 5 – Troubleshooting and Storage – Provides
basic engine troubleshooting, and storage procedures.
Form 6277-5
ix © Copyright 2023, INNIO's Waukesha Engine
Form 6277-5
x © Copyright 2023, INNIO's Waukesha Engine
SAFETY AND GENERAL
SECTION 1.00
SAFETY LABELS AND LOCATIONS
SAFETY LABEL LOCATIONS NOTE: Not all labels are installed on all engines.
Application will depend on model of engine and optional
Warning tags and decals are placed so that they are equipment ordered. Example: air/gas starter instead of
visible and readable by the operator when the engine is an electrical starter.
running. This section provides detailed diagrams and
location of the safety labels on VHP engines. Pages Clean surfaces of engine of all dirt, oil, etc. before
1.00-10 through 1.00-13 show examples of the applying labels.
safety labels.
SAFETY LABELS
! WARNING
The safety labels have specific placement and must be
replaced if they are defaced or removed for any reason.
All safety labels must be legible
to alert personnel of safety
! hazards. Replace any illegible or

missing labels immediately.
Safety labels removed during
any repair work must be
replaced in their original
position before the engine is
placed back into service. Do not
operate the engine if there are
missing or badly worn safety
labels.
Form 6277-5
1.00-1 © Copyright 2023, INNIO's Waukesha Engine
VHP 6-CYLINDER ENGINES

The warning labels on the VHP 6-cylinder engine have
specific placement, and must be replaced if they are
defaced or removed for any reason. Table 1.00-1
describes each label. Figure 1.00-1 shows the exact
location of each label.
Table 1.00-1: VHP 6-Cylinder Engine Safety Labels
P/N SIGNAL WORD DESCRIPTION

Operate engine with safety guards in place. Contact with rotating components could
211910A WARNING
result in severe personal injury or death.
Vent flammable gas from this connection in accordance with local codes. Improper
211910E WARNING
venting could result in severe personal injury or death.
211910J WARNING
211910K WARNING
Do not exceed maximum gas inlet pressure. See regulator label. Overpressure may
211910N WARNING
cause regulator to burst and could result in severe personal injury or death.
211910S WARNING
211910W WARNING
Do not exceed 120 psi air/gas inlet pressure. Overpressure may cause motor to burst
211911 WARNING
and could result in severe personal injury or death.
This engine has been built without engine protection equipment. Failure to provide
211911B WARNING protective devices according to Waukesha S-8382 may result in severe personal injury
or death.
Do not engage barring device while engine is cranking or running. Engagement could
211911C WARNING
result in severe injury or death.
Do not exceed 150 psi gas inlet pressure. Over pressure may cause component to
211911E WARNING
burst and could result in severe personal injury or death.
Do not contact hot components. Contact with hot components could result in severe
211920D CAUTION
burns or personal injury.
211920E CAUTION
Eye and ear protection required when operating or adjusting engine. Failure to wear
211920F CAUTION
proper equipment could result in personal injury.
Do not pressure wash this ignition module. Damage to electronic components may
211920H CAUTION
result.
211930A SAFETY Follow engine rigging and lifting instructions in Operation and Maintenance manual.
Form 6277-5
211920F
211920D 211911B
211930A
211930A
211920E 211910A
211910K
211910K
211911E
211910S
211910W
211911 211911C 211910N 211920H
211930A
211910J
211920D
211910K
211910K
211911C
211910E
Figure 1.00-1: 6-Cylinder Safety Label Locations – Right and Left Side
NOTE: Labels shown apply to standard engine. Labels can be affected by optional equipment specified.
Form 6277-5

describes each label. Figure 1.00-2 and Figure 1.00-3
show exact location of each label.
P/N LABEL TYPE DESCRIPTION

211910A WARNING
211910J WARNING
211910K WARNING
211910N WARNING
211910S WARNING
211910W WARNING
Do not exceed 120 psi air/gas inlet pressure. Overpressure may cause motor to
211911 WARNING
211911B WARNING protective devices according to Waukesha S-8382 may result in severe personal
injury or death.
Do not engage barring device while engine is cranking or running. Engagement
211911C WARNING
could result in severe injury or death.
Do not exceed 150 psi gas inlet pressure. Over pressure may cause component to
211911E WARNING
211920D CAUTION
211920E CAUTION
211920F CAUTION
211920H CAUTION
result.
Form 6277-5
211930A
211930A
211910A 211910J
211920D 211920D
211930A 211930A
211910K
211910K
211911
Figure 1.00-2: 12-Cylinder Safety Label Locations – Front and Rear

Form 6277-5
211920D 211920D
211910N
211910W
211920E
211910K
211910J
211920F 211920N 211911C
211920F
211920D
211920D
211910N 211911B
211920E
211910K
211910S
211911E
B
y
211911C
211910A
211910N 211920H
Figure 1.00-3: 12-Cylinder Safety Label Locations – Left and Right Side
Form 6277-5

describes each label. Figure 1.00-4 and Figure 1.00-5
show exact location of each label.
P/N LABEL TYPE DESCRIPTION

211910J WARNING
211910M WARNING
211910N WARNING
211911B WARNING protective devices according to Waukesha S-8382 may result in severe personal injury
or death.
Do not engage barring device while engine is cranking or running. Engagement could
211911C WARNING
result in severe injury or death.
211920E CAUTION
211920F CAUTION
211920H CAUTION
result.
Form 6277-5
211920E 211920E
211911C
211920F 211911B 211910N*
211920H
Figure 1.00-4: 16-Cylinder Safety Label Locations – Right Side
* Both sides.
Form 6277-5
211930A
211930A
211911M
211911M
211930A
211930A
211910J
211910J
Figure 1.00-5: 16-Cylinder Safety Label Locations – Rear and Front

Form 6277-5
Operate engine with

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

from this connection in
accordance with local
codes. Improper venting
could result in severe
personal injury or death.
211910E
211910E
211910K
211910J
Form 6277-5
211910M 211910S
Vent flammable gas from

this connection in
accordance with local
codes. Improper venting
could result in severe
personal injury or death.
211910N 211910W
150
211911
Form 6277-5
211911B
211911C
Form 6277-5
211920E
211911E
211920F
211920D 211920H
Form 6277-5
211930A
Form 6277-5
SECTION 1.05
SAFETY
SAFETY INTRODUCTION This safety alert symbol appears with

most safety statements. It means
!
The following safety precautions are published for your
information. INNIO Waukesha does not, by the attention, become alert, your safety is
involved! Please read and abide by
publication of these precautions, imply or in any way
the message that follows the safety
represent that they are the sum of all dangers present
alert symbol.
near industrial engines.
If you are installing, operating, or servicing a INNIO ! DANGER
Waukesha product, it is your responsibility to ensure full
compliance with all applicable safety codes and Indicates a hazardous situation that, if not
requirements. All requirements of the Federal avoided, will result in death or serious injury.
Occupational Safety and Health Act must be met when
INNIO Waukesha products are operated in areas that
are under the jurisdiction of the United States of ! WARNING
America. INNIO Waukesha products operated in other
countries must be installed, operated and serviced in Indicates a hazardous situation that, if not
compliance with any and all applicable safety avoided, could result in death or serious injury.
requirements of that country. Site Lockout/Tagout
requirements must be followed when servicing the
equipment.
! CAUTION
For details on safety rules and regulations in the United
States, contact your local office of the Occupational Indicates a hazardous situation that, if not
Safety and Health Administration (OSHA). avoided, could result in minor or moderate injury.
The words DANGER, WARNING, CAUTION and
NOTICE are used throughout this manual to highlight
important information. Be certain that the meanings of NOTICE
these alerts are known to all who work on or near the
equipment. Indicates a situation which can cause damage to the
engine, personal property and/or the environment, or
Follow the safety information throughout this manual in cause the equipment to operate improperly.
addition to the safety policies and procedures of your
employer.
NOTE: Indicates a procedure, practice or condition that
should be followed in order for the engine or component
to function in the manner intended.
Form 6277-5
SAFETY
Table 1.05-1: Safety Symbol Definitions
Symbol Description
Symbol Description
A black graphical symbol inside a yellow Burst/Pressure Hazard

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

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

circle defines a safety sign that indicates
that an action shall be taken to avoid a
hazard.
Warnings
Crush Hazard (Side Pinned)
! Safety Alert Symbol
Crush Hazard (Top)
Asphyxiation Hazard
Electrical Shock Hazard
Burn Hazard
Entanglement Hazard
Burn Hazard (Chemical)
Explosion Hazard
Burn Hazard (Hot Liquid)
Fire Hazard
Burn Hazard (Steam)
Form 6277-5
SAFETY
Symbol Description Symbol Description
Flying Object Hazard Sharp Element
Prohibitions
Hazardous Chemicals
Do not operate with guards removed
High-Pressure Hazard
Do not leave tools in the area
Impact Hazard
Drugs and Alcohol Prohibited
Pinch-Point Hazard
Lifting/Transporting only by qualified
personnel
Pressure Hazard
Welding only by qualified personnel
Mandatory Actions
Puncture Hazard
Read Manufacturer’s Instructions
Sever Hazard
Wear Environment Suit
Sever Hazard (Rotating Blade)
Wear Eye Protection
Form 6277-5
SAFETY
Symbol Description
Wear Personal Protective Equipment

(PPE)
Wear Protective Gloves to avoid cuts and

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

Engine
Form 6277-5
SAFETY
! WARNING Make sure site personnel who are

performing installation, commissioning
The safety messages that follow have WARNING
level hazards. ! and maintenance have been trained in
proper site procedures for working with
and around INNIO Waukesha-supplied
equipment per safe site work practices.
SAFETY LABELS
ACIDS
All safety labels must be legible to alert
personnel of safety hazards. Replace any Always read and comply with the acid
! illegible or missing labels immediately.

Safety labels removed during any repair
work must be replaced in their original
manufacturer’s recommendations for
proper use and handling of acids.
position before the engine is placed back

into service.
BATTERIES
EQUIPMENT REPAIR AND SERVICE
Always read and comply with the battery
Always stop the engine before cleaning, manufacturer’s recommendations for
servicing or repairing the engine or any procedures concerning proper battery
driven equipment. Be sure to follow the use and maintenance.
procedures listed below and apply site
Lockout/Tagout requirements.
• Place all controls in the OFF position Batteries contain sulfuric acid and
and disconnect or lock out starters to generate explosive mixtures of hydrogen
prevent accidental restarting. and oxygen gases. Keep any device that
• If possible, lock all controls in the OFF may cause sparks or flames away from
position and remove the key. the battery to prevent explosion.
• Put a sign on the control panel warning
that the engine is being serviced. Always wear protective glasses or
• Close all manual control valves. goggles and protective clothing when
• Disconnect and lock out all energy working with batteries. You must follow
sources to the engine, including all fuel, the battery manufacturer’s instructions on
electric, hydraulic and pneumatic safety, maintenance and installation
connections. procedures.
• Disconnect or lock out driven
equipment to prevent the possibility of
the driven equipment rotating the
BODY PROTECTION
disabled engine.
Always wear OSHA-approved body,
Allow the engine to cool to room sight, hearing and respiratory system
temperature before cleaning, servicing or protection. Never wear loose clothing,
repairing the engine. Some engine jewelry or long hair around an 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 CHEMICALS
temperature before attempting any
service procedure. GENERAL
Exercise extreme care when moving the
engine or its components. Never walk or Always read and comply with the safety
stand directly under an engine or labels on all containers. Do not remove or
component while it is suspended. Always deface the container labels.
consider the weight of the engine or the
components involved when selecting
hoisting chains and lifting equipment. Be
positive about the rated capacity of lifting
equipment. Use only properly maintained
lifting equipment with a lifting capacity that
exceeds the known weight of the object to
be lifted.
Form 6277-5
SAFETY
CLEANING SOLVENTS ELECTRICAL
Always read and comply with the solvent GENERAL
manufacturer’s recommendations for
proper use and handling of solvents. Do Equipment must be grounded by qualified
not use gasoline, paint thinners or other personnel in accordance with IEC
highly volatile fluids for cleaning. (International Electric Code) and local
electrical codes.
LIQUID NITROGEN
Do not install, set up, maintain or operate
Always read and comply with the liquid
any electrical components unless you are
nitrogen manufacturer’s
a technically qualified individual who is
recommendations for proper use and
familiar with the electrical elements
handling of liquid nitrogen.
involved.
Disconnect all electrical power supplies

before making any connections or
COMPONENTS servicing any part of the electrical system.
HEATED OR FROZEN
Always wear protective equipment when Always label “high voltage” on engine-
installing or removing heated or frozen mounted equipment over 24 volts
components. Some components are nominal.
heated or cooled to extreme
temperatures for proper installation or
removal.
INTERFERENCE FIT IGNITION
Always wear protective equipment when Avoid contact with ignition units and
installing or removing components with wiring. Ignition system components can
an interference fit. Installation or removal store electrical energy, and if contacted,
of interference components may cause can cause electrical shock.
flying debris.
Properly discharge any electrical

COOLING SYSTEM component that has the capability to store
electrical energy before connecting or
Always wear protective equipment when servicing that component.
venting, flushing or blowing down the
cooling system. Operational coolant
temperatures can range from 180° –
250°F (82° – 121°C). EMERGENCY SHUTDOWN
Do not service the cooling system while An Emergency Shutdown must never be
the engine is operating or when the used for a normal engine shutdown.
coolant or vapor is hot. Operational Doing so may result in unburned fuel in
coolant temperatures can range from the exhaust manifold. Failure to comply
180° – 250°F (82° – 121°C). increases the risk of an exhaust
explosion.
Form 6277-5
SAFETY
EXHAUST LIQUIDS
Avoid exposure to paint decomposition Use protective equipment when working

products and provide sufficient ventilation with liquids and related components.
until the state of the paint on the exhaust Liquids can be absorbed into the body.
system has stabilized.
Do not inhale engine exhaust gases.

Ensure that exhaust systems are leak- INTOXICANTS AND NARCOTICS
free and that all exhaust gases are
properly vented to the outside of the Do not allow anyone under the influence
building. of intoxicants and/or narcotics to work on
or around industrial engines. Workers
Do not touch or service any heated under the influence of intoxicants and/or
exhaust components. Allow sufficient narcotics are a hazard to both themselves
time for exhaust components to cool to and other employees.
room temperature before attempting any
service procedure.
PRESSURIZED FLUIDS / GAS / AIR
FIRE PROTECTION Never use pressurized fluids/gas/air to

clean clothing or body parts. Never use
See local and federal fire regulations for body parts to check for leaks or flow rates.
guidelines for proper site fire protection. Observe all applicable local and federal
regulations relating to pressurized fluids/
gas/air.
PROTECTIVE GUARDS
FUELS Provide guarding to protect persons or
structures from rotating or heated parts. It
GENERAL is the responsibility of the engine owner to
specify and provide guarding. See OSHA
Ensure that there are no leaks in the fuel standards on “machine guarding” for
supply. Engine fuels are highly details on safety rules and regulations
combustible and can ignite or explode. concerning guarding techniques.
SPRINGS
GASEOUS Use appropriate equipment and

protective gear when servicing or using
Do not inhale gaseous fuels. Some products that contain springs. Springs,
components of fuel gas are odorless, under tension or compression, can eject
tasteless and highly toxic. if improper equipment or procedures are
used.
TOOLS
Shut off the fuel supply if a gaseous
engine has been cranked excessively
ELECTRICAL
without starting. Crank the engine to
purge the cylinders and exhaust system
of accumulated unburned fuel. Failure to
any electrical tools unless you are a
purge accumulated unburned fuel in the
technically qualified individual who is
engine and exhaust system can result in
familiar with them.
an explosion.
Form 6277-5
SAFETY
HYDRAULIC
! CAUTION
any hydraulic tools unless you are a The safety message that follows has a CAUTION
technically qualified individual who is level hazard.
familiar with them. Hydraulic tools use
extremely high hydraulic pressure.
Ensure that all tools and other objects are
Always follow recommended procedures removed from the unit and any driven
when using hydraulic tensioning devices. equipment before restarting the unit.
PNEUMATIC

any pneumatic tools unless you are a
technically qualified individual who is
familiar with them. Pneumatic tools use
pressurized air.
WEIGHT
Always consider the weight of the item
being lifted and use only properly rated
lifting equipment and approved lifting
methods.
Never walk or stand under an engine or

component while it is suspended.
WELDING
Comply with the welder manufacturer’s
recommendations for procedures
concerning proper use of the welder.
Form 6277-5
SAFETY
NOTICE
The safety messages that follow have NOTICE level
hazards.
Ensure that the welder is properly grounded before

attempting to weld on or near an engine.
Disconnect the ignition harness and electronically
controlled devices before welding with an electric arc
welder on or near an engine. Failure to disconnect the
harnesses and electronically controlled devices could
result in severe engine damage.
Inspect equipment for chipped paint or exposed metal,
and maintain painted surfaces for proper corrosion
resistance, especially in offshore applications.
Form 6277-5
SAFETY
Form 6277-5
SECTION 1.10
RIGGING AND LIFTING ENGINES
ENGINE RIGGING AND LIFTING Table 1.10-1: Engine Dry Weights
WEIGHT
! WARNING ENGINE
lb kg
Exercise extreme care when F3521G 15,000 6,800

moving the engine or its F3521GL 15,000 6,800
components. Never walk or
L5790G 20,500 9,300
stand directly under an engine
or component while it is L7042G 20,500 9,300
suspended. Always consider P9390GSI 28,750 13,040
the weight of the engine or the
P9390GL 28,750 13,040
components involved when
selecting hoisting chains and
lifting equipment. Be positive LOCATION OF THE LIFTING EYES
about the rated capacity of
! WARNING
lifting equipment. Use only
properly maintained lifting
equipment with a lifting capacity Always lift the engine using the
which exceeds the known approved lifting eyes. The VHP
weight of the object to be lifted. 6-cylinder gas engines are
equipped with two lifting eyes
ALWAYS include the weight of on top of the engine; 12- and 16-
the engine, the components and cylinder gas engines are
the lifting device to ensure the equipped with two pairs of lifting
lifting equipment’s capacity is eyes, one pair on each cylinder
not exceeded when calculating bank. Lifting eyes are only
the weight to be lifted. meant for lifting the engine. Do
Always inspect lifting device not use to lift driven or auxiliary
and hardware for cracks and or equipment that may be attached
other damage before attempting to the engine.
to lift the engine.
CORRECT METHOD OF RIGGING AND LIFTING

ENGINE
Table 1.10-1 shows the approximate dry weight of the
VHP 12- and 16-cylinder engines built after January 15,
VHP gas engines.
2001, require the use of 9-1/2 ton Working Load Limit
(W.L.L.) standard anchor shackles equipped with screw
pins (see Figure 1.10-1).
Form 6277-5
! WARNING
Follow approved rigging

procedures to ensure that no
undue strain is placed on the
lifting eyes and hoisting chains/
cable sling when the engine is
raised. Use the proper spreader
beam to avoid damage to the
engine.
Figure 1.10-1: Typical Lifting Shackle

Lifting chains should be positioned so that they do not
rub or bind against parts of the engine. A properly rigged
engine will be able to be lifted in such a manner that the
chains will not damage the engine. See Figure 1.10-2
through Figure 1.10-5 for examples of engine lifting.
WARNING
WARNING
Figure 1.10-2: 6-Cylinder Correct Method of Lifting Engine – Side Views
Form 6277-5
Figure 1.10-4: 12- and 16-Cylinder Correct Method of

Figure 1.10-3: 6-Cylinder Correct Method of Lifting Lifting Engines – 12-Cylinder Rear View Shown
Engine – Rear View
Figure 1.10-5: 12- and 16-Cylinder Correct Method of Lifting Engines – 12-Cylinder Side Views Shown
Form 6277-5
Form 6277-5
SECTION 1.15
GENERAL INFORMATION
GENERAL INFORMATION See Figure 1.15-2 through Figure 1.15-12 for engine
identification views.
VHP G, GSI and GL engines (see Table 1.15-1) are
4-cycle. Six-cylinder engines are inline configuration, FEATURES AND BENEFITS
while 12- and 16-cylinder engines are V-configuration.
All engines rotate in the standard counterclockwise The design features of the VHP engine family include:
direction, as viewed from the rear (flywheel) end. • High horsepower
Table 1.15-1: Engine Models • Sturdy construction, rugged and compact
• Low exhaust emissions
F3521G
6-Cylinder Engines • Easy access and serviceability to all major
F3521GL
components
L5790G
12-Cylinder Engines
L7042G • Fuel-efficient and minimal fuel system complexity
P9390GSI
16-Cylinder Engines
P9390GL
The “G” engines are naturally aspirated.

The “GSI” engines are turbocharged and intercooled.
The “GL” engines are turbocharged, intercooled and
lean burn. These engines are designed for low fuel
consumption and reduced exhaust emissions. The
prechamber design utilizes combustion of a stratified
charge. A rich fuel mixture is provided to one part of the
cylinder, and a lean fuel mixture to the rest of the
cylinder, with the burning taking place in stages. To
accomplish this, a small auxiliary combustion chamber,
referred to as a prechamber, is located in the cylinder
head. The rich fuel mixture is supplied to this chamber
while the lean mixture fills the main combustion
chamber. When the spark plug ignites the prechamber
fuel, a flame torch projects from orifices in the
prechamber to ignite the lean mixture in the main
chamber. The consistent ignition of the rich mixture in
the prechamber ensures complete combustion within
the main chamber.
Form 6277-5
GENERAL INFORMATION
SERIAL NUMBERS AND ENGINE * Trademark of General Electric Company

NAMEPLATE When requesting information, you will need to reference
For ease in identification, the engine model, serial and both the engine model and serial numbers. If the
specification numbers are stamped on a nameplate (see nameplate is defaced or detached, the serial number
Figure 1.15-1). may be obtained directly off the crankcase. To locate it,
look directly above the nameplate location on the
The VHP engine nameplate provides the following cylinder head deck of the crankcase.
information: model number, serial number, date
inspected, special application approval number (power
approval), valve clearance, compression ratio, firing
order, governed speed, altitude limit at which an engine
derate takes place, and primary and secondary fuel
ratings, which show the fuel, minimum WKI* value,
ignition timing, rated output in horsepower and kilowatts,
and overload rating in horsepower and kilowatts. This
nameplate is located on the lower left side of the
crankcase, adjacent to the front of the engine.
SAA # SERVICE TYPE
MODEL
DRESSER WAUKESHA
SERIAL DRESSER INC.
NUMBER WAUKESHA, WISCONSIN U.S.A. DATE
COMP.
RATIO
THIS ENGINE IS FACTORY EQUIPPED AS LISTED. HP(kW) ARE PER

ISO 3046/1. CONSULT A W.E.D. AUTHORIZED DISTRIBUTOR OR W.E.D.
APPLICATION ENGINEERING FOR ADDITIONAL INFORMATION.
ALTITUDE LIMIT
PRIMARY SECONDARY FT/M
FUEL
TM AIR INLET TEMP
MIN. WKI LIMT O
F/ C
O
IGN.TIMING
BTDC GOVERNED SPEED RPM
CARB ADJ.
SERVICE VALVE CLEARANCE IN. /mm
211853M
HP/kW INTAKE EXHAUST
OVERLOAD
HP/kW
FIRING ORDER
Figure 1.15-1: 12-Cylinder Waukesha Nameplate
Form 6277-5
GENERAL INFORMATION
BASIC ENGINE DESCRIPTION CRANKCASE
The crankcase is a rigid gray iron casting (16-cylinder The crankcase is a gray iron casting (16-cylinder
engines are two-piece). The main bearings are engines are two-piece). For assembled rigidity, the main
replaceable. The counterweighted crankshaft is made bearing caps are attached to the crankcase with both
of forged steel and has seven main bearing journals. vertical studs and lateral tie bolts. This feature makes the
Each engine is equipped with a viscous vibration crankcase assembly more rigid and lengthens the life of
damper. the main bearings.
There are interchangeable cylinder heads, each with CRANKSHAFT

two intake and two exhaust valves. Both exhaust and
intake valve seat inserts are replaceable. Roller-type The underslung crankshaft is made of a low alloy, high
cam followers and hydraulic push rods are standard. tensile strength forged steel. The crankshaft is
The camshaft is heavy-duty for long life. The connecting counterweighted to achieve a near perfect balance of
rods are made from drop-forged steel and are rifle- rotating forces.
drilled. The cylinders have replaceable wet cylinder A viscous vibration damper is installed on the forward
sleeves. The pistons use a full-floating piston pin. The end of the crankshaft along with a gear that drives the
flywheel is machined and has a ring gear attached. front end gear train and accessories. The flywheel, with
The exhaust-driven turbocharger (on GSI and GL ring gear, is installed on the rear end of the crankshaft
engines) compresses intake air. This charged air is and is machined to accept several options.
cooled in the intercooler and then enters the carburetor
and mixes with pressurized fuel gas. The turbocharged INTAKE MANIFOLD(S)
air/fuel mixture enhances the engine’s power and The air/fuel mixture passes through the intake
performance. On low fuel pressure system equipped manifold(s) where it is distributed to the individual
GSI and GL engines, the turbocharger draws fuel and cylinders.
intake air from the air intake and carburetor(s) (mounted
on the air filter housing(s)) and compresses the mixture. EXHAUST MANIFOLD(S)
The mixture is cooled through the intercooler and then
The exhaust port of each cylinder head is connected to
enters the intake manifold(s).
one water-jacketed segment of the exhaust manifold.
The pressurized lubricating system consists of an oil The water-cooled exhaust manifold(s) assembly is
sump, pump, piping network, filters, strainers and comprised of individual segments (one for each cylinder
cooler. The full-flow oil filter is externally mounted, head). Each exhaust manifold segment is joined to the
separate from the engine. next by a manifold pilot.
The cooling system has two water pumps. The main
CONNECTING RODS
water pump circulates the jacket water of the engine.
The auxiliary water pump circulates water for the oil The connecting rods are machined to ensure maximum
cooler and the intercooler. The engine jacket, cylinder strength, precise balance and consistent weight
heads, exhaust manifold, turbocharger, oil and charged between cylinders. They are made of a low alloy, high
intake air are all water-cooled. tensile strength forged steel, and are rifle-drilled to
supply pressurized lube oil from the crankshaft to the
piston pin bushings.
The split line of the rod and cap allows for removal of the
connecting rod assembly up through the cylinder sleeve
bore.
The serrated split line ensures precise alignment and
transfer of loads. The caps and rods are match-
numbered to ensure that each cap is mated with the
correct blade during re-assembly.
The connecting rod cap fasteners, like all critical
fasteners used on the engine, are torqued to specific
values.
Form 6277-5
GENERAL INFORMATION
PISTONS Once the WKI value is known, it can be entered into the
ECU using the ESP software. This is important, since
The pistons are machined from one-piece castings. The
spark timing and engine derate curves are adjusted
dimension of the piston skirt at room temperature is
based on the value of the WKI stored in the ECU.
slightly larger at a point 90° to the piston pin bore. This
feature allows the piston to expand from a shape that is For applications with changing fuel conditions, such as
somewhat oval to one that is almost perfectly round a wastewater treatment plant with natural gas backup,
when operating at stabilized engine temperatures. the ESM can be signaled about the fuel’s changing WKI
value in real time using the two WKI analog input wires
CYLINDER SLEEVES in the Customer Interface Harness. The calibration of the
customer interface wires, WKI+ and WKI-, is shown in
Each wet-type cylinder sleeve has a flange at its upper
Table 1.15-2. An input less than 2 mA or greater than 22
end to locate it in the crankcase upper deck. The sleeves
mA indicates a wiring fault, and the default WKI value is
have three external ring grooves to hold the lower
used instead.
crankcase bore seals.
Table 1.15-2: Calibration of Remote WKI Input
CAMSHAFTS
ANALOG USER INPUT 4 mA 20 mA
The design of the camshaft lobe and camshaft
minimizes valve overlap and reduces the flow of gases WKI Fuel Quality Signal 20 WKI 135 WKI
between the intake and exhaust ports. This improves * Trademark of INNIO Waukesha Gas Engines, Inc.
fuel efficiency and lowers exhaust emissions.
CYLINDER HEAD AND VALVES

Each cylinder head has four valves, two intake and two
exhaust, with overhead rocker and actuator arms. GL
engine cylinder heads have a prechamber bore in the
center and an additional bore to accommodate the fuel
admission valve. The cylinder heads are water-cooled
to reduce heat deformation during the combustion
process.
WKI
The WKI* is an analytical tool developed by INNIO
Waukesha Gas Engines as a method for calculating the
knock resistance of gaseous fuels. It is a calculated
numeric value used to determine optimum engine
settings based on a specific site’s fuel gas composition.
The WKI value can be determined using the WKI
computer program for Microsoft Windows operating
system that is distributed to INNIO Waukesha Gas
Engines Technical Data Book holders, and which is also
available by contacting a Distributor or INNIO Waukesha
Gas Engines Sales Engineering Department, or by
downloading it from the customer portal
(www.innio.com).
The WKI program is also built into EngCalc3.3, which is
a Microsoft Excel-based computer program that allows
users to obtain site-specific engine data based on their
input site conditions and fuel analysis. The WKI program
will calculate the WKI value from a customer’s fuel
analysis breakdown. EngCalc3.3 expands the WKI
program to allow the input of fuel contaminants, such as
H2S and siloxanes, to determine if they are within the fuel
contaminant limits.
Form 6277-5
GENERAL INFORMATION
ENGINE TIMING DATA TRADEMARKS

The following is a list of trademarked products and
NOTICE
equipment that may be used throughout this manual. For
Detonation is NOT allowed at any time during engine sealant, adhesive, lubricant and cleaner trademark
operation, regardless of the specified timing. If information, see Table 1.15-4 Sealants, Adhesives and
detonation occurs at the specified timing, a timing Lubricants on page 1.15-6. Where possible, brand
adjustment must be made to retard the ignition timing names are listed in the procedure.
until NO audible detonation exists. Engine damage Table 1.15-3: Trademarks
may result if detonation occurs.
Custom Air/Fuel Control (CAFC)
Custom Catalyst Control (CCC)
See the engine nameplate for the proper engine timing
value. Custom Lean Burn Control (CLBC)
NOTE: Changing the engine timing will also change the Deutsch
exhaust emissions and fuel economy. Lookout
Magnaflux Products: Penetrant (SKL-HF/S) Developer
CUSTOM ENGINE CONTROL IGNITION MODULE
(SKD-NF-ZP-9B) Cleaner/Remover (SKC-NF/ZC-7B) (USA
Waukesha’s Custom Engine Control (CEC) Ignition 847-657-5300) (UK +44 0 1793 524566)
Module (IM) is standard equipment. The CEC ignition Microsoft Windows
system uses a Hall-effect pickup and a special timing
MODBUS
disc to determine the exact position of the crankshaft.
The CEC IM interprets the sensor’s impulses to set the National Instruments
optimum ignition timing. The CEC IM then directs a Permatex Non Drying Prussian Blue (Bluing Agent) (mfg. by
precisely timed voltage to the appropriate ignition coil. Loctite Corporation) (877-376-2839)
Plastigage – used for measuring small clearances
CUSTOM ENGINE CONTROL DETONATION
(248-354-7700)
SENSING MODULE
Stellite is a registered trademark of Stoody Deloro Stellite,
Waukesa’s CEC Detonation Sensing Module (DSM), Inc.
which functions with the CEC IM, is standard equipment.
INNIO Waukesha Knock Index / WKI
The DSM protects the engines from damage due to
detonation on an individual cylinder basis. Engine Woodward
mounted detonation sensors monitor engine output from
each cylinder. When the signal exceeds a
predetermined limit, the DSM retards the ignition timing
for the cylinder associated with that sensor. As soon as
conditions permit, the DSM will advance spark timing to
the original timing set point.
Form 6277-5
GENERAL INFORMATION
INDEX OF SEALANTS, ADHESIVES, ! WARNING

LUBRICANTS AND CLEANERS
The following is a list of sealants, adhesives and Read the manufacturer’s
instructions and warnings on
!
lubricants that may be required to perform the tasks in
this manual. Where possible, brand names are listed in the container when using
the procedure. When brand names are not used, general sealants, adhesives, lubricants
names are used. This index may be used to match the and other shop aids.
general description to a specific product or its equivalent
(i.e., pipe sealant = Perma Lok Heavy Duty Pipe Sealant
with Teflon or its equivalent). INNIO Waukesha does not
endorse one brand over another. In all cases, equivalent
products may be substituted for the brand name listed.
All part numbers listed are the manufacturer’s numbers.
Table 1.15-4: Sealants, Adhesives and Lubricants
NAME USED IN TEXT BRAND NAME / DESCRIPTION

Actrel 3338L dielectric solvent manufactured by Exxon Mobil Corp. and
Actrel 3338L
distributed by Safety-Kleen Corp. (800-669-5750)
FEL-PRO C5-A, P/N 51005 (248-354-7700) or Loctite Anti-Seize 767/
Anti-Seize (High Temperature) Copper based anti-seize compound (USA 800-Loctite/Germany
+49-89-92 68-0)
Anti-Seize Bostik Never Seez/Anti-seize and lubricating compound (987-777-0100)
G.E. Silmate* Silicone Rubber (USA 800-255-8886) (Europe
Black Silicone 00.800.4321.1000)
* Trademark of General Electric Company
Permatex Non Drying Prussian Blue (mfg. by Loctite Corporation)
Blueing Agent
(877-376-2839)
Cleaning Solvent/Mineral Spirits Amisol Solvent (mfg. by Standard Oil) (905-608-8766)
Dielectric Silicone Grease Dow Corning DC-200, G.E. G-624, GC Electronics 25 (989-496-4400)
Scotch Weld No. 270 B/A Black Epoxy Potting Compound/Adhesive, P/

Epoxy Sealant
Ns. A and B (3M ID No. 62-3266-7430-6 PA) (800-362-3550)
Scotch Grip 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M ID No.
Gasket Adhesive
62-0847-7530-3 (800-362-3550)
Gear Oil Vactra 80W90 Gear Oil (mfg. by Exxon Mobil Corp.) (800-662-4525)
Krytox GPL-206 High Temperature Grease (P/N 489341) (USA
Krytox GPL-206
800-424-7502) (Europe +32.3.543.1267)
CITGO Lithoplex Grease NLGI No. 2 Product Code 55-340/a
Lithium Grease molybdenum-based grease or Dow Corning Molykote Paste G
(800-248-4684)
Item No. 74756 (mfg. by Loctite Corporation) (USA 800-562-8483/
Locquic Primer “T”
Germany +49-89-92 68-0)
Loctite Item No. 22220/low strength thread locker (USA 800-562-8483/
Loctite 222
Germany +49-89-92 68-0)
Loctite Item No. 24241/a blue colored removable thread locking compound
Loctite 242
(USA 800-562-8483/Germany +49-89-92 68-0)
Form 6277-5
GENERAL INFORMATION

Loctite Item No. 2422/Ultra High Temperature, Medium Strength, Blue
Threadlocker, locks/seals fastener threads exposed to maximum
Loctite 2422
temperature of 650°F (343°C). (mfg. by Loctite Corporation) (USA
800-562-8483/ Germany +49-89-92 68-0)
Loctite Item No. 37419/medium strength thread locker (USA
Loctite 243
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 27141/a red colored thread locking compound (USA
Loctite 271
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 56931 thread sealant/hydraulic sealant (USA
Loctite 569
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 18581/High Performance RTV Silicone Gasket Maker
Loctite 5699 Gray
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 59675/Superflex Red High Temp RTV Silicone (USA
Loctite 59675
800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64832/Retaining Compound, High Strength/Rapid Cure
Loctite 648
(USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 64041/High Temperature Retaining Compound 40 (USA
Loctite Compound 40
800-562-8483/Germany +49-89-92 68-0)
Loctite Hydraulic Sealant Loctite Item No. 56941 (USA 800-562-8483/Germany +49-89-92 68-0)
Loctite Item No. 7471/primer / activator, anaerobic product primer activator
Loctite Primer 7471 (mfg. by Loctite Corporation) (USA 800-562-8483/ Germany +49-89-92
68-0)
Loctite RC 609 Loctite Item No. 60931 (USA 800-562-8483/Germany +49-89-92 68-0)
Lube-Lok 1000 or equivalent/ceramic bonded high temperature solid film
Lube-Lok
lubricant (800-242-1483)
Loctite Item No. 620-40/High Temperature Retaining Compound (USA
Loctite 620
800-562-8483/Germany +49-89-92 68-0)
Lubriplate No. 105 Lubriplate No. 105/lubricating grease (800-347-5343)
Magnaflux Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-9B)
Magnaflux Cleaner/Remover (SKC-NF/ZC-7B) (USA 847-657-5300) (UK +44 0 1793
524566)
Multi-Purpose Grease/moly-fortified mineral oil grease Dow Corning
Molykote BR-2 Plus
(989-496-4400)
Molykote G-N Extreme-pressure lubricant/Dow Corning (989-496-4400)
Molykote G-Rapid Plus Assembly and run-in paste/Dow Corning (989-496-4400)
Non hardening sealant/ORAPI Sealing Compound: Canada
OraSeal Service Part Number 495407
(514-735-3272)
Parker Super O-Lube/dry silicone lubricant (USA 800-272-7537) (Europe
O-Ring Lubricant
00800 27 27 5374)
Permatex Aviation Form-A-Gasket Sealant Liquid Loctite Item No. 3D (877-376-2839)
Permatex Form-A-Gasket No. 2 Sealant Loctite Item No. 2C (877-376-2839)
Permatex High Tack Spray-A-Gasket Sealant Loctite Item No. 99MA (877-376-2839)
Perma Lok Heavy Duty Pipe Sealant with Teflon, Item No. LH050 (USA
Pipe Sealant
800-714-0170) (UK +44 0 1962 711661)
Plastigage Plastigage /used for measuring small clearances (248-354-7700)
RTV Dow Corning RTV #734 or GE Red RTV 106 (989-496-4400)
Form 6277-5
GENERAL INFORMATION

Slide Rite 220 CITGO/lubricating oil (800-248-4684)
Superior Industries/High-temperature lubricant and sealant
Superior Seal & Assist #5000
(423-899-0467 or www.superior-industries.com)
WD-40 WD-40 is a registered trademark of the WD-40 Company (888-324-7596)
Form 6277-5
GENERAL INFORMATION
ENGINE IDENTIFICATION VIEWS

6-CYLINDER GL VIEWS
1 2 3 4 5 6 7 1
10
24 11
12
13
14
16 17 23 22 21 20 19 18 17 16 15
Figure 1.15-2: 6-Cylinder GL Right-Side View
1 - Lifting Eyes 13 - Magneto Drive

2 - Cylinder Head Assemblies (6) 14 - Lube Oil Pump
3 - Intake Manifold 15 - Auxiliary Water Pump
4 - Control Panel 16 - Lube Oil Drain (right side)
5 - Prechamber Manifold 17 - Engine Leveling Capscrews (right side)
6 - Regulator, Prechamber Manifold 18 - Engine Ignition Power 24-Volt DC
7 - Magneto Adapter 19 - Lube Oil Dipstick
8 - Water Drains (right side) 20 - Regulator, Gas
9 - Governor 21 - Manual Shutdown Lever
10 - Governor Speed Control Hand Lever 22 - Carburetor
11 - CEC Ignition Module 23 - Lube Oil Pan Access Doors
12 - Vibration Damper 24 - Exhaust Outlet
Form 6277-5
GENERAL INFORMATION
1 2 3 4 5 6 7
20
19
18 17 10 16 15 14 13 12 11 10 9
Figure 1.15-3: 6-Cylinder GL Left-Side View
1 - Thermostat Cluster Housing 11 - Manual Barring Device

2 - Exhaust Thermocouple Assembly 12 - Lube Oil Pan Access Doors (left side)
3 - Exhaust Manifold Assembly 13 - Engine Temperature Connections/Controls Junction
4 - Water Manifold Box
5 - Crankcase Breather 14 - Lube Oil Strainer
6 - Regulator Valve 15 - Lube Oil Pan
7 - Ejector Breather 16 - Oil Temperature Control Valve/Relief Valve
8 - Flywheel and Housing 17 - Prelube Pump and Motor
9 - Lube Oil Drain (left side) 18 - Oil Cooler
10 - Engine Leveling Capscrews (left side) 19 - Safety Guarding
20 - Crankcase
Form 6277-5
GENERAL INFORMATION
1 2
9
3
6 5
Figure 1.15-4: 6-Cylinder GL Rear View
1 - Turbocharger 6 - Lube Oil Drain

2 - Intercooler 7 - Oil Filler
3 - Flywheel Housing 8 - Air Cleaner
4 - Timing Cover 9 - Wastegate
5 - Flywheel
Form 6277-5
GENERAL INFORMATION
12-CYLINDER GSI VIEWS
1 2 3
22
21 12 8 20 19 18 17 16 15 14 13 12 11 10 9
Figure 1.15-5: 12-Cylinder GSI Right-Side View
1 - Wastegate 12 - Engine Leveling Capscrews (right bank)

2 - Exhaust Manifold Assembly (right bank) 13 - CEC Ignition Junction Box
3 - Thermostat Cluster Housing 14 - CEC Ignition Module
4 - Oil Cooler 15 - Lube Oil Dipstick (right bank)
5 - Jacket Water Pump 16 - Regulator, Gas (right bank)
6 - Governor 17 - Carburetor (right bank)
7 - Governor Speed Control Hand Lever 18 - Manual Shutdown Lever
8 - Oil Cooler Thermostat Housing 19 - Pressure Block
9 - Lube Oil Pump 20 - Lube Oil Strainer
10 - Engine Ignition Power 24-Volt DC 21 - Lube Oil Drain (right bank)
11 - Water Drains (right bank) 22 - Control Panel (right bank)
Form 6277-5
GENERAL INFORMATION
1 2 3 4
21
20
19
18 17 11 9 16 15 14 13 12 11 10 9 8 7
Figure 1.15-6: 12-Cylinder GSI Left-Side View
1 - Thermostat Cluster Housing 12 - Lube Oil Pan

2 - Water Manifold 13 - Carburetor (left bank)
3 - Emergency Stop Button (left bank) 14 - Regulator, Gas (left bank)
4 - Exhaust Manifold Assembly (left bank) 15 - Lube Oil Dipstick (left bank)
5 - Lube Oil Filler 16 - Crankcase
6 - Flywheel and Housing 17 - Crankcase Breather (2)
7 - Manual Barring Device 18 - Prelube Pump and Motor
8 - Lube Oil Drain (left bank) 19 - Vibration Damper
9 - Engine Leveling Capscrews (left bank) 20 - Microspin* Oil Cleaner
10 - Lube Oil Pan Access Doors (left bank) 21 - Oil Cooler
11 - Engine Jacket Water Drains (left bank)
* Trademark of General Electric Company
Form 6277-5
GENERAL INFORMATION
12-CYLINDER GL VIEWS
1 2 3
5
25
6
24
23
7
22 21 10 20 19 18 17 16 15 14 13 12 11 10 9 8
1 - Jacket Water Manifold 14 - CEC Ignition Module

2 - Vacuum Regulator 15 - CEC Ignition Junction Box
3 - Cluster Thermostat Housing 16 - Lube Oil Dipstick (right bank)
4 - Lube Oil Cooler 17 - Regulator, Gas (right bank)
5 - Governor 18 - Carburetor (right bank)
6 - Governor Speed Control Hand Lever 19 - Manual Shutdown Lever
7 - Lube Oil Cooler Thermostat Housing 20 - Lube Oil Strainer
8 - Lube Oil Pump 21 - Engine Leveling Capscrews (right bank)
9 - Magneto Adapter 22 - Lube Oil Drain (right bank)
10 - Water Drains (right bank) 23 - Control Panel (right bank)
11 - Magneto Drive 24 - Prechamber Manifold
12 - Thermocouple Control Box 25 - Exhaust Manifold Assembly (right bank)
13 - Regulator, Prechamber Manifold
Form 6277-5
GENERAL INFORMATION
1 2 3 4 5
23
22
21
20
19
18 17 12 10 16 15 14 13 12 11 10 9
Figure 1.15-8: 12-Cylinder GL Left-Side View
1 - Thermostat Cluster Housing 13 - Carburetor (left bank)

2 - Water Manifold 14 - Regulator, Gas (left bank)
3 - Venturi Extractor 15 - Lube Oil Dipstick (left bank)
4 - Emergency Stop Button (left bank) 16 - Crankcase
5 - Exhaust Manifold Assembly (left bank) 17 - Crankcase Breather (2)
6 - Manual Barring Device 18 - Auxiliary Water Pump
7 - Lube Oil Filler 19 - Prelube Pump and Motor
8 - Flywheel and Housing 20 - Vibration Damper
9 - Lube Oil Drain (left bank) 21 - Microspin Lube Oil Cleaner
10 - Engine Leveling Capscrews (left bank) 22 - Lube Oil Cooler
11 - Lube Oil Pan Access Doors (left bank) 23 - Prechamber Manifold
12 - Engine Jacket Water Drains (left bank)
Form 6277-5
GENERAL INFORMATION
20 21 1 2 3 4
19
18 5
17
6
16
7
15
14
10
13
11
12
Figure 1.15-9: 12-Cylinder Rear View
1 - Flexible Exhaust Coupling 12 - Oil Filler

2 - Wastegate 13 - Carburetor
3 - Turbocharger 14 - Intake Manifold
4 - Crankcase Breather Oil Separator 15 - Prechamber Manifold
5 - Rocker Arm Covers 16 - Lifting Eye
6 - Lifting Eye 17 - Air Cleaner
7 - Prechamber Manifold 18 - Rocker Arm Covers
8 - Intake Manifold 19 - Intercooler
9 - Timing Hole Pad 20 - Turbocharger
10 - Carburetor 21 - Wastegate
11 - Oil Strainer
Form 6277-5
GENERAL INFORMATION
16-CYLINDER GL VIEWS
19 20 21 1 22 2 3
18
17
16
14
4
15
13
11
12 10 9 8 7 6
1 - Flexible Exhaust Connection 12 - Overspeed Governor

2 - Intercooler (front) 13 - Governor
3 - Air Filter 14 - Oil Separator
4 - Water Pump 15 - Breather Regulator
5 - Vibration Damper 16 - Governor Linkage
6 - Oil Pan Door 17 - Control Panel
7 - Regulator, Gas 18 - Wastegates
8 - Oil Strainer 19 - Exhaust Manifold Assemblies
9 - Oil Manifold 20 - Air Inlet Elbow
10 - CEC Ignition Module 21 - Intercooler (rear)
11 - Oil Pump 22 - Turbocharger
Form 6277-5
GENERAL INFORMATION
1 2 1
16
3
15
4
13 6
5
12
14 11 10 9 8
Figure 1.15-11: 16-Cylinder GL Front View
1 - Air Cleaners 9 - Safety Guards

2 - Water Manifold 10 - Safety Guards
3 - Exhaust Manifold (left bank) 11 - Regulator, Gas (right bank)
4 - Cylinder Heads (left bank) 12 - Intake Manifold (right bank)
5 - Lifting Eye (left front) 13 - Carburetor (right bank)
6 - Carburetor (left bank) 14 - Lifting Eye (right bank)
7 - Intake Manifold (left bank) 15 - Cylinder Heads (right bank)
8 - Regulator, Gas (left bank) 16 - Exhaust Manifold (right bank)
Form 6277-5
GENERAL INFORMATION
1 2
8
4
5
5
Figure 1.15-12: 16-Cylinder GL Rear View
1 - Turbocharger (left bank) 5 - Governor

2 - Turbocharger (right bank) 6 - Flywheel
3 - Oil Separator 7 - Oil Filler Tube
4 - Lifting Eye 8 - Venturi Extractor
Form 6277-5
GENERAL INFORMATION
MAXIMUM SOUND PRESSURE LEVEL
! WARNING
Always wear Personal

Protective Equipment (PPE) in
accordance with PPE Directive
89/686/EEC.
Table 1.15-5: Maximum Sound Pressure Level
MODEL dB(A)
6-Cylinder 103 dB(A)
NOTE: Sound pressure levels measured

approximately 1 m (3.3 ft) distance from engine at a
height of 1.6 m (5.2 ft) from bottom of base.
Maximum level measured at front of engine near
turbocharger.
ENGINE SPECIFICATIONS
NOTICE
Alarm and shutdown values are based on dry natural
gas (900 BTU/cu. ft. SLHV). See latest editions of
Gaseous Fuel Specification Sheet S7884-6 and Lube
Oil Recommendations Service Bulletin 12-1880 for
typical changes in operation temperatures for jacket
water and lube oil when running on landfill or digester
gas fuels.
Table 1.15-6: VHP Series Two Engine Specifications
GENERAL SPECIFICATIONS
Engine Model 6-Cylinder 12-Cylinder 16-Cylinder
Type 4-cycle 4-cycle 4-cycle
Aspiration, G Naturally aspirated Naturally aspirated N/A
Aspiration, GSI N/A N/A Turbocharged, intercooled
Turbocharged, intercooled Turbocharged, intercooled
Aspiration, GL N/A
and lean burn and lean burn
Number of cylinders Inline-6, 4-valves per cylinder V-12, 4-valves per cylinder V-16, 4-valves per cylinder
F2895: 8.50 x 8.50 in. L5790: 8.50 x 8.50 in.
(216 x 216 mm) (216 x 216 mm) P9390: 9.375 x 8.50 in.
Bore x stroke
F3521: 9.375 x 8.50 in. L7042: 9.375 x 8.50 in. (238 x 216 mm)
(238 x 216 mm) (238 x 216 mm)
Form 6277-5
GENERAL INFORMATION
F2895: 2,894 cu. in. (47 L) L5790: 5,790 cu. in. (95 L) P9390G, GSI, GL:
Displacement
F3521: 3,520 cu. in. (58 L) L7042: 7,040 cu. in. (115 L) 9,388 cu. in. (154 L)
Compression ratio G, GSI 8.25:1 8:1 (G Only Option: 10:1) 8:1 (G Only Option: 10:1)
Compression ratio GL 10:1 10:1 10.5:1
Speed range 700 – 1,200 rpm (see engine nameplate)
Low idle 450 rpm 450 rpm 450 rpm
Lubrication System
Oil sump capacity, including
66 gal (250 L) 90 gal (340 L) 165 gal (625 L)
filter and cooler*
Oil pan (Low level mark) 35 gal (132.5 L) 35 gal (132.5 L) 80 gal (303 L)
Oil pan (High level mark) 45 gal (170.3 L) 45 gal (170.3 L) 110 gal (416 L)
Lube oil filter capacity 20 gal (75.7 L) 36 gal (136.3 L) 45 gal (170 L)
(8 in.) 6.9 gal (26.1 L) (8 in.) 6.9 gal (26.1 L)
Oil cooler capacity 10 gal (38 L)
(10 in.) 10 gal (37.8 L) (10 in.) 10 gal (37.8 L)
Main filter 15 micron at @ 90% efficiency 15 micron at @ 90% efficiency 15 micron at @ 90% efficiency
Micro-fiberglass filter 15 micron at @ 90% efficiency 15 micron at @ 90% efficiency 15 micron at @ 90% efficiency
Strainer screen 74 micron 74 micron 74 micron
Micro-fiberglass filter 15 micron @ 90% efficiency 15 micron @ 90% efficiency 15 micron @ 90% efficiency
Normal lube oil pressure 55 ± 5 psi (380 ± 5 kPa) 55 ± 5 psi (380 ± 5 kPa) 55 ± 5 psi (380 ± 5 kPa)
Low oil pressure alarm setpoint 35 psi (207 kPa) 35 psi (207 kPa) 30 psi (173 kPa)
Low oil pressure shutdown
30 psi (138 kPa) 30 psi (138 kPa) 25 psi (103 kPa)
setpoint
Minimum oil pressure at turbo 10 psi (69 kPa) 10 psi (69 kPa) 10 psi (69 kPa)
Prelube duration 5 minutes
Postlube duration 5 minutes after operation
Normal oil header temperature 180°F (82°C) 180°F (82°C) 180°F (82°C)
Oil header temperature alarm
195°F (91°C) 195°F (91°C) 195°F (91°C)
setpoint
Oil header temperature
205°F (96°C) 205°F (96°C) 205°F (96°C)
shutdown setpoint
Governor and Air Starter Capacities
UG8 governor oil reservoir 1.5 quart (1.1 L) 1.5 quart (1.1 L) 1.5 quart (1.1 L)
Air starter oil reservoir for one
2.0 pint (0.9 L) 2.0 pint (0.9 L) 2.0 pint (0.9 L)
shot lubricator
Air motorized pre-lube motor,
0.5 pint (0.2 L) 0.5 pint (0.2 L) 0.5 pint (0.2 L)
inline lubricator
Cooling System (Jacket Water and Auxiliary Circuit)
Normal charge air cooler inlet temperature 130°F (54°C)
8.5 in. bore:
Jacket water capacity, engine 52.5 gal (199 L)
107 gal (405 L) 148 gal (560 L)
only 9.375 in. bore:
48.5 gal (184 L)
Surge tank capacity (optional) 23 gal (87 L) 45.5 gal (183 L) 45.5 gal (183 L)
Form 6277-5
GENERAL INFORMATION
Intercooler water capacity 2.75 gal (10.4 L) 5.50 gal (20 L) 11 gal (42 L)
Oil cooler water capacity 5 gal (19 L) 6.5 gal (24.6 L) 9.4 gal (35.6 L)
Total system capacity Add appropriate options to obtain total capacity
Exhaust System
Maximum permissible
See Table 1.15-10 Maximum Allowable Exhaust Backpressure and Reductions for Speed and
backpressure @ rated load
Load on page 1.15-24
and speed
Crankcase Breather System
Crankcase vacuum 0 to -1 (negative) inch-H2O (0 to -25.4 mm-H2O [negative])
Jacket Water Outlet Temperature
180°F (82°C) for continuous rating
Normal:
200°F (93°C) for intermittent rating
Standard cooling system
Alarm: 10°F (5.5°C) above normal/design temperature
Shutdown: 20°F (11°C) above normal/design temperature
Normal: 210 – 235°F (99 – 113°C) solid water
Elevated temperature solid Alarm: 5°F (3°C) above normal/design temperature**
water cooling system
Shutdown: 10°F (5.5°C) above normal/design operating temperature**
Intake Manifold Temperature
Up to 10°F (5.5°C) above design intercooler water inlet
GSI & GL engines Normal:
temperature
Alarm: 15°F (8.5°C) above design intercooler water inlet temperature
Shutdown: 20°F (11°C) above design intercooler water inlet temperature
Intake Manifold Pressure
Contact Waukesha Sales Engineering Department
Fuel System
Natural gas pressure at regulator G engines 5 – 10 psi (34.5 – 69 kPa)
Natural gas pressure at regulator GSI engines 24 – 50 psi (165 – 345 kPa)
Natural gas pressure at regulator GL engines 30 – 50 psi (207 – 345 kPa)
GSI – 6 in. (152 mm) of water column
Natural gas pressure at regulator Low Fuel Pressure System
GL – 6 in. (152 mm) of water column at regulator and 30 psig
engines
(206.8 kPa) prechamber fuel supply
Air Induction System
Maximum permissible restriction @ rated load and speed 15 inch-H2O (381 mm-H2O)
Required filtering efficiency (coarse dust test per SAE726C) 99.7%
Starting System
Electric starting 24 volts DC
Air pressure starting 150 psi (1,043 kPa) (maximum) Pressure is based on 50°F (10°C) lube oil temperature
Miscellaneous
See Table 1.15-18 1/2 in. Reach Spark Plugs (Used on G and GSI, and 1/2 in. Reach Spark
Spark plug gap Plug Carriers on GL Only) on page 1.15-29 and Table 1.15-19 VHP GL 13/16 in. Reach Spark
Plugs (Used With 13/16 in. Reach Spark Plug Carriers Only) on page 1.15-30
Form 6277-5
GENERAL INFORMATION
Engine timing See Engine Nameplate
Main bearing temp shutdown 250°F (121°C)
Overspeed shutdown 10% over governed speed
Valve Train
Valve Clearance – Hydraulic
Not applicable – 0.000
valve lifters
* Total capacity of lube oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring oil level in oil pan
back to high mark. Record total amount for future reference.
** Waukesha Power Systems Code 1105, 1105A, or equivalent shutdown system recommended when jacket water temperature
exceeds 210°F (99°C).
Table 1.15-7: Waukesha Preservative Oil Application
UPPER CYLINDER CRANKCASE TOTAL QUANTITY

NUMBER OF Ounces of Ounces of Standard Oil Pan OF ENGINE
CYLINDERS Quantity of PRESERVATIVE
Preservative Oil Preservative Oil Capacity in
Preservative Oil OIL REQUIRED
Per Cylinder All Cylinders Gallons
6 3 oz (90 cc) 18 oz (540 cc) 43 gal (162.7 L) 110 oz (3,253 cc) 128 oz (3,785 cc)
12 3-1/2 oz (103.5 cc) 42 oz (1,242 cc) 54 gal (204 L) 138 oz (4,081 cc) 180 oz (5,323 cc)
16 3-1/2 oz (103.5 cc) 56 oz (1,680 cc) 110 gal (416.3 L) 282 oz (8,339 cc) 338 oz (9,995 cc)
Table 1.15-8: Auxiliary Cooling Water Thermostat
NOMINAL
STD./OPT. QTY. START TO OPEN FULL OPEN P/N
TEMPERATURE
Std. 1 120°F (49°C) 111°F (44°C) 130°F (54°C) 496873
Opt. 1 75°F (24) 70°F (21°C) 85°F (29°C) 496867
Opt. 1 190°F (105°C) 185°F (85°C) 200°F (93°C) 496868
Table 1.15-9: Lubrication System Pressures
MEASUREMENT U.S. METRIC

Normal stabilized oil pressure at idle speeds. 15 – 40 psi 103 – 276 kPa
Normal stabilized oil header pressure with engine loaded 55 ± 5 psi 380 ± 34 kPa
Low oil pressure (alarm) 30 psi 207 kPa
Low oil pressure (shutdown) 20 psi 138 kPa
Minimum oil pressure at the turbocharger 10 psi 68 KPa
Lube oil pump relief valve pressure setting 75 psi 517 kPa
Oil filter housing bypass relief valve pressure differential setting 32 psi 221 kPa
Lube oil strainer bypass pressure relief valve pressure differential setting 15 psi 103 kPa
Form 6277-5
GENERAL INFORMATION
Table 1.15-10: Maximum Allowable Exhaust Backpressure and Reductions for Speed and Load
NATURALLY ASPIRATED VHP G MODELS

The maximum allowable exhaust backpressure for a VHP G engine is 18 in. (457 mm) of water column pressure
(4.5 kPa) at the highest load at the highest speed that the engine will experience during operation. At reduced
load and/or speed, the backpressure on the engine will decrease by the operating characteristic of the exhaust
system.
STOICHIOMETRIC, TURBOCHARGED AND INTERCOOLED, VHP GSI* MODELS
The maximum allowable exhaust backpressure for a VHP GSI* engine is 21 in. (533 mm) of water column
pressure (4.5 kPa) at 180 BMEP at 1,200 rpm. This pressure must be reduced by 1.5 in. (38 mm) of water column
(0.37 kPa) for every 100 rpm that the maximum rated speed is below 1,200 rpm and reduced by 1.5 in. (38 mm)
of water column (0.37 kPa) for every 10 BMEP that the maximum rated load is below 180 BMEP. Allowable
backpressure is not reduced below 4.0 in. (101.6 mm) of water column pressure (1 kPa). At reduced load and/
or speed, the backpressure on the engine will decrease by the operating characteristic of the exhaust system.
Max Exhaust Backpressure = 21 – 1.5 x ([1,200 – rpm]/100) – 1.5 x ([180 – BMEP]/10) inch-H2O
LEAN BURN, TURBOCHARGED AND INTERCOOLED, VHP GL MODELS
The maximum allowable exhaust backpressure for a VHP GL engine is 13.5 in. (343 mm) of water column
pressure (3.4 kPa) at 160 BMEP at 1,200 rpm. This pressure must be reduced by 1.0 in. (25.4 mm) of water
column (0.25 kPa) for every 100 rpm that the maximum rated speed is below 1,200 rpm and reduced by 1.0 in.
(25.4 mm) of water column (0.25 kPa) for every 10 BMEP that the maximum rated load is below 160 BMEP.
Allowable backpressure is not reduced below 4.0 in. (101.6 mm) of water column pressure (1 kPa). At reduced
load and/or speed the backpressure on the engine will decrease by the operating characteristic of the exhaust
system.
Max Exhaust Backpressure = 13.5 – ([1,200 – rpm]/100) – ([160 – BMEP]/10) inch-H2O
* This applies only to VHP GSI engines with the ejector-style breather system. For other engines, contact the Waukesha Sales
Engineering Department.
Table 1.15-11: P/N 208569D Air Valves Inlet Pressures and Pilot Pressures to Shift
INLET PILOT TO SHIFT

35 psi (241 kPa) 23 psi (159 kPa)
50 psi (345 kPa) 25 psi (172 kPa)
95 psi (655 kPa) 34 psi (234 kPa)
105 psi (724 kPa) 36 psi (248 kPa)
145 psi (1000 kPa) 43 psi (296 kPa)
155 psi (1069 kPa) 45 psi (310 kPa)
Form 6277-5
GENERAL INFORMATION
SERVICE TOOLS LIST

You will need the following special tools to perform the
operator tasks on VHP engines (see Table 1.15-12). In
some instances, substitute items may be used but only
if specifically approved by Waukesha. To order these
special tools, contact your local Waukesha Distributor.
Table 1.15-12: Service Tools
WAUKESHA TOOL P/N TOOL DESCRIPTION

167164D Spark Plug Socket/Ext. (1 in. socket with 10 in. extension, for Shielded, CSA w/F.M. coils)
474016 VHP V-Belt Tester
474022 Timing Tool
475006 Spark Plug Spreading Tool
475037 Spark Plug Socket (NEW) (7/8 in. Socket 15-1/2 in. long w/rubber O-ring insert)
475072 Digital Manometer/Calibrator Kit
475029 O-Ring Lube
494087 Spark Plug Thread and Seat Cleaner (18 mm) for 1/2 in. reach spark plug bores
475065 Spark Plug Thread and Seat Cleaner (18 mm) for 13/16 in. reach spark plug bores
494227 Explosion-Proof Timing Light
494258 Slack Tube Manometer
494287 Valve Adjusting Wrench
494338 Induction Timing Light
Spark Plug Gapping Tool: 0.010 – 0.013 in. (0.254 – 0.330 mm) (4 prong)
494421
(not recommended for gapping used plugs)
Spark Plug Gapping Tool: 0.018 – 0.022 in. (0.457 – 0.559 mm) (4 prong)
494422
(not recommended for gapping used plugs)
Spark Plug Gapping Kit (4 prong) Contains gap setting tool for closing the gaps, a gap
475033
spreading tool, and two gap setting tools, 0.011 in. (0.279 mm) and 0.020 in. (0.508 mm)
489341 KRYTOX GPL-206 Grease – For spark plug boot and extension.
494215 Compression Tester
494217 Compression Tester Adapter
475007 O2 Analyzer
475357 O2 Analyzer
475068 O2 Analyzer, 220-Volt
475039 O2 Sensor Socket

475067 CO/HC Analyzer
494360 Exhaust Analyzer Accessory Kit
Form 6277-5
GENERAL INFORMATION
ENGLISH / METRIC CONVERSIONS

Table 1.15-13: Metric Diameter to Hex-Head Wrench Size Conversion Table
METRIC STANDARD METRIC STANDARD

METRIC DIAMETER METRIC DIAMETER
WRENCH SIZE WRENCH SIZE
M3 6 mm M18 27 mm
M4 7 mm M20 30 mm
M5 8 mm M22 32 mm
M6 10 mm M24 36 mm
M7 11 mm M27 41 mm
M8 13 mm M30 46 mm
M10 16 or 17 mm M33 50 mm
M12 18 or 19 mm M36 55 mm
M14 21 or 22 mm M39 60 mm
M16 24 mm M42 65 mm
Table 1.15-14: English to Metric Formula Conversion Table
CONVERSION FORMULA EXAMPLE

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

(212°F - 32) ÷ 1.8 = 100°C
Degrees Centigrade equals degrees Centigrade.
Form 6277-5
GENERAL INFORMATION
Table 1.15-15: Metric to English Formula Conversion Table
CONVERSION FORMULA EXAMPLE

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

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

197 N·m = 197 x 0.7375 = 145 ft-lb
Pounds foot pounds.
Bar to Pounds per Square Bar multiplied by 14.5 equals pounds per
685 bar = 685 x 14.5 = 9932.5 psi
Inch square inch.
Kilograms per Square
Kilograms per square centimeter multiplied by
Centimeter to Pounds per 3.2 kg/cm2 = 3.2 x 14.22 = 45.5 psi
14.22 equals pounds per square inch.
Square Inch (psi)
Kilopascals to Pounds per Kilopascals multiplied by 0.145 equals
310 kPa = 310 x 0.145 = 45 psi
Square Inch (psi) pounds per square inch.
Cubic Centimeters to Fluid Cubic centimeters multiplied by 0.0338
236 cc = 236 x 0.0338 = 7.98 oz
Ounces equals fluid ounces.
Liters to Gallons Liters multiplied by 0.264 equals gallons. 560 L = 560 x 0.264 = 147.8 gal
Degrees Centigrade to Degrees Centigrade multiplied by 1.8 plus 32
100°C = (100 x 1.8) + 32 = 212°F
Degrees Fahrenheit equals Degrees Fahrenheit.
Table 1.15-16: BHP or kWb to BMEP Formula
CONVERSION FORMULA
Brake Horse Power (BHP) to Brake Mean Effective
BMEP (psi) = [BHP x 792,000] divided by [Displacement (in.3) x rpm]
Power (BMEP) in Pounds Per Square inch (psi)
Kilowatts (kWb) to Brake Mean Effective Power
BMEP (bar) = [kWb x 1,200] divided by [Displacement (L) x rpm]
(BMEP) in Bar
Form 6277-5
GENERAL INFORMATION
TORQUE VALUES
CRITICAL ENGINE TORQUE VALUES
Table 1.15-17 lists the torque values needed for the
basic maintenance of VHP engines.
Table 1.15-17: Critical Engine Torque Values
DESCRIPTION ft-lb N·m

Crankcase Components
Fixed Cam Follower Capscrews 55 – 60 75 – 81
Flywheel Capscrews, 16-Cylinder Only, 5/8-13 in. 171 – 175 232 – 237
Flywheel Capscrews, 16-Cylinder Only, 3/4-16 in. 309 – 316 419 – 428
Rocker Arm Cover Capscrews 30 – 35 41 – 47
Rocker Arm Support Capscrews 1/2-13 in. 55 – 60 75 – 81
Fuel System
Admission Valve Locknut 70 – 90 in.-lb 8 – 10
Gas Admission Valve (P/N 211587C used with stainless-steel washer P/N 28357) 65 – 70 88 – 95
Ignition System
Ignition Coil Capscrews 11 – 13 14.9 – 17.6
Spark Plugs
NOTICE
32 – 38 (dry) 43 – 52 (dry)
13/16 in. reach spark plugs must be used with 13/16 in. reach carriers and 1/2 in.
reach spark plugs must be used with 1/2 in. reach carriers.
Spark Plug Carriers
275 – 280 (with FEL- 373 – 380 (with FEL-

NOTICE PRO C5-A, P/N PRO C5-A, P/N
51005 anti-seize 51005 anti-seize
Stainless-steel prechamber seal (P/N 209562D) must be used with the
compound applied compound applied
prechamber cup when torquing the spark plug carrier to 275 – 280 ft-lb (373 – 380 to threads) to threads)
N·m) (with FEL-PRO C5-A, P/N 51005 anti-seize compound applied to threads).
Lubrication System
Filter Cover Capscrews 35 – 37 47 – 50
Oil Pan Access Covers (Current P/N E200224 with two capscrews) 6–8 8.10 – 10.8
Oil Pan Door Clamp Capscrews 18 – 20 24 – 27
Pressure Relief Valve Equipped Oil Pan Access Covers 100 – 105 in.-lb 11.2 – 11.7
NOTE: All torques oiled unless specified.
Form 6277-5
GENERAL INFORMATION
NOTICE
1/2 in. reach spark plugs must be used with 1/2 in.
reach spark plug carriers.
Table 1.15-18: 1/2 in. Reach Spark Plugs (Used on G and GSI, and 1/2 in. Reach Spark Plug Carriers on GL Only)
COMPONENT P/N REMARKS

SPARK PLUG CARRIERS
Carrier 1/2 in. plug reach 209567E* Used on 3521GL, 9390GL
SPARK PLUGS
G, GSI – Used with P/N 208338A spark
60999F (Nickel)
plug recess cover and P/N 69694 “Blue
(Gap 0.020 in. [0.508 mm])
Standard coil”
60999M (Nickel) GL – Used with P/N 208338A spark plug
(Gap 0.010 in. [0.254 mm]) recess cover and P/N 69694 “Blue coil”
CSA G, GSI – Use with P/N 208338B
60999H (Nickel)
spark plug recess cover, P/N 69772A
(Gap 0.020 in. [0.508 mm])
extension and current P/N 60615F coil
CSA (Shielded)
60999R (Nickel) (previous production – CSA GL – Used with P/N 69694D
see Table 1.15-19 for current production) (previous production CSA “long coil”) and
(Gap 0.010 in. [0.254 mm]) P/N 208338B spark plug recess cover
SPARK PLUG EXTENSIONS
G, GSI, GL – Use with P/N 208338A spark
Extension 211357H (current) A211357 (previous) plug recess cover and P/N 69694 “Blue
coil”
CSA G, GSI – Use with P/N 208338B
Extension CSA 69772A (current production) spark plug recess cover and current P/N
60615F coil
Boot** 740011 Replace boot as required
* 1/2 in. reach spark plugs are used with 1/2 in. reach spark plug carriers only.
** Service P/N 211357H spark plug connectors with P/N 740011 Boot.
Form 6277-5
GENERAL INFORMATION
NOTICE
VHP GL 13/16 in. reach spark plugs must be used with
13/16 in. reach spark plug carriers.
Table 1.15-19: VHP GL 13/16 in. Reach Spark Plugs (Used With 13/16 in. Reach Spark Plug Carriers Only)
COMPONENT P/N REMARKS

SPARK PLUG CARRIERS
Carrier 13/16 in. plug reach 209567M* Used on L5108GL
Carrier 13/16 in. plug reach 209567K* Used on F2895GL, F3521GL, P9390GL
Used on L5108GL (CSA)
Used with current CSA spark plug carrier,
Carrier 13/16 in. plug reach (CSA) 209567S – (CSA)* coil adapter and P/N 69694G Blue CSA
flanged coil
Used on F2895GL, F3521GL, L7042GL,
P9390GL (CSA)
Carrier 13/16 in. plug reach (CSA) 209567R – (CSA)* Used with current CSA spark plug carrier,
coil adapter and P/N 69694G Blue CSA
flanged coil
SPARK PLUGS
60999S (4 ground) (Nickel)
Used with P/N 69694 “Blue coil”
(Gap 0.010 in. [0.254 mm])
60999W (J-Type) (Platinum) (service
option) Used with P/N 69694 “Blue coil”
Standard (Gap 0.010 in. [0.254 mm])
60999T (J-Type) (Iridium/Platinum) Used with P/N 69694 “Blue coil” in non-
(service option and CSA and Non-CSA CSA applications, and current CSA spark
current production) plug carrier coil adapter and P/N 69694G
(Gap 0.010 in. [0.254 mm]) Blue CSA flanged coil in CSA applications
60999U (4 ground) (Nickel) (service Used with P/N 69766A (previous
CSA (Shielded) option) production CSA “long coil”) and 208338B
(Gap 0.010 in. [0.254 mm]) spark plug recess cover
SPARK PLUG EXTENSIONS
G, GSI, GL – Use with P/N 208338A spark
Extension 211357H (current production) plug recess cover and P/N 69694 “Blue
coil”
CSA GL – Use with P/N 208338A spark
plug recess cover and current CSA spark
Extension CSA 211357P (current production)
plug carrier, coil adapter and P/N 69694G
Blue CSA flanged coil in CSA applications
Boot** 740011 Replace boot as required
* 13/16 in. reach spark plugs are used with 13/16 in. reach spark plug carriers only.
** Service P/N 211357H and P/N 211357P spark plug connectors with P/N 740011 Boot.
Form 6277-5
GENERAL INFORMATION
GENERAL TORQUE RECOMMENDATIONS
The values specified in the following tables are to be
used only in the absence of specified torquing
instructions and are not to be construed as authority to
change existing torque values. A tolerance of ±3 percent
is permissible on these values, which are for oiled
threads.
Table 1.15-20: Metric Standard Capscrew Torque Values (Untreated Black Finish)
COARSE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.6 5 1.37 12 1.92 17 2.3 20
M4 1.37 12 3.1 27 4.4 39 5.3 47
M5 2.7 24 6.2 55 8.7 77 10.4 92
M6 4.6 41 10.5 93 15 133 18 159
M7 7.6 67 17.5 155 25 221 29 257
M8 11 97 26 230 36 319 43 380
M10 22 195 51 451 72 637 87 770
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 39 28 89 65 125 92 150 110
M14 62 45 141 103 198 146 240 177
M16 95 70 215 158 305 224 365 269
M18 130 95 295 217 420 309 500 368
M20 184 135 420 309 590 435 710 523
M22 250 184 570 420 800 590 960 708
M24 315 232 725 534 1,020 752 1,220 899
M27 470 346 1,070 789 1,510 1,113 1,810 1,334
M30 635 468 1,450 1,069 2,050 1,511 2,450 1,806
M33 865 637 1,970 1,452 2,770 2,042 3,330 2,455
M36 1,111 819 2,530 1,865 3,560 2,625 4,280 3,156
M39 1,440 1,062 3,290 2,426 4,620 3,407 5,550 4,093
Form 6277-5
GENERAL INFORMATION
FINE THREAD CAPSCREWS (UNTREATED BLACK FINISH)
ISO PROPERTY
8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 27 19 38 28 45 33
M10 x 1.25 52 38 73 53 88 64
M12 x 1.25 95 70 135 99 160 118
M14 x 1.5 150 110 210 154 250 184
M16 x 1.5 225 165 315 232 380 280
M18 x 1.5 325 239 460 339 550 405
M20 x 1.5 460 339 640 472 770 567
M22 x 1.5 610 449 860 634 1,050 774
M24 x 2 780 575 1,100 811 1,300 958
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.
Form 6277-5
GENERAL INFORMATION
Table 1.15-21: Metric Standard Capscrew Torque Values (Electrically Zinc Plated)
COARSE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO
PROPERTY 5.6 8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE TORQUE

SIZE
N·m in.-lb N·m in.-lb N·m in.-lb N·m in.-lb
M3 0.56 5 1.28 11 1.8 16 2.15 19
M4 1.28 11 2.9 26 4.1 36 4.95 44
M5 2.5 22 5.75 51 8.1 72 9.7 86
M6 4.3 38 9.9 88 14 124 16.5 146
M7 7.1 63 16.5 146 23 203 27 239
M8 10.5 93 24 212 34 301 40 354
M10 21 186 48 425 67 593 81 717
N·m ft-lb N·m ft-lb N·m ft-lb N·m ft-lb
M12 36 26 83 61 117 86 140 103
M14 58 42 132 97 185 136 220 162
M16 88 64 200 147 285 210 340 250
M18 121 89 275 202 390 287 470 346
M20 171 126 390 287 550 405 660 486
M22 230 169 530 390 745 549 890 656
M24 295 217 675 497 960 708 1,140 840
M27 435 320 995 733 1,400 1,032 1,680 1,239
M30 590 435 1,350 995 1,900 1,401 2,280 1,681
M33 800 590 1,830 1,349 2,580 1,902 3,090 2,278
M36 1,030 759 2,360 1,740 3,310 2,441 3,980 2,935
M39 1,340 988 3,050 2,249 4,290 3,163 5,150 3,798
Form 6277-5
GENERAL INFORMATION
FINE THREAD CAPSCREWS (ELECTRICALLY ZINC PLATED)
ISO PROPERTY
8.8 10.9 12.9
CLASS
TORQUE TORQUE TORQUE

SIZE
N·m ft-lb N·m ft-lb N·m ft-lb
M8 x 1 25 18 35 25 42 30
M10 x 1.25 49 36 68 50 82 60
M12 x 1.25 88 64 125 92 150 110
M14 x 1.5 140 103 195 143 235 173
M16 x 1.5 210 154 295 217 350 258
M18 x 1.5 305 224 425 313 510 376
M20 x 1.5 425 313 600 442 720 531
M22 x 1.5 570 420 800 590 960 708
M24 x 2 720 531 1,000 737 1,200 885
NOTE: The conversion factors used in these tables are as follows: One N·m equals 0.7375 ft-lb and one ft-lb equals 1.355818
N·m.
Form 6277-5
GENERAL INFORMATION
Table 1.15-22: U.S. Standard Capscrew Torque Values
SAE
GRADE
NUMBER
GRADE 1 OR 2 GRADE 5 GRADE 8
SIZE/
THREADS TORQUE in.-lb (N·m) TORQUE in.-lb (N·m) TORQUE in.-lb (N·m)
PER INCH
THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4 – 20 62 (7) 53 (6) 44 (5) 97 (11) 80 (9) 73 (8) 142 (16) 133 (15) 124 (14)
1/4 – 28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16 – 18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16 – 24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8 – 16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)
ft-lb (N·m) ft-lb (N·m) ft-lb (N·m)
3/8 – 24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16 – 14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16 – 20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2 – 13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2 – 20 41 (56) 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16 – 12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140 (190) 124 (168)
9/16 – 18 55 (75) 50 (68) 44 (60) 120 (163) 108 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8 – 11 83 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 189 (256) 168 (228)
5/8 – 18 95 (129) 86 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4 – 10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 338 (458) 300 (407)
3/4 – 16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8 – 9 160 (217) 144 (195) 128 (174) 429 (582) 386 (523) 343 (465) 605 (820) 545 (739) 484 (656)
7/8 – 14 175 (237) 158 (214) 140 (190) 473 (461) 426 (578) 379 (514) 675 (915) 608 (824) 540 (732)
910 819
1.0 – 8 235 (319) 212 (287) 188 (255) 644 (873) 580 (786) 516 (700) 728 (987)
(1,234) (1,110)
990 891 792
1.0 – 14 250 (339) 225 (305) 200 (271) 721 (978) 649 (880) 577 (782)
(1,342) (1,208) (1,074)
NOTE:
• Dry torque values are based on the use of clean, dry threads.
• Oiled torque values have been reduced by 10% when engine oil is used as a lubricant.
• Plated torque values have been reduced by 20% for new plated capscrews.
• Oiled torque values should be reduced by 10% from dry when nickel-based antiseize compound is used as a lubricant.
• Capscrews which are threaded into aluminum may require a torque reduction of 30% or more.
• The conversion factor from ft-lb to in.-lb is ft-lb x 12 equals in.-lb.
Form 6277-5
GENERAL INFORMATION
DECLARATION OF CONFORMITY
Form 6277-5
GENERAL INFORMATION
DECLARATION OF INCORPORATION
Form 6277-5
GENERAL INFORMATION
Form 6277-5
ENGINE SYSTEMS
SECTION 2.00
SPEED GOVERNING SYSTEM DESCRIPTION
SPEED GOVERNING SYSTEM WOODWARD UG-8 DIAL GOVERNOR

COMPONENTS The Woodward UG-8 Dial Governor is a mechanical-
The engine speed governing system consists of the hydraulic device mechanically linked to the fuel system.
following components. Components may vary with the The governor operates isochronously (will maintain the
engine model: same engine speed regardless of engine load), except
during transient load conditions. Located on the
• Governor mounting pad of the governor drive housing on the front
– Woodward UG-8L Governor right side of the engine, the governor is driven from the
– Woodward UG-8 Dial Governor accessory drive gear. The UG-8 Dial Governor has dial
adjustments on the face of the gear (see Figure
– Woodward UG-Actuator 2.00-1). These dials are the Speed Droop control knob,
– Woodward EG-3P Electronic Governing System the Load Limit control knob, the Synchronizer and the
• Governor Linkage Syn. Indicator. The speed droop control can be set to
automatically divide and balance the load between
• Magnetic Pickup (electronic systems) engines driving the same shaft, or paralleled in an
• Control Panel (electronic systems) electrical system.
• Overspeed Governor (optional)
WOODWARD UG-8L GOVERNOR

The Woodward UG-8L Governor, capable of
isochronous operation (will maintain the same engine
speed regardless of engine load), is a mechanical-
hydraulic device (see Figure 2.00-2). The governor is
located on the mounting pad of the governor drive
housing on the front right side of the engine. The
governor is driven from the accessory drive gear.
Form 6277-5
Alternating current-generating units tied in with other
2 units should have droop set sufficiently high (30 to 50 on
1 the dial) to prevent interchange of load between the
units. If one unit in the plant, or system has enough
capacity, its governor may be set on zero droop and it
will regulate the frequency of the entire system. This unit
will take all the load changes within the limits of its
capacity and will control frequency if its capacity is not
exceeded.
The system frequency is adjusted by operating the
synchronizer of the governor having zero droop. the
SPEED DROOP SYNCHRONIZER distribution of load between units is accomplished by
operating the synchronizers of the governors having
speed droop.
LOAD LIMIT SYN. INDICATOR
NOTICE
3
Do not manually force the engine linkage to increase
fuel without first turning load limit knob to 10.
The load limit control hydraulically limits the load that can
be put on the engine by restricting the terminal output
shaft rotation of the governor, and consequently, the
4 quantity of fuel supplied to the engine. The control may
also be used for shutting down the engine by turning it
to zero.
An optional synchronizing motor may be mounted on a
special cover for the governor to provide remote speed
5
control. Its use enables the operator to match the output
of an engine driven machine with that of other units. The
motor is that of the split field, series wound, reversible
Figure 2.00-1: Woodward UG-8 Dial Governor type. It can be used on either direct current or alternating
current at its specified voltage. A slip coupling is
1 - Sight Glass 4 - Oil Drain Plug provided between the motor shaft and the synchronizer
2 - Oil Filler Cup 5 - Compensation control knob on the governor. This coupling is a friction
3 - Compensation Needle Valve type.
Adjustment (Behind Plug)
Droop is incorporated in the governor through a linkage WOODWARD UG-ACTUATOR GOVERNOR
which varies the compression of the speeder (speed The Woodward UG-Actuator Governor is a proportional
adjusting spring) as the output shaft rotates. Increased electric/hydraulic actuator. The UG-Actuator converts
fuel reduces spring compression, reduces the governor an electrical input signal to a proportional hydraulic
setting accordingly, and the unit will gradually reduce its output-shaft position to control engine fuel flow. The
speed as load is applied. This relationship between load UG-Actuator provides the advantages of electronic
and speed acts as a resistance to load changes when control while using the same linkages as the UG-8
the unit is interconnected with other units either governors. The UG-Actuator is outwardly similar to the
mechanically or electrically. UG-8L governor.
As droop is reduced toward zero, the unit becomes able
to change load without changing speed. As a general
rule, units running alone should be set on zero droop,
interconnected units should be run at the lowest droop
setting that will give satisfactory load division.
Form 6277-5
1
1
2
WOODWARD
C
O M
2
M
A
P
E X
N
3
S
A
T M
I I
O
N
N
5
Figure 2.00-3: 6-Cylinder EG-3P Actuator
6 1 - Governor Linkage 3 - EG-3P Actuator

2 - Output Lever
7
GOVERNOR LINKAGE
The governor linkage (see Figure 2.00-3) connects the
Figure 2.00-2: Woodward UG-8L Governor governor output shaft with the carburetor butterfly shaft.
UG-8L governors (see Figure 2.00-4) have a hand lever
1 - Sight Glass 5 - Oil Drain Plug on the side of the governor to manually set the engine to
2 - Oil Filler Cup 6 - Drive Shaft the desired speed. UG-8 dial governors (see Figure
3 - Terminal Shaft 7 - Compensation 2.00-1) manually control engine speed with a dial
4 - Compensation Needle Valve
control. All engines have a manual shutdown lever (see
Pointer (behind plug)
Figure 2.00-5) added to the linkage on the carburetor
side, that enables the operator to manually close the fuel
WOODWARD EG-3P ELECTRONIC GOVERNING valves in the event of an emergency.
SYSTEM
The Woodward EG-3P electronic governing system
(see Figure 2.00-3) consists of three components: the
magnetic pickup, the control unit and the actuator. The
system is capable of isochronous operation (will
maintain the same engine speed regardless of engine
load). The control unit is off-engine mounted and is
usually in the control room. It is the device that interrupts
the signal that is sent from the magnetic pickup. The
control unit then compares the magnetic signal through
circuitry and makes the proper adjustments through the
actuator. The governor actuator is engine-mounted, and
is the mechanical device that physically moves the
carburetor butterflies. Located on the mounting pad of
the governor drive housing on the front right side of the
engine, the governor actuator is driven from the
accessory drive gear.
Form 6277-5
Figure 2.00-4
1 - Governor 2 - Speed Control Figure 2.00-6

Lever
CONTROL PANEL
The control unit (see Figure 2.00-7 and Figure 2.00-8),
used with electric units, is off-engine mounted, usually
in the control room, and is the device that receives the
signal that is sent from the magnetic pickup. The control
unit then compares the magnetic pickup signal to the
predetermined engine rpm signal through circuitry and
makes the proper adjustments through the actuator. The
engine rpm is set with the rated speed potentiometer
1 located on the control unit, or by the optional external
speed trim potentiometer. The rpm setting voltage is
compared at the control unit between the control
2
amplifier voltage and the rpm voltage. The control
amplifier sends an appropriate voltage to the actuator.
Figure 2.00-5 For example, if the speed was greater than the speed
setting, the control amplifier would decrease its output
1 - Governor Rod 2 - Manual Shutdown and the actuator would decrease fuel to the engine. Load
Lever sharing between two or more engine-generator sets is
accomplished via the load sensing circuitry. Each
MAGNETIC PICKUP generator’s load is electronically measured continuously
to other units on the same bus via parallel lines.
The engine speed is detected by a magnetic pickup Continuous correction to control loop gives load sharing.
threaded into the flywheel housing above the flywheel
ring gear (see Figure 2.00-6). Each tooth passing by the
magnetic pickup generates an AC voltage whose
frequency is proportional to engine speed. This AC
voltage is then converted into a DC voltage through
internal circuitry.
Form 6277-5
LOAD LOW IDLE ACTUATOR RATED START

DROOP GAIN SPEED COMPENSATION GAIN SPEED FUEL LIMT
0 10 0 10 0 10 0 10 0 10 0 10 0 10
0 10 0 10
RAMP TIME RESET
2301A LOAD SHARING & SPEED CONTROL OPEN
FOR CLOSE
MIN FOR
CB FUEL RATED
AUX
CLOSE TO
LOAD 20--46VOC OVERRIDE SPEED SPM
SHARING LOAD SUPPLY FAILED TRIM SYNC SPEED
LINES SIGNAL _ SPEED ACTUATOR OR INPUT SIGNAL
+ SIGNAL JUMPER INPUT
+ _ + + _ + _
PT CT CT CT
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
Figure 2.00-7: 2301A Load Sharing and Speed Control
START ACTUATOR
FUEL LIMT COMPENSATION RESET GAIN
0 10 0 10 0 10 0 10
2301A SPEED CONTROL

0 10 0 10
RAMP LOW RATED
TIME IDLE SPEED
OPEN
FOR CLOSE SPM AUX
MIN FOR INPUT INPUT
FUEL RATED SPEED
10--40 VDC SPEED TRIM
12 WATT SIGNAL OR DROOP
CLOSE TO (OPTIONAL)
INPUT OVERRIDE INPUT ACTUATOR JUMPER
LOSS OF NOT
_ + SPEED + _ CW +
_ COM _
USED
SIGNAL CW
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Figure 2.00-8: 2301A Speed Control
OVERSPEED GOVERNOR (OPTIONAL)

The overspeed governor is a safety device that protects
the engine from overspeed damage (see Figure
2.00-9). The overspeed governor is activated when the
engine speed rises approximately 10% above the
maximum high idle speed. The maximum high idle
speed for all VHP engines is 1200 rpm. Therefore, the
setpoint allows engine speeds up to 1300 – 1325 rpm
before the overspeed governor trips. The overspeed
governor functions only if the regular governor fails to
operate.
Form 6277-5
A signal from a pneumatic supply pressurizes the
2 governor speed setting mechanism. The speed is
determined by the amount of air pressure that is supplied
1 to the actuator. Typical pneumatic pressure range is 3 –
15 psi (20.7 – 103.4 kPa). Governors operating at these
3
pressures will control the engine speed between 800
and 1,200 rpm.
Figure 2.00-9
1 - Overspeed 4 - Mounting Pad

Pressure Switch (magneto drive
2 - Overspeed assembly)
Governor 5 - Manual Reset
3 - Lube Oil Header Button Depressed
Pressure Inlet (normal mode)
AIR ACTUATOR FOR UG GOVERNORS

The engine may be equipped with a speed control air
actuator (see Figure 2.00-10).
Figure 2.00-10: Governor-Mounted Air Actuator
Form 6277-5
SECTION 2.05
FUEL SYSTEM DESCRIPTION
FUEL SYSTEM COMPONENTS

1 2
The function of the fuel system is to maintain a constant
air/fuel ratio throughout the load range of the engine and
to deliver the air/fuel mixture in the proper quantities. 3
See Figure 2.05-1 for G/GSI/GL engine fuel
components. See LOW FUEL PRESSURE SYSTEM
ENGINES on page 2.05-12 for low fuel pressure
components.
The fuel system consists of the following components
(see Figure 2.05-2, Figure 2.05-3 and Figure 2.05-4):
• Main Fuel Gas Pressure Regulator(s)
• Carburetor(s)
• Pilot-Operated Prechamber Gas Valve – GL Engine
• Prechamber Gas Safety Shutdown Valve – GL Engine
• Prechamber Regulator – GL Engine 5 4
• Prechamber Manifold(s) – GL Engine
• Cylinder Head Admission Valves Figure 2.05-1: 12-Cylinder Right-Side Engine View
(one assembly per cylinder) – GL Engine
1 - Prechamber 4 - Main Fuel Gas
• Prechamber and Spark Plug Carrier Manifold (GL) Pressure Regulator
• Custom Engine Control Air/Fuel Module (AFM) 2 - Admission Valves 5 - Carburetor
System (optional) (GL) (1 per cylinder
head)
3 - Prechamber
Regulator (GL)
Form 6277-5
1 1
3
3
6
6
2
2
5 5
7
4
Figure 2.05-2: Fuel System Diagram – G Engine
1 - Carburetor 5 - Gas Safety Valves

2 - Fuel Regulator 6 - Sensing Line
3 - Balance Line 7 - Left Side
4 - Right Side
Form 6277-5
1
1
3
4 4
2 2
6
7 6
5
Figure 2.05-3: Fuel System Diagram – GSI Engine
1 - Carburetor 5 - Right Side

2 - Fuel Regulator 6 - Gas Safety Valves
3 - Balance Line 7 - Left Side
4 - Sensing Line
Form 6277-5
NOTES:
ENGINE LUBE
FURNISHED BY CUSTOMER OIL HEADER
1 CUSTOMER OR END USER IS RESPONSIBLE
FOR VENTING GAS FROM THIS SYSTE M AIR
AND PIPING TO A SAFE AREA TO MEET IN
APPICABLE CODES. AIR/FUEL
VENT
FUEL
2. THIS SHEET DEPICTS ENGINE CONTROL POSITIONS
WHEN OPERATING IN THE FOLLOWING MODE. BALANCE OR CONTROL LINE
FUEL: STANDARD NATURAL GAS VOLUME
ENGINE: RUNNING JUNCTION FOR STARTING OPTIONS CHAMBER
(SEE INSERT FOR START CYCLE)
INTERCOOLED “G” CARBURETOR START SIGNAL

TURBO AIR AIR PRESSURE SAMPLE POINT
DOWNSTREAM
“J ” PRESSURE TAP CONTROL LINE
OXYGE N SAMPLE POINT
RESTRICTOR PLATE
GAS PRESSURE
FUEL: NATURAL GAS (HIGH BTU)
REGULATOR ENGINE MODE: STARTING
EXHAUST MANIFOLD
LEFT BANK “F” CARBURETOR INLET
GAS PRESSURE SAMPLE POINT
“A” MIX ADJUST
SCREW CARBURETOR
GOVERNOR CONTROLLED
INTAKE MANIFOLD LEFT BANK
CYLINDER
HEAD LEFT BANK
2.05-4
PRECHAMBER MANIFOLD 3--WAY N. C. ELECTRIC
SOLENOID VALVE FOR AIR
GAS PRESSURE START WITHOUT PNEUMATIC
REGULATOR ENGINE LUBE CONTROL PANEL
PRECHAMBER OIL HEADER
“B”
PIOLT OPERATED AIR
VALVE SUPPLY STANDARD NATURAL GAS
PRECHAMBER PRESSURE TAP 35--50 PSI
POINT “C”
PRECHAMBER MANIFOLD
AIR/GAS
VOLUME SUPPLY
“E”
CHAMBER
Figure 2.05-4: Fuel System Schematic – GL Engine

1
CYLINDER
HEAD PUSH BUTTON VALVE FOR
PNEUMATIC START WITH
PNEUMATIC CONTROL PANEL
CHECK VALVE “E” 1
INTAKE MANIFOLD RIGHT BANK
CHECK VALVE ORIFICE
FLAME TRAP CHECK VALVE
“D”
“J ” PRESSURE TAP
OXYGE N SAMPLE POINT CARBURETOR SHUTTLE “E” 1
GOVERNOR DOWNSTREAM VALVE
CONTROLED CONTROL LINE PILOT OPERATED
VALVE
EXHAUST MANIFOLD
RIGHT BANK “F” CARBURETOR INLET
GAS PRESSURE SAMPLE POINT PRECHAMBER GAS START UP
RESTRICTOR PLATE GAS PRESSURE SOLENOID VALVE
“A” MIX ADJUST (DE--ENERGIZED, ELECTRIC START ONLY)
REGULATOR
SCREW
INTERCOOLED “G” CARBURETOR

TURBO AIR AIR PRESSURE SAMPLE POINT

Form 6277-5
MAIN FUEL GAS PRESSURE REGULATORS When the pressure pushing down on the upper pilot
chamber diaphragm is lower than the force of the pilot
To ensure a steady fuel supply to the carburetor(s), all
spring, the valve assembly is forced upward and the gas
engines have one main fuel gas pressure regulator for
inlet orifice is opened. High-pressure gas flows into the
each bank (see Figure 2.05-5).
pilot chamber and then on through a supply line to a
The main fuel gas pressure regulator(s) reduce the chamber above the main diaphragm.
incoming fuel supply pressure to the carburetor(s).
Higher pressure in the upper chamber opposes the main
NOTE: The actual carburetor inlet fuel pressure will spring to push the main diaphragm down. The
depend on the heating value of the fuel. downward motion causes a lever to pull the disc valve
farther from its seat – the flow of gas to the outlet system
From the main fuel gas pressure regulator(s), the fuel
increases.
flows into the carburetor(s), where it is mixed with air to
provide a very lean mixture to the combustion chambers. When the pressure pushing down on the upper pilot
chamber diaphragm exceeds the setting of the pilot
spring, the valve assembly moves down to close the gas
inlet orifice. The pressure in the upper chamber bleeds
into the main chamber, allowing the main spring to pull
up the main diaphragm rod and move the disc valve
towards its seat – the gas flow to the outlet system
decreases.
A balance line connects the carburetor air inlet to a vent
in the pilot spring chamber (see Figure 2.05-6). This
ensures that a constant gas-over-air pressure
differential is maintained regardless of changes in air
filter restriction and turbo boost.
Figure 2.05-5: 12-Cylinder GSI Fisher 99 Main Fuel Gas

Pressure Regulator – Right Side Shown
OPERATION OF THE FISHER 99 MAIN FUEL GAS

PRESSURE REGULATOR
Changes in gas consumption cause the pressure in the
gas outlet system to rise and fall. Pressure changes are
transmitted to the main orifice chamber through the
downstream sensing line (see Figure 2.05-6).
Form 6277-5
2 4
18
3
17 5
9
16 8 6
13 10
12 7
15
14
11
Figure 2.05-6: Fisher 99 Main Fuel Gas Pressure Regulator
1 - Main Spring 10 - Balance Line (to carburetor air inlet)

2 - Upper Pilot Chamber Diaphragm 11 - External Pressure Adjustment Screw
3 - Lever 12 - Pilot Spring
4 - Gas Outlet (to carburetor) 13 - Pilot Chamber
5 - Disc Valve 14 - Supply Line
6 - Main Chamber Orifice 15 - Downstream Sensing Line
7 - Pilot Chamber Supply Tube 16 - Gas Inlet Orifice
8 - Fuel Gas Inlet 17 - Main Orifice Chamber
9 - Fuel Filter 18 - Main Diaphragm
Form 6277-5
CARBURETOR(S) PILOT-OPERATED PRECHAMBER GAS VALVE – GL
ENGINE
6- , 12- and 16-cylinder engines have a carburetor
mounted just below the center of each intake manifold The prechamber gas valve (see Figure 2.05-8) is located
(see Figure 2.05-7). on a line off the main fuel gas pressure regulator gas inlet
pipe tee. This valve admits high-pressure gas to the
prechamber fuel regulator.
The air/gas supply from the bulkhead is connected to the
Prelube and Start pushbutton valves. The normally open
2 port of each valve vents the downstream side when the
1 pushbutton valve is not depressed. The vented air/gas
supply is directed back to the bulkhead where it is piped
to a safe location.
Depressing the Start pushbutton causes the pilot air
pressure to be directed to the pilot operated starter pre-
engage valve. Enroute to the starter pre-engage valve,
a portion is diverted to the pilot operated prechamber
gas valve. Before reaching the gas valve, the pilot
pressure passes through an orifice check valve, air/gas
3 plenum (volume tank) and shuttle valve. When the pilot
pressure opens the prechamber gas valve, a line off the
Figure 2.05-7: Carburetor – Right-Side View Fisher 99 main fuel gas pressure regulator gas inlet
admits high pressure gas to the prechamber fuel
1 - Prechamber 3 - Manual Speed regulator. The orifice check valve and air/gas plenum act
Manifold Control
as a pneumatic timer to retard the blow down of pilot
2 - Carburetor
pressure when the Start pushbutton is released.
The carburetor produces a combustible mixture by
automatically mixing air and fuel in the proper
proportions. It consists of an air inlet housing, a gas inlet,
two air flow measuring valves, two diaphragm-operated
gas metering valves and a butterfly valve.
The amount of air going to the engine is sensed by the
air flow measuring valves, which rise in direct proportion
to the volume of air passing through them. Each gas
metering valve is mechanically fixed to an air flow
measuring valve, so the gas passages are opened by an
amount that is proportional to the amount of air entering
the engine. The tapered gas metering valve is shaped to
admit the correct amount of gas at any height to which
the air flow measuring valve rises. This operation allows
the engine to maintain a specific air/fuel ratio throughout
its operating range.
The amount of air/fuel mixture flowing out of the
carburetor is controlled by the position of the butterfly
valve in the carburetor throat.
The air/fuel mixture passes from the carburetor to the
intake manifold.
Figure 2.05-8: 6-Cylinder GL Prechamber Gas Valve
Form 6277-5
PRECHAMBER GAS SAFETY SHUTDOWN VALVE – The prechamber regulator (see Figure 2.05-10) controls
GL ENGINE the amount of fuel available to the prechamber
manifolds. The flow to the prechamber manifolds is fuel
The prechamber gas safety shutdown valve (see Figure
only. All of the air needed for combustion is pushed into
2.05-9) admits downstream gas pressure to the opposite
the prechamber by the piston on its compression stroke.
side of the shuttle valve once engine lube oil pressure
reaches or exceeds 20 psi (137 kPa). When the pressure
in the air/gas plenum bleeds down, the shuttle valve
shifts position and the downstream gas pressure
assumes the task of holding the pilot gas valve open.
The time delay provided by the check valve and air/gas
plenum keeps pilot pressure on the gas valve long
enough for lube oil pressure to rise and shift the shuttle
valve. Lube oil pressure continues to admit gas to the
prechamber regulator as long as the engine is running.
If the engine stops, loss of engine lube oil pressure
automatically causes the prechamber gas safety Figure 2.05-10
shutdown valve to stop the flow of downstream gas to
Fed by high pressure fuel from the Fisher 99 main fuel
the prechamber gas valve, which effectively shuts off the
gas pressure regulator supply line, the prechamber
supply of high pressure gas to the prechamber regulator.
regulator is set to maintain a specific prechamber
If the engine fails to start, insufficient lube oil pressure
manifold over intake manifold pressure differential
prevents the downstream gas from passing to the
(measured in inches of mercury).
prechamber gas valve, so the gas supply shuts off as
soon as the pilot pressure in the air/gas plenum is If the force of the pilot spring exceeds the force of the
exhausted. In both cases, any gas in the downstream outlet pressure (as exerted against the bottom of the
line passes to the vent tube and is exhausted at the diaphragm), the guide stem is held down (see Figure
customer’s bulkhead connection. 2.05-11). Pilot spring pressure, as plus compression of
the valve spring holds the valve plug away from the gas
inlet orifice allowing flow to the outlet system (via the
1 prechamber gas valve).
Figure 2.05-9: 6-Cylinder GL Prechamber Gas Safety

Shutdown Valve
1 - Air/Gas Plenum 2 - Gas Safety

Shutdown Valve
PRECHAMBER REGULATOR – GL ENGINE

The prechamber fuel system uses one Fisher 95L
regulator. The prechamber regulator is mounted on the
right side of the engine in front of the carburetor.
Form 6277-5
CYLINDER HEAD ADMISSION VALVE ASSEMBLIES
– GL ENGINE
1 Each admission valve assembly (1 per cylinder head) is

2 mounted at a 45° angle on the side of each cylinder head
(see Figure 2.05-12). The admission valve directs the
flow of fuel to the prechamber (see Figure 2.05-13).
12 During the compression stroke, the air/fuel mixture flows
3 into the prechamber through the prechamber torch holes
and mixes with the prechamber gas. The spark plug
11 ignites the near stoichiometric mixture.
4
10 5
6
9 1
7
8
Figure 2.05-11: 95L Prechamber Regulator
1 - Square-Head 7 - Valve Spring

Adjusting Screw 8 - Valve Plug 2
2 - Hex Locknut 9 - Gas Inlet Orifice
3 - Pilot Spring 10 - Inlet
Chamber 11 - Diaphragm
4 - Balance Line 12 - Pilot Spring
Connection Figure 2.05-12: GL Admission Valve
5 - Outlet
6 - Guide Stem 1 - Cylinder Head 2 - Admission Valve
PRECHAMBER MANIFOLDS – GL ENGINE PRECHAMBER AND SPARK PLUG CARRIER – GL

ENGINE
The prechamber manifolds supply fuel only to the
prechambers. From the prechamber manifold, fuel The air/fuel mixture in the main combustion chamber is
passes to each admission valve assembly through a fuel so lean that it cannot be ignited with a spark plug alone.
inlet tube. With the prechamber design, the prechamber receives
a rich fuel mixture that is easily ignited. The resulting
With two cylinder banks, there are two prechamber flame ignites the lean mixture in the main chamber.
manifolds, one on each side of the crankcase vee.
A pressure tap at the end of each prechamber manifold
is provided to measure prechamber regulator pressure.
Form 6277-5
The top half of the prechamber is located in the bottom CUSTOM ENGINE CONTROL AIR/FUEL MODULE
of the spark plug carrier. The lower portion of the SYSTEM (OPTIONAL)
prechamber is a separate piece with a three-hole nozzle
The Custom Engine Control (CEC) Air/Fuel Module
(see Figure 2.05-13). The prechamber is filled with the
(AFM) system is designed to control the air/fuel ratio of
rich air/fuel mixture through the admission valve. The
Waukesha’s gaseous fueled, industrial engines (see
prechamber fuel charge is leaned out by air flow into the
Figure 2.05-14). An engine’s air/fuel ratio defines the
prechamber during the compression stroke. This
amount of air in either weight or mass in relation to a
process is designed to be highly turbulent, ensuring
single amount of fuel supplied to an engine for
good mixing of each prechamber charge. The spark plug
combustion. Air/fuel ratio influences engine power,
then ignites the prechamber mixture, which directs a
emissions and fuel economy. By controlling an engine’s
flame torch through the nozzle holes into the lean
air/fuel ratio with the AFM system, you will benefit in fuel
mixture in the main combustion chamber. The main
savings, emissions control and/or peak engine
chamber fuel charge then ignites.
performance. The AFM system regulates and maintains
the engine’s air/fuel ratio even with changes in engine
load, speed, fuel pressure and fuel quality.
3
2
2
1
4
1
Figure 2.05-14
1 - LCD Display 3 - Keypad

2 - LED Display
The AFM system is programmed at the engine site and
is customized for the engine based on site-specific
information with a personal computer (PC). See latest
edition of Form 6286, Custom Engine Control Air/Fuel
Module, for information on the operation and
programming of the AFM for VHP engines.
Figure 2.05-13: GL Prechamber / Spark Plug Carrier
Assembly
1 - Stainless-Steel 3 - Standard Non-CSA

Prechamber Seal Spark Plug Carrier
2 - O-Rings 4 - Prechamber Cup
Form 6277-5
The basic AFM system consists of an oxygen sensing
system, intake manifold pressure transducer (catalyst
and lean burn only), electronic control module (AFM
module), stepper (see Figure 2.05-15) and exhaust
thermocouple. The oxygen sensor continually reports
the concentration of oxygen in the exhaust to the AFM
module. Based on this signal, the AFM module then
determines if a correction to the air/fuel ratio is required.
If a change is needed, a command is sent to a stepper
motor (installed on the fuel regulator) which influences 1
the fuel flow to the engine. The exhaust thermocouple
ensures exhaust temperatures are high enough to
permit correct system operation.
The AFM module is equipped with several features to
inform site personnel of system status. These features
include:
• “Power” and “Alarm” lights (LED display) on the front
panel of the AFM module (see Figure 2.05-14)
– The green “Power” LED is lit anytime power is 2
applied to the AFM module.
– The yellow “Alarm” LED is lit any time the AFM
system’s diagnostic functions are activated or when
AFM execution has been stopped by the operator
(such as during the saving of a data-set).
• An alpha-numeric liquid crystal display (LCD display)
visible from the front of the AFM module allows the
operator to monitor important system parameters. Figure 2.05-15: 6-Cylinder AFM Stepper
• A sealed membrane keypad located on the front of the
1 - Main Fuel Gas 2 - AFM Stepper
AFM module
Regulator
Form 6277-5
LOW FUEL PRESSURE SYSTEM ENGINES

Low fuel pressure engines are capable of using low-
pressure fuel by having the turbocharger draw the air/
fuel mixture from the carburetor. Characteristics that are
unique to these engines are listed below:
• Main Fuel Gas Pressure Regulator(s) mounted off
engine
• Carburetor(s) mounted in plenum(s) on top of the air
filter housing(s) (see Figure 2.05-16 and Figure
2.05-17)
• Unique piping that allows the air/fuel mixture to be
delivered to the intake manifold (see Figure 2.05-18
and Figure 2.05-19)
Figure 2.05-18: 6-Cylinder Low Fuel Pressure System
Piping
1
1 - Special Piping 2 - Carburetor Figure 2.05-19: 12-Cylinder Low Fuel Pressure System
Piping

(Carburetors)
Form 6277-5
SECTION 2.10
IGNITION SYSTEM DESCRIPTION
IGNITION SYSTEM COMPONENTS CEC IGNITION MODULE SYSTEM
The Custom Engine Control (CEC) Ignition Module NOTICE

System consists of the following components:
• Waukesha Custom Engine Control (CEC) Ignition Do not switch from position 15 to position 0, or from
Module position 0 to 15 while the engine is running. The timing
change is so large that it may damage the engine and/
• Magnetic Timing Disc
or cause it to shut down.
• Hall-effect Pickup Sensor
• Sensor Cable Assembly
The Custom Engine Control (CEC) Ignition Module (IM)
• Wiring (see Figure 2.10-1 and Figure 2.10-2) and its associated
• Custom Engine Control Detonation Sensing Module components are described in the following paragraphs.
See latest edition of Form 6253 (Previous Production)
Additional ignition system components consist of the
or Form 6272 (Current Production), IM Custom Engine
following:
Control Ignition Module Installation, Operation &
• Wiring Harness Maintenance, for further information concerning the IM.
• Ignition Coils
• Spark Plugs 1 2
• Spark Plug Carriers – GL/CSA Engines
• Spark Plug Extensions (one per cylinder)
• Magneto (Magneto equipped engines only)
A B
ACTIVE W/ ACTIVE W/
“D” GROUNDED “D” OPEN
Figure 2.10-1: CEC Ignition Module Timing Switches
1 - Rotary Switch “A” 2 - Rotary Switch “B”

NOTE: Timing selection is made by the dot on the
switch, not the screwdriver slot.
Form 6277-5
3 2
Figure 2.10-2: CEC Ignition Module Figure 2.10-3: CEC Timing Disc
1 - Power LED: 3 - Application LED: 1 - Hall-effect Pickup 2 - Timing Disc

If OFF, check 24- If ON, check
volt supply. selector switch,
2 - Pickup LED: pickup gap or
If ON with engine magnet pattern.
rotating, check
pickup, gap, cable. 1
The CEC IM is equipped with three diagnostic LEDs on
front of the die-cast IM housing: “Power,” “Pickup” and
“Application” (see Figure 2.10-2). These LEDs give
operators visual confirmation on (1) incoming power, (2)
Hall-effect pickup signal and (3) proper application
settings. The previous IM did not have diagnostic LEDs.
The CEC IM functions by using a Hall-effect pickup to
read magnetic reference marks on a timing disc to
determine the exact position of the crankshaft (see
Figure 2.10-3, Figure 2.10-4 and Figure 2.10-5). The
signals sent from the Hall-effect pickup to the IM allow 2
the IM to tell the correct cylinder exactly when to fire.
Your engine may be equipped with the CEC Detonation
Sensing Module (DSM). The DSM system is connected
Figure 2.10-4: Hall-effect Pickup Location – P9390
to the IM system by a cable connector. The two systems,
when connected together, provide defense against 1 - Hall-effect Pickup 2 - Ignition Module
combustion detonation that can lead to severe engine
damage.
Form 6277-5
2
3
1
Figure 2.10-6: 12-Cylinder Detonation Sensing Module

System
Figure 2.10-5: Hall-effect Pickup Location – 6- and
12-Cylinder Engines – 12-Cylinder Shown 1 - “Power” 3 - “Shutdown”
2 - “Alarm” 4 - DSM Filter Module
On 16-cylinder engines, the timing disk is located in the
magneto adaptor housing attached to the governor drive
gear hub. The Hall-effect pickup is installed horizontally
(see Figure 2.10-4). On all other engines, the timing disc
is located in the governor drive housing and the Hall-
effect pickup is located next to the governor. 2
The IM can be set for dual fuel applications, two distinct
1
fuel gases or load conditions. See latest edition of Form
6253, (Previous Production) or Form 6272, (Current
Production), IM Custom Engine Control Ignition Module
Installation, Operation & Maintenance, for further
information concerning the IM. 3
NOTE: The outside temperature of the IM enclosure
case should not exceed 150°F (65°C) in operation.
CUSTOM ENGINE CONTROL DETONATION

Figure 2.10-7: 6-Cylinder Detonation Sensing Module
SENSING MODULE System
To prevent detonation from occurring, Waukesha has
1 - DSM Sensor 3 - DSM Module
developed an electronic CEC Detonation Sensing
2 - DSM Filter
Module (DSM) system that is designed to function with
Waukesha spark-ignited engines (see Figure 2.10-6). The DSM, and its related system, works with a CEC IM
See latest edition of Form 6268 or Form 6278, Custom with a 14-pin DSM expansion port. The DSM system
Engine Control Detonation Sensing Module Installation, also includes a Waukesha-designed electronic filter, a
Operation & Maintenance Manual. The DSM system detonation sensor mounted at each engine cylinder, and
protects Waukesha spark-ignited gas engines from a number of interconnecting cables and harnesses that
damage due to detonation on an individual cylinder may vary depending on the application.
basis. The DSM module and filter assemblies are both
mounted on the engine (see Figure 2.10-6 and Figure
2.10-7).
Form 6277-5
IGNITION COILS
NOTICE
Run the AutoCal program after doing any repair or
replacement of cylinder heads, gaskets, liners,
pistons or knock sensors. The DSM AutoCal program
automatically establishes detonation levels so that the
DSM system can operate properly. Failure to run the
AutoCal program could result in poor engine
performance and engine damage.
1
The DSM system is customized for each application with

a personal computer. See latest edition of Form 6268,
Custom Engine Control Detonation Sensing Module
Installation, Operation & Maintenance Manual, for
further programming information.
The DSM module is equipped with several features to
include:
2
• “Power”, “Alarm”, and “Shutdown” lights (LED display)
on the front panel of the DSM module (see Figure
2.10-6)
• A liquid crystal display (LCD) located inside the DSM
module which continually shows the current status of
the system through diagnostic codes
• The capability to drive remote alarms or lights
For example, the DSM module can detect if a sensor has Figure 2.10-8: Standard Ignition
been damaged or disconnected. In either event, a 1 - Spark Plug 2 - Coil
default timing value is imposed for the cylinder Extension
associated with the lost signal. In addition to imposing
the default timing, the DSM module will also illuminate One ignition coil is provided for each cylinder. Each coil
the yellow alarm LED on the front cover, provide a signal is attached to a bracket that is securely mounted to the
for a remote alarm and will display the error code on the intake manifold flanges (see Figure 2.10-8).
LCD within the DSM module.
SPARK PLUGS, SPARK PLUG CARRIERS AND
WIRING HARNESS EXTENSIONS
A flexible wiring harness is used to connect the CEC and NOTICE

CEC IM or magneto to the ignition coils. The wiring
harness uses solderless connectors on the coil Be sure to use the correct combination of spark plug
terminals and a multiple pin connector at the CEC IM and and carrier. The 13/16 in. reach spark plugs must be
magneto connections. used with 13/16 in. reach carriers, and 1/2 in. reach
spark plugs must be used with 1/2 in. reach carriers.
One spark plug is provided for each of the cylinders.

On G and GSI engines, 1/2 in. reach spark plugs are
used. On these engines, the spark plug is threaded
directly into the cylinder head.
Form 6277-5
GL engines may be equipped with either 1/2 in. or 13/16 NOTE: An unmarked Waukesha spark plug carrier
in. reach spark plugs. On GL engines, each spark plug indicates 1/2 in. reach.
is housed within a spark plug carrier and fires the rich
See latest edition of Service Bulletin 11-2750 for
fuel mixture in the respective prechamber. The flame
information on longer reach spark plugs (13/16 in.) and
torch ignites the lean mixture in the main combustion
longer reach spark plug carriers (13/16 in.) as a service
chamber. Spark plug life will depend on the site
option on GL engines. Carriers are marked with the
experience. The spark plug carriers (see Figure
spark plug reach (thread length). Carrier and spark plug
2.10-9) are stamped to identify the spark plug reach. If a
size must be verified prior to installation. An unmarked
Waukesha spark plug carrier is not marked, it is 1/2 in.
Waukesha spark plug carrier indicates 1/2 in. reach.
reach. The spark plug carriers are threaded directly into
the cylinder head and the spark plug is threaded into the
spark plug carrier. The GL engines use spark plug
carriers because of the special combustion
characteristics of these engines (see Figure 2.10-10).
Form 6277-5
1 1
3 3
Figure 2.10-9: Spark Plug Carriers
1 - Metal Stamp P/N 3 - Metal Stamp Spark Plug Reach

2 - Spark Plug Carrier
CSA IGNITION SYSTEM
2
1 3 Engines may be equipped with special sealed CSA
ignition systems. These units have special sealed
switches and wiring. G and GSI engines have a special
coil that is installed in place of the standard spark plug
extension (see Figure 2.10-11). GL engines have a
special longer spark plug carrier that has the ignition coil
mounted directly to it (see Figure 2.10-12).
1
7 4
6
5
Figure 2.10-10: GL Engine Spark Plug Carrier and

Prechamber Design
1 - O-Rings 5 - Prechamber Seal 4 2

2 - Spark Plug Carrier 6 - Prechamber Cup
3 - Spark Plug Seated 7 - Prechamber
Here
4 - Admission Valve
3
Spark plug extensions (made of white Teflon, except for
G, GSI and previous GL CSA engines) extend from the
spark plug to above the rocker arm covers (see Figure
2.10-8).
Figure 2.10-11
1 - Connector Cable 3 - Rubber Recess

2 - Spark Plug Adapter Cover
4 - Coil
Form 6277-5
Figure 2.10-12: 6-Cylinder GL CSA Ignition
Form 6277-5
Form 6277-5
SECTION 2.15
AIR INDUCTION SYSTEM DESCRIPTION
AIR INDUCTION SYSTEM COMPONENTS The turbocharger(s) for 6- and 12-cylinder engines are
side-mounted at the rear of the engine.
The air intake system consists of the following
components: The turbochargers for 16-cylinder engines are centered
to the left and right of the exhaust stack on top of the
• Air Cleaner(s)
engine.
• Turbocharger(s) (GSI, GL)
The turbine side of each turbocharger is part of the
• Intercooler(s) (GSI, GL) exhaust system, the compressor side is part of the air
• Carburetor(s) (G, GSI, GL) induction system. A shaft connects the two. When the
• Intake Manifold(s) (G, GSI, GL) turbine spins through the expansion of exhaust gases
exiting the engine, the movement of the compressor
AIR CLEANER(S) wheel causes the air passing through the air cleaner,
enroute to the carburetor, to be compressed.
The air cleaner removes dirt and dust from the air
admitted to the engine.
Six-cylinder engines have one air cleaner (see Figure 1
2.15-1), while 12- and 16-cylinder engines have two air
cleaners (see Figure 2.15-2 and Figure 2.15-3). Each air
cleaner consists of the air filter frame, main air filter
element, prefilter pad, air intake restriction indicator and
rain shield.
The air cleaner(s) for 6- and 12-cylinder engines are
side-mounted at the rear of the engine. 3
The air cleaners for 16-cylinder engines are mounted
beneath the intake manifolds on G engines and the top 4
front of the engine on GSI and GL engines. 2
The air restriction indicator on 6- and 12-cylinder
Figure 2.15-1: 6-Cylinder GSI – Rear View
engines will show “red” if the air intake restriction is 15
in. (381 mm) of water. This indicates a clogged or dirty 1 - Turbocharger 3 - Air Restriction
main air filter element and/or clogged or dirty precleaner 2 - Intercooler Indicator
element. On 16-cylinder engines, gauges mounted on 4 - Air Cleaner
each air cleaner register the condition of the air filters.
The air restriction gauge must show in the green, for both INTERCOOLER(S)
the prefilter and final filter. A toggle switch allows the
operator to select the filter reading desired. Intercooler(s) (GSI and GL engines) are mounted on the
rear of the engine on 6- and 12-cylinder engines (see
TURBOCHARGER(S) Figure 2.15-1 and Figure 2.15-2). 16-cylinder engines
have the intercooler mounted to the front and rear of the
Six-cylinder GSI and GL engines have one turbocharger
exhaust stack (see Figure 2.15-3).
(see Figure 2.15-1); all other VHP GSI and GL engines
have two turbochargers, one for each bank (see Figure
2.15-2 and Figure 2.15-3).
Form 6277-5
Each intercooler is a box-type tube and fin assembly. On 6-cylinder engines, the carburetor is mounted on the
Heated compressed air from the turbocharger(s) enters underside of the intake manifold on the outside of the
the intercooler(s) and flows over a series of tubes cylinder bank (see Figure 2.15-4). 12- and 16-cylinder
through which the auxiliary water system coolant is engines have a carburetor on both the right and left side,
circulated. The temperature of the compressed air is one for each cylinder bank, as well as two intake
reduced, which makes it denser. manifolds, one for each bank, mounted on opposite
sides of the crankcase vee (Figure 2.15-5 and Figure
2.15-6).
2
1 3 The intake manifold(s) connect the carburetor(s) to the
intake ports of the cylinders and equally distribute the air/
fuel mixture to each.
Figure 2.15-2: 12-Cylinder GL – Rear View
1 - Air Cleaner 3 - Air Cleaner

2 - Turbocharger 4 - Intercoolers
1
4
2
Figure 2.15-3: 16-Cylinder GSI – Right Bank
1 - Intercooler 3 - Intercooler
2 - Turbocharger 4 - Air Cleaner
CARBURETOR(S) AND INTAKE MANIFOLD(S)

The carburetor produces a combustible mixture by
automatically mixing air and fuel in the proper
proportions.
Form 6277-5
Figure 2.15-4: 6-Cylinder Carburetor and Intake Manifold
1 - Intake Manifold 2 - Carburetor
Figure 2.15-5: 12-Cylinder Carburetor and Intake

Manifold – Right Bank
Figure 2.15-6: 16-Cylinder Carburetor and Intake

Manifold – Right Bank
Form 6277-5
Form 6277-5
SECTION 2.20
TURBOCHARGER SYSTEM DESCRIPTION
TURBOCHARGER SYSTEM
COMPONENTS
GSI and GL engines are turbocharged. The
turbocharger system consists of the following
components:
• Turbochargers
• Connecting Hose(s)
• Connecting Piping
TURBOCHARGER(S)
6-cylinder GSI and GL engines have one turbocharger
(see Figure 2.20-1); all other VHP GSI and GL engines
have two turbochargers, one for each bank (see Figure Figure 2.20-2: 12-Cylinder GL Turbochargers – Rear View
2.20-2 and Figure 2.20-3).
Figure 2.20-3: 16-Cylinder GSI Turbocharger – Side View

While the turbine side of each turbocharger is part of the
exhaust system, the compressor side is part of the air
intake system; a shaft connects the two. When the
turbine is caused to spin from the expansion of exhaust
gases exiting the engine, the movement of the
compressor wheel causes the air passing through the air
Figure 2.20-1: 6-Cylinder Turbocharger – Rear View cleaner enroute to the carburetor to be compressed.
Form 6277-5
TURBOCHARGER SYSTEM DESCRIPTION
Form 6277-5
SECTION 2.25
COOLING SYSTEM DESCRIPTION
COOLING SYSTEM COMPONENTS

The cooling system consists of the following
components:
Jacket Water Circuit
• Jacket Water Header/Engine Water Jacket
• Exhaust Manifold
• Jacket Water Pump
• Water Manifold
• Jacket Water Temperature Control Valve
• Jacket Water Remote Heat Transfer Device
Auxiliary Cooling Water Circuit – Wastegate
• Auxiliary Water Pump
• Intercooler
• Oil Cooler
• Auxiliary Water Temperature Control Valve
• Auxiliary Water Heat Transfer Device
Form 6277-5
10
3
2
1
5 4
Figure 2.25-1: G Engine Cooling System Schematic – Standard Jacket Water Temperature
1 - Top Engine Water Manifold 6 -Engine Jacket Coolant Pump

2 - Engine Jacket Thermostats 7 -Auxiliary Coolant Pump
3 - Engine Jacket Expansion Tank – Customer- 8 -Lube Oil Cooler (shipped loose)
Supplied 9 -Optional Compressor Cooler (requires extra
4 - Engine Jacket Cooler – Customer-Supplied capacity aux. pump) – Customer-Supplied
5 - Engine Jacket Bypass 10 - Deaeration Vent Lines (1/4 in. tubing or 1/2 in. tubing
with 1/4 in. orifice at the engine)
NOTE: All connections to engine must be flexible.
Form 6277-5
12
3 4
2
1
12
6 5
9
8
10
11
Figure 2.25-2: G Engine Cooling System Schematic – Elevated Jacket Water Temperature
1 - Top Engine Water Manifold 7 - Engine Jacket Coolant Pump

2 - Engine Jacket Thermostats 8 - Auxiliary Cooler – Customer-Supplied
3 - Engine Jacket Expansion Tank – Customer- 9 - Auxiliary Coolant Pump
Supplied 10 - Lube Oil Cooler (shipped loose)
4 - Auxiliary Expansion Tank – Customer-Supplied 11 - Optional Compressor Cooler (requires extra
5 - Engine Jacket Cooler – Customer-Supplied capacity aux. pump) – Customer-Supplied
6 - Engine Jacket Bypass 12 - Deaeration Vent Lines (1/4 in. tubing or 1/2 in. orifice
at the engine)
NOTE: All connections to engine must be flexible.
Form 6277-5
12
3 4
13
2
1
14
6 5 12
8
9
10
11
Figure 2.25-3: GSI Engine Cooling System Schematic – Standard and Elevated Jacket Water Temperatures
1 - Top Engine Water Manifold 8 - Auxiliary Coolant Pump

2 - Engine Jacket Thermostats 9 - Auxiliary Cooler – Customer-Supplied
3 - Engine Jacket Expansion Tank – Customer- 10 - Lube Oil Cooler (shipped loose)
Supplied 11 - Optional Compressor Cooler (requires extra
4 - Auxiliary Expansion Tank – Customer-Supplied capacity aux. pump) – Customer-Supplied
5 - Engine Jacket Cooler – Customer-Supplied 12 - Deaeration Vent Lines (1/4 in. tubing or 1/2 in. tubing
6 - Engine Jacket Bypass with 1/4 in. orifice at the engine.
7 - Engine Jacket Coolant Pump 13 - Wastegate
14 - Intercooler
NOTE: All connections to unit must be flexible.
Form 6277-5
13
3 4
14
2
15 41
6 5 13
7
8
10
9
11
12
Figure 2.25-4: GL Engine Cooling System Schematic – Standard and Elevated Jacket Water Temperatures
1 - Top Engine Water Manifold 9 - Auxiliary Cooler – Customer-Supplied

2 - Engine Jacket Thermostats 10 - Auxiliary Coolant Pump
3 - Engine Jacket Expansion Tank – Customer- 11 - Lube Oil Cooler (shipped loose)
Supplied 12 - Optional Compressor Cooler (requires extra
4 - Auxiliary Expansion Tank – Customer-Supplied capacity aux. pump) – Customer-Supplied
5 - Engine Jacket Cooler – Customer-Supplied 13 - Deaeration Vent Lines (1/4 in. tubing or 1/2 in. tubing
6 - Engine Jacket Bypass with 1/4 in. orifice at the engine.
7 - Engine Jacket Coolant Pump 14 - Wastegate
8 - Auxiliary Circuit Thermostat 15 - Intercooler
NOTE: All connections to unit must be flexible.
Form 6277-5
EXHAUST MANIFOLD
From each cylinder head, water passes up through the 1
water outlet elbow connection (see Figure 2.25-5) to one
segment of the water-jacketed exhaust manifold(s). A
portion of the cooling water also exits the head through
a hole centered below the exhaust port (see Figure
2.25-6). Each exhaust manifold assembly is comprised
of six individual water-cooled segments.
3
2
1
Figure 2.25-6
Figure 2.25-5
1 - Water Outlet Elbow 3 - Water Hole to
1 - Water Outlet Elbow 2 - Exhaust Manifold Connection Exhaust Manifold
Segment 2 - Cylinder Head 4 - Exhaust Port
NOTE: Valve cover and rocker arms are removed for

clarity.
Form 6277-5
JACKET WATER HEADER / JACKET WATER
The coolant passageways in both the crankcase and
cylinder heads comprise the jacket water system. The
jacket water header is integrally cast within the 2
crankcase. Coolant water circulates around the cylinder
sleeves inside the cylinder block. Water flows up through 1
the water passage openings in the deck of each cylinder
head, flows around the valve seats and exhaust guides, 3
and up to the water-cooled exhaust manifold(s).
JACKET WATER PUMP

A single centrifugal-type water pump, driven by belts
from the crankshaft pulley, is mounted at the center of 4
the gear cover (see Figure 2.25-7, Figure 2.25-8 and
Figure 2.25-9). Coolant water exiting the pump is piped
to the jacket water headers.
WATER MANIFOLD
5
The water manifold (see Figure 2.25-7, Figure 2.25-8
and Figure 2.25-9) receives the cooling water flowing out
of each segment of the exhaust manifold and routes it to 6
the cluster thermostat housing on 6- and 12-cylinder
engines. On 16-cylinder engines, the thermostats are
located in the connector elbows between the exhaust
manifold segments and the water manifold.
Figure 2.25-7: 6-Cylinder Cooling Components
1 - Water Manifold 4 - Water Outlet Elbow

2 - Cluster Thermostat 5 - Cylinder Head
Housing 6 - Water Pump
3 - Exhaust Manifold
Form 6277-5
THERMOSTAT HOUSINGS
1 By regulating the circulation of coolant, multiple
thermostatic valves control the jacket water temperature
normally at 180°F (83°C). A variety of other control
temperatures are available.
2 The thermostatic valves are enclosed in the cluster

thermostat housing at the outlet end (front) of the water
manifold on 6- and 12-cylinder engines (see Figure
2.25-7 and Figure 2.25-8). On 16-cylinder engines, the
thermostatic valves are enclosed in individual
thermostat housings between each exhaust manifold
segment and the water manifold.
The thermostatic valves remain closed while the engine
is warming up, so cooling water is circulated through the
4
engine water jacket only. Water passes from the water
manifold to the thermostat housing and back to the
3 jacket water pump through the bypass tube(s) (see
Figure 2.25-10).
2
3 4
Figure 2.25-8: 12-Cylinder Cooling Components 1
1 - Cluster Thermostat 3 - Auxiliary Water
Housing Pump
2 - Water Manifold 4 - Jacket Water Pump
6
1
2
5
Figure 2.25-10
1 - Upper Bypass Tube 4 - Upper Bypass Tube

(RB) (LB)
3 2 - Jacket Water Outlet 5 - Jacket Water
Connection Manifold (front)
3 - Cluster Thermostat 6 - Air Vent Tube
Figure 2.25-9: 16-Cylinder Cooling Components Housing
1 - Water Manifold 3 - Auxiliary Water NOTE: Landfill gas and high-temperature application
2 - Jacket Water Pump Pump engines use a weir notched seal thermostat design for a
gradual transition of coolant flow. This thermostat series,
does not require a “lead thermostat” because of the weir
notch seal design.
Form 6277-5
The thermostats start to open as the engine warms up JACKET WATER REMOTE HEAT TRANSFER
to its normal operating temperature. A portion of the DEVICE
coolant is diverted to the remote heat transfer device,
The jacket water remote heat transfer device may be a
which absorbs the heat and directs the coolant back to
radiator, cooling fan, cooling tower, heat exchanger or
the jacket water pump. The coolant supply from the heat
other devices.
transfer device mixes with that portion of the coolant that
continues to flow down the bypass tube(s) to provide a AUXILIARY WATER PUMP
blend that is within the normal range.
The auxiliary water pump, driven by two belts from the
When the cooling water temperature rises 5°F (2.8°C) crankshaft pulley, is mounted at the front of the oil pan.
above the Start to Open rating of the lead thermostat, the The suction side of the auxiliary water pump is
remaining thermostatic valves begin to open. Opening connected to the outlet port of the auxiliary water
of the secondary thermostats allows an even greater temperature control valve (see Figure 2.25-12). The
portion of the cooling water to be directed to the heat discharge of the pump is directed to the intercooler inlet
transfer device. This operation results in rapid warm up through external piping.
when the thermostatic valves are fully closed and
efficient cooling once the valves open.
SURGE TANK
The optional surge tank provides a coolant reservoir for
the engine. A sight gauge on the side of the surge tank
allows the operator to easily view the coolant level (see
Figure 2.25-11).
Figure 2.25-11
Form 6277-5
7 3
B
C
4
6
5
Figure 2.25-12: Auxiliary Cooling Water Circuit
1 - Wastegate 5 - To Remote Heat Transfer Device

2 - Auxiliary Water Pump 6 - Oil Cooler
3 - Temperature Control Valve 7 - Intercooler
4 - From Remote Heat Transfer Device
Form 6277-5
INTERCOOLER(S)
On GSI and GL engines, the intercooler(s) cool the inlet
air to the turbochargers to provide denser air to the
turbochargers. The intercooler(s) are located at the rear
of the engine on 6- and 12- cylinder engines (see Figure
2.25-13) and on top of the engine on 16-cylinder engines
(see Figure 2.25-14).
Figure 2.25-13: 12-Cylinder Intercoolers
Figure 2.25-14: 16-Cylinder Intercoolers

Each intercooler is a box-type tube and fin assembly
mounted on rear of engine. Air flow between aluminum
cooling fins runs perpendicular to the vertical cooling Figure 2.25-15: Intercooler Flow
water flow in copper tubes. The configuration of upper
and lower bonnets enables cooling water to pass WASTEGATE
through the core assembly before exiting the unit (see A supply tube connected to the intercooler cooling water
Figure 2.25-15). Header plates separate the air passing inlet provides a continuous supply of cooling water to the
through the casing from the cooling water. wastegate(s). The cooling water enters the lower
housing of the wastegate and passes through a cavity
that encircles the valve guide. Exiting the outlet port on
the opposite side of the lower housing, the water passes
to the intercooler cooling water outlet through a water
return tube (see Figure 2.25-12).
Form 6277-5
OIL COOLER AUXILIARY WATER TEMPERATURE CONTROL
VALVE
Exiting the outlet port of the intercooler, the coolant flows
to the remote or off engine-mounted oil cooler. One thermostatic valve controls the temperature of the
auxiliary coolant. To maintain the correct temperature,
The oil cooler is a tube and baffle type assembly (see
the valve controls the flow of cooling water from the heat
Figure 2.25-16 and Figure 2.25-17). While the coolant
transfer device.
flows through a bundle of tubes in the oil cooler, the lube
oil circulates around them. Heat from the oil passes The thermostatic valve is enclosed in a housing on the
through the tubes to the coolant which carries it to a heat suction side of the auxiliary water pump.
transfer device for dissipation. From the heat transfer
The thermostat housing has one outlet port stamped A
device, the coolant passes back to the auxiliary water
and two inlet ports stamped B (oil cooler) and C (heat
pump to repeat the circuit.
transfer device) (see Figure 2.25-18). The casting of the
thermostat housing prevents the flow of cooling water
through inlet port C when the thermostat is fully closed.
1 The flow from the oil cooler enters bypass port B and
exits outlet port A enroute to the auxiliary water pump.
The thermostatic valve begins to open as the engine
warms up to its normal operating temperature. The
casting of the thermostat housing is such that inlet port
B becomes restricted as outlet port C starts to open.
Therefore, a smaller portion of the coolant is received
from the oil cooler, while a greater portion of the cooling
water comes from the heat transfer device (see Figure
2.25-18). Cool water passing out the heat transfer device
enters port C of the thermostat housing and combines
2 with hot water passing through bypass port B. The
cooling water exiting outlet port A is a blend that falls
Figure 2.25-16: 6-Cylinder Oil Cooler within the normal range.
1 - Thermostatic Valve 2 - Oil Cooler
Figure 2.25-17: 12-Cylinder Oil Cooler (Engine-Mounted

Shown)
Form 6277-5
Figure 2.25-18: Auxiliary Cooling Water Temperature

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

auxiliary water 6 - Thermostat
pump) Housing
2 - Thermostatic Valve 7 - Cooling Water Inlet
3 - O-Ring Port C (from heat
4 - Bypass Inlet Port B transfer device)
(from oil cooler)
AUXILIARY WATER REMOTE HEAT TRANSFER

DEVICE
The auxiliary or secondary heat transfer device may be
a radiator, cooling fan, cooling tower, heat exchanger or
some other device.
Form 6277-5
Form 6277-5
SECTION 2.30
LUBRICATION SYSTEM DESCRIPTION
LUBRICATION SYSTEM COMPONENTS DESCRIPTION
The lubrication system consists of the following The bottom of the crankcase is enclosed by an oil pan.
components: The lube oil pump, gear-driven off the crankshaft, is
externally mounted at the front. The pump draws oil from
• Oil Pan and Pickup Screen
the lowest point in the oil pan and delivers it to the oil
• Oil Pump cooler. The lube oil pump has an pressure relief valve
• Oil Cooler preset at the factory (see Table 1.15-9 Lubrication
System Pressures on page 1.15-23 for specifications).
• Temperature Control Valve
This relief valve protects the oil pump from high initial oil
• Pressure Regulating Valve pressures at start up prior to the engine oil reaching
• Full-Flow Lube Oil Filter normal operating temperatures. A box-shaped pickup
screen prevents foreign material in the oil pan from
• Filter Relief Valve(s)
entering the lube oil circuit.
• Oil Strainer
NOTE: The oil cooler assembly was shipped loose. The
• External Piping (customer-supplied) oil cooler must be either skid or remote mounted by the
customer. The assembly consists of the oil cooler,
PRELUBE SYSTEM COMPONENTS temperature control valve and pressure regulating valve.
• Prelube Pump and Prelube Motor
Coolant is pumped through the cooler by the auxiliary
• Prelube Pushbutton Valve water pump. While the coolant flows through a bundle of
• Pilot-Operated Prelube Valve tubes in the oil cooler, the lube oil circulates around
them. Heat from the oil passes through the tubes to the
• Inline Lubricator
coolant which carries it to a heat transfer device for
• Oil Pressure Gauge dissipation.
The lube oil temperature control is maintained by the
thermostat housing which contains two thermostatic
valves (see Figure 2.30-1).
Form 6277-5
2
1 3 1
2
8 4
7 5
6
1
3
6 5
Figure 2.30-2: P/N 208428 Series – Oil Temperature
Figure 2.30-1: Lube Oil Temperature Control Valve Control Valve
1 - Cover Plate 5 - Bypass Inlet Port 1 - Thermostatic 5 - Oil Cooler Port (C)
Element 6 - Identification Plate
2 - Oil Outlet Port 6 - Oil Cooler Inlet Port
2 - Outlet Port (A) 7 - Thermostat
3 - Spring 7 - Lead Thermostat
3 - O-Ring Seal Housing
4 - Secondary
Thermostat 4 - Lip Seal 8 - Bypass Port (B)
The thermostat (single thermostat) housing used in G/ The casting of the thermostat housing prevents the flow
GSI engine applications has one outlet port stamped “A” of oil through inlet port “C” when the thermostat is fully
and two inlet ports stamped “B” (bypass) and “C' (cooler) closed. The flow from the oil pump enters bypass port
(see Figure 2.30-2 and Figure 2.30-3). “B” and exits outlet port “A” enroute to the full-flow lube
oil filter. In this position, oil bypasses the cooler for faster
warm up.
The thermostatic valve begins to open as the engine
warms up to its normal operating temperature. The
casting of the thermostat housing is such that inlet port
“B”becomes restricted as outlet port “C” starts to open.
The gradual opening of the thermostatic valve allows a
portion of the oil flow from the pump to be shunted to the
oil cooler. Cool oil passing out of the oil cooler enters port
“C” of the thermostat housing and combines with hot oil
passing through bypass port “B”. The oil exiting outlet
port is a combination of hot bypass oil and cool oil
passing out of the oil cooler making the mixture a
“blended” temperature. The thermostat senses the
blended temperature and adjusts to maintain it at a
constant level.
Form 6277-5
1 2 3
3
2
1 4
6 5 4
Figure 2.30-4: Lube Oil Temperature Control Valve

5
1 - Gasket 4 - Lip Seal
2 - Cover Plate 5 - Thermostat
3 - Spring 6 - Thermostatic Valve
6
When the oil cooler inlet port thermostat (lead) starts to
open, the flow of oil from the oil cooler is enabled. This
Figure 2.30-3: P/N 208063 Series – Temperature Control supply mixes with the flow from the bypass port to
Valve (Current Production, When Oil Cooler is Omitted) provide a blend of hot and cool oil. When the oil
temperature rises 5°F (2.8°C) above the Start to Open
1 - Lip Seal 4 - O-Ring rating of the lead thermostat, the bypass inlet port
2 - Outlet Port (A) 5 - Bypass Port (B) thermostat begins to open. Opening of the thermostat
3 - Thermostatic 6 - Oil Cooler Port (C) restricts the bypass inlet port passage, thereby allowing
Element a greater portion of the oil supply to come from the oil
Lube oil temperature control in 12- and 16-cylinder cooler. The result of this type of operation is rapid warm
engines are similar, except that the thermostat housing up when the thermostatic valves are fully closed and
contains two thermostatic valves (see Figure 2.30-4). efficient cooling once the valves open.
One element, the lead thermostat, is rated at 5°F (2.8°C) A pressure regulating valve maintains the correct oil
lower than the normal thermostat. pressure regardless of engine speed or oil temperature.
The pressure regulating valve is mounted to the
temperature control valve at the oil cooler outlet (see
Figure 2.30-1 and Figure 2.30-5). When the oil pressure
exceeds the setting of the valve spring, an orifice opens
to return excess oil to the oil pan. Oil not returned to the
pan passes to the full-flow lube oil filter.
Form 6277-5
The oil filter housing also contains one or two bypass
relief valves. A pressure differential (see Table
2 1.15-9 Lubrication System Pressures on page 1.15-23
1 for specifications) opens the relief valves and allows the
flow of oil to bypass the filter elements enroute to the lube
oil strainer. If the filter elements get clogged, the bypass
relief valves act as a safety device to ensure that the
engine receives a supply of lubrication oil, although
unfiltered.
3 NOTE: The lube oil filter assembly is shipped loose and
must be either skid or remote-mounted by the customer.
A lube oil strainer is mounted to the main oil header on
the left side of the engine. The strainer is downstream
from the full-flow lube oil filter and represents the last
attempt at catching dirt and foreign material before it
enters the engine. The strainer contains a cleanable,
stainless-steel mesh element with a nominal filter rating
of 74 microns. Two magnet rods are externally mounted
on the element to catch any ferrous metal debris
suspended in the lube oil.
The lube oil strainer contains one bypass pressure relief
valve. A pressure differential (see Table
1.15-9 Lubrication System Pressures on page 1.15-23
for specifications) opens the valve and allows the oil flow
to bypass the strainer element enroute to the main oil
header (see Figure 2.30-6).
Figure 2.30-5: Pressure Regulating Valve
1 - Adjusting Screw 3 - Spring

2 - Stop Nut
NOTE: Adjust the pressure regulating valve to maintain
the oil header pressure within specifications. The lube
oil pressure must be stabilized at normal operating
temperature and the engine fully loaded. See Table
1.15-9 Lubrication System Pressures on page 1.15-23
for specifications.
The elements of the full-flow lube oil filter have a nominal
filter rating of 5 microns. Due to their anti-channeling
design, the elements operate at 90% plus efficiency
throughout their recommended use cycle.
Form 6277-5
INTERNAL OIL CONTROL Oil supply tubes tapped off the internal oil passage
leading to the front main bearing supplies a continuous
The main oil header is an integral part of the crankcase
spray of oil to the gear train. The lube oil hole in the lower
casting Figure 2.30-7. Internal passages in the
front main bearing allows pressurized oil to flow down a
crankcase direct the flow of pressurized oil to the main
drilled passageway in the main bearing cap to lubricate
bearings via drillings in the main bearing saddles.
the oil pump idler gear spindle.
Internal passages in the crankcase casting also direct
1 2 the flow of pressurized oil to the camshaft bearing
saddles to provide lubrication of the main camshaft
bearings (bushings). Oil flows through holes in the
camshaft bearing caps and down passageways in the
cam follower housing. This lubricates the roller cam
followers and camshaft lobes, after which it drops back
11 3 to the oil pan.
An external oil supply line off the main oil header carries
4 oil to a separate external rocker arm oil header. Supply
tubes from the rocker arm oil header direct the flow of oil
to the rocker arm assemblies and valves.
10 5 Excess oil drains down a cored passage in the cylinder
head and runs down the outside of the push rod tubes
6 to a drainage passage in the cam follower guides. The
passage directs the flow of oil to a drainage hole in the
9 cam follower housing where it flows back to the oil pan
via the camshaft recess.
7 The flow of pressurized oil through the fixed cam follower
8 capscrews of the rocker arm assemblies also supplies
oil to the cam followers, where the excess oil joins the
flow from the cored passage in the cylinder head.
Figure 2.30-6 The flow of pressurized oil through the external system
is depicted in Figure 2.30-8.
1 - Strainer Head 7 - Stainless Steel
2 - Pressure Relief Element The turbochargers receive oil from the main oil header
Valve 8 - Drain Plug via an externally mounted oil supply line. A drain line
3 - Lube Oil Outlet 9 - Element Housing connected to the cam follower housing returns the oil to
4 - O-Ring 10 - Rubber Seal the pan after lubrication of the turbocharger bearings.
5 - Band Retainer 11 - Lube Oil Inlet
To ensure quick lubrication of the rocker arm assemblies
6 - Magnet Rod
and turbochargers at start-up, each external supply line
The flow of oil passes from the main bearing journals into is provided with a check valve to keep the oil from
the T-drilled crankshaft and then up through drilled draining back into the oil pan when the engine is shut
passages in the connecting rods. After lubricating the down. The check valves also prevent excessive
connecting rod bearing, piston pin bushing and piston lubrication of the rocker arm assemblies, valves and
pin, the pressurized oil passes through an opening in the turbochargers during continuous or intermittent prelube.
top of the rod. The oil spray exiting the rod cools the
underside of the piston crown and drains back to the oil
pan.
Form 6277-5
1
5
8
2
7
20 3
19
18 10
11
12
13
17
16
15 14
Figure 2.30-7: Internal Oil Flow System
1 - Cylinder Head 11 - Spray Nozzle(s)

2 - Rocker Arm Oil Header 12 - Gear Train
3 - To Sump 13 - Front Main Bearing Cap
4 - Cored Passage 14 - Main Bearing
5 - Push Rod Tube 15 - Crankshaft
6 - Turbocharger 16 - Internal Oil Header
7 - Camshaft 17 - Lube Oil Strainer
8 - To Sump 18 - To Sump
9 - Magnetic Plug 19 - Check Valve
10 - Check Valve 20 - Magnetic Plug
Form 6277-5
= 3
1
4
2
5
12 8
7
A
C B
11
10
Figure 2.30-8: External Oil System Schematic
1 - Final Lube Oil Strainer 7 - Check Valve

2 - Engine 8 - Prelube Pump
3 - Customer Piping 9 - Temperature Control Valve
4 - Oil Pump Discharge Housing 10 - Oil Cooler
5 - Oil Pump Relief Valve 11 - Oil Filter
6 - Engine Lube Oil Pump 12 - Oil Pressure Control Valve (adjust in field at
operating temperature)
Form 6277-5
OIL PAN AND PICKUP SCREEN NOTE: Guards removed for clarity.
The bottom of the crankcase is enclosed by the oil pan.
The oil pump draws oil from the lowest point in the oil pan
and delivers it to the oil cooler. The oil pickup screen
(see Figure 2.30-9) prevents foreign material in the oil
pan from entering the lube oil circuit.
Figure 2.30-9: 6-Cylinder Engine Oil Pan and Pickup

Screen Assembly
OIL PUMP
The lube oil pump, gear-driven by the gear train, is
externally mounted. On 6- and 12-cylinder engines, the
oil pump is located on the front of the engine, below the
crankshaft (see Figure 2.30-10). On 16-cylinder
engines, the oil pump is located on the right rear of the Figure 2.30-11: 16-Cylinder Engine Oil Pump
engine, mounted on the flywheel housing (see Figure
2.30-11).
Figure 2.30-10: 6- and 12-Cylinder Engine Oil Pump

(12-Cylinder Shown)
Form 6277-5
OIL COOLER OIL STRAINER
NOTE: The oil cooler assembly is engine-mounted on The lube oil strainer contains one bypass pressure relief
6-cylinder engines, optionally mounted on 12-cylinder valve. A pressure differential of 15 psi (103 kPa) opens
engines and shipped loose on 16-cylinder engines. the valve and allows the oil flow to bypass the strainer
Shipped loose oil cooler must be either skid- or remote- element enroute to the main oil header (see Figure
mounted by the customer. The assembly consists of the 2.30-14).
oil cooler, temperature control valve and pressure
regulating valve.
The oil cooler (see Figure 2.30-12 and Figure 2.30-13)
is a tube and baffle type assembly. Coolant is pumped
through the cooler by the auxiliary water pump. While the
coolant flows through a bundle of tubes in the oil cooler,
the lube oil circulates around them. Heat from the oil
passes through the tubes to the coolant which carries it
to a heat transfer device for dissipation.
Thermostatic valve(s) are enclosed in a housing
mounted at the oil cooler outlet (see Figure 2.30-12).
Figure 2.30-12: 6-Cylinder Oil Cooler
1 - Thermostatic Valve 2 - Oil Cooler Figure 2.30-14
Figure 2.30-13: 12-Cylinder Oil Cooler
Form 6277-5
1
2
4
6
Figure 2.30-15: Microspin Centrifuge Assembly
1 - Shutoff Valve 4 - 12 in. (304.88 mm) Minimum Above Oil Level

2 - 5 ft (1.52 m) Maximum 5 - Customer-Supplied
3 - 2 in. (101.6 mm) Drain Connection 6 - 1/2 in. (12.7 mm) Supply
CENTRIFUGE CLEANABLE OIL FILTERING
SYSTEM
The centrifuge oil filtering system consists of a
centrifuge, using a removable paper insert (see Figure
2.30-16). The centrifuge is installed as a bypass system,
working in conjunction with the full-flow filter. The
centrifuge is driven by the engine’s oil pressure. The
spinning action of the centrifuge’s internal turbine
assembly develops a force that exceeds 2000 Gs, which
compacts the contaminants against the turbine’s
housing. The centrifuge will remove oil-contaminating
particles as small as 0.5 microns. The full-flow filter
elements remove remaining particles as small as 25
microns absolute.
Form 6277-5
1 - Bell Knob 8 - Rotor Can
1 2 - Bell Housing 9 - Paper Insert
3 - Rotor Assembly 10 - Baffle Screen
(see item 14) Assembly
2 4 - Bell Clamp 11 - O-Ring
5 - O-Ring 12 - Rotor Turbine
6 - Base Shaft/Body 13 - Assembly Diagram
3 7 - Can Nut (top 14 - Sub-Assembly
marked “TOP” or Diagram
“UP”)
4
13
22
6
Figure 2.30-17: Engine-Mounted Microspin Centrifuge

8 Option (Shutoff Valve)
PRELUBE PUSHBUTTON VALVE

9 The air/gas supply from the bulkhead is connected to the
pushbutton valve (see Figure 2.30-18). Depressing the
14 prelube pushbutton activates the prelube function.
10
! WARNING
11
From the bulkhead, all gas
vented from the system must be
piped to a safe area in
12
conformance with all applicable
codes.
Figure 2.30-16: Service and Cleaning of Microspin

Centrifuge (P/N 489189)
Form 6277-5
3
2
1 2
1 4
3
5
7
6
Figure 2.30-18
1 - Start 3 - E-Stop
Figure 2.30-19: Prelube Motor/Pump Assembly – Similar
2 - Prelube
All Engines
PRELUBE PUMP / MOTOR 1 - Prelube Pump 5 - Air/Gas Vent

2 - Mounting Bracket (customer
NOTICE 3 - Air/Gas Inlet connection)
4 - Inline Lubricator 6 - Prelube Motor
Oil drains back into the oil sump after engine 7 - To Oil Pump
shutdown, leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to turn before the
oil pump begins to circulate oil, failure to prelube the
engine will result in “dry” starts, resulting in bearing
damage and an accelerated wear rate.
The function of the prelube pump/motor is to purge the

lubrication system of air and to ensure that all moving
parts, especially the turbochargers, are properly
lubricated before the engine is started (see Figure
2.30-19).
Form 6277-5
PRELUBE VALVE INLINE LUBRICATOR
The prelube valve opens to admit air from a branch of ! WARNING
the main air/gas supply line, which turns the prelube
pump air motor to activate the prelube pump (see Figure
2.30-20). If high-pressure gas is used to
drive the air/gas prelube pump
motor, vent the motor exhaust to
a safe area in conformance with
all applicable codes.
1 NOTE: The air/gas starting system also has a

lubrication reservoir. See PRELUBE AND STARTING
SYSTEM MAINTENANCE on page 4.45-1 for
information on this reservoir.
The inline lubricator (see Figure 2.30-21) injects oil into
a stream of compressed air/gas to automatically provide
the proper internal lubrication for the vanes of the air/
gas-operated prelube pump motor.
2
Figure 2.30-20: 6-Cylinder Prelube Valve
1 - Prelube Valve 2 - Mounting Bracket

NOTE: Starter removed for clarity.
Figure 2.30-21
Form 6277-5
LUBE OIL LEVEL REGULATOR – (OPTIONAL) NOTE: The regulator should be adjusted so that when
the engine lube oil is at the proper level, the regulator
The regulator, if equipped, is mounted on the left lower
sight glass is full to the midpoint.
side of the engine (see Figure 2.30-22 and Figure
2.30-23). The regulator will maintain the engine
NOTICE
crankcase lube oil to the correct level. Make-up oil at
atmospheric pressure from a raised tank is supplied to To prevent the regulator from malfunctioning, the inlet
the regulator inlet. screen to the regulator should be cleaned regularly.
Figure 2.30-22
1 - Oil Level Indicator 2 - Contact
Figure 2.30-23
1 - Oil Level Indicator 2 - Contact

If the oil level should drop for any reason, the float will
also drop, opening the float valve and allowing make-up
oil to be added to the crankcase. A contact is available
for customer connection of a low oil warning or shutdown
system.
Form 6277-5
SECTION 2.35
EXHAUST SYSTEM DESCRIPTION
EXHAUST SYSTEM COMPONENTS The exhaust system consists of the following

components (see Figure 2.35-1):
! WARNING • Exhaust Manifold(s)
• Exhaust Thermocouples
Do not inhale engine exhaust
• Turbochargers (GSI, GL)
gases. Do not open exhaust
system while the engine is • Exhaust Wastegates (GSI, GL)
running. Exhaust gases are • Exhaust Piping and Flexible Connections
highly toxic. (customer-supplied)
3
! CAUTION 2
4
1
Paint on high-temperature
exhaust components will
thermally decompose as the
exhaust system comes up to
operating temperature.
Decomposition products may
include the following
substances.
• Carbon dioxide
• Carbon monoxide
Figure 2.35-1
• Nitrogen oxides
• Sulfur oxides 1 - Wastegate 3 - Exhaust Piping
• Halogenated compounds 2 - Turbocharger 4 - Exhaust Manifold
• Metal oxide(s)
Avoid exposure to paint
decomposition products and
provide sufficient ventilation
until the state of the paint on the
exhaust system has stabilized.
Form 6277-5
EXHAUST MANIFOLD(S) NOTE: Valve cover and rocker arms shown removed.
The exhaust port of each cylinder is connected to one Thermocouples are used to monitor engine exhaust
water-jacketed segment of the exhaust manifold. Each temperatures. High exhaust temperatures greatly
water-cooled exhaust manifold assembly is comprised increase the potential for detonation and have a direct
of six individual segments (see Figure 2.35-2). One impact on the life of many engine components.
exhaust manifold segment is joined to the next by a
One thermocouple is mounted in the exhaust port of
manifold pilot. The exhaust port of each cylinder head is
each exhaust manifold segment to measure the
connected to one water-jacketed segment of the
temperature of the exhaust exiting the respective
exhaust manifold. Water outlet elbows (see Figure
cylinder head (see Figure 2.35-3). One thermocouple is
2.35-2) connect the water outlet hole in each cylinder
also mounted before each exhaust elbow (G engine) or
head with the exhaust manifold segments.
turbocharger (GSI/GL engines) and reflects the exhaust
temperature of the cylinder bank (an average of the
exhaust temperatures of each individual cylinder).
Figure 2.35-2
1 - Exhaust Manifold 2 - Water Outlet Elbow

Segment
Form 6277-5
2
3
1
13 4
12 9 7 5 3 1
10 5
14
11 10 8 6 4 2
6
8
14 13 12 11 10 98 7 6 54 3 2 1
Figure 2.35-3: Exhaust Thermocouple Arrangement
1 - Turbo Exhaust Inlet Elbow 6 - Thermocouple Conduit

2 - Left Bank 7 - Right Bank
3 - Exhaust Manifold Section 8 - Thermocouple Leads
4 - Exhaust Thermocouple 9 - Retaining Clip
5 - Front 10 - Rear
The leads from the exhaust thermocouples enter a
thermocouple conduit. Exiting the conduit through a
flexible cable, the wires lead into the back of the
instrument panel where they are connected to the
exhaust pyrometer selector switch. The pyrometer
selector switch is used with the portable pyrometer to
monitor engine exhaust temperatures.
Form 6277-5
TURBOCHARGER(S) WASTEGATE(S)
A wastegate-controlled turbocharger (see Figure A water-cooled exhaust wastegate (see Figure 2.35-4)
2.35-4) is provided for each cylinder bank. The is mounted at the outlet of each exhaust manifold. The
compressor side of the turbocharger is part of the air wastegate is a load limiting device. At a predetermined
induction system; the turbine side is part of the exhaust point, intake manifold pressure counteracts the tension
system. When the turbine spins through the expansion of a spring, and a valve opens to bypass a portion of the
of exhaust gases exiting the engine, the movement of engine exhaust around the turbocharger turbine. In this
the compressor wheel causes the air passing through way, the air intake boost pressure is held within an
the air cleaner enroute to the carburetor to be acceptable range.
compressed.
Exhaust gases driving (or bypassing) the turbocharger
turbine exit the engine through the exhaust stack.
Exhaust gases passing through the flexible exhaust
connection are directed into the atmosphere through
customer-supplied exhaust piping.
1
EXHAUST SYSTEM SPECIFICATIONS
See Table 1.15-10 Maximum Allowable Exhaust
Backpressure and Reductions for Speed and Load on
page 1.15-24 for specifications.
The maximum exhaust system backpressure for all
2 engine models is 12 in. (305 mm) of water column at
1200 rpm, 145 Brake Mean Effective Pressure (BMEP)
(full load). Subtract 1 in. (25 mm) of water column for
each 100 rpm reduction. Subtract 1 in. (25 mm) of water
column for each 10 BMEP reduction. Do not apply these
reductions beyond a minimum exhaust system
backpressure of 4 in. (102 mm) of water column.
Based upon production test data in general, the
maximum exhaust temperature variation (on an engine
running at 1000 and 1200 rpm @138 BMEP on natural
gas fuel) between cylinders on the same bank is
approximately 100°F (38°C). The maximum exhaust
temperature variation between respective cylinders on
different banks (1R versus 1L, 2R versus 2L, etc.) is
approximately 50°F (23.5°C).
NOTE: Since air/fuel ratio, ambient air temperature and
Figure 2.35-4: 6-Cylinder Turbocharger and Wastegate many other factors may affect exhaust gas
temperatures, call the Waukesha Field Service
1 - Wastegate 2 - Turbocharger Department if additional information is required.
Form 6277-5
SECTION 2.40
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM

COMPONENTS
The components of the crankcase breather system are
as follows:
• Separator Screen
(6- and 12-cylinder engines)
• Oil Separator(s)
• Vacuum Valve/Choke Valve
• Breather Regulator
• Venturi Extractor – GSI/GL Engines
• Venturi – GSI Engine
• Crankcase Pressure Relief Valves
DESCRIPTION Figure 2.40-1: 6-Cylinder Crankcase Separator Screen

The purpose of the crankcase breather system is to
maintain a slight negative pressure in the crankcase.
The negative pressure rids the crankcase of harmful 2
water vapors and combustion gases (blow-by), and
helps to prevent sludge buildup and oil contamination. 1
The breather system is also designed to separate the oil
from the vapors before the discharge is released into the
atmosphere.
All engines are provided with manual crankcase
pressure adjustment. The adjustment is accomplished
by admitting more or less outside air into the breather
system. All manual adjustment devices are externally
controlled and easily accessible.
SEPARATOR SCREEN
6- and 12-cylinder engines have one crankcase Figure 2.40-2: 12-Cylinder Crankcase Separator Screen
separator scree. On 6-cylinder engines, the separator
1 - Separator Screen 2 - Cylinder Head
screen is located on top of the cylinder block on the rear
left side (see Figure 2.40-1). On 12-cylinder engines, the The crankcase separator screen allows vapors to be
separator screen is located on top of the cylinder block vented from the crankcase. It also serves to stop a
on the rear right side (see Figure 2.40-2). 16-cylinder portion of the oil carried by these vapors from reaching
engines do not have separator screens. the oil separator. As the oil mist and vapors pass out of
the crankcase, the expanded metal elements in the
separator screen restrict the flow of much of the oil,
dropping the surplus back into the oil pan.
Form 6277-5
OIL SEPARATOR(S) As the crankcase vapors and oil mist pass through the
oil separator, much of the oil adheres to the steel mesh
Six-cylinder and 12-cylinder G engines have one oil
element contained in the inlet side of the separator
separator located at the rear of the engine (see Figure
housing. This surplus oil condenses, drops into the base
2.40-3).
of the separator and returns to the oil pan through a drain
tube in the base of the separator housing (see Figure
2.40-5). The crankcase vapors pass into the venturi
extractor, where they are drawn into the exhaust stack
and discharged into the atmosphere.
1
2 4
Figure 2.40-3: 6-Cylinder Oil Separator Assembly

Sixteen-cylinder engines have one oil separator located 5
on the rear of the engine directly above the flywheel (see
Figure 2.40-4).
1 6
9
8
2
7
Figure 2.40-5: 6- and 12-Cylinder Oil Separator
1 - Retaining Clip 6 - Steel Mesh

2 - Separator Lid Element
3 - Crankcase Vapor 7 - Crankcase Vapor
Outlet and Oil Inlet
3 4 - Cellular Foam 8 - Separator Body
5 - O-Ring 9 - Drain
Figure 2.40-4: 16-Cylinder Oil Separator Assembly

OIL SEPARATOR(S) – PREVIOUS PRODUCTION 12-
1 - Venturi Extractor 3 - Choke Valve CYLINDER
2 - Oil Separator
The 12-cylinder engine has two oil separators. One is
mounted above the cylinder block at the rear right side
of the engine. The oil separator is connected by a
breather tube to the crankcase separator screen in the
top of the cylinder block.
The second oil separator is connected by an elbow to
the vent in the gear housing cover at the front left side of
the engine.
Form 6277-5
As the crankcase vapors and oil mist pass through the The new system is designed to replace the previous
oil separator, much of the oil adheres to the steel mesh breather system and is beneficial in engine applications
element contained in the inlet side of the separator that utilize an exhaust catalyst or have crankcase
housing. This surplus oil condenses, drops into the base breather emission concerns.
of the separator and returns to the oil pan (see Figure
With the new closed breather system, the contaminated
2.40-5).
crankcase gases enter the oil separator (inlet) and flow
The crankcase vapors are drawn through the cellular through the valve diaphragm into the filter element. The
foam contained in the outlet side of the separator and valve maintains a slight negative crankcase pressure to
pass through breather tubes to the venturi extractor, reduce engine weeping and prevent damage to the
where they are discharged into the atmosphere through engine seals. Soot and other contaminants are trapped
the exhaust stack. by the filter element media, and then the oil is separated
from the air. The oil collects at the bottom of the filter
As the crankcase vapors pass into the oil separator, the
housing and is returned to the crankcase through a drain
flow of oil is restricted by a removable corrugated steel
hose. A check valve is incorporated into the drain hose
mesh element. The condensed oil returns to the oil pan
to prevent reverse oil flow from the crankcase. The
through a drain tube in the base of the separator housing.
filtered gases then flows through the oil separator outlet
The crankcase vapors pass into the venturi extractor,
and into the air box inlet.
where they are drawn into the exhaust stack and
discharged into the atmosphere. The oil separator uses a replaceable filter element that
is composed of microfiberglass. When the filter
OIL SEPARATOR(S) – CURRENT PRODUCTION 12- becomes restricted (through normal use), the crankcase
CYLINDER pressure will change from slightly negative to slightly
positive. When this occurs, a new filter element should
Closed Breather System Kit (Updated – 12-Cylinder be installed. Typical replacement is at 3-month intervals.
(Blow-Thru Engines (Kit N/A to Draw-Thru See CURRENT PRODUCTION 12-CYLINDER FILTER
Engines))) ELEMENT REPLACEMENT on page 4.40-6.
A new closed breather system kit for 12-cylinder engines
has been released: part number G-962-503.
See S-07232-342, Retrofit Assembly Instructions, and
600764, Standard Case Breather Drawing, for details on
the installation of the closed breather system kit. Figure
2.40-6 is shown for reference only.
Form 6277-5
Figure 2.40-6: Retrofit Closed Breather System
Form 6277-5
CHOKE VALVE / VACUUM VALVE On 12-cylinder engines that are not equipped with a
venturi extractor, the crankcase pressure is adjusted
The choke valve/vacuum valve allows the crankcase
with a vacuum valve assembly, of which there are
pressure to be adjusted externally. On G engines, the
different configurations (see Figure 2.40-9 and Figure
vacuum valve is located on top of the oil separator. On
2.40-10). On 12-cylinder engines equipped with a
GSI engines the vacuum valve is located on the breather
venturi extractor, the choke valve is located on the end
tube leading to the venturi. On GL engines and some GSI
of the venturi extractor (see Figure 2.40-11).
engines (if venturi extractor-equipped), the choke valve
is located at the front of the venturi extractor. See
CRANKCASE BREATHER SYSTEM MAINTENANCE
on page 4.40-1 for procedures to adjust the
crankcase pressure.
On 6-cylinder engines, crankcase pressure is adjusted
with either a venturi/adjusting capscrew assembly (see
Figure 2.40-7), an ejector breather/adjusting valve
assembly (see Figure 2.40-8) or a vacuum valve (see
Figure 2.40-9).
Figure 2.40-7: 6-Cylinder GSI Venturi / Adjusting

Capscrew Assembly
Figure 2.40-8: 6-Cylinder Ejector Breather / Adjusting

Valve Assembly
1 - Adjusting Valve 2 - Ejector Breather
Form 6277-5
BREATHER REGULATOR
1
2 The crankcase breather regulator assembly (see Figure
2.40-12) automatically performs fine adjustments to
maintain a negative crankcase pressure as the engine
changes speed and load. Maintaining a negative
crankcase pressure is important to prevent oil leaks and
3 vacate harmful vapors, but too much pressure pulls in
environmental dust and dirt. With less load, less vacuum
4 is required to vacate crankcase vapors.
Figure 2.40-9
1 - Butterfly Valve 3 - Adjusting

2 - Hex Nut Capscrew
4 - Breather Tube
1
2
3
4
Figure 2.40-12
Figure 2.40-10 The crankcase breather regulator assembly is
connected to the ejector breather or venturi extractor
1 - Butterfly Valve 3 - Adjusting
Capscrew through a tee and pipe nipple arrangement.
2 - Hex Nut
4 - Breather Tube The breather regulator is above the water manifold in the
center of the crankcase vee.
While the manual crankcase pressure adjustment
procedures represent coarse adjustments to the
breather system, the crankcase vacuum regulator
automatically performs the fine adjustments that are
necessary to compensate for variations in speed and
load. Maintaining a negative crankcase pressure is
important to prevent oil leaks and vacate harmful vapors,
but too much pressure pulls in environmental dust and
dirt.
1 2
With less load, less vacuum is required to vacate
crankcase vapors. When the turbocharger compressor
discharge air is reduced, a floating disc or plate within
the crankcase breather regulator assembly drops down
Figure 2.40-11: 12-Cylinder GL Venturi Extractor / Choke
to restrict the amount of outside air pulled in (see Figure
Valve Assembly 2.40-13).
1 - Choke Valve 2 - Venturi Extractor

On 16-cylinder engines, the crankcase pressure is
adjusted with a vacuum valve that is similar in
appearance to the valve shown in Figure 2.40-7, or a
venturi extractor/choke valve assembly similar to the
one shown in Figure 2.40-11.
Form 6277-5
8 2
1
7
2
Figure 2.40-14: Venturi Assembly – GSI Engines
6
1 - Vacuum Valve 2 - Venturi
3
1 2
5
4
Figure 2.40-13: Breather Regulator Assembly – Current

Style
1 - Rod 5 - Valve Hub

2 - O-Ring (weighted side)
3 - Screen 6 - Valve Plate
4 - Locknut 7 - E-Clip
8 - Housing
With an increase in load, the amount of compressor
discharge air from the turbochargers increases and the
plate within the regulator floats up. More outside air is
Figure 2.40-15: Ejector Breather / Adjusting Valve
sucked in as the plate rises, which allows the breather Assembly – GL Engines
system to draw a greater vacuum.
1 - Ejector Breather 2 - Adjusting Valve
VENTURI EXTRACTOR – GSI/GL ENGINES
Some engines are equipped with a venturi extractor
The crankcase breather system uses exhaust gas (see Figure 2.40-11). The venturi extractor creates a
velocity to create a negative pressure in the crankcase. vacuum at the exhaust pipe connection to draw the
The crankcase vapors are drawn through the oil crankcase vapors from the oil separator(s) into the
separator to the venturi on GSI engines (see Figure exhaust stack.
2.40-14) and ejector breather on GL engines (see Figure
2.40-15). The venturi and ejector breather create a
vacuum to draw the crankcase vapors from the oil
separators into the exhaust stack.
Form 6277-5
CRANKCASE PRESSURE RELIEF VALVES
(OPTION)
! WARNING
The number of pressure relief

valves used on the engine
! depends on the volume of the

crankcase. When using this
option, never operate the engine
without proper number of valves
on the engine. The ability of the
system to function is dependent
upon the proper number of relief
valves.
Some customers may require crankcase pressure relief

valves as a safety precaution, in lieu of the standard oil
pan door (see Figure 2.40-16). The valves open fully
when the pressure in the crankcase exceeds 1 psi (7
kPa) and close tightly and quickly to prevent the inflow
of air after the internal pressure has been relieved. The
possibility of combustion is prevented, since no oxygen
is allowed to enter the crankcase to support new
combustion. The valves do not prevent crankcase
combustion, but only reduce the peak pressures,
thereby minimizing damage.
Figure 2.40-16: Crankcase Pressure Relief Valve

The valve incorporates an internal flame trap to retard
the emission of flame while the valve is venting. The
flame trap is of an oil-wetted wire gauze design. The
cooling capacity of the gauze is doubled when oil-
wetted, a condition effected by the oil mist that normally
exists in the crankcase or by oil spray from the
connecting rod bearings. The valve incorporates the
flame trap as a single unit and the O-ring construction
eliminates oil leakage.
Form 6277-5
SECTION 2.45
PRELUBE AND STARTING SYSTEM DESCRIPTION
PRELUBE AND STARTING SYSTEM

COMPONENTS
PRELUBE SYSTEM
• Prelube Pushbutton Valve
• Pilot-Operated Prelube Valve
• In-line Lubricator
• Prelube Pump/Motor
• Oil Pressure Gauge (customer-supplied)
START SYSTEM
• Start Pushbutton Valve
• Pilot-Operated Starter Pre-engage Valve/Starter
Motor (Customer-Supplied)
• Pilot-Operated Prechamber Gas Valve (GL Engine)
• Prechamber Gas Safety Shutdown Valve (GL Engine)
NOTE: The main air/gas supply has branch lines
(customer supplied) leading to the pilot operated
prelube valve, the pilot operated starter pre-engage
valve(s) and the pilot operated starter valve(s).
PRELUBE SYSTEM
PRELUBE PUSHBUTTON VALVE
The PRELUBE pushbutton valve activates the prelube
system (see Figure 2.45-1). The prelube system
circulates oil through the engine and turbocharger(s) to
provide the engine adequate lubrication during start-up.
Form 6277-5
1 2
Figure 2.45-1
1 - START 2 - PRELUBE
2
1
DEL
SUP
EXH
Figure 2.45-2: Prelube / Start Pushbutton Valves
1 - Prelube/Start Pilot 3 - Vent Air/Gas

Air/Gas Delivery Exhaust Outlet Port
Port (male elbow) (tee or male elbow)
2 - Air/Gas Supply Inlet 4 - Pushbutton
Port (tee or male
elbow)
The ports of the three-way prelube pushbutton valve
(see Figure 2.45-2) are stamped “SUP(PLY),”
“EXH(AUST)” and “DEL(IVERY).” The air/gas supply
from the bulkhead is connected to the normally closed
“SUP(PLY)” port of the pushbutton valve. The normally
open port of the valve, stamped “EXH(AUST),” vents the
downstream side when the pushbutton valve is not
depressed. The vented air/gas supply is directed back
to the bulkhead via the vent tube.
Form 6277-5
Depressing the prelube pushbutton causes the
! WARNING
“EXH(AUST)” port to close as the “DEL(IVERY)” port is
opened. The pilot air pressure is directed back to the
From the bulkhead, all gas bulkhead (via the prelube tube) where it passes to the
vented from the system must be pilot operated prelube valve.
codes.
PILOT-OPERATED PRELUBE VALVE
2
1
3
13
12 4
14 7
15 11
10
9 8
Figure 2.45-3: Pilot-Operated Prelube Valve Connections
1 - Branch of Main Air/Gas Supply 9 - Tube Clip (to gear housing)

2 - Pilot Air/Gas Supply (from prelube pushbutton valve) 10 - Tube Brace (to left bank lifting eye mounting pad)
3 - Union Elbow Tube Fitting 11 - Union Elbow Tube Fitting
4 - Tube Clips to Left Bank Exhaust Manifold Sections 12 - Vee-Mounted Prelube Tube
(cylinder No. 6, No. 3 and No. 1) 13 - Bulkhead
5 - Air/Gas Exhaust (customer connection) 14 - Air Valve Bracket
6 - Prelube Motor (front left) 15 - Pilot-Operated Prelube Valve (rear right)
7 - In-Line Lubricator
8 - Prelube Motor Bracket
The pilot-operated prelube valve opens to admit air from
a branch of the main air/gas supply line, which turns the
prelube pump air motor to activate the prelube pump
Form 6277-5
INLINE LUBRICATOR
2
! WARNING
1
If high-pressure gas is used to
drive the air/gas prelube pump
motor, be sure to vent the motor
exhaust to a safe area in 3
codes.
4
The in-line lubricator injects oil into a stream of 5

compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated Figure 2.45-5: 12-Cylinder Inline Lubricator, Prelube
prelube pump motor (see Figure 2.45-4). Pump and Motor
1 - Prelube Pump 4 - Air/Gas Vent

2 3 2 - Air/Gas Inlet (customer
3 - Inline Lubricator connection)
5 - Prelube Motor
4
1
7
6
Figure 2.45-4
1 - Prelube Pump 5 - Air/Gas Vent

2 - Mounting Bracket (customer
3 - Air/Gas Inlet connection)
4 - In-Line Lubricator 6 - Prelube Motor
7 - To Oil Pump
The in-line lubricator (see Figure 2.45-5 and Figure
2.45-6) provides the prelube motor with lubrication
during the starting sequence.
Figure 2.45-6: Inline Lubricator
PRELUBE PUMP / MOTOR

The function of the prelube pump/motor is to purge the
lubrication system of air and to ensure that all moving
parts are properly lubricated before the engine is started.
Form 6277-5
The ports of the three-way start pushbutton valve (see
NOTICE Figure 2.45-2) are stamped “SUP(PLY),” “EXH(AUST)”
Oil drains back into the oil sump after engine and “DEL(IVERY).” The air/gas supply from the
shutdown, leaving a minimal amount of oil at key wear bulkhead (see Figure 2.45-10 and Figure 2.45-11) is
points. Since the crankshaft starts to turn before the connected to the normally closed “SUP(PLY)” port of the
oil pump begins to circulate oil, “dry” starts result in pushbutton valve. The normally open port of the valve,
bearing damage and an accelerated wear rate. stamped “EXH(AUST),” vents the downstream side
when the pushbutton valve is not depressed. The vented
air/gas supply is directed back to the bulkhead via the
The prelube pump and motor (see Figure 2.45-7) vent tube.
circulate the oil through the engine when the PRELUBE
pushbutton is pressed. ! WARNING

1 vented from the system must be
codes.
Depressing the start pushbutton causes the

“EXH(AUST)” port to close as the “DEL(IVERY)” port is
opened. The pilot air pressure is directed back to the
2
bulkhead (via the start tube) where it passes to the pilot
3 operated starter pre-engage valve.
Figure 2.45-7
PILOT-OPERATED STARTER PRE-ENGAGE
VALVE / STARTER MOTOR – CUSTOMER-
1 - Prelube Pump 3 - Prelube Motor SUPPLIED
2 - Inline Lubricator
The pilot-operated starter pre-engage valve opens to
admit air from a branch of the main air/gas supply line.
OIL PRESSURE GAUGE The air/gas pressure causes the starter pinion to shift
When the lubrication system is properly primed, into engagement with the flywheel ring gear. Movement
pressure begins to register on the lube oil pressure of the pinion to the engage position opens a passageway
gauge. Generally, about 30 seconds prelube is for air pressure to pass through to the pilot operated
recommended before the engine is cranked. More time starter valve(s). The pilot-operated starter valve(s) open
may be required after the oil filter is serviced or if the oil to admit air from another branch of the main air/gas
cooler has been drained. supply line, which activates the starter motor to crank the
engine. See Table 1.15-11 P/N 208569D Air Valves Inlet
NOTE: For more information on the prelube system, Pressures and Pilot Pressures to Shift on page 1.15-24
see LUBRICATION SYSTEM DESCRIPTION on page for specifications.
2.30-1.
On dual starter arrangements, the pre-engage
connections are in series, so that the pinions of both
START SYSTEM starters are engaged with the ring gear before the pilot
operated valves admit air to the starter motors.
START PUSHBUTTON VALVE
NOTE: Pilot pressure must be sufficient in order for the
The START pushbutton valve activates the starter motor
valve to function pilot operated prelube valve and pilot
system (see Figure 2.45-1). On air/gas starter systems,
operated prechamber gas valve.
the START pushbutton valve activates a series of valves
that allow air/gas pressure to activate the air/gas starter
motor. On electric start systems, an additional solenoid
is added to the system to replace the signal normally
provided by air/gas pressure.
Form 6277-5
PILOT-OPERATED PRECHAMBER GAS VALVE – GL
ENGINE 1 2 3 4
Enroute to the starter pre-engage valve, the air/gas
supply passes through a tee fitting (just in front of the
lube oil strainer) where a portion is diverted to the pilot-
operated prechamber gas valve. Before reaching the
gas valve, the pilot pressure passes through an orifice
check valve, air/gas plenum (volume tank) and shuttle
valve. When the pilot pressure opens the prechamber
gas valve, a line off the 99 regulator gas inlet pipe tee
admits high-pressure gas to the prechamber fuel
regulator. The orifice check valve and air/gas plenum act
as a pneumatic timer to retard the blow down of pilot
pressure when the start pushbutton is released.
5
PRECHAMBER GAS SAFETY SHUTDOWN VALVE –
GL ENGINE
Figure 2.45-8
The prechamber gas safety shutdown valve admits
downstream gas pressure to the opposite side of the 1 - Pilot Inlet Port 4 - Pilot Inlet Port (pilot
(downstream gas supply from air/gas
shuttle valve once engine lube oil pressure reaches or
from prechamber plenum)
exceeds 20 psi (139 kPa). When the pressure in the air/ gas safety 5 - Pilot Outlet Port (to
gas plenum bleeds down, the shuttle valve shifts shutdown valve) pilot-operated
position and the downstream gas pressure holds the 2 - Viton Seal prechamber GA
pilot gas valve open (see Figure 2.45-8). The time delay 3 - Stainless-Steel Ball valve)
provided by the check valve and air/gas plenum keeps
pilot pressure on the gas valve long enough for lube oil If the engine stops, loss of engine lube oil pressure
pressure to rise and shift the shuttle valve. Lube oil automatically causes the prechamber gas safety
pressure continues to admit gas to the prechamber shutdown valve to stop the flow of downstream gas to
regulator as long as the engine is running. the prechamber gas valve, which effectively shuts off the
supply of high-pressure gas to the prechamber
regulator. If the engine fails to start, insufficient lube oil
pressure prevents the downstream gas from passing to
the prechamber gas valve, so the gas supply shuts off
as soon as the pilot pressure in the air/gas plenum is
exhausted. In both cases, any gas in the downstream
line passes to the vent tube (from the exhaust port of the
prechamber gas safety shutdown valve) and is
exhausted at the customer’s bulkhead connection.
Form 6277-5
CONTROLS LUBRICATION
SYSTEM
PRE--LUBE PUMP
SOLENOID VALVES AIR LINE LUBRICATOR
FOR AUTOMATIC OR REMOTE ELECTRIC CONTROLS
(WITHOUT PNEUMATIC CONTROL PANEL)
PRE--LUBE START
(ALLENAIR) (MAC) CHECK
VALVE
NOTES:
1. SYMBOLS CONFORM TO ANSI Y32--10 B A 2 1
STANDARD.
2. ALL SYMBOLS ARE SHOWN IN A C 3 “Y” STRAINER

DE--ENERGIZED STATE. ENGINE
3 HEAVY PHANTOM LINES INDICATE

PILOT LINES FOR DUAL START.
STRAINER MAIN LUBE
OIL PUMP
4. EQUIPMENT FURNISHED BY W.E.D. AS
OPTIONAL PRICE CODE ITEMS ARE
INDICATED BY PHANTOM LINES. ENGINE LUBE OIL HEADER
CHECK
VALVE
STRAINER OIL COOLER

FILTER
START
SUPPLY
A PILOT OPERATED PRELUBE
VALVE (SHRADER)
PRE--LUBE
*E P 0.375--18 NPT AIR SUPPLY WHEN
2.45-7
AIR STARTER IS NOT SUPPLIED
BY W.E.D.
PILOT OPERATED VALVE PRECHAMBER START SIGNAL

PRE--ENGAGED PORTS FOR GL ENGINES
P
3 PILOT OPERATED A
VALVE (STARTER) E
RESERVOIR RESERVOIR
OUT
*
IN IN OUT
ONE SHOT
“Y” STRAINER “Y” STRAINER LUBRICATOR
PRE--ENGAGED PRE--ENGAGED
AIR STARTER AIR STARTER
ONE SHOT AIR SUPPLY 1.500--11 NPT
LUBRICATOR 60 TO 150 PSI STD. AIR EXHAUST
Figure 2.45-9: Schematic – Pneumatic Control System for Air Only Start and Prelube – G/GSI Engines
AIR EXHAUST 2.50--8 NPT
2.50--8 NPT
PNEUMATIC
START

Form 6277-5
CONTROLS LUBRICATION
SYSTEM
PRE--LUBE PUMP
AIR LINE LUBRICATOR
PNEUMATIC PILOT VALVES

PRE--LUBE START CHECK
VALVE
“Y” STRAINER
ENGINE
STRAINER MAIN LUBE

OIL PUMP
ENGINE LUBE OIL HEADER

CHECK
VALVE
STRAINER OIL COOLER

FILTER
PILOT OPERATED PRELUBE

VALVE (SHRADER)
* .375 -- 18 NPSF
2.45-8
VENT SUPPLY START PRE--LUBE

6
CUSTOMER:
AIR/GAS VENT
CONNECTION
PILOT OPERATED
PRE--ENGAGE VALVE
4
NOTES:
PILOT OPERATED
VALVE (STARTER) 1. SYSTE M FOR USE WITH AIR/GAS
RESERVOIR RESERVOIR 2. SYMBOLS COMFORM TO ANSI 32 --10

STANDARD.
INDICATED BY PHANTOM LINES.
OUT
*
IN IN OUT HEAVY PHANTOM LINES INDICATE
4
ONE SHOT
“Y” STRAINER “Y” STRAINER LUBRICATOR
5. ALL SYMBOLS ARE SHOWN IN A
DE--ENERGIZED STATE.
PRE--ENGAGED PRE--ENGAGED
AIR/GAS STARTER AIR/GAS STARTER 2.50--8 NPT SEE SD 6143 -- 49 FOR CUSTOMER
6
ONE SHOT CONNECTIONS LOCATION
CUSTOMERS SUPPLY
LUBRICATOR 2.50--8 NPT 1.500 -- 11 NRT. CONNECTIONS 6
Figure 2.45-10: Schematic – Pneumatic Control System for Air / Gas Start and Prelube – G/GSI Engines
60 TO 150 PSI AIR/GAS STD.
6 PNEUMATIC
6 START

Form 6277-5
NOTES: CONTROLS LUBRICATION
1. SYMBOLS CONFORM TO ANSI 32--10 SYSTEM
STANDARD.
CUSTOMER VENT CONNECTION MUST PUSH BUTTON VALVES 2

2 BE PIPED TO MEET APPLICABLE 0.38--18 NPT
PRE--LUBE START
CODES. LINE LUBRICATOR PRE--LUBE PUMP
INDICATED BY PHANTOM LINES.
CHECK
VALVE
4. ALL COMPONENTS FURNISHED BY
W.E.D. ARE COMPATIBLE FOR USE
WITH NON--CORROSIVE COMBUSTIBLE
GAS. EXCEPT AS NOTED.
5. ALL SYMBOLS ARE SHOWN IN A “Y” STRAINER

DE--ENERGIZED STATE. ENGINE
6 HEAVY PHANTOM LINES INDICATE

STRAINER MAIN LUBE
OIL PUMP
7. ALL EQUIPMENT FURNISHED BY W.E.D.
IS ENGINE MOUNTED UNLESS ENGINE LUBE OIL GALLERY
OTHERWISE SPECIFIED. CHECK
VALVE
8 TUBING AND PIPING FURNISHED BY
CUSTOMER, INDICATED BY:
STRAINER OIL COOLER
FILTER
CUSTOMER CONNECTIONS WHEN AIR
9 STARTER IS NOT SUPPLIED BY W.E.D. SUPPLY START PRE--LUBE VENT PILOT OPERATED
12 CYLINDER 0.25 DIA. TUBE CONNECTION VALVE (PRE--LUBE)
0.375--18 NPT AIR SUPPLY WHEN
2.45-9
AIR STARTER IS NOT SUPPLIED
9 2 9 BY W.E.D.
PILOT OPERATED VALVE

2 .38--18 NPT PRE--ENGAGED PORTS TO PRECHAMBER
ENGINE OIL PRESSURE
6 20 PSI MANIFOLD
PILOT OPERATED
VALVE (STARTER)
SAFETY SHUT--DOWN
RESERVOIR RESERVOIR PILOT OPERATED VALVE
ORIFICE
CHECK VALVE PRECHAMBER
PILOT OPERATED
ONE SHOT VALVE
LUBRICATOR
“Y” STRAINER “Y” STRAINER VOLUME CHAMBER
PRE--ENGAGED TYPE PRE--ENGAGED TYPE

AIR/GAS STARTER AIR/GAS STARTER SHUTTLE
ONE SHOT VALVE FUEL
FUEL IN (GAS)
LUBRICATOR
2.50--8 NPT 2 2 2.50--8 NPT
Figure 2.45-11: Schematic – Pneumatic Control System for Air / Gas Start and Prelube – GL Engine
SHUT--OFF VALVE CUSTOMERS SUPPLY 1.500--11 NPT CONNECTIONS 8
(CUSTOMER SUPPLIED) 60 TO 150 PSI STD. AIR/GAS
PNEUMATIC LEAN COMBUSTION

START PRECHAMBER FUEL VALVE

Form 6277-5
STARTER MOTOR – AIR / GAS

The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear and
activates the starter motor (see Figure 2.45-12) to crank
the engine. A lubrication reservoir provides lubrication to
the air/gas starter during the starting sequence.
Figure 2.45-12
1 - Reservoir 2 - Air/Gas Starter
STARTER MOTOR – ELECTRIC START

This system functions in much the same way as the
air/gas starting system with the difference being the use
of electric starting motors (see Figure 2.45-13). An
additional solenoid is added to the system to replace the
signal normally provided by air/gas pressure.
Figure 2.45-13
Form 6277-5
SECTION 2.50
ENGINE PROTECTION SHUTDOWN SYSTEM DESCRIPTION
ENGINE PROTECTION SHUTDOWN

SYSTEM DESCRIPTION OPTIONS 1 2
The control switches that make up the engine protection
shutdown system must be supplied by the customer.
Waukesha provides the following:
• Sensors and Thermocouples
• Thermocouple Junction Box
• Manual Shutdown Switches
4
! WARNING
Switches for alarms and 3
!
automatic engine shutdown
must be supplied by the
customer. The sensors
provided are for measuring and
Figure 2.50-1: 12-Cylinder Lube Oil Inlet Temperature
monitoring temperatures and
Sensor
WILL NOT shut the engine down
if potentially harmful 1 - Sensor Cable 3 - Lube Oil Strainer
temperatures are reached. 2 - Strainer Adapter 4 - Temperature
Sensor
NOTE: The customer-supplied control switches must

be incorporated into the remote engine control panel
logic.
K-TYPE THERMOCOUPLES
Thermocouples are used to measure lube oil (see
Figure 2.50-1), jacket water (see Figure 2.50-2) and
intake manifold (left and right bank on Vee engines) air
temperature (see Figure 2.50-4). These thermocouples
are wired through the thermocouple junction box to a
remote-mounted instrument panel (customer-supplied
or as a Waukesha option). Additional thermocouples Figure 2.50-2: 12-Cylinder Jacket Water Temperature
(see Figure 2.50-3 and Figure 2.50-5) are used to Sensor
measure exhaust temperature and turbine inlet
temperature.
Form 6277-5
2 3
1
13 4
12 9 7 5 3 1
10 5
14
11 10 8 6 4 2
6
8 14 13 12 11 10 98 7 6 54 32 1
7
Figure 2.50-3: 12-Cylinder Exhaust Thermocouples Arrangement
1 - Turbo Exhaust Inlet Elbow 6 - Thermocouple Conduit

2 - Left Bank 7 - Right Bank
3 - Exhaust Manifold Section 8 - Thermocouple Leads
4 - Exhaust Thermocouple 9 - Retaining Clip
5 - Front 10 - Rear
1 2
Figure 2.50-5: 12-Cylinder Exhaust Thermocouple –

Rear Left
Figure 2.50-4: 12-Cylinder Intake Manifold Temperature 1 - Exhaust Manifold 3 - Thermocouple
Sensor End Section
NOTE: Intake manifold temperature sensors are 2 - Thermocouple
Lead
located behind each manifold inlet adapter assembly
below the intake manifolds.
Form 6277-5
Additional K-Type thermocouples that may be found on THERMOCOUPLE JUNCTION BOX
the engine are:
The function of the thermocouple junction box (see
• Thermocouples used to monitor the main bearing Figure 2.50-7) is to serve as the main junction point for
temperatures (see Figure 2.50-6). All thermocouples the wiring of engine protection shutdowns.
end at the thermocouple junction box when shipped.
It is the customer’s responsibility to connect the wiring
to the remote-mounted instrument panel. Main 2
bearing sensor logic must be supplied by the
customer.
Figure 2.50-7
1 - Thermocouple 2 - Governor Speed

Junction Box Control Lever
Figure 2.50-6: 12-Cylinder Main Bearing Temperature
Thermocouples
MANUAL SPEED CONTROL LEVER AND
• Thermocouple used to monitor oil sump temperature GOVERNOR SPEED CONTROL LEVER
• Oxygen sensors mounted in the exhaust system
! WARNING
• Detonation sensors (one for each cylinder) are used
to detect detonation in the combustion chambers. See
IGNITION SYSTEM DESCRIPTION on page 2.10-1 Always ensure that the fuel gas
for information concerning the detonation sensors. valve(s) are closed after engine
shutdown.
• Thermocouples for the compressor system
All engines have manual shutdown levers located on the

right side carburetor (see Figure 2.50-8) and may also
have a governor speed control lever on the governor
(see Figure 2.50-7). These levers will return the engine
to idle speed. Under some conditions, the engine may
shut down completely when using these levers. After the
engine reaches idle speed, close the fuel gas valves to
completely shut down the engine. Always shut down the
fuel gas supply after the engine is shutdown.
Form 6277-5
E-Stop button(s) are located on the left and right sides
of the 12-cylinder engines (see Figure 2.50-9 and Figure
2.50-10).
Figure 2.50-8 Figure 2.50-9: 12-Cylinder E-stop – Right Side
1 - Governor Rod 2 - Manual Speed

Control Lever
EMERGENCY STOP (E-STOP) BUTTON(S)

NOTE: Routine gas engine shutdown is performed
through the engine control panel (control panel is either
Waukesha, packager or customer supplied).
NOTE: CSA-equipped engines E-STOP button is
located on a separate sealed box. Figure 2.50-10: 12-Cylinder E-Stop – Left Side
! WARNING The E-STOP button is located on the right side on the 6-

cylinder engine (see Figure 2.50-11).
Allow the engine to cool for at
!
least 10 minutes after the engine
is stopped. Do not restart an
overheated engine or an engine
that has been shutdown by the
engine protection system until
the reason for the shutdown has
been determined and corrected.
Always ensure that the fuel gas
valve(s) are closed after engine
shutdown.
Always apply your company’s

Figure 2.50-11: 6-Cylinder CSA E-Stop
!
lock-out/tag-out procedure to
prevent accidental starting of NOTE: The emergency shutdown button should be
the engine once the engine is pulled out (OFF position) at all times, unless an
shutdown. The only exception is emergency situation occurs that requires the immediate
if the engine is in a “Stand-by” shutdown of the engine.
mode.
When an E-stop button is pressed, the engine performs
an emergency stop see EMERGENCY SHUTDOWN on
page 3.00-8.).
Form 6277-5
IGNITION SWITCH DETONATION SENSING MODULE AND SENSORS
On 16-cylinder engines, the engine may be shut down ! WARNING
by turning the ignition switch, located on the control
panel, to the OFF position (see Figure 2.50-12). Always
shut down the fuel gas supply after engine shutdown. For maximum engine
!
protection, the DSM system
must be connected to a safety
shutdown. The DSM system is
considered a safety system and,
as such, must be connected to
shutdown the engine if the
engine cannot be brought out of
detonation.
The DSM module is equipped with several features to

include:
Figure 2.50-12: 16-Cylinder Control Panel

• “Power”, “Alarm” and “Shutdown” lights (LED display)
on the front panel of the DSM module (see Figure
CUSTOMER-SUPPLIED CONTROL SWITCHES 2.50-13 and Figure 2.50-14)
• A liquid crystal display (LCD) located inside the DSM
Control switches must be supplied by the customer.
module which continually shows the current status of
Control switches must include, but are not limited to, low
the system through diagnostic codes (see Figure
oil pressure, high coolant temperature, high lube oil
2.50-15)
temperature, high intake manifold air temperature and
an overspeed switch. Switches should be wired to an • The capability to drive remote alarms or lights
alarm to warn of high temperatures and low pressure, as
well as provide for automatic engine shutdown if
potentially harmful temperatures, pressure or
overspeed conditions exist.
PRESSURE AND TEMPERATURE SWITCH

CALIBRATION
Calibrating and testing pressure and temperature
switches should be performed by qualified service
technicians every 90 days. 1
2
Figure 2.50-13
1 - Ignition Module 2 - DSM Module
Form 6277-5
One detonation sensor per cylinder is installed just
below the intake manifold (see Figure 2.50-16). These
2 sensors send their signals back to the DSM module.
1 3
See latest edition of Form 6278, Custom Engine Control
Detonation Sensing Module Installation Operation &
Maintenance Manual.
Figure 2.50-14
1 - “Power” 3 - “Shutdown”
Figure 2.50-16
2 - “Alarm”
P1B P1A
91
ALARM +24V
SHUTDOWN +24V
GND
SENSOR 01
GND
SENSOR 02
SENSOR 03
SENSOR 04 PWR LVL
SELECTOR
SENSOR 05
CLOCK
SENSOR 06
RESET
SENSOR 07
.5 DEG
SENSOR 08
ELEC EN
SENSOR 09 DATA 5
SENSOR 10 DATA 4
SENSOR 11 DATA 3
SENSOR 12 DATA 2
SENSOR 13 DATA 1
SENSOR 14 DATA 0
SENSOR 15 VSS
SENSOR 16 MANUAL
Figure 2.50-15: Detonation Sensing Module LCD Display

(Inside)
Form 6277-5
ENGINE START-UP AND SHUTDOWN
SECTION 3.00
PRESTART INSPECTION
! WARNING
Be sure that the clutch, circuit

breaker or other main power
transmission device is
disconnected.
1. Inspect the entire cooling system to verify that all

control valves are properly opened and that all drain
cocks are completely closed.
! WARNING
Figure 3.00-1: 12-Cylinder Engine Guards
5. On 6- and 12-cylinder engines, check air cleaner
Slowly loosen the air bleed
restriction indicator. If indicator shows red, clean
petcock to relieve any excess
pre-cleaner and/or air cleaner elements (see Figure
pressure.
3.00-2). Sixteen-cylinder engines have indicator
gauges that are checked while the engine is running.
Always wear protective clothing

when bleeding the cooling
system on a heated engine.
2. Check the coolant level; add coolant when

necessary. If coolant is needed, open the cooling
system air vents to allow trapped air to escape.
3. Check for lube oil and/or coolant leaks.
4. Verify that all protective guards and shields on both
the engine (see Figure 3.00-1) and the driven
equipment are secure. Remove tools, rags, fittings
or any other objects that may get caught by rotating
parts.
Form 6277-5
7. Check the crankcase oil level daily before the engine
is started. The blade of the dipstick is marked “LOW”
and “FULL” (see Figure 3.00-4). Always maintain the
oil level at the “FULL” mark. Both marks on the
dipstick are “static lines.” The dipstick does not
indicate where the level of the oil should be when the
engine is running.
2 LOW FULL
Figure 3.00-2: 6-Cylinder Air Restriction Indicator / Filter
1 - Air Cleaner 2 - Air Restriction Figure 3.00-4: Dipstick O-Ring

Indicator
! WARNING 2
Make certain barring device is 1

disengaged from flywheel prior
to starting engine. Remove all
wrenches from the barring
device before engaging starter.
6. Turn the engine with the barring device over two

revolutions in a counterclockwise direction to verify C
that nothing interferes with its rotation (see Figure

O M
M
A
P
X
3.00-3).
E
N
S
A
T M
I I
O
N
N
Figure 3.00-3: 12-Cylinder Engine Barring Device
Figure 3.00-5: Woodward UG-8L Governor
1 - Sight Glass 3 - Compensation

2 - Oil Filler Cup Pointer
4 - Oil Drain Plug
Form 6277-5
8. Check UG-8 governor oil level in sight glass (see
Figure 3.00-5).
1 2
9. Examine the engine foundation for condition of
grout, tightness of hold-down capscrews and
general alignment of driven equipment.
ENGINE START-UP PROCEDURES

! CAUTION
Paint on high-temperature 3
exhaust components will
thermally decompose as the
exhaust system comes up to Figure 3.00-6: 12-Cylinder Control Panel
operating temperature.
Decomposition products may 1 - START 3 - E-Stop
include the following 2 - PRELUBE
substances.
• Carbon dioxide
• Carbon monoxide 1
• Nitrogen oxides 2
• Sulfur oxides
• Halogenated compounds
• Metal oxide(s)
Avoid exposure to paint
decomposition products and
provide sufficient ventilation 3
until the state of the paint on the
exhaust system has stabilized. Figure 3.00-7: 16-Cylinder Control Panel
1 - PRELUBE 3 - START
1. Reset all engine protection switches and devices. 2 - IGNITION
2. Press and hold down the PRELUBE button for 5 3. Place the manual speed control lever in the OPEN
minutes to operate the prelube motor (see Figure position (see Figure 3.00-8, Figure 3.00-9 and
3.00-6 and Figure 3.00-7). Check the lube oil Figure 3.00-10).
pressure gauge for a minimum of 5 psi (35 kPa).
Figure 3.00-8: 6-Cylinder GSI Manual Speed Control

Lever
Form 6277-5
Figure 3.00-9: 12-Cylinder GL Manual Speed Control

Lever
Figure 3.00-11: 12-Cylinder Governor Speed Control

Lever

Lever
4. Place the governor speed control lever or dial
(SYNCHRONIZER) to 1/3 open position (see Figure
3.00-11 and Figure 3.00-12).

Lever
5. Open the fuel shutoff valve(s) (see Figure 3.00-13).
Form 6277-5
9. Warm the engine by running with little or no load until
the oil pressure is normal and the coolant
1
temperature reaches 100°F (38°C). See Table
1.15-6 VHP Series Two Engine Specifications on
page 1.15-20 for operating pressures and
temperatures.
10. Gradually apply load to avoid overloading the
engine.
NOTE: Engines that are required to start at
temperatures below 50°F (10°C) should be equipped
with both an oil and coolant heater. These devices allow
the engine to be started with the proper oil flow. If the
heaters are manually controlled, allow the engine to
2 become warm enough for normal starting.
3
ENGINE DURING OPERATION CHECKS
NOTICE
Figure 3.00-13: Customer-Supplied Fuel Shutoff Valve
Stop the engine immediately if the oil pressure is low
1 - Manual Disconnect 3 - Vent Plug
or fluctuating.
Knob
2 - Latching Knob
6. On 6- and 12-cylinder engines, make sure that the 1. Observe and record the normal operating readings
E-Stop buttons are pulled out (see Figure 3.00-6). for oil pressure, oil temperature and coolant
On 16-cylinder engines turn the ignition switch to the temperature on the engine instrument panel (see
ON position (see Figure 3.00-7). Figure 3.00-14) or optional remote instrument panel
(see Figure 3.00-15). See Table 1.15-6 VHP Series
7. Press the START button until engine starts (see
Two Engine Specifications on page 1.15-20 for
Figure 3.00-6 and Figure 3.00-7).
operating pressures and temperatures.
8. Check for oil pressure as soon as the engine starts.
See Table 1.15-6 VHP Series Two Engine
Specifications on page 1.15-20 for operating
pressures.
NOTICE
If the lube oil pressure gauge does not indicate
sufficient oil pressure within 15 seconds, shut the
engine down immediately. Never operate the engine
without the proper oil pressure indication.
! WARNING Figure 3.00-14: 16-Cylinder Control Panel
Turbocharged engines should

not be idled for extended
! periods. Accumulated carbon

may damage turbocharger. Shut
down and restart when needed.
Form 6277-5
Figure 3.00-17: 16-Cylinder Air Restriction Indicator
1 - Toggle Switch 2 - Air Restriction

Gauge
Figure 3.00-15: Optional Remote Instrument Panel 3. Listen to the engine. Certain problems, such as
occasional misfiring, turbocharger bearing failure or
2. Check the air restriction indicator on the air cleaner water pump problems, may first be noticeable in the
while the engine is running. See AIR INTAKE engine sound.
SYSTEM MAINTENANCE on page 4.15-1 and
clean/replace precleaner and/or air cleaner 4. Visually examine fuel, coolant and lubrication lines
elements if indicator shows red on 6- and 12-cylinder for signs of leaks, damage or corrosion.
engines (see Figure 3.00-16). On 16-cylinder 5. Observe the governor control rod. Engine misfire
engines, check that the air restriction gauge is can be seen as an occasional “twitch” of the control
showing in the green for both the prefilter and final rod.
filter (see Figure 3.00-17). A toggle switch allows the 6. Monitor the DSM module (see Figure 3.00-18) for
operator to select the filter reading desired. The system status. The DSM is equipped with several
toggle switch should be left in the FINAL FILTER features to inform site personnel of system status.
position during engine operation. These features include:
• “Power,” “Alarm” and “Shutdown” lights (LED
display) on the front panel of the DSM module
• A liquid crystal display (LCD) located inside the
DSM module which continually shows the current
1 status of the system through diagnostic codes
• The capability to drive remote alarms or lights
Figure 3.00-16: 12-Cylinder Air Restriction Indicator
1 - Air Restriction 2 - Air Cleaner

Indicator Assembly
Form 6277-5
1 2 3
Figure 3.00-19: IM Diagnostic LEDs

• The green “Power” LED is lit any time power is
applied to the IM. The power LED confirms to the
operator that connection has been made to the IM
Figure 3.00-18: Detonation Sensing Module – Front Panel from the VDC power supply.
1 - “Power” 3 - “Shutdown” • The red “Pickup” LED is lit when there is no Hall-
effect pickup signal being detected by the IM due
2 - “Alarm”
to a failed pickup, an incorrect air gap setting
7. If red “Shutdown” light is illuminated, shut down the and/or incorrect (bad) wiring. The pickup LED will
engine if automatic devices have not already done also be lit when the engine is at rest.
so. Call a Waukesha certified technician for
• The red “Application” LED is lit whenever the IM
assistance.
detects a magnet pattern that does not match the
8. The yellow “Alarm” light illuminates to indicate that application for which the IM Selector Switch is set
sensor output has been lost or disconnected. Call a (6- versus 8-cylinder) or when the incorrect IM
Waukesha certified technician for assistance. model is installed (inline IM model versus vee
NOTE: See latest edition of Form 6268 or Form 6278, engine IM model). Additionally, this LED will light
Custom Engine Control Detonation Sensing Module when the Hall-effect pickup is lost (disconnected
Installation Operation & Maintenance Manual, for or failed), or if a magnet is lost or is very weak. The
information concerning the DSM. application LED will also light when the Selector
Switch is in the “B” position (no application).
NOTE: See latest edition of Form 6253 (previous
production) or Form 6272, (current production) Custom
Engine Control Ignition Module Installation, Operation &
Maintenance Manual, for further information concerning
the IM.
9. Monitor the three diagnostic LEDs on front of the IM
housing: “Power,” “Pickup” and “Application” (see
Figure 3.00-19). These LEDs give operators visual
confirmation on (1) incoming power, (2) Hall-effect
pickup signal and (3) proper application settings
Form 6277-5
ENGINE SHUTDOWN PROCEDURES EMERGENCY SHUTDOWN
ROUTINE SHUTDOWN ! WARNING
! WARNING Allow the engine to cool for at
!
Allow the engine to cool for at is stopped. Do not restart an
overheated engine or an engine
!
is stopped. Do not restart an that has been shutdown by the
overheated engine or an engine engine protection system until
that has been shutdown by the the reason for the shutdown has
engine protection system until been determined and corrected.
the reason for the shutdown has Always ensure that the fuel gas
been determined and corrected. valve(s) are closed after engine
Always ensure that the fuel gas shutdown.
shutdown.
Always apply your company’s
!
Always apply your company’s prevent accidental starting of
the engine once the engine is
!
prevent accidental starting of shutdown. The only exception is
the engine once the engine is if the engine is in a “Stand-by”
shutdown. The only exception is mode.
if the engine is in a “Stand-by”
mode.
In the event of an emergency, the engine may be shut
down by using the E-Stop button(s) (6- and 12-cylinder)
NOTE: Routine gas engine shutdown is performed or ignition switch (16-cylinder). The manual shutdown
through the engine control panel (control panel is either lever or governor speed lever/dial may be used to return
Waukesha, packager or customer supplied). the engine to idle speed. In all cases after engine
shutdown, the fuel shutdown valve(s) must be closed.
1. Gradually reduce engine load.
2. Place the governor speed control lever or dial in idle NOTE: Some governors may not have a speed control
speed position, and allow the engine to idle for 5 lever. The UG-8 dial governor is equipped with a dial
minutes to cool down engine temperatures. speed control.
3. Under normal operation, close the fuel valves to shut
the engine down.
4. Press and hold the PRELUBE button for 5 minutes
to post-lube the engine.
NOTICE
If the engine is being shut down for an extended period
of time, cap the exhaust pipe to prevent moisture or
contaminants from entering the engine.
Form 6277-5
Emergency Shutdown Procedure – 6- and
12-Cylinder Engines
! WARNING
Use an emergency shutdown to
!
stop the engine to avoid
imminent personal injury or
property damage. Never use an
emergency shutdown to stop
the engine under normal
circumstances, as this may
result in unburned fuel in the
exhaust system which could
ignite. Figure 3.00-20: 6-Cylinder GSI Manual Speed Control
Lever
NOTE: Routine gas engine shutdown is performed

through the engine control panel (control panel is either
Waukesha, packager or customer supplied).
Press the E-STOP button to perform an emergency stop.
Emergency Shutdown Procedure – 16-Cylinder

Engines
Shut down the engine by turning the ignition switch
located on the control panel to the OFF position, and
simultaneously close the fuel shutdown valve(s).
Using Manual Shutdown Lever or Governor Speed

Control Lever to Return Engine to Idle Speed
NOTE: Some governors may not have a speed control
lever. The UG-8 dial governor is equipped with a dial
speed control. Figure 3.00-21: 12-Cylinder GL Model Manual Speed
The manual speed control lever (located on the right side Control Lever
carburetor) (see Figure 3.00-20, Figure 3.00-21 and
Figure 3.00-22) or the governor speed control lever or
dial (SYNCHRONIZER) (see Figure 3.00-23) may be
used to return the engine to idle speed. Under some
conditions, the engine may stop. In this case, close the
fuel shutdown valve(s). If the engine does not stop, push
in the E-Stop button(s) on 6- and 12-cylinder engines;
on 16-cylinder engines, turn the ignition switch to the
OFF position and simultaneously close the fuel
shutdown valve(s) to shut down the engine.
Form 6277-5
MAINTENANCE OF STANDBY UNITS

A generator set, or other standby unit, should be
exercised once each week. A record should be
maintained of performance and servicing of both the
engine and driven equipment.
! WARNING
Turbocharged engines should

not be idled for extended
! periods. Accumulated carbon

may damage turbocharger. Shut
down and restart when needed.
Always run the engine long enough to stabilize the oil

and coolant temperatures at the normal operating level
expected under load. Do not operate the engine under
no-load conditions for other than very brief periods.
Loads of at least one-third the normal rated capacity are
recommended. Ordinarily, an exercise run of one to two
hours will be needed.
Lever
Some types of driven equipment cannot be operated
without fairly extensive procedures “to put them on the
line.”
Weekly exercise may have to consist of periods long
enough to check the engine’s ability to crank and start,
or check starting circuitry and safety equipment with the
starter disabled. Special attention must be taken to
prevent internal corrosion, sticking and gumming of fuel
controls, and deteriorated starting batteries.
Arrangements should be made to run the engine and
driven equipment under load at least every 90 days.
ENGINE PERFORMANCE RECORD

Engine operating information, recorded during regular
inspections, is necessary to apply proper routine
maintenance schedules. Accurate records help control
costs by avoiding unnecessary servicing, ensuring
needed servicing and providing “trend” information on
general engine condition. It is recommended to keep a
record of the information listed in ENGINE
PERFORMANCE RECORD on page 4.60-5.

Lever
Form 6277-5
MAINTENANCE
SECTION 4.00
SPEED GOVERNING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair GOVERNOR OIL CHANGE AND FILL (UG-8L
procedures, review SAFETY on page 1.05-1 and GOVERNOR)
RIGGING AND LIFTING ENGINES on page 1.10-1. 1. Place a small oil pan beneath the governor.
2. Remove oil drain plug from governor and allow oil to
GOVERNOR MAINTENANCE drain (see Figure 4.00-2).
Check oil level in sight glass daily (see Figure 4.00-1). 3. Replace oil drain plug.
4. Lift up oil filler cap and slowly add oil until the oil
appears at the line marked on the sight glass.
NOTE: Use the same oil as used in the engine
crankcase.
Figure 4.00-1
Change oil every 8,000 hours. Use the same lubricating
oil used in the engine crankcase.
Form 6277-5
SPEED GOVERNING SYSTEM MAINTENANCE
2 3
2 4
1
WOODWARD
7 6 5
Figure 4.00-3: Governor Rod Assembly

C
O M
M
A
P
E X
N
1 - Governor Rod 5 - Grease Fitting

S
A
T M
I I
3 2 - Governor Rod Jam 6 - Left-Hand Threads

O
N
N
Nut 7 - Right-Hand
3 - Rod End Bearing Threads
Jam Nut
4 - Rod End Bearing
Figure 4.00-2: Woodward UG-8L Governor
1 - Sight Glass 3 - Compensation

2 - Oil Filler Cup Pointer
4 - Oil Drain Plug
GOVERNOR ROD
GOVERNOR ROD INSPECTION AND LUBRICATION
1. Inspect that the jam nuts on both ends of the
governor rod are secure (see Figure 4.00-3).
2. Inspect the governor rod for straightness and
damage.
3. Lubricate the grease fittings on both ends of the
governor rod at each oil change. Clean off any
excess grease.
Form 6277-5
SECTION 4.05
FUEL SYSTEM MAINTENANCE
Before performing any service, maintenance or repair FILTER MAINTENANCE (FISHER

procedures, review SAFETY on page 1.05-1 and REGULATOR)
RIGGING AND LIFTING ENGINES on page 1.10-1.
Clean or replace the filter of the main fuel gas pressure
NOTE: The AFM system is programmed at the engine regulators annually. If clogging is suspected in the
site and is customized for the engine based on site- upstream regulator passages, more frequent cleaning
specific information with a personal computer (PC). See may be required.
latest edition of Form 6286, Custom Engine Control Air/
Fuel Module, for information on the operation and FILTER ELEMENT REMOVAL
programming of the AFM for VHP engines.
! WARNING
FISHER GAS REGULATORS
To ensure a steady fuel supply to the carburetor(s), all Ensure that the fuel source is
engines have one main fuel gas pressure regulator for completely shut off prior to
each bank (see Figure 4.05-1). working on fuel system
components. Clear the engine
The main fuel gas pressure regulator(s) reduce the supply lines and piping of
incoming fuel supply pressure to the carburetor(s). accumulated gas before
NOTE: The actual carburetor inlet fuel pressure will performing any maintenance
depend on the heating value of the fuel. work on the fuel system.
From the main fuel gas pressure regulator(s) the fuel

flows into the carburetor(s) where it is mixed with air to 1. Disconnect the pilot chamber supply tube (see
provide the correct mixture to the combustion chambers. Figure 4.05-2) from body of filter assembly.
Figure 4.05-1
Form 6277-5
FILTER ELEMENT INSTALLATION
1 2
2
3
3
Figure 4.05-2: Fisher 99 Regulator Fuel Gas Filter
1 - Filter Body 3 - Pilot Chamber

Assembly Supply Tube
2 - Filter Head Hex Nut
2. Remove 1-1/8 in. filter head hex nut from pilot
chamber orifice pipe nipple.
3. Remove filter assembly. Disassemble as follows: 4
a. Remove 1-1/8 in. filter head hex nut from filter
body.
b. Remove machine screw securing filter element 5
to filter head.
c. Remove two flat washers and filter element.
CLEANING / INSPECTION / REPLACEMENT

1. Thoroughly wash all parts of filter assembly in a non-
volatile cleaning solution or solvent. Blow dry with
low-pressure compressed air.
2. Inspect filter element for stubborn deposits, peeling
or flaking. Replace as necessary.
Figure 4.05-3: Fisher 99 Regulator Filter
1 - Filter Head Hex Nut 4 - Machine Screw

2 - Filter Element 5 - Filter Body
3 - Flat Washers
1. Reassemble filter assembly as follows (see Figure
4.05-3):
a. Place flat washer on support flange inside filter
head.
b. Center filter element on top of washer.
c. Center second flat washer on top of filter
element.
Form 6277-5
d. Slide machine screw through center of filter
element. Thread screw into filter head.
e. Thread filter head hex nut onto filter body.
2. Thread other end of filter head hex nut onto pilot
chamber orifice pipe nipple.
3. Apply Perma-Lok Heavy Duty Pipe Sealant with
Teflon to threads of fittings and connect pilot
chamber supply tube (see Figure 4.05-2) to body of
filter assembly.
MOONEY GAS REGULATORS

REGULATOR FILTER CLEANING AND INSPECTION
Filter Maintenance
Figure 4.05-4: Filter Housing
The filter element is subject to plugging and must be
inspected and replaced as necessary. The frequency of 2. Inspect filter element and replace if necessary (see
inspection and replacement of the filter element Figure 4.05-5).
depends on severity of service conditions and the length
of time in service.
! WARNING
Before disassembly make sure

the regulator and filter have
been isolated from the process
by closing block valves on the
inlet and outlet sides of the
regulator. Safely release
pressure and process fluid from
body and pilot system. 1 2
Filter Element Removal

1. Depressurize main valve and filter. Remove filter Figure 4.05-5
housing (see Figure 4.05-4).
1 - Filter Element 2 - Filter Housing
3. Remove filter O-ring (see Figure 4.05-6). A paper
clip or other suitable tool can be used. Inspect for
defects and replace if necessary.
Form 6277-5
MOONEY GAS REGULATOR ADJUSTMENTS
The Mooney regulators were designed to track similarly
to the previous Fisher regulator. The gas/air setting and
carburetor adjustments will remain the same as those
used with the Fisher regulator. Mooney regulators
require specific supply pressures depending on engine
model (see Table 4.05-1).
Table 4.05-1: Mooney Regulator Fuel Pressures
RECOMMENDED MAXIMUM NATURAL GAS

NATURAL GAS SUPPLY SUPPLY PRESSURE TO
PRESSURE TO ENGINE- ENGINE-MOUNTED
MOUNTED REGULATOR REGULATOR
24 – 50 psig
75 psig (517 kPa)
(165 – 345 kPa)
Figure 4.05-6: Filter Fitting The gas-over-air (gas/air) adjustment is controlled by
Filter Element Installation adjusting the stem screw and locknut located at the
bottom of the pilot assembly. Turning the stem screw
1. Lubricate O-ring with Parker Super O-Lube (or
clockwise will increase spring tension, increasing the
equivalent non petroleum-based lubricant) and
gas/air. Turning the screw counterclockwise will reduce
install in filter fitting.
spring tension and reduce the gas/air setting. Initial
NOTE: If the filter guide is removed, apply a small setting is a stem length of approximately 2.75 in. (6.98
quantity of Loctite (or equivalent) to the threaded area cm) measured from adjuster housing fitting (see Figure
and screw hand-tight into filter body. 4.05-7).
2. Lubricate threads of filter housing with Lubriplate (or
equivalent petroleum-based lubricant).
3. Place filter element into housing (see Figure A
4.05-4). Screw housing into fitting and tighten to
specifications. See Fuel System in Table
1.15-17 Critical Engine Torque Values on page 1.15-
28 for specific torque values. Do not overtighten
(overtightening an O-ring joint will not improve seal).
Element will guide itself into position regardless of
orientation.
1
Figure 4.05-7: Spring Adjuster Assembly
1 - Adjuster Stem 2 - O-Ring
A = 2.75 in. (6.98 cm)
Form 6277-5
MOONEY GAS REGULATOR MAINTENANCE SCHEDULE
1 2 3
6
12
7
11
10
9
8
Figure 4.05-8: Mooney Inline Regulator – Left Bank
1 - Pilot Inlet (supply) Connection 7 - Main Valve

2 - Fixed Restrictor Orifice 8 - Inlet
3 - Cartridge 9 - Filter
4 - Pilot Outlet Connection 10 - Pilot Loading Connection
5 - Pilot Sense Connection 11 - Pilot
6 - Outlet 12 - Vent
1. Once a year replace seals, O-rings, diaphragms, NOTE: Pilot parts are subject to normal wear and must
and filter element (see Table 4.05-2 and Table be inspected and replaced as necessary. The frequency
4.05-3). of inspection and replacement of parts depends on
2. Inspect and clean fixed restrictor orifice located in severity of service conditions and/or the requirements of
pilot inlet supply connection (see Figure 4.05-8 and local, state and federal regulations. Be certain that the
Figure 4.05-9). Orifice inside diameter is 0.052 in. nameplates are updated to accurately indicate any field
(1.3 mm) (#55 drill). changes in equipment, materials, service conditions or
pressure settings.
Form 6277-5
3. Inspect all other components (replace as needed). MOONEY GAS REGULATOR REPLACEMENT
SERVICE PARTS AND KITS
NOTE: A spare cartridge may be installed and the
regulator returned to service if time is a factor. Make sure
1
the stem O-ring is still in place in the pilot body before
2 installing the new cartridge. If the O-ring was removed,
install a new O-ring over the stem of the cartridge
assembly prior to installing it in the pilot body (see Figure
4.05-10 and Figure 4.05-11).
Figure 4.05-9: Fixed Restrictor Orifice
1 - Inside Diameter 2 - Orifice

0.052 in. (1.3 mm)
Table 4.05-2: Component Assemblies
P/N DESCRIPTION
Figure 4.05-10: Cartridge Assembly
214172 Pilot
489668 Cartridge
214174 Filter 1 2
214171 Main Valve (RB)
214171A Main Valve (LB)
214175 Fixed Restrictor Orifice
Table 4.05-3: Service Part Kits
P/N DESCRIPTION
Pilot Maintenance Kit (Pivot Assembly O-
489669 Ring, Diaphragm, Closing Cap O-Ring,
Adjusting Assembly O-Ring)
4 3
Cartridge Assembly Maintenance Kit
(Bottom Cap O-Ring, Plug and Stem
489667 Assembly, Orifice O-Ring, Lower Body
Insert O-Ring, Upper Body Insert O-Ring, Figure 4.05-11: Stem O-Ring
Stem O-Ring)
1 - Loading 3 - Stem O-Ring
1.5 in. Main Valve Maintenance Kit
489670 2 - Inlet 4 - Outlet
(Diaphragm and Body Seal)
1.5 in. Main Valve Overhaul Kit (Low
489671 Differential Main Spring, Diaphragm,
Throttle Plate, Body Seal)
Type 30A Filter Maintenance Kit (Element
489666
and O-Ring)
Form 6277-5
MOONEY GAS REGULATOR CARTRIDGE
REMOVAL
1. Depressurize pilot and main valve. Unscrew and 1
remove cartridge (see Figure 4.05-10). 2
2. Remove stem O-ring from pilot body using suitable
tool (a paper clip works well). Do not scratch O-ring
groove (see Figure 4.05-11).
NOTE: The loading and inlet ports are interchangeable
with one another.
3. Remove bottom cap from cartridge body and
remove internal parts. Use a heavy paper clip or
0.045 in. (1.14 mm) diameter wire to push out orifice 3
assembly (pilot valve). Do not damage O-ring
sealing surface of body cartridge (see Figure
4.05-12).
Figure 4.05-13
1 - Body Insert 3 - O-Rings

2 - Body Cap
Assembly
1
3. Press stem against hard surface to verify it moves
freely and returns to extended position. Stem should
extend 0.32 in. (8.1 mm) from body insert (see
Figure 4.05-14).
2 1
3 A
Figure 4.05-12
1 - Cartridge Body 3 - Orifice Assembly

2 - Bottom Cap
Assembly 2
CARTRIDGE INSTALLATION
1. Assemble cartridge by placing O-ring on bottom cap;
then install return spring, orifice spring, stem guide,
plug and stem, orifice and O-ring, and backup Figure 4.05-14
washer (see Figure 4.05-15).
1 - Stem 2 - Body Insert
2. Install bottom cap assembly into body insert. Return
spring will force orifice into position as cap assembly A = 0.32 in. (8.1 mm)
is screwed into body insert (see Figure 4.05-13).
Tighten to specifications. See Fuel System in Table
28 for specific torque values.
Form 6277-5
1 - Stem O-Ring 7 - Plug and Stem
1 2 - O-Rings Assembly
3 - Body Insert 8 - Stem Guide
4 - Backup Washer 9 - Return Spring
5 - Orifice O-Ring 10 - Orifice Spring
2 6 - Orifice 11 - O-Ring
12 - Bottom Cap
4. Apply Parker Super O-Lube and slide O-ring onto
stem.
3 5. Verify O-ring is lubricated and in position on stem.
Install cartridge into pilot body and tighten to
specifications. See Fuel System in Table
28 for specific torque values. Do not overtighten
(see Figure 4.05-11 and Figure 4.05-16).
8 EXHAUST GAS ANALYSIS FOR

WAUKESHA ENGINES
9 NOTE: For specific engine adjustments, see the
appropriate fuel system adjustment instruction in
section.
10
A carbon monoxide (CO) analyzer is required when
setting a GSI (rich burn) engine, and, when used with an
11 oxygen (O2) analyzer, provides an even more accurate
method of setting a GSI (rich burn) engine.
An oxygen (O2) analyzer is a mandatory piece of
equipment to ensure correct air/fuel ratio settings on GL
12 (lean burn) engines.
Form 6277-5
ADMISSION VALVE MAINTENANCE – GL

ENGINE
ADMISSION VALVE REMOVAL – GL ENGINE
! WARNING
Ensure that the fuel source is

completely shut off prior to
working on fuel system
components. Clear the engine
supply lines and piping of
accumulated gas before
performing any maintenance
work on the fuel system. Figure 4.05-18: Admission Valve
ADMISSION VALVE DISASSEMBLY – GL ENGINE

NOTE: This procedure applies only to the P/N 211587C
admission valve. See latest edition of Service Bulletin NOTICE
9-2574 for information on previous admission valves.
1. Disconnect the fuel supply tube from the admission Intermixing components with those of other valves is
valve body (see Figure 4.05-17). not permitted. Admission valves (and rebuild kits) are
inspected as assemblies during manufacture.
If a vise is needed to remove the locknut, install a pair
of brass-jaw inserts to avoid damaging the assembly.
1. Remove the locknut from the end of the admission

valve body using a 1/4 in. Allen wrench.
2. Remove the tube assembly. Remove the tube seat.
Strike the admission valve body sharply against a
piece of wood to free the tube and tube seat, if
necessary.
3. Remove the contents of the tube. Remove the spring
and cold poppet from one end. Remove the hot
poppet from the other.
4. Remove and discard the O-ring from the admission
valve body.
ADMISSION VALVE CLEAN AND INSPECT – GL

ENGINE
Figure 4.05-17: GL Admission Valve Location
1. Place the valve in a vise equipped with soft jaws. Use
2. Remove the admission valve from the engine by a 1/4 in. hex socket to loosen and remove the locknut
turning counterclockwise. Remove and discard the from the end from the valve body. Remove the
O-ring from the valve body (see Figure 4.05-18 and internal parts (see Figure 4.05-19).
Figure 4.05-19).
2. Remove any loose carbon using a rag or soft non-
3. Remove the stainless-steel washer at the bottom of metallic bristle brush.
the admission valve bore using the seal remover tool
(P/N 494385) or an O-ring pick. Discard this washer. 3. Boil all parts in a solution of one cup laundry
detergent to one gallon of water for 30 – 45 minutes.
4. After boiling, rinse the parts in cold water and wipe
dry.
Form 6277-5
5. Inspect the threads inside the admission valve body, THREAD LOCATION SIZE
where the locknut threads in, and the threads on the
Inside the admission valve body where
outside of the admission valve body where the valve 9/16-18 NF
the locknut threads in.
will be threaded into the cylinder head. If the threads
are damaged, they may be repaired using the
appropriate tap and die sizes listed in Table 4.05-4.
Table 4.05-4: Thread Sizes
THREAD LOCATION SIZE

Outside of the admission valve body
where the valve will be threaded into 13/16-16 UN-2A
the cylinder head.
1 2 3 4 5 6 7 8 9
10
Figure 4.05-19: Admission Valve Assembly
1 - Stainless-Steel Washer 6 - Cold Poppet

2 - Locknut 7 - Seat
3 - Hot Poppet 8 - O-Ring
4 - Tube 9 - Admission Valve Body
5 - Spring 10 - Service Kit
LOCKNUT REPLACEMENT (P/N 211587 AND P/N
211587A ADMISSION VALVES) 1
1. Measure locknut. The current dimension is 0.504 in.
± 0.005 in. (12.802 mm ± 0.127 mm) (see Figure
4.05-20). 0.504 0.005 in.
2. Discard previous locknut and replace with current 12.802 0.127 mm
locknut P/N 211942 (see Figure 4.05-20).

2
Figure 4.05-20
1 - Current Dimension 2 - Locknut
Form 6277-5
ADMISSION VALVE SERVICE KIT INSTALLATION g. With smaller circumference positioned towards
the cold tube, position seat on top of cold tube.
NOTICE
NOTE: If parts are assembled properly, label on cold
Intermixing components with those of other valves is tube will be inserted into the admission valve body first.
not permitted. Admission valves (and rebuild kits) are h. Holding thumb and forefinger over ends of
inspected as assemblies during manufacture. assembled parts, insert them into admission
valve body from bottom.
NOTE: The parts in the service kit are assembled in the NOTICE
proper order for installation in the valve body (see Figure
4.05-19). The service kit parts may separate after the Do not overtorque the locknut or the tube may be
packaging is removed. If the parts become separated, permanently damaged.
an easy way to identify the hot and cold poppets is to
visually inspect the inside of the poppets (see Figure 2. Use an inch-pound torque wrench and hex socket to
4.05-21). Another way to identify the poppets is to install tighten the locknut to specifications. See Fuel
the spring. The spring will extend farther out of the cold System in Table 1.15-17 Critical Engine Torque
poppet (see Figure 4.05-21). The protrusion on the Values on page 1.15-28 for specific torque values.
spring seat must face the cold tube. The end of the cold
3. Install a new O-ring (P/N 209992) on the admission
tube that is marked with the label is inserted into the
valve body. To prevent tears when the assembly is
admission valve body first. Proper assembly is required.
inserted into the cylinder head admission valve bore,
lubricate the O-ring with Parker Super O-Lube (P/N
475029).
1 2 3
ADMISSION VALVE ASSEMBLY – GL ENGINE
NOTICE
The service kit parts may separate after the packaging
is removed. There are internal differences between
the hot and cold poppets, as well as the hot (flame trap)
Figure 4.05-21: Spring Depth in Cold Poppet
and cold (check valve) sides of the tube. The valve will
1 - Hot Poppet 3 - Cold Poppet not function properly if incorrectly assembled.
2 - Spring Do not mix parts from various admission valves;
1. Hold the valve body upright, with the hex head up, components are in matched sets.
and install the kit parts from below in the following
steps:
NOTE: Before assembling, all parts must be dry and oil-
a. Position hot poppet on level surface with pointed free.
end facing up.
1. Look into both poppets. Note that the bore of the hot
b. Slide black hot tube down over hot poppet. poppet is approximately 1/8 in. deeper than the cold
c. With small round protrusion facing up, slide poppet.
spring seat down into hot tube until raised flange
NOTE: The parts in the service kit are assembled in the
on spring seat contacts upper circumference of
proper order for installation in the valve body (see Figure
hot poppet. Protrusion must face cold tube.
4.05-22). The service kit parts may separate after the
d. Install spring on the small round protrusion on packaging is removed. If the parts become separated,
end of spring seat. an easy way to identify the hot and cold poppets is to
e. Position cold poppet over spring with pointed visually inspect the inside of the poppets (see Figure
end up. 4.05-22). Another way to identify the poppets is to install
the spring. The spring will extend farther out of the cold
f. With label end of cold tube at the top, slide cold
poppet (see Figure 4.05-22). The cold poppet and spring
tube down over cold poppet, spring and spring
are installed in the end of the tube that is marked with the
seat until it contacts raised flange on spring seat.
label. Proper assembly is required.
Form 6277-5
11. Install a new O-ring on the admission valve body. To
1 2 3 prevent tears when the assembly is inserted into the
cylinder head admission valve bore, lubricate the
O-ring with Parker Super O-Lube.
ADMISSION VALVE INSTALLATION – GL ENGINE

1. Clean the washer seat at the bottom of the cylinder
head admission valve bore.
Figure 4.05-22: Spring Seats in Cold Poppets NOTE: Previous production admission valves use a
copper washer.
1 - Hot Poppet 3 - Cold Poppet
2. Install a new stainless-steel washer at the bottom of
2 - Spring the cylinder head admission valve bore (see Figure
2. Install the spring in the open end of the cold poppet 4.05-23).
NOTICE
3. Look into each end of the tube. Note that one end
has a larger diameter counterbore (to fit the tip of the During installation of a P/N 211587C, P/N 211587B,
hot poppet), while the other end of the tube has a P/N 211587A or an upgraded P/N 211587 valve, make
small opening encircled with a lip (spring seat). sure only a stainless-steel washer is used and is
4. Insert the cold poppet (spring end first) into the tube seated flat against the seating surface in the cylinder
until the end of the spring contacts the spring seat. head. If the stainless-steel washer is damaged, fuel
Verify that the tip of the poppet sticks out slightly. leaks will occur.
NOTE: If the entire poppet fits within the tube, then the
wrong (hot) end of the tube has been selected. Fit the
cold poppet into the other end of the tube. 1
5. Install the hot poppet into the opposite end of the
tube. The flat side of the poppet must face toward
the open end of the tube, so that the tip of the poppet
seats inside the counterbore.
6. Hold the tube assembly upright in one hand with the
tip of the cold poppet pointing upward. Use a finger
to keep the hot poppet in the other end of the tube.
7. Place the tube seat over the tip of the cold poppet, 2
so that the lip on the seat fits within the tube ID.
8. With the long hex on top, slide the admission valve
body over the cold poppet end of the tube until the
entire assembly fits easily within the valve body. Figure 4.05-23
9. Finger-tighten the locknut into the end of the 1 - Admission Valve 2 - Stainless-Steel
admission valve body. Washer
NOTICE NOTICE
Do not overtorque the locknut or the tube may be Do not use copper washer P/N 16409 with P/N
permanently damaged. 211587A admission valve or with a P/N 211587 valve
that has been upgraded by machining the locknut. If
10. Use an inch-pound torque wrench and Allen socket the copper washer is used, the new assembly torque
to tighten the locknut to specifications. See Fuel will drive the admission valve through the washer,
System in Table 1.15-17 Critical Engine Torque causing damage.
Values on page 1.15-28 for specific torque values.
3. Install the admission valve in the cylinder head bore.
Form 6277-5
5. Reattach both ends of the prechamber fuel inlet tube
NOTICE on the prechamber manifold and the admission
Do not overtighten the admission valve or the valve valve assembly. Finger-tighten the ferrule nuts. Use
may become damaged. a wrench to tighten the ferrule nuts. Inspect for fuel
leaks.
4. Tighten the valve to specifications. See Fuel
System in Table 1.15-17 Critical Engine Torque
Form 6277-5
FUEL SYSTEM ADJUSTMENT GENERAL

INFORMATION
EXHAUST GAS ANALYSIS FOR WAUKESHA ENGINES
NOTE: For specific engine adjustments, see the appropriate fuel system adjustment instruction section.
1
3
4
2
8
6
7
10
Figure 4.05-24: Exhaust Gas Analyzer Tool Kit Plumbing Schematic
1 - Probe 6 - CO Meter
2 - Exhaust Elbow 7 - Flowmeter
3 - Probe 8 - Oxygen Analyzer
4 - Exhaust Elbow 9 - Water Trap
5 - Optional Temperature Controller and Heated 10 - Flowmeter
Sample Line for Ambient Temperatures Below 32°F
(0°C)
NOTE: Temperature controller and exhaust analyzer available in 110- or 120-volt.
NOTICE
All tubing connections must be leak-free.
Form 6277-5
A carbon monoxide (CO) analyzer is required when High sample temperatures can also be very detrimental
setting a GSI (rich burn) engine and when used with an to good analyzer performance. Common causes of high
oxygen (O2) analyzer, provides an even more accurate temperature are very short sample lines and excessively
method of setting a GSI (rich burn) engine. high sample flow rates. Maintaining 2 SCFH flow makes
it easy to maintain an acceptable temperature.
An oxygen (O2) analyzer is a mandatory piece of
equipment to ensure correct air/fuel ratio settings on GL The following summarizes the requirements of an
(lean burn) engines. acceptable emissions sampling system:
• A filter to separate water (compatible with corrosive
The oxygen analyzer should be capable of measuring
exhaust gases)
oxygen in 0.1% increments up to 25%.
• A flowmeter and/or regulator to control sample
The uses of an exhaust gas analyzer are numerous: pressure and flow to 2 inch-H2O (51 mm-H2O) at 2
• Proper adjustment of GL series engines SCFH
• Troubleshooting engine problems • Sample lines properly designed to prevent
Waukesha has assembled all of the components you excessively hot or cold samples. The sample
need to properly test emissions. They are listed in latest temperature entering the analyzer must be more than
edition of Waukesha Special Tool Catalog Form No. 36°F, but less than 100°F (2°C, but less than 38°C).
393. Contact your Distributor for pricing information. • An analyzer capable of producing reliable and
Figure 4.05-24 shows an emissions sampling system. accurate test results
OXYGEN ANALYZER Careful attention to the preceding recommendations will

give you a sample system ready to measure emissions.
The primary service tool for the Waukesha GL fuel Because of the numerous types of analyzers in use
system is an oxygen analyzer. All GL engine fuel system today, the following operating procedures are
adjustments are made by measuring the oxygen content generalized. In all cases, read and closely follow the
in the exhaust manifold. GL fuel system checking and operator’s manual supplied by the analyzer
adjustment is not possible without an oxygen analyzer. manufacturer.
A number of precautions must be observed to ensure Almost all of the oxygen analyzers in use are designed
accurate test results and to prevent equipment damage. around the fuel cell principle. With the presence of
The analyzer must be protected from water entry, oxygen, a chemical reaction occurs, producing a small
overpressure and high temperature. electrical voltage that is scaled to read in percent of
oxygen. The range of a normal oxygen analyzer is 0 –
Water is a natural by-product of combustion and is 25%. The reason for this range is normal atmosphere
always present in the exhaust system. When the sample contains 20.9% oxygen.
gas is routed out of the exhaust manifold, cooling occurs.
This causes the water vapor to condense. If this Atmosphere is used as the calibration gas for the oxygen
condensate were allowed to enter the analyzer, analyzer. After exposing the sensing cell to surrounding
inaccurate readings and possible analyzer corrosion air, the meter’s span adjustment is set to 20.9% and the
would occur. analyzer is ready to use. The oxygen sensor continually
produces voltage until all available oxygen is consumed.
Overpressure could happen very easily while sampling If this cell was continuously exposed to the surrounding
the GSI or GL engine. The rather high boost pressures atmosphere, cell life would be approximately 6 months.
needed for normal engine operation dictate Sealing the cell from surrounding atmosphere can
correspondingly high exhaust back pressures before the greatly extend cell life during periods of storage. This is
turbocharger. It is not uncommon to see pressures over easily accomplished by connecting the analyzer inlet
30 psi (207 kPa). Pressures in excess of 2 psi (14 kPa) port to its own outlet port, effectively sealing the unit. This
to the analyzer will cause severe analyzer damage and procedure should be followed when the analyzer is not
erroneous readings. To obtain good results, the sample in use.
pressure should be maintained at approximately 2 inch-
H2O (51 mm-H2O) pressure with a flow rate of 2 SCFH.
Form 6277-5
RICH BURN (GSI) NOTE: The Best Economy level of 17:1 air/fuel ratio
may not be obtainable depending upon engine
When setting a VHP GSI Waukesha engine, reference
condition, ignition system capability, load and fuel
is made to finding the lowest intake manifold pressure
quality (detonation resistance).
and turning the carburetor mixture adjustment capscrew
in to increase the pressure or lower the vacuum by 1.5 The Waukesha preferred and most accurate method of
inch-Hg (38 mm-Hg). These two settings are Best Power setting an engine is by the use of exhaust gas analysis.
(BP) and Best Economy (BE) settings. See Figure For example, if an engine is to be set to the Best
4.05-25. Economy setting, the carburetor capscrew is simply
adjusted to obtain the observed oxygen (O2) and carbon
monoxide (CO) readings for the engine model being
used. Figure 4.05-26 shows the relationship between
PRESSURE
GAUGE
0.5, Hg
1.5 inch-Hg percent of oxygen (O2) and carbon monoxide (CO) in the
exhaust and their associated air/fuel ratio.
ATMOSPHERIC (30, HgA) TURBO
Table 4.05-5 indicates typical levels of emissions which
RICH 15. 5:1
B.P.
STOICH.
16.09
17. 0:1
B.E.
LEAN
are attainable by an engine in good operating condition
running on commercial quality natural gas of 90 WKI
AIR/FUEL RATIO value.
Figure 4.05-25: Air/Fuel Ratio Settings

NOTE: Actual air/fuel ratio values will depend on fuel
composition.
Best Power (lowest manifold pressure) 15.5:1

Nominal Catalyst Setting 15.95:1
Best Economy (1.5 inch-Hg [38 mm-Hg]) 17.0:1
Table 4.05-5: VHP Emission Levels
% OBSERVED
CARBURETOR GRAMS/HP-HR MASS VOLUME EXCESS
MODEL DRY
SETTING AFR AFR AIR RATIO
NOx CO NMHC THC CO O2
Lowest Manifold
8.5 32.0 0.35 2.3 1.15 0.30 15.5:1 9.3:1 0.97
(Best Power)
Equal NOx & CO 12.0 12.0 0.35 2.3 0.45 0.30 15.9:1 9.6:1 0.99
G, GSI Catalytic Conv.
13.0 9.0 0.30 0.20 0.38 0.30 15.95:1 9.6:1 0.99
Input (3-way)
Standard (Best
22.0 1.5 0.25 1.5 0.02 1.35 17.0:1 10.2:1 1.06
Economy)
GL Standard 1.5 2.65 1.0 5.5 0.06 9.8 28.0:1 16.8:1 1.74
NOTE: The table above indicates emission levels that are valid for new engines for the duration of the standard
warranty period and are attainable by an engine in good operating condition running on commercial quality natural
gas of 900 BTU/ft3 (35.38 MJ/m3 [25, V (0; 101.325)]) SLHV, WKI value of 91 or higher, 93% methane content by
volume, and at ISO standard conditions. Emissions are based on standard engine timing at WKI value of 91 with an
absolute humidity of 42 grains/lb. See engine-specific WKI Power and Timing curves for standard timing. Unless
otherwise noted, these emission levels can be achieved across the continuous duty speed range and from 75% to
110% of the ISO Standard Power (continuous duty) rating. Contact your local Waukesha representative or
Waukesha’s Sales Engineering Department for emission values which can be obtained on a case-by-case basis for
specific ratings, fuels and site conditions.
Form 6277-5
MOONEY GAS REGULATOR TYPICAL
ADJUSTMENT AND HOOKUP LOCATIONS
The carburetor adjusting screw is located on the
carburetor body and is used during fuel system
CARBON MONOXIDE OXYGEN
adjustment procedure (see Figure 4.05-27).
3
CATALYST SETPOINT A/F = 15.95
DRY VOLUME PERCENT
.38
Figure 4.05-27
STOICHIOMETRIC A/F = 16.09
The main fuel gas regulator external adjustment
0 changes the spring tension in the lower housing.
14 15 16 17 18 19 20 21
The gas-over-air (gas/air) adjustment is controlled by
RICH SPINDT A/F LEAN
adjusting the stem screw and locknut located at the
bottom of the pilot assembly (see Figure 4.05-28).
Figure 4.05-26: Standard Natural Gas Oxygen and Turning the stem screw clockwise will increase spring
Carbon Monoxide tension, increasing the gas/air. Turning the screw
NOTE: This curve plotted for laboratory fuel. Actual air/ counterclockwise will reduce spring tension and reduce
fuel ratio values will depend upon fuel composition, but the gas/air setting.
relationships for CO and O2 will remain constant.
NOTE: Emission levels are given for pre-catalyst
measurements.
These emission levels can be achieved using
commercial quality natural gas fuel across the
continuous duty speed range and from 75% to 110% of
the continuous duty horsepower (ISO Standard Power).
It should be noted that these values are based on
laboratory data. Limited tradeoffs can be made to
change emission levels or fuel economy. Emission
levels for constant speed applications, certified
performance and emission values can be obtained on a
case-by-case basis for specific ratings, fuels and site
conditions. Contact Waukesha’s Sales Engineering
Department or your local Waukesha Distributor.
Form 6277-5
FISHER GAS REGULATOR TYPICAL ADJUSTMENT
AND HOOKUP LOCATIONS
The main fuel gas regulator external adjustment
changes the spring tension in the lower housing (see
Figure 4.05-30).
2
1
6
2
Figure 4.05-28
5
1 - Locknut 2 - Adjusting Screw
3
4
Initial setting is a stem length of approximately 2.75 in.
(6.98 cm) measured from adjuster housing fitting (see
Figure 4.05-7). Figure 4.05-30: Main Fuel Gas Pressure Regulators,
External Adjustment
Water manometer connections on the fuel regulator(s)
are shown in Figure 4.05-29. 1 - Spring Seat 4 - Adjusting
2 - Rubber Seal Capscrew
3 - Closing Cap 5 - Locknut
6 - Dynaseal Washer
Water manometer connections on the fuel regulator(s)
are shown in Figure 4.05-31 and Figure 4.05-32.
Figure 4.05-29
Figure 4.05-31: Water Manometer Connections – Right

Bank
Form 6277-5
RICH BURN APPLICATIONS

NATURALLY ASPIRATED ENGINES WITH IMPCO
MODEL 600 AND 600D CARBURETORS
The following adjustment procedures apply to engines
using 875 – 1,000 BTU/ft3 (34 – 39 MJ/m3) SLHV gas.
NOTE: Before making any fuel mixture or regulator
adjustments on a Vee block engine, both governor-
controlled throttle plates and the hand throttle located in
the carburetors must be balanced. Each pair of butterfly
plates must fully close or open in unison. If adjustments
are required, loosen the capscrews holding the universal
joint discs in the cross-shaft assembly, reposition the
discs and tighten the capscrews. When checking the
carburetor butterfly in the CLOSED position, back off the
idle adjusting capscrew to allow the butterfly plate to fully
close. When the governor goes to full stroke, the
carburetor butterfly plate must not overtravel the wide-
open, straight-up-and-down position. Up to 5° lean
toward closing is acceptable. The results of the above
static adjustments can be observed when the engine is
running by comparing the manifold vacuum between
Figure 4.05-32: Water Manometer Connections – Left banks. Readjust the idle adjusting capscrew.
Bank
Physical Requirements
The exhaust oxygen probe (O2) is installed in the exhaust • A 2 in. pipe size Fisher S-201 regulator. Two regulators
manifold turbocharger exhaust inlet elbow (see Figure on the 12- and 16-cylinder engines.
4.05-33).
• The regulator must have a 1 in. orifice.
• The regulator has the red spring, 3-1/2 – 6-1/2 in. (88.9
– 165.1 mm) of water column (H2O).
• The regulator is to be mounted as close to the
carburetor as possible.
! WARNING
Do not inhale gaseous fuels.

Some components of fuel gas
are odorless, tasteless and
highly toxic.
Regulator Setting
1. Set the primary, or “line” regulator to provide 5 – 10
Figure 4.05-33: Turbocharger Exhaust Inlet Elbow – Right psi (34.5 – 69 kPa) at the inlet to the engine-mounted
Bank
regulator(s).
Form 6277-5
2. Adjust the engine-mounted regulator(s) so that the NOTE: Leaning the mixture in accordance with Step 4
gas pressure at the carburetor inlet is 4-1/2 ± 1/2 may reduce the ability of the engine to respond to load
inch-H2O (114.3 ± 12.7 mm-H2O) above carburetor changes. Response may be improved by readjusting the
air horn pressure at no load. On Vee engines, banks mixture toward rich (counterclockwise) to approach the
to be within 1/2 inch-H2O (12.7 mm-H2O). Normally, intake manifold vacuum noted in Step 3 in Carburetor
the spring adjustment should be screwed down only Adjustment (6-Cylinder Engines) on page 4.05-25,
far enough to clear the cap. and Step 3 in Carburetor Adjustment (Each Bank for 12-
or 16-Cylinder Engine) on page 4.05-20. Increased
Carburetor Adjustment (6-Cylinder Engine) fuel consumption will result; therefore, a compromised
1. Turn the carburetor mixture adjustment capscrew six setting toward the leaner mixture is recommended.
full turns counterclockwise from the full clockwise Carburetor Adjustment (Each Bank for 12- or
position. 16-Cylinder Engine)
2. Apply rated load at rated speed, or maximum 1. Turn both banks’ carburetor mixture adjustment
available load if less than rated. A load that produces capscrew six full turns counterclockwise from the full
3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake manifold clockwise position.
vacuum is preferred for response to mixture
adjustment(s). 2. Apply rated load at rated speed, or maximum
available load if less than rated. A load that produces
NOTICE 3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake manifold
Always verify that all cylinders are firing before adjustment.
adjusting the carburetor. Individual exhaust
thermocouples have been provided for this purpose. NOTICE
Failure to do so may cause serious engine damage.
Always verify that all cylinders are firing before
For Best Power: λ 0.97, 15.5:1 Air/Fuel Ratio (AFR) thermocouples have been provided for this purpose.
3. Turn the mixture adjustment capscrew clockwise
(toward lean) until the intake manifold vacuum just
begins to decrease. Note the highest vacuum For Best Power: λ 0.97, 15.5:1 AFR
reading.
3. On either bank, turn the carburetor load adjustment
For Stoichiometric and Best Economy (Intermittent
capscrew clockwise (toward lean) until the intake
Duty Rating): λ 1.0, 16.09:1 AFR manifold vacuum begins to decrease, then slightly
4. Complete Step 3 (Best Power Adjustment). counterclockwise to return to maximum vacuum.
Continue to turn the mixture adjustment capscrew Note the highest vacuum reading. Do the same on
clockwise far enough to decrease the intake the other bank.
manifold vacuum by 1/2 inch-Hg (12.7 mm-Hg). For Stoichiometric and Best Economy (Intermittent
For Best Economy (Continuous Duty Rating): λ Duty Rating Best): λ 1.0, 16.09:1 AFR
1.06, 17.0:1 AFR 4. Complete Step 3 (Best Power Adjustment). On one
5. Complete Step 3 (Best Power Adjustment). bank at a time, continue to turn the mixture
Continue to turn the load adjustment capscrew adjustment capscrew clockwise until the intake
clockwise far enough to decrease the intake manifold vacuum decreases 1/4 inch-Hg (6.35
manifold vacuum by 1-1/2 inch-Hg (38.1 mm-Hg). mm-Hg).
NOTE: The carburetor load adjustment capscrew For Best Economy (Continuous Duty Rating): λ
setting called for in Step 1 is intended to be over rich. As 1.06, 17.0:1 AFR
it is adjusted toward lean, there will be a distinct loss of 5. Complete Step 3 (Best Power Adjustment). On one
power when leaned beyond the Best Power air/fuel ratio. bank at a time, turn the mixture adjustment capscrew
If the engine is operating under governor control with clockwise until the intake manifold vacuum
less than wide open butterfly plates, the power loss can decreases 3/4 inch-Hg (19.05 mm-Hg).
be recognized by a decrease of intake manifold vacuum
with a naturally aspirated engine.
Form 6277-5
NOTE: The carburetor load adjustment capscrew Physical Requirements
setting called for in Step 1 is intended to be over rich. As • A 2 in. pipe size Fisher 99 regulator. Two regulators
it is adjusted toward lean, there will be a distinct loss of on the 12- and 16-cylinder engines.
power when leaned beyond the Best Power air/fuel ratio.
If the engine is operating under governor control with • The regulator must have a 1-1/8 in. orifice.
less than wide open butterfly plates, the power loss can • The regulator has a cadmium spring, 3 – 12 in. (76.2 –
be recognized by a decrease of intake manifold vacuum 304.8 mm) of water column (H2O).
with a naturally aspirated engine.
• The regulator is to be mounted as close to the
Vee Engine Intake Manifold Vacuum Balance carburetor as possible.
Check the intake manifold vacuum on both banks at ! WARNING

rated load and speed. If the difference is greater than 1/2
inch-Hg (12.7 mm-Hg), check/adjust the fuel settings.
NOTICE
Never attempt to equalize bank-to-bank intake highly toxic.
manifold vacuum readings by adjusting the governor
butterfly plates out of mechanical synchronism.
Regulator Setting
NOTE: Gas pressure to the carburetor(s) may be 1. Set the primary, or “line” regulator to provide 25 – 50
somewhat less at full load than the initial no load setting. psi (172 – 345 kPa) at the inlet to the engine-mounted
If the pressure drop is more than 3 inch-H2O (76.2 regulator(s).
mm-H2O), then there could be insufficient gas supply 2. Adjust the engine-mounted regulator(s) so that the
pressure to the regulator, undersize piping, incorrect gas pressure at the carburetor inlet is 4-1/2 ± 1/2
regulator orifice size or inadequate regulator capacity. inch-H2O (114.3 ± 12.7 mm-H2O) of above the
carburetor air horn pressure at no load. On Vee
TURBOCHARGED ENGINES WITH IMPCO MODEL engines, banks should be within 1/2 inch-H2O (12.7
600 AND 600D CARBURETORS mm-H2O). Normally, the spring adjustment should
The following adjustment procedures apply to engines be screwed down only far enough to clear the cap.
using 875 – 1,000 BTU/ft3 (34 – 39 MJ/m3) SLHV gas.
Carburetor Adjustment (6-Cylinder Engine)
NOTE: Before making any fuel mixture or regulator 1. Turn the carburetor mixture adjustment capscrew six
adjustments on a Vee block engine, both governor- full turns counterclockwise from the full clockwise
controlled throttle plates and the hand throttle located in position.
plates must fully close or open in unison. If adjustments 2. Apply rated mixture at rated speed, or maximum
are required, loosen the capscrews holding the universal available load if less than rated. A load that produces
joint discs in the cross-shaft assembly, reposition the a positive intake manifold pressure is preferred for
discs and tighten the capscrews. When checking the response to mixture adjustments.
idle adjusting capscrew to allow the butterfly plate to fully NOTICE
thermocouples have been provided for this purpose.
banks. Readjust the idle adjusting capscrew. For Best Power: λ0.97, 15.5:1 AFR
(toward lean) until the intake manifold pressure just
begins to increase. Note the lowest pressure
reading.
Form 6277-5
For Stoichiometric and Best Economy (Intermittent For Best Power: λ 0.97, 15.5:1 AFR
Duty Rating): λ 1.0, 16.09:1 AFR 3. On either bank, turn the carburetor mixture
4. Complete Step 3 (Best Power Adjustment). adjustment capscrew clockwise (toward lean) until
Continue to turn the mixture adjustment capscrew the intake manifold pressure begins to increase,
clockwise far enough to increase the intake manifold then slightly counterclockwise to return to minimum
pressure by 1/2 inch-Hg (12.7 mm-Hg). pressure. Note lowest pressure reading. Do the
For Best Economy (Continuous Duty Rating): same on the other bank.
λ1.06, 17.0:1 AFR For Stoichiometric and Best Economy (Intermittent
5. Complete Step 3 (Best Power Adjustment). Duty Rating): λ 1.0, 16.09:1 AFR
Continue to turn the mixture adjustment capscrew 4. Complete Step 3 (Best Power Adjustment). On one
clockwise far enough to increase the intake manifold bank at a time, continue to turn the mixture
pressure by 1-1/2 inch-Hg (38.1 mm-Hg). adjustment capscrew clockwise until the intake
manifold pressure increases 1/4 inch-Hg (6.35
NOTE: The carburetor mixture adjustment capscrew
mm-Hg).
setting called for in Step 1 is intended to be over rich. As
it is adjusted toward lean, there will be a distinct loss of For Best Economy (Continuous Duty Rating): λ
power when leaned beyond the Best Power air/fuel ratio. 1.06, 17.0:1 AFR
If the engine is operating under governor control with 5. Complete Step 3 (Best Power Adjustment). On one
less than wide open butterfly plates, the power loss can bank at a time, turn the mixture adjustment capscrew
be recognized by an increase of intake manifold farther clockwise until the intake manifold pressure
pressure with a turbocharged engine. increases 3/4 inch-Hg (19.05 mm-Hg).
NOTE: Leaning the mixture in accordance with Step 4
Vee Engine Intake Manifold Vacuum Balance
may reduce the ability of the engine to respond to load
changes. Response may be improved by readjusting the Check the intake manifold pressure on both banks at
mixture toward rich (counterclockwise) to approach the rated load and speed. If the difference is greater than 1/2
intake manifold pressure noted in Step 3 in Carburetor inch-Hg (12.7 mm-Hg), check/adjust the fuel settings.
Adjustment (6-Cylinder Engine) on page 4.05-21 and
Step 3 in Carburetor Adjustment (Each Bank for 12- or NATURALLY ASPIRATED ENGINES OPERATING
16-Cylinder Engine) on page 4.05-22. Increased fuel ON LOW BTU GAS WITH (SINGLE FUEL) IMPCO
consumption will result; therefore, a compromised MODEL 600 SERIES CARBURETORS
setting toward the leaner mixture is recommended. The following adjustment procedures apply to engines
Carburetor Adjustment (Each Bank for 12- or using 400 – 800 BTU/ft3 (15.7 – 31.5 MJ/m3) SLHV gas.
16-Cylinder Engine) NOTE: Before making any fuel mixture or regulator
1. Turn the carburetors’ mixture adjustment capscrew adjustments on a Vee block engine, both governor-
six full turns counterclockwise from the full clockwise controlled throttle plates and the hand throttle located in
position. the carburetors must be balanced. Each pair of butterfly
2. Apply rated load at rated speed, or maximum
a positive intake manifold pressure is preferred for
response to mixture adjustment.
NOTICE
Always verify that all cylinders are firing before carburetor butterfly plate must not overtravel the wide-
adjusting the carburetor. Individual exhaust open, straight-up-and-down position. Up to 5° lean
thermocouples have been provided for this purpose. toward closing is acceptable. The results of the above
Failure to do so may cause serious engine damage. static adjustments can be observed when the engine is
banks. Readjust the idle adjusting capscrew.
Form 6277-5
• Based on the fuel’s Saturated Low Heating Value
(SLHV), Table 4.05-6 states the required regulator
and gas pressure.
• Two regulators are installed on the 12- and 16-cylinder
engines.
• The regulator(s) is to be mounted as close to the
carburetor as possible.
Table 4.05-6: Low BTU Regulator and Pressure Requirements
FUEL SLHV BTU/FT3 REQUIRED PRESSURE AVAILABLE SUPPLY REGULATOR MAKE &
(MJ/m3) @ CARB. PRESSURE @ REGULATOR MODEL
1 – 5 psi (6.9 – 34.5 kPa) Fisher 66
25 – 26 inch-H2O
400 – 450 (15.7 – 17.7) Fisher S-201 Dark Green
(635 – 660 mm-H2O) 5 – 10 psi (34.5 – 68.9 kPa)
Spring
20 in. H2O – 5 psi
15 – 16 inch-H2O Fisher 66
451 – 500 (17.8 – 19.7) (508 mm-H2O – 34.5 kPa)
(381 – 406 mm-H2O)
5 – 10 psi (34.5 – 68.9 kPa) Fisher S-201 Gray Spring
8 – 20 inch-H2O
IMPCO 91
(203 – 508 mm-H2O)
5 – 6 inch-H2O
501 – 800 (19.8 – 31.4) 20 inch-H2O – 5 psi
(127 – 152 mm-H2O) Fisher 66
(508 mm-H2O – 34.5 kPa)
5 – 10 psi (34.5 – 68.9 kPa) Fisher S-201 Red Spring
Carburetor Adjustment (6-Cylinder Engines)

! WARNING
1. Turn the carburetor mixture adjustment capscrew
five full turns counterclockwise from the full
clockwise position in both carburetors. If engine is
difficult to start at this setting, turn both adjusting
capscrews clockwise in equal increments until the
highly toxic.
engine starts.
available load if less than rated load. A load that
Regulator Setting (6-Cylinder Engine and / or Each produces 3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake
Bank of 12- or 16-Cylinder Engine) manifold vacuum is preferred for response to mixture
1. Verify the supply pressures to regulator(s) meet the adjustments.
requirements of Table 4.05-6.
NOTICE
2. Adjust the regulator(s) with the engine at no load to
obtain the required gas pressure at the carburetor Always verify that all cylinders are firing before
inlet in accordance with Table 4.05-6. adjusting the carburetor. Individual exhaust
For Best Power: λ 0.97, 15.5:1 AFR

3. Turn the mixture adjustment capscrew clockwise in
equal increments on both carburetors (toward lean)
until the intake manifold vacuum just begins to
decrease. Note the highest vacuum reading.
Form 6277-5
Duty Rating): λ 1.0, 16.09:1 AFR 3. On either bank, turn the carburetor load adjustment
4. Complete Step 3 (Best Power Adjustment). capscrew clockwise (toward lean) until the intake
Continue to turn the mixture adjustment capscrews manifold vacuum begins to decrease, then slightly
clockwise far enough to decrease the intake counterclockwise to return to maximum vacuum.
manifold vacuum by 1/2 inch-Hg (12.7 mm-Hg). Note the highest vacuum reading. Do the same on
For Best Economy (Continuous Duty Rating): λ the other bank.
1.06, 17.0:1 AFR For Stoichiometric and Best Economy (Intermittent
5. Complete Step 3 (Best Power Adjustment). Duty Rating): λ 1.0, 16.09:1 AFR
Continue to turn the load adjustment capscrews 4. Complete Step 3 (Best Power Adjustment). On one
clockwise far enough to decrease the intake bank at a time, continue to turn the mixture
manifold vacuum by 1-1/2 inch-Hg (38.1 mm-Hg). adjustment capscrew clockwise until the intake
manifold vacuum decreases 1/4 inch-Hg (6.35
mm-Hg).
setting called for in Step 1 is intended to be overrich. As
If the engine is operating under governor control with 5. Complete Step 3 (Best Power Adjustment). On one
less than wide open butterfly plates, the power loss can bank at a time, turn the mixture adjustment capscrew
be recognized by a decrease of intake manifold vacuum farther clockwise until the intake manifold vacuum
with a naturally aspirated engine. decreases 3/4 inch-Hg (19.05 mm-Hg).
NOTE: Leaning mixture in accordance with Step 4 may NOTE: The carburetor mixture adjustment capscrew
reduce the ability to respond to load changes. Response setting called for in Step 1 is intended to be overrich. As
may be improved by readjusting the mixture toward rich it is adjusted toward lean, there will be a distinct loss of
(counterclockwise) to approach the intake manifold power when leaned beyond the Best Power air/fuel ratio.
pressure noted in Step 3 in Carburetor Adjustment (6- If the engine is operating under governor control with
Cylinder Engines) on page 4.05-23 and Step 3 in less than wide open butterfly plates, the power loss can
Carburetor Adjustment (Each Bank for 12- or be recognized by a decrease of intake manifold vacuum
16-Cylinder Engine) on page 4.05-24. Increased fuel with a naturally aspirated engine.
consumption will result; therefore, a compromised
setting toward the leaner mixture is recommended. Vee Engine Intake Manifold Vacuum Balance
Carburetor Adjustment (Each Bank for 12- or Check the intake manifold vacuum on both banks at
16-Cylinder Engine) rated load and speed. If the difference is greater than 1/2
inch-Hg (12.7 mm-Hg), recheck/adjust the fuel settings.
1. Turn both banks’ carburetor mixture adjustment
capscrew five full turns counterclockwise from the NOTICE
full clockwise position.
2. Apply rated load at rated speed, or maximum load if Never attempt to equalize bank-to-bank intake
less than rated. A load that produces 3 – 6 inch-Hg manifold vacuum readings by adjusting the governor
(76.2 – 152.4 mm-Hg) intake manifold vacuum is butterfly plates out of mechanical synchronism.
preferred for response to mixture adjustment.
NOTICE NOTE: Gas pressure to the carburetor(s) may be

somewhat less at full load than the initial no load setting.
Always verify that all cylinders are firing before If the pressure drop is more than 3 inch-H2O (76.2
adjusting the carburetor. Individual exhaust mm-H2O), an insufficient gas supply pressure to the
thermocouples have been provided for this purpose. regulator, undersize piping, incorrect regulator orifice
Failure to do so may cause serious engine damage. size, or inadequate regulator capacity could be the root
cause.
Form 6277-5
TURBOCHARGED ENGINES OPERATING ON LOW
! WARNING
BTU GAS (SINGLE FUEL) WITH IMPCO MODEL 600
CARBURETORS
The following adjustment procedures apply to engines Some components of fuel gas
using 400 – 800 BTU/ft3 (15.7 – 31.5 MJ/m3) SLHV gas. are odorless, tasteless and
NOTE: Before making any fuel mixture or regulator highly toxic.
the carburetors must be balanced. Each pair of butterfly Regulator Setting (6-Cylinder Engine and / or Each
plates must fully close or open in unison. If adjustments Bank of 12- or 16-Cylinder Engine)
joint discs in the cross-shaft assembly, reposition the 1. Verify that the available supply pressure to the
discs and tighten the capscrews. When checking the regulator(s) is 25 – 50 psi (172 – 345 kPa).
carburetor butterfly in the CLOSED position, back off the 2. Adjust the engine-mounted Fisher regulator(s) with
idle adjusting capscrew to allow the butterfly plate to fully the engine at no load to obtain the required gas over
close. When the governor goes to full stroke, the air (gas/air) pressure based on the fuel’s SLHV listed
carburetor butterfly plate must not overtravel the wide- in Table 4.05-7.
NOTE: Gas/air is only measured at the first carburetor
(closest to the air cleaner). On Vee engines, banks to be
within 1/2 in. (12.7 mm) of water column (H2O).
Carburetor Adjustment (6-Cylinder Engines)
Physical Requirements 1. Turn the carburetor mixture adjustment capscrew
• 25 – 50 psi (172 – 345 kPa) line pressure to Fisher 99 five full turns counterclockwise from the full
regulator(s) clockwise position on both carburetors. If engine is
difficult to start at this setting, turn both adjusting
• A 2 in. (5.1 cm) pipe size regulator. Two regulators on capscrews clockwise in equal increments until the
the 12- and 16-cylinder engines engine starts.
• The regulator must have a 1.125 in. (28.5 cm) orifice 2. Apply rated load at rated speed, or maximum
• The regulator spring is determined by fuel’s lower available load if less than rated load. A load that
heating value (SLHV)see Table 4.05-7 produces a positive intake manifold pressure is
Table 4.05-7: Regulator Spring and Gas/Air
Requirements
NOTICE
FUEL SLHV BTU/FT3 REGULATOR
GAS/AIR*
(MJ/m3) SPRING Always verify that all cylinders are firing before
400 – 450 (15.7 – 17.7) 25 – 26 Red
451 – 500 (17.8 – 19.7) 15 – 16 Red Failure to do so may cause serious engine damage.
Cadmium (Pink
501 – 800 (19.8 – 31.4) 5–6
on P9390GSI)
* Gas over air pressure differential – inches water column.
3. Turn the mixture adjustment capscrew clockwise in
• 0.38 in. (9.7 mm) lD minimum balance line to equal increments on both carburetors (toward lean)
carburetor air horn on first carburetor (carburetor until the intake manifold pressure just begins to
closest to intercooler) increase. Note the lowest pressure reading.
• Regulators are to be mounted as close to carburetors
as possible
Form 6277-5
Duty Rating): λ 1.0, 16.09:1 AFR 3. On either bank, turn the mixture adjustment
4. Complete Step 3 (Best Power Adjustment). capscrew clockwise in equal increments on both
Continue to turn the mixture adjustment capscrews carburetors (toward lean) until the intake manifold
in equal increments clockwise to increase the intake pressure just begins to increase, then back off
manifold pressure by 1/2 inch-Hg (12.7 mm-Hg). slightly to return to minimum pressure. Note the
For Best Economy (Continuous Duty Rating): λ lowest pressure reading. Do the same on the other
1.06, 17.0:1 AFR bank.
5. Complete Step 3 (Best Power Adjustment).
Continue to turn the mixture adjustment capscrews Duty Rating): λ 1.0, 16.09:1 AFR
in equal increments clockwise to increase the intake 4. Complete Step 3 (Best Power Adjustment).
manifold pressure by 1-1/2 inch-Hg (38.1 mm-Hg). Continue to turn the mixture adjustment capscrews
in equal increments clockwise to increase the intake
manifold pressure by 1/4 inch-Hg (6.35 mm-Hg).
setting called for in Step 1 is intended to be overrich. As
If the engine is operating under governor control with 5. Complete Step 3 (Best Power Adjustment).
less than wide open butterfly plates, the power loss can Continue to turn the mixture adjustment capscrews
be recognized by an increase of intake manifold in equal increments clockwise to increase the intake
pressure on a turbocharged engine. manifold pressure by 3/4 inch-Hg (19.05 mm-Hg).
NOTE: Leaning the mixture in accordance with Step 4 NOTE: The carburetor mixture adjustment capscrew
may reduce the ability of the engine to respond to load setting called for in Step 1 is intended to be overrich. As
changes. Response may be improved by readjusting the it is adjusted toward lean, there will be a distinct loss of
mixture toward rich (counterclockwise) to approach the power when leaned beyond the Best Power air/fuel ratio.
intake manifold pressure noted in Step 3 in Carburetor If the engine is operating under governor control with
Adjustment (6-Cylinder Engines) on page 4.05-25 and less than wide open butterfly plates, the power loss can
Step 3 in Carburetor Adjustment (Each Bank for 12- be recognized by an increase of intake manifold
Cylinder Engine) on page 4.05-26. Increased fuel pressure on a turbocharged engine.
consumption will result; therefore, a compromised
setting toward the leaner mixture is recommended. NOTE: Leaning the mixture in accordance with Step 4
may reduce the ability of the engine to respond to load
Carburetor Adjustment (Each Bank for 12-Cylinder changes. Response may be improved by readjusting the
Engine) mixture toward rich (counterclockwise) to approach the
intake manifold pressure noted in Step 3 in Carburetor
NOTICE Adjustment (6-Cylinder Engines) on page 4.05-25 and
Step 3 in Carburetor Adjustment (Each Bank for 12-
Always verify that all cylinders are firing before Cylinder Engine) on page 4.05-26. Increased fuel
adjusting the carburetor. Individual exhaust consumption will result; therefore, a compromised
thermocouples have been provided for this purpose. setting toward the leaner mixture is recommended.
Vee Engine Intake Manifold Pressure Balance
1. Turn the carburetor mixture adjustment capscrew Check the intake manifold pressure on both banks at
five full turns counterclockwise from the full rated load and speed. If the difference is greater than 1/2
clockwise position on all four carburetors. If engine inch-Hg (12.7 mm-Hg), check/adjust the fuel settings.
is difficult to start at this setting, turn all adjusting
capscrews clockwise in equal increments until the
NOTICE
engine starts.
Never attempt to equalize bank-to-bank intake
2. Apply rated load at rated speed, or maximum manifold vacuum readings by adjusting the governor
available load if less than rated load. A load that butterfly plates out of mechanical synchronism.
produces a positive intake manifold pressure is
Form 6277-5
NOTE: Gas pressure to the carburetor(s) may be Physical Requirements
somewhat less at full load than the initial no load setting. • Natural Gas Regulator Requirements
If the drop is more than 3 inch-H2O (76.2 mm-H2O), an
– 5 – 10 psi (34.5 – 69.0 kPa) line pressure to Fisher
insufficient supply pressure to the regulator, undersize
S-201 regulator
piping, incorrect regulator orifice size, or inadequate
regulator capacity could be the cause. – 2 in. (5.1 cm) pipe size regulator. Two regulators on
the 12- and 16-cylinder engines.
NATURALLY ASPIRATED ENGINES OPERATING – 1 in. (2.54 cm) orifice for regulator
ON LOW BTU GAS AND NATURAL GAS (DUAL
FUEL) CARBURETION – Red spring (3-1/2 – 6-1/2 in. [88.9 – 165.1 mm] of
water column [H2O])
The following adjustment procedures are for dual fuel
• Low BTU gas regulator selection is based on the fuel’s
engines with the gas BTU/ft3 value of 400 – 800 (15.7 –
Lower Heat Value (SLHV). See Table 4.05-8.
31.5 MJ/m3) and 875 – 950 (34.4 – 37.4 MJ/m3) SLHV.
• Regulator(s) are to be mounted as close to carburetors
NOTE: Before making any fuel mixture or regulator as possible.
Table 4.05-8: Low BTU Regulator and Pressure Requirements
FUEL SLHV BTU/FT3 REQUIRED PRESSURE AVAILABLE SUPPLY

REGULATOR MAKE & MODEL
(MJ/m3) @ CARB. PRESSURE @ REGULATOR
25 – 26 inch-H2O 1 – 5 psi (6.9 – 34.5 kPa) Fisher 66
400 – 450 (15.7 – 17.7)
(635 – 660 mm-H2O) 5 – 10 psi (34.5 – 68.9 kPa) Fisher S-201 Dark Green Spring
20 in. H2O – 5 psi
15 – 16 inch-H2O Fisher 66
451 – 500 (17.8 – 19.7) (508 mm-H2O – 34.5 kPa)
(381 – 406 mm-H2O)
5 – 10 psi (34.5 – 68.9 kPa) Fisher S-201 Gray Spring
8 – 20 inch-H2O
IMPCO 91
(203 – 508 mm-H2O)
5 – 6 inch-H2O
501 – 800 (19.8 – 31.4) 20 inch-H2O – 5 psi
(127 – 152 mm-H2O) Fisher 66
(508 mm-H2O – 34.5 kPa)
5 – 10 psi (34.5 – 68.9 kPa) Fisher S-201 Red Spring
Form 6277-5
! WARNING
3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake manifold
Do not inhale gaseous fuels. vacuum is preferred for response to mixture
Some components of fuel gas adjustment.
highly toxic.
(toward lean) until the intake manifold vacuum just
begins to decrease. Note the highest vacuum
Regulator Setting for Natural Gas Operation reading.
(6-Cylinder and / or Each Bank for 12- or
16-Cylinder Engine)
Duty Rating): λ 1.0, 16.09:1 AFR
1. Set the primary, or “line” regulator to provide
5 – 10 psi (34.5 – 69.0 kPa) at the inlet to the engine- 4. Complete Step 3 (Best Power Adjustment).
mounted regulator(s). Continue to turn the mixture adjustment capscrew
clockwise far enough to decrease the intake
2. Adjust the engine-mounted regulator(s) with the manifold vacuum by 1/2 inch-Hg (12.7 mm-Hg).
engine at no load so that the gas pressure at the
second carburetor inlet (carburetor closest to the For Best Economy (Continuous Duty Rating): λ
intake manifold) is 4-1/2 ± 1/2 inch-H2O (114.3 ± 12.7 1.06, 17.0:1 AFR
mm-H2O) . 5. Complete Step 3 (Best Power Adjustment).
Continue to turn the mixture adjustment capscrew
Regulator Setting for Low BTU Gas Operation clockwise far enough to decrease the intake
(6-Cylinder and / or Each Bank for 12- or manifold vacuum by 1-1/2 inch-Hg (38.1 mm-Hg).
16-Cylinder Engine)
Carburetor Adjustment for Natural Gas Operation
1. Verify that supply pressure to regulator(s) meets the (Each Bank for 12- or 16-Cylinder Engine)
requirements of Table 4.05-8 for the fuel used.
NOTE: All adjustments in this section refer to the natural
2. Adjust the regulator(s) with the engine at no load to
gas carburetor only (second carburetor – closest to
obtain the required gas pressure at the carburetor
intake manifold).
inlet based on the requirements of Table 4.05-8 for
the fuel used.
NOTICE
(6-Cylinder Engine) Always verify that all cylinders are firing before
NOTE: All adjustments in this section refer to the natural thermocouples have been provided for this purpose.
gas carburetor only (second carburetor – closest to Failure to do so may cause serious engine damage.
intake manifold).
NOTICE 1. Turn both banks’ carburetor load adjustment

capscrew six full turns counterclockwise from the full
Always verify that all cylinders are firing before clockwise position.
3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake manifold
1. Turn the carburetor mixture adjustment capscrew six adjustment.
full turns counterclockwise from the full clockwise
position.
Form 6277-5
For Best Power: λ 0.97, 15.5:1 AFR 2. Apply rated load at rated speed, or maximum
3. On either bank, turn the carburetor mixture available load if less than rated load. A load that
adjustment capscrew clockwise (toward lean) until produces 3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake
the intake manifold vacuum begins to decrease, manifold vacuum is preferred for response to mixture
then slightly counterclockwise to return to maximum adjustments.
vacuum. Note the highest vacuum reading. Do the For Best Power: λ 0.97, 15.5:1 AFR
same on the other bank. 3. Turn the mixture adjustment capscrew clockwise
For Stoichiometric and Best Economy (Intermittent (toward lean) until the intake manifold vacuum just
Duty Rating): λ 1.0, 16.09:1 AFR begins to decrease. Note the highest vacuum
4. Complete Step 3 (Best Power Adjustment). On one reading.
bank at a time, continue to turn the mixture For Stoichiometric and Best Economy (Intermittent
adjustment capscrew clockwise until the intake Duty Rating): λ 1.0, 16.09:1 AFR
manifold vacuum decreases 1/4 inch-Hg (6.35 mm- 4. Complete Step 3 (Best Power Adjustment).
Hg). Continue to turn the mixture adjustment capscrew
For Best Economy (Continuous Duty Rating): λ clockwise far enough to decrease the intake
1.06, 17.0:1 AFR manifold vacuum by 1/2 inch-Hg (12.7 mm-Hg).
5. Complete Step 3 (Best Power Adjustment). On one For Best Economy (Continuous Duty Rating): λ
bank at a time, turn the mixture adjustment capscrew 1.06, 17.0:1 AFR
farther clockwise until the intake manifold vacuum 5. Complete Step 3 (Best Power Adjustment).
decreases 3/4 inch-Hg (19.05 mm-Hg). Continue to turn the mixture adjustment capscrew
6. The intake manifold vacuum on each bank should clockwise far enough to decrease the intake
now be 1-1/2 inch-Hg (38.1 mm-Hg) less than the manifold vacuum by 1-1/2 inch-Hg (38.1 mm-Hg).
readings noted for Step 3. If not, adjust each bank
by half the difference until the values are correct. Carburetor Adjustment for Low BTU Gas Operation
(Each Bank for 12- or 16-Cylinder Engine)
Carburetor Adjustment for Low BTU Gas Operation
NOTE: All adjustments in this section refer to the first
(6-Cylinder Engine)
carburetor only (carburetor closest to the air cleaner). Do
NOTE: All adjustments in this section refer to the first not readjust the second carburetor from settings
carburetor only (carburetor closest to the air cleaner). Do determined in Carburetor Adjustment for Natural Gas
not readjust the second carburetor from settings Operation (Each Bank for 12- or 16-Cylinder Engine) on
determined in Carburetor Adjustment for Natural Gas page 4.05-28.
Operation (6-Cylinder Engine) on page 4.05-28.
NOTE: Carburetor Adjustment for Natural Gas
NOTE: Steps in Carburetor Adjustment for Natural Gas Operation (Each Bank for 12- or 16-Cylinder Engine) on
Operation (6-Cylinder Engine) on page 4.05-28 must be page 4.05-28 must be completed before performing the
completed before performing the low BTU gas low BTU gas carburetor adjustment.
carburetor adjustment.
NOTICE
NOTICE
Always verify that all cylinders are firing before adjusting the carburetor. Individual exhaust
adjusting the carburetor. Individual exhaust thermocouples have been provided for this purpose.
thermocouples have been provided for this purpose. Failure to do so may cause serious engine damage.
1. Turn both banks’ carburetor mixture adjustment

1. Turn the carburetor mixture adjustment capscrew capscrew five full turns counterclockwise from the
five full turns counterclockwise from the full full clockwise position. If engine is difficult to start at
clockwise position. If engine is difficult to start at this this setting, turn both carburetors adjusting
setting, turn adjusting capscrew clockwise until the capscrew clockwise in equal increments until the
engine starts. engine starts.
Form 6277-5
2. Apply rated load at rated speed, or maximum load if NOTE: The carburetor mixture adjustment capscrew
less than rated. A load that produces 3 – 6 inch-Hg settings are intended to be overrich. As it is adjusted
(76.2 – 152.4 mm-Hg) intake manifold vacuum is toward lean, there will be a distinct loss of power when
preferred for response to mixture adjustment. leaned beyond the Best Power air/fuel ratio. If the engine
For Best Power: λ 0.97, 15.5:1 AFR is operating under governor control with less than wide
open butterfly plates, the power loss can be recognized
3. On either bank, turn the carburetor mixture by a decrease of intake manifold vacuum with a naturally
adjustment capscrew clockwise (toward lean) until aspirated engine.
the intake manifold vacuum begins to decrease,
then slightly counterclockwise to return to maximum NOTE: Leaning the mixture may reduce the ability of
vacuum. Note highest vacuum reading. Do the same the engine to respond to load changes. Response may
on the other bank. be improved by readjusting the mixture toward rich
(counterclockwise). Increased fuel consumption will
result; therefore, a compromise setting toward the leaner
Duty Rating): λ 1.0, 16.09:1 AFR
mixture is recommended.
4. Complete Step 3 (Best Power Adjustment). On one
bank at a time, continue to turn the mixture TURBOCHARGED ENGINES OPERATING ON LOW
adjustment capscrew clockwise until the intake BTU GAS AND NATURAL GAS (DUAL FUEL) WITH
manifold vacuum decreases 1/4 inch-Hg (6.35 mm- IMPCO MODEL 600 CARBURETOR
Hg).
The following adjustment procedures apply to engines
For Best Economy (Continuous Duty Rating): λ utilizing dual fuel with a BTU/ft3 value of 400 – 800 (15.7
1.06, 17.0:1 AFR – 31.5 MJ/m3) and 875 – 950 (34.4 – 37.4 MJ/m3) SLHV.
5. Complete Step 3 (Best Power Adjustment). On one NOTE: Before making any fuel mixture or regulator
bank at a time, turn the mixture adjustment capscrew adjustments on a Vee block engine, both governor-
farther clockwise until the intake manifold vacuum controlled throttle plates and the hand throttle located in
decreases 3/4 inch-Hg (19.05 mm-Hg). the carburetors must be balanced. Each pair of butterfly
6. Intake manifold vacuum on each bank should now plates must fully close or open in unison. If adjustments
be 1-1/2 inch-Hg (38.1 mm-Hg) less than the are required, loosen the capscrews holding the universal
readings noted for Step 3. If not, adjust each bank joint discs in the cross-shaft assembly, reposition the
by half the difference until the values are correct. discs and tighten the capscrews. When checking the
Vee Engine Intake Manifold Vacuum Balance idle adjusting capscrew to allow the butterfly plate to fully
Check the intake manifold vacuum on both banks at close. When the governor goes to full stroke, the
rated load and speed. If the difference is greater than carburetor butterfly plate must not overtravel the wide-
1/2 inch-Hg (12.7 mm-Hg), check/adjust the fuel open, straight-up-and-down position. Up to 5° lean
settings. toward closing is acceptable. The results of the above
NOTICE running by comparing the manifold vacuum between
manifold vacuum readings by adjusting the governor Physical Requirements
butterfly plates out of mechanical synchronism. • 25 – 50 psi (172 – 345 kPa) line pressure to both natural
gas and low BTU gas regulators
• 2 in. pipe size Fisher 99 regulator. Two regulators on
NOTE: Gas pressure to the carburetor(s) may be
the 12- and 16-cylinder engines.
somewhat less at full load than the initial no load setting.
If the pressure drop is more than 3 inch-H2O (76.2 – 1-1/8 in. orifice in each regulator
mm-H2O), an insufficient gas supply pressure to the – Cadmium springs in natural gas regulators
regulator, undersize piping, incorrect regulator orifice – Low BTU gas regulator springs are determined by
size or inadequate regulator capacity could be the the fuel’s Lower Heat Value (SLHV). See Table
cause. 4.05-9.
• Regulators are to be mounted as close to carburetors
as possible.
Form 6277-5
Table 4.05-9: Low BTU Regulator Spring and Gas Over
Air Requirements NOTICE
FUEL SLHV REGULATOR Always verify that all cylinders are firing before
GAS/AIR*
BTU/FT3 (MJ/M3) SPRING adjusting the carburetor. Individual exhaust
400 – 450 thermocouples have been provided for this purpose.
25 – 26 Red
(15.7 – 17.7) Failure to do so may cause serious engine damage.
451 – 500
15 – 16 Red
(17.8 – 19.7)
1. Turn the carburetor mixture adjustment capscrew six
501 – 800 Cadmium full turns counterclockwise from the full clockwise
5–6
(19.8 – 31.5) (Pink on P9390GSI) position.
* Gas over air pressure differential – inches water column. 2. Apply rated load at rated speed, or maximum
! WARNING a positive intake manifold pressure is preferred for
response to mixture adjustments.
Do not inhale gaseous fuels. For Best Power: λ 0.97, 15.5:1 AFR
are odorless, tasteless and 3. Turn the mixture adjustment capscrew clockwise
highly toxic. (toward lean) until the intake manifold pressure just
begins to increase. Note the lowest pressure
reading.
Regulator Setting for Natural Gas Operation Duty Rating): λ 1.0, 16.09:1 AFR
(6-Cylinder Engines and / or Each Bank for 12- or
16-Cylinder Engine) 4. Complete Step 3 (Best Power Adjustment).
Continue to turn the mixture adjustment capscrew
1. Set the primary, or “line” regulator to provide 25 – 50 clockwise far enough to increase the intake manifold
psi (172 – 345 kPa) at the inlet to the engine-mounted pressure by 1/2 inch-Hg (12.7 mm-Hg).
regulator.
For Best Economy (Continuous Duty Rating): λ
2. Adjust the engine-mounted regulator(s) with the 1.06, 17.0:1 AFR
engine at no load so that the gas/air pressure at the
second carburetor inlet (carburetor closest to the 5. Complete Step 3 (Best Power Adjustment).
intake manifold) is 4-1/2 ± 1/2 in. (114.3 ± 12.7 mm) Continue to turn the mixture adjustment capscrew
of water column (H2O). clockwise far enough to increase the intake manifold
pressure by 1-1/2 inch-Hg (38.1 mm-Hg).
Regulator Setting for Low BTU Gas Operation
(6-Cylinder Engines and / or Each Bank of Carburetor Adjustment for Natural Gas Operation
12-Cylinder Engine) (Each Bank for 12- or 16-Cylinder Engine)
1. Verify that available supply pressure to regulators is NOTE: All adjustments in this section refer to the natural
25 – 50 psi (172 – 345 kPa). gas carburetor only (second carburetor closest to intake
manifold).
2. Adjust the low BTU gas regulator(s) so that the gas
over air (gas/air) pressure at the first carburetor inlet NOTICE
(carburetor closest to intercooler) is equal to the
values in Table 4.05-9 for the fuel’s SLHV. Always verify that all cylinders are firing before
(6-Cylinder Engine)
NOTE: All adjustments in this section refer to the
second carburetor only (carburetor closest to intake
manifold). 1. Turn both carburetor mixture adjustment capscrews
six full turns counterclockwise from the full clockwise
position. Do this on both banks.
Form 6277-5
2. Apply rated load at rated speed, or maximum 2. Apply rated load at rated speed, or maximum
available load if less than rated. A load that produces available load if less than rated load. A load that
a positive intake manifold pressure is preferred for produces a positive intake manifold pressure is
response to mixture adjustment. preferred for response to mixture adjustment.
For Best Power: λ 0.97, 15.5:1 AFR For Best Power: λ 0.97, 15.5:1 AFR
3. On either bank, turn the carburetor mixture 3. Turn the mixture adjustment capscrew clockwise
adjustment capscrew clockwise (toward lean) until (toward lean) until the intake manifold pressure just
the intake manifold pressure begins to increase, begins to increase, then back off slightly to return to
then slightly counterclockwise to return to minimum minimum pressure. Note the lowest pressure
pressure. Note lowest pressure reading. Do the reading.
same on the other bank. For Stoichiometric and Best Economy (Intermittent
For Stoichiometric and Best Economy (Intermittent Duty Rating): λ 1.0, 16.09:1 AFR
Duty Rating): λ 1.0, 16.09:1 AFR 4. Complete Step 3 (Best Power Adjustment).
4. Complete Step 3 (Best Power Adjustment). On one Continue to turn the mixture adjustment capscrews
bank at a time, continue to turn the load adjustment in equal increments clockwise to increase the intake
capscrew clockwise until the intake manifold manifold pressure by 1/2 inch-Hg (12.7 mm-Hg) for
pressure increases 1/4 inch-Hg (6.35 mm-Hg). intermittent rating.
For Best Economy (Continuous Duty Rating): λ For Best Economy (Continuous Duty Rating): λ
1.06, 17.0:1 AFR 1.06, 17.0:1 AFR
5. Complete Step 3 (Best Power Adjustment). On one 5. Complete Step 3 (Best Power Adjustment).
bank at a time, turn the mixture adjustment capscrew Continue to turn the mixture adjustment capscrews
farther clockwise until the intake manifold pressure in equal increments clockwise to increase the intake
increases 3/4 inch-Hg (19.05 mm-Hg). manifold pressure by 1-1/2 inch-Hg (38.1 mm-Hg).
6. Intake manifold pressure on each bank should now Carburetor Adjustment for Low BTU Gas Operation
be 1-1/2 inch-Hg (38.1 mm-Hg) higher than the (Each Bank for 12- or 16-Cylinder Engine)
readings noted in Step 3. If not, adjust each bank half
the difference until the values are correct. NOTE: All adjustments in this section refer to the first
carburetor only (carburetor closest to the intercooler).
Carburetor Adjustment for Low BTU Gas Operation Do not readjust the second carburetor from the settings
(6-Cylinder Engine) determined in Carburetor Adjustment for Natural Gas
NOTE: All adjustments in this section refer to the first Operation (Each Bank for 12- or 16-Cylinder Engine) on
carburetor only (carburetor closest to the intercooler). page 4.05-28.
Do not readjust the second carburetor from the settings
determined in Carburetor Adjustment for Natural Gas NOTICE
Operation (6-Cylinder Engine) on page 4.05-28.
NOTICE
Always verify that all cylinders are firing before Failure to do so may cause serious engine damage.
1. Turn both carburetor mixture adjustment capscrews
five full turns counterclockwise from the full
clockwise. If engine is difficult to start at this setting,
1. Turn the carburetor mixture adjustment capscrew turn both adjusting capscrews clockwise in equal
five full turns counterclockwise from the full increments until the engine starts.
clockwise position. If engine is difficult to start at this 2. Apply rated load at rated speed, or maximum
setting, turn adjusting capscrew clockwise until the available load if less than rated load. A load that
engine starts. produces a positive intake manifold pressure is
Form 6277-5
For Best Power: λ 0.97, 15.5:1 AFR NOTE: The carburetor mixture adjustment capscrew
3. On either bank, turn the mixture adjustment settings are intended to be overrich. As it is adjusted
capscrew clockwise (toward lean) until the intake toward lean, there will be a distinct loss of power when
manifold pressure just begins to increase, then back leaned beyond the Best Power air/fuel ratio. If the engine
off slightly to return to minimum pressure. Note the is operating under governor control with less than wide
lowest pressure reading. Do the same on the other open butterfly plates, the power loss can be recognized
bank. by an increase of intake manifold pressure with a
turbocharged engine.
Duty Rating): λ 1.0, 16.09:1 AFR NOTE: Leaning the mixture may reduce the ability of
the engine to respond to load changes. Response may
4. Complete Step 3 (Best Power Adjustment). On one be improved by readjusting the mixture toward rich
bank at a time, continue to turn the mixture (counterclockwise). Increased fuel consumption will
adjustment capscrews in equal increments result; therefore, a compromise setting toward the leaner
clockwise to increase the intake manifold pressure mixture is recommended.
by 1/4 inch-Hg (6.35 mm-Hg).
For Best Economy (Continuous Duty Rating): λ NATURALLY ASPIRATED ENGINES WITH
1.06, 17.0:1 AFR PARALLEL CARBURETION
5. Complete Step 3 (Best Power Adjustment). On one Physical Requirements
bank at a time, continue to turn the mixture
adjustment capscrews in equal increments • Carburetors
clockwise to increase the intake manifold pressure – IMPCO DG200T, two in parallel on each bank
by 3/4 inch-Hg (19.05 mm-Hg). • Regulators
6. Intake manifold pressure on each bank should now – IMPCO 91, 2 in. Two on each bank, one for each
be 1-1/2 inch-Hg (38.1 mm-Hg) higher than the fuel. Natural gas regulators have the spring removed
readings noted in Step 3. If not, adjust each bank half and are mounted in the inverted position. Digester
the difference until the values are correct. gas regulators have the spring in place and are
Vee Engine Intake Manifold Pressure Balance mounted upright.
• Gas Supply Pressure to Regulators
Check the intake manifold pressure on both banks at
rated load and speed. If the difference is greater than 1/2 – 8 – 20 in. (203 – 508 mm) of water column (H2O) is
inch-Hg (12.7 mm-Hg), check/adjust the fuel settings. recommended for both fuels. Excessive supply
pressure will cause the regulator to shut off.
NOTICE Insufficient supply pressure may result in too low
regulator outlet pressure to the carburetors.
• Regulator Outlet Pressures:
manifold vacuum readings by adjusting the governor
butterfly plates out of mechanical synchronism. – Natural Gas: approximately 1 inch-H2O (25.4
mm-H2O) negative. Not adjustable.
NOTE: Gas pressure to the carburetor(s) may be – Digester gas: 3 – 6 inch-H2O (76.2 – 152.4 mm-H2O)
somewhat less at full load than the initial no load setting. adjustable. Set at 4 – 5 inch-H2O (101.6 – 127
If the drop is more than 3 in. (76.2 mm) of water column, mm-H2O) initially.
an insufficient supply pressure to the regulator,
NOTE: Accurate regulator outlet pressure
undersize piping, incorrect regulator orifice size or
measurement cannot be made unless gas is flowing
inadequate regulator capacity could be the root cause.
through the regulator.1 If the top or spring side of the
regulator diaphragm case is vented to the carburetor air
horn with a balance line, then the water manometer used
for measuring outlet gas pressure must be the vent side
connected to the balance line instead of open to
atmosphere. Disconnect the balance line while checking
pressure if using an ounces per square inch gauge.
1. Check and adjust with the engine running unloaded.
Form 6277-5
6. On one bank at a time, turn the adjustment toward
! WARNING
closed until intake manifold vacuum decreases
approximately 1/2 inch-Hg (12.7 mm-Hg).
7. Vacuum should now be approximately 1 inch-Hg
(25.4 mm-Hg) less than the maximum noted in Step
5 and the butterfly valve position should be similar.
highly toxic.
If not, repeat the adjustments to assure compliance
with procedure.
NOTE: Because the left bank and right bank governor
Natural Gas Operation butterfly valves are connected together, any adjustment
1. To operate on natural gas, the normally open on one bank that causes governor response will produce
solenoid valve in the line to the upright regulator on the same vacuum change on both banks.
each bank must be energized to shut off the gas
NOTE: Left bank and right bank intake manifold
supply to those regulators.
vacuum readings should be nearly equal. If more than
2. The mixture adjustment on each carburetor should 1/2 inch-Hg (12.7 mm-Hg) difference, check if the
be set at 2/3 – 3/4 rich unless they have already been governor butterfly valves are mechanically
set for digester gas operation. synchronized. Correct if necessary.
3. The butterfly valve mixture adjustment just
downstream of the inverted regulator is for natural NOTICE
gas. Set them approximately half open prior to initial
start-up. After start-up, adjust as required for best Never attempt to equalize bank-to-bank intake
idle operation. manifold vacuum readings by adjusting the governor
butterfly plates out of mechanical synchronism.
NOTICE
Digester Gas Operation
Adjust the butterfly mixture adjustment valve in small
increments. Small changes to the valve position result 1. For digester gas operation, the solenoid valve
in large changes to the air/fuel ratio. Allow the engine upstream from the upright digester gas regulator on
to stabilize between adjustments. each bank must be de-energized so that it is open.
2. With the engine running no load, check digester gas
4. Apply rated load at rated speed. A load that pressure between the regulator outlet and the
produces 3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake carburetor inlet. Set at 4 – 5 inch-H2O (101.6 – 127
manifold vacuum is preferred for response to mixture mm-H2O), both banks equal to within 1/2 in. (12.7
adjustment. Carburetor throttles must be wide open. mm).
5. On one bank at a time, while observing intake 3. Apply rated load at rated speed. A load that
manifold vacuum, move the mixture adjustment produces 3 – 6 inch-Hg (76.2 – 152.4 mm-Hg) intake
butterfly valve toward full open. If intake manifold manifold vacuum is preferred for response to mixture
vacuum increases as the valve is opened, leave it at adjustment. Carburetor throttles must be wide open.
the maximum vacuum position. If vacuum remains
constant or decreases, move the valve toward the 4. On one bank at a time, while watching intake
closed position to lean the mixture. Note the point at manifold vacuum, turn the mixture adjustment
which vacuum just begins to decrease and back off capscrew on both carburetors from full rich toward
slightly to return to maximum vacuum. Note that lean until vacuum begins to decrease, then back off
reading. Do the same on the other bank. slightly to return to maximum vacuum. Turn the
adjustment the same amount on both carburetors,
If equipped with exhaust temperature indication, keeping them even. Do the same on the other bank.
adjust for maximum temperature. Exhaust
temperature is highest at the mixture ratio that If equipped with Air/Fuel Ratio Control, omit Step 5
produces maximum vacuum. and adjust in accordance with latest edition of
SA-7546.
If equipped with Air/Fuel Ratio Control, omit Steps
6 and 7. Adjust in accordance with latest edition of
SA-7546.
Form 6277-5
NOTE: Exhaust temperature may be observed instead 6- AND 12-CYLINDER GSI ENGINES OPERATING
of intake manifold vacuum. Adjust for maximum ON NATURAL GAS FUEL (850 – 900 BTU) WITH
temperature. LOW FUEL PRESSURE SYSTEM
NOTICE Table 4.05-10: Regulator Settings
RATED OR
Always verify that all cylinders are firing before NORMAL
adjusting the carburetor. Individual exhaust IDLE (INITIAL
MODEL OPERATING
thermocouples have been provided for this purpose. SETTING)
LOAD (FINAL
Failure to do so may cause serious engine damage. SETTING)
F3521GSI 5.5 5 ± 0.5
5. On one bank at a time, turn the mixture adjustment
capscrew on both carburetors toward lean until Physical Requirements
intake manifold vacuum decreases slightly,
• Main Fuel Supply
approximately 1/2 inch-Hg (12.7 mm-Hg). After
making this adjustment on both banks, vacuum – The gas supply pressure and regulation system
should be approximately 1 inch-Hg (25.4 mm-Hg) must be capable of supplying 6 in. (152 mm) of water
less than the maximum that was observed. This is a column (H2O) gas pressure to the carburetor(s).
compromise setting between maximum available – Fuel supply to comply with latest edition of
horse power and improved fuel economy. Further Waukesha’s S7884-6, Gaseous Fuel Specification.
economy improvement can be made by adjusting
each carburetor a little more toward lean. – Gas regulator sizing information:
6. If vacuum begins to decrease as soon as the • Use the Waukesha Technical Data to obtain the
carburetor mixture adjustment is moved away from engine fuel flow requirement (Heat Balance
full rich, or if the carbon monoxide (CO) level is below Section).
1% at full rich, increase the digester gas regulator • Select a regulator control spring capable of
outlet pressure 1/2 – 1 inch-H2O (12.7 – 25.4 mm- providing the gas over air (gas/air) pressure. See
H2O) of on both banks and recheck. Increase the Table 4.05-10 for the appropriate engine model.
regulator outlet pressure as much as required to An adjustment range of approximately ± 3 inch-
enable turning the carburetor mixture adjustment H2O (76.2 mm-H2O) of from nominal is desirable.
away from full rich without immediate vacuum • The regulator drop should be less than 1 inch-H2O
decrease or dropping below 0.38% CO. (25.4 mm-H2O) for the required flow range (see
NOTE: If the carburetor mixture adjustment capscrew Table 4.05-10).
can be turned 1/3 or more away from full rich before – Customer-furnished regulator(s) and gas shutoff
vacuum begins to decrease, reduce the digest gas valve(s) to be mounted as close to carburetor(s) as
regulator outlet pressure 1/2 – 1 inch-H2O (12.7 – 25.4 possible
mm-H2O) on each bank and recheck.
– Customer to supply 0.40 in. (10 mm) ID minimum
NOTE: For best fuel economy over a broad operating regulator balance line(s) to carburetor(s)
load range, the preferred compromise is reduced – Customer to supply gas pressure top location(s) for
regulator outlet pressure and maximum vacuum at instrumenting gas/air pressure differential
nearly full rich setting of the carburetor mixture
• Governor Linkage Adjustment
adjustment. If that adjustment combination causes
difficult starting, increase the regulator outlet pressure – Check/adjust governor to throttle control linkage to
as required. assure that throttle plate(s) is closed when the
governor is in the minimum stroke position. When
the governor goes to full stroke, the throttle plate(s)
must not overtravel the wide open, straight up and
down position. Up to 5° toward closing is preferred.
Form 6277-5
Carburetor Adjustment (Each Bank of 12-Cylinder
! WARNING
Engine)
Do not inhale gaseous fuels. NOTICE

are odorless, tasteless and Always verify that all cylinders are firing before
highly toxic. adjusting the carburetor. Individual exhaust
Fuel System Adjustment Prior to Engine Start-Up
1. Turn carburetor metering valve(s) to 30°. 1. Apply rated load at rated speed, or maximum
available load if less than rated load. A load that
2. Install a water manometer to measure the gas/air
produces a positive intake manifold pressure is
pressure differential between the carburetor gas
preferred for response to mixture adjustments.
inlet and the carburetor air inlet (both banks on Vee
engines).
NOTICE
Preliminary Settings After Engine Start-Up
Since the Vee engines are “cross blown” on LFPS
At idle speed and no load adjust the main regulator(s) to (draw-thru) engines, carburetor adjustment on one
the gas/air pressure listed below. The banks are to be bank affects performance of the opposite bank
within 1/2 inch-H2O (12.7 mm-H2O) on Vee engines. cylinders. In other words, adjustment of the left bank
carburetor will change the oxygen level and
Carburetor Adjustment (6-Cylinder Engine) temperature of the exhaust in the right bank (and vice
versa).
NOTICE
Always verify that all cylinders are firing before NOTE: For example: An oxygen level of 1.5% is
adjusting the carburetor. Individual exhaust measured in the right bank exhaust. To change this
thermocouples have been provided for this purpose. oxygen level, the left bank carburetor metering valve will
Failure to do so may cause serious engine damage. have to be adjusted.
2. On either bank, turn the carburetor metering valve
1. Apply rated load at rated speed, or maximum clockwise, toward “lean,” until the intake manifold
available load if less than rated load. A load that pressure begins to increase, then slightly
produces a positive intake manifold pressure is counterclockwise to return to minimum pressure.
preferred for response to mixture adjustment. Note that reading. Do the same on the other bank.
2. Adjust the carburetor metering valve clockwise, 3. On one bank at a time, turn the metering valve farther
toward “lean” until the intake manifold pressure just clockwise until the intake manifold pressure
begins to increase. Note the lowest reading. increases 1/4 inch-Hg (6.35 mm-Hg) (intermittent
rating) or 3/4 inch-Hg (19.05 mm-Hg) (continuous
3. Continue to turn the metering valve clockwise, far rating).
enough to increase the intake manifold pressure 1/2
inch-Hg (12.7 mm-Hg) (intermittent rating) or 1-1/2 4. Intake manifold pressure on each bank should now
inch-Hg (38.1 mm-Hg) (continuous rating). be 1/2 inch-Hg (12.7 mm-Hg) (intermittent rating) or
1-1/2 inch-Hg (38.1 mm-Hg) (continuous rating)
4. Tighten locking nuts on carburetor metering higher than the readings noted for Step 2. If not,
valve(s). adjust each bank by half the difference until the
values are correct.
NOTE: Because the left bank and right bank governor
butterfly valves are connected together, any adjustment
on one bank, that causes governor response, will
produce the same intake manifold pressure change on
both banks.
Form 6277-5
5. Check the intake manifold pressures on both banks. Physical Requirements
If the difference is greater than 1/2 inch-Hg (12.7 • 35 – 50 psi (241 – 345 kPa) input line pressure to the
mm-Hg) recheck fuel settings. Fisher regulator(s)
NOTICE • 2 in. (5 cm) pipe size Fisher 99 regulator(s) (two on
Vee engines)
Do not attempt to equalize bank-to-bank pressures by – 1.125 in. (28.6 mm) orifice
adjusting throttle plates out of synchronization.
– Cadmium spring (3 – 12 in. [76 – 309 mm] of water
column [H2O])
6. Tighten locking nuts on carburetor metering valves.
– 0.38 in. (9.7 mm) ID minimum balance line to
NOTE: These instructions apply to sales and/or field carburetor air horn(s)
gas with a Low Heat Value (SLHV) of 850 – 900
BTU/ft3 (33 – 35 MJ/m3). • Regulator(s) are to be mounted as close to carburetor
as possible (normally furnished with engine).
NOTE: Gas/air pressure at the carburetor(s) may be
less at full load than at the initial idle setting. This drop Fuel System Adjustment Prior to Engine Start-Up
should not be more than 1-1/2 inch-H2O (38.1
mm-H2O). Any more pressure drop would indicate ! WARNING
insufficient supply pressure to the regulator, under size
piping, incorrect regulator orifice size, inadequate Do not inhale gaseous fuels.
regulator capacity or a malfunctioning regulator. Some components of fuel gas
NOTICE highly toxic.

adjusting the carburetor. Exhaust manifold
thermocouples (optional equipment) will assist in 1. Make sure that the prechamber gas controls are
diagnosing misfiring cylinders. Unstable or high properly vented to a safe location.
exhaust O2 levels may also indicate misfires. 2. Check governor linkage to ensure that it is properly
adjusted. The butterfly must be closed when the
governor is in the minimum stroke position. On Vee
LEAN BURN APPLICATIONS engines, both throttle plates must be synchronized
so they open and close together.
ENGINES WITH IMPCO 600D CARBURETORS AND 3. Piping to the engine must be properly sized so that
ENGINE-MOUNTED FISHER 99 REGULATORS a minimum of 35 psi (241 kPa) fuel pressure will be
(FUEL ONLY PRECHAMBER SYSTEM) provided at inlet to Fisher 99 regulator across the
NOTE: Before making any fuel mixture or regulator entire load range. maximum pressure is 50 psi (345
adjustments on a Vee block engine, both governor- kPa).
controlled throttle plates and the hand throttle located in 4. Turn prechamber fuel regulator six turns
the carburetors must be balanced. Each pair of butterfly counterclockwise from the full clockwise position
plates must fully close or open in unison. If adjustments (locking nut positioned against the square).
5. Turn carburetor mixture adjustment capscrew(s) two
turns counterclockwise from the full clockwise
position (both banks on Vee engines).
idle adjusting capscrew to allow the butterfly plate to fully 6. Install a digital manometer, capable of measuring in
close. When the governor goes to full stroke, the inches of mercury (Hg), to measure the differential
carburetor butterfly plate must not overtravel the wide- pressure between the prechamber manifold and the
open, straight-up-and-down position. Up to 5° lean intake manifold (right bank only on Vee engines).
Form 6277-5
7. From the fitting in the connection between the
exhaust manifold and the turbocharger, install a
NOTICE
sample line with an ON/OFF valve to measure Always verify that all cylinders are firing before
exhaust manifold oxygen (O2) concentration (both adjusting the carburetor. Individual exhaust
banks on Vee engines). thermocouples have been provided for this purpose.
8. Install water manometer to measure gas over air Failure to do so may cause serious engine damage.
(gas/air) pressure differential between carburetor
gas inlet(s) and carburetor air horn(s) (both banks on 4. Follow break-in procedure up to nameplate rated
Vee engines). speed and load.
Fuel System Adjustment Settings After Engine 5. With engine at rated speed and load, verify that gas/
Start-Up air is within tolerance specified in Table 4.05-11. If
gas/air is not within specified limits at rated speed
1. At idle speed and no load, adjust the engine- and load, it will be necessary to bring the engine back
mounted Fisher 99 regulator(s) to the gas/air to idle conditions and readjust the regulator. When
pressure listed in Table 4.05-11. The banks are to the gas/air is within tolerance at rated speed and
be within 1/2 in. (12.7 mm) of water column on Vee load, adjust carburetor mixture capscrew(s) if
engines. required to obtain O2 level of 9.8 ± 0.1% measured
2. At idle speed and no load, adjust prechamber fuel before the turbocharger.
regulator to 6 ± 1 inch-Hg (152.4 ± 25.4 mm-Hg)
differential pressure (prechamber manifold over NOTICE
intake manifold pressure). Tighten locking nuts on
regulator. Do not attempt to equalize bank-to-bank pressures by
3. Follow break-in procedure up to rated speed and adjusting throttle plates out of synchronization.
100 BMEP, or approximately 10 in. (25.4 cm) of Hg
gauge intake manifold pressure (or 40 in. [101.6 cm] 6. On Vee engines, check intake manifold pressure on
of HgA. HgA = barometer plus intake manifold both banks. If this difference is greater than 1
pressure in inches of Hg). If unable to attain 100 inch-Hg (25.4 mm-Hg), recheck throttle plate
BMEP, adjust carburetor mixture capscrew(s) to synchronization.
obtain O2 level of 9.8 ± 0.5% measured before the 7. Special fuel system settings must be approved by
turbocharger (both banks on Vee engines). Turn the Waukesha Sales Engineering department.
capscrew in (clockwise) to increase oxygen level or
out (counterclockwise) to decrease O2 level. Set
engine at rated speed and add load to produce 100
BMEP.
Table 4.05-11: Gas Over Air Settings
G/A AT RATED LOAD WITH

G/A AT RATED LOAD WITH
LARGE (5/64 in.) REGULATOR
MODEL G/A (IN. W/C) AT IDLE STANDARD REGULATOR
PILOT ORIFICE ALL WPS
PILOT ORIFICE
ENGINATORS
L5108GL 8 ± 0.5 7±1 4±1
F2895GL
L5790GL 7 ± 0.5 6±1 3±1
P9390GL
F3521GL 5 ± 0.5 4±1 2±1
NOTE: Gas over air pressure differential – inches water column.
Form 6277-5
ENGINES WITH IMPCO 600D CARBURETORS 6. Turn carburetor mixture capscrew(s) one turn
NATURAL GAS FUEL AIR / FUEL PRECHAMBER counterclockwise from the full clockwise position
(both banks on a Vee engine).
adjustments on a Vee block engine, both governor- 7. Make sure that the prechamber gas controls are
controlled throttle plates and the hand throttle located in properly vented to a safe location.
the carburetors must be balanced. Each pair of butterfly 8. Install a digital manometer, capable of measuring in
plates must fully close or open in unison. If adjustments Inches of Mercury (Hg), to measure the differential
are required, loosen the capscrews holding the universal pressure between the prechamber manifold and the
joint discs in the cross-shaft assembly, reposition the intake manifold (right bank only on Vee engines).
9. From the same fitting in the prechamber manifold,
install a sample line with an ON/OFF valve to
measure exhaust manifold oxygen (O2)
carburetor butterfly plate must not overtravel the wide- concentration (right bank only on Vee engines).
open, straight-up-and-down position. Up to 5° lean 10. From the fitting in the connection between the
toward closing is acceptable. The results of the above exhaust manifold and the turbocharger, install a
static adjustments can be observed when the engine is sample line with an ON/OFF valve to measure
running by comparing the manifold vacuum between exhaust manifold O2 concentration (both banks on a
banks. Readjust the idle adjusting capscrew. Vee engine).
Physical Requirements 11. Install a water manometer to measure the gas over
air pressure (Gas/Air) differential between the
• 35 – 50 psi (241 – 345 kPa) input line pressure to the carburetor gas inlet(s) and the carburetor air horn(s)
Fisher regulator(s) (both banks on a Vee engine).
• 2 in. (5 cm) pipe size Fisher 99 regulator(s) (2 on Vee
engines) Preliminary Settings After Engine Start-Up
– 1.125 in. (28.6 mm) orifice 1. At idle speed and no load, adjust the engine-
mounted Fisher 99 regulator(s) to the gas/air
– Cadmium spring (3 – 12 in. [7.62 – 30.48 cm] of water
pressure listed in Table 4.05-12. On a Vee engine,
column [H2O]).
the banks are to be within 1/2 inch-H2O (12.7 mm-
– 0.38 in. (9.7 mm) ID minimum balance line to H2O).
carburetor air horn(s)
2. Adjust the prechamber fuel only regulator to 6 ± 1/2
• Regulator(s) are to be mounted as close to carburetor inch-Hg (152.4 ± 12.7 mm-Hg) differential pressure
as possible (normally furnished with engine). (prechamber manifold over intake manifold
pressure).
Fuel System Adjustment Prior to Engine Start-Up
1. Set the primary or line regulator to provide Table 4.05-12: Gas Over Air Settings
35 – 50 psi (241 – 345 kPa) at the inlet to the engine-
ONLY FOR NATURAL GAS
mounted Fisher 99 regulator(s).
MODEL IDLE FULL LOAD
2. Open the prechamber fuel control valve by turning it
fully counterclockwise. F2895GL 7 ± 1/2 6 ± 1/2
3. Close the prechamber air control valve by turning it F3521GL 5 ± 1/2 4 ± 1/2
fully clockwise. L5790GL 7 ± 1/2 6 ± 1/2
4. Turn the prechamber fuel/air regulator 16 turns P9390GL 7 ± 1/2 6 ± 1/2
counterclockwise from the full clockwise position.
(The locking nut should be positioned against the NOTE: Gas over air pressure differential – inches water
square.) column.
5. Turn the prechamber fuel only regulator nine turns
counterclockwise from the full clockwise position.
(The locking nut should be positioned against the
square.)
Form 6277-5
NOTICE NOTICE
Always verify that all cylinders are firing before Do not attempt to equalize bank-to-bank pressures by
adjusting the carburetor. Individual exhaust adjusting throttle plates out of synchronization.
Failure to do so may cause serious engine damage. 2. On Vee engines, check the intake manifold pressure
on both banks. If the difference is greater than 1
3. Follow break-in procedure up to 100 BMEP. If unable inch-Hg (25 mm-Hg), recheck the throttle plate
to attain 100 BMEP, adjust carburetor(s) according synchronization (see Physical Requirements on
to Step 5 first, then return to Step 4. page 4.05-39).
4. Set engine at rated speed and add load to produce 3. (As applicable) check O2 level in prechamber
100 BMEP, or approximately 10 in. (25.4 cm) of Hg manifold. If it exceeds 6%, repeat Steps 4 – 10 in
gauge intake manifold pressure (or 40 in. [101.6 cm] Preliminary Settings After Engine Start-Up on page
of HgA. HgA = barometer plus intake manifold 4.05-39 and Steps 1 – 2 in Final Fuel System
pressure in inches of Hg). Adjustments on page 4.05-40.
5. Adjust the carburetor mixture capscrew(s) to obtain 4. Tighten locking nuts on regulators and control
an O2 level of 9.8 ± 0.3% measured before the valves.
turbocharger (both banks on Vee engines). Turn the
NOTE: These instructions apply to natural gas with a
carburetor mixture capscrew clockwise to increase
saturated low heat value (SLHV) of 850 – 900 BTU/ft3
O2 level or counterclockwise to decrease O2 level.
(33 – 35 MJ/m3)
6. Turn the fuel/air regulator clockwise to obtain
9 ± 1 inch-Hg (228.6 ± 25.4 mm-Hg) differential NOTE: Gas/Air pressure at the carburetor(s) may be
(prechamber manifold over intake manifold less at full load than at the initial idle setting. This drop
pressure). Measure right bank only on Vee engines. should not be more than 2 inch-H2O (50.8 mm-H2O). Any
greater pressure drop would indicate insufficient supply
7. Open prechamber air valve by turning it fully pressure to the regulator capacity or a malfunctioning
counterclockwise. regulator.
8. (As applicable) Adjust prechamber fuel control valve
and prechamber air control valve to obtain 3 ± 1% ENGINES OPERATING ON LOW BTU FUEL WITH
O2 level in the prechamber manifold (right bank only IMPCO 600D CARBURETORS
on Vee engines). If O2 is above 3% with both valves NOTE: Before making any fuel mixture or regulator
wide open, turn air valve toward CLOSED position adjustments on a Vee block engine, both governor-
(CW) until correct O2 level is attained. If O2 is below controlled throttle plates and the hand throttle located in
3% with both valves wide open, turn gas valve the carburetors must be balanced. Each pair of butterfly
toward closed position (CW) until correct O2 level is plates must fully close or open in unison. If adjustments
attained. are required, loosen the capscrews holding the universal
9. Check exhaust O2 levels and reset to 9.8 ± 0.3% if
required (see Step 5).
10. Follow break-in procedure up to Rated Load. idle adjusting capscrew to allow the butterfly plate to fully
Final Fuel System Adjustments carburetor butterfly plate must not overtravel the wide-
1. Set engine at rated load and speed (in the field, open, straight-up-and-down position. Up to 5° lean
maximum load available if less than rated load). toward closing is acceptable. The results of the above
Check carburetor gas/air pressure(s) and reset if static adjustments can be observed when the engine is
required (see Table 4.05-12). Adjust carburetor running by comparing the manifold vacuum between
mixture capscrew(s) to obtain an O2 level of 9.8% ± banks. Readjust the idle adjusting capscrew.
0.1% measured before the turbocharger.
Form 6277-5
Physical Requirements Preliminary Settings After Engine Start-Up
• 35 – 50 psi (241 – 345 kPa) input line pressure to the 1. At idle speed and no load adjust the engine-mounted
Fisher regulator(s) Fisher 99 regulator(s) to the Gas/Air pressure listed
• 2 in. (5 cm) pipe size Fisher 99 regulator(s) (two on below. On a Vee engine, the banks are to be within
Vee engines) 1/2 in. (12.7 mm) of water column (H2O).
– 1.125 in. (28.6 mm) orifice Gas/Air pressure differential – inches of water
column:
– Red spring (0.25 – 2 psig [1.7 – 13.8 kPa])
– 0.38 in. (9.7 mm) ID minimum balance line to 400 BTU/Ft3 = 30 in. (762 mm)
carburetor air horn(s) 500 BTU/Ft3 = 12 in. (305 mm)
• Regulator(s) are to be mounted as close to carburetor 600 BTU/Ft3 = 0.5 in. (13 mm)
as possible (normally furnished with engine).
2. Adjust prechamber fuel only regulator to 13 ± 1/2
Fuel System Adjustment Prior to Engine Start-Up inch-Hg (33.02 ± 1.27 cm-Hg) differential pressure
1. Set the primary or line regulator to provide (prechamber manifold over intake manifold
35 – 50 psi (241 – 345 kPa) at the inlet to the engine- pressure).
mounted Fisher 99 regulator(s). 3. Follow break-in procedure and set engine at rated
2. Turn the prechamber fuel only regulator fully speed and add load to produce 50 BMEP, or
clockwise (locking nut positioned against the approximately 0 in. (0 mm) of Hg gauge intake
square), and then five turns counterclockwise. manifold pressure (or 30 in. [76.2 mm] of HgA. HgA
= barometer plus intake manifold pressure in inches
3. Turn carburetor mixture capscrew(s) full open
of Hg).
(counterclockwise) (both banks on Vee engines).
4. Adjust the Fisher 99 regulator(s) to obtain the
! WARNING percent O2 level (± 0.3%) shown in Figure 4.05-34
for the specific fuel being run (both banks on Vee
Do not inhale gaseous fuels. engines). To increase the exhaust O2 level, lower the
Some components of fuel gas gas/air pressure. To decrease the exhaust O2 level,
are odorless, tasteless and raise the gas/air pressure.
highly toxic.
4. Make sure that the prechamber gas controls are

properly vented to a safe location.
5. Install a digital manometer, capable of measuring
inches of mercury (Hg), to measure the differential
pressure between the prechamber manifold and the
intake manifold (right bank only on a Vee engine).
6. From the fitting in the connection between the
exhaust manifold and the turbocharger, install a
sample line with an ON/OFF valve to measure
exhaust manifold O2 concentration (both banks on a
Vee engine).
7. Install a water manometer to measure the gas over
air (Gas/Air) pressure differential between the
carburetor gas inlet(s) and the carburetor air horn(s)
(both banks on a Vee engine).
Form 6277-5
2. On Vee engines, check the intake manifold pressure
on both banks. If the difference is greater than 1 inch-
9.4 Hg (25 mm-Hg), recheck the throttle plate
synchronization (see Physical Requirements on
9.2 page 4.05-41). Do not attempt to equalize bank-to-
bank pressures by adjusting throttle plates out of
EXHAUST OXYGEN (%)
synchronization.
9.0
3. If improved carburetor tracking is required, the
carburetor mixture capscrews may be used.
8.8
4. Tighten locking nuts on regulators.
NOTE: These instructions apply to sales and/or field
8.6 = 1.68
(LOW BTU FUEL)
gas with a low heat value (lhv) of 400 – 600 BTU/ft3.
8.4
NOTE: Gas/air pressure at the carburetor(s) may be
less at full load than at the initial idle setting. This drop
8.2 should not be greater than 2 inch-H2O (50.8 mm-H2O).
350 450 550 650 Any more pressure drop would indicate insufficient
FUEL SATURATED LOW HEAT VALVE supply pressure to the regulator capacity or a
(SLHV) (BTU/FT3) malfunctioning regulator.
AIR/ FUEL ACTUAL
= AIR/ FUEL STOICHIOMETRIC
NATURAL GAS FUEL (850 – 900 BTU) WITH LOW
Figure 4.05-34: Exhaust Oxygen vs. Fuel Saturated Low FUEL PRESSURE SYSTEM
Heat Value
NOTICE adjustments on a Vee block engine, both governor-
Always verify that all cylinders are firing before the carburetors must be balanced. Each pair of butterfly
adjusting the carburetor. Individual exhaust plates must fully close or open in unison. If adjustments
thermocouples have been provided for this purpose. are required, loosen the capscrews holding the universal
Failure to do so may cause serious engine damage. joint discs in the cross-shaft assembly, reposition the
5. At rated speed and 100 BMEP, or approximately carburetor butterfly in the CLOSED position, back off the
40 inch-Hg (101.6 cm-Hg) absolute intake manifold idle adjusting capscrew to allow the butterfly plate to fully
pressure, adjust Fisher 99 regulator(s) to obtain the close. When the governor goes to full stroke, the
percent exhaust O2 level (± 0.3%) shown in Figure carburetor butterfly plate must not overtravel the wide-
4.05-34 for the specific fuel being run (both banks on
Vee engines).
6. Follow break-in procedure up to rated load. running by comparing the manifold vacuum between
Final Fuel System Adjustments
1. Set engine at rated load and speed (in the field, Physical Requirements
maximum load available if less than rated load). • Main Fuel Supply
Adjust Fisher 99 regulator(s) to obtain the percent
– Gas supply pressure and regulation system must be
exhaust O2 level (± 0.1%) shown in Figure 4.05-34
capable of supplying 6 in. (152.4 mm) water column
for the specific fuel being run. Adjust both banks on
(H2O) gas pressure to the carburetor(s).
Vee engines.
– Fuel supply to comply with latest edition of
NOTICE Waukesha’s Gaseous Fuel Specification S-7884-6.
Do not attempt to equalize bank-to-bank pressures by

Form 6277-5
– Main Gas Regulator Sizing Information:
NOTICE
• Use the Waukesha Technical Data to obtain the
engine fuel flow requirement (heat balance If gas compressor is used to develop prechamber fuel
section). pressure, compressor oil carryover should be
• Select a regulator control spring capable of controlled to meet this fuel specification.
providing the gas over air (gas/air) pressure listed
in Table 4.05-13 for the appropriate engine model. – Customer-furnished gas shutoff valve to be
An adjustment range of approximately 3 inch-H2O mounted as close to engine as possible.
(76 mm-H2O) of from nominal is desirable. – Check/adjust governor to throttle control linkage to
assure that throttle plate(s) is closed when the
• The regulator droop should be less than 1 inch-
governor is in the minimum stroke position. When
H2O (25.4 mm-H2O) for the required flow range.
the governor goes to full stroke, the throttle plate(s)
Table 4.05-13: Gas Over Air Settings must not over travel the wide open, straight up and
down position. Up to 5° toward closing is preferred.
RATED OR
NORMAL Fuel System Adjustment Prior to Engine Start-Up
IDLE (INITIAL
MODEL OPERATING 1. Turn prechamber fuel regulator fully in (clockwise)
SETTING)
LOAD (FINAL (locking nut positioned against the square) and then
SETTING) nine turns out (counterclockwise).
F2895GL 2. Turn carburetor metering valve(s) to 15°.
6.5 6 ± 0.5
L5790GL
F3521GL 5.5 5 ± 0.5
! WARNING
NOTE: Gas over air pressure differential – inches water Do not inhale gaseous fuels.
column. Some components of fuel gas
– Customer-furnished regulator(s) and gas shutoff are odorless, tasteless and
valve(s) to be mounted as close to carburetor(s) as highly toxic.
possible.
– Customer to supply 0.40 in. (10.2 mm) ID minimum
regulator balance line(s) to carburetor(s). 3. Make sure that the prechamber gas controls are
– Customer to supply gas pressure top location(s) for properly vented to a safe location.
instrumenting gas/air pressure differential. 4. Install a digital manometer, capable of measuring
• Prechamber Fuel Supply inches of mercury (Hg), to measure the differential
– 30 – 50 psig (206 – 345 kPa) gas supply pressure to pressure between the prechamber manifold and the
prechamber system. This pressure must be intake manifold (right bank only on a Vee engine).
available for engine start-up. 5. Install an exhaust emission sample probe in the
– Maximum prechamber fuel temperature not to connection between the exhaust manifold and the
exceed 225°F (107°C). turbocharger. connect a sample line with an ON/OFF
valve to the sample probe for measuring exhaust
– Prechamber gas flow requirement for natural gas is manifold oxygen (O2) concentration (both banks on
4.5 SCFM for a VHP 6-cylinder engine and
Vee engine).
9.0 SCFM for a VHP 12-cylinder engine.
6. Install a water manometer to measure the gas/air
– Prechamber fuel supply to comply with latest edition
pressure differential between the carburetor gas
of Waukesha’s Gaseous Fuel Specification
S-7884-6.
engines).
Form 6277-5
Preliminary Settings After Engine Start-Up Final Fuel System Adjustments
1. At idle speed and no load adjust the main 1. Set engine at rated load and speed (in the field,
regulator(s) to the gas/air pressure listed in Table maximum load available if less than rated load).
4.05-13. The banks are to be within 1/2 inch-H2O Check carburetor gas/air pressure(s) and reset if
(12.7 mm-H2O) on Vee engines. required (see Table 4.05-13). Adjust carburetor
metering valve(s) to obtain O2 level of 9.8 ± 0.1%
2. Adjust prechamber fuel regulator to 5 ± 1 inch-Hg
measured before the turbocharger.
(127 ± 25.4 mm-Hg) differential pressure
(prechamber manifold over intake manifold
NOTICE
pressure).
NOTICE adjusting throttle plates out of synchronization.
adjusting the carburetor. Individual exhaust 2. On Vee engine, check the intake manifold pressures
thermocouples have been provided for this purpose. on both banks. If the difference is greater than 1 inch-
Failure to do so may cause serious engine damage. Hg (25.4 mm-Hg); recheck the Physical
Requirements on page 4.05-42 for throttle plate
synchronization.
3. Follow break-in procedure up to 100 BMEP. If unable
to attain 100 BMEP, adjust carburetor according to 3. Tighten locking nuts on prechamber regulator and
Step 5 first, then return to Step 4. carburetor metering valve(s).
4. Set engine at rated speed and add load to produce NOTE: These instructions apply to sales and/or field
100 BMEP, or approximately 10 in. (25.4 cm) of Hg gas with a low heat value (SLHV) of 850 – 900 BTU/ft3
gauge intake manifold pressure (or 40 in. [101.6 cm] (33 – 35 MJ/m3).
of HgA, HgA = barometer plus intake manifold
pressure in inches of Hg). NOTE: Gas/air pressure of the carburetor(s) may be
5. Adjust carburetor metering valve(s) to obtain an O2 should not be more than 1-1/2 inch-H2O (38 mm-H2O).
level of 9.8 ± 0.5% measured before the Any more pressure drop would indicate insufficient
turbocharger. Turn the metering valve(s) toward supply pressure to the regulator, undersize piping,
“lean” (clockwise) to increase O2 level or towards incorrect regulator orifice size, inadequate regulator
“rich” (counterclockwise) to decrease O2 level. capacity or a malfunctioning regulator.
NOTICE ENGINES OPERATING ON DUAL FUEL WITH

IMPCO 600D CARBURETORS
Since the Vee engines are “cross blown” on LFPS
NOTE: There are two methods for adjusting the low
(draw-thru) engines, carburetor adjustment on one
BTU side of a dual fuel system. One method uses two
bank affects performance of the opposite bank
mixture adjusting butterfly valves (the carburetor mixture
cylinders. In other words, adjustment of the left bank
capscrews are not used). The other method utilizes
carburetor will change the oxygen level and
carburetor mixture capscrews and mixture adjustment
temperature of the exhaust in the right bank (and vice
butterfly valves. There are only a few differences
versa).
between the two methods. This fuel system adjustment
procedure contains both methods. Where the steps are
NOTE: For example: an O2 level 11% is measured in different, the step is written for each method.
the right bank exhaust. To lower the O2 level back to the
specified 9.8%, the left bank carburetor metering valve
will have to be adjusted.
6. Follow break-in procedure up to rated load.
Form 6277-5
! WARNING
the carburetors must be balanced. Each pair of butterfly Do not inhale gaseous fuels.
plates must fully close or open in unison. If adjustments Some components of fuel gas
are required, loosen the capscrews holding the universal are odorless, tasteless and
joint discs in the cross-shaft assembly, reposition the highly toxic.
close. When the governor goes to full stroke, the 4. Make sure that the prechamber gas controls are
carburetor butterfly plate must not overtravel the wide- properly vented to a safe location.
open, straight-up-and-down position. Up to 5° lean 5. Install a digital manometer, capable of measuring
toward closing is acceptable. The results of the above inches of mercury (Hg), to measure the differential
static adjustments can be observed when the engine is pressure between the prechamber manifold and the
running by comparing the manifold vacuum between intake manifold (right bank only on a Vee engine).
banks. Readjust the idle adjusting capscrew. 6. From the fitting in the connection between the
Physical Requirements exhaust manifold and the turbocharger, install a
sample line with an ON/OFF valve to measure
• 35 – 50 psi (241 – 345 kPa) input line pressure to the exhaust manifold oxygen (O2) concentration (both
Fisher regulator(s)
banks on a Vee engine).
• 2 in. (5.08 cm) pipe size Fisher 99 regulator(s) (two on
7. Install a water manometer to measure the gas over
Vee engines)
air (gas/air) pressure differential between the gas
– 1.125 (28.6 mm) in. orifice pressure regulator outlets and the carburetor air horn
– Low heat value above 600 BTU/ft3 (23.6 MJ/m3). (both banks on a Vee engine).
Use red spring.
Preliminary Settings After Engine Start-Up
– Low heat value below 600 BTU/ft3 (23.6 MJ/m3).
Use yellow spring. NOTE: Fuel adjustments can be performed
independently on low or high BTU fuel, in any order.
– 0.38 in. (9.7 mm) ID minimum balance line to
carburetor air horn(s) Landfill or Digester Gas (Low BTU Fuel)
• Regulator(s) are to mounted as close to carburetor as 1. Switch fuel solenoids to low BTU fuel.
possible (normally furnished with engine). 2. At idle speed and no load, adjust the low BTU fuel
Fisher 99 regulator(s) to the gas/over air pressure
Fuel System Adjustment Prior to Engine Start-Up shown in Figure 4.05-35 for the specific fuel being
1. Set the primary or line regulator to provide run (± 2 in. [50.8 mm] of water column [H2O]). On a
35 – 50 psi (241 – 345 kPa) at the inlet to the engine- Vee engine the banks are to be within 1/2 inch-H2O
mounted Fisher 99 regulator(s). (12.7 mm-H2O).
2. Turn the prechamber fuel only regulator fully
clockwise (locking nut positioned against the
square), and then five turns counterclockwise.
3. (Butterfly valves method) Turn mixture adjustment
butterfly valve(s) full open and turn carburetor
mixture capscrew(s) fully counterclockwise (both
banks on Vee engines).
Or
(Carburetor and butterfly method) Turn the
carburetor mixture capscrew(s) to full clockwise
position, then back out two turns. Turn mixture
adjusting butterfly valve(s) full open (both banks on
a Vee engine).
Form 6277-5
FISHER 99 REGULATOR GAS/AIR (H20)

70 NOTICE
60 Always verify that all cylinders are firing before
50 FUEL DILUTED thermocouples have been provided for this purpose.
WITH (CO2)
40
5. (Butterfly valves only method) At rated speed and

30
100 BMEP or approximately 40 in. (101.6 cm) of HgA
intake manifold pressure, adjust the mixture
FUEL DILUTED
20 WITH NITROGEN
adjustment butterfly valve(s) to obtain the percent
10 exhaust O2 (± 0.3%) shown in Figure 4.05-36 for the
500 600 700 800 900 specific fuel being run (both banks on a Vee engine).
FUEL SATURATED LOW HEATING VALUE Turn the mixture adjustment butterfly valve(s)
BTU/ft3 toward the CLOSED position to increase O2 level or
toward the OPEN position to decrease the O2 level.
Figure 4.05-35: Gas/Air Setting vs. Fuel Saturated Low Do not readjust the Fisher 99 regulator (low BTU
Heat Value fuel) gas/air pressure.
3. Adjust or recheck prechamber fuel regulator to Or
10 ± 1 inch-Hg (25.4 ± 2.54 cm-Hg) differential
pressure between prechamber manifold and intake (Carburetor and butterfly method) At rated speed
manifold pressure. and 100 BMEP or approximately 40 in. (101.6 cm)
of HgA intake manifold pressure, adjust the
4. At rated speed and 50 BMEP or approximately 28 in. carburetor mixture capscrew(s) to obtain the
(71.12 cm) of HgA intake manifold pressure percent exhaust O2 (± 0.3%) shown in Figure
(HgA = barometer plus intake manifold pressure in 4.05-36 for the specific fuel being run (both banks
inch-Hg), adjust the low BTU fuel Fisher 99 on a Vee engine). Turn the carburetor mixture
regulator(s) on both banks to obtain the percent O2 capscrew(s) clockwise to increase O2 level or
(± 0.3%) shown in Figure 4.05-36 for the specific fuel counterclockwise to decrease the O2 level. Do not
being run.
readjust the Fisher 99 regulator (low BTU fuel) gas/
air pressure.
EXHAUST OXYGEN VS. FUEL
SATURATED LOW HEAT VALUE 6. Final low BTU fuel system adjustment.
9.8 a. (Butterfly valves only method) At rated speed
and load, or approximately 58 in. (147.32 cm) of
9.6 HgA intake manifold pressure (in the field,
EXHAUST OXYGEN (%)
= 1.74 (HIGH BTU FUEL)

maximum load available if less than rated load)
9.4
adjust the mixture adjustment butterfly valve(s)
to obtain the percent O2 (± 0.1%) shown in
9.2
Figure 4.05-36 for the specific fuel being run.
9.0 = 1.68 (LOW BTU FUEL) Or
8.8
(Carburetor and butterfly method) At rated
AIR/FUEL ACTUAL
= AIR/FUEL STOICHIOMETRIC speed and load, or approximately 58 in. (147.32
8.6 cm) of HgA intake manifold pressure (in the
500 600 700 800 900 field, maximum load available if less than rated
FUEL SATURATED LOW HEAT VALUE load) adjust the carburetor mixture capscrew(s)
(SLHV) (BTU/ft3) to obtain the percent O2 (± 0.1%) shown in
Figure 4.05-36 for the specific fuel being run.
Figure 4.05-36: Exhaust Oxygen vs. Fuel Saturated Low
Heat Value
Form 6277-5
6. Final high BTU fuel system adjustment.
NOTICE
a. At rated speed and load, or approximately 58 in.
Do not attempt to equalize bank-to-bank pressures by (147.32 cm) of HgA intake manifold pressure (in
adjusting throttle plates out of synchronization. the field, maximum load available if less than
rated load) adjust the mixture adjustment
b. On a Vee engine, adjust both banks and check butterfly valve(s) to obtain the percent O2 (±
the intake manifold pressure on both banks. If the 0.1%) shown in Figure 4.05-36 for the specific
difference is greater than 1 inch-Hg (25.4 fuel being run.
mm-Hg), recheck Physical Requirements on
page 4.05-45 for throttle plate synchronization. NOTICE
c. Tighten locking nuts on low BTU regulators and
locking capscrews on the butterfly mixture
adjusting valves.
Natural Gas (High BTU Fuel) b. On a Vee engine, adjust both banks and check
1. Switch fuel solenoids to high BTU fuel. the intake manifold pressure on both banks. If the
difference is greater than 1 inch-Hg (25.4 mm-
2. At idle speed and no load, adjust the high BTU fuel Hg), recheck Physical Requirements on page
Fisher 99 regulator(s) to the gas/air pressure shown 4.05-45 for throttle plate synchronization.
in Figure 4.05-36 for the specific fuel being run (± 2
inch-H2O [± 51 mm-H2O]). On a Vee engine, the c. Tighten locking nuts on high BTU regulators and
lock capscrews on butterfly mixture adjusting
banks are to be within 1/2 inch-H2O (12.7 mm-H2O).
valves.
3. Adjust or recheck prechamber fuel regulator
adjustment at 10 ± 1 inch-Hg (25.4 ± 2.54 cm-Hg) NOTE: These instructions apply to sales and/or field
differential pressure between the prechamber gas with a low heat value (lhv) of 450 – 900 BTU/ft3
manifold and the intake manifold pressure. (17.7 – 35.4 MJ/m3) used in dual fuel applications.
4. At rated speed and 50 BMEP, or approximately NOTE: Gas/air pressure to the carburetor may be less
28 in. (71.12 cm) of HgA intake manifold pressure, at full load than initial idle setting.
adjust the high BTU fuel Fisher 99 regulator(s) (both
banks on a Vee) to obtain the percent O2 (± 0.3%) ENGINES OPERATING ON NATURAL GAS
shown in Figure 4.05-36 for the specific fuel being (PRIMARY FUEL) AND HD-5 PROPANE VAPOR
run. (SECONDARY FUEL FOR EMERGENCY BACKUP)
NOTICE adjustments on a Vee block engine, both governor-
Always verify that all cylinders are firing before the carburetors must be balanced. Each pair of butterfly
adjusting the carburetor. Individual exhaust plates must fully close or open in unison. If adjustments
thermocouples have been provided for this purpose. are required, loosen the capscrews holding the universal
Failure to do so may cause serious engine damage. joint discs in the cross-shaft assembly, reposition the
5. At rated speed and 100 BMEP, or approximately carburetor butterfly in the CLOSED position, back off the
40 in. (101.6 cm) of HgA intake manifold pressure, idle adjusting capscrew to allow the butterfly plate to fully
turn the mixture adjustment butterfly valve(s) (both close. When the governor goes to full stroke, the
banks on a Vee) to obtain the percent O2 (0.3%) carburetor butterfly plate must not overtravel the wide-
shown in Figure 4.05-36 for the specific fuel being open, straight-up-and-down position. Up to 5° lean
run. Turn the mixture adjustment butterfly valve(s) toward closing is acceptable. The results of the above
toward the closed position to increase O2 level or static adjustments can be observed when the engine is
toward the open position to decrease the O2 level. running by comparing the manifold vacuum between
Do not readjust the Fisher 99 regulator (high BTU banks. Readjust the idle adjusting capscrew.
fuel) gas/air pressure.
Form 6277-5
Physical Requirements 8. Install a water manometer to measure the gas over
• 30 – 50 psi (206 – 345 kPa) line pressure to Fisher 99 air (gas/air) pressure differential between the gas
(natural gas) regulator(s) pressure regulator outlets and the carburetor air horn
(both banks on Vee engines).
• 2 in. pipe size Fisher regulator(s)
– 1.125 in. (28.6 mm) orifice inches of Hg, to measure carburetor air inlet
– Saturated Low Heat Value 850 BTU/ft3 pressure (both banks on Vee engines).
(33.4 MJ/m3) and above. Cadmium spring. 10. Turn turbo air bypass valves to half open (both banks
– 0.38 in. (9.7 mm) ID minimum balance line to on Vee engines).
carburetor air horn
NOTE: Air bypass valves are preset at the factory.
• 30 – 35 psi (206 – 345 kPa) line pressure to Waukesha
11. Preset the engine-mounted propane regulators, by
Modified Fisher S-211 (propane) regulator(s)
removing the closing cap and adjusting the upper
• 2 in. Pipe Size Fisher – Propane Regulator control spring seat 1 in. (25.4 mm) below the top
– 0.75 (19.1 mm) in. orifice edge of the regulator case (both banks on Vee
engines).
– Saturated Low Heat Value 2250 BTU/ft3
88.46 MJ/m3 (nominal). Gray spring. Fuel System Adjustment After Engine Start-Up
– 0.38 in. (9.7 mm) ID minimum balance line to NOTE: Fuel adjustments to be performed
carburetor air horn independently on natural gas first and HD-5 propane
• Regulators described above are furnished with second.
engine.
Natural Gas (Low BTU)
Fuel System Adjustments Prior to Engine Start-Up 1. Switch solenoids for natural gas operation (both
1. Set the natural gas primary or line regulators to banks on Vee engines).
provide 30 – 50 psi (206 – 345 kPa) at the inlet to the 2. Switch ignition timing to natural gas fuel operation.
engine-mounted Fisher 99 regulators. See specified ignition system wiring and instruction
2. Set the propane line regulators to provide 30 – 35 psi for proper timing control.
(206 – 241 kPa) at the inlet to the engine-mounted 3. At idle speed and no load, adjust the natural gas fuel
propane regulators. Fisher 99 regulator(s) to a gas over air (gas/air)
3. Turn the prechamber fuel regulator adjusting differential pressure of 7 ± 1/2 in. (177 ± 12.7 mm) of
capscrews fully clockwise (locking nut positioned water column (H2O). On Vee engines, banks to be
against the square). Then turn the natural gas within 1/2 inch-H2O (12.7 mm-H2O).
regulator adjustment nine turns counterclockwise 4. Adjust prechamber fuel regulator adjustment to
and the propane regulator adjustment twelve turns 6 ± 1 inch-Hg (152.4 ± 25.4 mm-Hg) differential
counterclockwise. pressure between the prechamber manifold and
4. Turn mixture adjusting butterfly valves half open. intake manifold pressure.
Turn the carburetor mixture capscrew(s) to the full 5. At rated speed and 50 BMEP, or approximately
counterclockwise position (both banks on Vee 28 in. (71.12 mm) of HgA intake manifold pressure,
engines). adjust the natural gas Fisher 99 regulator(s) (both
5. Make sure that the prechamber gas controls are banks on Vee engines) to obtain an exhaust O2 level
properly vented to a safe location. of 9.8 ± 0.3%.
inches of mercury (Hg), to measure the differential NOTICE
pressure between the prechamber manifold and the
intake manifold (right bank only on a Vee engine). Always verify that all cylinders are firing before
7. From the fitting in the exhaust manifold before the thermocouples have been provided for this purpose.
turbocharger, install a sample line with an ON/OFF Failure to do so may cause serious engine damage.
valve to measure exhaust manifold oxygen (O2)
concentration (both banks on Vee engines).
Form 6277-5
6. At rated speed and 100 BMEP, or approximately 5. At rated speed and no load, turn the mixture
40 in. (101.6 cm) of HgA intake manifold pressure, adjusting butterfly valves (both banks on Vee
turn the mixture adjusting butterfly valves (both engines) to obtain an exhaust O2 level of
banks on Vee engines) to obtain an exhaust O2 level 10.0 ± 1.0%. Turn the mixture adjusting valves
of 9.8 ± 0.3%. Turn the mixture adjusting butterfly toward the closed position to increase O2 level, or
valves, toward the CLOSED position to increase O2 toward the open position to decrease O2 level.
level, or toward the OPEN position to decrease O2
6. At rated speed and 60 BMEP, or approximately
level. Do not readjust Fisher 99 regulators (natural 28 in. (71.12 mm) of HgA intake manifold pressure,
gas fuel) gas/air pressure. turn the air bypass valves (both banks on Vee
7. Final natural gas fuel system adjustments engines) to obtain carburetor air inlet pressure of 42
a. At rated speed and load, or approximately 58 in. ± 1 in. (106.68 ± 2.54 cm) of HgA. On Vee engines,
(147.32 cm) of HgA intake manifold pressure (in banks to be within 1 inch-Hg (25.4 mm-Hg). Turn the
the field, use maximum load available if less than mixture adjusting butterfly valves (both banks on
rated load), turn the mixture adjusting butterfly Vee engines) to obtain an exhaust O2 level of 9.6 ±
valves (both banks on Vee engines) to obtain an 0.5%.
exhaust O2 level of 9.8 ± 0.1% for natural gas.
NOTICE
b. On Vee engines, check the intake manifold
pressure on both banks. If the difference is Always verify that all cylinders are firing before
greater than 1 inch-Hg (25.4 mm-Hg), recheck adjusting the carburetor. Individual exhaust
Physical Requirements on page 4.05-48 for thermocouples have been provided for this purpose.
throttle plates synchronization. Failure to do so may cause serious engine damage.
NOTICE 7. At rated speed and 100 BMEP, or approximately

40 in. (101.6 cm) of HgA intake manifold pressure,
turn the mixture adjusting butterfly valves (both
banks on Vee engines) to obtain an exhaust O2 of 9.6
± 0.3%.
c. Tighten locking nuts on the natural gas
regulators and locking capscrews on mixture 8. Final HD-5 propane fuel system adjustments
adjusting valves. • At rated speed and 110 BMEP, or approximately
HD-5 Propane Gas (High BTU) 47 in. (119.38 cm) of HgA intake manifold
pressure, turn the air bypass valves (both banks
1. Switch solenoids to propane fuel operation (both on Vee engines) to obtain a carburetor or inlet
banks on Vee engines). pressure of 55 ± 1/2 in. (139.7 ± 1.27 cm) of HgA.
2. Switch ignition timing to propane fuel operation. See Turn the mixture adjusting butterfly valves (both
specified ignition system wiring and instructions for banks on Vee engines) to obtain an exhaust O2
proper timing control. level of 9.6% ± 0.1%.
3. At idle speed and no load, adjust the propane fuel
regulator(s) to a gas/air differential pressure of -5 ± NOTICE
1/2 inch-H2O (-127 ± 12.7 mm-H2O). On Vee
Engine detonation and damage may occur beyond
engines, banks to be within 1/2 inch-H2O (12.7 mm-
110 BMEP for 130°F (54°C), ICW temp. or 116 BMEP
H2O). To adjust, remove closing cap and turn for 85°F (29°C), ICW temp.
adjusting nut clockwise to decrease gas/air pressure
(make more negative) or counterclockwise to • Tighten locking capscrews on mixture adjusting
increase gas/air pressure (make less negative). valves. The air bypass valves should be locked,
4. Adjust or recheck prechamber fuel regulator via the locking capscrews and permanently wire
adjustment to 4 ± 1 inch-Hg (101.6 ± 25.4 mm-Hg) locked in position, at the factory.
differential pressure between the prechamber
manifold and intake manifold pressure.
Form 6277-5
NOTE: These instructions apply to sales and/or field – Customer-furnished regulator(s) and gas shutoff
gas with a saturated low heat value (SLHV) of valve(s) to be mounted as close to carburetor(s) as
850 – 900 BTU/ft3 (33 – 35 MJ/m3) for natural gas and possible.
2,250 BTU/ ft3 (88 MJ/m3) (nominal) for HD-5 propane – Customer to supply 0.40 in. (10.2 mm) ID minimum
fuel used in dual fuel applications. regulator balance line(s) to carburetor(s).
NOTE: Gas/air pressure to the carburetor may be less – Customer to supply gas pressure top location(s) for
at full load than the initial idle setting. instrumenting gas/air pressure differential.
• Prechamber Fuel Supply
LANDFILL GAS FUEL (400 – 500 BTU) DIGESTER – 30 – 50 psig (206 – 345 kPa) gas supply pressure to
GAS FUEL (500 – 650 BTU) WITH LOW FUEL prechamber system. This pressure must be
PRESSURE SYSTEM available for engine start-up.
– Maximum prechamber fuel temperature not to
exceed 225°F (107°C).
• Main Fuel Supply
– Prechamber gas flow requirement for natural gas is
– Gas supply pressure and regulation system must be 6.5 SCFM for a VHP 6-cylinder engine and
capable of supplying 6 in. (152.4 mm) of water 13.0 SCFM for a VHP 12-cylinder engine.
column (H2O) gas pressure to the carburetor(s).
– Prechamber fuel supply to comply with latest edition
– Fuel supply to comply with latest edition of of Waukesha’s Gaseous Fuel Specification
Waukesha’s Gaseous Fuel Specification S-7884-6. S-7884-6.
– Main gas regulator sizing information:
NOTICE
• Use the Waukesha Technical Data to obtain the
engine fuel flow requirement (heat balance If gas compressor is used to develop prechamber fuel
section). pressure, compressor oil carryover should be
• Select a regulator control spring capable of controlled to meet this fuel specification.
providing the gas over air (gas/air) pressure listed
in Table 4.05-14 for the appropriate engine model. – Customer-furnished gas shutoff valve to be
an adjustment range of approximately ± 3 inch- mounted as close to engine as possible.
H2O (76.2 mm-H2O) of from nominal is desirable. • Check/Adjust governor to throttle control linkage to
• The regulator droop should be less than 1 inch- assure that throttle plate(s) is closed when the
H2O (25.4 mm-H2O) for the required flow range. governor is in the minimum stroke position. When the
governor goes to full stroke, the throttle plate(s) must
Table 4.05-14: Gas Over Air Settings not overdrive the wide open, straight up and down
position. Up to 5° toward closing is preferred.
GAS OVER AIR PRESSURE DIFFERENTIAL – IN.
WATER COLUMN Fuel System Adjustment Prior to Engine Start-Up
RATED OR 1. Turn prechamber fuel regulator fully clockwise
NORMAL (locking nut positioned against the square) and then
IDLE (INITIAL
MODEL OPERATING five turns counterclockwise.
SETTING)
LOAD (FINAL 2. Turn carburetor metering valve(s) to 20°.
SETTING)
F2895GL, ! WARNING
6.5 6 ± 0.5
L5790GL
F3521GL 5.5 5 ± 0.5
NOTE: Gas over air pressure differential – inches water are odorless, tasteless and
column. highly toxic.
Form 6277-5
3. Make sure that the prechamber gas controls are
properly vented to a safe location.
NOTICE
4. Install a digital manometer, capable of measuring Since the Vee engines are “cross blown” on LFPS
inches of mercury (Hg), to measure the differential (draw-thru) engines, carburetor adjustment on one
pressure between the prechamber manifold and the bank affects performance of the opposite bank
intake manifold (right bank only on a Vee engine). cylinders. In other words, adjustment of the left bank
5. Install an exhaust emission sample probe in the carburetor will change the oxygen level and
connection between the exhaust manifold and the temperature of the exhaust in the right bank (and vice
turbocharger. Connect a sample line with an ON/ versa).
OFF valve to the sample probe for measuring
exhaust manifold oxygen (O2) concentration (both
NOTE: For example: an O2 level of 11% is measured in
banks on Vee engines).
the right bank exhaust. To lower this O2 level back to the
6. Install a water manometer to measure the gas/air specified 9.8%, the left bank carburetor metering valve
pressure differential between the carburetor gas will have to be adjusted.
engines). 6. Follow break-in procedure up to rated load.
Preliminary Settings After Engine Start-Up Final Fuel System Adjustments

1. At idle speed and no load adjust the main 1. Set engine at rated load and speed (in the field,
regulator(s) to the gas/air pressure listed in Table maximum load available if less than rated load).
4.05-14. The banks are to be within 1/2 inch-H2O Check carburetor gas/air pressure(s) and reset if
required (see Table 4.05-14). Adjust carburetor
(12.7 mm-H2O) of on Vee engines.
metering valve(s) to obtain the O2 level (±0.1%)
2. Adjust prechamber fuel regulator to 13 ± 1 inch-Hg shown in Figure 4.05-37 for specific fuel being run
(33.02 ± 1.27 cm-Hg) differential pressure (both banks on Vee engines).
(prechamber manifold over intake manifold
pressure).
NOTICE
9.4
adjusting the carburetor. Individual exhaust 9.2
EXHAUST OXYGEN (%)

Failure to do so may cause serious engine damage. 9.0
3. Follow break-in procedure up to 100 BMEP. If unable 8.8

to attain 100 BMEP, adjust carburetor according to
Step 5 first, then return to Step 4. 8.6 = 1.68
(LOW BTU FUEL)
4. Set engine at rated speed and add load to produce
100 BMEP, or approximately 10 in. (25.4 cm) of Hg 8.4
gauge intake manifold pressure (or 40 in. [101.6 cm]
of HgA, HgA = barometer plus intake manifold 8.2
pressure in inches of Hg).
350 450 550 650
5. Adjust carburetor metering valve(s) to obtain the O2
FUEL LOW HEAT VALVE (SLHV) (BTU/FT3)
level (± 0.5%) shown in Figure 4.05-34 for the AIR/ FUEL ACTUAL
specific fuel being run. Turn the metering valve(s) = AIR/ FUEL STOICHIOMETRIC
toward “lean” (clockwise) to increase O2 level or
towards “rich” (counterclockwise) to decrease O2
Figure 4.05-37: Exhaust Oxygen vs. Fuel Saturated Low
level. Heat Value
Form 6277-5
2. On Vee engines, check the intake manifold
pressures on both banks. If the difference is greater
than 1 in. (25.4 mm) of Hg, recheck Physical
Requirements on page 4.05-50 for throttle plate
synchronization.
NOTICE
3. Tighten locking nuts on prechamber regulator and

carburetor metering valve(s).
NOTE: These instructions apply to sales and/or field
gas with a saturated low heat value (SLHV) of
400 – 650 BTU/ft3 (15.7 – 25.5 MJ/m3).
NOTE: Gas/air pressure of the carburetor(s) may be
should not be more than 1.5 inch-H2O (38.1 mm-H2O).
Any more pressure drop would indicate insufficient
supply pressure to the regulator, under-size piping,
incorrect regulator orifice size, inadequate regulator
capacity or a malfunctioning regulator.
Form 6277-5
SECTION 4.10
IGNITION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair SPARK PLUG INSPECTION

procedures, review SAFETY on page 1.05-1 and
Inspect the condition of the spark plugs, paying
particular attention to the firing tip. Spark plugs often
yield visual clues to abnormal conditions existing in the
SPARK PLUG – NON-CSA engine’s power cylinders. Your observations also can be
used as a guide in establishing the proper service
SPARK PLUG REMOVAL – NON-CSA interval. See Table 5.00-2 Spark Plug Troubleshooting
1. Detach the spark plug cable from the cable clip on page 5.00-11.
mounted on the rocker arm cover. Remove the
rubber boot from the coil terminal connection (see SPARK PLUG INSTALLATION – NON-CSA
Figure 4.10-1). Remove the spark plug cable from
the ignition coil. NOTICE
2. Pull back the rubber recess cover from the spark 13/16 in. reach spark plugs must be used with 13/16
plug well on G and GSI engines, or the spark plug in. reach carriers, and 1/2 in. reach spark plugs must
carrier bore on the GL engine. be used with 1/2 in. reach carriers.
NOTICE
1. Obtain a set of new spark plugs (see Table
Do not pull on the spark plug cables to remove the 1.15-18 1/2 in. Reach Spark Plugs (Used on G and
spark plug extensions. Pulling on the cable may GSI, and 1/2 in. Reach Spark Plug Carriers on GL
loosen or detach the terminal connection within the Only) on page 1.15-29 and Table 1.15-19 VHP GL
Teflon tube. 13/16 in. Reach Spark Plugs (Used With 13/16 in.
Reach Spark Plug Carriers Only) on page 1.15-30).
3. Holding onto the Teflon tube, remove the spark plug On the GL engine, verify which size carrier is present
extension from the spark plug terminal nut. and use the correct size spark plug; see NOTICE
4. See Table 4.10-1 and select the proper spark plug above and Figure 4.10-3. On G and GSI engines,
tools. Remove the spark plug from the cylinder head select the 1/2 in. reach spark plug desired.
or spark plug carrier bore.
NOTICE
Table 4.10-1: Spark Plug Tools
The spark plug gasket must be properly seated to seal
TOOL P/N TOOL DESCRIPTION
the combustion chamber and transfer heat from the
167164D
Spark Plug Socket/Ext. (1 in. socket with 10 in. plug.
extension, for Shielded, CSA w/ F.M. coils)
Spark Plug Socket (new) (7/8 in. Socket 15-1/2 2. Install the steel gasket on the spark plug (see Figure
475037
in. long w/rubber O-ring insert) 4.10-1). Use only new steel gaskets. Verify that the
gasket is flat against the gasket seat.
Form 6277-5
3. Install the terminal nut.
1 4. See Table 1.15-18 1/2 in. Reach Spark Plugs (Used
2 on G and GSI, and 1/2 in. Reach Spark Plug Carriers
on GL Only) on page 1.15-29 and Table
1.15-19 VHP GL 13/16 in. Reach Spark Plugs (Used
With 13/16 in. Reach Spark Plug Carriers Only) on
3 page 1.15-30 and set the spark plug gap.
NOTICE
The presence of oil or grease on the ceramic insulator
of the spark plug can cause flashover. Flashover, a
condition where the spark fails to jump the gap
4 because of an easier path to ground, results in misfire.
When using Actrel 3338L for cleaning, always wear
10 rubber gloves to prevent the cleaner from touching the
hands, as burning may occur.
! WARNING
Always read and comply with

safety labels on all containers.
Do not remove or deface the
9 container labels.
5 5. Verify that the spark plug is clean. If necessary, use

a dielectric solvent to remove any grease or oily
6 fingerprints. Waukesha Service Operations
recommends the use of Actrel 3338L dielectric
solvent to clean the extensions.
7 6. Apply a light coat of Krytox GPL-206 (P/N 489341)
grease (or equivalent) on OD of the spark plug
ceramic insulator on the portion of the ceramic
insulator that will contact the spark plug extension
8 assembly (see Figure 4.10-2).
Figure 4.10-1: Install Spark Plug / Connections

P/N 211357H Extension
1 - Spark Plug Cable 6 -Terminal Nut

2 - Cable Clip 7 -Spark Plug Figure 4.10-2
3 - Coil Terminal Boot 8 -Steel Gasket
4 - Ignition Coil 9 -Spark Plug
5 - Spark Plug Boot Extension
10 - Rubber Recess
Cover
Form 6277-5
1 1
3 3
Figure 4.10-3: Spark Plug Carriers
1 - Metal Stamp P/N 3 - Metal Stamp Spark Plug Reach

2 - Spark Plug Carrier
NOTE: An unmarked Waukesha spark plug carrier
indicates 1/2 in. reach.
NOTICE
Do not use oil or anti-seize compound on the spark
plug threads. The spark plug may be overtorqued if
oiled. Overtorquing distorts the spark plug and may
crack the ceramic construction. Anti-seize compound
may foul the firing tip, resulting in a plug shorted to
ground.
By missing the threaded hole in the spark plug carrier
bore, the spark plug gap may be inadvertently closed
or altered. Exercise caution to avoid bumping the
electrodes into the spark plug carrier counterbore. Figure 4.10-4
8. The rubber vent cap is pre-cut at the factory, but
7. Torque the spark plug to specifications. See Ignition needs to be pulled back initially to ensure proper
System in Table 1.15-17 Critical Engine Torque operation. About half of the rubber vent cap
Values on page 1.15-28 for specific torque values. circumference is cut; the remaining half acts as a
NOTE: The rubber recess cover keeps dirt and debris rubber hinge.
out of the spark plug well and functions as a rain shield 9. Using your thumb, gently pull the rubber vent cap
for those engines that are outside. Any accumulation of toward the center hole of the spark plug recess cover
rain water in the spark plug well can short out the spark until the vent hole is exposed (see Figure 4.10-5).
plug, resulting in a misfire or a stalled engine. Before Release the vent cap. The cap should close.
installing VHP spark plug recess covers (see Figure
4.10-4), check to be sure that the rubber vent caps are
opened. If the rubber vent caps are not opened, the
spark plug recess covers and spark plug extensions may
pop off the spark plugs due to pressure buildup.
Form 6277-5
4 2
Figure 4.10-5
10. During normal operation, pressures generated in the
spark plug recess will vent through the vent hole in
3
the spark plug recess cover. During venting of
pressure, the upper half of the rubber vent cap will
pop up and then return to the CLOSED position.
NOTE: If the rubber vent cap is torn off, the spark plug
Figure 4.10-6: G, GSI Engines CSA Spark Adapter and
recess cover should be replaced when it is to be used in Coil
outdoor environments.
11. Install the spark plug recess cover on the spark plug 1 - Connector Cable 3 - Rubber Recess
extension assembly. 2 - Spark Plug Adapter Cover
4 - Coil
NOTE: The rubber spark plug boots must be installed
on the P/N 211357H spark plug extensions. These boots 2. Remove the rubber recess cover from the bottom of
prevent flashover from the spark plug insulators. the spark plug recess. The recess cover is cut on one
side to allow the recess cover to be removed from
NOTE: Krytox GPL-206 (P/N 489341) is a higher- the spark plug adapter.
temperature fluorinated grease.
3. Remove the coil, spark plug adapter and spark plug
12. On P/N 211357H extension assemblies, lightly coat from the cylinder head (see Figure 4.10-7).
the inside surface of the spark plug boot on the
extension with a high-performance fluorinated
grease such as Krytox GPL-206 (P/N 489341) or 1
equivalent. Install the spark plug extension
assembly to spark plug (see Figure 4.10-1).
13. Attach the spark plug cable to the ignition coil. Make
sure that the cable terminal connection bottoms out
in the coil contact well. Fit the rubber boot over the
coil terminal connection. On P/N 211357H
extensions, ensure the rubber boot is fitted over the
upper end of the spark plug extension. Secure the
cable by snapping it into the cable clip mounted on 3
the rocker arm cover.
2
SPARK PLUG – CSA

Figure 4.10-7: G, GSI Engine Spark Adapter and Coil
SPARK PLUG REMOVAL – CSA (G, GSI ENGINES)
1. Disconnect the spark plug cable from the coil (see 1 - Coil 3 - Spark Plug Adapter
Figure 4.10-6). 2 - Spark Plug
Form 6277-5
SPARK PLUG INSTALLATION – CSA (G, GSI
! CAUTION
ENGINES)
NOTICE When using Actrel 3338L for

cleaning, always wear rubber
The spark plug gasket must be properly seated to seal gloves to prevent the cleaner
the combustion chamber and transfer heat from the from touching the hands, as
plug. burning may occur.
1. Install the steel gasket on the spark plug (see Figure 3. Verify that the spark plug is clean. If necessary, use
4.10-8). Use only new steel gaskets. Verify that the a dielectric solvent to remove any grease or oily
gasket is flat against the gasket seat (see Figure fingerprints. Waukesha Service Operations
4.10-8). recommends the use of Actrel 3338L dielectric
solvent to clean the extensions.
NOTICE
Do not use oil or anti-seize compound on the spark
plug threads. The spark plug may be overtorqued if
oiled. Overtorquing distorts the spark plug and may
crack the ceramic construction. Anti-seize compound
may foul the firing tip, resulting in a plug shorted to
ground.
4. Install the spark plug in the spark plug bore. Torque

the spark plug to specifications. See Ignition
Figure 4.10-8
NOTICE
2. See Table 1.15-18 1/2 in. Reach Spark Plugs (Used
on G and GSI, and 1/2 in. Reach Spark Plug Carriers By missing the threaded hole in the spark plug carrier
on GL Only) on page 1.15-29 and set the spark plug bore, the spark plug gap may be inadvertently closed
gap. or altered. Exercise caution to avoid bumping the
electrodes into the spark plug carrier counterbore.
NOTICE
5. Install the spark plug adapter and ignition coil on the
spark plug and hand-tighten components (see
Figure 4.10-6).
because of an easier path to ground, results in misfire. 6. See SPARK PLUG INSTALLATION – NON-CSA on
page 4.10-1 (see Figure 4.10-4), and install the
rubber recess cover around the spark plug adaptor
! WARNING and press it firmly into place in the cylinder head
spark plug recess.
Always read and comply with 7. Connect the spark plug cable to the coil (see Figure
safety labels on all containers. 4.10-6).
Do not remove or deface the
container labels.
Form 6277-5
SPARK PLUG REMOVAL – CSA (GL ENGINE) (13/16
IN. CURRENT PRODUCTION)
NOTICE
NOTE: Previous production CSA GL engines used a Do not pull on the spark plug cables to remove the
“long” coil (P/N 69694D), mounted directly to a shielded spark plug extensions. Pulling on the cable may
1/2 in. spark plug. This configuration is used with the loosen or detach the terminal connection within the
previous 1/2 in. shorter spark plug carriers. See Table Teflon tube.
1.15-18 1/2 in. Reach Spark Plugs (Used on G and GSI,
and 1/2 in. Reach Spark Plug Carriers on GL Only) on
page 1.15-29 for previous components. See SPARK 1. Disconnect the spark plug extension from the coil.
PLUG REMOVAL – CSA (G, GSI ENGINES) on page 2. Remove three capscrews, lock washers and coil
4.10-4 for similar procedures. Conversion Kits are from the coil adapter.
available to update to the new configuration shown in 3. Remove four capscrews, washers and coil adapter
Figure 4.10-9. from the spark plug carrier.
4. Remove spark plug extension and the spark plug
from the spark plug carrier (see Figure 4.10-9).
1
SPARK PLUG INSTALLATION – CSA (GL ENGINE)
(13/16 IN. CURRENT PRODUCTION)
2
NOTICE
13/16 in. reach spark plugs must be used with 13/16
in. reach carriers, and 1/2 in. reach spark plugs must
3 4 be used with 1/2 in. reach carriers.
1. Obtain a set of new spark plugs (see Table

1.15-19 VHP GL 13/16 in. Reach Spark Plugs (Used
5
With 13/16 in. Reach Spark Plug Carriers Only) on
page 1.15-30). Always use the correct size spark
6 plug; see previous NOTICE and Figure 4.10-3.
NOTICE
7 The spark plug gasket must be properly seated to seal
the combustion chamber and transfer heat from the
plug.
2. Install the steel gasket on the spark plug. Use only

new steel gaskets. Verify that the gasket is flat
Figure 4.10-9: CSA GL Engine Spark Plug Extension and
Coil Assembly against the gasket seat.
3. Install the terminal nut.
1 - Spark Plug 5 - Spark Plug
Connector 6 - Coil Adapter 4. See Table 1.15-19 VHP GL 13/16 in. Reach Spark
2 - Coil 7 - Spark Plug Carrier Plugs (Used With 13/16 in. Reach Spark Plug
3 - O-Ring Carriers Only) on page 1.15-30 and set the spark
4 - Spark Plug plug gap.
Extension
NOTICE
because of an easier path to ground, results in misfire.
Form 6277-5
7. Install spark plug in the spark plug carrier with spark
! WARNING
plug tool (P/N 475037).
Always read and comply with NOTICE

safety labels on all containers.
Do not remove or deface the By missing the threaded hole in the spark plug carrier
container labels. bore, the spark plug gap may be inadvertently closed
or altered. Exercise caution to avoid bumping the
electrodes into the spark plug carrier counterbore.
! CAUTION 8. Torque spark plug to specifications. See Ignition

When using Actrel 3338L for
cleaning, always wear rubber 9. Lightly coat the inside surface of the spark plug boot
gloves to prevent the cleaner on the extension with Krytox GPL-206 (P/N 489341)
from touching the hands, as (or equivalent). Install spark plug extension
burning may occur. assembly to spark plug (see Figure 4.10-11).
10. Install the coil adapter on the spark plug carrier with
four capscrews and washers. Torque capscrews to
5. Verify that the spark plug is clean. If necessary, use specifications. See Ignition System in Table
a dielectric solvent to remove any grease or oily 1.15-17 Critical Engine Torque Values on page 1.15-
fingerprints. Waukesha Service Operations 28 for specific torque values.
recommends the use of Actrel 3338L dielectric 11. Apply a small amount of Krytox GPL-206 (P/N
solvent to clean the extensions. 489341) (or equivalent) to the small silicone O-ring
NOTE: Krytox GPL-206 (P/N 489341) is a higher- on the coil end of spark plug extension (see Figure
temperature fluorinated grease. 4.10-11).
6. Apply a light coat of Krytox GPL-206 (P/N 489341) 12. Install the new O-ring (P/N 292843) on the coil (see
grease (or equivalent) on OD of the spark plug Figure 4.10-9).
ceramic insulator on the portion of the ceramic 13. Install the coil on the coil adapter with O-ring, three
insulator that will contact the spark plug extension capscrews and lock washers. Torque capscrews to
assembly (see Figure 4.10-10). specifications. See Ignition System in Table
14. Connect the ignition coil harness to the coil (see
Figure 4.10-9).
Figure 4.10-10
1 2 3
Figure 4.10-11
1 - Boot 3 - O-Ring
2 - Spark Plug Extension
Form 6277-5
#1 RB
TDC
#1 RB #1 RB
TDC TDC TDC
1
ROTATION
5
4
3 2
Figure 4.10-12: Timing Tapes
Form 6277-5
1 - 6-Cylinder 4 - Direction of Normal Rotation

2 - 16-Cylinder 5 - Rear of Engine
3 - 12-Cylinder
NOTE: Six-cylinder engines “TDC” of the timing tape is aligned with the “TDC” stamped on the flywheel. For 12- and
16-cylinder engines, “TDC” of the timing tape is aligned with the “#1 RB TDC” stamped on the flywheel. In all cases,
the white side of the tape is BTDC and the red side of the tape is ATDC.
CEC IGNITION MODULE TIMING NOTICE

ADJUSTMENT – DYNAMIC
Do not switch from position 15 to position 0, or from
NOTE: This task applies to CEC that have already been
position 0 to 15 while the engine is running. The timing
installed and static timed by a Waukesha certified
change is so large that it may damage the engine
technician. For the initial installation and timing of a CEC
and/or cause it to shut down.
IM, call a Waukesha certified technician. See latest
edition of Form 6253 (previous production) or Form
6272, (current production) Custom Engine Control NOTE: The outside temperature of IM casing should
Ignition Module Installation, Operation, & Maintenance not exceed 150°F (65°C) in operation.
Manual, for further information concerning the IM.
1. Check the engine’s nameplate (see Figure 1.15-1)
The IM has two 16-position timing switches located to determine the exact timing (or most advanced) of
under white plastic caps at one end of the box, one the primary and secondary (if equipped) fuels.
marked “A” and another marked “B” (see Figure
2. Run the engine on primary fuel with the “D” lead
4.10-13). Grounding lead “D” in the 7-pin connector to
(found in the 7-pin connector from box) grounded
the engine crankcase gives the timing selected by switch
to the engine block and the CEC DSM deactivated.
A. Open-circuiting lead “D” gives the timing selected by
switch “B”. This feature gives the engine operator the NOTE: VHP gas engines are to be run with no load on
ability to switch between two different timing settings to fuels other than natural gas fuel. With natural gas fuel,
accommodate automatic changeover between two the engines may be run at any load.
fuels. 3. Check engine timing at the flywheel using a timing
light (see Figure 4.10-14).
A
ACTIVE W/
B
ACTIVE W/
2
D”GROUNDED
“ “D”OPEN
WAUKESHA P/N
3
Figure 4.10-13: Timing Switches “A” and “B”
Each timing adjust switch has 16 switch positions (0 – Figure 4.10-14: Flywheel Timing Opening
15) with a 1° timing variation per position. Switch position
1 - Timing Opening 3 - Flywheel Housing
15 gives the most advanced timing, while switch position
0 is full retard. 2 - Timing Tape
4. Adjust the “A” switch as required to achieve correct
timing. Single-fuel ignition adjustments are now
complete.
Form 6277-5
NOTE: Increasing the timing switch position by one will
! WARNING
advance the timing 1°. Decreasing the timing switch
position by one will retard the timing 1°.
As a safety measure, ground all
5. Run the engine on secondary fuel with the “D” lead
the pins. Some breakerless
(found in the 7-pin connector from box) open and
the CEC DSM deactivated.
NOTE: VHP gas engines are to be run with no load on
! ignition systems have more
than one storage capacitor.
fuels other than natural gas fuel. With natural gas fuel,
the engines may be run at any load.
NOTE: If the ignition switch is in the OFF position, the
6. Check engine timing at the flywheel using a timing
capacitor is immediately grounded when the ignition
light (see Figure 4.10-14).
harness is reconnected to the CEC ignition module.
7. Adjust the “B” switch as required to achieve correct
timing. Dual-fuel ignition adjustments are now NOTE: VHP gas engines are to be run with no load on
complete. fuels other than natural gas fuel. With natural gas fuel,
the engines may be run at any load.
NOTE: Increasing the timing switch position by one will
advance the timing 1°. Decreasing the timing switch
SHIELDED IGNITION HARNESS – G, GSI
position by one will retard the timing 1°.
ENGINES
NOTICE The braided plastic CEC shielded ignition harness for 6-
and 12-cylinder G and GSI engines has a split in the
To prevent the timing from being altered, always harness to the ignition coil to install an inductive timing
replace the white caps over the timing switches once light (see Figure 4.10-15). Install the timing light pickup
the desired setting has been selected. around either wire.
! WARNING
If a gas engine has been

cranked excessively without
starting, shut off the gas fuel
supply and ignition, and then
crank the engine to purge the
cylinders and exhaust system of
accumulated unburned gas. If
this is not done, a spark could
ignite the gas and cause an
exhaust explosion.
If the ignition switch is left in the
ON position when a CEC IM is
! disconnected, then the spark

plugs may fire when the ignition
system harness is reconnected. Figure 4.10-15
Shielded conduit ignition systems are timed by opening
Before connecting the ignition harness (to the coils) to the junction box for the No. 1 cylinder primary lead (see
the CEC ignition module, discharge the storage Figure 4.10-16). Install an inductive timing light around
capacitor to ground. Attach one end of a wire lead to the the wire labeled “A”.
crankcase and then touch the other end to the harness
connector pins on the CEC IM, one at a time. A snap is
heard when a capacitor discharges.
Form 6277-5
Figure 4.10-16
IGNITION SYSTEM GENERAL

MAINTENANCE AND INSPECTION
! WARNING
Disconnect all electrical power

supplies before making any
connections or servicing any
part of the electrical system.
1. Inspect cables and wires for broken or cracked

insulation. Replace or repair as necessary.
2. Inspect ignition coils, ground wires and brackets for
loose hardware. Tighten as necessary.
3. Inspect spark plug and cable connectors for loose
connections. Tighten as necessary.
Form 6277-5
Form 6277-5
SECTION 4.15
AIR INTAKE SYSTEM MAINTENANCE
Before performing any service, maintenance or repair

procedures, review SAFETY on page 1.05-1 and 3 4
RIGGING AND LIFTING ENGINES on page 1.10-1. 2
1
AIR FILTER
On 6- and 12-cylinder engines, the air restriction
indicator (see Figure 4.15-2) will show “red” if the air
intake restriction is 15 inch-H2O (381 mm-H2O). This
indicates a clogged or dirty main air filter element and/or
clogged or dirty precleaner element.
On 16-cylinder engines, a gauge for each air filter
indicates the condition of the precleaner filter and main
air filter. Each gauge should register in the “green range.”
10
A switch allows the operator to monitor the pressure of 7
the precleaner and main filter pressure independently.
PRECLEANER PAD – 6- AND 12-CYLINDER

PRECLEANER PAD REMOVAL – 6- AND 12-
CYLINDER
The precleaner is a foam rubber pad that increases the
9 6
life of the main air filter element. Inspect and clean the 8 5
precleaner pad daily or as required. This can be done
while the engine is running. Replace the precleaner pad
every 4,000 running hours, or more often if necessary.
Figure 4.15-1: 6- and 12-Cylinder Air Cleaner Assembly
1. Locate the four threaded mounting studs on the air
cleaner assembly and loosen the front locknut (5/16 1 - Rain Shield 6 - Flat Washer
in.) on each (see Figure 4.15-1). (The rear locknut is 2 - Air Filter Frame 7 - Bracket Step
loosened only for removal of the main air filter frame 3 - Air Filter Element 8 - Rear Locknut
and element.) 4 - Air Duct 9 - Flat Washer
2. Raise up and remove the rain shield. 5 - Mounting Stud 10 - Front Locknut
3. Peel the precleaner pad off the main air filter

element.
Form 6277-5
4
1
Figure 4.15-2: 6- and 12-Cylinder Air Cleaner Assembly
1 - Precleaner Pad 4 - Air Restriction Indicator

2 - Main Air Filter Element 5 - Filter Element Frame
3 - Air Duct 6 - Rain Shield
PRECLEANER PAD CLEANING AND INSPECTION – 1. Reinstall the precleaner pad between the rain shield
6- AND 12-CYLINDER and the main air filter element. If necessary, use a
1. Wash the precleaner pad with soap and water. drop of adhesive on the corners to keep it from
falling.
NOTICE 2. Do not clean and reuse the precleaner pad more
than three times. Replace with a new precleaner
Do not use compressed air when cleaning the pad.
precleaner pad. Compressed air can easily damage
the foam rubber pad. NOTE: Use only Waukesha-supplied precleaner pads.
3. Lower the rain shield on the four mounting studs of
2. Air-dry the pad. Do not use compressed air. the air cleaner assembly. Alternately retighten the
front locknuts (5/16 in.).
PRECLEANER PAD INSTALLATION – 6- AND 12- 4. Clean or replace the main air filter element if the air
CYLINDER intake restriction indicator shows “red” after
installation of a new or cleaned precleaner pad.
NOTICE
On new engines, remove the cardboard insert
between the rain shield and precleaner pad before the
engine is started.
Form 6277-5
MAIN AIR FILTER ELEMENT – 6- AND 12- 2. Raise up and remove the rain shield.
CYLINDER 3. Peel the precleaner pad off the main air filter
element.
MAIN AIR FILTER ELEMENT REMOVAL – 6- AND 12- 4. Loosen the rear locknut (5/16 in.) on each mounting
CYLINDER stud until the flat washer behind it can be brought
Inspect and clean the main air filter element daily or as forward far enough to clear the step in the welded
required. Replace main air filter element if the air bracket of the main air filter frame (see Figure
restriction indicator “indicates red” after the air cleaner 4.15-1).
is cleaned and the precleaner pad has been replaced or 5. Swing the four mounting studs to the outside in a
cleaned. horizontal motion. Remove the main air filter frame
1. Locate the four threaded mounting studs on the air and element.
cleaner assembly and loosen the front locknut (5/16
in.) on each (see Figure 4.15-1 and Figure 4.15-3). MAIN AIR FILTER ELEMENT CLEANING AND
INSPECTION – 6- AND 12-CYLINDER
1. Clean the main air filter element using the following
method.
1 a. Gently tap the element on a flat surface with the
dirty side of the element down.
! WARNING
2
Never use your hand to check
for leaks or determine airflow
rates when using compressed
3 air. Compressed air can pierce
the skin.
Wear protective equipment to
protect your skin. Wear safety
glasses to shield your eyes from
flying dirt and debris.
4
b. Using an OSHA-approved safety nozzle, direct
compressed air through the element opposite
the direction of the air flow, as indicated by the
orange arrow on the instruction label. The air
pressure should be a maximum of 30 psi (207
kPa).
5 NOTICE
Figure 4.15-3: 6-Cylinder Air Cleaner Assembly

Do not use compressed air when cleaning the air filter
element. Compressed air can easily damage the
1 - Air Cleaner 4 - Air Filter Frame pleated paper of the main air filter element.
Assembly 5 - Rain Shield
2 - Air Restriction c. Air dry the element. Do not use compressed air.
Indicator 2. Carefully examine the element after cleaning. If
3 - Mounting Stud (4 damaged, replace.
total)
NOTE: Use only Waukesha-supplied air filter elements.
Form 6277-5
3. Do not clean and reuse the main air filter element
! WARNING
more than three times. Replace with a new element.
4. Inspect the air duct for cracks. All of the combustion
The location of the air restriction
air must pass through the main air filter element, not
indicator relative to the intake
through cracks or defects in the air cleaner
manifold causes it to be
assembly. If inspection of the duct work and intake
subjected to high pressure if the
manifold yields an accumulation of dust and grit, it is
engine backfires. A restriction
an indication that the main air filter element is not
filter must be installed in the
properly maintained or that air is getting into the
indicator air passage to dampen
system around or behind the element.
high pressure surges which
5. Inspect all air duct hoses. Replace any hose that is would otherwise damage the
cracked or aged. indicator. Through the
projection of broken material,
MAIN AIR FILTER ELEMENT INSTALLATION – 6- damage to the indicator might
AND 12-CYLINDER pose a potential danger to
NOTE: The orange flow arrow on the instruction label persons standing nearby. The
points toward the air outlet side. Always store the restriction filter also protects
elements with the air outlet side down. Dirt and dust on against the entrance of dust and
the outlet side will pass into the engine when the element dirt in the event that the
is installed. restriction indicator is broken
off or removed.
1. Install the main air filter element with the instruction
label facing up. Fit the deflection brace on the outlet
side of the filter element over the horizontal bar 9. Verify that the restriction filter is in place between the
running across the front of the air duct chamber. clean air tap and indicator.
2. Place the frame over the main air filter element.
3. Swing the four threaded mounting studs to the inside
! CAUTION
in a horizontal motion so that they fit within the
welded brackets on the air filter frame. Move the flat Do not grasp the indicator
!
washer behind the rear locknut back into the step in housing; the plastic may crack
the welded bracket. or break resulting in a hand
injury.
4. Install the precleaner pad between the rain shield
and the main air filter element. If necessary, use a
drop of adhesive on the corners to keep it from
falling.
5. Lower the rain shield on the four mounting studs. PREFILTER PAD – 16-CYLINDER
6. Alternately tighten the rear locknuts (5/16 in.).
PREFILTER PAD REMOVAL – 16-CYLINDER
7. Alternately tighten the front locknuts (5/16 in.) on the
four mounting studs. The prefilter is a filament pad that increases the life of
the main air filter element (see Figure 4.15-4 and Figure
8. Check the frame of the main air filter element to verify 4.15-6). Inspect and clean the prefilter pad daily or as
that its perimeter is sealed tightly. Damage to the required. This can be done while the engine is running.
frame may result in improper element sealing. Replace the prefilter pad every 4,000 running hours, or
NOTE: After the restriction problem is corrected, reset more often if necessary.
the indicator by depressing the black button on the
plastic housing.
Form 6277-5
PREFILTER PAD INSTALLATION – 16-CYLINDER
NOTICE
The dark blue sides of the prefilter pads must face the
main air cleaner elements or damage to equipment
could result.
1. Install the new prefilter pads in the grates so that the

dark blue sides of the prefilter pads will face toward
the main air filter elements when the prefilter pads
are installed.
2. Close the front grate door and secure by inserting
the ends of the grate in the slots in the prefilter frame
1. Raise up and remove the rain shields. 3. Install the rain shields.
2. Open the front grate to remove the prefilter pads from
the prefilter frame (see Figure 4.15-5). MAIN AIR FILTER ELEMENT –
16-CYLINDER
MAIN AIR FILTER ELEMENT REMOVAL –
16-CYLINDER
Inspect and clean the main air filter element daily or as
required. Replace main air filter element if the air
restriction indicator “indicates red” after the air cleaner
is cleaned and the prefilter pad has been replaced.
1. Raise up and remove the rain shield.
2. Locate the four mounting clamps on the front of the
air cleaner assemblies and loosen the clamps to
remove the prefilter frame and prefilter pads (see
Figure 4.15-5).
Figure 4.15-5: 16-Cylinder Prefilter Pad

3. Discard the prefilter pads.
3. Discard the prefilter pads. 4. Pull out the main air filter elements.
Form 6277-5
5
6
1 - Air Cleaner Housing 4 - Main Air Filter Element

2 - Prefilter Clamps 5 - Prefilter Frame with Hinged Grid
3 - Decal 6 - Prefilter Element (colored side in)
Form 6277-5
MAIN AIR FILTER ELEMENT CLEANING AND MAIN AIR FILTER ELEMENT INSTALLATION –
INSPECTION – 16-CYLINDER 16-CYLINDER
1. Clean the main air filter element using the following
method. NOTICE
a. Gently tap the element on a flat surface with the On new engines, remove the cardboard insert
dirty side of the element down. between the rain shield and prefilter pad before
starting the engine.
! WARNING
The pleats of the main air filter must be positioned
vertically in the air filter housing or damage to
Never use your hand to check equipment could result.
air. Compressed air can pierce NOTE: The hand on the side of the filter element points
the skin. toward the air outlet side of the air filter housing. Also, a
Wear protective equipment to label with a pair of eyes printed on it is positioned on the
protect your skin. Wear safety air inlet side of the filter element. These eyes should be
glasses to shield your eyes from visible from the air filter housing inlet opening and at the
flying dirt and debris. top of the air cleaner, if the filter is properly installed. If
both labels are missing, one side of the air filter element
has a metal brace horizontally across the back. This side
should be positioned toward the air outlet side. Always
b. Using an OSHA-approved safety nozzle, direct store the elements with the air outlet side down. Dirt and
compressed air through the element opposite dust on the outlet side will pass into the engine when the
the direction of the air flow, as indicated by the element is installed.
hand on the side of the filter element. The air 1. Install the main air filter elements with the hand on
pressure should be a maximum of 30 psi (207 the side of the filter elements pointing toward the air
kPa). outlet side of the filter housings. Ensure that the
pleats of the elements are positioned vertically.
NOTICE
NOTICE
Do not use compressed air when cleaning the air filter
element. Compressed air can easily damage the Make sure the dark blue sides of the prefilter pads face
pleated paper of the main air filter element. the main air cleaner elements or damage to equipment
could result.
c. Air-dry the element. Do not use compressed air.
2. Carefully examine the element after cleaning. If 2. Install the new prefilter pads in the grates so that the
damaged, replace. dark blue sides of the prefilter pads will face toward
the main air filter elements when the prefilter pads
NOTE: Use only Waukesha-supplied air filter elements.
are installed.
3. Do not clean and reuse the main air filter element
3. Position the front grate and prefilter pad assemblies
more than three times. Replace with a new element.
on the air filter housings and secure using the four
4. Inspect the air duct for cracks. All of the combustion clamps (see Figure 4.15-5).
air must pass through the main air filter element, not
4. Install the rain shields.
through cracks or defects in the air cleaner
assembly. If inspection of the duct work and intake
manifold yields an accumulation of dust and grit, it is
an indication that the main air filter element is not
properly maintained or that air is getting into the
system around or behind the element.
5. Inspect all air duct hoses. Replace any hose that is
cracked or aged.
Form 6277-5
Form 6277-5
SECTION 4.20
TURBOCHARGER SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1, RIGGING
AND LIFTING ENGINES on page 1.10-1 and the
following safety messages.
TURBOCHARGER INSPECTION
! WARNING
Turbocharger components are

extremely hot. Always allow the
turbocharger to cool prior to
conducting an inspection.
Figure 4.20-1: 12-Cylinder Turbochargers – Rear View

NOTICE
Inspection and repair of turbochargers must be
performed by a factory-qualified service agent.
1. Inspect the engine air cleaner; service if required.

2. Inspect the turbocharger mounting and connections
for lube oil and air leaks (see Figure 4.20-1 and
Figure 4.20-2).
Figure 4.20-2: 16-Cylinder Turbochargers – Side View
NOTICE
Do not run the engine if the air cleaner is not operating
efficiently or if leaks exist in the ducting.
3. With the engine shut down, inspect all air ducting for
loose clamps or connections. Check the manifold
connections to the turbine inlet and at the engine
exhaust manifold gaskets.
Form 6277-5
4. Visually repeat the inspection while the engine is 5. Run the engine at rated output and listen for unusual
running. sounds at the turbocharger, especially those of
5. Monitor the turbochargers for unusual vibrations or metal contacting metal. If any noise of this type is
noise. If excessive vibration is evident, shut down the apparent, contact your Waukesha authorized
engine and call your Waukesha authorized service service agent.
agent.
6. Establish a schedule with your Waukesha WASTEGATE ADJUSTMENT FOR
authorized service agent to inspect the interior of the ALTITUDE
compressor for accumulations of dirt. Dirt can cause The engine must be in good operating condition and
the compressor wheel to become unbalanced, ignition system properly timed with the fuel system
which reduces efficiency and causes bearing failure. adjusted according to Waukesha’s recommendations
before adjusting the wastegate(s).
TURBOCHARGER LUBRICATION CHECK
NOTICE
NOTICE
Do not attempt to adjust the wastegate(s) to
Before operating a new or rebuilt turbocharger (or compensate for engine wear and misadjustment.
starting a new engine for the first time), check to
ensure that the turbocharger is receiving proper
adjusting the wastegate. Individual exhaust
lubrication.
Since the Vee engines are “cross blown,” wastegate
1. Remove the oil drain tube (see Figure 4.20-3) from adjustment on one bank affects performance of the
the turbocharger(s). opposite bank cylinders. In other words, adjustment of
the left bank wastegate will change the intake pressure
of the right bank (and vice versa).
1
See latest edition of Service Bulletin 13-2248 for

complete information on adjusting standard VHP water-
cooled wastegates.
2
Figure 4.20-3: 12-Cylinder Turbocharger Oil Drain Tubes
1 - Turbocharger 2 - Oil Drain Tube

2. Activate the prelube system and visually check for
oil flow at the turbocharger oil drain area.
3. Reconnect the oil drain tube only after oil is observed
at the oil drain area.
4. Start the engine at reduced speeds until the coolant
temperature gauge indicates a temperature of 100°F
(38°C).
Form 6277-5
PRELUBE PRESSURE CHECK VALVE ! WARNING

INSPECTION
To ensure quick lubrication of the turbocharger(s) at If the prelube oil pressure
start-up, the external supply lines of 6- and 12-cylinder reaches or exceeds 5 psi (35
engines are provided with a check valve to keep the oil kPa), oil flows through the
from draining back into the oil pan when the engine is supply line check valve into the
shut down (see Figure 4.20-4 and Figure 4.20-5). The turbocharger housings. Start-
check valve also prevents excessive lubrication of the up of the engine may blow
turbochargers during continuous or intermittent prelube. accumulated oil into the intake
manifold and carburetor,
resulting in oily deposits that
gum up internal surfaces. On the
turbine side, oil leakage around
the turbine housing poses a
potential fire hazard.
Check the prelube oil pressure at least once each year

and inspect the operation of the check valve.
Figure 4.20-4: 6-Cylinder Turbocharger Prelube Check

Valve
Figure 4.20-5: 12-Cylinder Turbocharger Prelube Check

Valve
Form 6277-5
Form 6277-5
SECTION 4.25
COOLING SYSTEM MAINTENANCE
Before performing any service, maintenance or repair A minimum of 30% ethylene glycol is generally
procedures, review SAFETY on page 1.05-1 and recommended for adequate antifreeze and corrosion
RIGGING AND LIFTING ENGINES on page 1.10-1. protection. The amount should not exceed 67% to avoid
impairing the heat transfer processes. A concentration
COOLING SYSTEM MAINTENANCE beyond this percentage does not tend to lower the
freezing point any further and may result in engine
NOTE: See latest edition of Service Bulletin 4-2429 for damage.
detailed information on cooling system guidelines and
water treatment recommendations. Since it effectively raises the boiling point of the water,
the use of ethylene glycol is also beneficial in hot
COOLING SYSTEM ADDITIVES temperatures. Therefore, ethylene glycol treated water
is still recommended in those climates where antifreeze
Standard closed heat exchanger or radiator-cooled is not normally required (see Table 4.25-1).
cooling systems operating up to 250°F (121°C) must be
treated with industrial-grade inhibited antifreeze or with Table 4.25-1: Water Versus Glycol Concentration
some other effective commercial coolant treatment
PERCENT WATER / COMMENTS
product. These products usually provide corrosion
GLYCOL
protection by forming a film on the surfaces of the cooling
system and also act as a scale suppressant by modifying Minimum Glycol for Adequate
70/30
or conditioning the dissolved scale-forming minerals. To Antifreeze/Corrosion Protection
work effectively, all antifreeze and water treatment Best for Corrosion, Freezing and
50/50
products require a clean system, free of dirt, oil, scale Boiling Protection
and rust.
With heat exchanger cooling systems, it should be
Ethylene Glycol remembered that the circulation of ethylene glycol
solution only protects the closed system coolant.
The most common coolant additive is ethylene glycol. Therefore, the heat exchanger coolant supply, as well
The required proportion normally depends on the lowest as the auxiliary coolant circuit, must also be protected.
ambient temperature levels from which the system must
be protected. A mix of 50% water and 50% ethylene Propylene Glycol
glycol will produce the best results for freezing and
Propylene glycol has similar cooling properties when
boiling protection, but coolant efficiency is reduced by
compared to ethylene glycol. Ethylene glycol has the
as much as 15%. Since the radiator cooling system
advantage of lower viscosity than propylene glycol at
effectiveness drops by approximately 2 – 3% for each
temperatures less than 0°F (-17°C). Propylene glycol
10% of glycol concentration, the radiator sizing for the
has a low toxicity, and it may be less stringently regulated
specified heat rejection value must be taken into account
than ethylene glycol. Propylene glycol also has been
to accommodate this relationship.
proven to alleviate cavitation erosion that may be
experienced when using ethylene glycol solutions.
Other treatments the engine operator should consider
are (see Table 4.25-2):
Form 6277-5
Table 4.25-2: Other Cooling System Treatments • Overloaded engine
TREATMENT COMMENTS • Airbound system
Although a maximum hardness of • Insufficient air circulation
200 ppm is acceptable for initial fill • Exhaust recirculation
Deionized, Distilled or
and make-up, use only softened
Softened Water
water, where the insolubles may be Cooling System Recommendations
as low as 0.5 ppm.
1. Ensure the rise in coolant temperature does not
Sodium Nitrate Iron and steel corrosion inhibitor. exceed 10°F (5.6°C).
Molybdate Slows the growth of bacteria. 2. Maintain drop in system pressure at 8 – 15 psi (55 –
Tolyltriazole Copper corrosion inhibitor. 103 kPa). Low pressure promotes cavitation
erosion, and high pressure causes water pump seals
Synthetic Polymer Prevents hard scale buildup.
to leak.
Borax Buffer Corrects the water pH to 8.5.
3. Analyze raw water chemistry to verify water does not
General corrosion inhibitor; over contain contaminants and is not too hard. Use only
0.1% concentration is not soft water where insolubles are as low as 0.5 ppm.
recommended for industrial Hard water accelerates the formation of scale
engines. A concentration that is too
deposits.
Silicates high can cause the coolant in the
radiator to gel, resulting in solid 4. Analyze coolant chemistry every month to verify it
deposits. High silicate inhibitor contains proper inhibitor and additive
concentration is used primarily for concentrations.
high-speed aluminum engines.
5. Measure antifreeze content according to lowest
COOLING SYSTEM SPECIFICATIONS AND anticipated temperature; refill as needed with same
RECOMMENDATIONS brand.
6. Maintain coolant pH between 8.5 and 10.5; an acidic
Cooling System Specifications coolant with a pH of less than 7 will speed corrosion
Ensure that the temperature of the coolant leaving the of cast iron, aluminum and steel, and a pH of 11 or
engine (as indicated by the temperature gauge) does not higher will accelerate corrosion of aluminum and
exceed 220°F (104°C). solder.
7. Check cooling system level each day or consider
installation of a coolant low-level shutdown switch.
Specifications on page 1.15-20 for the jacket water
Even if a high coolant temperature switch is
outlet temperature alarm and safety shutdown setpoints.
provided, it will not shut engine down if system runs
low on coolant.
NOTICE
8. Check cooling system for rust, sludge or other
Customer-supplied fuel shutoff type safety equipment foreign matter. Clean and flush entire cooling system
must be provided. once each year, unless evidence of corrosion or
sediment buildup demonstrates need for more
frequent changes. Use only clean, soft water.
Engine overheating, as evidenced by high jacket coolant
9. To eliminate recirculation of particles and
temperatures, may be caused by one or more of the
contaminants in cooling system, install a cleanable
following conditions:
filter (sized at approximately 10 microns) in coolant
• Restricted airflow through the radiator flow. Inspect and clean filter on a regular basis.
• Defective thermostats 10. Frequently inspect hoses and all cooling system
• Worn jacket water pump connections for cracks and leaks. Do this when
engine is operating at normal pressure.
• Excessive jacket water pump suction
11. On a radiator, check for damaged fan blades, a
• Blown head gasket
poorly fitting shroud, sticking shutters or dirt in
• Faulty temperature gauge radiator core. Repair or clean as needed.
• Low coolant level 12. Check radiator cap gasket for proper seal.
Form 6277-5
13. If a heat exchanger is used, inspect it for scale or NOTE: 12-cylinder shown; all engines are similar.
corrosion and, when necessary, clean inside of
NOTE: To facilitate draining and flushing of the engine
tubes with a round, soft-wire brush. Flush with
jacket water, replace one of the 3/4 in. NPT countersunk
cleaning solvent.
headless pipe plugs with a customer-supplied ball valve
14. Periodically remove intercooler and clean tubes with (see Figure 4.25-1). The ball valve must be threaded to
a soft-wire brush or circulate a suitable cleaning accept both a hose connection and pipe plug.
solution.
2. Open the air bleed petcock(s) on top of the cluster
15. Consider the installation of the following cooling thermostat housing on 6- and 12-cylinder engines
system safety accessories: and on top of the water manifold on 16-cylinder
• A high coolant temperature shutdown device engines.
• A low coolant level shutdown device 3. Attach the supply line to the ball valve and add
treated cooling water to the crankcase.
• A coolant level sight glass
NOTE: Always fill the engine from the bottom up to
To avoid scored pistons and other serious problems, a
minimize the formation of damaging air pockets. As the
high coolant temperature shutdown device will stop the
engine fills, air is pushed up and out.
engine if the coolant gets too hot. A low coolant level
device will shut down the engine if the coolant level drops ! WARNING
excessively, preventing cracked or warped cylinder
heads, exhaust manifolds and water manifolds. A sight
glass is a quick and easy method of visually checking Antifreeze solution is toxic and
the coolant level. poisonous. Always wear
protective clothing when
working with antifreeze
JACKET WATER COOLING CIRCUIT – solution. Follow the safety
INITIAL FILL instructions provided on the
NOTE: The following description is not applicable to container provided by the
permanent vent systems. manufacturer.
1. Remove the 3/4 in. NPT countersunk headless pipe
plugs from the drain hole just below the level of the 4. Add coolant to the engine until the level causes it to
jacket water header (see Figure 4.25-1). escape from the petcock(s) on top of the cluster
thermostat housing on 6- and 12-cylinder engines.
On 16-cylinder engines, petcock(s) are located on
top of the water manifold. See Table 1.15-6 VHP
Series Two Engine Specifications on page 1.15-20
for jacket water capacities.
1 5. Close the cluster thermostat housing petcock(s) and
continue filling the system until the level of the
coolant reaches the top of the surge tank or radiator.
6. Close the ball valve and unthread the hose
connection.
Figure 4.25-1: 12-Cylinder Optional Ball Valve
1 - Ball Valve 2 - Jacket Water Drain/

Fill Port
Form 6277-5
! WARNING AUXILIARY COOLING CIRCUIT – INITIAL

FILL
Always install a pipe plug in the NOTE: The following description is not applicable to
ball valve when the hose
!
permanent vent systems.
connection is removed. If the 1. Open the air bleed petcocks in the intercooler
lever of the ball valve is coolant inlet/outlet bonnets.
inadvertently bumped open, the
absence of a plug will cause the 2. Open the air bleed petcocks on the intercooler
coolant to drain. During coolant inlet and outlet tubes located behind the
operation, loss of any coolant venturi extractor.
may result in catastrophic 3. Open the air bleed petcocks in the inlet side of the
engine damage. Escaping wastegate water return tubes.
steam and/or hot water can 4. From the top of the surge tank or radiator, add
cause severe burns. treated cooling water to the auxiliary cooling circuit.
5. Continue filling the circuit until the level causes it to
7. Apply Perma-Lok Heavy Duty Pipe Sealant with escape from the air bleed petcock(s) in the
Teflon to the threads of the pipe plug. Install the plug intercooler coolant inlet/outlet bonnet(s). Close the
in the ball valve. petcock(s) when water begins to flow out in a solid
steady stream.
NOTICE 6. Continue filling the auxiliary cooling circuit until the
level causes it to escape from the petcocks in the
Air in the cooling system speeds up the formation of intercooler coolant supply and the inlet side of the
rust, increases corrosion and produces hot spots wastegate water return tubes. Close the petcocks
within the engine. when coolant begins to flow out in a solid steady
stream. See Table 1.15-6 VHP Series Two Engine
8. Bleed trapped air (see COOLING CIRCUITS – AIR Specifications on page 1.15-20 for the capacities of
BLEED on page 4.25-5). the various auxiliary cooling circuit components.
9. Top off the surge tank or radiator. NOTE: Customer-supplied items and connections not
included. Items supplied by Waukesha include the
auxiliary water pump, intercooler, oil cooler and the
engine-mounted intercooler water supply and return
piping.
7. Continue filling the auxiliary cooling circuit until the
level of the coolant reaches the top of the surge tank
or radiator.
NOTICE
Air in the cooling system speeds up the formation of
rust, increases corrosion and produces hot spots
within the engine.
8. Bleed trapped air (see COOLING CIRCUITS – AIR

BLEED on page 4.25-5).
9. Top off the surge tank or radiator.
Form 6277-5
COOLING CIRCUITS – AIR BLEED Table 4.25-3: Air Bleed Petcocks
Air-bleed the jacket water and auxiliary cooling circuits NUMBER

COOLING
at least once each day. Open and close the air bleed OF LOCATION
CIRCUIT
PETCOCKS
petcocks in the order that they are listed below, starting
at the lowest petcock in the system and ending at the 6-Cylinder Engine
highest. Bleed one petcock at a time. The number of air Jacket water pump housing
bleed petcocks and their locations are listed in Table (front center); needle valve in
4.25-3. 1
lieu of petcock in outlet port to
Jacket jacket water header
1. Initial Bleed: Open each air bleed petcock prior to Water
engine start-up. A hissing sound often accompanies Cluster thermostat housing
the escape of trapped air. Close the petcock when 1 (above bypass outlet port at
the hissing stops and coolant begins to flow out in a front)
solid steady stream. Intercooler water inlet/outlet
1
bonnet (upper rear)
! WARNING
Auxiliary Intercooler coolant inlet/outlet
2
elbows (upper rear)
1 Wastegate water tube (rear)
pressure. 12-Cylinder Engine
Jacket water pump housing
1 (front center); outlet port to left
Jacket bank jacket water header
Always wear protective clothing
when bleeding the cooling Water Cluster thermostat housing
system on a heated engine. 2 (above bypass outlet ports at
front)
Intercooler water inlet/outlet
2
bonnets (upper rear)
Auxiliary
Wastegate water return tube
2. Check Bleed: Start the engine and reopen each 2
(rear right and left bank)
petcock. Close the petcock when the hissing stops
and water begins to flow out in a solid steady stream. 16-Cylinder Engine
3. Final Bleed: Once the temperature of the jacket Jacket 1 Top of jacket water pump
water circuit has stabilized (as indicated by the Water 1 Top of water manifold
panel-mounted temperature gauge), reopen each
Intercooler cross pipes (2 per
petcock. Close the petcock when the water begins 4
intercooler)
to flow out in a solid steady stream. Auxiliary
Intercooler top center (2 per
4
NOTICE intercooler)
Air can be drawn into the engine through small leaks

in the jacket water circuit. The problem is compounded
when the void created by the loss of coolant is filled by
more air. If aeration causes the coolant to foam, the
probability of engine damage due to overheating is
greatly increased.
4. Carefully inspect the jacket water circuit for coolant

leaks while the engine is running.
Form 6277-5
COOLING CIRCUITS – DRAIN AND FLUSH Table 4.25-4: Water Drain Petcocks
Unless evidence of corrosion or sediment buildup COOLING NUMBER LOCATION

demonstrates the need for more frequent maintenance, CIRCUIT OF
PETCOCKS
clean and flush both the jacket water and auxiliary
cooling circuits at least once each year. 6-Cylinder Engines
1. Start the engine. Let the engine run about 10 minutes Jacket water header (front and
2 (plugs)
to stir up any rust or sediment. rear)
2 (plugs) Water manifold (front and rear)
! WARNING Jacket
Water Jacket water pump housing (see
1 exit hole in side panel of safety
Slowly loosen the air bleed guard assembly)
1 Oil cooler (bottom rear)
pressure.
2 Intercooler (rear, left and right)
1 Auxiliary water pump (bottom)
Auxiliary
Always wear protective clothing Wastegate water pipe (also used
when bleeding the cooling 1
for air bleed)
12-Cylinder Engines
Jacket water headers (front and
4 (plugs)
rear)
Jacket
Water 2 Water manifold (front and rear)
2. Shut down the engine. Open the air bleed petcocks
2 Water Elbows front left and right)
at the highest point in both the jacket water and
auxiliary cooling circuits, whether it be on top of the 8 Intercooler (rear, left and right)
surge tank, radiator or other heat transfer device. 1 Auxiliary water pump (bottom)
Auxiliary
NOTE: To facilitate draining and flushing of the engine Water return pipe (pipe end at
1
jacket water, replace one of the 3/4 in. NPT countersunk crankcase Vee, engine front)
headless pipe plugs (just below the level of the jacket 16-Cylinder Engines
water header) with a customer-supplied ball valve. The
ball valve must be threaded to accept both a hose Jacket water headers (front and
4 (plugs)
connection and pipe plug. rear)
3. Verify that the customer-supplied ball valve is in the Jacket 2 Water manifold (front and rear)
Water
CLOSED position. Remove the pipe plug and attach Jacket water pump housing (see
the drainage line. 1 exit hole in side panel of safety
guard assembly)
4. Drain the coolant from the jacket water and auxiliary
cooling circuits. Avoid delay so that the coolant is 2 Intercooler (4 each intercooler)
drained before the rust and sediment has a chance Auxiliary 1 Auxiliary water pump (bottom)
to settle.
1 Wastegate (1 per wastegate)
5. Open all air bleed petcocks.
7. Close all water drain petcocks. Apply Perma-Lok
6. Open all water drain petcocks (see Table 4.25-4).
Heavy Duty Pipe Sealant with Teflon to the threads,
Remove all drain plugs. Place a small catch pan
and install all drain plugs.
beneath each petcock before opening.
8. Select and inspect an internal surface that is suitable
for gauging the effectiveness of the cleaning and
descaling solution. If necessary, insert a piece of drill
welding rod into the water passage opening to feel
for an accumulation of lime and mineral scale
deposits.
Form 6277-5
9. Attach the supply line to the ball valve and add clean, 21. Let the engine run about 10 minutes to stir up any
soft water to the crankcase. Always fill the engine rust or sediment in the cooling water system.
from the bottom up to minimize the formation of air
NOTE: Contaminants left in the cooling circuits will
pockets. As the engine fills, air is pushed up and out.
reduce or deplete the effectiveness of the cleaning
10. Successively close each air bleed petcock when solution.
water begins to flow out in a solid steady stream.
Begin at the lowest petcock and finish at the highest. ! WARNING
11. Close the cluster thermostat housing petcock(s) and
continue filling the jacket water system until the level Slowly loosen the drain
reaches the top of the surge tank or radiator. petcocks to relieve any excess
12. Bleed trapped air. Begin at the lowest petcock and pressure.
finish at the highest. Bleed one petcock at a time.
Close the petcock when the hissing stops and water
begins to flow out in a solid steady stream. Always wear protective clothing
13. Attach the supply line and add clean, soft water to when draining the cooling
the surge tank or radiator of the auxiliary cooling systems on a heated engine.
circuit.
14. Top off the surge tank or radiator of the jacket water
circuit.
15. Successively close each air bleed petcock when
water begins to flow out in a solid steady stream. 22. Stop the engine. Drain the crankcase and all cooling
16. Continue filling the auxiliary cooling circuit until the system accessories. Drain the auxiliary cooling
level reaches the top of the surge tank or radiator. circuit. Avoid delay so that the water is completely
drained while the rust and sediment are still in
17. Bleed trapped air. Begin at the lowest petcock and suspension.
finish at the highest. Bleed one petcock at a time.
Close the petcock when the hissing stops and water 23. Attach the supply line and fill the jacket water and
begins to flow out in a solid steady stream. auxiliary cooling circuits with a suitable cleaning
solution. Use a non-acidic, non-corrosive,
18. Top off the surge tank or radiator of the auxiliary biodegradable compound that prevents the loss of
cooling circuit. metal in the engine and avoids damage to internal
gaskets and seals.
! WARNING
NOTE: Follow the manufacturer’s recommendations
for the proper concentration of cleaning solution and
length of cleaning time.
pressure. 24. Bleed trapped air.
25. Top off the surge tank or radiator of the jacket water
and auxiliary cooling circuits.
Always wear protective clothing 26. Start the engine. Let it run for at least 10 minutes or
when bleeding the cooling until the cleaning solution is depleted.
27. To ensure that the contaminants remain in
suspension, drain the cooling circuits as quickly as
possible.
28. Inspect internal surfaces. If the results are not
19. Start the engine and slowly reopen each air bleed satisfactory, refill the engine with cleaning solution.
petcock. Close the petcock when the hissing stops Repeat Steps 23 – 27 as necessary.
and water begins to flow out in a solid steady stream. 29. To flush the systems of cleaning solution and any
20. Slowly reopen each air bleed petcock when the residual contaminants, fill the jacket water and
engine jacket water temperature has stabilized (as auxiliary cooling circuits with clean, soft water. Drain
indicated by the panel-mounted temperature immediately.
gauge). Close the petcock when the water begins to
flow out in a solid steady stream.
Form 6277-5
NOTICE IDLER PULLEY BEARING LUBRICATION

All engines require greasing the ball bearing in the jacket
All antifreeze and water treatment products require a water pump idler pulley bracket every 720 running hours.
clean system in order to work effectively. If
contaminants, such as dirt, rust, scale, lime, grease, 1. Locate the idler pulley bracket grease fitting
oil and/or cleaning agents are not completely flushed mounted above the drain cock in the panel of the
out, they can destroy the corrosion inhibitors and scale safety guard assembly (right bank side) (see Figure
suppressants intended to keep freshly filled cooling 4.25-2 and Figure 4.25-3).
circuits clean.
2
30. Inspect the drain water for cleanliness. Fill and flush
the systems again, if necessary. The best results are 1
obtained when the drain water runs clear.
31. Fill the jacket water and auxiliary cooling circuits with
coolant. Be sure that the coolant has the proper
inhibitor and additive concentrations (see latest
edition of Service Bulletin 4-2429). Bleed the system
of trapped air.
NOTICE
Air can be drawn into the system through small leaks
in the cooling circuit. The problem is compounded
when the void created by any loss of coolant is filled
by more air. Air in the cooling system speeds up the Figure 4.25-2: 12-Cylinder Idler Pulley Bearing Lube
formation of rust, increases corrosion and produces
1 - Water Drain Cock 2 - Safety Panel
hot spots within the engine. If aeration causes the
coolant to foam, the probability of engine damage due NOTE: 6- and 12-cylinder engines are similar.
to overheating is greatly increased.
! WARNING
1
Always install a pipe plug in the
ball valve when the hose
! connection is removed from the

jacket water header. If the lever
of the ball valve is inadvertently
2
bumped open, the absence of a

plug will cause the coolant to
drain. During operation, loss of
any coolant may result in
catastrophic engine damage.
Escaping steam and/or hot Figure 4.25-3: 16-Cylinder Idler Pulley Bearing Lube
water can cause severe burns.
1 - Grease Fitting 2 - Safety Panel
32. Carefully inspect the jacket water and auxiliary NOTICE

cooling circuits for leaks.
Do not overgrease the idler pulley bearing.
Overgreasing causes high bearing temperatures that
shorten bearing service life.
Form 6277-5
2. Using a hand-held grease gun, apply one stroke of
Lithoplex Grease No. 2 (Multipurpose Lithium
Complex Formula Containing Molybdenum
Disulfide) to the grease fitting.
AUXILIARY WATER PUMP BEARING

LUBRICATION
The pump is mounted to a bracket at the front left or right
corner of the oil pan. Depending on the model of the
auxiliary water pump used, the pump may have one or
two grease fittings. Safety guards on some engines may
cover access to grease fittings. In this case, an access
hole is provided to allow the fitting to be greased.
1. Locate the grease fitting(s) on the auxiliary water Figure 4.25-6: 16-Cylinder Auxiliary Water Pump Lube
pump (see Figure 4.25-4, Figure 4.25-5 and Figure
4.25-6). NOTICE
Do not overgrease the water pump bearings.
Overgreasing causes high bearing temperatures that
shorten bearing service life.
2. Using a hand-held grease gun, apply two or three

strokes of Lithoplex Grease No. 2 (Multipurpose
Lithium Complex Formula Containing Molybdenum
Disulfide) to the grease fitting(s).
GREASE RECOMMENDATIONS
A Lithium complex-type grease is now recommended
over the Lithium soap-based grease because of its
ability to resist water. Lithium complex-type grease also
Figure 4.25-4: 6-Cylinder Auxiliary Water Pump Lube provides superior rust protection qualities (especially
steel surfaces), as well as its thermal and mechanical
NOTE: One or two grease fittings, depending on pump stability at high operating temperatures. The Lithium
model. complex grease has a continuous operating
temperature of approximately 350°F (177°C), whereas
the Lithium soap-based grease has an upper operating
temperature limit of approximately 225°F (107°C).
Figure 4.25-5: 12-Cylinder Auxiliary Water Pump Lube

NOTE: One or two grease fittings, depending on pump
model.
Form 6277-5
JACKET WATER PUMP DRIVE BELTS

REPLACEMENT 5
4
! WARNING
Always install the safety guards 1

3
after completing any service
operation. Never operate the
2
engine with the safety guards
removed.
6
1. Remove front safety guard.

7
NOTICE 14
Verify that the pulley sheaves are clean and

completely free of grease, oil and dirt. An 13
accumulation of dirt in the sheave grooves impairs
traction and accelerates belt wear. 12
2. Verify that the pulley sheaves are clean and 11

completely free of grease, oil, dirt and grit.
3. Inspect the drive belts for fraying, cracks or wear. 10
Belts must not be glazed, split, peeled or greasy. 9
Replace as necessary. 8
NOTICE
Figure 4.25-7: 12-Cylinder Adjusting / Idler Lever
Belts are matched and tied in sets. Always replace the Assembly
drive belts in sets. Never replace just one drive belt
even if only one belt is worn. Since the older belts are 1 - Threaded Rod 8 - Elastic Stop
stretched during hours of engine operation, the 2 - Elastic Stop Locknut
circumference of new belts is slightly smaller. A Locknut 9 - Plain Washer
difference in belt size will cause the new belt to carry 3 - Adjusting Lever 10 - Stud Anchor
the full load, resulting in rapid belt failure and possible 4 - Idler Lever 11 - Plain Washer
damage to driven equipment. 5 - Hex-Head 12 - Thin Hex Locknut
Capscrew 13 - Pivot Rod
4. Remove the auxiliary water pump drive belts. Back 6 - Lock Washer 14 - Spacer
the upper thin hex locknut on the threaded rod away 7 - Spacer
from the adjusting lever (see Figure 4.25-7 and
Figure 4.25-8). The movement of the idler pulley NOTE: 6- and 16-cylinder engines are similar.
releases the drive belt tension. Slip the drive belts off
the auxiliary water pump and idler pulleys.
Form 6277-5
7. Place a new drive belt in the rear groove of the rear
crankshaft pulley. The rear groove is the one closest
to the gear cover. Slip the belt into the rear groove of
the jacket water pump pulley.
8. Place a new drive belt into the second last groove of
the rear crankshaft and jacket water pump pulleys.
9. Rotate the idler pulley bracket clockwise to seat the
jacket water pump drive belts in the two pulley
grooves.
10. See JACKET WATER PUMP DRIVE BELT
TENSION ADJUSTMENT on page 4.25-11 to
adjust the belts.
! WARNING
Assembly
Always install the safety guards
NOTE: 12- and 16-cylinder engines are similar. after completing any service
5. Loosen the pivot capscrew on which the idler pulley operation. Never operate the
bracket turns (see Figure 4.25-9). Loosen the slotted engine with the safety guards
lock capscrew to unlock the position of the bracket. removed.
The belt tension is released as the idler pulley
bracket rotates.
11. Install the safety guards.
1
JACKET WATER PUMP DRIVE BELT
TENSION ADJUSTMENT
Check the tension and condition of the two jacket water
2 pump drive belts weekly. Replace the drive belts every
8,000 running hours or as necessary.
! WARNING

4 3 removed.
Figure 4.25-9: Tighten Idler Pulley Bracket Capscrews – 1. Remove the safety guard.
12-Cylinder Shown
1 - Jacket Water Pump 3 - Slotted Lock NOTICE

2 - Pivot Capscrew Capscrew
Be sure that the belts are cool when the tension is
4 - Idler Pulley Bracket
checked or adjusted. The thermal expansion of warm
NOTE: 6- and 16-cylinder engines are similar. belts will result in a false tension reading.
6. Slip the old drive belts off the jacket water pump and
idler pulleys. Remove the belts from the rear
crankshaft pulley and discard.
Form 6277-5
1
2
3 4
5
6
Figure 4.25-10: Drive Belt Tension Tester
1 - Front Drive Belt 4 - Small O-Ring

2 - Rear Drive Belt 5 - Deflection Force Scale
3 - Large O-Ring 6 - Span Scale
2. Using V-Belt Tension Tester tool (P/N 474016), 3. If belt tension adjustment is necessary, loosen the
check the drive belt tension. pivot capscrew on which the idler pulley bracket
a. Measure the distance between the center lines turns (see Figure 4.25-11). Loosen the slotted
of the crankshaft and jacket water pump pulleys. capscrew to unlock the position of the bracket. The
Align the bottom of the large O-ring on the belt tension is released as the idler pulley bracket
“Inches of Span” scale to the measured rotates upward in a counterclockwise direction.
distance.
b. Align the bottom of the small O-ring on the
“Deflection Force” scale with the zero mark. 1
2
c. Place the tension tester squarely on the front
drive belt at the center of the longest 3
unsupported span (between the jacket water
pump pulley and the crankshaft pulley). Apply
inward force on the plunger perpendicular to the
belt span until the bottom of the large O-ring is 4
even with the top of the rear drive belt (see
Figure 4.25-10).
d. Remove the tension tester and read the force 5
applied from the bottom of the small O-ring on 6
the deflection force scale. The tension of the
belts must be between 11.9 and 17.5 lbf (53 and
Figure 4.25-11: 12-Cylinder Jacket Water Pump Drive Belt
77 N). Tensioning
e. Check the rear belt tension in the same manner.
1 - Pivot Capscrew 4 - Slotted Lock
NOTE: If the tension tester is not available, moderate 2 - Jacket Water Pump Capscrew
hand pressure should deflect the long part of the belt Pulley 5 - Idler Pulley Bracket
approximately 0.25 – 0.50 in. (6 – 13 mm) or as a general 3 - Drive Belt (front) 6 - Idler Pulley
rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt span
measured from pulley center to pulley center. Belt span NOTE: 6- and 16-cylinder engines are similar.
should be measured each time.
Form 6277-5
NOTE: If the tension tester is not available, moderate
NOTICE hand pressure should deflect the long part of the belt
Belts that are too tight result in excessive stretching approximately 0.25 – 0.50 in. (6 – 13 mm) or as a general
and overheating. Too much tension may also damage rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt span
drive components, such as sheaves and shafts, and measured from pulley center to pulley center.
lead to premature failure of the idler pulley and/or 7. Tighten the slotted lock capscrew on the idler pulley
water pump bearings. bracket when the proper belt tension is obtained
(see Figure 4.25-11). Tighten the pivot capscrew.
Belts that are too loose result in belt slippage. Slippage
causes burn spots, overheating, rapid wear and 8. Inspect the belts for proper seating. V-belts should
breakage. The vibration created by loose belts may ride on the sides of the pulley sheaves, not on the
also be sufficient to cause unnecessary wear of the bottom of the groove.
pulley grooves. 9. Verify that the tension of the front drive belt is
between 11.9 and 17.5 lbf (53 and 77 N). Verify the
4. To reset the belt tension, insert a pry bar between tension of the rear drive belt.
the upper edge of the idler pulley bracket and the 10. See AUXILIARY WATER PUMP DRIVE BELT
untapped boss on the left bank side of the water TENSION ADJUSTMENT on page 4.25-16.
pump housing (see Figure 4.25-12). To tighten the
drive belts, use the pad above the untapped boss for ! WARNING
leverage and push up on the pry bar to move the idler
pulley bracket downward (CW).
5. Holding the pry bar in position, use the tension tester after completing any service
to apply inward pressure to the center of the longest operation. Never operate the
unsupported span on the front drive belt (between engine with the safety guards
the jacket water pump pulley and the crankshaft removed.
pulley).

1
2
AUXILIARY WATER PUMP DRIVE BELT
REPLACEMENT
! WARNING

3
4 removed.
Figure 4.25-12: 12-Cylinder Jacket Water Pump Drive Belt

Tension 1. Remove the safety guard.
1 - Leverage Pad 3 - Pry Bar NOTICE

2 - Drive Belt 4 - Idler Pulley Bracket
Verify that the pulley sheaves are clean and
NOTE: 6- and 16-cylinder engines are similar.
completely free of grease, oil and dirt. An
6. Tension used belts between 11.9 and 17.5 lbf (53 accumulation of dirt in the sheave grooves impairs
and 77 N). traction and accelerates belt wear.
2. Verify that the pulley sheaves are clean and

completely free of grease, oil, dirt and grit.
Form 6277-5
3. Inspect the drive belts for fraying, cracks or wear.
Belts must not be glazed, split, peeled or greasy. 5
Replace as necessary. 4
4. If replacement is necessary, back the upper thin hex

locknut on the threaded rod away from the adjusting
lever (see Figure 4.25-13 and Figure 4.25-14). The 1
pivot point of the idler lever follows the adjusting 3
lever. The movement of the idler pulley releases the
drive belt tension. 2
7
14
13
12
11
Figure 4.25-13: 6-Cylinder Adjusting / Idler Lever 10

Assembly 9
NOTE: 12- and 16-cylinder engines are similar. 8

Assembly
1 - Threaded Rod 8 - Elastic Stop

2 - Elastic Stop Locknut
Locknut 9 - Plain Washer
3 - Adjusting Lever 10 - Stud Anchor
4 - Idler Lever 11 - Plain Washer
5 - Capscrew 12 - Thin Hex Locknut
6 - Lock Washer 13 - Pivot Rod
7 - Spacer 14 - Spacer
5. Remove the drive belts from the auxiliary water
pump and idler pulleys (see Figure 4.25-13 and
Figure 4.25-15). Remove the belts from the rear
crankshaft pulley and discard.
Form 6277-5
Figure 4.25-15: 12-Cylinder Auxiliary Water Pump Belts

Figure 4.25-16: 12-Cylinder Jacket and Auxiliary Water
Pump Belts
NOTICE
1 - Jacket Water Pump 2 - Auxiliary Water
Belts are matched and tied in sets of two. Always Belts Pump Belts
replace the drive belts in pairs. Never replace just one
drive belt even if only one belt is worn. Since the older 8. To tighten the drive belts, thread the upper thin hex
belts are stretched during hours of engine operation, locknut toward the adjusting lever. The pivot point of
the circumference of new belts is slightly smaller. A the idler lever follows the adjusting lever in a
difference in belt size will cause the new belt to carry clockwise direction. The upward movement of the
the full load, resulting in rapid belt failure and possible idler pulley increases the drive belt tension.
damage to driven equipment. 9. See AUXILIARY WATER PUMP DRIVE BELT
TENSION ADJUSTMENT on page 4.25-16 to
6. Inspect the condition of the new auxiliary water pump adjust the belts.
drive belts. Replace as necessary.
! WARNING
7. Place the new drive belts in the rear groove of the
rear crankshaft pulley (directly in front of the first
jacket water pump drive belt) (see Figure 4.25-16). Always install the safety guards
Slip the belts into the grooves of both the auxiliary after completing any service
water pump and idler lever pulleys. operation. Never operate the
removed.
Form 6277-5
AUXILIARY WATER PUMP DRIVE BELT TENSION ADJUSTMENT
1
2
3 4
5
6
Figure 4.25-17: Drive Belt Tension Tester
1 - Front Drive Belt 4 - Small O-Ring

2 - Rear Drive Belt 5 - Deflection Force Scale
3 - Large O-Ring 6 - Span Scale
c. Place the tension tester squarely on the front
! WARNING
drive belt at the center of the longest
unsupported span. Apply inward force on the
Always install the safety guards plunger perpendicular to the belt span until the
after completing any service bottom of the large O-ring is even with the top of
operation. Never operate the the rear drive belt (see Figure 4.25-17).
d. Remove the tension tester and read the force
removed.
applied from the bottom of the small O-ring on
the deflection force scale. The tension of the
belts must be between 5 and 8 lbf (22 and 35.6
1. Remove the safety guard. N).
e. Check the rear belt tension in the same manner.
NOTICE
NOTE: If the tension tester is not available, moderate
Be sure that the belts are cool when the tension is hand pressure should deflect the long part of the belt
checked or adjusted. The thermal expansion of warm approximately 0.25 – 0.50 in. (6 – 13 mm) or as a general
belts will result in a false tension reading. rule, 0.01562 in. (0.4 mm) per 1 in. (25.4 mm) of belt span
measured from pulley center to pulley center.
2. Using V-Belt Tension Tester tool (P/N 474016),
check the auxiliary drive belt tension. NOTICE
a. Measure the distance between the center lines Belts that are too tight result in excessive stretching
of pulleys of the longest belt span. Align the and overheating. Too much tension may also damage
bottom of the large O-ring on the “Inches of drive components, such as sheaves and shafts, and
Span” scale to the measured distance. lead to premature failure of the idler pulley and/or
b. Align the bottom of the small O-ring on the water pump bearings.
“Deflection Force” scale with the zero mark.
Form 6277-5
NOTE: Since the circumference of new belts is
! WARNING
somewhat smaller, reuse of the setting established for
the discarded drive belts will result in belts that are too
tight. Always install the safety guards
3. To loosen the drive belts, back the upper thin hex
locknut on the threaded rod away from the adjusting
lever. The pivot point of the idler lever follows the
removed.
adjusting lever in a counter clockwise direction. The
downward movement of the idler pulley releases the
drive belt tension.
4. When the correct tension is obtained, thread the 3/8 10. Install the safety guards.
in. elastic stop lock on the upper end of the threaded
rod toward the adjusting lever. Be sure that the AUXILIARY WATER TEMPERATURE
locknuts (thin hex and elastic stop) on each side of CONTROL VALVE – GL ENGINES
the adjusting lever are properly tightened.
Remove and test the thermostat in the auxiliary cooling
5. Inspect the belts for proper seating. V-belts should circuit annually. Inspect the thermostat sooner if an
ride on the sides of the pulley sheaves, not on the increase or decrease in coolant temperature cannot be
bottom of the groove. traced to a malfunctioning water pump, loose belts,
6. Because of initial stretching, recheck the belt tension excessive engine load or other cooling system-related
after 10 minutes run time. Check the belt tension problems. The coolant temperature at the intercooler
again after the first 30 minutes run time and then coolant inlet is either 85°F or 130°F (29°C or 54°C),
every 250 hours thereafter. depending upon application.
NOTICE AUXILIARY WATER TEMPERATURE CONTROL

VALVE REMOVAL
Belts that are too loose result in belt slippage. Slippage 1. Drain auxiliary cooling circuit.
causes burn spots, overheating, rapid wear and
breakage. The vibration created by loose belts may 2. Remove the flange connection from coolant inlet
also be sufficient to cause unnecessary wear of the port C (from the heat transfer device) (see Figure
pulley grooves. 4.25-18, Figure 4.25-19 or Figure 4.25-20.
7. To tighten the drive belts, back the elastic stop

locknut on the upper end of the threaded rod away
from the adjusting lever. Use a 3/8 in. deep-well
socket for best results.
8. Thread the upper thin hex locknut toward the
adjusting lever. The pivot point of the idler lever
follows the adjusting lever in a clockwise direction.
The upward movement of the idler pulley increases
the drive belt tension.
9. When the correct tension is obtained, thread the
elastic stop locknut on the upper end of the threaded
rod toward the adjusting lever. Be sure that the
locknuts (thin hex and elastic stop) on each side of
the adjusting lever are properly tightened.
Form 6277-5
2 2
1 1
4
5
4
6
7
6 5
Figure 4.25-18: 6-Cylinder Auxiliary Water Temperature
Control Valve
1 - Support Bracket 5 - Thermostat
Control Valve
2 - To Bypass Inlet Port Housing
B (from oil cooler) 6 - U-Bolt 1 - Outlet Port A 5 - To Inlet Port C (from
3 - Auxiliary Water 7 - To Inlet Port C (from 2 - Auxiliary Water heat transfer
Pump heat transfer Pump device)
4 - Outlet Port A device) 3 - To Bypass Inlet Port 6 - Support Bracket
B (from oil cooler) 7 - Thermostat
4 - U-Bolt Housing
1 2 3
3. Remove the flange connection from bypass inlet port
B (from the oil cooler).
4. Remove the coolant outlet port flange (stamped A)
from the thermostat housing (four capscrews, with
flat washers).
! WARNING
The thermostat housing

assembly weighs
6 approximately 50 lb (23 kg). Use
4 a suitable lifting device and
5 exercise caution during removal
or installation.
Control Valve 5. Install a lifting strap to support the thermostat
1 - Auxiliary Water 4 - To Inlet Port C (from
housing assembly. The assembly consists of the
Pump heat transfer
thermostat housing and the coolant inlet pipe fittings
device)
and flanges.
2 - Thermostat
Housing 5 - To Bypass Inlet Port
3 - U-Bolt B (from oil cooler)
6 - Outlet Port A
Form 6277-5
6. Remove the U-bolt securing the coolant inlet pipe
nipple to the oil pan support bracket (5/16 in. flat
NOTICE
washers, lock washers and hex nuts). Do not boil the thermostatic valve. Excessive
7. Move the thermostat housing assembly to a suitable temperatures will force the valve to exceed its normal
workbench. operating travel and may result in permanent damage.
AUXILIARY WATER TEMPERATURE CONTROL b. Gradually heat the water while stirring with a
THERMOSTATIC VALVE INSPECTION AND quality glass laboratory thermometer (see
TESTING Figure 4.25-21). Observe the action of the valve.
c. The valve should begin to open at the Start to
Open temperature rating listed in Table
1.15-8 Auxiliary Cooling Water Thermostat on
page 1.15-23, and be completely open at the Full
Open temperature, plus or minus 5°F (2.8°C).
d. Remove the valve and observe its closing action.
The valve should seal evenly and tightly (see
Figure 4.25-22).
2 1
Figure 4.25-22
1 - Fully Open 2 - Fully Closed

e. If the thermostatic valve is defective, discard it.
Figure 4.25-21
1. Pull out the thermostatic valve. Remove and discard
the rubber O-ring seal.
2. Verify that the valve is in the FULLY CLOSED
position. If the valve is frozen open or if there is any
obvious distortion, discard it. If the valve appears in
good condition, test as follows:
a. Suspend the thermostatic valve in a container of
water. Do not let the thermostat rest against the
sides or bottom.
Form 6277-5
AUXILIARY WATER TEMPERATURE CONTROL 5. Take note of the temperature rating and part number
VALVE ASSEMBLY stamped on the old thermostatic valve. The part
1. Pull the lip seal out of the thermostat housing. Use a number and nominal temperature rating are
rolling-head pry bar for best results. stamped on the metal spring frame (see Figure
4.25-24). If the old valve is not available, check the
! WARNING engine specification pack to be sure that the new
valve is correct.
Do not allow a caustic solution 6. Install the new thermostatic valve with the expansion
to contact your skin, clothing or element facing outward.
eyes. Always use approved 7. Place a new O-ring in the thermostat housing outlet
caustic solutions in a well- port flange. Lubricate the O-ring with clean glycol.
ventilated area.
Always wear protective
1
equipment when using caustic
solutions.
! WARNING
3
air. Compressed air can pierce 4
the skin.
2. Submerse the thermostat housing and pipe flange

connections in the caustic hot tank to remove all 6
paint, dirt, grease and oil. Follow up with a thorough
hot rinse. Dry the parts with moisture-free 7
compressed air.
3. With the open side facing inward, press-fit a new lip
Figure 4.25-23: Auxiliary Cooling Water Temperature
seal (P/N 496832) into the bore (see Figure
Control Valve
2.25-18). For best results, use a pipe or tube of equal
diameter. Verify that the seal is square in the bore 1 - Outlet Port A (to 5 - Lip Seal
and completely seated around its circumference. auxiliary water 6 - Thermostat
pump) Housing
4. Using a small paintbrush, lubricate the lip seal with
2 - Thermostatic Valve 7 - Coolant Inlet Port C
clean glycol.
3 - O-Ring (from heat transfer
4 - Bypass Inlet Port B device)
(from oil cooler)
Form 6277-5
JACKET / AUXILIARY WATER PUMP

JACKET WATER PUMP INSPECTION
! WARNING

1
2 removed.
1. Remove the safety guard.

Figure 4.25-24: Thermostatic Valve
2. Inspect the “weep hole” in the casting directly below
1 - Spring Frame 2 - Waukesha Part the water pump pulley (see Figure 4.25-25). The
Number “weep hole” drains any coolant that leaks past the
ceramic water pump seal.
AUXILIARY WATER TEMPERATURE CONTROL
VALVE INSTALLATION
! WARNING
The thermostat housing

assembly weighs
approximately 50 lb (23 kg). Use
a suitable lifting device and
exercise caution during removal
or installation.
1. Install a lifting strap to support the thermostat

housing assembly. Move the assembly to the
location of the oil pan pipe support bracket.
2. Fasten the coolant outlet port flange (stamped A) to
the thermostat housing with four capscrews and flat
washers. Tighten the capscrews evenly and
securely.
3. Install the U-bolt securing the inlet port pipe nipple to
the oil pan support bracket with 5/16 in. flat washers,
lock washers and hex nuts.
4. Remove the lifting device.
5. Fasten the coolant inlet flange connection (from the
heat transfer device) to inlet port C of the thermostat
housing. Figure 4.25-25: Jacket Water Pump “Weep” Hole – Water
6. Fasten the coolant inlet flange connection (from the Pump Shown Removed
oil cooler) to bypass inlet port B of the thermostat
housing.
7. Refill the auxiliary cooling system and bleed trapped
air.
Form 6277-5
NOTICE
The presence of coolant at the “weep hole” indicates
that the jacket water pump must be rebuilt. A defective
water pump seal results in coolant loss and
contamination of the inner ball bearing grease.
3. Notify a Waukesha certified technician if any coolant

leakage at the “weep hole” is observed.
! WARNING

removed.
AUXILIARY WATER PUMP INSPECTION

Auxiliary water pumps should be visually checked for
leaks at shaft seal and housing seal locations (see
Figure 4.25-26).
Figure 4.25-26: Auxiliary Water Pump
1 - Shaft Seal Area 2 - Housing Mating

Surfaces
NOTICE
The presence of coolant at the shaft seals indicates
that the jacket water pump must be rebuilt. A defective
water pump seal results in coolant loss and
contamination of the inner ball bearing grease.
Form 6277-5
SECTION 4.30
LUBRICATION SYSTEM MAINTENANCE

procedures, review SAFETY on page 1.05-1 and 1
Specifications on page 1.15-20 for lubrication system
capacities. See latest edition of Service Bulletin
12-1880 for oil recommendations.
OIL FILL – INITIAL PROCEDURE 2

The oil capacities listed in Table 1.15-6 VHP Series Two 3
Engine Specifications on page 1.15-20 represent
approximate amounts. Use the initial fill to determine the Figure 4.30-1
actual amount of oil required.
1 - Oil Filler Pipe 3 - Instruction Decal
NOTICE 2 - Oil Filler Pipe
Bracket
The lube oil piping must be purged of all slag and
debris before the engine is first started. Before
proceeding with the oil fill procedure, see the purging LOW FULL
instructions in this section.
1. Remove the cap from the oil filler pipe on the lower
rear left side of the engine (see Figure 4.30-1).
2. See LUBE OIL FILTER on page 4.30-9 and fill the
oil filter with the proper grade oil.
Figure 4.30-2
3. Insert the make-up line and add lube oil to the oil pan.
Periodically remove the dipstick and take note of the 1 - O-Ring
reading.
5. Stop adding oil and start the prelube pump. The
4. Continue to add oil to the oil pan until the level prelube pump must be run to fill the oil lines, oil
reaches the “FULL” mark on the dipstick (see Figure cooler, the full-flow lube oil filter and oil strainer. It
4.30-2). also ensures that the bearings, turbochargers and
other moving parts of the engine are properly
lubricated.
NOTICE
Filter must be filled with lubricating oil before first start
and after each element change.
Form 6277-5
6. Depress the bypass valve plunger inside filter to CRANKCASE OIL LEVEL CHECKING
allow air to escape. Before first start-up, vent air
through the cover vent while the prelube pump is still Check the crankcase oil level daily while the engine is
running. A continuous flow of oil from the vent line is running. For convenience, a dipstick is located on both
required and indicates that all air has been removed the right and left side of the oil pan (see Figure 4.30-2).
from the lube oil system. The blade of the dipstick is marked “LOW” and “FULL.”
Always maintain the oil level at the “FULL” mark. Both
7. Run the prelube pump until pressure is indicated on marks on the dipstick are “static lines.” The dipstick does
the oil pressure gauge. Stop the prelube pump, wait not indicate where the level of the oil should be when the
a few minutes for the oil to drain back into the engine is running.
crankcase, check the dipstick and add oil to the oil
pan until the level returns to the “FULL” mark. When checking the oil level, carefully examine the
condition of the oil on the dipstick. Replace the oil any
8. Install the oil filler cap, start the engine and wait until
time it appears diluted, thickened by sludge or otherwise
the lube oil has warmed up to its normal operating
deteriorated. The useful life of the oil depends on a
temperature. Shut the engine down, wait for the oil
number of factors, which include the engine load,
to drain back into the pan and then check the level
temperature, fuel quality, atmospheric dirt, moisture and
one more time. Add oil if the level is below the “FULL”
the level of maintenance. If oil performance problems
mark.
arise, consult your oil supplier.
9. Check the crankcase oil level daily before the engine
is started. The blade of the dipstick is marked “LOW” Always pay close attention to engine operating
and “FULL.” Always maintain the oil level at the temperatures. If engine jacket water and oil
“FULL” mark. Both marks on the dipstick are “static temperatures are maintained according to engine
lines.” The dipstick does not indicate where the level specifications, particularly during periods of light load
of the oil should be when the engine is running. operation, the problems resulting from condensation of
corrosive vapors in the crankcase can be minimized.
OIL COOLER AND LUBE OIL FILTER When using an engine oil for which there is no previous
INSTALLATION REQUIREMENTS operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well-
1. All piping connections to and from the engine and monitored maintenance program also should be
between lubrication system accessories are to be established for the first year of usage and the
supplied by the customer. Place the optional ship performance of the engine should be carefully observed
loose lube oil cooler and lube oil filter assemblies as against all external operating conditions. This procedure
close to the engine as possible. All customer will help to determine if the selected oil is really suitable
connections to the engine must be flexible. for your particular operation.
2. Verify that all lines between the engine and the lube
NOTE: If any questions arise with regard to the
oil filter and lube oil cooler assemblies are clean and
foregoing information call the Waukesha Product
free from scale.
Support or Sales Engineering Departments. See the
3. Filter must be filled with lubricating oil before first latest edition of Service Bulletin 12-1880 for more
start and after element change. Depress bypass information on lubricating oils.
valve plunger inside filter to allow air to escape.
Before first start-up, vent air through the cover vent
while prelube pump is running. A continuous flow of
oil from the vent line is required, and indicates that
all air has been removed from the system.
4. See LUBE OIL PRESSURE ADJUSTMENT on
page 4.30-15 and adjust the lube oil pressure.
Form 6277-5
OIL CHANGE 7. See LUBE OIL FILTER on page 4.30-9 and

replace the oil filter elements and fill the oil filter
! WARNING assembly with oil (see Lubrication System in Table
page 1.15-20 and latest edition of Service Bulletin
Allow oil to cool prior to working
12-1880).
on lube oil system components.
Hot oil can cause severe burns. 8. See OIL FILL – INITIAL PROCEDURE on page 4.30-
1 and fill the engine with oil (see Lubrication
System in Table 1.15-6 VHP Series Two Engine
Specifications on page 1.15-20 and latest edition of
Wear protective equipment and
Service Bulletin 12-1880).
use caution while working on
lube oil system components. 9. See LUBE OIL SYSTEM AIR BLEED on page 4.30-
9 and bleed trapped air from the lube oil system.
OIL PAN
To change the oil, drain the oil pan and all lube oil system
! WARNING
accessories: oil cooler, full-flow oil filter and lube oil
strainer. Proceed as follows: Allow oil to cool prior to working
NOTE: Drain oil when warm for best results. Hot oil can cause severe burns.
1. Oil pan: Remove the 2 in. square-head drain plug.
For convenience, four drain plugs are provided, one
at each corner of the oil pan. Retain an oil sample for
oil analysis. Install the drain plugs when the oil has
drained.
lube oil system components.
NOTE: Installation of a customer-supplied ball valve
and pump facilitates draining of the oil pan.
2. Oil Cooler: Remove the drain plug at the bottom of
the oil cooler shell midway between the inlet and rear
bonnets. Install the drain plug when the oil has NOTE: Since it is necessary to drain the oil pan and lube
drained. oil system accessories, schedule the cleaning during a
3. Full-Flow Lube Oil Filter: Remove the upper drain regular oil change interval.
plug from the oil filter housing to drain sludge and NOTE: Drain oil when warm.
dirty oil from the filter element chamber. Remove the
1. Drain the oil pan, oil cooler, full-flow oil filter and lube
lower plug to drain oil from the clean oil chamber
oil strainer.
(see Figure 4.30-8). Install the drain plugs when the
oil has drained. 2. Loosen the oil pan door clamp capscrews (see
Figure 4.30-3). Rotate the assembly about 45° to
4. Lube Oil Strainer: Remove the drain plug (3/8 in.) at
remove the door from the access hole.
the bottom of the strainer element housing (see
Figure 4.30-14). Install the drain plug when the oil 3. A small pool of oil about 3/4 in. deep will normally
has drained. accumulate on each end of the oil pan where the
casting is recessed. Only a thin film will cover the
5. When the oil has drained, ensure all the drain plugs
other internal surfaces. Using absorbent cloths, wipe
are reinstalled.
the oil pan clean. Thoroughly clean the channel that
6. See OIL PAN on page 4.30-3 and clean the oil connects the two recessed areas.
pan.
4. Clean the oil pickup screen (see OIL PICKUP
NOTICE SCREEN on page 4.30-4).
Filter must be filled with lubricating oil before first start

and after each element change.
Form 6277-5
Figure 4.30-3: Oil Pan Door Assembly
1 - O-Ring 3 - Washer
2 - O-Ring
5. Install the oil pan doors. Hold each door so that the 2. Remove the pickup screen assembly from the oil
rear clamp is 45° from the vertical position. Insert the pan.
clamp into the oil pan access hole. Holding the door 3. Remove the baffle and oil tubes from the pickup
against the face of the access hole, rotate the door screen.
until the clamp is in the horizontal position. Tighten
the door clamp capscrew to specifications. See 4. Scrape the old gasket material from the oil tube
Lubrication System in Table 1.15-17 Critical Engine flanges and baffle box. Old gasket material left on
Torque Values on page 1.15-28 for specific torque the mating surfaces may cause air or unfiltered oil to
values. leak into the oil tubes.
6. See OIL CHANGE on page 4.30-3 and refill the 5. Remove two capscrews, lock washers, gasket and
engine with the proper quantity and grade of oil elbow from the crankcase.
lubrication oil (see Lubrication System in Table 6. Remove two capscrews, lock washers and cover
1.15-6 VHP Series Two Engine Specifications on bracket from the crankcase.
page 1.15-20).
OIL PICKUP SCREEN CLEANING AND INSPECTION
OIL PICKUP SCREEN – 6-CYLINDER
1. Clean all parts of the assembly in a non-volatile
OIL PICKUP SCREEN REMOVAL – 6-CYLINDER cleaning solution or solvent. Flush the screen from
the inside out for best results.
! WARNING
! WARNING
on lube oil system components. Never use your hand to check
Hot oil can cause severe burns. for leaks or determine airflow
air. Compressed air can pierce
Wear protective equipment and the skin.
use caution while working on Wear protective equipment to
lube oil system components. protect your skin. Wear safety
1. Remove the four capscrews and lock washers to

2. Thoroughly dry all parts with low-pressure
detach the pickup screen assembly from the oil
compressed air.
elbow and cover bracket (see Figure 4.30-4).
Form 6277-5
3. Inspect the pickup screen for tears or holes. Replace 2. Loosely install the oil elbow in the crankcase with a
the screen if damaged. gasket, two capscrews and lock washers.
4. Inspect the baffle box for broken welds, split seams 3. Apply a fast-setting gasket adhesive, such as 3M
or cracks around the oil tube holes. Replace the Scotch-Grip Rubber And Gasket Adhesive, on the
baffle if damaged. oil tube flanges. Position new gaskets on the flanges.
4. Install the oil tubes in the screening element. Place
the baffle over the screen, aligning the holes with
those in the flange gaskets.
5. Obtain a new gasket for the elbow and apply gasket
adhesive to one side. Press the sticky side of the
3 gasket onto the baffle, aligning the holes with those
in the box.
6. To ensure proper alignment, install the four
2 capscrews and lock washers to hold the pickup
4
screen assembly together. After the unit is
positioned in the oil pan, remove one capscrew.
1 Slide the capscrew through the elbow or cover
bracket and thread it back into the pickup screen
assembly. Follow this procedure with the remaining
three capscrews. Wrench-tighten only after all
capscrews are in place.
7. Tighten the four capscrews to secure the oil elbow
and cover bracket to the crankcase.
2
2 OIL PICKUP SCREEN REMOVAL – 12-CYLINDER
7
! WARNING
5

Hot oil can cause severe burns.

6
Figure 4.30-4: 6-Cylinder Oil Pickup Screen Assembly

1. Remove the four capscrews and lock washers to
1 - Baffle 5 - Spacer detach the pickup screen assembly from the two oil
2 - Gasket 6 - Screen elbows (see Figure 4.30-5).
3 - Oil Elbow 7 - Oil Tube
2. Remove the pickup screen assembly from the oil
4 - Cover Bracket
pan.
OIL PICKUP SCREEN INSTALLATION – 6- 3. Remove the baffle and oil tubes from the pickup
CYLINDER screen.
1. Loosely install the cover bracket in the crankcase 4. Scrape the old gasket material from the oil tube
with two capscrews and lock washers. flanges and baffle box. Old gasket material left on
the mating surfaces may cause air or unfiltered oil to
leak into the oil tubes.
Form 6277-5
OIL PICKUP SCREEN CLEANING AND INSPECTION
– 12-CYLINDER
1. Clean all parts of the assembly in a non-volatile
cleaning solution or solvent. Flush the screen from
3 the inside out for best results.
! WARNING
2
1 rates when using compressed
the skin.
2
5 2. Thoroughly dry all parts with low-pressure

compressed air.
3. Inspect the pickup screen for tears or holes. Replace
the screen if damaged.
4. Inspect the baffle box for broken welds, split seams
or cracks around the oil tube holes. Replace the
baffle if damaged.

CYLINDER
4 1. Apply a fast-setting gasket adhesive, such as 3M
Scotch-Grip Rubber And Gasket Adhesive, on the
oil tube flanges. Position new gaskets on the flanges.

2. Install the oil tubes in the screening element. Place
the baffle over the screen, aligning the holes with
1 - Baffle 4 - Screen those in the flange gaskets.
2 - Gasket 5 - Oil Tube 3. Obtain two new gaskets for the elbows and apply
3 - Oil Elbow gasket adhesive to one side. Press the sticky side of
the gasket onto the baffle, aligning holes with those
in box.
4. Verify that the two elbow flanges are clean. Old
gasket material or adhesive left on the mating
surfaces may cause air or unfiltered oil to leak into
the elbows.
5. To ensure proper alignment, install the four
capscrews and lock washers to hold the pickup
screen assembly together. After the unit is
positioned in the oil pan, remove one capscrew.
Slide the capscrew through the elbow and thread it
back into the pickup screen assembly. Follow this
procedure with the remaining three capscrews.
Wrench-tighten only after all capscrews are in place.
Form 6277-5
OIL PICKUP SCREEN REMOVAL – 16-CYLINDER OIL PICKUP SCREEN CLEANING AND INSPECTION
– 16-CYLINDER
! WARNING 1. Clean all parts of the assembly in a non-volatile
cleaning solution or solvent. Flush the screen from
Allow oil to cool prior to working the inside out for best results.
Hot oil can cause severe burns. ! WARNING

Wear protective equipment and for leaks or determine airflow
use caution while working on rates when using compressed
lube oil system components. air. Compressed air can pierce
the skin.
1. Remove two capscrews and washers to detach the flying dirt and debris.
baffle and screen flanges from the oil pan floor (see
Figure 4.30-7).
2. Remove the two ferry-head capscrews and lock 2. Thoroughly dry all parts with low-pressure
washers from the elbow outlet flange. compressed air.
3. Clip and remove the lockwire from the two ferry-head 3. Inspect the pickup screen for tears or holes. Replace
capscrews on the elbow inlet flange (see Figure the screen if damaged.
4.30-6). Loosen the capscrews and remove the
pickup screen assembly from the oil pan. 4. Inspect the baffle box for broken welds, split seams
or cracks around the oil tube holes. Replace the
baffle if damaged.
Figure 4.30-6: Ferry-Head Capscrew Lockwire Hole

4. Remove the elbow, tube and baffle from the pickup
screen. Remove and discard all gaskets. Scrape off
any old gasket material left on the mating surfaces,
if necessary.
Form 6277-5
2
3
1
9 7
8
2 6
1 - Gasket 6 - Screen
2 - Ferry-Head Capscrew 7 - Oil Tube
3 - Gasket 8 - Lockwire
4 - Baffle 9 - Oil Elbow
5 - Capscrew
OIL PICKUP SCREEN INSTALLATION – 16- OIL COOLER
CYLINDER
Drain the oil from the oil cooler at each oil change.
1. Install a new gasket on the inlet side of the oil tube
flange. Position the baffle over the screen and insert Clean and inspect the oil cooler annually. Inspect the oil
the tube. cooler sooner if an increase in oil temperature cannot be
traced to a malfunctioning auxiliary water pump, loose
2. Position a new gasket on the elbow inlet flange.
belts, a faulty thermostat or excessive engine load.
Install the two ferry-head capscrews and washers to
hold all parts of the assembly together. Use the two Plugged tubes or scale deposits inhibit the flow of
capscrews with the head holes (see Figure 4.30-7) coolant which reduces oil cooling effectiveness.
and finger-tighten only.
NOTE: Schedule the oil cooler cleaning during a
3. Position the assembly in the oil pan. Position a new regular oil change interval, since it is necessary to drain
gasket on the elbow outlet flange and install the oil the oil pan and lube oil system accessories.
outlet flange on the side of the oil pan with two ferry-
head capscrews and lock washers.
4. Install the pickup screen to the oil pan floor with two
capscrews and lock washers.
5. Tighten the elbow inlet flange capscrews. Slide a
new lockwire through the hole in the heads of the
capscrews (see Figure 4.30-6). Twist the ends of the
wire together until taut.
Form 6277-5
LUBE OIL SYSTEM AIR BLEED NOTE: If oil filter inlet and outlet pressure gauges are
not provided, they may be ordered from Waukesha.
Air-bleed the lube oil system at least once each day.
Proceed as follows: 1. Drain both chambers of the full-flow oil filter. Two
drain plugs are provided in the oil filter housing (see
NOTE: The petcock on the full-flow oil filter cover is the Figure 4.30-8). Remove the upper plug to drain
only air bleed through which the lube oil system may be sludge and dirty oil from the filter element chamber.
purged of air pockets. Remove the lower plug to drain oil from the clean oil
1. Initial Bleed: Start the prelube pump and open the chamber.
filter cover petcock. NOTE: Based on environmental and engine operating
2. Close the petcock when oil begins to flow out in a conditions, the lubrication oil may require changes that
steady stream. are much more frequent than those recommended by
3. Check Bleed: Start the engine and reopen the filter Waukesha. Many variables are involved in determining
cover petcock. the proper time between oil changes, some of which may
not even be known until after a problem develops. The
4. Close the petcock when oil begins to flow out in a oil type, the severity of the environment and the internal
steady stream. condition of the engine are only a few of many variables
5. Final Bleed: Once the engine is running at normal that have a direct effect on the frequency at which the oil
operating temperature, reopen the filter cover must be changed.
petcock.
6. Close the petcock when oil begins to flow out in a
! WARNING
steady stream.
The cover compresses powerful
LUBE OIL FILTER springs on the filter element
posts. Use special care to
! WARNING remove the oil filter cover.

Hot oil can cause severe burns. 2. To remove the oil filter cover safely, locate the
longest capscrews. The long capscrews extend
about 1-1/4 in. (30 mm) below the flange at the top
Wear protective equipment and of the oil filter housing. The short capscrews are flush
use caution while working on with the bottom of the flange (see Table 4.30-1).
lube oil system components. Table 4.30-1: Oil Filter Capscrew Pattern
Oil
Distance
Filter Number Number
Engine Between
Shell of Short of Long
Long
ID
LUBE OIL FILTER ELEMENT REPLACEMENT
6-Cylinder 12 in. 6 2 180°
Full-flow lube oil filter elements should be replaced
12-Cylinder 16 in.
whenever the lube oil is changed and may often require 9 3 120°
more frequent replacement. 16-Cylinder 18 in.
When the filter is new, the drop in oil pressure through 3. Leaving the longest capscrews in place, remove the
the filter is around 2 – 3 psi (14 – 21 kPa) under normal short capscrews working in a clockwise direction.
operating temperatures. To determine the pressure
differential, subtract the reading of the oil filter outlet
pressure gauge from the reading of the inlet pressure
gauge. When the pressure differential rises to 12 – 15
psi (83 – 103 kPa), the filter elements are clogged and
must be replaced.
Form 6277-5
! WARNING 2 3
Alternately loosen the long

capscrews of the filter cover an
4
equal amount of turn. Failure to
follow this procedure could
case the filter cover to spring 1
up.
7
4. Loosen the long capscrews, giving each an equal
amount of turn. Alternately loosen each of the long
capscrews to slowly ease the filter cover up (see
Figure 4.30-8).
5
6
1
2
Figure 4.30-9: Full-Flow Lube Oil Filter
1 - Relief Valve 5 - O-Ring

Assembly 6 - Filter Housing
2 - Springs 7 - Element
3 - Air Bleed Petcock
4 - Cover
3
Table 4.30-2: Engine Filter Elements
FILTER 32 in. 16 in.

ENGINE ELEMENT ELEMENTS ELEMENTS
POSTS REQUIRED REQUIRED
6-Cylinder 4 4 8
12-Cylinder 7 7 14
16-Cylinder 10 10 20
5 4
6. Install the new lube oil filter elements (see Table
4.30-2). Slide one 32 in. element over each filter
element post (see Figure 4.30-10, Figure 4.30-11
and Figure 4.30-12).
Figure 4.30-8: Lube Oil Filter
1 - Filter Cover 4 - Oil Outlet

2 - Oil Inlet 5 - Drains
3 - Bypass Relief Valve
5. Remove the lube oil filter elements (see Figure
4.30-9). Inspect the bypass relief valve for wear. The
oil filter has one relief valve. See LUBE OIL FILTER
RELIEF VALVE on page 4.30-12 for more
information.
Form 6277-5
NOTICE
Those filter elements that are stamped with an arrow
must be installed with the arrow pointing down.
Elements that have a band around the center may be
installed with either end pointing down.
7. Replace the drain plugs in the oil filter housing.

= 1 = 2 8. Fill the filter assembly with clean lubricating oil. See
Lubrication System in Table 1.15-6 VHP Series Two
Engine Specifications on page 1.15-20 for
Figure 4.30-10: 6-Cylinder Filter Element / Relief Valve capacities.
Configuration
9. Allow air to escape by depressing the bypass relief
1 - Element 2 - Relief Valve valve piston(s).
10. Reinstall the lube oil filter cover. The filter cover
O-ring should be replaced every 1,500 hours,
anytime it has taken a permanent set or if it appears
damaged, whichever comes first. Torque the filter
cover capscrews to specifications in a criss-cross
pattern. See Lubrication System in Table
11. To release the remaining air, start the prelube pump
and open the filter cover petcock. Close the petcock
when oil flows out in a steady stream.
= 1 = 2 NOTE: Air-bleed the lube oil circuit at least once each
day. The petcock on the full-flow oil filter cover is the only
location through which the lube oil system may be
Figure 4.30-11: 12-Cylinder Filter Element / Relief Valve
purged of air pockets.
Configuration
NOTE: Waukesha highly recommends adding a
1 - Element 2 - Relief Valve bypass filtration system to the standard full-flow lube oil
filter, especially for those engines operating in harsh
environments. In operation, a small portion of the lube
oil is routed from the pump through special bypass filters
and then back to the oil sump. Particles as small as one
micron are effectively removed as the oil flows through
the bypass filter elements. An orifice in the filter housing
inlet controls the flow to approximately 10% of the rated
flow to the engine. In an hour, this operation filters a
quantity of oil equal to roughly five times the system
capacity. Use of the bypass filtration unit does not alter
the recommended oil change interval, since the filter is
designed to reduce engine wear, not prolong lube oil life.
= 1 = 2
Figure 4.30-12: 16-Cylinder Filter Element / Relief Valve

Configuration
1 - Element 2 - Relief Valve
Form 6277-5
LUBE OIL FILTER RELIEF VALVE

1
! WARNING
2

3

The full-flow lube oil filter housing contains a bypass

relief valve.
When the elements are new, the drop in oil pressure 5
through the filter is minimal, around 2 – 3 psi (14 – 21
kPa) under normal operating temperatures. If the 6
pressure differential reaches 28 – 32 psi (193 – 221 kPa),
the relief valve begins to open and oil bypasses the filter
elements enroute to the lube oil strainer. The relief valve
is fully open at approximately 40 psi (276 kPa).
Inspect the relief valve(s) for wear at least once each Figure 4.30-13: Lube Oil Filter Relief Valve Assembly
year or after every 8,000 hours of operation, whichever
1 - Piston 4 - Spring
comes first.
2 - O-Ring 5 - Washer
1. Remove the relief valve assembly from the bypass
3 - Valve Body 6 - Retaining Ring
tube (see Figure 4.30-9).
4. Remove the O-ring from the relief valve piston.
2. Remove the reducing bushing from the relief valve
Inspect the area above the O-ring for excessive
body, if provided.
wear. Replace if gouged or deeply scratched.
3. Remove the retaining ring, washer, spring and piston
5. Install a new O-ring on the relief valve piston.
from the relief valve body (see Figure 4.30-13).
6. Install the piston, spring, washer and retaining ring
in the relief valve body.
7. Install reducing bushing on the relief valve body.
8. Install the relief valve assembly on the bypass tube.
Form 6277-5
LUBE OIL STRAINER 2. Remove the four capscrews and washers from the
strainer head to detach the element housing.
! WARNING 3. Remove the rubber seal from the inside groove at
the top of the element housing.
Allow oil to cool prior to working 4. Pull down on the stainless-steel wire mesh element
on lube oil system components. to detach it from the head.
5. Remove the two band retainers and the two
magnetic rods externally mounted on the element.
6. Clean the element in solvent. Flushing the element
from the inside out produces the best results.
lube oil system components. ! WARNING

Clean the lube oil strainer element at each oil change. air. Compressed air can pierce
1. Remove the plug (3/8 in.) at the bottom of the the skin.
element housing to drain the strainer assembly of oil Wear protective equipment to
(see Figure 4.30-14). protect your skin. Wear safety
7. Drip-dry the element or air blow dry from the inside

out using low-pressure compressed air.
8. Inspect the element for tears or holes. Replace the
1 2 element if damaged.
9. Inspect the strainer element O-ring for cuts, tears or
8 loss of elasticity. Replace if necessary. Place the
O-ring in the inside groove at the top of the wire mesh
element. Using a small paintbrush, lubricate the
7 O-ring with clean engine oil.
10. Place the two magnetic rods in the element grooves
3
and install the two band retainers.
6 11. Slide the element up onto the inside flange of the
strainer head.
4 12. Inspect the element housing seal for cuts, tears or
loss of elasticity. Replace if necessary. Place the
seal inside the groove at the top of the element
5 housing. Lubricate the O-ring with clean engine oil.
13. Install the drain plug (3/8 in.) in the bottom of the
element housing.
Figure 4.30-14: Lube Oil Strainer Assembly 14. Install the four capscrews and washers to secure the
element housing to the strainer head.
1 - Strainer Head 5 - Drain Plug
2 - Band Retainer 6 - Seal
3 - Magnetic Rod 7 - Cleanable Element
4 - Element Housing 8 - O-Ring
Form 6277-5
MAGNETIC PLUG
! WARNING


Figure 4.30-16: 12-Cylinder Cylinder Head Oil Supply

Rear Magnetic Plug
Inspect and clean the oil supply magnetic plugs at each
oil change. Proceed as follows:
1. Remove the magnetic plug from the turbocharger oil
supply fitting (see Figure 4.30-15).
Figure 4.30-17: 12-Cylinder Cylinder Head Oil Supply

Rear Magnetic Plug
3. Clean the magnetic plug in solvent, if necessary.
Figure 4.30-15: 12-Cylinder Turbocharger Oil Supply Wipe the plugs clean to ensure that all ferrous metal
Magnetic Plug debris is removed.
2. The cylinder head oil supply header has magnetic 4. Apply Perma Lok Heavy Duty Pipe Sealant with
plugs on each end (see Figure 4.30-16 and Figure Teflon to the threads, and install the magnetic plug
4.30-17). and wrench-tighten.
Form 6277-5
LUBE OIL PRESSURE ADJUSTMENT

1
1. Run the engine until the lube oil reaches normal
stabilized operating temperature. Take note of the
oil header pressure as indicated by the panel-
mounted oil pressure gauge.
2
2. Locate the pressure regulating valve at the oil cooler
outlet (see Figure 4.30-18 and Figure 4.30-19).
Loosen and back off the jam nut (1/2 in.) on the
adjusting capscrew. 8
1 7
6
3
5
Figure 4.30-18: Lube Oil Pressure Control Valve – Engine-

Figure 4.30-19: Lube Oil Pressure Control Valve – Remote
Mounted Oil Cooler
Oil Cooler
1 - Thermostatic 2 - Pressure
1 - Oil Outlet Port 5 - Oil Cooler Inlet Port
Valves Regulating Valve
2 - Thermostat Cover 6 - Thermostat
3. Adjust the pressure regulating valve to maintain an Plate Housing
oil header pressure of 55 psi (380 kPa) for 6- and 12- 3 - Bypass Inlet Port 7 - Lead Thermostat
cylinder engines and 50 psi (345 kPa) for 16-cylinder 4 - Oil Cooler Cover Plate
engines with the lube oil pressure stabilized at 8 - Pressure
Regulating Valve
normal operating temperature of 180°F (82°C) and
the engine fully loaded. Turn the adjusting capscrew
in to increase the oil pressure. To decrease the oil PRELUBE Y-STRAINER
pressure, turn the adjusting capscrew out.
Clean the Y-strainer screen at each oil change (see
4. Tighten the jam nut (1/2 in.) to lock the setting of the
Figure 4.30-20). Proceed as follows:
adjusting capscrew.
1. Drain the oil pan and all lube oil system accessories,
oil cooler, full-flow oil filter and lube oil strainer.
2. Locate the Y-strainer in the oil pan to prelube pump
oil line.
3. Remove the plug from the Y-strainer (see Figure
4.30-21).
Form 6277-5
! WARNING
1
2 Never use your hand to check
for leaks or determine air flow
5
4 the skin.

3 flying dirt and debris.
6. Drip-dry the screen or use low-pressure

Figure 4.30-20: 12-Cylinder Y-Strainer compressed air.
1 - Oil Pan 4 - Y-Strainer 7. Inspect the screen for tears or holes. Replace if
2 - Pipe Tee 5 - Reducing Bushing damaged.
3 - Male Elbow Tube 8. Slide the screen back into the Y-strainer.
Fitting
9. Apply Perma Loc heavy duty pipe sealant or the
equivalent onto the male threads of the plug and the
2 female threads of the Y-strainer body.
1
10. Thread the plug into the Y-strainer and wrench-
tighten.
MICROSPIN
Initial centrifuge servicing should be about 4 weeks after
start-up, sooner if the oil is heavily contaminated. A
5 maximum buildup of 0.75 in. (19.05 mm) is allowed on
4 3 the centrifuge paper insert. Noting the buildup will help
in establishing a cleaning interval.
Figure 4.30-21
CENTRIFUGE
1 - Plug 4 - Strainer Body
2 - To Prelube Pump 5 - Screen ! WARNING
3 - From Oil Pan
4. Pull out the cylindrical steel mesh screen.
the manufacturer’s instructions
5. Flush the screening element in a non-volatile and warnings on the container
cleaning solution or solvent. when using cleaning solvent.
Cleaning solvents may be toxic
NOTICE or flammable. Keep away from
heat or flame. Always use
High-pressure compressed air may damage the approved cleaning solvents in a
screening element. well-ventilated area. Do not use
gasoline, paint thinners or other
highly volatile fluids for
cleaning.
Form 6277-5
Under normal operating conditions, the centrifuge 1. Shut off the oil supply valve and wait 2 minutes for
should be cleaned and its paper insert removed at every the oil pressure to drop to zero and the rotor to stop
scheduled oil change, or as experience dictates. The spinning.
centrifuge can be cleaned while the engine remains
running provided the oil supply valve is shut off (see ! WARNING
Disassembly of Microspin P/N 489189 Centrifuge on
page 4.30-17 for proper procedures). Allow oil to cool prior to working
CLEANABLE FILTER ELEMENTS Hot oil can cause severe burns.
The cleanable oil elements (see Figure 4.30-22) should
be removed from the oil filtration canister and cleaned in
a solvent tank at every other regularly scheduled oil Wear protective equipment and
change, or when the oil pressure differential between the use caution while working on
canister inlet and outlet exceeds 15 psi (103 kPa). If an lube oil system components.
oil pressure differential of 2 – 15 psi (14 – 103 kPa)
cannot be obtained after normal cleaning, the cleanable
filter elements may be ultrasonically cleaned. It is
recommended that an oil pressure gauge be installed to
monitor the oil “ΔP” pressure. The engine must be shut
down to service the cleanable oil filters. 2. Loosen and remove the side bell clamp (see Figure
4.30-23).
3. Turn the bell knob counterclockwise until it is free.
4. Grasp the top bell knob and remove the bell housing
from the base (this will expose the rotor assembly).
5. Insert a screwdriver under the rotor assembly and
raise the rotor assembly up 1 – 2 in. (25.4 – 50.8 mm)
to allow oil to drain from the rotor into the body base.
When the oil is drained from the rotor assembly, lift
it straight up until it clears the base shaft.
6. Position the unit on a clean work table and remove
the knurled can nut from the rotor assembly.
NOTICE
Use caution during disassembly to avoid damage to
the brass bushings.
Figure 4.30-22: VHP 32 in. Cleanable Oil Filter Elements

7. Invert the rotor assembly and place it on a clean work
table.
DISASSEMBLY OF MICROSPIN P/N 489189
CENTRIFUGE 8. Holding the rotor can with both hands, press down
until the can separates from the rotor.
! WARNING 9. Clean the baffle screen assembly, rotor and jets.
Replace the O-ring if necessary.
The oil supply valve must be
shut off before servicing the
Microspin centrifuge. Allow 2
minutes before proceeding with
servicing the Microspin
centrifuge to allow the rotor to
stop spinning and the oil
pressure to drop to zero.
Form 6277-5
MICROSPIN CENTRIFUGE CLEANING – P/N 489189
1
1. Remove the paper insert from the rotor can by
inserting a narrow flat tool between the paper insert
2 and the rotor can. Run the tool around the inside of
the can and remove the paper insert. Clean the
contaminant build up in the rotor can, and insert a
new paper insert.
3
NOTICE
Remove rubber O-rings prior to placing parts in the
4
13 solvent tank to prevent damage to equipment.
5 ! WARNING

and warnings on the container
6
when using cleaning solvent.
Cleaning solvents may be toxic
or flammable. Keep away from
heat or flame. Always use
7 approved cleaning solvents in a
well-ventilated area. Do not use
8 highly volatile fluids for
cleaning.
9
2. Clean the baffle screen assembly, rotor turbine, rotor
14 can, covers and jets in a suitable solvent tank.
10
MICROSPIN CENTRIFUGE ASSEMBLY – P/N
489189
1. Install the baffle screen and new O-ring on the
11 turbine rotor.
NOTICE
12 The knurled can nut must be tightened hand-tight only,
or damage to equipment could result.
Figure 4.30-23: Microspin Centrifuge

2. Position the rotor can with a new paper insert in place
1 - Bell Knob 8 - Rotor Can (see Figure 4.30-23) on the turbine rotor. Ensuring
2 - Bell Housing 9 - Paper Insert that the side of the knurled can nut marked “TOP” or
3 - Rotor Assembly 10 - Baffle Screen “UP” is on top (see Figure 4.30-24), tighten the
(see item 14) Assembly knurled can nut hand-tight only to secure the
4 - Bell Clamp 11 - O-Ring assembly.
5 - O-Ring 12 - Rotor Turbine
6 - Base Shaft/Body 13 - Assembly Diagram
7 - Can Nut, (top 14 - Sub-Assembly
marked “TOP or Diagram
UP”)
Form 6277-5
1 2
Figure 4.30-24: Can Nut – Side View
1 - Top Marked “TOP” 2 - Bevel

or “UP”
3. Position the turbine rotor assembly to the base (over
the base shaft). Check to ensure that the rotor spins
freely.
4. Install the bell housing to the base using a new
O-ring (if necessary) and hand-tighten the bell nut.
5. Install and hand-tighten the bell housing clamp
finger-tight.
6. Retighten the bell nut hand-tight.
7. Open the oil supply valve to start the centrifuge.
Check for oil leaks.
Form 6277-5
Form 6277-5
SECTION 4.35
EXHAUST SYSTEM MAINTENANCE
Before performing any service, maintenance or repair 5. Excessive exhaust backpressure may be due to one
procedures, review SAFETY on page 1.05-1 and or more of the following conditions:
RIGGING AND LIFTING ENGINES on page 1.10-1. • Undersized piping
• Elbows, bends or sudden enlargements in the
EXHAUST SYSTEM BACKPRESSURE piping
MEASUREMENT
• Plugged catalytic converter
Monitor the exhaust system backpressure regularly. The • Pipe obstructions
maximum backpressure must not exceed specification.
• Exit losses
1. Drill and tap a hole (1/4 in. NPT) in the customer-
supplied exhaust piping. Place the hole 12 in. (305
mm) downstream from the mating flange of the EXHAUST SYSTEM TEMPERATURE
Waukesha-supplied flexible exhaust connection. MONITORING
The measurement must be taken before the silencer Exhaust temperatures can be an important diagnostic
or catalytic converter, if provided, and should be tool but there are differences found between rich and
away from any bend or elbow in the exhaust piping. lean burn engines:
2. Install a tubing connector in the hole. Use only non- • Rich Burn – Very rich mixture will lower exhaust
corroding stainless-steel fittings. temperature and a very lean mixture will also lower
Normal exhaust temperatures are model- exhaust temperature.
dependent; that is, air/fuel ratio and load- • Lean Burn – Very rich mixture will raise exhaust
dependent, naturally aspirated, turbocharged, temperature.
lightly loaded, heavily loaded and ignition timing all
affect the exhaust temperature. See the Waukesha • Both Systems – Very low temperatures are an
Gas Engine Technical Data manual for specific indication of misfiring.
details. NOTE: Verification of proper thermocouple readings is
3. Connect one end of a water manometer to the essential.
connector and vent the free end to the atmosphere. The maximum exhaust temperature variation across the
The manometer line fitting must not protrude beyond entire engine should be within 100°F (47°C) for all
the inner surface of the exhaust pipe or an inaccurate models.
reading may result.
NOTE: Since air/fuel ratio, ambient air temperature and
4. Measure the exhaust backpressure at rated speed
many other factors may affect exhaust gas
and load. Corrective action must be taken if the
temperatures, call the Waukesha Field Service
backpressure exceeds the specified limit.
Department if additional information is required.
Check engine exhaust temperatures for each cylinder
daily. Monitor the exhaust temperatures when the
engine is running at rated speed and load.
One exhaust thermocouple is mounted in each exhaust
manifold segment. A thermocouple is also mounted
before each turbocharger.
Form 6277-5
EXHAUST SYSTEM MAINTENANCE
Be on the alert for wide differences between cylinders or EXHAUST SYSTEM INSPECTION
between cylinder banks. The actual exhaust
1. Inspect the exhaust manifolds and exhaust piping for
temperature readings are not as important as the
leaks.
variations that may occur.
2. Record the exhaust manifold temperatures for
1. Rotate the pyrometer selector switch to select the
reference.
cylinder to be monitored.
NOTE: Right bank and left bank are determined by
standing at the flywheel end of the engine facing the
flywheel. The cylinders farthest from the flywheel on the
left and right side are the No. 1L and No. 1R cylinders,
respectively.
2. Record the temperature value for each cylinder.
Form 6277-5
SECTION 4.40
Before performing any service, maintenance or repair 2. Remove the capscrews, lock washers, gaskets and
procedures, review SAFETY on page 1.05-1 and the separator screen assembly from the top of the
RIGGING AND LIFTING ENGINES on page 1.10-1. cylinder block.
NOTE: After cleaning, servicing or replacing any
component of the crankcase breather system, recheck 1
the crankcase pressure to verify that it is within
specification and that all system components are 2
functioning properly. 3
4
SEPARATOR SCREEN 9
On 6-cylinder engines, the separator screen is located 5
in the firing deck of the crankcase at the rear of the
engine (see Figure 4.40-1). On 12-cylinder engines, the
separator screen is located in the rear right side of the
engine on the cylinder firing deck. Sixteen-cylinder
engines do not have separator screens. 8
Figure 4.40-2: 6-Cylinder Crankcase Separator Screen
1 - Elbow 6 - Gaskets
2 - Hose Clamp 7 - Separator Screen
3 - Breather Tube 8 - Flange
4 - Hose Clamp 9 - Hose
5 - Hose Clamps
CRANKCASE SEPARATOR SCREEN REMOVAL

1. Disconnect the separator screen tubing from the oil
separator (see Figure 4.40-1, Figure 4.40-2, Figure
4.40-3 and Figure 4.40-4).
Form 6277-5
CRANKCASE SEPARATOR SCREEN CLEANING CRANKCASE SEPARATOR SCREEN ASSEMBLY
AND INSPECTION 1. Position a new gasket over the rectangular hole on
the top of the cylinder block (rear right corner) (see
! WARNING Figure 4.40-1, Figure 4.40-2, Figure 4.40-3 and
Figure 4.40-4). Verify that the gasket surfaces are
Always read and comply with clean and completely free of grease and oil.
2. Install the separator screen in the cylinder block.
and warnings on the container
when using cleaning solvent. 3. Install a new gasket on top of the separator screen.
Cleaning solvents may be toxic 4. Fasten the separator screen and breather transition
or flammable. Keep away from assembly to the top of the cylinder block lock
heat or flame. Always use washers and capscrews.
approved cleaning solvents in a
5. Install the oil separator tubing.
well-ventilated area. Do not use
highly volatile fluids for
cleaning.
1
1. Wash the screen in a non-volatile cleaning solution
or solvent, if necessary.
2
2. Remove the separator screen and breather tube
assembly.
! WARNING

the skin. Figure 4.40-3: Crankcase – Rear Right
1 - 12-Cylinder Engine 2 - No. 6R Cylinder
protect your skin. Wear safety Separator Screen Head
glasses to shield your eyes from Location –
flying dirt and debris. Separator Shown
Removed
3. Dry the screening element from the inside out using

low-pressure compressed air.
Form 6277-5
OIL SEPARATOR(S)
Six-cylinder and 12-cylinder G engines have one oil
separator located at the rear of the engine (see Figure
4.40-5).
1
1
2 4
2
5
4
6
9
8
Assembly
1 - Breather Tube 3 - Separator Screen 7

2 - Gasket 4 - Gasket
Figure 4.40-5
1 - Retaining Clip 6 - Steel Mesh

2 - Separator Lid Element
3 - Crankcase Vapor 7 - Crankcase Vapor
Outlet and Oil Inlet
4 - Cellular Foam 8 - Separator Body
5 - O-Ring 9 - Drain
Form 6277-5
6- AND 12-CYLINDER ENGINES
Clean the oil separator at each oil change.
NOTE: Current production separators have elongated
indentations along the circumference of the cover. This
indicates that the upper foam filter is removable.
1. Disconnect the breather plumbing from the
separator as required and remove the oil separator
from the engine. Release the two latches on the
separator and remove the cover (see Figure
4.40-5).
2. Remove the O-ring from the cover.
3. Pry the screen out of the cover and remove the foam
(see Figure 4.40-6). Remove the upper screen from
the inside of the cover.
Figure 4.40-7
5. Wipe the inside of the cover clean.
6. Install the upper screen to the inside of the cover.
7. Place the foam into place in the retaining screen
Figure 4.40-6
4. Wash the foam in a detergent solution and wring dry
by hand (see Figure 4.40-7). Do not use a mineral-
based solvent.
Figure 4.40-8
8. Press the retaining screen and foam into the cover
Form 6277-5
2. Loosen the retaining clamp and remove the lid from
the body of the oil separator (see Figure 4.40-11 and
Figure 4.40-12).
2 3
6
4
Figure 4.40-9
9. Install the O-ring on the cover. Figure 4.40-11: 16-Cylinder Oil Separator
10. Clean the lower separator body in a solvent tank. 1 - Lid 4 - Separator Body
Allow the separator to dry (see Figure 4.40-10). 2 - O-Ring 5 - Wing Nut
3 - Filter 6 - Nut
Figure 4.40-10
11. Install the separator on the engine. Connect the drain
tube to the separator (if equipped).
12. Install the cover on the separator. Install the breather
plumbing as required.

16-CYLINDER ENGINE
1. Remove the oil separator from the engine.
Form 6277-5
7. Install the filter element in the separator body with
1 the handle on the filter facing up, and hand-tighten
the wing nut.
8. Place the rubber O-ring seal on the inside rim of the
lid.
9. Position the lid and clamp on the separator body and
secure by tightening the nut on the clamp.
CURRENT PRODUCTION 12-CYLINDER FILTER

ELEMENT REPLACEMENT
NOTE: Replace the filter element every 3 months.
3 2 1. To replace filter element, pull up on latching
mechanisms while holding bottom half of oil
separator (see Figure 4.40-13).
Figure 4.40-12: 16-Cylinder Oil Separator
1 - Wing Nut 3 - Filter

1
2 - O-Ring
3. Remove the rubber O-ring seal from the inside rim
of the lid. Inspect the seal for cuts, tears or loss of
elasticity. Replace when necessary.
4. Remove wing nut and lift the filter assembly from the
separator body.
5. Thoroughly wash the body and filter element in a
non-volatile cleaning solution or solvent.
3
NOTICE
2
High-pressure compressed air can easily damage the
light metal filter mesh element, causing breather
system restriction and the resultant excessive
crankcase pressure condition. Figure 4.40-13: Oil Separator
1 - Top Half 3 - Latch Mechanism

! WARNING 2 - Bottom Half
2. Remove oil separator bottom half and filter element.
Never use your hand to check 3. Install new filter element into oil separator. Make
for leaks or determine airflow sure O-ring is installed and seated properly (see
rates when using compressed Figure 4.40-14).
the skin.
6. Dry the lid, body and filter element with low-pressure

compressed air.
Form 6277-5
4. Install bottom half of oil separator onto top half.
Figure 4.40-14: Oil Separator Filter Element
1 - O-Ring 2 - Filter Element
Form 6277-5
Table 4.40-1: G-962-503 VHP-12 GSI Retrofit Kit Parts List
DESCRIPTION PART NUMBER QUANTITY

Std., Case Breather 600764 1
Instruction, Retrofit Asm S-07232-342 1
Separator, Oil 305955F 1
Washer, Flat 0.38 in. Y18813H 33
Washer, Med Lock 0.38 in. 21052 25
Hex-Head Screw 0.38-16 x 1-3/4 in. 21360 4
Nut, Hex 0.38-16 UNC 21189 12
Support, Breather 208112K 1
Support, Breather 208112M 1
Hex-head screw 0.38-16 x 1 in. 21348 12
Hex-head screw, 0.38-16 x 2 in. 21362 4
Spacer, 0.41 x 0.75 x 1/4 in. long 119977 4
Support, Breather Tube 208112J 1
Clip, 1.5 Dia x 0.38 in. Scr 177487X 1
Tube Asm., Breather Outlet A214102Y 1
Tube Asm., Breather Inlet A214102U 1
Hose, 1.5 ID x 1.88 x 3.12 in. B7780 5
Clamp, hose 1.31 – 2.25 in. 41236T 10
Pipe, 0.50 x 1.69 Tbe 100831A 1
Elbow, Red, 0.50 – 0.38 in. 168439M 1
Clamp, Hose 1.06 – 2.0 in. 41236R 2
Clamp, Hose 0.31 – 0.88 in. 109263 2
Brace, Tube Clip 214407 1
Clip, 0.75 Dia x 0.38 in. Scr 169013Y 3
Brace, Tube Clip 214407A 1
Clip, 0.75 Dia x 0.5 in. Scr 169013Z 1
Spacer, 0.56 x 1 x 1 in. long 120132L 1
Washer, Flat 0.50 in. Y18813K 1
Washer, Med Lock 0.50 in. 21054 1
Hex-head screw 0.50 – 13 x 2-1.4 in. 21437 1
Tube, Breather, Asm. A208117A 1
Scr, flngd 12 pt 0.38 – 16 x 1-1.4 in. 28468 2
Clip, 0.5 Dia x 0.38 in. Scr 169013P 1
Separator, Oil 166420B 1
Support, Breather Tube 214404C 1
Conn, Male 1.5 OD x 1.5 NPT 194769V 2
Valve, Ball 1.5 in. 207585E 1
Support, Tube 214405 1
Form 6277-5
DESCRIPTION PART NUMBER QUANTITY

Plug, Pipe, Hex-head, 0.125 in. 26743 2
Hex-head screw, 0.375 – 16 x 1-1/4 in. 21352 4
Gasket 164182A 1
Cover Asm., A/C Inlet A164181 1
Support, Breather Tube 214404D 1
U-Bolt, 0.25 x 1.75 x 2-1/2 in. 955767 2
Washer, Flat 0.25 Y18813G 4
Washer, Med Lock 0.25 21050 4
Nut, Hex, 0.25 – 20 UNC 21173 4
Plug, Pipe, Square-head 2.0 74113 1
Cap, Pipe 2.0 78899H 1
Tube, Breather to Air Cleaner 214102Z 1
Form 6277-5
OIL SEPARATOR DIAPHRAGM KITS
New oil separator diaphragm kits have been released. 1
An oil separator diaphragm, under normal working

conditions, should not be replaced for the life of the
assembly. However, in some extreme environments
where equipment is exposed to harsh chemicals,
diaphragm performance may be reduced. Under these 2
circumstances, it is recommended to service the
diaphragm annually or when performance problems
begin, whichever occurs first.
3
9
Figure 4.40-15: Diaphragm Kit

5
Table 4.40-2:
OIL SEPARATOR PART DIAPHRAGM KIT PART

NUMBER NUMBER 6
7
305955A, 305955D,
495301
305955F
305955 495302 Figure 4.40-16: Oil Separator Head Assembly
1. Remove four cover screws and cover. 1 - Cover Screw 6 - Head
NOTE: Small spring fits in spring cup on top of (4 used) 7 - Small O-Ring*
diaphragm. 2 - Cover 8 - Large Spring*
3 - Diaphragm* 9 - Small Spring*
2. Small spring fits in spring cup on top of diaphragm. 4 - Valve Body
3. Install cover and four cover screws. Tighten screws 5 - Large O-Ring*
to 30 – 35 lbs (3.4 – 4.0 N·M); do not overtighten. * Parts included in diaphragm kit.
4. Start engine. NOTE: Small O-ring fits on top of filter element.
5. Spray oil separator head assembly with soapy water
to check for leaks. If bubbles form, turn off engine, CRANKCASE PRESSURE CHECK
remove cover and reposition large O-ring between
valve body and head. A negative crankcase pressure of 0 – 1 inch-H2O (0 –
6. Repeat steps 4 and 5 until leaks are gone. 25.4 mm-H2O) must be maintained.
NOTE: Measure the crankcase pressure at least once
every 3 months (2,160 hours).
1. Remove the pipe plug from the oil level gauge
support and install a tube connector in the hole (1/8
in. NPT) (see Figure 4.40-17).
Form 6277-5
ADJUSTMENT CONTROLS
1 On 6-cylinder engines, crankcase pressure is adjusted
with either a venturi/adjusting capscrew assembly (see
Figure 4.40-19), an ejector breather/adjusting valve
assembly (see Figure 4.40-20) or vacuum valve (see
Figure 4.40-21).
Figure 4.40-17
1 - Oil Level Gauge 2 - Install Water

(dipstick) Manometer Tube
2. Connect one end of a water manometer to the
connector and vent the free end to the atmosphere.
The manometer line must not protrude beyond the
inner surface of the gauge support or an inaccurate
Figure 4.40-19: 6-Cylinder GSI Venturi / Adjusting
reading may result (see Figure 4.40-18).
Capscrew Assembly
1
1
2
4
Figure 4.40-18 2
1 - Vent 3 - Manometer
2 - Shutoff Valves 4 - To Crankcase
3. Measure the crankcase pressure and perform all
pressure adjustments while the engine is operating Figure 4.40-20: 6-Cylinder Ejector Breather / Adjusting
at rated speed and load (see CRANKCASE Valve Assembly
PRESSURE ADJUSTMENT on page 4.40-12).
1 - Adjusting Valve 2 - Ejector Breather
4. Remove the manometer line and tube connector.
Install the pipe plug.
CRANKCASE PRESSURE ADJUSTMENT

CONTROLS
All engines are provided with manual crankcase
pressure adjustment. The adjustment is accomplished
by admitting more or less outside air into the breather
system. All manual adjustment devices are externally
controlled and easily accessible.
Form 6277-5
ADJUSTMENT CONTROLS
On 12-cylinder engines that are not equipped with
venturi extractor, the crankcase pressure is adjusted
with a vacuum valve assembly, of which there are
different configurations (see Figure 4.40-21 and Figure
4.40-22). On 12-cylinder engines equipped with a
venturi extractor, a choke valve is located on the end of
the venturi extractor (see Figure 4.40-23).
2
1
1
2
Figure 4.40-23
3 1 - Choke Valve 2 - Venturi Extractor

4
ADJUSTMENT CONTROLS
Figure 4.40-21 On 16-cylinder engines, the crankcase pressure is

adjusted with a vacuum valve that is similar in
1 - Butterfly Valve 3 - Adjusting appearance to the valve shown in Figure 4.40-21, or a
2 - Hex Nut Capscrew venturi extractor/choke valve assembly similar to the
4 - Breather Tube one shown in Figure 4.40-23.
1 CRANKCASE PRESSURE ADJUSTMENT

2 1. Run the engine at rated speed and load.
NOTE: A negative pressure of 0 – 1 inch-H2O (0 – 25.4
mm-H2O) is desirable at all speeds and loads.
3 2. See CRANKCASE PRESSURE CHECK on page

4.40-10 and install a water manometer to monitor
4
crankcase pressure.
3. Loosen the hex nut and turn the adjusting capscrew
Figure 4.40-22: Vacuum Valve Assembly
while monitoring the water manometer until the
1 - Butterfly Valve 3 - Adjusting recommended negative crankcase pressure is
2 - Hex Nut Capscrew obtained.
4 - Breather Tube 4. Remove the engine load.
5. Measure the crankcase pressure again. Readjust if
it is not within specification.
6. Retest at rated speed and load. If the crankcase
pressure is within specification, tighten the hex nut
to hold the setting.
7. If adjustment of manual control devices fails to
properly regulate crankcase pressure:
a. Clean the crankcase separator screen.
b. Clean the crankcase oil separators.
c. Clean all breather tubes.
Form 6277-5
d. Clean and inspect the crankcase breather CLEANING AND INSPECTION
regulator assembly.
e. Clean and inspect the venturi extractor
! WARNING
assembly.
f. Inspect the air cleaner prefilter pads and main
filter elements. Clean or replace as necessary.
g. Measure the exhaust backpressure. Excessive air. Compressed air can pierce
backpressure reduces breather system the skin.
effectiveness.
NOTE: After cleaning, servicing or replacing any protect your skin. Wear safety
component of the crankcase breather system, recheck glasses to shield your eyes from
the crankcase pressure to verify that it is within flying dirt and debris.
specification and that all system components are
functioning properly.
CRANKCASE BREATHER REGULATOR 1. Thoroughly wash all parts in a non-volatile cleaning

solution or solvent to remove accumulations of dust,
The crankcase breather regulator assembly is above the dirt, grease and grit (see Figure 4.40-25). Dry with
water manifold and connected to the venturi extractor low-pressure compressed air.
through a tee and pipe nipple arrangement (see Figure
4.40-24).
Figure 4.40-24
NOTE: Location varies with engine model.
While there is no manual adjustment of the crankcase
breather regulator, it should be inspected annually for an
accumulation of dirt or grit. Harsh environments may
dictate more frequent attention.
Form 6277-5
NOTICE
If replacement of the breather regulator housing or
valve assembly is necessary, be sure to order the
1 correct part numbers. Since air flow requirements vary
between engine models and applications, the
housings and valves are sized or weighted differently
and are not interchangeable.
2 6. Replace any parts of the assembly that are damaged

or worn.
3 CRANKCASE PRESSURE RELIEF VALVE

To ensure that they are in proper working condition, the
4 crankcase pressure relief valves should be exercised
and inspected annually (see Figure 4.40-26). If
removed, replace crankcase pressure relief valves in the
same positions as received from the factory.
5
6
Figure 4.40-25
Figure 4.40-26
1 - Housing 5 - Valve Hub 1. Shut down the engine and allow it to cool.
2 - Rod 6 - O-Ring
2. Lift the valve off its seat to verify that the plate is free
3 - E-Clip 7 - Screen
to move.
4 - Valve Plate 8 - Locknut
2. Inspect the regulator housing for cracks. ! WARNING
3. Inspect the regulator rod for scratches or burrs.
The number of pressure relief
4. Inspect the O-ring for cuts, tears or loss of elasticity.
valves used on the engine
5. Inspect the valve plate for nicks, cracks or damage.
! depends on the volume of the
crankcase. When using this
option, never operate the engine
without proper number of valves
on the engine. The ability of the
system to function is dependent
upon the proper number of relief
valves.
Form 6277-5
SECTION 4.45
PRELUBE AND STARTING SYSTEM MAINTENANCE

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

vented from the system must be
codes.
Figure 4.45-1
ELECTRIC STARTER
AIR / GAS STARTER LUBRICATION
! WARNING RESERVOIR
1. Prior to each start, check the air/gas starter reservoir
Always disconnect electrical for lubricant (see Figure 4.45-2 and Figure 4.45-3).
power during inspection of
electrical components.
Inspect the starter motor and wiring for loose

connections or frayed insulation (see Figure 4.45-1).
Figure 4.45-2
1 - Reservoir 2 - Air/Gas Starter

2. Remove the plug and fill the reservoir. DO NOT
OVERFILL. Use the proper grade of oil. Add SAE
10W oil at 32°F (0°C) and above. Use No. 2 Diesel
Oil when ambient temperatures fall below 32°F
(0°C).
Form 6277-5
3. Replace the plug.
1 2
1
3
5 4
2
Figure 4.45-4
1 - Prelube Pump 4 - Prelube Motor

2 - Air/Gas Inlet 5 - To Oil Pump
3 - Inline Lubricator
NOTICE
The lubricator is intended for systems using dry, clean
natural gas. Any appreciable amount of hydrogen
sulfide (H2S), particularly when combined with
moisture, will cause corrosion and adversely effect the
lubricator and its operation.
Figure 4.45-3 From the point of use, some oil mist may escape into
the surrounding atmosphere. Users are referred to
1 - Reservoir 2 - Plug OSHA safety and health standards for limiting oil mist
contamination and use of protecting equipment.
INLINE LUBRICATOR The maximum operating temperature of the lubricator
is 175°F (79°C).
! WARNING
If high-pressure gas is used to OIL FILL

drive the air/gas prelube pump Check the level of the inline lubricator daily. The oil level
motor, vent the motor exhaust to must always be visible in the sight glass. Refill as follows:
a safe area in conformance with
1. With the inlet pressure shut off, slowly loosen the oil
all applicable codes.
fill plug in the lubricator housing cover (see Figure
4.45-5). Loosening the plug exposes a bleed orifice
that reduces pressure in the oil reservoir.
The inline lubricator injects oil into a stream of
compressed air/gas to provide the internal lubrication of
the air/gas-operated prelube pump motor (see Figure
4.45-4).
Form 6277-5
ADJUSTMENTS
1
Periodically check the lubricator drip rate. If the prelube
pump motor exhaust is oil-free or contains an excessive
amount of oil, manual adjustment is necessary.
2 1. Locate the oiler adjusting capscrew at the top of the
8 3 sight feed dome on the lubricator housing cover.
4 2. Pull the lock ring on the adjusting capscrew upward
to release the drip rate setting.
3. Adjust the drip rate only when there is a constant rate
of air/gas flow through the lubricator. Oil drops are
atomized by the air/gas flowing through the
lubricator throat. Monitor the drip rate through the
sight feed dome. All of the drops visible in the dome
7 are delivered to the prelube pump motor.
5
4. Adjust the lubricator to provide a light oil vapor at the
prelube motor exhaust (about 4 – 5 drops per
minute). Turn the adjusting capscrew clockwise to
decrease the drip rate, turn the capscrew
6 counterclockwise to increase it.
5. Push the lock ring on the adjusting capscrew
downward to lock the drip rate setting.
Figure 4.45-5: Inline Lubricator 6. Monitor the prelube pump motor for a few days
following the adjustment. Readjust the drip rate if
1 - Oiler Adjusting 5 - Reservoir Level
necessary.
Screw Sight Glass
2 - Sight Feed Dome 6 - Drain Plug
CLEANING
3 - Vent Plug 7 - 8 oz (0.2 L)
4 - Air/Gas Outlet Reservoir Clean the inline lubricator monthly.
8 - Air/Gas Inlet 1. With the inlet pressure shut off, slowly loosen the oil
fill plug in the lubricator housing cover. Loosening
NOTICE the plug exposes a bleed orifice that reduces
pressure in the oil reservoir. Remove the oil fill plug.
Ensure that oil level of the inline lubricator is always
2. Remove the drain plug at the bottom of the reservoir.
visible in the sight glass. DO NOT OVERFILL the
Drain the oil.
reservoir.
3. Unthread the reservoir from the lubricator housing
2. Remove the plug and fill the reservoir to the proper cover.
level. DO NOT OVERFILL. The oil level must always 4. Inspect the O-ring on the upper lip of the reservoir for
be visible in the sight glass. Use the proper grade of tears, cuts or general deterioration. Replace as
oil. Add SAE 10W oil at 32°F (0°C) and above. Use necessary.
No. 2 Diesel Oil when ambient temperatures fall
below 32°F (0°C).
3. Inspect the O-ring on the neck of the oil fill plug for
tears, cuts or general deterioration. Replace as
necessary.
4. Install the plug in the lubricator housing cover.
Form 6277-5
! WARNING ALTERNATOR
VHP engines have an optional 24-volt alternator. This
Never use your hand to check alternator can be used to run accessories or recharge
for leaks or determine airflow starting system batteries. Two styles of alternators are
rates when using compressed available. One alternator is driven from a jackshaft out of
air. Compressed air can pierce the front gear housing (see Figure 4.45-6). The other
the skin. alternator option is driven from a pulley installed on the
crankshaft (see Figure 4.45-7).
protect your skin. Wear safety The alternator uses two drive belts to increase belt life
glasses to shield your eyes from and ensure reliability.
NOTE: These belts are a matched set and must be
replaced as a pair to ensure proper operation.
5. Clean the reservoir using soap and water. Dry parts

and blow out internal body passages using clean,
dry compressed air.
6. Inspect all parts carefully. Replace any parts that
appear damaged.
7. Install the reservoir onto the lubricator housing cover
and fully tighten the reservoir until it stops
(approximately five turns). Unscrew the reservoir no
more than one full turn to position the sight glass for
best visibility.
8. Inspect the O-ring on the neck of the oil fill plug for
tears, cuts or general deterioration. Replace as
necessary. Install the plug in the lubricator housing
cover.
9. Install the drain plug at the bottom of the lubricator
reservoir.
Figure 4.45-6: Jackshaft-Driven Alternator and Guards
10. Fill the lubricator reservoir with the proper grade and
amount of oil (see Lubrication System in Table
page 1.15-20).
11. Periodically check the drip rate. Readjust if
necessary (see ADJUSTMENTS on page 4.45-3).
Figure 4.45-7: Crankshaft-Driven Alternator
Form 6277-5
BATTERY CONNECTION JACKSHAFT ALTERNATOR V-BELT
1. When connecting a battery and alternator, make TENSION
certain the ground polarity of the battery and the
ground polarity of the alternator are the same. ! WARNING
2. When connecting a booster battery, always connect
the negative battery terminals together and the Always stop the unit before
positive battery terminals together. cleaning, servicing or repairing
3. When connecting a charger to the battery, connect the unit or any driven
the charger positive lead to the battery positive equipment.
terminal first. The charger negative lead to the
battery negative terminal is connected last.
4. Never operate the alternator on open circuit. Make
certain all connections in the circuit are secure. 1. Loosen the upper pivot capscrew on the upper end
of the alternator (see Figure 4.45-8).
5. Do not short across or ground any of the terminals
on the alternator.
6. Do not attempt to polarize the alternator.
ALTERNATOR SERVICING
The frequency of inspection is determined largely by the
type of operating conditions. High-speed operation, high
temperatures and dust and dirt all increase the wear of
brushes, slip rings and bearings.
At regular intervals, inspect the terminals for corrosion
and loose connections. Inspect the wiring for frayed
insulation. Inspect the mounting capscrews for
tightness, and the belt for alignment, proper tension and
wear. Belt tension should be adjusted on a routine basis.
When adjusting belt tension, apply pressure against the
stator laminations and between the end frames and not
against either end frame. Figure 4.45-8: Alternator Belt Adjustment Pivot
2. Loosen the adjusting capscrew on the alternator
ALTERNATOR NOISE (see Figure 4.45-9).
Noise from an alternator may be caused by worn or dirty
bearings, loose mounting capscrews, a loose drive
pulley, a defective diode or a defective stator. Inspect for
any of these causes and repair or replace as necessary.
Figure 4.45-9: Alternator Belt Adjustment Capscrew
Form 6277-5
3. When the desired belt tension is reached, tighten the ALTERNATOR V-BELT MAINTENANCE
adjusting capscrew and pivot capscrew.
1. Always use new, matching belt sets.
NOTE: A new belt is adjusted to a greater tension due 2. When replacing belts, always replace the entire set
to tension loss which occurs during break-in. of belts, not just the ones that look worn. This will
ensure proper belt operation.
CRANKSHAFT ALTERNATOR V-BELT 3. To check belt tension, depress the belt with your
TENSION fingers. A tensioned belt will feel alive and springy.
Belts that are too tight will not deflect and loose belts
! WARNING will feel dead.
4. Keep belts at the proper tension. New belts will
Always stop the unit before stretch shortly after installation. Loose belts will slip,
cleaning, servicing or repairing causing power loss and heat buildup. Belts that are
the unit or any driven too tight will deteriorate rapidly and wear out engine
equipment. shaft bearings.
5. To avoid belt damage, always loosen the pulley
adjustment when installing belts. Never pry a belt
over a pulley.
1. Remove the guarding from the alternator.
2. Loosen the lower pivot capscrew on the end of the
alternator (see Figure 4.45-10).
Figure 4.45-10: Alternator Belt Adjustment
1 - Adjusting 3 - Adjusting Stud

Capscrew
2 - Pivot Capscrew
3. Loosen the adjusting capscrew on the alternator
4. Use a wrench on the adjusting stud to pivot the
alternator.
5. When the desired belt tension is reached, tighten the
adjusting capscrew and pivot capscrew.
6. Install the guarding over the alternator.
Form 6277-5
SECTION 4.50
ENGINE PROTECTION SYSTEM MAINTENANCE
Before performing any service, maintenance or repair 1. Inspect the thermocouples (see Figure 4.50-1,
procedures, review SAFETY on page 1.05-1 and Figure 4.50-2, Figure 4.50-3 and Figure 4.50-4) to
RIGGING AND LIFTING ENGINES on page 1.10-1. ensure they are securely seated.
Maintenance of the engine protection system is 2. Inspect connecting cables and wires for loose
generally limited to visual inspection of components. connections, broken wires or insulation.
! WARNING
Switches for alarms and
!
automatic engine shutdown
must be supplied by the
customer. The sensors
provided are for measuring and
monitoring temperatures and
WILL NOT shut the engine down
if potentially harmful
temperatures are reached.
It is the customer’s Figure 4.50-1: Jacket Water Temperature Sensor
(Inspect Thermocouple and Connecting Harness)
!
responsibility to provide engine
protection switches and fuel
shutoff valves wired to
simultaneously shut off the
ignition and the fuel for the
following conditions: normal
shutdown, overspeed, low lube
oil pressure, high jacket water
temperature and high intake
manifold pressures.
K-TYPE THERMOCOUPLES INSPECTION

! WARNING
Thermocouples can be
extremely hot. Allow engine to
cool prior to handling
thermocouple.
Form 6277-5
Figure 4.50-4: Main Bearing Temperature

Thermocouples (Inspect Harness)
Figure 4.50-2: Oil Strainer and Temperature Sensor
NOTE: Inspect actual main bearing temperature
1 - Masking Tape 2 - Inspect thermocouples during oil change.
Applied During Thermocouple
Maintenance Temperature
Sensor and PRESSURE AND TEMPERATURE
Connecting SWITCHES CALIBRATION
Harness
Calibrating and testing pressure and temperature
switches should be performed by qualified service
technicians every 90 days.
1
OPTIONAL INSTRUMENT PANEL
Inspect instrument panel to ensure gauges are
operating.
OPTIONAL SENSORS
2
The optional CEC Air/Fuel Module (AFM) uses sensors
in the exhaust outlet that require periodic inspection.
Figure 4.50-3: Exhaust Thermocouples
1. Inspect the sensors (see Figure 4.50-5 and Figure
1 - Inspect 2 - Exhaust Manifold 4.50-6) to ensure they are securely seated.
Thermocouple End Section
Temperature 2. Inspect connecting cables and wires for loose
Sensor and connections, broken wires or insulation.
Connecting
Harness
Figure 4.50-5: GSI Oxygen Sensor
Form 6277-5
5
Figure 4.50-7: 12-Cylinder GL Manual Shutdown Lever
Figure 4.50-6: Lean Burn Oxygen Sensing Assembly
1 - Lean Burn Oxygen 4 - Sensor Block
Sensor 5 - Heater
SENSORS
2 - Gasket 6 - Thermocouple
! WARNING
3 - Special Pipe Nipple
Allow engine to cool prior to

MANUAL SPEED CONTROL LEVER handling sensors. Sensors can
be extremely hot.
! WARNING
Always ensure that the fuel gas

shutdown.
Inspect the detonation sensors to ensure they are
seated (see Figure 4.50-8). See latest edition of Form
6268 or Form 6278, Custom Engine Control Detonation
Sensing Module Installation Operation & Maintenance
Manual, for further information. Inspect wiring harness
Inspect the manual speed control lever for proper for damage.
operation (see Figure 4.50-7). With the engine running
under no load, move the lever to the CLOSED position;
the engine should return to idle speed.
Figure 4.50-8
Form 6277-5
Form 6277-5
SECTION 4.55
VALVE ADJUSTMENT
Before performing any service, maintenance or repair 2. Remove the rocker arm cover capscrews, washers
procedures, review SAFETY on page 1.05-1, RIGGING and spark plug cable clips (two capscrews per
AND LIFTING ENGINES on page 1.10-1 and the cover).
following safety message.
NOTE: A special tool (P/N 494287) may be used for
removing the rocker arm cover capscrews. The same
VALVE ADJUSTMENT tool can also be used for loosening the cam follower
capscrews and rocker arm adjusting capscrews,
NOTICE enabling the operator to perform multiple operations
without switching tools.
In any procedure where the rocker arms may have
been removed or disturbed, the cylinder head 3. Remove the rocker arm covers. Use a rubber mallet
replaced or if it is suspected that the valves may have to loosen the covers, if necessary.
been adjusted incorrectly, do not rotate the crankshaft NOTE: Set the valves in the order that the engine fires
until all rocker arm adjusting capscrews have been (see Table 4.55-1). The cylinder firing order appears on
completely backed off. the engine nameplate. Each piston must be brought into
top dead center position, compression stroke.
NOTE: All VHP gas engines use hydraulic valve lifters. 4. Using the engine barring device (see Figure
4.55-1), turn the engine over in a counterclockwise
To compensate for slight differences in wear between direction (facing the flywheel) until the piston of the
the valves and valve seats, adjust the valve clearance first cylinder in the firing order is at top dead center
every 3 months (2,160 hours). Install new rocker arm (compression stroke) (see Table 4.55-1).
cover gaskets when the valve adjustments are
performed.
NOTICE
Shut the engine down and allow it to cool for at least 1
hour before adjusting the valves.
1. See SPARK PLUG REMOVAL – NON-CSA on page

4.10-1, SPARK PLUG REMOVAL – CSA (G, GSI
ENGINES) on page 4.10-4 and SPARK PLUG
REMOVAL – CSA (GL ENGINE) (13/16 IN.
CURRENT PRODUCTION) on page 4.10-6, remove
the spark plug cables from the ignition coils and pull
out the spark plug extensions. Figure 4.55-1
Form 6277-5
VALVE ADJUSTMENT
Table 4.55-1: Valve Settings
6-CYLINDER ENGINE 12-CYLINDER ENGINE 16-CYLINDER ENGINE

WHEN VALVES WHEN VALVES WHEN VALVES
SET VALVES ON OVERLAP ON SET VALVES ON OVERLAP ON SET VALVES ON OVERLAP ON
CYLINDER MATING CYLINDER MATING CYLINDER MATING
CYLINDER CYLINDER CYLINDER
Column A Column B Column A Column B Column A Column B
1 6 1R 6R 1R 8R
5 2 6L 1L 1L 8L
3 4 5R 2R 3R 6R
6 1 2L 5L 3L 6L
2 5 3R 4R 7R 2R
4 3 4L 3L 7L 2L
6R 1R 5R 4R
1L 6L 5L 4L
2R 5R 8R 1R
5L 2L 8L 1L
4R 3R 6R 3R
Column A shows the cylinder firing order. 3L 4L 6L 3L
Value in column A added to value in
2R 7R
column B always equals 7.
2L 7L
Column A shows the cylinder firing order. 4R 5R
4L 5L
Column A shows the cylinder firing order.
NOTE: On 12- and 16-cylinder engines, right bank and

left bank are determined by standing at the flywheel end
NOTICE
of the engine facing the flywheel. The cylinders farthest Ensure that adequate side clearance is allowed for
from the flywheel on the right and left side are the No. 1R between the rocker arm supports and the rocker arm
and No. 1L cylinders, respectively. On 6-cylinder assemblies, when tightening the rocker arm support
engines, the cylinder farthest from the flywheel is the No. capscrews, to prevent the rocker arm assemblies from
1 cylinder; the closest, the No. 6 cylinder. binding.
To determine when this piston is at top dead center
(compression stroke), watch the rocker arms and
valves on the mating cylinder (see Table 4.55-1). As
the exhaust valves on the mating cylinder are
closing, the intake valves begin to open. At this
point, the mating cylinder is in valve overlap (all four
valves partially open). This means that all four
valves on the first cylinder in the firing order are fully
closed. The first cylinder in the firing order is now at
top dead center (compression stroke).
Form 6277-5
VALVE ADJUSTMENT
NOTE: To obtain the proper end clearance between the
intake and exhaust rocker arms and the support, place 1 3
a feeler gauge 0.015 – 0.020 in. (0.381 – 0.508 mm) for
the exhaust rocker arm, and 0.010 – 0.015 in. (0.254 – 2
0.381 mm) for the intake rocker arm, between one end
of the rocker arm and the support. The adjusting
capscrew cam followers should be centered on the valve
stem tips. If the cam followers are not properly centered,
loosen the two capscrews and slightly shift the rocker
arm support. After the best position is obtained, torque
the rocker arm support capscrews to specifications. See
Crankcase Components in Table 1.15-17 Critical
Engine Torque Values on page 1.15-28 for specific
torque values. 4
5. Loosen the locknuts and adjusting capscrews at all
four valve stem tips (see Figure 4.55-2).
Figure 4.55-3: Previous Production Rocker Arm
Adjusting Capscrews
1 - Adjusting 3 - Lube Oil Passage

Capscrew 4 - Ball Cam Follower
2 - Hex Jam Nut Insert
1 3
2
Figure 4.55-2
6. Look for cracks or breakage around the ball and cam
follower insert of the rocker arm adjusting capscrews
(see Figure 4.55-3 and Figure 4.55-4). Verify that the
ball rotates freely in all directions without binding. 4
Replace the adjusting capscrew, if necessary.
Figure 4.55-4: Current Production Rocker Arm Adjusting

Capscrews
1 - Adjusting 3 - Lube Oil Passage

Capscrew 4 - Ball Cam Follower
2 - Hex Jam Nut Insert
Form 6277-5
VALVE ADJUSTMENT
7. Mark the two fixed cam follower capscrews (see
Figure 4.55-6). Back out the fixed capscrews 1/2 turn
to remove the preload from the hydraulic valve lifters. 1
Verify that the hydraulic valve lifter plunger is fully
extended up against the C-clip (see Figure 4.55-5).
2
1
3 2
3
Figure 4.55-6
1 - Fixed Cam Follower 3 - Exhaust Adjusting

Capscrews Capscrews
2 - Intake Adjusting
Capscrews
NOTE: When tightening the hex jam nut, hold the rocker
arm adjusting capscrew with a screwdriver. This method
holds the adjusting capscrew while tightening the jam
4
nut without disturbing the setting of the adjusting
capscrew.
11. Holding the cam follower of the adjusting capscrew
against the valve stem tip, turn the other intake
rocker arm adjusting capscrew down until the cam
Figure 4.55-5 follower contacts the valve stem. Eliminate any play.
1 - Plunger 3 - Hydraulic Valve 12. Tighten the hex jam nut to lock the setting of the
2 - C-Clip Lifter second intake rocker arm adjusting capscrew.
4 - Push Rod Tube 13. Rotate the cam followers of the two intake rocker arm
8. Raise the intake rocker arm until it just contacts the adjusting capscrews to feel for equal contact with the
intake actuator. Turn the intake rocker arm adjusting valve stem tips. If a cam follower cannot be rotated,
capscrew (closest to the actuator arm) down until the or if it rotates too freely, loosen the jam nut and
ball and cam follower contacts the valve stem. readjust the capscrew.
Snugly center the cam follower on the valve stem tip. 14. Turn the exhaust rocker arm adjusting capscrew
down until the cam follower contacts the valve stem.
NOTE: Use finger pressure only when turning the
Snugly center the cam follower on the valve stem tip.
rocker arm adjusting capscrews.
15. Verify that the fixed cam follower capscrew just
9. Verify that the fixed cam follower capscrew just
contacts, but does not depress, the hydraulic valve
contacts, but does not depress, the hydraulic valve
lifter plunger.
lifter plunger.
16. Tighten the hex jam nut to lock the setting of the first
10. Using a valve adjusting wrench (P/N 494287) and
exhaust rocker arm adjusting capscrew.
screwdriver (see Figure 4.55-6), tighten the hex jam
nut to lock the setting of the first intake rocker arm 17. Holding the cam follower of the adjusting capscrew
adjusting capscrew. against the valve stem tip, turn the other exhaust
rocker arm adjusting capscrew down until the cam
follower contacts the valve stem. Eliminate any play.
18. Tighten the hex jam nut to lock the setting of the
second exhaust rocker arm adjusting capscrew.
Form 6277-5
VALVE ADJUSTMENT
19. Rotate the cam followers of the two exhaust rocker
arm adjusting capscrews to feel for equal contact
with the valve stem tips. Readjust, if necessary.
20. Turn the two fixed cam follower capscrews
clockwise 1/2 turn to their original setting. Preloading
the hydraulic valve lifter backs the plunger off the C-
clip and moves it into the upper range of lifter travel.
Torque each cam follower capscrew to
specifications. See Crankcase Components in
Table 1.15-17 Critical Engine Torque Values on
page 1.15-28 for specific torque values.
21. Rotate the cam followers of the two intake and two
exhaust rocker arm adjusting capscrews to feel for
equal contact with the valve stem tips.
22. Rotate the engine counterclockwise to the next
cylinder in the firing order, top dead center
(compression stroke). Repeat the above procedures
for each cylinder in the firing order (see Table
4.55-1). Watch each mating cylinder for valve
overlap.
23. After all valves are adjusted and before starting the
engine, use the engine barring device to manually
rotate the engine in a counterclockwise direction to
be certain that no oversights have occurred which
might cause valve and piston interference.
24. Scrape the old gasket material from the valve covers
and cylinder heads.
25. Verify that the rocker arm cover and cylinder head
gasket surfaces are clean and completely free of
grease and oil.
26. Place new gaskets on the rocker arm covers.
NOTICE
Carefully check the cylinder head for any old gasket
debris before installing the rocker arm covers.
27. Position the rocker arm covers on the cylinder

heads. Install the washers, spark plug cable clips
and rocker arm cover capscrews (two capscrews
per cover).
28. Torque the rocker arm cover capscrews to
specifications. See Crankcase Components in
Table 1.15-17 Critical Engine Torque Values on
page 1.15-28 for specific torque values.
29. Install the spark plug extensions. Fit the rubber
recess cover into the top of each spark plug carrier.
Form 6277-5
VALVE ADJUSTMENT
Form 6277-5
SECTION 4.60
MAINTENANCE SCHEDULE
The following maintenance schedule has been

! WARNING
determined for normal operating conditions. It may be
necessary to change some of the intervals of
maintenance to meet abnormal operating conditions Always observe the following
maintenance schedule.
!
such as extreme cold or very dirty conditions. Pick the
shortest time listed when given a choice.
Regularly inspect the engine in operation (see Table
4.60-1). Duplicate the ENGINE PERFORMANCE
RECORD on page 4.60-5 and use it to record the
results of regular inspections. By maintaining trend
information on the general condition of the engine, the
necessary corrective action can be taken when a
problem first becomes apparent. An early diagnosis will
save money and reduce down time by preventing the
development of more serious problems.
Table 4.60-1: Routine Maintenance Chart
DAILY OR AS REQUIRED
1,500 HRS.
2,500 HRS.
4,000 HRS.
8,000 HRS.
250 HRS.
500 HRS.
720 HRS.
ITEM SERVICE
Check/Clean or
Air Cleaner Filter Element •
Replace
Air Starter Lubricator Check/Fill •
Control Rod Ends and Linkage Clean/Lubricate •
Cooling Systems Fluid Level (Jacket and
Check/Fill •
Auxiliary)
Crankcase Oil Level Check/Fill •
Governor Oil Level Check/Fill •
Governor Synchronizer or Speed Control Adjust •
Oil Filter Release Trapped Air •
Check/Clean or
Pre-Cleaner Element •
Replace
Prelube Motor Reservoir Check/Fill •
Power Take-off Lubricate •
Form 6277-5
1,500 HRS.
2,500 HRS.
4,000 HRS.
8,000 HRS.
250 HRS.
500 HRS.
720 HRS.
ITEM SERVICE
Engine Oil & Filter* (ISO Standard or

Change Oil and Filter •
Continuous Duty)
Engine Oil & Filter* (ISO Standard or Change Oil and Filter •
Continuous Duty with Microspin)
Engine Oil & Filter* (Excess of ISO Standard Change Oil and Filter •
or Continuous Duty)
Engine Oil & Filter* (Light Load Operation) Change Oil and Filter •
Engine Oil & Filter* (Standby Duty) (Annually Change Oil and Filter • •
or 250 hours, whichever is reached first)
Engine Oil* (Analysis) Analysis •

Battery Electrolyte Check/Fill •
Belt Tension Check •
Cooling Water Analysis (Ebullient) Check •
Air Actuator Lubricate •
Alternator Bearings Lubricate •
Auxiliary Water Pump Inspect/Lubricate •
Fan Hub and Idler Pulley Bearings Lubricate •
Generator Bearings Lubricate •
Tachometer Drive Clean •
Control Linkage Clean and Lubricate •
Spark Plugs (or as necessary) Clean and Regap •
Water Pump Idler Puller Bearings Lubricate •
Crankcase Breather Clean •
Governor Rod Ends Lubricate •
Ignition Timing Check •
Lube Oil Strainer Element Clean •
Magnetic Plugs Clean •
Oil Cooler (Oil Side) Drain •
Oil Filter Elements Replace •
Oil Separators Clean •
Ignition Cables: Primary and Secondary
Inspect •
Connection
Water Temperature Gauge Test •
Carburetor Adjust •
Crankcase Pressure Check •
Form 6277-5
1,500 HRS.
2,500 HRS.
4,000 HRS.
8,000 HRS.
250 HRS.
500 HRS.
720 HRS.
ITEM SERVICE
99 Regulator(s) Adjust •
Prechamber Regulator* Adjust •

Safety Controls/Engine Protection Devices Test/Calibrate •
Valve Clearance Adjust •
Valve Cover Gasket Replace •
Spark Plugs (2,500 – 4,000 hours or as
Replace •
necessary)
Oil Filter Seal Replace •
Wastegate Vent Plug Inspect/Clean •
Admission Valve Assembly, Washer,
Clean or Replace •
O-ring**
Cylinder Compression Check •
Electric Starter Bearings Lubricate •
Governor-Synchronizer Motor Bearings Lubricate •
Regulator Filter Clean/Replace •
Water Pump Inspect •
Carburetor Air/Gas Valves Clean •
Carburetor Diaphragm Inspect •
Governor Compensation Adjust •
Magneto Drive Disc Replace •
Precleaner Element Replace •
Turbocharger Clean/Inspect •
Main and Rod Bearings Inspect •
Cooling System (Jacket and Auxiliary) Clean and Flush •
Cooling System Thermostats Remove and Test •
Cooling System Tube Bundle Clean •
Crankcase Oil Pickup Screen Clean •
Engine Mounting and Alignment Check •
Exhaust Backpressure Check •
Fuel Flow Filter Relief Valve Inspect •
High-Tension Wires Replace •
Ignition Primary Terminals, Harness Plug Inspect •
CEC Ignition Module Timing Disc Magnets Clean/Inspect •
Governor-Synchronizer Motor Reduction
Lubricate •
Gears
Form 6277-5
1,500 HRS.
2,500 HRS.
4,000 HRS.
8,000 HRS.
250 HRS.
500 HRS.
720 HRS.
ITEM SERVICE
Jacket Water Hoses Replace •

Lube Oil Hoses Replace •
Oil Pan Clean •
Vibration Damper Capscrews Retorque •
Cooling Water Analysis Check •
Hydraulic Governor Oil (or as necessary) Change •
Intercooler Clean/Inspect •
Carburetor Gasket Replace •
Carburetor Air/Gas Valve Replace •
Belts (Engine) Replace •
Carburetor Diaphragm Replace •
Crankcase Pressure Relief Valves Inspect •
Ignition Coils Inspect •
Ignition Magneto Rebuild •
Ignition Primary Terminals, Connections,
Inspect •
Harness Plug, and Wires
Wastegate Rebuild •
Inspect Harness
Custom Engine Control Ignition Module Connections and •
Ground Wire
Inspect Harness
Custom Engine Control Detonation Sensing
Connections and •
Module
Ground Wire
Perform Lost Sensor
Custom Engine Control Detonation Sensing Check*** (16-
•
Module Cylinder Engines
Only)
Inspect Harness
Custom Engine Control Air/Fuel Module Connections and •
Ground Wire
* For ebullient-cooled engines, hot water systems with engine water temperature of 200°F (93°C) or above, engines using
gaseous fuel containing H2S in excess of published limits or alternate fuels such as landfill gases, see latest edition of Service
Bulletin 12-1880 for information on oil change intervals.
** Indicates GL engines.
*** See latest edition of Form 6268 or Form 6278, Custom Engine Control Detonation Sensing Module Installation Operation &
Maintenance Manual.
Form 6277-5
ENGINE PERFORMANCE RECORD

Engine operating information, recorded during regular inspections, is necessary to apply proper routine maintenance
schedules. Accurate records will help to control costs by avoiding unnecessary servicing, ensuring needed servicing
and providing trend information on the general engine condition. It is recommended that a record of the following
information be kept.
Table 4.60-2: Engine Performance Form
Date Time
Serial No. Spec. No. Model
Hour Meter Reading rpm Ambient Temperature
Ignition Timing Load Hours on Spark Plugs
Oil Temperature Oil Pressure
Jacket Water Temperature Outlet Inlet
Auxiliary Water Temperature In Out
Gas/Air Pressure Supply Pressure
Intake Manifold Pressure Intake Manifold Temperature
Exhaust Manifold Oxygen %
Exhaust Backpressure Crankcase Pressure (Positive/Negative)
Detonation Module Status
Unusual Noise(s) Vibration
Oil Leaks (Location)
Coolant Leaks (Location)
EXHAUST MANIFOLD
EXHAUST MANIFOLD TEMPERATURES: TEMPERATURE
(PRE-TURBINE)
1. 1. LB
2. 2. RB
3. 3.
4. 4.
5. 5.
6. 6.
7. 7.
8. 8.
Form 6277-5
Form 6277-5
TROUBLESHOOTING AND STORAGE
SECTION 5.00
TROUBLESHOOTING
TROUBLESHOOTING NOTE: This chart is only provided as a service to our

customers. It should not be viewed as a reflection of
The following table is provided to assist the user in Waukesha’s actual experience with this product. This
determining the possible causes of unsatisfactory chart is not “all inclusive.” See respective sections in this
engine operation, as well as point out the corrective manual for details.
action that may be undertaken to remedy the problem.
Knowledge of how the engine operates along with the
current readings from the engine instrument panel can
be combined with this information to provide a
framework for resolving actual or potential problems.
Table 5.00-1: Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY

Engine crankshaft cannot be barred
Load not disengaged from engine. Disengage load.
over.
ON-OFF switch in OFF position or
Place switch in the ON position or replace if defective.
defective (if used).
Fuel throttle or manual shutoff Place fuel throttle or manual shutoff control in ON
control in OFF position. position.
Safeties tripped. Determine cause, correct and reset.
Insufficient cranking speed:
1. Low starting air/gas pressure. 1. Build up air/gas pressure. 100 – 125 rpm
2. Lube oil temperature too low or required to start engine.
viscosity too high. 2. Change lube oil or raise the oil temperature.
Engine will crank, but will not start.
Fuel system inoperative:
50°F (10°C) minimum ambient
temperature Insufficient fuel supply or fuel
Check gas pressure.
pressure.
Faulty ignition system:
1. No power to ignition module.
2. Low or no output from ignition 1. Reconnect.
module. 2. Replace ignition module as required.
3. Hall-effect pickup 3. Reconnect.
disconnected, or damaged. 4. Reset the timing.
4. Incorrect ignition timing. 5. Repair or replace.
5. Broken or damaged wiring. 6. Check gap/replace as required.
6. Spark plug(s) not firing.
Form 6277-5
TROUBLESHOOTING
NOTICE
Insufficient or no air intake: Bar the engine over by hand to verify that cylinders
are clear. Inspect the intake manifold for
accumulations of lube oil.
1. Clogged intake air filters.

1. Remove and clean.
2. Clogged/dirty intercooler (air
side).
Detonation Sensing Module
inoperative or in Shutdown
Condition:
1. Check DSM diagnostic display codes, and
perform appropriate procedures as outlined in
latest edition of Form 6268 or Form 6278,
Module Installation, Operation & Maintenance
1. DSM in shutdown mode. Manual. Contact your Waukesha Distributor for
2. Wiring from sensors to DSM assistance.
damaged. 2. Repair or replace wiring as required. See latest
edition of Form 6268 or Form 6278, Custom
Engine will crank, but will not start. Engine Control Detonation Sensing Module
50°F (10°C) minimum ambient Installation, Operation & Maintenance Manual,
temperature (cont’d.) and rerun AutoCal program. Contact your
Waukesha Distributor for assistance.
AFM inoperative or in Alarm
Condition:
1. Repair or replace wiring as required. See latest
Engine Control Air/Fuel Module Manual.
Contact your Waukesha Distributor for
1. Wiring from sensors, AFM
assistance.
module or AFM actuator
2. Check AFM diagnostic display codes, and
damaged.
2. AFM in alarm mode.
Custom Engine Control Air/Fuel Module
Manual. Contact your Waukesha Distributor for
assistance.
Governor inoperative:
1. Governor set incorrectly:
2. Insufficient oil: 1. Contact your Waukesha Distributor for
a. UG-8 low oil level. assistance.
b. Water/sludge in oil 2. a. Add oil.
passages. b. Clean or replace governor.
3. Binding control linkage: 3. a. Clean.
a. Linkage dirty.
Form 6277-5
TROUBLESHOOTING

Safeties tripped. Determine cause, correct and reset.
Insufficient fuel supply. Check gas pressure.
Low oil pressure causes engine
Inspect lubricating oil system and components;
protection control to shut down
correct cause.
engine.
High coolant temperature causes
Inspect cooling system and components; correct
engine protection control to shut
cause.
engine down.
High intake manifold temperature. Correct cause.
High lube oil temperature. Correct cause.
Engine overspeed causes engine
protection control to shut down Determine and correct cause.
engine.
Excessive load causes engine to
Determine and correct cause of overload.
stall.
Insufficient intake air:
1. Clogged intake air filter(s). 1. Remove and clean.
2. Clogged intercooler (air side). 2. Remove and clean.
Obstructed exhaust manifold. Locate and remove obstruction.
Seizure of main bearings,
Replace bearings – clean up or replace crankshaft,
connecting rod, piston pin or
camshaft or piston pins, as required.
camshaft.
1. Lack of lubrication. 1. Check lube oil system; correct cause.
2. Dirt in lube oil. 2. Check lube oil filters.
Engine stops suddenly.
Detonation Sensing Module
inoperative or in Shutdown
Condition:
Engine Control Detonation Sensing Module
Installation, Operation & Maintenance Manual,
and rerun AutoCal program. Contact your
1. Wiring from sensors to DSM Waukesha Distributor for assistance.
damaged. 2. Check DSM diagnostic display codes, and
2. DSM in shutdown mode. perform appropriate procedures as outlined in
Module Installation, Operation & Maintenance
assistance.
AFM Inoperative or in Alarm
Condition:
assistance.
damaged.
assistance.
Form 6277-5
TROUBLESHOOTING

Insufficient fuel:
Low gas pressure. Check gas fuel system.
Air intake system malfunction:
1. Dirty intake air filters.

NOTICE
2. Clogged intercooler.
Bar the engine over by hand to verify that the
cylinders are clear. Inspect the intake manifold for
accumulations of lube oil.
Detonation Sensing Module,

sensing detonation condition in one
or more cylinders:
Determine if “hot” or unprocessed gas has gone
through engine that could cause detonation. Check
DSM diagnostic display codes, and perform
Hot” or unprocessed gas has gone
appropriate procedures as outlined in latest edition
through engine that could cause
of Form 6268 or Form 6278, DSM Custom Engine
detonation.
Control Detonation Sensing Module Installation,
Operation & Maintenance Manual. Contact your
Engine loses power. Waukesha Distributor for assistance.
Condition:
assistance.
damaged.
assistance.
Air leaks in intake system. Find and correct as required.
Turbocharger malfunction or failure:
Lack of lubrication. Contact your Waukesha Distributor for assistance.
Ignition system timing incorrect. Re-time.
Low compression pressure:
Misadjusted intake and exhaust
Readjust.
valves (if recently overhauled).
Excessive exhaust system
Correct as required.
backpressure.
Form 6277-5
TROUBLESHOOTING

Engine will not shut down using
normal stopping procedures.
! WARNING
Shut off the gas Overheated combustion chamber
supply for positive deposits cause the engine to run on Allow engine to cool down before attempting to stop.
shutdown of gas auto ignition.
engines. Inspect
the intake manifold
for accumulations
of oil.
Engine overloaded. Determine and correct cause.

Insufficient fuel supply. Check fuel supply system.
Condition:
assistance.
Engine will not reach rated speed. module or AFM actuator
damaged.
assistance.
Restricted air intake. Correct cause.
Ignition not properly timed. Re-time.
Tachometer inaccurate. Calibrate or replace tachometer.
Spark plug fouled or not firing,
Individual cylinders misfire. Replace spark plug. Replace ignition coil.
ignition coil failed
Engine misfiring:
Fuel system setting incorrect. Contact your Waukesha Distributor for assistance.
Condition:
Engine will not run at maximum Engine Control Air/Fuel Module Manual.
power. Contact your Waukesha Distributor for
assistance.
damaged.
assistance.
Form 6277-5
TROUBLESHOOTING

Engine overloaded. Determine and correct cause of overload.
Incorrect ignition timing. Reset to specification.
Engine detonates.
Engine misfiring:
Spark plugs misfiring. Clean and regap, or replace spark plugs.
Advanced ignition timing. Reset to specification.
Air/fuel ratio incorrect. Reset to specification.
Condition:
Emission levels too high. 1. Wiring from sensors, AFM
assistance.
damaged.
assistance.
Engine misfiring:
Faulty ignition system. Repair or replace components as required.
Insufficient oil. Add oil as required.
Compare to master gauge. Replace gauge if
Lube oil pressure gauge inaccurate.
necessary.
Oil gauge line plugged or valve shut. Renew gauge line; open valve.
Lube oil filters plugged. Change elements; clean filter.
Lube oil pressure regulating valve
Clean and polish valve.
stuck in open position.
Low or fluctuating lube oil pressure.
See LUBE OIL PRESSURE ADJUSTMENT on page
Oil pressure regulating valve set too
4.30-15, and readjust oil pressure regulating valve to
NOTICE low.
proper pressure at governed speed.
Shut down the engine Change oil and filter elements. Determine and correct
Lube oil dilution.
source of dilution.
immediately; investigate cause.
Lube oil of low viscosity. Change to higher viscosity oil as recommended.
Use oil grade recommended. Check for coolant leaks
Lube oil foaming.
into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that
Operate within maximum safe tilt angles (see
exceed the maximum safe tilt
Specifications).
specification.
Dirty oil cooler. Clean.
Low gas/air pressure. Insufficient line pressure. Increase line pressure.
Form 6277-5
TROUBLESHOOTING

Incorrectly adjusted gas regulator. Readjust.
Incorrect spring in gas regulator. Replace spring.
Excessive line pressure. Reduce line pressure.
Condition:
High gas/air pressure.
assistance.
damaged.
assistance.
See LUBE OIL PRESSURE ADJUSTMENT on page
Misadjusted oil pressure regulating
4.30-15, and readjust oil pressure regulating valve to
High lube oil pressure. valve.
proper pressure.
Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.
Compare to master gauge; replace gauge if
Low jacket water temperature. Gauge inaccurate.
necessary.
! WARNING
Allow the engine to cool.
Gauge inaccurate.

necessary.
High jacket water temperature. Gauge line clogged or valve shut. Replace line, open valve.
Low coolant level. Fill cooling system.
Broken or loose water pump belts. Replace or adjust belts.
Air bound cooling system. Purge air from cooling system.
Leaking pump seals. Repair pump.
Completely thaw cooling system before restarting
Frozen coolant.
engine.
Incorrect ignition timing. Reset ignition timing.
Gauge inaccurate.
necessary.
Clogged gauge line or the gauge line
Replace line or open valve.
valve is shut.
High auxiliary water temperature.
Broken or loose auxiliary water
Replace or adjust belts.
pump belts.
Clogged heat exchanger or
Clean heat exchanger/intercooler.
intercooler.
Form 6277-5
TROUBLESHOOTING

Oil leaks in lube oil system. Locate and repair leaks.
Change to a viscosity recommended for operating
High lube oil consumption. Improper viscosity.
temperatures.
Worn piston rings or liners. Contact your Waukesha Distributor for assistance.
Lube oil contaminated with water: Change oil.
Lube oil contaminated with dirt:
1. Lube oil filter bypass valves
Lube oil contamination. opening because elements are
1. Replace elements.
plugged.
2. Replace elements.
2. Lube oil filter elements
3. Replace air intake filters.
punctured.
3. Air intake filters punctured.
Engine misfiring See “Engine detonates” causes.
Foundation capscrews:
Loose. Contact your Waukesha Distributor for assistance.
Excessive vibration.
Vibration damper:
Loose. Contact your Waukesha Distributor for assistance.
NOTICE
Crankshaft:
Stop engine at once; investigate 1. Contact your Waukesha Distributor for
cause. 1. Broken. assistance.
2. Main bearing nuts loose. 2. Contact your Waukesha Distributor for
3. Crankshaft counterweight assistance.
loose. 3. Contact your Waukesha Distributor for
assistance.
Loose flywheel. Contact your Waukesha Distributor for assistance.
Gauge inaccurate.
necessary.
Insufficient cooling:
1. High auxiliary water
temperature. 1. See “High auxiliary water temperature” causes.
High lube oil temperature. 2. Dirty lube oil cooler. 2. Clean or replace.
3. Broken or loose auxiliary water 3. Replace or adjust belts.
pump belts.
Dirty jacket water heat exchanger or
Clean or replace.
radiator.
See “Low or fluctuating lubricating oil pressure”
Low lubricating oil pressure.
causes.
Form 6277-5
TROUBLESHOOTING

Low octane fuel. Adjust timing for the fuel used.
Overly advanced ignition timing. Retime.
Detonation Sensing Module,
sensing detonation condition in one
or more cylinders:
Determine if “hot” or unprocessed gas has gone
through engine that could cause detonation. Check
DSM diagnostic display codes, and perform
“Hot” or unprocessed gas has gone
appropriate procedures as outlined in latest edition
Knocking or unusual noises. through engine that could cause
of Form 6268 or Form 6278, Custom Engine Control
detonation.
Detonation Sensing Module Installation, Operation &
Maintenance Manual. Contact your Waukesha
Distributor for assistance.
Excessive valve clearance. Adjust to specification.
Loose bearings (failed). Contact your Waukesha Distributor for assistance.
Loose piston pins (failed). Contact your Waukesha Distributor for assistance.
Excessive crankshaft end play. Contact your Waukesha Distributor for assistance.
Misfitted or excessively worn timing
Contact your Waukesha Distributor for assistance.
gears.
Leaks in fuel system. Contact your Waukesha Distributor for assistance.
Excessive fuel consumption. Retarded ignition timing. Set timing to specifications.
Low lube oil pressure. Improper
Turbocharger: Excessive noise or bearing lubrication. Load engine
vibration. before warm oil is supplied to the
turbocharger.
Dirty oil in governor. Drain oil, clean governor and refill.
Governor: UG-8 Engine hunts or Foamy oil in governor. Drain oil and refill.
surges.
Add oil to correct level on gauge glass. Check for
Low oil level.
leaks, especially at drive shaft.
Governor: UG-8 Engine is slow to
Engine overloaded. Reduce load.
respond to speed or load changes.
Form 6277-5
TROUBLESHOOTING

Restricted fuel supply. Clean fuel supply line and filters.
Governor linkage binding or
sticking.
Governor linkage loose or sloppy. Contact your Waukesha Distributor for assistance.
Governor rod length incorrect. Contact your Waukesha Distributor for assistance.
Incorrect angle on governor terminal
Governor: UG-8 Engine will not pick shaft.
up rated load. Governor compensation set too low. Contact your Waukesha Distributor for assistance.
Fuel pressure unstable and
“hunting.”
Governor drive gear dampers are

worn out.
Form 6277-5
TROUBLESHOOTING
Table 5.00-2: Spark Plug Troubleshooting
FIRING TIP APPEARANCE CONDITION REMEDY

Light casting of whitish ash, uniformly No change; reflects a healthy operating
Normal with medium to high ash lube oils
deposited cylinder.
High oil consumption Change engine lube oil type.
Wrong lube oil; ash content too high Change engine lube oil type.
Excessive ash buildup
Poor oil control around valve guides and Inspect and replace worn parts as
piston rings necessary.
Poor oil control around valve guides and
Replace worn parts as necessary.
Black oil fouling deposits piston rings
Engine too lightly loaded Adjust engine load.
Add fuel filter.
Gap bridging Contaminated or “dirty” fuel gas
Use more “open” electrode type plug.
Spark plug firing tip temperature too low Change plug heat range.
Engine too lightly loaded Adjust engine load.
Carbon fouling
Inspect and replace worn parts as
High oil consumption
necessary.
Electrode burning Spark plug firing tip temperature too high Change plug heat range.
Wear on side electrodes Reverse polarity Reverse ignition coil wiring.
Inspect piston crowns with borescope;
replace worn parts as necessary.
Engine operated with severe detonation,
Aluminum contamination
resulting in piston damage Check ignition timing, fuel gas octane.
Reduce engine load.
Oxide of cobalt fouling from burning of
Bright blue or green deposits Replace valves and seats.
Stellite metal on valves and seats
NOTE: If any of the above conditions exist, be sure to correct the cause before installing new spark plugs.
Form 6277-5
TROUBLESHOOTING
Form 6277-5
SECTION 5.05
STORAGE

! WARNING
procedures, review SAFETY on page 1.05-1.
See Table 1.15-7 Waukesha Preservative Oil Never attempt to start an engine
Application on page 1.15-23 for required amounts of that has been stored without
preservative oil.
ENGINE STORAGE – GENERAL

! first cranking it over with the
spark plugs removed. Any oil,
coolant or preservative oil that
might spurt from these
Consider the following factors before deciding how
openings must be removed to
much preservation is required:
prevent a hydraulic lock.
• Whether the engine was used, the length of service Continue to crank the engine
since the last oil change with the starter until liquid is no
• The period of time the engine is likely to be idle or longer ejected from the
inoperative openings. Inspect the intake
passages and manifolds for
• The atmospheric conditions at the time and place of
thickened preservative oil.
storage. For example, the storage problems
Accumulations of thickened
encountered in a tidewater warehouse will differ
preservative oil may thin as the
greatly from those that may be experienced in a dry
engine warms up and be burned
and dusty location.
as fuel, resulting in a runaway
• The hostility of the environment and the accessibility engine.
of the equipment for periodic inspection. An engine on
a showroom floor that is turned over and oiled
occasionally requires less treatment than an engine
abandoned in a dusty warehouse. NOTICE
INNIO Waukesha engines should be purged of all
INNIO WAUKESHA PRESERVATIVE OIL preservative oil from the cylinder head area prior to
INNIO Waukesha Preservative Oil offers a practical and start-up. Failure to comply with this message may
economical solution to the problems previously result in engine damage.
mentioned. While similar in appearance to SAE 10
lubricating oil, it contains corrosion-inhibiting chemicals.
These chemicals vaporize slowly and diffuse throughout
an enclosed area, forming an invisible protective layer
on the exposed surfaces. All engine outlets must be
sealed to block the escape of the vaporized corrosion-
inhibiting chemicals.
At time of start-up, the preservative oil does not need to
be removed before adding the engine lube oil. If
preservative oil was added to clean engine lube oil,
change the engine lube oil as outlined in latest edition of
Service Bulletin 12-1880. There are no adjustments to
these recommendations when using preservative oil.
Form 6277-5
STORAGE
INNIO Waukesha Preservative Oil will not protect engine
surfaces in close contact with used engine oil. INNIO
NOTICE
Waukesha Preservative Oil will only do an effective job Engines stored outdoors or in humid environments
if added to clean engine oil. If high sulfur (gas or diesel) may require more frequent preservations and
or dirty oil has left highly corrosive oil in the bearings and inspections.
close-contact surfaces, the INNIO Waukesha
Preservative Oil vapors will not be able to form a
protective layer on these surfaces. Water-contaminated
engine oil will also prevent the preservative oil vapor
from forming a protective layer. Engines with dirty oil
should receive an oil change and be run long enough to
circulate the clean oil before adding the INNIO
Waukesha Preservative Oil.
INNIO Waukesha Preservative Oil is not intended as a
protective coating for external surfaces of the engine.
Other excellent products are available for protecting
polished or machined surfaces and should be used
when needed.
1. Begin with a cold engine (below 38°C [100°F])
containing clean engine oil and filter elements.
2. Add the required amounts of INNIO Waukesha
Preservative Oil to the oil pan, oil bath air filters, fuel
tanks and multi-plunger injection pumps.
3. Crank engine for approximately 20 seconds, if
possible, to help disperse INNIO Waukesha
Preservative Oil through fuel lines, injectors and
injection pumps.
4. Remove rocker arm covers, spark plugs or injectors.
Add the required amounts of INNIO Waukesha
Preservative Oil to each cylinder through the injector
or spark plug openings and replace the plugs or
injectors. Apply INNIO Waukesha Preservative Oil
to the rocker area with a brush, by pouring.
NOTE: On GL engines, allow ample time (1 minute
minimum) before installing spark plugs to allow INNIO
Waukesha Preservative Oil to flow through the spark
plug sleeve prechamber.
NOTE: Wipe engine clean and dry. Apply wax-type
masking tape or similar material to all openings in air
cleaners, exhaust outlets, breathers, magneto vents and
open line fittings. Use cardboard, plywood or metal
covers where practical to facilitate closing off openings
in the engine.
5. Engines may be stored up to 1 year after being
treated with INNIO Waukesha Preservative Oil. If
storage is to exceed this period, inspect engine
annually and repeat preservation routine. If deferred
start-up will be requested, Form 866 (deferred start-
up Engine Inspection form) will also need to be filled
out and submitted to the Warranty Administrative
Department.
Form 6277-5
STORAGE
! WARNING
Engine preservative oils, such

as INNIO Waukesha
Preservative Oil, contain a
petroleum distillate which is
harmful or fatal if swallowed. If
taken internally, do not induce
vomiting. Consult a physician. If
vomiting occurs, keep head
below hips to prevent aspiration
of liquid into lungs.
Avoid breathing of vapor. Vapor
is harmful and may cause
irritation to eyes, nose and
throat. Use only with adequate
ventilation. If affected by
exposure, move to fresh air
immediately and get medical
help. If breathing is difficult, give
oxygen.
Avoid contact with eyes, skin
and clothing. Use rubber gloves
to protect hands and chemical
goggles to protect eyes. A
National Institute for
Occupational Safety and Health
(NIOSH) approved respirator is
required where ventilation is
inadequate to protect from
inhaling vapors. If skin contact
occurs, immediately wash with
soap and water. If eye contact
occurs, flush eyes for at least 15
minutes and get immediate
medical help. Remove and wash
clothing before reuse.
Keep the preservative oil
container closed and away from
heat. Always read and observe
the safety labels on the
container. Do not remove or
deface container labels.
Do not heat INNIO Waukesha
Preservative Oil beyond 93°C
(200°F). If heating below 93°C
(200°F), the container must be
opened or vented to reduce the
danger of explosion. Direct
heating is dangerous and must
be avoided.
Form 6277-5
STORAGE
Table 5.05-1: Engine Preservation Requirements
Condition 1 – Condition 2 – Condition 3 – Condition 4 –

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

MATERIALS
In addition to INNIO Waukesha Preservative Oil, the
following preservative oils have been found satisfactory
for the internal protection of engines (see Table
5.05-2). Other equally good oils are also available. In
general, the properties that make an oil suitable for
preservative requirements are good aging stability; high
resistance to gumming, oxidation and polymerization;
low pour point and viscosity; and freedom from acids,
asphalts, resins, tars, water and other contaminants.
NOTICE
INNIO Waukesha Preservative Oil is not formulated as
a protective coating for external surfaces.
Table 5.05-2: Preservative Oils
SUPPLIER BRAND NAME

American Oil Company Amoco Anti-Rust Oil 4-V
Gulf Oil Corporation No Rust Engine Oil Grade 1
Mobil Oil Company Mobil Arma 522
Shell Oil Company Donax T-6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal Oil A (R O)
Form 6277-5
STORAGE
Excellent products for polished and machined surfaces
are available on the market and should be used when
needed (see Table 5.05-3).
Table 5.05-3: Protective Materials
INTERNAL SURFACES EXTERNAL SURFACES

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

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

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

after storage in accordance with these instructions are
about the same as those normally carried out on a new
engine.
Form 6277-5
STORAGE
Form 6277-5
APPENDIX A – WARRANTY
Form 6277-5
Form 6277-5
INNIO's Waukesha Engine
1101 WEST ST. PAUL AVENUE,
WAUKESHA, WI 53188
www.innio.com
FORM 6277-5 5th Edition

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VHP*

6-, 12- & 16-Cylinder

* Trademark of INNIO's Waukesha Engine

INNIO’s Waukesha Engine

ALL RIGHTS RESERVED:

DIVERSION CONTROL STATEMENT:

HOW TO USE THIS MANUAL Section 1.10 – RIGGING AND LIFTING

Section 2.00 – SPEED GOVERNING IGNITION COILS.................................... 2.10-4

OIL STRAINER ...................................... 2.30-9 PILOT-OPERATED STARTER PRE-ENGAGE

Section 2.35 – EXHAUST SYSTEM Section 2.50 – ENGINE PROTECTION

(SECONDARY FUEL FOR EMERGENCY PREFILTER PAD – 16-CYLINDER ................... 4.15-4

AIR / GAS STARTER LUBRICATION

Section 4.50 – ENGINE PROTECTION

Section 4.55 – VALVE ADJUSTMENT

Section 4.60 – MAINTENANCE

CHAPTER 5 – TROUBLESHOOTING AND

Section 5.05 – STORAGE

This Page Intentionally Left Blank

! hazards. Replace any illegible or

VHP 6-CYLINDER ENGINES

Table 1.00-1: VHP 6-Cylinder Engine Safety Labels

P/N SIGNAL WORD DESCRIPTION

211911 211911C 211910N 211920H

VHP 12-CYLINDER ENGINES

Table 1.00-2: VHP 12-Cylinder Engine Safety Labels

P/N LABEL TYPE DESCRIPTION

Figure 1.00-2: 12-Cylinder Safety Label Locations – Front and Rear

VHP 16-CYLINDER ENGINES

Table 1.00-3: VHP 16-Cylinder Engine Safety Labels

P/N LABEL TYPE DESCRIPTION

Figure 1.00-4: 16-Cylinder Safety Label Locations – Right Side

Figure 1.00-5: 16-Cylinder Safety Label Locations – Rear and Front

Operate engine with

Vent flammable gas

Vent flammable gas from

SAFETY INTRODUCTION This safety alert symbol appears with

A black graphical symbol inside a yellow Burst/Pressure Hazard

A black graphical symbol inside a red

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

! Safety Alert Symbol

Crush Hazard (Top)

Electrical Shock Hazard

Burn Hazard (Chemical)

Burn Hazard (Hot Liquid)

Burn Hazard (Steam)

Symbol Description Symbol Description

Flying Object Hazard Sharp Element

Read Manufacturer’s Instructions

Wear Environment Suit

Sever Hazard (Rotating Blade)

Wear Eye Protection

Wear Personal Protective Equipment

Wear Protective Gloves to avoid cuts and

Use Emergency Stop (E-Stop); Stop

! WARNING Make sure site personnel who are

! illegible or missing labels immediately.

position before the engine is placed back

Disconnect all electrical power supplies